PROPOSED SOUTH LOS ANGELES COMMUNITY PLAN Transportation Improvement & Mitigation Program (TIMP) Draft Version 2.2

Transcription

1 PROPOSED SOUTH LOS ANGELES COMMUNITY PLAN Transportation Improvement & Mitigation Program (TIMP) October 2016 Submitted to: 17J Prepared by Iteris, Inc. City of Los Angeles Department of City Planning Innovating Through Informatics

2 DOCUMENT VERSION CONTROL DOCUMENT NAME SUBMITTAL DATE VERSION NO. South Los Angeles New Community Plan TIMP September 11, Incorporate DCP and LADOT Comments September 21, Incorporate DCP Comments September 26, Incorporate DCP and LADOT Comments January 28, Incorporate DCP and LADOT Comments March 4, Incorporate DCP Comments May 22, Update Land Uses September 16, Incorporate DCP Comments October 4, Incorporate DCP Comments October 11, Iteris, Inc. ii

3 TABLE OF CONTENTS Executive summary... v E.1 Introduction... v E.2 Analysis Methodology and Impact Criteria... v E.3 Land Use and Analysis Scenarios... vi E.4 Traffic Conditions and Impact Determination... vii 1 Introduction... 1 Study Scope... 1 Effectiveness of Community Plan Program Transportation Improvement and Mitigation Program Measures... 1 Cumulative and Project Related Impacts... 2 Applicable Adopted Regional and Subregional Plans... 2 Coordination with Other On going Studies... 2 Land Use Scenarios Background Information... 3 Setting and Land Use... 3 Highway System Characteristics... 6 Transit Services Bicycle Facilities Demographics Commute Characteristics Methodology Model Refinement Selected Highway Segments for Analysis Capacity and Level of Service Analysis Vehicle Miles of Travel and Vehicle Hours of Travel Analysis Significant Impact Criteria Traffic Conditions Analysis Existing Conditions Year 2035 Current Land Use Plan with Committed Network Year 2035 Proposed Land Use Plans with Preferred Network Impact Significance Determination Congestion Management Program Transportation Impact Analysis How Model Was Used for Analysis Scope of Analysis CMP Impact Analysis PROPOSED TRANSPORTATION IMPROVEMENT AND MITIGATION PROGRAM Regional Improvement Plans Proposed Transportation Improvement and Mitigation Program (TIMP) Funding APPENDIX A Existing Roadway Inventory APPENDIX B Arterial Traffic Conditions Iteris, Inc. iii

4 TABLES Table E 1: Year 2035 Land Use Plan Capacity... vii Table E 2: Traffic Conditions Analysis Summary... vii Table E 3: Change in V/C Ratio at CMP Freeway Monitoring Location... viii Table E 4: Change in V/C Ratio at CMP Arterial Monitoring Location... ix Table 2 1: LADCP Street Designations and Standard Roadway Dimensions... 8 Table 2 2: Existing Transit Routes Table 2 3: Ethnicity of Residents Table 2 4: Occupations of Residents Table 2 5: Median Household Income Table 2 6: Means of Travel to Work Table 3 1: Roadway Capacities Table 3 2: Level of Service Definitions Table 4 1: Existing Traffic Analysis Summary Table 4 2: Year 2035 Current Land Use Plan Traffic Analysis Summary Table 4 3: Existing vs 2035 Current Land Use Traffic Conditions Comparison Table 4 4: Year 2035 Land Use Plan Capacity Table 4 5: Year 2035 Proposed Land Use Plan Traffic Analysis Summary Table 4 6: Proposed Land Use vs Current Land Use Traffic Conditions Comparison Table 4 7: Year 2035 High TOD Land Use Plan Analysis Summary Table 4 8: High TOD Land Use vs Proposed Land Use Traffic Conditions Comparison Table 4 9: Year 2035 Targeted Corridors Land Use Plan Analysis Summary Table 4 10: Targeted Corridors Land Use vs Proposed Land Use Traffic Conditions Comparison Table 4 11: Traffic Conditions Analysis Comparison Summary Table 5 1: Change in V/C Ratio at CMP Freeway Monitoring Location Table 5 2: Change in V/C Ratio at CMP Arterial Monitoring Location FIGURES Figure 1: Regional Location of South Los Angeles Community Plan Area... 4 Figure 2: South Los Angeles Community Plan Area... 5 Figure 3: South Los Angeles Community Plan Area Functional Classification Figure 4: Existing Transit Routes Serving the South Los Angeles Community Plan Area Figure 5: Proposed Bicycle Facilities to Serve the South Los Angeles Community Plan Area Figure 6: Travel Time to Work Figure 7: Time of Departure to Work Figure 8: Traffic Analysis Zones in the South Los Angeles Community Plan Area Figure 9: South Los Angeles Community Plan Area Proposed Functional Classification Figure 10: PM Period Volume Difference Map (Proposed Land Use vs Current Land Use) Figure 11: PM Period Volume Difference Map (High TOD Land Use vs Proposed Land Use) Figure 12: PM Period Volume Difference Map (Targeted Corridors Land Use vs Proposed Land Use) Iteris, Inc. iv

