Appendix F Traffic Impact Study - LA City Planning · 2010-11-11 · Appendix F Traffic Impact Study (The appendix to this report is available for review at the Department of City

Appendix F

Traffic Impact Study(The appendix to this report is available for review at the Department of City Planning.)

DRAFT REPORT

Jordan Downs Specific Plan Traffic Impact Study

Prepared for

San Francisco, California

Prepared by

400 Oceangate, Suite 480 Long Beach, CA 90802

September 2010

21-J08-2109

Jordan Downs Specific Plan Traffic Impact Study Draft Report

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EXECUTIVE SUMMARY

This Traffic Impact Study summarizes the results of the traffic analyses for the proposed Jordan Downs Specific Plan Redevelopment project (herein known as the “proposed project”). The proposed project is located in the City of Los Angeles community of Watts, with a portion of the site located in an unincorporated portion of the County of Los Angeles. Annexation of this unincorporated land is a component of the overall proposed project. The project site is bounded by Alameda Street to the east, 103rd Street to the south, Grape Street to the west, and 97th Street to the north. The proposed project includes up to 1,800 dwelling units that would replace the 700 existing public housing units, and would consist of approximately 700 public housing units, 700 affordable rental units, and 400 ownership condominium units. The 1,800 dwelling units include 100 senior housing units. The project also proposes community facilities, open space, potential high school expansion and new elementary schools, commercial and retail space, and the potential redevelopment of existing light-industrial parcels located along Alameda Street. In total, the proposed project is projected to produce approximately 14,150 daily trips, 1,166 AM peak hour trips, and 1,265 PM peak hour trips. A total of 41 study intersections in the Cities of Los Angeles, South Gate, and Lynwood, and the County of Los Angeles have been evaluated for potential significant impacts resulting from the construction of the proposed Jordan Downs Specific Plan. Potential traffic impacts were evaluated using the City of Los Angeles traffic impact analysis guidelines. Intersections that border multiple jurisdictions were evaluated twice using each jurisdiction’s specified methodology. Analysis of projected operating conditions was completed for the Existing, Existing Plus Ambient Growth Plus Related Projects, and Existing Plus Ambient Growth Plus Related Projects Plus Project scenarios. The following observations and conclusions can be made regarding traffic related impacts: Per City of Los Angeles CMA methodology, under existing traffic conditions, one signalized study intersection currently operates at LOS E during the AM peak hour and one signalized study intersection is currently operating at LOS E during the PM peak hour. No intersections currently operate at LOS F. The following signalized study intersections are currently operating at LOS E during the AM and/or PM peak hour:

� #3 Alameda Street (W) and Tweedy Boulevard (PM Peak Hour) � #6 Alameda Street (W) and Imperial Highway (AM Peak Hour)

Per City of Los Angeles CMA methodology, under the Existing Plus Ambient Growth Plus Related Projects scenario, a total of three signalized study intersections are projected to operate at LOS E, and no intersections are projected to operate at LOS F. Two study intersections are projected to operate at LOS E during the AM peak hour, and two study intersections are projected to operate at LOS E during PM peak hour. The following study intersections are projected to operate at LOS E during the AM and/or PM peak hours:

� #1 Alameda Street and Firestone Boulevard (PM Peak Hour) � #3 Alameda Street (W) and Tweedy Boulevard (AM and PM Peak Hours) � #6 Alameda Street (W) and Imperial Highway (AM Peak Hour)

Per City of Los Angeles CMA methodology, under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario, four signalized study intersections are projected to experience a significant project-related impact. Of those, three study intersections are projected to experience a significant project-related traffic impact during the AM peak hour, and four study intersections are projected to


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experience a significant project-related traffic impact during the PM peak hour under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario, as follows:

� #1 Alameda Street and Firestone Boulevard (PM Peak Hour) � #5 Alameda Street (W) and Century Boulevard/Martin Luther King Jr. Boulevard (AM and PM

Peak Hours) � #20 Central Avenue and Century Boulevard (AM and PM Peak Hours) � #35 Long Beach Boulevard and Tweedy Boulevard (AM and PM Peak Hours)

To reduce the overall impacts under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario, the proposed mitigation measures were investigated for the intersections with significant project-related impacts and analyzed using the CMA methodology:

� #20 Central Avenue at Century Boulevard – No feasible physical mitigation measures were identified for this intersection that would reduce the project-related impact to a less than significant level. Therefore, a significant project impact would remain.

The following three intersections experience impacts under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario. All three intersections are located outside the City of Los Angeles. No feasible mitigation measures have been identified that would reduce impacts to a less than significant level, therefore significant project related impacts would remain.

� #1 Alameda Street and Firestone Boulevard – This intersection is located outside the City of Los Angeles under the County of Los Angeles jurisdiction. This intersection is also shown to experience a significant impact using the County of Los Angeles criteria. However, the intersection is scheduled to be improved via the County’s Traffic Signal Synchronization Program (TSSP), which will facilitate the movement of vehicles through the intersection. No feasible physical mitigation measures were identified for this intersection that would reduce the project-related impact to a less than significant level. Therefore, a significant project impact would remain.

� #5 Alameda Street at Century Boulevard/MLK Avenue – This intersection is located outside the

City of Los Angeles in the City of Lynwood. While it does show a significant impact under City of Los Angeles criteria, it does not show an impact using the City of Lynwood criteria.

� #35 Long Beach Boulevard at Tweedy Boulevard - This intersection is located outside the City of

Los Angeles in the Cities of South Gate and Lynwood. While it does show a significant impact under City of Los Angeles criteria, it does not show an impact using the City of South Gate or Lynwood criteria.

Per City of Los Angeles guidelines, unsignalized study intersections were evaluated using the Highway Capacity Methodology (HCM 2000). Intersections that are projected to operate at LOS E or F during the “Future With Project” condition are evaluated for potential installation of a new traffic signal. Three of the six unsignalized study intersections are projected to operate at LOS F during the AM and PM peak hours. The results from the signal warrant analyses show that all three intersections that are projected to operate at LOS E or F are warranted for signal installation under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario. The following unsignalized study intersections are warranted for signal installation:


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� #36 Alameda Street and 97th Street � #37 Alameda Street (E) and Tweedy Boulevard – This intersection has funding identified in the

City of South Gate Capital Improvement Program for installation of a traffic signal at this location.

� #41 Wilmington Avenue and Century Boulevard The proposed project is not projected to have any Congestion Management Program impacts at both the arterial and freeway monitoring stations near the project area.


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TABLE OF CONTENTS Introduction ......................................................................................................................................1�

Project Description .......................................................................................................................1�Project Analysis ...........................................................................................................................1�

Existing Roadway Conditions..........................................................................................................5�Regional Freeway Access ............................................................................................................5�Street System ...............................................................................................................................5�Existing Geometrics and Intersection Controls ...........................................................................6�

Existing Transit Facilities ................................................................................................................9�Bus Routes ...................................................................................................................................9�Metro Blue Line .........................................................................................................................11�Metro Green Line .......................................................................................................................11�

Level of Service (LOS) And Impact Criteria .................................................................................17�City of Los Angeles Impact Criteria ..........................................................................................18�County of Los Angeles Impact Criteria .....................................................................................19�City of Lynwood Impact Criteria ...............................................................................................20�City of South Gate Impact Criteria ............................................................................................20�

Existing Traffic Operations Analysis .............................................................................................21�Traffic Volumes .........................................................................................................................21�Existing Level of Service ...........................................................................................................21�

Existing Plus Ambient Growth Plus Related Project Conditions ..................................................26�Related Projects .........................................................................................................................26�Existing Plus Ambient Growth Plus Related Projects Level of Service ....................................32�

Proposed Project ............................................................................................................................37�Trip Generation ..........................................................................................................................37�Project Trip Generation Zones ...................................................................................................37�Trip Credits ................................................................................................................................37�Proposed Century Boulevard Extension ....................................................................................41�Trip Distribution and Assignment .............................................................................................43�

Existing Plus Ambient Growth Plus Related Projects Plus Project Conditions ............................54�Existing Plus Ambient Growth Plus Related Projects Plus Project Level of Service ...............54�

Additional Analyses .......................................................................................................................57�Unsignalized Intersection Analysis ............................................................................................57�Intersection Capacity Utilization (ICU) Methodology (County of Los Angeles, City of Lynwood, City of South Gate Guidelines) ................................................................................57�

Residential Street Analysis ............................................................................................................60�Congestion Management Program Analysis ..................................................................................63�

CMP Intersection Analysis ........................................................................................................63�CMP Mainline Freeway Segment Analysis ...............................................................................64�

Conclusions ....................................................................................................................................66�


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LIST OF TABLES

Table 1 – Transit Service Characteristics .......................................................................................................... 12�

Table 2 – Level of Service Criteria for Signalized Intersections ...................................................................... 17�

Table 3 – Level of Service Criteria for Unsignalized Intersections ................................................................. 17�

Table 4 – City of Los Angeles Significant Impact Criteria .............................................................................. 19�

Table 5 – County of Los Angeles Significant Impact Criteria ......................................................................... 19�

Table 6 – Existing Peak Hour LOS - (City of Los Angeles Guidelines) ......................................................... 22�

Table 7– Related Project Trip Generation ......................................................................................................... 29�

Table 8 – Existing Plus Ambient Growth Plus Related Projects Peak Hour LOS – (City of Los Angeles

Guidelines) ..................................................................................................................................... 33�

Table 9 – Means to Work for Jordan Downs in 2000 (Census Tract 2421) ..................................................... 39�

Table 10 – Estimated Jordan Downs Trip Generation ...................................................................................... 40�

Table 11 – Existing Plus Ambient Growth Plus Related Projects Plus Project Peak Hour LOS - (City of Los

Angeles Guidelines - CMA) .......................................................................................................... 55�

Table 12 – Existing Plus Ambient Growth Plus Related Projects Plus Project Peak Hour LOS/Signal

Warrant - (City of Los Angeles Guidelines) ................................................................................. 57�

Table 13 – Existing Plus Ambient Growth Plus Related Projects Plus Project LOS - (Other Jurisdiction

Guidelines - ICU) .......................................................................................................................... 59�

Table 14 – Existing Plus Ambient Growth Plus Related Projects Plus Project With Mitigation AM Peak

Hour LOS - (City of Los Angeles Guidelines - CMA) ................................................................ 62�

Table 15 – Existing Plus Ambient Growth Plus Related Projects Plus Project With Mitigation PM Peak

Hour LOS - (City of Los Angeles Guidelines - CMA) ................................................................ 62�

Table 16 – CMP Monitoring Intersection Analysis (ICU Methodology) ........................................................ 64�

Table 17 – CMP Freeway Analysis ................................................................................................................... 64�


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LIST OF FIGURES

Figure 1 – Project Site Plan ................................................................................................................................. 3�

Figure 2 – Study Intersections ............................................................................................................................. 4�

Figure 3 – Existing Geometry and Traffic Control ............................................................................................. 7�

Figure 4 – Existing Transit Routes .................................................................................................................... 16�

Figure 5 – Existing Peak Hour Traffic Volumes .............................................................................................. 24�

Figure 6 – Related Project Locations ................................................................................................................ 28�

Figure 7 – Related Project Trip Assignment ..................................................................................................... 30�

Figure 8 – Existing Plus Ambient Growth Plus Related Projects Peak Hour Traffic Volumes ...................... 35�

Figure 9 – Proposed Project Trip Generation Zones ......................................................................................... 38�

Figure 10 – Century Boulevard Localized Volume Redistribution .................................................................. 42�

Figure 11 – Project Trip Distribution Percentages ............................................................................................ 44�

Figure 12 – Project Trip Assignment ................................................................................................................ 46�

Figure 13 – Existing Plus Ambient Growth Plus Related Projects Plus Project Geometry And Traffic

Control ........................................................................................................................................... 50�

Figure 14 – Existing Plus Ambient Growth Plus Related Projects Plus Project Peak Hour Traffic Volumes 52�

APPENDIX

APPENDIX A - EXISTING INTERSECTION PEAK HOUR COUNTS ............................................... A-1 APPENDIX B - TRAFFIX WORKSHEETS ......................................................................................... A-43 APPENDIX C - SIGNAL WARRANT ANALYSIS ........................................................................... A-257


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INTRODUCTIONThis Traffic Impact Study summarizes the results of the traffic analyses for the proposed Jordan Downs Specific Plan Redevelopment project (herein known as the “proposed project”). The proposed project is located in the City of Los Angeles community of Watts, with a portion of the site located in an unincorporated portion of the County of Los Angeles. Annexation of this unincorporated land is a component of the overall proposed project. The project site is bounded by Alameda Street to the east, 103rd Street to the south, Grape Street to the west, and 97th Street to the north. Project Description The proposed project includes up to 1,800 dwelling units that would replace the 700 existing public housing units, and would consist of approximately 700 public housing units, 700 affordable rental units, and 400 ownership condominium units. The 1,800 dwelling units include 100 senior housing units. The project also proposes community facilities, open space, potential high school expansion and new elementary schools commercial and retail space, and the potential redevelopment of existing light-industrial parcels located along Alameda Street. Figure 1 illustrates the proposed site plan for the Jordan Downs Redevelopment project. Project Analysis In consultation with the Los Angeles Department of Transportation (LADOT) a total of 41 study intersections in the Cities of Los Angeles, South Gate, and Lynwood, and the County of Los Angeles have been selected for evaluation. The 41 study intersections represent intersections deemed most likely to experience increases in traffic due to the proposed project. The following report provides key traffic information regarding existing traffic volumes, an analysis of impacts at study intersections, and a determination of Levels of Service (LOS). The locations of the study intersections assessed in the traffic analysis are listed below and are shown in Figure 2. City of Los Angeles 3. Alameda Street (West) and Tweedy Boulevard (after annexation) 7. Grape Street and 103rd Street 8. Wilmington Avenue and 103rd Street 9. Wilmington Avenue and Santa Ana Boulevard 10. Wilmington Avenue and 108th Street 11. Wilmington Avenue and 111th Street 15. Compton Avenue and Century Boulevard 16. Compton Avenue and 103rd Street 17. Compton Avenue and 108th Street 19. Central Avenue and 92nd Street 20. Central Avenue and Century Boulevard 21. Central Avenue and 103rd Street 22. Central Avenue and 108th Street (North) 23. Central Avenue and 108th Street (South) 24. Central Avenue and 120th Street 25. McKinley Avenue and Century Boulevard 26. Avalon Boulevard and Century Boulevard 27. Avalon Boulevard and 92nd Street 28. Avalon Boulevard and 120th Street 29. San Pedro Street and Century Boulevard


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30. Main Street and Century Boulevard 31. Figueroa Street and Century Boulevard 32. I-110 NB On-Ramp and Century Boulevard 33. I-110 SB Off-Ramp and Century Boulevard 38. Grape Street and 97th Street (West) 39. Grape Street and 97th Street (East) 40. Grape Street and Century Boulevard 41. Wilmington Avenue and Century Boulevard County of Los Angeles 1. Alameda Street and Firestone Boulevard 2. Alameda Street (West) and 92nd Street 13. Wilmington Avenue and 120th Street 18. Compton Avenue and 120th Street City of Lynwood 5. Alameda Street (West) and Martin Luther King Jr. Boulevard/ Century Boulevard Multiple Jurisdictions 3. Alameda Street and 103rd Street (City of Los Angeles/Lynwood) – after annexation 6. Alameda Street (West) and Imperial Highway (County of Los Angeles/Lynwood) 12. Wilmington Avenue and I-105 EB Ramps (City of Los Angeles/County of Los Angeles) 14. I-105 WB Ramp and Imperial Highway (City of Los Angeles/County of Los Angeles) 34. Long Beach Boulevard and Century Boulevard (South Gate/Lynwood) 35. Long Beach Boulevard and Tweedy Boulevard (South Gate/Lynwood) 36. Alameda Street and 97th Street (City of Los Angeles/County of Los Angeles) – after annexation 37. Alameda Street (East) and Tweedy Boulevard (City of Los Angeles/South Gate) – after

annexation Potential traffic impacts were evaluated using the City of Los Angeles traffic impact analysis guidelines. Intersections that border multiple jurisdictions were evaluated twice using each jurisdiction’s specified methodology under the Future With Ambient Growth With Related Projects With Project scenario.

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EXISTING ROADWAY CONDITIONS Regional Freeway Access Regional access from the freeway system to Jordan Downs is provided by the I-105 and I-110 freeways. Ramp access to I-105 is provided at Wilmington Avenue. Westbound, the ramps enter and exit Imperial Highway at Croesus Avenue, north of I-105. The eastbound ramps enter and exit Wilmington Avenue, south of I-105. Ramp access to I-110 is provided at Century Boulevard for the southbound off-ramp and northbound on-ramp. Southbound on-ramp access and northbound off-ramp access is not provided due to the proximity of the ramps to the I-110/I-105 interchange. It is likely that the residents of Jordan Downs would use the I-105 ramps at Wilmington Avenue for southbound trips on I-110. Street System The street network surrounding the Jordan Downs site is part of the City of Los Angeles’ grid system. The on-site roadway system does not follow the surrounding grid system, but rather contains one loop roadway (99th Place) serving the north portion of the site, and two loop roadways (101st Street and 102nd Street connected by Juniper Street) serving the south portion of the site. These internal roadways are connected to the surrounding roadway system at offset intersections. There is no north-south roadway connection through the site; north-south connectivity occurs at the periphery of the site along Grape Street and Alameda Street. The streets serving the project site are located in the City of Los Angeles, the County of Los Angeles, the City of Lynwood, and the City of South Gate. Each of these jurisdictions classifies their streets in their General Plans.

Adjacent Roadways

97th Street is an east-west two lane roadway classified as a Collector Street in the City of Los Angeles Transportation Element.

103rd Street is an east-west two lane roadway classified as a Collector Street in the City of Los Angeles Transportation Element.

Grape Street is a north-south two lane roadway classified as a Local Street in the City of Los Angeles Transportation Element. Alameda Street is a north-south diagonal roadway that runs along the eastern edge of the project site. Alameda Street borders the County of Los Angeles and the Cities of South Gate and Lynwood. Adjacent to the project site, Alameda Street has three separate components within its right-of-way:

� South Alameda Street on the west side is classified as a Secondary four-lane roadway that serves properties to the west of the Alameda Corridor and intersects with 97th Street and 103rd Street. It currently falls under the jurisdiction of Los Angeles County, but after annexation it will be under the jurisdiction of the City of Los Angeles.

