xec a - CRA/LA · xec a . In May. 1986, the Los Angeles City Council adopted the Hollywood...

xec a

I n May. 1986, t h e Los Angeles City Council adopted the Hollywood

Redwelqoent Plan which nquked the preparation of a transportation plan

and iqlementatim prcgram for the Hollywood W e l o p n e n t Area. Ihe

kxndaries of the Hollywwd Rsdwelcpnent Plan area are sham in

Figure 1. The m t y Redwelcpmt Pgercy, in cmrdinatim w i t h the D e p r b m t of ~ranspor ta t iw and the C i t y Planning is nar in the

process of develop- this plan.

The Hollywccd Transportation Plan consists of a fouz:-@asd &@y which

Phase 11:

Phase I: ExistincT Land-Use/TransPortation Conditions. Fhase I of the Hollywood Transportation Program documented exis t ing transportation corditions in the Hollywood Redwelcpmt Area a . forecasted futzlre land-use growth patterns which define iuture tmnsportatian danand.

Feasible Transportation ImnmementS and Foliw Alternatives. Fhase I1 of the Hollywood Transportation Plan included the identif i ca t im of transportation ~ r w ~ t s ard policies wh ich appeared nrost feasible for irrp>lementation in Hollywood. A combination of improvements and policies were then develcped into sets of alternatives. for further analysis.

l?bse 111: Trmmmrtation Alternatives. Fhase I11 of the Hollywood Transportation Plan includes the evaluation of those transportation measures found t o be most e f fec t ive i n establishirrJ a viable transportation system to scrpport the iu tu re t ra f f ic d t i o n s in Hollywood.

Phase IV: Recommended Plan Based on Evaluation of Alternatives. 'lhrcqh cx)llSUltation with citizens, cammmity gmups, and other plblic agencies, the mxst effective transportation measures identified in Rase I11 will be further refined and packaged into a final plan document which details the implawntation of transportation improvements and policies for Hollywood wer a 20-year period.

C3qke.r 2 of this report surmnarizes the amlysis and evaluation of the

transportation ,plan elanents identified in Rase n: of this stucfy as

pOterrtial transportation imprwvement &dates for H o l l m .

The Appendix presents a chrnnology of the roadway improvement altermtives

as they were develcrped, evaluated, and refined.

The pupse of this Phase I11 report of the Hollywocd rans sport at ion Program

is to sunrmarize the analysis and evaluation of a wide range of possible

cardidate transportation i n q ? r w v d strategies for Hollywood. ?his report

fllrmnarizes the evaluation of those transportation elements fcxnd to be mst

effective in aaxmmiatirq future t ra f f ic conditions w i t h i n the Hollywood

Redwelopent Area.

The Final Hollywoo3 Transportation Plan for the Hollyma3 Redevelopmnt Area

w i l l cansist of several transportation (~p~(p0ne.nt.s designed to aC(3CHnm3date

future t r a f f i c grawth e x p z t d aver the next 20 years. ?hose camponen-

include roadway improvements, a neighborhood protection plan, t r a n s i t

improvements, a transportation demand management program, and parking

impmements.

FUture Traffic Projections

The projections of future t r a f f i c conditions within t h e Hollywood

Redwelopent Area are based p the t ra f f ic mnlitions resulting fmm

chrqes in land-use, popilation, and enploymnt which wcniLd occxlr thrmgh

the year 2010. Ihe Y n r k e t lard-use projection," used in this study was

prepared by Recf i t Hausrath & Associates. It projects develapnent f m 1987

to 2010. It is an @ate of the Baseline Market Assessment for the ~011- Redevelament Project prepared in 1984 by -1 Regan & M-Y~

Inc. The 20-year mket projection of land-use is intended to provide a

%ost pmbableN image of charqes in land-use thraqh the year 2010. ?b this

, the amlysis c ~ ~ i d e r s the amwh of new de rve lqmmt likely to cccur in

the area aver tinre, given the market demm3 for additiondl building space

am3 the s u ~ p l y of l a d available to meet tha t ciernani. mar3azt 1 - q

projectians estimate that the fo1lmir-g lard-uses wmld be added to the

Hollpmd RedeYelcpent Area wer the next 20 years:

Residential

Retail

Off ice

Industrial

Hatel

2,080 dwelling d t s

746,000 square feet

2,150,000 square feet



7I-e market lard-use projections w i l l add a~~,rOximately U ,500 new autcarobile

tri,gstotheHollywcdstreetsystaldurirrgtheaftesnoanpeakhaur. Phase

F7 of thiS study evaluatBd alternate mans of aaxrrPllcdatiq this traffic

c kh as w e l l a s growth produced by lard-uses c b q e s o c a u r r ~ outside the

.ywood Rsdwelqment Area. A canplete presentation and dixussion of

*-?is analysis was included i n the Phase I report of the Hollywood

Transportation Plan !%mmq.

Transportation Plan CcRnponerrtS

The final Hollyma3 Transportatim Plan will include a series of Fhysical

.*adway bprwvements to increase roadway capacity, almg with a series of

s .f i o m to help dec=rease the demand for future roadway f a c i l i t i e s . These

o"\iK,er plan coaTIpanerrts include transit impruvements, neighbrfiecd traffic

p r o t e c t i o n , a transportation demand management plan, and parking

impmements.

A set of roadway inp?ruvemerrts has been selected which, hplmtd as a

system, will ammucdate future t ra f f ic projections. 'Ibis set of roadway

improvements incorporates three types of physical and operational

msdificatians. Scane elements reflect physical impruvements such as the

widening of an existing madway facil i ty to inc=rease the roadway w i d t h by

ane or t w o travel lanes. Other elements w e the current owrational

characteristics of an existing facil i ty such as switching two roadways fram

a t w r x ~ ~ y operation to a one-way aperation. Findlly, other elements reflect

a chaqe in ~ e n e r a l fundion an3 characteristics of an existing roadway,

such as c=annectirg a major arterial to a regional thoruughfare.

A s d i s c u s & in depth in Chapter 2, roadway imprwemerrts are proposed for

the follawing streets in Hollywwd:

Santa kbnica Baulevard

Fcxlntain Avenue

W i l c o x Avenue an3 Cahuenga Boulevard

Franklin Avenue and YLBXZI Street

La Brea Av-

Franklin Avenue (Between Highland ard L a Brea)

Hollywocd Bculevard (Betmen Gme.r am3 Western)

Hollywocd Bculevard (Between Orange ard G m e r )

Neiqhborfid Traffic Protection CQnponent

A n e i g b b o M t r a f f i c protectian program warld be created to lessen the

Plan Area. It would include a program t o co l l ec t t r a f f i c data on

neighborfiood streets uver the next 20 years and to pmvide solutias to

neighborhod traffic circulation pmblerrrs where n e e s a q .

By the year 2010, Lcs A . e s Metro Rail service is assumed to be arnpleted

thrmgh Hollywood. Alang w i t h the three stations planned for Hollywcd,

specific bus route semis will champ dramatically. Transit usage would be

encauraged thrmgh additional promotion and marketing activities and by

decreased par- sqply incentives incorporated in a transportation d a m 3

management plan. In aadition, peak-haut parking restrictions along bus

rcnrtes wmld help bus aperations along major roacfway facilities.

A transportation demard ma~gement program wmld be created to enccxuage

vanpooling, c=arpooling, transit ridership, and work* staggerins in order

to reduce the m m h r of vehicles durbq peak periods of the weekday.

A short-range and a long-range plan for parking i n p m e m E I J r t S wuld k

impl-. The short-range parking plan wcxrld include an oaFstreet curb

par- managanent program whic f i would m e r t existing d a y t h e loading

zones to plblic use during evenirrgs and w%kw&, an wtension of parking

meter eniorament hcrurs, ard a poten tM in=rease in pmkbq nreter rates.

In ;KMition, shared parkhq wcdd be permitted in nnilti-use developrents ard

residential par- pennit progranrs wcdd be facilitat-sd where needed.

A l q - r a n g e parkby plan warld include new plblic parking faci l i t ies w i t h i n

the s b d y area, a co3ltinuation of replacement par- -, a review

of aurent parking ccde requirements, W r t for historic luildhq, an3

various parking managamlt strategies.

?he final transportation plan for the Hollybad Redweloprmt area will be

designed to aaxmdate traffic growth wer the next 20 years. The plan

w i l l consist of several htemctbq campoI7errts:

?his chapter sunmrarizes the specific alternative plan elements which have

been consid& for each of these plan ccpnponerrtS and the evaluation

process used to determine their impact W o r usefulness.

Phase 11 of the Hollywood Transportation Plan project identified a set of

potential alternative transportation improvements ard m a s u e s which would

undergo testing and evaluation to determine their impact and effectiveness.

As initial screening of possible roadway inp?rwenenb wolved, it kcanz

qpparerrt that a nunher of related roadway hpmvements could be annbined

into a series of logical cmpmmts as alternatives for testing ~xuposes.

These roadway alternatives were testd thnxlgh a cxmTexIfier &el - the -/2 system.

As the initial alternatives were tested, s c ~ r r e crmnponents of each alternative

pmved effective in hprwvirq future t ra f f ic f low within the study area,

whereas ather ccPrrponents did not. Therefore, further evaluation was done by

re ta in ing t h e ef fec t ive components i n the a l te rna t ive and replacing

ineffective tmes w i t h new ccmnpanents.

The f ina l amnponerrts fun-d t o be m>st effective in hardling future traffic

the study area amprise the following integrated se t of roadway

~ r u v ~ . Ihese hrproveznents wmld be @ased wer tk depending on

t r a f f i c lwels. (A more detailed description of the specific alternatives

tested and a sur r~~ lcy of the evaluation process is pmvided in the Technical

Appendix-

Ijanta m ~ c a Boulevard Creata a high-capacity east-west axridor hprwanent by c o n v ~ 6ant.a Monica Boulevard to a s super street^^, bc1udi.q a possible grade separation at Highland.

