TRAFFIC IMPACT ANALYSIS. Photo here CAL MET ROYAL MRF EXPANSION. City of Paramount, CA. arch beach C O N S U L T I N G.

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1 TRAFFIC IMPACT ANALYSIS z Photo here CAL MET ROYAL MRF EXPANSION City of Paramount, CA arch beach C O N S U L T I N G June 23, 214

2 TRAFFIC IMPACT ANALYSIS CAL MET ROYAL MATERIALS RECOVERY FACILITY (MRF) EXPANSION City of Paramount, California Prepared by Project No June 23, 214 (revised) Contact Arch Beach Consulting 1155 Camino Del Mar, #125 Del Mar, California 9214 mobile phone (949) office phone/fax (858)

3 TABLE OF CONTENTS 1. INTRODUCTION... 1 Purpose and Objectives of the Traffic Study... 1 Site Location and Study Area... 1 Methodology... 2 Significance Criteria... 4 Traffic Analysis Scenarios PROJECT DESCRIPTION AND TRAFFIC GENERATION... 6 Project Description... 6 Project Traffic... 8 Trip Distribution and Assignment EXISTING CONDITIONS ANALYSIS Existing Conditions Existing plus Project Conditions OPENING YEAR 216 TRAFFIC CONDITIONS Opening Year 216 Condition Opening Year 216 plus Project Condition PROJECT ACCESS, CIRCULATION AND QUEUING Project Access Circulation Queuing CONCLUSIONS AND MITIGATION MEASURES Project Traffic Existing plus Project Conditions Opening Year 216 plus Project Conditions Project Access, Circulation and Queuing REFERENCES CalMet Royal MRF Expansion TIA Page i

4 LIST OF TABLES Table A Level of Service Definitions... 2 Table B Level of Service Descriptions... 4 Table C City of Paramount Significance Criteria... 5 Table D Percent Truck Breakdown by Axle Classification... 9 Table E Project Trip Generation... 1 Table F Existing Peak Hour Intersection Level of Service Summary Table G Existing plus Project Intersection Level of Service Summary Table H Opening Year 216 Peak Hour Intersection Level of Service Summary Table I Opening Year 216 plus Project Intersection Level of Service Summary LIST OF FIGURES Figure 1 Project Site Location and Study Area... 3 Figure 2 Project Site Plan... 7 Figure 3A Collection Truck (3-axle) Inbound Trip Distribution Figure 3B Collection Truck (3-axle) Outbound Trip Distribution Figure 4A Transfer Truck (Semi-Truck) Inbound Trip Distribution Figure 4B Transfer Truck (Semi-Truck) Outbound Trip Distribution Figure 5A Commodities Truck (Semi-Truck) Inbound Trip Distribution Figure 5B Commodities Truck (Semi-Truck) Outbound Trip Distribution Figure 6 Employees and Visitors Trip Distribution Figure 7A Project Trip Assignment Figure 7B Project Trip Assignment in PCEs... 2 Figure 8 Existing Traffic Controls and Geometrics Figure 9 Existing Weekday and Peak Hour Volumes Figure 1 Existing Plus Project Weekday and Peak Hour Volumes Figure 11 Opening Year 216 Traffic Controls and Intersection Geometrics Figure 12 Opening Year 216 Weekday and Peak Hour Volumes... 3 Figure 13 Opening Year 216 plus Project Weekday and Peak Hour Volumes Figure 14 Existing plus Project Mitigation Measures... 4 Figure 15 Opening Year 216 plus Project Mitigation Measures APPENDICES Appendix A Raw Traffic Volume Count Sheets Appendix B Intersection Level of Service Worksheets CalMet Royal MRF Expansion TIA Page ii

5 1. INTRODUCTION The following presents the traffic impact analysis (TIA) prepared by Arch Beach Consulting for the proposed expansion of CalMet s Paramount Resource Recycling facility, also known as a Materials Recovery Facility (MRF), into the existing Royal Truck Body manufacturing facility. The project site is located at 141 Garfield Avenue on the northwest corner of Garfield Avenue/Petterson Lane in the City of Paramount (City). The proposed project site is currently being used as truck manufacturing facility by Royal Truck Body. The proposed project would operate similar to the existing recycling facility, and would increase the amount of tons per day (TPD) delivered to the site for processing and the transfer of materials to regional landfills and facilities at the Ports of Los Angeles and Long Beach. The following TIA has been prepared based on consultation with the City s contract Traffic Engineer (Willdan Engineering), and is consistent with the requirements of the City s Public Works Department and the California Environmental Quality Act (CEQA). Purpose and Objectives of the Traffic Study The purpose of this TIA is to evaluate the traffic and circulation impacts of the proposed project. The study objectives of this traffic study include: Establish the existing baseline traffic conditions. Develop the projected future baseline conditions without the project by considering the cumulative effects of regional growth and traffic generated by other development projects in the study vicinity (if any). Estimate the level of traffic that would be generated by the proposed development. Conduct a comparative analysis of traffic conditions with and without the project. Analyze on-site circulation and queuing with project traffic. Identify potential mitigation measures/roadway improvements (if required). This analysis is based on the weekday a.m. and p.m. peak hours of commuter traffic on the adjacent street network. Peak hour traffic counts were taken in early-may 212 on a typical weekday (Tuesday, Wednesday, or Thursday) from 7: a.m. to 9: a.m. during the a.m. peak period, and 4: p.m. to 6: p.m. during the p.m. peak period. Those 212 traffic counts were then adjusted to year 214 traffic conditions by applying an ambient growth factor consistent with regional modeling conducted for the Los Angeles County Congestion Management Program (CMP). Site Location and Study Area Regional access to the city is provided by the Century Freeway (I-15), which traverses the northern portion of the City in an east-west orientation, and the Long Beach Freeway (I-71), which is situated in a north-south orientation along the westerly boundary of Paramount. Major thoroughfares within the City include Rosecrans Avenue and Alondra Boulevard, both of which are oriented in an east-west direction. Other major arterials located in the City include Garfield Avenue, Paramount Boulevard, and Lakewood Boulevard, which are oriented in a north-south direction. The project site is located along the west side of Garfield Avenue, south of I-15 and north of Rosecrans Avenue. Primary vehicular access to the project site is provided by an existing signalized intersection at Garfield Avenue and Petterson Lane. The site s legal address is 141 Garfield Avenue, Paramount. CalMet Royal MRF Expansion TIA Page 1