� The Alameda Corridor, a regional freight rail corridor below the street grade in an uncovered

trench.


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� Alameda Street, a four-lane roadway that serves parcels to the east of the Alameda Corridor. It

ends at 92nd Street, north of the project site. Century Boulevard is an east-west roadway classified as a Major Highway Class II in the City of Los Angeles Transportation Element. Currently, Century Boulevard is a four-lane roadway west of Wilmington Avenue, and a two-lane roadway from Wilmington Avenue to its termination at Grape Street. The City of Los Angeles Transportation Element shows Century Boulevard connecting from Grape Street to the eastern City limit with the County land, approximately 500 feet west of Alameda Street. Tweedy Boulevard is a four-lane Secondary roadway with parking on both sides of the roadway located in the City of South Gate. Tweedy Boulevard has an unsignalized intersection with Alameda Street and a signalized intersection with South Alameda Street.

Planned Roadway Improvements City of Los Angeles

Completion of Century Boulevard between Grape Street and Alameda Street as a Major Highway – Class II is listed in the City of Los Angeles Circulation Element; however there are no current plans to extend this roadway. The County of Los Angeles Master Plan of Highways does not include a planned extension of Century Boulevard to Alameda Street.

City of Lynwood

The City of Lynwood plans to reconstruct Long Beach Boulevard with medians and improved drainage from Palm Avenue to Tweedy Boulevard (construction was proposed to begin September 2009). City of South Gate

A review of the City of South Gate’s Capital Improvement Plan showed the planned improvement of the traffic signal at Tweedy Boulevard and Alameda Street. The City plans to construct a traffic signal for the Los Angeles Unified School District (LAUSD) as part of the off-site improvements for the new high school and middle school recently constructed in South Gate, on Tweedy Boulevard, east of Alameda Street. The cost of construction will be reimbursed by the LAUSD. Existing Geometrics and Intersection Controls A field inventory was conducted at the 41 study intersections. The inventory included a review of intersection geometric layout, traffic control, lane configuration, posted speed limits, transit service, land use and parking. Existing lane configurations and traffic control at the 41 study intersections are provided in Figure 3. Where the right hand lane is wide enough to accommodate both through and right turn movements, the lane has been assumed as a de-facto right turn lane per LADOT standards. The intersection geometric information is required for the subsequent traffic impact analysis.


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Figure 3 – Existing Geometry and Traffic Control

INSERT FIGURE

#1 Alameda St/Firestone Blvd

#2 Alameda St (W)/92nd St

#3 Alameda St (W)/Tweedy Blvd

#4 Alameda St/103rd St

#5 Alameda St (W)/Century Blvd/MLK

#6 Alameda St (W)/Imperial Highway

#7 Grape St/103rd St

#8 Wilmington Ave/103rd St

#9 Wilmington Ave/Santa Ana Blvd

#10 Wilmington Ave/108th St


#12 Wilmington Ave/I-105 EB Ramps


#14 I-105 WB Ramps/Imperial Highway

#15 Compton Ave/Century Blvd

#16 Compton Ave/103rd St

#17 Compton Ave/108th St


#19 Central Ave/92nd St

#20 Central Ave/Century Blvd

Legend

Signalized Intersection

Lane Configuration


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#21 Central Ave/103rd St

#22 Central Ave/108th St (N)

#23 Central Ave/108th St (S)

#24 Central Ave/120th St

#25 McKinley Ave/Century Blvd

#26 Avalon Blvd/Century Blvd

#27 Avalon Blvd/92nd St

#28 Avalon Blvd/120th St

#29 San Pedro St/Century Blvd

#30 Main St/Century Blvd

#31 Figueroa St/Century Blvd

#32 I-110 NB On-Ramp/Century Blvd

#33 I-110 SB Off-Ramp/Century Blvd

#34 Long Beach Blvd/Century Blvd

#35 Long Beach Blvd/Tweedy Blvd

#36 Alameda St/97th St

#37 Alameda St (E)/Tweedy Blvd

#38 Grape St/97th St (West Leg)

#39 Grape St 97th St (East Leg)

#40 Grape St/Century Blvd

#41 Wilmington Ave/Century Blvd

Legend


Lane Configuration


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EXISTING TRANSIT FACILITIES The proposed Jordan Downs site is served by nine public transit operators; Los Angeles County Metro, Hahn’s Trolley/Shuttle, the Rosewood Smart Shuttle, Compton Renaissance Transit, the Orange County Transportation Authority (OCTA), Gardena Transit, Torrance Transit, the Los Angeles Department of Transportation (LADOT), and the Lynwood Trolley. Together, these operators run a total of 52 local routes, limited stop routes, express routes, and rapid bus routes within approximately 1½ to two miles of the proposed Jordan Downs site. In addition, the Metro Blue Line 103rd Street station is approximately 8/10 of a mile from the center of the proposed site located on the south-west corner of Grandee Avenue and 103rd Street. Sidewalks line both sides of 103rd Street from the Metro Blue Line Station to Alameda Street. The Metro Green Line is located approximately one mile south of the project site. A description of the 52 bus and two light rail lines is provided below. Bus Routes Los Angeles County Metro Transit Service Metro Local Service To/From Downtown Los Angeles

� Metro 45 – Lincoln Heights – Rosewood via Broadway � Metro 48 – Downtown Los Angeles – Avalon Station via Main Street and South San Pedro Street � Metro 26/51/52/352 – Hollywood – Compton – Artesia Transit Center via Avalon Boulevard � Metro 53 – Downtown Los Angeles – CSU Dominguez Hills via Central Avenue � Metro 55/355 – Downtown Los Angeles – Imperial/Wilmington Station via Compton Avenue � Metro 60 – Downtown Los Angeles – Artesia Station via Long Beach Boulevard � Metro 81 – Eagle Rock – Exposition park via Figueroa Street

Metro Local Service East/West Routes in Other Areas � Metro 102 – Baldwin Village – South Gate via Coliseum Street � Metro 115 – Playa Del Rey – Norwalk via Manchester Avenue, Firestone Boulevard � Metro 117 – LAX City Bus Center – Downey via Century Boulevard, 103rd Street, Tweedy

Boulevard, and Imperial Highway � Metro 120 – El Segundo – Willowbrook via Imperial Highway � Metro 121 – Imperial/Wilmington Station – Whittwood Mall via Imperial Highway

Metro Local Service North/South in Other Areas

� Metro 202 – Willowbrook – Compton - Wilmington � Metro 204 – Athens – Hollywood via Vermont Avenue � Metro 205 – Imperial/Wilmington Station – San Pedro via Wilmington Avenue, Vermont Avenue

and Western Avenue � Metro 206 – Athens – Hollywood via Normandie Avenue � Metro 209 –Athens – Wilshire Center via Van Ness Avenue and Arlington Avenue � Metro 214 – Artesia Transit Center – Broadway/Main Street Loop – Harbor Freeway Station � Metro 251/252 – Cypress Park – Lynwood via Soto Street � Metro 254 – Boyle Heights – 103rd Street Station via Lorena Street and Boyle Avenue

Metro Limited Stop Service

� Metro 305 – UCLA – Willowbrook via Sunset, San Vicente and Western


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Metro Express To/From Downtown Los Angeles � Metro 445 – San Pedro – Union Station via Pacific Avenue, First Street, Harbor Beacon Park and

Ride Lot and Harbor Transitway � Metro 450X – Artesia Transit Center – Downtown Los Angeles via Harbor Transit Way � Metro 460 – Downtown Los Angeles – Disneyland via Harbor Transitway and I-105 Freeway

Metro Express in Other Areas

� Metro 550 – San Pedro – West Hollywood via Harbor Transitway Metro Shuttle/Circulator

� Metro 611 – Huntington Park Shuttle � Metro 612 – South Gate Shuttle

Metro Rapid

� Metro 715 – LAX – Downey via Manchester Avenue and Firestone Boulevard � Metro 745 – Downtown Los Angeles – Harbor Freeway Station via Broadway � Metro 753 – Downtown Los Angeles – Imperial/Wilmington Station via Central Avenue � Metro 754 – Athens – Hollywood via Vermont Avenue � Metro 760 – Downtown Los Angeles – Artesia Station via Long Beach Boulevard

Other Transit Providers

� Hahn’s Trolley and Shuttle � Rosewood Smart Shuttle � Compton Renaissance

o Route 1 – Local Service Loop o Route 3 – Local Service o Route 5 – Local Service - Loop

� Orange County Transportation Authority o Route 701 – Inter-County Express Route o Route 702 – Inter-County Express Route

� Gardena Transit o Route 1 – Gardena to Los Angeles o Route 2 – Western Local o Route 5 – Gardena to Blue Line

� Torrance Transit o Route 1 – Torrance to Downtown Los Angeles o Route 2 – Torrance to Downtown Los Angeles

� Los Angeles Department of Transportation (LADOT) – Dash o Watts o Vermont/Main

� Los Angeles Department of Transportation (LADOT) – Commuter Express o Route 438 – Redondo Beach – Hermosa Beach – Manhattan Beach – El Segundo o Route 448 – Rancho Palos Verdes – Torrance – Lomita – Wilmington – Harbor City

� Lynwood Trolley (Lynwood Breeze) o Route A – Bullis, Cedar, Josephin, State o Route B – Imperial Highway, Atlantic, Lavinia o Route C – Fernwood, Carlin o Route D – Lynwood – Imperial/Wilmington Station


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Metro Blue Line The 22-mile Metro Blue Line light rail travels from downtown Los Angeles to downtown Long Beach. In December 2009, the Metro Blue Line handled approximately 70,800 average weekday boardings, 47,700 Saturday boardings, and 42,300 Sunday and holiday boardings. The closest Metro Blue Line stop to the proposed Jordan Downs site is the 103rd Street Station, which is approximately 8/10 of a mile from the center of the Jordan Downs site via Grape Street and 103rd Street. Sidewalks line both sides of 103rd Street from the Metro Blue Line Station to Alameda Street. At the 103rd Street Station, the Metro Blue Line has direct connections to Metro Local 117, 254, 305, 612, and LADOT Dash – Watts. Other Metro Blue Line stops in the area include the Firestone Station to the north, and the Imperial/Wilmington Station to the south, which connects to the Metro Green Line. Metro Green Line The 20-mile Metro Green Line light rail is a primarily east-west route from Redondo Beach to Norwalk, and serves El Segundo, Hawthorne, Lynwood, South Gate, and Willowbrook. In December 2009, the Metro Green Line handled approximately 34,300 average weekday boardings, 17,500 Saturday boardings, and 15,000 Sunday and holiday boardings. The closest Metro Green Line stop to the Jordan Downs site is the Imperial/Wilmington Station, which is slightly over one mile from the center of the proposed Jordan Downs site. At the Imperial/Wilmington Station, the Metro Green Line has direct connections to the Metro Blue Line, Metro Local 55, 120, 121, 124, 202, 205, 305, 612, Hahn Trolley/Shuttle, LADOT Dash – Watts, and the Lynwood Trolley Route D. Other Metro Green Line stops in the area include the Vermont and Avalon Stations to the west and the Long Beach Station to the east. Table 1 describes the service characteristics of the transit routes (type of service, nearest stop, hours of operation, night owl service, weekend service, and peak hour headway), and Figure 4 shows the public transit routes serving the proposed Jordan Downs site.

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ry

4:35

AM

to 5

:25

AM

Y

es

Satu

rday

and

Sun

day

5 to

9 m

in

6 to

10

min

48

Met

ro L

ocal

Ser

vice

To

/Fro

m D

ownt

own

LA

San

Pedr

o/M

anch

este

r 4:

40 A

M to

11:

35 P

M

No

Satu

rday

and

Sun

day

6 to

30

min

9

to 1

2 m

in

26/5

1/52

/352

M

etro

Loc

al S

ervi

ce

To/F

rom

Dow

ntow

n LA

A

valo

n/C

entu

ry

4:29

AM

to 1

2:32

AM

Y

es

Satu

rday

and

Sun

day

3 to

12

min

(b

/w a

ll ro

utes

) 1

to 1

1 m

in

(b/w

all

rout

es)

53

Met

ro L

ocal

Ser

vice

To

/Fro

m D

ownt

own

LA

Cen

tral A

ve

4:20

AM

to 1

2:30

AM

N

o Sa

turd

ay a

nd S

unda

y 9

to 1

5 m

in

10 to

15

min

55/3

55

Met

ro L

ocal

Ser

vice

To

/Fro

m D

ownt

own

LA

Com

pton

Ave

/103

rd S

t 5:

00 A

M to

9:3

0 PM

Y

es

Satu

rday

and

lim

ited

Sund

ay

20 m

in

25 to

30

min

60

Met

ro L

ocal

Ser

vice

To

/Fro

m D

ownt

own

LA

Long

Bea

ch/F

irest

one

4:29

AM

to 9

:51

PM

Yes

Sa

turd

ay a

nd S

unda

y 5

to 2

0 m

in

6 to

19

min

81

Met

ro L

ocal

Ser

vice

To

/Fro

m D

ownt

own

LA

Har

bor F

wy

Gre

en L

ine

Stat

ion

4:32

AM

to 1

:47

AM

N

o Sa

turd

ay a

nd S

unda

y 6

to 1

5 m

in

7 to

10

min

102

Met

ro L

ocal

Ser

vice

E/

W R

oute

s in

Oth

er A

reas

Fl

oren

ce B

lue

Line

Sta

tion

5:36

AM

to 9

:29

PM

No

Satu

rday

and

Sun

day

34 m

in

37 to

39

min

115

Met

ro L

ocal

Ser

vice

E/

W R

oute

s in

Oth

er A

reas

Fi

rest

one

Blu

e Li

ne S

tatio

n 5:

00 A

M to

11:

50 P

M

No

Satu

rday

and

Sun

day

20 m

in

10 to

12

min

117

Met

ro L

ocal

Ser

vice

E/

W R

oute

s in

Oth

er A

reas

10

3rd

Stre

et fr

om G

rape

to

Ala

med

a St

reet

5:

30 A

M to

1:3

0 A

M

No

Satu

rday

and

Sun

day

20 m

in

13 to

20

min

120

Met

ro L

ocal

Ser

vice

E/

W R

oute

s in

Oth

er A

reas

Im

peria

l/Com

pton

5:

40 A

M to

12:

00 A

M

No

Satu

rday

and

Sun

day

15 to

30

min

25

to 3

5 m

in

121

Met

ro L

ocal

Ser

vice

E/

W R

oute

s in

Oth

er A

reas

Im

peria

l/Wilm

ingt

on G

reen

Li

ne S

tatio

n 5:

00 A

M to

12:

00 A

M

No

Satu

rday

and

Sun

day

30 to

45

min

30

min

202

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

Im

peria

l/Wilm

ingt

on/R

osa

Park

s Gre

en L

ine

Stat

ion

5:26

AM

to 7

:21

PM

(No

mid

-day

serv

ice)

Y

es

Non

e 29

to 3

1 m

in

30 m

in

204

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

V

erm

ont/C

entu

ry

4:35

AM

to 5

:16

AM

Y

es

Satu

rday

and

Sun

day

13 to

25

min

16

to 2

6 m

in

205

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

Im

peria

l/Wilm

ingt

on G

reen

Li

ne S

tatio

n 4:

51 A

M to

11:

55 P

M

No

Satu

rday

and

Sun

day

31 to

37

min

21

to 2

5 m

in

206

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

V

erm

ont G

reen

Lin

e St

atio

n 4:

24 A

M to

1:3

5 A

M

No

Satu

rday

and

Sun

day

14 to

21

min

12

to 1

9 m

in

P |12

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt

P

|13

Lin

eT

ype

of S

ervi

ce

Nea

rest

Sto

p H

ours

of O

pera

tion

Nig

ht O

wl

Serv

ice

Wee

kend

Ser

vice

H

eadw

ay

AM

Pea

k (7

AM

-9A

M)

PM P

eak

(4

PM to

6PM

)

209

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

V

erm

ont G

reen

Lin

e St

atio

n 5:

27 A

M to

8:5

6 PM

N

o N

one

57 m

in

57 m

in

214

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

H

arbo

r Fw

y G

reen

Lin

e St

atio

n 5:

30 A

M to

7:3

2 PM

N

o N

one

20 m

in

20 m

in

251/

252

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

Lo

ng B

each

Gre

en L

ine

Stat

ion

4:19

AM

to 5

:44

AM

Y

es

Satu

rday

and

Sun

day

15 to

32

min

16

to 3

6 m

in

254

Met

ro L

ocal

Ser

vice

N

/S R

oute

s in

Oth

er A

reas

G

rape

St/1

03rd

St

4:40

AM

to 8

:00

PM

No

Satu

rday

and

Sun

day

60 m

in

60 m

in

305

Met

ro L

imite

d St

op S

ervi

ce

Com

pton

/103

rd S

t 5:

10 A

M to

10:

00 P

M

No

Satu

rday

and

Sun

day

30 m

in

30 to

45

min

445

Met

ro E

xpre

ss to

/from

Dow

ntow

n LA

H

arbo

r Fw

y G

reen

Lin

e St

atio

n 5:

04 A

M to

8:4

5 PM

N

o Sa

turd

ay a

nd S

unda

y 31

-40

min

1

hr

450X

M

etro

Exp

ress

to/fr

om D

ownt

own

LA

Har

bor F

wy

Gre

en L

ine

Stat

ion

6:00

AM

to 6

:53

PM

(No

mid

-day

serv

ice)

N

o N

one

12 to

20

min

12

to 2

0 m

in

460

Met

ro E

xpre

ss to

/from

Dow

ntow

n LA

M

anch

este

r /I-

110

Fwy

4:22

AM

to 1

:42

AM

N

o Sa

turd

ay a

nd S

unda

y 20

to 2

6 m

in

27 to

29

min

550

Met

ro E

xpre

ss in

Oth

er A

reas

M

anch

este

r /I-

110

Fwy

4:51

AM

to 1

1:49

PM

N

o Sa

turd

ay a

nd S

unda

y 28

-30

min

25

min

611

Met

ro S

huttl

e/C

ircul

ator

Fl

oren

ce B

lue

Line

Sta

tion

4:47

AM

to 1

0:46

PM

N

o Sa

turd

ay a

nd S

unda

y 40

min

40

min

612

Met

ro C

ircul

ator

W

ilmin

gton

Av/

103r

d St

5:

