DRAFT TRAFFIC IMPACT STUDY REPORT FOR PROPOSED OFFICE PROJECT AT 959 SEWARD STREET IN HOLLYWOOD Prepared for: SNYDER PARTNERS Prepared by: Crain & Associates 2007 Sawtelle Boulevard, Suite 4 Los Angeles, California 90025 (310) 473-6508 March 2007
EXECUTIVE SUMMARY Snyder Partners proposes to develop an office complex project on the southwest corner of Romaine Avenue and Seward Street in the Hollywood community of the City of Los Angeles. The project consists of three buildings totaling approximately 241,568 square feet of office and minor ancillary use. An approximate 710-space parking structure will also be constructed as a part of the project. For study purposes, it has been assumed that the project will be completed by the year 2010. Upon completion, it is estimated that the project will generate approximately 2,337 new trips per day, including 336 AM and 310 PM peak-hour trips. The traffic study presented herein analyzed existing (2007) and future (2010) AM and PM peak-hour traffic conditions at 18 critical intersections and daily traffic conditions on three residential street segments in the vicinity of the project site. The cumulative traffic conditions attributable to 100 potential related projects in the surrounding area were also analyzed. It is anticipated that prior to mitigation, the project would have significant traffic impacts at the following 11 study intersections: o Sunset Boulevard & Highland Avenue o Santa Monica Boulevard & Highland Avenue o Santa Monica Boulevard & Cahuenga Boulevard o Santa Monica Boulevard & Vine Street o Santa Monica Boulevard & Gower Street o Willoughby Avenue & Seward Street o Melrose Avenue & La Brea Avenue o Melrose Avenue & Highland Avenue o Melrose Avenue & Seward Street o Melrose Avenue & Rossmore Avenue/Vine Street i
o Melrose Avenue & Gower Street (N.) Feasible mitigation measures could be identified only for the intersections of Santa Monica Boulevard & Vine Street, Santa Monica Boulevard & Gower Street, Willoughby Avenue & Seward Street, and Melrose Avenue & Rossmore Avenue/Vine Street. Significant project traffic impacts, therefore, would remain at the other seven study intersections above. An analysis was also performed for three nearby residential streets to determine whether the project might significantly impact the surrounding residential streets. No significant residential street impacts were identified for the project. In addition, project traffic impacts were analyzed for Congestion Management Program (CMP) locations. The study intersection of Santa Monica Boulevard & Highland Avenue is also a CMP intersection, and is expected to be significantly impacted according to the CMP criteria as well as the more conservative City of Los Angeles criteria. No significant regional traffic impacts were determined for any other CMP arterial or freeway monitoring locations. ii
TABLE OF CONTENTS Page Introduction... 1 Project Description... 5 Environmental Setting... 7 Freeways... 8 Streets and Highways... 9 Existing (2007) Traffic Volumes... 13 Public Transit... 20 Analysis of Existing (2007) Traffic Conditions... 23 Project Traffic... 28 Trip Generation... 28 Trip Distribution... 30 Trip Assignment... 30 Project Parking and Vehicular Access... 34 Future Traffic Conditions... 35 Traffic Growth... 35 Related Projects... 36 Highway System Improvements... 47 Analysis of Future (2010) Traffic Conditions... 48 Significant Impact Criteria... 55 Residential Street Traffic Impact Analysis... 56 Congestion Management Program (CMP) Impact Analysis... 58 Mitigation Measures... 60 Appendix A Traffic Counts Appendix B Study Intersection Geometrics and Signal Phasing Appendix C Project Trip Generation Equations Appendix D Related Projects Trip Generation Rates and Equations Appendix E Critical Movement Analysis (CMA) Worksheets iii
LIST OF FIGURES Figure No. Page 1 Project Site Vicinity Map... 2 2 Study Locations Map... 4 3 Project Site Plan... 6 4 Existing (2007) Traffic Volumes... 15 5 Project Trip Distribution Percentages... 31 6 Net Project Traffic Volumes... 32 7 Related Projects Locations... 37 8 Related Projects Traffic Volumes... 45 9 Future (2010) Traffic Volumes Without Project... 49 10 Future (2010) Traffic Volumes With Project... 52 LIST OF TABLES Table No. Page 1 Critical Movement Volume Ranges Levels of Service... 25 2 Level of Service as a Function of CMA Values... 26 3 CMA Summary Existing (2007) Conditions... 27 4 Project Trip Generation... 29 5 Project Directional Trip Distribution... 30 6 Project Parking Summary... 34 7 Related Projects Location, Description, and Trip Generation... 38 8 CMA Summary Future (2010) Without and With Project... 54 9 LADOT Criteria for Significant Traffic Impact... 55 10 Residential Street Impact Analysis... 57 11 LADOT Neighborhood Traffic Impact Criteria... 58 12 CMA Summary Future (2010) With Project Plus Mitigation... 62 iv
