VALLEY NEW HIGH SCHOOL NO. 1 Revised Section 3H Transportation/ Traffic and Revised Traffic Impact Report (Appendix F) of the Draft Environmental Impact Report

http://laschools.org/project-status/attach/55.98032/RevisedValleyHS1Traffic.pdf

The file is so large it is unusable to most internet users. I have converted to the standard internet format and loaded it here for the community to read. LAUSD still refuses to make this report available in a usable form.

The tables an illustrations translated poorly

State Clearinghouse No. 2001031053 Prepared by: Aspen Environmental Group Agoura Hills, California  

December 2001  VALLEY NEW HIGH SCHOOL NO. 1 REVISED SECTION 3H. TRANSPORTATION/ TRAFFIC AND REVISED TRAFFIC IMPACT REPORT (APPENDIX F) DRAFT ENVIRONMENTAL IMPACT REPORT

Main DEIR TABLE OF CONTENTS

INTRODUCTION
3H. TRANSPORTATION/ TRAFFIC 
3H-1 Introduction
3H-2 Existing Setting
3H-3 Applicable Regulations
3H-4Impacts and Mitigation
3H4.1 Methodology
3H.4.2 Project Impacts
3H4.3 Cumulative Impacts

APPENDIX F
Revised Traffic Impact Report

LIST OF TABLES
3H-1 Intersection Level of Service Definitions
3H-2 Existing Levels of Service – AM Peak Hour
3H-3 Cumulative Projects
3H-4 Existing and Future Levels of Service
3H-5 Project Trip Generation Summary
3H-6 Future with Project Level of Service Summary
3H-7 Future with Project Mitigation
3H-8 Summary of Parking Requirements
3H-9 Cumulative Project Trip Generation Summary

LIST OF FIGURES
3H-1 Study Intersection Locations
3H-2 Existing AM Peak Hour Traffic Volumes
3H-3 Existing Intersection Lane Configurations
3H-4 Location of Cumulative Projects
3H-5 Future No Project AM Peak Hour Traffic Volumes
3H-6 Project Trip Distribution Pattern
3H-7 Project Only AM Peak Hour Intersection Traffic Volumes
3H-8 Future with Project AM Peak Hour Traffic Volumes

Introduction

The Draft Environmental Impact Report (EIR) for the Valley New High School No. 1 was published r and circulated for a 45-day public review period. The public review period on the draft document commenced on October 18, 2001 and ended on December 3, 2001. Written comments were provided during this period and verbal comments were presented at the November 7, 2001 public hearing on this project. Section 3H (Transportation/ Traffic) and the Traffic Impact Report (Appendix F) of the Draft EIR, have been revised to address public comments regarding the intersections studied, the residential street analysis, and rate factors used in estimating traffic generation.

This document includes these two revised sections of the Draft EIR for recirculation to the public. CEQA allows for recirculation of a portion of an EIR. Section 15088.5( c) of CEQA states: "If the revision is limited to a few chapters or portions of the EIR, the lead agency need only circulate the chapters or portions that have been modified."

The revisions included in this document completely replace Section 3H and Appendix F of the Draft EIR. The changes made to the original traffic study were completed with the review and consideration of the Los Angeles Department of Transportation. The key changes in the revised traffic study are noted below.

Traffic counts were collected and analyzed for 14 intersections surrounding the proposed school. The Draft EIR was based on traffic counts for 7 intersections.

Traffic counts were collected for residential streets in the project area to establish baseline for a Neighborhood Traffic Management Plan. The Draft EIR considered this issue on a qualitative basis and did not include traffic counts.

Justification has been added in this revised study to address California State University Northridge (CSUN) traffic and the growth of CSUN related traffic. The Draft EIR used the same factor as this revised study but did not provide a justification for its use.

Background has been added regarding the cumulative projects selected for the traffic analysis. The Draft EIR listed the cumulative projects and provided a discussion of the rationale, however this revised document addresses those specific projects identified by the public.

The revised traffic study provides more background on the trip generation factor used in the study. The Draft EIR used these same factors but no justification for its use was provided.

The public will have 45 days to comment on these revised sections of the Draft EIR. The public review period commences on December 21, 2001 and will end on February 4, 2002.

Comments on traffic associated with the new high school should be limited to the revised study presented in this document. Section 15088.5( f)( 2) states that if the EIR is revised only in part and the lead agency is recirculating only the revised chapters or portions of the EIR, the lead agency may request that reviewers limit their comments to the revised chapters or portions.   to index  

3H. TRANSPORTATION/ TRAFFIC 

3H. 1 INTRODUCTION This section presents the transportation/ traffic analysis conducted for the project and summarizes the traffic counts and analysis undertaken by Meyer, Mohaddes Associates, Inc. for the proposed new high school project site (Appendix F). It includes the methodology, findings, and conclusions used in this traffic impact analysis. A total of 14 intersections in the vicinity of the project site were analyzed. The analysis assesses the effects of the additional trips expected to be generated by the new school. The traffic impact analysis also takes into account other traffic growth due to specific development projects in the surrounding area and overall ambient growth in background traffic.

The Traffic Impact Report was originally published in the Draft EIR in October 2001. The traffic study was revised to address public comments presented at the November 7 public hearing and written comments provided during the public review of the Draft EIR. This section of the Draft EIR includes information from this revised traffic study (Appendix F). The key changes made to the traffic study are outlined below.

 Traffic counts were collected and analyzed for 14 intersections surrounding the proposed school. The Draft EIR was based on traffic counts for 7 intersections. Traffic counts were collected for residential streets in the project area to establish a Neighborhood Traffic Management Plan. The Draft EIR considered this issue on a qualitative basis and did not include traffic counts. Justification has been added in this revised study to address CSUN traffic and the growth of CSUN related traffic. The Draft EIR used the same factor as this revised study but did not provide a justification for its use.