6 Figure 1 illustrates the project site location and study area intersections. Per consultation with the contract City Traffic Engineer, the study area intersections are as follows: 1. Garfield Avenue/I-15 westbound ramps 2. Garfield Avenue/I-15 eastbound ramps 3. Garfield Avenue/Mendy Street 4. Garfield Avenue/Petterson Lane 5. Garfield Avenue/Rosecrans Avenue 6. Orange Avenue/Rosecrans Avenue 7. I-71 northbound ramps/rosecrans Avenue 8. I-71 southbound ramps/rosecrans Avenue 9. Paramount Boulevard/Rosecrans Avenue 1. Garfield Avenue/Alondra Boulevard 11. I-71 northbound ramps/alondra Boulevard 12. I-71 southbound ramps/alondra Boulevard Methodology The signalized study area intersections were analyzed using the Intersection Capacity Utilization (ICU) methodology for weekday and Saturday peak hour levels of service (LOS). The ICU method determines the volume-to-capacity (V/C) ratio on a critical lane basis and determines LOS associated with each critical V/C ratio at the signalized intersection. The degree of congestion at an intersection is described by the level of service, which ranges from LOS A to LOS F, with LOS A representing free-flow conditions with little delay and LOS F representing over-saturated traffic flow throughout the peak hour. A complete description of the meaning of level of service can be found in the Highway Research Board Special Report 29, Highway Capacity Manual (HCM 2). Brief descriptions of the six levels of service for signalized intersections are shown in Table A. Table B below provides detailed descriptions of each level of service. Level of Service Table A Level of Service Definitions V/C Ratio or ICU (signalized) Control Delay in Seconds (unsignalized) A seconds B seconds C seconds D seconds E seconds F 1.1 or greater 5.1 seconds or greater CalMet Royal MRF Expansion TIA Page 2

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8 Table B Level of Service Descriptions LOS A B C D E F Description No approach phase is fully utilized by traffic, and no vehicle waits longer than one red indication. Typically, the approach appears quite open, turns are made easily, and nearly all drivers find freedom of operation. This service level represents stable operation, where an occasional approach phase is fully utilized and a substantial number are nearing full use. Many drivers begin to feel restricted within platoons of vehicles. This level still represents stable operating conditions. Occasionally drivers may have to wait through more than one red signal indication, and backups may develop behind turning vehicles. Most drivers feel somewhat restricted, but not objectionably so. This level encompasses a zone of increasing restriction approaching instability at the intersection. Delays to approaching vehicles may be substantial during short peaks within the peak period; however, enough cycles with lower demand occur to permit periodic clearance of developing queues, thus preventing excessive backups. Capacity occurs at the upper end of this service level. It represents the most vehicles that any particular intersection approach can accommodate. Full utilization of every signal cycle is seldom attained no matter how great the demand. This level describes forced flow operations at low speeds, where volumes exceed capacity. These conditions usually result from queues of vehicles backing up from a restriction downstream. Speeds are reduced substantially, and stoppages may occur for short or long periods of time due to the congestion. In the extreme case, both speed and volume can drop to zero. Source: Highway Capacity Manual, Transportation Research Board, Special Report No. 29, Washington, D.C., 2. Freeway Mainline Segments Congestion Management Program Per the LA County CMP, freeway mainline segments where the proposed project would add 15 or more peak hour trips are required to be analyzed for levels of service through the CMP Demand-to-Capacity (D/C) calculations. However, based on the assumed distribution of project-generated traffic, the project would not add 15 or more peak hour trips to the CMP freeway monitoring locations along the I-15 and I-71. Therefore, a CMP freeway analysis is not be required. Significance Criteria Per the City of Paramount General Plan, the City uses the following significance criteria table to determine whether a project would have a significant traffic impact. CalMet Royal MRF Expansion TIA Page 4

9 Table C City of Paramount Significance Criteria Level of Service (LOS) Pre-Project V/C 1 Project Related V/C increase C.71.8 equal to or greater than.4 D.81.9 equal to or greater than.2 E, F.9 or more equal to or greater than.1 Note: 1 As it applies to project impacts, pre-project V/C is based on future ambient growth only. Traffic Analysis Scenarios This traffic study analyzed the following traffic scenarios: Existing Condition Existing a.m. and p.m. peak hour peak hour traffic volumes were collected at the study area intersections in early-may 212 from 7: a.m. to 9: a.m., and 4: p.m. to 6: p.m. for a typical weekday. Those 212 traffic counts were then adjusted to year 214 traffic conditions by applying an ambient growth factor consistent with regional modeling conducted for the LA CMP. The existing traffic scenario constitutes the environmental setting in accordance with the CEQA analysis at the time that the hearing body reviews the proposed project. Existing plus Project Condition The Existing plus Project Condition traffic was developed by adding the proposed project traffic to the Existing Baseline Condition. This scenario is the basis for determining project-specific impacts and mitigation measures. Opening Year 216 Baseline Condition The proposed project is anticipated to be built and fully operational by year 216. Opening year traffic in this scenario was forecast for 216 by applying an annual ambient growth rate of.72 percent per year as provided in the CMP (Exhibit D-1, General Traffic Volume Growth Factors, 21 CMP), to the existing traffic volumes. There were no approved and pending projects (i.e. cumulative projects) that would generate a significant amount of peak hour traffic identified within the project s vicinity so no additional trips were added to the opening year condition. Opening Year 216 plus Project Condition The Opening Year 216 plus Project Condition traffic was developed by adding the proposed project traffic to the Opening Year 216 Baseline Condition. This scenario is also the basis for determining project-specific impacts and mitigation measures. CalMet Royal MRF Expansion TIA Page 5

