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3 - Updated Traffic Study (dated February 2, 2015) & Public Works Staff Report and RecommendationUpdated Traffic Study (dated February 2, 2015) & Public Works Staff Report and Approval of Updated Traffic Study WE Iq MEMORANDUM IL RANCHO PALOS VERDES TO: Leza Mikhail, Associate Planner FROM: Melissa Countryman, Senior Engineer DATE: June 1, 2015 SUBJECT: Review of Traffic Study Update for St. John Fisher Church Phase II Project I have reviewed the Traffic Study Update prepared by KOA Corporation, originally dated October 29, 2014, for the subject project. Based on the applicant's response and subsequent revisions, I am satisfied with the results of the study. On April 27th, 2015, the Traffic Safety Committee approved Staff's recommendation to approve the traffic study as well. Please forward my recommendation to the City Council for consideration. Cc: File WE Traffic Study Update for St. John Fisher Church Rancho Palos Verdes, California February 2, 2015 Prepared For: St. John Fisher Church 5448 Crest Road Rancho Palos Verdes, CA 90275 Prepared by: KOA CORPORATION PLANNING & ENGINEERING 1100 Corporate Center Drive, Suite 201 Monterey Park, California 91754 (323) 260-4703 JB41143 31 KOA CORPORATION PLANNING & ENGINEERING Table of Contents 1. INTRODUCTION.................................................................................................................................................1 PROJECTSTUDY AREA.................................................................................................................................................2 PROJECTACCESS......................................................................................................................................................... 5 ANALYSISMETHODOLOGY..........................................................................................................................................5 2. EXISTING 2014 CONDITIONS...............................................................................................................,........8 EXISTING ROADWAY SYSTEM EXISTING TRAFFIC VOLUMES. EXISTING LEVELS OF SERVICE ....................................................... 8 ....................................................... 8 ....................................................... 9 3. EXISTING CONDITIONS PLUS AMBIENT GROWTH PLUS PROJECT..........................................13 AMBIENT TRAFFIC GROWTH.....................................................................................................................................13 PROJECT TRIP GENERATION......................................................................................................................................16 PROJECT TRIP DISTRIBUTION.....................................................................................................................................16 PROJECT TRIP ASSIGNMENT.......................................................................................................................................16 EXISTING PLUS AMBIENT GROWTH PLUS PROJECT TRIPS.............................................................................................16 4. EXISTING PLUS AMBIENT GROWTH PLUS CUMULATIVE PROJECTS PLUS PROJECT ........ 22 EXISTING PLUS AMBIENT GROWTH PLUS CUMULATIVE PROJECTS PLUS PROJECT TRIPS.................................................24 5. CONGESTION MANAGEMENT PLAN CONFORMANCE....................................................................27 6. SUMMARY AND PROJECT RECOMMENDATIONS................................................................................28 Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page i JB41143 32 KOA CORPORATION PLANNING & ENGINEERING List of Figures FIGURE I: STUDY AREA 3 FIGURE 2: SITE PLAN 4 FIGURE 3: EXISTING LANE CONFIGURATION 11 FIGURE 4: EXISTING 2014 PEAK HOUR TRAFFIC VOLUMES 12 FIGURE 5: EXISTING WITH AMBIENT TRAFFIC GROWTH 15 FIGURE 6: PROJECT TRIP DISTRIBUTION 17 FIGURE 7: PROJECT ONLY TRAFFIC VOLUMES 18 FIGURE 8: EXISTING PLUS AMBIENT GROWTH PLUS PROJECT TRAFFIC VOLUMES 19 FIGURE 9: LOCATION OF CUMULATIVE PROJECTS 23 FIGURE 10: EXISTING 2014 PLUS AMBIENT PLUS CUMULATIVE PROJECTS PLUS PROJECT 16 PEAK HOUR TRAFFIC VOLUMES 26 List of Tables TABLE I — LEVEL OF SERVICE DEFINITIONS 6 TABLE 2 — EXISTING LEVEL OF SERVICE — STUDY INTERSECTION 9 TABLE 3 — EXISTING LEVEL OF SERVICE — WEEKDAY — STUDY ROADWAY SEGMENTS 9 TABLE 4 — EXISTING LEVEL OF SERVICE — SUNDAY — STUDY ROADWAY SEGMENTS 10 TABLE 5 — EXISTING WITH AMBIENT GROWTH LEVEL OF SERVICE - STUDY INTERSECTION 13 TABLE 6 — EXISTING WITH AMBIENT GROWTH LEVEL OF SERVICE —WEEKDAY — STUDY ROADWAY SEGMENTS 13 TABLE 7 — EXISTING WITH AMBIENT GROWTH LEVEL OF SERVICE — SUNDAY — STUDY ROADWAYS SEGMENTS 14 TABLE 8 — PROJECT TRIP GENERATION 16 TABLE 9 — EXISTING PLUS AMBIENT GROWTH PLUS PROJECT LEVEL OF SERVICE — WEEKDAY — STUDY INTERSECTION 21 TABLE 10 — EXISTING PLUS AMBIENT GROWTH PLUS PROJECT LEVEL OF SERVICE — WEEKDAY — STUDY ROADWAY SEGMENTS 21 TABLE I I — CUMULATIVE PROJECTS — TRIP RATES APPLIED 22 TABLE 12 — CUMULATIVE PROJECTS — TRIP GENERATION 22 TABLE 13 — EXISTING PLUS AMBIENT GROWTH PLUS CUMULATIVE PROJECTS PLUS PROJECT LEVEL OF SERVICE — WEEKDAY — STUDY INTERSECTION 25 TABLE 14 — EXISTING PLUS AMBIENT GROWTH PLUS CUMULATIVE PROJECTS PLUS PROJECT LEVEL OF SERVICE — WEEKDAY — STUDY ROADWAY SEGMENTS 25 Traffic Study Update for St. John Fisher Church Page ii Prepared for St. John Fisher Church JB41143 February 2, 2015 33 KOA CORPORATION PLANNING & ENGINEERING Appendices APPENDIX A — STUDY SCOPING DOCUMENT APPENDIX B I — TRAFFIC COUNT DATA — STUDY INTERSECTIONS APPENDIX B2 — TRAFFIC COUNT DATA — STUDY ROADWAY SEGMENTS APPENDIX C — STUDY INTERSECTION ANALYSIS WORKSHEETS — EXISTING CONDITIONS APPENDIX D — STUDY INTERSECTION ANALYSIS WORKSHEETS — EXISTING PLUS AMBIENT GROWTH APPENDIX E — STUDY INTERSECTION ANALYSIS WORKSHEETS — EXISTING PLUS AMBIENT GROWTH PLUS PROJECT APPENDIX F — STUDY INTERSECTION ANALYSIS WORKSHEETS — EXISTING PLUS AMBIENT GROWTH PLUS CUMULATIVE PROJECTS PLUS PROJECT Traffic Study Update for St. john Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page iii JB41143 34 KOA CORPORATION PLANNING & ENGINEERING I. Introduction This report provides an update to the original project traffic impact analysis report associated with the previously -approved St. John Fisher Church/School expansion (Project). The existing church site is located at 5448 Crest Road within the City of Rancho Palos Verdes, California. St. John Fisher Church has completed the first phase of improvements to its facilities, which had been analyzed in a traffic study effort by KOA that culminated in a final deliverable in December of 2007. The proposed Project, for purposes of this report, is the previously -approved phase two improvements to the church property yet to be completed. The only trip -generating use under phase two would be a preschool facility with weekday operations. As part of the review process for the Conditional Use Permit (CUP) extension of the previously approved phase two Project scope, the City has requested an updated traffic study that accomplishes two objectives: Determine area traffic conditions with Project phase one operations, and compare to estimated conditions of 2007 study. Update the Project phase two improvements