preliminary traffic report

DORAN STREET AND BROADWAY/BRAZIL SAFETY AND ACCESS PROJECT PROJECT STUDY REPORT (EQUIVALENT)

Appendix G Preliminary Traffic Report

Doran Street and Broadway/Brazil Safety and Access Project

Preliminary Traffic Report

Prepared for Metro by

HNTB Corporation

January 26, 2015

Doran Street and Broadway/Brazil Safety and Access Project Preliminary Traffic Report

Table of Contents 1. Introduction ..................................................................................................................... 1

1.1 Project Description ................................................................................................ 1 1.2 Project Alternatives ............................................................................................... 1

1.2.1 No Build Alternative (Doran Open One-Way Inbound / Westbound Only, Brazil Open) ............................................................................................... 4

1.2.2 Alternative 1 – Doran Overpass (Doran Closed, Brazil Open) .................. 4 1.2.3 Alternative 2 – Fairmont Connector and Salem/Sperry Overpass (Doran &

Brazil Closed) ............................................................................................ 5 1.2.4 Alternative 3 – Fairmont Connector and Zoo Drive Connector (Doran

Closed, Brazil Closed) ............................................................................... 7 1.3 Study Area and Intersections ................................................................................ 7 1.4 Study Scenarios .................................................................................................... 8

2 Traffic Analysis Methodology ...................................................................................... 10 2.1 Intersection Analysis ........................................................................................... 10 2.2 Intersection Capacity Reduction Due to Train Crossing Activity ......................... 10 2.3 Traffic Impact Criteria .......................................................................................... 12

2.3.1 Signalized Intersections ........................................................................... 12 2.3.2 Unsignalized Intersections ....................................................................... 12

2.4 Traffic Data Collection ......................................................................................... 13 2.5 Traffic Forecast Methodology and Assumptions ................................................. 13

2.5.1 Traffic Growth Assumption ...................................................................... 14 2.5.2 Disney Grand Central Creative Campus (GC3) Project Traffic ............... 14 2.5.3 Related Projects ...................................................................................... 16 2.5.4 Future Roadway Network ........................................................................ 16 2.5.5 Traffic Diversion Assumptions ................................................................. 16

3 Existing Conditions ...................................................................................................... 17 3.1 Existing Roadways .............................................................................................. 17 3.2 Existing Traffic Volumes and Intersection Operations ......................................... 19 3.3 Existing Freeway Ramp Operations .................................................................... 21 3.4 Existing Truck Activity ......................................................................................... 21 3.5 Existing Transit Services ..................................................................................... 21

3.5.1 Bus Routes .............................................................................................. 22 3.5.2 Bus Stops ................................................................................................ 22

3.6 Existing Bicycle Facilities .................................................................................... 24 3.7 Existing Rail Activity ............................................................................................ 24 3.8 Existing Train-Related Accidents ........................................................................ 24 3.9 Existing Traffic Studies ........................................................................................ 25

4 Evaluation of Alternatives ............................................................................................ 26 4.1 No Build Alternative (Doran Open One-Way Inbound / Westbound Only, Brazil

Open) .................................................................................................................. 26 4.1.1 Traffic Circulation ..................................................................................... 27 4.1.2 Traffic Operations .................................................................................... 29 4.1.3 Freeway Ramp Operations ...................................................................... 32 4.1.4 Transit Circulation .................................................................................... 32 4.1.5 Bicycle and Pedestrian Circulation .......................................................... 32 4.1.6 On-Street Parking .................................................................................... 32 4.1.7 Driveway Access ..................................................................................... 32

January 26, 2015 Page i


4.2 Alternative 1 – Doran Overpass (Doran Closed, Brazil Open) ............................ 33 4.2.1 Traffic Circulation ..................................................................................... 34 4.2.2 Traffic Operations .................................................................................... 36 4.2.3 Freeway Ramp Operations ...................................................................... 36 4.2.4 Transit Circulation .................................................................................... 36 4.2.5 Bicycle and Pedestrian Circulation .......................................................... 39 4.2.6 On-Street Parking .................................................................................... 39 4.2.7 Driveway Access ..................................................................................... 39

4.3 Alternative 2 – Fairmont Connector and Salem/Sperry Overpass (Doran & Brazil Closed) ................................................................................................................ 40 4.3.1 Traffic Circulation ..................................................................................... 41 4.3.2 Traffic Operations .................................................................................... 42 4.3.3 Freeway Ramp Operations ...................................................................... 42 4.3.4 Transit Circulation .................................................................................... 46 4.3.5 Bicycle and Pedestrian Circulation .......................................................... 46 4.3.6 On-Street Parking .................................................................................... 46 4.3.7 Driveway Access ..................................................................................... 46

4.4 Alternative 3 – Fairmont Connector and Zoo Drive Connector (Doran Closed & Brazil Open) ........................................................................................................ 47 4.4.1 Traffic Circulation ..................................................................................... 47 4.4.2 Traffic Operations .................................................................................... 48 4.4.3 Freeway Ramp Operations ...................................................................... 52 4.4.4 Transit Circulation .................................................................................... 52 4.4.5 Bicycle and Pedestrian Circulation .......................................................... 52 4.4.6 On-Street Parking .................................................................................... 52 4.4.7 Driveway Access ..................................................................................... 53

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List of Figures Figure 1 – Project Vicinity Map ..................................................................................................... 2 Figure 2 – Project Site Aerial Photo .............................................................................................. 3 Figure 3 – No Build Alternative – Doran Open One-Way Inbound/Westbound Only Concept ...... 4 Figure 4 – Alternative 1: Doran Overpass Concept ...................................................................... 5 Figure 5 – Alternative 2: Fairmont Connector and Salem/Sperry Overpass Concept .................. 6 Figure 6 – Alternative 3: Fairmont Connector and Zoo Drive Connector Concept ....................... 7 Figure 7 – Study Area and Intersections ....................................................................................... 9 Figure 8 – Existing Bus Routes ................................................................................................... 22 Figure 9 – Existing Bus Stops ..................................................................................................... 23 Figure 10 – Broadway/Brazil Crossing Improvements ................................................................ 27 Figure 11 – Traffic Rerouting Assumptions – No Build Alternative ............................................. 28 Figure 12 – Alternative 1: Doran Overpass Concept .................................................................. 33 Figure 13 – Traffic Rerouting Assumptions – Alternative 1 ......................................................... 35 Figure 14 – Alternative 2: Fairmont Connector Concept ............................................................. 40 Figure 15 – Alternative 2: Salem/Sperry Overpass Concept ...................................................... 41 Figure 16 – Traffic Rerouting Assumptions – Alternative 2 ......................................................... 43 Figure 17 – Alternative 3: Fairmont Connector and Zoo Drive Connector Concept .................... 47 Figure 18 – Traffic Rerouting Assumptions – Alternative 3 ......................................................... 49

List of Tables Table 1 – Level of Service Criteria for Signalized Intersections .................................................. 11 Table 2 – Level of Service Criteria for Unsignalized Intersections .............................................. 11 Table 3 – City of Los Angeles Traffic Impact Criteria for Signalized Intersections ...................... 12 Table 4 – City of Los Angeles Traffic Impact Criteria for Unsignalized Intersections .................. 12 Table 5 – Disney Grand Central Creative Campus – Trip Generation ........................................ 15 Table 6 – 2013 Intersection LOS Summary – Existing Condition ............................................... 19 Table 7 – Truck Traffic Composition ........................................................................................... 21 Table 8 – Existing Bus Stops ...................................................................................................... 22 Table 9 – 2040 Intersection LOS Summary – No Build Alternative ............................................ 30 Table 10 – 2040 Intersection LOS Summary – Alternative 1 ...................................................... 37 Table 11 – 2040 Intersection LOS Summary – Alternative 2 ...................................................... 44 Table 12 – 2040 Intersection LOS Summary – Alternative 3 ...................................................... 50

List of Appendices Appendix A – Traffic Counts Appendix B – City of Glendale Traffic Model ADT Appendix C – List of Related Projects Appendix D – Train Accident Data Appendix E – Traffic Forecasts Appendix F – 2013 Existing Condition LOS Worksheets Appendix G – 2040 No Build Alternative LOS Worksheets Appendix H – 2040 Alternative 1 LOS Worksheets Appendix I – 2040 Alternative 2 LOS Worksheets Appendix J – 2040 Alternative 3 LOS Worksheets

January 26, 2015 Page iii


January 26, 2015 Page 1

1. Introduction This report presents the scope, methodology, inputs, assumptions and results of the traffic analysis of alternative concepts for the Doran Street and Broadway/Brazil Safety and Access Project (hereinafter referred to as the “Project”). The Project is located within the cities of Glendale and Los Angeles along the rail corridor between San Fernando Road (SFR) and West San Fernando Road (West SFR) from Doran Street to Broadway/Brazil (see Figure 1). The traffic analysis evaluated the impacts of several Project alternatives on traffic circulation, traffic operations, intersection levels of service, freeway ramp operations, transit circulation, bicycle and pedestrian circulation, on-street parking and driveway access.

1.1 Project Description The Los Angeles County Metropolitan Transportation Authority (Authority) in cooperation with the cities of Glendale and Los Angeles, the Southern California Regional Rail Authority (SCRRA), and the California High Speed Rail Authority (CHSRA) has obtained funding through Measure R and other sources for a grade separation near Doran Street in the cities of Glendale and Los Angeles. At this time, the Authority is proceeding with the Alternative Analysis; Environmental Clearance and Preliminary Engineering; and the Final Design (PS&E) for a grade separation on the Authority owned right-of-way in Los Angeles County, California.

The Project area is located on the Valley Subdivision, Antelope Valley Line, in the SCRRA (Metrolink) system (see Figure 2). The right-of-way for the railroad corridor is owned by the Authority, while the tracks are maintained and operated by SCRRA. There are currently two tracks with approximately 84 Metrolink, Union Pacific Railroad and Amtrak trains operating each day over this segment of the Valley Subdivision. The Los Angeles-San Diego-San Luis Obispo (LOSSAN) Rail Corridor Agency has a planned rail service expansion and the California High Speed Rail Authority is also proposed in this rail corridor. There are two at-grade crossings within the Project area at Doran Street and Broadway/Brazil.

The Doran Street at-grade crossing is located adjacent to the south side of the State Route (SR) 134 overcrossing of the railroad corridor. Adjacent to the crossing is a propane sales facility and numerous other businesses. In addition, the site location is near the Los Angeles River and Verdugo Wash. Each of these items, as well as others, will have an impact on the overall configuration of the alternatives.

The Broadway/Brazil at-grade crossing is located approximately 0.5 mile south of the Doran Street at-grade crossing. Work at this crossing was recently completed and included upgrades and safety features. Now that the work is completed, the Doran Street crossing will be modified substantially to include signal modifications, new pedestrian crossing and modifying the roadway to a one-way use only. These modifications have resulted from the California Public Utilities Commission (CPUC) Order Instituting Investigation on the Commission’s Own Motion into Closure of the Highway-Rail At-Grade Crossing at Doran Street.

1.2 Project Alternatives This traffic study examined the following alternatives:

No Build Alternative (Doran Open One-Way Inbound/Westbound Only, Brazil Open) Alternative 1 – Doran Overpass (Doran Closed, Brazil Open) Alternative 2 – Fairmont Connector and Salem/Sperry Overpass (Doran & Brazil Closed) Alternative 3 – Fairmont Connector and Zoo Drive Connector (Doran Closed, Brazil

Open)


Figure 1 – Project Vicinity Map



Figure 2 – Project Site Aerial Photo



1.2.1 No Build Alternative (Doran Open One-Way Inbound / Westbound Only, Brazil Open)

The No Build Alternative is basically the same as existing conditions except for the following changes to the roadway network. These changes are described in detail in Section 4.1.

• Doran Street open one-way inbound / westbound only (see Figure 3) • Broadway/Brazil crossing improvements • Other roadway and intersection improvements that are part of traffic mitigations for

approved projects (such as the San Fernando Redevelopment Area, Disney Grand Central Creative Campus, etc.).

Figure 3 – No Build Alternative – Doran Open One-Way Inbound/Westbound Only Concept

1.2.2 Alternative 1 – Doran Overpass (Doran Closed, Brazil Open) Alternative 1 provides a new overpass along Doran Street that crosses over SFR, the railroad tracks, and West SFR, as shown in Figure 4. Under this alternative, the Doran Street at-grade crossing will be closed, but the Broadway/Brazil at-grade crossing will remain open.

Westbound

Only



Figure 4 – Alternative 1: Doran Overpass Concept

1.2.3 Alternative 2 – Fairmont Connector and Salem/Sperry Overpass (Doran & Brazil Closed)

This alternative includes the Fairmont Connector and an overpass in the vicinity of Salem/Sperry as shown in Figure 5. Under this alternative, both the Doran Street and Broadway/Brazil at-grade crossings will be closed.