10 2. PROJECT DESCRIPTION AND TRAFFIC GENERATION The following section provides information on the proposed project relative to the local and regional circulation network. Project Description Figure 2 illustrates the site plan of the proposed project. CalMet Services, Inc s. (CalMet) mission is to provide high quality, competitively priced rubbish collection, recycling, and disposal services that are environmentally responsible and in a manner which that is safe for their customers and employees. CalMet has been a locally family-owned and operated business for over 35 years, leading the industry in solid waste collection, disposal, and recycling services. CalMet has two state-of-the-art facilities, Paramount Resource Recycling (PRR), the proposed project, and Tierra Verde Industries (TVI). PRR is a transfer station and MRF in Paramount, California. This facility is also one of California's largest facilities accepting electronic waste (ewaste) that is safely de-manufactured and recycled to keep hazardous waste out of landfills. The primary function of the proposed project will be to receive, process, recycle, and transfer curb-side recyclables and municipal solid waste (MSW). Incoming waste collection trucks will enter the site using a dedicated lane. The trucks will then proceed to the automated scales where the loads will be weighed. After being weighed, the trucks will proceed to the fully enclosed receiving building where the loads will be unloaded or tipped in designated areas (source separated recyclables and MSW). The unloaded, empty trucks will exit the facility onto Petterson Lane. The processing of the waste will initially involve the removal of wood and metal from the MSW. The processing will continue with the MSW being moved to the source separation lines (both manual and automated) where other recyclable materials such glass, paper, cardboard, metal, and plastic will be removed. The recovered materials (metals, plastic, cardboard, etc.) will then be baled and stored until these materials are loaded onto trucks or shipping containers for transport out of the facility to those businesses that will use the recycled products. Residual solid waste that cannot be recycled will be loaded onto transfer trucks for disposal at area landfills or transformation facilities. Other related operational elements of the proposed project are outlined below: The construction period is estimated to be nine months. The facility will operate seven days a week, 24-hours a day. The busiest shift will occur during the daytime period. The applicant has indicated that the receiving area will be open from 2: a.m. to 1: p.m. The facility will employ approximately 151 persons with a maximum number of 61 employees on-site during the maximum shift. The facility s total maximum permitted daily processing capacity will be 2,45 tons per day. The applicant is requesting the City of Paramount to consider the approval of a project that would permit the expansion of the CalMet s Paramount Resource Recycling facility, otherwise known as a Materials Resource Facility (MRF), into the existing Royal Truck Body manufacturing facility. The existing recycling facility would remain in operation and increase the amount of TPD delivered to the site from approximately 57 TPD to 2,45 TPD. Of the existing 57 TPD, approximately 82 TPD are related to public self-haul patrons who bring in materials in their own vehicles. The remaining 488 TPD are from collection trucks that haul in materials from their surrounding service areas. With the proposed project, the increase to 2,45 TPD would only be associated with the addition of collection trucks from an expanded service area. The public CalMet Royal MRF Expansion TIA Page 6

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12 self-haul facility would not be expanding, and would remain on the existing MRF facility across the street from the project site. The number of staff would increase with the MRF expansion, however, employee shifts would be spread over a 24-hour period, thereby lessening the amount of employee trips during the peak commute hours. The proposed MRF patrons will access the site by an existing signalized intersection at Garfield Avenue and Petterson Lane. Project Traffic This section describes the trip generation, distribution, and assignment of the proposed project s traffic volumes on the study area transportation network facilities. Trip Generation Trip generation estimates for the proposed project were developed based on the operations at the existing recycling facility, and the long-term permanent operations information provided by the Project Applicant. Data used in the trip generation analysis included existing entering and exiting a.m. and p.m. peak period counts at the existing recycling facility and existing Royal Truck Body manufacturing site (conducted on May 1, 212), the existing operations at the both facilities and the specific types of vehicles used at the proposed MRF (classified as passenger car, 2 axle collector trucks, and 3+ axle transfer and commodity trucks). Existing Recycling Facility Site Currently, the existing recycling facility processes approximately TPD of material from transfer trucks, commodities trucks, and self-haul vehicles. In addition, there are staff and visitors that are destined to the existing MRF site that are included in the overall trips to the site. Based on the existing counts, the existing MRF site generates approximately 1,119 daily trips (ADT), 1 a.m. peak hour, and 145 p.m. peak hour trips. From these trips, the Project Applicant provided a breakdown of the overall trips in terms of the number of self-haul (public) vehicles, staff/visitor vehicles, and collection, transfer, and commodity truck vehicles. Using the information from the collection and commodity truck vehicles, a trip rate (per tons per day TPD) was established based on the number of collection trucks/transfer trucks, and the TPD at the existing recycling facility. Proposed MRF Expansion The project proposes to expand the existing recycling facility operations to the existing Royal Truck Body manufacturing facility, located adjacent to the site. The proposed operations would expand from approximately 57 TPD to approximately 2,45 TPD. The Project Applicant provided the proposed operations, including the number of employees per shift over a 24-hour period, and shift times of the MRF expansion, which determined the anticipated number of staff and visitor trips destined to the proposed MRF site (264 ADT, 36 a.m. peak hour and 36 p.m. peak hour trips). Furthermore, the trip rate established from the existing recycling site was used to determine the new collection, transfer, and commodity truck trips for the proposed expansion. Therefore, the site is forecast to generate approximately 1,731 truck ADT, 161 a.m. peak hour truck trips, and 141 p.m. peak hour truck trips. Overall, with the addition of staff and visitor trips, the proposed MRF site is forecast to generate approximately 1,995 ADT, 161 a.m. peak hour, and 177 p.m. peak hour trips. As mentioned previously, existing trips from the Royal Truck Body manufacturing site were counted on the same day as the existing recycling facility site. The trips from the existing Royal Truck Body manufacturing facility were removed from the overall new project traffic to determine the total net new traffic generated from the project. Therefore, the net project trip CalMet Royal MRF Expansion TIA Page 8