Background has been added regarding the cumulative projects selected for the traffic analysis. The Draft EIR listed the cumulative projects and provided a discussion of the rationale, however this revised document   addresses those specific projects identified by the public. The revised traffic study provides more background on the trip generation factor used in the study. The Draft EIR used these same factors but no justification for its use was provided.   to index

3H. 2 EXISTING SETTING The street network in the project vicinity, the existing traffic volumes, and the levels of service at the affected study area intersections are described below. Figure 3H-1 shows the study intersection locations.

Street Network The street network describes the characteristics of the streets and intersections in the immediate vicinity of the project site. These include the number of lanes, stoplights or signs, left or right turn lanes, street parking, and parking restrictions. The major roadways that are located in the immediate vicinity of the    to index

Figure 3H-1 Study Intersection Locations

Halsted St. Plummer St.

Nordhoff St.

Reseda Bl. Zelzah Av. Balboa Bl.

Lassen St. Devonshire St. Louise Av.

White Oak Av.

Parthenia St. Kinzie St. Shoshone Av.

Prairie St. Superior St.

CSUN Campus Boundary Study Intersection  project area include Zelzah Avenue, Reseda Boulevard, Balboa Boulevard, Devonshire Street, Lassen Avenue, Plummer Street, Nordhoff Street, and Parthenia Street.

Reseda Boulevard. Reseda Boulevard is a north-south, four-lane major highway providing direct access to SR-118. Within the study area, Reseda Boulevard provides on-street parking and is fronted by residential and commercial uses. Reseda Boulevard is striped with a continuous turn-lane.

Zelzah Avenue. Zelzah Avenue is a north-south, four-lane roadway providing direct access to CSUN and the proposed project. Within the study area, Zelzah Avenue provides on-street parking and is striped with a continuous left-turn median. Zelzah Avenue includes residential uses on the east side and the CSUN campus on the west side.

Balboa Boulevard. Balboa Boulevard is a north-south, major highway providing three travel lanes in each direction. Within the study area, Balboa Boulevard provides on-street parking with peak period restrictions in both the northbound and southbound direction. Balboa Boulevard provides access to SR-118 and is fronted primarily by commercial and residential uses.

Devonshire Street. Devonshire Street is an east-west, major highway providing two to three lanes in each direction with parking restrictions on certain segments. Devonshire Street is fronted primarily by residential and commercial uses.

Lassen Street. Lassen Street is an east-west roadway, which provides two travel lanes in each direction. Lassen Street provides on-street parking in the westbound direction and generally no-parking restrictions in the eastbound direction. Lassen Street is fronted primarily by residential uses.

Plummer Street. Plummer Street is an east-west, residential roadway providing two travel lanes in each direction. On-street parking is generally permitted with restrictions on certain segments.

Nordhoff Street. Nordhoff Street is a six-lane, east-west roadway fronted primarily by residential and commercial uses. Peak period parking restrictions are enforced in the peak direction of travel. Nordhoff Street is separated by a continuous left-turn median.

Parthenia Street. Within the study area, Parthenia Street is a four-lane, east-west roadway fronted primarily by commercial and residential uses. Parthenia Street allows for parking on both sides of the street.

Simi Valley Freeway (State Route-118). The Simi Valley Freeway serves as the major east-west transportation facility for the northern San Fernando Valley area. It originates at the Foothill Freeway (I-210) and extends to the west into Ventura County. Near the project area, the freeway includes three lanes in the eastbound direction and four lanes in the westbound direction.
San Diego Freeway (I-405). The San Diego Freeway is located to the east of the project site and runs in a north-south direction through the San Fernando Valley. It branches off from the Golden State Freeway (I-5) to the north and travels south into Orange County. Currently, the San Diego Freeway includes four lanes in each direction near the study area.

Existing Transit Operations The Los Angeles County Metropolitan Transportation Authority (MTA) provides transit services within the study area. The following briefly describes the services currently available:

MTA Line 158. Route 158 provides service between Chatsworth and Sherman Oaks via Devonshire Street, Arleta Avenue, Branford Street, and Woodman Avenue. Major activity centers include: Chatsworth Transportation Center, Northridge, Granada Hills, Panorama City, Van Nuys, and the Sherman Oaks Fashion Square.

MTA Line 166. Route 166 provides service along Lankershim Boulevard, Glenoaks Boulevard, Osborne Street, Nordhoff Street, and Topanga Canyon Boulevard. MTA Line 167. Route 167 provides service between Chatsworth Transportation Center and Studio City via De Soto Avenue, Plummer Street, Woodman Avenue, Roscoe Boulevard and Coldwater Canyon Avenue. Major activity centers include Northridge Fashion Center, CSUN, North Hills, and Los Angeles Valley College.

MTA Line 168. Route 168 provides service between San Fernando and Chatsworth via Paxton Street, Van Nuys Boulevard and Lassen Street. Major activity centers served include: Pacoima, Arleta, Veteran's Administration Hospital, CSUN, and the Chatsworth Transportation Center. MTA Line 236. Route 236 provides services along Balboa Boulevard, Woodley Avenue, Victory Boulevard, and Van Nuys Boulevard between U. S. 101 and SR 118.

Existing Traffic Conditions LOS Definitions. The efficiency of traffic operations at a location is measured in terms of level of service (LOS), which is a description of traffic performance at intersections. The level of service concept is a measure of average operating conditions at intersections during an hour. It is based on volume-to-capacity (V/ C) ratio with the ability to carry (the capacity) compared to the level of traffic during the peak hours (volume). Levels range from A to F with A representing excellent (free-flow) conditions and F representing extreme congestion. Intersections with vehicular volumes, which are at or near capacity, experience greater congestion and longer vehicle delays. Table 3H-1 describes the level of service concept and the operating conditions expected under each level of service for signalized intersections.

Project Area LOS. The AM peak period turning movement traffic counts were conducted during June and November 2001 with the exception of the count for the intersection of Reseda Boulevard and Devonshire Street, which was conducted in October 2001. All counts were conducted from 6: 30 AM to 8: 00 AM, with the highest single hour traffic volumes at each location used for purposes of the impact analysis. Table 3H-2 provides the existing AM peak hour LOS for intersections in the study area.

