4.0 ENVIRONMENTAL IMPACT ANALYSIS
B. TRAFFIC
The Traffic Section is based on the Traffic Study prepared by Crain & Associates
(July 2003) for the project, a copy of which is contained in Appendix B of this EIR. This section
presents the existing conditions, as well as future projected traffic conditions following
completion of the proposed project at 12 study intersections located in the project vicinity, which
are expected to be most directly impacted by traffic generated by the project. In addition, this
section presents the cumulative traffic analysis of past, present, and probable future projects in
the study area, as listed in Table 3-1 on page 24 while also accounting for ambient traffic growth.
1.0
ENVIRONMENTAL SETTING
The project site, which is located within the northeast quadrant of the City of El Segundo,
is situated west of Continental Boulevard and north of Grand Avenue with existing development
to the north, south and west of the site. This area of El Segundo is primarily dedicated to ho tel,
commercial office, and research and development. The areas further north and northeast of the
project site contain airport cargo facilities, remote parking for the Los Angeles International
Airport (LAX) and industrial developments. Residential deve lopment with areas of supporting
retail and commercial development are located southeast of Aviation Boulevard and Imperial
Highway, and southwest of Sepulveda Boulevard and Imperial Highway.
a. Local and Regional Access
The streets and highways within the study area are primarily under the jurisdiction of the
City of El Segundo. However, several of the intersections studied are either solely under, or
under joint jurisdiction with the California Department of Transportation (Caltrans). The
following section describes the most important roadway facilities in the study area:
(1) Freeways
The Glenn M. Anderson Freeway (I-105) is an east-west freeway located above and
adjacent to Imperial Highway. This 17-mile, eight-lane facility, which includes a HighOccupancy Vehicle (HOV) lane in each direction east of the San Diego Freeway, connects LAX
on the west to the San Gabriel River Freeway (Interstate 605) and the City of Norwalk on the
east. There is a full interchange with its intersection with the San Diego Freeway
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
(Interstate 405). The nearest access points to and from this freeway for the project are located at
the existing Nash Street westbound off-ramp and at the existing eastbound on-ramp from
Atwood Way with an additional existing on-ramp from eastbound Imperial Highway between
Sepulveda Boulevard and Nash Street. Additional freeway ramps are available east of the
project site. Daily traffic volumes on the I-105 diminish towards its western terminus near
Sepulveda Boulevard. Approximately 120,000 vehicles per day (VPD) travel this freeway
between the San Diego Freeway and Douglas Street, with volumes dropping to less than
90,000 VPD at Sepulveda Boulevard and, finally, to less than 25,000 VPD west of Sepulveda
Boulevard.
The San Diego Freeway (I-405) is a north-south freeway facility located east of the
project site. This freeway provides four travel lanes and one HOV lane in each direction
between LAX and Hawthorne Boulevard. The I-405 supports a heavy travel demand between
residential areas and employment centers in the San Fernando Valley, West Los Angeles, LAX,
and into Orange County. In addition to supporting the daily commute trips, heavy evening and
weekend travel demand are caused by travel to and out of County destinations to the north and
south. Surface street ramp access is available at El Segundo Boulevard, Imperial Highway, and
Rosecrans Avenue. Daily traffic volumes on the San Diego Freeway along this segment are
approximately 280,000 VPD.
(2) Streets
Sepulveda Boulevard is a north-south major arterial located to the west of the project.
This facility provides four travel lanes in each direction in the vicinity of LAX but narrows to
three lanes in each direction north and south of the airport. Through the study area, Sepulveda
Boulevard is approximately 104 feet wide, including a 16- foot wide raised median. “No
Parking” prohibitions are posted on Sepulveda Boulevard throughout the project vicinity, and
left-turn channelization is provided at all major intersections.
Nash Street varies in width from 48 to 60 feet and is a one-way southbound secondary
arterial that provides four travel lanes between Imperial Highway and El Segundo Boulevard.
Nash Street is signalized at its intersections with Imperial Highway, Atwood Way, Maple
Avenue, Mariposa Avenue, Grand Avenue, and El Segundo Boulevard. On-street parking is
prohibited along this roadway. The Metro Green Line runs on elevated tracks along the west
side of Nash Street, with a transit station located at the southwest corner of Nash Street and
Mariposa Avenue.
Mariposa Avenue is an east-west secondary arterial, generally traveling between Hillcrest
Street and Douglas Street. West of Sepulveda Boulevard, Mariposa Avenue is approximately
40 feet wide, with one travel lane in each direction, and is designated as a two- lane collector to
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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Main Street. West of Main Street, Mariposa Avenue is designated as a local street. East of
Sepulveda Boulevard, the street widens to between 76 and 80 feet, with two travel lanes in each
direction. Parking is prohibited on this portion of Mariposa Avenue. Left- and/or right-turn
lanes are provided on the approaches to key intersections.
Grand Avenue is an east-west secondary arterial, generally traveling between Vista del
Mar Boulevard and Duley Road. The roadway provides for three travel lanes in each direction
between Sepulveda Boulevard and Nash Street. Grand Avenue reduces in width to provide one
lane in each direction on an undivided roadway east of Nash Street. The Circulation Element of
the General Plan for the City of El Segundo calls for Grand Avenue to be extended from Duley
Road to Aviation Boulevard.
El Segundo Boulevard is an east-west major arterial east of Sepulveda Boulevard and
secondary arterial between Main Street and Sepulveda Bo ulevard. The major arterial portion of
El Segundo Boulevard is approximately 90 feet in width, with three travel lanes in each direction
and left- and/or right-turn channelization at major intersections.
Continental Boulevard is a north-south secondary highway, which extends from south of
El Segundo Boulevard northerly to Mariposa Avenue, where it changes name to Lairport Street.
Lairport Street terminates at Maple Avenue. Three lanes in each direction are provided along the
project frontage, and left turn channelization is provided at most intersections. However, there is
no left-turn lane for northbound Continental Boulevard at Grand Avenue.
Imperial Highway is designated as a secondary arterial in the City of El Segundo,
although it is designated as a major highway in the adjacent City of Los Angeles. This roadway
varies in width but is generally 125 feet wide in the project vicinity. East of Sepulveda
Boulevard, Imperial Highway provides three travel lanes in each direction, a 44- foot wide raised
median island with left-turn channelization, bike lanes, and “No Stopping” prohibitions. West of
Sepulveda Boulevard, the roadway reduces to two lanes in each direction.
Douglas Street is a 102-foot wide, one-way northbound secondary arterial between
Imperial Highway and El Segundo Boulevard. Six travel lanes are provided along this portion of
the roadway. On-street parking is prohibited on Douglas Street in the project area.
b. Existing Traffic Volumes
The peak hour traffic volume data used in the following analyses were based on manual
traffic counts at the study intersections conducted by Crain & Associates and traffic data
obtained from the City of El Segundo. The study area and the 12 study intersections are shown
in Figure 4.B-1 on page 57; the 12 study intersections are as follows:
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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I-105
Study Intersections
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 57
Figure 4.B-1
Study Intersection Locations
4.B Traffic
•
•
•
•
•
•
•
•
•
•
•
•
Imperial Highway and Sepulveda Boulevard
Imperial Highway and Nash Street
Mariposa Avenue and Sepulveda Boulevard
Mariposa Avenue and Continental Boulevard
Mariposa Avenue and Nash Street
Grand Avenue and Sepulveda Boulevard
Grand Avenue and Continental Boulevard
Grand Avenue and Nash Street
El Segundo Boulevard and Sepulveda Boulevard
El Segundo Boulevard and Continental Boulevard
El Segundo Boulevard and Nash Street
El Segundo Boulevard and Douglas Street
Existing (2003) A .M. and P.M. peak hour traffic volumes and turning movements at the
study intersections are presented in Figure 4.B-2 on page 59 and Figure 4.B-3 on page 60,
respectively. Peak hour is typically defined as the highest one- hour traffic condition within a
larger peak period of commuter traffic. The A .M. peak hour generally occurs between 7:00 and
9:00 A .M., while the P.M. peak hour occurs between 4:00 and 6:00 P.M. The City of El Segundo
is directly south of LAX and the airport influences the community’s traffic flow. Twenty- four
hour traffic volume counts were conducted on streets near the project site in order to verify that
the typical morning and afternoon peak periods would be the appropriate time periods to analyze.