13 generation for the proposed MRF site is approximately 1,87 ADT, 189 a.m. peak hour, and 16 p.m. peak hour trips. Passenger Car Equivalent (PCE) Factor To properly assess the truck traffic generated by the existing and proposed operations of the project site against intersection capacity during the a.m. and p.m. peak commute hours, which contain primarily passenger cars, a Passenger Car Equivalence (PCE) factor was applied to all trucks generated by the proposed project. The PCE factors used in this TIA were based on PCE factors contained in the Caltrans Highway Design Manual (HDM). A PCE factor of 2. was applied to 2 or 3 axle medium trucks (i.e., one medium truck is equivalent to two passenger cars) such as the collection trucks; and, a PCE factor of 3. was applied to greater than 3 axle heavy trucks (i.e., one heavy truck is equivalent to three passenger cars) such as the transfer and commodities trucks. Per the Project Applicant, the number of medium trucks and heavy trucks will vary throughout the day and during the a.m. and p.m. peak hours. Table D presents the following percent breakdown based on the existing percentages of trucks generated at from the project site. Table D Percent Truck Breakdown by Axle Classification Type of Truck Daily Peak Hour Peak Hour Medium Trucks (collection trucks) = 2. PCE 72% 66% 96% Heavy Trucks (transfer and commodities trucks) = 3. PCE 28% 34% 4% Using the percentages above, the truck trips were distinguished between medium and heavy trucks, and then converted to PCE based on the truck type/axle. Using the PCE factors for the trucks and the trip credits from the Royal Truck Body facility, the site is forecast to generate approximately 4,93 ADT with PCE, 45 a.m. peak hour trips with PCE, and 36 p.m. peak hour trips with PCE. A summary of the project trip generation is presented in Table E. CalMet Royal MRF Expansion TIA Page 9

14 Table E - Project Trip Generation Estimates EXISTING TRIP GENERATION Daily In Out Total In Out Total Existing MRF (staff/visitors, self-haul, transfer trucks, and commodities trucks) TPD 1, staff and visitors TPD Self-Haul (public) only (.51 average TPD per vehicle ) TPD Collection and Transfer/Commodities Trucks only TPD TRIP RATES Collection Transfer/Commodities Trucks only per TPD PROPOSED TRIP GENERATION Land Use Size/Unit Peak Hour Peak Hour Proposed Royal MRF staff and visitors 2,45 TPD Proposed Royal MRF (transfer and commodities trucks only) 2,45 TPD 1, NEW TRAFFIC FROM PROPOSED PROJECT 1, EXISTING ROYAL TRUCK MANUFACTURING FACILITY Trips from existing Royal facility to be removed TOTAL NET TRAFFIC (PROPOSED - EXISTING) 1, TOTAL NET TRAFFIC (PROPOSED - EXISTING) IN PCEs 4, PROPOSED PROJECT TRUCK TRAFFIC Percentage collection transfer trucks 72% 66% 96% Proposed collection trucks 1, w/ 2. PCE 2, Percentage transfer/commondities trucks 28% 34% 4% Proposed transfer/commodities trucks w/ 3. PCE 1, Notes: Trip generation estimates based on May 1, 212 trip generation survey of existing MRF facility on Petterson Lane, Paramount, CA TPD - Tons per Day Self-Haul (public) vehicles bring an average of.51 TPD per vehicle. PCE - Passenger-Car Equivalency factor

15 Trip Distribution and Assignment The operation of the proposed MRF expansion would have different types of vehicles and trip purposes, originating and destined to various areas in the region. As shown in the project trip generation, collection truck trips, transfer truck trips, commodity truck trips, and employee/visitor trips would be destined to, and originating from, the project site. Therefore, separate trip distribution percentages were established for the different types of project trips. Figures 3A & 3B, 4A & 4B, 5A & 5B, and 6 illustrate the different trip distribution percentages for the collection truck trips, transfer truck trips, commodity truck trips, and employee/visitor trips, respectively (Figures A are inbound truck trips and Figures B are outbound truck trips). As shown in Figures 3A (inbound trucks) and 3B (outbound trucks), collection trucks, which generally leave the site empty and return with loads of (recycled) materials, would primarily be destined to expanded service areas to the north and south via I-71, and the areas to the east and west via I-15, using the Garfield Avenue/I-15 ramp interchange. Because of the existing congestion on Garfield Avenue, adjacent to the residential area, between I-15 and Petterson Lane, during the peak hours the proposed project would route all outbound truck traffic from the project site to travel southbound on Garfield Avenue. As shown in Figures 4A (inbound trucks) and 4B (outbound trucks), transfer trucks, which generally enter the site empty and leave with loads of trash, would primarily be destined to landfills in the inland areas of Los Angeles County located to the north and east of the project site. Because of the existing congestion on Garfield Avenue, adjacent to the residential area, between I-15 and Petterson Lane, during the peak hours the proposed project would route all outbound truck traffic from the project site to travel southbound on Garfield Avenue. As shown in Figures 5A (inbound trucks) and 5B (outbound trucks), commodities trucks, which generally enter the site empty and leave with loads of commodities, would primarily be destined to the Ports of Los Angeles and/or Long Beach located to the south of the project site. All commodities trucks (1 percent) would use the I-71/Rosecrans Avenue interchange to access I-71 which provides direct access to the Ports. As shown in Figure 6, employees and visitors would have a distribution pattern similar to peak hour commute passenger car traffic with traffic spread throughout the study area, including all local and regional transportation facilities. The trip distribution percentages at each intersection were applied to the proposed project s a.m. and p.m. peak hour trip generation estimates to calculate the project trip assignment (i.e., turn movement volumes that the project would generate at each study area intersection). Figure 7a illustrates the combined trip assignment for the proposed project (without the adjustment for PCE) based on the actual number of vehicles, while Figure 7b illustrates the combined trip assignment with adjustment for PCE. The PCE volumes shown were used for the intersection peak hour level of service analysis. CalMet Royal MRF Expansion TIA Page 11