00 A

M to

11:

00 P

M

No

Satu

rday

and

Sun

day

30 m

in

30 to

45

min

715

Met

ro R

apid

Fi

rest

one

Blu

e Li

ne S

tatio

n 5:

00 A

M to

8:3

0 PM

N

o N

one

10 m

in

10 m

in

745

Met

ro R

apid

B

road

way

/Cen

tury

4:

49 A

M to

9:0

5 PM

N

o Sa

turd

ay a

nd S

unda

y 7

to 1

3 m

in

9 to

13

min

753

Met

ro R

apid

10

3rd

St/C

entra

l Ave

5:

00 A

M to

9:0

0 PM

N

o N

one

10 m

in

10 m

in

754

Met

ro R

apid

V

erm

ont/C

entu

ry

5:07

AM

to 9

:23

PM

No

Satu

rday

and

Sun

day

4 to

12

min

4

to 1

1 m

in

760

Met

ro R

apid

Lo

ng B

each

/Fire

ston

e 4:

53 A

M to

8:4

5 PM

N

o Sa

turd

ay a

nd S

unda

y 10

min

12

to 1

4 m

in

Hah

n's

Trol

ley/

Shut

tle

Loca

l Ser

vice

K

enne

th H

ahn

Plaz

a

6:30

AM

to 6

:10

PM

No

Satu

rday

Onl

y 30

min

30

min

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt

P

|14

Lin

eT

ype

of S

ervi

ce

Nea

rest

Sto

p H

ours

of O

pera

tion

Nig

ht O

wl

Serv

ice

Wee

kend

Ser

vice

H

eadw

ay

AM

Pea

k (7

AM

-9A

M)

PM P

eak

(4

PM to

6PM

) R

osew

ood

Smar

t Shu

ttle

Loca

l Shu

ttle

Ava

lon/

103r

d St

6:

00 A

M to

7:0

0 PM

N

o N

one

1 hr

1

hr

Com

pton

R

enai

ssan

ce 1

Lo

cal S

ervi

ce -

Loop

C

entra

l/El S

egun

do

7:30

AM

to 3

:21

PM

No

Lim

ited

Serv

ice

on

Satu

rday

Onl

y

30 m

in

N/A

Com

pton

R

enai

ssan

ce 3

Lo

cal S

ervi

ce

El S

egun

do/S

anta

Fe

7:30

AM

to 3

:16

PM

No

Lim

ited

Serv

ice

on

Satu

rday

Onl

y

30 m

in

N/A

Com

pton

R

enai

ssan

ce 5

Lo

cal S

ervi

ce -

Loop

W

ilmin

gton

/El S

egun

do

7:30

AM

to 3

:15

PM

No

Lim

ited

Serv

ice

on

Satu

rday

Onl

y

30 m

in

N/A

OC

TA 7

01

Inte

r-C

ount

y Ex

pres

s Rou

te

Man

ches

ter /

I-11

0 Fw

y 5:

32 A

M to

7:5

3 A

M -

NB

4:

14 P

M to

6:3

6 PM

- SB

(N

o m

id-d

ay se

rvic

e)

No

Non

e 19

to 3

6 m

in

20 to

33

min

OC

TA 7

02

Inte

r-C

ount

y Ex

pres

s Rou

te

Man

ches

ter /

I-11

0 Fw

y

5:15

AM

to 9

:15

AM

- N

B

4:30

PM

to 6

:15

PM -

NB

6:

10 A

M to

7:5

9 A

M -

SB

3:15

PM

to 7

:20

PM -

SB

(No

mid

-day

serv

ice)

No

Non

e 30

to 4

5 m

in

30 m

in to

1 h

r

Gar

dena

1

Gar

dena

to L

os A

ngel

es

El S

egun

do/V

erm

ont

8:00

AM

to 5

:00

PM

No

Satu

rday

and

Sun

day

15 to

30

min

15

min

Gar

dena

2

Wes

tern

Loc

al

120t

h/V

erm

ont

5:02

AM

to 7

:30

PM

No

Satu

rday

and

Sun

day

30 to

31

min

29

to 3

1 m

in

Gar

dena

5

Gar

dena

to B

lue

Line

Im

peria

l/Wilm

ingt

on S

tatio

n 5:

21 A

M to

8:3

1 PM

N

o N

one

30 m

in

30 m

in

Torr

ance

1

Torr

ance

to D

ownt

own

LA

Har

bor F

wy

Gre

en L

ine

Stat

ion

4:45

AM

to 1

0:10

PM

N

o Sa

turd

ay a

nd S

unda

y 30

min

30

min

Torr

ance

2

Torr

ance

to D

ownt

own

LA

Har

bor F

wy

Gre

en L

ine

Stat

ion

5:35

AM

to 8

:40

PM

No

Satu

rday

Onl

y 1

hr

1 hr

438

LAD

OT

Com

mut

er E

xpre

ss

Trav

els t

hrou

gh st

udy

area

via

I-

110

Fwy

5:43

AM

to 8

:54

AM

- N

B

3:45

PM

to 7

:27

PM -

SB

(No

mid

-day

serv

ice)

N

o N

one

11 to

16

min

7

to 1

5 m

in

448

LAD

OT

Com

mut

er E

xpre

ss

Har

bor/C

entu

ry T

rans

itway

St

atio

n 5:

45 A

M to

8:3

3 A

M -

NB

3:

55 P

M to

6:5

9 PM

- SB

N

o N

one

16 to

20

min

15

to 3

0 m

in

Wat

ts

LAD

OT

Das

h 10

3rd

Stre

et fr

om G

rape

to

Ala

med

a St

reet

7:

00 A

M to

6:0

0 PM

N

o Sa

turd

ay O

nly

20 m

in

20 m

in

Ver

mon

t-Mai

n LA

DO

T D

ash

Mai

n/C

entu

ry

6:58

AM

to 7

:35

PM

No

Satu

rday

Onl

y 20

min

20

min

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt

P

|15

Lin

eT

ype

of S

ervi

ce

Nea

rest

Sto

p H

ours

of O

pera

tion

Nig

ht O

wl

Serv

ice

Wee

kend

Ser

vice

H

eadw

ay

AM

Pea

k (7

AM

-9A

M)

PM P

eak

(4

PM to

6PM

) Ly

nwoo

d Tr

olle

y A

Lo

cal S

ervi

ce

Long

Bea

ch B

lue

Line

Sta

tion

9:00

AM

to 5

:30

PM

No

Non

e 30

min

30

min

Lynw

ood

Trol

ley

B

Loca

l Ser

vice

Im

peria

l Hw

y/B

ullis

9:

00 A

M to

5:3

0 PM

N

o N

one

1 hr

1

hr

Lynw

ood

Trol

ley

C

Loca

l Ser

vice

A

lam

eda/

Cen

tury

9:

00 A

M to

12:

00 P

M

12:3

0 PM

to 5

:30

PM

No

Non

e 30

min

30

min

Lynw

ood

Trol

ley

D

Loca

l Ser

vice

Im

peria

l/Wilm

ingt

on S

tatio

n 9:

00 A

M to

5:3

0 PM

N

o N

one

30 m

in

30 m

in

Blu

e Li

ne

Met

ro R

ail

103r

d St

reet

Blu

e Li

ne S

tatio

n 4:

20 A

M to

1:0

0 A

M

No

Satu

rday

and

Sun

day

5 to

6 m

in

5 to

8 m

in

Gre

en L

ine

Met

ro R

ail

Impe

rial/W

ilmin

gton

Gre

en

Line

Sta

tion

4:00

AM

to 1

:00

AM

N

o Sa

turd

ay a

nd S

unda

y 8

min

7

to 9

min

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt

P

|16

Fi

gure

4 –

Exi

stin

g T

rans

it R

oute

s

IN

SER

T FI

GU

RE

LOS

AN

GEL

ES

FLO

REN

CE

WA

LNU

TPA

RK

SOU

THG

ATE

LYN

WO

OD

WIL

LOW

BR

OO

KAT

HEN

S

WES

TMO

NT

CO

MPT

ON

GA

RD

ENA

WAT

TS

HU

NTI

NG

TON

PAR

K

COMPTONAVENUE

FIGUEROASTREETFIGUEROASTREET

PRO

POSE

D

JOR

DA

ND

OW

NS

SITE

M

M

M

MM

M

M

IMPE

RIA

L H

IGH

WAY

BULLISROAD

SALTLA

KE AVE

IMPE

RIA

L H

IGH

WAY

103R

D S

TREE

T10

2ND

STR

EET

CEN

TUR

Y BO

ULE

VAR

D

92N

D S

TREE

T92

ND

STR

EET

MAN

CH

ESTE

R A

VEFI

RES

TON

E BO

ULE

VAR

D

79TH

STR

EET

NAD

EAU

STR

EET

120T

H S

TREE

T

119T

H S

TREE

T

EL S

EGU

ND

O B

OU

LEVA

RD

135T

H S

TREE

TLI

TTLE

TON

STR

EET

SANT

AAN

ABO

ULEV

ARD

CEN

TUR

YBO

ULE

VAR

D

IMPE

RIA

LH

IGH

WAY

TWEE

DY

BOU

LEVA

RD

SOU

THER

NAV

ENU

E

F IR

ESTO

NE

BOU

LEVA

RD

IND

EPEN

DEN

CE

AVEN

UE

SAN

TAAN

AST

REE

T

LONG BEACH BOULEVARD

SANTA FE AVENUE

ALAMEDA STREET

ALAMEDA STREET

SANTA FE AVENUE

STATESTREET

STATESTREET

CALIFORNIAAVENUE

ABBO

TTR

D

VERMONTAVENUEVERMONTAVENUE

NORMANDIEAVENUENORMANDIEAVENUE

BROADWAYBROADWAY

MAINSTREETMAINSTREET

SAN PEDRO STREETSANPEDROSTREET

AVALONBOULEVARDAVALONBOULEVARD

CENTRALAVENUE

CENTRALAVENUE

HOOPERAVENUE

WILMINGTONAVENUE

COMPTON AVENUECOMPTON AVENUE

95TH

STR

EET

97TH

STR

EET

GRAPE ST

CEN

TUR

Y BO

ULE

VAR

D

MA

NC

HES

TER

AVE

108T

H S

TREE

T

LONG BEACH BOULEVARD

WILLOWBROOK AVENUE

MONA BOULEVARD

§̈ ¦110

§̈ ¦105

§̈ ¦110

§̈ ¦105

206

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P | 17

LEVEL OF SERVICE (LOS) AND IMPACT CRITERIA The efficiency of traffic operations at a location is measured in terms of Level of Service (LOS). LOS is a description of traffic performance at intersections. The LOS concept is a measure of average operating conditions at intersections during an hour. It is based on a volume-to-capacity (V/C) ratio for signalized intersections and the average delay per vehicle for unsignalized locations. Levels range from ‘A’ to ‘F’, with ‘A’ representing excellent (free-flow) conditions and ‘F’ representing extreme congestion. Each jurisdiction has prescribed guidelines for traffic studies that were used for the analysis in this report. Tables 2 and 3 below describe the level of service concept and operating conditions expected under each level of service for signalized and unsignalized intersections, respectively.

Table 2 – Level of Service Criteria for Signalized Intersections

Level of Service Description

Volume to Capacity

Ratio

A Excellent operation. All approaches to the intersection appear quite open, turning movements are easily made, and nearly all drivers find freedom of operation. 0.000-.600

B Very good operation. Many drivers begin to feel somewhat restricted within platoons of vehicles. This represents stable flow. An approach to an intersection may occasionally be fully utilized and traffic queues start to form.

.601-.700

C Good operation. Occasionally drivers may have to wait more than 60 seconds, and back-ups may develop behind turning vehicles. Most drivers feel somewhat restricted.

.701-.800

D Fair operation. Cars are sometimes required to wait more than 60 seconds during short peaks. There are no long-standing traffic queues. This level is typically associated with design practice for peak periods.

.801-.900

E Poor operation. Some long-standing vehicular queues develop on critical approaches to intersections. Delays may be up to several minutes. .901-1.000

F Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or prevent movement of vehicles out of the intersection approach lanes; therefore, volumes carried are not predictable. Potential for stop and go type traffic flow.

Over 1.000

Source: Transportation Research Circular 212: Interim Materials on Highway Capacity. Washington, DC: TRB, 1980

Table 3 – Level of Service Criteria for Unsignalized Intersections

Level of Service (LOS) Highway Capacity Manual Average Control Delay (sec/veh) Level of Service Description

A < 10 Little or no delay B > 10 and < 15 Short traffic delays C > 15 and < 25 Average traffic delays D > 25 and < 35 Long traffic delays E > 35 and < 50 Very long traffic delays F > 50 Severe congestion

Source: Transportation Research Board, Highway Capacity Manual, 2000


P | 18

City of Los Angeles Impact Criteria Signalized Intersections Level of Service analyses for all study intersections were conducted using the Transportation Research Board Critical Movement Analysis (CMA), Circular 212 Planning Method, per the City of Los Angeles Traffic Study Policies and Procedures. The CMA method determines the V/C ratio on a critical lane basis and the LOS at signalized intersections. The V/C for the intersection corresponds to a LOS value, which describes the intersection operations. Unsignalized Intersections In reviewing unsignalized intersections, only intersections that are adjacent to the project or are expected to be integral to the project’s site access and circulation plan were identified as study intersections. For these intersections, the overall intersection delay is measured pursuant to procedures accepted by LADOT during the scoping process. If, based on the estimated delay, the resultant LOS is “E” or “F” in the “Future With Project” scenario, then the intersection should be evaluated for the potential installation of a new traffic signal. The study includes traffic signal warrant analyses prepared pursuant to Section 353 of LADOT’s Manual of Policies and Procedures. Unsignalized intersections are evaluated to determine the need for the installation of a traffic signal or other traffic control device, but are not included in the impact analysis. In this study, the unsignalized intersections operating conditions were evaluated using the Highway Capacity Methodology (HCM 2000) for unsignalized intersections. This methodology estimates the average total delay for each of the traffic movements and determines the level of service for each movement. The overall average delay is measured in seconds per vehicle, and level of service is then calculated for the entire intersection. The HCM delay value is translated to a LOS estimate, which is a relative measure of the intersection performance. Significant Transportation Impact The following scenarios were evaluated to determine if the addition of the proposed project would result in a significant transportation impact per City of Los Angeles guidelines:

a) Existing conditions; b) Future without Project with ambient growth and related projects; c) Future with Project with ambient growth and related projects (Final V/C); and d) Future with Project with ambient growth, related projects, and traffic mitigation (if necessary).

A transportation impact at a signalized intersection shall be deemed “significant” in accordance with the criteria in Table 4 below, except as otherwise specified in a Transportation Specific Plan (TSP), Interim Control Ordinance (ICO), or Congestion Management Program (CMP).


P | 19

Table 4 – City of Los Angeles Significant Impact Criteria

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 Greater than 1.000 Equal to or greater than 0.010

Source: City of Los Angeles Department of Transportation, Traffic Policies and Procedures.

County of Los Angeles Impact Criteria Analysis of intersections located outside the City of Los Angeles is presented for informational purposes. Signalized Intersections Level of Service analysis for intersections located within or bordering the County of Los Angeles, City of Lynwood, or City of South Gate were conducted using the Intersection Capacity Utilization (ICU) methodology, as defined in the County of Los Angeles Traffic Impact Analysis Report Guidelines. A maximum of 1,600 vehicles per hour per lane was used (2,880 vehicles per hour for dual left-turn lanes) and a ten percent yellow clearance cycle was included. Significant Transportation Impact The following scenarios were evaluated to determine if the addition of the proposed project would result in a significant transportation impact per County of Los Angeles guidelines:

a) Existing conditions; b) Existing conditions plus ambient growth to the year the project will be completed (pre-project); c) Traffic in (b) plus project traffic; d) Traffic in (c) with the proposed mitigation measures (if necessary); e) Traffic in (c) plus the cumulative traffic of other known developments; and f) Traffic in (e) with the proposed mitigation measures (if necessary).

For intersections, the impact is considered significant if the project-related increase in the volume-to-capacity (V/C) ratio equals or exceeds the thresholds shown in Table 5 below.

Table 5 – County of Los Angeles Significant Impact Criteria

Pre-Project Project V/C Increase

Level of Service Pre-Project V/C C 0.71 – 0.80 0.04 or more D 0.81 – 0.90 0.02 or more

E/F 0.91 or more 0.01 or more Source: County of Los Angeles, Traffic Impact Analysis Report Guidelines.


P | 20

City of Lynwood Impact Criteria Significant Transportation Impact Level of Service analysis for intersections located within or bordering the City of Lynwood were conducted using the Intersection Capacity Utilization (ICU) methodology. Impacts to study intersections are considered significant if:

� An unacceptable peak hour Level of Service (LOS) (i.e. LOS E or F) at any of the key intersections is projected. The City of Lynwood considers LOS D (ICU=0.801 – 0.900) to be the minimum desirable LOS for all intersections;

� The addition of project-related traffic causes an increase of 0.020 or greater in the ICU value for signalized intersections, causing or worsening of LOS E or F (ICU>0.900) ; and

� At unsignalized intersections, this report identifies a significant traffic impact when the addition of project-related traffic results in a decrease in LOS by one level or more for those locations operating at LOS D or E.

City of South Gate Impact Criteria Significant Transportation Impact Level of Service analysis for intersections located within or bordering the City of South Gate were conducted using the Intersection Capacity Utilization (ICU) methodology. Impacts to study intersections are considered significant if:

� The signalized/unsignalized intersection operates at an acceptable LOS (LOS D or better) without the proposed project and operates at an unacceptable LOS E or F with the proposed project;

� The signalized intersection operates at unacceptable LOS E of F without the proposed project and has an increase in the V/C ratio of greater than 0.02; and

� The unsignalized intersection operates at unacceptable LOS E or F without the proposed project and has an increase in the V/C ratio of greater than 0.02.