Figure 5 – Alternative 2: Fairmont Connector and Salem/Sperry Overpass Concept



1.2.4 Alternative 3 – Fairmont Connector and Zoo Drive Connector (Doran Closed, Brazil Closed)

This alternative includes the Fairmont Connector and a new bridge across the L.A. River connecting Doran Street to Zoo Drive as shown in Figure 6. Under this alternative, the Doran Street at-grade crossing will be closed, but the Broadway/Brazil at-grade crossing will remain open.

Figure 6 – Alternative 3: Fairmont Connector and Zoo Drive Connector Concept

1.3 Study Area and Intersections The study area for traffic analysis was determined in consultation with the Authority and the cities of Glendale and Los Angeles. The areas that would be affected by the Project are located within both cities.

The following study area intersections were analyzed:

1. Fairmont Avenue & Flower Street 2. San Fernando Road (SFR) & Flower Street / Pelanconi Avenue 3. SFR & Fairmont Avenue 4. SR-134 WB Ramps & Fairmont Avenue 5. Concord Street & Fairmont Avenue 6. West SFR & Doran Street 7. SFR & Doran Street 8. Doran Street & SR-134 EB Ramps 9. Doran Street & Concord Street 10. Pacific Avenue & Doran Street 11. SFR & Milford Street



12. West SFR & Cutter Street 13. California Avenue & Concord Street 14. Pacific Avenue & California Avenue 15. West SFR & Sperry Street 16. SFR & Salem Street 17. SFR & Wilson Avenue 18. Concord Street & Wilson Avenue 19. Pacific Avenue & Wilson Avenue 20. West SFR & Brazil Street 21. SFR & Broadway 22. Concord Street & Broadway 23. Pacific Avenue & Broadway 24. SFR & Ivy Street 25. SFR & Harvard Street 26. SFR & Colorado Boulevard 27. Colorado Boulevard & South Kenilworth Avenue / Colorado Street Freeway Extension 28. Pacific Avenue & Colorado Street 29. West SFR & Colorado Boulevard 30. SFR & Elk Avenue 31. SFR & California Avenue 201. Riverside Drive & SR-134 WB On-Ramp 202. Riverside Drive & SR-134 EB Off-Ramp 203. Riverside Drive & Zoo Drive 204. Western Heritage Way & Zoo Drive 205. I-5 SB On-Ramp & Zoo Drive 206. Zoo Drive & I-5 NB Off-Ramp/SR-134 EB On-Ramp

Figure 7 (on the next page) shows the study area and the location of the study intersections.

1.4 Study Scenarios The study examined existing (2013) traffic conditions and evaluated the grade separation alternatives using Design Year 2040 traffic conditions. The following scenarios were analyzed:

• 2013 Existing Conditions • 2040 Design Year

o No Build Alternative (Doran Open One-Way Inbound/Westbound Only, Brazil Open)

o Alternative 1 – Doran Overpass (Doran Closed, Brazil Open) o Alternative 2 – Fairmont Connector and Salem/Sperry Overpass (Doran & Brazil

Closed) o Alternative 3 – Fairmont Connector and Zoo Drive Connector (Doran Closed,

Brazil Open)

Each of the Build Alternatives (Alternatives 1 thru 3) was compared against the No Build Alternative in Design Year 2040 to determine traffic impacts.



Figure 7 – Study Area and Intersections



2 Traffic Analysis Methodology The ability of the transportation infrastructure to carry traffic was quantified using a Level-of-Service (LOS) designation, as set forth in the Highway Capacity Manual (HCM).1 This designation is utilized in the transportation profession to quantify the performance of a facility. Levels of service vary from LOS A (free flow, little delay) to LOS F (heavily congested, breakdown in vehicular flow) as described below.

2.1 Intersection Analysis In the city of Glendale, the analysis technique used to assess the operations of signalized intersections is the Intersection Capacity Utilization (ICU) method. The city of Los Angeles uses a similar method based on the Transportation Research Board Circular 212 Critical Movement Analysis (CMA) Planning Method for traffic impact studies. The method assumes lane capacity of 1,600 vehicles per hour per lane for all through and turn lanes and 2,880 vehicles per hour total for dual turn lanes. A total yellow clearance time of 0.10 is added. To calculate the ICU value, the volume of traffic using the intersection is compared with the capacity of the intersection to obtain a volume-to-capacity (V/C) ratio. The Intersection Capacity Utilization or V/C ratio represents that portion of the hour required to provide sufficient capacity to accommodate all intersection traffic if all approaches operate at capacity. Table 1 (on the next page) shows the LOS criteria for signalized intersections.

The analysis of unsignalized intersections (two-way and four-way stop-controlled) is based on Highway Capacity Manual (HCM) methodologies. HCM uses control delay expressed in terms of seconds of delay per vehicle (sec/veh) as the measure of effectiveness for unsignalized intersections. Unsignalized intersection level of service is defined based on the criteria shown in Table 2 (on the next page).

Caltrans requires freeway ramp intersections to be analyzed for 85th percentile2 queues at the off-ramps (instead of the typical 95th percentile queues). The HCM methodology for signalized intersections was used to determine the 85th percentile queues at the off-ramps.

2.2 Intersection Capacity Reduction Due to Train Crossing Activity The method described above assumes lane capacity of 1,600 vehicles per hour (vph) per lane for all through and turn lanes and 2,880 vph total for dual turn lanes. However, when trains pass through the railroad crossings, the flow of traffic is disrupted, resulting in a reduction in capacity of the affected movements. At the Doran and Broadway/Brazil crossings, train activity would disrupt the following movements:

• SFR & Doran o Inbound3 movements: NBL, WBT, SBR4 o Outbound movements: EBL, EBT, EBR

1 Transportation Research Board, Highway Capacity Manual, 2010. 2 The “percentile” is a statistical concept that indicates the cumulative likelihood that an event (in this case, queue length) will be

exceeded. 85th percentile queue represents a queue length that is likely to be exceeded only 15 percent of the time. Typical design parameters are determined based on 95th percentile values (exceeded only 5 percent of the time).

3 The terms “inbound”, “outbound”, “entry”, and “egress” are used relative to the access-limited area west of San Fernando Road. At the Doran and Broadway/Brazil crossings, the “inbound” direction is westbound (WB), while the “outbound” direction is eastbound (EB).

4 Intersection turning movements are designated by 3-letter codes. The first two letters designate the direction of the approach: NB for northbound, SB for southbound, EB for eastbound, and WB for westbound. The 3rd letter designates the turn direction: L for left turn, T for thru movement, and R for right turn. For example, SBR designates the southbound right turn movement.



Table 1 – Level of Service Criteria for Signalized Intersections

Level of Service Description

Volume-to- Capacity Ratio

(V/C) A Level of Service A occurs when progression is extremely

favorable and vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay.

0.600 and below

B Level of Service B generally occurs with good progression and/or short cycle lengths. More vehicles stop than for Level of Service A, causing higher levels of average delay.

0.601 to 0.700

C Level of Service C generally results when there is fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear in this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping.

0.701 to 0.800

D Level of Service D generally results in noticeable congestion. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high volume to capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.

0.801 to 0.900

E Level of Service E is considered to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high volume to capacity ratios. Individual cycle failures are frequent.

0.901 to 1.000

F Level of Service F is considered to be unacceptable to most drivers. This condition often occurs when oversaturation, i.e., when arrival flow rates exceed the capacity of the intersection. It may also occur at high volume to capacity ratios below 1.00 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels.

1.001 and up

Source: Transportation Research Board, Highway Capacity Manual Special Report 209, National Research Council Washington D.C., 2000.

Table 2 – Level of Service Criteria for Unsignalized Intersections Level of Service (LOS) Unsignalized Intersection Control Delay (sec/veh)

A 0 - 10 B > 10 - 15 C > 15 - 25 D > 25 - 35 E > 35 - 50 F > 50

Source: Transportation Research Board, Highway Capacity Manual, 2000.

• SFR & Broadway o Inbound movements: NBL, WBT, SBR o Outbound movements: EBL, EBT, EBR



• West SFR & Brazil o Inbound movements: WBL, WBT, WBR o Outbound movements: EBT, NBR, SBL

Previous studies5 assumed that for train activity of approximately 40 trains per day, the peak hour train crossing activity effectively reduces the capacity of affected movements by approximately 10%. For train activity of 100 trains per day, a capacity reduction of 20% is assumed. For purposes of this study, the 10% capacity reduction is used for existing condition, while the 20% capacity reduction is used for 2040 design year conditions.

2.3 Traffic Impact Criteria

2.3.1 Signalized Intersections In the city of Glendale, a significant impact to signalized intersections would occur if a proposed project increases the V/C ratio by 0.020 or more and LOS D, E, or F occurs.

In the city of Los Angeles, a significant impact to signalized intersections is determined according to the criteria shown in Table 3.

Table 3 – City of Los Angeles Traffic Impact Criteria for Signalized Intersections SIGNIFICANT TRANSPORTATION IMPACT (V/C Methodology)

Level of Service

Final V/C Ratio

Project-Related Increase In V/C

C > 0.701 - 0.800 equal to or greater than 0.040 D > 0.801 - 0.900 equal to or greater than 0.020 E > 0.901 - 1.000 equal to or greater than 0.010 F > 1.000 equal to or greater than 0.010

Source: City of Los Angeles, Traffic Study Policies & Procedures, June 2013.

2.3.2 Unsignalized Intersections In the city of Glendale, a project generates a significant impact at unsignalized (two-way or four-way stop-controlled) intersections if project traffic causes an increase in intersection delay of three (3) seconds or more and LOS D, E or F occurs.

In the city of Los Angeles, a significant impact to unsignalized intersections is determined according to the criteria shown in Table 4.

Table 4 – City of Los Angeles Traffic Impact Criteria for Unsignalized Intersections SIGNIFICANT TRANSPORTATION IMPACT (Delay Methodology)

Level of Service

Final Delay (sec) Project-Related Increase In Delay

C > 20 - 35 equal to or greater than 6.0 seconds D > 35 – 55 equal to or greater than 4.0 seconds E > 55 – 80 equal to or greater than 2.5 seconds F > 80 equal to or greater than 2.5 seconds

Source: City of Los Angeles, Traffic Study Policies & Procedures, June 2013.

5 Disney EIR and Fehr & Peers Traffic Study



2.4 Traffic Data Collection HNTB conducted traffic counts in September 2013. Additional counts for locations in the vicinity of Zoo Drive were conducted in April 2014. The traffic counts included:

• AM and PM peak period counts o intersection turning movement counts at all study intersections o pedestrian and bike crossing counts at selected study intersections o truck counts at selected study intersections

• 2-Day 24-Hour machine counts – vehicle classification counts at selected locations

When the traffic counts were conducted, the Broadway/Brazil crossing was closed to traffic for a protracted period (until this report was submitted) due to construction related to the Broadway / Brazil Crossing Safety Improvements Project. Based on e-mail communications with the Project Manager of that project, the opening of the crossing is awaiting the completion of improvements by the city of Los Angeles at the intersection of Brazil Street & West SFR which is to be signalized. Due to geometric improvements already made at that intersection, it was deemed unsafe to operate the improved at-grade crossing as stop-controlled while awaiting completion of signalization.

The traffic counts with the Broadway/Brazil crossing closed proved useful for analyzing alternatives that involved closing Broadway/Brazil. However, some alternatives assume that the Broadway/Brazil crossing would remain open. The city of Glendale provided traffic counts for the Doran and Broadway/Brazil intersections with both crossings open for the year 2010. HNTB post-processed these counts for use in analyzing alternatives that maintain the Broadway/Brazil crossing to be open.

The traffic count sheets are included in Appendix A.

2.5 Traffic Forecast Methodology and Assumptions The city of Glendale provided 2005 and 2030 Average Daily Traffic (ADT) volumes developed using the city’s Traffic Model. Since the model has not been maintained, the city agreed to use traffic growth factors for developing traffic forecasts for this study. The traffic growth factors were derived from the 2005-2030 model ADTs. The city also provided a list of recently completed and approved development projects to be used for cumulative impacts. See Appendix B for the model ADT volumes and Appendix C for the list of related projects.

Design Year 2040 base traffic volumes were estimated as follows:

1. A regional background traffic growth rate of 0.75% per year was applied to existing 2013 traffic volumes at all study intersections to derive the estimated 2040 base traffic volumes.

2. Additional traffic associated with identified cumulative projects (e.g., Disney GC3 Project), was added to the 2040 base traffic to derive the 2040 No Build traffic to be used for this analysis.

3. For each grade separation Build alternatives, the 2040 No Build traffic was processed by rerouting affected traffic movements to derive the 2040 Build traffic.