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25 3. EXISTING CONDITIONS ANALYSIS The following section describes the existing traffic conditions in the project study area. Existing Conditions Intersection Geometrics and Traffic Volumes Existing weekday a.m. and p.m. peak hour traffic volumes were collected in early-may 212 at the study area intersections. Those 212 traffic counts were then adjusted to year 214 traffic conditions by applying an ambient growth factor of.72 percent per year (or 1.44 growth factor) consistent with regional modeling conducted for the LA CMP. Figure 8 illustrates the existing traffic controls and lane geometrics at the study area intersections. Figure 9 illustrates the existing weekday a.m. and p.m. peak hour traffic volumes at the study intersections. The raw traffic volume count sheets are provided in Appendix A. The raw traffic volumes indicate number of existing passenger-cars and pickup trucks; two-axle medium trucks (collection trucks and other similarly sized trucks); and, three+ axle heavy trucks. This information was used for passenger-car equivalence factors (PCEs). For purposes of the intersection peak hour level of service analyses, all existing (baseline) traffic volumes were converted to PCE volumes to provide for an apples to apples analysis. Levels of Service Analysis Based on the analysis methodology described in Section 1., the existing weekday a.m. and p.m. peak hour traffic volumes (in PCE) were input into the Traffix LOS software to determine the existing intersection V/C ratios and resulting LOS values. Table F presents the results of the existing intersection LOS analysis for the weekday a.m. and p.m. peak hours. The LOS calculation sheets are provided in Appendix B. Table F Existing Peak Hour Intersection Level of Service Summary Peak Hour Peak Hour Intersection Control V/C LOS V/C LOS 1. Garfield Avenue/I-15 WB ramps signal.684 B.624 B 2. Garfield Avenue/I-15 EB ramps signal.77 C.938 E 3. Garfield Avenue/Mendy Street signal.583 A.58 A 4. Garfield Avenue/Petterson Lane signal.575 A.488 A 5. Garfield Avenue/Rosecrans Avenue signal.898 D.855 D 6. Orange Avenue/Rosecrans Avenue signal.689 B.674 B 7. I-71 NB ramps/rosecrans Avenue signal.56 A.512 A 8. I-71 SB ramps/rosecrans Avenue signal.714 C.659 B 9. Paramount Boulevard/Rosecrans Ave signal.748 C.95 E 1. Garfield Avenue/Alondra Boulevard signal.78 C.873 D 11. I-71 NB ramps/alondra Boulevard signal.647 B.849 D 12. I-71 SB ramps/alondra Boulevard 1-way stop 11.8 sec B 19. sec C Notes: LOS determined using ICU method. CalMet Royal MRF Expansion TIA Page 21

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28 Based on the existing weekday a.m. and p.m. peak hour LOS analysis, all study area intersections are currently operating at LOS D or better in the a.m. and p.m. peak hours, with exception of the following intersections: Garfield Avenue/I-15 eastbound ramps (LOS E in p.m. peak hour) Paramount Boulevard/Rosecrans Avenue (LOS E in p.m. peak hour) Transit Service Transit services in the project vicinity are provided by the Los Angeles Metropolitan Transportation Authority (MTA). The following lines service the project area: Line 125 El Segundo to Norwalk Line 125 traverses Rosecrans Avenue starting at Plaza El Segundo (at Sepulveda Boulevard) and ending at the Norwalk Transit Station, east of I-65. Major stops along the way include: Douglas Station, Rosecrans Transitway Station, Compton Station, and the Martin Luther King Jr. Transit Center. Line 125 has stops nearest to the project site at the intersection of Garfield Avenue/Rosecrans Avenue. During the weekdays, service on Line 125 starts at 4:25 a.m. and ends at 9:33 p.m. On Saturdays, Line 125 service starts at 5:1 a.m. and ends at 9:2 p.m. On Sundays and holidays, Line 125 service starts at 6: a.m. and ends at 8:45 p.m. Line 258 Paramount to Alhambra Line 258 traverses Garfield Avenue and Eastern Avenue starting near Paramount City Hall at Paramount Boulevard/Jackson Street and ending at the Garfield Avenue/Bay State Street in Alhambra. Line 258 has stops nearest to the project site at the intersection of Garfield Avenue/Mendy Street. During the weekdays, service on Line 258 starts at 5:38 a.m. and ends at 8:4 p.m. There is no service on this line on Saturdays, Sundays, and holidays. Pedestrian and Bicycle Facilities Currently, there are continuous sidewalks that exist along both sides of Garfield Avenue in the project vicinity. Per the project site plan (Figure 2), there is a sidewalk planned along the south side of Petterson Lane, and parts of the north side with exception along the DWP ROW. There are three basic categories of bike trails within the City, as defined by Caltrans. Class 1 bike paths involve designs which are completely separated from traffic lanes. Class 2 paths are onstreet paths that are located along the edge of a street with a striped lane denoting this bike path. Class 3 paths also are located along a street edge, but are not striped. These paths are identified by street signs only. Currently, there are no Class 1, 2, or 3 bicycle facilities along Garfield Avenue. Existing plus Project Conditions Traffic generated by the proposed project was added to the Existing Baseline scenario and the project impacts on the circulation system were analyzed. This scenario would determine project-specific impacts and mitigation measures (if required). Traffic Volumes The proposed project trip assignments (in PCEs) for the weekday a.m. and p.m. peak hours, noted in Figure 7b, were added to the Existing Baseline weekday a.m. and p.m. peak hour traffic CalMet Royal MRF Expansion TIA Page 24