Improvements wmld be made to Santa Monica Boulevard i n o n k to increase its a p a c i w to acccPrPllDdate east-west thrmgh t r i p traffic. Santa Monica wmld beccPne a "-tIg by limiting L e f t turns in peak periods, prahibi thg parkkg during peak periods (an extensim of existing par- prahibitians), ard restriping and select& w i d e n i q to a l low for three continuc~us travel lanes in each direction. An a&tional alternative would be a gradeseparated irrhxection of Santa Rmica Boulevard a t Highland Avenue. This would improve the rapacity of turning m3vemntS a t tkis intersection w i t h a r t impeding thxxm#~ t ra f f ic on each facility. Santa Monica Bailward impmemerrts m d be implesnented in two @lases:

paSe 1 (0-5 years) : Widen in sane sections to a l l o w three continuaus t r ave l lanes i n each direction; peak period curb parking restricticms apply.

o w i t left tuns a t any street or driveway alcosg the corridor except Ia Brea , Highland, Cahuenga , Western, and Hollywood Freeway, frun 7:OO - 9:30 AM ard 3:OO - 7:OO FM.

o W i t axb parkirg frun 7:00 - 9:30 AM and 3:00 - 7:00 R4. o Widen al l ex i s t - 55 foat wide sections frun La Brea to Westen?

to 60 feet to allw 3 lanes in eacb direction.

o Widenmajor intersections to 84 feet to allw for &al left-turn lanes frrm Santa Mmica BcrulaTard to La Brea (both directions), Highland (northbound only) , Cahuenga (northbound only) , and western (kthdirectic~ls).

o Stripe exidbg 60 fodt wide sections to alluw for 3 lanes in each dxreztlcm.

pase 2 (10-15 years): Grade separate the intersectian of Santa Monica an3 Higfilad Avenue.

o Grade separate the intersection of Santa Monica aml Highland, a l1aw i .q 6 lanes on Santa mnka over Highlad, with turns frran Santa Monica made a t the intersection w i t h Highlard.

o Widen Highlard a t Santa W c a to allw dual left-turn lanes, 3 thrmgh lanes, and a right-turn lane in each direetian.

Fuuntain Avenue ~acrease capacity to serve lo& eastrest circbilatian; eliminate jog

W i t h Santa Mmica designed to acccmnrodate th ruqh trips, Fwntain Avenue waild be a key arterial street i n servirg l c c d &-west cixlilation. Ihe f i r s t of i m p ~ ~ e r r r e n t s involves two alternatives for widening Fountain Avenue to provide additiondl travel lanes in peak periods. ate secand phase incl- the elimination of the existing jog a r m Ie C ~ n t e Junior High School to allow for contirrucxls fluw alang the entire length of Fountain w i t h i n the s b d y area. A findl h l v e s additional widenirrgs in other locations to further h m x s e street opacity.

Alternative 1: W i d e n in specific locatians in the western mcm of thestudy-.

Alternative 2: Widen in locatians where no residential imp3cts are made, w i t h i n the western plrtian of the study area.

o Widen existing 24, 33 and 39 foot sections to 50 feet where no residential impact occurs. Probibit px3ci.y along a l l those blocks that remiin a t 33 feet and s t r ipe street for one lane in ead.1 direction plus a center left turn lane.

o Widen major intersections to 54 feet w i t h i n the W e wid- section.

Phase 2 (10-15 ears) : Eliminate jog.

o Eliminate the jog arumd Le Conte Junior High School a m x d h g to the City's Capital Imprwemnt Program description, w i t h a minimum madway w i d t h of 50 feet.

Phase 3 f 15-20 years) : Widen in locations w i t h i n the eastern portion of the d33y area.

o Widen all rernaining 33 and 39 feat sections to 50 feet fm Wilcox to Bronson, to allm same lane configuration diszussed in F b s e 1.

o Widen frcxn Seward to Mansfield to 50 feet ( i f Alternative 2 is selected).

o Widen major intersections to 54 feet to allw for left-turn pockets-

o w i t cazb parking fran 7:00 - 9:30 AF4 a d 3:00 - 7:00 R3, therefore a l l o w b q 2 t ravel lanes in each direction.

W i l m Avenue and Cahuenqa Boulevard Crperata Wilcax and Cahuenga as a one-way pair, w i t h W i l o a z r cgerating one way and Cahueaga cperating ane way 13orthbamd.

The plrpose of the Wilcq/caberga m y pair wadd be to pmvide for better mrth--SoUth cinxilatian in the central portion of the study area. In addition, the o3le-way pair wmld reliwe sarne of the congestim on Highlard and provide better access t o the Hollywood Freeway on t h e north by connecting t o a new northbound freeway on-ramp a t Cahuenga. By m-~l~U-CIL&~ CU--*f iC m, @ & ~ ~ , +-ffi~ i(d-tWr&-&

away fran the local neighbo?AmAs in the central part of the study area. In

order to implement this ixrpmement, minor w i d e n h q s and W-period parking pmhibitians waild be required.

W i l c a x Avenue

ghase 1 (0-5 years) : Institute one-way street with minor widenincJs.

Between just north of Franklin ard Hollywood Bailevard, widen e x i s t h ~ 35 foot w i d e section to 44 feet w i d e where it is possible to do so without buying buildings. 'Ibis w i l l provide 3 lanes sauthbcRnd plus parking an ane side a t a l l times.

Between Hollywood and sunset, aperate as 3 sauthbound lanes plus parking on both sides.

Be- Sunset ard Famtain, operate as 3 lanes sauthbound and parking an one side frun 7:OO - 9:30 AM, and operate as 2 lanes southbacnd plus 2 par- lanes a t a l l other 'times.

Bebien Famtah i and Santa Monica, q?erate as 2 lanes souWxmd w i t h parking an both sides, a l l day.

Fbase 2 (15-20 years) : Widen in additional loca t ic~s .

o &&ween just north of Franklin and Hollywmxi, widen 44 foot wide section to 52 feet to allw 4 lanes sarthbolnd with par- on one side, a l l day.

0 B e t w e e n H o l l ~ a r d f l m s e t , cperateas 4 lanes southbourd and parkirrg on cme side, frun 7:OO - 9:30 AM, both sides a l l other hcnlrs.

1 (0-5 years): Institute one-way !street.

Phase 2 (15-20 wars): hcrease number of travel lanes.

Alternative 1: Widen i n s p i f i c locatians.

0 Betkeen the HollyKlcd Freeway and sunset, widen existing 55 foot wide section to 60 feet to allw for 4 lanes northbound ard parking on both sib.

Alternative 2: No widenings; parking restrictians.

o Use existing 55 feet with par- p-ition cm ane side in 3:OO - 7:OO PM.

Franklin Avenue and Yucca Street (between Hiqhland and Gowerl Alternative i.mprovementS both Franklin Avenue and Yucca Street wwld help to relieve congestion along Hollywood Baulevarc¶. Also, with the connection to the Wilconr/Cahuenga one-way pair, werall circulation is improved for the entire northern portion of the study area, tltrus relieving oongwtion on Highland, Ebllywood, and Sunset Boulevards.

Franklin Avenue (between Highland and Guwer)

phase 1 (10-15 years) : Increase roadway capacity.

o BettFeen Highlard and Wilccxx, widen existkg 35 foat wide section to 52 feet to &law for 3 lanes plus parking on both sides.

o Cperate remahhq sectian as 3 lanes wed3am3 plus parking on both sides.

Alternative 2: Mainbin tm-way street, m k r wideJrings.

o Widen fran Highland to W i l c a x to 52 feet to allow 2 travel lanes in each directim plus a center left-turn lane. -it p&uq a t all tilrr?l.;.

Alternative 1: Insti tute ane-way street, minor w i d e n b y s .

o Between Las Fhlms ard Qhuenga, operate as 3 lanes eastbcxnd and no par- 7:OO - 9:30 AM and 3:OO - 7:OO FM.

o &been Highlard and W i l a x and between Vine and Gcrwer, widen existing sections to 52 feet to allow for 3 lanes eastbcRud with par- on bcith sides.

Altemative 2: Maintain m a y sjreet at existing crass s e d a n .

-in Avenue (between Hiqhland and La Breal Widen Franklin t;o allow a center two-way left turn lane and form a cul- de-sac of Franklin west of La Brea.

Impmwmmts to FranMin w e s t of Highlard m d help to improve local cirzulatim in the neighborhoods in this area, by diverting traffic out of this travel corridor. Additional capacity is required to relieve cansiderable aqest ian and to prwide access to ~ w ; s traffic and imprave local neirplborhcd access during peak periods.

Phase 1 (5-10 years) : Widen in specific locatims, form ail-de-sac.

o Widen F'ranklin fm existing 45 foot wide section to 54 feet between Highlard and mtpd to allow for the addition of a center 2-way left-turn lane, and operate 2 travel lanes in each dJxectlcm.

o Fom a cul-de-sac of F'ranklin just west of La IEhrea, to allaw only rigfit bxns frun eastbcurd FranMin to smthbwd La Brea only. No thrclugfi traffic allawed an F'ranklin at La Brea.

La Brea Avenue (between Franklin and H d l ~ Boulevard) W i U e n to allow for an additiondl southbound travel lane.

ImpruvementS wwld be mde to La Brea as a part of the propased cul-de-sac on FranMin mentianed m e , by increasing capacity for t ra f f ic divert& off of Franklin.

Fhase 1 (5-10 years) :

o Widen In Brea between Franklin Avenue and Hollywod Boulward frcan existing 57 f+ wide section to 62 feet to allm an additional sout-hbcxnd lane.

m l l w Boulevard (between Guwer and W e s t e r n 1 Widen to allaw for an additiondl travel lanes in each direction.

lhprovements to Hollpccd Boulevard between G m e r am3 Western would be mde toa-te future t ra f f ic due to grmth expected to occur in this area wer the next 20 years. Hollywocd Boulevard would be widened by one lane in each directicm by mrmwing existing sidewalks and implementing peak wid parking restrictions.

o Widen Hollywocd Boulward betwen G a a r am3 Western f m existing 60 foot wide section to 77 feet to &law for an additional thmqh lane in each *ion, w i t h no park* frm 7:OO - 9:30 AM ard 3:OO - 7:OO m.

muthbmd mllywood Freeway 0n-m at Ganta Monica E&tend access to the SOUthbCRtnd Hollywood Freeway scruthbaund on-ranp? to Western Av-•

A n extension of the existing sauthbcund Hollywcd Freeway on-ramp wmld help to relieve mrqestion en Western Avenue north of Santa Monica and on Santa W c a adjacent to the e x i d q ramp. Pdditioral l e f t turn capacity for

trips an Westem a t this ramp extension k;aild also be added.

o qx?rate Virginia as 2 one-way lanes eastbmd plus par- on one side to pmvide additional access to existing sauthbourd rmq~ a t Santa mnica.

With the implementation of the Wilax/Clhuenga ane-way pair, same t r a f f i c w i l l be diverted fram fic#iLanl Avenue ark3 its f-y a- to the Wilcac/Cahuenga one-way pair. The additional t r a f f i c on the cme-way pair wmld m t e mre effectively durirrj the afternoan pak period with a d d i t i d freeway access for northbound trips destined for the Hollywood -Y

o W d a new northbc4md freeway an-- frcan Cahuenga, immediately mrth of Hollywccd Freeway.

