5.3 TRAFFIC, CIRCULATION AND PARKING

Transcription

1 5.3 TRAFFIC, CIRCULATION AND PARKING This section is based upon the Downtown Lancaster Specific Plan Traffic Impact Analysis (April 2, 2008) and the Downtown Lancaster Specific Plan Parking Analysis (May 14, 2007) prepared by RBF Consulting; refer to Appendix C, Traffic Impact and Parking Analysis and the Lancaster Boulevard/10th Street West Roundabout Feasibility Report (August 6, 2007) prepared by Roundabouts & Traffic Engineering; refer to Appendix L, Roundabout Feasibility Report. The purpose of the Traffic Impact Analysis is to evaluate development of the proposed project from a traffic and circulation standpoint. The evaluation considers impacts on local roadways and intersections, as well as regional transportation facilities. The purpose of the Parking Analysis is to evaluate development of the proposed project from a parking standpoint. Mitigation measures are recommended, if necessary, to avoid or reduce project impacts on traffic, circulation and parking. The purpose of the Roundabout Analysis is to provide a comparative analysis of the operational performance, in terms of capacity and safety, of a modern roundabout versus a traffic signal at the identified intersection. The following analysis scenarios are evaluated in the traffic study: Existing conditions; Forecast Year 2030 Without DLSP Conditions; Forecast Year 2030 With DLSP Conditions With Four-lane Lancaster Boulevard Conditions; and Forecast Year 2030 With DLSP Conditions With Two-lane Lancaster Boulevard Conditions. The following analysis scenarios are evaluated in the parking study: Existing Conditions; and Existing With Forecast Project Conditions. The following analysis scenarios are evaluated in the roundabout study: Forecast Year 2030 Without Roundabout at Lancaster Boulevard/10th Street West; and Forecast Year 2030 With Roundabout at Lancaster Boulevard/10th Street West ENVIRONMENTAL SETTING STUDY AREA Traffic Analysis The Downtown Lancaster Specific Plan (DLSP) study area includes roadways and intersections near the proposed project and those locations where project-generated traffic could cause a significant impact. Exhibits 5.3-1a and 5.3-1b, Study Area Intersections, illustrate the 60 intersections selected for study through consultations with City staff. These are intersections deemed to potentially experience significant impacts from the proposed project and therefore warrant detailed analysis. Additionally, average daily traffic (ADT) counts were collected at 83 roadway segments in the DLSP area. Final August Traffic, Circulation and Parking

2 10TH ST GADSDENAVE ELM AVE JACKMAN ST 11TH ST KETTE RING ST DATE AVE CEDAR AVE BEECH AVE METROLINK KILDARE ST FIG AVE GENOA AVE NEWGROVE ST Legend: Study Intersection Project Boundary NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Study Area Intersections Exhibit 5.3-1a

3 FIG AVE 10TH ST WEST 23RD ST 15TH ST WEST 20TH ST WEST JACKMAN ST NEWGROVE ST METROLINK DIVISION ST CEDAR AVE -8 Legend: Project Boundary Study Intersection Location NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Study Area Intersections Exhibit 5.3-1b

4 The purpose of the Congestion Management Program (CMP) is to develop a coordinated approach to managing and decreasing traffic congestion by linking the various transportation, land use and air quality planning programs throughout the County. The program is consistent with the Southern California Association of Governments (SCAG). The CMP program requires review of substantial individual projects which may, on their own, impact the CMP transportation system. According to the CMP, proposed projects, which meet the following criteria, shall be evaluated: 1 All CMP arterial monitoring intersections, including monitored freeway on- or off-ramp intersections, where the proposed project would add 50 or more trips during either the weekday AM or PM peak hours (of adjacent street traffic). Mainline freeway monitoring locations where the project would add 150 or more trips, in either direction, during either the weekday AM or PM peak hours. Based on CMP guidelines, no intersections meet the criteria for CMP intersection analysis. However, the following CMP monitoring freeway mainline segments are within the study area: SR-14, north Avenue I; and SR-14, south of Avenue J-8. The purpose of the Caltrans Guide for the Preparation of Traffic Impact Studies is to provide a safe and efficient State transportation system, provide consistency and uniformity in the identification of traffic impacts generated by local land use proposals, and consistency and equity in the identification of measures to mitigate the traffic impacts generated by land use proposals. 2 The Caltrans traffic studies guide identifies review of substantial individual projects, which may, on their own, impact the State Highway transportation system. The following study intersections are included in the State Highway study area: 23rd Street-SR-14 Southbound On-Ramp/Avenue I; SR-14 Southbound Off-Ramp/Avenue I; SR-14 Northbound Ramps/Avenue I; 20th Street West/SR-14 Northbound Off-Ramp; and SR-14 Southbound On-Ramp/Avenue J-8. The following study freeway segments are included in the State Highway study area: SR-14, north Avenue I; and SR-14, south of Avenue J-8. Parking Analysis Exhibit 5.3-2, Parking Study Area, shows the parking study area included in the parking analysis. 1 Metropolitan Transportation Authority, Congestion Management Program for Los Angeles County, July State of California Department of Transportation, Guide for the Preparation of Traffic Impact Studies, December Final August Traffic, Circulation and Parking

5 10TH ST FIG AVE ELMAVE BEECH AVE FIGAVE KETTERING ST B-43 METROLINK B-53 B-54 11TH ST KILDARE ST B-3 A-2 B-6 B-4 A-5 B-32 B-28 B-1 B-33 B-29 B-2 A-1 B-34 A-4 A-9 A-3 A-7 A-8 B-9 B-5 B-7 B-12 B-10 B-8 A-12 A-10 A-6 A-19 A-13 B-36 B-37 B-35 A-14 A-15 B-26 B-27 B-30 B-31 A-16 A-17 B-39 B-40 A-21 A-22 A-11 B-13 B-11 B-14 A-18 A-23 B-41 B-42 A-20 A-24 B-38 B-45 A-25 B-44 B-47 B-15 B-16 A-26 B-46 B-20 CEDAR AVE B-48 A-27 B-17 B-18 A-28 B-50 B-55 B-49 A-29 B-22 A-30 B-23 B-21 B-19 A-31 B-56 A-32 B-24 B-25 A-33 DATE AVE B-57 B-58 GENOA AVE GADSDEN AVE B-51 B-52 Legend: On-Street Parking Area Project Boundary NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Parking Study Area Exhibit 5.3-2

6 Roundabout Analysis The City of Lancaster has an existing traffic signal at the intersection of Lancaster Boulevard and 10th Street West. A modern roundabout is being considered for the intersection with implementation of the DLSP. Therefore, the study area for the roundabout analysis is the intersection of Lancaster Boulevard and 10th Street West. ANALYSIS METHODOLOGY Traffic Analysis Level of service (LOS) is commonly used as a qualitative description of intersection operation and is based on the capacity of the intersection and the volume of traffic using the intersection. The Intersection Capacity Utilization (ICU) analysis method is utilized in this study to determine the operating LOS of signalized study intersections and the Highway Capacity Manual (HCM) analysis methodology is utilized to determine the operating LOS of unsignalized study intersections. Intersection Capacity Utilization (ICU) Methodology The ICU analysis methodology describes the operation of a signalized intersection using a range of LOS from LOS A (free-flow conditions) to LOS F (severely congested conditions), based on corresponding Volume/Capacity (V/C) ratios shown in Table 5.3-1, LOS and V/C Ratio Ranges Signalized Intersections. Table LOS and V/C Ratio Ranges - Signalized Intersections LOS V/C Ratio A < 0.60 B > 0.60 to < 0.70 C > 0.70 to < 0.80 D > 0.80 to < 0.90 E > 0.90 to < 1.00 F > 1.00 Source: 1990 Transportation Research Board. Highway Capacity Manual (HCM) Methodology The 2000 HCM operational analysis methodology describes the operation of an unsignalized intersection using a range of LOS from LOS A (free-flow conditions) to LOS F (severely congested conditions), based on delay experienced per vehicle as shown in Table 5.3-2, LOS and Delay Ranges Unsignalized Intersections. Final August Traffic, Circulation and Parking