29 volumes in Figure 9, which resulted in the Existing plus Project traffic volumes. Figure 1 illustrates the Existing plus Project weekday a.m. and p.m. peak hour traffic volumes at the study intersections. Levels of Service Analysis Based on the analysis methodology described in Section 1., the Existing plus Project weekday a.m. and p.m. peak hour traffic volumes were input into the Traffix LOS software to determine the intersection ICU and LOS values. Table G presents the results of the Existing plus Project intersection LOS analysis, while the LOS calculation sheets are provided in Appendix B. Based on the Existing plus Project LOS analysis, and the significance criteria of the City (shown in Table C above), the proposed project would not create any significant impacts at most of the study area intersections as most of them would continue to operate without a significant increase in V/C ratios, except for the following: Garfield Avenue/Petterson Lane (LOS C in p.m. peak hour with a V/C increase of.114 V/C) Garfield Avenue/Rosecrans Avenue (LOS E in a.m. peak hour with a V/C increase of.76 V/C; and, LOS D in p.m. peak hour with a V/C increase of.34 V/C) I-71 northbound ramps/alondra Boulevard (LOS D in p.m. peak hour with a V/C increase of.34 V/C) Mitigation measures will be required from the proposed project to mitigate the project-added V/C increases to levels of insignificance. CalMet Royal MRF Expansion TIA Page 25

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31 Intersection Table G Existing plus Project Intersection Level of Service Summary Control Existing Condition Existing plus Project Peak Hour Peak Hour Peak Hour Peak Hour Difference V/C LOS V/C LOS V/C LOS 1. Garfield Avenue/I-15 WB ramps signal.684 B.624 B.684 B.626 B Garfield Avenue/I-15 EB ramps signal.77 C.938 E.779 C.939 E Garfield Avenue/Mendy Street signal.583 A.58 A.63 B.582 A Garfield Avenue/Petterson Lane signal.575 A.488 A.773 C.62 C Garfield Avenue/Rosecrans Avenue signal.898 D.855 D.974 E.889 D Orange Avenue/Rosecrans Avenue signal.689 B.674 B.72 C.68 B I-71 NB ramps/rosecrans Avenue signal.56 A.512 A.568 A.518 A I-71 SB ramps/rosecrans Avenue signal.714 C.659 B.716 C.659 B Paramount Blvd/Rosecrans Ave signal.748 C.95 E.778 C.95 E Garfield Ave/Alondra Boulevard signal.78 C.873 D.724 C.874 D I-71 NB ramps/alondra Boulevard signal.647 B.849 D.667 B.883 D I-71 SB ramps/alondra Boulevard 1-way stop 11.8 sec B 19. sec C 12.1 sec B 19. sec C +.3 sec. sec Notes: LOS determined using ICU method. BOLD value indicates significant project impact per City s Significance Criteria (per Table C above) V/C LOS CalMet Royal MRF Expansion TIA Page 27

32 4. OPENING YEAR 216 TRAFFIC CONDITIONS This section describes the future traffic conditions related to the following traffic scenarios: Opening Year 216 Baseline Opening Year 216 plus Project Opening Year 216 Condition The proposed project is anticipated to be built and fully operational by year 216. Opening year traffic in this scenario was forecast for 216 by applying an ambient growth rate and traffic from approved/pending projects (if any) to the existing traffic volumes. Traffic Controls and Intersection Geometrics Figure 11 illustrates the 216 geometrics assumed at the study area intersections. Per the City, there is one Capital Improvement Program project within the study area: the re-striping of Garfield Avenue from a four-lane roadway to a six-lane roadway within the City limits. This improvement is consistent with the City s Circulation Element. Therefore, three-through-lane approaches were assumed in both directions of Garfield Avenue (north- and southbound) at the following study area intersections: Garfield Avenue/Mendy Street Garfield Avenue/Petterson Lane Garfield Avenue/Rosecrans Avenue Garfield Avenue/Alondra Boulevard For the remaining study area intersections, no improvements are planned in the City s Capital Improvement Program. Therefore, the existing intersection traffic controls and geometrics were assumed for those intersections in the 216 level of service analysis. Traffic Volumes Opening year traffic in this scenario was forecast for 216 by applying an ambient growth rate (.72 percent per year), provided in the CMP (Exhibit D-1, General Traffic Volume Growth Factors, 21 CMP), to the existing (adjusted) 214 traffic volumes. There were no approved and pending projects (i.e. cumulative projects) that would generate a significant amount of peak hour traffic identified within the project s vicinity so no additional trips were added to the opening year condition. There is one pending development, the Paramount Drive-In Theater proposed at the existing swap meet site west of Paramount Boulevard/All America City Way, however, the proposed drive-in would nominal trips during the weekday p.m. peak hour. The ambient growth rate was applied to the existing traffic volumes to derive the Opening Year 216 Baseline traffic volumes. Figure 12 illustrates the resulting Opening Year 216 Baseline weekday a.m. and p.m. peak hour traffic volumes. As previously indicated, the baseline traffic volumes indicated the number of existing passengercars and pickup trucks; two-axle medium trucks (collection trucks and other similarly sized trucks); and, three+ axle heavy trucks. This information was used for passenger-car equivalence factors (PCEs). For purposes of the intersection peak hour level of service analyses, all future baseline traffic volumes were converted to PCE volumes to provide for an apples to apples analysis. CalMet Royal MRF Expansion TIA Page 28