Counts taken on Imperial Highway between Douglas Street and Nash Street, on Douglas Street
south of Atwood Way, and on Nash Street north of Mariposa Avenue verified that the peak hours
were between 7:00 and 9:00 A .M. and between 4:00 and 6:00 P.M.
Recent field surveys of existing lane configurations, traffic controls, and traffic
conditions of the area roadway system were also conducted as a part of this traffic study to verify
the calculated traffic conditions. Traffic volumes on the streets surrounding the project site are
as follows:
Grand Avenue between Sepulveda Boulevard and Nash Street carries approximately
6,000 VPD with 200 vehicles per hour (VPH) westbound and 600 VPH eastbound during the
A .M . peak hour, and 1,000 VPH westbound and 600 VPH eastbound during the P.M . peak hour.
Volumes are reduced significantly east of Nash Street.
Sepulveda Boulevard between Imperial Highway and El Segundo Boulevard carries
approximately 73,000 VPD. Morning peak-hour volumes are approximately 3,000 VPH
northbound and 2,000 VPH southbound, while P.M. peak-hour traffic volumes are approximately
2,700 VPH southbound and 2,700 VPH northbound.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 59
Figure 4.B-2
Existing (2003) Traffic Volumes
AM Peak Hour
I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 60
Figure 4.B-3
Existing (2003) Traffic Volumes
PM Peak Hour
4.B Traffic
Nash Street between Imperial Highway and El Segundo Boulevard carries over
11,000 VPD. This one-way southbound street carries approximately 1,150 VPH in the A .M. peak
hour and 800 VPH in the P.M. peak hour.
El Segundo Boulevard between Sepulveda Boulevard and Douglas Street carries more
than 29,000 VPD. During the A .M. peak hour, traffic volumes are about 2,100 VPH westbound
and 850 VPH eastbound. Afternoon peak- hour traffic volumes on this stretch of roadway are
approximately 2,200 VPH eastbound and 900 VPH westbound.
Continental Boulevard carries 5,500 VPD between Maple Avenue and Mariposa Street.
This volume increases to 12,200 VPD south of Grand Avenue. Continental Boulevard currently
carries 300 VPH southbound during the A .M. peak hour and 700 VPH northbound and 450 VPH
southbound and 400 VPH northbound during the P.M. peak hour.
Imperial Highway between Sepulveda Boulevard and Aviation Boulevard carries
29,000 VPD, with approximately 1,900 VPH westbound and 550 VPH eastbound during the A .M.
peak hour, and 1,400 VPH eastbound and 900 VPH westbound during the P.M. peak hour.
Douglas Street between Imperial Highway and El Segundo Boulevard carries over
10,000 VPD. During the A .M. peak hour, approximately 500 VPH travel northbound in the
project vicinity. This one-way northbound street carries approximately 700 VPH in the P.M.
peak hour.
c. Existing Public Transit
The project site is accessible by public transit from most areas of the South Bay. The
City of Torrance operates Municipal Area Express (MAX), which provides limited-stop express
bus service from San Pedro, Torrance, and the Palos Verdes Peninsula to the City of El Segundo
during the A .M. and P.M. peak hours. Torrance Transit, also operated by the City of Torrance,
has a bus route that complements the MAX service by providing continuous service between
both areas. Direct transit service to the project site is readily available.
The Los Angeles County Metropolitan Transportation Authority’s (MTA) Routes 225
and 226 provide similar service. The MAX, Torrance Transit and MTA lines also connect with a
network of other MTA and Torrance Transit routes in the South Bay, which makes the project
site accessible from most South Bay communities. Although there is not direct transit service
between the project site and the cities northwest of LAX, the Torrance Transit and MTA lines
identified above serve the LAX City Bus Center, making access via connector service a
possibility for commuters from these areas. MTA’s Route 120 currently provides direct service
from communities to the east.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
The Los Angeles Department of Transportation (LADOT) provides a commuter service,
Route 574, which provides morning and afternoon commuter service between the Sylmar
Metrolink Station and Norwalk-El Segundo Green Line station.
Site accessibility is also provided by the Norwalk-El Segundo Green Line, which
provides a station at the southwest corner of Nash Street and Mariposa Avenue and a second
station on the south side of El Segundo Boulevard between Nash Street and Douglas Street. In
addition to direct Green Line service, commuters on the Long Beach-Los Angeles Blue Line can
transfer to the Green Line, increasing the number of commuters living east of the project who
could access the project site by public transit. A brief description of the primary transit lines
operating near the project site is included in the traffic study, which is provided in Appendix B of
this EIR.
d. Analysis of Existing Conditions
(1) Intersection Conditions
The intersection traffic analysis was performed using the Intersection Capacity
Utilization (ICU) technique, which is recognized by the City of El Segundo as an acceptable
analysis methodology. The traffic counts described earlier were used in order to report existing
traffic flow conditions in the study area. Other data pertaining to intersection geometrics, on
street parking restrictions, and traffic signal operations were obtained through field surveys of
the study intersections.
The intersection volume to capacity (V/C) ratio was calculated to develop ICU values
used for the analysis and evaluation of traffic conditions at each study intersection. In the
discussion of ICU values for signalized intersections, guidelines have been developed for
grading the operational quality of an intersection in terms of the Level of Service (LOS), which
describes different traffic flow characteristics. Levels of service A to C operate quite well.
Typically, LOS D is the level for which a metropolitan area street system is designed. LOS E
represents volumes of severe congestion with some longstanding lines on critical approaches and
fairly unstable flow. LOS F occurs when a facility is overloaded and is characterized by stopand-go traffic with stoppages of long duration.
Capacity means the maximum volume of vehicles in the critical lanes that have a
reasonable expectation of passing through an intersection in one hour, under prevailing roadway
and traffic conditions. For planning purposes, the maximum theoretical capacity of an
intersection equates to LOS E conditions. The Level of Service corresponding to a range of ICU
values is shown in Table 4.B-1 on page 63.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-1
LEVEL OF SERVICE AS A FUNCTION OF ICU VALUES
LOS
Range of ICU
Values
Description of Operating Characteristics
A
Uncongested operations; all vehicles clear in a single cycle.
B
C
D
Same as above.
Light congestion; occasional backups on critical approaches.
Congestion on critical approaches, but intersection functional. Vehicles required to wait
through more than one cycle during short peaks. No long-standing lines formed.
>0.60 < 0.70
>0.70 < 0.80
>0.80 < 0.90
E
Severe congestion with some long-standing lines on critical approaches. Blockage of
intersection may occur if traffic signal does not provide for protected turning movements.
Forced flow with stoppages of long duration.
>0.90 < 1.00
F
< 0.60
> 1.00
Source: Crain & Associates, July 2003.
By applying this analysis procedure to the study intersections, the ICU value and the
corresponding LOS for existing traffic conditions were determined. Those values, for existing
(2003) A .M. and P.M. peak hour conditions, are shown in Table 4.B-2 on page 64.
The City determines a minimum acceptable LOS at an intersection as LOS D.
Intersections operating as LOS E or F are considered deficient. As shown in Table 4.B-2, most
of the intersections near the project site, with the exception of the intersections of Sepulveda
Boulevard at Imperial Highway, Sepulveda Boulevard at Grand Avenue, and Sepulveda
Boulevard at El Segundo Boulevard, are operating at acceptable levels of service.