Details of the traffic forecasts are described below.

At the start of the study, HNTB met with representatives of the Cities of Glendale and Los Angeles and discussed the proposed methodology for developing future traffic forecasts. It was



noted that detailed modeling was beyond the scope of this preliminary traffic study. The group agreed that using a growth factor was acceptable to generate the desired forecasts.

2.5.1 Traffic Growth Assumption The city of Glendale provided Year 2005 and Year 2030 Average Daily Traffic (ADT) Volumes from the city’s Traffic Model that was used for the traffic analysis of the Downtown Specific Plan. The ADT showed traffic growth on streets in the study area ranging from as low as 0.05% per year on SFR between Flower Street and Highland Avenue, to as high as 8.42% per year on Fairmont Avenue between SFR and Flower Street (see Appendix B). Average traffic growth along SFR in the vicinity of the project is approximately 0.75% per year. Project Opening Year (2020) and Design Year (2040) base traffic volumes were derived by applying an ambient background traffic growth of 0.75% per year for all study intersections. Additional traffic associated with identified cumulative projects were then added to the base traffic volumes to yield the No Build traffic volumes for this analysis.

2.5.2 Disney Grand Central Creative Campus (GC3) Project Traffic The 2005-2030 model ADT volumes showed a large increase in traffic of 8.42% per year on the Fairmont Avenue Flyover between SFR and Flower Street. The 2005-2030 model ADT volumes also showed approximately 2.37% and 1.27% annual growth rates in the vicinity of the SR-134 WB and EB ramps, respectively. This growth is primarily due to the Disney Grand Central Creative Campus (GC3) Project to develop 125 acres of the Grand Central Business Center located along Flower Street approximately one mile north of Doran Street.

Due to the high volume of traffic expected to be generated by the Disney GC3 Project at build out, and the fact that this project is currently on-going, the traffic analysis examined the phasing of the GC3 project and associated traffic by phase to properly account for the GC3 project traffic. Traffic data for the GC3 project was obtained from the GC3 Transportation / Circulation and Parking Technical Report which represents the Traffic Impact Study (TIS) for the project.6

The GC3 project is a long-term master plan for the development of the 125-acre Grand Central Business Center. Developed in the 1950’s, the Grand Central Business Center was one of the Country’s first planned industrial parks. In November 2000, The Walt Disney Company, the city of Glendale Redevelopment Agency, and the city of Glendale approved a series of agreements providing for the long range redevelopment of the site. The GC3 project provides for the replacement or rehabilitation of the existing 2.4 million square feet (SF) of improvements that currently comprise the GC3 business park, and the construction of up to an additional 3.5 million SF of new space, for a total of 5.9 million SF of new and rehabilitated development in a series of landscaped, creative campuses.

The GC3 project was originally estimated to be completed in 15 years. The GC3 TIS examined the traffic impacts of the project in two (2) phases: Phase 1 – Project Midpoint (2007); and, Phase 2 – Project Build Out (2015). Table 5 (on the next page) shows the conceptual land use profile and estimated trip generation by phase.

6 Kaku Associates, Transportation/Circulation and Parking Technical Report – Grand Central Creative Campus, June 29, 2000. Included as Appendix K of the GC3 Draft Subsequent Environmental Impact Report, Volume IV.



Table 5 – Disney Grand Central Creative Campus – Trip Generation

Source: Kaku Associates, Transportation/Circulation and Parking Technical Report – Grand Central Creative Campus, June 29, 2000. Included as Appendix K of the GC3 Draft Subsequent Environmental Impact Report, Volume IV.

The EIR for the GC3 project was approved in 2000. The GC3 EIR Traffic Impact Study (TIS) have common study intersections as this Project:

• Flower & Fairmont • Flower & San Fernando • San Fernando & Fairmont • San Fernando & Doran • San Fernando & Broadway • San Fernando & Colorado • Fairmont & SR-134 WB Ramps • Fairmont & Concord • Doran & SR-134 EB Ramps • Doran & Concord

At the time this Project traffic analysis was conducted, Phase 1 of the GC3 project was presumably completed in 2006, and Phase 2 was being initiated in 2010. The new full buildout is estimated to occur around 2035 rather than 2015.

The GC3 project midpoint (2007) traffic at intersections was compared to 2013 intersection turning movement counts collected as part of the Doran traffic analysis, particularly at the intersections of Flower Street & Fairmont Avenue. The comparison showed that the GC3 Phase 1 traffic estimated for 2007 is approximately twice the traffic counted in 2013, indicating that the GC3 Phase 1 traffic was not fully realized as of 2013. This is understandable in the light of the economic downturn.

Therefore, to properly account for the remaining GC3 project traffic, the following approach was used to determine Design Year 2040 No Build traffic for this Project:

1. Grow 2013 traffic volumes at all study intersections to 2040 by 0.75% per year to account for the ambient regional background traffic growth.



2. Add one half of the GC3 Phase 1 traffic (unrealized as of 2013) and the estimated GC3 Phase 2 traffic to the projected 2040 intersection volumes for the common study intersections.

2.5.3 Related Projects The city of Glendale provided a list of completed / approved development projects in the vicinity of the Project (see Appendix C). Only one of these projects, 604-610 W. Broadway (part of the Veterans Village of Glendale Project), is located within the study area. However, the estimated peak hour project trips are low (approximately 30 vph during peak hours). Therefore, this project traffic is assumed to be included in the overall ambient traffic growth assumed in the study.

A four-story public storage building is proposed to be constructed at 5500 San Fernando Road between Doran Street and Milford Street providing 174,266 square feet of gross floor area. Peak hour traffic generation is estimated to be less than 50 vph. The facility would have access points on Doran Street and Milford Street. Therefore, this project traffic is assumed to be included in the overall ambient traffic growth assumed in the study. However, the impacts to the access points due to various Project Alternatives will be examined.

2.5.4 Future Roadway Network The 2040 No Build roadway network incorporates the following roadway and intersection improvements:

1. The Doran crossing will accommodate inbound (WB) traffic only. All outbound (EB) traffic will be rerouted to the Broadway/Brazil crossing.

2. The Broadway/Brazil crossing is currently undergoing geometric and signalization improvements. The intersection of West SFR & Brazil Street will be signalized. The new signal will be operated in coordination with the existing signal at SFR & Broadway.

3. Improvements to be implemented as part of the San Fernando Area Redevelopment mitigations, such as geometric improvements at Fairmont Avenue & SR-134 WB Ramps (add 2nd WBL lane, add 3rd NBL lane), Fairmont Avenue & Concord Street (add 2nd NBL lane), Doran Street & Concord Street (add 2nd EBL lane, add 2nd NBT lane), etc.

Details of the improvements are described in Section 4.1.

2.5.5 Traffic Diversion Assumptions HNTB also discussed with the Cities of Glendale and Los Angeles the general traffic flow diversion patterns that would result from the turn movement restrictions created by some of the project concepts. These assumptions are discussed in detail for each alternative in Section 4.0.



3 Existing Conditions This Section presents existing conditions observed in the study area and the results of traffic analysis based on collected data along with additional data / information obtained from the city of Glendale.

3.1 Existing Roadways The Project is located on the southeast quadrant of the I-5 / SR-134 freeway interchange, as shown previously in Figure 1. The following paragraphs briefly describe the freeways, arterials, and other roadways in the vicinity of the Project.

State Route 134 Freeway (SR-134, Ventura Freeway) is an east-west oriented freeway that extends from I-210 in Pasadena to U.S. Highway 101 (US 101) in North Hollywood. It consists of four mixed flow travel lanes and one High Occupancy Vehicle (HOV) lane in each direction in the Glendale area. In the vicinity of the study area, full interchanges are provided at SFR and at Pacific Avenue, as well as freeway-to-freeway connectors with I-5. The San Fernando interchange consists of hook ramps, while the Pacific Avenue interchange consists partly of half diamond ramps west of Pacific Avenue and collector-distributor (C-D) ramp system east of Pacific Avenue. The SR-134 EB ramps intersect with Doran Street, while the WB ramps intersect with Fairmont Avenue.

Interstate 5 Freeway (I-5, Golden State Freeway) is a north-south oriented freeway that extends from the U.S.-Mexico border in San Diego to the U.S.-Canadian border north of Seattle, Washington. In the vicinity of the project area, I-5 consists of five mixed-flow travel lanes in each direction. I-5 has an interchange at Colorado Street, south of the study area. The I-5 ramps connect to the Colorado Street Freeway Extension that terminates at Colorado Street & Kenilworth Avenue. Between I-5 and Colorado Street, hook ramps are provided for eastbound and westbound traffic access to/from West SFR via Colorado Boulevard.

San Fernando Road (SFR) is a four-lane, north-south roadway running parallel to and on the east side of the railroad tracks. It is classified as a Major Arterial in the city of Glendale Circulation Element. It currently accommodates approximately 26,500 vehicles per day (vpd) south of Doran Street. On-street parking is prohibited on the west side but allowed on the east side. Sidewalks are provided on the east side. The posted speed limit is 40 mph. The SFR corridor generally runs parallel to the I-5 Freeway from north of Downtown Los Angeles to the I-5 / SR-14 interchange in Santa Clarita. Between Doran Street and Colorado Boulevard, the parcels on the east side of the road are designated for IMU – Industrial/Commercial Mixed Used and IMU-R Industrial/Commercial/Residential Mixed Use in the city of Glendale Zoning Map.

West San Fernando Road is a two-lane, north-south roadway running parallel to and on the west side of the railroad tracks. It is classified as a Local Street in the city of Los Angeles General Plan Circulation Element. It currently accommodates approximately 6,600 vehicles per day (vpd) in the vicinity of Colorado Boulevard. On-street parking is generally allowed on both sides, with perpendicular parking allowed on certain areas next to the railroad tracks. Sidewalks are generally provided on the west side, while the east side generally has unpaved shoulder. There is no posted speed limit. Between Doran Street and Colorado Boulevard, the parcels are designated for Heavy Manufacturing use in the city of Los Angeles General Plan Land Use Map.

Doran Street is generally a two-lane two-way east-west roadway running parallel to and on the south side of SR-134. Between SFR and the SR-134 EB Ramps, it is classified as Major Arterial in the city of Glendale Circulation Element and provides access ramps to/from EB SR-134. On-street parking is not allowed on both sides of the street between SFR and the SR-134 ramp intersection. East of the SR-134 EB Ramps, Doran Street is classified as an Urban Collector



with parking allowed on both sides of the street. East of Concord Street, Doran Street serves residential neighborhoods. West of SFR, Doran Street crosses the railroad tracks and West SFR to become a cul-de-sac street classified as a Local Street in the city of Los Angeles General Plan Circulation Element. This segment provides access to recycling and automotive-related facilities, as well as to the Caltrans Maintenance Station located under the SR-134 Freeway. Approximately 8,200 vpd crossed the railroad tracks at Doran Street in 2013. This count was taken when the Broadway/Brazil crossing was closed. Traffic counts conducted in 2010 when the Broadway/Brazil crossing was open showed approximately 3,500 vpd used the Doran Street crossing. The existing section of Doran Street west of West SFR currently provides on-street parking on the south side of the street only, except towards the west terminus where on-street parking is allowed on the north side.

Broadway east of SFR is a four-lane east-west roadway classified as a Minor Arterial in the city of Glendale Circulation Element. It serves industrial / commercial / residential mixed use establishments with on-street parking allowed on both sides. West of SFR, it crosses7 the railroad tracks and West SFR to become a two-lane two-way Brazil Street classified as a Local Street in the city of Los Angeles General Plan Circulation Element providing access to industrial establishments. 2010 Traffic counts provided by the city of Glendale when the Broadway/Brazil crossing was open showed approximately 8,000 vpd used the Broadway/Brazil crossing.

Fairmont Avenue is an east-west roadway running parallel to and on the north side of SR-134. Between SFR and the SR-134 WB Ramps, it is classified as Major Arterial in the city of Glendale Circulation Element and provides access ramps to/from WB SR-134. On-street parking is not allowed on both sides of the street between SFR and the SR-134 ramp intersection. East of the SR-134 WB Ramps, Fairmont Avenue is classified as a Minor Arterial with parking allowed on both sides of the street. East of Concord Street, it serves residential neighborhood. West of the SR-134 WB Ramp intersection, Fairmont Avenue continues on a flyover structure over SFR and the railroad tracks, runs parallel to the Los Angeles River and connects to Flower Street. This segment of Fairmont Avenue accommodates approximately 7,500 vpd.