Table 3H-1 Intersection Level of Service Definitions LOS Interpretation Signalized Intersection Volume to Capacity Ratio (ICU/ CMA) Stop-Controlled Intersection Average Stop Delay (HCM) 

A Excellent operation. All approaches to the intersection appear quite open, turning movements are easily made, and nearly all drivers find freedom of operation. 0.000 -0.600 < 10 seconds

B Very good operation. Many drivers begin to feel somewhat restricted within platoons of vehicles. This represents stable flow. An approach to an intersection may occasionally be fully utilized and traffic queues start to form. 0.601 -0.700 > 10 and < 15 seconds

C Good operation. Occasionally backups may develop behind turning vehicles. Most drivers feel somewhat restricted. 0.701 – 0.800 > 15 and < 25 seconds 

D Fair operation. There are no long-standing traffic queues. This level is typically associated with design practice for peak periods. 0.801 -0.900 > 25 and < 35 seconds

E Poor Operations. Some long-standing vehicular queues develop on critical approaches. 0.901 – 1.000 > 35 and < 50 seconds

F Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or prevent movements of vehicles out of the intersection approach lanes; therefore, volumes carried are not predictable. Potential for stop and go type traffic flow. Over 1.000 > 50 seconds

Source: Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D. C., 1997.  to index

Table 3H-2 Existing Levels of Service – AM Peak Hour  

Location	V. C Ratio or Delay	LOS
Reseda Boulevard & Devonshire Street	0.799	C
Reseda Boulevard & Lassen Street	1.172	D
Reseda Boulevard & Nordhoff Street	0.892	D
Zelzah Avenue & Devonshire Street	0.926	E
Zelzah Avenue & Lassen Street	1.085	F
Zelzah Avenue & Halsted Street [1]	0.775	C
Zelzah Avenue & Plummer Street	0.688	C
Zelzah Avenue & Nordhoff Street	1.132	F
Zelzah Avenue & Parthenia Street	0.591	A
White Oak Avenue & Plummer Street [1]	0.889	D
White Oak Avenue & Nordhoff Street	0.570	A
Balboa Boulevard & Lassen Street	0.822	D
Balboa Boulevard & Plummer Street	0.842	D
Balboa Boulevard & Nordhoff Street	0.940	E

Note: 1. Stop controlled intersection – analyzed as signalized intersection Source: MMA, 2001

At the time the traffic counts were collected, traffic from CSUN was not at its peak. To properly (for conservative analysis) reflect traffic conditions, which could be expected to occur during the school year (September through June), projected traffic due to CSUN was manually added to the collected traffic volumes. The additional traffic due to CSUN was estimated by determining the magnitude of trips that would be generated by the campus at full operation. Based on discussions with CSUN, during the spring of 2001 semester, a total of 28,989 students were enrolled. The additional AM peak hour traffic was determined by the use of the Transportation Engineer's (ITE) Trip Generation Manual adjusted to reflect a higher rate of auto usage at CSUN. The number of trips associated with CSUN was determined to be approximately 5,470 trips (4,375 in and 1,095 out). The additional traffic was then assigned to the surrounding street system based on typical traffic patterns for CSUN-related traffic. The Los Angeles Department of Transportation (LADOT) approved this methodology for use in a  previous study prepared for the University Market Center Project and for use in this revised traffic study.

Figure 3H-2 shows the existing AM peak hour traffic volumes at the 14 study intersections. A field inventory was conducted of all study intersection locations. The inventory included review of intersection geometric layouts, traffic control, lane configuration, posted speed limits, land use, and parking. This information is required for the subsequent traffic impact analysis. Figure 3H-3 illustrates the existing intersection geometrics (lane configurations) and signal controls for the 14 study intersections.

LOS D is generally considered to be the lowest acceptable LOS in an urban or suburban area. LOS E and F are considered to be unacceptable operating conditions, which warrant mitigation. The results shown in Table 3H-2 indicate that five of the 14 study intersections are currently operating at LOS E or F during the AM peak hour; the remaining nine intersections currently operate at LOS D or better. The five intersections that are currently operating at an unacceptable LOS are:

Reseda Boulevard and Lassen Street	(LOS F)
Zelzah Avenue and Devonshire Street	(LOS E)
Zelzah Avenue and Lassen Street	(LOS F)
Zelzah Avenue and Nordhoff Street	(LOS F)
Balboa Boulevard and Nordhoff Street	(LOS E).

3H. 3 APPLICABLE REGULATIONS LADOT is responsible for transportation issues within the City boundaries. LADOT may review the transportation/ traffic studies prepared for projects of all types for which the City is the lead agency, in addition to other public agency projects (County, State, or Federal) located within, or that may affect, the City. LADOT's internal procedures are described in their Traffic Study Policies and Procedures Manual.

In addition, new projects within the City must comply with the Congestion Management Program (CMP) for Los Angeles County, which was adopted by the Los Angeles County Metropolitan Transportation Authority (LACMTA) in November 1995 pursuant to State law. The CMP involves monitoring traffic conditions and performance measures on the designated transportation network, analysis of the impact of land use decisions on the transportation network, and mitigation to reduce impacts of the network.

Appendix D of the CMP includes Transportation Impact Assessment (TIA) guidelines. The TIA guidelines require analysis at monitored street intersections and segments, including freeway on-or off-ramp intersections where a project is expected to add 50 or more peak hour vehicle trips, and mainline   freeway or ramp monitoring locations where a project is expected to add 150 or more peak hour trips. If a project does not add, but merely shifts trips at a given monitoring location, the CMP analysis is not required.