7 Table LOS and Delay Ranges - Unsignalized Intersections LOS V/C Ratio A < 10.0 B > 10.0 to < 15.0 C > 15.0 to < 25.0 D > 25.0 to < 35.0 E > 35.0 to < 50.0 F > 50.0 Source: 2000 Highway Capacity Manual. LOS is based on the average stopped delay per vehicle for all movements of all-way stopcontrolled intersections; for one-way or two-way stop-controlled intersections, LOS is based on the worst stop-controlled approach. CMP Freeway Segment Analysis Methodology The CMP advocates the use of the HCM analysis methodology to analyze the operation of freeway segments. HCM analysis methodology describes the operation of a basic freeway segment using a range of LOS from LOS A to LOS F based on corresponding density (passenger cars/mile/lane) shown in Table 5.3-3, LOS and Density Ranges for Freeway Segments. Table LOS and Density Ranges for Freeway Segments LOS Density (pc/mi/ln) A < 11.0 B 11.1 < 18.0 C 18.1 < 26.0 D 26.1 < 35.0 E 35.1 < 45.0 pc/mi/ln = passenger cars per mile per lane. State Highway Intersection Analysis Methodology Caltrans advocates use of HCM intersection analysis methodology to analyze the operation of signalized and unsignalized intersections. The HCM analysis methodology describes the operation of an intersection using a range of LOS from LOS A (free-flow conditions) to LOS F (severely congested conditions), based on the corresponding stopped delay experienced per vehicle as shown in Table 5.3-4, State Highway LOS and Delay Ranges. Final August Traffic, Circulation and Parking

8 Table State Highway LOS and Delay Ranges LOS Signalized Intersections Delay (seconds/vehicle) Unsignalized Intersections A < 10.0 < 10.0 B > 10.0 to < 20.0 > 10.0 to < 15.0 C > 20.0 to < 35.0 > 15.0 to < 25.0 D > 35.0 to < 55.0 > 25.0 to < 35.0 E > 55.0 to < 80.0 > 35.0 to < 50.0 F > 80.0 > 50.0 Source: 2000 Highway Capacity Manual. LOS is based on the average stopped delay per vehicle for all movements of signalized intersections and all-way stop-controlled intersections; for one-way or two-way stop-controlled intersections, LOS is based on the worst stop-controlled approach. State Highway Freeway Segment Analysis Methodology Caltrans advocates the use of HCM analysis methodology to analyze the operation of freeway segments. The HCM analysis methodology describes the operation of a basic freeway segment using a range of LOS from LOS A (free-flow conditions) to LOS F (severely congested conditions based on corresponding density (passenger cars/mile/lane) shown in Table Parking Analysis Parked vehicle demand counts were taken on Thursday, April 20, 2006, between the hours of 9:00 AM to 7:00 PM in 60-minute increments. Roundabout Analysis A geometric analysis of the proposed roundabout using the roundabout design software tool RODEL (roundabout delay) was conducted. The RODEL calculations provide the initial lane geometry and capacity requirements for the roundabout design alternative based on the design year traffic volumes. RODEL is based on empirical equations (observed and checked from field data) and utilizes specific geometric relationships to determine the capacity requirements of a roundabout. In general, RODEL calculates the required geometry for the roundabout to function within the desired capacity or, alternatively, to determine if the existing/planned geometry would be adequate with respect to capacity and delay. Since both the AM and PM peak hour volumes are part of the intersection design, separate RODEL calculations were completed for the intersection location to ensure the roundabout would operate appropriately under both peak hour traffic conditions. Separate RODEL calculations were completed for the design alternative to arrive upon the recommended configuration of the roundabout to ensure it would operate appropriately under both AM and PM 2030 traffic conditions. Final August Traffic, Circulation and Parking

9 PERFORMANCE CRITERIA For CEQA purposes, defined performance criteria are utilized to determine if a proposed project causes a significant impact. The City of Lancaster s target for peak hour intersection operation is LOS D or better. The CMP target for basic freeway segment operation is LOS E or better, except where base year conditions LOS is worse than LOS E; in such cases base year LOS is the standard. The Caltrans goal for peak hour intersection operation and basic freeway segment operation is LOS C or better. EXISTING ROADWAY SYSTEM The characteristics of the roadway system in the vicinity of the project area are described below: 10th Street West is a five- to six-lane divided roadway north of Avenue J-8 and a four-lane divided roadway south of Avenue J-8, with a continuous left-turn lane, trending in a north-south direction. On-street parking is prohibited on 10th Street West in the DLSP area. The posted speed limit on 10th Street west is 40 miles per hour north of Avenue J-8 and 45 miles per hour south of Avenue J-8. 10th Street West is classified as a major arterial in the City of Lancaster General Plan. 11th Street West is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on 11th Street West. 15th Street West is a two-lane undivided roadway north of Lancaster Boulevard and a four-lane divided roadway with a continuous left-turn lane south of Lancaster Boulevard, trending in a north-south direction. On-street parking is generally prohibited on 15th Street West, but is permitted between Avenue I and Lancaster Boulevard. The posted speed limit on 15th Street West varies from 35 to 45 miles per hour. 15th Street West is classified as a secondary arterial in the City of Lancaster General Plan. 20th Street West is a four- to six-lane divided roadway, with a continuous left-turn lane, trending in a north-south direction. On-street parking is prohibited on 20th Street West. The posted speed limit on 20th Street West is 50 miles per hour north of Avenue I and 45 miles per hour south of Avenue I. 20th Street West is classified as a major arterial in the City of Lancaster General Plan. 23rd Street West is a two-lane divided roadway, with a continuous left-turn lane, trending in a north-south direction. On-street parking is permitted on 23rd Street West. The posted speed limit on 23rd Street West is 45 miles per hour. Avenue I is a four- to six-lane divided roadway, with a continuous left-turn lane, trending in an east-west direction. On-street parking is prohibited on Avenue I. The posted speed limit on Avenue I varies from 40 to 45 miles per hour. Avenue I is classified as a major arterial in the City of Lancaster General Plan. Avenue J is a four- to six-lane divided roadway, with a continuous left-turn lane, trending in an east-west direction. On-street parking is prohibited on Avenue J. The posted speed limit on Avenue J varies from 40 to 45 miles per hour. Avenue J is classified as a major arterial in the City of Lancaster General Plan. Final August Traffic, Circulation and Parking

10 Avenue J-8 is a two- to four-lane divided roadway, with a continuous left-turn lane, trending in an east-west direction. On-street parking is permitted on the two-lane portion of Avenue J-8, east of 10th Street West. The posted speed limit on Avenue J-8 varies from 30 to 45 miles per hour west of 10th Street West and is 25 miles per hour east of 10th Street West. Avenue J-8 is classified as a secondary arterial in the City of Lancaster General Plan. Beech Avenue is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on Beech Avenue. Cedar Avenue is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on Cedar Avenue. Date Avenue is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on Date Avenue. Division Street is a two- to four-lane divided roadway, with a continuous left-turn lane, trending in a north-south direction. The posted speed limit on Division Street is 45 miles per hour. Division Street is classified as a major arterial in the City of Lancaster General Plan. Elm Avenue is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on Elm Avenue. Fig Avenue is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on Fig Avenue. Fig Avenue is discontinuous in the DLSP area, between Lancaster Boulevard and Kettering Street. Fern Avenue is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on Fern Avenue. Gadsden Avenue is a two-lane undivided roadway, trending in a north-south direction. Onstreet parking is permitted on Gadsden Avenue. Gadsden Avenue is discontinuous in the DLSP area, terminating on the north at Kildare Street. Genoa Avenue is a two-lane undivided roadway, trending in a north-south direction. On-street parking is permitted on Genoa Avenue. Genoa Avenue terminates on the north at Lancaster Boulevard. Kettering Street is a two-lane undivided roadway, trending in an east-west direction. On-street parking is permitted on Kettering Street. Kettering terminates on the west at Fern Avenue and to the east at Beech Avenue. Kildare Street is a two-lane undivided roadway, trending in an east-west direction. On-street parking is permitted on Kildare Street between 10th Street West and Gadsden Avenue and prohibited between Gadsden Avenue and Fern Avenue. Lancaster Boulevard is a four-lane divided roadway, with a continuous left-turn lane, trending in an east-west direction. On-street parking is permitted on Lancaster Boulevard. Lancaster Boulevard is classified as a secondary arterial in the City of Lancaster General Plan. Final August Traffic, Circulation and Parking