P | 21

EXISTING TRAFFIC OPERATIONS ANALYSIS The AM and PM peak hour level of service analyses were conducted at the 41 existing study intersections based on the existing traffic volume counts and the methodologies described previously. The level of service analysis was performed using TRAFFIX software, version 7.9. Traffic Volumes The traffic impact analysis is based on the highest single hour of traffic during the AM and PM peak period at the 41 study intersections. New traffic counts were conducted between 7:00 – 9:00 AM and 4:00 – 6:00 PM in March 2009 and April 2010. The existing AM and PM peak hour turning movement volumes at the existing study intersections are shown in Figure 5. Traffic count sheets are provided in Appendix A. Existing Level of Service Intersections were evaluated using the CMA - Circular Planning 212 methodology for all signalized study intersections. The existing conditions level of service analyses results are summarized in Table 6.


P | 22

Table 6 – Existing Peak Hour LOS - (City of Los Angeles Guidelines)

# Intersection Jurisdiction AM Peak Hour PM Peak Hour LOS V/C LOS V/C

1 Alameda St/Firestone Blvd County of LA C 0.757 D 0.819 2 Alameda St (W)/92nd St County of LA C 0.726 B 0.698 3 Alameda St (W)/Tweedy Blvd ** (future) City of LA D 0.881 E 0.901 4 Alameda St/103rd St + City of LA/Lynwood B 0.648 C 0.747 5 Alameda St (W)/Century Blvd/MLK Lynwood B 0.685 B 0.641 6 Alameda St (W)/Imperial Highway County of LA/Lynwood E 0.917 C 0.786 7 Grape St/103rd St + City of LA A 0.398 A 0.353 8 Wilmington Ave/103rd St + City of LA A 0.307 A 0.306 9 Wilmington Ave/Santa Ana Blvd + City of LA A 0.289 A 0.347

10 Wilmington Ave/108th St + City of LA A 0.410 A 0.414 11 Wilmington Ave/111th St + City of LA A 0.391 A 0.409 12 Wilmington Ave/I-105 EB Ramps + City of LA/County of LA D 0.838 A 0.586 13 Wilmington Ave/120th St County of LA A 0.561 A 0.548 14 I-105 WB Ramps/Imperial Highway + City of LA/County of LA D 0.818 C 0.768 15 Compton Ave/Century Blvd + City of LA A 0.258 A 0.306 16 Compton Ave/103rd St + City of LA A 0.327 A 0.400 17 Compton Ave/108th St + City of LA A 0.588 A 0.459 18 Compton Ave/120th St County of LA A 0.464 A 0.356 19 Central Ave/92nd St + City of LA A 0.442 A 0.475 20 Central Ave/Century Blvd + City of LA B 0.638 B 0.629 21 Central Ave/103rd St + City of LA A 0.529 A 0.565 22 Central Ave/108th St (N) + City of LA A 0.421 A 0.473 23 Central Ave/108th St (S) + City of LA A 0.431 A 0.479 24 Central Ave/120th St + City of LA A 0.445 A 0.481 25 McKinley Ave/Century Blvd + City of LA A 0.241 A 0.234 26 Avalon Blvd/Century Blvd + City of LA A 0.426 A 0.515 27 Avalon Blvd/92nd St + City of LA A 0.332 A 0.353 28 Avalon Blvd/120th St + City of LA A 0.385 A 0.436 29 San Pedro St/Century Blvd + City of LA A 0.463 A 0.505 30 Main St/Century Blvd + City of LA A 0.491 A 0.499 31 Figueroa St/Century Blvd + City of LA B 0.671 A 0.518 32 I-110 NB On-Ramp/Century Blvd + City of LA A 0.353 A 0.284 33 I-110 SB Off-Ramp/Century Blvd + City of LA A 0.295 A 0.374 34 Long Beach Blvd/Century Blvd South Gate/Lynwood C 0.738 C 0.725 35 Long Beach Blvd/Tweedy Blvd South Gate/Lynwood C 0.703 B 0.664

36 Alameda St/97th St* ** (future) City of LA/County of LA - - - -

37 Alameda St (E)/Tweedy Blvd* ** (future) City of LA/South Gate - - - -

38 Grape St/97th St (W)* City of LA - - - - 39 Grape St 97th St (E)* City of LA - - - - 40 Grape St/Century Blvd* City of LA - - - - 41 Wilmington Ave/Century Blvd* City of LA - - - - Note: * Unsignalized intersections are analyzed separately under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario ** Intersection will become partially or fully under the City of Los Angeles jurisdiction with annexation, no ATSAC credit is taken + City of Los Angeles signalized intersections reflect an ATSAC credit which reduces the final V/C ratio by 0.100


P | 23

The results indicate that per CMA methodology, one study intersection operates at LOS E during the AM peak hour, and one study intersection operates at LOS E during the PM peak hour. The following study intersections are currently operating at LOS E during the AM and/or PM peak hours:

� #3 Alameda Street (W) and Tweedy Boulevard (PM Peak Hour) � #6 Alameda Street (W) and Imperial Highway (AM Peak Hour)


P | 24

Figure 5 – Existing Peak Hour Traffic Volumes

INSERT FIGURE


144 (110)1074 (858)87 (156)

85 (1

11)

781

(985

)28

(55)

46 (51)566 (960)158 (170)

187 (131)801 (620)163 (79)


167 (118)1046 (1002)62 (77)

43 (5

5)90

3 (1

054)

109

(125

)

127 (156)384 (391)174 (142)

87 (11)325 (267)69 (37)


2 (2)1193 (1195)253 (308)

210

(195

)11

22 (1

161)

21 (2

3)

3 (17)21 (22)

2 (6)

244 (292)0 (1)320 (275)


71 (78)1156 (1184)

1015

(119

3)23

6 (2

52)

308 (312)62 (94)


859 (918)134 (153)

138

(170

)93

2 (1

111)

351 (199)342 (208)


212 (187)642 (651)66 (128)

85 (1

30)

606

(606

)54

6 (4

34)

449 (441)402 (1143)155 (156)

101 (111)1055 (573)155 (64)


28 (15)17 (16)10 (18)

48 (6

3)13

5 (8

7)

51 (83)351 (363)

350 (259)70 (26)


148 (138)383 (356)75 (107)

46 (5

9)20

2 (2

87)

47 (5

0)

57 (38)251 (248)

88 (114)

88 (80)305 (238)65 (36)


5 (9)435 (542)25 (48)

23 (3

2)45

7 (4

24)

1 (4

)

5 (5)22 (28)13 (16)

81 (48)24 (23)71 (62)


28 (30)435 (569)19 (21)

14 (2

8)49

7 (4

20)

53 (3

2)

28 (29)67 (75)23 (26)

69 (23)84 (42)5 (15)


7 (18)473 (623)53 (28)

41 (2

5)55

8 (4

71)

5 (3

)

1 (1)36 (15)

9 (14)

63 (32)22 (8)40 (28)


393 (325)679 (866)

621

(640

)51

0 (3

53)

386 (333)633 (209)


150 (104)755 (697)35 (70)

101

(76)

755

(548

)29

0 (5

3)

105 (257)106 (236)

55 (71)

62 (99)261 (151)157 (131)


413(512)

4(25)

106(314)

11 (7

)59

(25)

44 (4

1)339 (274)

794 (1519)339 (274)

747 (583)1148 (708)13 (16)


89(137)

297(361)

37(72)

50 (3

6)31

8 (3

16)

28 (3

0)

32 (75)225 (323)109 (126)

78 (51)255 (223)89 (59)


106 (122)358 (382)116 (124)

55 (7

3)37

0 (3

44)

67 (6

7)

65 (80)237 (356)

124 (86)

106 (109)285 (376)69 (87)


31 (33)552 (451)55 (56)

17 (2

7)40

6 (5

24)

29 (5

5)

79 (31)55 (77)28 (56)

89 (36)106 (57)103 (30)


99 (70)294

(190)81 (45)

101

(54)

273

(256

)11

3 (7

7)

163 (94)357 (305)87 (107)

56 (43)342 (334)139 (74)



211(189)

795(843)

53 (77)

43 (7

1)70

7 (7

72)

108

(101

)

86 (129)293 (468)190 (222)

62 (49)406 (330)50 (60)

24 (34)546

(525)6 (7)

83 (1

12)

475

(667

)43

(69)

31 (44)170 (177)

44 (60)

34 (41)179 (156)168 (138)

LegendAM (PM) Peak Hour VolumesXX(XX)


P | 25


34 (50)844 (955)184 (211)

93 (1

21)

853

(910

)21

(34)

33 (40)177 (194)

41 (37)

162 (169)211 (216)185 (143)


123 (145)993 (1085)

983

(105

1)10

7 (8

5)

70 (146)128 (145)


1036 (1159)80 (66)

72 (8

5)10

39 (1

111)

67 (66)99 (95)


82 (66)614 (833)132 (83)

146

(120

)61

3 (6

70)

48 (8

5)

85 (129)327 (331)

48 (83)

124 (76)411 (252)148 (159)


19 (30)22 (20)69 (10)

11 (2

1)41

(11)

33 (3

0)

34 (55)546 (829)

20 (26)

7 (14)772 (634)24 (23)


137 (128)535 (507)53 (63)

51 (7

1)41

2 (5

07)

88 (8

9)

68 (102)534 (729)120 (147)

106 (100)625 (564)69 (68)


20 (30)687 (581)25 (60)

22 (2

2)38

8 (5

77)

40 (3

8)

51 (55)153 (229)

25 (48)

62 (57)185 (157)26 (13)


58 (67)487 (597)99 (164)

83 (6

7)43

5 (4

59)

37 (4

1)

65 (103)247 (320)

38 (51)

132 (119)336 (303)97 (84)


110 (107)316 (298)44 (56)

56 (6

2)24

0 (2

65)

69 (4

9)

83 (88)647 (1064)

54 (95)

41 (30)830 (760)56 (44)


92 (87)346 (327)65 (63)

61 (8

4)23

8 (3

07)

80 (9

7)

83 (92)689 (973)

51 (84)

32 (39)889 (748)113 (121)


83 (74)880 (524)80 (85)

88 (1

22)

451

(644

)83

(97)

145 (81)668 (1014)

62 (92)

64 (54)883 (888)157 (109)


83 (31)86 (30)61 (32)

224 (247)850 (1192)

781 (787)278 (263)


311

(293

)27

(42)

289

(318

)

754 (1159)71 (73)

42 (50)821 (746)


237(151)

676(954)

82(151)

135

(179

)86

0 (8

88)

20 (2

9)

25 (38)425 (569)105 (177)

108 (92)718 (334)157 (155)


143(113)

759(804)

80(55)

102

(144

)66

1 (7

73)

103

(49)

123 (96)601 (542)117 (117)

43 (70)593 (383)114 (92)


91 (80)1430 (1349)

1221

(133

2)28

(46)

10 (34)129 (74)


61 (126)93 (143)235 (203)

83 (3

3)16

4 (9

0)65

(26)

15 (43)320 (371)146 (83)

177 (87)442 (411)44 (32)

#38 Grape St/97th St (W)

38(43)

86(80)

184 (138)47 (19)

66 (59)199 (142)

#39 Grape St 97th St (E)

22 (6

)58

(33)

64 (31)206 (185)

206 (166)21 (4)


59(34)

104(87)

3(1)

4 (4

)10

5 (6

5)46

(35)

53 (64)6 (1)

68 (27)

3 (4)2 (8)3 (2)


190 (197)143 (168)36 (28)

1 (0

)15

2 (1

34)

58 (4

7)

48 (83)98 (93)

237 (260)

28 (11)105 (62)3 (4)



P | 26

EXISTING PLUS AMBIENT GROWTH PLUS RELATED PROJECT CONDITIONS Existing Plus Ambient Growth Plus Related Project conditions represent future traffic growth and operating conditions due to ambient growth and specific, planned or approved development projects in the study area, without consideration of the proposed project. Results from this scenario represent future without project conditions. Ambient Growth Ambient traffic growth is the traffic growth that will occur in the study area due to general employment growth, housing growth and growth in regional through trips in southern California. An ambient growth rate of 0.43 percent per year in the study area was calculated using the SCAG regional model. Local area volumes were obtained for the 2008 and 2035 travel demand model years. The average total growth from 2008 to 2035 was 11.5 percent along these roadways. This results in 0.43 percent ambient growth per year. The project buildout year is 2020, therefore a 4.3 percent growth rate (10 years at 0.43 percent per year) was used. Related Projects The related projects included in this study were compiled for the Cities of Los Angeles, Lynwood, and South Gate, and the County of Los Angeles. Nine planned projects are located within a mile and a half of the proposed project site. The locations of these related projects are shown in Figure 6 and consist of the following developments:

Los Angeles

� 10341 Graham Ave, Los Angeles, CA 90002-3667: Proposed 1,040 seat movie theater with matinee and 12,000 square foot education center. Existing site is vacant. Built-out year 2011.

� 11300 Monitor Ave, Los Angeles, CA 90059-1938: Proposed 500 student public high school.

Existing site is vacant. Built-out year 2009. South Gate

� The Gateway in South Gate: 600,000 square foot lifestyle, retail and entertainment destination located at the intersection of Atlantic Avenue and Firestone Boulevard in South Gate.

� Atlantic Park Plaza: 50,000 square foot shopping center at the corner of Atlantic Boulevard and

Tweedy Boulevard.

� Firestone Village and Shops - 3125 Firestone Boulevard: 18,090 square foot retail center with 47 townhouse units.

� East Los Angeles College (ELAC) Firestone campus located on the northwest corner of the intersection of Santa Fe Avenue at Firestone Boulevard..

� Los Angeles Unified School District (LAUSD) Elementary School No. 9 on Willow Place between Santa Fe Avenue and Long Beach Boulevard.


P | 27

Lynwood

� Triangle Project: 120 single-family units in a location bounded by Alameda Street, Imperial Highway, and Fernwood Avenue.

� Fernwood Estates: 30 single-family units on a redevelopment agency-owned property adjacent to the I-105 freeway.

The total number of vehicle trips generated by these projects is shown in Table 7. All related projects trip distributions were based on existing project EIRs and studies, if available. If no earlier studies were available, related project trips were assigned a similar trip distribution as the proposed project, with adjustments depending on the type of development, residential or non-residential, and location. The resulting related project trip assignment is shown in Figure 7. Note that some study intersections are not expected to have traffic from the related projects pass through them, based on the trip generation and distribution.

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ject

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sing

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mily

hom

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ntic

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k Pl

aza

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ppin

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stone

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age

and

Shop

s31

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one

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d18

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sf re

tail

cent

er47

tow

nhou

se u

nits

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onito

r Ave

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eles

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stude

nt p

ublic

hig

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hool

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le

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END

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dy In

ters

ectio

n1

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ject

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P | 2

8

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt

P | 2

9

Tab

le 7

– R

elat

ed P

roje

ct T

rip

Gen

erat

ion

Proj

ect

Des

crip

tion

/ L

ocat

ion

Lan

dU

seC

ode

Lan

d U

se

Size

Ju

risd

ictio

n D

aily

Tri

ps

WE

EK

DA

Y

AM

pea

k H

our

Tri

ps

PM P

eak

Hou

r T

rips

In

Out

T

otal

InO

ut

Tot

al

1

1034

1 G

raha

m A

ve, L

os A

ngel

es, C

A 9

0002

-366

7 Pr

opos

ed 1

,040

-sea

t mov

ie th

eate

r w/m

atin

ee &

12

ksf e

duca

tion

cent

er. E

xist

ing

site

is v

acan

t. B

uild

-out

yea

r 201

1.

444

Mov

ie T

heat

er

w/M

atin

ee

1,04

0 Se

ats

City

of L

os

Ang

eles

63

2 14

6

20

28

43

71

530

Educ

atio

nal C

ente

r 12

K

SF

2 11

300

Mon

itor A

ve, L

os A

ngel

es, C

A 9

0059

-193

8 Pr

opos

ed 5

00-s

tude

nt p

ublic

hig

h sc

hool

. Exi

stin

g si

te is

vac

ant.

Bui

lt-ou

t yea

r 200

9.

530

Hig

h Sc

hool

50

0 St

uden

ts

City

of L

os

Ang

eles

85

5 13

9 66

20

5 33

37

70

3

The

Gat

eway

in S

outh

Gat

e: 6

00,0

00-s

quar

e-fo

ot

lifes

tyle

, ret

ail a

nd e

nter

tain

men

t des

tinat

ion

loca

ted

at th

e in

ters

ectio

n of

Atla

ntic

Ave

nue

and

Fire

ston

e B

oule

vard

in S

outh

Gat

e.

820

Shop

ping

Cen

ter

600

KSF

C

ity o

f So

uth

Gat

e 19

,503

25

0 16

4 41

4 77

0 87

2 1,

642

4 A

tlant

ic P

ark

Plaz

a: a

50,

000

squa

re fo

ot sh

oppi

ng

cent

er a

t the

cor

ner o

f Atla

ntic

Bou

leva

rd a

nd

Twee

dy B

oule

vard

. 82

0 Sh

oppi

ng C

ente

r 50

K

SF

City

of

Sout

h G

ate

2,14

7 31

19

50

92

95

18

7

5 Fi

rest

one

Vill

age

and

Shop

s: 3

125

Fire

ston

e B

oule

vard

, an

18,0

90 sq

uare

foot

reta

il ce

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with

47

tow

nhou

se u

nits

.

814

Spec

ialty

Ret

ail

Cen

ter

18.0

9 K

SF

City

of

Sout

h G

ate

1,02

8 15

24

39

37

31

68

23

0 R

esid

entia

l C

ondo

/Tow

nhou

se

47

DU

6 Ea

st L

os A

ngel

es C

olle

ge (E

LAC

) Fire

ston

e ca

mpu

s lo

cate

d on

the

north

wes

t cor

ner o

f the

inte

rsec

tion

of

Sant

a Fe

Ave

nue

at F

irest

one

Bou

leva

rd.

- C

omm

unity

Col

lege

12

,000

St

uden

ts

City

of

Sout

h G

ate

8,24

3 73

1 16

0 89

1 89

4 59

9 1,

493

163

Empl

oyee

s

7 Lo

s Ang

eles

Uni

fied

Scho

ol D

istri

ct (L

AU

SD)

Elem

enta

ry S

choo

l No.