(2) Freeway Conditions
An examination was also made of freeway conditions on the two regional facilities within
the study area. Four freeway segments were selected for this analysis. These segments are:
•
•
•
•
Glenn M. Anderson Freeway (I-105) west of the San Diego Freeway (I-405)
Glenn M. Anderson Freeway (I-105) east of the San Diego Freeway (I-405)
San Diego Freeway (I-405) north of the Glenn M. Anderson Freeway (I-105)
San Diego Freeway (I-405) south of the Glenn M. Anderson Freeway (I-105)
Current traffic volumes on these freeway segments were obtained from several sources.
Daily traffic volumes on the segments analyzed were obtained from the most current Caltrans
published data. In addition, A .M. and P.M. peak-hour volumes were taken from the Los Angeles
County 2002 Congestion Management Program (CMP), where available. All of the freeway
traffic volumes from 2002 were growth- factored by 0.5 percent per year, consistent with the
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-2
EXISTING (2003) INTERSECTION CAPACITY UTILIZATION SUMMARY
A.M. Peak Hour
ICU
LOS
P.M. Peak Hour
ICU
LOS
Imperial Highway and Sepulveda Boulevard
Imperial Highway and Nash Street
Mariposa Avenue and Sepulveda Boulevard
Mariposa Avenue and Continental Boulevard
Mariposa Avenue and Nash Street
1.022
0.613
0.842
0.445
0.314
F
B
D
A
A
0.877
0.407
0.856
0.378
0.296
D
A
D
A
A
Grand Avenue and Sepulveda Boulevard
Grand Avenue and Continental Boulevard
Grand Avenue and Nash Street
El Segundo Boulevard and Sepulveda Boulevard
El Segundo Boulevard and Continental Boulevard
1.105
0.333
0.252
0.908
0.451
F
A
A
E
A
1.124
0.232
0.333
0.890
0.393
F
A
A
D
A
El Segundo Boulevard and Nash Street
El Segundo Boulevard and Douglas Street
0.542
0.643
A
B
0.649
0.620
B
B
Intersection
Source: Crain & Associates, July 2003.
traffic analysis. Existing freeway geometrics (e.g., number of mainline travel lanes) for each of
the segments analyzed were determined from CMP data, aerial photographs and field surveys.
Segment peak-hour traffic capacities were computed for each direction using established
Highway Capacity Manual (HCM) methodology. As detailed in procedures discussed in the
HCM Chapter 3, each mainline travel was assumed to have a capacity of 2,000 VPH. HOV
lanes were assumed to add 1,600 VPH to the mainline capacity. The total directional capabilities
were then computed and used in conjunction with the previously determined peak-hour
directional freeway segment volumes to calculate the existing 2003 freeway levels of service in
the project vicinity. The level of service definitions for the freeway segments is provided in
Table 4.B-3 on page 65. Table 4.B-4 on page 66 details the existing 2003 study freeway
segment volumes and level of service.
As shown in Table 4.B-4, the northbound I-405 north of the I-105 currently operates at or
above its design capacities during the evening peak hours, resulting in severe congestion and
travel speeds of less than 25 miles per hour (mph). The remaining freeway study segments are
operating at acceptable levels of service during one or both of the peak hours.
(3) Congestion Management Program (CMP)
To address the increasing public concern that traffic congestion was impacting the quality
of life and economic vitality of the State of California, Proposition 111 enacted the Congestion
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-3
FREEWAY MAINLINE LEVEL OF SERVICE DEFINITIONS
D/C Ratio
0.00 - 0.35
>0.36 - 0.54
>0.55 - 0.77
>0.78 - 0.93
>0.94 - 1.00
a
LOS
A
B
C
D
E
D/C Ratio
<1.00 - 1.25
>1.25 - 1.35
>1.35 - 1.45
>1.45
LOS a
F(0)
F(1)
F(2)
F(3)
LOS F(1) through F(3) represent severe congestion (travel speeds less than 25 mph for more than one hour).
Source: Los Angeles County Metropolitan Transportation Authority, Congestion Management Program, 1999.
Management Program (CMP). The intent of the CMP is to provide the analytical basis for
transportation decisions through the State Transportation Improvement Program process. A
countywide approach has been established by the MTA, the local CMP agency, to implement the
statutory requirements of the CMP. The Countywide approach includes designating a highway
network that includes all state highways and principal arterials within the County and monitoring
the network’s Level of Service standards. This monitoring of the CMP network is one of the
responsibilities of local jurisdictions. If LOS standards deteriorate, then local jurisdictions must
prepare a deficiency plan to be in conformance with the Countywide plan.
Within the study area, Sepulveda Boulevard, the I-405 and the I-105 are designated as
CMP facilities. The surface street intersection of Sepulveda Boulevard and El Segundo
Boulevard is a CMP surface street monitoring location in the project vicinity.
(4) Parking and Access
Currently, parking for Phase I of The Grand Way project, which is located adjacent to the
project site, is provided within a parking structure and limited surface parking. Off-street surface
parking is available adjacent to Continental Boulevard in front of the existing 14-story tower.
The existing parking structure provides approximately 1,132 parking spaces, and approximately
127 surface parking spaces are provided on the surface parking lots. The 1955 East Grand
Avenue office building has a 373-space surface parking lot located behind the existing building.
Three driveways on Continental Boulevard along with a single driveway on Grand
Avenue currently provide access to Phase I of The Grand Way Project. These driveways would
be used to provide access to the project site as well. All of the parking is accessible from any
driveway. The driveway on Grand Avenue and the southernmost driveway on Continental
Boulevard are shared with the neighboring 215-room hotel. Grand Avenue and Continental
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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Table 4.B-4
EXISTING (2003) FREEWAY VOLUMES
Location
I-105 west of I-405
Peak
Hour
A.M.
P .M.
I-105 east of I-405
A.M.
P .M.
I-405 north of I-105
A.M.
P .M.
I-405 south of I-105
A.M.
P .M.
Direction
No. of
Lanes
Freeway
Capacity
Daily
Volume
Peak Hour
Volume
V/C
Ratio
LOS
E/B
W/B
E/B
W/B
4
4
4
4
8,000
8,000
8,000
8,000
124,000
3,276
6,060
3,925
5,873
0.410
0.758
0.491
0.734
B
C
B
C
E/B
W/B
E/B
W/B
5*
5*
5*
5*
9,600
9,600
9,600
9,600
193,000
7,979
10,989
11,797
7,669
0.831
1.145
1.229
0.799
D
F(0)
F(1)
D
N/B
S/B
N/B
S/B
5*
5*
5*
5*
9,600
9,600
9,600
9,600
313,000
10,989
7,108
8,080
8,161
1.145
0.824
0.842
0.850
F(1)
D
D
D
N/B
S/B
N/B
S/B
5*
5*
5*
5*
9,600
9,600
9,600
9,600
240,000
13,736
9,249
12,726
9,447
1.431
0.963
1.326
0.984
F(2)
E
F(1)
E
* Includes High Occupancy Vehicle lanes with an assumed capacity of 1,600.
Source: Crain & Associates, July 2003.
Boulevard are channelized with a raised center median. A median break is provided at the
driveway on Grand Avenue, where the number one lane (i.e., the lane closest to the center
median) can be utilized for left-turn movement into the project or as a through lane. On
Continental Boulevard, the center driveway is restricted to right-turns in and out due to the raised
center median. Right-turns into the project site can be made from any of the driveways. The
northerly Mattel driveway on Continental Boulevard is also accessible from a left-turn pocket of
approximately 120 feet in length. The southerly Continental Boulevard Mattel driveway is
accessible from an approximately 80-foot long left-turn pocket.