INTRODUCTION The project under consideration is the development of an office complex on the southwest corner of Romaine Avenue and Seward Street in the Hollywood community of the City of Los Angeles, as shown in Figure 1, Project Site Vicinity Map. This site, which has an address of 959 Seward Street, is vacant. The office complex will be comprised of three buildings totaling approximately 241,568 square feet, including 4,000 square feet for a commissary/restaurant, a minor ancillary use, and an adjoining parking structure with approximately 710 spaces. Crain & Associates has assessed the potential impacts of the proposed project on the surrounding roadway system. The analysis that follows was prepared in accordance with the assumptions, methodology and procedures approved by the City of Los Angeles Department of Transportation (LADOT). This report presents the results of an analysis of existing (2007) and future (2010) traffic conditions before and after completion of the project. The analysis contains a detailed evaluation of traffic conditions during the AM and PM peak hours at the 18 study intersections, and daily traffic conditions on three residential street segments: Study Intersections 1. Sunset Boulevard & Highland Avenue 2. Sunset Boulevard & Cahuenga Boulevard 3. Santa Monica Boulevard & La Brea Avenue 4. Santa Monica Boulevard & Highland Avenue 5. Santa Monica Boulevard & Las Palmas Avenue 6. Santa Monica Boulevard & Seward Street 7. Santa Monica Boulevard & Cahuenga Boulevard 8. Santa Monica Boulevard & Vine Street 1
9. Santa Monica Boulevard & Gower Street 10. Romaine Street & Highland Avenue 11. Romaine Street & Seward Street 12. Willoughby Avenue & Highland Avenue 13. Willoughby Avenue & Seward Street 14. Melrose Avenue & La Brea Avenue 15. Melrose Avenue & Highland Avenue 16. Melrose Avenue & Seward Street 17. Melrose Avenue & Rossmore Avenue/Vine Street 18. Melrose Avenue & Gower Avenue (N.) Study Residential Street Segments 1. Barton Avenue between Las Palmas Avenue and Seward Street 2. Willoughby Avenue between Cherokee Avenue and June Street 3. Las Palmas Avenue between Waring Avenue and Melrose Avenue The locations of these study intersections and residential street segments relative to the project site are shown in Figure 2, Study Locations Map. These locations include key intersections located along the primary access routes to and from the site, and are those locations expected to be most directly affected by project traffic. 3
PROJECT DESCRIPTION Snyder Partners proposes to develop an office complex and parking structure at 959 Seward Street. The project site is on the southwest corner of Romaine Avenue and Seward Street in the Hollywood community of the City of Los Angeles. As shown in Figure 3, Project Site Plan, the office complex will be comprised of three buildings totaling approximately 241,568 square feet, including 4,000 square feet for a commissary/restaurant, a minor ancillary use. The commissary/restaurant will be used primarily by those working on-site, but it will also be open to the public. The site is currently vacant as the previous uses were removed in March 2005. For purposes of a conservative traffic analysis, a project completion year of 2010 has been assumed. Parking for the project will be provided on-site within a multi-level parking structure containing approximately 710 spaces. This parking supply is expected to adequately satisfy the needs of the project. Vehicular access into and out of the site will be via one two-way driveway on Seward Street and one two-way driveway on Romaine Avenue. 5
ENVIRONMENTAL SETTING The project site is located on the southwest corner of Romaine Street and Seward Avenue in the Hollywood community of the City of Los Angeles. The area surrounding the project site is primarily developed with commercial and low- to high-density residential uses, along with some recreational and park uses. Bancroft Middle School is located on the south side of Romaine Street west of Las Palmas Avenue and adjacent to the project site. Nearby commercial uses include local and regional serving retail and restaurant establishments. These uses are primarily concentrated along Sunset Boulevard, Santa Monica Boulevard, Melrose Avenue, La Brea Avenue, Highland Avenue and Cahuenga Boulevard. Farther north are tourist attractions on Hollywood Boulevard, including the Hollywood Walk of Fame, Grauman s Chinese Theater and the Hollywood and Highland mixed-use development. The City of West Hollywood is located less than threequarters of a mile west of the project site. Residential development in the project area is primarily multi-family in nature, with medium- and high-density residential development concentrated next to the commercial corridors. Single-family residences are interspersed throughout portions of the project area. Near the project site, there are single-family residences on the south side of Barton Avenue. Minimal light industrial uses in the project area are located along portions of Santa Monica Boulevard and Sunset Boulevard. These light industrial uses are primarily movie, radio, and television studios and auxiliary facilities for the entertainment industry. Paramount Studios and Raleigh Studio Hollywood are located on Melrose Avenue to the east. Also, KTLA TV is located on Sunset Boulevard to the northeast. 7