5 EXECUTIVE SUMMARY E.1 Introduction The South Los Angeles Transportation Improvement and Mitigation Program (TIMP) identifies transportation system deficiencies resulting from traffic generated by projected land use patterns, employment and population growths by year 2035, and reduction of vehicular roadway capacity. The TIMP also identifies transportation programs, if needed, and provides recommendations to guide future transportation related decisions in the proposed South Los Angeles Community Plan Area. Transportation programs considered include plans and strategies for public transit improvements, bicycle improvements, transportation demand management (TDM), transportation systems management (TSM), highway and street infrastructure improvements, and street classification changes. This proposed TIMP has been developed through a systematic process that included the following steps: Travel Demand Model: Development of a focused travel demand model for the South Los Angeles Area; Existing Traffic Conditions: Analysis of Existing traffic conditions; Current Land Use Plan: Analysis of Year 2035 Current Land Use Plan with Committed Roadway Network; Proposed Land Use Plan: Analysis Year 2035 Proposed Land Use Plan and two Land Use alternatives with Preferred Roadway Network; Impact Analysis: Determination of TIMP impact on the transportation system; Mitigation Program: Transportation improvement and mitigation program E.2 Analysis Methodology and Impact Criteria The South Los Angeles Community Plan Area was evaluated through the use of a travel demand model. This model is a refined version of the SCAG (Southern California Association of Governments) 2008 RTP (Regional Transportation Plan) model; which has a base year of 2008 and a horizon year of The TIMP process has extended over several years; the model used for this analysis was the most up to date version available at the start of this analysis. In 2015, City Planning and Los Angeles Department of Transportation (LADOT) assessed changes in observed traffic volumes between 2008 and 2015 and determined traffic volumes had not materially changed within the study area and the 2008 SCAG model remains a valid forecasting tool for the TIMP process. This model produces projected volumes on the roadway system, and is based on socio economic data such as housing, population and jobs; and a roadway network which contains facility types, speeds and capacities. The projected volumes from the model were used to calculate the Levels of Service (LOS) for roadways within the Community Plan Area. In order to determine transportation impacts, the following criteria have been developed by LADOT for use in all Community Plan projects. The roadway system within the proposed South Los Angeles Community Plan Area is considered to be significantly impacted if one or both of the following conditions exist: The volume weighted average V/C ratio under the Proposed Plan conditions for all of the analyzed roadway segments exceeds that of Existing Traffic Conditions; or The number of links projected to operate at unsatisfactory levels of service (LOS E or F) under the Iteris, Inc. v

6 Proposed Plan conditions exceeds the number for Existing Traffic Conditions. E.3 Land Use and Analysis Scenarios This report presents the TIMP developed for the proposed South Los Angeles Community Plan and the analysis results for the following scenarios: Year 2008 Existing Traffic Conditions Year 2035 Current Land Use Plan with Committed Roadway Network; Year 2035 Proposed Land Use Plan with Preferred Roadway Network; Year 2035 High Transit Oriented Development (TOD) Land Use Plan (Alternative 1) with Preferred Roadway Network; and Year 2035 Targeted Corridors Land Use Plan (Alternative 2) with Preferred Roadway Network. The preferred roadway network included various modifications to the transportation network to analyze the implementation of several of the 2010 Bicycle Plan s proposed bicycle lanes and are listed below: Reclassification of Jefferson Boulevard between Arlington Avenue and Figueroa Street from an Avenue I and II to a Modified Avenue I and II Reclassification of Martin Luther King Jr. Boulevard between Van Ness Avenue and Figueroa Street from an Avenue I to a Modified Avenue I Reclassification of Manchester Avenue between Van Ness Avenue and Figueroa Street from an Avenue I to a Modified Avenue I Reclassification of Imperial Highway between Vermont Avenue and Figueroa Street from a Boulevard II to a Modified Avenue I Reclassification of Florence Avenue between Van Ness Avenue and Broadway from an Avenue I to a Modified Avenue I Reclassification of 120th Street between Vermont Avenue and Figueroa Street from an Avenue II to a Modified Avenue II Reclassification of Figueroa Street between I 10 and Martin Luther King Jr. Boulevard from an Avenue I to a Modified Avenue I Reclassification of Venice Boulevard between Arlington Avenue and Hoover Street from an Avenue II to a Modified Avenue II In addition to the Current and Proposed Land Use Plans, two additional proposed Land Use Scenarios (High TOD and Targeted Corridors) were analyzed. Population, housing, and employment capacities for each land use plan are were calculated and input into the model by TAZ. Table E 1 summarizes the future 2035 total capacities within the entire study area for each of the Land Use scenario analyzed in this study. Iteris, Inc. vi

7 Table E 1: Year 2035 Land Use Plan Capacity Socioeconomic & Demographic Data Current Land Use Proposed Land Use High TOD (Alt 1) Land Use Targeted Corridors (Alt 2) Land Use Population 315, , , ,460 Dwelling Unit 98,555 97, ,368 97,957 Employment 50,280 69,470 65,635 65,194 E.4 Traffic Conditions and Impact Determination Traffic conditions across all analyzed scenarios are summarized in Table E 2. In general, the proposed land use alternatives have small to negligible effects to traffic conditions in the South Los Angeles Community Plan Area when compared to the Current Land Use Plan. Traffic conditions changes were most prominent when comparing results between the Proposed Plan with preferred roadway network and the Current Plan with committed roadway network. Amongst the future Land Use alternatives, the Targeted Corridors Land Use Alternative shows the lowest VMT and VHT as well as the lowest weighted average V/C. Table E 2: Traffic Conditions Analysis Summary Year 2008 Year 2035 Land Use Plans PM Peak Period Targeted Existing Current Proposed High TOD Corridors Total Vehicle Miles Traveled 1,192,727 1,212,259 1,205,169 1,204,460 1,201,746 Total Vehicles Hours Traveled 62,719 64,837 68,335 68,259 67,984 Average Speed (mph) Arterial Weighted Average V/C Arterial Segments at LOS E or F The Proposed, High TOD and Targeted Corridors Land Use Plans all have reduced lanes on selected area roadways in order to accommodate bicycle facilities. This, in turn, would have generally increased the weighted average V/C and number of links at LOS E or F since there are fewer roadway lanes to accommodate projected traffic volumes. All of the future alternatives, however, have lower weighted average V/C than under Existing conditions. The reduced weighted average V/C and number of links at LOS E or F (as compared to Existing Conditions) are primarily due to anticipated improved operations resulting from these future traffic signal upgrades in the City s traffic signal systems (ATSAC and ATCS). If the signal system upgrade was not implemented, a higher weighted average V/C and more roadway links projected to operate at LOS E or F would be seen in the 2035 analyses. Under all Year 2035 Land Use scenarios, VMT and VHT will be higher than that of Existing conditions due to increased Land Use capacities. All of the proposed future land use alternatives, however, will have lower arterial weighted average V/C and less number of roadway segments operating at LOS E and F than under Existing Conditions, and is determined to have no impacts on the transportation system per thresholds adopted by LADOT. Iteris, Inc. vii

