iv k transportation - la city planning · pdf fileiv.k transportation 1. ... to reflect the...

Los Angeles Department of City Planning IV.K-1 Figueroa and Adams Student Housing Project Draft EIRImpact Sciences, Inc. (946.01) September 2009

IV.K TRANSPORTATION

1. INTRODUCTION

This section provides an analysis of potential impacts associated with traffic, parking, and access. The

analysis provides an overview of existing traffic conditions and circulation patterns in the Project area,

including public transit, and evaluates the construction- and operation-related traffic impacts of the

proposed Project on future capacities of selected intersections within the study area. Because the Project

includes replacement parking for the adjacent St. Vincent’s Church, the analysis also considers parking

availability and changes in traffic patterns for trips generated by the church parishioners. Where

significant transportation and/or parking impacts are identified, mitigation measures are required to

reduce such impacts to less than significant levels.

2. METHODOLOGY

This section is based on the Traffic Impact Report for the Proposed Figueroa & Adams Apartments at 2455 S.

Figueroa Street, City of Los Angeles, prepared by Crain & Associates, dated July 2008 (Traffic Impact

Report). A complete copy of the Traffic Impact Report and Construction Traffic Analysis is included in

Appendix IV.K of this Draft Environmental Impact Report (EIR). The Los Angeles Department of

Transportation (LADOT) reviewed the Traffic Impact Study and approved its content prior to circulation

of this Draft EIR. A copy of the LADOT memorandum is provided in Appendix IV.K.1 Finally, the

Figueroa & Adams Residential Project Construction Traffic Analysis (Construction Traffic Analysis), prepared

by Crain & Associates and dated December 2008 was used to analyze the potential traffic impacts of the

Project during construction. A copy of the Construction Traffic Analysis is provided in Appendix IV.K.

The Traffic Impact Report analyzed existing (2008) and future (2011) AM and PM peak-hour traffic

conditions at 11 intersections in the vicinity of the Project site.

1. Figueroa Street and Washington Boulevard

2. 20th Street and US-10 Westbound Ramps

3. Hoover Street and US-10 Eastbound Ramps

4. 23rd Street and US-110 Southbound Off-ramp

1 City of Los Angeles, Inter-Departmental Correspondence, “Traffic Assessment for the Proposed ResidentialProject at the Northeast Corner of Adams Boulevard and Figueroa Street” from Tomas Carranza, SeniorTransportation Engineer, Department of Transportation to Hadar Plafkin, City Planner Department of CityPlanning, August 6, 2008. Provided in Appendix IV.K.

IV.K Transportation


5. 23rd Street and Figueroa Street

6. 23rd Street and Flower Street

7. Adams Boulevard and Hoover Street

8. Adams Boulevard and Figueroa Street

9. Adams Boulevard and Flower Street

10. Adams Boulevard and US-110 Northbound Off-ramp.

11. Figueroa Street and Jefferson Boulevard

To evaluate existing traffic conditions, manual traffic counts were conducted on November 6, 2007. In

accordance with LADOT Traffic Study Policies and Procedures, the traffic counts cover the weekday

morning and afternoon peak commute periods. Detailed information regarding methodology is provided

in the Environmental Setting and Environmental Impact Analysis sections.

3. REGULATORY FRAMEWORK

The lead regional transportation planning agencies in the Los Angeles region are the Southern California

Association of Governments (SCAG) and the Los Angeles County Metropolitan Transportation Authority

(Metro). LADOT is responsible for transportation issues within the City of Los Angeles.

a. SCAG Regional Transportation Plan

The 2008 Regional Transportation Plan (RTP) prepared by SCAG is a federal- and state-mandated 20-year

transportation plan that envisions the future multi-modal transportation system for the region. The RTP

also includes the many planning factors that LADOT depends upon for growth forecasts and capital

improvement programs. In compliance with state and federal requirements, SCAG prepares the Regional

Transportation Improvement Program (RTIP) to implement projects and programs listed in the RTP.

Updated every other year, the RTIP contains a listing of all transportation projects proposed for the

region over a six-year period.

b. Los Angeles County Congestion Management Program

The 2004 Congestion Management Program (CMP) is a state-mandated program enacted by the state

legislature to address the increasing concern that urban congestion is affecting the economic vitality of

the state and diminishing the quality of life in some communities. The CMP provides the analytical basis

IV.K Transportation


for transportation decisions through the State Transportation Improvement Process. The statewide CMP

document states

the CMP was created to link land use, transportation, and air quality decisions; to develop apartnership among transportation decision makers on devising appropriate transportationsolutions that include all modes of travel; and to propose transportation projects, which are eligibleto compete for state gas tax funds.

As required by state legislation, the Metro, the local CMP agency, has adopted a CMP for the near- and

long-term development of regional transportation facilities throughout the County and has designated a

highway network that includes all state highways and principal arterials within the County. It also sets

requirements for the transportation analysis of regionally significant land-use developments and

requirements for implementation of the regional improvement programs by local jurisdictions.

New projects within the City of Los Angeles must comply with the CMP for Los Angeles County. The

CMP monitors traffic conditions on the designated transportation network, performance measures to

evaluate current and future system performance, promotion of alternative transportation methods,

analysis of the impact of land use decisions on the transportation network, and mitigation to reduce

impacts on the network. If LOS standards deteriorate, then local jurisdictions must prepare a deficiency

plan to be in conformance with the countywide plan. The Transportation Impact Analysis (TIA)

Guidelines outlined in the 2004 CMP for Los Angeles County require that, when an EIR is prepared for a

project, traffic and transit analyses shall be conducted for select regional facilities based on the quantity of

project traffic expected to utilize these facilities. The CMP guidelines for determining the study area of the

analysis for CMP arterial monitoring intersections and for freeway monitoring locations are:

All CMP arterial monitoring intersections, including monitored on- or off-ramp intersections,where the proposed project will add 50 or more trips during either the AM or PM weekday peakhours of adjacent street traffic.

Mainline freeway monitoring locations where the project will add 150 or more trips, in eitherdirection, during either the AM or PM weekday peak hours.

The local CMP requires that all CMP monitoring intersections be analyzed where a project would likely

add 50 or more trips during the peak hours. The nearest CMP intersection is Alameda Street and

Washington Boulevard, which is located approximately 1 mile southeast of the Project site. The proposed

Project will not add 50 or more trips to any of the study area CMP monitoring intersections.

The CMP also requires that any freeway location, including freeway ramps, where a project would likely

add 150 or more peak-hour trips in either direction must be analyzed.

IV.K Transportation


c. South Los Angeles Community Plan

The South Los Angeles Community Plan, adopted in 2002, is the official guide to land use planning and

future development within the South Los Angeles community and implements the Transportation

Element of the City’s General Plan. The Plan contains the following goals, objectives, and policies related

to transportation that are applicable to the proposed Project:

Freeways, Highways and Streets

Objective 11-1: To comply with Citywide performance standards for acceptable levels of

service (LOS) and insure that necessary road access and street

improvements are provided to accommodate traffic generated by all new

development.

Policy 11-1.1: Maintain an LOS for streets and highways not to exceed LOS

“D” for Secondary arterials, Collector streets and Local streets;

not to exceed LOS “E” for Major Highways, and not to exceed

LOS “E” in the Community’s major business districts.

Policy 11-1.2: New development projects should be designated to minimize

disturbance to existing traffic flow with proper ingress and

egress to parking.

Policy 11-1.3: Highways and Street dedications shall be developed in

accordance with standards and criteria contained in the

Highways and Freeways Element of the General Plan and the

City’s Standard Street Dimensions, except where environmental

issues and planning practices warrant alternate standards

consistent with capacity requirements.

Policy 11-1.4: Discourage the vacation of rights-of-way when it may result in a

negative impact on traffic circulation.

Objective 11-2: To ensure that the location, intensity, and timing of development is

consistent with the provision of adequate transportation infrastructure

utilizing the City’s streets and highways standards.

Policy 11-2.2: Require new development projects to mitigate off-site traffic

impacts to the maximum extent feasible.

IV.K Transportation


Policy 11-2.3: Require that driveway access points onto major and secondary

highways, arterials, and collector streets be limited in number

and be located to ensure the smooth and safe flow of vehicles

and bicycles.

Policy 11-2.4: Require that new development install traffic signals at

intersections on arterials when such is warranted on an

individual case-by-case study.

Public Transportation

Goal 12: Develop a public transit system that improves mobility with convenient

alternatives to automobile travel.

Policy 12-1.1: Coordinate with the Metropolitan Transportation Authority

(MTA) to improve local bus service to and within the South

Central area.

Policy 12-1.3: Encourage the expansion wherever feasible, of programs aimed

at enhancing the mobility of senior citizens, disabled persons

and the transit-dependent population.

Objective 12-2: To increase the work trips and non-work trips made on public transit.

Policy 12-2.2: Support the expansion of Community based transit service

improvement.

Land Use Transportation Policy

Objective 13-1: To reflect the objectives and guiding principles of the City Council

adopted Land Use-Transportation policy.

Policy 13-1.1: Encourage growth, as appropriate, around transit stations when

these become operational.

Policy 13-1.3: Preserve existing stable single-family neighborhoods.

Objective 13-2: To increase the work and non-work trips made on public transit.

IV.K Transportation


Transportation Demand Management

Goal 14: An environment which encourages and provides people with alternative modes

of transportation to the use of single occupant vehicles (sov) in order to reduce

vehicular trips.

Objective 14-1: To pursue transportation management strategies that can maximize

vehicle occupancy, minimize average trip length and reduce the number

of vehicle trips.

Policy 14-1.2: Encourage the use of multiple-occupancy vehicle programs for

shopping and other activities to reduce midday traffic.

Transportation System Management

Goal 15: A well-maintained, safe, efficient freeway, highway, and street network designed

to maximize traffic flow.

Policy 15-1.1: Install ATSAC equipment at an accelerated rate with expanded

funding.

Policy 15-1.2: Improve vehicular traffic flow on the Santa Monica and the

Harbor Freeways.

Policy 15-1.4: Support the Department of Transportation program to provide

separate left and/or right turn lanes on all arterial streets, where

feasible.

Non-Motorized Transportation

Policy 16-1.1: Plan for and encourage funding and construction of bicycle

routes connecting residential neighborhoods to schools, open

space areas, and employment centers.

Policy 16-1.2: Plan for and encourage funding and construction of bicycle

routes connecting residential neighborhoods to regional open

space areas and employment centers.

IV.K Transportation


Objective 16-2: To promote Pedestrian Oriented areas and pedestrian routes for

commuter, school, recreational use, economic revitalization, and access

to transit facilities.

Policy 16-2.3: Require the installation of sidewalks with all new roadway

construction and significant reconstruction of existing roadways.

Objective 16-3: To provide for pedestrian and Bikeway access to transit stations.

Policy 16-3.1: Assure that all development in the area surrounding transit

stations make adequate provision for pedestrian and bicycle

access and to share proportionally in the cost of such access.

Policy 16-3.2: Designate generalized locations for pedestrian and bike accesses

in areas around transit stations.