Recreational and park uses near the project site include the Wilshire Country Club, which is located approximately one-half mile south of the project site. Two neighborhood parks are also located within one-half mile from the project site. The De Longpre Park is to the north on De Longpre Avenue between Cherokee Avenue and June Street. The Hollywood Recreation Center is located on Santa Monica Boulevard, approximately one-quarter mile to the northeast. The Hollywood Forever Cemetery is to the east, south of Santa Monica Boulevard between Gower Street and Van Ness Avenue. The project site and surrounding uses are well-served by Major and Secondary Highways, including Sunset Boulevard, Santa Monica Boulevard, Melrose Avenue, La Brea Avenue, Highland Avenue, Cahuenga Boulevard, Vine Street and Gower Street. In addition, surface street access to and from the Hollywood Freeway (US-101) is provided within approximately one and one-half miles from the project site. These transportation facilities and other local roadways are described in more detail below. Freeways The Hollywood Freeway (US-101) extends in a northwesterly/southeasterly direction through the project area. Northwest of the project site, the Hollywood Freeway provides a direct route through the Cahuenga Pass to the San Fernando Valley. Near Downtown Los Angeles, the Hollywood Freeway interchanges with the Harbor/Pasadena Freeways (I-110/SR-110). The Hollywood Freeway extends southeast of Downtown where it merges with the Golden State Freeway (I-5). In the vicinity of the project site, the Hollywood Freeway provides four travel lanes per direction. A northbound off-ramp and southbound on-ramp are provided on Santa Monica Boulevard, approximately one and one-half miles east of the project site. Northeast of the project site, a northbound onramp is provided at Western Avenue, and a southbound off-ramp is provided at 8
Lexington Avenue between St. Andrews Place and Western Avenue. Freeway access ramps are also provided on Melrose Avenue and Normandie Avenue. North of the project site, freeway ramp connections are also provided at Highland Avenue, Cahuenga Boulevard, Vine Street, Argyle Avenue and Gower Street. According to the most current (2005) data available through the Caltrans Website, traffic volumes on the Hollywood Freeway between Santa Monica Boulevard and Western Avenue are approximately 201,000 vehicles per day (VPD), with peak-hour volumes of approximately 12,300 vehicles per hour (VPH). Between Cahuenga Boulevard and Highland Avenue, traffic volumes are approximately 238,000 vehicles per day (VPD), with peak-hour volumes approximately 15,300 vehicles per hour (VPH). Streets and Highways Sunset Boulevard is a Major Highway Class II, which provides continuous access between Downtown Los Angeles and the Cities of West Hollywood, Beverly Hills, and Santa Monica. Sunset Boulevard is the northernmost east-west thoroughfare south of the Santa Monica Mountains, and is heavily used by both local and commuter traffic. A northbound Hollywood Freeway off-ramp and southbound freeway on-ramp are located on Sunset Boulevard, approximately one and one-quarter of a mile northeast of the project site. Sunset Boulevard provides three travel lanes in each direction plus left-turn channelization within an approximately 71- to 77-foot roadway width. One-hour metered parking is generally provided on Sunset Boulevard between 9:00 AM and 4:00 PM. Stopping along Sunset Boulevard is prohibited during peak commute periods, from 7:00 AM to 9:00 AM and 4:00 PM to 7:00 PM. Santa Monica Boulevard is a Major Highway Class II, which extends east-west from Downtown Los Angeles through the Cities of West Hollywood and Beverly Hills to the City of Santa Monica. Approximately one and one-half mile east of the project site, Santa Monica Boulevard accesses the Hollywood Freeway with a northbound off-ramp 9
and a southbound on-ramp. Santa Monica Boulevard provides two travel lanes per direction plus left-turn channelization within a 55- to 60-foot roadway width. One-hour metered parking from 9:00 AM to 4:00 PM is provided along some portions of the roadway. Stopping is generally prohibited during peak commute periods from 7:00 AM to 9:00 AM and 4:00 PM to 7:00 PM. Romaine Street is a discontinuous local street that extends from the City of West Hollywood easterly to its terminus at Alexandria Avenue, east of Normandie Avenue. This roadway forms the northern boundary of the project site. Romaine Street provides one travel lane per direction within a 33- to 40-foot roadway width. On-street parking is generally permitted along this roadway, except along south side of the roadway between Las Palmas Avenue and Seward Street. Barton Avenue is a discontinuous local street that forms the southern boundary of the project site. This roadway extends from Las Palmas Avenue to Seward Street. It also provides east-west access between Vine Street and Gower Street, and between Wilton Avenue and Western Avenue. Barton Avenue provides one travel lane per direction within an approximate 30-foot roadway width. On-street parking is generally permitted along south side of the roadway. No parking is permitted along north side of the roadway. Willoughby Avenue is a local street that extends easterly from La Cienega Boulevard eastward to its termination at Gower Street. This roadway provides one travel lane per direction within an approximate 40-foot roadway width. On-street parking is generally permitted. Melrose Avenue, an east-west Secondary Highway, begins in Beverly Hills and continues easterly to its intersection with Hoover Street approximately three miles southeast of the project site. This roadway generally provides two through travel lanes per direction, plus left-turn channelization within a 55- to 65-foot roadway width. A 10