8 CMP Impact Analysis The Congestion Management Program (CMP) for Los Angeles County was developed to address regional congestion by linking transportation, land use and air quality decisions. A CMP Transportation Impact Analysis was performed for this study. The criteria for determining a significant impact is described by the following definition: For the purpose of a CMP TIA, a significant project impact occurs when the proposed project increases traffic demand on a CMP facility by two percent of capacity (V/C = 0.02), causing a worsening of LOS F (V/C = 1.00) According to the 2010 CMP for Los Angeles Country there are three (3) CMP freeway monitoring station and one (1) CMP arterial roadway within the South Los Angeles Community Plan Area: I 10 at Budlong Avenue I 110 at Manchester Boulevard I 110 at Slauson Avenue Manchester Avenue The only freeway station projected to have increase of 150 or more peak hour trips per direction under Project conditions and subject to CMP analysis is I 10 at Budlong Avenue. Table E 3 summarizes the V/C ratios for the EB and WB segments of I 10 at Budlong Avenue. Table E 3: Change in V/C Ratio at CMP Freeway Monitoring Location I 10 AT BUDLONG AVENUE CHANGE IN V/C FROM V/C LOS CURRENT LAND USE PLAN LAND USE PLAN EB WB EB WB EB WB Current F(0) F(0) Proposed F(0) F(0) High TOD F(0) F(0) Targeted Corridors F(0) F(0) The analysis shows that the CMP freeway monitoring station on I 10 at Budlong Avenue already operates at LOS F (0) under the Current Land Use Plan, and worsens by more than 2% (i.e. V/C increase by more than 0.02) under the proposed land use alternatives. For arterial CMP analysis, since the number of lanes on Manchester Avenue is reduced as part of the preferred roadway network to accommodate bicycle lanes, none of the CMP arterial segment shows an increase of 50 or more peak hour trips. However, vehicle demand is still very high on Manchester Avenue because it provides continuous east west access across the Community Plan Area. Table E 4 summarizes the V/C ratios for the segment of Manchester Avenue with the worst V/C within the Community Plan Area for all Year 2035 scenarios. Iteris, Inc. viii

9 Table E 4: Change in V/C Ratio at CMP Arterial Monitoring Location MANCHESTER AVE BETWEEN HOOVER ST AND FIGUEROA ST LAND USE PLAN V/C LOS CHANGE IN V/C FROM CURRENT LAND USE PLAN EB WB EB WB EB V/C WB V/C Current F E Proposed F F High TOD F F Targeted Corridors F F The analysis shows that the CMP roadway segment of Manchester Avenue already operates at LOS E and F under the Current Land Use Plan, and worsens to LOS F under the proposed land use alternatives. In addition, all of the proposed land use alternatives will cause an increase in V/C of 0.02 or more on this segment resulting in an impact on this CMP arterial roadway segment. In an effort to address the deterioration of LOS in the Proposed Land Use Plan, mitigation strategies are proposed in Section 6.0 of this report. Iteris, Inc. ix

10 1 INTRODUCTION The South Los Angeles Transportation Improvement and Mitigation Program (TIMP) identifies transportation system deficiencies resulting from traffic generated by projected land use patterns, employment and population growths by year 2035, and reduction of vehicular roadway capacity. The TIMP also identifies transportation programs, if needed, and provides recommendations to guide future transportation related decisions in the proposed South Los Angeles Community Plan Area. Transportation programs include plans for highway and street infrastructure capital improvements, public transit improvements, transportation demand management, transportation system management, and traffic control measures. Study Scope The South Los Angeles Community Plan Area was evaluated through the use of a travel demand model. This model is a refined version of the SCAG (Southern California Association of Governments) 2008 RTP (Regional Transportation Plan) model; which has a base year of 2008, and a horizon year of SCAG periodically updates the model to reflect the most current socio economic data. The model used for this analysis was the most up to date version available at the start of this analysis. The TIMP process has extended over several years so in 2015 City Planning and Los Angeles Department of Transportation (LADOT) performed an exercise to assess changes in observed traffic volumes between 2008 and The outcome of this analysis concluded that since traffic volumes had not materially changed within the study area between 2008 and 2015, that the 2008 SCAG model remains a valid forecasting tool for the TIMP process. The model was refined to better reflect current and future conditions within the Community Plan Area. This model produces projected volumes on the roadway system, and is based on socio economic data such as housing, population and jobs; and a roadway network which contains facility types, speeds and capacities. The projected volumes from the model were used to calculate roadway levels of service (LOS) in the Community Plan Area. The analysis covered the PM peak period (between 3 PM and 7 PM), since trips are generally highest in the PM peak period when retail, entertainment, and tourist trips overlap with commute trips. The projected horizon year for this study is year The Current Land Use Plan forecast shows the results of the Current Land Use Plan with only the committed future roadway system in place. Additional model runs were made of the Proposed Land Use Plan with the preferred future roadway system in place, along with two land use alternatives. Effectiveness of Community Plan Program Transportation Improvement and Mitigation Program Measures The LADOT has established that the primary objective of the Community Plan TIMP is to attempt to mitigate impacts attributable to increased land use capacity within the Community Plan Area. LADOT has adopted significant impact criteria that are utilized in traffic studies for individual development projects that focus on intersection level analysis. Generally, those criteria are more useful in examining project specific generated impacts and not area wide forecasted impacts based on generalized increases in population and employment. The transportation analysis in this TIMP is focused on roadway link level of service analysis and aggregate statistics, such as vehicle miles of travel (VMT) associated with 2035 conditions in the South Los Angeles Community Plan Area. Criteria to determine the effectiveness and the adequacy of the proposed TIMP is detailed in Section 3.5. Iteris, Inc. 1