Goal 17: A sufficient system of well-designed and convenient on-street parking and off-

street parking facilities throughout the plan area.

Objective 17-1: To provide parking in appropriate locations in accord with Citywide

standards and community needs.

Policy 17-1.1: Consolidate parking, where appropriate, to eliminate the

number of ingress and egress points onto arterials.

Policy 17-1.5: New parking lots and new parking garages shall be developed

in accordance with design standards.

The potential for the Project to conflict with applicable General Plan goals and policies relating to

transportation is discussed in Section IV.G, Land Use and Planning.

d. Los Angeles Department of Transportation

LADOT reviews the transportation/traffic studies prepared for all types of development projects for

which the City is the lead agency, as well as for projects for which the City is a responsible or interested

agency. LADOT internal procedures are described in its Traffic Study Policies and Procedures manual

(revised March 2002).

IV.K Transportation


e. City of Los Angeles Municipal Code

Pursuant to Los Angeles Municipal Code (LAMC) 12.21.A.4, the ratio of required parking spaces is one

parking space for each unit with less than three habitable rooms, one and a half parking spaces for each

unit with three habitable rooms, and two parking spaces for each unit of more than three habitable

rooms. This translates into a requirement for 1.5 parking spaces for a one-bedroom unit, and 2.0 parking

spaces for a two-bedroom and three-bedroom unit. No specific requirements for guest parking are set

forth in the LAMC.

4. ENVIRONMENTAL SETTING

a. Existing Transportation System

Existing Local Transportation System

The Project site is located on the west side of Figueroa Street north of Adams Boulevard in South Los

Angeles. Streets and freeways within the Project vicinity are under the jurisdiction of the City of Los

Angeles and the California Department of Transportation (Caltrans). The Project site and surrounding

uses are well-served by a grid of streets, including Major and Secondary Highways such as Adams

Boulevard, Figueroa Street, Hoover Street, Flower Street, Washington Boulevard, and Jefferson

Boulevard. Twenty-third Street, a collector street located to the north of the Project site, also provides site

access. These streets are described in more detail below.

Washington Boulevard

Washington Boulevard is an east-west Class II Major Highway with jurisdiction in both the City of Los

Angeles and Culver City. The western terminus is in Venice at the Venice Fishing Pier, with its route

proceeding through downtown Los Angeles and terminating on the east end in the City of Whittier. In

the study area, Washington Boulevard provides three through lanes in each direction, plus full left-turn

channelization at most cross streets. On-street parking is allowed along Washington Boulevard, except

where it is prohibited from 7:00 to 9:00 AM and from 4:00 to 6:00 PM.

23rd Street

Twenty-Third Street, designated as an east-west Collector Street, is located north of the Project site. It

extends discontinuously from Central Avenue on the east to Hoover Street on the west. Near the Project

site, 23rd Street has one through lane per direction. Near the intersection with Flower Street, 23rd Street is

undergoing road construction for the Expo Line (described below), which is scheduled to be operational

in 2010. Normally, on-street parking is permitted along most segments of 23rd Street.

IV.K Transportation


Adams Boulevard

Adams Boulevard, located just south of the Project site, is an east-west Major Highway Class II roadway.

It extends westerly from Hooper Street in downtown Los Angeles to Washington Boulevard in the

Mid-City. South of the Project site, Adams Boulevard provides two to three travel lanes per direction

with left-turn channelization at major intersections. Parking is available on both sides of the street, except

where it is prohibited from 4:00 to 6:00 PM.

Jefferson Boulevard

Jefferson Boulevard is an east-west Major Highway Class II that extends from Central Avenue in

downtown Los Angeles to Culver Boulevard in the Playa Vista area to the west. Near the Project site,

Jefferson Boulevard provides three through lanes in each direction, plus left-turn channelization.

On-street metered parking is allowed along Jefferson Boulevard, except where parking is prohibited from

7:00 AM to 9:00 AM.

Hoover Street

Hoover Street, located west of the Project site, is a north-south Major Highway Class II roadway. It

extends from Wilshire Boulevard in the north and discontinues at Jefferson Boulevard, but picks up again

at Exposition Boulevard where it proceeds south to El Segundo Boulevard. West of the Project site,

Hoover Street provides two to three travel lanes per direction. Parking is available on both sides of the

street, except where it is prohibited from 4:00 PM to 6:00 PM.

Figueroa Street

Figueroa Street is a north-south Major Highway Class II roadway that extends southerly from Alpine

Street in downtown Los Angeles to the City of Long Beach. Near the Project site, Figueroa Street has two

to four through-lanes per direction with left-turn channelization at major intersections. Near its

intersection with Washington Boulevard, one through lane on Figueroa Street is a northbound bus lane

between 7:00 AM to 9:00 AM traveling to downtown Los Angeles. Metered parking is generally available

on both sides of the street, except where prohibited from 7:00 AM to 9:00 AM and from 4:00 PM to

6:00 PM.

Flower Street

Flower Street, a southbound, one-way Secondary Street runs from Temple Street in Downtown Los

Angeles to Figueroa Street near Exposition Park. Flower Street is normally three lanes; however at the

time of this writing (January 2009), construction of the Expo Line (described below) has temporarily

IV.K Transportation


reduced it to only two through lanes. After the construction of the Expo Line, Flower Street will be

returned to three southbound travel lanes near the Project site. Approximately 0.25 mile southeast of the

Project site is an on-ramp to the southbound 110 (SR-110) Harbor Freeway carpool lane. Parking will be

available again on Flower Street once the construction ends in 2010.

Existing Regional Transportation System

Regional access within the Project vicinity is provided by the Harbor Freeway and Transitway (I-110)

located one block east of the Project site and the Santa Monica Freeway (I-10) located 0.6 mile north of the

Project site.

Harbor Freeway and Transitway (I-110)

The Harbor Freeway and Transitway (I-110) is an 8- to 12-lane facility in the study area with interchanges

with the Hollywood (US-101), Santa Ana (I-5), Glenn Anderson (I-105), and Santa Monica (I-10 Freeways.

It provides convenient access between the Project site and the greater Los Angeles metropolitan area. The

section of the Harbor Freeway between downtown Los Angeles (downtown) and San Pedro Harbor also

serves as a Transitway with exclusive bus lanes provided in the median. The Harbor Freeway begins as

Interstate 110 (I-110) in San Pedro to the south, becomes State Route 110 (SR-110) as it passes through

downtown and continues northeasterly as the Pasadena Freeway into the City of Pasadena.

Approximately 1 mile north of the Project site, the Harbor Freeway interchanges with the Santa Monica

Freeway (I-10). Approximately 0.25 mile north of the Project site is a southbound off-ramp from the

Harbor Freeway. A northbound off-ramp from the freeway is also located at less than 0.25 mile to the

southeast. According to the most current (2007) data available through the Caltrans website, traffic

volumes on the Harbor Freeway, between Exposition Boulevard and the Santa Monica Freeway I-10

Interchange Junction, are approximately 290,000 vehicles per day (vpd), with peak-hour volumes of

approximately 18,000 vehicles per hour (vph) (Caltrans 2007).

Santa Monica Freeway (I-10)

The Santa Monica Freeway (I-10) is located approximately 1 mile north of the Project site. It extends

easterly from the City of Santa Monica through downtown Los Angeles, where it continues easterly as the

San Bernardino Freeway into San Bernardino and Riverside counties. The Santa Monica Freeway has four

travel lanes in each direction, with auxiliary lanes between some ramp locations. In the Project vicinity,

there is a full-ramp access at Hoover Street. The Santa Monica Freeway has a full interchange with the

Harbor Freeway approximately 1 mile north of the Project site.

IV.K Transportation


Traffic volumes on the Santa Monica Freeway, between Hoover Street and the Harbor Freeway I-110

Interchange Junction, are approximately 303,000 vpd, with peak-hour volumes of approximately

20,000 vph according to the most recent traffic count data (2007) from the Caltrans website (Caltrans

2007).

Public Transit/USC Shuttle

The Exposition Light Rail Transit Line (Expo Line), scheduled to be operational in 2010, is currently

under construction. The Expo Line will travel along the Exposition railroad right-of-way between

downtown Los Angeles and Culver City and will provide another mass transit alternative for Project

residents. Metro provides funding for the Expo Line and will operate it when construction is complete.

The Exposition Line Construction Authority is the agency created to build the Project.

Metro and LADOT provide an extensive system of bus lines throughout the South Los Angeles region. A

number of Metro bus routes and one LADOT bus route have stops immediately in front of the Church

adjacent to the south side of the Project site or within reasonable walking distance (less than 0.25 mile).

The Metro operates more than 10 bus lines with stops near the intersection of Figueroa Street and Adams

Boulevard, while LADOT operates two bus lines in the Project area. Moreover, the University of Southern

California (USC) provides shuttle service for its students who live around the campus. The USC Shuttle

Route A has a stop approximately 0.1 mile south of the Project site on Figueroa Street at 27th Street.

The Metro and LADOT bus lines that serve stops in the Project area also have stops near the Metro Red,

Green, and Blue Lines. With the Metro rail lines and bus transfer opportunities, residents in the Project

area have access to the greater Los Angeles region. See the Traffic Impact Report in Appendix IV.K for a

more detailed discussion of the Metro rail lines and their bus transfer opportunities.

The public transit routes and the USC Shuttle route serving the Project area are described below.

Metro Bus Service

Lines 81/381 provide north-south service between South Los Angeles and Eagle rock, via Figueroa Street.

Line 381 operates on the same route as Line 81 but with limited stops. The closest Line 81/381 stop to the

Project site is on Figueroa Street near Adams Boulevard, less than a block from the Project site. The final

stop provided at Harbor Freeway/I-105 Green Line Station provides transfer opportunities to numerous

bus lines and to Metro Green Line. Line 81 provides service on weekdays, Saturday, Sunday and holiday

service with headways of approximately 10 to 20 minutes. Line 381 does not operate on weekends or

holidays.

IV.K Transportation


Lines 442,444,445,446/447 provide north-south service between San Pedro and downtown through the

(I-110) Harbor Transit Freeway. These five bus lines have stops at the intersection of Figueroa

Street/Adams Boulevard. On the Harbor Freeway, all bus lines have a stop at Harbor Freeway/I-105

Green Line Station, which provides transfer opportunities to numerous bus lines and the Metro Green

Line. These bus lines operate Monday through Friday during peak commute periods on headways of

approximately 5 to 10 minutes. They also operate during weekends with headways of approximately

30 minutes.

Line 450X is an express bus line that travels north-south between downtown and the Artesia Transit

Center. It runs southbound via Flower Street from 4th Street in downtown and merges with the carpool

lane of (I-110) Harbor Transit Freeway near the Project site. The northbound route exits the (I-110) Harbor

Transit Freeway at Adams Boulevard and provides a stop near the intersection of Adams Boulevard and

Figueroa Street. Line 405X provides transfer opportunities to the Metro Red Line at the 7th Street/metro

station downtown and to the Metro Green Line at the Imperial Highway Green Line Transit Station.

More transfer opportunities to other Metro buses, Torrance Transits, Gardena Municipal Buses, and

Carson North/South Shuttle are available at the Artesia Transit Center in the City of Gardena. Line 405X

operates only during weekday peak-hours with headways of approximately 15 to 20 minutes.