An evaluation of transit impacts is required by the CMP for all projects for which an EIR will otherwise be prepared. The CMP requires that transit system operators receive the Notice of Preparation (NOP) for all EIRs to evaluate the potential impacts on existing transit systems, and also establishes evaluation procedures. Transit corridors and centers subject to CMP requirements are identified in Appendix F of the CMP (City of Los Angeles, 1998).  to index

Figure 3H-2 Existing AM Peak Hour Traffic Volumes Not provided

Figure 3H-3 Existing Intersection Lane Configuration Not provided

3H. 4 IMPACTS AND MITIGATION

  3H. 4.1 Methodology Traffic operating conditions in the vicinity of the project were analyzed using intersection capacity-based methodology known as the Circular 212 "Critical Movement Analysis" (CMA) Method. Per LADOT's direction, the two stop-controlled intersections were analyzed as signalized intersections with a reduced capacity of 1,200 vehicles per hour per lane.

Criteria for Determining Significance The LADOT has established threshold criteria, which are used to determine if a project has a significant traffic impact. Using the LADOT standard, a proposed project would normally have a significant impact on intersection capacity if the estimated project traffic would increase in the V/ C ratio on the intersection operating condition to one or more of the following:

? V/ C ratio increase is equal to or greater than 0.040 if final LOS (defined as projected future conditions including project, ambient, and related project growth but without project traffic mitigation) is C

? V/ C ratio increase is equal to or greater than 0.020 if final LOS is D ? V/ C ratio increase is equal to or greater than 0.010 if final LOS is E or F.

Additional significance criteria that were considered for this project include: ? Substantially increase safety hazards to pedestrians and students from existing or proposed design features that result in pedestrian-vehicle conflicts

? Result in inadequate emergency access ? Result in inadequate parking capacity ? Have a significant impact relative to circulation, a substantial disruption to existing circulation patterns, and/ or substantial increase in safety risk

? Exceed either individually or cumulatively a LOS standard established by the County Congestion Management Program.   to index

3H. 4.2 Project Impacts Impact H1: Exceed significance criteria established by the LADOT.

Future No-Project Conditions To evaluate the potential impacts of the proposed project on local traffic conditions, forecast of future traffic volumes in the study area under conditions without the proposed project were developed. This provided a basis against which to measure the proposed projects traffic impacts.

The anticipated build-out year of the proposed project is expected to be 2004. The projection of Year 2004 No-Project traffic consists of existing traffic plus ambient traffic growth (general background regional growth) plus growth in traffic generated by specific cumulative projects expected to be completed by the Year 2004. The following describes the two growth components.

Ambient Traffic Growth. Ambient traffic growth is the traffic growth that would occur in the study area due to general employment growth, housing growth, and growth in regional through trips in Southern California. Even if there was no change in housing or employment in the City of Los Angeles, there will be some background (ambient) traffic growth in the region. A two percent per year growth rate was assumed as a conservative estimate of traffic increase in the study area. Existing 2001 traffic volumes were increased by a growth factor rate of 1.06 (2 percent for 3 years from 2001 to 2004) to account for regional traffic growth.

Cumulative Project Traffic Growth. Cumulative project traffic growth, which is growth due to known development projects in the City of Los Angeles, is also included in the analysis of the Year 2004 No-Project conditions. Based on coordination with LADOT and CSUN, there were a total of eight projects, which may affect traffic circulation within the study area. These eight projects are listed in Table 3H-3; the location of these projects are shown on Figure 3H-4.  to index

Table 3H-3 Cumulative Projects .  

No	Land Use	Address	Size
1	Shopping Center .	18501-18711 Devonshire St	166 ksf
2	Apartments	Zelzah Ave & Lassen St.	45 DU
3	McDonald's Restaurant (eplacing gas station)	9857 Balboa Blvd	3.25 ksf
4	CSUN Center of Achievement	CSUN campus	N/ A
5	Pharmacy with Drive through Window	9110 Tampa Ave	13 ksf
6	Office Building	18860 Nordhoff St.	30 ksf
7	TCR Northridge Apartments	19208 Nordhoff St.	140 DU
8	Target Expansion (Free Standing  Store)	8999 Balboa St.	39.5 ksf

Source: MMA, 2001 Note: 1. Serves existing students, no new vehicular trips generated.

In the Draft EIR, 11 cumulative projects were identified. Since then, the LADOT has determined that three of the previously included cumulative projects should not have been included. This revised list of projects reflects this change.   to index

Figure 3H-4 Location of Cumulative Projects Not provided

The public identified two projects that should be considered in the cumulative project evaluation. These two projects included the MiniMed project and the future use of the former Prairie School site. A brief discussion of each of these projects is presented below.

? As confirmed by LADOT, Phases I and II of the MiniMed project were constructed and occupied at the time traffic counts were conducted, therefore traffic associated with these two phases has been accounted for in the traffic analysis. Phase III of the MiniMed project will not be constructed until after the proposed Valley High School No. 1 Project is occupied, therefore, traffic associated with this phase of the project is not included in the traffic analysis. ? As noted in the Draft EIR, the former Prairie School site is currently leased to CSUN for use as a parking lot. Therefore, traffic impacts associated with this site are taken into account in the traffic counts and the

traffic analysis. Currently, CSUN has no future plans for the site (written communication with CSUN – December 11, 2001).

Traffic due to possible increase in enrollment at the CSUN campus has been accounted for in the cumulative project growth. Based on discussions with CSUN officials, no official forecasts for student enrollment for year 2004 are available. For the purpose of traffic forecasts and impact analysis, a four-percent per year growth was determined to approximate expected growth. Therefore, the traffic study assumed a cumulative 12 percent growth in CSUN traffic by the year 2004.

2004 Without Project Traffic Conditions Based on the forecast parameters discussed previously, AM peak hour traffic volumes were estimated for the year 2004 without the proposed project. Figure 3H-5 illustrates the year 2004 without project AM peak hour traffic volumes at the 14 study intersections. Eight of the 14 study intersections would operate at an LOS of E or F without the proposed project traffic. The eight intersections are:

? Reseda Boulevard and Lassen Street (LOS F) ? Reseda Boulevard and Nordhoff Street (LOS E). ? Zelzah Avenue and Devonshire Street (LOS E) ? Zelzah Avenue and Lassen Street (LOS F) ? Zelzah Avenue and Nordhoff Street (LOS F) ? White Oak Avenue and Plummer Street (LOS E) ? Balboa Boulevard and Plummer Street (LOS E) ? Balboa Boulevard and Nordhoff Street (LOS F).