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35 Intersection Levels of Service The Opening Year 216 Baseline weekday a.m. and p.m. peak hour traffic volumes (in PCE) were input into the Traffix LOS software to determine the ICU and resulting LOS values. Table H presents the results of the Opening Year 216 Baseline intersection LOS analysis, while the LOS calculation sheets are provided in Appendix B. Table H Opening Year 216 Peak Hour Intersection Level of Service Summary Peak Hour Peak Hour Intersection Control V/C LOS V/C LOS 1. Garfield Avenue/I-15 WB ramps signal.692 B.628 B 2. Garfield Avenue/I-15 EB ramps signal.78 C.95 E 3. Garfield Avenue/Mendy Street signal.453 A.467 A 4. Garfield Avenue/Petterson Lane signal.435 A.375 A 5. Garfield Avenue/Rosecrans Avenue signal.889 D.829 D 6. Orange Avenue/Rosecrans Avenue signal.698 B.683 B 7. I-71 NB ramps/rosecrans Avenue signal.566 A.518 A 8. I-71 SB ramps/rosecrans Avenue signal.723 C.667 B 9. Paramount Boulevard/Rosecrans Ave signal.757 C.917 E 1. Garfield Avenue/Alondra Boulevard signal.675 B.875 D 11. I-71 NB ramps/alondra Boulevard signal.654 B.86 D 12. I-71 SB ramps/alondra Boulevard 1-way stop 12. sec B 19.6 sec C Notes: LOS determined using ICU method. Based on the Opening Year 216 Baseline weekday a.m. and p.m. peak hour LOS analysis, all study area intersections are forecast to continue to operate at LOS D or better in the a.m. and p.m. peak hours, with exception of the following intersections: Garfield Avenue/I-15 eastbound ramps (LOS E in p.m. peak hour) Paramount Boulevard/Rosecrans Avenue (LOS E in p.m. peak hour) Opening Year 216 plus Project Condition Traffic generated by the proposed project was added to the Opening Year 216 Baseline scenario and the project impacts on the circulation system were analyzed. This scenario would also determine project-specific impacts and mitigation measures (if required). Traffic Volumes The proposed project trip assignment in PCE noted in Figure 7b was added to the Opening Year 216 Baseline weekday a.m. and p.m. peak hour traffic volumes shown in Figure 12. This resulted in the Opening Year 216 plus Project traffic volumes. Figure 13 illustrates the Opening Year 216 plus Project weekday a.m. and p.m. peak hour traffic volumes. Intersection Levels of Service Based on the analysis methodology described in Section 1., the Opening Year 216 plus Project weekday a.m. and p.m. peak hour traffic volumes were input into the Traffix LOS software to determine the intersection ICU and LOS values. Table I presents the results of the Opening Year 216 plus Project intersection LOS analysis, while the LOS calculation sheets are provided in Appendix B. CalMet Royal MRF Expansion TIA Page 31

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37 Table I Opening Year 216 plus Project Intersection Level of Service Summary Opening Year 216 Baseline Opening Year 216 plus Project Peak Hour Peak Hour Peak Hour Peak Hour Difference Intersection Control V/C LOS V/C LOS V/C LOS V/C LOS 1. Garfield Avenue/I-15 WB ramps signal.692 B.628 B.693 B.633 B Garfield Avenue/I-15 EB ramps signal.78 C.95 E.788 C.951 E Garfield Avenue/Mendy Street signal.453 A.467 A.484 A.468 A Garfield Avenue/Petterson Lane signal.435 A.375 A.617 B.473 A Garfield Avenue/Rosecrans Avenue signal.889 D.829 D.963 E.857 D Orange Avenue/Rosecrans Avenue signal.698 B.683 B.71 C.688 B I-71 NB ramps/rosecrans Avenue signal.566 A.518 A.575 A.524 A I-71 SB ramps/rosecrans Avenue signal.723 C.667 B.725 C.667 B Paramount Blvd/Rosecrans Ave signal.757 C.917 E.787 C.917 E Garfield Ave/Alondra Boulevard signal.675 B.875 D.691 B.875 D I-71 NB ramps/alondra Boulevard signal.654 B.86 D.675 B.894 D I-71 SB ramps/alondra Boulevard 1-way stop 12. sec B 19.6 sec C 12.2 sec B 19.6 sec C +.2 sec. sec Notes: LOS determined using ICU method. BOLD value indicates significant project impact per City s Significance Criteria (per Table C above) CalMet Royal MRF Expansion TIA Page 33

38 Based on the Opening Year 216 plus Project LOS analysis, and the significance criteria of the City (shown in Table C above), the proposed project would not create any significant impacts at most of the study area intersections as most of them would continue to operate without a significant increase in V/C ratios, except for the following: Garfield Avenue/Rosecrans Avenue (LOS E in a.m. peak hour with a V/C increase of.74 V/C; and, LOS D in p.m. peak hour with a V/C increase of.28 V/C) I-71 northbound ramps/alondra Boulevard (LOS D in p.m. peak hour with a V/C increase of.34 V/C) Mitigation measures will be required from the proposed project to mitigate the project-added V/C increases to levels of insignificance. CalMet Royal MRF Expansion TIA Page 34