11 Cumulative and Project Related Impacts The purpose of the TIMP is to mitigate impacts related to the Year 2035 Proposed Land Use Plan as compared to the 2008 Traffic Conditions. Specific project related traffic impacts are impacts caused by traffic generated as a result of future developments in the study area and not by traffic generated by regional growth. Cumulative impacts are attributable to cumulative traffic growth (including all regional traffic growth) in addition to project traffic that would occur from 2008 to Applicable Adopted Regional and Subregional Plans Because the South Los Angeles Community Plan Area is not an island, it must be evaluated in the context of regional plans and forecast changes around it. Therefore, other regional plans have been evaluated in relationship to the South Los Angeles TIMP. These plans include: SCAG s 2008 Regional Transportation Plan Update; Metro s 2009 Long Range Transportation Plan; Metro s 2010 Congestion Management Plan; South Coast Air Quality Management District (SCAQMD) Air Quality Management Plan. Coordination with Other On going Studies The South Los Angeles TIMP has been developed with the knowledge that several new or on going transportation system improvement and subregional studies are currently in progress and may have an impact on the recommendations of the TIMP. The studies that have been identified include the following: City of Los Angeles 2010 Bicycle Plan; University of Southern California (USC) Development Plan; and Mobility Plan The proposed land uses from the USC Development Plan has been included in the 2035 analyses as well as roadway improvements identified as mitigation for the project. The transportation alternatives evaluated in this study consider the recommendations of the Mobility Plan s Bicycle Enhanced Network (BEN) Priority facilities. Land Use Scenarios This report presents the TIMP developed for the proposed South Los Angeles Community Plan and the analysis results for the following scenarios: Year 2008 Existing Traffic Conditions Year 2035 Current Land Use Plan with Committed Roadway Network; Year 2035 Proposed Land Use Plan with Preferred Roadway Network; Year 2035 High Transit Oriented Development (TOD) Land Use Plan (Alternative 1) with Preferred Roadway Network; and Year 2035 Targeted Corridors Land Use Plan (Alternative 2) with Preferred Roadway Network. Iteris, Inc. 2

12 2 BACKGROUND INFORMATION This chapter describes the current land use and transportation network information within the South Los Angeles Community Plan Area. Setting and Land Use The South Los Angeles Community Plan TIMP study area is located approximately three (3) miles southwest of downtown Los Angeles, and contains approximately 9,881 acres or approximately square miles of land area or about 3.2 percent of the square miles encompassed by the City of Los Angeles. Figure 1 provides a regional view of the South Los Angeles Community Plan Area in context with the City of Los Angeles and other Community Plan Areas in the City. The community is bounded by Pico Boulevard on the north, Figueroa Street and Broadway on the east, 120th Street and the County of Los Angeles on the south, and Van Ness Avenue and Arlington Avenue on the west. Figure 2 shows a detailed view of the South Los Angeles Community Plan Area and its boundaries. According to the South Los Angeles General Plan Land Use Map dated March 05, 2008, residential land uses are the predominant land use in the South Los Angeles Community Plan Area (approximately 74 percent). Lowdensity residential land uses account for roughly 40 percent of total residential land use acreage. The remaining residential land uses include multi family residential land uses with densities ranging from low medium, medium and high medium. Commercial uses constitute roughly 12 percent of the land use acreage in the plan area. The predominant commercial land use pattern in South Los Angeles is mainly strip commercial along major north south and east west transportation corridors. Industrial land uses constitute less than four percent of the land use acreage in the plan area. Industrial uses are predominantly designated to areas in the north/northeast corner and central and west central corner of the study area. The remaining land uses include Open space which covers approximately four percent of total land use acreage and public facilities which cover approximately six percent of the total land use acreage. There are 33 public parks and/or recreational facilities within the South Los Angeles Community Plan Area that are managed by the City of Los Angeles Recreation and Parks Department. Exposition Park is the only regional park, and there is one community park at the Algin Sutton Recreation Center. The remaining public parks are classified as neighborhood parks. Exposition Park is the most prominent Public Facility in South Los Angeles and is comprised of the Los Angeles Coliseum, Los Angeles Memorial Sports Arena, Natural History Museum of Los Angeles County, Los Angeles Swimming Stadium, California African American Museum, and California Science Center. The Los Angeles Unified School District (LAUSD) provides public K 12 education for the South Los Angeles Community Plan Area. LAUSD currently operates 113 schools in the South Los Angeles Community Plan Area. Of these schools, 38 are elementary schools, 13 are middle schools, nine (9) are high schools, and 53 are charter schools. Charter schools are publicly funded elementary or secondary schools that are usually created or organized by a group of teachers, parents and community leaders, or a community based organization. These schools are usually sponsored by an existing local public school board or county board of education, and are generally exempt from most laws governing school districts, except where specifically noted in the law. In exchange for this exempt status, charter schools are accountable for producing certain results, which are specifically set forth in a detailed agreement (or "charter") between the sponsoring board and the charter organizers. Iteris, Inc. 3