Table 3H-4 compares the AM peak hour level of service of existing conditions in the study area with those forecasted for future traffic. As shown in Table 3H-4, five of the eight intersections projected to operate at LOS E or F under "Future No Project" conditions are already operating at an LOS of E or F under existing conditions  to index

Figure 3H-5 Future No Project AM Peak Hour Traffic Volumes Not provided

Table 3H-4 Existing and Future Levels of Service Existing Conditions Future No Project Location V/ C Ratio or Delay LOS V/ C Ratio or Delay LOS 

Reseda Boulevard & Devonshire Street	0.799	C	0.866	D
Reseda Boulevard & Lassen Street	1.172	F	1.273	F
Reseda Boulevard & Nordhoff Street	0.892	D	0.974	E
Zelzah Avenue & Devonshire Street	0.926	E	0.991	E
Zelzah Avenue & Lassen Street	1.085	F	1.158	F
Zelzah Avenue & Halsted Street [1]	0.775	C	0.882	D
Zelzah Avenue & Plummer Street	0.688	B	0.730	C
Zelzah Avenue & Nordhoff Street	1.132	F	1.231	F
Zelzah Avenue & Parthenia Street	0.591	A	0.633	B
White Oak & Plummer Street [1]	0.889	D	0.945	E
White Oak Avenue & Nordhoff Street	0.570	A	0.610	B
Balboa Boulevard & Lassen Street	0.822	D	0.880	D
Balboa Boulevard & Plummer Street	0.842	D	0.908	E
Balboa Boulevard & Nordhoff Street	0.940	E	1.008	F

1 Note: These intersections are stop-controlled intersections that were analyzed as signalized intersections. Source: MMA, 2001

2004 with the Project Conditions Forecast Trip Generation of the Project. The first step in analyzing 2004 traffic conditions is to predict the trip generation associated with the proposed project. This section of the report describes the estimation of future traffic generation of the proposed project per LADOT guidelines. Trip generation rates from the ITE handbook are typically used in traffic studies unless an alternate rate is approved by the LADOT.

In preparation for its new school program, LAUSD conducted traffic counts at existing schools in three areas within the district to more accurately project traffic associated with new proposed schools. The traffic counts at several high schools in the Valley found that 0.54 trips were generated during the AM peak hour. LADOT has approved that rate for estimating traffic for schools to be developed in the Valley. LADOT has agreed that the Valley generates more trips than the national standard in the ITE handbook (0.46) and that the 0.54 trip generation rate represents conditions in the Valley as a whole and at the proposed school. Based on the Valley trip rate of 0.54 and 888 seats projected for the proposed high school, approximately 479 trips are estimated to occur during the AM peak hour. Of the total 479 AM peak hour trips, 354 drop-off trips (combined inbound and outbound) are projected for drop-offs of both students and staff and the remainder of 125 trips (inbound only) are projected for staff, visitor, and students who are parking. Table 3H-5 summarizes the project's trip generation characteristics.  to index

Table 3H-5 Project Trip Generation SummaryAM Peak Hour

Land Use	Size	Rate	In	Out	Total
High School	888	0.54 per seat	302	177	479

Note: Derived from empirical data gathered from other schools in the San Fernando Valley. Source: MMA. 2001  

Forecast Trip Distribution of the Project. Trip distribution is one of the most important elements in a traffic impact analysis. The trip distribution assumptions are used to determine the origin and destination of the new vehicle trips that are forecast due to the project.

The primary purpose of the proposed high school is to provide additional seats needed to relieve projected overcrowding at Monroe High School. Within the next seven years (approximately 2008) 1 , Monroe High School will need 2,718 two-semester seats that will accommodate 3,805 students on a Concept 6 schedule to meet the shortfall of seats due to projected enrollment. East Valley New High School No. 2 and East Valley New High School No. 3 will provide approximately 2,075 two-semester seats towards relieving the shortfall in the Monroe attendance area. The new high school, Valley High School No. 1, addresses this 700 seat remaining need in the Monroe attendance area. The balance of space at the new school will likely be filled with students from the Granada Hills High School attendance area (north of the proposed site) and Cleveland High School attendance area (south of the proposed site). Of this 700 seat shortfall, about 80% of these seats will be filled from the Monroe High School attendance area. The remaining 20% will be filled from the other two high schools.

Figure 3H-6 shows the project trip distribution pattern, and Figure 3H-7 illustrates the project only traffic volumes at the analyzed intersections. Based on LAUSD demographics and planning, this distribution pattern was determined to best approximate the expected student pattern at the November 19, 2001 meeting with LADOT.

2004 With Project Traffic Analysis

Based on the estimated trip generation and distribution assumptions described above, project traffic was assigned onto the roadway system based on driveway locations and the availability of local roadways to access the regional highway system. Figure 3H-8 shows the estimated future with project AM peak hour traffic volumes at the 14 study intersections.

Based on the threshold of significance, the 2004 with-project forecast indicates that the proposed project would create significant impacts at 10 of the 14 analyzed intersections. The remaining four intersections would not be significantly impacted by traffic from the proposed project. Table 3H-6 presents the results of the future no project and future with project evaluation.