Hollywood Freeway northbound off-ramp and southbound on-ramp are provided on Melrose Avenue. On-street metered parking is generally available from 9:00 AM to 3:00 PM. Stopping is prohibited along this roadway during the peak commute periods of 7:00 AM to 9:00 AM and 3:00 PM to 7:00 PM. La Brea Avenue, located less than three-quarters of a mile west of the project site, is a north-south roadway that extends southerly from Franklin Avenue throughout West Los Angeles to its termination in the City of Inglewood. Designated a Major Highway Class II in the project vicinity, this roadway generally provides two to three through lanes in each direction. Left-turn channelization is provided at most major intersections. Near its intersection with Melrose Avenue, La Brea Avenue is approximately 70 feet wide. Metered one-hour parking is provided on segments of La Brea Avenue between 9:00 AM and 4:00 PM. Stopping is prohibited during the peak commute periods of 7:00 to 9:00 AM and 4:00 to 7:00 PM. Highland Avenue is a north-south roadway located west of the project site. It is a Major Highway Class II north of Melrose Avenue and a Scenic Secondary Highway to the south. Highland Avenue extends southerly from the Hollywood Freeway to its termination near the Santa Monica Freeway (I-10). A southbound Hollywood Freeway on-ramp is located on Highland Avenue, approximately one and one-half miles to the north. This roadway also provides direct access to the commercial establishments along this route, including many tourist destinations in the Hollywood community. Highland Avenue generally provides two to three through lanes in each direction within an approximate 70-foot wide roadway. Left-turn channelization is also available at most major intersections. South of Sunset Boulevard, metered one-hour parking is provided on Highland Avenue from 9:00 AM to 3:00 PM. Stopping along this roadway segment is prohibited from 7:00 to 9:00 AM and 3:00 to 7:00 PM. 11
Las Palmas Avenue is a discontinuous north-south Local Street that extends southerly from Franklin Avenue to its termination at 6th Street. West of the project site, Las Palmas Avenue provides one travel lane per direction within a 40- to 42-foot roadway width. On-street parking is generally permitted along this roadway. Between Romaine Street and Willoughby, no parking is permitted along Las Palmas Avenue from 7:00 AM to 5:00 PM during the school days. Seward Street forms the eastern boundary of the project site. This north-south Local Street provides one travel lane per direction. Along the project site, the roadway is approximately 30-foot wide. On-street parking is available along west side of Seward Street. No parking is permitted along east side of the street. Cahuenga Boulevard, a north-south roadway, is a Secondary Highway east of the project site. Cahuenga Boulevard provides two travel lanes per direction within an approximate 60-foot wide roadway. Left-turn channelization is provided at some intersections in the project vicinity. Approximately one and one-quarter miles to the north, Cahuenga Boulevard accesses the Hollywood Freeway via a northbound offramp and southbound on- and off-ramps. One-hour metered parking along Cahuenga Boulevard is provided from 8:00 AM to 6:00 PM. Rossmore Avenue is a north-south Collector Street that extends southerly from Melrose Avenue to its termination at Wilshire Boulevard. North of Melrose Avenue, Rossmore Avenue transitions to Vine Street. Rossmore Avenue provides two travel lanes per direction within an approximate 45-foot roadway width. Near its intersection with Melrose Avenue, Rossmore Avenue widens to approximately 60 feet. Left-turn channelization is provided on Rossmore Avenue at its intersection with Melrose Avenue. On-street parking is generally not permitted. Vine Street is a north-south Major Highway Class II between Franklin Avenue and Melrose Avenue, where it transitions to Rossmore Avenue. East of the project site, 12
Vine Street provides two travel lanes per direction, plus left-turn channelization, within an approximate 70-foot roadway width. A Hollywood Freeway southbound off-ramp is located on Vine Street, approximately one and one-quarter miles northeast of the project site. One-hour metered parking is available on portions of Vine Street from 8:00 AM to 6:00 PM. Gower Street, located east of the project site, is a north-south Secondary Highway between Franklin Avenue and Melrose Avenue. North of Franklin Avenue and south of Melrose Avenue, Gower Street is a local street. At Melrose Avenue, it forms a jogged intersection, with the east intersection being signalized and the west intersection controlled by a Stop sign on Gower Street. North of Melrose Avenue, Gower Street provides one travel lane per direction, plus left-turn channelization within an approximate 42-foot roadway width. Hollywood Freeway northbound and southbound off-ramps are located on Gower Street between Franklin Avenue and