analysis and summarize the overall project traffic impacts relative to current cumulative impacts. The previously -approved phase two of the church master plan would provide for replacement of educational and site ancillary facilities including the following: Art room • School library Preschool facility Music offices • Remodeling of existing offices into meeting rooms Administrative offices All of these facilities would serve current on-site operations, other than the preschool. The preschool is a previously -approved use and would serve up to 40 children (20 children in a morning program, and 20 children under a separate afternoon program), on weekdays only. The project will be analyzed with a 40 -student program for both peak and daily conditions, as is consistent with the 2007 study. The previously -approved meeting rooms would only serve existing church operations, would be used by existing church members and ministries, and would also not be available to outside groups. The church also does not plan to create new programs due to the pending completion of the meeting rooms. The Project traffic study area, as defined through consultation with the City of Rancho Palos Verdes, included one nearby intersection and two roadway segments, matching the study area of the 2007 study. Traffic impacts were based on weekday and Sunday traffic data; with weekday AM and PM peak -hour traffic and Sunday AM peak -hour traffic analyzed at the study intersection, and weekday and Sunday daily traffic analyzed at the two study roadway segments. Traffic Study Update for St. John Fisher Church Page I Prepared for St. John Fisher Church JB41 143 February 2, 20 15 35 KOA CORPORATION •.' PLANNING & ENGINEERING The traffic analysis included the following traffic scenarios: Existing 2014 Conditions Existing plus Ambient Growth plus Project Conditions Existing plus Ambient Growth plus Cumulative Projects (including St. John Fisher Project) plus Project Conditions Based on discussions with City staff, the analysis focuses on weekday AM and PM peak hour conditions and Sunday peak hour conditions. Project Study Area The Project study area is defined by the study intersection of Crenshaw Boulevard and Crest Road (an all -way stop -controlled intersection) and the following two roadway segments: I. Crenshaw Boulevard north of Crest Road 2. Crest Road west of Crenshaw Boulevard Figure I illustrates the location of the Project site and the three study locations. Figure 2 provides the Project site plan. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 2 JB41143 36 LEGEND ® Project Location Study Intersection Study Roadway Segment N No Scala PMKOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 1 PLANNING R ENGINEERING Study Area 37 _ * LEGEND: LASS NEW 1 NFWAPT ti R Cc)'34. 4RD 1 M75 n% rr ti "EW �y{� 1 a r 2 t h csr y+ Y�1 1 3 y � esI I r ACSlVfFY CiN[ER � ..;. ��� -�r_-- :..- t � --•- --- :-- .. _- - .ter LU PAM ;ON 41 et KOA CORPORATION ISt. John Fisher Church - Phase II - Traffic Impact Study Figure 2 Projegt,jto Plan KOA CORPORATION PLANNING & ENGINEERING Project Access Access to and from the project site are via driveways located on Crenshaw Boulevard (south of Crest Road) and Crest Road (east of Crenshaw Boulevard). Figure 2 also shows the location of the current driveways. Analysis Methodology The proposed Project site is located within the City of Rancho Palos Verdes. KOA coordinated with city staff to achieve consensus on assumptions such as trip generation, trip distribution, study locations, ambient growth and cumulative projects. The following describes the methodology for this report: Project Trip Generation and Distribution Forecast Project trip generation was based on the Institute of Transportation Engineers' (ITE) publication Trip Generation, 9th Edition rates. The assumptions utilized for Project trip distribution are discussed in the Project Trip Generation section of this report. Level of Service Methodol The study intersection of Crenshaw Boulevard and Crest Road is a four-way stop controlled intersection. Typically for stop -controlled intersections, the Highway Capacity Manual (HCM) methodology is utilized. At this location however, due to the unusual lane configurations (i.e. southbound approach has a shared through/right-turn lane and an exclusive right -turn lane), the HCM methodology restrictions/limitations prevents the analysis to accurately estimate average delay and corresponding level of service. As the City has adopted the same methodology as Los Angeles County, the traffic impact analysis for this location utilizes the Intersection Capacity Utilization (ICU) methodology which is typically used to determine level of service for signalized intersection. To account for the lower capacity/flow-rate at a stop -controlled intersection, the overall capacity of 1,600 vehicles per hour per lane (vphpl) has been adjusted to 1,200 vphpl. This adjustment methodology has been recently adopted by the City of Los Angeles Department of Transportation (LADOT). Consistent with County guidelines, the resultant volume -to -capacity ratio (V/C) also allows for measurement of traffic impacts associated with the proposed Project. The ICU methodology requires the inputs of approach lanes and number by type (left, thru, right), control (free movement or limited by traffic controls), and considers conflicting movements at the intersection and adds the cumulative total of volume -to -capacity ratios for the conflicting movements (opposing left and thru movements, for example) across all of the intersection approaches. The ICU value then is translated to a level of service (LOS) value, which range from LOS A to LOS F. LOS A indicates excellent operating conditions with little delay to motorists, whereas LOS F represents congested conditions with excessive vehicle delay. LOS E is typically defined as the operating capacity of a roadway. Table I defines the level of service criteria. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 5 JB41143 W KOA CORPORATION PLANNING 8. ENGINEERING Table I — Level of Service Definitions Significant Traffic Impacts As defined by City of Rancho Palos Verdes traffic study review policies, significant impacts of a proposed project at an intersection must be mitigated to a level of insignificance. In cases where capacity increases are possible, KOA analyzed mitigation measures that would restore operations commensurate with the future pre -Project period or better. The City has adopted County of Los Angeles Department of Public Works significance standards for study intersections, which are based on project -related increases in the volume -to -capacity ratio (V/C). The following increases in peak -hour V/C ratios are considered significant impacts: Level of Service Final V/C [a] Signalized LOS Interpretation Intersection D 0.81 —0.90 Volume to E and F 0.901 or more Capacity Ratio (ICUICMA) Excellent operation. All approaches to the intersection appear A quite open, turning movements are easily made, and nearly all 0.000 - 0.600 drivers find freedom of operation. Very good operation. Many drivers begin to feel somewhat B restricted within platoons of vehicles. This represents stable 0.601 - 0.700 flow. An approach to an intersection may occasionally be fully utilized and traffic queues start to form. C Good operation. Occasionally backups may develop behind 0.701 - 0.800 turning vehicles. Most drivers feel somewhat restricted. D Fair operation. There are no long-standing traffic queues. This 0.801 - 0.900 level is typically associated with design practice for peak periods. E Poor operation. Some long standing vehicular queues develop 0.901 - 1.000 on critical approaches. Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or F prevent movements of vehicles out of the intersection approach Over 1,000 lanes; therefore, volumes carried are not predictable. Potential for stop and go type traffic flow. Source: Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C., 2000 and Interim Materials on Highway Capacity, NCHRP Circular 212, 1982 Significant Traffic Impacts As defined by City of Rancho Palos Verdes traffic study review policies, significant impacts of a proposed project at an intersection must be mitigated to a level of insignificance. In cases where capacity increases are possible, KOA analyzed mitigation measures that would restore operations commensurate with the future pre -Project period or better. The City has adopted County of Los Angeles Department of Public Works significance standards for study intersections, which are based on project -related increases in the volume -to -capacity ratio (V/C). The following increases in peak -hour V/C ratios are considered significant impacts: Level of Service Final V/C [a] Project Related vic increase C 0.71 —0.80 Equal to or greater than 0.040 D 0.81 —0.90 Equal to or greater than 0.020 E and F 0.901 or more Equal to or greater than 0.010 [a] Final WC is the VIC ratio at an intersection, considering impacts from the project, ambient and related project growth, and without proposed traffic impact mitigations. The County of Los Angeles does not have significant impact criteria for unsignalized intersections. For the purpose of identifying incremental and significant Project related traffic impacts at stop -controlled intersections, the ICU methodology was utilized. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 6 JB41143 ME KOA CORPORATION PLANNING & ENGINEERING Based on City traffic study review policies, the following significance thresholds apply for project -related increases in the volume -to -capacity ratio (V/C) of roadway segments: Final Level of Service Percent Increase In Passenger Car by Project C 4% D 2% EorF 1% Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2,2015 Page 7 JB41143 41 KOA CORPORATION PLANNING & ENGINEERING 2. Existing 2014 Conditions This section describes the existing conditions within the study area, in terms of roadway facilities and operating conditions within the study area. Existing Roadway System Fieldwork within the Project study area was undertaken to identify traffic control and approach lane configuration at each study intersection. Figure 3 illustrates the existing study intersection approach lane and control configuration. Crenshaw Boulevard, to the north of Crest Road, is a four -lane divided facility. South of Crest Road, Crenshaw Boulevard terminates as a two-lane roadway serving the Project, Del Cerro Park and residential use. Crest Road west of Crenshaw Boulevard is a four -lane east -west roadway which provides connection to Hawthorne Boulevard. East of Crenshaw Boulevard, Crest Road is a two-lane facility. Existing Traffic Volumes KOA compiled new manual intersection turn movement counts that were conducted at the study intersection. KOA also compiled new roadway segment counts for this study. Peak period turning movement counts were collected between the hours of 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM on a weekday and between 8:00 AM to 12:00 PM on a Sunday. The results of counts were utilized to determine existing weekday AM and PM peak -hour conditions and Sunday AM and midday peak hour conditions. The study roadway segment counts were conducted on the following dates. Due to problems with equipment, data at one of the locations was collected on subsequent days: • Crest Road, west of Crenshaw Blvd. — Thursday, October 9th and Sunday, October 12th of 2014. • Crenshaw Blvd, north of Crest Rd. — Thursday, October 2nd and Sunday, October 5th of 2014. The study intersection counts were conducted on the following days: U Thursday, October 2^d and Sunday, October 5th of 2014. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 8 JB41143 Ir KOA CORPORATION PLANNING & ENGINEERING Existing Levels of Service Based on the weekday and weekend traffic volumes, a volume -to -capacity ratio and corresponding level of service were determined for three study locations. As shown in Table 2, the study intersection is currently operating at a good level of service (LOS D or better) during peak hours under both weekday and Sunday conditions. The December 2007 traffic study identified LOS values at the study intersection as D for weekday a.m. peak, C for weekday p.m. peak, and A for Sunday morning peak. Traffic volumes in the area have diminished since the 2007 study was completed. Table 2 — Existing Level of Service — Study Intersection Weekday Sunday Study Intersections AM Peak PM Peak AM Peak V/C LOS V/C LOS V/C LOS I ICrenshaw Blvd & Crest Rd (a) 0.663 B 0.497 A 0.469 A [a] Stop -controlled intersection. LOS was calculated based on the 1,200 capacity utilizing the Intersection Capacity Utilization (ICU) Method, Table 3 summarizes the existing weekday level of service results at the study roadway segments. As the table shows, both roadway segments are operating at LOS A on weekdays. These LOS values match those identified for these locations in the 2007 traffic study. Table 3 — Existing Level of Service — Weekday — Study Roadway Segments Segment Capacity-- Daily [a] Existing 2014 Weekday V/C LOS Daily I Crenshaw Blvd north of Crest Rd 127,200 14,667 0.115 A 2 Crest Rd west of Crenshaw Blvd 127,200 11,709 1 0.092 A [a] Daily Capacity obtained from "Los Angeles County Traffic Impact Analysis Report Guidelines". Daily Capacity obtained using 60/40 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Table 4 summarizes the existing Sunday level of service results at the study roadway segments. As the table shows, both roadway segments are operating at LOS A. These LOS values match those identified for these locations in the 2007 traffic study. Traffic Study Update for St. John Fisher Church Page 9 Prepared for St. John Fisher Church JB41 143 February 2, 2015 43 KOA CORPORATION PLANNING & ENGINEERING Table 4 — Existing Level of Service — Sunday — Study Roadway Segments Capacity Segment Daily [a] Existing 2014 Sunday V/C LOS Daily I Crenshaw Blvd north of Crest Rd 127,200 11,686 0.092 A 2 Crest Rd west of Crenshaw Blvd 127,200 9,212 1 0.072 A [a] Daily Capacity obtained from "Los Angeles County Trak Impact Analysis Report Guidelines". Daily Capacity obtained using 60140 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Traffic count summaries are provided in Appendix B I for the study intersections and Appendix B2 for the study roadway segments. Figure 4 illustrates the existing weekday and weekend traffic volumes at the study locations. Existing conditions level of service worksheets are provided in Appendix C of this report. Traffic Study Update for St. John Fisher Church Prepared for St. john Fisher Church February 2, 2015 Page 10 JB41143 E, Beech ate O, Ur Ind. Q yr Crestrrd Middlecrest �o �a �a asaa r tiej h/ � s Ln• z __..