Line 460 provides north-south access between downtown, Cerritos, Fullerton and Disneyland via the

(I-110) Harbor Freeway and Transitway and Glen Anderson Freeway (I-105). In the Project vicinity, a stop

is provided on Figueroa Street near Adams Boulevard. Transfer opportunities to numerous bus routes

and the Metro Green Line are available at the Norwalk Green Line Station. Weekday service is provided

on headways of approximately 25 to 30 minutes. Weekends and holiday services run on headways of

approximately 30 to 35 minutes.

LADOT Bus Service

DASH F – Financial District – USC/Exposition provides a loop service between downtown and

USC/Exposition Park. Stops nearest the Project site are on Figueroa Street at 23rd Street and Adams

Boulevard. DASH F operates weekdays between 6:30 AM and 6:30 PM, with approximately 10-minute

headways. Saturday and Sunday service is also provided between 10:00 AM and 5:00 PM, with headways

of approximately 20 minutes.

DASH King – East provides a loop service between downtown and Avalon/San Pedro Park. Stops nearest

the Project site are on Figueroa Street at 23rd Street and Adams Boulevard. DASH King-East operates

weekdays between 7:00 AM and 7:00 PM, and between 9:00 AM and 6:00 PM on Saturday, with

approximate 20-minute headways.

IV.K Transportation


USC Shuttle

Route A provides loop service between the USC campus and the student residential units north of the

campus. The shuttle stop nearest the Project site is on Figueroa Street at 27th Street, 0.1 mile south of the

Project site. Route A operates from Monday to Friday between 7:30 AM and 11:00 PM, with approximate

30-minute headways.

Access

Local access to the Project site is provided via West Adams Boulevard and South Figueroa Street, both

designated Major Highways. Primary access to the Project site is from two driveways on Figueroa Street,

both of which provide egress and ingress. Right and left turns in to and out of each driveway are

currently permitted. Vehicular and pedestrian site access is provided along the Figueroa Street frontage.

Pedestrian walkways link the site to the Church property to the south, Mount St. Mary’s Campus to the

west, and the St. Joseph Convent to the north.

Parking

The majority of the Project Site is currently a paved, lighted 123-stall surface parking lot used primarily

by parishioners and employees of the adjacent St. Vincent's Church, with incidental use by employees ofMount St. Mary’s College.

b. Existing (2008) Traffic Conditions2

Study Intersections

As recommended by LADOT, an analysis of current AM and PM peak hour traffic conditions was

conducted at the following 11 intersections in the Project vicinity:

1. Figueroa Street and Washington Boulevard

2. 20th Street and US-10 Westbound Ramps

3. Hoover Street and US-10 Eastbound Ramps

4. 23rd Street and US-110 Southbound Off-ramp

5. 23rd Street and Figueroa Street

2 The Notice of Preparation for this project was released for public review and comment in January 2008. TheTraffic Impact Report was prepared in July 2008. An annual ambient growth factor of 1.0 percent was applied tothe 2007 volumes to represent existing (2008) volumes.

IV.K Transportation


6. 23rd Street and Flower Street

7. Adams Boulevard and Hoover Street

8. Adams Boulevard and Figueroa Street

9. Adams Boulevard and Flower Street

10. Adams Boulevard and US-110 Northbound Off-ramp.

11. Figueroa Street and Jefferson Boulevard

These intersections, shown in Figure IV.K-1, Study Intersections Locations, include the key intersections

expected to be most directly affected by Project traffic. All of them are currently signalized and are

operated under the update of the Automated Traffic Surveillance and Control (ATSAC) to the Advance

Traffic Control System (ATCS).3

To evaluate existing traffic conditions, manual traffic counts were conducted during October and

November of 2007 for each of the 11 study intersections. Traffic counts were collected by counting the

number of vehicles crossing each of the study intersections, while noting the number of vehicles making

each possible turning movement. In accordance with LADOT Traffic Study Policies and Procedures, the

traffic counts cover the weekday morning and afternoon peak commute periods. Peak-hour volumes are

based on the combined four highest consecutive 15-minute volumes for all vehicular movements at each

intersection. This method provides a “worst case” scenario as it calculates the peak hour for each

intersection independent of all other intersections. An annual ambient growth factor of 1.0 percent was

applied to the 2007 volumes to represent existing (2008) volumes (see Figure IV.K-2, Existing (2008)

Traffic Volumes, AM Peak Hour, and Figure IV.K-3, Existing (2008) Traffic Volumes, PM Peak Hour).

The manual intersection traffic count data sheets are provided in Appendix A and the existing lane

configuration and traffic control conditions for the 11 study intersections are illustrated in Appendix B of

the Traffic Impact Report provided in Appendix IV.K.

3 The Advance Traffic Control System (ATCS) provides computer monitoring of traffic demand at signalizedintersections within the system, and modifies traffic signal timing in real time to maximize capacity and decreasedelay. The original Automated Traffic Surveillance and Control (ATSAC) signal enhancement has beenrecognized to increase intersection capacity by approximately seven percent at locations where it has beeninstalled. The ATCS system is able to increase intersection capacity by approximately 10 percent, which is3 percent more than the ATSAC system.

Study Intersection Locations

FIGURE IV.K-1

946-001•07/09

NOT TO SCALE

500 250 0 500

n

SOURCE: Crain & Associates, Traffic Impact Report for the Proposed Figueroa & Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles - July 2008

Existing (2008) Traffic Volumes, AM Peak Hour

FIGURE IV.K-2

946-001•10/08

NOT TO SCALE

500 250 0 500

n


Existing (2008) Traffic Volumes, PM Peak Hour

FIGURE IV.K-3

946-001•07/09

NOT TO SCALEn


IV.K Transportation


Existing Level of Service

Existing and future traffic operations at each study intersection were analyzed in the traffic study and are

based on procedures outlined in Circular Number 212 of the Transportation Research Board.4 In thediscussion of Critical Movement Analysis (CMA) for signalized intersections, procedures were developed

for determining operating characteristics of an intersection in terms of the level of service (LOS) provided

for different levels of traffic volume and other variables, such as the number of signal phases. The termLOS describes the quality of traffic flow. LOS A to C operates well. LOS D is recognized as the

satisfactory level of service in the City of Los Angeles. LOS E represents volumes at or near the capacity

of a highway, which might result in stoppages of momentary duration and fairly unstable flow. LOS Foccurs when a facility is overloaded, and is characterized by stop-and-go traffic with stoppages of long

duration.

The LOS at each of the study intersections was obtained by identifying the CMA values at the studyintersection. The CMA values were calculated by adding together the Critical Movement Volumes (CMV)

obtained through the traffic counts and then dividing that summation by the appropriate capacity value

for the type of signal control present.5 Once the sum of critical movement volumes is known, the valuesindicated in Table IV-K-1, Critical Movement Volumes Ranges for Determining Levels of Service, can

be used to determine the applicable LOS.

Table IV.K-1Critical Movement Volumes Ranges1 for Determining Levels of Service

Maximum Sum of Critical Volumes (vph)Level of Service Two Phase Three Phase Four or More Phases

A 900 855 825B 1,050 1,000 965C 1,200 1,140 1,100D 1,350 1,275 1,225E 1,500 1,425 1,375F ----------------Not Applicable-----------------

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles,Crain & Associates, July 2008, Table 1.1 For planning applications only (i.e., not appropriate for operations and design applications).

4 Interim Materials on Highway Capacity, Circular Number 212, Transportation Research Board, Washington, D.C.,1980.

5 "Capacity" represents the maximum total hourly movement volume of vehicles in the critical lanes, which has areasonable expectation of passing through an intersection under prevailing roadway and traffic conditions. Forplanning purposes, capacity equates to the maximum value of LOS E, as indicated in Table IV-K-1, CriticalMovement Volumes Ranges for Determining Levels of Service.

IV.K Transportation


The LOS corresponding to a range of CMA values is shown in Table IV-K-2, Level of Service

Definitions as a Function of CMA Values.

By applying the LADOT analysis procedure to the study intersections, the CMA value and the

corresponding LOS for existing (2008) traffic conditions were calculated, as shown in Table IV.K-3,

Critical Movement Analysis Summary for Existing (2008) Conditions. The CMA calculation worksheets

for existing conditions are included in Appendix H of the Traffic Impact Report provided in Appendix

IV.K.

Table IV.K-2Level of Service Definitions as a Function of CMA Values

Level of Service Description of Operating Characteristics Range of CMA ValuesA Uncongested operations; all vehicles clear in a single

cycle.<0.60

B Same as above. > 0.60–0.70C Light congestion; occasional backups on critical

approaches.> 0.70–0.80

D Congestion on critical approaches, but intersectionfunctional. Vehicles required to wait through morethan one cycle during short peaks. No long-standinglines formed.

> 0.80–0.90

E Severe congestion with some long-standing lines oncritical approaches. Blockage of intersection mayoccur if traffic signal does not provide for protectedturning movements.

> 0.90–1.00

F Forced flow with stoppages of long duration. > 1.00

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street , City of Los Angeles, Crain &Associates, July 2008, Table 2.

Table IV-K-3 shows that six of the 11 study intersections are currently operating at acceptable LOS A to

C during both the AM and PM peak hours. Four additional intersections are operating at LOS D during

one of the peak hours. Only the intersection of Adams Boulevard/US-110 Freeway N/B Off-ramp is

currently operating at a poor level of service (LOS E) during the AM peak hour. That intersection

operates at a good level (LOS B) during the PM peak hour.

IV.K Transportation


Table IV.K-3Critical Movement Analysis Summary for Existing (2008) Conditions

AM Peak Hour PM Peak HourCMA LOS CMA LOS

1 Figueroa Street andWashington Boulevard

0.883 D 0.747 C

2 20th Street and US-10 W/BRamps

0.299 A .0412 A

3 Hoover Street and US-10 E/BRamps

0.696 B 0.652 B

4 23rd Street and US-110 S/BOff-ramp

0.526 A 0.313 A

5 23rd Street and Figueroa Street 0.553 A 0.634 B6 23rd Street and Flower Street 0.310 A 0.648 B7 Adams Boulevard and Hoover

Street0.799 C 0.863 D

8 Adams Boulevard andFigueroa Street

0.778 C 0.888 D

9 Adams Boulevard and FlowerStreet

0.499 A 0.869 D

10 Adams Boulevard and US-110N/B Off-ramp

.0943 E 0.619 B

11 Figueroa Street and JeffersonBoulevard

0.586 A 0.643 B

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain& Associates, July 2008, Table 3.

Washington Boulevard

Washington Boulevard, west of Figueroa Street carries approximately 21,400 vpd with approximately

1,000 vph westbound and 950 vph eastbound during the AM peak hour. PM peak-hour traffic volumes

are approximately 1,300 vph westbound and more than 1,000 vph eastbound. East of Figueroa Street,

Washington Boulevard has approximately 22,100 vpd. Peak-hour traffic volumes are approximately 1,000

vph westbound and more than 1,000 vph eastbound during the morning and approach 1,300 vph

westbound and 1,100 vph eastbound during the afternoon.