Yucca Street, approximately one and one-quarter miles northeast of the project site. On-street parking is available on portions of Gower Street. Existing (2007) Traffic Volumes Traffic volumes for existing conditions at the 18 study intersections were obtained from manual traffic counts conducted in November 2006 by Crain & Associates and its subcontractor. The counts covered the weekday morning and afternoon peak commute periods. Peak-hour volumes were determined individually for each intersection based on the combined four highest consecutive 15-minute volumes for all vehicular movements at the intersection. A growth factor of one percent was applied to the 2006 volumes to represent existing volumes for the year 2007. Weekday peak-hour volumes are further discussed in the following pages and depicted in Figures 4(a) and 4(b). The manual intersection traffic count data sheets are provided in Appendix A. 13
In addition to the intersection counts, daily traffic volume (ADT) counts were conducted during a typical weekday in December 2006 on three residential street segments located near the project site that could experience project traffic. The ADT volumes from 2006 were growth-factored by one percent to reflect existing 2007 conditions. The ADT traffic count data sheets are provided in Appendix A. Information pertaining to intersection widths and geometrics, on-street parking restrictions, and traffic signal operations were obtained from both field checks and City engineering plans. The existing lane configuration and traffic control conditions for the 18 study intersections are illustrated in Appendix B. Sunset Boulevard experiences approximately 32,100 VPD west of Highland Avenue. Peak-hour traffic volumes on this segment are approximately 1,700 VPH westbound and 1,400 VPH eastbound during the morning, and 1,400 VPH westbound and 1,900 VPH eastbound during the afternoon. East of Highland Avenue, Sunset Boulevard is traversed by more than 30,100 VPD, with approximately 1,700 VPH westbound and 1,200 VPH eastbound during the AM peak hour, and 1,500 VPH westbound and 1,600 VPH eastbound during the PM peak hour. East of Cahuenga Boulevard, Sunset Boulevard carries approximately 28,600 VPD, with nearly 1,700 VPH westbound and 1,100 VPH eastbound during the AM peak hour, and 1,400 VPH westbound and 1,600 VPH eastbound during the PM peak hour. Santa Monica Boulevard carries approximately 24,500 VPD west of La Brea Avenue. Peak-hour traffic volumes are approximately 1,400 VPH westbound and 1,000 VPH eastbound during the morning, and 1,200 VPH westbound and 1,400 VPH eastbound during the afternoon. North of the project site, between Las Palmas Avenue and Seward Street, Santa Monica Boulevard has approximately 25,800 VPD. Peak-hour traffic volumes on this segment are approximately 1,500 VPH westbound and 900 VPH 14
eastbound during the morning, and 1,200 VPH westbound and 1,500 VPH eastbound during the afternoon. East of Cahuenga Boulevard, traffic volumes on Santa Monica Boulevard decrease slightly to approximately 22,600 VPD, with approximately 1,400 VPH westbound and 900 VPH eastbound during the AM peak hour, and 1,000 VPH westbound and 1,200 VPH eastbound during the PM peak hour. Romaine Street has an ADT of approximately 2,400 VPD along the northern project frontage. Peak-hour traffic volumes are approximately 200 VPH westbound and 100 VPH eastbound during the morning, and 100 VPH per direction during the afternoon. Barton Avenue has an ADT of approximately 400 VPD along the southern project frontage, between Las Palmas Avenue and Seward Avenue. Peak-hour traffic volumes are less than 50 VPH westbound and approximately 100 VPH eastbound during both the morning and afternoon. Willoughby Avenue experiences approximately 8,200 VPD between Cherokee Avenue and June Street. Peak-hour traffic volumes are approximately 400 VPH westbound and 200 VPH eastbound during the morning, and 300 VPH westbound and 600 VPH eastbound during afternoon. Melrose Avenue carries approximately 26,800 VPD west of La Brea Avenue. Peakhour traffic volumes are approximately 1,700 VPH westbound and 1,300 VPH eastbound during the morning, and 1,100 VPH westbound and 1,200 VPH eastbound during the afternoon. Between Las Palmas Avenue and Seward Street, Melrose Avenue handles approximately 28,000 VPD, with approximately 1,600 VPH westbound and 1,200 VPH eastbound during the AM peak hour. PM peak-hour traffic volumes are approximately 1,300 VPH westbound and 1,400 VPH eastbound. East of Gower Street, Melrose Avenue has approximately 28,600 VPD with approximately 1,500 VPH 17