1 The Facilities Master Plan for Construction estimates a ten-year period from 1998. From the year 2001, the time period would reduce to a seven-year window.   to index

Figure 3H-6 Project Trip Distribution Pattern Not provided

Figure 3H-7 Project Only AM Peak Hour Intersection Traffic Volumes Not provided

Figure 3H-8 Future With Project AM Peak Hour Traffic Volumes Not provided

Table 3H-6 Future with Project Level of Service Summary t

	Future No Project		Future with Project
Location	V/ C or Delay	LOS	V/ C or Delay	LOS	Change in V/ C	Significant Impact
Reseda Boulevard & Devonshire Street	0.866	D	0.870	D	0.004	No
Reseda Boulevard & Lassen Street	1.273	F	1.274	F	0.001	No
Reseda Boulevard & Nordhoff Street	0.974	E	0.989	E	0.015	Yes
Zelzah Avenue & Devonshire Street	0.991	E	1.001	E	0.010	Yes
Zelzah Avenue & Lassen Street	1.158	D	1.177	F	0.019	Yes
Zelzah Avenue & Halsted Street [1]	0.822	D	0.916	E	0.094	Yes
Zelzah Avenue & Plummer Street	0.730	F	0.834	D	0.104	Yes
Zelzah Avenue & Nordhoff Street	1.231	F	1.279	F	0.048	Yes
Zelzah Avenue & Parthenia Street	0.633	B	0.636	B	0.003	No
White Oak Avenue & Plummer Street [1]	0.945	E	0.983	E	0.038	Yes
White Oak Avenue & Nordhoff Street	0.610	B	0.623	B	0.013	No
Balboa Boulevard & Lassen Street	0.880	D	0.905	E	0.025	Yes
Balboa Boulevard & Plummer Street	0.908	E	0.948	E	0.040	Yes
Balboa Boulevard & Nordhoff Street	1.008	F	1.025	F	0.017	Yes

Notes: 1. Stop-controlled intersection analyzed as a signalized intersection. Source: MMA, 2001

Two types of mitigation measures were identified for the 10 intersections identified to have significant impacts with implementation of the project. These two measures include installation of Automated Traffic Surveillance and Control (ATSAC) system and the installation of traffic signals. Each of these measures is described briefly below.

? ATSAC/ ATCS System. Through the extensive use of detectors, surveillance cameras, and sophisticated computer technology, ATSAC/ ATCS provides real-time traffic information to a centralized operations center. ATSAC allows for traffic adaptive signal timing at all intersections within the system. ATSAC/ ATCS has been estimated to provide an improvement in intersection operations equivalent to 0.100 V/ C.

Traffic Signal System. Installation of a traffic signal system at a stop-controlled intersection regulates traffic flow via traffic lights. This relieves long traffic delays experienced at approaches that are currently controlled by stop signs. Although traffic signals regulate traffic flow more efficiently as compared to stop-controlled intersection, they also have the potential to draw more traffic as efficiency improves.

Mitigation was applied as follows to each of the impacted intersections: 

ATSAC/ ATCS	Traffic Signal	No Mitigation Available
Zelzah Ave. & Devonshire St.	White Oak Ave. & Plummer St.	Zelzah Ave. & Nordhoff St
Zelzah Ave. & Lassen St		Zelzah Ave. & Halsted  St.
Zelzah Ave. & Plummer St.
Reseda Blvd. & Nordhoff St.
Balboa Blvd. & Lassen St.
Balboa Blvd. & Plummer St.
Balboa Blvd. & Nordhoff St.

Table 3H-7 summarizes the Future with Project Mitigation. It presents the significance of traffic impacts after mitigation has been applied. It lists all intersections studied in the traffic report. The results indicate that no impacts would result at four intersections. With the implementation of the ATSAC and traffic signal, eight intersections would be fully mitigated. Two intersections would have  significant and unavoidable impacts as a result of the project because there are no measures available to mitigate impacts. They are:

Zelzah Avenue and Nordhoff Street. Physical mitigation measures are not feasible as there is no available right-of-way for roadway widening. ATSAC/ ATCS is also not available at this location as this improvement has already been credited to another project. ? Zelzah Avenue and Halsted Street. Although signalization of the intersection would fully mitigate the project impacts at this location, the peak hour traffic volumes do not satisfy traffic signal warrant. It is also

not clear that residents on Halsted Street would desire a signal at Zelzah Avenue if it would potentially attract more traffic.  to index

Table 3H-7 Future with Project Mitigation  

  

	Future with Project No Mitigation		Future with Project With Mitigation		Change in V/ C	Significant Impact
Location	V/ C or Delay	LOS	V/ C or Delay	LOS
Reseda Boulevard & Devonshire Street [2]	0.870	D				No
Reseda Boulevard & Lassen Street [2]	1.274	F				No
Reseda Boulevard & Nordhoff Street	0.989	E	0.960	D	-0.029	No
Zelzah Avenue & Devonshire Street	1.001	F	0.910	E	-0.091	No
Zelzah Avenue & Lassen Street	1.177	F	1.070	F	-0.107	No
Zelzah Avenue & Halsted Street [1]	0.916	E	0.916	E	-0.094	Yes
Zelzah Avenue & Plummer Street	0.834	D	0.758	C	0.076	No
Zelzah Avenue & Nordhoff Street [1]	1.279	F		F	0.048	Yes
Zelzah Avenue & Parthenia Street [2]	0. 636	B		B		No
White Oak Avenue & Plummer Street	0.983	E	0.786	C	-0.197	No
White Oak Avenue & Nordhoff Street [2]	0.623	B		B		No
Balboa Boulevard & Lassen Stree	0.905	E	0.823	D	-0.082	No
Balboa Boulevard & Plummer Street	0.948	E	0.862	D	-0.086	No
Balboa Boulevard & Nordhoff Street	1.025	F	0.932	E	-0.093	No

   Source: MMA, 2001 1. No mitigation available 2. Not significantly impacted and thus no mitigation is required at this intersection.

Mitigation Measure. The following mitigation measure will be implemented to reduce potentially significant traffic impacts associated with the project.

H-1 The LAUSD shall work with the LADOT to establish an Automated Traffic Surveillance and Control (ATSAC) system, traffic signal, or equivalent traffic improvement measure for the intersections impacted by the project. The LAUSD in consultation with the LADOT shall determine the specific components of the ATSAC, traffic signal, or equivalent measures including implementation schedule, cost and cost recovery potential, and scope. This measure shall apply to the eight impacted intersections presented in the Traffic Impact Report.