-- hii► M - r' tes tca a 5a LEGEND ® Project Location 18 Study Intersection CEM Stop Sign Controlled Intersection N Stop Sign Z► Intersection Lane Geometry No Scale KOA CORPORATION St. John Fisher Church - Phase If - Traffic Impact Study Figure 3 ,'�ING , NG Existing Intersection Lane Configuration -45 KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study ;•;:.ir.! [ I INC, EXlstl No scale Figure 4 2014 Traffic Volumes 46 LEGEND ® Project Location IS Study Intersection Xx Intersection Turn Volume XXXX Weekday [Sunday] Roadway [XXXX] Segment ADT Volumes KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study ;•;:.ir.! [ I INC, EXlstl No scale Figure 4 2014 Traffic Volumes 46 KOA CORPORATION PLANNING $ ENGINEERING 3. Existing Conditions plus Ambient Growth plus Project In order to measure Project related traffic impacts, it is necessary to forecast future traffic conditions within the study area, both with and without Project -generated traffic. The forecast for this scenario provides a basis against which Project traffic impacts can be measured. Ambient Traffic Growth Forecast of future traffic also includes an ambient growth increase which is attributed to both regional population and employment growth outside of the study area. Based on data contained in the Los Angeles County Congestion Management Program (CMP), an ambient growth rate of 0.5% was applied to existing 2014 traffic counts to estimate 2022 traffic. Table 5 summarizes the level of service results. The study intersection would continue to operate at the same LOS values identified for the existing conditions analysis. The December 2007 traffic study identified LOS values for this scenario at the study intersection as D for weekday a.m. peak, C for weekday p.m. peak, and A for Sunday morning peak. Table 5 — Existing with Ambient Growth Level of Service - Study Intersection Study Intersections Weekday Sunday AM Peak PM Peak AM Peak V/C LOS VIC LOS VIC LOS Crenshaw Blvd & Crest Rd [a] 0.686 B 0.514 A 0.484 A [a] Stop -controlled intersection. LOS was calculated based on the 1,200 capacity utilizing the Intersection Capacity Utilization (ICU) Method. Table 6 summarizes the weekday level of service results at the study roadway segments. As the table shows, both roadway segments would continue to operate at LOS A on weekdays, matching the LOS identified in the 2007 traffic study. Table 6 — Existing with Ambient Growth Level of Service — Weekday — Study Roadway Segments [a] Daily Capacity obtained from "Los Angeles County Traffic Impact Analysis Report Guidelines". Daily Capacity obtained using 60/40 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 13 JB41143 47 Existing 2014 + Ambient Segment Capacity Daily [a] Growth Weekday V/C LOS Daily I JCrenshaw Blvd north of Crest Rd 127,200 15,264 0.120 A 2 JCrest Rd west of Crenshaw Blvd 1 127,200 12,186 1 0.096 A [a] Daily Capacity obtained from "Los Angeles County Traffic Impact Analysis Report Guidelines". Daily Capacity obtained using 60/40 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 13 JB41143 47 FMKOA CORPORATION PLANNING & ENGINEERING Table 7 summarizes the existing level of service results at the study roadway segments on a Sunday. As the table shows, both roadway segments would continue operating at LOS A, matching the LOS identified in the 2007 traffic study. Table 7 — Existing with Ambient Growth Level of Service — Sunday — Study Roadways Segments [a] Daily Capacity obtained from "Los Angeles County Trak Impact Analysis Report Guidelines". Daily Capacity obtained using 60/40 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Figure 5 illustrates the analyzed volumes for this scenario. Level of service worksheets for the level of service calculations at the study intersection are provided in Appendix D. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 14 JB41143 .; Existing 2014 + Ambient Capacity Segment Daily [a] Growth Sunday V/C LOS Daily I Crenshaw Blvd north of Crest Rd 127,200 12,162 0.096 A 2 Crest Rd west of Crenshaw Blvd 127,200 9,587 0.075 A [a] Daily Capacity obtained from "Los Angeles County Trak Impact Analysis Report Guidelines". Daily Capacity obtained using 60/40 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Figure 5 illustrates the analyzed volumes for this scenario. Level of service worksheets for the level of service calculations at the study intersection are provided in Appendix D. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 14 JB41143 .; N No Scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 5 ' PLANNING a ENGINEERING Existing 2014 Plus Ambient Growth Traffic Volumes M LEGEND Project Location • Study Intersection xx Intersection Turn Volume XXXX Weekday [Sunday] Roadway [XXXX] Segment ADT Volumes N No Scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 5 ' PLANNING a ENGINEERING Existing 2014 Plus Ambient Growth Traffic Volumes M KOA CORPORATION PLANNING S ENGINEERING Project Trip Generation Table 8 summarizes the trip generation rates and calculated vehicle trip totals for the proposed Project. Trip generation rates defined by Trip Generation (91h Edition), published by the Institute of Transportation Engineers (ITE), were used to estimate the number of Project -generated trips. Table 8 — Project Trip Generation Land Use ITE Code Intensity Average Weekday AM Peak Hour PM Peak Hour In Out Total In Out Total Trip Generation Rates Day Care Center 565 I 1 student 4.38 53% 47% 0.80 47% 53% 1 0.81 Proposed Project Pre -School 15 % Reduction 565 40 students 175 -27 17 -3 15 -2 32 -5 15 -2 17 -3 32 -5 Proposed Project Subtotal 148 14 13 27 13 15 27 Source: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers, 2012 * Estimated parent drivers with students in existing grade school program. The Project is projected to generate approximately 148 weekday daily trips, including 27 during the a.m. peak hour and 27 during the p.m. peak hour. The Project (day care center) would be operating on weekdays only, and it would not be generating new trips on Sundays. Therefore generated trips were not analyzed for the Sunday peak -hour analysis. Project Trip Distribution Trip Distribution is the process of assigning the directions from which traffic will access a project site. Trip distribution is dependent upon the land use characteristics of the project and the general locations of other land uses to which project trips would originate or terminate. Figure 6 illustrates the intersection trip distribution percentages that were utilized for Project traffic volumes. Project Trip Assignment Based on the estimated trip generation and distribution assumptions described above, Project traffic was assigned based on project access and the area roadway network. The Project -only trips are illustrated on Figure 7. Existing -plus Ambient Growth -plus Project Trips The Project trips were added to the volumes calculated for the Existing plus Ambient Growth scenario to estimate traffic conditions with Project traffic. The resulting peak -hour traffic volumes are shown on Figure 8. Traffic Study Update for St. John Fisher Church Page 16 Prepared for St. John Fisher Church JB41 143 February 2, 2015 WE LEGEND ■ Project Location +♦ Study Intersection 5% H Project Trip Distribution P" Ii►OA CORPORATION St. John Fisher Church - Phase II - Traffic Im s ANNNG . , ,... NG N No Scale Study Figure 6 Project Trip Distribution 51 N No scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 7 PLANNING & ENGINEERING Project Only Traffic Volumes 52 LEGEND Project Location Study Intersection Xx Intersection Turn Volume N No scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 7 PLANNING & ENGINEERING Project Only Traffic Volumes 52 N No Scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 8 ' PLANNING a ENGINEERING Existing 2014 Plus Ambient Growth Plus Project Traffic Volumes 53 LEGEND Project Location Study Intersection xx Intersection Turn Volume N No Scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 8 ' PLANNING a ENGINEERING Existing 2014 Plus Ambient Growth Plus Project Traffic Volumes 53 �KOA CORPORATION V' PLANNING B ENGINEERING As Table 9 shows, the intersection level of service will remain the same as under the existing plus ambient growth scenario. The Project will not create any significant impacts at the study intersection on weekdays. As Table 10 shows, the study roadway segments will continue operating at LOS A during the weekday peak periods. The Project will not trigger any significant impacts at the roadway segments. The Project analyzed in the 2007 study did not cause any LOS values changes at these roadway segments. Traffic impacts are identified if the proposed development will result in a significant change in traffic conditions at a study intersection. A significant impact is typically identified if project -related traffic will cause service levels to deteriorate beyond a threshold limit specified by the overseeing agency. Impacts can also be significant if an intersection is already operating below the poorest acceptable level and project traffic will cause a further decline below a certain threshold. Based on the forecast and level of service results, it is concluded that with a baseline including ambient annual growth, the proposed Project is not expected to significantly impact any of the study locations. Level of service worksheets for this scenario are provided in Appendix E. Traffic Study Update for St. John Fisher Church Page 20 Prepared for St. John Fisher Church JB41 143 February 2,2015 54 KOA CORPORATION PLA, 'N; N,G :� t G :vE -� 1 N r, Table 9 — Existing plus Ambient Growth plus Project Level of Service — Weekday — Study Intersection Study Intersections Existing + Ambient Growth Existing + Ambient Growth + Project Change in VIC AM Peak PM Peak AM Peak PM Peak Signif? V/C LOS V/C LOS V/C LOS V/C I LOS AM Peak PM Peak Daily Crenshaw Blvd & Crest Rd (a] 0.686 B 0.514 A 0.695 B 0.520 A 0.009 0.006 NO [a] Stop -controlled intersection. LOS was calculated based on the 1,200 capacity utilizing the Intersection Capacity Utilization (ICU) Method. Table 10 — Existing plus Ambient Growth plus Project Level of Service — Weekday — Study Roadway Segments Capacity Segment Daily [a] Existing 2014 + Ambient Growth Project Only (Weekday) Existing 2014 + Ambient Growth + Project % Significant Increase Impact ? Weekday VIC LOS Weekday Weekday LOS Daily Daily Crenshaw Blvd north of Crest Rd 127,200 1 15,264 0.120 A 1 84 15,348 0.121 A 0.5% NO 2 Crest Rd west of Crenshaw Blvd 127,200 1 12,186 0.096 A 1 54 12,240 0.096 A 0.4% NO (a] Daily Capacity obtained from "Los Angeles County Traffic Impact Analysis Report Guidelines'. Daily Capacity obtained using 60/40 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Traffic Study Update for St. John Fisher Church Page 21 Prepared for St John Fisher Church ]B41 143 February 2, 2015 55 KOA CORPORATION i NANNING & ENGINIMNG 4. Existing plus Ambient Growth plus Cumulative Projects plus Project This section summarizes traffic impacts due to cumulative projects within the vicinity of the study area. Potential cumulative projects traffic impacts and mitigation measures are discussed. KOA Corporation conducted research and obtained a list of cumulative developments anticipated to be constructed within the timeframe of the proposed Project. The year 2022 was selected to be analyzed based on the anticipated buildout date and occupancy of the proposed Project. Figure 9 illustrates the location of the ten cumulative projects. Table I I provides the applied rates to the analysis. Table 12 summarizes the trip generation of the ten cumulative projects included in the forecast. Trip generation estimates are based on rates defined by the Institute of Transportation Engineers (ITE) "Trip Generation Manual — 9th Edition." Table I I — Cumulative Projects — Trip Rates Applied Land Use Daily Total WEEKEND (SUNDAY) AM Peak PM Peak Daily Sunday Mid -Day Total In Out Total In Out Total Total In Out Shopping Center Private School K-12 Residential CondominiunvTownhouse 42.7 2.48 5.81 1 3.44 0.96 62% 38% 3.71 48% 52% 25.24 3.12 49% 51% 0.81 61% 39% 0.17 43% 57% n/a n/a n/a n/a 0.44 17% 83% 0.52 67% 33% 4.84 0.45 49% 51% seniorhousing- attached 1 0.2 34% 66% 0.25 54% 46% 2.84 0.41 50% 50% Table 12 — Cumulative Projects — Trip Generation DU = Dwelling Units, KSF = 1,000 square feet of floor area Trip Generation Rates Source: Institute of Tronsportation Engineers (ITE) 'Trip Generation - 9th Edition". Weekday Daily and Peak Hour trips were used from the arch beach consulting traffic study; Sunday Peak Hour trips were based on Trip Generation - 9th Edition Based on the estimated trip generation summarized in Table 12, cumulative project trips along with the proposed Project trips were assigned onto the roadway network. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 22 JB41143 56 WEEKDAY WEEKEND (SUNDAY) Map ITE Daily AM Peak Hour PM Peak Hour Dally Sunday Peak Hour Project Name Location Land Use lnteaslty Units Total In Out Total In Out Total In Ou[ ID Code Total Total City of Rancho Palos Verdes Lower Hesse Park - Park 18 Acres 29 B 4 4 8 4 4 301 90 45 45 1 Master Plan 29301 Hawthorne Boulevard Tennis Court 3,000 Courts 100 5 8 4 e 113 15 8 7 Subtotal - 129 13 7 6 16 B 8 414 105 53 52 Crestridge Senior 2 5600 Crestridge Road 252 Senior -Housing 60 DU 206 12 4 8 15 8 7 170 25 13 12 Condominium Project Highridge 3 28220 Highridge Road 230 Condominiums 28 DU 163 12 2 10 IS 10 5 136 13 6 7 C ondannjum Project City of Rolling Hills Estates 230 Condominiums 58 DU 337 26 4 22 30 20 10 281 26 13 13 4 627 Deep Valley 627 Deep Valley Drive 820 Commercial 2204 KSF 94 2 1 1 8 4 4 56 7 3 4 Subtotal 431 28 5 23 38 24 14 337 33 16 17 5 5883 Crest 5883 Crest Road 230 Townhomes 4 DU 23 2 0 2 2 1 1 19 2 1 1 6 827 Deep Valley 827 Deep Valley Drive 252 Senior -Housing 16 DU 55. 3 1 2 4 2 2 45 7 4 3 230 Condominiums 75 DU 436 33 6 27 39 26 13 363 34 17 17 7 927 Deep Valley 927 Deep Valley Drive 820 Commercial 2.000 KSF 85 2 1 1 7 3 4 50 6 3 3 Subtotal - - 1 521 1 35 T 28 46 29 17 1 413 40 20 20 230 Condominiums 148 DU 860 65 11 54 77 52 25 716 67 33 34 8 655 Deep Valley 655-683 Deep Valley Drive 820 Commercial 14.200 KSF 606 14 9 5 53 25 28 358 44 22 22 Subtotal - - 1,466 79 20 59 130 77 53 1,074 111 55 56 926438 Crenshaw 26438 Crenshaw Boulevard 536 Classroom Addition 200 Students 496 162 99 63 34 15 19 0 0 0 0 Corner of Hawthorne Peaninsula Shopping 10 Boulevard and Silver Spur 820 Shopping Center 16.583 KSF 708 16 10 6. 