westbound and 1,300 VPH eastbound during the AM peak hour. PM peak-hour traffic volumes are approximately 1,400 VPH westbound and 1,500 VPH eastbound. La Brea Avenue carries approximately 25,400 VPD north of Santa Monica Boulevard. Peak-hour traffic volumes are approximately 1,100 VPH northbound and 1,400 VPH southbound during the morning, and 1,300 VPH northbound and 1,400 VPH southbound during the afternoon. South of Melrose Avenue, La Brea Avenue is traversed by approximately 28,900 VPD, with nearly 1,200 VPH northbound and 1,700 VPH southbound during the AM peak hour. PM peak-hour traffic volumes on this segment are nearly 1,400 VPH northbound and 1,500 VPH southbound. Highland Avenue is used by approximately 28,500 VPD north of Sunset Boulevard. Peak-hour traffic volumes are approximately 1,500 VPH northbound and 1,800 VPH southbound during the morning, and 1,100 VPH northbound and 1,300 VPH southbound during the afternoon. Between Romaine Street and Willoughby Avenue, Highland Avenue carries approximately 29,800 VPD. Peak-hour traffic volumes are approximately 1,400 VPH northbound and 1,700 VPH southbound during the morning, and 1,400 VPH northbound and 1,500 VPH southbound during the afternoon. Las Palmas Avenue experiences approximately 3,700 VPD north of Santa Monica Boulevard. Peak-hour traffic volumes are approximately 100 VPH northbound and 200 VPH southbound during the morning, and 200 VPH per direction during the afternoon. South of Santa Monica Boulevard, Las Palmas Avenue has approximately 3,200 VPD, with approximately 100 VPH northbound and 200 VPH southbound during the AM peak hour, and 200 VPH per direction during the PM peak hour. Seward Street handles approximately 1,600 VPD north of Santa Monica Boulevard. Peak-hour traffic volumes are less than 50 VPH northbound during the morning and approximately 100 VPH southbound during the morning and 100 VPH per direction 18
during the afternoon. Between Romaine Street and Barton Avenue, Seward Street carries approximately 1,400 VPD with approximately 100 VPH per direction during the morning, and 100 VPH northbound and less than 50 VPH southbound during the afternoon. Cahuenga Boulevard is used by approximately 20,500 VPD north of Sunset Boulevard, with approximately 800 VPH northbound and 1,200 VPH southbound during the AM peak hour and 1,200 VPH northbound and 900 VPH southbound during the PM peak hour. South of Santa Monica Boulevard, Cahuenga Boulevard has an ADT of more than 13,400 VPD, with approximately 500 VPH northbound and 800 VPH southbound during the AM peak hour, and 800 VPH northbound and 600 VPH southbound during the PM peak hour. Rossmore Avenue, south of Melrose Avenue, carries approximately 24,700 VPD. Peak-hour traffic volumes are approximately 1,200 VPH per direction during the morning, and 1,500 VPH northbound and 1,000 VPH southbound during the afternoon. Vine Street, north of Santa Monica Boulevard, has an ADT of approximately 26,000 VPD. Peak-hour traffic volumes are approximately 1,100 VPH northbound and 1,300 VPH southbound during the morning, and 1,500 VPH northbound and 1,200 VPH southbound during the afternoon. North of Melrose Avenue, Vine Street is traversed by approximately 25,800 VPD, with approximately 1,200 VPH northbound and 1,300 VPH southbound during the AM peak hour. PM peak-hour traffic volumes are approximately 1,600 VPH northbound and 1,100 VPH southbound. Gower Street experiences approximately 10,700 VPD north of Santa Monica Boulevard. Peak-hour traffic volumes are approximately 400 VPH northbound and 500 VPH southbound during the morning, and 600 VPH northbound and 700 VPH southbound during the afternoon. North of its intersection with Melrose Avenue, Gower Street 19
handles approximately 9,300 VPD, with approximately 400 VPH northbound and 600 VPH southbound during the AM peak hour. PM peak-hour traffic volumes are approximately 400 VPH northbound and 500 VPH southbound. Public Transit The Los Angeles County Metropolitan Transportation Authority (MTA) and Los Angeles Department of Transportation (LADOT) provide an extensive system of bus lines in the Hollywood community. A number of MTA and LADOT bus routes are within one-half mile of the project site. Additionally, the Hollywood/Highland and Hollywood/Vine Metro Red Line Transit Stations are less than one mile to the north, thereby providing access to the Metro Red Line. The public transit routes serving the project are described in detail below. MTA Bus Service Lines 4/304 provide east-west service between the City of Santa Monica, West Los Angeles, Century City, the City of West Hollywood, Hollywood, Echo Park and Downtown Los Angeles. In the vicinity of the project site, Lines 4/304 operate on Santa Monica Boulevard. Line 4 stops at all stops along the designated route. Line 304 provides limited stop service between Westwood Boulevard in Westwood and Cesar E. Chavez Avenue/Figueroa Street in Downtown Los Angeles. Stops nearest the project site are provided on Santa Monica Boulevard at Highland Avenue and Vine Street. Lines 4/304 also provide a stop at the Vermont/Santa Monica Metro Red Line Transit Station, located less than two and one-half miles northeast of the project site. Lines 4/304 operate daily on headways of approximately 5 to 10 minutes. Lines 10/11 provide east-west service between the City of West Hollywood, Hollywood and Downtown Los Angeles. In the vicinity of the project site, Lines 10/11 operate on 20