Zoo Drive is a two-lane roadway on the northern boundary of Griffith Park / L.A. Zoo running parallel to and on the south side of SR-134 throughout most of its length. It crosses the I-5 Freeway, traverses the west side of L.A. River, goes under SR-134, follows the northwest bend of the river, and terminates on the north side of SR-134. It serves as the primary access to the L.A. Zoo from I-5 and SR-134, and provides access to abutting picnic grounds south of SR-134 and the Ferraro Soccer Field and Griffith Park Dog Park north of SR-134. It is classified as a Local Street in the city of Los Angeles General Plan Circulation Element. It currently accommodates approximately 2,700 vpd south of SR-134, 5,000 vpd between the I-5 ramps, and 10,000 vpd between Crystal Springs Drive and Western Heritage Way, based on counts conducted as part of this Project in April 2014. On-street parking is allowed on both sides of Zoo Drive north of SR-134, but prohibited on the segment south of SR-134 and between the I-5 ramps. The segment of Zoo Drive south of SR-134 has bike lanes but no sidewalks on both sides, while the segment north of SR-134 has unpaved shoulders on both sides. Zoo Drive has a posted speed limit of 25 mph in the vicinity of L.A. Zoo.

Other local streets in the study area are shown previously in Figure 1. These streets are generally two-lane two-way streets.

7 At the time this traffic study was conducted, the Broadway/Brazil Street crossing was closed to traffic due to construction.



3.2 Existing Traffic Volumes and Intersection Operations The existing intersection traffic volumes and lane geometry are shown in Appendix E. As noted earlier, the existing conditions show Broadway/Brazil crossing as closed. Using these inputs, the existing intersection levels of service were evaluated using the LOS analysis methods and criteria previously described in Section 2.1. Table 6 summarizes the intersection levels of service under existing conditions. The detailed LOS worksheets are included in Appendix F. The study intersections generally operate at LOS C or better. Four (4) study intersections currently operate at LOS D or worse in the AM and/or PM peak hours:

• #7 SFR & Doran – LOS B / D • #27 Kenilworth & Colorado – LOS C / D • #28 Pacific & Colorado – LOS C / D • #203 Riverside & Zoo – LOS F / E

Table 6 – 2013 Intersection LOS Summary – Existing Condition

Int. No. Intersection City*

Peak Hour

V/C** (Delay) LOS

1 Flower St & Fairmont Ave G AM (10.9) B PM (14.3) B

2 San Fernando Rd & Flower St G AM 0.551 A PM 0.619 B

3 San Fernando Rd & Fairmont Ave G AM 0.524 A PM 0.612 B

4 SR-134 WB Ramps & Fairmont Ave G AM 0.736 C PM 0.558 A

5 Concord St & Fairmont Ave G AM 0.623 B PM 0.732 C

6 W San Fernando Rd & Doran St LA AM (9.5) A PM (10.3) B

7 San Fernando Rd & Doran St G AM 0.725 C PM 0.810 D

8 SR-134 EB Ramps & Doran St G AM 0.607 B PM 0.767 C

9 Concord St & Doran St G AM 0.601 B PM 0.623 B

10 Pacific Ave & Doran St G AM 0.567 A PM 0.656 B

11 San Fernando Rd & Milford St G AM (20.2) C PM (17.0) C

12 W San Fernando Rd & Cutter St LA AM (11.5) B PM (10.7) B

13 Concord St & California Ave G AM (9.4) A PM (10.0) A

14 Pacific Ave & California Ave G AM 0.473 A PM 0.562 A

15 W San Fernando Rd & Sperry St LA AM (11.6) B PM (10.5) B

16 San Fernando Rd & Salem St G AM (21.5) C PM (22.7) C



Table 6 – 2013 Intersection LOS Summary – Existing Condition Int. No. Intersection City*

Peak Hour

V/C** (Delay) LOS

17 San Fernando Rd & Wilson Ave G AM (17.6) C PM (24.4) C

18 Concord St & Wilson Ave G AM 0.318 A PM 0.317 A

19 Pacific Ave & Wilson Ave G AM 0.443 A PM 0.541 A

20 W San Fernando Rd & Brazil St LA AM (12.5) B PM (11.1) B

21 San Fernando Rd & Broadway G AM 0.468 A PM 0.588 A

22 Concord St & Broadway G AM (10.2) B PM (11.7) B

23 Pacific Ave & Broadway G AM 0.433 A PM 0.572 A

24 San Fernando Rd & Ivy St G AM (16.5) C PM (21.6) C

25 San Fernando Rd & Harvard St G AM 0.497 A PM 0.520 A

26 San Fernando Rd & Colorado Blvd G AM 0.466 A PM 0.574 A

27 Kenilworth Ave & Colorado Blvd G AM 0.722 C PM 0.866 D

28 Pacific Ave & Colorado Blvd G AM 0.715 C PM 0.803 D

29 W San Fernando Rd & Elk Ave LA AM (14.7) B PM (13.4) B

30 San Fernando Rd & Elk Ave G AM 0.587 A PM 0.555 A

31 San Fernando Rd & California Ave G AM 0.492 A PM 0.590 A

201 Riverside Dr & SR-134 WB On-ramp LA AM (11.3) B PM (12.5) B

202 Riverside Dr & SR-134 EB Off-ramp LA AM (22.5) C PM (14.0) B

203 Riverside Dr & Zoo Dr LA AM (76.1) F PM (48.5) E

204 Western Heritage Wy & Zoo Dr LA AM (14.2) B PM (13.2) B

205 I-5 SB On-ramp & Zoo Dr LA AM (7.5) A PM (8.5) A

206 Zoo Dr & I-5 NB / SR-134 EB Ramp LA AM (9.5) A PM (11.1) B

Notes: * G – City of Glendale; LA – City of Los Angeles ** V/C – Volume-to-Capacity Ratio (for signalized intersections) (Delay) – Maximum Approach Delay in seconds per vehicle (for unsignalized intersections)



3.3 Existing Freeway Ramp Operations 85th percentile queues at the off-ramps were estimated as follows (vehicles per lane):

• #4 SR-134 WB Off-Ramp: AM – 15 vehicles; PM – 6 vehicles • #8 SR-134 EB Off-Ramp: AM – 8 vehicles; PM – 8 vehicles

The ramp queuing analysis worksheets are included at the end of Appendix F. Both off-ramps are approximately 1,000 feet and can accommodate approximately 40 vehicles per lane. The estimated queues on the off-ramps are accommodated within available storage and do not impact mainline freeway traffic operations.

3.4 Existing Truck Activity The area bounded by Doran Street to the north, the railroad tracks to the east, Colorado Boulevard to the south and I-5/L.A. River to the west is classified as Heavy Manufacturing in the city of Los Angeles Land Use Plan. A recycling facility is located on the northwest corner, a propane gas station is located on the northeast corner, and several establishments operate truck fleets ranging in size from single-unit trucks to truck/trailer combinations. Table 7 shows the daily traffic composition at the two open access points to the area at the time of the survey (Doran crossing and West SFR at Colorado Boulevard; Brazil crossing was closed). As shown, approximately 30% of traffic generated in the area consists of trucks and buses (private). Approximately two-thirds of trucks and buses used the north access (Doran), while the remaining one-third used the south access (West SFR at Colorado Boulevard).

Table 7 – Truck Traffic Composition

FHWA Vehicle Classification

North Access (Doran)

South Access (West SFR)

All Access

Veh. % Veh. % Veh. % # 1 Motorcycles 59 1% 81 1% 140 1% # 2 Passenger Cars 5825 71% 4879 74% 10704 72% # 3 2-Axle, 4-Tire Single Units 1712 21% 860 13% 2572 17% # 4 Buses (Private) 14 0% 89 1% 103 1% # 5 2-Axle, 6-Tire Single Units 318 4% 511 8% 829 6% # 6 3-Axle Single Units 99 1% 97 1% 196 1% # 7 > =4-Axle Single Units 25 0% 15 0% 40 0% # 8 <=4-Axle Single Trailers 48 1% 39 1% 87 1% # 9 5-Axle Single Trailers 54 1% 61 1% 115 1%

# 10 >=6-Axle Single Trailers 1 0% 0 0% 1 0% # 11 <=5-Axle Multi-Trailers 43 1% 0 0% 43 0% # 12 6-Axle Multi-Trailers 3 0% 0 0% 3 0% # 13 >=7-Axle Multi-Trailers 0 0% 0 0% 0 0% Total 8201 100% 6632 100% 14833 100%

Source: HNTB Vehicle Classification Counts, September 18, 2013.

3.5 Existing Transit Services The following subsections describe the transit routes and stops in the vicinity of the Project.



3.5.1 Bus Routes The Metropolitan Transportation Authority (MTA or Metro) and the city of Glendale Beeline provide transit services in the project area through fixed route scheduled buses, as shown in Figure 8. MTA Bus Routes 94 (MTA 94) and 794 (MTA 794) operate north-south along SFR. MTA Bus Route 183 (MTA 183) operates east-west along Doran Street and heads north on San Fernando Boulevard north of Doran Street. Glendale Bus Beeline Route 12 (GB 12) operates north-south along SFR connecting the Glendale Transportation Center to the Burbank Regional Intermodal Transportation Center.

Figure 8 – Existing Bus Routes

Source: Metro, System Map.

3.5.2 Bus Stops Table 8 and Figure 9 (on the next page) show the location and features of bus stops located in the vicinity of the Project.

Table 8 – Existing Bus Stops No. Stop ID Name Location Route/s Served A 14214 San Fernando / Flower SB San Fernando north of Flower MTA 94 and 183 B 20263 San Fernando / Pelanconi NB San Fernando south of Pelanconi MTA 94 and 183 C 14205 San Fernando / Highland SB San Fernando north of Highland MTA 94 and 183 D 20262 San Fernando / Highland NB San Fernando south of Highland MTA 94 and 183 E 20261 San Fernando / Fairmont NB San Fernando north of Fairmont MTA 94 and 183 F 5828 San Fernando / Doran SB San Fernando south of Doran MTA 94, GB 12 G 20301 Doran / San Fernando EB Doran east of San Fernando MTA 183 H 14241 Doran / San Fernando NB San Fernando south of Milford MTA 94, GB 12 I 14238 San Fernando / California SB San Fernando north of California MTA 94, GB 12 J 5861 San Fernando / California NB San Fernando south of California MTA 94 K 14237 San Fernando / Broadway SB San Fernando north of Broadway MTA 94 and 794 GB 12 L 5860 San Fernando / Broadway NB San Fernando south of Broadway MTA 94 and 794 GB 12 M 14240 San Fernando / Colorado SB San Fernando north of Colorado MTA 94, GB 12 N 5863 San Fernando / Colorado NB San Fernando north of Colorado MTA 94, GB 12 O 20300 Doran / Concord WB Doran west of Concord MTA 183 P 20171 Doran / Concord EB Doran east of Concord MTA 183



Figure 9 – Existing Bus Stops

A B

C D

E

F G

H

I J

K L

N

O P

LEGEND:

X – Bus Stop (see Table 8 for details)

M




3.6 Existing Bicycle Facilities The only existing bicycle facility in the vicinity of the project is a Class I Bicycle Path along the south/west side of the L.A. River to the west of the Project. However, bicycle facilities are proposed in the city of Glendale Bicycle Transportation Plan (December 2011) at the following locations:

San Fernando Railroad – Class I Bicycle Path (subject to CHSRA) Verdugo Wash – Class I Bicycle Path Doran Street – Class II Colored Bicycle Lane (between SR-134 EB Ramps and Concord

Street); Class III Sharrows (between Concord Street and Columbus Avenue) Fairmont Avenue (between Pelanconi Avenue and Concord Street) – Class III B-Type

Sharrows Broadway – Class III B-Type Sharrows Concord Street – Class III Sharrows (between Doran Street and Broadway); Class II

Colored Bicycle Lane (between Doran Street and Fairmont Avenue) Highland Avenue – Class II Bicycle Lane (between SFR and Glenwood Road)

3.7 Existing Rail Activity The Doran Street and Broadway/Brazil at-grade crossings are located on the Valley Subdivision, Antelope Valley Line, in the SCRRA (Metrolink) system. The right-of-way is owned by the Authority. The tracks are maintained and operated by SCRRA. Approximately 84 Metrolink, Union Pacific Railroad, and Amtrak trains operate over this segment of the Valley Subdivision each day. This corridor is part of the Los Angeles-San Diego-San Luis Obispo (LOSSAN) Rail Corridor Agency, which has a planned service expansion that will increase rail volumes by 50%. The California High Speed Rail Authority is also proposing this railroad corridor for their Palmdale/Los Angeles segment.

3.8 Existing Train-Related Accidents SCRAA train accident records showed 12 accidents at the Doran crossing and 8 accidents at the Broadway/Brazil crossing since 1976. The accidents involved two (2) fatalities and one (1) injury at the Doran crossing, and five (5) fatalities and three (3) injuries at the Broadway/Brazil crossing.