11 Milling Street is a two-lane undivided roadway trending in an east-west direction. On-street parking is permitted on Milling Street. Milling Street terminates on the west at Genoa Avenue and to the east at Sierra Highway. Newgrove Street is a two-lane undivided roadway trending in an east-west direction. On-street parking is permitted on Newgrove Street. Newgrove Street terminates on the east at Sierra Highway. Sierra Highway is a four- to six-lane divided roadway with a continuous left-turn lane trending in a northwest-southeast direction parallel to the Union Pacific Railroad. On-street parking is prohibited on Sierra Highway in the DLSP area with the exception of the westerly side of Sierra Highway between Milling Street and Newgrove Street. The posted speed limit on Sierra Highway is 50 miles per hour. Sierra Highway is classified as a major arterial in the City of Lancaster General Plan. EXISTING TRAFFIC OPERATIONS Existing Conditions Peak Hour Traffic Volumes In order to determine the existing operation of the study intersections, AM and PM peak hour intersection movement counts were taken in April 2006 and July The AM peak period intersection counts were taken from 7:00 AM to 9:00 AM and the PM peak period intersection counts were taken from 4:00 PM to 6:00 PM. The counts used in this analysis were taken from the highest hour within the peak period counted. Additionally, Parsons Brinckerhoff (PB) provided recent traffic count data collected in May 2007, at 22 intersection locations. ADT volumes for the roadway circulation system were collected in April 2006 and July 2007, with additional locations provided by PB at 22 segment locations, collected in May Exhibit 5.3-3, Area 1 Existing Peak Hour Intersection Volumes, Exhibit 5.3-4, Area 2 Existing Peak Hour Intersection Volumes, Exhibit 5.3-5, Area 3 Existing Peak Hour Intersection Volumes, and Exhibit 5.3-6, Area 4 Existing Peak Hour Intersection Volumes, show existing conditions weekday AM and PM peak hour volumes at the study intersections. Existing Conditions Weekday Peak Hour Level of Service Table 5.3-5, Existing Conditions AM and PM Peak Hour Intersection LOS, summarizes existing conditions AM and PM peak hour LOS of the study intersections. As indicated in Table 5.3-5, the study intersections are currently operating at an acceptable LOS (LOS D or better) according to City of Lancaster performance criteria for the AM and PM peak hours with the exception of the following two intersections: 20th Street West/SR-14 Northbound Off-Ramp (PM peak hour only); and Cedar Avenue/Avenue J (PM peak hour only). Final August Traffic, Circulation and Parking

12 10TH ST 11TH STREET WEST/ BOULEVARD 24/28 508/520 11TH ST W 1OTH STREET WEST/ KILDARE STREET 7/7 340/ GENOA AVENUE/ BOULEVARD 566/721 12/25 3/0 9/7 364/642 15/29 GENOA AVE 10TH ST W GENOA AVENUE/ REET 12/29 8/11 KILDARE ST GENOA AVE 11/23 5/19 10TH STREET WEST/ BOULEVARD 3 10TH ST W 62/53 184/ /201 GADSDEN AVENUE/ KILDARE STREET /17 6/15 19/34 467/678 16/16 9/43 40/31 436/669 0/9 4/14 121/ /455 55/69 59/61 290/382 73/54 18/22 5/23 149/ /593 90/121 GADSDEN AVE 20/32 20/26 KILDARE ST 9/41 31/34 11TH ST KILDARE ST 4 GENOA AVE GADSDEN AVE 8 9 FIG AVE KETTERING ST FIG AVE 15 GADSDEN AVENUE/ BOULEVARD GADSDEN AVE GADSDEN AVENUE/ REET GADSDEN AVE NUE/ KETTERING STREET 6/20 0/7 22/45 31/62 533/643 4/ /23 384/643 5/18 1/12 1/6 3/17 4/20 1/8 1/9 4/8 9/16 0/2 4/6 15/28 1/ /2 1/3 1/2 7/12 50/85 17/16 24/13 KETTERING ST 12/24 52/55 Legend: XX/XX AM/PM Peak Hour Volumes NUE/ KILDARE STREET KILDARE ST 21/23 30/17 65/99 15/19 51/58 18/34 NUE/ BOULEVARD 21/44 17/28 49/73 47/30 385/558 10/23 NUE/ REET 8/36 13/29 4/11 FIG AVENUE/ KETTERING STREET FIG AVE 0/0 29/23 4/1 KETTERING ST FIG AVENUE/ BOULEVARD FIG AVE 443/614 10/36 FIG AVENUE/ REET /61 1/4 2/1 473/581 1/3 495/539 13/24 13/16 21/38 15/31 26/55 2/5 2/14 4/9 13/37 11/21 7/38 10/23 24/49 5/11 3/1 30/34 2/7 0/1 0/0 1/1 0/1 0/1 7/7 10/24 14/24 9/14 25/29 1/14 FIG AVE 13/8 18/37 4/3 4/7 15/22 3/12 NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 1 Existing Peak Hour Intersection Volumes Exhibit 5.3-3

13 ELM AVENUE/ KETTERING STREET ELM AVE ELM AVENUE/ BOULEVARD ELM AVE ELM AVENUE/ REET ELM AVE DATE AVENUE/ KETTERING STREET DATE AVE METROLINK 3/1 26/25 4/1 3/0 6/8 7/7 5/7 26/29 16/16 KETTERING ST 17 24/17 399/610 13/6 11/12 35/42 3/ /6 50/38 8/2 12/35 7/2 28/16 56/38 405/561 15/18 3/14 6/9 2/15 6/8 12/20 7/2 2/3 22/37 2/3 1/2 17/26 1/1 4/0 32/25 9/1 5/0 8/9 3/8 17/6 28/23 16/12 KETTERING ST 5/20 62/20 4/ KETTE RING ST DATE AVENUE/ BOULEVARD 4/6 4/9 45/41 42/47 354/582 24/9 20 DATE AVE CEDAR AVENUE/ REET 14/10 441/569 10/12 10/12 1/8 5/25 CEDAR AVE DATE AVENUE/ REET 6/13 21/20 7/7 2/5 22/41 2/4 DATE AVE 11/8 35/39 3/6 BEECH AVENUE/ KETTERING STREET BEECH AVE CEDAR AVENUE/ KETTERING STREET /2 17/23 1/10 3/4 92/50 35/5 15/19 6/6 3/10 CEDAR AVE 14/19 5/6 5/4 KETTERING ST 23/29 36/39 17/32 BEECH AVENUE/ BOULEVARD BEECH AVE CEDAR AVENUE/ BOULEVARD 26/31 14/32 18/15 31/40 330/546 19/13 23 CEDAR AVE BEECH AVENUE/ REET 32/34 417/549 12/41 7/21 9/14 8/25 BEECH AVE ELMAVE DATE AVE 20 CEDAR AVE BEECH AVE /12 13/35 4/15 5/8 15/32 5/12 13/12 49/27 1/6 16/2 11/4 8/7 KETTERING ST 26 31/8 457/597 12/ /23 22/27 1/4 1/9 50/25 9/3 10/15 13/2 14/20 3/23 50/7 7/15 50/22 14/14 23/10 17/17 343/576 15/22 11/22 9/7 10/20 8/12 16/11 10/11 4/3 22/62 1/2 11/7 41/46 3/6 8/5 23/16 3/6 NEWGROVE ST 30 SIERRA HIGHWAY/ BOULEVARD 37/35 290/509 59/88 43/70 275/ / /36 307/374 87/73 69/70 267/ /166 SIERRA HIGHWAY/ REET 4/12 484/699 17/12 3/10 3/0 42/ /3 10/1 29/16 9/8 459/546 39/38 SIERRA HIGHWAY/ NEWGROVE STREET NEWGROVE ST 8/9 51/58 560/739 10/ /620 33/41 Legend: XX/XX AM/PM Peak Hour Volumes NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 2 Existing Peak Hour Intersection Volumes Exhibit 5.3-4