Level of Significance after Mitigation. With the implementation of mitigation H-1, traffic impacts would be fully mitigated at eight intersections. For two intersections (Zelzah Avenue and Nordhoff Street/ Zelzah Avenue and Halsted Street) there is no mitigation available to reduce impacts. The project would have a significant, unavoidable impact at these intersections.

Impact H2: Substantially increase safety hazards to pedestrians and students from existing or proposed design features that could result in pedestrian-vehicle conflicts. Pedestrian access to the campus will be provided off of Zelzah Avenue. Currently, there is a school crossing on Zelzah Avenue at the intersection of Superior Street located approximately one-half block north of the proposed Project site. The traffic signal at the intersection of Zelzah Avenue and Plummer Street also provides pedestrian access across Zelzah Avenue. This will provide potential students from the residential neighborhood, east of the Project, adequate access to the proposed high school. Because Zelzah Avenue has heavy traffic throughout the day, measures will be taken to ensure that students walking to school are safe. These measures would include signs that alert drivers to the high school to reduce traffic speeds and a speed limit sign. Pedestrian safety is potentially significant impact but mitigable. Measures H-2 to H-4 have been identified to mitigate this potential impact.

The design of the new high school includes drop-off zones along the perimeter of the proposed project site. This would provide several areas where parents could readily drop-off students without impacting traffic along Zelzah Avenue. However, some drop-offs and pick-ups on Zelzah Avenue and in the visitor parking area could occur. To address this potential impact, measure H-5 will be implemented. This impact is potentially significant, but mitigable.

Mitigation Measures. The following measures will be applied to reduce potential pedestrian safety impacts.

H-2 Four months prior to the opening of the school, LAUSD's School Traffic and Safety Education Section shall contact LADOT to coordinate the installation of appropriate traffic controls, school warning and speed limit signs, school crosswalks and pavement markings, passenger loading zones, and school bus loading zones.

H-3 Six months prior to opening of the school, LAUSD's School Traffic and Safety Education Section shall contact LADOT's Citywide Traffic Control Programs Section for preparation of a "Pedestrian Routes to School." As part of the "Pedestrian Routes to School," parents and students shall be notified to use the existing traffic signals at Superior and Plummer Streets when crossing Zelzah Avenue.

H-4 After occupancy of the school, the LAUSD shall request the City of LADOT's Crossing Guard Operations Section to conduct a study for the assignment of crossing guards at designated intersections, as needed, to enhance pedestrian safety. If a crossing guard is warranted, LAUSD shall coordinate with LADOT to provide a crossing guard at the required locations.

H-5 The LAUSD shall request that the City of Los Angeles post signs on Zelzah Avenue that restrict stopping or passenger unloading along the school frontage.

Level of Significance After Mitigation. With the implementation of the above mitigation measures potential safety impacts are less than significant.  Impact H3: Result in inadequate emergency access The service area for the campus is located in the northern portion of the site, with a separate entrance and exit from and to the internal campus road. It is not anticipated that service vehicles would have any difficulties completing these maneuvers and they would not have to use any residential streets, so there are no traffic impacts anticipated with the service functions at this campus.

Mitigation Measures. No mitigation is required.
Impact H4: Result in inadequate parking capacity The proposed high school would provide 228 parking spaces for staff and students, with 15 spaces dedicated to visitor parking along the front entrance of the school. Students would be dropped off along the access road that would go along the perimeter of the school. The bus drop-off would be along this access road. The front entrance, which includes visitor parking, makes it unlikely that visitors would park on the roadways surrounding the campus.

The LAUSD conducted student-parking surveys in November 1999 and July 2001. According to these surveys, a range of 2 to 15 percent of upper class students drive to LAUSD schools. Also, the surveys estimated that 15 percent of the upper class students and about 30 percent of the seniors drive to Monroe High School. The proposed school would provide 888 two-semester seats. If a comparable percentage of students drive to the proposed new high school, the estimated number of upper class students that may drive to school is 67. Table 3H-8 provides a summary of the parking requirements for this project.  to index

Table 3H-8 Summary of Parking Requirements

Number of Parking Spaces	Required Staff Parking Spaces	Visitor Parking Provided by Project	Available Student or other Parking	Estimated Parking Needed for StudentS	Estimated Number of Surplus Parking Spaces
228	74	15	139	67	72

As presented in Table 3H-8, the proposed project provides sufficient parking for staff, visitors and students and includes a surplus number of spaces for the high school use. Thus, parking impacts are expected to be less than significant as a policy. LAUSD will develop incentives to encourage students to walk, bike, or ride public transportation to arrive at school. However, the LAUSD recognizes that student parking in adjacent neighborhoods may be a concern to residents. Therefore, the LAUSD will monitor parking conditions in adjacent neighborhoods and, in conjunction with LADOT, identify mitigation measures if parking impacts occur. LADOT has a standardized approach to the assessment of the eligibility of a neighborhood for parking permits and approval of the program by the residents. As necessary, LAUSD will work with LADOT and residents to adopt a permit parking program and fee payment associated with the program.

Mitigation Measures. No mitigation is required.

Impact H5: Have a significant impact relative to circulation, a substantial disruption to existing circulation patterns, and/ or substantial increase in safety risk.

A portion of the vehicle trips that currently access other existing school facilities would travel to the proposed high school. Although vehicle trips would be added to the project area as a result of the new high school those trips are already on the roadway system accessing other existing school facilities.

Project traffic will be most heavily concentrated on Zelzah Avenue, but will disperse onto Devonshire Street, Lassen Street, Plummer Street, Nordhoff Street, and Parthenia Street. There is the potential for this traffic to use residential streets to access the new high school. For instance, traffic coming to the proposed school could travel from east to west on Nordhoff and Plummer streets and then travel north on White Oak or other streets eventually turning west on neighborhood residential streets. Potential impacts may include additional vehicles on residential streets traveling to the new high school and drop-off of students along these streets. Even though drop-off zones would be provided along the perimeter of the high school campus, the potential exists for use of residential streets to access the project site.