23rd Street

23rd Street carries approximately 7,200 to 7,900 vpd west of Figueroa Street, with approximately 400 vph

per direction during both peak hours. East of Figueroa Street, 23rd Street carries approximately 5,300 to

IV.K Transportation


5,900 vpd. Peak-hour traffic volumes are approximately 200 vph westbound and 300 vph eastbound

during the morning and around 250 to 400 vph eastbound and 300 westbound during the afternoon.

Adams Boulevard

Adams Boulevard carries approximately 22,500 to 23,000 vpd at Hoover Street. Peak-hour traffic volumes

are approximately 900 to 1,100 vph westbound and 1,100 to 1,200 vph eastbound during the morning,

and 1,200 to 1,300 vph westbound and 1,100 to 1,200 vph eastbound. At the intersection with Figueroa

Street, Adams Boulevard carries 22,300 to 23,400 vpd, with approximately 1,200 to 1,300 vph westbound

and nearly 900 vph eastbound during the AM peak hour. PM peak-hour traffic volumes are

approximately 1,300 to 1,400 vph westbound and about 1,000 to 1,100 vph eastbound. East of Flower

Street, traffic volumes on Adams Boulevard are approximately 18,400 to 27,700 vpd, with approximately

700 to 2,300 vph westbound and 600 to 1,300 vph eastbound during the AM peak hour. PM peak-hour

traffic volumes are approximately 700 to 1,700 vph westbound and 600 to 1,100 vph eastbound.

Jefferson Boulevard

Jefferson Boulevard, west of Figueroa Street carries approximately 20,100 vpd, with more than 1,000 vph

westbound and 1,200 vph eastbound during the AM peak hour. PM peak-hour traffic volumes are

approximately 1,000 vph westbound and 1,500 vph eastbound. East of Figueroa Street, Jefferson

Boulevard carries approximately 24,000 vpd. Peak-hour traffic volumes are approximately 970 vph

westbound and 930 vph eastbound during the AM and around 1,000 vph westbound and 1,100 vph

eastbound during the PM peak period.

Hoover Street

Hoover Street has approximately 27,300 to 29,100 vpd at the I-10 Freeway E/B Ramps. Peak-hour traffic

volumes are approximately 1,400 to 1,500 vph northbound and 1,200 to 1,400 vph southbound during the

morning 1,500 to 1,800 vph northbound and 1,200 to 1,300 vph southbound during the afternoon. At the

intersection with Adams Boulevard, Hoover Street carries approximately 21,500 to 27,100 vpd, with

approximately 900 to 1,400 vph northbound and 1,100 to 1,200 vph southbound during the AM peak

hour. PM peak-hour traffic volumes are approximately 1,100 to 1,400 vph northbound and 1,300 to

1,400 vph southbound.

Figueroa Street

Figueroa Street carries approximately 32,000 vpd north of Washington Boulevard. Peak-hour traffic

volumes are approximately 2,700 vph northbound and 500 vph southbound during the morning and

IV.K Transportation


nearly 2,400 vph northbound and 900 vph southbound during the afternoon. Along the Project site

frontage between 23rd Street and Adams Boulevard, Figueroa Street carries approximately 31,600 to

33,900 vpd. Peak-hour traffic volumes are approximately 2,200 to 2,800 vph northbound and 500 to 1,300

vph southbound during the morning. PM peak-hour traffic volumes are approximately 2,100 northbound

and 1,000 to 1,200 vph southbound. South of Jefferson Boulevard, Figueroa Street has approximately

28,700 vpd. Traffic volumes are approximately 1,900 vph northbound and 800 vph southbound during

the AM peak hour, and nearly 1,700 vph northbound and more than 1,400 vph southbound during the

PM peak hour.

Flower Street

Flower Street has approximately 30,200 vpd north of 23rd Street. Peak-hour traffic volumes are

approximately 500 vph southbound during the morning and 1,600 vph in the afternoon. At Adams

Boulevard, Flower Street has approximately 14,100 to 15,700 vpd. Peak-hour traffic volumes are

approximately 500 vph southbound during the morning and more than 1,600 vph during the afternoon.

5. ENVIRONMENTAL IMPACT ANALYSIS

a. Significance Criteria

In accordance with Appendix G of the California Environmental Quality Act (CEQA) Guidelines, a project

would have a significant impact related to transportation if it would

cause an increase in traffic that is substantial in relation to the existing traffic load and capacity ofthe street system (i.e., result in a substantial increase in either the number of vehicle trips, thevolume to capacity ratio on roads, or congestion at intersections)?

exceed, either individually or cumulatively, a level of service standard established by the countycongestion management agency for designated roads or highways?

substantially increase hazards due to a design feature (e.g., sharp curves or dangerousintersections) or incompatible uses (e.g., farm equipment)?

result in inadequate emergency access?

result in inadequate parking capacity?

result in a change in air traffic patterns, including either an increase in traffic levels or a change inlocation that results in substantial safety risks?

conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., busturnouts, bicycle racks)?

IV.K Transportation


The last two thresholds contained in Appendix G of the State CEQA Guidelines were determined in the

Initial Study prepared for the Project to be less than significant and no further analysis is required.

Therefore, these thresholds are discussed in Section VII, Effects Found Not to be Significant. The Initial

Study is provided in Appendix I, Notice of Preparation (NOP), Initial Study, Public Comments on

the NOP/IS, and Scoping Meeting Materials.

The following factors are set forth in the City of Los Angeles’ CEQA Thresholds Guide for consideration on

a case-by-case basis in making a determination of significance.

(1) Construction Impacts

The L.A. CEQA Threshold Guide states that the determination of significance shall be made on a case-by-

case basis, considering the following factors:

TRAF-1 Temporary Traffic Impacts:

The length of time for temporary street closures or closures of two or more trafficlanes;

The classification of the street (major arterial, state highway) affected;

The existing traffic levels and Level of Service (LOS) on the affected street segmentsand intersections;

Whether the affected street directly leads to a freeway on- or off-ramp or other statehighway;

Potential safety issues involved with street or lane closures; and

The presence of emergency services (fire, hospital, etc.) located nearby that regularlyuse the affected street.

TRAF-2 Temporary Loss of Access:

The length of time of any loss of vehicular or pedestrian access to a parcel frontingthe construction area;

The availability of alternative vehicular or pedestrian access within one-quarter mileof the lost access; and

The type of land uses affected, and related safety, conveniences, and/or economicissues.

TRAF-3 Temporary Loss of Bus Stops or Rerouting of Bus Lines:

IV.K Transportation


The length of time that an existing bus stop would be unavailable or that existingservice would be interrupted;

The availability of a nearby location (within one-quarter mile) to which the bus stopor route can be temporarily relocated;

The existence of other bus stops or routes with similar routes/destinations within aone-quarter-mile radius of the affected stops or routes; and

Whether the interruption would occur on a weekday, weekend, or holiday, andwhether the existing bus route typically provides service that/those day(s).

TRAF-4 Temporary Loss of On-Street Parking

The current utilization of existing on-street parking;

The availability of alternative parking locations or public transit options (e.g., bus,train) within one-quarter mile of the Project site; and

The length of time that existing parking spaces would be unavailable.

(2) Intersection Capacity

The L.A. CEQA Thresholds Guide states that a proposed project would normally have a significant impact

on intersection capacity

TRAF-5 if the project traffic causes an increase in the V/C ratio on the intersection operating

condition after the addition of project traffic of one of the following:

V/C ratio increase 0.040 if final LOS is C

V/C ratio increase 0.020 if final LOS is D

V/C ratio increase 0.010 if final LOS is E or F

“Final LOS” is defined as projected future conditions, including the Project, ambient conditions, and

related Project growth, but without Project traffic mitigation. These criteria are summarized in Table

IV-L-4, LADOT Criteria for Significant Traffic Impacts.

IV.K Transportation


Table IV.K-4LADOT Criteria for Significant Traffic Impacts

Final LOS1 Final CMA Value Project-Related Increase in CMA ValueC 0.700–0.800 equal or greater than 0.040D > 0.800–0.900 equal to or greater than 0.020

E, F >0.900 equal to or greater than 0.010

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain &Associates., July 2008, Table 9.1 “Final LOS” is defined as projected future conditions including Project, ambient conditions, and related Project growth, but without

Project traffic mitigation.

No significant impacts would occur at LOS A or B because there would be sufficient surplus capacity to

accommodate large traffic increases with little effect on traffic delays.

(3) Access

The L.A. CEQA Thresholds Guide states that a proposed project normally would have a significant project

access impact

TRAF-6 if the intersections nearest the Project’s primary site access were projected to operate at

LOS E or F during AM or PM peak hour, under cumulative plus Project conditions.

(4) Transit System Capacity

The L.A. CEQA Thresholds Guide states that the determination of significance shall be made on a case-by-

case basis, considering

TRAF-7 the projected number of additional transit passengers expected with implementation of

the proposed Project and available transit capacity.

(5) Parking

The L.A. CEQA Thresholds Guide states that a project normally would have an impact on parking

TRAF-8 if the Project provides less parking than needed as determined through an analysis of

demand from the Project. For the purposes of this impact analysis, the Project would

result in a significant impact if it provides less parking than required under the City of

Los Angeles Municipal Code.

IV.K Transportation


(6) Bicycle, Pedestrian and Vehicular Safety

The determination of significance for the Project’s bicycle, pedestrian and vehicular safety impacts shall

be made considering the following factor:

TRAF-9 if the Project would result in unsafe conditions when considering the amount of

pedestrian activity at Project access points, design features, bicycle facilities crossing

driveways, and physical conditions of the Project site and surrounding areas.

The City’s thresholds are inclusive of those provided in Appendix G of the State CEQA Guidelines. In

addition, the City’s thresholds provide more specific guidance for evaluating impacts. Therefore, the

City’s thresholds are used in the following analysis.

b. Methodology

Project Trip Generation

The primary objective of the Project is to provide residential housing for students attending USC, Mount

St. Mary’s College’s Doheny Campus, and other local educational institutions. Faculty and staff of these

educational institutions may also live in the Project. However, up to 10 percent of the residential units

could also be made available to non-student, faculty, and staff residents. The daily, AM and PM

peak-hour trip generation rates for the proposed Project are based on Trip Generation, 7 th Edition,

2003 published by the Institute of Transportation Engineers (ITE).6 The trip generation rates in the ITE

manual are nationally recognized, and are used as the basis for most traffic studies conducted in the City

of Los Angeles and the surrounding region. The trip generation rate for apartment land use (ITE Land

Use Code 220) was utilized. This provided a more conservative (i.e., greater number of Project trips)

analysis than would be the case if a student housing generation equation were utilized. The LADOT

agreed with the use of this trip generation rate.7 However, as described in Section II, Project Description,

the Project is proposed as student housing, and at least 90 percent of the residential units would be leased

to students, faculty, and staff of local educational institutions. Two scenarios, leasing the units to the

6 The Traffic Study was prepared prior to the publication of the 8th Edition of the ITE Trip Generation manual,which was published in 2008. The land use code as well as the trip generation rates for both the AM and PMpeak hours are the same in both editions. However, the daily rate used in 8th Edition of the ITE Trip Generationmanual 2008 is 6.65, which is approximately 1 percent lower than the daily rate (6.72) which is provided in the 7th

Edition and which was used in the Traffic Study. Therefore, the traffic analysis based on the 7th Edition providesa more conservative trip generation than if the 8th Edition were to be used.

