Construction Analysis and Residential Local (Neighborhood) Streets Cut-through Analysis for the project in the City of Inglewood

4.3. Construction Analysis

4.3.1. Introduction

This analysis addresses the effects of project construction activities as well as those associated with in-street construction of infrastructure projects.

4.3.2. Screening Criteria

Analysis is required to evaluate the negative effects of project construction on existing pedestrian, transit, bicycle, and vehicular circulation systems when an affirmative answer is provided to any of the following questions:

• For projects that require construction activities to take place within the right-of-way of an arterial street, would it be necessary to temporarily close any travel lanes, alleys, or streets for more than one day (including day and evening hours, and overnight closures if on a residential street)?
• For projects that require construction activities to take place within the right-of-way of a local or collector street, would it be necessary to temporarily close any lanes, alleys, or streets for more than seven days (including day and evening hours, and overnight closures if on a residential street)?
• Would in-street construction activities result in the loss of access on vehicle, bicycle, or pedestrian circulation system, including day and evening hours and overnight closures if access is lost to residential units?
• Would in-street construction activities result in the loss of any ADA access to an existing transit station, stop, or facility (e.g., layover zone)?
• Would in-street construction activities restrict access to any bus stops or transit stations for more than one day, or necessitate any rerouting of a bus route?
• Would construction of a project interfere with pedestrian, bicycle, transit, or vehicle circulation and accessibility to adjoining areas?

Further construction analysis would be required if determined by the Public Works Department.

4.3.3. Methodology and Evaluation

If the project's construction activities substantially interfere with pedestrian, transit, bicycle, and vehicular circulation systems and accessibility to adjoining areas, the following key factors should be considered:

• Location of the project site
• Functional classification of the adjacent street(s)
• Availability of alternate routes or detour routes
• Temporary loss of bus stops and need for rerouting bus routes
• Temporary loss of bicycle parking
• Duration of temporary loss of access
• Affected land uses
• Magnitude of construction activities
• Temporary loss of sidewalks, crosswalks; need for temporary alternative traffic control

The analysis of project construction activities should address the following potential effects relative to the key factors noted above:

• Temporary transportation constraints:
  • Length of time of temporary closures of one or more travel lanes or the street
  • Classification of the street (arterial, collector, local) affected
  • Existing congestion levels on the affected streets and intersections
  • Direct access to freeway on- or off-ramp or other state highway
  • Presence of emergency services (police, fire, hospital, etc.) located nearby that regularly use the affected street
  • Presence of schools or entertainment venues
• Temporary loss of access:
  • Length of time of any loss of pedestrian or bicycle circulation outside the construction zone
  • Length of time of any loss of vehicular, bicycle, or pedestrian access to a parcel within the construction zone
  • Length of time of any loss of ADA pedestrian access to a transit station, stop, or facility. Also include consideration of uses in the area that are more likely to have disabled patrons and/or strollers
  • Availability of nearby vehicular or pedestrian access within 1/2 mile of the lost access
• Temporary loss of bus stops or rerouting of bus lines:
  • Days and times during which an existing bus stop would be unavailable or existing service would be interrupted
  • Availability of a nearby location (within up to 1/2 mile) to which the bus stop or route can be temporarily relocated
  • Existence of other bus stops or routes with similar routes/destinations within a 1/2-mile radius of the affected stops or routes
  • Time of interruption on a weekday, weekend or holiday, and whether the existing bus route typically provides service on those day(s)

The Study should document the following:

• Physical setting, including the classification of adjacent streets, on-street parking conditions
• A description of the land uses potentially affected by construction
• Inventory of existing transit lines, bus stops, transit stations, and facilities within 1/4 mile of the project construction site
• Description of construction procedures or plans and how they affect the following:
  • Street, sidewalk, or lane closures
  • Existing access to vehicular, pedestrian, bicycle, and transit systems and to parcels fronting the street
  • Modification of access to transit stations, stops during revenue hours
  • Creation of transportation hazards
  • Closure or relocation of existing bus stop/transit station or rerouting of transit bus or facility

4.3.4. Recommended Actions

Corrective actions to address construction effects may include the following:

• Construction Traffic Management Plan (CTMP) prepared in consultation with the Public Works Department
• Detour Plan
• Construction hours
• Construction procedures
• Coordination of access and other considerations with adjacent property owners and other stakeholders
• Coordination with emergency services and all public transit providers
• Coordination with Inglewood Unified School District (IUSD)
• Coordination with the Public Works Department to examine if closure of a travel lane would be necessary to maintain adequate pedestrian, bicycle, and transit access as part of the CTMP
• Coordination with the Public Works Department and Parking Division regarding on-street parking restrictions or removal
• Coordination with Metro regarding maintenance of ADA access to transit stations, stops, or facilities

4.4. Residential Local (Neighborhood) Streets Cut-through Analysis

Land development projects and transportation infrastructure projects may need to prepare a local residential street cut-through traffic analysis to determine potential increases in average daily traffic volumes on residential local streets near or adjacent to a project that could affect the character and function of those streets.

Cut-through traffic may result from development projects that add vehicle trips to congested arterial street segments or by transportation projects that reduce vehicular capacity on highway street segments. To mitigate potential adverse impacts from cut-through traffic (e.g., congestion, access issues, and speeding on Local Streets), traffic calming and diverting features should be considered and, if deemed appropriate by the Public Works Department, implemented to offset any anticipated cut-through traffic.

It is the City's policy to locate new driveways on lower-volume side streets and not on arterials. Therefore, trips to and from new developments with driveways on neighborhood streets are not considered "cut-through" trips.

4.4.1. Screening Criteria

Further analysis may be required to assess whether the project would negatively affect residential streets if the answer is yes to all of the following questions:

• Would the project generate a net increase of 250 or more daily vehicle trips?
• Does the land use project include a discretionary action that would be under review by the City Planning Division?

In addition, for land development projects, when selecting residential street segments for analyses during the TIA scoping process, all of the following conditions must be present:

• The project is located adjacent to and/or along a currently congested arterial and adds trips that may lead to trip diversion to parallel routes along residential local streets. The congestion level of the arterial can be determined based on the estimated peak hour LOS under project conditions of the study intersection(s). LOS E and F are considered to represent congested conditions;
• The project is projected to add a substantial amount of automobile traffic to the congested arterial that could potentially cause a shift to alternative route(s); and
• Nearby local residential street(s) provide motorists with a viable alternative route. A viable alternative route is defined as one which is parallel and reasonably adjacent to the primary route as to make it attractive as an alternative to the primary route. The Public Works Department has discretion to define which routes are viable alternative routes, based on, but not limited to, features such as geography and presence of existing traffic control devices, etc.

The latest edition of the ITE Trip Generation Manual should be used to determine the number of daily project trips generated. Similarly, trip generation associated with any existing or previously terminated uses that could be used as credit, based on consultations with the City Planning Division and Public Works Department staff, should be computed and the net additional daily vehicle trips generated by the project determined for use in screening criteria noted above.

For transportation infrastructure projects, further analysis under this category would be required if the transportation project reduces travel lane capacity on a roadway by 800 peak hour trips (or equivalent to 1-lane of capacity on the arterial street) for at least two hours of a 24-hour period after completion of the project. Selection of roadway street segments for analysis as part of the scoping process and development of the Scoping Document should consider all of the following conditions:

• The transportation project will reduce automobile capacity on an arterial such that motorists traveling on the arterial may opt to divert to a parallel route through a Local Street,
• The project is projected to cause a shift of a substantial amount of traffic to alternative route(s), and
• Nearby local residential street(s) passing through a residential neighborhood provide motorists with an alternative route. The Public Works Department has discretion to define which routes are viable alternative routes, based on, but not limited to, features such as geography and presence of existing traffic control devices, etc.