Broadway/Brazil Crossing Accidents:

12/28/06 – train struck stopped vehicle, 1 person injured 04/19/06 – train struck stopped vehicle, property damage only 10/24/05 – train struck stopped vehicle, property damage only 12/03/90 – train struck stopped vehicle, 1 person injured 10/27/86 – train struck stopped vehicle, 1 person injured 03/17/81 – train struck stalled vehicle, property damage only 11/11/77 – train struck stopped vehicle, property damage only 11/13/76 – train struck stalled vehicle, 4 persons killed 04/14/76 – train struck stalled vehicle, 1 person killed

Doran Crossing Accidents:

11/23/09 – train struck 1 pedestrian pushing a hand cart and killed 07/27/04 – train struck stopped vehicle, 1 person killed 01/23/03 – train struck an abandoned vehicle on the tracks, property damage only



10/02/98 – train struck an auto, property damage only 09/12/95 – train struck stalled vehicle, property damage only 04/24/95 – train struck stopped vehicle, property damage only 10/30/88 – train struck stalled vehicle, property damage only 05/01/81 – train struck stopped vehicle, property damage only 12/19/80 – train struck stalled vehicle, property damage only 09/17/78 – train struck stalled vehicle, property damage only 05/12/78 – train struck stopped vehicle, property damage only 12/19/76 – train struck stalled vehicle, 1 person injured

The train accident records are included in Appendix D.

3.9 Existing Traffic Studies The following traffic studies were reviewed as part of this traffic analysis:

Kaku Associates, Transportation/Circulation and Parking Technical Report – Grand Central Creative Campus (GC3), June 29, 2000. Included as Appendix K of the GC3 Draft Subsequent Environmental Impact Report, Volume IV.

Fehr & Peers, Draft Memorandum – Analysis of the Potential Traffic Impacts of Implementing Safety Enhancements at the Broadway/Brazil Street At-Grade Railroad Crossing and Closing the Doran Street At-Grade Railroad Crossing, July 23, 2008.

City of Glendale, Glendale Downtown Mobility Study, adopted March 6, 2007.


4 Evaluation of Alternatives This section first describes the base traffic conditions during the Design Year 2040 under the No Build Alternative. Subsequent sections examine each of the Build Alternatives compared against the No Build Alternative to determine traffic impacts.

The following traffic components were evaluated for each of the alternatives:

• Traffic circulation • Traffic operations (including intersection levels of service) • Freeway ramp operations • Transit circulation • Bicycle/pedestrian circulation • On-street parking • Driveway access

4.1 No Build Alternative (Doran Open One-Way Inbound / Westbound Only, Brazil Open)

The No Build Alternative generally maintains the existing roadway network except for the following changes as described in more detail below:

• Doran open one-way inbound/westbound only • Broadway/Brazil crossing improvements • Other roadway and intersection improvements that are part of traffic mitigations for

approved projects (such as the Disney Grand Central Creative Campus, City of Glendale Redevelopment, etc.).

Doran Crossing and Broadway/Brazil Crossing Improvements

On March 30, 2012, the city of Los Angeles, the city of Glendale, the Metropolitan Transit Authority (MTA) and the Southern California Regional Rail Authority (SCRRA/Metrolink) signed a Stipulated Agreement for constructing improvements at the Broadway/Brazil and Doran Street crossings. The improvements at the Doran crossing as described in the Agreement include:

• Temporary one-way westbound crossing configuration. However, the design will allow first responders to exit eastbound on Doran Street.

• The temporary one-way westbound design will not preclude a future design of a two-way improvement of Doran Street.

• The construction of any modifications to Doran Street shall commence after the Broadway/Brazil improvements are completed.

The improvements at the Broadway/Brazil crossing are currently under construction. The intersection of West SFR & Brazil Street will be signalized. The new signal will be operated in coordination with the existing signal at SFR & Broadway. Figure 10 (on the next page) shows the following improvements at the Broadway/Brazil crossing:

• Widen Broadway between Concord and West SFR • Adjust approach grades on Broadway and Brazil at the crossing • Install raised medians • Modify signal and street lighting at SFR & Broadway • Modify intersection geometry at SFR & Broadway and West SFR & Brazil • Install railroad exit gate management system and pedestrian gate • Modify and improve drainage



• Modify signing and striping • Install signal and street lighting at West SFR & Brazil intersection.

Figure 10 – Broadway/Brazil Crossing Improvements

Other Future Intersection Improvements

Other roadway and intersection improvements are programmed for implementation in the vicinity of the Project as part of the City of Glendale Redevelopment mitigations. These improvements include:

• Flower & Fairmont – currently stop-controlled, this intersection will be signalized • Fairmont & SR-134 WB Ramps – geometric improvements to add one shared WBT/L

lane, convert NBR into shared NBL/R lane. • Fairmont & Concord – geometric improvements to reconfigure SB leg to provide one

shared SBT/L lane and one shared SBT/R lane; add second NBL lane. • Doran & Concord – geometric improvements reconfigure NB leg to provide one shared

NBT/L lane and one shared NBT/R lane; add second EBL lane.

4.1.1 Traffic Circulation Under the No Build Alternative, traffic patterns in the study area would continue to remain as in existing conditions with the exception that the Doran crossing will be operated one-way inbound / westbound8 only. With the egress closure, affected traffic would use the Broadway / Brazil crossing for egress. Inbound/westbound access at the Doran crossing would remain open. Figure 11 (on the next page) illustrates the traffic diversion assumptions under the No Build Alternative which are described below.

8 The terms “inbound”, “outbound”, “entry”, and “egress” are used relative to the access-limited area west of San Fernando Road. At the Doran and Broadway/Brazil crossings, the “inbound” direction is westbound (WB), while the “outbound” direction is eastbound (EB).



Figure 11 – Traffic Rerouting Assumptions – No Build Alternative



Doran Crossing (Open One-Way Inbound/Westbound Only)

• Inbound – All inbound traffic would continue to use existing routes. This includes traffic at the SFR/Doran intersection currently making the following turning movements:

o SBR – This movement consists of traffic coming from WB SR-134 as well as traffic coming from the north on SFR. Traffic from WB SR-134 off-ramp would continue to turn left on WB

Fairmont Avenue, turn left onto SB SFR, and turn right on WB Doran Street.

Traffic coming from the north on SFR would continue on SB SFR and turn right on WB Doran Street.

o WBT – This movement consists of traffic coming from EB SR-134 off-ramp as well as traffic coming from the east on Doran Street and from the north on Concord Street. This traffic would continue on WB Doran Street past SFR.

o NBL – This movement consists of traffic coming from south SFR. • Outbound – All outbound traffic would divert to the Broadway/Brazil crossing due to the

closed Doran egress. This includes traffic at the SFR/Doran intersection currently making the following turning movements:

o EBR – This movement consists of traffic bound to south SFR. Traffic on this movement would divert to the Broadway/Brazil crossing.

o EBT – This movement consists of traffic bound for EB SR-134 as well as destinations to the east. All of this traffic would divert to the Broadway/Brazil crossing, turn left on NB SFR, and turn right on EB Doran Street.

o EBL – This movement consists of traffic bound for WB SR-134 as well as destinations to the north. All of this traffic would divert to the Broadway/Brazil crossing and use the following routes: WB SR-134 traffic would turn left onto NB SFR, and turn right onto EB

Fairmont Avenue to reach the SR-134 WB on-ramp. Traffic bound for destinations to the north would turn left onto NB SFR.

Broadway/Brazil Crossing (Open)

• All inbound and outbound traffic on the Broadway/Brazil Crossing would continue to use existing routes.

The resulting traffic volumes after diversion are shown in Appendix E.

4.1.2 Traffic Operations The No Build Alternative would affect traffic operations at the intersection of Doran Street & SFR. It would simplify the signal phasing at that intersection, allow green time currently used by the EB phase to be made available to other phases, and therefore potentially improve intersection operations. However, by moving egress traffic from the Doran Crossing to the Broadway/Brazil Crossing, it would potentially affect traffic operations at the intersection of Broadway/Brazil & SFR.

The No Build Alternative was used as the base condition against which the Build alternatives were compared to determine significant traffic impacts. Table 9 summarizes the intersection levels of service. The detailed LOS worksheets are included in Appendix G. Under the No Build Alternative, the following 16 intersections listed after Table 9 would operate at critical (LOS D, E or F) conditions in 2040 in the AM and/or PM peak hours.



Table 9 – 2040 Intersection LOS Summary – No Build Alternative Int. No. Intersection City*

Peak Hour

V/C** (Delay) LOS

1 Flower St & Fairmont Ave G AM 1.169 F PM 1.432 F

2 San Fernando Rd & Flower St G AM 1.130 F PM 1.310 F

3 San Fernando Rd & Fairmont Ave G AM 0.762 C PM 0.781 C

4 SR-134 WB Ramps & Fairmont Ave G AM 1.089 F PM 1.152 F

5 Concord St & Fairmont Ave G AM 1.037 F PM 1.470 F

6 W San Fernando Rd & Doran St LA AM (13.6) B PM (9.6) A

7 San Fernando Rd & Doran St G AM 0.770 C PM 0.709 C

8 SR-134 EB Ramps & Doran St G AM 0.770 C PM 1.098 F

9 Concord St & Doran St G AM 0.875 D PM 0.909 E

10 Pacific Ave & Doran St G AM 0.646 B PM 0.760 C

11 San Fernando Rd & Milford St G AM (51.9) F PM (28.7) D

12 W San Fernando Rd & Cutter St LA AM (9.4) A PM (9.3) A

13 Concord St & California Ave G AM (10.6) B PM (11.4) B

14 Pacific Ave & California Ave G AM 0.558 A PM 0.662 B

15 W San Fernando Rd & Sperry St LA AM (9.8) A PM (9.8) A

16 San Fernando Rd & Salem St G AM (77.1) F PM (54.1) F

17 San Fernando Rd & Wilson Ave G AM (51.1) F PM (91.2) F

18 Concord St & Wilson Ave G AM 0.366 A PM 0.366 A

19 Pacific Ave & Wilson Ave G AM 0.521 A PM 0.638 B

20 W San Fernando Rd & Brazil St LA AM 0.506 A PM 0.598 A

21 San Fernando Rd & Broadway G AM 0.651 B PM 0.802 D

22 Concord St & Broadway G AM (11.5) B PM (14.6) B

23 Pacific Ave & Broadway G AM 0.541 A PM 0.676 B



Table 9 – 2040 Intersection LOS Summary – No Build Alternative Int. No. Intersection City*

Peak Hour

V/C** (Delay) LOS

24 San Fernando Rd & Ivy St G AM (29.1) D PM (36.5) E

25 San Fernando Rd & Harvard St G AM 0.604 B PM 0.613 B

26 San Fernando Rd & Colorado Blvd G AM 0.615 B PM 0.717 C

27 Kenilworth Ave & Colorado Blvd G AM 0.859 D PM 1.034 F

28 Pacific Ave & Colorado Blvd G AM 0.850 D PM 0.958 E

29 W San Fernando Rd & Elk Ave LA AM (20.1) C PM (16.6) C

30 San Fernando Rd & Elk Ave G AM 0.694 B PM 0.655 B

31 San Fernando Rd & California Ave G AM 0.628 B PM 0.822 D

201 Riverside Dr & SR-134 WB On-ramp LA AM (13.1) B PM (15.5) C

202 Riverside Dr & SR-134 EB Off-ramp LA AM (43.2) E PM (18.5) C

203 Riverside Dr & Zoo Dr LA AM (159.1) F PM (109.4) F

204 Western Heritage Wy & Zoo Dr LA AM (19.4) C PM (16.8) C

205 I-5 SB On-ramp & Zoo Dr LA AM (7.5) A PM (8.9) A

206 Zoo Dr & I-5 NB / SR-134 EB Ramp LA AM (9.9) A PM (12.4) B


• #1 Flower & Fairmont – LOS F / F • #2 SFR & Flower – LOS F / F • #4 SR-134 WB Ramps & Fairmont – LOS F / F • #5 Concord & Fairmont – LOS F / F • #8 SR-134 EB Ramps & Doran – LOS C / F • #9 Concord & Doran – LOS D / E • #11 SFR & Milford – LOS F / D • #16 SFR & Salem – LOS F / F • #17 SFR & Wilson – LOS F / F • #21 SFR & Broadway – LOS B / D • #24 SFR & Ivy – LOS D / E • #27 Kenilworth & Colorado – LOS D / F • #28 Pacific & Colorado – LOS D / E



• #31 SFR & California – LOS B / D • #202 Riverside & SR-134 EB Off-Ramp – LOS E / C • #203 Riverside & Zoo – LOS F / F

4.1.3 Freeway Ramp Operations 85th percentile queues at the off-ramps were estimated as follows:


The ramp queuing analysis worksheets are included towards the end of Appendix G. Both off-ramps are approximately 1,000 feet and can accommodate maximum queues of approximately 40 vehicles. The estimated queue on the WB off-ramp during the AM peak hour would match the available storage. Therefore, the No Build Alternative could potentially affect mainline freeway operations during the AM peak hour.