Melrose Avenue with stops provided at Vine Street/Rossmore Avenue and Arden Place. Lines 10/11 also provide a stop at the Vermont/Beverly Metro Red Line Transit Station, located approximately two and one-half miles southeast of the project site. Lines 10/11 operate Monday through Saturday on headways of approximately 30 minutes each, with service provided every 5 to 10 minutes. Line 10 operates Sunday/holiday service on headways of approximately 15 minutes. Line 11 does not operate Sunday/holiday service. Lines 156/656 provide north-south service between Downtown Los Angeles, Hollywood, Studio City, North Hollywood, Van Nuys and Panorama City. Line 156 operates between Hollywood and Van Nuys. Line 656 provides late night service along the same route, with extended service to Downtown Los Angeles and Panorama City. In the vicinity of the project site, Line 156 operates on Highland Avenue, with a stop provided at Santa Monica Boulevard. A stop is also provided at the Hollywood/Highland Metro Red Line Transit Station. Line 656 operates on Highland Avenue and continues with service along Santa Monica Boulevard to Downtown Los Angeles. A stop is provided on Santa Monica Boulevard at Vine Street. Line 156 operates weekday service on headways of approximately 15 to 30 minutes. Line 156 Saturday and Sunday/holiday service operates on headways of approximately 30 to 35 minutes. Line 656 late night service operates on one hour headways from midnight to 4:00 AM. Line 210 provides service between Redondo Beach, Torrance, Hawthorne, Inglewood, Crenshaw District, Mid-City, Hancock Park and Hollywood. Near the project site, Line 210 operates on Rossmore Avenue and Vine Street, with stops provided at Melrose Avenue and Santa Monica Boulevard. A stop is also provided at 21
the Hollywood/Vine Metro Red Line Transit Station. Line 210 operates daily on headways of 15 to 20 minutes. Line 710, the Crenshaw Boulevard/Rossmore Avenue/Vine Street Metro Rapid line, is a part of the greater Metro Rapid Program, which uses a bus signal priority system in combination with frequent stops limited to major intersections in order to minimize travel time. Line 710 provides north-south service between Redondo Beach, Hawthorne, Hyde Park, Country Club Park and Hollywood. Near the project site, Line 710 travels on Rossmore Avenue and Vine Street, with stops provided at Melrose Avenue and Santa Monica Boulevard. A stop is also provided at the Hollywood/Vine Metro Red Line Transit Station. Line 710 operates Monday through Friday on headways of approximately 10 minutes. No service is provided on Saturday, Sunday or holidays. MTA Rail Service Metro Red Line provides rail transportation through Downtown Los Angeles, Wilshire, and North Hollywood. In the vicinity of the project site, the Red Line operates northsouth service underneath Vermont Avenue and east-west service underneath Hollywood Boulevard. The Metro Red Line Hollywood/Vine and Hollywood/Highland Transit Stations are located less than one mile northeast and northwest of the project site, respectively. These Metro Red Line stops provide bicycle storage and park-andride lots to encourage multi-modal transportation. With a stop also available at Union Station in Downtown Los Angeles, the Red Line links with the other three existing rail lines, providing access to Long Beach, Redondo Beach, Norwalk, and Pasadena. The Red Line operates between 5:00 AM and 12:00 AM, with headways in the project area ranging from approximately 10 to 20 minutes throughout the day. 22
LADOT Bus Service DASH Hollywood provides local access throughout the Hollywood community. Near the project site, DASH Hollywood operates along Fountain Avenue, with stops provided at Vine Street, Cahuenga Boulevard, Cole Avenue, Wilcox Avenue, Seward Street, Las Palmas Avenue and Highland Avenue. Stops are also provided at the Hollywood/Highland and Hollywood/Vine Metro Red Line Transit Stations. DASH Hollywood operates everyday, including holidays, on approximately 30 minute headways. The Hollywood DASH provides transfer opportunities to the Hollywood/Wilshire DASH and the Hollywood/West Hollywood DASH, further extending access to and from the project site. When transfer opportunities are considered, the project is well served by public transit. Thus, it is expected that some of the person trips generated by the project will utilize public transportation as their primary travel mode instead of private vehicles. Analysis of Existing (2007) Traffic Conditions An analysis of existing weekday AM and PM peak-hour traffic conditions was performed at the 18 study intersections listed below. These intersections were determined in consultation with LADOT. Thirteen of these intersections are signalized and five of them are controlled by Stop signs. 1. Sunset Boulevard & Highland Avenue 2. Sunset Boulevard & Cahuenga Boulevard 3. Santa Monica Boulevard & La Brea Avenue 4. Santa Monica Boulevard & Highland Avenue 5. Santa Monica Boulevard & Las Palmas Avenue 6. Santa Monica Boulevard & Seward Street * 7. Santa Monica Boulevard & Cahuenga Boulevard 23