9 o

n W

illow

Pla

ce b

etw

een

Sant

a Fe

Ave

nue

and

Long

Bea

ch B

oule

vard

. 52

0 El

emen

tary

Sch

ool

650

Stud

ents

C

ity o

f So

uth

Gat

e 48

2 12

9 10

9 23

8 60

85

14

5

8 Tr

iang

le P

roje

ct: 1

20 si

ngle

fam

ily u

nits

in a

lo

catio

n bo

unde

d by

Ala

med

a St

reet

, Im

peria

l H

ighw

ay, a

nd F

ernw

ood

Ave

nue.

21

0 SF

R

120

DU

C

ity o

f Ly

nwoo

d 1,

148

23

67

90

76

45

121

9 Fe

rnw

ood

Esta

tes:

30

sing

le-f

amily

uni

ts o

n a

rede

velo

pmen

t age

ncy-

owne

d pr

oper

ty a

djac

ent t

o th

e I-

105

free

way

. 21

0 SF

R

30

DU

C

ity o

f Ly

nwoo

d 28

7 6

17

23

19

11

30

TO

TA

L

34,3

25

1,33

8 63

21,

970

2,00

9 1,

818

3,82

7 N

ote:

DU

– d

wel

ling

unit;

KSF

– 1

,000

squa

re fe

et.

Sour

ces:

Ins

titut

e of

Tra

nspo

rtatio

n En

gine

ers,

Trip

Gen

erat

ion,

8th E

ditio

n.

C

ity o

f Los

Ang

eles


P | 30

Figure 7 – Related Project Trip Assignment

INSERT FIGURE


0 (1)9 (8)15 (26)

15 (2

6)4

(11)

33 (54)0 (1)

8 (26)17 (53)8 (26)


24 (35)24 (35)

11 (3

8)11


(38)

24 (32)1 (3)

1 (4

)10

(35)

1 (3)1 (4)


24 (34)24 (34)

11 (3

7)0

(1)

0 (1)


24 (34)24 (34)

11 (3

7)11

(37)


18 (37)18 (37)

16 (3

2)13

(9)

6 (19)

3 (2)3 (2)


2 (11)2 (11)

4 (7)4 (7)


2 (11)2 (11)

4 (7)4 (7)



33 (19)33 (19)

35 (8)35 (8)



6 (19)



6 (19)6 (19)

17 (11)


1(5)

2(11)

4 (7

)4

(7)

2 (3)


2 (4)

5 (1

0)

1 (6)2 (16)


2 (4)33 (19)

1 (6

)1

(6)

35 (8)




2 (3

)1 (5)



P | 31
















2 (7)2 (7)

2 (8)2 (8)


0 (1)24 (35)

11 (3

8)11

(38)

0 (1)


2 (6)2 (6)

1 (7)1 (7)







P | 32

Existing Plus Ambient Growth Plus Related Projects Level of Service All study intersections were evaluated under this scenario using the CMA - Circular Planning 212 methodology. Level of service analyses under the Existing Plus Ambient Growth Plus Related Projects condition were performed for both AM and PM peak hours and are summarized below in Table 8.


P | 33

Table 8 – Existing Plus Ambient Growth Plus Related Projects Peak Hour LOS – (City of Los Angeles Guidelines)

# Intersection Jurisdiction AM Peak Hour PM Peak Hour LOS V/C LOS V/C

1 Alameda St/Firestone Blvd County of LA/South Gate D 0.824 E 0.919 2 Alameda St (W)/92nd St County of LA C 0.761 C 0.741 3 Alameda St (W)/Tweedy Blvd ** (future) City of LA E 0.929 E 0.957 4 Alameda St/103rd St + City of LA/Lynwood B 0.684 C 0.797 5 Alameda St (W)/Century Blvd/MLK Lynwood C 0.723 B 0.681 6 Alameda St (W)/Imperial Highway County of LA/Lynwood E 0.969 D 0.826 7 Grape St/103rd St + City of LA A 0.422 A 0.380 8 Wilmington Ave/103rd St + City of LA A 0.328 A 0.331 9 Wilmington Ave/Santa Ana Blvd + City of LA A 0.306 A 0.367 10 Wilmington Ave/108th St + City of LA A 0.454 A 0.449 11 Wilmington Ave/111th St + City of LA A 0.412 A 0.431 12 Wilmington Ave/I-105 EB Ramps + City of LA/County of LA D 0.878 B 0.629 13 Wilmington Ave/120th St County of LA A 0.585 A 0.572 14 I-105 WB Ramps/Imperial Highway + City of LA/County of LA D 0.858 D 0.815 15 Compton Ave/Century Blvd + City of LA A 0.275 A 0.331 16 Compton Ave/103rd St + City of LA A 0.346 A 0.422 17 Compton Ave/108th St + City of LA B 0.664 A 0.493 18 Compton Ave/120th St County of LA A 0.484 A 0.372 19 Central Ave/92nd St + City of LA A 0.466 A 0.500 20 Central Ave/Century Blvd + City of LA B 0.670 B 0.664 21 Central Ave/103rd St + City of LA A 0.556 A 0.594 22 Central Ave/108th St (N) + City of LA A 0.443 A 0.498 23 Central Ave/108th St (S) + City of LA A 0.453 A 0.504 24 Central Ave/120th St + City of LA A 0.468 A 0.506 25 McKinley Ave/Century Blvd + City of LA A 0.256 A 0.249 26 Avalon Blvd/Century Blvd + City of LA A 0.449 A 0.542 27 Avalon Blvd/92nd St + City of LA A 0.351 A 0.373 28 Avalon Blvd/120th St + City of LA A 0.406 A 0.459 29 San Pedro St/Century Blvd + City of LA A 0.487 A 0.531 30 Main St/Century Blvd + City of LA A 0.516 A 0.525 31 Figueroa St/Century Blvd + City of LA C 0.704 A 0.544 32 I-110 NB On-Ramp/Century Blvd + City of LA A 0.372 A 0.300 33 I-110 SB Off-Ramp/Century Blvd + City of LA A 0.312 A 0.395 34 Long Beach Blvd/Century Blvd South Gate/Lynwood C 0.769 C 0.756 35 Long Beach Blvd/Tweedy Blvd South Gate/Lynwood C 0.734 B 0.694 36 Alameda St/97th St* ** (future) City of LA/County of LA - - - - 37 Alameda St (E)/Tweedy Blvd* ** (future) City of LA/South Gate - - - - 38 Grape St/97th St (W)* City of LA - - - - 39 Grape St 97th St (E)* City of LA - - - - 40 Grape St/Century Blvd* City of LA - - - - 41 Wilmington Ave/Century Blvd* City of LA - - - - Note: * Unsignalized intersections are analyzed separately under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario ** Intersection will become partially or fully under the City of Los Angeles jurisdiction with annexation, no ATSAC credit is taken + City of Los Angeles signalized intersections reflect an ATSAC credit which reduces the final V/C ratio by 0.100

As shown, a total of three signalized study intersections are projected to operate at LOS E in the AM or PM peak hours, and no intersections are projected to operate at LOS F. Two study intersections are


P | 34

projected to operate at LOS E during the AM peak hour, and two signalized study intersections are projected to operate at LOS E during PM peak hour. The following study intersections are projected to operate at LOS E during the AM and/or PM peak hours:

� #1 Alameda Street and Firestone Boulevard (PM Peak Hour) � #3 Alameda Street (W) and Tweedy Boulevard (AM and PM Peak Hours) � #6 Alameda Street (W) and Imperial Highway (AM Peak Hour)


P | 35

Figure 8 – Existing Plus Ambient Growth Plus Related Projects Peak Hour Traffic Volumes

#1Firest

Alameda St/one Blvd

150 (116)1129 (903)106 (189)

104

(142

)81

9 (1

038)

29 (5

7)

48 (53)623 (1055)

165 (178)

203 (163)852 (700)178 (108)

lameda St (W)/ St

#2 A92nd

174 (123)1115 (1080)65 (80)

45 (5

7)95

3 (1

137)

114

(130

)

132 (163)401 (408)181 (148)

91 (11)339 (278)72 (39)


2 (2)1268 (1278)265 (324)

220

(207

)11

80 (1

246)

22 (2

4)

3 (18)22 (23)

2 (6)

255 (308)0 (1)335 (291)


74 (81)1230 (1269)

1070

(128

1)24

6 (2

64)

321 (326)65 (98)


920 (991)140 (160)

144

(177

)98

3 (1

196)

366 (208)357 (217)


221 (195)688 (716)69 (134)

89 (1

36)

648

(664

)58

2 (4

62)

474 (479)419 (1192)162 (163)

105 (116)1103 (600)162 (67)


29 (16)18 (17)10 (19)

50 (6

6)14

1 (9

1)

53 (87)368 (390)

369 (277)73 (27)


154 (144)399 (371)78 (112)

48 (6

2)21

1 (2

99)

49 (5

2)

59 (40)264 (270)

92 (119)

92 (83)322 (255)68 (38)


5 (9)454 (565)26 (50)

24 (3

3)47

7 (4

42)

1 (4

)

5 (5)23 (29)14 (17)

84 (50)25 (24)74 (65)


29 (31)454 (593)20 (22)

15 (2

9)51

8 (4

38)

55 (3

3)

29 (30)103 (97)

24 (27)

72 (24)123 (52)5 (16)


7 (19)493 (650)55 (29)

43 (2

6)58

2 (4

91)

5 (3

)

1 (1)38 (16)

9 (15)

66 (33)23 (8)42 (29)


410 (339)708 (903)

648

(668

)53

2 (3

68)

409 (366)660 (218)


156 (108)787 (727)37 (73)

105

(79)

787

(572

)30

2 (5

5)

110 (268)111 (246)

57 (74)

65 (103)272 (157)164 (137)


431(534)

4(26)

111(328)

11 (7

)62

(26)

46 (4

3)

354 (286)834 (1603)

354 (286)

796 (619)1197 (738)14 (17)


94(148)

312(388)

39(75)

52 (3

8)33

6 (3

37)

29 (3

1)

33 (78)235 (337)116 (134)

81 (53)266 (233)93 (62)


111 (127)373 (398)123 (133)

62 (8

6)38

6 (3

59)

70 (7

0)

68 (83)247 (371)

129 (90)

112 (120)297 (392)74 (107)


32 (34)578 (474)90 (77)

18 (2

8)42

4 (5

53)

30 (5

7)

82 (32)57 (80)29 (58)

128 (46)111 (59)107 (31)


103(73)

307(198)

84(47)

105

(56)

285

(267

)11

8 (8

0)

170 (98)372 (318)

91 (112)

58 (45)357 (348)145 (77)



220(197)

829(879)

55(80)

47 (7

7)73

7 (8

05)

113

(105

)

90 (135)306 (488)198 (232)

65 (51)423 (344)53 (68)

25(35)

569(548)

6(7)

87 (1

77)

495

(696

)45

(72)

32 (46)177 (185)

46 (63)

35 (43)187 (163)175 (144)



P | 36


35 (52)880 (996)192 (220)

97 (1

26)

890

(949

)22

(35)

34 (42)185 (202)

43 (39)

169 (176)220 (225)193 (149)


128 (151)1036 (1132)

1025

(109

6)11

2 (8

9)

73 (152)134 (151)


1081 (1209)83 (69)

75 (8

9)10

84 (1

159)

70 (69)103 (99)


86 (69)640 (869)138 (87)

152

(125

)63

9 (6

99)

50 (8

9)

89 (135)341 (345)

50 (87)

129 (79)429 (263)154 (166)


20 (31)23 (21)72 (10)

11 (2

2)43

(11)

34 (3

1)

35 (57)569 (865)

21 (27)

7 (15)805 (661)25 (24)


143 (134)558 (529)55 (66)

53 (7

4)43

0 (5

29)

92 (9

3)

71 (106)557 (760)125 (153)

111 (104)652 (588)72 (71)


21 (31)717 (606)26 (63)

23 (2

3)40

5 (6

02)

42 (4

0)

53 (57)160 (239)

26 (50)

65 (59)193 (164)27 (14)


60 (70)508 (623)103 (171)

87 (7

0)45

4 (4

79)

39 (4

3)

68 (107)258 (334)

40 (53)

138 (124)350 (316)101 (88)


115 (112)330 (311)46 (58)

58 (6

5)25

0 (2

76)

72 (5

1)

87 (92)675 (1110)

56 (99)

43 (31)866 (793)58 (46)


96 (91)361 (341)68 (66)

64 (8

8)24

8 (3

20)

83 (1

01)

87 (96)719 (1015)

53 (88)

33 (41)927 (780)118 (126)


87 (77)918 (547)83 (89)

92 (1

27)

470

(672

)87

(101

)

151 (84)697 (1058)

65 (96)

67 (56)921 (926)164 (114)


87 (32)90 (31)64 (33)

234 (258)887 (1243)

815 (821)290 (274)


324

(306

)28

(44)

301

(332

)

786 (1209)74 (76)

44 (52)856 (778)


247(157)

705(995)

86(157)

141

(187

)89

7 (9

26)

21 (3

0)

26 (40)443 (593)110 (185)

113 (96)749 (348)164 (162)


149(118)

792(839)

83(57)

106

(150

)68

9 (8

06)

107

(51)

128 (100)629 (572)122 (122)

45 (73)620 (407)119 (96)


95 (84)1515 (1442)

1285

(142

7)29

(48)

10 (35)135 (78)


64 (131)97 (149)245 (212)

87 (3

4)17

1 (9

4)68

(27)

16 (45)336 (393)

152 (87)

185 (91)462 (436)46 (33)


40(45)

90(83)

192 (144)49 (20)

69 (62)208 (148)


23 (6

)60

(34)

67 (32)215 (193)

215 (173)22 (4)


62(35)

108(91)

3(1)

4 (4

)11

0 (6

8)48

(37)

55 (67)6 (1)

71 (28)

3 (4)2 (8)3 (2)


198 (205)149 (175)38 (29)

1 (0

)15

9 (1

40)

60 (4

9)

50 (87)102 (97)

247 (271)

29 (11)110 (65)3 (4)



P | 37

PROPOSED PROJECT Trip Generation The proposed project has a buildout year of 2020 and includes up to 1,800 dwelling units that would replace the 700 existing public housing units, and would consist of approximately 700 public housing units, 700 affordable rental units, and 400 ownership condominium units. The 1,800 dwelling units include 100 senior housing units. The project also proposes community facilities, open space, potential high school expansion and new elementary school, commercial and retail space, and the potential redevelopment of existing light-industrial parcels located along Alameda Street. The ITE trip generation rates have several codes for housing units. ITE code 220 (Apartments) was used to calculate the trip generation for all non-senior rental dwelling units despite the diversity of proposed building types because it includes a large sample size used to develop the trip generation rate of low-, mid-, and high-rise apartments. ITE code 252 (Elderly Housing, Attached) was used to calculate the trip generation for all senior units, and the ownership units were calculated using ITE code 230 (Residential Condominium/Townhouse). Project Trip Generation Zones The proposed project trip generation rates were allocated to eight separate trip generation zones within the Traffix model based on the land use type and location within the project site. These trip generation zones in the Traffix model were used to determine the loading points as well as the distribution of the project volumes onto the adjacent roadway network. An illustration of the location of the trip generation zones is shown in Figure 9. Trip Credits Housing and Community Facilities The project includes community facilities including a family resource center. The center will be a community hub of activity and learning for residents. The facility is intended primarily for the Jordan Downs community, and provides needed facilities on-site. Therefore, an internal capture rate of 50 percent was assumed for these community facilities. The 1,300 rental housing units, along with the 100 senior rental housing units, are considered affordable housing, and are therefore eligible for the five percent affordable housing credit per LADOT guidelines. This credit is allowed in addition to any transit credit, which is discussed below. Transit

The means of transportation to work for workers 16 years and older from the Census 2000 Summary File 4 for Census Tract 2421 (Jordan Downs) is summarized below in Table 9. As shown, approximately 66 percent of workers use a car, truck or van to travel to work, 25 percent use public transportation, seven percent walk, and two percent use a bicycle.

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt

P | 3

8

Fi

gure

9 –

Pro

pose

d Pr

ojec

t Tri

p G

ener

atio

n Zo

nes

INSE

RT

FIG

UR

E

NN

ot to

Sca

le

Cen

tury

Blv

d.

103r

d St

.

97th

St.

Alameda St. (W)Alameda St. (E)

Grape St.

Zon

e 1

Zon

e 2

Zon

e 3

Zon

e 4

Zon

e 5

Zon

e 6

Zon

e 7

Zon

e 8


P | 39

Table 9 – Means to Work for Jordan Downs in 2000 (Census Tract 2421)

Means to Work Workers PercentCar, truck, or van: 193 66% Public transportation: 73 25% Walked 19 7% Bicycle 7 2% Total 292

Source: US Census 2000 Current bus routes serving the project site are the LADOT Watts Dash Route and Metro Routes 117 and 254. As a result of the proposed project potentially extending Century Boulevard/Tweedy Boulevard to Alameda Street, Metro Route 117 could be rerouted through the project site where transit amenities would be constructed. Metro Route 117 is currently routed around the project site from Century Boulevard, south to 103rd Street, and north to Tweedy Boulevard, due to the lack of a Century Boulevard connection to Tweedy Boulevard at Alameda Street. Due to the high transit usage, and census data, the Los Angeles Department of Transportation has permitted a transit credit of 15 percent for project trips.

Existing Land Use

Existing project site land uses include 700 dwelling units (ITE Code 220 – Apartments); 260,000 square feet of general light industrial (ITE Code 110 – Light Industrial) which is located in parcels along Alameda Street; and Jordan Downs High School (ITE Code 530 – High School).

Pass-by Trips

LADOT Traffic Study Guidelines allow credit for pass-by trips for commercial/retail uses. The proposed project contains several proposed commercial parcels:

� 150,000 square feet of commercial/retail � 60,000 square feet of commercial � Two sites of 10,000 square feet of ground floor commercial/retail

Pass-by trip reductions for these sites were calculated using the LADOT Traffic Study Guidelines Attachment G: LADOT Policy on Pass-By Trips.

� Parcels with less than 50,000 square feet would have a 50 percent pass-by trip discount rate applied.

� Parcels between 50,000 and 100,000 square feet would have a 40 percent pass-by trip discount rate applied.

� Parcels above 100,000 would have a 30 percent pass-by trip discount rate applied. The proposed project trip generation is shown in Table 10 below, and includes the affordable housing, transit, and pass-by credits discussed above. As shown, the project is projected to produce approximately 14,150 daily trips, 1,166 AM peak hour trips, and 1,265 PM peak hour trips.