14 23RD ST-SR-14 SB ON-RAMP/ 8/62 10/50 8/35 21/21 472/515 86/217 SB ON-RAMP 23RD ST 20TH ST WEST/ 34/53 160/ /87 137/ /827 20/ /50 591/ /293 20TH ST WEST 27/33 682/ /166 29/ / /47 SR-14 SB OFF-RAMP/ SB OFF-RAMP 687/679 20TH ST WEST/ BOULEVARD 66/ /250 44/35 103/103 34/40 20TH ST WEST 33/90 351/ /202 SR-14 NB RAMPS/ /597 82/ /619 73/86 196/233 49/ / /198 37/42 NB OFF-RAMP NB ON-RAMP 20TH ST WEST/ 68/91 256/349 32/44 85/70 573/ / / / /483 0/1 193/207 20TH ST WEST 42/62 401/ / / / /477 23RD ST TH ST WEST TH ST WEST JACKMAN ST 10TH ST WEST TH ST WEST/ SR-14 NB OFF-RAMP 844/ TH ST WEST 507/ /308 NB OFF-RAMP 641/966 SR-14 SB ON-RAMP/ -8 SB ON-RAMP 377/ / TH ST WEST/ -8 72/87 382/ /693 20TH ST WEST 28/81 366/544 81/ TH ST WEST/ /163 56/43 64/ / / /787 77/50 61/79 167/91 431/558 71/ /57 113/73 80/30 15TH ST WEST 106/39 640/782 54/79 50/100 74/114 51/ TH ST WEST/ BOULEVARD 29/19 211/146 58/61 85/54 346/ / TH ST WEST 27/31 343/ /67 134/93 125/193 98/83 15TH ST WEST/ 37/60 194/233 76/60 74/79 628/ /183 15TH ST WEST 38/68 556/ /190 15TH ST WEST/ -8 15TH ST WEST 80/54 296/353 61/ TH ST WEST/ 101/ /255 42/58 10TH ST WEST 85/67 709/ /246 10TH ST WEST/ JACKMAN ST /125 94/117 16/18 337/ /638 30/12 101/91 157/207 42/41 199/ /307 84/185 49/59 385/ /285 44/70 561/549 24/115 64/77 333/226 90/139 41/21 379/576 31/21 10TH ST WEST 25/48 13/20 32/33 JACKMAN ST 25/47 361/615 20/56 Legend: XX/XX AM/PM Peak Hour Volumes NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 3 Existing Peak Hour Intersection Volumes Exhibit 5.3-5

15 10TH ST WEST/ NEWGROVE STREET 31/29 414/579 22/32 11/14 8/16 44/46 10TH ST WEST 41/36 23/12 27/28 NEWGROVE ST 33/55 378/653 12/50 10TH ST WEST/ 80/ / /159 10TH ST WEST 71/73 789/ /235 10TH ST WEST/ /242 69/ / /109 78/333 83/75 107/ /676 72/293 21/26 653/ /117 10TH ST WEST 28/34 130/83 36/ /52 751/ /101 10TH ST WEST JACKMAN ST NUE/ 3/2 9/1 7/19 6/30 576/ / /6 687/ /61 61/68 4/3 55/63 NUE/ JACKMAN STREET 9/10 71/67 6/2 5/1 18/72 21/ /7 17/66 11/1 JACKMAN ST 7/5 30/78 4/5 NUE/ NEWGROVE STREET 19/16 22/35 9/12 22/15 142/92 26/ /2 120/79 25/1 NEWGROVE ST 22/7 16/34 6/6 NEWGROVE ST METROLINK DIVISION ST 20/30 570/1221 NUE/ 7/17 22/41 14/13 806/1281 FIG AVENUE/ 11/5 38/9 19/35 FIG AVE 5/18 781/987 30/34 CEDAR AVENUE/ CEDAR AVE 5/18 735/1064 7/34 SIERRA HIGHWAY/ /18 8/25 20/30 627/ / /809 33/15 5/14 95/132 33/22 41/13 25/10 1/0 3/1 4/18 12/17 1/5 6/5 38/95 261/194 32/33 54/73 758/691 80/152 77/ /124 88/ FIG AVE -8 CEDAR AVE SIERRA HIGHWAY/ JACKMAN STREET 0/4 317/463 7/3 JACKMAN ST 4/4 0/0 13/ /10 0/0 0/1 0/1 234/414 12/22 SIERRA HIGHWAY/ 87/ /452 50/77 69/85 569/887 68/ / / /145 DIVISION STREET/ DIVISION ST 26/30 711/ /40 DIVISION STREET/ BOULEVARD 24/18 276/272 49/34 DIVISION ST DIVISION STREET/ /45 34/37 151/ /752 5/5 354/739 85/92 96/98 130/ / / /121 26/44 51/69 55/63 90/102 54/96 116/ /50 275/294 54/54 44/91 391/ /121 DIVISION ST 79/71 688/ /111 56/95 302/ /225 Legend: XX/XX AM/PM Peak Hour Volumes NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 4 Existing Peak Hour Intersection Volumes Exhibit 5.3-6

16 Table Existing Conditions AM and PM Peak Hour Intersection LOS Study Intersection AM Peak Hour PM Peak Hour V/C Delay LOS V/C Delay LOS 11th Street West/Lancaster Boulevard N/A 10.5 B N/A 10.4 B 10th Street West/Kildare Street N/A 11.8 B N/A 14.0 B 10th Street West/Lancaster Boulevard 0.46 N/A A 0.60 N/A A Genoa Avenue/Lancaster Boulevard N/A 12.5 B N/A 17.7 C Genoa Avenue/Milling Street N/A 8.5 A N/A 8.8 A Gadsden Avenue/Kildare Street N/A 8.8 A N/A 9.1 A Gadsden Avenue/Lancaster Boulevard 0.29 N/A A 0.39 N/A A Gadsden Avenue/Milling Street N/A 8.8 A N/A 9.2 A Fern Avenue/Kettering Street N/A 9.1 A N/A 9.1 A Fern Avenue/Kildare Street N/A 9.1 A N/A 9.6 A Fern Avenue/Lancaster Boulevard 0.30 N/A A 0.41 N/A A Fern Avenue/Milling Street N/A 9.4 A N/A 9.9 A Fig Avenue/Kettering Street N/A 8.8 A N/A 8.8 A Fig Avenue/Lancaster Boulevard N/A 13.2 B N/A 16.5 C Fig Avenue/Milling Street N/A 9.3 A N/A 9.5 A Elm Avenue/Kettering Street N/A 9.6 A N/A 9.4 A Elm Avenue/Lancaster Boulevard 0.27 N/A A 0.36 N/A A Elm Avenue/Milling Street N/A 9.5 A N/A 9.7 A Date Avenue/Kettering Street N/A 9.9 A N/A 9.5 A Date Avenue/Lancaster Boulevard 0.30 N/A A 0.35 N/A A Date Avenue/Milling Street N/A 7.1 A N/A 7.3 A Cedar Avenue/Kettering Street N/A 9.8 A N/A 9.7 A Cedar Avenue/Lancaster Boulevard 0.29 N/A A 0.35 N/A A Cedar Avenue/Milling Street N/A 7.2 A N/A 7.3 A Beech Avenue/Kettering Street N/A 9.4 A N/A 9.3 A Beech Avenue/Lancaster Boulevard 0.31 N/A A 0.34 N/A A Beech Avenue/Milling Street N/A 7.2 A N/A 7.3 A Sierra Highway/Lancaster Boulevard 0.39 N/A A 0.54 N/A A Sierra Highway/Milling Street N/A 20.6 C N/A 25.9 D Sierra Highway/Newgrove Street N/A 11.7 B N/A 13.6 B 23rd Street-SR 14 SB On-Ramp/Avenue I 0.48 N/A A 0.48 N/A A SR-14 SB Off-Ramp/Avenue I N/A 23.4 C N/A 23.8 C SR-14 NB Ramps/Avenue I 0.57 N/A A 0.75 N/A C 20th Street West/Avenue I 0.56 N/A A 0.49 N/A A 20th Street West/Lancaster Boulevard 0.54 N/A A 0.45 N/A A 20th Street West/Avenue J 0.61 N/A B 0.76 N/A C 20th Street West/SR-14 NB Off-Ramp 0.59 N/A A 0.92 N/A E SR-14 SB On-Ramp/Avenue J-8 N/A 13.3 B N/A 16.2 C 20th Street West/Avenue J N/A A 0.84 N/A D Final August Traffic, Circulation and Parking