4.1.4 Transit Circulation The No Build Alternative would not affect the transit circulation in the study area. None of the bus routes currently use the Doran crossing.

4.1.5 Bicycle and Pedestrian Circulation The No Build Alternative would provide a sidewalk on the north side only of the Doran crossing.

4.1.6 On-Street Parking The No Build Alternative would not affect on-street parking in the vicinity of the Doran crossing. On-street parking is currently prohibited on the north side of the Doran Street between the railroad tracks and West SFR. This would remain in place under the No Build Alternative. The south side provides a driveway for the propane gas facility and parking space for one vehicle. This configuration is also assumed to remain in place under the No Build Alternative.

4.1.7 Driveway Access Driveway access to the propane gas station will be maintained on Doran Street. However, since Doran will be closed eastbound, egress will be available via Broadway/Brazil Street only.



4.2 Alternative 1 – Doran Overpass (Doran Closed, Brazil Open) Alternative 1 provides a new overpass along Doran Street across the railroad tracks, as shown in Figure 12. Under this alternative, the Doran at-grade intersection will be closed (allowing NB and SB through traffic only on SFR), but the Broadway/Brazil crossing will remain open. Commercial Street, which forms the south leg of the Doran & SR-134 EB Ramp intersection, would be extended southwesterly to connect to SFR in the vicinity of the existing intersection of SFR & Milford Street. Milford Street will be reconfigured to form a T-intersection with Commercial Street. The reconfigured intersection of SFR & Commercial Street would serve to replace the closed intersection of SFR & Doran Street.

Access to the new storage facility on the east side of SFR between Doran Street and Milford Street would be provided on the north via driveway that would connect to SFR, and on the south via a driveway connection to the reconfigured Commercial Street. Due to heavy traffic volumes expected to use Commercial Street under Alternative 1, the south driveway of the new storage facility is recommended to be operated as right-in, right-out only.

On the west side of the overpass, Doran Street would loop around to connect to West SFR just south of the existing Doran & West SFR intersection. Access to the existing propane gas facility would be provided by a driveway from West SFR approximately following the alignment of the closed Doran crossing. West SFR will continue to connect to the remaining segment of Doran Street to the west, providing access to the Caltrans Maintenance Station and Glendale DWP Maintenance Yard located under SR-134.

Figure 12 – Alternative 1: Doran Overpass Concept



4.2.1 Traffic Circulation Alternative 1 would eliminate the existing intersection at SFR & Doran Street and the connection between SFR and the SR-134 EB Ramps via Doran Street. In lieu of these, Alternative 1 would develop Commercial Street as the primary link between SFR and the SR-134 EB Ramps, and signalize the new intersection of SFR & Commercial Street. As a result, traffic circulation patterns would change under Alternative 1 as described below.

Doran Crossing (Closed) • Inbound

o SBR – This movement consists of traffic coming from WB SR-134 as well as traffic coming from the north on SFR. Traffic from WB SR-134 would turn left on WB Fairmont Avenue, turn left

on SB Doran Street, turn left on realigned Commercial Street, and turn left on WB Doran Street to get across the Doran Overpass.

Traffic coming from the north on SFR would use the Broadway/Brazil crossing as a more direct route involving fewer intersection turns.

o WBT – This movement consists of traffic coming from EB SR-134 as well as traffic coming from the east on Doran Street and from the north on Concord Street. This traffic would be able to use the Doran Overpass directly.

o NBL – This movement was assumed to divert to the Broadway/Brazil crossing. • Outbound

o EBR – Traffic on this movement would egress at the Broadway/Brazil crossing. o EBT – This movement consists of traffic bound for EB SR-134 as well as

destinations to the east. All of this traffic would egress at the Doran Overpass. o EBL – This movement consists of traffic bound for WB SR-134 as well as

destinations to the north. WB SR-134 traffic would egress using the Doran Overpass, turn right on

realigned SB-WB Commercial Street, turn right on NB SFR and turn right on EB Fairmont Avenue to reach the SR-134 WB on-ramp.

Traffic bound for destinations to the north would use the Broadway/Brazil crossing as a more direct route with fewer intersection turns to reach NB SFR.


• All inbound and outbound traffic on the Broadway/Brazil Crossing would continue to use existing routes.

Figure 13 (on the next page) illustrates the traffic diversion assumptions under Alternative 1. The resulting traffic volumes after diversion are shown in Appendix E.

Alternative 1 would provide a more direct route for traffic between West SFR and EB SR-134. Traffic between West SFR and WB SR-134 would have to loop around Fairmont Avenue, SFR, Commercial Street and Doran Street to use the Overpass. EB SR-134 traffic that used to make a left or right turn at Doran & SFR would divert to the reconfigured Commercial Street.

Doran Street between SFR and the SR-134 EB Ramps is currently classified as Major Arterial. Since the reconfigured Commercial Street would serve the same function as that segment of Doran Street, Commercial Street would need to be reclassified as Major Arterial.



Figure 13 – Traffic Rerouting Assumptions – Alternative 1



4.2.2 Traffic Operations Table 10 on the next page summarizes the intersection levels of service under Alternative 1. The table also compares Alternative 1 to the No Build Alternative in order to identify significant traffic impacts. The detailed LOS worksheets are included in Appendix H. Compared to the No Build Alternative, Alternative 1 would not significantly impact any study intersection.

Alternative 1 would signalize the reconfigured intersection of SFR & Commercial Street (#11). This intersection would need dual SBL and dual WBR lanes (as in the existing SFR & Doran intersection) in order to accommodate traffic to/from EB SR-134.

Alternative 1 would reconfigure the intersection of Doran Street & SR-134 EB Ramps (#8) to accommodate ramp traffic that would be using Commercial Street instead of Doran Street.

4.2.3 Freeway Ramp Operations Alternative 1 would affect the ramp operations on the SR-134 EB ramps because the ramp intersection would be reconfigured to use Commercial Street as the primary link between the ramps and SFR. Ramp traffic would make a thru movement instead of current left or right turn movement.

85th percentile queues at the off-ramps were estimated as follows:


The ramp queuing analysis worksheets are included towards the end of Appendix H. Both off-ramps are approximately 1,000 feet and can accommodate maximum queues of approximately 40 vehicles. The estimated queue at the WB off-ramp during the AM peak hour would exceed the available ramp storage by one vehicle. This is approximately the same queue estimated under the No Build Alternative. Therefore, Alternative 1 would not impact the westbound mainline freeway operations during the AM peak hour.

4.2.4 Transit Circulation Alternative 1 would affect transit circulation in the vicinity of Doran Street. Currently, MTA Bus Route 183 operates east-west along Doran Street between SFR and Pacific Avenue, and north-south on SFR north of Doran. Under Alternative 1, MTA Bus Route 183 would need to be rerouted to use Commercial Street between SFR and the SR-134 EB Ramps intersection. The existing bus stop (Stop ID 20301) on EB Doran Street east of SFR would need to be relocated to the reconfigured EB Commercial Street east of SFR.

Currently, there is no bus stop serving WB/NB MTA Bus Route 183 in the vicinity of the Doran Street & SFR intersection. Under Alternative 1 with the rerouting of MTA Bus Route 183 to the reconfigured Commercial Street, buses on that route traveling in the WB/NB direction could use the existing Bus Stop 14241 on NB SFR south of Doran Street.

However, relocating Bus Stop 20301 to the reconfigured Commercial Street would require the relocation of Bus Stop 13241 as well, so that these two bus stops are located in close proximity to each other to facilitate transfers.

Relocating the two bus stops to the reconfigured intersection of SFR & Commercial Street would consequently require the relocation of Bus Stop 5828 on SB SFR just south of Doran Street based on MTA policy to have bus stops mirror each other on both sides of the street.



Table 10 – 2040 Intersection LOS Summary – Alternative 1

No Build

Alternative Alternative 1 Alternative 1 vs.

No Build Alternative Int. No. Intersection

City*

Peak Hour

V/C** (Delay) LOS

V/C** (Delay) LOS

Change

Signif. Impact?

1 Flower St & G AM 1.169 F 1.169 F 0.000 Fairmont Ave PM 1.432 F 1.432 F 0.000

2 San Fernando Rd & G AM 1.130 F 1.130 F 0.000 Flower St PM 1.310 F 1.310 F 0.000

3 San Fernando Rd & G AM 0.762 C 0.762 C 0.000 Fairmont Ave PM 0.781 C 0.781 C 0.000

4 SR-134 WB Ramps & G AM 1.089 F 1.089 F 0.000 Fairmont Ave PM 1.152 F 1.152 F 0.000

5 Concord St & G AM 1.037 F 1.037 F 0.000 Fairmont Ave PM 1.470 F 1.470 F 0.000

6 W San Fernando Rd & LA AM (13.6) B NA Doran St PM (9.6) A NA

7 San Fernando Rd & G AM 0.770 C NA Doran St PM 0.709 C NA

8 SR-134 EB Ramps & G AM 0.770 C 0.632 B -0.138 Doran St PM 1.098 F 0.778 C -0.320

9 Concord St & G AM 0.875 D 0.875 D 0.000 Doran St PM 0.909 E 0.909 E 0.000

10 Pacific Ave & G AM 0.646 B 0.646 B 0.000 Doran St PM 0.760 C 0.760 C 0.000

11 San Fernando Rd & G AM (51.9) F 0.816 D NA Milford/Commercial PM (28.7) D 0.894 D NA

12 W San Fernando Rd & LA AM (9.4) A (9.5) A (0.1) Cutter St PM (9.3) A (8.8) A (-0.5)

13 Concord St & G AM (10.6) B (10.6) B 0.000 California Ave PM (11.4) B (11.4) B 0.000

14 Pacific Ave & G AM 0.558 A 0.558 A 0.000 California Ave PM 0.662 B 0.662 B 0.000

15 W San Fernando Rd & LA AM (9.8) A (9.7) A (-0.1) Sperry St PM (9.8) A (9.1) A (-0.7)

16 San Fernando Rd & G AM (77.1) F (77.6) F (0.5) Salem St PM (54.1) F (48.0) E (-6.1)

17 San Fernando Rd & G AM (51.1) F (50.9) F (-0.2) Wilson Ave PM (91.2) F (75.2) F (-16.0)

18 Concord St & G AM 0.366 A 0.366 A 0.000 Wilson Ave PM 0.366 A 0.366 A 0.000

19 Pacific Ave & G AM 0.521 A 0.521 A 0.000 Wilson Ave PM 0.638 B 0.638 B 0.000

20 W San Fernando Rd & LA AM 0.506 A 0.585 A 0.079 Brazil St PM 0.598 A 0.568 A -0.030

21 San Fernando Rd & G AM 0.651 B 0.643 B -0.008 Broadway PM 0.802 D 0.767 C -0.035




No Build


No Build Alternative Int. No. Intersection

City*

Peak Hour

V/C** (Delay) LOS

V/C** (Delay) LOS

Change

Signif. Impact?

22 Concord St & G AM (11.5) B (11.5) B (0.0) Broadway PM (14.6) B (14.6) B (0.0)

23 Pacific Ave & G AM 0.541 A 0.541 A 0.000 Broadway PM 0.676 B 0.676 B 0.000

24 San Fernando Rd & G AM (29.1) D (29.1) D (0.0) Ivy St PM (36.5) E (36.5) E (0.0)

25 San Fernando Rd & G AM 0.604 B 0.604 B 0.000 Harvard St PM 0.613 B 0.613 B 0.000

26 San Fernando Rd & G AM 0.615 B 0.615 B 0.000 Colorado Blvd PM 0.717 C 0.717 C 0.000

27 Kenilworth Ave & G AM 0.859 D 0.859 D 0.000 Colorado Blvd PM 1.034 F 1.034 F 0.000

28 Pacific Ave & G AM 0.850 D 0.850 D 0.000 Colorado Blvd PM 0.958 E 0.958 E 0.000

29 W San Fernando Rd & LA AM (20.1) C (20.1) C (0.0) Elk Ave PM (16.6) C (16.6) C (0.0)

30 San Fernando Rd & G AM 0.694 B 0.694 B 0.000 Elk Ave PM 0.655 B 0.655 B 0.000

31 San Fernando Rd & G AM 0.628 B 0.665 B 0.037 California Ave PM 0.822 D 0.795 C -0.027

172 Doran Overpass & LA AM (8.8) A NA West SFR PM (8.7) A NA

201 Riverside Dr & LA AM (13.1) B (13.1) B (0.0) SR-134 WB On-ramp PM (15.5) C (15.5) C (0.0)

202 Riverside Dr & LA AM (43.2) E (43.2) E (0.0) SR-134 EB Off-ramp PM (18.5) C (18.5) C (0.0)

203 Riverside Dr & LA AM (159.1) F (159.1) F (0.0) Zoo Dr PM (109.4) F (109.4) F (0.0)

204 Western Heritage Wy & LA AM (19.4) C (19.4) C (0.0) Zoo Dr PM (16.8) C (16.8) C (0.0)

205 I-5 SB On-ramp & LA AM (7.5) A (7.5) A (0.0) Zoo Dr PM (8.9) A (8.9) A (0.0)

206 Zoo Dr & LA AM (9.9) A (9.9) A (0.0) I-5 NB / SR-134 EB Ramp PM (12.4) B (12.4) B (0.0)

Notes: * G – City of Glendale; LA – City of Los Angeles ** V/C – Volume-to-Capacity Ratio (for signalized intersections)

(Delay) – Maximum Approach Delay in seconds per vehicle (for unsignalized intersections)

The implications of the above for design are:

• Relocate Bus Stop 20301 from EB Doran east of SFR to EB Commercial east of SFR • Relocate Bus Stop 5828 from SB SFR south of Doran to SB SFR south of Commercial



• Provide new Bus Stop on WB Commercial east of SFR or on NB SFR north of Commercial.