The Grand Avenue office building currently has two existing driveways off of Grand
Avenue, west of Continental Boulevard. The easterly driveway is an enter-only driveway with
right- and left-turn access. The westerly driveway allows both entering and exiting but is
restricted to right-turns in and out due to a center median.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
e. Regulatory Setting
(1) City of El Segundo General Plan Circulation Element
As discussed in Section 4.A., Land Use, the City of El Segundo General Plan sets forth
goals and policies for the future development of the City. The General Plan includes a
Circulation Element, which establishes the goals and policies to guide decision-makers and City
staff in the planning and provision of the City’s circulation system. The policies of the General
Plan Circulation Element that would be applicable to the project are included in Table 4.B-10 on
page 82, as presented in the Environmental Impacts discussion later in this section.
(2) Congestion Management Program (CMP)
All development projects, which are required to prepare an EIR, are subject to the Land
Use Analysis program of the CMP. This requirement is to provide decision- makers with the
project-specific traffic impacts created by large projects on the CMP highway network. The
Traffic Impact Analysis (TIA) to be included in an EIR requires that all freeway segments where
the project adds 150 or more trips, in either direction, during the peak hours be analyzed.
(3) Parking
The Amended Development Agreement requires parking for Phase II of The Grand Way
project to maintain a ratio of two spaces per 1,000 square feet of technical services/research and
development space and a ratio of 3.5 parking spaces per 1,000 square feet of office space that is
not related to the technical services/research and development uses, if any. The proposed
extension of the Development Agreement would not change these parking provisions which meet
and exceed Zoning Code requirements.
The required parking for 1955 East Grand Avenue building is established in
Section 15-15-3.B of the Zoning Code. Required parking for office uses shall be provided and
maintained at the following ratios: one space for each 300 square feet for the first 25,000 square
feet of net floor area, one space for each 350 square feet for the second 25,000 feet of net floor
area, and one space for each 400 square feet for the area in excess of 50,000 square feet of net
floor area.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
2.0
THRESHOLDS OF SIGNIFICANCE
a. Intersection Traffic
The City of El Segundo typically identifies a project-related traffic impact at area
intersections as “significant” if the project’s traffic results in an intersection level of service
change from LOS D or better to LOS E or F or if there is an increase in intersection V/C value of
0.020 or more, when the intersection Level of Service is at LOS E or F (V/C = 0.901 or more).
b. Freeway Traffic and Congestion Management Program (CMP)
For the purposes of the CMP, a significant traffic impact would occur if the proposed
project would increase traffic demand on a CMP facility by two percent of capacity, causing or
worsening LOS F, as demonstrated by a TIA. Caltrans has established Traffic Study Guidelines,
which provide a means to determine when a traffic study is required; however, level of
significance thresholds have not been established. Therefore, the CMP guidelines have been
used to evaluate traffic impacts.
c. Parking
A significant parking impact would occur if the project would result in an insufficient
number of parking spaces based on the City requirements for each of the proposed buildings as
stated in the Regulatory Setting above.
3.0
ENVIRONMENTAL IMPACTS
a. Methodology
The following discussion provides the methodology used to estimate the trip generation,
distribution and assignment of the project traffic as well as the various scenarios analyzed.
(1) Traffic Generation and Trip Distribution
The Institute of Transportation Engineers’ (ITE’s) Trip Generation, 6th Edition published
in 1997 provides information on the trip- making profiles for many land uses. This manual is
recognized as the industry standard for trip generation documentation. The trip generation rates
for the proposed project are detailed in Table 5 of the Traffic Study, which is provided in
Appendix B of this EIR.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
After establishing the trip generation, a determination of the geographic distribution of
the project’s trips is the next step in the process. A primary factor affecting trip distribution is
the relative distribution of population from which employees, visitors and guests of the proposed
project would be drawn. For the proposed project, current calibrated traffic models in the
vicinity of the project were evaluated for distribution patterns. The general geographic direction
of trips is summarized in Table 4.B-5 on page 70.
(2) Future (Year 2011) and Cumulative Traffic Analysis
The methodology for estimating future traffic volumes is as follows. First, current traffic
volumes were determined through traffic counts (as described in the Environmental Setting
section above). Next, based on an analysis of the trends in traffic growth in the study area over
the last several years and calibrated traffic models that have been developed in the project area,
an annual traffic growth factor of 0.5 percent has been applied to develop future year 2011
“baseline” figures. This growth factor was used to account for increases in traffic resulting from
projects not yet proposed, or outside of the study area. The 0.5 percent growth factor was
applied to the 2003 traffic volumes to develop an estimate of the year 2011 volumes. This
scenario represents future (2011) conditions without the proposed project. Traffic expected to be
generated from development of the proposed project at buildout was analyzed as an incremental
addition to this future condition. This scenario represents future (2011) conditions with the
proposed project.
Finally, a cumulative scenario was analyzed, which considers other projects that could
add substantial amounts of traffic to the project vicinity. The cumulative analysis includes
potential traffic from past, present, and probable future projects (the future (2011) scenario) that
could add traffic to the project vicinity. A list of these potential projects was obtained from the
City of El Segundo Planning Division, the City of Los Angeles Planning Department, Los
Angeles Department of Transportation, City of Hawthorne, City of Lawndale, City of Manhattan
Beach and the Los Angeles County Regional Planning Department. Table 3-1 on page 24 and
Figure 3-1 on page 28, which are provided in Chapter 3.0, provide the list and locations of the 47
related projects within the City of El Segundo and in adjacent jurisdic tions that could produce
additional traffic at the 12 study intersections. Traffic generated by these related projects was
estimated by applying the trip generation rates listed in Table 11 of the Traffic Study (Appendix
B). This scenario represents cumulative future (2011) conditions with the proposed project.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-5
PROJECT GEOGRAPHIC TRIP DISTRIBUTION PERCENTAGES
Direction
North
South
East
West
Totals
Streets
Freeway
Total
15%
15%
15%
15%
60%
15%
15%
10%
0%
40%
30%
30%
25%
15%
100%
Source: Crain & Associates, July 2003.
b. Analysis of Traffic Impacts
(1) Impacts to Study Intersection
Table 4.B-6 on page 71 indicates that an estimated 4,473 net new daily trips would be
generated by the proposed project, including 576 inbound and 88 outbound trips during the A .M.
peak hour and 95 inbound and 537 outbound trips during the P.M. peak hour.
Using the general distribution percentages shown in Table 4.B-5, project trips were
assigned to specific routes serving the project area. Project driveway locations, driveway turn
restrictions, and access factors such as one-way streets were considered in the assignment of
project trips. Figure 4.B-4 on page 72 and Figure 4.B-5 on page 73 show the net A .M. and P.M.
peak-hour traffic increases, respectively, on the nearby street system resulting from the proposed
project.
The future year 2011 without project A .M. and P.M. peak-hour traffic volumes are shown
in Figure 4.B-6 on page 74 and Figure 4.B-7 on page 75, respectively. Future traffic volumes,
including project traffic, are shown in Figure 4.B-8 on page 76 and Figure 4.B-9 on page 77,
respectively. The results of the ICU of future traffic conditions at the study intersections are
summarized in Table 4.B-7 on page 78. As shown in the table, the proposed project would result
in the worsening of the traffic conditions at the intersection of Grand Avenue and Sepulveda
Boulevard during both A .M. and P.M. peak hours. This intersection is operating at LOS F, a
deficient Level of Service. As a result of the proposed project, this intersection would
experience a V/C ratio increase of over 0.020, which represents a significant impact.
Section 4.B.5, Mitigation Measures, provides mitigation measures to reduce the A .M. and P.M.
peak hour traffic impacts at this intersection to levels below significance.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-6
PROJECT TRIP GENERATION
Size (s.f.)