17 Table [continued] Existing Conditions AM and PM Peak Hour Intersection LOS Study Intersection AM Peak Hour PM Peak Hour V/C Delay LOS V/C Delay LOS 15th Street West/Avenue I 0.46 N/A A 0.52 N/A A 15th Street West/Lancaster Boulevard 0.45 N/A A 0.45 N/A A 15th Street West/Avenue J 0.54 N/A A 0.67 N/A B 15th Street West/Avenue J N/A A 0.56 N/A A 10th Street West/Avenue I 0.48 N/A A 0.53 N/A A 10th Street West/Jackman Street 0.32 N/A A 0.40 N/A A 10th Street West/Newgrove Street 0.26 N/A A 0.33 N/A A 10th Street West/Avenue J 0.47 N/A A 0.69 N/A B 10th Street West/Avenue J N/A A 0.69 N/A B Fern Avenue/Avenue I 0.31 N/A A 0.43 N/A A Fern Avenue/Jackman Street N/A 7.3 A N/A 7.8 A Fern Avenue/Newgrove Street N/A 11.9 B N/A 10.4 B Fern Avenue/Avenue J N/A 13.1 B N/A 31.3 D Fig Avenue/Avenue J 0.34 N/A A 0.39 N/A A Cedar Avenue/Avenue J N/A 18.7 C N/A 67.4 F Sierra Highway/Avenue I 0.45 N/A A 0.61 N/A B Sierra Highway/Jackman Street N/A 9.8 A N/A 10.6 B Sierra Highway/Avenue J 0.39 N/A A 0.47 N/A A Division Street/Avenue I 0.46 N/A A 0.47 N/A A Division Street/Lancaster Boulevard 0.30 N/A A 0.29 N/A A Division Street/Avenue J 0.68 N/A B 0.71 N/A C V/C = Volume/Capacity; N/A = Not Applicable; SB = Southbound; NB = Northbound. Deficient intersection operation shown in bold. Delay is shown in seconds. Existing Conditions CMP Freeway Segment Level of Service Existing freeway volumes were obtained from the Caltrans website. Freeway volumes obtained from the Caltrans website are conservatively assumed to be PM peak hour volumes. AM peak hour mainline volumes are assumed as 90 percent of PM peak hour volumes. Directional volumes were derived using data available in the CMP 3. Based on available Caltrans 2005 Annual Average Daily Truck Traffic data, truck traffic was assumed to account for five percent of traffic on the study freeway segments. This analysis assumes a peak hour factor of 0.95 for the freeway study segment s traffic volumes. SR-14 is currently a 6-lane divided freeway in the vicinity of Avenue I and Avenue J-8. Table 5.3-6, Existing Conditions Peak Hour CMP Freeway Segment LOS, summarizes existing AM and PM peak hour LOS of the CMP freeway study segments. 3 Metropolitan Transportation Authority, Congestion Management Program for Los Angeles County, July Final August Traffic, Circulation and Parking

18 Table Existing Conditions Peak Hour CMP Freeway Segment LOS Study Segment AM Peak Hour Density LOS PM Peak Hour NB SR-14 north of Avenue I 5.5 A 12.8 B SB SR-14 north of Avenue I 12.1 B 6.7 A NB SR-14 south of Avenue J A 19.2 C SB SR-14 south of Avenue J C 10.1 A Density = passenger cars per mile per lane; NB = Northbound; SB = Southbound. As indicated in Table 5.3-6, the CMP freeway study segments are currently operating at an acceptable LOS (LOS E or better) during the AM and PM peak hour according to Los Angeles CMP performance criteria. Existing Conditions State Highway Intersection Level of Service Table 5.3-7, Existing Conditions Peak Hour State Highway Intersection LOS, summarizes existing AM and PM peak hour LOS of the State Highway study intersections. Table Existing Conditions Peak Hour State Highway Intersection LOS Study Intersection AM Peak Hour PM Peak Hour Delay LOS Delay LOS 23 rd Street-SR-14 SB On-Ramp/Avenue I 10.4 B 14.3 B SR-14 SB Off-Ramp/Avenue I 23.4 C 23.8 C SR-14 NB Ramps/Avenue I 18.5 B 26.0 C 20 th Street West/SR-14 NB Off-Ramp 23.4 C 27.3 C SR-14 SB On-Ramp/Avenue J B 16.2 C V/C = Volume/Capacity; N/A = Not Applicable; SB = Southbound; NB = Northbound. Delay is shown in seconds. As indicated in Table 5.3-7, the State Highway study intersections are currently operating at an acceptable LOS (LOS C or better) according to Caltrans performance criteria during the AM and PM peak hours. Existing Conditions State Highway Freeway Segment Level of Service Existing freeway volumes were obtained from the Caltrans website. Freeway volumes obtained from the Caltrans website are conservatively assumed to be PM peak hour volumes, and AM peak hour mainline volumes are assumed as 90 percent of PM peak hour volumes. Directional Final August Traffic, Circulation and Parking

19 volumes were derived using data available in the CMP. 4 Based on available Caltrans 2005 Annual Average Daily Truck Traffic data, truck traffic was assumed to account for five percent of traffic on the study freeway segments. This analysis assumes a peak hour factor of 0.95 for the freeway study segment s traffic volumes. SR-14 is currently a 6-lane divided freeway in the vicinity of Avenue I and Avenue J-8. Table 5.3-8, Existing Conditions State Highway Peak Hour Study Freeway Segment LOS, summarizes existing AM and PM peak hour LOS of the State Highway study freeway segments. Table Existing Conditions State Highway Peak Hour Study Freeway Segment LOS Study Segment AM Peak Hour Density LOS PM Peak Hour NB SR-14 north of Avenue I 5.5 A 12.8 B SB SR-14 north of Avenue I 12.1 B 6.7 A NB SR-14 south of Avenue J A 19.2 C SB SR-14 south of Avenue J C 10.1 A Density = passenger cars per mile per lane; NB = Northbound; SB = Southbound. As indicated in Table 5.3-8, the State Highway freeway segments are currently operating at an acceptable LOS (LOS C or better) according to Caltrans performance criteria during the peak hours. EXISTING PARKING CONDITIONS Existing Parking Capacity Based on physical survey of the parking study area, Exhibit 5.3-7, Existing Parking Capacity, shows the on-street parking capacity and the off-street parking capacity. On-street parking capacity is the segment length divided by typical parking stall length of twenty feet. Table 5.3-9, Existing Parking Capacity, summarizes the total number of on-street and off-street public parking spaces within the study area. As indicated in Table 5.3-9, the DLSP study area contains 2,779 parking spaces. Existing Public Parking Demand and Utilization Existing parking demand counts were taken on April 20, 2006 during typical weekday conditions. Table , Existing Parking Demand and Utilization, summarizes existing parking demand and utilization for the Downtown area. Existing public parking utilization was calculated by dividing the number of parked vehicles (demand) by the available number of public parking spaces (capacity). Exhibits illustrating existing parking demand and utilization and detailed parking count data are contained in Appendix C. 4 Ibid. Final August Traffic, Circulation and Parking