39 5. PROJECT ACCESS, CIRCULATION AND QUEUING The following section discusses the proposed project s access and circulation characteristics. If required, mitigation measures will be proposed to mitigate impacts to less than significant levels. Project Access The proposed MRF patrons will access the site by an existing signalized intersection at Garfield Avenue and Petterson Lane. The applicant is requesting that the western half of Petterson Lane be abandoned so the existing roadway can be incorporated into the project. The roadway will be widened to accommodate three inbound lanes and one out-bound lane for the trucks. The applicant is proposing to reconstruct the portions of the existing Petterson Lane and Garfield Avenue. As shown in the site plan (Figure 2), there are two options for the configuration of the inbound lanes at the Garfield Avenue/Petterson Lane intersection. Option A would have minimal impact on the existing right-of-way (ROW) at the intersection, specifically on the right turn movement on the southbound approach. The curb radius would be widened to accommodate the higher truck volumes entering the site, and all vehicles, including southbound right turning vehicles, would be controlled by the existing traffic signal. The LOS analysis for the Existing plus Project and Opening Year 216 plus Project above, assume the conservative Option A configuration. Based on the LOS analysis, the intersection, in the Opening Year 216 plus Project condition, is forecast to operate at LOS B (.617 V/C) in the a.m. peak hour, and LOS A (.473 V/C) in the p.m. peak hour. This assumes the City s Capital Improvement project that would restripe Garfield Avenue from a four-lane roadway to a six-lane roadway. Addition of the project traffic to this intersection under the Option A access configuration would not create a significant impact as the intersection would not operate at LOS E or F. The Option B access configuration would provide for a southbound free right-turn lane into the project site. While this configuration would be the preferred configuration since it would reduce the potential queuing of trucks on southbound Garfield Avenue, it would require additional ROW from the City and the City of Los Angeles Department of Water and Power (DWP), as well as a signal relocation/modification of the existing traffic signal at Garfield Avenue/Petterson Lane. Although there were no LOS impacts found with Option A, Option B would likely further reduce impacts as southbound right turning vehicles (primarily truck traffic from the proposed project) would not be delayed at the intersection. Circulation Incoming waste collection trucks will enter the site using a dedicated lane. The trucks will then proceed to the automated scales where the loads will be weighed. After being weighed, the trucks will proceed to the fully enclosed receiving building where the loads will be unloaded or tipped in designated areas (source separated recyclables and MSW). The unloaded, empty trucks will exit the facility onto Petterson Lane. The processing of the waste will initially involve the removal of wood and metal from the MSW. The processing will continue with the MSW being moved to the source separation lines (both manual and automated) where other recyclable materials such glass, paper, cardboard, metal, and plastic will be removed. The recovered materials (metals, plastic, cardboard, etc.) will then be baled and stored until these materials are loaded onto trucks or shipping containers for transport out of the facility to those businesses that will use the recycled products. Residual solid waste that cannot be recycled will be loaded onto transfer trucks for disposal at area landfills or transformation facilities. CalMet Royal MRF Expansion TIA Page 35

40 All project-related vehicular circulation (noted above) would occur on-site and would not impact any public streets and/or pedestrian/bicycle facilities. Queuing As indicated above in the Opening Year 216 plus Project LOS analysis, the primary access intersection of Garfield Avenue/Petterson Lane is forecast to operate at LOS B (.617 V/C) in the a.m. peak hour, and LOS A (.473 V/C) in the p.m. peak hour in the Opening Year 216 plus Project condition. Addition of the project traffic to this intersection under the Option A access configuration would not create a significant impact as the intersection would not operate at LOS E or F. Option B, with the free southbound right-turn lane, would likely further reduce impacts as southbound right turning vehicles (primarily truck traffic from the proposed project) would not be delayed at the intersection. Based on the LOS analysis the following traffic volumes, in passenger-car equivalents (PCE) to ensure that project-related trucks are properly analyzed, are forecast on the following approaches at the Garfield Avenue/Petterson Lane intersection: Northbound left turn lane o 132 vehicles (PCE) in the a.m. peak hour o 13 vehicles (PCE) in the p.m. peak hour Using the engineering rule-of-thumb vehicle storage requirement of one foot per vehicle, a minimum of 132 feet (for the higher volume in the a.m. peak hour) of storage is required. The existing northbound left turn lane has a storage capacity of approximately 1 feet, however, the painted median on Garfield Avenue, south of Petterson Lane can accommodated an additional 32 feet of queuing. Therefore, it is anticipated that the forecast northbound queues at Garfield Avenue/Petterson Lane would not spill over into the northbound through travel lanes on Garfield Avenue. Eastbound approach (shared left and right turn lane) o 214 vehicles (PCE) in the a.m. peak hour o 135 vehicles (PCE) in the p.m. peak hour Using the engineering rule-of-thumb vehicle storage requirement of one foot per vehicle, a minimum of 214 feet (for the higher volume in the a.m. peak hour) of storage is required. Per the site plan (Figure 2), the proposed eastbound approach lane is planned to have a length of approximately 57 feet, therefore the forecast queue can be accommodated. Southbound approach (shared through plus right turn lane, and one dedicated through lane) o o 216 right-turning vehicles (PCE), and a total of 1,563 vehicles (PCE) in the a.m. peak hour 282 right-turning vehicles (PCE), and a total of 1,295 vehicles (PCE) in the p.m. peak hour Using the engineering rule-of-thumb vehicle storage requirement of one foot per vehicle, a minimum of 1,563 feet, or 782 feet when divided over two lanes (for the higher volume in the a.m. peak hour) of storage is required. On Garfield Avenue, the distance between Petterson Lane and Mendy Street (upstream intersection) is approximately 64 feet. Since the Garfield Avenue/Petterson Lane intersection is a T-intersection, more green time is available for the major north-south through movements. Therefore, it is CalMet Royal MRF Expansion TIA Page 36