Daily
A.M. Peak Hour
In
Out
Total
Phase II of The Grand Way Project
Corporate Headquarters Office
Research and Development
Subtotal Phase II
75,000
225,000
598
1,994
2,592
103
229
332
8
47
55
111
276
387
13
39
52
104
222
326
117
261
378
1955 East Grand Avenue
General Office (to be demolished)
General Office
Subtotal 1955 East Grand Avenue
55,355
255,000
(843)
2,724
1,881
(102)
346
224
(14)
47
33
(116)
393
277
(15)
58
43
(75)
286
211
(90)
344
254
4,473
576
88
664
95
537
632
Description
Total Project (Net New Trips) a
a
P.M. Peak Hour
In
Out
Total
The number of net new trips takes into account the demolition of the existing 55,355-square foot office building
on the 1955 East Grand Avenue site. As a result, net new trips represent the additional trips generated by the
proposed project beyond those that are currently generated by existing uses on the project site.
Source: Crain & Associates, July 2003.
Comparison with the Final EIR for The Grand Way Project
As discussed in the Traffic Study (see Appendix B), in comparison to the findings of the
traffic analysis prepared for The Grand Way Project, future (2011) traffic conditions without and
with the proposed project are anticipated to be better than most of the conditions that were
previously forecasted in the Final EIR (1984) for The Grand Way Project. No additional impacts
to local intersections beyond those identified in the Final EIR for The Grand Way Project would
occur as a result of the proposed project.
(2) Impacts to Freeways and CMP Facilities
None of the freeway segments in the project vicinity are anticipated to carry over 150
additional peak hour trips as a result of the proposed project. A freeway segment analysis has
been conducted on the I-105 east and west of the I-405 and on the I-405 north and south of the I105. The I-105 east of Sepulveda Boulevard is considered a CMP monitoring location. As
requested by Caltrans, an analysis of future conditions in the year 2020 without and with the
proposed project is summarized in Table 4.B-8 on page 79. As shown in the table, the project
would not cause or worsen a LOS F segment or increase traffic demand by two percent of
capacity at LOS F for the freeway segments analyzed according to the CMP TIA requirements.
Therefore, no project-related significant traffic impacts are anticipated on the freeway segments.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 72
Figure 4.B-4
Net Project Traffic Volumes
AM Peak Hour
I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 73
Figure 4.B-5
Net Project Traffic Volumes
PM Peak Hour
I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 74
Figure 4.B-6
Future (2011) Traffic Volumes
Without Project
AM Peak Hour
I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 75
Figure 4.B-7
Future (2011) Traffic Volumes
Without Project
PM Peak Hour
I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 76
Figure 4.B-8
Future (2011) Traffic Volumes
With Project
AM Peak Hour
I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 77
Figure 4.B-9
Future (2011) Traffic Volumes
With Project
PM Peak Hour
4.B Traffic
Table 4.B-7
FUTURE (2011) INTERSECTION CAPACITY UTILIZATION SUMMARY
WITHOUT AND WITH THE PROPOSED PROJECT
Peak
Hour
Intersection
Imperial Highway and Sepulveda Boulevard
A.M.
Imperial Highway and Nash Street
Mariposa Avenue and Sepulveda Boulevard
Mariposa Avenue and Continental Boulevard
Mariposa Avenue and Nash Street
Grand Avenue and Sepulveda Boulevard
Grand Avenue and Continental Boulevard
A.M.
0.639
B
0.679
B
0.040
P .M.
0.426
A
0.430
A
0.004
A.M.
P .M.
0.807
0.820
D
D
0.839
0.826
D
D
0.032
0.006
A.M.
0.464
A
0.553
A
0.089
P .M.
0.393
A
0.426
A
0.033
A.M.
P .M.
0.327
0.308
A
A
0.370
0.313
A
A
0.043
0.005
A.M.
1.068
F
1.110
F
0.042*
P .M.
1.100
F
1.155
F
0.055*
A.M.
0.345
0.242
A
A
0.380
0.281
A
A
0.035
0.039
0.261
0.346
A
A
0.336
0.386
A
A
0.075
0.040
0.876
0.858
D
D
0.893
0.879
D
D
0.017
0.021
0.399
0.348
A
A
0.515
0.372
A
A
0.116
0.024
0.495
0.606
A
B
0.531
0.645
A
B
0.036
0.039
0.599
0.577
A
A
0.636
0.606
B
B
0.037
0.029
P .M.
A.M.
P .M.
El Segundo Boulevard and Continental Boulevard
A.M.
P .M.
El Segundo Boulevard and Nash Street
A.M.
P .M.
El Segundo Boulevard and Douglas Street
A.M.
P .M.
F
E
1.069
0.915
Impact
P .M.
A.M.
El Segundo Boulevard and Sepulveda Boulevard
With Project
ICU
LOS
1.066
0.915
P .M.
Grand Avenue and Nash Street
Without Project
ICU
LOS
F
E
0.003
0.000
* Denotes a significant impact
Source: Crain & Associates, July 2003.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-8
FUTURE (2020) FREEWAY VOLUMES AND LEVELS OF SERVICE
Without Project
Location
I-105 West of
I-405
Pk.
Hr.
A .M.
P .M.
I-105 East of
I-405
A .M.
P .M.
I-405 North of
I-105
A .M.
P .M.
I-405 South of
I-105
A .M.
P .M.
*
Dir.
No. of
Lanes
Fwy.
Cap.
Daily
Vol.
E/B
W/B
E/B
W/B
4
4
4
4
8,000
8,000
8,000
8,000
E/B
W/B
E/B
W/B
5*
5*
5*
5*
N/B
S/B
N/B
S/B
N/B
S/B
N/B
S/B
With Project
Vol.
Ratio
LOS
Vol.
Ratio
LOS
Impact
129,580
3,423
6,333
4,102
6,137
0.428
0.792
0.513
0.767
B
D
B
C
3,441
6,448
4,209
6,156
0.430
0.806
0.526
0.770
B
D
B
C
0.002
0.014
0.013
0.003
9,600
9,600
9,600
9,600
201,685
8,338
11,484
12,328
8,014
0.869
1.196
1.284
0.835
D
F(0)
F(1)
D
8,347
11,542
12,386
8,024
0.869
1.202
1.290
0.836
D
F(0)
F(1)
D
0.000
0.006
0.006
0.001
5*
5*
5*
5*
9,600
9,600
9,600
9,600
327,085
11,484
7,428
8,444
8,528
1.196
0.774
0.880
0.888
F(0)
C
D
D
11,497
7,514
8,424
8,543
1.198
0.783
0.888
0.890
F(0)
C
D
D
0.002
0.009
0.008
0.002
5*
5*
5*
5*
9,600
9,600
9,600
9,600
250,800
14,354
9,665
13,299
9,872
1.495
1.007
1.385
1.028
F(3)
F(0)
F(2)
F(0)
14,440
9,678
13,314
9,852
1.504
1.008
1.387
1.037
F(3)
F(0)
F(2)
F(0)
0.009
0.001
0.002
0.009
Includes High Occupancy Vehicle lanes.
Source: Crain & Associates, July 2003.
As discussed above, no significant project-related traffic impact would occur at the
intersection of El Segundo Boulevard and Sepulveda Boulevard. Accordingly, no significant
project-related impact would occur at this CMP surface street monitoring location in the project
vicinity.
(3) Impacts to Parking and Site Access
Parking for the two buildings are analyzed separately since the parking is not shared and
the requirements for each property are different. Phase II of The Grand Way Project would
include a seven-story structure with 5.75 stories of parking levels and 1.25 stories of R&D and
office space. This parking facility would provide a minimum of approximately 715 spaces,
which would be generally consistent with the parking requirement of 713 spaces indicated in the
Amended Development Agreement. Accordingly, the project would provide parking at the ratio
required in the Amended Development Agreement, and no parking impacts would occur.
The 1955 East Grand Avenue development would include a three-level parking structure
with rooftop parking, which would provide a minimum of approximately 880 parking spaces.