20 10TH ST FIG AVE ELMAVE BEECH AVE FIG AVE KETTERING ST 0 METROLINK TH ST KILDARE ST CEDAR AVE DATE AVE GENOA AVE GADSDEN AVE Legend: On-Street Parking Area XX Project Boundary Capacity NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Existing Parking Capacity Exhibit 5.3-7

21 Off-Street Parking Zone Parking Capacity Table Existing Parking Capacity On-Street Parking Zone Parking Capacity On-Street Parking Zone Parking Capacity A-1 47 B-1 18 B A-2 21 B-2 19 B A B-3 10 B A-4 83 B-4 4 B A-5 14 B-5 8 B-34 0 A B-6 8 B A-7 41 B-7 11 B A-8 19 B-8 8 B A-9 37 B-9 8 B A B-10 1 B A B B A B-12 1 B A B-13 6 B A B-14 7 B-43 0 A B-15 6 B-44 0 A B-16 7 B A B B A B B-47 0 A B-19 8 B A B-20 8 B A B B A B-22 9 B A B-23 7 B A B B A B-25 9 B A B B A B B A B-28 9 B A B-29 0 B A A A A Total Off-Street Parking Capacity 2,049 Total On-Street Parking Capacity 730 Total Parking Capacity 2,779 Final August Traffic, Circulation and Parking

22 Table Existing Parking Demand and Utilization Zone 9 10 AM AM PM 12 1 PM Demand/Utilization 1 2 PM Off-Street Parking A-1 1/2% 5/11% 5/11% 8/17% 8/17% 9/19% 7/15% 11/23% 17/36% 15/32% A-2 5/24% 5/24% 3/14% 4/19% 5/24% 4/19% 4/19% 6/29% 2/10% 1/5% A-3 44/29% 70/46% 70/45% 54/35% 56/37% 66/43% 66/43% 74/48% 61/40% 48/31% A-4 63/76% 51/61% 51/61% 45/54% 47/57% 51/61% 57/69% 56/67% 33/40% 20/24% A-5 9/64% 9/64% 9/64% 5/36% 3/21% 7/50% 7/50% 10/71% 8/57% 5/36% A-6 47/46% 40/39% 38/37% 49/48% 40/39% 36/35% 36/35% 41/40% 44/43% 27/26% A-7 8/20% 17/41% 14/34% 14/34% 16/39% 16/39% 11/27% 17/41% 8/20% 1/2% A-8 9/47% 10/53% 10/53% 10/53% 9/47% 8/42% 10/53% 12/63% 9/47% 0/0% A-9 17/46% 24/65% 26/70% 28/76% 24/65% 24/65% 24/65% 22/59% 25/68% 13/35% A-10 66/56% 76/65% 79/68% 65/56% 51/44% 68/58% 64/55% 51/44% 41/35% 48/41% A-11 90/47% 101/53% 105/55% 110/57% 99/52% 108/56% 111/58% 110/57% 93/48% 62/32% A-12 3/19% 4/25% 4/25% 6/38% 5/31% 3/19% 4/25% 3/19% 4/25% 3/19% A-13 41/31% 43/33% 44/34% 43/33% 43/33% 42/32% 46/35% 38/29% 33/25% 56/43% A-14 5/50% 5/50% 5/50% 4/40% 5/50% 6/60% 7/70% 6/60% 4/40% 1/10% A-15 6/55% 6/55% 6/55% 7/64% 6/55% 5/45% 5/45% 3/27% 3/27% 5/45% A-16 0/0% 0/0% 0/0% 1/3% 4/11% 1/3% 1/3% 0/0% 0/0% 0/0% A-17 6/21% 5/18% 5/18% 4/14% 5/18% 2/7% 2/7% 10/36% 10/36% 7/25% A-18 6/15% 6/15% 10/26% 7/18% 7/18% 6/15% 8/21% 8/21% 4/10% 2/5% A-19 4/24% 2/12% 2/12% 0/0% 2/12% 4/24% 2/12% 3/18% 2/12% 0/0% A-20 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% A-21 1/2% 1/2% 1/2% ½% 2/4% 4/8% 3/6% 2/4% 3/6% 4/8% A-22 6/18% 9/26% 9/26% 11/32% 6/18% 7/21% 6/18% 7/21% 9/26% 13/38% A-23 20/53% 20/53% 20/53% 18/47% 20/53% 21/55% 10/26% 8/21% 7/18% 3/8% A-24 9/25% 11/31% 10/28% 16/44% 17/47% 17/47% 18/50% 14/39% 10/28% 16/44% A-25 56/46% 60/50% 68/56% 67/55% 63/52% 65/54% 52/43% 39/32% 27/22% 16/13% A-26 25/20% 43/34% 48/38% 40/32% 36/29% 37/29% 34/27% 42/33% 34/27% 19/15% A-27 34/81% 31/74% 29/69% 21/50% 29/69% 21/50% 20/48% 15/36% 6/14% 5/12% A-28 37/54% 47/69% 44/65% 18/26% 32/47% 29/43% 26/38% 23/34% 10/15% 3/4% A-29 21/100% 22/105% 25/119% 22/105% 24/114% 18/86% 10/67% 9/43% 3/14% 0/0% A-30 9/50% 16/89% 18/100% 15/83% 13/72% 19/106% 21/117% 23/128% 26/144% 16/89% A-31 52/55% 61/64% 57/60% 48/51% 59/62% 63/66% 59/62% 47/49% 26/27% 16/17% A-32 66/80% 71/87% 68/83% 62/76% 61/74% 60/73% 65/79% 62/76% 42/51% 31/38% A-33 11/48% 10/43% 13/52% 10/43% 5/22% 5/22% 7/30% 9/39% 5/22% 7/30% 2 3 PM 3 4 PM 4 5 PM 5 6 PM 6 7 PM Final August Traffic, Circulation and Parking