~~llvwpdl Boulevard (Between McC'adden and Gawer1 Decrease capacity to allow the widening of sidewalks between McCadden and orange and between Dmr and Gcrwer.

A s a part of the Urbn Design S b 3 y corducted for Hol lywcd BcPilevard, a widening of sidewalks wcdd ocau: between HXadden and Orange and between Ivar ard G m e r . ?he sidewalk widening would decrease travel capacity for these t w sections of Hollywood Baulevard, muse buses &d have t o stqp in the travel lanes and rigfit-turn lanes would be eliminated.

Azternative 1: Retain as

Alternative 2: Widen sidewalks m Hol lywcd W e v a r d frcmn K5Xk3en to Orange and B u n Ivar to GcxJer, with possible retention of right- -pockets*

These madway impmvearents represat the final set of roadway impmvement

alternatives whid.1 w i l l be carried forwanl to Fhase IV of th is project for

final testiJq and ref-.

Draqh traffic intrusim and c c m r a n e n = i a l / ~ i a l parking spillcrver are

problems t h a t threaten t h e l i v a b i l i t y of Hollywood r e s iden t i a l

neighborfroods. llmerms techniques w e r e to address these pmblems

inclW:

o Daytime o r nighttime parking prohibi t ions within the

neigfiborfioods .

o Parking meters to prdxibit the use of residential a r b space by

lang-term employee parkirq.

o Parking tixle l i m i t s within neighbrfioods.

o PermanerR. t r a f f i c barriers w i t h i n neirplborhoak.

All of the abave techniques negatively affect the very residents the

Hollywood Transportation Plan is interded to pmbct . Themfore, the final

plan will reccmmencZ that an q o h g process be established to allcrw the

residents t o participate in the planning of their c x ~ n neighbrhccdrs traffic

ard parking pratectim.

The neighborhood protect ion component included i n t h i s Hollywood

Transportation Plan will have two parts: the fFrst program w i l l protect residential areas against s p i l l w e r par- and the secard will deal with

through t r a f f i c irrtrusion.

much smaller than normally required under the City's c r i t e r i a fo r

residential parking permit systems. Ihe smaller neigfiborhcd size w i l l make

it easier to begin the hplementatim prooess because there w i l l not be

nearly as mmy signatures to collect. The smaller size w i l l also I&E it

easier to design a pennit parking system that specifically addresses the

spill-over parking prchlem unique to that neighborfiood. For vie, scane

neighborhoods in Hollywood face par- intrusion a t night or an the weekerd

as a result of entertainment land-uses within Hollywood. Other

neighborfioods face weekday daytime intrusion fnrn empluyrrk=nt center;.

A parkirg permit system designed by the local residents w i l l be able t o

Ihe traffic protection portion of the plan w i l l include med7anishs to allw

individual neighborhe& streek to a p l y for ard obtain residential t ra f f ic

plans. Ihe neighborhood p m t e d i m proces~ w i l l include:

establistrment of a set of cri teria for identifying neighborhd

residential streets and the anwunt of increased t ra f f ic impacts

wer time;

pmvisian of professianal tsaff ic engineering staff t o work w i t h

irdividual neightorhods in evaluatkg pr&lem and identifying

md..lanisms to allw ea& neightorhood to arrive a t a consensus on

h m best to solve their specific neighborhocd t ra f f ic prablenr;;

f u r d i n g to inplenrent t ra f f ic protection m a s u r s for a specific

neighbortloa3, including a testing an3 waluatim period; ard

o pmadums to d t o r the individual t r a f f i c protection masures

over tin=.

'Ihe f indl plan reammdations, Fhase IV of the Hollywood TransK,rtation

Plan project, will include further deta i ls com=enring this program.

auTerrt t r ans i t service to the Hollywood Redtlvelopmt Area consists of 2 1

kzs lines aperated by SCRID, prwiding .local, limited, and express-type

sesvices. E3ristirrJ service is concentrated along Hollywood, Sunset, and

Santa Monica Bculevards and Western Avenue.

By the year 2010, it is assumed tha t SCF7TD w i l l ample- constsuction of the

Los Anr_leles Metro R a i l project thrmgh Hollywmd, prwiding rail service to

the Hollywmd Redweloipllent Study Area with three stations on Hollywccd

Wevard located a t Western Avenue, Vine Street, and Highlard Avenue. It

is expected that current h s mute aligmmts will be significantly d f i e d

to service the Metro R a i l system.

Variaus t rans i t imprwvemnt cardidatPC were identified in Phase I1 of the

Hollymu3 Transportation Plan for further analysis including:

o Transit prrsrcrtions and mrketinj

o New routes for existing bus servie

. o S h u t t l e bus from designated fringe or remote park-and-ride facilitiest an5 .I I

o Subscription ammbr+m service fran a N y i n g regicn

o Cirailation bus, trolley, o r tram service

o Bus o r tram senrice t o / f m other tourist attractions

o Neighborhood access bus or demard-responsive service

o R u x t e headway mdifications

Bxee of these candidate impmements p m e d to be particularly effective,

especially when implemented in context w i t h other major plan elements.

F i r s t , t r a n s i t promotion and marketing would be most e f f ec t ive when

incorporated with an werall transportation d d mgement propun. In

this program, information on transit service is pruvided in conjundion with the availabil i ty and encouraged use of discounted transit passes to area

employees and/or patrons. Inxeas& transit ridership d- use of

autos in the peak hrxrrs.

Secand, by res t r ic t ing parkiq supplies in new dewlopent projects in the future, especially those adjacent to the Metro R a i l Stations, transit

options becane mre favorable-be it pblic transit or sac sort of shuttle

service.

Third, operat ional t r a n s i t improvements can work with t r a f f i c system

htprwvements to ease the flow of t r a f f i c along roadway fac i l i t i es . For

ewmple, parking restr ict ions along nrajor arterials served by transit rautes

help to improve bus circulation during peak periods a d impme capacity for

autos as well.

Potential shuttlebus services fmn rerrate par- l o t s w e r e evaluated as a

part of the parking impmemerrt evaluation, dkxssed l a t e r in tkis hpter.

V with the general transportation planning efforts, a mre specific

tsansit shuttle study was undertaken a t the behest of the C i t y of Los

Aqeles Department of Transportation and Qluncilmm Woo of the 13th Council

District. lis program evaluated a of scenarios aimd a t i m p m i r q

the locdl transit mability of the Hollyvmd area residents. Ihe end r e s u l t

of the eidLuation has been a recammendation for a shuttle h s operation

wfiich wmld connect the principal t r i p attractors frequented by the senior

c i t izens . These include the supermarkets, the Social Security a . AdmuuSmtion, medical facil i t ies, and the Hollymcd Senior Multi-purpose

Center. Routings, schectules, and costs have been derived for the preferred

The major program elements evaluated in t h i s project phase f o r a

trahsportatian demand management prqram include the f o l l ~ :

0 TCM/Rideshariq Plans

o Transportation Marngement Organizatian

o Parkingsupply Restrid-

o A@lD Regulation XV

!Ihe primary focus of the TCM program is new office ard industrial

develqpoerrt. There are tm p r k q reasons for this concentration. The

first is that far mre control can be exerted aver new develapnents than

existhy mes, m a k h q it easier to implement many strafeqies. The

seooad is that effor ts to prclnote TIEl outside the reiievelqmmt activit ies

a r e current ly being taken by the South Coast Air Quality Management

D i s t r r i c t , % .&@El ;has ReagntPLy instituted a plan that wmid require

ampanies wer 100 enplayees to implement TCM plans in tfae near future.

'Ihe raain goal of a ccmrrprehensive TZM progrcim is to reduce the number of

carPnrter vehicles in Hol lywcd durw peak ammter periods. ?his can be

accanplisfaed two ways:

1. Reduce the nurrber of cmmter vehicles being used by ccarnmrters,

therefore encouraging commuters to switch t o high occupancy

vehicles (buses, vanpmls, caqcols, etc.)

2 . Reduce travel in the peak hour and enccurage travel in non-peak

periods.

!EN ProgramS have praved quite effective in reducing peak-hcur ccanrrter

vehicle t r ips and therefore are an effective alternative for the H o l l m

Redevelcpmt Area. V a r i r x l s levels of program intensity were tested: (1)

an ambitiaus program (i.e., a 25 pezc€& reduction in peak h m r ammexcial and m i a l t r ips) w i t h strict guidelines encouraging greater usage of

transit, carpools, etc., backed by a restrictive parkhg s u ~ p l y on new

dare1cpneI-k sites ; or (2) a lTl0derat-e program (i. e. , a 15 percent trip

redtuction) with similar enwuragQaents ard restrictions, but nat qui te as

intertsive.

Results of the analysis showed that the difference between the ~llDderate axl

more ambitious TIEI progrcun did nat mke a considerable impact on t r a f f i c

operation because t h e proportion of new t r i p s coming from Hollywood

q layment Denters represents a relatively small portion of the total future

traffic. aK! moderate pmparn i tself did make a small difference in the

travel in corridors ard therefore s h a d be cansidered a~prupriate for

the Hollywood w e l o p l l e n t Area.

As a part of Ihase I1 of the H o l l ~ Transportation Plan study, several

alternatives (or approaches) for increasing parking apply a d efficiency

were considered:

o U s e of l o a m zones . . o Restrip- of e-nstmg faci l i t ies

o Omsolidation of smaller surface lu ts

o U s e of private garages

o In=rease of allowable percentage of ccmpact car spaces

o shared-par- strategies

o Neigbbrfiood permit parking zanes/districts

The analysis perfonred as a part of Ehase I11 activities included a review

of aurerrt parking q l y inventory and darrard levels.

A short-range ard a long-range p l r k i q plan w i l l be included in the final plan recrrmanerdatim in Ihase IV of the study. Ihe short-nuqe plan

existing

daytime loading zone areas t o p b l i c use during evenirqs ard m. Also, an incmase in par)cirg mter eniolaerrent haxs ard an in

meter rates w i l l be -.

me shared-parking elexrent allclws a shared-use of parking fac i l i t ies by

several land-uses a t the sarrre time. For instance, spaces used dur- the

day by office mrkers a d be used l a t e r that night for residential,

entertainmerrt, o r hatel uses.

?he residential parking pennit elemirk w i l l include a program which seeks to

make it easier for residential neisha,rhocds to institute anl enforce

residential permit systems i f their n e i g h b o r n are impacted by spill-aver

axmrcial or h h s t r i a l parking.