This number of parking spaces would satisfy the parking requirement of 592 spaces pursuant to
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
Page 79
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4.B Traffic
the City’s Municipal Code. Similar to Phase II of The Grand Way Project, parking impacts at
this location would be considered less than significant as the project would provide parking in
excess of code requirements.
Access to the Phase II parking structure would be provided from Continental Boulevard
and Grand Avenue, and the internal driveway would also provide circulation to the adjacent
parcels that were part of Phase I of The Grand Way Project. Access to the 1955 East Grand
Avenue parking structure would be from Grand Avenue. The proposed project would modify
vehicular access to the site from Grand Avenue, as described below.
A queue analysis was conducted to assure that sufficient storage capacity was available
for the driveways. This analysis was conducted for future conditions with the existing Mattel
development, existing hotel development, the proposed Mattel project, and cumulative projects
utilizing Highway Capacity Software 2000 for Unsignalized Intersections. Table 4.B-9 on page
81 details the findings of the analyses.
Access to the 1955 East Grand Avenue office building currently shares a left-turn lane
with Phase I and Phase II of The Grand Way Project as their driveways on Grand Avenue are
adjacent to each other and share the opening in the center median. As demonstrated in Table
4.B-9, the two left-turn pockets on Continental Boulevard are of sufficient length. However, no
left-turn pockets are provided on Grand Avenue. The applicant proposes to provide internal
circulation between the 1955 East Grand Avenue property and the Phase I/Phase II of The Grand
Way Project property. The existing curb that partially separates the two properties would be
eliminated to create one driveway providing access to the proposed parking structure on the
1955 East Grand Avenue property and the different uses on Phase I and Phase II of The Grand
Way Project. This driveway would extend to a northern driveway, which is proposed off of
Continental Boulevard to provide additional access to both the 1955 East Grand Avenue property
and Phase I and Phase II of The Grand Way Project from Continental Boulevard. A westerly
driveway along the western boundary of the 1955 East Grand Avenue property would be
improved and would be available for right-turn ingress/egress only. In addition, although the
queues are not anticipated to be of significant length, the applicant proposes to modify the
existing island on Grand Avenue to provide a left-turn pocket at the shared driveway into the
project sites to avoid delays resulting from vehicles turning left. The applicant proposes to
construct a left-turn pocket with appropriate transition so as to accommodate traffic entering the
shared driveway for the 1955 East Grand Avenue property and Phase I and Phase II of The
Grand Way Project. Without the shared driveway on Grand Avenue, exiting vehicles would
travel circuitously for easterly destinations, which could create additional U-turn movements or
additional vehicles through the intersection of Grand Avenue and Sepulveda Boulevard.
Currently, the island has streetlights, electrical boxes, electrical and sewer access manholes and
landscaping with trees and grass. The queue analysis concluded that the proposed project would
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-9
PEAK HOUR QUEUE SUMMARY AT PROJECT DRIVEWAYS
Driveway Location
Length of Queue
No. of Cars
Distance (ft.)
Direction
Time Period
North Driveway on Continental Boulevard
Northbound Left
A.M.
P .M.
0.65
0.05
13.0
1.0
South Driveway on Continental Boulevard
Northbound Left
A.M.
P .M.
0.53
0.09
10.6
1.8
Project Driveway on Grand Avenue
Eastbound Left
A.M.
P .M.
0.87
0.11
17.4
2.2
Westerly Grand Avenue Office Driveway*
Eastbound Left
A.M.
P .M.
0.03
0.26
0.6
5.2
* Proposed modification.
Source: Crain & Associates, July 2003.
not result in access and queuing that would interfere with traffic flow. As such, impacts on
access would be considered less than significant.
(4) Consistency with Circulation Element Policies
As identified in the Environmental Setting section above, the City of El Segundo General
Plan Circulation Element contains several policies that are applicable to the project.
Table 4.B-10 on page 82 provides a detailed analysis of the project’s consistency with specific
Circulation Element policies. As sho wn in the table, the proposed project would be generally
consistent with policies contained in the City’s Circulation Element.
4.0
CUMULATIVE IMPACTS
The cumulative effect of ambient growth and traffic from the 47 related projects were
analyzed (see Table 3-1 on page 24 and Figure 3-1 on page 28 in Section 3.0 for the list and
location of the related projects). The analysis of these cumulative traffic conditions was
performed using the same ICU methodology described above. The trips for the related projects
were added to the future (2011) with project traffic conditions shown in Figure 4.B-8 and Figure
4.B-9 on page 77. The cumulative traffic volumes are shown in Figure 4.B-10 on page 84 and
Figure 4.B-11 on page 85 for the A .M. and P.M. peak hours, respectively. The results of the
cumulative impact analysis are summarized in Table 4.B-11 on page 86. As shown in the table,
the following intersections are expected to experience LOS E and LOS F conditions by the year
2011:
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
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4.B Traffic
Table 4.B-10
COMPARISON OF PROJECT CHARACTERISTICS TO THE APPLICABLE POLICIES OF THE CIRCULATION ELEMENT
Policies
Characteristics of the Proposed Project
Policy C1-1.13 and C3.1-5: Require full evaluation of potential
traffic impacts associated with proposed new developments prior
to project approval. Further, require the implementation of
appropriate mitigation measures prior to, or in conjunction with,
project development. Mitigation measures may include new
roadway links on segments that would connect the new
development to the existing roadway system. Mitigation
measures shall be provided by or paid for the project developer.
A Traffic Study was prepared to provide a full evaluation of potential traffic impacts
associated with the proposed project. This study which is contained in Appendix B, is
summarized in this section of the EIR, and includes feasible mitigation measures to reduce the
impact at the intersection of Grand Avenue and Sepulveda Boulevard during the A.M. and P .M.
peak hours to less than significant levels. Project mitigation would be the responsibility of the
project applicant. All feasible mitigation measures have been considered and identified in the
traffic study and in this section (see Section 4.B.5., Mitigation Measures). Therefore, the
proposed project would be consistent with this policy.
Policy C1-3.2: Ensure that the development review process
incorporates consideration of off-street commercial loading
requirements for all new projects.
The proposed project would include off-street commercial loading docks, consistent with the
Amended Development Agreement and City code. Therefore, the proposed project would be
consistent with this policy.
Policy C2-2.2: Encourage new development to provide facilities
for bicyclists to park and store their bicycles and provide shower
and clothes change facilities at or close to the bicyclist’s work
destination.
The proposed project would provide amenities to accommodate alternative modes of
transportation, such as bicycle racks, lockers, and on-site shower facilities for employees.
Bicycle racks would be provided between the proposed parking structures and the proposed
buildings, similar to those provided for the Phase I of The Grand Way Project. Therefore, the
proposed project would be consistent with this policy.
Policy C2-5.1: Ensure that Transportation Demand Management
(TDM) policies are considered during the evaluation of new
developments within the City, including but not limited to
ridesharing, carpooling and vanpooling, flexible work schedules,
telecommuting and car/vanpool preferential parking.
Currently, Mattel, Inc., has a successful TDM plan in place, which would be expanded to the
proposed project. The TDM plan expanded to the proposed project would encourage
ridesharing, carpooling and vanpooling. Accordingly, the proposed project would provide
preferential parking to carpools and vanpools, similar to the preferential parking available at
the existing parking structure for the Phase I of The Grand Way Project. Therefore, the
proposed project would be consistent with this policy.
Policy C2-5.3: Encourage the provision of preferential parking
for high occupancy vehicles wherever possible.
Preferential parking for high occupancy vehicles would be provided in the new parking
structures, similar to the preferential parking available at the existing parking structure for the
Phase I of The Grand Way Project. Therefore, the proposed project would be consistent with
this policy.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
SCH No. 2003061104
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4.B Traffic
Table 4.B-10 (Continued)
COMPARISON OF PROJECT CHARACTERISTICS TO THE APPLICABLE POLICIES OF THE CIRCULATION ELEMENT
Policies
Characteristics of the Proposed Project
Policy C3.1-1: Require all new development to mitigate projectrelated impacts on the existing and future circulation system such
that all Master Plan roadways are upgraded and maintained at
acceptable levels of service through implementation of all
applicable Circulation Element policies. Mitigation measures
shall be provided by or paid for by the project developer.