7 City of Los Angeles, Inter-Departmental Correspondence entitled “Traffic Assessment for the ProposedResidential Project at the Northeast Corner of Adams Boulevard and Figueroa Street” from Tomas Carranza,Senior Transportation Engineer, Department of Transportation to Hadar Plafkin, City Planner Department ofCity Planning, August 6, 2008. Provided in Appendix IV.K.

IV.K Transportation


general population and leasing the units to a primarily student residential population, are analyzed in the

Traffic Impact Report provided in Appendix IV.K. Traffic impacts associated with the student residential

population scenario are evaluated in Appendix G of the Traffic Impact Report. The student residential

population scenario is summarized in the Draft EIR, as it reflects the proposed Project population.

The ITE trip generation rates for apartment land uses do not account for the trip-reducing effects of

readily available public transit and walk-in trips and are, therefore, considered conservative. As noted

previously, the immediate Project area is serviced by Metro and LADOT public transit, as well as the USC

Shuttle (Route A). USC has expressed interest in providing a new shuttle stop on the west side of

Figueroa Street, north of Adams Boulevard, near the south end of the Project site, to serve the Project

site.8 The readily available transit service to the area would reduce private vehicle trips from the

proposed development. “Walk-in” trips already occur in the Project area and account for built-in

patronage for nearby land uses. It is expected that the Project would also provide walk-in patronage to

nearby uses, thereby reducing vehicular trips. Therefore, adjustments to the Project’s traffic generation

estimates were deemed appropriate by LADOT. By restricting the Project population to a primarily

student population and providing more convenient shuttle service, it is expected that the Project vehicle

trip generation and traffic impacts associated with a primarily student housing population would be

reduced by 50 percent when compared to a residential population comprised of the general public.

LADOT approved of this approach and the projected trip reductions.9

Table IV-L-5, Project Trip Generation, shows Project trip generation with and without the trip reduction

as a result of walk-in and transit trips. As shown, the Project’s primarily student population is expected to

generate 435 daily trips, including 32 trips during the AM peak hour (7 inbound, 26 outbound) and

41 trips during the PM peak hour (27 inbound, 14 outbound).

8 Letter from Tony Mazza, Senior Associate Director, Trojan Transportation, January 2, 2008, to Andrew Nelson,Red Oak Investments, LLC. A copy of the letter is provided in Appendix G of the Traffic Impact Report providedin Appendix IV.K.

9 City of Los Angeles, Inter-Departmental Correspondence entitled “Traffic Assessment for the ProposedResidential Project at the Northeast Corner of Adams Boulevard and Figueroa Street” from Tomas Carranza,Senior Transportation Engineer, Department of Transportation to Hadar Plafkin, City Planner Department ofCity Planning, August 6, 2008. Provided in Appendix IV.K.

IV.K Transportation


Table IV.K-5Project Trip Generation

AM Peak Hour PM Peak Hour

Proposed Land Use Units Daily In Out Total In Out TotalApartments1 (General PublicResidents)

145 du 1,020 15 60 75 63 34 97

Apartments (Less Transit/Walk-In) 2 15% (150) (2) (9) (11) (9) (6) (15)Net Project Trips (General Public 870 13 51 64 54 28 82Student Resident Trips (50% of

General Public Residents Trips)435 7 26 32 27 14 41

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain &Associates, July 2008, Table 5 and Table 12.1 Based on ITE’s Trip Generation Apartment Land Use Code 220, 7th Edition, 2003.2 Includes provision of a USC Shuttle stop in front of St. Vincent’s Church adjacent to the Project site.

Because the Project includes replacement parking for the adjacent St. Vincent’s Church, the analysis also

considers changes in traffic patterns for trips generated by the church parishioners. Therefore, trip

generation for the adjacent church has been estimated. Based on the current weekday morning mass

attendance at St. Vincent’s Church, it is estimated the church will generate approximately 40 (20 inbound,

and 20 outbound) trips during the AM peak hour.10 No appreciable trips are generated from the church

during the weekday PM peak hour since no religious activities are regularly scheduled to occur during

this period.11

Trip Distribution and Assignment

Once the number of trips generated by the Project was calculated, the geographic distribution of

Project-generated trips was determined. The geographic distribution of traffic generated by the proposed

Project depends on several factors, including the destination locations for the Project residents, the

locations from which church parishioners are drawn, the locations of Project access points in relation to

the surrounding local street system, and access routes to the regional freeway system. As discussed

below, under Access, the northern driveway that serves the apartment units would continue to allow

both right-and left-turn in but outbound traffic would be restricted to right turns only. However, the

southern driveway that provides access to the Church replacement parking spaces would only allow

right turns in and right turn out since the traffic would conflict with the southbound left-turn pocket for

10 No net new trips are anticipated to be generated by the existing Church use as a result of Projectimplementation.

11 Ibid.

IV.K Transportation


Adams Boulevard. Based on these factors, the overall Project distributions were determined, and are

summarized in Table IV.K-6, Directional Trip Distribution Percentages.

Table IV.K-6Directional Trip Distribution Percentages

DirectionResidential ProjectPercentage of Trips

ChurchPercentage of Trips

North 55% 40%South 20% 60%East 15% *West 10% *Total 100% 100%

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain &Associates, July 2008, Table 6.* Included in the north and south direction percentages.

The directional distribution percentages shown in Table IV.K-6 were then disaggregated and assigned to

specific routes and intersections within the study area. Figure IV.K-4, Project Percent Distribution,

shows the Project trip assignment percentages for the residential Project and Figure IV.K-5, Project

Percent Distribution (Church), shows the percentage of the church trips anticipated to be affected by the

turn restrictions at the driveway.

Applying these inbound and outbound percentages to the trips generated by the Project and the church,

traffic volumes during the AM and PM peak hours at the 11 study intersections were determined, as

shown in Figure IV.K-6, Project Traffic Volume (AM Peak Hour), and Figure IV.K-7, Project Traffic

Volume (PM Peak Hour), respectively.12 Figure IV.K-8, Church Traffic Volume (AM Peak Hour),

illustrates the church contribution at these intersections, while the total aggregate traffic volumes from

the Project during the AM peak hour are shown in Figure IV.K-9, Total Traffic Volume (AM Peak

Hour).13

12 The trip generation is conservatively based on traffic volumes that assume occupancy by the general public. Thetrip generation rate for housing for students, faculty, or staff would be reduced by 50 percent when compared tothat of the general population because it is expected that many students would use public transportation or ridebicycles to get to and from nearby schools. Since the number of trips would be reduced by 50 percent under thestudent housing scenario, the trip generation would be reduced by 50 percent when compared with the tripgeneration provided in the figures.

13 Ibid.

Project Percent Distribution

FIGURE IV.K-4

946-001•10/08

NOT TO SCALE

500 250 0 500

n


Project Percent Distribution (Church)

FIGURE IV.K-5

946-001•10/08

NOT TO SCALE

500 250 0 500

n


IV.K Transportation


Future Traffic Volume Projections

The Project is expected to be completed and occupied by the year 2011. Year 2011 traffic volumes are

based on traffic from ambient growth and the construction of a number of projects that are either under

construction or planned for development in the Project vicinity (related projects), as discussed below.

Ambient Traffic Growth

Based on analyses of the trends in traffic growth in this portion of Los Angeles over the last several years,

as documented in the CMP, LADOT has determined that an annual traffic growth factor of 1.0 percent is

reasonable. This growth factor accounts for increases in traffic resulting potential development projects

not yet proposed or outside of the study area. The ambient growth factor was applied to the existing

traffic volumes in the study intersections (compounded annually) in order to evaluate future (2011) traffic

conditions.

Related Projects

Related projects are projects that either are under construction or planned for development in the Project

vicinity that may contribute to traffic volumes in the study area. For this reason, the analysis of future

traffic conditions in the study area has been expanded to include potential traffic from related projects.

Fifty related projects were identified within an approximate 1.5-mile radius of the Project site from data

from LADOT, County of Los Angeles Department of Regional Planning, City of Los Angeles Planning

Department, Los Angeles Unified School District (LAUSD), and recent studies in the area. The related

Project locations and descriptions are listed in Table IV.K-7, List of Related Projects. Their locations are

illustrated in Figure IV.K-10, Locations of Related Projects. The number of trips expected to be

generated by the related projects was determined by applying the appropriate trip generation rates and

equations from the ITE Trip Generation manual (7th Edition). Their trip generation rates and trip

generation estimates are in Appendix D of the Traffic Impact Report provided in Appendix IV.K of this

Draft EIR.

The total related projects traffic volumes assigned to the study intersections are illustrated in Figure

IV.K-11, Total Related Projects Traffic Volumes (AM Peak Hour), and Figure IV.K-12, Total Related

Projects Traffic Volumes (PM Peak Hour), for the AM and PM peak hours, respectively.

IV.K Transportation


Highway System Improvements

Recent Improvements

A number of traffic improvements have been implemented in the study area in recent years to make more

efficient and effective use of the existing street system. All of the study intersections are currently

signalized and are operated under the update of the ATSAC to the ATCS. The ATCS is a highly

sophisticated computerized system that continually monitors traffic demand at signalized intersections

within the system, and modifies traffic signal timing in real time to maximize capacity and decrease

delay. The original ATSAC signal enhancements have been recognized to increase intersection capacities

by approximately 7 percent at locations where they have been installed and the ATCS signal

enhancements are able to increase intersection capacities by 10 percent. These intersection capacity

improvements have been taken into account in this traffic impact analysis.

Foreseeable Improvements

In order to determine if there will be future traffic improvements in the Project study area that could

affect the conclusions of this impact analysis, an investigation into the Bureau of Engineering’s “Uniform

Project Reporting System” Web site was conducted. The website revealed no future known street

improvement projects that could affect any of the 11 study intersections or future year traffic analyses.

Furthermore, no traffic improvements by private development projects in the Project area are assumed.

Therefore, this impact analysis incorporates no future improvements at any of the 11 study intersections

in the Project study area.

c. Analysis of Future (2011) Traffic Conditions – Without and With Project

Future (2011) baseline traffic volumes without the proposed Project were determined by combining the

existing traffic volumes with area ambient traffic growth with the total related projects traffic volumes.

The Future (2011) Without Project traffic volumes are illustrated in Figure IV.K-13, Future (2011) Traffic

Volumes – Without Project (AM Peak Hour), and Figure IV.K-14, Future (2011) Traffic Volumes –

Without Project (PM Peak Hour), for the AM and PM peak hours, respectively.14


Project Traffic Volume (AM Peak Hour)

FIGURE IV.K-6

946-001•07/09


NOT TO SCALE500 250 0 500

n

Note: The trip generation is conservatively based on traffic volumes that assume occupancy by the general public. The trip generation rate for housing forstudents, faculty, or staff would be reduced by 50 percent when compared to that of the general population. Since the number of trips would be reduced by 50percent under the student housing scenario, the trip generation would be reduced by 50 percent when compared with the trip generation provided in this figure.