4.2.5 Bicycle and Pedestrian Circulation Alternative 1 would close the Doran at-grade crossing sidewalk but provide a sidewalk on the south side only of the Doran Overpass. Pedestrians and bicyclists wishing to use this sidewalk to cross the railroad tracks would need to traverse the entire length of the Overpass between the SR-134 EB ramp intersection to the Overpass terminus on West SFR for a distance of approximately 0.3 mile. However, the design of the Doran Overpass could potentially include providing pedestrian stairs on SFR and West SFR to reduce pedestrian crossing distances.

4.2.6 On-Street Parking Alternative 1 would require right-of-way acquisition of several parcels in the vicinity of the proposed Doran Overpass that would eliminate the need for on-street parking. These include parcels on the south side of Doran Street west of West SFR, as well as parcels west of Commercial Street between Doran Street and Milford Street.

Approximately 20 on-street parking spaces are currently provided on the east side of Commercial Streets for properties on that side of the street. However, the reconfiguration of Commercial Street to serve as the primary link between the SR-134 EB ramps and SFR would require this segment of Commercial Street to be classified as a Major Arterial (like the segment of Doran Street between the SR-134 EB ramps and SFR is currently classified). As such, on-street parking would need to be eliminated per city of Glendale street design standards. Approximately 20 on-street parking spaces would be eliminated. However, this could potentially be replaced by providing off-street parking spaces on the parcels to be acquired west of Commercial Street.

4.2.7 Driveway Access Alternative 1 would require acquisition of several parcels in the vicinity of the proposed Doran Overpass. For parcels that would remain untouched, the following are potential driveway impacts:

• The plan for the proposed storage facility on 5500 San Fernando Road provides driveway access on Doran Street as well as on Milford Street. The Milford Street access could be slightly impacted by the reconfiguration of Commercial Street and the signalization of the new intersection. Due to heavy traffic expected on Commercial Street, this driveway is recommended to be operated as right-in right-out only. The Doran Street access would be closed due to the ramp up from the SR-134 EB ramp intersection to the Doran Overpass. Therefore, the driveway would have to be reconfigured to connect to SFR along the south side of the Doran Overpass to allow vehicles to access the facility in the vicinity of the Doran Street & SFR intersection.

• Existing driveway access to properties on the east side of Commercial Street between Doran Street and Milford Street would be maintained under Alternative 1.

• On West SFR, access to the existing propane gas station would be provided via a new driveway on West SFR at approximately the existing alignment of the Doran crossing.

• Access to the Caltrans Maintenance Station and Glendale DWP Maintenance Yard under SR-134 will be maintained at existing driveways.



4.3 Alternative 2 – Fairmont Connector and Salem/Sperry Overpass (Doran & Brazil Closed)

This alternative combines the Fairmont Connector (shown in Figure 14) with an overpass in the vicinity of Salem/Sperry (shown in Figure 15 on the next page). Under this alternative, both the Doran and Broadway/Brazil crossings will be closed.

Starting from Doran Street at-grade, the Fairmont Connector would extend the existing West SFR northwards, run below the SR-134 Freeway and the Fairmont Flyover, and then loop and ramp up to the west and south over the Verdugo Wash to connect to the Fairmont Flyover, creating a new T-intersection. The new T-intersection would be signalized with left-turn lanes provided on the southbound and eastbound approaches, and right-turn lanes on the westbound and southbound approaches.

A separate pedestrian/bicycle bridge (“River Walk Bridge”) would potentially be constructed across the Verdugo Wash on the south side of the Fairmont Flyover. This bridge would connect the existing riverwalk on the east bank of the L.A. River to existing sidewalks on the west terminus of Doran Street. No pedestrian sidewalk would be provided on either side of the Fairmont Connector, as Fairmont Avenue has no pedestrian/sidewalk facilities.

Figure 14 – Alternative 2: Fairmont Connector Concept

A new overpass would be constructed in the vicinity of Salem/Sperry. Several variations of the overpass were developed. These variations generally provide a loop ramp on the east side of SFR, and another loop ramp on the west side of West SFR. The locations of the ramp intersections along SFR and West SFR also vary.

The configuration of Alternative 2 that was analyzed in this study assumes an Overpass connecting the SFR & Salem Street intersection to the West SFR & Sperry Street intersection with a loop configuration oriented towards the south as shown in Figure 15. Salem Street would



be reconfigured to form a T-intersection with the east ramp of the overpass. Wilson Avenue would be reconfigured to form a right-angle T-intersection with SFR (currently an oblique angle). Sperry Street would be reconfigured to form a T-intersection with the west ramp of the overpass.

Alternative 2 would provide sidewalks on both sides of the overpass. The ramp intersection on SFR would be signalized, but the ramp intersection on West SFR will be stop-controlled.

Figure 15 – Alternative 2: Salem/Sperry Overpass Concept

4.3.1 Traffic Circulation Under Alternative 2, vehicles currently using the Doran and Broadway/Brazil crossings were assumed to divert as follow:

Doran Crossing (Closed) • Inbound

o SBR – This movement consists of traffic coming from WB SR-134 as well as traffic coming from the north on SFR. Traffic from WB SR-134 would use the Fairmont Connector. Traffic coming from the north on SFR or Flower Street would divert to

Fairmont Avenue to use the Fairmont Connector. o WBT – This movement consists of traffic coming from EB SR-134 as well as

traffic coming from the east on Doran Street and from the north on Concord Street. This traffic would turn left to SB SFR to reach and use the Salem/Sperry Overpass.

o NBL – This movement would directly use the Salem/Sperry Overpass. • Outbound

o EBR – Traffic on this movement would egress at the Salem/Sperry Overpass.



o EBT – This movement consists of traffic bound for EB SR-134 as well as destinations to the east. All of this traffic would egress at the Salem/Sperry Overpass. EB SR-134 traffic would egress at the Salem/Sperry Overpass, turn right

on NB SFR, and turn right on EB Doran Street to reach the SR-134 EB on-ramp.

Traffic bound for destinations to the east would use the Salem/Sperry Overpass, turn right on NB SFR, and turn right on EB Doran Street to reach destinations to the east of Doran Street.

o EBL – This movement consists of traffic bound for WB SR-134 as well as destinations to the north. WB SR-134 traffic would exit at the Fairmont Connector and take EB

Fairmont Avenue to reach the SR-134 WB on-ramp. Traffic bound for destinations to the north would exit at the Salem/Sperry

Overpass and take NB SFR to reach their final destinations.

Broadway/Brazil Crossing (Closed) • Due to the close proximity of the Salem/Sperry Overpass to the existing Broadway/Brazil

crossing, all inbound and outbound traffic using Broadway/Brazil crossing would divert to the Salem/Sperry Overpass.

Figure 16 (on the next page) illustrates the traffic diversion assumptions under Alternative 2. The resulting traffic volumes after diversion are shown in Appendix E.

4.3.2 Traffic Operations Table 11 (on the page after next) summarizes the intersection levels of service under Alternative 2. The table also compares Alternative 2 to the No Build Alternative, and identifies significant traffic impacts. The detailed LOS worksheets are included in Appendix I. Compared to the No Build Alternative, Alternative 2 would significantly impact the following four intersections:

• #1 Flower & Fairmont – AM & PM • #7 SFR & Doran – AM & PM • #9 Concord & Doran – AM & PM • #31 SFR & California – PM Only



The ramp queuing analysis worksheets are included towards the end of Appendix I. Both off-ramps are approximately 1,000 feet and can accommodate maximum queues of approximately 40 vehicles. The estimated queue on the WB off-ramp during the AM peak hour would reach the available storage. However, this condition is approximately the same as in the No Build Alternative. Therefore, Alternative 2 would not impact freeway ramp operations.




No Build

Alternative

Alternative 2 Alternative 2 vs.

No Build Alternative Int. No. Intersection City*

Peak Hour

V/C** (Delay) LOS

V/C** (Delay) LOS

Change

Signif. Impact?

1 Flower St & G AM 1.169 F 1.270 F 0.101 yes Fairmont Ave PM 1.432 F 1.489 F 0.057 yes


3 San Fernando Rd & G AM 0.762 C 0.754 C -0.008 Fairmont Ave PM 0.781 C 0.753 C -0.028



6 W San Fernando Rd & LA AM (13.6) B (11.3) B (-2.3) Doran St PM (9.6) A (10.0) A (0.4)

7 San Fernando Rd & G AM 0.770 C 0.837 D 0.067 yes Doran St PM 0.709 C 0.860 D 0.151 yes

8 SR-134 EB Ramps & G AM 0.770 C 0.770 C 0.000 Doran St PM 1.098 F 1.098 F 0.000

9 Concord St & G AM 0.875 D 0.906 E 0.031 yes Doran St PM 0.909 E 0.937 E 0.028 yes


11 San Fernando Rd & G AM (51.9) F (53.7) F (1.8) Milford St PM (28.7) D (31.1) D (2.4)

12 W San Fernando Rd & LA AM (9.4) A (9.7) A (0.3) Cutter St PM (9.3) A (9.9) A (0.6)


14 Pacific Ave & G AM 0.558 A 0.555 A -0.003 California Ave PM 0.662 B 0.662 B 0.000

15 W San Fernando Rd & LA AM (9.8) A 0.222 A NA Sperry St PM (9.8) A 0.273 A NA

16 San Fernando Rd & G AM (77.1) F 0.728 C NA Salem St PM (54.1) F 0.803 D NA

17 San Fernando Rd & G AM (51.1) F (44.7) E (-6.4) Wilson Ave PM (91.2) F (55.0) F (-36.2)


19 Pacific Ave & G AM 0.521 A 0.518 A -0.003 Wilson Ave PM 0.638 B 0.638 B 0.000

20 W San Fernando Rd & LA AM 0.506 A (11.9) B NA Brazil St PM 0.598 A (10.7) B NA

21 San Fernando Rd & G AM 0.651 B 0.702 C 0.051 Broadway PM 0.802 D 0.800 D -0.002




No Build

Alternative

Alternative 2 Alternative 2 vs.


Peak Hour

V/C** (Delay) LOS

V/C** (Delay) LOS

Change

Signif. Impact?

22 Concord St & G AM (11.5) B (11.0) B (-0.5) Broadway PM (14.6) B (13.4) B (-1.2)

23 Pacific Ave & G AM 0.541 A 0.506 A -0.035 Broadway PM 0.676 B 0.677 B 0.001

24 San Fernando Rd & G AM (29.1) D (29.0) D (-0.1) Ivy St PM (36.5) E (36.2) E (-0.3)

25 San Fernando Rd & G AM 0.604 B 0.603 B -0.001 Harvard St PM 0.613 B 0.613 B 0.000






31 San Fernando Rd & G AM 0.628 B 0.633 B 0.005 California Ave PM 0.822 D 0.843 D 0.021 yes

147 Fairmont Ave & G AM OVRFL F NA Fairmont Connector PM OVRFL F NA






206 Zoo Dr & LA AM (9.9) A (9.9) A (0.0) I-5 NB / SR-134 EB Ramp PM (12.4) B (12.4) B (0.0)




4.3.4 Transit Circulation Alternative 2 would not affect transit circulation in the study area. None of the bus routes currently use the Doran or Broadway/Brazil crossing to be affected by the Doran or Broadway/Brazil closure. Also, there are no bus stops at the intersection of SFR and Salem Street to be affected by the overpass.

