Operations Analysis for Burbank2035 General Plan Compliance

Operations Analysis for Burbank2035 General Plan Compliance

The evaluation of congestion and delay resulting from a proposed project is no longer a required component in transportation analysis under the California Environmental Quality Act (CEQA). However, the Burbank2035 General Plan still emphasizes maintaining Level of Service (LOS) D at city intersections to ensure operational efficiency within the city’s transportation network. Therefore, any project likely to generate more than 50 peak hour trips—either during the AM or PM peak—may be required to conduct an Operations Analysis. This analysis will help assess whether the anticipated traffic generation aligns with the goals outlined in the General Plan and does not result in operational deficiencies in the city's roadway network. It’s essential to note that changes in delay, and potential measures to reduce such delays, are not considered significant impacts under CEQA. Consequently, they are not included in the project’s environmental document. However, the Operations Analysis may reveal specific circulation improvements aimed at enhancing vehicle operations. If a legal connection (nexus) can be established, or if the project is part of a Planned Development, the legislative body—such as the Planning Board or City Council—may require the implementation of these improvements as part of the project’s approval conditions. Below is an overview of the guidelines for completing an Operations Analysis under the Burbank2035 General Plan.

A. Study Area Boundaries

The study area for the Operations Analysis should encompass all critical intersections and roadway facilities within the primary influence area of the proposed development. The boundaries of this area are influenced by the expected trip generation of the proposed project, surrounding street networks, and anticipated traffic distribution. The analysis should cover the following:

1. All study intersections identified in the Burbank2035 General Plan that fall within one mile of the project site (additional intersections may be included upon request by the Community Development Department).
2. Signalized intersections immediately surrounding the project site.
3. Local residential streets expected to carry 50 or more daily project trips.
4. Operationally critical locations identified by the Community Development Department that could face deficiencies, such as intersections already operating at LOS D, E, or F during peak hours.
5. Non-signalized intersections within one mile of the project site that may serve as traffic connectors between the site and surrounding arterial streets or freeway ramps.
6. Project access points, including uncontrolled intersections, stop-controlled intersections, T-intersections, and driveways intersecting public streets, which should be treated as intersections for analysis purposes.

B. Study Periods

Burbank typically experiences peak travel during the weekday morning and evening hours. Therefore, traffic studies for residential, office, and commercial projects should primarily assess impacts during these peak periods. The following guidelines should be followed:

1. Peak hours are generally defined as between 7:00 and 10:00 AM for the morning period and 4:30 to 7:30 PM for the evening period.
2. For larger commercial projects or those in commercial zones, additional analyses during Saturdays between 12:00 PM and 3:00 PM may be requested by the Community Development Department.
3. Average Daily Traffic (ADT) should be measured on adjacent arterial streets to establish general traffic patterns, peak ambient hours, and to calculate appropriate K-factors for peak hours.
4. Local residential streets identified as critical should also be analyzed for both AM and PM peak hours, as well as daily traffic conditions under current, future without the project, and future with the project scenarios.

C. Level of Service (LOS) Evaluation

Level of Service (LOS) serves as the primary metric for assessing the operational performance of roadways and intersections. The following methodology should be used for LOS analysis:

1. Use the Transportation Research Board’s Highway Capacity Manual (HCM) to analyze traffic conditions at both signalized and unsignalized study intersections.
2. LOS evaluation should include calculating intersection delay, summarized in a table showing LOS for the weekday AM and PM peak hours, comparing existing conditions with future scenarios—both with and without the project.
3. Unsignalized intersections (e.g., all-way stop or minor approach control) should have their average control delays calculated in seconds and incorporated into the summary table.
4. Traffic volume counts should be based on the most recent data available (within two years), or data from qualified traffic firms if city counts are unavailable. In cases where newer counts are not available due to exceptional circumstances (e.g., COVID-19), historical counts from before the pandemic may be used.

D. Trip Distribution for Operational Analysis

Trip distribution analysis typically depends on factors such as population density, employment, local shopping opportunities, and accessibility to the project site. For larger developments, it is recommended to derive trip distribution using the Citywide Travel Demand Model, specifically for the Traffic Analysis Zone in which the project resides. This model will guide the general geographic distribution of project traffic. Local distribution, particularly near the site, should be manually assigned based on factors like local street characteristics. The distribution assumptions must be reviewed and approved by the Community Development Department.

E. Items to be Included in the Operations Analysis

The Operations Analysis must include the following components unless waived by the Community Development Department. Traffic consultants are encouraged to discuss major elements of the analysis before submitting the final report:

1. Existing Conditions at all study intersections and ADT locations.
2. Project trip distribution based on expected travel patterns.
3. Project trip assignments at all study intersections and ADT locations.
4. Future without Project Scenario, which should include:
   • Identification of all future entitled projects or those under construction.
   • Appropriate growth factor to account for regional traffic increase.
   • Cumulative traffic distribution and assignments for study intersections.
5. Future with Project Scenario for comparison with baseline and future conditions without the project.
6. A comparison of intersection delay and LOS for the existing, future without project, and future with project conditions.
7. Recommendations for improvements at study intersections and project access points where LOS D is exceeded under future plus project conditions.
8. Level of Service tables for all analyzed scenarios, including changes in LOS for improvements identified.
9. Traffic counts, signal warrant worksheets, and detailed diagrams illustrating intersection geometries.
10. Maps illustrating project location, study area, traffic volumes, and turning movements for AM/PM peak hours and ADT. Additionally, maps should show the existing street system, public transit service, and planned street improvements.

An Operations Analysis is essential for understanding the impact of a project on the city’s road network and ensuring that development aligns with the goals outlined in the Burbank2035 General Plan. By evaluating intersection levels of service, traffic distribution, and the potential need for operational improvements, the analysis ensures that new projects contribute to a functional and efficient transportation system. In cases where the analysis indicates potential deficiencies, mitigation measures can be incorporated into project approval conditions to maintain transportation performance and mitigate traffic congestion.

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