23 Zone 9 10 AM AM Table [continued] Existing Parking Demand and Utilization PM 12 1 PM Demand/Utilization 1 2 PM On-Street Parking B-1 1/6% 1/6% 1/6% 1/6% 1/6% 1/6% 1/6% 1/6% 1/6% 1/6% B-2 2/11% 2/11% 3/16% 3/16% 2/11% 1/5% 1/5% 2/11% 0/9% 0/0% B-3 0/0% 2/20% 2/20% 2/20% 2/20% 2/20% 3/30% 2/20% 1/10% 0/0% B-4 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% B-5 1/13% 3/38% 5/63% 0/0% 1/13% 3/38% 2/25% 2/25% 1/13% 0/0% B-6 0/0% 1/13% 2/25% 1/13% 4/50% 2/25% 0/0% 2/25% 2/25% 4/50% B-7 6/55% 6/55% 6/55% 4/36% 2/18% 2/18% 1/9% 2/18% 3/27% 1/9% B-8 5/63% 4/50% 6/75% 4/50% 8/100% 4/50% 3/38% 4/50% 8/100% 0/0% B-9 5/63% 5/63% 0/0% 6/75% 3/38% 0/0% 3/38% 2/25% 4/50% 6/75% B-10 0/0% 1/100% 0/0% 1/100% 0/0% 2/200% 2/200% 0/0% 0/0% 0/0% B-11 3/19% 6/38% 9/56% 8/50% 11/69% 8/50% 10/63% 9/56% 8/50% 7/44% B-12 0/0% 0/0% 0/0% 0/0% 0/0% 1/100% 1/100% 0/0% 0/0% 0/0% B-13 4/67% 1/17% 2/33% 1/17% 1/17% 2/33% 2/33% 4/67% 2/33% 2/33% B-14 1/14% 0/0% 3/43% 2/29% 2/29% 3/43% 3/43% 4/57% 2/29% 1/14% B-15 0/0% 1/17% 1/17% 0/0% 1/17% 1/17% 0/0% 1/17% 0/0% 2/33% B-16 0/0% 1/14% 1/14% 0/0% 1/14% 0/0% 0/0% 0/0% 1/14% 1/14% B-17 2/20% 2/20% 2/20% 3/30% 1/10% 2/20% 3/30% 2/20% 1/10% 2/20% B-18 1/9% 1/9% 1/9% 1/9% 1/9% 1/9% 0/0% 0/0% 1/9% 1/9% B-19 1/13% 0/0% 1/13% 1/13% 1/13% 0/0% 0/0% 1/13% 0/0% 0/0% B-20 1/13% 2/25% 2/25% 1/13% 1/13% 0/0% 2/25% 1/13% 1/13% 1/13% B-21 1/10% 1/10% 1/10% 2/20% 1/10% 1/10% 1/10% 2/20% 2/20% 2/20% B-22 2/22% 2/22% 1/11% 2/22% 2/22% 1/11% 3/33% 1/11% 0/0% 0/0% B-23 0/0% 1/14% 2/29% 1/14% 1/14% 2/29% 3/43% 1/13% 2/29% 2/29% B-24 2/17% 3/25% 2/17% 1/8% 2/17% 1/8% 3/25% 2/17% 2/17% 3/25% B-25 1/11% 2/22% 1/11% 1/11% 1/11% 2/22% 1/11% 1/11% 2/22% 2/22% B-26 0/0% 4/25% 2/13% 3/19% 3/19% 3/19% 5/31% 4/25% 4/25% 2/13% B-27 0/0% 6/35% 3/18% 3/18% 1/6% 6/35% 3/18% 6/35% 6/35% 4/24% B-28 9/100% 8/89% 7/78% 7/78% 6/67% 8/89% 7/78% 8/89% 8/89% 0/0% B-29 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A B-30 0/0% 2/12% 2/12% 1/6% 2/12% 1/6% 1/6% 1/6% 1/6% 1/6% B-31 3/21% 3/21% 4/29% 1/7% 0/0% 1/7% 0/7% 1/7% 1/7% 2/14% B-32 8/53% 8/53% 10/67% 8/53% 11/73% 10/67% 10/53% 8/53% 1/7% 0/0% B-33 12/80% 7/47% 6/40% 6/40% 11/73% 12/80% 13/80% 12/80% 5/33% 2/13% B-34 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A B-35 0/0% 1/6% 3/19% 1/6% 3/19% 2/13% 3/19% 4/25% 5/31% 2/13% B-36 0/0% 0/0% 1/7% 0/0% 1/7% 1/7% 1/7% 0/0% 0/0% 1/7% B-37 8/53% 5/33% 4/27% 4/27% 7/47% 9/60% 4/27% 8/53% 9/60% 2/13% B-38 6/29% 6/29% 9/32% 2/10% 6/29% 10/48% 4/19% 4/19% 4/19% 0/0% 2 3 PM 3 4 PM 4 5 PM 5 6 PM 6 7 PM Final August Traffic, Circulation and Parking

24 Table [continued] Existing Parking Demand and Utilization Zone 9 10 AM AM PM 12 1 PM Demand/Utilization 1 2 PM On-Street Parking [continued] B-39 12/50% 8/33% 9/38% 8/33% 13/54% 13/54% 14/58% 13/54% 11/46% 10/42% B-40 1/7% 0/0% 0/0% 0/0% 1/7% 2/13% 2/13% 0/0% 0/0% 0/0% B-41 3/16% 5/26% 3/16% 1/5% 1/5% 1/5% 1/5% 1/5% 0/0% 1/5% B-42 0/0% 6/32% 10/53% 5/26% 6/32% 7/37% 7/37% 1/5% 1/5% 1/5% B-43 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A B-44 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A B-45 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 2/13% 0/0% 0/0% 0/0% B-46 1/5% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% 0/0% B-47 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A 0/N/A B-48 3/13% 14/61% 4/17% 5/22% 4/17% 4/17% 3/13% 5/22% 4/17% 3/13% B-49 1/6% 1/6% 5/29% 4/24% 1/6% 3/18% 3/18% 2/12% 3/18% 1/6% B-50 4/22% 0/0% 4/22% 3/17% 6/33% 3/17% 2/11% 2/11% 2/11% 2/11% B-51 4/17% 2/8% 5/21% 6/25% 1/4% 4/17% 3/13% 2/8% 1/4% 1/4% B-52 3/13% 0/0% 5/21% 3/13% 6/25% 3/13% 3/13% 3/13% 3/13% 1/4% B-53 4/18% 4/18% 3/14% 3/14% 3/14% 2/9% 3/14% 2/9% 2/9% 2/9% B-54 3/39% 4/40% 2/20% 3/30% 3/30% 2/20% 2/20% 2/20% 1/10% 1/10% B-55 6/30% 6/30% 5/25% 5/25% 6/30% 5/25% 4/20% 3/15% 4/20% 4/20% B-56 5/28% 5/28% 4/22% 3/17% 5/28% 5/28% 4/22% 4/22% 5/28% 4/22% B-57 6/26% 5/22% 5/22% 5/22% 7/30% 6/26% 3/13% 3/13% 4/17% 3/13% B-58 6/23% 5/19% 5/19% 5/19% 7/27% 6/23% 3/12% 3/12% 4/15% 3/12% Note: Zones parked at or above capacity shown in bold. N/A = Not applicable due to no demand/capacity. 2 3 PM 3 4 PM 4 5 PM 5 6 PM 6 7 PM As indicated in Table , two out of 33 off-street public parking zones and four out of 55 onstreet public parking zones are parked at 100 percent capacity for existing conditions during the following hourly periods: A-29 (9:00 AM to 2:00 PM); A-30 (11:00 AM to 12:00 PM and 2:00 PM to 6:00 PM); B-8 (1:00 PM to 2:00 PM and 5:00 PM to 6:00 PM); B-10 (10:00 AM to 11:00 AM, 12:00 PM to 1:00 PM, and 2:00 PM to 4:00 PM); B-12 (2:00 PM to 4:00 PM); and B-28 (9:00 AM to 10:00 AM). During the peak hour of parking utilization, occurring between 11 AM and 12 PM, parking in the DLSP area was 38 percent utilized. Based on the DLSP area s 2,779 parking space parking supply, the current excess parking supply is approximately 1,700 parking spaces for existing conditions. Final August Traffic, Circulation and Parking