4.3.5 Bicycle and Pedestrian Circulation Alternative 2 would close the existing sidewalk crossings at Doran and Broadway/Brazil but provide sidewalks on both sides of the Salem/Sperry Overpass. This would increase the walking distances of pedestrians currently using the Doran and Broadway/Brazil crossings. Pedestrians currently using the Doran crossing would walk an additional distance of approximately 0.7 mile, while pedestrians currently using the Broadway/Brazil crossing would walk an additional distance of approximately 0.5 mile. Pedestrian stairs may be considered on SFR and West SFR to reduce walking distances.

A separate pedestrian/bicycle bridge (“River Walk Bridge”) would potentially be constructed across the Verdugo Wash on the south side of the Fairmont Flyover. This bridge would connect the existing riverwalk on the east bank of the L.A. River to existing sidewalks on the west terminus of Doran Street. No pedestrian sidewalk would be provided on either side of the Fairmont Connector as Fairmont Avenue has no pedestrian/sidewalk facilities.

4.3.6 On-Street Parking Alternative 2 would require right-of-way acquisition of several parcels in the vicinity of the proposed Salem/Sperry Overpass that would eliminate the need for on-street parking. These include parcels on the south side of Salem Street between SFR and Concord Street, parcels on the both sides of Wilson Avenue between SFR and Concord Street, parcels on the south side of Sperry Street west of West SFR, as well as parcels on the north side of Brazil Street west of West SFR.

4.3.7 Driveway Access Alternative 2 would require right-of-way acquisition of several parcels in the vicinity of the proposed Salem/Sperry Overpass. For parcels that remain untouched, the following are potential driveway impacts:

• Driveways of remaining parcels on the north side of Salem Street between SFR and Concord Street would be reconfigured to connect directly to the Overpass.

• Driveways of parcels remaining on the northeast corner of SFR and Wilson Avenue intersection would be reconfigured to connect directly with SFR and with Wilson Avenue.

• Driveways of parcels remaining on the west side of West SFR in the vicinity of the Overpass would connect directly to the Overpass ramp or to West SFR.

• The closure of the Doran crossing would impact the existing driveway currently serving the propane gas station on the south side of the crossing. This driveway would be extended to connect to West SFR. The other driveway located to the south of the propane gas station property will be maintained.

• Another driveway would be provided north of the propane gas station to provide access to Caltrans right-of-way on the east side of the Fairmont Connector, as well as to Metro right-of-way along the railroad tracks.



4.4 Alternative 3 – Fairmont Connector and Zoo Drive Connector (Doran Closed & Brazil Open)

This alternative combines the Fairmont Connector with a new bridge across the L.A. River connecting Doran Street to Zoo Drive as shown in Figure 17. Under this alternative, the Doran crossing will be closed but the Broadway/Brazil crossing will remain open.

The Fairmont Connector would be configured as previously described in Alternative 2 (see Section 4.3).

A new bridge will be constructed over the L.A. River connecting the intersection of West SFR & Doran Street to a new T-intersection on Zoo Drive just north of the existing I-5/SR-134 Ramp intersection. Both intersections on Zoo Drive are proposed to be signalized due to their close proximity. Parcels on the south side of Doran Street west of West SFR would need to be acquired to provide right-of-way for the Zoo Drive Connector. The existing segment of Doran Street west of West SFR will be reconfigured as an access road for the Caltrans Maintenance Station and Glendale DWP Maintenance Yard located under SR-134.

Under this alternative, the Doran crossing will be closed but the Broadway/Brazil crossing will remain open. The closed Doran crossing would be used to provide separate access driveways to the propane gas station on the south side of the segment, and to the Metro railroad right-of-way. Another driveway would be provided to the Caltrans Maintenance Station and Glendale DWP Maintenance Yard to the north side of the segment.

Figure 17 – Alternative 3: Fairmont Connector and Zoo Drive Connector Concept

4.4.1 Traffic Circulation The Zoo Drive Connector provides potential new alternate routes for study area traffic. Study area traffic coming from the south on NB I-5 is most likely to use the Zoo Drive Connector.



Under Alternative 3, vehicles currently using the Doran crossing were assumed to divert as described below and illustrated in Figure 18 (on the next page). The resulting traffic volumes after diversion are shown in Appendix E. Doran Crossing (Closed)

• Inbound o SBR – This movement consists of traffic coming from WB SR-134 as well as

traffic coming from the north on SFR. Traffic from WB SR-134 would use the Fairmont Connector. Traffic coming from the north on SFR or Flower Street would divert to

Fairmont Avenue to use the Fairmont Connector. o WBT – This movement consists of traffic exiting at the EB SR-134 off-ramp

coming from the south on NB I-5, from the north on SB I-5, and from the west on EB SR-134, as well as traffic coming from the east on Doran Street and from the north on Concord Street. Traffic from the south on NB I-5 would use the Zoo Drive Connector. Traffic from the north on SB I-5 and from the west on EB SR-134 would

continue to exit at the EB SR-134 off-ramp to Doran, and use SB SFR to reach the Broadway / Brazil crossing.

Traffic from the east on Doran Street would turn left to SB SFR to reach and use the Broadway / Brazil crossing.

o NBL – This movement would directly use the Broadway/Brazil crossing. • Outbound

o EBR – Traffic on this movement would egress at the Broadway/Brazil crossing. o EBT – This movement consists of traffic bound for EB SR-134 as well as

destinations to the east. EB SR-134 traffic would use the Zoo Drive Connector to access EB SR-

134. Traffic bound for destinations to the east would use the Broadway / Brazil

crossing. o EBL – This movement consists of traffic bound for WB SR-134 as well as

destinations to the north. WB SR-134 traffic would exit at the Fairmont Connector and take EB

Fairmont Avenue to reach the SR-134 WB on-ramp. Traffic bound for destinations to the north would exit at the Broadway /

Brazil crossing and take NB SFR to reach their final destinations.


• All inbound and outbound traffic at the Broadway/Brazil Crossing would continue to use existing routes.

4.4.2 Traffic Operations Table 12 (on the page after next) summarizes the intersection levels of service under Alternative 3. The table also compares Alternative 3 to the No Build Alternative, and identifies significant traffic impacts. The detailed LOS worksheets are included in Appendix J. Compared to the No Build Alternative, Alternative 3 would significantly impact one intersection:

• #1 Flower & Fairmont – AM & PM




No Build



Peak Hour

V/C** (Delay) LOS

V/C** (Delay) LOS Change

Signif. Impact?

1 Flower St & G AM 1.169 F 1.207 F 0.038 yes Fairmont Ave PM 1.432 F 1.461 F 0.029 yes


3 San Fernando Rd & G AM 0.762 C 0.757 C -0.005 Fairmont Ave PM 0.781 C 0.767 C -0.014



6 W San Fernando Rd & LA AM (13.6) B (9.1) A (-4.5) Doran St (Connectors) PM (9.6) A (8.7) A (-0.9)

7 San Fernando Rd & G AM 0.770 C 0.760 C -0.010 Doran St PM 0.709 C 0.779 C 0.070

8 SR-134 EB Ramps & G AM 0.770 C 0.738 C -0.032 Doran St PM 1.098 F 1.071 F -0.027

9 Concord St & G AM 0.875 D 0.867 D -0.008 Doran St PM 0.909 E 0.907 E -0.002


11 San Fernando Rd & G AM (51.9) F (47.7) E (-4.2) Milford St PM (28.7) D (26.0) D (-2.7)

12 W San Fernando Rd & LA AM (9.4) A (9.3) A (-0.1) Cutter St PM (9.3) A (8.9) A (-0.4)


14 Pacific Ave & G AM 0.558 A 0.558 A 0.000 California Ave PM 0.662 B 0.662 B 0.000

15 W San Fernando Rd & LA AM (9.8) A (9.7) A (-0.1) Sperry St PM (9.8) A (9.2) A (-0.6)

16 San Fernando Rd & G AM (77.1) F (71.1) F (-6.0) Salem St PM (54.1) F (46.6) E (-7.5)

17 San Fernando Rd & G AM (51.1) F (47.5) E (-3.6) Wilson Ave PM (91.2) F (71.7) F (-19.5)


19 Pacific Ave & G AM 0.521 A 0.521 A 0.000 Wilson Ave PM 0.638 B 0.638 B 0.000

20 W San Fernando Rd & LA AM 0.506 A 0.553 A 0.047 Brazil St PM 0.598 A 0.541 A -0.057

21 San Fernando Rd & G AM 0.651 B 0.643 B -0.008 Broadway PM 0.802 D 0.767 C -0.035




No Build



Peak Hour

V/C** (Delay) LOS

V/C** (Delay) LOS Change

Signif. Impact?

22 Concord St & G AM (11.5) B (11.6) B (0.1) Broadway PM (14.6) B (14.7) B (0.1)

23 Pacific Ave & G AM 0.541 A 0.541 A 0.000 Broadway PM 0.676 B 0.676 B 0.000

24 San Fernando Rd & G AM (29.1) D (29.1) D (0.0) Ivy St PM (36.5) E (36.5) E (0.0)

25 San Fernando Rd & G AM 0.604 B 0.604 B 0.000 Harvard St PM 0.613 B 0.613 B 0.000






31 San Fernando Rd & G AM 0.628 B 0.642 B 0.014 California Ave PM 0.822 D 0.794 C -0.028

147 Fairmont Ave & G AM 1.221 F NA Fairmont Connector PM 1.222 F NA






206 Zoo Dr & LA AM (9.9) A 0.350 A NA I-5 NB / SR-134 EB Ramp PM (12.4) B 0.514 A NA

209 Zoo Dr & LA AM 0.284 A NA Zoo Dr Connector PM 0.291 A NA






The ramp queuing analysis worksheets are included towards the end of Appendix J. Both off-ramps are approximately 1,000 feet and can accommodate maximum queues of approximately 40 vehicles. The estimated queue on the WB off-ramp during the AM peak hour would reach the available storage and could spill over into the mainline freeway. However, this condition is approximately the same as in the No Build Alternative. Therefore, Alternative 3 would not impact freeway ramp operations.

Alternative 3 would signalize the existing I-5 NB Off-Ramp at Zoo Drive. The 85th percentile queues at this off-ramp were estimated as follows:

• #206 I-5 NB Off-Ramp at Zoo Drive: AM – 1 vehicle; PM – 1 vehicle.

The off-ramp is approximately 1,560 feet and can accommodate a maximum queue of approximately 60 vehicles. The available storage is more than enough to accommodate the potential queuing associated with Alternative 3.

4.4.4 Transit Circulation Alternative 3 would not affect transit circulation in the study area. None of the bus routes currently use the Doran crossing to be affected by the Doran closure.

4.4.5 Bicycle and Pedestrian Circulation Alternative 3 would close the existing sidewalks at the Doran crossing. Pedestrians and bicyclists using the Doran crossing would divert to the Broadway/Brazil crossing, thereby potentially experiencing increased travel distances by as much as one mile, depending on the relative proximity of their points of origin/destination to the available Broadway/Brazil crossing.

A separate pedestrian/bicycle bridge (“River Walk Bridge”) would potentially be constructed across the Verdugo Wash on the south side of the Fairmont Flyover. This bridge would connect the existing riverwalk on the east side of the L.A. River to existing sidewalks on the west terminus of Doran Street. No pedestrian sidewalk would be provided on either side of the Fairmont Connector, as Fairmont Avenue has no pedestrian/sidewalk facilities.

The Zoo Drive Connector would provide a sidewalk on the south side of the connector. However, neither this new sidewalk nor the separate River Walk Bridge would help the current pedestrian and bicyclist users of the Doran crossing.

4.4.6 On-Street Parking Alternative 3 would require right-of-way acquisition of several parcels in the vicinity of the proposed Zoo Drive Connector that would eliminate the need for on-street parking. These include parcels on the south side of Doran Street between West SFR and the west terminus of Doran Street.



4.4.7 Driveway Access Alternative 3 would require right-of-way acquisition of several parcels in the vicinity of the proposed Zoo Drive Connector. For parcels that remain untouched, the following are potential driveway impacts:

• The closure of the Doran crossing would impact the existing driveway currently serving the propane gas station on the south side of the crossing. This driveway would be extended to connect to West SFR. The other driveway located to the south of the propane gas station property will be maintained.

• Another driveway would be provided north of the propane gas station to provide access to Caltrans right-of-way on the east side of the Fairmont Connector, as well as to Metro right-of-way along the railroad tracks.

• The existing segment of Doran Street west of West SFR will be reconfigured to provide driveway access to the Caltrans Maintenance Yard located under SR-134.

• A driveway will be provided on the south side of the Zoo Drive Connector to provide access to the existing alley.


preliminary traffic report

Documents