Crain & Associates, TRAFFIC IMPACT REPORT FOR THE PROPOSED FIGUEROA & ADAMS APARTMENTSAT 2455 S. FIGUEROA STREET, CITY OF LOS ANGELES, Appendix G -July 2008."

Project Traffic Volume (PM Peak Hour)

FIGURE IV.K-7

946-001•07/09

500 250 0 500


NOT TO SCALEn


Church Traffic Volume (AM Peak Hour)

FIGURE IV.K-8

946-001•07/09

NOT TO SCALE

500 250 0 500

n


Total Traffic Volume (AM Peak Hour)

FIGURE IV.K-9

946-001•07/09

500 250 0 500NOT TO SCALEn



Locations of Related Projects

FIGURE IV.K-10

946-001•07/09

NOT TO SCALE

500 250 0 500

n

ProjectSite


Total Related Projects Traffic Volumes (AM Peak Hour)

FIGURE IV.K-11

946-001•07/09

NOT TO SCALE

500 250 0 500

n


Total Related Projects Traffic Volumes (PM Peak Hour)

FIGURE IV.K-12

946-001•07/09

NOT TO SCALE

500 250 0 500

n


Future (2011) Traffic Volumes - Without Project (AM Peak Hour)

FIGURE IV.K-13

946-001•07/09

NOT TO SCALE

500 250 0 500

n


Future (2011) Traffic Volumes - Without Project (PM Peak Hour)

FIGURE IV.K-14

946-001•07/09

NOT TO SCALE

500 250 0 500

n


IV.K Transportation


Table IV.K-7List of Related Projects

Map No. Location/Address Size Unit Description1 Figueroa Street and 11th Street 1,200 rooms Hotel

3,600 seats Cinema345,000 sq.ft. Restaurant498,000 sq.ft. Retail165,000 sq.ft. Office

800 du Apartment

2 810 E. Pico Boulevard1 161,620 sq.ft. Wholesale Market20,000 sq.ft. Retail

3 1630 Olympic Street 5,432 sq.ft. Office7,168 sq.ft. Uniform Sales Store

4 1933 Broadway Street 250,000 sq.ft. Special Wholesale Trade

5 Grand Avenue and Adams Boulevard 1,066 st Medical Magnet High School (grades 9–12)

6 605 Olympic Boulevard 7,142 sq.ft. Quality Restaurant and Nightclub

7 1530 Olive Street 31,655 sq.ft. Medical Center/Clinic

8 2022 Central Avenue 99 du Apartment47,000 sq.ft. Retail

9 1111 Grand Avenue 417 du Condominium15,000 sq.ft. Retail

10 3434 S. Grand Avenue2 347,000 sq.ft. USC Educational and University Related Uses347,000 sq.ft. Warehouse/Manufacturing Building (to be removed)

IV.K Transportation


Map No. Location/Address Size Unit Description

11 1301 S. Olive Street 105 du Condominium4,500 sq.ft. Retail

12 400 Washington Boulevard 6,300 st LA Trade Tech College Master Plan Project3

13 3760 Figueroa Street 120 du Apartment3,200 sq.ft. Restaurant

10,800 sq.ft. Retail

14 2000 Central Avenue 51,189 sq.ft. Retail93 du Apartment

15 3233 S. Figueroa Street 156 du Apartment7,500 sq.ft. Retail

16 435 20th Street 143 du Apartment

17 948 Figueroa Street 156 du Apartment7,500 sq.ft. Retail



20 900 Figueroa Street 629 du Condominium27,000 sq.ft. Retail

21 Budlong Avenue & WashingtonBoulevard

575 st Elementary School

IV.K Transportation


Map No. Location/Address Size Unit Description22 920 W. 37th Street 160,000 sq.ft. University Dormitory

23 851 Francisco Street4 836 du Condominium988,255 sq.ft. Office

480 rooms Hotel46,000 sq.ft. Retail

24 SWC of Maple Avenue and 31st Street 575 st Elementary School

25 146 11th Street5 575 du Condominium39,610 sq.ft. Shopping Center39,725 sq.ft. Office

26 Jefferson Boulevard and Griffith Avenue 725 st Elementary School

27 8th Street and Grand Avenue 875 du Condominium34,061 sq.ft. Retail10,000 sq.ft. Restaurant

28 605 W. Jefferson Boulevard 421 du Apartment7,000 sq.ft. Quality Restaurant

40,000 sq.ft. Health Club36,000 sq.ft. Retail

29 902 W. Washington Boulevard 160 du Condominium

30 315 W. 9th Street6 210 du Condominium9,000 sq.ft. Retail

31 1016 Towne Avenue 78,972 sq.ft. Wholesale Mart

32 1360 Figueroa Street 622 du Condominium

IV.K Transportation


Map No. Location/Address Size Unit Description33 1500 Figueroa Street 622 du Condominium

34 2400 Flower Street 1,500 du Apartment40,000 sq.ft. Retail

35 925 35th Street 34 empl. University

36 1133 Hope Street 159 du Condominium6,827 sq.ft. Restaurant

37 1150 Grand Avenue 351 du Condominium12,500 sq.ft. Retail12,500 sq.ft. Restaurant

38 609 8th Street 225 du Condominium200 rooms Hotel

30,000 sq.ft. Retail

39 1115 Hill Street 140 du Condominium6,000 sq.ft. Retail

40 1011 Adams Boulevard 80 du Apartment17,372 sq.ft. Retail

41 2819 S. Griffith Avenue 458 du Apartment

42 1111 S. Broadway Street 20 du Apartment

43 800 E. Pico Boulevard 131 du Condominium

44 4051 S. Avalon Boulevard 11,052 sq.ft. Shopping Center

45 849 S. Broadway Street 147 du Condominium

IV.K Transportation


Map No. Location/Address Size Unit Description

46 330 W. 11th Street 66 du Condominium

47 1000 S. Hope Street 116 du Apartment

48 409 W. Olympic Boulevard 78 du Apartment

49 801–803 Grand Avenue 132 du Condominium

50 901–909 S. Broadway Street 82 du Apartment

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain & Associates, July 2008, Table 8. See Table 8 in the trafficreport in Appendix IV.K for trip generation for each related project.du = dwelling units; sq.ft. = square feet; empl. = employees; st = students1 Traffic Analysis for the Stanford Regency Plaza Project, Crain & Associates, August 2007.2 Based on LADOT database3 DEIR for Campus Plan 2002, Los Angeles Trade-Technical College, PCR, May 2003.4 Traffic Impact Study and Parking Analysis For the Metropolis Mixed-use Project, Crain & Associates, July 2005.5 Traffic Analysis for the Herald Examiner Mixed-Use Project, City of Los Angeles, Crain & Associates, December 2005.6 Traffic Analysis for Proposed Mixed -Use Project at the Northeast Corner of 9th Street and Hill Street, City of Los Angeles, Crain & Associates, May 2006.

IV.K Transportation


Net Project volumes were then added to the Future (2011) Without Project traffic volumes to develop the

Future (2011) With Project volumes, which were used to determine traffic impacts directly attributable to

the Project. The Future With Project morning and afternoon peak-hour traffic volumes are shown in

Figure IV.K-15, Future (2011) Traffic Volumes – With Project (AM Peak Hour), and Figure IV.K-16,

Future (2011) Traffic Volumes – With Project (PM Peak Hour), respectively.15

The results of the analysis of future traffic conditions at the study intersections are summarized in Table

IV.K-8, Critical Movement Analysis (CMA) Summary – Future (2011) Traffic Conditions – Without

and With Project. The CMA calculation worksheets for future conditions are included in Appendix G of

the Traffic Impact Report provided in Appendix IV.K. As shown in this table, when Project traffic is

added to the Future Without Project traffic conditions, the levels of service would not change at any of

the 11 intersections. Four of the study intersections would continue to have good levels of service (LOS A

through LOS C) during both peak hours. Therefore, impacts would be less than significant. This analysis

is based upon restricting the Project population to a primarily student population and providing more

convenient shuttle service to USC. Therefore, to assure that impacts would be less than significant,

Mitigation Measure MM-TRAF-3, which requires the Project Applicant, as a condition of approval, to

rent or lease at least 90 percent of the units to students, faculty and staff of local educational institutions,

and Mitigation Measure MM-TRAF-4, which requires the Project Applicant to work with University of

Southern California Trojan Transportation to determine the most convenient and useful/purposeful

location for a tram stop to serve the Project site, are required.


Future (2011) Traffic Volumes - With Project (AM Peak Hour)

FIGURE IV.K-15

946-001•07/09

500 250 0 500


NOT TO SCALEn


Future (2011) Traffic Volumes - With Project (PM Peak Hour)

FIGURE IV.K-16

946-001•07/09

500 250 0 500


NOT TO SCALEn


IV.K Transportation


Table IV.K-8Critical Movement Analysis (CMA) Summary

Future (2011) Traffic Conditions – Without and With Project

Without Project With Project

No. IntersectionPeakHour CMA LOS CMA LOS Impact

1 Figueroa Street andWashington Boulevard

AMPM

1.0750.988

FE

1.0770.988

FE

0.0020.000

2 20th Street and US-10 W/BRamps

AMPM

0.3490.512

AA

0.3500.513

AA

0.0010.001

3 Hoover Street and US-10E/B Ramps

AMPM

0.7580.732

CC

0.7580.733

CC

0.0000.001

4 23rd Street and US-110 S/BOff-ramp

AMPM

0.6250.468

BA

0.6260.471

BA

0.0010.003

5 23rd Street and FigueroaStreet

AMPM

0.6970.870

BD

0.6990.871

BD

0.0020.001

623rd Street and Flower Street

AMPM

0.3180.841

AD

0.3180.841

AD

0.0000.000

7 Adams Boulevard andHoover Street

AMPM

0.8770.957

DE

0.8770.958

DE

0.0000.001

8 Adams Boulevard andFigueroa Street

AMPM

0.9681.109

EF

0.9771.117

EF

0.0090.008

9 Adams Boulevard andFlower Street

AMPM

0.6830.957

BE

0.6840.958

BE

0.0010.001

10 Adams Boulevard andUS-110 N/B Off-ramp

AMPM

1.1060.782

FC

1.1070.786

FC

0.0010.004

11 Figueroa Street andJefferson Boulevard

AMPM

0.6700.779

BC

0.6710.779

BC

0.0010.000

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of Los Angeles, Crain &Associates, July 2008, Table 12 in Appendix G.

Regional Transportation System

As discussed above, the Project’s student housing population is expected to generate 435 net daily trips,

including 32 trips during the AM peak hour and 41 trips during the PM peak hour. Therefore,

Project-generated traffic would not meet or exceed the minimum CMP freeway impact analysis threshold

of 150 or more peak-hour trips in any direction of any of the freeway segments examined. The Project

does not meet the minimum CMP threshold criteria requiring a detailed impact analysis, would not have

a significant impact on the regional transportation system, and no additional CMP analysis is necessary.