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Table 10 – Estimated Jordan Downs Trip Generation

Land Use Building Area (ksf) / DU/ Ac/

Students

ITE No.

TRIPS Daily AM Peak PM Peak

In Out Total In Out Total In Out Total

Residential

Existing Residential (700) 220 (2,328) (2,328) (4,655) (71) (286) (357) (282) (152) (434) Residential (rental) 1,300 220 4,323 4,323 8,645 133 530 663 524 282 806 Residential (senior) 100 252 174 174 348 5 8 13 10 6 16

5% Affordable Housing Credit (Existing and Project) (108) (108) (217) (3) (13) (16) (13) (7) (19) Residential (condo) 400 230 1,162 1,162 2,324 30 146 176 139 69 208

Residential Subtotal 3,223 3,223 6,445 93 387 479 378 198 577

Community Facilities*

Family Resource Center 50 495 570 570 1,140 49 32 81 27 46 73 Joint Use Gym 17 495 194 194 388 17 11 28 9 16 25

Community Facility 3 495 34 34 68 3 2 5 2 3 4 Internal Community Trips (50 %) (399) (399) (798) (35) (22) (57) (19) (32) (51)

Community Facilities Subtotal 399 399 798 35 22 57 19 32 51

Open Space Open Space 8.9 411 7 7 14 mm mm mm mm mm mm

Garden 2.5 411 2 2 4 mm mm mm mm mm mm Open Space Subtotal 9 9 18 mm mm mm mm mm mm

School

Future Additional High School Students** 750 530 641 641 1,283 158 135 293 46 52 98

Future Elementary School Students** 650 520 419 419 839 143 137 280 48 50 98

School Subtotal 1,061 1,061 2,121 301 272 572 94 101 195

Commercial

Existing Light Ind. Uses (80) 110 (279) (279) (558) (65) (9) (74) (9) (68) (78) Parcel 1 Shopping Ctr 150 820 3,221 3,221 6,441 92 59 150 274 285 560

Pass-by Trips*** (966) (966) (1,932) (27) (18) (45) (82) (86) (168) Subtotal 1,976 1,976 3,951 (1) 32 31 183 131 314

Existing Light Ind. Uses (58.0) 110 (202) (202) (404) (47) (6) (53) (7) (50) (56) Parcel 2 Shopping Ctr 60.0 820 1,288 1,288 2,576 37 23 60 110 114 224

Pass-by Trips*** (515) (515) (1,031) (15) (9) (24) (44) (46) (90) Subtotal 571 571 1,142 (25) 8 (17) 59 19 78

Parcel 30c - - - - - - - - - Light Industrial 47.5 110 166 166 331 38 5 44 6 41 46

Office 47.5 710 261 261 523 65 9 74 12 59 71 Subtotal 427 427 854 103 14 117 18 99 117

Parcel 31 Existing Light Ind. Uses (63.0) 110 (220) (220) (439) (51) (7) (58) (7) (54) (61)

Light Industrial 47.5 110 166 166 331 38 5 44 6 41 46 Office 47.5 710 261 261 523 65 9 74 12 59 71

Subtotal 207 207 415 52 7 59 10 46 56

Parcel 32 Existing Light Ind. Uses (61.0) 110 (213) (213) (425) (49) (7) (56) (7) (52) (59)

Light Industrial 50.0 110 174 174 349 40 6 46 6 43 49 Office 50.0 710 275 275 551 68 9 78 13 62 75

Subtotal 237 237 474 59 8 67 11 52 64

Parcel 16 Shopping Ctr 10.0 820 215 215 429 6 4 10 18 19 37 Pass-by Trips*** (107) (107) (215) (3) (2) (5) (9) (10) (19)

Parcel 17 Shopping Ctr 10.0 820 215 215 429 6 4 10 18 19 37 Pass-by Trips*** (107) (107) (215) (3) (2) (5) (9) (10) (19)

Subtotal 215 215 429 6 4 10 18 19 37

Commercial Subtotal 3,632 3,632 7,265 195 73 268 299 367 666 Project Subtotal 8,324 8,324 16,647 623 753 1,376 790 698 1,488

15% Transit Credit (1,249) (1,249) (2,497) (97) (113) (210) (118) (105) (223) Total Project Trips 7,075 7,075 14,150 525 640 1,166 671 594 1,265

Notes: mm = minimal See Figure 1 for commercial parcel locations. * Community facilities will be primarily designed as on-site facilities for Jordan Downs residents resulting in a 50% internal capture assumption ** AM Peak Hour School Trip Generation Rates from LAUSD trip generation rates for schools in the South Region, per the March 14, 2005 Memorandum of Cooperation between the LAUSD and LADOT *** Pass-By Trips are trips made as intermediate stops on the way from an origin to a primary trip destination. To account for trips that come from the everyday traffic stream (i.e., existing traffic on Alameda Street or 103rd Street), peak hour pass-by reduction factors were utilized (Source: City of Los Angeles Traffic Study Guidelines, March 2002).


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Proposed Century Boulevard Extension One key project design feature is the roadway component which extends Century Boulevard from Grape Street to Tweedy Boulevard. Under existing conditions, Century Boulevard is a two-lane roadway from Wilmington Avenue to Grape Street. East of Grape Street, it becomes a small driveway serving internal land uses, and currently there is no roadway east of the driveway. As designed in the Master Plan, the Century Boulevard/Tweedy Boulevard Extension is a two-lane facility through the project site, with the exception of the segment from Laurel Street to Alameda Street, where a four-lane facility is proposed in order to provide adequate storage for the eastbound portion of the intersection of Alameda Street and Century/Tweedy Boulevard. In order to accommodate the westbound through movement of traffic from Tweedy Boulevard into the project site, another project design feature is restriping the westbound approach at Alameda Street and Century/Tweedy Boulevard as a shared left-through lane and a right-turn lane. While the City of Los Angeles designates Century Boulevard from Grape Street to Alameda Street as a Major Highway Class II roadway with four peak-hour lanes in its General Plan Transportation Element, the Jordan Downs Master Plan envisions a more local, less-automobile-oriented roadway. In addition, a two-lane collector street is consistent with the existing Century Boulevard west of Grape Street, and would avoid the need to obtain the right-of-way necessary for a four-lane facility between Grape Street and Wilmington Avenue. The proposed extension segment is shown on the site plan in Figure 1. In order to forecast changes in study area traffic patterns due to the extension of Century Boulevard between Grape Street and South Alameda Street, the SCAG Regional Travel Demand Model was utilized. The 2008 analysis model year was used and two model scenarios were conducted. One model scenario was conducted in the current roadway network configuration without the Century Boulevard Extension, and one model scenario was conducted with the Century Boulevard Extension for the daily, A.M., and P.M. peak hours. These two scenarios were compared to determine forecasted differences in roadway volumes due to the presence of the Century Boulevard Extension. In addition, a “select link” model analysis was conducted for the Century Boulevard Extension; this shows the origin and destination of all modeled trips using the roadway link. The analysis showed that changes to local volumes would occur with the Century Boulevard Extension, and would increase east-west volumes along Century Boulevard, and decrease east-west traffic along parallel routes such as Firestone Boulevard, 92nd Street, and 103rd Street. In particular, traffic that formerly traveled between the existing Century Boulevard (west of Grape Street) and Tweedy Boulevard (east of Alameda Street) via 103rd Street and Alameda Street was redistributed to the Century Boulevard Extension. The differences in model scenarios with and without the Century Boulevard Extension, the “select link” analysis, and existing intersection turning movements were used to determine the forecasted specific turning movement changes due to the potential extension of Century Boulevard thorough the proposed project site. The localized redistribution of traffic with the Century Boulevard Extension is shown in Figure 10. In the Existing Plus Ambient Growth Plus Related Projects conditions (no-project conditions), the extension of Century Boulevard would not occur, therefore volumes are not redistributed.

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Trip Distribution and Assignment Trip distribution assumptions are used to determine the origin and destination of new vehicle trips associated with the project. In order to determine the project trip geographic distribution, Iteris utilized the Los Angeles County Congestion Management Program (CMP) and the SCAG regional travel demand model. The CMP was first used to identify the potential directional project trip distribution, then a “select zone” analysis was run in the SCAG model (for the traffic analysis zone representing Jordan Downs) to further refine the distribution to the local level. The SCAG model select zone analysis showed that approximately 50 percent of the trips from the zone had local area trip ends (between I-110 to the west, 120th Street to the south, Manchester Avenue to the north, and Long Beach Boulevard to the east). The project trip distribution is illustrated in Figures 11A (Residential) and 11B (Commercial), which also notes where the local trips are estimated to drop off the roadway system. The net number of trips generated by the project was then assigned to the surrounding roadway system based on the project trip distribution to estimate the project related peak-hour traffic at each of the study intersections. Figures 12A (inbound) and 12B (outbound) illustrate the project trip assignment onto the future roadway network during the AM and PM peak hours. The project trip assignment was then added to the Existing Plus Ambient Growth Plus Related Projects traffic volumes. The Existing Plus Ambient Growth Plus Related Projects Plus Project lane configurations and traffic control at the 41 study intersections are provided in Figure 13. The resulting Existing Plus Ambient Growth Plus Related Projects Plus Project traffic volumes for the AM and PM peak hours are illustrated in Figure 14.

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P | 46

Figure 12 – Project Trip Assignment

INSERT FIGURE

#1F

Alameda St/irestone Blvd

14 (1

8)9 (13)

Alameda St (W)/nd St

#292

23 (3

1)


44 (82)10

(3)

13 (1

4)

9 (2)

5 (2)18 (29)


38 (21)44 (82)

1 (2

)


52 (63)30 (40)


21 (27)

7 (6)

16 (20)


28 (1

0)

44 (109)66 (26)


9 (10)78 (109)

8 (12)32 (26)


87 (119)#10 Wilmington Ave/

108th St

87 (119)


87 (119)


38 (51)35 (44)


21 (27)

17 (24)


7(11)

7(6)


11(22)

31 (3

8)

167 (212)


11 (22)19 (11)


30 (33)


6 (5)17 (24)

#19 Central Ave/92nd St(N)

0(1)

0 (2

)29

(36)


37(47)

47 (5

9)

83 (106)



P | 47


37 (47)


37 (47)


37 (47)


9 (11)

14 (18)


83 (106)


16 (20)

21 (2

7)

46 (59)


16 (2

0)#28 Avalon Blvd/

120th St

14 (18)


3 (3)

3 (3

)

41 (52)


41 (52)


21 (27)


41 (52)


20 (2

6)

21 (27)


25 (33)


18 (24)


18 (1

6)5

(14)

5 (1)


23 (31)


4(16)

1 (5)


5 (22)


4(17)

35(71)

5 (22)187 (240)

33 (31)


17 (22)

209 (272)



P | 48


16 (16)10 (12)


27 (28)


12 (5)27 (28)67 (64)


67 (6

4)2

(15)

23 (22)


36 (3

6)54

(50)


19 (1

8)26

(24)


88 (8

4)

49 (45)20 (41)


14 (7

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(8)

112 (97)25 (30)0 (1)


126

(105

)


126

(105

)


126

(105

)


53 (4

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(15)


26 (2

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44 (38)


18 (18)202 (188)36 (35)


18 (1

8)

14 (14)


32 (3

1)


4 (6

)

27 (18)

#19 Central Ave/92nd St(N)

34(33)

1 (1)2 (1)


45 (42)102 (93)55 (54)



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45 (4

2)


45 (4

2)


45 (4

2)


12 (9)19 (15)


102 (93)


19 (18)57 (52)25 (24)


19 (18)


19 (15)


3 (3)51 (46)3 (3)


51 (46)


26 (24)


26 (24)25 (22)


26 (24)


29 (30)


20 (23)


12 (5)

15 (23)


27 (28)


17 (9)5 (3)


22 (11)


42(52)

17 (9

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(12)

50 (64)220 (191)


0 (1)

29 (15)256 (240)



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Figure 13 – Existing Plus Ambient Growth Plus Related Projects Plus Project Geometry And Traffic Control

INSERT FIGURE #1 Alameda St/Firestone Blvd




















Legend


Lane Configuration


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Legend


Lane Configuration


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Figure 14 – Existing Plus Ambient Growth Plus Related Projects Plus Project Peak Hour Traffic Volumes


140 (105)1145 (919)116 (201)

104

(142

)83

2 (1

056)

29 (5

7)

48 (53)613 (1045)

154 (168)

212 (175)842 (689)178 (108)


164 (113)1132 (1098)65 (80)

45 (5

7)96

6 (1

158)

114

(130

)

132 (163)401 (408)171 (138)

91 (11)339 (278)72 (39)


46 (84)1268 (1278)124 (183)

200

(188

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91 (1

249)

35 (3

8)

15 (23)210 (212)

78 (72)

120 (169)179 (191)315 (271)


112 (102)1274 (1351)

1137

(134

5)10

8 (1

39)

180 (186)88 (120)


972 (1054)140 (160)

180

(213

)10

37 (1

247)

366 (208)387 (257)


221 (195)709 (743)69 (134)

108

(154

)67

4 (6

88)

582

(462

)

481 (485)419 (1192)162 (163)

105 (116)1103 (600)178 (87)


29 (16)18 (17)10 (19)

78 (7

6)22

9 (1

75)

97 (196)292 (275)

276 (181)93 (68)


154 (144)389 (361)126 (190)

18 (3

1)20

5 (2

87)

64 (6

0)

67 (52)214 (215)

92 (119)

174 (150)266 (205)38 (8)


5 (9)541 (684)26 (50)

24 (3

3)60

3 (5

47)

1 (4

)

5 (5)23 (29)14 (17)

84 (50)25 (24)74 (65)


29 (31)541 (712)20 (22)

15 (2

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4 (5

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55 (3

3)

29 (30)103 (97)

24 (27)

72 (24)123 (52)5 (16)


7 (19)580 (769)55 (29)

43 (2

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8 (5

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5 (3

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1 (1)38 (16)9 (15)

66 (33)23 (8)42 (29)


410 (339)746 (954)

701

(709

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1 (3

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444 (410)660 (218)


156 (108)808 (754)37 (73)

105

(79)

813

(596

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9 (7

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127 (292)111 (246)

57 (74)

65 (103)272 (157)164 (137)


438(545)

4(26)

118(334)

11 (7

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(26)

46 (4

3)

354 (286)834 (1603)

398 (324)

796 (619)1197 (738)14 (17)


83(137)

292(368)

50(97)

94 (8

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6 (3

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29 (3

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33 (78)452 (599)105 (124)

99 (71)518 (471)139 (107)


111 (127)374 (410)142 (143)

43 (6

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3 (3

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70 (7

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68 (83)197 (321)129 (90)

126 (133)247 (342)54 (87)


32 (34)608 (506)90 (77)

18 (2

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6 (5

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30 (5

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82 (32)57 (80)29 (58)

128 (46)111 (59)107 (31)


103(73)

307(198)

84(47)

105

(56)

285

(267

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2 (8

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176 (103)389 (342)

91 (112)

58 (45)384 (366)145 (77)


25(35)

603(581)

6(8)

87 (1

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524

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(72)

32 (46)172 (179)

46 (63)

36 (44)181 (157)177 (145)


190(167)

829(879)

97(133)

99 (1

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737

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3 (1

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90 (135)428 (634)168 (201)

115 (98)565 (477)113 (127)



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35 (52)923 (1048)187 (215)

67 (9

6)94

0 (9

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22 (3

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34 (42)165 (183)

43 (39)

149 (156)200 (205)163 (119)


128 (151)1073 (1179)

1070

(113

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2 (8

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73 (152)134 (151)


1118 (1256)83 (69)

75 (8

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29 (1

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70 (69)103 (99)


86 (69)640 (869)147 (98)

152

(125

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9 (6

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50 (8

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89 (135)355 (363)

50 (87)

141 (88)448 (278)154 (166)


20 (31)23 (21)72 (10)

11 (2

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(11)

34 (3

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35 (57)672 (990)

21 (27)

7 (15)927 (774)25 (24)


143 (134)558 (529)71 (86)

74 (1

01)

430

(529

)92

(93)

71 (106)623 (839)125 (153)

130 (122)729 (660)97 (95)


21 (31)736 (624)26 (63)

23 (2

3)42

1 (6

22)

42 (4

0)

53 (57)160 (239)

26 (50)

65 (59)193 (164)27 (14)


60 (70)508 (623)117 (189)

87 (7

0)45

4 (4

79)

39 (4

3)

68 (107)258 (334)

40 (53)

157 (139)350 (316)101 (88)


115 (112)330 (311)49 (61)

61 (6

8)25

0 (2

76)

72 (5

1)

87 (92)726 (1172)

56 (99)

46 (34)927 (849)61 (49)


96 (91)361 (341)68 (66)

64 (8

8)24

8 (3

20)

83 (1

01)

87 (96)770 (1077)

53 (88)

33 (41)989 (837)118 (126)


87 (77)918 (547)83 (89)

92 (1

27)

470

(672

)87

(101

)

151 (84)723 (1090)

65 (96)

67 (56)952 (955)164 (114)


87 (32)90 (31)64 (33)

234 (258)933 (1300)

846 (850)315 (296)


344

(332

)28

(44)

301

(332

)

813 (1241)74 (76)

44 (52)888 (807)


247(157)

705(995)

86(157)

141

(187

)89

7 (9

26)

21 (3

0)

26 (40)472 (623)110 (185)

113 (96)774 (381)164 (162)


149(118)

792(839)

83(57)

106

(150

)68

9 (8

06)

107

(51)

128 (100)750 (695)122 (122)

45 (73)739 (532)119 (96)


95 (84)1508 (1427)

1284

(142

3)34

(62)

25 (58)140 (79)


64 (131)97 (149)245 (212)

87 (3

4)17

1 (9

4)68

(27)

16 (45)523 (583)152 (87)

185 (91)647 (626)46 (33)


40(45)

94(99)

193 (149)49 (20)

86 (71)213 (151)


23 (6

)60

(34)

67 (32)220 (215)

237 (184)22 (4)


104(87)

112(108)

38(72)

4 (4

)12

7 (7

7)71

(49)

60 (89)354 (402)

104 (59)

53 (68)383 (360)3 (2)


128 (137)129 (155)74 (71)

21 (2

0)13

9 (1

20)

60 (4

9)

50 (87)431 (489)177 (201)

78 (46)485 (425)23 (24)



P | 54

EXISTING PLUS AMBIENT GROWTH PLUS RELATED PROJECTS PLUS PROJECT CONDITIONS Existing Plus Ambient Growth Plus Related Projects Plus Project conditions represent future traffic growth and operating conditions due to ambient growth, specific, planned or approved development projects in the study area, and traffic generated by the proposed project. Results from this scenario represent future with project conditions for all study intersections. Existing Plus Ambient Growth Plus Related Projects Plus Project Level of Service All study intersections were evaluated using the City of Los Angeles traffic impact analysis guidelines. Intersections that fall within multiple jurisdictions were also evaluated according to the specific guidelines from each individual jurisdiction. All signalized study intersections were evaluated under this scenario using the CMA - Circular Planning 212 methodology per City of Los Angeles Traffic Study Policies and Procedures. Level of service analyses under the Existing Plus Ambient Growth Plus Project Plus Related Projects condition were performed for both AM and PM peak hours and are summarized below in Table 11.