The proposed project would implement mitigation measures to reduce the impact at the
intersection of Grand Avenue and Sepulveda Boulevard during the A.M. and P .M. peak hours to
less than significant levels. Project mitigation would be the responsibility of the project
applicant. All feasible mitigation measures have been considered and identified in the traffic
study and in this section (see Section 4.B.5., Mitigation Measures). Therefore, the proposed
project would be consistent with this policy.
Policy C3.1-7: Require the provision of adequate pedestrian and The proposed project would include walkways to facilitate pedestrian movement within the
bicycle access for new development projects through the site plan project site and between adjacent developed uses. In addition, the proposed project would
review process.
provide amenities to accommodate alternative modes of transportation, such as bicycle racks,
lockers, and on-site shower facilities for employees. Therefore, the proposed project would be
consistent with this policy.
Policy C3.2-1: Ensure the provision of sufficient on-site parking
in all new development.
The proposed project would provide sufficient on-site parking consistent with the Amended
Development Agreement and the City’s Municipal Code. Therefore, the proposed project
would be consistent with this policy.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
SCH No. 2003061104
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I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 84
Figure 4.B-10
Cumulative Traffic Volumes
With Project AM Peak Hour
I-105
Project Site
N
Scale Not Provided
Source: Crain & Associates, 2003
Page 85
Figure 4.B-11
CumulativeTraffic Volumes
With Project PM Peak Hour
4.B Traffic
Table 4.B-11
CRITICAL MOVEMENT ANALYSIS SUMMARY – CUMULATIVE CONDITIONS
Intersection
Imperial Highway and
Sepulveda Boulevard
Imperial Highway and
Nash Street
Mariposa Avenue and
Sepulveda Boulevard
Mariposa Avenue and
Continental Boulevard
Mariposa Avenue and
Nash Street
Grand Avenue and
Sepulveda Boulevard
Grand Avenue and
Continental Boulevard
Grand Avenue and
Nash Street
El Segundo Boulevard and
Sepulveda Boulevard
El Segundo Boulevard and
Continental Boulevard
El Segundo Boulevard and
Nash Street
El Segundo Boulevard and
Douglas Street
*
Peak
Hour
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
Future Without
Project
ICU
LOS
1.066
F
0.915
E
0.639
B
0.426
A
0.807
D
0.820
D
0.464
A
0.393
A
0.327
A
0.308
A
1.068
F
1.100
F
0.345
A
0.242
A
0.261
A
0.346
A
0.876
D
0.858
D
0.399
A
0.348
A
0.495
A
0.606
B
0.599
A
0.577
A
Future With Project
ICU
LOS
Impact
1.069
F
0.003
0.915
E
0.000
0.679
B
0.040
0.430
A
0.004
0.839
D
0.032
0.826
D
0.006
0.553
A
0.089
0.426
A
0.033
0.370
A
0.043
0.313
A
0.005
1.110
F
0.042
1.155
F
0.055
0.380
A
0.035
0.281
A
0.039
0.336
A
0.075
0.386
A
0.040
0.893
D
0.017
0.879
D
0.021
0.515
A
0.116
0.372
A
0.024
0.531
A
0.036
0.645
B
0.039
0.636
B
0.037
0.606
B
0.029
Cumulative Without
Project
ICU
LOS
Impact
1.166
F
0.100*
1.192
F
0.277*
1.163
F
0.524*
0.642
B
0.216
0.934
E
0.127*
0.923
E
0.103*
0.510
A
0.046
0.424
A
0.031
0.443
A
0.116
0.527
A
0.219
1.211
F
0.143*
1.250
F
0.150*
0.374
A
0.029
0.284
A
0.042
0.343
A
0.082
0.494
A
0.148
1.070
F
0.194*
1.075
F
0.217*
0.475
A
0.076
0.489
A
0.141
0.617
B
0.122
0.804
D
0.198
0.714
C
0.115
0.700
B
0.123
Cumulative With Project
ICU
LOS
Impact
1.170
F
0.104*
1.192
F
0.277*
1.224
F
0.585*
0.649
B
0.223
0.968
E
0.161*
0.940
E
0.120*
0.586
A
0.122
0.457
A
0.064
0.480
A
0.153
0.565
A
0.257
1.253
F
0.185*
1.305
F
0.205*
0.409
A
0.064
0.325
A
0.083
0.420
A
0.159
0.532
A
0.186
1.088
F
0.212*
1.096
F
0.238*
0.566
A
0.167
0.516
A
0.168
0.654
B
0.159
0.844
D
0.238
0.751
C
0.152
0.729
C
0.152
Project %
of Impact
3%
0%
7%
2%
20%
5%
73%
52%
28%
2%
23%
27%
55%
47%
47%
22%
8%
9%
69%
14%
23%
16%
24%
19%
Denotes significant impact based upon City of El Segundo criteria (i.e., level of service change from LOS D or better to LOS E or F, or an increase of V/C value of 0.020 or
more, when the intersection level of service is at LOS E or F [V/C = 0.901 or more]).
Source: Crain & Associates, July 2003.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
SCH No. 2003061104
September 2003
Page 86
PRELIMINARY WORKING DRAFT – Work in Progress
4.B Traffic
•
•
•
•
•
Imperial Highway and Sepulveda Boulevard (A .M. & P.M. peak hours)
Imperial Highway and Nash Street (A .M. peak hour)
Mariposa Avenue and Sepulveda Boulevard (A .M. and P.M. peak hours)
Grand Avenue and Sepulveda Boulevard (A .M. and P.M. peak hours)
El Segundo Boulevard and Sepulveda Boulevard (A .M. and P.M. peak hours)
As indicated in Table 4.B-11, five intersections would be significantly impacted with the
addition of cumulative development to the study intersections both without and with project
traffic. Roadway improvement measures have been designed to address some of these traffic
congestion locations on a citywide basis. Some of these major highway system improvements5
that are currently under way or planned in the project vicinity are as follows:
5
•
Douglas Street would be extended to provide a connection under the railroad tracks
near Apollo Street. The City of El Segundo is pursuing the extension of Douglas
Street by construction of a grade separation structure. A grant from the MTA has
been tentatively obtained and construction is anticipated to be complete by December
2004.
•
The intersection of Grand Avenue and Sepulveda Boulevard would be improved with
westbound dual left-turn lanes, two through lanes, and a right-turn only lane. This
project has been fully funded and designed and would be in place in the near future.
•
The City of El Segundo has approved funding for an El Segundo Area Intelligent
Transportation System (ITS), which would provide traffic signal enhancements that
would improve capacity in the area. Conceptual design has started and is expected to
be completed by the end of 2003. Detailed design would take approximately nine
months and system deployment with an additional nine months. The system could be
completed by March 2005.
•
The South Bay Cities Council of Governments has developed an overall South Bay
ITS intended to deploy an automated traffic management system on 38 corridors,
which would include traffic control system software, closed circuit TV cameras,
system detectors and the necessary communications and integrated systems with
changeable message signs. Completion of the South Bay ITS is anticipated in April
2005. Among the street systems to receive the improved signal systems are Aviation
Boulevard, Sepulveda Boulevard, El Segundo Boulevard, Imperial Highway, La
Cienega Boulevard, Inglewood Avenue and Marine Avenue.
The signal
More detailed discussions of these and other citywide traffic improvements are provided in the City’s Traffic
Congestion Mitigation Fee Ordinance and its supporting analyses.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
Page 87
PRELIMINARY WORKING DRAFT – Work in Progress
SCH No. 2003061104
September 2003
4.B Traffic
improvements would provide for increased capacity through improved progression
throughout the signal system grid.