13 Santa Clarita 5 Angeles National Forest SimiValley SunValley County Hidden Hills Calabasas Lo sange Ven lescountyline turacountyline Chatsworth - Porter Ranch Canoga Park - Winnetka - Woodland Hills - West Hills Los Angeles County Malibu Northridge Granada Hills - Knollwood 118 Reseda - West Van Nuys Encino - Tarzana Brentwood - Pacific Palisades Sylmar Mission Hills - Panorama City - North Hills Santa Monica Van Nuys - North Sherman Oaks Arleta - Pacoima Sun Valley - La Tuna Canyon North Hollywood - Valley Village 134 Sherman Oaks - Studio City - Toluca Lake - Cahuenga Pass Bel Air - Beverly Crest US Veterans Adm Venice San Fernando Westwood West Los Angeles Palms - Mar Vista- Del Rey Beverly Hills Culver City Westchester - Playa del Rey LosAngeles International Airport El Segundo West Hollywood 5 Sunland - Tujunga - Lake View Terrace - Shadow Hills - East La Tuna Canyon Wilshire West Adams - Baldwin Hills - Leimert Baldwin Hills Inglewood Hawthorne Burbank Hollywood South Los Angeles 110 Glendale Silver Lake - Echo Park - Elysian Valley Westlake Central City Southeast Los Angeles 105 Willowbrook La Crescenta 2 Northeast LosAngeles Centra City North 110 Boyle Heights Vernon Southgate Lynwood City Terrace Maywood East Los Angeles 710 La Cañada Flintridge Pasadena South Pasadena Monterey Park City Of Commerce Huntington Park Bell Florence Bell Cudahy Gardens Walnut Park Downey Manhattan Beach Lawndale El Camino Village Gardena Compton Paramount Hermosa Beach 405 Harbor Gateway Carson Rancho Dominguez Lakewood Redondo Beach Torrance Long Beach Palos Verdes Estates Rolling Hills Estates Rancho Palos Verdes Rolling Hills Lomita Wilmington - Harbor City Singal Hill Long Beach San Pedro Port of LosAngeles Not To Scale Proposed South Los Angeles Community Plan TIMP Figure 1 Regional Location of South Los Angeles Community Plan Area (CPA) V:\Projects\2008\J South-Southeast LA TIMPs\South\Gra\

14 Venice Blvd Washington Blvd Westlake CPA Central City CPA 10 Adams Blvd Jefferson Blvd West Adams Baldwin Hills Leimert CPA Exposition Blvd Martin Luther King Jr Blvd Vernon Ave 48th St Los Angeles County 110 Slauson Ave Western Ave Normandie Ave Vermont Ave Figueroa St Gage Ave Florence Ave Southeast Los Angeles CPA Manchester Ave Inglewood 92nd St Century Blvd N NOT TO SCALE Los Angeles County 105 Imperial Hwy Proposed South Los Angeles Community Plan TIMP Figure 2 South Los Angeles Community Plan Area (CPA) V:\Projects\2008\J South-Southeast LA TIMPs\South\Gra\

15 Highway System Characteristics The circulation system within the South Los Angeles area generally follows a north south grid system, except in areas approaching downtown Los Angeles. Freeway access to South Los Angeles is provided via I 110 (Harbor Freeway), I 10 (Santa Monica Freeway), and I 105 (Glenn M. Anderson Freeway). The area is also served by several boulevards and many avenues and collector streets. Descriptions of each of the major roadways serving the area are provided in this section Freeways As mentioned above, three (3) freeway systems provide regional access from the South Los Angeles Community Plan Area to all other areas of the Southern California region. Traffic counts for the freeway systems in the South Los Angeles Community Plan Area were obtained from the 2014 annual average daily traffic (AADT) counts maintained by the Traffic and Vehicle Data Systems Unit of the California Department of Transportation (Caltrans). Freeway facilities are high volume/high speed roadways with limited access occurring only at grade separated interchanges. I 10 and I 105 generally run east west at the northern and southern ends, respectively, of the Community Plan Area. I 110 runs north south and is located in the eastern portion of the Community Plan Area. Interchanges in South Los Angeles are provided at the following locations: I 10 Santa Monica Freeway Arlington Avenue Western Avenue Normandie Avenue Vermont Avenue Hoover Street I 110 Harbor Freeway I 110 Harbor Freeway I 10 Santa Monica Freeway Slauson Avenue Gage Avenue Manchester Avenue I 105 Glenn M. Anderson Freeway Hoover Street Vermont Avenue I 110 (Harbor Freeway) The Harbor Freeway is a north south freeway that originates in San Pedro. It provides north south regional access to the South Los Angeles Community Plan Area. The Harbor Freeway provides a major transportation link from the Ports of Los Angeles and Long Beach to the South Bay Cities, downtown Los Angeles, and northern Los Angeles County, where it terminates in the City of Pasadena. The Harbor Transitway, a grade separated high occupancy vehicle corridor, also runs along the median of the Harbor Freeway between State Route 91 (Gardena Freeway) and the south side of downtown Los Angeles. The Transitway has been converted to high occupancy toll (HOT) lanes (Express Lanes) which allow carpools to travel in them for free while single occupancy vehicles can opt to pay a toll to travel in the Express Lanes. I 110 generally has four travel lanes and one or two high occupancy vehicle lanes in each direction in the study area. It also has the Metro Silver Line running in the HOV lanes from the Artesia Transit Center to Downtown Los Angeles, Iteris, Inc. 6