'Ihe long-range plan includes three elements:

o New Parking ~ a c h i t i e s

o Par- QdeRmiew

o Parking MaMgemerrt Plan

New off- p b l i c parking &m&wes w i l l be dwelq>ed in agpropriate

locations thmugfiart the s h 3 y area, so 1- as these structures are

consistent w i t h the Urban Design Plan. I n additian, the Replacemerrt Parking

-co ntained in the Redwelclpnent Plan, wfrid~ ncw only =lies to a

prtian of the Hollywood Rdwelqmnt Area, caild by to other

areas in Hollywood. This prwision wmld require a develcpr to replace any

existiq parking m e d by his dwelcpnent in addition to the regular code

requirement of parking for additional dwel-. A r e v i e w of parking code

will be conducted in order to q&te those cxdes w i t h cuncerrt

parking requirements. A parking ma~gemnt plan w i l l be developed to

address the par- rreeds of historic bzildings. Arty building listed as

patentidlly eligible for the National Register wauld not require additional

parking when new uses to that building are -, but instead be

Park-ad-ride lots for Wtro R a i l will not be reanm&d for the stations an Hollywood Bjulevard at Vine and Highland because they wmld cause too

m& ccrrgestim. A park-ard-ride facility w i l l he investigated w i t h smm for the Hollywccd Bail- Avenue statim.

=Furpose of this techniml appendix is to surr~narize the process used to evaluate various roadway impmvonent alternatives. The text of this technical appenlix is mined as follows:

1. Fut=ure!f'rafficF?r~jectim 2. Baseline Transportation Alternative 3. Evaluation and Description of Transportation Altesnatives

TIE first section describes the future t r a f f i c projections for the year 2010, which is used for the evaluation of all transportation alternatives.

a-Le secord section describes the baseline transportation alternative which represents the cclmposition of the Hollymd street network as it currently exists and contains no roadway impruv- made between n m ard the year 2010. 'Ihis baseline alternative serves as a wnditions" frcgn which all propased roadway alternatives were tested.

ate third ard f inal section is a detailed description of the roadway alternative testing p-. It pmvides a description of a l l roadway c~~nponents included in each test and describes the impact and effectiveness of those i m p r o v m as it cclmpares to t r a f f i c conditians of the baseline altexnative.

The market t r a f f i c projection is the t r a f f i c estimated to be generated due to projected changes in the land-use, poplat ion, and employment through the year 2010, ard was prepared by Recht Hausrath & Associates. T h i s projection builds on the Baseline Market Assessment for the Hollmmd Redevelcmrmt Project prepared in 1984 by Kotin, Regan, & Moudiiy, Inc. The 20-year market projection of land-use for the Redwelqpnent Project Area is i n w e d to pmvide a 5 m x t pprcbable" h g e of develcprent t h n q h the year 2010. To this end, it considers the m t of new devel- likely to ocau: in the area over tiroe, given the market demand for additional building space and the q l y of land amilable to meet that derrrand. The rriarket land-use projections e s t i m a t e that the follwing land-uses wmld be added to the Hollywood Redevelc4prrent Area over the next 20 years:

Residential 2,080 ltwelling Retail 746,000 Square feet Of f i e 2,150,000 p n ? f& Industrial 1,410,000 square feet H o t e l 1,166,000 square feet

?Zae market land-use projections w i l l add qroximately 13,500 new autrrrrobile t r i p s t o the Hollywood street system during the afternoon peak hour. Phase III of this study evaluated alternate means of aaxmxdating this t ra f f ic grmth as w e l l as grawth prcduced by lard-uses changes oowrring outside the Hollywood Redevelopment Area. More spec i f ic information on these projections is pmvided i n the Fhase I Report for this project.

In order t o evaluate the effectiveness of future transportation i m p m ~ , it was f i r s t necessary to understand ard analyze the future amditions of the Baseline existw roadway network. T h i s Baselhe network is a system of roa8ways in the Hollymd area as they exist today, with no mysical or operational dm-ges. The baseline alternative represents a cordition whereby projected t ra f f ic growth is included on the Hollywood street network, but without any transportation ixp?zuv~?ments t o accasnmodate that grawth. In other words, this is the mrst case of future projected t r a f f i c conditions.

Canponents of the Baseline Transportation Alternative

'ihe Hollywood Redevelap.llent Plan Project Area is served by a grid system of streeb, as sBckm_h Flgure A-1.- Hollymcd Boulevaxd; Sunset Bcrulevaxd, arwl Sarrta Munica Bculevard serve as major east-wst arterials thmugfn the project area. Hollywm3 and Santa ?&mica Bculevards prwide two travel lanes in each direction plus a p a W tw-way left-turn d a n . During peak periods, par- is restricted on Sunset Bouleva~A in order to inrrease its capacity. Fauntah and Franklin Avenues prwide additional east-west capacity. F a m t a i n Avenue is a -lane facil i ty w i t h i n the project area, but it is discontinuouS beheen Bronson ard Van N e s s Avenues. Franklnn Avenue is a faur-lane facil i ty west of HigNand Avenue and east of Cahuenga Baulward, w i t h a *lane cross section between Highlard Avenue and Cahuenga BaiLevard. Franklin Avenue is 'offset a t Highland Avenue, wh ich therefore requires thraclgh t r ips on Franklin Avenue to use a section of Highlard Averole.

?he major northsouth fac i l i t ies w i t h i n the project area are La Brea Avenue, Highlard Avenue, Vine Street, Cahuerrga Boulevard, ard Westem Avenue. La Brea Avenue, Hiward Avenue ard Cahuenga Bculevard prwide major a- to the Cahuenga Pass arrl the San Fernando Valley. La Brea Avenue is a far-- l a r ~ fac i l i ty north of Sunset Boulevard w i t h parking restrictions during the peak periods, pmviding an additional lane in each directi~ from Fountain Avenue to Smset I ~ ~ ~ ~ E w u x I . Highiand Avenue prwides three t m v d lanes in each direc t ion plus a painted two-way lef t - turn median. During the afternoon peak period, parking and lef t - turns a re r e s t r i c t ed , and a

reversible lane is enforced by the placement of cones f r m south of Sunset Baulevard to scuth of Cdin Street. Hi-& Avenue prwides three travel lanes in each dinct ian in the mom peak, four travel lanes northbaund in the afternoan peak, and three travel lanes sauthband i n the afternoan peak. Western Avenue prwides major access mrth to the Los Feliz area aKi the Golden State Freeway w i t h two travel lanes in each direction. Additional north-sauth t r a f f i c is acammdated by Gclwes Street, W i l a x Avenue and Brmsan Avenue.

The Hollywoa3 Freeway runs diagonally the eastem portion of the project area. to the freeway is prwvided by full h k r c b q e s a t Higblarx3 Avenue and M o l l p c x d Boulevard, and partial interchanges a t sunset Boulevard, Franklin Avenue/Argyle Avenue, Gawer Street, Cah- Boulevard arvl Santa fibnica/Western Avenue.

In order to determine the inpact of future t r a f f i c on the exist- roadway network, a amphr model was used which assigns future travel t r ips to a ampAer network alternative. These t r ips are distributed on the street s y s t e m sinulatirq current travel patterns. This prooess pmvides an estimte of h m future travel w i l l m.

For the Baseline Transp&&.ian Alternative, future t ra f f ic projections were assigned t o the Baseline transportation network. The following is description of the impacts of future traffic.

Ihe Baseline transportation netmrk urder market t r i p projection cx,rditions w a s analyzed during the afternoon peak period (3: 00 FM t o 6:00 FM) which represents the most congested period of t i m e in the H o l l p o c d Redwelqment Area.

Traffic Volumes and W e 1 of Service

Aftemcon Peak Period (3-6 R?) Roadway sssymrt Traffic Volume V/C Los Franklin Avenue o East of La Brea

0 West of Highland

0 East of Highland

o West of W i l a x

0 West of Highland

0 East of Highland

o West of W i l c a x

0 East of Cahuenga

o West of Vine

Sunset l3oulaard 0 E a s t o f L a ~

0 West of Highland

o East of Highland

o West of W i l c a x

0EastofCahuenga

o West of Vine

o W e s t o f ~

Fountain Avenue oEastofIaBrea

o West of HigNand

0 East of Highland

0 West of W i l c a x

0 East of cahuenga

0 West of Vine

santa Monica Boulevard 0EastofIdBrea

0 West of Highland

o East of Highland

0 West of Wilcxnr

0 East of cahuenga

0 West of V i m

o W e s t o f ~

La EWea Avenue o South of Franklin

Rcadway !?qment Ia Brea Avenue (Continued) 0 N o r t h of FExrntain

H i a a n d Avenue 0 North of Franklin

0 scuth of Franklin

o N o r t h of Sunset

o N o r t h of Santa rYbnica

Qhuensa Bailevard 0 Sauth of F'ranklin

0 N o r t h Sunset

vine Street 0 Sauth of Franklin

o N o r t h of Sunset

o North of Santa W c a

G a e r S t r e e t o scuth of Franklin

0 North of flnzset

0 N o r t h of Monica

0 North of Surrset

0 North of Santa wca

Aftenxxrn Peak Period (3-6 Ff4) Traffic Volume V/C Los

.EGEND:

LEVEL OF SER1rl1CE F

STLQY AREA B O A R Y

I 1 ~ o t to scale 21 N NOLLYWOOD~ TRANSPORTATION PLAN 2010 BASELINE TRANSPORTATION ALTERNATIVE--

Holly w o o d cdevelopment Project Area P M PEAK PERIOD (3PM-6PM)

FIGl'"c A-2 - BARTON-ASCHMAN ASSC \TES, INC

roadway f a c i l i t i e s within the Hollywood Redevelopment Area, of which appruximately 11.06 U d be cprathq urder extremely corgested conditions.

The final pra3uct of Phase I1 of this project was a set of patential transportation impmvements and measmes wfricl~ U d urdergo testing and evaluation to determine their impact ard effectiveness.

A s the initial screening of transportation ~ ~ ~ t s wolved, it becanu2 apparent that a number of r e l a m transportation impmementS could be cabined into a series of logical ccpnponents as an alternative for testing w=P==*

A s these i n i t i a l a l te rna t ives were tes ted, some components of each alternative pmved effective in improving t ra f f ic flow w i t h i n the study area, whereas other ampnents did not. Iherefore, further testing was done by retaining the effective ampnents in the alternative and replacing ineffective oa7es w i t h new cc~nponents. Thus, the testing and evaluation pmcess outlined in this chapter is an wolutionary series of tests, each r m ~ test imprwving upon the prwious alternative.