8. Santa Monica Boulevard & Vine Street 9. Santa Monica Boulevard & Gower Street 10. Romaine Street & Highland Avenue * 11. Romaine Street & Seward Street ** 12. Willoughby Avenue & Highland Avenue 13. Willoughby Avenue & Seward Street * 14. Melrose Avenue & La Brea Avenue 15. Melrose Avenue & Highland Avenue 16. Melrose Avenue & Seward Street * 17. Melrose Avenue & Rossmore Avenue/Vine Street 18. Melrose Avenue & Gower Avenue (N.) * Two-way stop-sign controlled intersection ** All-way stop-sign controlled intersection The traffic analysis was performed through the use of established traffic engineering techniques. The methodology used in this study for the analysis and evaluation of traffic operations at each study intersection is based on procedures outlined in Circular Number 212 of the Transportation Research Board. 1 In the discussion of Critical Movement Analysis (CMA) for signalized intersections, procedures have been developed for determining operating characteristics of an intersection in terms of the Level of Service (LOS) provided for different levels of traffic volume and other variables, such as the number of signal phases. The term "Level of Service" describes the quality of traffic flow. Levels of Service A to C operate quite well. Level D typically is the level for which a metropolitan area street system is designed. Level E represents volumes at or near the capacity of the highway which might result in stoppages of momentary 1 Interim Materials on Highway Capacity, Circular Number 212, Transportation Research Board, Washington, D.C., 1980. 24
duration and fairly unstable flow. Level F occurs when a facility is overloaded and is characterized by stop-and-go traffic with stoppages of long duration. A determination of the LOS at an intersection, where traffic volumes are known or have been projected, can be obtained through a summation of the critical movement volumes at that intersection. Once the sum of critical movement volumes has been obtained, the values indicated in Table 1 can be used to determine the applicable LOS. Table 1 Critical Movement Volume Ranges* For Determining Levels of Service Maximum Sum of Critical Volumes (VPH) Level of Service Two Phase Three Phase Four or More Phases A 900 855 825 B 1,050 1,000 965 C 1,200 1,140 1,100 D 1,350 1,275 1,225 E 1,500 1,425 1,375 F --------------Not Applicable--------------- Note: * For planning applications only, i.e., not appropriate for operations and design applications. "Capacity" represents the maximum total hourly movement volume of vehicles in the critical lanes which has a reasonable expectation of passing through an intersection under prevailing roadway and traffic conditions. For planning purposes, capacity equates to the maximum value of Level of Service E, as indicated in Table 1. A capacity of 1,200 VPH was utilized for the two-way stop-sign controlled intersections of Santa Monica Boulevard/Seward Street, Romaine Street/Highland Avenue, Willoughby Avenue/Seward Street, and Melrose Avenue/Seward Street. A capacity of 1,000 VPH 25
was utilized for the all-way stop-sign controlled intersection of Romaine Street/Seward Street. The CMA values used in this study were calculated by dividing the sum of critical movement volumes by the appropriate capacity value for the type of signal control present at the study intersections. Thus, the LOS corresponding to a range of CMA values is shown in Table 2. Table 2 Level of Service As a Function of CMA Values Level of Range of Service Description of Operating Characteristics CMA Values A Uncongested conditions; vehicles clear in a < 0.60 single cycle. B Similar to above. >0.60 < 0.70 C Light congestion; occasional backups on >0.70 < 0.80 critical approaches. D Congestion on critical approaches, but >0.80 < 0.90 intersection functional. Vehicles required to wait through more than one cycle during short peaks. No long-standing lines formed. E Severe congestion with some long-standing >0.90 < 1.00 lines on critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements. F Forced flow with stoppages of long duration. > 1.00 By applying this analysis procedure to the study intersections, the CMA value and the corresponding LOS for existing (2007) traffic conditions were calculated, as shown in Table 3. The CMA calculation worksheets for existing conditions are included in Appendix E. As shown in Table 3, relatively good Levels of Service (LOS A to LOS C) have been determined for half of the study intersections, while an additional six intersections are 26
currently operating at LOS D or better during one or both peak hours. The remaining three study intersections currently operate at LOS E or F during one or both peak hours. Table 3 Critical Movement Analysis (CMA) Summary Existing (2007) Traffic Conditions AM Peak Hour PM Peak Hour No. Intersection CMA LOS CMA LOS 1. Sunset Boulevard & Highland Avenue 0.890 D 0.747 C 2. Sunset Boulevard & Cahuenga Boulevard 0.833 D 0.745 C 3. Santa Monica Boulevard & La Brea Avenue 0.792 C 0.891 D 4. Santa Monica Boulevard & Highland Avenue 0.825 D 0.807 D 5. Santa Monica Boulevard & Las Palmas Avenue 0.563 A 0.593 A 6. Santa Monica Boulevard & Seward Street 0.698 B 0.681 B 7. Santa Monica Boulevard & Cahuenga Boulevard 0.817 D 0.647 B 8. Santa Monica Boulevard & Vine Street 0.845 D 0.833 D 9. Santa Monica Boulevard & Gower Street 0.722 C 0.758 C 10. Romaine Street & Highland Avenue 0.637 B 0.585 A 11. Romaine Street & Seward Street 0.371 A 0.201 A 12. Willoughby Avenue & Highland Avenue 0.657 B 0.641 B 13. Willoughby Avenue & Seward Street 0.619 B 0.717 C 14. Melrose Avenue & La Brea Avenue 0.918 E 0.776 C 15. Melrose Avenue & Highland Avenue 0.974 E 1.090 F 16. Melrose Avenue & Seward Street 0.717 C 0.648 B 17. Melrose Avenue & Rossmore Avenue/Vine Street 0.892 D 0.992 E 18. Melrose Avenue & Gower Avenue (N.) 0.725 C 0.699 B 27