16 continuing east to El Monte on the I 10 Transitway. The 2014 AADT on I 110 between the I 10 Freeway interchange and Slauson Avenue ranges between 269,000 and 308,000 vehicles. I 10 (Santa Monica Freeway) The Santa Monica Freeway is an east west oriented freeway that originates from Santa Monica. It provides east west regional access to the South Los Angeles Community Plan Area. The Santa Monica Freeway provides a major transportation link from the beach cities on the west side, through downtown Los Angeles, to the Riverside and San Bernardino Counties on the east side. It generally has four travel lanes in each direction in the study area. The 2014 AADT on I 10 between Arlington Avenue and the I 110 Freeway interchange ranges between 313,000 and 328,000 vehicles. I 105 (Glenn M. Anderson Freeway) The Glenn M. Anderson Freeway is an east west oriented freeway that originates from El Segundo and ends at I 605 San Gabriel River Freeway. It provides east west regional access to the South Los Angeles Community Plan Area. Also known as the Century Freeway, it provides a major transportation link to the Los Angeles International Airport (LAX) from various cities in Los Angeles County via I 405 (San Diego Freeway), I 110 (Harbor Freeway), I 710 (Long Beach Freeway), and I 605 (San Gabriel River Freeway). It generally has four travel lanes and one high occupancy vehicle lane in each direction in the study area. It also has the Metro Green Line light rail line running in its median. The 2014 AADT on I 105 between Vermont Avenue and Figueroa Street is 242,000 vehicles Arterial Roadways As noted earlier, the major roadways in the South Los Angeles area generally follow a grid pattern. Per the LADCP Mobility Plan 2035 (adopted January 20, 2016), each of the city s arterial streets have been redesignated from the 1999 Transportation Element to reflect the new arterial types included in the Street Standard Plan S 470. The updated classifications include five arterial road types: Boulevard I, Boulevard II, Avenue I, Avenue II and Avenue III and several designations of Collector or Local streets. A complete listing of the new street designations is shown in Table 2 1 and detailed descriptions of each street within the South Los Angeles Community Plan are included in the following subsections. It is important to note that not all streets meet these specifications exactly and that some classifications vary on a case by case basis. Appendix A includes a list of major segments on all of the roadways included in the travel demand forecasting model, their classification, number of peak hour and off peak travel lanes, nature of on street parking and the posted speed limit in the study area. Unless specifically stated, the number of travel lanes during the peak and off peak hours are the same. Figure 3 illustrates the existing roadway designations in the South Los Angeles Community Plan Area. Iteris, Inc. 7

17 Table 2 1: LADCP Street Designations and Standard Roadway Dimensions NEW DESIGNATION DIMENSIONS (RIGHT OF WAY/ PREVIOUS DESIGNATION ROADWAY WIDTHS) Boulevard I (136 /100 ) Major Highway Class I Boulevard II (110 /80 ) Major Highway Class I/II Avenue I (100 /70 ) Major Highway Class II/ Secondary Highway Avenue II (86 /56 ) Major Highway Class II/ Secondary Highway Avenue III (72 /46 ) Major Highway Class II/ Secondary Highway Collector Street (66 /40 ) Secondary Highway/ Collector Street Industrial Collector Street (68 /48 ) Industrial Collector Street Local Standard (60 /36 ) Local Street Local Limited (50 /30 ) Local Street Pedestrian Walkway (10 25 ) Standard Walkway Shared Street (30 /10 ) (New Designation) Access Roadway (20 Right of Way) (New Designation) One Way Service Road (28 35 / 12 or 18 ) Service Road Bi Directional Service Road (33 41 / 20 or 28 ) Service Road Hillside Collector (50 /40 ) Hillside Collector Hillside Local (44 /36 ) Hillside Local Hillside Limited Standard (36 /28 ) Hillside Limited Standard Boulevards The South Los Angeles Community Plan Area is traversed by a series of Boulevards, which run both north south and east west. When fully improved, Boulevards are generally four to six lane facilities that are designed to provide a high level of mobility to vehicles while providing access to adjacent properties. These roadways may be classified as Boulevard I or Boulevard II in a standard classification scheme. Boulevards in the study area include all or portions of the following: Hoover Street (portions) Imperial Highway Washington Boulevard North South Hoover Street Hoover Street is classified as a north south Boulevard II between Venice Boulevard and Jefferson Boulevard, an Avenue II between Martin Luther King Jr. Boulevard and Manchester Avenue, an Avenue III between Manchester Avenue and Century Boulevard, and a Collector Street south of Century Boulevard to 120th Street in the South Los Angeles Community Plan Area. Hoover Street has two to three travel lanes in each direction. East West Washington Boulevard Washington Boulevard is classified as an east west Boulevard II and extends from Hoover Street to Figueroa Street, and an Avenue I between Arlington Avenue and Hoover Street in the South Los Angeles Community Plan Area. It has three travel lanes in each direction. Iteris, Inc. 8