Initial Testing

Testing was made on four al ternat ives , and compared t o the Baseline Transportation Alternative (no roadway impmementS) described previcusly. 'Ihese initial faur alternatives are as follows:

Transportation Alternative 1: Shmn in Figure A-3, this alternative concentrates cm -ti& ixlprwvw. CXle-way streets, mq?erstreet corridors (no left bxns ard no parking), reversible lanes, jog elimination, ard selective street widdngs chmcterize this alternative. It seeks to determine how much improvement can be achieved without major s t r e e t widenings. Two versions of t h i s a l ternat ive were actual ly tested-- Alternative 1A assumes Sunset Baulevard is the superstreet ard Alternative 1B assumes Santa Monica Boulevard is the supstmet. I n addition to these specific transportation ccp~eonents, a TIM and Transit rznpmement prqrarn was tested w i t h this alternative that w a s structured to reduce new employee peak-harr autclrr=bile t r ips generated w i t h i n the Redwelopent Area by 25 peroent and new resident peak-br autrrmbile t r ips by 10 percerrt under existing 1eve.U.

wternative 2: Shawn in Figure A-4, this trartsportation alternative was based less cm cpratianal irrg?rwemnts ard mre (HI mysical w i d e n h p . TD4 and t r a n s i t t r i p diversion was tested a t lower leve ls assumed fo r Alternative 1. A reduction of 15 percent in new anplayee pcskhm

autcPuabile t r ips generated within the Redevelqmnt Area and of 10 percent in new resident peak4w.r autoeoabile t r ips w a s test& on this alternative.

plcxlified Baseline Alternative - Laurel Camon ?'unnel: alternative tested only one transportation improvement to the Baseline !Pransprtatian Alternative -- a theoreticdl four-lane tunnel facil i ty between a connection in the San Fernando Valley and the intersection of Santa plbnica Boulevard and Fairfax Avenue. l[he plrpose of this test was to determine the impact of the introduction of a major regional transportatim alternative artside the Hollywccd Redmreloipnent !3xx2y Area.

Modified Baseline Alternative - Western Avenue Tunnel: % alternative a l s o t e s t e d only one transportation improvement t o the Baseline Zhm.s@tian Alternative -- a fcur-lane tunnel facil i ty between the Olive b t e n b q e of the Ventura Freeway ard the intersection of Western Avenue and Us Feliz Bmlevards.

?he results of this i n i t i a l nxlnd of testing is prwvided belcw, and discusses the specific axnpnents of each alternative, the charge in t r a f f i c patterns when m n p r d to the Baseline ~~lransplrtarlrian ALtemative described p r e v i a d y , the effective cpzrationdl characteristics i n terms of lwel of service, ard basic conclusions abcut the effectiveness of the ccpnponents t=estd.

Alternative 1A: Test of q?erational Imprwanents w i t h Sunset Guperstreet

Test of Existing adway Network, exoqt:

Sunset Boulward hcnas=d to three lanes in ea& direction the peak period and aperated as a mprstm?t, w i t h left turns permitted. 3px&reet exterded east and west beyond sb@' area.

Famtain widened to a f ivelane cross sectian be* Ia Brea and the Hollywocd F'reewiy. Also, the jog between IBrOnsan and Van N e s s was eliminated.

One-way pair caqrised of Franklin and Yucca bebeen Highland and Gawer, w i t h three lanes in each directim.

one-way pair cc11p3rised of Cahueqa and W i l c a x between jus t mrth of Franklin and Melmse, w i t h four lanes in each directim.

o One-way pair cwnprised of Van Ness ard Wilton between Sunset ard lhird Street, w i t h far lanes in each direction.

o Extension of scuthbolnd Hollywcd Freeway on-ranp, at Santa Monica to Western Avenue.

o Extension of the reversible lane on Highland to Santa Wnica.

Trip Table Assigned:

o 2010 Market Foremst Trip with a 25 percent reduction of trips generated within Redevelopment Area due to an ambitious w i t plan.

Traffic Imact of Alternative IA

Changes in Traffic Patterns:

o Decrease in traffic on Hollywocd Boulevard, Vine Street, and Sarrta Monica Boulevard.

o miderable increase in traffic on Sunset (due to the m p s t r e t capacity), and mderate increases on Qhuerrga, Wilcax, FranMin and Yucca (&tween Highlard and Gwer) , and Fcmta in .

Changes in Lmrel of Service:

o Volume-to-capacity (V/C) ratios generally decreased slightly thrcughout the study area, mst natably on Hollywood Boulevard, Santa Monica Boulevard, Fountain Avenue, Vine, and Franklin betwleen Higfiland and Wilcax.

o V/C ratios hzreasd on Sunset Boulevard west of La Brea, fxrt remain& relatively constant within study area.

Conclusion

o The imrease in capacity frcPn the Franklin/Yucca meway pair seems to attract trip frcan and therefore inproves Hollywcd Eoulevard. TYie rn h a p a s with Sunset Boulevard, in that its increase in opacity relieves axgestion along Santa Hmica ard H o l l ~ Boulevards.

Althmgh Faurtain attracts new trips to that corridor, more than sufficient capacity w a s added to aCCCPlPlSDdate those trip, a t an excellent lwel of service.

The Wi.cox/Qhuexqa oneway pair attracts wne of the north/scuth t r ips off of Hi.#il.ard, M is mFstrained by the limited capacity an the section of Cahuenga mrth of Fltanklin, underneath the m11ywood Freeway.

?he Wiltan/Van Neu oneway pair does not seem to at t rac t any north/south t r i p s through the study area, and is therefore inef f e v e .

The extension of the smthbcRznd Hollywccd RreaJay on-ramp at t racts -trips to this l oa t ion , such that the section of Western a t the - is increwd fxun Level of Service E t o F.

Since no left tuns are a l l d fxun flrnset Bailevard, additional local cirarlation arcxnd Sunset Boulevard occurs.

1 , this alternative is effective in hardling afternaxl peak pericd t r a f f i c within t h e redevelopment study area. However, s ince Sunset Bculevard aperates as a superstreet, mxt of the tlzmgh trips are divert& onto this facil i ty, therefore this alternative does hcrease werdll t r a f f i c levels within the stxx3y area.

Alternate 1B: Tes t of ~rperational lsnprovanents w i t h Santa Monica mq?erstreet

Carroxsnents

Test of Existing Rmdway Network, except:

mevard to three lanes in each direction hum the peak pericd ard operated as a -, with D2 left

permitted. Superstreet extended east ard w e s t beyond area.

Fountain widened t o a f ivelane c=ross secticn between La E3rea and the Hollpcd heeway. Also, the jcg between Bmnson ard Van N g s was eliminatsd.

~y pair c c ~ n p r i s e a of ~ranklin ard Ylxca be- H-imd ard Gcuer; with three lanes in ea& directiw, and -- a t Hi*&.

o F'ranklin, between La Brea ard Highland, widened to a five-lane crass section.

o One-way pair cdlprised of Qhuenga and W i l c a x , between section north of Franklin and Melrose, with far lanes in eacfi direction.

o O m w ~ y pair ccmprised of Van N e s s an;l Wiltan, between Sunset and aLird Street, with fax lanes in each direction.

o Extension of southbound Mollpicd Freeway on-ramp at Santa fibnica to Western Avenue.

o Extension of the reversible lane on Higfiland to Santa Monica.


o 2010 Market Forecast trips, w i t h a 25 percent reduction of trips generated w i t h i n the Redevelqmmt Area due to an ambitiaus -it plan.

Traffic Imwct of Al-tive 1B

olarrges in Traffic Patterns:

o Decrease in traffic on H o l l ~ Bculevard, Sunset Baulevard, Vine street, and Melrose.

o Considerable ixrease in traffic on Santa MMlica ard Franklin ard IllDderate i nmass on La Brea, Highland, and Fountain.

c+langes in Wel of Service:

o Decrease in V/C ratio ard level of service on Hollywood Baulevard, 3cunset Bailevard, Fcnmtain, Cahuenga and Wilton.

o Irw=rease in V/C ratio tax an F'ranklin, between Highland and La &ea, ard crm Highland between Franklin an3 Sunset Bcrulevard.

o Sarrta Monica surperstreet, in wnjunction w i t h the grade~eparat& F'ranklin/Yuma one-way pair attracts trips f m Hollywad ard Sunset Bailevards. Santa W c a stays a t about the same level of service w i t h i n the study area, wen thr=ugh it attracts mre trips.

capacity was sufficient.

Wxmqapilccur ane-way pair attracts scrme trips frun Highland, but its impact is constrained by the l imited rapacity on the section north of Franklin, urderneath the Hollywocd Freeway.

The Wi1tmjVa.n Ness one+ay pair does mt seem to at t ract any north/south t r i p s through the study area, and is there fore ineffective,

The Franw_in/Mxxa gradeseparated ople?(ray pair has nat only attracted trips f m Hollywccd Boulevard, fxrt continues to carry these trips on the Franklin section between La Brea and Highlard. Congestion has mnetheless incsreased, wen thcugh capacity was added.

The extensian of the southbaund Hollywood Freeway on-ramp at Western at t racts trips, thus in=reasi.ng the saction on Western Avenue to Level of Service F,

this alternative is effective in handlinq afternoon peak period trips. Since Santa Monica Bazlevard operates as a =&pmtmet, &my trips are diverted to it, thus decreasirq t r a f f i c levels ard impruving c&ation w i t h i n the redevelqment study a k a core.

-

Franklin widened to seven lanes between La Brea and Highland and to f ive lanes be- Higfiland ard W i l a x .

La at-ea widened to w e n lanes between Franklin and Hollpoai Boulevards.

Famtain widened to fm lanes between La Brea ard the Hollywood Freeway, ard the jog eliminated between Bronson and Van Ness.

Cahuersga widened to five lanes between FnvrMin and Santa kmica mevazrfs.

0 Gcwer widened to four lanes frcm Hollywcd to Santa Monica Boulevards.

o limrsm widened to four lanes bebeen kanMin and Santa W c a .

o W i l t o n widened to five lanes between F'ranklin and Sarrta Wca.

o Western widened to seven lanes between F'ranklin and Santa m c a .

o Hollywood Boulevard widened to five lanes between Gawer and Western.


o 2010 Market Forecast i , with a 15 prcent reduction of Redwelapnent generated t r ips due to a moderate TlEI plan.

mffic lmDact of Street Wid en- Alternative

(han3es in Traffic Patterns:

o Decrease in t r a f f i c on Hollywood Boulevard, Sunset Ebxlevard, and Vine Street.