As shown, the results indicate that per CMA - Circular Planning 212 methodology, four signalized study intersections are projected to experience a significant project-related impact. Of those, three study intersections are projected to experience a significant project-related traffic impact during the AM peak hour, and four study intersections are projected to experience a significant project-related traffic impact during the PM peak hour under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario, as follows:

� #1 Alameda Street and Firestone Boulevard (PM Peak Hour) � #5 Alameda Street (W) and Century Boulevard/Martin Luther King Jr. Boulevard (AM and PM

Peak Hours) � #20 Central Avenue and Century Boulevard (AM and PM Peak Hour) � #35 Long Beach Boulevard and Tweedy Boulevard (AM and PM Peak Hours)

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt T

able

11

– Ex

istin

g Pl

us A

mbi

ent G

row

th P

lus R

elat

ed P

roje

cts P

lus P

roje

ct P

eak

Hou

r L

OS

- (C

ity o

f Los

Ang

eles

Gui

delin

es -

CM

A)

#In

ters

ectio

n Ju

risd

ictio

n

AM

Pea

k H

our

PM P

eak

Hou

r E

xist

ing

+ A

G +

R

P E

xist

ing

+ A

G +

R

P +

Proj

ect

� in

V/C

Si

gIm

pact

Yes

/No

Exi

stin

g +

AG

+

RP

Exi

stin

g +

AG

+

RP+

Pro

ject

�

in V

/C

Sig

Impa

ct

Yes

/No

LO

S V

/C

LO

S V

/C

LO

S V

/C

LO

S V

/C

1 A

lam

eda

St/F

irest

one

Blv

d C

ount

y of

LA

D

0.

824

D

0.83

5 0.

011

No

E 0.

919

E 0.

932

0.01

3 Y

es

2 A

lam

eda

St (W

)/92n

d St

C

ount

y of

LA

C

0.

761

C

0.75

6 -0

.005

N

o C

0.

741

C

0.74

1 0.

000

No

3 A

lam

eda

St (W

)/ Tw

eedy

Blv

d **

(f

utur

e) C

ity o

f LA

E

0.92

9 C

0.

761

-0.1

68

No

E 0.

957

D

0.81

1 -0

.146

N

o

4 A

lam

eda

St/1

03rd

St +

City

of L

A/L

ynw

ood

B

0.68

4 B

0.

604

-0.0

80

No

C

0.79

7 C

0.

707

-0.0

90

No

5 A

lam

eda

St (W

)/Cen

tury

Blv

d/M

LK

Lynw

ood

C

0.72

3 C

0.

788

0.06

5 Y

es

B

0.68

1 C

0.

756

0.07

5 Y

es

6 A

lam

eda

St (W

)/Im

peria

l Hig

hway

C

ount

y of

LA

/Lyn

woo

d E

0.96

9 E

0.97

2 0.

003

No

D

0.82

6 D

0.

843

0.01

7 N

o

7 G

rape

St/1

03rd

St +

City

of L

A

A

0.42

2 A

0.

483

0.06

1 N

o A

0.

380

A

0.44

2 0.

062

No

8 W

ilmin

gton

Ave

/103

rd S

t + C

ity o

f LA

A

0.

328

A

0.33

0 0.

002

No

A

0.33

1 A

0.

335

0.00

4 N

o

9 W

ilmin

gton

Ave

/San

ta A

na B

lvd

+ C

ity o

f LA

A

0.

306

A

0.39

0 0.

084

No

A

0.36

7 A

0.

446

0.07

9 N

o

10

Wilm

ingt

on A

ve/1

08th

St +

City

of L

A

A

0.45

4 A

0.

538

0.08

4 N

o A

0.

449

A

0.52

8 0.

079

No

11

Wilm

ingt

on A

ve/1

11th

St +

City

of L

A

A

0.41

2 A

0.

496

0.08

4 N

o A

0.

431

A

0.51

0 0.

079

No

12

Wilm

ingt

on A

ve/I-

105

EB R

amps

+ C

ity o

f LA

/Cou

nty

of

LA

D

0.87

8 D

0.

897

0.01

9 N

o B

0.

629

B

0.67

4 0.

045

No

13

Wilm

ingt

on A

ve/1

20th

St

Cou

nty

of L

A

A

0.58

5 B

0.

605

0.02

0 N

o A

0.

572

A

0.59

7 0.

025

No

14

I-10

5 W

B R

amps

/Impe

rial H

ighw

ay

+ C

ity o

f LA

/Cou

nty

of

LA

D

0.85

8 D

0.

861

0.00

3 N

o D

0.

815

D

0.81

9 0.

004

No

15

Com

pton

Ave

/Cen

tury

Blv

d +

City

of L

A

A

0.27

5 A

0.

374

0.09

9 N

o A

0.

331

A

0.45

0 0.

119

No

16

Com

pton

Ave

/103

rd S

t + C

ity o

f LA

A

0.

346

A

0.31

5 -0

.031

N

o A

0.

422

A

0.39

1 -0

.031

N

o

17

Com

pton

Ave

/108

th S

t + C

ity o

f LA

B

0.

664

B

0.68

4 0.

020

No

A

0.49

3 A

0.

513

0.02

0 N

o

18

Com

pton

Ave

/120

th S

t C

ount

y of

LA

A

0.

484

A

0.49

8 0.

014

No

A

0.37

2 A

0.

383

0.01

1 N

o

19

Cen

tral A

ve/9

2nd

St +

City

of L

A

A

0.46

6 A

0.

471

0.00

5 N

o A

0.

500

A

0.50

6 0.

006

No

20

Cen

tral A

ve/C

entu

ry B

lvd

+ C

ity o

f LA

B

0.

670

C

0.78

4 0.

114

Yes

B

0.

664

C

0.77

9 0.

115

Yes

21

Cen

tral A

ve/1

03rd

St +

City

of L

A

A

0.55

6 A

0.

517

-0.0

39

No

A

0.59

4 A

0.

557

-0.0

37

No

22

Cen

tral A

ve/1

08th

St (

N) +

City

of L

A

A

0.44

3 A

0.

459

0.01

6 N

o A

0.

498

A

0.51

2 0.

014

No

23

Cen

tral A

ve/1

08th

St (

S) +

City

of L

A

A

0.45

3 A

0.

466

0.01

3 N

o A

0.

504

A

0.52

1 0.

017

No

24

Cen

tral A

ve/1

20th

St +

City

of L

A

A

0.46

8 A

0.

475

0.00

7 N

o A

0.

506

A

0.51

1 0.

005

No

P | 5

5

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt

P | 5

6

#In

ters

ectio

n Ju

risd

ictio

n

AM

Pea

k H

our

PM P

eak

Hou

r E

xist

ing

+ A

G +

R

P E

xist

ing

+ A

G +

R

P +

Proj

ect

� in

V/C

Si

gIm

pact

Yes

/No

Exi

stin

g +

AG

+

RP

Exi

stin

g +

AG

+

RP+

Pro

ject

�

in V

/C

Sig

Impa

ct

Yes

/No

LO

S V

/C

LO

S V

/C

LO

S V

/C

LO

S V

/C

25

McK

inle

y A

ve/C

entu

ry B

lvd

+ C

ity o

f LA

A

0.

256

A

0.29

7 0.

041

No

A

0.24

9 A

0.

291

0.04

2 N

o

26

Ava

lon

Blv

d/C

entu

ry B

lvd

+ C

ity o

f LA

A

0.

449

A

0.48

1 0.

032

No

A

0.54

2 A

0.

583

0.04

1 N

o

27

Ava

lon

Blv

d/92

nd S

t + C

ity o

f LA

A

0.

351

A

0.35

7 0.

006

No

A

0.37

3 A

0.

379

0.00

6 N

o

28

Ava

lon

Blv

d/12

0th

St +

City

of L

A

A

0.40

6 A

0.

406

0.00

0 N

o A

0.

459

A

0.46

9 0.

010

No

29

San

Pedr

o St

/Cen

tury

Blv

d +

City

of L

A

A

0.48

7 A

0.

510

0.02

3 N

o A

0.

531

A

0.55

7 0.

026

No

30

Mai

n St

/Cen

tury

Blv

d +

City

of L

A

A

0.51

6 A

0.

537

0.02

1 N

o A

0.

525

A

0.54

6 0.

021

No

31

Figu

eroa

St/C

entu

ry B

lvd

+ C

ity o

f LA

C

0.

704

C

0.71

1 0.

007

No

A

0.54

4 A

0.

552

0.00

8 N

o

32

I-11

0 N

B O

n-R

amp/

Cen

tury

Blv

d +

City

of L

A

A

0.37

2 A

0.

385

0.01

3 N

o A

0.

300

A

0.31

2 0.

012

No

33

I-11

0 SB

Off

-Ram

p/C

entu

ry B

lvd

+ C

ity o

f LA

A

0.

312

A

0.31

9 0.

007

No

A

0.39

5 A

0.

400

0.00

5 N

o

34

Long

Bea

ch B

lvd/

Cen

tury

Blv

d So

uth

Gat

e/Ly

nwoo

d C

0.

769

C

0.77

8 0.

009

No

C

0.75

6 C

0.

766

0.01

0 N

o

35

Long

Bea

ch B

lvd/

Twee

dy B

lvd

Sout

h G

ate/

Lynw

ood

C

0.73

4 C

0.

775

0.04

1 Y

es

B

0.69

4 C

0.

738

0.04

4 Y

es

36

Ala

med

a St

/97t

h St

* **

(f

utur

e) C

ity o

f LA

/Cou

nty

of L

A

- -

- -

- -

- -

- -

- -

37

Ala

med

a St

(E)/

Twee

dy B

lvd*

**

(fut

ure)

City

of

LA/S

outh

Gat

e -

- -

- -

- -

- -

- -

-

38

Gra

pe S

t/97t

h St

(W)*

C

ity o

f LA

-

- -

- -

- -

- -

- -

-

39

Gra

pe S

t 97t

h St

(E)*

C

ity o

f LA

-

- -

- -

- -

- -

- -

-

40

Gra

pe S

t/Cen

tury

Blv

d*

City

of L

A

- -

- -

- -

- -

- -

- -

41

Wilm

ingt

on A

ve/C

entu

ry B

lvd*

C

ity o

f LA

-

- -

- -

- -

- -

- -

- N

ote:

*

Uns

igna

lized

inte

rsec

tions

are

ana

lyze

d se

para

tely

**

Inte

rsec

tion

will

bec

ome

parti

ally

or f

ully

und

er th

e C

ity o

f Los

Ang

eles

juris

dict

ion

with

ann

exat

ion,

no

ATS

AC

cre

dit i

s tak

en u

nder

Exi

stin

g +

AG

+ R

P co

nditi

ons

+ C

ity o

f Los

Ang

eles

sign

aliz

ed in

ters

ectio

ns re

flect

an

ATS

AC

cre

dit w

hich

redu

ces t

he fi

nal V

/C ra

tio b

y 0.

100


P | 57

ADDITIONAL ANALYSES Unsignalized Intersection Analysis For this study, the unsignalized intersections operating conditions were evaluated using the Highway Capacity Methodology (HCM 2000) for unsignalized intersections. For the study intersections, the overall intersection delay is measured pursuant to procedures accepted by LADOT during the scoping process. If, based on the estimated delay, the resultant LOS “E” or “F” in the “Future With Project” scenario, then the intersection should be evaluated for the potential installation of a new traffic signal. Unsignalized intersections were evaluated to determine the need for the installation of a traffic signal or other specific control device, but are not included in the impact analysis. As shown in Table 12, the results indicate that three of the six unsignalized study intersections are projected to operate at unacceptable LOS F during both the AM and PM peak hours under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario. The results from the signal warrant analyses show that same three intersections are warranted for signal installation under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario.

Table 12 – Existing Plus Ambient Growth Plus Related Projects Plus Project Peak Hour LOS/Signal Warrant - (City of Los Angeles Guidelines)

# Intersection Jurisdiction

Existing + AG + RP + Project Signal Warrants Met

AM Peak Hour PM Peak Hour AM Peak Hour

PM Peak Hour

LOS Del/Veh LOS Del/Veh Yes/No Yes/No

36 Alameda St/97th St City of LA/County of LA F 181.8 F 780.5 Yes Yes

37 Alameda St (E)/Tweedy Blvd City of LA/South Gate F OVRFL F OVRFL Yes Yes

38 Grape St/97th St (W) City of LA B 11.9 B 11.0 - -

39 Grape St 97th St (E) City of LA B 11.3 A 9.8 - -

40 Grape St/Century Blvd City of LA D 32.1 D 30.6 - -

41 Wilmington Ave/Century Blvd City of LA F 81.4 F 63.6 Yes Yes

Note that for intersection 37, Alameda Street (E) at Tweedy Boulevard, the City of South Gate has included in its Fiscal Year 2010 Capital Improvement Program the signalization of this intersection. The City of South Gate will construct a traffic signal for the Los Angeles Unified School District as part of the off-site improvements for the new high school and middle school located on Tweedy Boulevard east of Alameda Street. The cost of construction will be reimbursed by the LAUSD. Intersection Capacity Utilization (ICU) Methodology (County of Los Angeles, City of Lynwood, City of South Gate Guidelines)

In order to facilitate review by other agencies, intersections located in the County of Los Angeles, City of Lynwood, and the City of South Gate were also evaluated under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario using the ICU methodology per guidelines from the individual jurisdictions, as well as their respective impact criteria. Level of service analyses under this scenario were performed for both AM and PM peak hours and are summarized below in Table 13. As shown, the results indicate that using the local jurisdiction’s (other than the city of Los Angeles) ICU methodology, two study intersections are projected to experience a significant impact as a result of the


P | 58

addition of project-related traffic during the AM and PM peak hours under the Existing Plus Ambient Growth Plus Related Projects Plus Project conditions, as follows:

� #1 Alameda Street and Firestone Boulevard (PM Peak Hour) � #12 Wilmington Avenue and I-105 EB Ramps (AM and PM Peak Hours)

Jord

an D

owns

Spe

cific

Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt T

able

13

– Ex

istin

g Pl

us A

mbi

ent G

row

th P

lus R

elat

ed P

roje

cts P

lus P

roje

ct L

OS

- (O

ther

Jur

isdi

ctio

n G

uide

lines

- IC

U)

#In

ters

ectio

n

AM

Pea

k H

our

Juri

sdic

tion

PM P

eak

Hou

r E

xist

ing

+ A

G +

RP

Exi

stin

g +

AG

+

RP

+ Pr

ojec

t �

in V

/C

Sig

Impa

ct

Yes

/No

Exi

stin

g +

AG

+ R

P E

xist

ing

+ A

G +

R

P+ P

roje

ct

� in

V/C

Si

gIm

pact

Yes

/No

LO

S V

/C

LO

S V

/C

LO

S V

/C

LO

S V

/C

Ala

med

a St

/Fire

ston

e B

lvd

Cou

nty

of L

A

D

0.87

2 D

0.

883

0.01

1 N

o E

0.96

1 E

0.97

4 0.

013

Yes

1 2

Ala

med

a St

(W)/9

2nd

St

Cou

nty

of L

A

D

0.81

4 D

0.

811

-0.0

03

No

C

0.79

4 C

0.

794

0.00

0 N

o C

ity o

f LA

* 4

Ala

med

a St

/103

rd S

t -

- -

- -

- -

- -

- -

- Ly

nwoo

d C

0.

799

C

0.72

7 -0

.072

N

o D

0.

899

D

0.81

9 -0

.080

N

o A

lam

eda

St (W

)/Cen

tury

B

lvd/

MLK

Ly

nwoo

d C

0.

744

D

0.80

2 0.

058

No

C

0.70

6 C

0.

773

0.06

7 N

o 5

Cou

nty

of L

A

No

Ala

med

a St

(W)/I

mpe

rial

Hig

hway

6

E 0.

935

E 0.

938

0.00

3 D

0.

811

D

0.82

5 0.

014

No

Lynw

ood

No

No

City

of L

A*

Wilm

ingt

on A

ve/I-

105

EB R

amps

12

-

- -

- -

- -

- -

- -

- C

ount

y of

LA

E

0.97

1 E

0.98

8 0.

017

Yes

C

0.

749

C

0.79

0 0.

041

Yes

13

W

ilmin

gton

Ave

/120

th S

t C

ount

y of

LA

B

0.

649

B

0.66

7 0.

018

No

B

0.63

6 B

0.

660

0.02

4 N

o I-

105

WB

R

amps

/Impe

rial H

ighw

ay

Cou

nty

of L

A

E 0.

910

E 0.

912

0.00

2 N

o E

0.90

1 E

0.90

5 0.

004

No

14

18

Com

pton

Ave

/120

th S

t C

ount

y of

LA

A

0.

551

A

0.56

3 0.

012

No

A

0.44

8 A

0.

459

0.01

1 N

o So

uth

Gat

e N

o Lo

ng B

each

Blv

d/C

entu

ry

Blv

d C

0.

785

C

0.79

3 0.

008

C

0.77

3 C

0.

782

0.00

9 34

N

o Ly

nwoo

d N

o N

o So

uth

Gat

e N

o Lo

ng B

each

Blv

d/Tw

eedy

B

lvd

35

C

0.75

3 C

0.

790

0.03

7 C

0.

719

C

0.75

7 0.