In addition, the adopted Circulation Element of the General Plan (1992) for the City of
El Segundo recommended the conversion of Nash Street and Douglas Street from two-way
roadways to one-way operations, which was implemented. In order to improve vehicular
circulation in the community, the City of El Segundo is currently considering altering the
one-way configurations of Nash Street and Douglas Street back to two-way operations. Traffic
patterns for Phase II of The Grand Way project and the redevelopment of 1955 East Grand
Avenue were evaluated in the event that the roadways are reconfigured back to two-way
operations. It was determined that travel patterns would be altered slightly with conditions likely
to change at the five study intersections along Nash Street and Douglas Street. Further
evaluation of these intersections determined that there would be no additional project impacts or
cumulative traffic impacts if Nash Street and Douglas Street were converted back to two-way
operation.
The cumulative analysis does not include the implementation of the recommended
mitigation measures for each of the related projects because of the speculative nature of such
measures, which results in a conservative cumulative analysis. As can be seen on Table 4.B-11,
the project’s contribution to the cumulative impact at the five study intersections, which would
be significantly impacted with the addition of related project traffic to the study intersections,
would be minimal. Where project impacts are estimated to be greater than 25 percent (i.e., at the
intersection of Grand Avenue and Sepulveda Boulevard), mitigation measures are proposed that
would reduce project-related impacts to less than significant levels. However, the project, in
conjunction with the 47 related projects in the study area, would contribute to a significant
cumulative impact.
5.0
MITIGATION MEASURES
The following mitigation measures are recommended to reduce traffic impacts to the
intersection of Grand Avenue and Sepulveda Boulevard during the A .M. and P.M. peak hours and
the project’s contribution to a significant cumulative impact:
B-1
The applicant shall extend the existing TDM program for Phase I of The Grand
Way Project to the proposed project to increase the convenience and
attractiveness of the other transportation alternatives among employees and
visitors. The required TDM program shall include the following to achieve
vehicle trip reduction goals:
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
Page 88
PRELIMINARY WORKING DRAFT – Work in Progress
SCH No. 2003061104
September 2003
4.B Traffic
•
The applicant shall encourage employee ridership of the Metro Green Line
through employee awareness programs and convenient access to schedules
and routes.
•
The applicant shall provide services, such as the currently provided carpool
and vanpool matching through zip code information, reserved parking for
employees who carpool or vanpool together, and a guaranteed free ride home
should the employee need to work late or leave work early due to a family
emergency, to facilitate ridesharing.
•
The applicant shall maintain a designated employee who provides
Transportation Management services. The benefits of the rideshare program
shall be communicated through the company intranet. The program shall be
communicated to new hires during their orientation and periodically through
the company newsletter.
B-2
To address project-related traffic impacts at the Sepulveda Boulevard/Grand
Avenue intersection, Mattel shall cooperate with and contribute a fair share
payment to the City of El Segundo to relocate street and traffic lighting from the
center median on the north leg of Sepulveda Boulevard at Grand Avenue to the
east side of Sepulveda Boulevard, and add a second southbound left turn lane
from Sepulveda Boulevard to Grand Avenue. The fair share payment shall be
based on the project’s contribution to traffic growth at the intersection and shall
be paid by Mattel at the time of final inspection or issuance of a Certificate of
Occupancy for the proposed project. These improvements are within the
jurisdiction of, and are the responsibility of, the Cit y of El Segundo and Caltrans.
B-3
Westbound Grand Avenue at Sepulveda Boulevard shall be re-striped to convert
the outside through lane to an optional shared through/right-turn lane.
B-4
The applicant shall make a contribution of a fair share payment for programmed
roadway improvements as detailed in the City’s Traffic Congestion Mitigation
Fee Ordinance in order to mitigate the project’s cumulative traffic impact. The
fee shall be paid at the time of final inspection or issuance of Certificate of
Occupanc y in compliance with Section 3.C. of Resolution No. 3969, which
establishes the traffic mitigation fee pursuant to the City of El Segundo’s General
Plan.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
Page 89
PRELIMINARY WORKING DRAFT – Work in Progress
SCH No. 2003061104
September 2003
4.B Traffic
6.0
LEVEL OF IMPACT AFTER MITIGATION
Table 4.B-12 on page 91 evaluates the level of traffic impact with the implementation of
the mitigation measures identified above. Mitigation Measure B-1 would reduce project trip
generation (volumes) by at least 15 percent. Currently, Mattel has a documented 19 percent
participation in its ride share program. With expansion of its existing program and continued
participation in existing measures, a minimum of 15 percent participation is anticipated.
Implementation of Mitigation Measures B-2 and B-3 would reduce traffic impacts to the
intersection of Grand Avenue and Sepulveda Boulevard during the A .M. peak hour and P.M. peak
hour, respectively, to less than significant levels.
With incorporation of Mitigation Measure B-4, the project’s contribution to the
cumulative impact at the five study intersections would be reduced to less than significant levels.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
Page 90
PRELIMINARY WORKING DRAFT – Work in Progress
SCH No. 2003061104
September 2003
4.B Traffic
Table 4.B-12
INTERSECTION CAPACITY ANALYSIS SUMMARY
FUTURE (2011) TRAFFIC CONDITIONS – WITHOUT AND WITH PROJECT MITIGATION
Intersection
Imperial Highway &
Sepulveda Boulevard
Imperial Highway &
Nash Street
Mariposa Avenue &
Sepulveda Boulevard
Mariposa Avenue &
Continental Boulevard
Mariposa Avenue &
Nash Street
Grand Avenue &
Sepulveda Boulevard
Grand Avenue &
Continental Boulevard
Grand Avenue &
Nash Street
El Segundo Boulevard &
Sepulveda Boulevard
El Segundo Boulevard &
Continental Boulevard
El Segundo Boulevard &
Nash Street
El Segundo Boulevard &
Douglas Street
*
Peak
Hour
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
A.M.
P .M.
Existing
ICU
LOS
1.022
F
0.877
D
0.613
B
0.407
A
0.842
D
0.856
D
0.445
A
0.378
A
0.314
A
0.296
A
1.105
F
1.124
F
0.333
A
0.232
A
0.252
A
0.333
A
0.908
E
0.890
D
0.451
A
0.393
A
0.542
A
0.649
B
0.643
B
0.620
B
Without Project
ICU
LOS
1.066
F
0.915
E
0.639
B
0.426
A
0.807
D
0.820
D
0.464
A
0.393
A
0.327
A
0.308
A
1.068
F
1.100
F
0.345
A
0.242
A
0.261
A
0.346
A
0.876
D
0.858
D
0.399
A
0.348
A
0.495
A
0.606
B
0.599
A
0.577
A
ICU
1.069
0.915
0.679
0.430
0.839
0.826
0.553
0.426
0.370
0.313
1.110
1.155
0.380
0.281
0.336
0.386
0.893
0.879
0.515
0.372
0.531
0.645
0.636
0.606
With Project
LOS
Impact
F
0.003
E
0.000
B
0.040
A
0.004
D
0.032
D
0.006
A
0.089
A
0.033
A
0.043
A
0.005
F
0.042*
F
0.055*
A
0.035
A
0.039
A
0.075
A
0.040
D
0.017
D
0.021
A
0.116
A
0.024
A
0.036
B
0.039
B
0.037
B
0.029
With Project + Mitigation
ICU
LOS
Impact
0.947
1.064
E
F
-0.121
-0.036
Denotes significant impact based upon City of El Segundo criteria.
Source: Crain & Associates, July 2003.
Phase II of The GrandWay Project and 1955 East Grand Avenue
City of El Segundo
SCH No. 2003061104
September 2003
Page 91
PRELIMINARY WORKING DRAFT – Work in Progress