Changes in Level of Service:

o V'C ratios ard lwels of service on most faci l i t ies thrcqhout the stu3y area impmved . ?he few sections w h i c f i experience decreased lwels of service ocau. 0x1 sauthbarrd Highlard between -in aid Sunset.

o Wst all fac i l i t ies within the study area are improved. Sections of Santa Monica Bulevard are impruved f m We1 of Service F to Level of Service C or better.

o Fcuntain also impmves fran We1 of Service F to Level of Service D, or better.

o Mcst Sections of Ho11- and Sunset also impme frcm Level of Service F to Level of Senrice C or better. ?herefore, the widening of these faci l i t ies in the area does impmve congestion lwels within the study area.

o Ihe added capacity of F'ranklin ard La E$rea and of Santa Monica Bcxilevard at t rac t t r ips to these corridors f m ather north/smth major arterials in the study area.

The street wide- tested for the eastem portion of the redevelqrnerrt area seem to be mmwzxaq to meet the Y e a r 2010 Market Projection t r a f f i c demard, since sufficient opaci ty would exist. I n the western portion of the stxldy area, these widen* do add additional capacity wfiere it is needed ard impruves t r a f f i c circulation.

Modified Baseline Alternative -- Laurel Canyon Tunnel

QzEaBn&

E x i d b g Roadway Network, except:

o Addition of a ' four-lane facil i ty be- the intersection of Santa Monica S3culevard/Fairfax Avenue and the San Fernando Valley.

Trip Wle Assignad:

o 2010 Market Forecast Trips

Traffic Impact of a Laurel Canvon Rmnel

olanges In Traffic PatAzxns:

o Traf f ic decreased considerably on the Hollywood Freeway, Highlard Boulevard, FranMin, La Brea ard to a lesser dbegree, mst fac i l i t ies in western portion of the stu3y area.

o t ra f f i c slightly on Fairfax Avenue ard Santa Fknka Ecdevard, but not to dis rupt aperation - because trips destined f o r this area were not displaced onto Santa Monica/Fairfax, but given a different path Wnxgh H o l l m to get to this same locatian.


o V/C ratios anct lwels of serviae t h m q b k the shwfy area.

Conclusion

?herefore a theoreticdl tunnel at Laurel Canyon wnuld not only a a n m d a t e the in=rease in fu tu r e market traffic, Lxrt also divert existing traffic off of the streets ard generally improves traffic aperation -out the redwelcpnerrt stulty area. !Ihe financial costs of SU& an alternative may be prdhitive and the feasibility of it warrants inaeperdent testing autside the scqe of this project.

Modified Raseline Altarnative - W e s t e r n Avenue Tunnel

I .

E3udx-g Rcactway Network,

o Addition of a fax-lane facility between Western/Los Feliz and Ventura Freeway interdmnge at Buena Vista


0 2010 Market Forecast Rips

Traffic Jhcact of a Western Avenue Tunnel


o Inaease in traffic cmly ocaus on tunnel.

o Virtually no &ange in traffic ocarrs on streets within the study area.

Changes in Lwel of Service:

o VirtuaLly m m e is experienced within the study area ard anly slight &anges ocarr ahside the w.

!!3e effective, feasible alternative fand frun the evaluaticn performed in the initial teStirq was Altexmtive 18. Ihe Santa HDnica -, in arrert w i t h other cperatimal dxqes, +eem to effectively hanile traffic w i t h i n the area arrl pmide capcity for HO11- gnwth. Hawever, cz,rg&Acn is still a problem w i t h i n the F'ranklin oorridrr.

The wxt rarnd of testing is a refinement of Alternative fB, such that tm refinements were further tested within the Franklh/~ucca corridor. Ntemative 3A tests the Santa Hdca arperstreet w i t h a graaeseParaM -ion of E t a n k l w with Hic jUKd ard a w i d e n i r q of F'ranklin between Highlard ard Id Brea to seven lanes. Alternative 38 tests the Sarrta lbn.ica arperstreet with an at-grade intersection of F'ranklin arid Yucca at Highland, ard a widenirg of Franklin betveen Hiwan3 ard La Brea to five lanes.

S h & -on in the redevelognent area is a s r r i a t e d with trips destined for the Hollywocd freeway, m e arLlitioral inpruv& w a s teNd cm both alternatives-a widening of Cahuenga Boulevard t o three lanes rnrthbarnd and three l a m s sarthband adjacent to the H o l l m Freeway, m&i of 0di.n. ?he p p s e of this test is to determine the impact of additicnal capci ty in the Cahuenp mrridor, thus pmidirg an alternative to Hiqfiland.

o -in, between La Brea and Highland widened to seven lanes and is joined to the grade-separatsd one-way pair of Franklinflrucca at Highland.

o pair ccpnprised of Cahueqa and W i l c a x between just north of FranMin and Mhcse, w i t h four lanes in each direction.

0 Northbcxlrd an3. - Qhuenga widened to three lanes in ea& direction a l q the Hollywood Freeway.

o Extension of the sarthbcxnsd Hollpood Freeway owramp a t Santa Mmica to Western Avenue.

o Extension of the reversible lane on Highlard t o Santa Monica.


o 2010 Market Forecast w i t h a 25 percent reduction i n t r i p s generated w i t h i n the Redevelopnent Area due to an ambitiaus w i t Plan.

o 2010 Market Forecast, with a 15 percent nzduztion in tr ips generated wi th- the Redevelopment Area due t o a moderate TDfp%msit Plan.

Changes i n Traffic Patterns:

o Considerable decrease in t r a f f i c on Hollywood and Sunset mevards.

o xnmzse cm the Ranklin/Yua=a cm+way pair between Highland and G a e r .

o Irvrrease on Franklin between La Brea and Highland.

o In=rease m La Brea frun Franklin to Santa Monica Barlewd.

Changes in We1 of Service:

o Hollywocd and Sunset Bcxilwards exprierre a c~lsiderable hxease in t r a f f i c and axqestian.

o Fountain, although it a t t r a c t s more t r a f f i c , experiences a m i d e r a b l e imprwvement in lwel of service, as it charges £run Level of Service F to Level of Service D.

o Althax$~ Santa W c a Bailevard attracts wre t raff ic , its lwel of service mined relatively constant w i t h i n the vicinity of the w - 0

o F'ranklin betwen L a Brea and Highland, ard the kanklin/Yucca o n e way pair at t rac t mre traff ic hR e x p r i m less q e s t i a n .

o Higfiland experiences mre congestion, partiailarly in the suuth- bound djxectim.

IheFranklinwi-beOIJeenLaBreaandHigt.llandardthegra&- separated Ranklin/Yucca one-way p a i r a t t r a c t many east/west thrcrugh trips off of Hollywood ard Sunset Bcrulevards.

Famtain at t racts a d d i t i d -/west t ra f f ic but since its widening is wre than sufficient to acccmmcdate these new trips, it cperatrsc a t an impruved level of service ard less c~ngestim.

lbre congestion on sauthbaund Highland occurs because of the less attractive cannection to Franklin and the Franklin/Yuc~a w y pair*

T-a Eirea, wuth of kanklin, o l r i e s wre t r ips due to the widening of Ranklh w i t h no d t i a n a l capc i ty ard therefore operates w i t h more w a n .

Santa Mmica attracts mre through trips, t-rut has added capacity to operating a t the sane levels of senrice. does occur w e s t of Ia Rrea.

czEEQEm

Exist* Roadway Network, except:

santa Monica widened to three lanes in each directian and aperated as a spxdxeet, with left turns permitted. Superstreet extendedeastandwestbeyandstudyarea.

Focnrtain widened to a f ive-lane cross sectian khea Ia 'Elrea ard the Hollywwd Freeway, with jog eliminated between Brollson arwl Van Ness.

one-way pair ccuprised of Franklin and Yucca between Highland and ~crwer, w i t h three lanes in each direction. Ranklin and rucCa both maintain their at-grade intersctions w i t h Highland.

FranMin between Highlard and La Itiea widened to five lanes.

m y pair cc~nprised of Cahuenga and W i l a x between just north of Franklin and Melrose, with fcur hneS in each dinCtioll.

Extension of the scslrthbcrurd HollywPod Freeway on-ramp a t Santa W c a to Western Avenue.

Extension of the mersible lane an Highlard to Santa W c a .


2010 Market Forecast

o 2010 Market Forecast w i t h a 25 percent reduction i n t r i p s generated w i t h i n the Redevelaprrent Area due to an ambitious

plan.

0 2010 Market Forecast with a 15 percent reduction i n t r i p s generated within the Redevelopment Area due t o a moderate -it Plan.


o IXcndse in t ra f f ic on H o l l y m d and Sunset B c u l m .

0 In=reasemtheSantawca-.

o Irx=rease on the F'ranklin/Yuaza m y pair between Highlard ard -. o ItlQcease an Franklin between La Rrea and Highlard.

o Increase cm Highland southbaind frun FranMin to Santa Monica Boulevard.

0 lbcmase m La Brea frrmn Franklin to Santa Monica Boulevard.

Changes in W e l of Service:

Hollywood an3 Sunset Bailevards experience a considerable decrease in t r a f f i c and congestion.

Fountain, although it a t t r a c t s more t r a f f i c , experiences a considerable inpmvement in level of service, as it cfianges f m W e l of Service F to Level of Senrice A/B.

A l t h a q h Santa Monica Boulevaxd attracts mre t raf f ic , its level of service remains relatively constant within the vicinity of the

Franklin, between La Bma and Highland hn?ases to Level of Senrice F frcxn Level of Service E in the westbauncl direction an3 remiins a t LE?Vel of Service F in the eastbound directions.

Highlard experiences more congestion in the s x t h k a d direction between Franklin and Sunset and increases frcPn Level of Service E to Ievel of Service F.

Additiondl congestion ocaus on s a u t h b ~ ~ 3 Highlard, as the lwel of service demxses fran 92" to "Pv.

La Brea MXlth of Franklin carnies scme additional t raff ic , but remains at relatively the sane lwel of service.

Conclusions

o Ihe widening of kanklin to five lanes between La Brea and HigkiLard and the operation of its m y pair w i t h Yucca attract local ard thm@ trips frcm Hollywood and Sunset -wards. cbnges-tion mrsens in the w e d i m m i diredim and i m p r w e s in the

direction.

o Santa Wnka mprdreet also attracts thrmgh t r ips off of Hollywood ard Sunset Emlevards, even thcqh it continues to qzesate a t relatively the same lwel of semi-. Additional cagestion does occur WEst of Ia Brea.

o Fumtain attracts sane additional -/west t ra f f ic but since its widening is more than sufficient to accamm=date these new t r ips , it m t e s a t an impwed lwel of service and less congestion.

o When the three t r i p tables were assigned to this network, no considerable difference in corqestim levels ocarrred, alth0Ugt.l of wurse the mx;t congestion w a s e x p e r i d w i t h the assigrrment of the 2010 Market Forecast w i t h no reduction in t r ips related to a n i t Plan.