In addition, according to SCAG criteria, the proposed Project is not regionally significant.

IV.K Transportation


d. Evaluation of Project Impacts

Construction Impacts

The L.A. CEQA Threshold Guide states that the determination of significance shall be made on a case-by-

case basis, considering the following factors:

TRAF-1 Temporary Traffic Impacts:

The length of time for temporary street closures or closures of two or more trafficlanes;

The classification of the street (major arterial, state highway) affected;

The existing traffic levels and Level of Service (LOS) on the affected street segmentsand intersections;

Whether the affected street directly leads to a freeway on- or off-ramp or other statehighway;

Potential safety issues involved with street or lane closures; and

The presence of emergency services (fire, hospital, etc.) located nearby that regularlyuse the affected street.

TRAF-2 Temporary Loss of Access:

The length of time of any loss of vehicular or pedestrian access to a parcel frontingthe construction area;

The availability of alternative vehicular or pedestrian access within one-quarter mileof the lost access; and

The type of land uses affected, and related safety, conveniences, and/or economicissues.

A traffic impact analysis was conducted to assess potential traffic impacts of the Project during the

construction period. Construction activities are estimated to occur over a period of 24 months in three

phases: Phase 1 Grading/Excavation (6 months), Phase 2 Framing/Superstructure (12 months), and

Phase 3 Finishes/Landscaping (6 months). Some overlaps might occur between phases. Construction

would involve demolition of existing on-site uses (paved and landscaped areas), excavation for the

subterranean parking structure, construction of the parking garage, and construction of the new building.

Trucks used to haul demolition debris and export dirt, deliver construction equipment and building

supplies to the Project site, and haul away construction debris would add trucks trips to the regional and

IV.K Transportation


local roadways. The large pieces of equipment would be delivered to the site at the beginning of each

construction stage and removed when they are no longer needed. Likewise, construction materials would

be delivered to the Project site within a limited timeframe when needed and wastes would be removed

from the site on an as-needed basis. Delivery trucks would arrive at and depart from the site during

off-peak hours. Throughout Project construction, all construction staging would occur within the Project

site.

The number of workers on the site at any one time would depend upon the activity. Construction

workers would park at an off-site location to be located within approximately 0.25 mile from the Project

site and would walk to the Project site. Several options for this off-site location are available on Adams

Boulevard east of the Project site. Once the subterranean parking structure is completed, construction

workers would park on site.

During certain phases of construction, construction truck traffic or construction activities could

potentially disrupt traffic flows along adjacent streets. The maximum number of construction workers on

site and delivery trucks entering/leaving the site per day would vary according to the construction phase;

however, the maximum number of trucks and workers was assumed to provide the most conservative

analysis. The maximum number of construction period vehicles accessing/egressing the site is expected to

occur during Phase 2, Framing/Superstructure. During this Phase, it is estimated that 440 daily trips,

including 53 AM peak hour trips and 50 PM peak hour trips, would occur. For the purpose of a

conservative study, the analysis assumes the Phase 2 trip generation for the entire construction period.

Since the Project construction trip generation is less then the proposed Project trip generation, estimated

to be 435 daily trips with 32 AM peak hour trips and 41 PM peak hour trips, the construction trips would

be fewer than those associated with Project operation, and would not cause a significant impact at any

study intersection. Therefore, no mitigation is required. During certain phases of construction, truck

traffic or construction activities could potentially disrupt traffic flows along adjacent streets. Therefore,

impacts related to transportation and circulation would be potentially significant during construction of

the Project, absent mitigation. These potentially significant impacts would be reduced to a less than

significant level with implementation of Mitigation Measures MM-TRAF-1 and MM-TRAF-2 requiring

preparation of a construction work site traffic control plan and the limitation of construction-related

traffic to off-peak hours.

On Saturdays and Sundays during the construction period, churchgoers to the adjacent St. Vincent’s

Church would park at St. Vincent School, located north of the Stimson House, which currently provides

IV.K Transportation


for overflow parking when necessary.16 There are approximately 200 spaces available in the school lot.

Safe pedestrian access between the Church and school would be maintained along the Project frontage

and on Adams at the site of the secondary access road. Therefore, the potential for temporary loss of

access related to church parking would be less than significant.

TRAF-3 Temporary Loss of Bus Stops or Rerouting of Bus Lines:

The length of time that an existing bus stop would be unavailable or that existingservice would be interrupted;

The availability of a nearby location (within one-quarter mile) to which the bus stopor route can be temporarily relocated;

The existence of other bus stops or routes with similar routes/destinations within aone-quarter-mile radius of the affected stops or routes; and

Whether the interruption would occur on a weekday, weekend, or holiday, andwhether the existing bus route typically provides service that/those day(s).

There is an existing bus stop on southbound Figueroa Street in front of St. Vincent’s Church, just south of

the Project site. However, construction activities in front of the Project site would not interfere with the

availability of access to the bus stop by buses because the bus stop is 250 feet south of the Project site, and

this distance is sufficient to allow for bus access to the bus stop. Therefore, the impact related to the loss

of bus stops or re-routing of bus lines would be less than significant.

TRAF-4 Temporary Loss of On-Street Parking

The current utilization of existing on-street parking;

The availability of alternative parking locations or public transit options (e.g., bus,train) within one-quarter mile of the Project site; and

The length of time that existing parking spaces would be unavailable.

No on-street parking is available in front of the Project site on Figueroa Street; therefore, no temporary

loss of on-street parking on Figueroa Street would occur and no impact would occur. On Adams

Boulevard, there is on-street parking immediately west of the secondary access road; however, because

construction staging would occur on site, the potential impact related to the temporary loss of on-street

parking on Adams Boulevard would be less than significant.

16 Joe Flanagan, Red Oak Investments, March 4, 2008. A letter of agreement between the Applicant and St.Vincent’s School is provide in Appendix A to the Construction Traffic Analysis provided in Appendix IV.K.

IV.K Transportation


Intersection Capacity

TRAF-5 if the Project traffic causes an increase in the V/C ratio on the intersection operating

condition after the addition of Project traffic of one of the following:

V/C ratio increase 0.040 if final LOS* is C

V/C ratio increase 0.020 if final LOS* is D

V/C ratio increase 0.010 if final LOS* is E or F

The results of the analysis of future traffic conditions at the study intersections are summarized above in

Table IV.K-8, Critical Movement Analysis (CMA) Summary – Future (2011) Traffic Conditions –

Without and With Project.17 As shown in this table, when Project traffic is added to the Future Without

Project traffic conditions, the levels of service would not change at any of the 11 intersections. Four of the

study intersections would continue to have good levels of service (LOS A through LOS C) during both

peak hours. Therefore, impacts would be less than significant. This analysis is based upon restricting the

Project population to a primarily student population and providing more convenient shuttle service to

USC. Therefore, to assure that impacts are less than significant, Mitigation Measure MM-TRAF-3, which

requires the Project Applicant, as a condition of approval, to rent or lease at least 90 percent of the units to

students, faculty and staff of local educational institutions, and Mitigation Measure MM-TRAF-4, which

requires the Project Applicant to work with University of Southern California Trojan Transportation to

determine the most convenient and useful/purposeful location for a tram stop to serve the Project site, are

required.

Access

The L.A. CEQA Thresholds Guide states that a proposed project normally would have a significant project

access impact

TRAF-6 if the intersections nearest the Project’s primary site access were projected to operate at

LOS E or F during AM or PM peak hours, under Cumulative Plus Project conditions.

Vehicular access to parking for the Project site would be provided via two full service driveways along

Figueroa Street. All pick-up and drop-off activities would take place on site. The driveway at the

southeast corner of the Project site would access the replacement parking for St. Vincent’s Church. The

driveway at the northeast corner of the Project site would serve the apartment units. Since Figueroa Street

17 Joe Flanagan, Red Oak Investments, March 4, 2008. A letter of agreement between the Applicant and St.Vincent’s School is provide in Appendix A to the Construction Traffic Analysis provided in Appendix IV.K.

IV.K Transportation


has shown sufficient left-turn storage for the driveway provided for residential parking access, and

vehicles are currently turning left into the driveway near this location, this driveway that serves the

proposed apartment units would continue to allow both right-and left-turn. However, outbound traffic

would be restricted to right-turns only. The driveway access to the replacement parking spaces would

only allow right-turns in and right-turn out since the traffic would conflict with the southbound left-turn

pocket for Adams Boulevard.

Because the Project includes replacement parking for the adjacent St. Vincent’s Church, the analysis also

considers changes in traffic patterns for trips generated by the church parishioners. Therefore, trip

generation for the adjacent church has been estimated. Based on the current weekday morning mass

attendance at St. Vincent Church, it is estimated that the church would generate approximately

40 (20 inbound, and 20 outbound) trips during the AM peak hour.18 The right-turn-in/right-turn-out

restrictions would change the path of travel locally for approximately half of these trips. Vehicles that

now turn left into the church parking lot would detour north to make a U-turn at the intersection of

Figueroa and 23rd Streets, and vehicles that currently exit the parking lot and turn left would detour south

to make a U-turn at the intersection of Figueroa and 27 th Streets. No appreciable trips would be generated

from the church during the weekday PM peak hour since no religious activities are scheduled to occur

during this period.19 The nearest intersections to the primary access to the Project site are 23rd

Street/Figueroa Street and Adams Boulevard/Figueroa Street. The intersection of 23rd Street and Figueroa

Street currently operates at LOS A and B during the AM and PM peak hours, respectively; the

intersection of Adams Boulevard and Figueroa Street currently operations at LOS C and D during the

AM and PM peak hours, respectively (see Table IV.K-3, Critical Movement Analysis Summary for

Existing (2008) Conditions)

As shown in Table IV.K-8, Critical Movement Analysis (CMA) Summary – Future (2011) Traffic

Conditions – Without and With Project, the intersection of 23rd Street and Figueroa Street would operate

at LOS B and D during the AM and PM peak hours, respectively, without the Project. The intersection of

Adams Boulevard and Figueroa Street would operate at LOS E and F during the AM and PM peak hours,

respectively, without the Project. When Project traffic is added to the Future Without Project traffic

conditions, Project traffic would cause a less than significant impacts at both intersections and would not

change the LOS values. Therefore, impacts would be less than significant.

18 No net new trips are anticipated to be generated by the existing Church use as a result of Projectimplementation.

19 Ibid.

IV.K Transportation


As discussed in Section II, Project Description, the primary objective of the Project is to provide

residential housing for students of USC, Mount St. Mary’s College’s Doheny Campus, and other local

educational institutions. Faculty and staff of these educational institutions may also live in the Project.

However, up to 10 percent of the residential units could also be made available to non-student, faculty,

and staff residents. This analysis is based upon restricting the Project population to a primarily student

population and providing more convenient shuttle service to USC. Therefore, to assure that impacts are

less than significant, Mitigation Measure MM-TRAF-3, which requires the Project Applicant, as a

condition of approval, to rent or lease at least 90 percent of the units to students, faculty and staff of local

educational institutions, and MM-TRAF-4, which requires the Project Applicant to work with University

of Southern California Trojan Transportation to determine the most convenient and useful/purposeful

location for a tram stop to serve the Project site, are required.