To address concerns with the use of residential streets in the project area, traffic counts (24-hour) were collected on four roadways located east of Zelzah Avenue. These roadways were identified in consultation with LADOT. They were selected because they are east/ west roadways with direct access to Zelzah Avenue and are accessible from other major streets in the project area (Lassen, Plummer, and Nordhoff streets and White Oak Avenue). These roadways include Kinzie Street, Superior Street, Halsted Street, and Prairie Street. The results of these traffic counts are as follows:

Kinzie Street – 142 vehicles during the AM peak hour (2,662 daily vehicles) 

Superior Street – 47 vehicles during the AM peak hour (1,331 daily vehicles) 

Halsted Street – 75 vehicles during the AM peak hour (1,720 daily vehicles)

Prairie Street – 106 vehicles during the AM peak hour (1,474 daily vehicles).

To minimize potential impacts to the residential streets in the project area, the LAUSD will prepare a Neighborhood Traffic Management Plan to monitor traffic levels on the four residential streets noted above. These traffic counts were collected to establish existing conditions on residential streets in the project area as part of this plan. The plan will include a:

Description of existing facilities and neighborhood traffic conditions

Schedule for implementation of monitoring program and reporting data

Description of proposed neighborhood traffic controls, including speed humps, turn restrictions, traffic islands, stop signs, cul-de -sac and other traffic calming measures

Monitoring after installation of traffic controls.

Mitigation Measure. The mitigation measure noted below will be implemented by the LAUSD to reduce potential impacts on residential streets. 

H-6 LAUSD, in consultation with LADOT, will develop a Neighborhood Traffic Management Plan. LAUSD will monitor traffic levels on four residential streets after school opening and submit count data to LADOT. If significant project traffic impacts are indicated on these residential streets, LAUSD and LADOT in consultation with City of Los Angeles Council offices and residents of the neighborhood will develop mitigation measures. The types of measures, which could be considered include speed humps, turn restrictions, traffic islands, stop signs, cul-de-sac and other traffic calming measures. LAUSD also will monitor conditions after installation of traffic controls.

Level of Significance after Mitigation. With implementation of measure H-6, the impact on residential streets will be less than significant.

Impact H6: Exceed either individually or cumulatively a LOS standard established by the County Congestion Management Program

The Congestion Management Program (CMP) was created statewide as result of Proposition 111 and has been implemented locally by the Los Angeles County Metropolitan Transportation Authority (LACMTA). The CMP for Los Angeles County requires that the traffic impact of individual development projects of potential regional significance be analyzed. A specific system of arterial roadways plus all freeways comprise the CMP system. A total of 164 intersections are identified for monitoring on the system in Los Angeles County.

The CMP "Traffic Impact Analysis Guidelines" requires analysis of all surface street-monitoring locations where the proposed project adds 50 or more peak hour trips. Based on the list of surface street monitoring stations listed in the CMP, there are no stations within the study area. The CMP also requires all freeway segments to be analyzed where the proposed project adds 150 or more trips during the peak hour. Based on the fact that the proposed project is a high school that generally serves local residents, it is determined that no CMP freeway stations need to be analyzed because the majority of trips are on the local roadway system. Therefore, potential impacts would be less than significant.

Mitigation Measures. No mitigation is required.   to index

3H. 4.3 Cumulative Impacts Cumulative project traffic growth, which is growth due to specific known development projects in the City of Los Angeles, is also included in the analysis of the Year 2004 No-Project conditions. Based on coordination with staff from City of Los Angeles, there are a total of eight projects within the study area that may affect the study area.

The projects that could affect the study area are listed in Table 3H-9. The location of these projects are shown on Figure 2-8. As shown on the table the eight projects are expected to generate a total of approximately 467 AM peak hour trips onto the local area roadway system.    to index

Table 3H-9 Cumulative Project Trip Generation Summary AM Peak Hour

No	Land Use	Address	Size	In	Out	Total
1	Shopping Center	18501-18711 Devonshire St.	1166 ksf	128	95	223
2	Apartments.	Zelzah Ave & Lassen St	45 DU	3	23	26
3	McDonald's Restaurant (replacing gas station)	9857 Balboa Blvd	3.25 ksf	17	16	33
	CSUN Center of Achievement [1]	CSUN campus N/ A
5	Pharmacy with Drive through Window	9110 Tampa Ave	13 ksf	13	11	24
6	Office Building	18860 Nordhoff St.	30 ksf	44	6	50
7	TCR Northridge Apartments	19208 Nordhoff St.	140 DU	11	60	71
8	Target Expansion (Free Standing  Store)	8999 Balboa St.	39.5 ksf	26	14	40
9	Total			242	225	467

Source: MMA, 2001

Note: 1. Serves existing students, no new vehicular trips generated.

Vehicle trips from construction and on-site operations of these projects are expected to be localized and thus impact the roads immediately surrounding the proposed project. It is anticipated that a portion of the vehicle trips identified in Table 3H-9 would use the streets adjacent to the proposed project. Therefore, traffic from these cumulative projects is expected to contribute to cumulatively considerable impacts on the proposed project area. The LAUSD's implementation of Mitigation Measure H-1 would reduce potentially significant impacts at eight intersections in the project area (see Impact H1) to a less than significant level. As no mitigation is available, the intersections at Zelzah Avenue and Nordhoff Street (LOS F) and at Zelzah Avenue and Halsted Street could be impacted by cumulative projects in the area. Thus, cumulative projects could have a significant unavoidable cumulative impact at two intersections.

Mitigation Measures. Mitigation Measure H-1 and H-6 would be used to address traffic impacts in the project area. No additional mitigation is necessary or available to address cumulative impacts.

Level of Significance After Mitigation. There is no mitigation available at the intersections of Zelzah Avenue and Nordhoff Street and Zelzah Avenue and Halsted Street. Cumulative traffic impacts would be significant but unavoidable at these intersections.    to index

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