18 Imperial Highway Imperial Highway is classified as an east west Boulevard II and extends from Vermont Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has three travel lanes in each direction Avenues When fully improved, Avenues are generally two to four lane roadways that provide local connections to the major highway network. These roadways are classified as Avenue I, Avenue II, or Avenue III in the updated standard classification scheme. The avenues in the study area include all or portions of the following: Arlington Avenue Van Ness Avenue Normandie Avenue Hoover Street (portions) Pico Boulevard Venice Boulevard Jefferson Boulevard Rodeo Road Exposition Boulevard North South Vernon Avenue 48 th Street (portions) Gage Avenue 92 nd Street (portions) 108 th Street 120 th Street Western Avenue Vermont Avenue (portions) Figueroa Street Adams Boulevard Martin Luther King Jr. Boulevard Slauson Avenue Florence Avenue Manchester Avenue Century Boulevard Broadway Arlington Avenue Arlington Avenue is classified as a north south Avenue III from 3rd Street to 54th Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction between 3rd Street and Vernon Avenue, and one travel lane in each direction south of Vernon Avenue. Van Ness Avenue Van Ness Avenue is classified as north south Avenue II and extends from 54th Street to Century Boulevard in the South Los Angeles Community Plan Area. It has two travel lanes in each direction between 54th Street and Slauson Avenue, and one travel lane in each direction south of Slauson Avenue. Normandie Avenue Normandie Avenue is classified as a north south Avenue III from Hollywood Boulevard to Venice Boulevard, and as an Avenue II south of Venice Boulevard to 95th Street in the South Los Angeles Community Plan Area. It has one to two travel lanes in each direction. Hoover Street Hoover Street is classified as a north south Boulevard II between Venice Boulevard and Jefferson Boulevard, an Avenue II between Martin Luther King Jr. Boulevard and Manchester Avenue, an Avenue III between Manchester Avenue and Century Boulevard, and a Collector Street south of Century Boulevard to 120th Street in the South Los Angeles Community Plan Area. Hoover Street has two to three travel lanes in each direction. Western Avenue Western Avenue is classified as a north south Avenue I from Venice Boulevard to the I 10 Santa Monica Freeway, and an Avenue II south of the I 10 Santa Monica Freeway to 108th Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Vermont Avenue Vermont Avenue is a north south Avenue I roadway that extends from Pico Boulevard to 120th Street in the South Los Angeles Community Plan Area. It has two to three travel lanes in each direction. Iteris, Inc. 9

19 Figueroa Street Figueroa Street is classified as a north south Avenue I roadway and extends from the I 10 Santa Monica Freeway to 120th Street in the South Los Angeles Community Plan Area. It has two to three lanes in each direction. Broadway Broadway is classified as a north south Avenue I and extends from Slauson Avenue to Manchester Avenue in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. East West Pico Boulevard Pico Boulevard is classified as an east west Avenue II and extends from Arlington Avenue to Hoover Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Venice Boulevard Venice Boulevard is classified as an east west Avenue II and extends from Arlington Avenue to Hoover Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Jefferson Boulevard Jefferson Boulevard is classified as an east west Avenue II from Arlington Avenue to Western Avenue, and an Avenue I from Western Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Rodeo Road Rodeo Road is classified as an east west Avenue II and extends from Arlington Avenue to Exposition Boulevard in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Exposition Boulevard Exposition Boulevard is classified as an east west Avenue I and extends from Arlington Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. The Metro Exposition Line runs along the median of Exposition Boulevard. Vernon Avenue Vernon Avenue is classified as an east west Avenue II and extends from Van Ness Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has one to two travel lanes in each direction. 48th Street 48th Street is classified as an east west Avenue II between Van Ness Avenue and Normandie Avenue, and a Collector Street between Normandie Avenue and Vermont Avenue in the South Los Angeles Community Plan Area. West of Normandie Avenue, 48th Street has two travel lanes in each direction, and east of Normandie Avenue it has one travel lane in each direction. Gage Street Gage Street is classified as an east west Avenue II and extends from Van Ness Avenue to Broadway in the South Los Angeles Community Plan Area. It has one travel lane in each direction west of Western Avenue, and two travel lanes in each direction east of Western Avenue. 108th Street 108th Street is classified as an east west Avenue II and extends from Gramercy Place to Western Avenue and from Vermont Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has one travel lane in each direction. 120th Street 120th Street is classified as an east west Avenue II and extends from Vermont Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Adams Avenue Adams Avenue is classified as an east west Avenue I and extends from Arlington Avenue to Iteris, Inc. 10

20 Figueroa Street in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Martin Luther King Jr. Boulevard Martin Luther King Jr. Boulevard is classified as an east west Avenue I and extends from Arlington Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has three travel lanes in each direction. Slauson Avenue Slauson Avenue is classified as an east west Avenue II and extends from Van Ness Avenue to Broadway in the South Los Angeles Community Plan Area. It has two travel lanes in each direction. Florence Avenue Florence Avenue is classified as an east west Avenue I and extends from Van Ness Avenue to Broadway in the South Los Angeles Community Plan Area. It has three travel lanes in each direction. Manchester Avenue Manchester Avenue is classified as an east west Avenue I and extends from Van Ness Avenue to Broadway in the South Los Angeles Community Plan Area. It has two to three travel lanes in each direction. Century Boulevard Century Boulevard is classified as an Avenue I and extends from Van Ness Avenue to Denker Avenue, and from Vermont Avenue to Figueroa Street in the South Los Angeles Community Plan Area. It has two to three travel lanes in each direction Collector Streets The network of Boulevards and Avenues are complemented by an extensive network of Collector Streets. Some of the more significant Collector Streets within South Los Angeles include portions of the following: Gramercy Place (portions) Hobart Boulevard Denker Avenue Dalton Avenue Halldale Avenue Budlong Avenue Catalina Avenue Vermont Avenue (portions) Westmoreland Avenue Ellendale Place Orchard Avenue Hoover Street (portions) Magnolia Avenue Oak Street Scarff Street Georgia Street 18 th Street 18 th Street 20 th Street 23 rd Street 24 th Street 28 th Street 29 th Street 32 nd Street 36 th Place 39 th Street 41 st Place 42 nd Street 42 nd Place 47 th Street 48 th Street (portions) 51 st Street 54 th Street 59 th Street 60 th Street 62 nd Street 68 th Street 76 th Street 79 th Street 82 nd Street 83 rd Street 88 th Street 89 th Street 91 st Street 92 nd Street 96 th Street Colden Avenue 104 th Street 111 th Street 117 th Street Iteris, Inc. 11