Transit System Capacity

The L.A. CEQA Thresholds Guide states that the determination of significance shall be made on a case-by-

case basis, considering

TRAF-7 the projected number of additional transit passengers expected with implementation of

the proposed Project and available transit capacity.

As previously discussed, the Project area is served by an array of public transit opportunities. In addition,

when transfer opportunities are considered, the Project is accessible to and from the greater Los Angeles

region via public transit. A transit analysis table which summarizes the number of buses available near

the Project site during the AM and PM peak hours is provided in Appendix IV.K .20 This analysis

demonstrates that there are 52 and 48 buses available during the AM and PM peak hours, respectively.

Of the available buses, 32 and 31 buses have direct access to USC (Metro Line 81, Dash F and USC shuttle

Tram A) during the AM and PM peak hours, respectively. Therefore, the public transit/USC shuttle

would be sufficient to accommodate riders generated from Project site. As described in Section II, Project

Description, the Project is proposed as student housing, and at least 90 percent of the residential units

would be leased to students, faculty, and staff of local educational institutions. It is expected that many

students, as well as faculty and staff, would use public transportation or ride bicycles to get to and from

nearby schools. Mitigation Measure MM-TRAF-3 requires the Project Applicant, as a condition of

approval, to rent or lease at least 90 percent of the units to students, faculty and staff of local educational

institutions. In addition, USC has expressed interest in providing a shuttle stop on the west side of

Figueroa Street near the south end of the Project site to serve the proposed Project. MM-TRAF-4 requires

20 Crain & Associates, Transit Analysis, July 2009.

IV.K Transportation


the Project Applicant to work with University of Southern California Trojan Transportation to determine

the most convenient and useful/purposeful location for a tram stop to serve the Project site. For these

reasons, Project-related impacts on the regional transit system are not expected to be significant with

implementation of the proposed Project.

Parking

The L.A. CEQA Thresholds Guide states that a project normally would have an impact on parking

TRAF-8 if the Project provides less parking than needed as determined through an analysis of

demand from the Project. For the purposes of this impact analysis, the Project would

result in a significant impact if it provides less parking than required under the City of

Los Angeles Municipal Code.

The Project would provide 443 parking spaces, 125 of which would be surface level replacement parking

for the adjacent St. Vincent church, leaving 318 parking spaces designated for the apartment uses. Of the

318 parking spaces, 310 would be provided on the subterranean levels and would be designated for use

by Project residents. The additional eight surface level spaces would be available for use by building

management or residents’ guests.

A parking demand analysis was conducted in order to determine the adequacy of the planned parking

supply to meet the demand generated by the Project, which would rent or lease at least 90 percent of the

units to students, faculty or staff of nearby universities. The analysis is presented in Appendix F of the

Traffic Impact Report provided in Appendix IV.K of this EIR. In general, student housing is anticipated

to house up to two students per bedroom, which is higher than the standard apartment occupancy rate

that is used to calculate the ITE parking rates for the Project if it were to house the general public. The

Resident Parking Demand Study conducted for the University Gateway Project, a project, which also

serves as student housing near the Project site, was used, as extensive research and analyses of residential

parking demand for the apartment land use component of that project was completed as part of the

traffic analysis.21 Based upon the study prepared for the University Gateway Project, it was concluded

that student housing could result in a parking generation rate that is higher than the City’s parking

generation rate. The parking requirement for the Project with 90 percent of the units leased to students,

faculty and staff was prepared based upon the same methodology used by University Gateway Project to

provide a more conservative estimation of parking requirements.

21 A copy of the Resident Parking Demand for the University Gateway Project, August, 2005, by R. Wilson, Ph.D., AICP,Linscott, Law & Greenspan, Engineers, is provided in Appendix IV.K.

IV.K Transportation


Assuming two persons per bedroom, the Project would house 532 persons when fully occupied, as shown

in Table IV.K-9. Assuming a 95 percent occupancy rate, which was assumed in the analysis for the

University Gateway Project, it is estimated there will be 505.5 residents, which translates into 3.486

persons per unit (505.4 person/145 units). The calculation is summarized in Table IV.K-9.

Table IV.K-9Project Parking Requirements With Restriction to Student/Faculty/Staff Housing

Use Size Rate PersonsOne-bedroom Unit 27 du 2 persons/bedroom 54Two-bedroom UnitThree-bedroom Unit

115 du3 du

2 persons/bedroom2 persons/bedroom

46018

145 du Total: 53295% occupancy: 505.4

Persons per Unit: 3.486

Source: Traffic Impact Report for the Proposed Figueroa and Adams Apartments at 2455 S. Figueroa Street, City of LosAngeles, Crain & Associates, July 2008, Appendix F, Table 1.

The average household size for rental units in the U.S. was 2.4 in 2000 (Census 2000).22 The Project is

expected to be 45.23 percent ([3.486-2.4]÷2.4) higher than the U.S. average apartment occupancy rate.

Given that the ITE documents 1.37 space required per unit and the number of residents per unit at the

Project is 45.23 percent higher than the sites studied for the ITE publication (LU 222 - High-rise

Apartment), the peak parking demand for the Project with a primarily student resident population is

adjusted to 1.99 (= 1.37×1.4523) spaces per unit.

The Project would provide a total of 310 spaces designated for Project residents, which translates into 2.14

spaces per unit (310 spaces/145 units). Since the number of adjusted spaces per unit (1.99) calculated is

lower than 2.14 spaces per unit, it is concluded that the Project would provide sufficient parking because

the Project would be primarily occupied by students upon completion. Therefore, no impact related to

parking would occur. It is expected that student guests of residents will use alternative methods

(e.g., bicycle, bus, walk) of travel to and from the site, similar to the student residents.

22 Resident Parking Demand for the University Gateway Project, August, 2005, by R. Wilson, Ph.D., AICP, Linscott, Law& Greenspan, Engineers, provided in Appendix IV.K.

IV.K Transportation


(6) Bicycle, Pedestrian and Vehicular Safety

The determination of significance for the Project’s bicycle, pedestrian and vehicular safety impacts shall

be made considering the following factor:

TRAF-9 if the Project would result in unsafe conditions when considering the amount of

pedestrian activity at Project access points, design features, bicycle facilities crossing

driveways, and physical conditions of the Project site and surrounding areas.

The Project would be built within the urban portion of the City of Los Angeles on Figueroa Street north of

Adams Boulevard. The Project site is one block west of the Harbor (I-110) Freeway and 0.6 mile south of

the Santa Monica (I-10) Freeway. Pedestrian access for the Project site would be on Figueroa Street. The

Project area already has highly developed infrastructure for pedestrian and bicycle travel. Figueroa Street

and Adams Boulevard adjacent to the project site are not City-designated bicycle routes.23 In order

to achieve further improvements to this infrastructure the City requires all projects, including the

proposed Project, to implement the relevant portions of the Circulation Element of the General Plan. For

example, a Project could be required to dedicate and construct roadway improvements consistent with

the General Plan standards, to the extent that the General Plan standards are not already met by the

roadways adjacent to the site. These standards include, in addition to the paved roadway cross section

(which serves both bicycles and cars), a parkway area in which a sidewalk must be provided. Both

Figueroa Street and Adams Boulevard currently comply with the City’s requirements for dedication to

Major Highway (Class II) standards. Therefore, construction of roadway improvements for purposes of

attaining compliance is not needed. The Project does not include the construction of roadway

improvements, and would maintain pedestrian and bicycle access on Figueroa Street and Adams

Boulevard. Therefore, both bicycle and pedestrian travel would continue to be adequately served by the

infrastructure adjacent to the Project. Project implementation would comply with all dedication

requirements for the Major Highway (Class II) standards. Therefore, the Project would be consistent with

the Circulation Element of the General Plan.

f. Cumulative Impacts

The traffic impact analysis analyzed existing (2008) and future (2011) AM and PM peak hour traffic

conditions at 11 intersections in the Project area. The cumulative traffic attributable to ambient growth,

50 related projects within 1.5 miles of the Project site, and the proposed Project were also analyzed. The

results of the analysis of future traffic conditions at the study intersections are summarized above in

23 City of Los Angeles Planning Department, http://cityplanning.lacity.org/. Bicycle Plan, Citywide BikewaysSystem, December 2001.

IV.K Transportation


Table IV.K-8, Critical Movement Analysis (CMA) Summary – Future (2011) Traffic Conditions –

Without and With Project.24 Based on this analysis, cumulative traffic would cause significant impacts,

absent mitigation, due to a worsening of LOS to E or F at the following five intersections:

Figueroa Street and Washington Boulevard, AM only

Adams Boulevard and Hoover Street, PM only

Adams Boulevard and Figueroa Street, AM and PM

Adams Boulevard and Flower Street, PM only

Adams Boulevard and US-110 Northbound Off-ramp, AM only

Therefore, the potential exists for significant cumulative transportation impacts. However, Project-related

impacts would be less than significant, and Mitigation Measures MM-TRAF-3 and MM-TRAF-4 are

proposed to ensure Project-related impacts remain less than significant. Therefore, the contribution of the

Project to these cumulative impacts would not be cumulatively considerable and is less than significant.

g. Mitigation Measures

During certain phases of construction, truck traffic or construction activities could potentially disrupt

traffic flows along adjacent streets. The following mitigation measures are required to reduce these

impacts to less than significant levels.

MM-TRAF-1 Prior to the issuance of demolition permits, the applicant shall prepare a Construction

Traffic Management Plan for review and approval by the Los Angeles Department of

Transportation (LADOT). The Construction Management Plan shall be implemented by

the construction contractor during Project construction.

MM-TRAF-2 All construction-related traffic shall be limited to off-peak hours (i.e., prohibited between

7:00 AM and 9:00 AM and 4:00 PM and 6:00 PM).

For the reasons discussed above, the proposed Project would result in a less than significant impact

related to traffic impacts. Nonetheless, Mitigation Measure MM-TRAF-3, which requires that the

Applicant rent or lease at least 90 percent of the units to students, faculty and staff of local educational

institutions and Mitigation Measure MM-TRAF-4, which requires that the Applicant work with USC to

24 City of Los Angeles Planning Department, http://cityplanning.lacity.org/. Bicycle Plan, Citywide BikewaysSystem, December 2001.

IV.K Transportation


determine the most convenient and useful/purposeful location for a tram stop to serve the Project site, are

required.

MM-TRAF-3 The Project Applicant shall be required, as a condition of approval, to rent or lease at

least 90 percent of the units to students, faculty and staff of local educational institutions.

MM-TRAF-4 The Project Applicant shall work with University of Southern California Trojan

Transportation to determine the most convenient and useful/purposeful location for a

tram stop to serve the Project site.

h. Adverse Effects

Implementation of Mitigation Measures MM-TRAF-1 through MM-TRAF-4 would reduce the Project’s

transportation impacts to less than significant levels, and no adverse effects would occur.

iv k transportation - la city planning · pdf fileiv.k transportation 1. ... to reflect the...

Documents