Left turns pemitted fmm the Santa Monica -t only for no- Higtilard - Ih Eirea, sauthbaurd W i l c a x , and northbourd Q h u q .

m c t s of this Modification

A considerable hcrease in t raf f ic ocarrs f m Santa Nmica to northbound hi^^ ard to northbcrund Cahuenga, while a decrease in t r a f f i c occurs on FranMin between La Etrea and Highland. ?herefore Ia EQqmmwin trip patterns have been diverted t o Santa Monicaflighland and Santa W c a / C a h w . Rris a d d i t i d t r a f f i c psbs Santa W c a Boulevard to Level of Service F w e s t of La ~rea, ' ard pushes Highland to Wel of Service FforsectiansbetweenFmnklinandFarntain. ' I h e d e a e a s e i n t r a f f i c o n the La w i n corridor is not encxlgh to change its lwel of service.

this oorridor, and causes additional amjestian and aperational problems. ore, the next rarnl of tests evolves fran Alternative 3B, wh ich r e f l e c t s a moderate widening of Franklin w e s t of Highland and a han)clin/Yura cne-way pair that has at-grade irtemections with Highland, where traffic is distributed mre wenly the sbXly area are.

The next rumd of alternative testbq is basd upn Alternative 3B and further tests transportation improvements which w i l l improve t r a f f i c distribizticm and a l lwia te congestion in the F'ranklin/Highlard area.

Alternative 4A: Alternative 3B w i t h Franklin oomdor dficatians

ccilu=onentS:

. . Exlst'-mg Roadway Network, except:

Santa Wmica widened to three lanes in each direction and cpemted as a O t , with l e f t t u n s permitted only to northboond Kigfiland, sarthbourd la Brea, xuvbard W i l c o x , ard northboond Qh-.

Fanrtain widened to a five-lane cross section between Ia Brea and the Hollywoa3 Freeway, w i t h jog eliminated between BrPnscrn and Van Ness.

pair oanprised of Franklin and nKxa between Highland and ~ u w e r , w i t h t w o lanes in each direction. Franklin and Yucca both maintain their at-grade intaxmctians with Highladl.

Franklin widened to five lanes between Outpost and Highland, and remainedatexistingfau~lanesbetweenIaBreaandOutpost.

Pradklin section just b e s t of La Brea deleted.

me-way pair mnprised of Qhuenga and W i l w x between just north of Franklin and IMrcse, w i t h f a r lanes in each direction.

Northbourd and sclllthbcxlnd Cahuenga widened to three lanes in each direction along the M o l l y w d Freeway.

o Deletian of one of tbe two southbound right-turn lanes on southbocad Highlid to westbound Franklin.


o 2010MarketForecast

Changes in Tmff ic Patterns:

o With the deletion of the s q m a t of Franklin west of La Brea, traffic is diverted to Hol lywcd Boulward and La Brea between Franklin and Hollywood.

o Traffic frun the F'ranklin corridor wes t of La Brea has been diverted to other local street faci l i t ies .

o Traffic is slightly decreased on F'ranklin-on either side of Highland and an Highland i tself .

Umxjes in Level of Service:

o Dramatic deaease in V/C ratios on F'ranklin west of La Brea, ard a c h q e fran Level of Service F to E on FranMin between La Bzea a& Highlard.

o Slightly better aperation on Highland scuth of F'ranklin.

o Inmease in congestion d V/C ratios on Ia Ertxi, between FranMin and Hollywood Bailevard.

o Increase in oongestion an H o l l ~ Bcjulevard between Sierra Bonita ard L a Brea, sud~ that lwel of service worsens ixan A/C to %*

Conclusiolls

LDcal t r a f f i c destinad for F'ranklin west of La Brea is diverted to Ia I3rea ard Hollymod in that immediate area, anl therefore, transfer mKjestim on kanMin to Ia Brea a d Hollykrood. No impacts were £and on the transportation system attside this lccalized area.

Altexnative 0: Alternative 4A w i t h Fountain test.

Alternative 4A Network, except:

o Fountain kept at &sting cross section, anU keep* the jog between Bronson and Van Ness intact, therefore aperating at existing oaabitians.

o Reinstate the two southbounU right-kuP lanes fraa Highland to Franklin.

o AssrPIle prohibited right turn fran southbouad La Brea to ~ollywood.

Trip Table &smed:

Cl.langes in Traffic Patterns:

o Traffic haease s sligfitly an Sunset and Hollywocd.

o ?he prohibition of the southbaad right turn fxm La Etrea to Hol lywcd has diverted traffic to -.


o We1 of service k r e a s s thm@mk Fountain, such that d a n s remain a t Level of Service A/C, txrt a few segment charge £run A/C to D/E.

o One section of Sunset Boulward haeases to Level of Service D/E frcm A/C, due to the prohibited rigfit turn from southbound In Brea to Ebllywood.

Alternative 4C: Refinement of Alternative 4B

Alternative 4B, except:

o lhreesouthbourdlanesaa7IaBreafmFranMintoHollywood.

o RPrmve right turn prd-dbitim for scuthbarnd La Brea to H o l l ~ .

o Reinstate widening of F'amtain to faur lanes, with jog eliminated between Ekmson and Van N e s s .

o Increase capacity of FranMin/Yucca one-way pair firm t w o to three lanes in each direbtim, frun Highlard to Gower.

o A s s u m e a northbound H o l l y w o o d Freeway on-ramp from C a h u e n g a -Y freeway*



o Traffic ~XTEEXS o n s a A h b m 3 La Brea between FranMin and H o l l y w w d , as well as an westbaurd Franklin bebeen Highland and La Rrea.

o Traffic inmases slightly on Folnrtain ami the F'ranklin/Yucca one- way pair, and decreases on H o l l ~ and Sunset.

o Traffic decreases an northbclurd Cahuerga betwen the Hollywoal Freeway and Odin.


o Levels of service @ m e f m E to C an Mxrthbourd L a Rrea betwen Franklin and Hol lywccd, krt worsen on Rranklin between Highlard ard La Brea.

o Levels of servioe @ m e on Fountain an3 the Franklin/Yucca, one- my - &!= +a im-&- capcity*

o Levels of service hpmve on Hollywocd and Sunset due to decreased traffic volumes.

o Levels of service iXn,mve dramatically on n o r t h h x d GLhuenga between the Hollywood Freeway and Odin fran E to A.

The added northbound Hollywood Freeway on-ramp from Cahuenga greatly impruves the operation of Cahuenga north of the j3-eeway.

Alternative U): Alternative 4C With Grade &pantion at Intersection of Santa Honica/Highland

C'canponentS:

Alternative 4C, except:

o Hollywwd is widened by ane lane in ea& direction between Western and G m e r .

o aLe intessection of Santa Monica and Higfilard is grade-separated. Specifically, all t h m q h mnrements on Santa mnica t2mxgh this intersection are mmved.

Uxrges in Traffic Patterns:

o Traffic decreases dramtically along surface portion of Santa Monica a t Highland.

c3-m-g- in Level of Service:

o Levels of service an Santa Hmicza hpmve frcxn E/F to A on the surface portion and D/E on the gradeseparated portion a t HigNanci.

o ate grade sepvation of the intersection of Santa Mnnica an2 Highland impruves the cperation of this -on.

Alternative 4E: Refinement of Altarnative 4D

Alternative 4D, e m :

o Fauntain contains a tm-way left-turn lane between HigNard and mcmscm, effectively increasing the capacity of this section to 2.5 lanes in each dire&i.cn.

o W i l c a x aperates one-way between FYanklin and Santa W c a only, tmway sauth of Santa filonica. Allawing parking in the one-way segment reibces capacity to three lanes between Hollywood an3 Sunset ard b m lanes behem Sunset and Santa Mionica. The two-way sgmnt is anfigured as at present (one lane in each direction).

0 muenga operates one-way no- between santa Monica and FranMin, two-way scuth of Santa luk=olica. Allclwing parking in the meway segment reduces capacity to three lanes between Santa Monica and Sunset. The two-way segmerrt sarth of Sarrta Monica is amfigured as at present (two lanes in each direction).

o Virginia is widened fran one to b o lanes eastbcxud frcm Western to Santa Manics.


o Traffic hmeaes slightly on Famta in between Cahuenga and La Ehrea, an3 decseases slightly on the same section of Santa M m h .

o Traffic &meases slightly on Cahuenga north of S a m Monica.

oranges in We1 of Service:

o mels of service worsen on w e s t h u d Fountain between Highland and La Brea fmn B/C to D.

Conclusions

o The additional eastbaunl lane on Santa Monica bebeen La E3rea and Cahuenga w t l y impmves operations on this section.

0 ?he lass of the center turn lane on w e s t h m d Fmtain carx;sm Highland creates inmased congestion west of Highland.

Alternative (F: Alternative 1E W i t h Two-way operation of Franklb/Ywxa

o F'ranklin operates two-way between Highland and G w e r with two lanes in each direction plus a center left-turn lane.

o Yucca operates two-way between Highland and Gower with canfiguration as at present (one lane each direction f m Highland to Cahuenga and Argyle to Gcxsler, two lanes each direction fm Cah~err~a to Argyle).

Umqes in Traffic Patterns:

o Traffic decreases substantially on eastbound Yucca between Highlard and Cahuenga and between V i n e and Gcwer, shifting to - F'ranklin.

o NorthbaundtrafficbetweenYuccaandFranklindecreases onGwer, Argyle, and C2huenga and increases an Vine.

o Traffic increases on northbound Highland between Yucca and Franklin Place, on eastbourd FranMin Place betwen Highland and Eas Palms, and on northbaund Las Palmas between F'ranklin Place and FranMin Avenue.

o Eastbound Franklin operates to lrENel of Service E/F between Ias Palms and cahwmp and b e t w e e n V B n e and Argyle. Otherwise, it cperates at aa=eptable levels of service. Wezthxd lwels of senrice do nat dmge.

o Argyle operates at acceptable levels of service in both dlrectlm.

o Levels of service an northbound Gcwer, Argyle, and Cahuenga between Y u c c a a d FranMin impme fron F, Dl ard E, respectively, to B, A, and A.

o bzvels of service mrsens frun E to F on northbaunl Highland between Yucca and Franklin Place, and frun A to E on eastbourd F'ranklin Place betken Highlard ard Las Pdlmas, ard on no- Ias Palmas betwem Franklin Place and Franklin Averrue.