62 30 32 419 52 17 35 Center Expansion Road Total 1 4,198 362 ISS 1 207 1 362 1 204 158 1 3,027 1 388 185 203 DU = Dwelling Units, KSF = 1,000 square feet of floor area Trip Generation Rates Source: Institute of Tronsportation Engineers (ITE) 'Trip Generation - 9th Edition". Weekday Daily and Peak Hour trips were used from the arch beach consulting traffic study; Sunday Peak Hour trips were based on Trip Generation - 9th Edition Based on the estimated trip generation summarized in Table 12, cumulative project trips along with the proposed Project trips were assigned onto the roadway network. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 22 JB41143 56 10 O Beech ate Q` ��� L`�ffeyOr S'iI �rS Lr 1?d. a Adak 8 xc� O ar Crest6d 2 e e fWddtecrest vim. Ra, m3 c� 0 \ave. �a a� ea 4?'�fr10' S,� ear as`�e ye: hfs O„ Ln. 31r��e P; h i Bey tea a LEGEND ■ Project Location O N Related Project and Reference Number No Scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 9 ' PLANNING & ENGINEERING Location of Cumulative Projects 57 KOA CORPORATION PLANNING & ENGINEERING Existing plus Ambient Growth -plus Cumulative Projects -plus Project Trips Based on the traffic forecast, and adding ambient growth and Project traffic, intersection level of service analysis was conducted at the study locations. As Table 13 shows, the intersection will continue operating at a good level of service (D or better). The Project will not trigger any weekday significant impacts at the study intersection. The Project analyzed in the 2007 study did not cause any LOS values changes at this intersection. As Table 14 shows, the study roadway segments will continue operating at LOS A on the weekday peak periods. The Project will not trigger any significant impacts at the roadway segments. The Project analyzed in the 2007 study did not cause any LOS values changes at these roadway segments. Figure 10 illustrates the resultant existing plus ambient plus cumulative projects plus Project traffic volumes. Based on the forecast and level of service results, it is concluded that with a baseline including existing volumes, ambient annual growth, and cumulative projects the proposed Project is not expected to significantly impact any of the study locations. Level of service worksheets for Existing plus Ambient Growth plus Cumulative Projects plus Project are presented in Appendix F. Traffic Study Update for St. John Fisher Church Page 24 Prepared for St. John Fisher Church JB41 143 February 2, 2015 WP FFKOA CORPORATION t A:v i iU vC: Table 13 — Existing plus Ambient Growth plus Cumulative Projects plus Project Level of Service — Weekday — Study Intersection Study Intersections Existing + Ambient Growth Existing + Ambient Growth + Cumulative Projects + Project Change in VIC AM Peak PM Peak AM Peak PM Peak Signif ? Existing + Ambient Growth + Cumulative Projects + Project % Significant Increase Impact ? VIC LOS VIC LOS V/C LOS VIC LOS AM Peak PM Peak 1 I Crenshaw Blvd & Crest Rd [a] 0.686 B 0.514 A 0.711 C 0.548 A 0.025 0.034 NO [a] Stop -controlled intersection. LOS was calculated based on the 1,200 capacity utilizing the Intersection Capacity Utilization (ICU) Method Table 14 — Existing plus Ambient Growth plus Cumulative Projects plus Project Level of Service — Weekday — Study Roadway Segments Capacity Segment Daily [a] Existing 2014 + Ambient Growth Cumulative Projects + Projct Existing + Ambient Growth + Cumulative Projects + Project % Significant Increase Impact ? Weekday VIC LOS Daily Weekday VIC LOS Daily I Crenshaw Blvd north of Crest Rd 127,200 15,264 0.120 A 834 16,098 0.127 A 5.2% NO 2 1 Crest Rd west of Crenshaw Blvd 127,200 12, 186 0.096 A 1 656 12,842 0.101 A 5.1% NO [a] Daily Capacity obtained from 'Los Angeles County Traffic Impact Analysis Report Guidelines". Daily Capacity obtained using 60/40 directional split and by multiplying Peak hour roadway capacity (passenger car per hour) times 24 hours. Traffic Study Update for St. John Fisher Church Page 25 Prepared for St. John Fisher Church JB41 143 February 2, 2015 59 $gECh L'°Iley©f ul f2d. X44 Crestrid� Weekday AM Peak Hour 97 M+ddlecre t �p 3¢ 358 I I 1178 o 622 115 ¢ 60- 1 -58 107 6�7ir crm 197 ry° e4 eekday PM_Peak_Hc�t�r NS� 130 478 1116 rf CYr 328 t_89 30- -35 3 rn 391 t 95 t Gtr a LEGEND Project Location N In Study Intersection xx Intersection Turn Volume No Scale KOA CORPORATION St. John Fisher Church - Phase II - Traffic Impact Study Figure 10 PLANNING, a ENGINEERING Existing 2014 +Ambient Growth + Cum. Projects + Project Peak Hour Traffic Volumes KOA CORPORATION PLANNING & ENGINEERING S. Congestion Management Plan Conformance This section demonstrates the ways in which this traffic study was prepared to be in conformance with the procedures mandated by the County of Los Angeles Congestion Management Program. The Congestion Management Program (CMP) was created statewide because of Proposition I I I and was 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 potentially regional significance be analyzed. A specific system of arterial roadways plus all freeways comprises the CMP system. Per CMP Transportation Impact Analysis (TIA) Guidelines, a traffic impact analysis is conducted where: At CMP arterial monitoring intersections, including freeway on -ramps or off -ramps, where the proposed project will add 50 or more vehicle trips during either AM or PM weekday peak hours. • At CMP mainline freeway -monitoring locations, where the project will add 150 or more trips, in either direction, during the either the AM or PM weekday peak hours. The nearest CMP arterial monitoring intersection to the project site is Pacific Coast Highway at Crenshaw Boulevard. Based on the Project trip generation and the distance of these CMP routes from the study intersections, it is not expected that 50 or more new trips per hour would be added to these locations. Therefore, no further analysis of potential CMP impacts is required. The nearest CMP mainline freeway -monitoring location to the project site is on I -I 10 at Wilmington south of C Street. Based on the trip distribution and traffic assignment presented, the proposed project is primarily local traffic rather than regional traffic. The proposed project is expected to add less than 150 new trips per hour to any freeway segments near the project site since the project generates local/neighborhood trips than regional trips. Therefore, no further analysis of CMP freeway monitoring stations is required. Traffic Study Update for St.John Fisher Church Page 27 Prepared for St. John Fisher Church JB41143 February 2, 2015 61 KOA CORPORATION PLANNING & ENGINEERING 6. Summary and Project Recommendations The following summarizes the traffic study results, findings and conclusions: • Under existing 2014 conditions, all of the three study locations are operating at LOS D or better during both peak hours under weekday and Sunday conditions. LOS values have improved, versus those calculated for the 2007 traffic study, due to diminished traffic volumes in the area. • An ambient growth rate of 0.5% per year was applied to reflect regional traffic growth in the study area. • Under existing plus ambient growth conditions, all of the three study locations will continue operating at LOS D or better during both peak hours under weekday and Sunday conditions. • The proposed Project is estimated to generate: 0 148 weekday trips 0 27 weekday AM peak hour trips 0 27 weekday PM peak hour trips • Under existing plus ambient plus Project conditions, traffic from the proposed Project is not expected to significantly impact any of the study locations. • Under existing plus ambient plus cumulative projects conditions, ten cumulative projects have been identified within the vicinity of the Project site. • Under existing plus ambient plus cumulative projects plus Project conditions (which includes the St. John Fisher Project), traffic from the proposed cumulative projects is not expected to significantly impact any of the study locations. Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Page 28 JB41143 HOA CORPORATION t' PLANNING & ENGINEERING APPENDIX A Study Scoping Document Traffic Study Update for St.John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Appendices JB41143 63 TRAFFIC STUDY SCOPING DOCUMENT St. John Fisher Church, 5448 Crest Road, Rancho Palos Verdes October 2, 2014 — v3 This scoping document acknowledges the City of Rancho Palos Verdes requirements of traffic impact analysis for the following project: Project Address: 5448 Crest Road Project Description St. John Fisher Church has completed the first phase of improvements to its facilities, which had been analyzed in a traffic study effort by KOA that culminated in a final deliverable in December of 2007. As part of the review process for the CUP extension of the previous approved phase two project scope, the City has requested an updated traffic study that accomplishes two objectives: Determine area traffic conditions with project phase one operations, and compare to estimated conditions of 2007 study. Document the project phase two improvements, the trip generation potential of those improvements, and summarize the overall project traffic impacts. The previously -approved phase two of the church master plan would provide for replacement of educational and site ancillary facilities including the following: - Art room School library • Preschool facility Music offices • Remodeling of existing offices into meeting rooms Administrative offices All of these facilities would serve current on-site operations, other than the preschool. The preschool is a proposed use and would serve up to 40 children (20 children in a morning program, and 20 children under a separate afternoon program), on weekdays only. The project will be analyzed with a 40 -student program for both peak and daily conditions, in order to be consistent with the 2007 study. The proposed meeting rooms would only serve existing church operations, would be used by existing church members and ministries, and would also not be available to outside groups. The church also does not plan to create new programs due to the pending completion of the meeting rooms. The site plan is included in Attachment A. Geogr-apl rjc Distribution: The same project trip distribution used in the 2007 KOA traffic impact study will be applied to this analysis, as applicable to new generated trips. The project study area is illustrated on the figure in Attachment B. T! -la Generation Calculations The trip generation table is provided below, for the preschool serving 40 children. It is assumed that some percent of vehicle trips to and from the overall school facilities on the site would be parents with children in both the preschool program and the grade school program. A 15 percent reduction in trips was taken for this purpose, as an estimate of the proportion of vehicle trips that would apply to this situation. TRAFFIC STUDY SCOPING DOCUMENT Page 1 J841143 TRAFFIC STUDY SCOPING DOCUMENT St. John Fisher Church, 5448 Crest Road, Rancho Palos Verdes October 2, 2014 — v3 TRIP GENERATION FOR APPLICABLE PHASE 2 USES (PROPOSED PRESCHOOL USE) The distribution of the new trips generated by the proposed preschool use will use the methodology applied in the 2007 KOA traffic impact study. Project Build -out Year: 2022 Ambient Growth Rate: 0.5 percent per year, consistent with 2007 study Area/Cumulative Projects: The list of 10 pending area development projects provided by the City of Rancho Palos Verdes in the letter of September 16, 2014 will define the cumulative project list. Any associated trip generation will be included in the future pre -project and post -project analyses. Study Area The study area locations are illustrated in Attachment B. This figure is from the 2007 KOA traffic impact study report and the study area will remain unchanged. The following is a list of the study intersections and their traffic count sources: • Crenshaw Boulevard & Crest Road Study Roadway Segment Locations • Crenshaw Boulevard, north of Crest Road • Crest Road, west of Crenshaw Boulevard Traffic Count Details Traffic counts are complete and are currently being compiled, as the City letter of September 16, 2014 that responded to the initial scoping document did not indicate any need to modify the study area. The new intersections counts at the study intersection have been conducted from 7:00 a.m. to 9:00 a.m. and from 4:00 p.m. to 6:00 p.m. on a weekday (Thursday) and from 8:00 a.m. to 12:00 p.m. on a Sunday. The roadway segment counts have been conducted on one weekday (Thursday) for a 24-hour period and on one Sunday for a 24-hour period. Analysis will be based on the County of Los Angeles traffic study guidelines thresholds for study intersection volume -to -capacity (v/c) impacts and post -project level of service (LOS) values, and percentage increases in traffic at the study roadway segments. TRAFFIC STUDY SCOPING DOCUMENT Page 2 J841143 65 WEEKDAY ITE Daily AM Peak PM Peak # I Land Use Type Method I Intensity IType Total Total In Out Total In Out 565 JDay Care Center (Adj Streets, 7-9A, 4-6P)l Linear Rate 1 40.000 IStudents 179 32 17 15 33 15 17 Reduction of 15% - Estimated parent drivers with students in existing grade school program -27 -5 -3 -2 -5 -2 -3 TOTAL 1 152 27 14 13 1 28 13 15 The distribution of the new trips generated by the proposed preschool use will use the methodology applied in the 2007 KOA traffic impact study. Project Build -out Year: 2022 Ambient Growth Rate: 0.5 percent per year, consistent with 2007 study Area/Cumulative Projects: The list of 10 pending area development projects provided by the City of Rancho Palos Verdes in the letter of September 16, 2014 will define the cumulative project list. Any associated trip generation will be included in the future pre -project and post -project analyses. Study Area The study area locations are illustrated in Attachment B. This figure is from the 2007 KOA traffic impact study report and the study area will remain unchanged. The following is a list of the study intersections and their traffic count sources: • Crenshaw Boulevard & Crest Road Study Roadway Segment Locations • Crenshaw Boulevard, north of Crest Road • Crest Road, west of Crenshaw Boulevard Traffic Count Details Traffic counts are complete and are currently being compiled, as the City letter of September 16, 2014 that responded to the initial scoping document did not indicate any need to modify the study area. The new intersections counts at the study intersection have been conducted from 7:00 a.m. to 9:00 a.m. and from 4:00 p.m. to 6:00 p.m. on a weekday (Thursday) and from 8:00 a.m. to 12:00 p.m. on a Sunday. The roadway segment counts have been conducted on one weekday (Thursday) for a 24-hour period and on one Sunday for a 24-hour period. Analysis will be based on the County of Los Angeles traffic study guidelines thresholds for study intersection volume -to -capacity (v/c) impacts and post -project level of service (LOS) values, and percentage increases in traffic at the study roadway segments. TRAFFIC STUDY SCOPING DOCUMENT Page 2 J841143 65 TRAFFIC STUDY SCOPING DOCUMENT St. John Fisher Church, 5448 Crest Road, Rancho Palos Verdes October 2, 2014 — v3 Site Monitoring We have generally monitored peak church activity on one weekend, over the course of a two-hour Sunday morning period, to understand traffic circulation issues at the existing site. Site parking demand counts will not be conducted. Contact Information Consultant: Name KOA Corporation Address 1 100 Corporate Center Dr., Suite 201 Monterey Park, CA 91754-7642 Brian A. Marchetti, AICP Telephone: (323) 260-4703 TRAFFIC STUDY SCOPING DOCUMENT Client: St. John Fisher Church 5448 Crest Road Rancho Palos Verdes, CA 90275 Gayle Plecha, Parish Administrator (562) 597-8760 Page 3 JB41143 •i TRAFFIC STUDY SCOPING DOCUMENT St. John Fisher Church, 5448 Crest Road, Rancho Palos Verdes October 2, 2014 — A ATTACHMENT A PROJECT SITE PLAN 71 Ot. At,- GNnJ iss<n ren- FiS' • 3 ',1 y yak r Rb045 i.3% HALL - `1 _ - � // Y �:.