4.10 Transportation and Traffic 4.10.1 Introduction This Section Describes Potential Impacts Associated with Construction and Operational Transportation
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4. Environmental Impact Analysis 4.10 Transportation and Traffic 4.10.1 Introduction This section describes potential impacts associated with construction and operational transportation. The section analyzes construction traffic; intersection capacity; the regional transportation system; public transit; and access and circulation, including pedestrian and bicycle safety. The evaluation of intersection capacity examines the impact of the Project relative to existing and future conditions. This section is based on the traffic study prepared by Gibson Transportation Consulting, Inc. dated April 2017 (Traffic Study), which provides more detailed information, data, and analysis and is and provided in Appendix K of this Draft EIR. The Traffic Study was prepared pursuant to a Memorandum of Understanding with the Los Angeles Department of Transportation (LADOT), which is included as Appendix A of the Traffic Study. The methodology and findings of the Traffic Study were approved by LADOT in an Inter- Departmental Correspondence to the Department of City Planning on May 8, 2017; this correspondence is provided in Appendix K of this Draft EIR. The Project entitlements include the installation of signage and implementation of a Sign District on the Project Site and surrounding parcels, and implementation of the Sign District would not affect transportation or traffic. Thus, this issue is not addressed further in this Transportation and Traffic section. 4.10.2 Environmental Setting Existing Conditions Study Area Street System The Project Site is located in the South Park district of Downtown Los Angeles. For the purposes of this analysis, the Study Area includes a geographic area generally bounded by W. 9th Street to the north, S. Grand Avenue to the east, I-10/18th Street to the south, and SR-110/Blaine Street to the west. Figure 4.10-1, Traffic Study Area and Analyzed Intersection Locations, depicts the Study Area and the intersections analyzed. Freeways Primary regional access to the Project Site is provided by SR-110 and I-10. I-110/SR-110 generally runs in the northeast-south direction and is located approximately 0.3-mile west of the Project Site. In the vicinity of the Project Site, I-110/SR-110 provides three travel lanes in each direction. Access to and from I-110/SR-110 is available via interchanges at 11th Street/Chick Hearn Court and 9th Street. I-10 generally runs in the east-west direction and is located approximately 0.3-mile south of the Project Site. In the vicinity of the Project Site, I-10 provides four travel lanes in each direction. Access to and from I-10 is available via interchanges at S. Flower Street, S. Grand Avenue, and S. Los Angeles Street. City of Los Angeles 4.10-1 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 Fig+Pico Conference Center Hotels SOURCE: Gibson, 2017 Figure 4.10-1 Traffic Study Area and Analyzed Intersection Locations 4. Environmental Impact Analysis 4.10 Transportation and Traffic Analysis was conducted on mainline segments, including CMP monitoring locations along SR-110/I-110, US 101, and I-10. LOS is a measure used to describe traffic flow conditions or the freedom to maneuver within traffic stream. Generally, LOS levels measure the quality of service and range from nearly free-flow traffic at LOS A to breakdown and oversaturation at LOS F. The definitions of the LOS levels are shown in Table 4.10-1, Congestion Management Program Level of Service Definitions for Freeway Segments. As shown in Table 14 and 15 of the Traffic Study, the freeway segment of SR-110 between Olympic Boulevard and I-10 currently operates at LOS F during the AM peak hour; the other study freeway segments, including the CMP freeway monitoring segments, currently operate at LOS D or better during the A.M. and P.M. peak hours. TABLE 4.10-1 CONGESTION MANAGEMENT PROGRAM LEVEL OF SERVICE DEFINITIONS FOR FREEWAY SEGMENTS Level of Volume/Capacity Service Ratio Flow conditions A 0.00 - 0.35 Highest quality of service. Free traffic flow, low volumes and densities. Little or no restriction on maneuverability or speed. B 0.36 - 0.54 Stable traffic flow, speed becoming slightly restricted. Low restriction on maneuverability. C 0.55 - 0.77 Stable traffic flow, but less freedom to select speed, change lanes, or pass. Density increasing. D 0.78 - 0.93 Approaching unstable flow. Speeds tolerable but subject to sudden and considerable variation. Less maneuverability and driver comfort. E 0.94 - 1.00 Unstable traffic flow with rapidly fluctuating speeds and flow rates. Short headways, low maneuverability and low driver comfort. F(0) 1.01 - 1.25 Forced traffic flow. Speed and flow may be greatly reduced with high densities. F(1) 1.26 - 1.35 Forced traffic flow. Severe congested conditions prevail for