4.4.2. Methodology and Evaluation

A local residential street must be deemed excessively affected based on an increase in the projected average daily traffic (ADT) volumes as shown in the table below:

Substantial Residential Local Street Diversion Criteria

For land development projects, the following methodology should be followed: Future conditions peak hour "without Project" traffic conditions for the study intersections identified in the Scoping Document should be developed using the intersection analysis methodologies, including an ambient growth rate to the study horizon year and adding traffic generated by related projects. The Future "without Project" daily traffic volumes for the local residential streets included in the analysis should be developed by collecting (assembling) daily traffic counts for the subject streets, adding an ambient growth rate to the study horizon year, and adding traffic generated by related projects, also using methodologies described in Section 4.2.5.

Utilizing the methodologies described in Section 4.2.5, estimate the daily and peak hour trip generation of the project and assign the project trips to the street system to forecast the amount of project traffic that may be added to nearby congested arterials. If the nearby study intersections are projected to operate at LOS E or F, estimate the amount of peak hour project traffic that may instead shift away from the congested facilities to local residential streets. The estimate of the amount of daily project traffic that may shift to local residential streets should consider that the street system is less congested during non-peak hours than during peak hours. Compare to the evaluation table provided above to determine if the project would be expected to result in substantial diversion.

For transportation infrastructure projects, the following methodology may be followed: Future conditions peak hour "without Project" traffic conditions for the study intersections along the arterial(s) proposed for improvement, as identified in the Scoping Document, should be developed using the existing peak period turning movement traffic counts collected, adding an ambient growth rate to the study horizon year, adding traffic generated by related projects, and analyzing intersection operations. The Future "without Project" daily traffic volumes for the local residential streets included in the analysis should be developed by collecting (assembling) daily traffic counts for the subject streets, adding an ambient growth rate to the study horizon year, and adding traffic generated by related projects.

Utilizing the configurations with the reduced vehicle capacity caused by the project at key intersections along the arterials, the future intersection peak hour LOS with the reduced capacity using the intersection analysis methodologies should be determined. If the affected intersections are projected to operate at LOS E or F, the amount of peak hour traffic that may shift away from the congested facilities to local residential streets should be estimated. The amount of daily project traffic that may shift to local residential streets should then be estimated, considering that the street system is less congested during non-peak hours than during peak hours and compared to the evaluation criteria provided in the table above to determine if the project would be expected to result in substantial diversion to cause excessive burden on the residential local streets.

4.4.3. Recommended Actions

Based on the evaluation of residential local street cut-through analysis and estimated effects based on the criteria detailed in the table above, the following recommended corrective actions may be required:

• The project shall conduct public outreach and develop a Local Residential Street Cut-Through Management (LRSTM) Plan, in consultation with the Public Works Department, neighborhood stakeholders, and any other stakeholders. A collaboratively developed LRTSM Plan would be required.

The project applicant may be required to submit a separate scoping document for the LRSTM Plan to the Public Works Department for review and approval which would include the following items:

• Identification of key milestones
• The process for developing an LRSTM plan for the local-residential street segments of concern
• A public outreach and consensus-building process definition
• Selection and approval criteria for any evaluated traffic calming measures
• A funding plan including potential sources of funding

The project applicant may need to submit the LRSTM Plan with a cost estimate for the improvements, and a funding plan to the Public Works Department for review and approval, prior to issuance of building permit. The LRSTM Plan shall be prepared in conformance with the guidelines established by the Public Works Department and should contain, at a minimum, the following elements:

• Description of existing facilities and neighborhood traffic conditions
• Description of proposed neighborhood traffic controls, including specific street modification exhibits
• Analysis of changes in existing or future traffic patterns as a result of the Plan
• Implementation and monitoring program

The LRSTM Plan should prioritize implementing effective traffic calming measures subject to Public Works Department guidelines and appropriate warrants, which may include, but is not limited to:

• Roadway narrowing effects (raised medians, traffic chokers, etc.)
• Landscaping features
• Roadway striping changes
• Traffic control devices and speed-restrictive devices
• Restrictive measures such as turn restrictions, physical barriers, diverters, etc. These measures should be carefully evaluated to ensure that they do not lead to the diversion of a significant amount of traffic from one local residential street to another local residential street.

For the above-mentioned items, the project applicant shall conduct the required engineering evaluation of the potential measures to determine the feasibility regarding drainage, constructability, street design, and other pertinent elements as required by the Public Works Department.

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