��•t�atl ,..�.C� �T ;rte i � --,Tr—`. -�.. _. - !� %it kl ACIIVIIY;CENHR In." In ON i 14 TRAFFIC STUDY SCOPING DOCUMENT Attachments J841143 67 TRAFFIC STUDY SCOPING DOCUMENT St. John Fisher Church, 5448 Crest Road, Rancho Palos Verdes October 2, 2014 — v3 ATTACHMENT13 PROJECT STUDY AREA LEGEND ■ Project Location Study Intemectlon N Study Roadway Segment No 6cele KOA CORPORATIONS t. John Fisher Church - Traffic Impact Study Figure 1 a;,ninic a ewGlntlrv+v Study Area TRAFFIC STUDY SCOPING DOCUMENT Attachments JB41143 m• KOA CORPORATION PLANNING & ENGINEERING APPENDIX BI Traffic Count Data — Study Intersections Traffic Study Update for St. John Fisher Church Prepared for St. John Fisher Church February 2, 2015 Appendices JB41143 •! Intersection Turning Movement Prepared by: National Data & Surveying Services Project ID: 14-5614-001 Day: Thursday City: Rancho Palos Verdes Date: 10/2/2014 AM NS/EW Streets:Cans?lowIM0 Crcnshaw tt d CmtAtd Crest Rd TOTAL VOLUMES :I 95 308 4 I 228 149 556 I 1022 90 128 I 4 86 180 1 2850 APPROACH Ws : 23.34% 75.68% 0.98% 24.44% 15.97% 59.59% 82.42% 7.26% 10.32% 1.48% 31.85% 66.67°/0 PEAK HR START TIME ; 730 AN I TOTAL PEAK HR VOL : 62 185- 2 1 161 49 313 1 577 55 101 1 3 53 105 1706 PEAK HR FACTOR : 0.582 0.722 0.841 0.759 0.830 CONTROL : 4 -Way Stop fff NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 1 1 0 1 1.5 1.5 1.5 0.5 1 0 1 1 7:00 AM 4 15 0 10 15 52 82 7 5 1 5 9 205 7:15 AM 6 29 0 22 8 77 120 13 6 0 9 17 307 7:30 AM 16 43 0 48 29 118 160 10 48 0 13 29 514 7:45 AM 20 87 0 50 23 78 156 8 35 0 15 38 510 8:00 AM 17 31 0 39 22 58 124 13 10 0 10 21 345 8:15 AM 9 24 2 24 15 59 137 24 8 3 15 17 337 8:30 AM 15 42 0 18 20 64 117 8 13 0 10 24 331 8:45 AM 8 37 2 17 17 50 126 7 3 0 9 25 301 All NT ND I CI CT CO I M FT FD I \All 5Arr WD I TnTa1 TOTAL VOLUMES :I 95 308 4 I 228 149 556 I 1022 90 128 I 4 86 180 1 2850 APPROACH Ws : 23.34% 75.68% 0.98% 24.44% 15.97% 59.59% 82.42% 7.26% 10.32% 1.48% 31.85% 66.67°/0 PEAK HR START TIME ; 730 AN I TOTAL PEAK HR VOL : 62 185- 2 1 161 49 313 1 577 55 101 1 3 53 105 1706 PEAK HR FACTOR : 0.582 0.722 0.841 0.759 0.830 CONTROL : 4 -Way Stop fff Intersection Turning Movement Prepared by: National Data & Surveying Services Project ID: 14-5614-001 10 21 Day: Thursday City: Rancho Palos Verdes 25 102 Date: 10/2/2014 9 PM 1 6 NS/EW Streets: Crenshaw Blvd F Crenshaw Blvd 6 Crest Rd Cre<,, Rd 28 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 1 1 0 1 1.5 1.5 1.5 0.5 1 0 1 1 4:00 PM 10 21 0 27 25 102 80 9 6 1 6 27 314 4:15 PM 6 27 0 28 16 102 60 5 9 0 6 18 277 4:30 PM 10 27 0 22 33 106 75 7 9 0 5 19 313 4:45 PM 8 14 0 29 23 102 79 6 9 1 11 23 305 5:00 PM 5 21 1 31 35 122 72 4 13 0 9 17 330 5:15 PM 4 25 0 21 30 109 61 9 5 1 6 15 286 5:30 PM 5 17 0 20 32 120 69 11 6 1 3 16 300 5:45 PM 9 35 0 29 25 101 66 12 4 0 8 16 305 NL NT NR SL ST SR EL ET ER WL WT WR TOTAL TOTAL VOLUMES : 57 187 1 207 219 864 562 63 61 4 54 151 2430 APPROACH WS : 23.27% 76.33% 0.41% 16.05% 16.98% 66.98% 81.92% 9.18% 8.89% 1.91% 25.84% 72.25% PEAK HR START TINE : 430 PMl'OTAL PEAR HR VOL : 27 87 1 1.03 121 439 1 217 26 -, 2 31 74 7c34 PEAK HR FACTOR : 0.777 0.882 0.928 1 0.761 6.935 CONTROL : 4 -Way Stop 71 MEMORANDUM I RANCHO PALOS VERDES TO: TRAFFIC SAFETY COMMITTEE FROM: MICHAEL THRONE, DIRECTOR OF PUBLIC WORKS BY: MELISSA COUNTRYMAN, P.E., T.E., SENIOR ENGINEER DATE: APRIL 27, 2015 SUBJECT: SAINT JOHN FISHER CHURCH TRAFFIC STUDY UPDATE FOR PHASE II REPORT RECOMMENDATION Approve the Traffic Study Update Report for the St. John Fisher Church Phase II project. BACKGROUND The St. John Fisher Church, located at the intersection of Crest Road and Crenshaw Boulevard, has completed its first phase of improvements to its facilities and would now like to begin the second phase of improvements, which had been previously approved by the City. Due to the time that had elapsed since the initial traffic study had been performed, the City requested that the applicant provide an updated traffic study that compares the existing traffic conditions (now that the phase one improvements have been completed) to those estimated in the original traffic study performed in 2007, as well as to revisit the estimated traffic impacts related to the planned phase two improvements. The phase two improvements include an art room, school library, preschool facility, music offices, remodeling of existing offices into meeting rooms, and administrative offices. All of these phase two improvements would serve current on-site operations, with the exception of the pre-school facility. Therefore, the potential traffic impacts of the pre- school facility were evaluated in this study. DISCUSSION The traffic study approach was kept consistent to that used in 2007 so that an "apples -to - apples" comparison could be made. The traffic study methods also utilize the Institute of Transportation Engineers' Trip Generation rates and Los Angeles County accepted methodologies. The analysis included collecting traffic count data during peak travel times on a weekday and a Sunday at the same intersection and roadway segments as had been done in the prior study. Furthermore, three scenarios were evaluated: the existing 2014 traffic conditions, the existing conditions plus ambient growth and project conditions, and the existing conditions plus ambient growth plus the project conditions and cumulative projects. Ambient growth of traffic was forecasted for the year 2022, since that is when it is anticipated that the phase two improvements would be complete. The list of cumulative 72 Saint John Fisher Church Traffic Study Update for Phase II Report April 27, 2015 Page 2 projects considered consists of ten nearby planned projects within the City of Rancho Palos Verdes, as well as the City of Rolling Hills Estates, that are anticipated to generate additional trips in the area. Taking all of these factors into account, the study found that there will not be any significant traffic impacts to the study locations caused by the phase two improvements at the St. John Fisher Church. CONCLUSION Staff recommends that this traffic study report be approved. Upon approval by the Traffic Safety Committee, the application for the phase two of the project will then proceed to the rest of the process with the City Council. Attachment: Traffic Study Update for St. John Fisher Church prepared by KOA Corporation End of report 73