038

No

Lynw

ood

No

No

Not

e: *

City

of L

A in

ters

ectio

ns p

revi

ousl

y an

alyz

ed w

ith C

ity o

f LA

Gui

delin

es u

sing

CM

A m

etho

dolo

gy

P | 5

9


P | 60

Residential Street Analysis The LADOT guidelines state that commercial projects may be required to conduct a residential street impact analysis. A local residential street can be potentially impacted based on an increase in the average daily traffic volumes. The objective of the residential street analysis is to determine the potential for cut-through traffic impacts on a residential street that can result from a Project. Cut-through trips are measured as vehicles that bypass a congested arterial or intersection by instead opting to travel along a residential street. Since Alameda Street, where most of the commercial uses occur, is not considered a congested arterial, and there would be little to no cut-through trips on the residential streets, a residential street analysis was not performed.


P | 61

MITIGATION MEASURES The traffic impact analysis identified impacts at four (4) signalized intersection locations, and also identified three (3) locations that are currently stop sign controlled and may require signalization in the future. Potential mitigation measures are discussed below. Intersection Mitigation Measures To reduce the overall impacts under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario, as defined under the City of Los Angeles Traffic Study Policies, the proposed mitigation measures are suggested for the intersections with significant project-related impacts.

� #1 Alameda Street and Firestone Boulevard – This intersection is located outside the City of Los Angeles under the County of Los Angeles jurisdiction. This intersection is also projected to experience a significant impact using the County of Los Angeles criteria. This intersection is scheduled to be improved via the County’s Traffic Signal Synchronization Program (TSSP), which will facilitate the movement of vehicles through the intersection. No feasible physical mitigation measures were identified for this intersection that would reduce the project-related impact to a less than significant level. Therefore, a significant project impact would remain.

� #5 Alameda Street at Century Boulevard/MLK Boulevard – This intersection is located outside the City of Los Angeles in the City of Lynwood. While it does show a significant impact under City of Los Angeles criteria, it does not show an impact using the City of Lynwood criteria. No feasible mitigation measures have been identified that would mitigate the identified impact.

� #20 Central Avenue at Century Boulevard – At the intersection of Central Avenue and E. Century

Boulevard, because of existing physical constraints, no feasible physical mitigations measures have been identified for this location. Therefore, a significant project impact would remain.

� #35 Long Beach Boulevard at Tweedy Boulevard - This intersection is located outside the City of

Los Angeles in the Cities of South Gate and Lynwood. While it does show a significant impact under City of Los Angeles criteria, it does not show an impact using the City of South Gate or Lynwood criteria. No feasible mitigation measures have been identified that would mitigate the identified impact.

Level of service analyses under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario with mitigations were performed for both AM and PM peak hours and are summarized below in Tables 14 and 15.

Jord

an D

owns

Spe

cific

Pla

n Tr

affic

Impa

ct S

tudy

D

raft

Repo

rt T

able

14

– Ex

istin

g Pl

us A

mbi

ent G

row

th P

lus R

elat

ed P

roje

cts P

lus P

roje

ct W

ith M

itiga

tion

AM

Pea

k H

our

LO

S - (

City

of L

os A

ngel

esG

uide

lines

- C

MA

)

#In

ters

ectio

n Ju

risd

ictio

n

AM

Pea

k H

our

Exi

stin

g +

AG

+R

P E

xist

ing

+ A

G +

R

P +

Proj

ect

� in

V/C

Si

gIm

pact

Yes

/No

Exi

stin

g +

AG

+

RP

+ Pr

ojec

t W

ith M

itiga

tion

� in

V

/C

Res

idua

lIm

pact

Yes

/No

LO

S V

/CL

OS

V/C

LO

S V

/C

1 A

lam

eda

St/F

irest

one

Blv

d C

ount

y of

LA

D

0.

824

D

0.83

5 0.

011

No

D

0.83

5 0.

000

No

5 A

lam

eda

St (W

)/Cen

tury

B

lvd/

MLK

Ly

nwoo

d C

0.

723

C

0.78

8 0.

065

Yes

C

0.78

8 0.

000

Yes

20

Cen

tral A

ve/C

entu

ry B

lvd

City

of L

A

B

0.67

0 C

0.

784

0.11

4 Y

es

C

0.78

4 0.

000

Yes

Lo

ng B

each

Blv

d/Tw

eedy

B

lvd

Sout

h G

ate/

Lynw

ood

C

0.73

4 35

C

0.

775

0.04

1 Y

esC

0.

775

0.00

0 Y

es

Tab

le 1

5 –

Exis

ting

Plus

Am

bien

t Gro

wth

Plu

s Rel

ated

Pro

ject

s Plu

s Pro

ject

With

Miti

gatio

n PM

Pea

k H

our

LO

S - (

City

of L

os A

ngel

esG

uide

lines

- C

MA

)

#In

ters

ectio

n Ju

risd

ictio

n

PM P

eak

Hou

r

Exi

stin

g +

AG

+ R

P E

xist

ing

+ A

G +

R

P +

Proj

ect

� in

V/C

Si

gIm

pact

Yes

/No

Exi

stin

g +

AG

+

RP

+ Pr

ojec

t W

ith M

itiga

tion

� in

V

/C

Res

idua

lIm

pact

Y

es/N

oL

OS

V/C

LO

S V

/CL

OS

V/C

1 A

lam

eda

St/F

irest

one

Blv

d C

ount

y of

LA

E

0.91

9 E

0.93

2 0.

013

Yes

E 0.

932

0.00

0 Y

es

5 A

lam

eda

St (W

)/Cen

tury

B

lvd/

MLK

Ly

nwoo

d B

0.

681

C

0.75

6 0.

075

Yes

C

0.75

6 0.

000

Yes

20

Cen

tral A

ve/C

entu

ry B

lvd

City

of L

A

B

0.66

4 C

0.

779

0.11

5 Y

esC

0.

779

0.00

0 Y

esLo

ng B

each

Blv

d/Tw

eedy

B

lvd

Sout

h G

ate/

Lynw

ood

35

B

0.69

4 C

0.

738

0.04

4 C

0.

738

0.00

0 Y

esY

es

P | 6

2


P | 63

CONGESTION MANAGEMENT PROGRAM ANALYSIS The Congestion Management Program (CMP) was created statewide as a result of Proposition 111 and has been implemented locally by the Los Angeles County Metropolitan Transportation Authority (Metro). The CMP for Los Angeles County requires that the traffic impact of individual development projects of potential regional significance be analyzed. A specific system of arterial roadways plus all freeways comprise the CMP system. A total of 164 intersections are identified for monitoring on the system in Los Angeles County. This section describes the analysis of project-related impacts on the CMP system. The analysis has been conducted according to the guidelines set forth in the 2004 Congestion Management Program for Los Angeles County. According to the CMP Traffic Impact Analysis (TIA) Guidelines developed by the MTA, a traffic impact analysis must include the following, at a minimum:

� All CMP arterial monitoring intersections, including freeway on- or off-ramp intersections, where the proposed project would add 50 or more trips during either the AM or PM weekday peak hours (of adjacent street traffic).

� If CMP arterial segments are being analyzed rather than intersections, the study area must

include all segments where the proposed project will add 50 or more peak hour trips (total of both directions). Within the study area, the TIA must analyze at least one segment between monitored CMP intersections.

� Mainline freeway monitoring locations where the project will add 150 or more trips, in either

direction, during either the AM or PM weekday peak hours.

� Caltrans must also be consulted through a Notice of Preparation (NOP) process to identify other specific locations to be analyzed on the state highway system.

To promote consistency in the TIAs prepared in different jurisdictions, CMP TIAs must conduct intersection LOS calculations using either of the following methods:

� The Intersection Capacity Utilization (ICU) method as specified for CMP highway monitoring; or

� The Critical Movement Analysis (CMA) / Circular 212 method. For the purposes of the CMP, a significant impact occurs when the proposed project increases traffic demand on a CMP facility by two percent of capacity (V/C � 0.02), causing LOS F (V/C > 1.00). If the facility is already at LOS F, a significant impact occurs when the proposed project increases traffic demand on a CMP facility by two percent of capacity (V/C � 0.02). CMP Intersection Analysis

The closest CMP arterial monitoring stations to the proposed Jordan Downs site are at the intersections of:

� Alameda Street and Firestone Boulevard � Alameda Street and Imperial Highway


P | 64

After calculating the number of project-related trips assigned to the street network using the TRAFFIX model, it has been determined that the proposed project will add 50 or more trips to both of the intersections, therefore, CMP intersection analysis is required. The CMP arterial monitoring station located at Alameda Street and Firestone Boulevard will experience an increase of 40 AM project-related trips and 59 PM project-related trips during the weekday. The CMP arterial monitoring station located at Alameda Street and Imperial Highway will experience an increase of 89 AM project-related trips and 95 PM project-related trips during the weekday. As seen in Table 16, the results show that both of the CMP study intersections are projected to operate at satisfactory LOS level under the Existing Plus Ambient Growth Plus Related Plus Project scenario.

Table 16 – CMP Monitoring Intersection Analysis (ICU Methodology)

# Intersection

AM Peak Hour PM Peak Hour

Existing + AG + RP Existing + AG

+ Project + RP � in V/C

SigProject-RelatedImpactYes/No

Existing + AG + RP

Existing + AG + Project

+ RP � in V/C

SigProject-RelatedImpactYes/NoLOS V/C LOS V/C LOS V/C LOS V/C

1 Alameda St / Firestone Blvd D 0.872 D 0.883 0.011 No E 0.961 E 0.974 0.013 No

6 Alameda St (W) / Imperial Hwy E 0.935 E 0.938 0.003 No D 0.811 D 0.825 0.014 No

CMP Mainline Freeway Segment Analysis CMP guidelines require analysis of mainline freeway monitoring locations where the project will add 150 or more trips, in either direction, during either the AM or PM weekday peak hours. In accordance with CMP guidelines, an increase of 0.02 or more in the Demand/Capacity ratio (D/C) with a resulting LOS F is considered a significant impact. The closest CMP mainline freeway monitoring stations are as follows:

� I-105 Freeway – East of Crenshaw Boulevard, west of Vermont Avenue – CMP Station 1042, Post Mile R5.50

� I-105 Freeway – West of I-710, east of Harris Avenue – CMP Station 1043, Post Mile R12.60 � I-110 Freeway – Manchester Avenue – CMP Station 1046, Post Mile 15.86

Table 17 summarizes the project-related trips that would be added to the two CMP Mainline freeway segments by time period, direction and location.

Table 17 – CMP Freeway Analysis

I-105 (e/o Crenshaw, w/o Vermont) I-105 (w/o I-710, e/o Harris) I-110 at Manchester

AM PM AM PM AM PM

NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WBAddedVolume from Project

19 14 15 18 28 35 36 31 25 20 22 26

As noted, according to the guidelines for CMP Transportation Impact Analysis, if the proposed project fails to add 150 or more trips, in either direction, during the AM or PM weekday peak period, no further traffic analysis is required. Based on the table above, the project is not expected to add 150 or more trips


P | 65

at the three closest CMP mainline freeway monitoring stations during both the AM and PM peak hours, thus are not subjected to CMP level analysis.


P | 66

CONCLUSIONS Iteris, Inc. has evaluated 41 intersections located within the jurisdictions of the City of Los Angeles, County of Los Angeles, City of Lynwood, and City of South Gate, for potential significant impacts resulting from the construction of the proposed Jordan Downs Specific Plan. Analysis of projected operating conditions was completed for the Existing, Existing Plus Ambient Growth Plus Related Projects, and Existing Plus Ambient Growth Plus Related Projects Plus Project scenarios. The following observations and conclusions can be made regarding traffic related impacts: � Per City of Los Angeles CMA methodology, under existing traffic conditions, one signalized study

intersection operates at LOS E during the AM peak hour, and one signalized study intersection operates at LOS E during the PM peak hour. No intersections operate at LOS F. The following signalized study intersections are currently operating at LOS E during the AM and/or PM peak hours:

o #3 Alameda Street (W) and Tweedy Boulevard (PM Peak Hour) o #6 Alameda Street (W) and Imperial Highway (AM Peak Hour)

� Per City of Los Angeles CMA methodology, under the Existing Plus Ambient Growth Plus Related

Projects scenario, a total of three signalized study intersections are projected to operate at LOS E, and no intersections are projected to operate at LOS F. Two study intersections are projected to operate at LOS E during the AM peak hour, and two study intersections are projected to operate at LOS E during PM peak hour. The following study intersections are projected to operate at LOS E during the AM and/or PM peak hours:

o #1 Alameda Street and Firestone Boulevard (PM Peak Hour) o #3 Alameda Street (W) and Tweedy Boulevard (AM and PM Peak Hours) o #6 Alameda Street (W) and Imperial Highway (AM Peak Hour)

� Per City of Los Angeles CMA methodology, under the Existing Plus Ambient Growth Plus Related

Projects Plus Project scenario, four signalized study intersections are projected to experience a significant project-related impact. Of those, three study intersections are projected to experience a significant project-related traffic impact during the AM peak hour, and four study intersections are projected to experience a significant project-related traffic impact during the PM peak hour under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario, as follows:

o #1 Alameda Street and Firestone Boulevard (PM Peak Hour) o #5 Alameda Street (W) and Century Boulevard/Martin Luther King Jr. Boulevard (AM and

PM Peak Hours) o #20 Central Avenue and Century Boulevard (AM and PM Peak Hour) o #35 Long Beach Boulevard and Tweedy Boulevard (AM and PM Peak Hours)

� To reduce the overall impacts under the Existing Plus Ambient Growth Plus Related Projects Plus

Project scenario, the proposed mitigation measures were investigated for the intersections with significant project-related impacts and analyzed using the CMA methodology:

o #20 Central Avenue at Century Boulevard – No feasible physical mitigation measures were

identified for this intersection that would reduce the project-related impact to a less than significant level. Therefore, a significant project impact would remain.


P | 67

� The following three intersections experience impacts under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario. All three intersections are located outside the City of Los Angeles. No mitigation measures have been identified that would reduce impacts to a less than significant level, therefore significant project related impacts would remain.

o #1 Alameda Street and Firestone Boulevard – This intersection is located outside the City of

Los Angeles under the County of Los Angeles jurisdiction. This intersection is also shown to experience a significant impact using the County of Los Angeles criteria. However, the intersection is scheduled to be improved via the County’s Traffic Signal Synchronization Program (TSSP), which will facilitate the movement of vehicles through the intersection. No feasible physical mitigation measures were identified for this intersection that would reduce the project-related impact to a less than significant level. Therefore, a significant project impact would remain.

o #5 Alameda Street at Century Boulevard/MLK Avenue – This intersection is located outside the City of Los Angeles in the City of Lynwood. While it does show a significant impact under City of Los Angeles criteria, it does not show an impact using the City of Lynwood criteria.

o #35 Long Beach Boulevard at Tweedy Boulevard - This intersection is located outside the City of Los Angeles in the Cities of South Gate and Lynwood. While it does show a significant impact under City of Los Angeles criteria, it does not show an impact using the City of South Gate or Lynwood criteria.

� Per City of Los Angeles guidelines, unsignalized study intersections were evaluated using the

Highway Capacity Methodology (HCM 2000). Intersections that are projected to operate at LOS E or F during the “Future With Project” condition are evaluated for potential installation of a new traffic signal. Three of the six unsignalized study intersections are projected to operate at LOS F during the AM and PM peak hours. The results from the signal warrant analyses show that all three intersections that are projected to operate at LOS E or F are warranted for signal installation under the Existing Plus Ambient Growth Plus Related Projects Plus Project scenario. The following unsignalized study intersections are warranted for signal installation:

o #36 Alameda Street and 97th Street o #37 Alameda Street (E) and Tweedy Boulevard – This intersection has funding identified in

the City of South Gate Capital Improvement Program for installation of a traffic signal at this location.

o #41 Wilmington Avenue and Century Boulevard � The proposed project is not projected to have any Congestion Management Program impacts at both

the arterial and freeway monitoring stations near the project area.


APPENDICIES

Appendix A – Existing Intersection Peak Hour Counts. A-1 Appendix A – Existing Intersection Peak Hour Counts – Includes the City of Los Angeles Department of Transportation Manual Traffic Count Summary sheets for each study intersection. Manual Traffic Count Summary sheets include the day, date, weather, and time of the traffic count, along with a sum of the AM and PM peak 15 minutes, a sum of the AM and PM peak hour, and the total intersection count during the AM and PM peak hours.

Appendix B – Traffix Worksheets A-43 Appendix B – Traffix Worksheets – Includes the Level of Service worksheets for all study intersections. Intersections in the City of Los Angeles were analyzed using the Transportation Research Board Critical Movement Analysis (CMA), Circular 212 Planning Method, per the City of Los Angeles Traffic Study Policies and Procedures. The CMA method determines the V/C ratio on a critical lane basis and the LOS at signalized intersections. The V/C for the intersection corresponds to a LOS value, which describes the intersection operations. Level of Service analysis for intersections located within or bordering the County of Los Angeles, City of Lynwood, or City of South Gate were conducted using the Intersection Capacity Utilization (ICU) methodology, as defined in the County of Los Angeles Traffic Impact Analysis Report Guidelines. A maximum of 1,600 vehicles per hour per lane was used (2,880 vehicles per hour for dual left-turn lanes) and a ten percent yellow clearance cycle was included. Existing Intersection Peak Hour CMA Analysis A-43

Existing + Ambient Growth + Related Projects Intersection Peak Hour CMA Analysis A-94

Existing + Ambient Growth + Related Projects + Project Intersection Peak Hour CMA Analysis .A-149

Existing + Ambient Growth + Related Projects Intersection Peak Hour ICU Analysis. .A-206

Existing + Ambient Growth + Related Projects + Project Intersection Peak Hour ICU Analysis. .A-231

Appendix C –Signal Warrant Analysis Worksheets A-257 Appendix C – Future With Project Signal Warrant Analysis Worksheets – Includes the traffic signal warrant analysis worksheets for the Future With Project scenario pursuant to Section 353 of LADOT’s Manual of Policies and Procedures. Unsignalized intersections were evaluated to determine the need for the installation of a traffic signal or other traffic control device.

Documents

Appendix F Traffic Impact Study - LA City Planning · 2010-11-11 · Appendix F Traffic Impact Study (The appendix to this report is available for review at the Department of City