21 Legend Freeway Boulevard II Avenue I Avenue II Avenue III Collector Arterial Venice Blvd Washington Blvd Adams Blvd 10 Westlake CPA Central City CPA Jefferson Blvd West Adams Baldwin Hills Leimert CPA Exposition Blvd Martin Luther King Jr Blvd Vernon Ave Vernon Ave 48th St Los Angeles County Slauson Ave Western Ave Normandie Ave Vermont Ave Figueroa St 110 Gage Ave Florence Ave Southeast Los Angeles CPA Manchester Ave Inglewood 92nd St Century Blvd N Los Angeles County 105 Imperial Hwy NOT TO SCALE Proposed South Los Angeles Community Plan TIMP Figure 3 South Los Angeles Community Plan Area (CPA) Existing Functional Classification J:\USERS\17\Jobs\J City of Los Angeles TIMPS\Graphics\South

22 Signalized Intersections and Traffic Control Devices The signal system in the City of Los Angeles is partially updated to the Automated Traffic Surveillance and Control (ATSAC) system. This system allows monitoring and control of the signal from a central Traffic Operations Center (TOC) at City Hall. The importance of linking to the ATSAC system is the ability to coordinate the signals in relationship with other signals along a travel corridor. Signal coordination minimizes delay, due to stops, and enhances vehicle flow. Studies by LADOT have shown that the ATSAC system reasonably increases capacities on roadways by approximately seven percent. Once complete, the entire signal system in South Los Angeles will be online with the ATSAC system. The next phase of signal system upgrade is to an Adaptive Traffic Control System (ATCS). The ATCS system automatically adjusts signal timing dynamically during different times of the day based on traffic volumes and directions. In addition, LADOT staff can manually adjust traffic signals remotely from the department s command center to respond to accidents, weather, special events, and other emergencies. It is anticipated that all traffic signals citywide will be a part of the ATSAC and ATCS systems by year LADOT has documented the increased efficiency of the traffic flow associated with ATSAC and ATCS and has determined that they result in a credit to the volume to capacity (V/C) ratio along roadway links. The ATSAC credit is seven (7) percent increase in capacity and the ATCS credit is an additional three (3) percent increase in capacity. Therefore, for 2035 conditions, an increase in capacity of three (3) percent (for signals currently operating under ATSAC), or 10 percent (for signals currently without ATSAC and ATCS) is assumed. Transit Services Fixed route public transportation services in the South Los Angeles Community Plan Area is currently provided by the Los Angeles County Metropolitan Transportation Authority (Metro), LADOT, the Orange County Transportation Authority (OCTA), Torrance Transit, Gardena Transit, and Santa Monica s Big Blue Bus. In total, 56 bus routes traverse the South Los Angeles Community Plan Area boundary, 33 Metro bus routes (including five Rapid service lines), 14 LADOT bus routes (seven DASH routes and seven Commuter Express routes), two (2) OCTA bus routes, three (3) Torrance Transit bus routes, three (3) Gardena Transit bus routes, and one (1) Santa Monica Big Blue Bus route. In addition to the 56 bus routes, there are two (2) Metro commuter rail lines, including the Exposition Light Rail and the Green Line Light Rail. The Green Line traverses the southern portion of the South Los Angeles Community Plan Area boundary and runs along the median of the Century (I 105) Freeway. The Exposition Line connects from the Blue Line in Southeast Los Angeles and runs down a portion of Flower Ave making its way down to Exposition Blvd toward Culver City. Figure 4 illustrates transit routes serving the South Los Angeles area and the Expo Line which generally follows Exposition Boulevard. Table 2 2 provides a brief description of these transit routes. Iteris, Inc. 13

23 Legend Metro Rail Exposition Line Metro Rail Green Line Metro Silver Line XX Metro Rapid Venice Blvd Washington Blvd Adams Blvd Jefferson Blvd West Adams Baldwin Hills Leimert CPA Expo Line Westlake CPA Silver Line Exposition Blvd Central City CPA Martin Luther King Jr Blvd Vernon Ave th St Los Angeles County 110 Slauson Ave Western Ave Normandie Ave Vermont Ave Figueroa St Silver Line Gage Ave Florence Ave Southeast Los Angeles CPA Manchester Ave Inglewood 92nd St Century Blvd N Los Angeles County 105 Green Line 745 Imperial Hwy NOT TO SCALE Source: Proposed South Los Angeles Community Plan TIMP Figure 4A Existing Transit Routes Serving the South Los Angeles Community Plan Area (CPA) V:\Projects\2008\J South-Southeast LA TIMPs\South\Gra\

24 Legend XX XX XX Metro Express Metro Local & Limited Metro Shuttles & Cirulators Venice Blvd Washington Blvd Adams Blvd Jefferson Blvd West Adams Baldwin Hills Leimert CPA Westlake CPA Exposition Blvd Central City CPA Martin Luther King Jr Blvd Vernon Ave th St Los Angeles County Slauson Ave 209 Western Ave Normandie Ave 110 Vermont Ave Figueroa St Gage Ave Florence Ave Southeast Los Angeles CPA Manchester Ave Inglewood 92nd St Century Blvd N Los Angeles County Imperial Hwy NOT TO SCALE Source: Proposed South Los Angeles Community Plan TIMP Figure 4B Existing Transit Routes Serving the South Los Angeles Community Plan Area (CPA) V:\Projects\2008\J South-Southeast LA TIMPs\South\Gra\