more than 1 hour. Speed and flow may drop to zero with high densities. F(2) 1.36 - 1.45 Forced traffic flow. Severe congested conditions prevail for more than 1 hour. Speed and flow may drop to zero with high densities. F(3) > 1.45 Forced traffic flow. Severe congested conditions prevail for more than 1 hour. Speed and flow may drop to zero with high densities. SOURCE: Los Angeles County Metropolitan Transportation Authority, 2010 Congestion Management Program, https://www.metro.net/projects/congestion_mgmt_pgm/. Roadways The Project Site is served by a grid of streets that are generally oriented toward the north-south and east-west directions. The major arterials providing regional and sub-regional access to the Project vicinity include S. Figueroa Street and W. Olympic Boulevard. The Mobility Plan 2035 (Mobility Plan) was originally adopted by City Council in August 2015 as a comprehensive update of the General Plan Transportation Element (Transportation Element), and provides the City's classification system for roadways. The Mobility Plan also provides revised street standards in an effort to provide a more enhanced balance between traffic flow and other important street functions including transit routes and stops, pedestrian environments, bicycle routes, building design, and site access. The Mobility Plan was amended and re-adopted by City City of Los Angeles 4.10-3 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic Council in September 2016. The major roadways in the Study Area are described below according to the classifications in the adopted Mobility Plan: Blaine Street is a designated Collector Street. Blaine Street runs in the north-south direction and is located west of the Project Site. Blaine Street provides two travel lanes, one in each direction, north of Olympic Boulevard and two southbound travel lanes south of W. Olympic Boulevard. Unmetered parking is generally available on both sides of the street north of W. Olympic Boulevard and south of W. 11th Street. Unmetered parking with afternoon peak hour restrictions is generally unavailable on the west side of the street between W. Olympic Boulevard and W. 11th Street. LA Live Way is a designated Collector Street between W. Pico Boulevard and W. 11th Street/Chick Hearn Court and a designated Local Street south of W. Pico Boulevard and north of 11th Street/Chick Hearn Court. LA Live Way runs in the north-south direction and is located west of the Project Site. It provides four travel lanes, two in each direction, and left-turn lanes at intersections between W. Pico Boulevard and W. 11th Street/Chick Hearn Court, and four travel lanes in the northbound direction south of W. Pico Boulevard. Parking is unavailable on either side of the street. Georgia Street is a designated Collector Street. Georgia Street runs in the north-south direction and is located northwest of the Project Site. Georgia Street provides four travel lanes, two in each direction. Two-hour unmetered daytime parking with nighttime restrictions (except by parking permit) is available north of W. Olympic Boulevard. Parking is generally unavailable south of W. Olympic Boulevard. Francisco Street is a designated Collector Street that runs in the north-south direction. Francisco Street is located northwest of the Project Site, and provides three travel lanes, two northbound lanes north of W. 9th Street and two southbound lanes south of W. 9th Street. Four-hour unmetered parking is generally unavailable on the west side of the street north of W. 9th Street. Figueroa Street is a designated Avenue I north of W. 9th Street/James M. Wood Boulevard, a designated Modified Avenue I between James M. Wood Boulevard and Olympic Boulevard, and a designated Modified Boulevard II south of W. Olympic Boulevard. Figueroa Street, which is also designated a “Comprehensive Transit Enhanced Street”, runs in the north-south direction and is located adjacent to the western boundary of the Project Site. Figueroa Street provides five travel lanes, two to three in each direction, and left-turn lanes at intersections south of Olympic Boulevard. Figueroa Street provides four northbound travel lanes north of Olympic Boulevard. Two-hour and 4-hour metered daytime parking with peak hour restrictions is generally available on both sides of the street north of Olympic Boulevard within the Study Area. Two-hour and 4- hour metered daytime parking with peak-hour restrictions is generally available on the east side of the street south of W. Pico Boulevard within the Study Area. Flower Street is a designated Modified Avenue II/north of W. 11th Street and a designated Modified Avenue I between W. 11th Street and Venice Boulevard. Flower Street runs in the north-south direction and is located adjacent to the eastern boundary of the Project Site. Flower Street provides four southbound lanes north of Olympic Boulevard and three southbound travel City of Los Angeles 4.10-4 Fig+Pico Conference Center Hotels SCH No.