Conclusions

o !them is a dramatic shift in eastbcxnd tmff ic , and to a lesser extent, congestion, f m Yucca to F'ranklin, but very l i t t l e westband shift fm kanklin to Yucca due to greater capacity on F'ranklin in bath dinct icms.

o Because of the shift noted above, t ra f f ic and congestion shift fran -, Argyle, and Cahuenga, to Highlard, kanklin Place, and Ias Falmas. Traffic volumes also shift to V i n e , but there is no significant im=rease in congestion there.

A d d i t i d teskbq w a s done to determine the inpict of variaus possible treatments of the Franklin corridor between Highlard and La Brea. ?his conridor serves not only 1003. tr ips , but considerable lwels of regiondl thmugfi trips. T h e following are seven different alternatives evaluated in the mrUw&mm section of the study area encampass- these critical sedicms of F'ranklin.

of Alternatives 1-4

o Santa Hmica widened to three lanes in each direction, a d functioning a s a m p m t m e t , prd.Libiting a l l left turns. ?he Superstreetextendedeastandwest~thestudyarea.

0 Fanrtain widened to five lane5 betkieen La Brea ard the Hollywood Freeway, w i t h the jog'eliminated betwen Emmsm an2 Van N e s s .

o m y pair ccmprisea of Van N e s s and Wutm between -in and 'Ihird Street, w i t h f a x lanes in eacfi direction.

A-3 3

o meway pir ccmprkea of F'ranklin ard Yrrra between Highlad ard Gower, w i t h two lanes i n each direction, and an at-grade intersection w i t h Highland.

o EXhsion of Highlard reversible lane to Santa Monica.

o Drtensian of sarthband Mollywocd Freeway cm-ramp a t Santa W c a to Western AVenUe.

0 . Widening of (3ahuenga (both mrthbmd ard sarthtand) to three lanes in ea& directian dl- the Hollywood Freeway.

Trip Table Assianed

o 2010 Market Forecast Trips w i t h a 25 percent reduction i n Redwelopent Arsa-Mated t r ips due to an ambitious wtransit plan.

Variation in Nebmrk

0 Close Highlard f-y mrp to Hollywood ~reeway.

m e s in Traffic Patterns

o Dramatic dezmase in t ra f f ic northband on Highland frcm Sunset Eaulevard to Hollywood Freeway.

o Werate decrease in t raf f ic an mrVlbaund La Brea ard eastbcllnd Franklin and a l so Hollywocd Boulevard between Highland and Qhuerga.

o Iru=rease in t raf f ic cm Santa lkrdca superstreet, Fountain and norVlbourd cahuenga.

o Dramtically impmved lwel of senrice on northbcund Highlard and eastband F'ranklin.

o Considerable h u e a s e in congestim on northbamd Cahuerqa f r a n Yucca north to Hollywcd Freeway. Also, increased congestion at all other freeway ramp locations at Vine, F'ranklin, Gcwer, Hollywccd, SUE&, ard Westem.

o Highlard ramp closure diverts traffic off of eadkmrd Franklin and northbound Highland and onto eastbound Yucca Hollywood, Sunset, and other arterials served by H o l l w keAJay on--. Considerable congestion then ocaus at these ramp loatians.

o Northbound Cahuenga north of Yucca experienced considerable congestion w i t h a V/C ratio of approximately 2.00, Level of Service F.

Variation in Network

o Control Highlard ramps a d Cdin Street by ramp meters, therefore reducing their capacity to one-faurth capacity.

o Dramatic decrease in traffic on northbollnl Highland fran Sunset to the Hollywood Ereeway.

o Werate decmase in traffic on Franklin between La Brea and Highland.

, o Increased traffic at freeway ramps serving -, vine an3 -

o Increase of t r a f f i c on northbound Cahuenga from Hollywood Baulevard to freeway.

Qlancre in W e 1 of Service

o lhmeasd congestion on northbcxlrd cahuenga f m Yucca to freeway.

o In=reased cagestion to a 1- degree on other arterials served by freeway - 0

Conclusions

o Traf f ic is diverted from eastbound Franklin and northbound Highland to Yucxa and Hollywccd Bmlevards for access to ramps an Wuenga, Vine, Gcwr, and Hollywood Bcxllevard. Congestion is incrreased on m e cahuenga and vine and Y w x a and H o l l y m d Baulevard.

o Franklin remains a t Ievel of Service F.


o Keep Highland ramps at existing operation.

Chanses in Traffic Patterns

0 DecreasecmsouthbollrdLaBreafrankanklintoFountain.

. o Sirn~FranMinisore-wayeastbourd, w s t b m 3 t r a f f i c i s d i v e r t e d south on Highland and then distr ibuted w e s t on Hollywood Bculevard. Also, additional t r a f f i c uses southband Ghwqa off-

ramp and smWxmd W i l c a x to f i l t e r thrmgh west side of study area.

o Franklin rerrrains a t Level of Service F.

o Crmgestim is i.t.K=reased cansiderably m sclruthbounl Highland, and to a scmewhat lesser degree on westbourd Hollpcmd Bculevard.


o Keep Highlard ramps at existhy operatian.

o Assume Franklin as *line ems section (one lane in each direction) between La Ekes and Highland.


o Deaease in t r a f f i c on Franklin in bath directions between La Erea and HigNancl ard on La Brea between F'ranklin and Fcuntain.

o Increase i n t r a f f i c on Highland in both directions between F'ranklin and Santa Monica.

chanqes in Level of Service

o Franklin remains a t Level of Service F, in fact the lwel of amjestion is bxeased dramtically.

o Highland experiences a wnsiderable increase in congestion between sunset and FranMin.

o Althmgh sac t r a f f i c is diverted off of Franklin, its decrease in capacity worsens the q e s t i m to an wen greater degree. It remains a t Level of Service F, krt its V/C ratio increases by an average of a t a r t 0.20.

o Traffic diverted off kanklin uses Hollywed ard Sunset to read Highlard, therefore increasing caqestim lwels cm Highlard to well abwe Level of Service F.

o Congestion d d be worsened in the area an3 not improved for any fac i l i ty .

~ n e n t s , of Alternatives 5-7

Sirme basic c m p e n t s listed for Alternatives 1-4, except:

o No Van Ness/Wilton cme-way pair.

o HollyvDcd Bculevard m d f i e d to reflect a loss in sane capacity due to widened sidewalks f m Highland t o las Pdlroas and Ivar to Argyle.

o L e f t turns permitted f m Santa MDnica superstreet to smthbmd , northband Highlard, sarthb+Pd W i l m x , and northtavd

muenga*

F R A M ( I L Z N O O R R I D O R ~ 5


o Delete Franklin link west of La m.

Chanses in Traffic Pat te rns

o Dramatic increase in congestion on La Blea between F'ranklin and Hollpocd Baulevard, whereby level of mice is increased fm Level of Service C to Level of Servioe F.

o Incrsase of t ra f f ic on Highlard Bculevard ! s d 2 b m d fmn F'ranklin to Sunset Baulevard.

o Caqesticm worsens an Highland Boulevard as well, frcm Franklin to !Sunset Boulevard, due to the diversion of trips.


o Delete Franklin link just w e s t of Highland, a t Hillcrest.

Qlanses in Traffic Patterns

o Dramatic decrease in traffic on kanklin between Highland and La Rrea.

o Werate decrease in traffic on La ltiea beheen Franklin and Santa Mcdca.

o DeQ-ease in traffic an Highland between F'ranklin and W o f f ramps to Hollywood Freeway.

o Dramatic in=rease in traffic on southbourd La Brea fnrn Eranklin to SLmSet.

Chanses in We1 of Service

o Franklin Boulevard between La Brea and Hillcrest aperates at LEV& of Service A, no m a n .

o Ia Ekea between kanklin and Sunset experiences a decrease in traffic ard cargestim.

o Highlard an3 Hollywood Baulevards experience mre wqestion such that Hollywccd Boulevard between Highlard and Orange deteriorates to Level of Service F when previcxlsly a t Larel of Service C. Highlard southbacnd q i e n o e s an bmease in V/C ratio of 0.70 between F'ranklin and H o l l ~ Boulevards, -fore iru=reasing -on f r a u Level of Service E to Level of Service F.

o By deleting a sectim of Franklin west of Highlard, t r a f f i c is diverted f r u n -in to Hollywm3 Boulevards and Highland.

o C a q e s t i c m increases gnatly for Highland between F'ranklin and Hollywood Boulevards and for Hollywood Bculevard between H i l l Q c e s t and Highland.


o Delete FranMin link just west of Highlm at Hillcrest.

o Iru=rease exist- Hollywocd FreE?way raxp opaci t ies f m one t o two lanes Sauthbcpnd off-rarrp? and Argyle northbarnd on-ramp.

o Pdd northband an-ramp at Q h ~ e n ~ d ancl northbard m-ramp at Gower, me lane.


s Carr;iderable- &crease in t r a f f i c on Franklin between La Brea arwl Highland.

o Dcxrease in t r a f f i c an Ia Bsea between F'ranklin ard Sam EiIonica.

o Increase i n t r a f f i c on Highland in both directions between EranMin and Sunset.

o Increase in t r a f f i c m HollycJood Bculevard between La IBrea and Highland.

o lhxease in traff ic , can an3 adjaaent to new mnps ard rrew rany? opacities.

charms in &we1 of Service

o Franklin Barlevard between La Brea and Hillcrest operates at Leyel of Service A, no mmpstiool.

0 la between ~'ranklin and SurmA experiences a de38ase in t r a f f i c and d m .

o Highland and Hollywood Boulevards experience more congestion whereby Hollywood Boulevard between Highland and Orange deteriorates to Level of Service F wWn previously a t Level of Service C. Highland wAhkmd experiences an inaasse in V/C ratio of 0.70 between Franklin and Hollywood Bailwards, therefore hcniasbq congestion frun Level of S w i c e E to Ievel of Service F.

o Inraease in t raf f ic oongestim arum2 m ramp^ a d ramps w i t h additional capacity.

conclusions

o By deleting a section of -in west of Highland t r a f f i c is divertr3d f r m F'ranklin to Hollywml Bculevard ard Highland.

o Cangestion irneaseS greatly for Highlard be- frar3clin ard Hollywoa3 aculevards and for Hollywml Bculevaxd between Hillcrest arrl Highland.

o New r a n p ard additional ramp capacity causes s c m congestion on the arterial segments serving these ramps.

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xec a - CRA/LA · xec a . In May. 1986, the Los Angeles City Council adopted the Hollywood...

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