25 ALTERNATIVE TRANSPORTATION No bicycle routes or trails are located within the DLSP area. The following transit services are available in the DLSP area: Antelope Valley Transit Authority (AVTA) Local Bus Service; - Local bus routes 1, 7, 4, and 11; Antelope Valley Transit Authority (AVTA) Commuter Bus Service; - Bus 785 to Los Angeles, Bus 786 to Century City and Bus 787 to the San Fernando Valley; Amtrak Throughway Bus Service; Greyhound Bus Service; Metrolink Rail Service; and Santa Clarita Transit Bus REGULATORY SETTING The Plan For Physical Mobility of the Lancaster General Plan identifies existing issues, opportunities and constraints pertaining to the physical mobility of the City; how goods and people move about in a community. The Element identifies specific goals, objectives, policies and actions to improve the operations of the City s transportation facilities and service. Specifically, the Element addresses streets and highways, parking facilities, alternative transportation modes, commodity movement and air transportation. Refer to Section 5.1, Land Use and Relevant Planning, for a discussion of the proposed project s consistency with the General Plan IMPACT THRESHOLDS AND SIGNIFICANCE CRITERIA THRESHOLDS OF SIGNIFICANCE To determine whether the addition of project-generated trips would result in a significant impact at a study intersection and thus requires mitigation, the City of Lancaster utilizes the thresholds of significance identified in Table , City of Lancaster Thresholds of Significance. Pre-Project LOS Table City of Lancaster Thresholds of Significance Signalized Intersections Project V/C Increase Unsignalized Intersections Project Percentage Delay Increase E % F % Final August Traffic, Circulation and Parking

26 To determine whether the addition of project-generated trips results in a significant impact at the CMP study facility, the Los Angeles County CMP utilizes the following threshold of significance: A significant project-related impact occurs at CMP study freeway segment when the addition of project-generated trips causes the peak hour level of service of the study freeway segment to change from acceptable operation (LOS E or better) to deficient operation (LOS F). While Caltrans has not established traffic thresholds of significance, for purposes of this traffic analysis, to determine whether the addition of project-generated trips results in a significant impact at a State Highway study facility, the following thresholds of significance are utilized: A significant project-related impact occurs at a State Highway study intersection when the addition of project-generated trips causes the peak hour level of service of the study intersection to change from acceptable operation (LOS A, B or C) to deficient operation (LOS D, E or F). A significant project impact occurs at a State Highway study freeway segment when the addition of project-generated trips causes the peak hour level of service of the study freeway segment to change from acceptable operation (LOS A, B, or C) to deficient operation (LOS D, E or F). SIGNIFICANCE CRITERIA According to Appendix G of the CEQA Guidelines, a project would create a significant impact if it would: Cause an increase in traffic, which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume-to-capacity ratio on roads, or congestion at intersections). Exceed, either individually or cumulatively, a LOS standard established by the County CMP agency for designated roads or highways. Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks. Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment). Result in inadequate emergency access. Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks). During preparation of the Initial Study, impacts associated with the third and fifth bullets were found to be less than significant. Please refer to Section 8.0, Effects Found Not to be Significant, for a detailed explanation. Final August Traffic, Circulation and Parking

27 5.3.4 IMPACTS AND MITIGATION MEASURES PROJECT TRIP GENERATION The DLSP involves the development of residential, office, civic, retail and service uses within seven districts. Additionally, the proposed project includes a consideration to narrow Lancaster Boulevard from four lanes to two lanes between 10th Street West and Sierra Highway and to construct a potential roundabout at 10th Street West and Lancaster Boulevard. In order to calculate trips forecast to be generated by the proposed DLSP project, the Institute of Transportation Engineers (ITE) trip generation rates were utilized. Table , Project Trip Generation Rates, summarizes the ITE trip generation rates used to calculate the number of trips forecast to be generated by the proposed DLSP project. Land Use (ITE Code) Table Project Trip Generation Rates Units AM Peak Hour Rates PM Peak Hour Rates In Out Total In Out Total Daily Trip Rate Shopping Center (820) tsf Apartments (220) du General Office (710) tsf Source: 2003 ITE Trip Generation Manual, 7 th Edition. tsf = thousand square feet; du = dwelling units. Internal Trip Capture Reduction As documented by ITE, an internal trip capture reduction is applicable when a project site has multiple destinations (such as the proposed project), in which a patron visits more than one destination onsite during the same visit. 5 For example, a visitor to the project site may first visit an office, and then visit retail land uses in the same vehicle trip to the project site. An internal trip capture reduction under this example would reduce/eliminate both the trip exiting the office as well as the trip to the retail from the office, since both these trips occurred within the project site. The only trips generated under this internal trip capture reduction example would be an inbound trip to the project site to the office and a trip from the retail exiting the project site. Hence, two trips are generated under this internal trip capture reduction example. Without the internal trip capture reduction, four trips would be generated: an inbound trip to the project site to the office, an outbound trip exiting the project site from the office, an inbound trip to the project site to the retail, and an outbound trip exiting the project site from the retail. Internal trip capture has been calculated as directed by ITE. 6 The ITE internal trip capture has been calculated for the proposed project as 13 percent during the PM peak hour trip forecast, 5 Institute of Transportation Engineers, ITE Trip Generation Handbook, 2nd Edition, Ibid. Final August Traffic, Circulation and Parking

28 and 15 percent during the daily trip forecast. Detailed internal trip capture summary calculation sheets are contained in Appendix C. Transportation Impact Factor As documented by ITE, a vehicle trip reduction factor is applicable for development sites near transit centers and light rail stations (such as the proposed project). 7 Trip reduction factors are based on proximity to transit centers/light rail stations, development patterns and development density/intensity. The Transit District of the proposed DLSP project satisfies requirements for a 20 percent transportation impact factor since it is a mixed-use development located within 0.25 miles of a transit center or light rail station and the floor-area ratio of the commercial portion exceeds 2.0 per acre. Approximately 20 percent of the Civic Village District satisfies requirements for a 15 percent transportation impact factor since it is a mixed-use development located within 0.25 miles of a transit center or light rail station with a residential density greater than 24 dwelling units per acre. Table , Forecast Proposed Project Trip Generation, summarizes the trips forecast be generated by the proposed project utilizing the ITE trip generation rates shown in Table with applicable internal trip capture reduction and transportation impact factor reduction, as documented in the ITE Trip Generation Handbook. As indicated in Table , buildout of the DLSP is forecast to generate approximately 35,704 daily trips, which includes 2,485 AM peak hour trips and approximately 3,316 PM peak hour trips. PROJECT TRIP DISTRIBUTION Exhibit 5.3-8, Forecast Project Trip Percent Distribution, illustrates the forecast trip distribution of the proposed project. PROJECT WITH FOUR-LANE BOULEVARD Development associated with the proposed project with four-lane Lancaster Boulevard conditions could result in adverse impacts to the function of intersections in the project area. The following discussion addresses impacts under 2030 without project and 2030 with project conditions. FORECAST YEAR 2030 WITHOUT PROJECT CONDITIONS Forecast year 2030 without project conditions assumes City of Lancaster streets are built in accordance with the City of Lancaster Master Plan of Streets and Highway and City of Lancaster Traffic Signal Master Plan. Therefore, the following four additional intersections are assumed to be signalized for forecast year 2030 without proposed project conditions: Sierra Highway/Milling Street; Sierra Highway/Newgrove Street; SR-14 Southbound Off-Ramps/Avenue I; and SR-14 Southbound On-Ramp/Avenue J-8. 7 Ibid. Final August Traffic, Circulation and Parking

29 Table Forecast Proposed Project Trip Generation District Cedar Avenue Arts District Civic Village District Commerce District Gateway District Neighborhood Office District Land Use AM Peak Hour Trips PM Peak Hour Trips In Out Total In Out Total Daily Trips tsf Shopping Center ,868 ITE Onsite Trip Capture Reduction du Apartments ,176 ITE Onsite Trip Capture Reduction tsf General Office ITE Onsite Trip Capture Reduction Subtotal Cedar Avenue Arts District , tsf Shopping Center ,608 ITE Onsite Trip Capture Reduction ITE Transportation Impact Factor Reduction du Apartments ,094 ITE Onsite Trip Capture Reduction ITE Transportation Impact Factor Reduction tsf General Office ITE Onsite Trip Capture Reduction Subtotal Civic Village District , tsf Shopping Center ,958 ITE Onsite Trip Capture Reduction du Apartments ,964 ITE Onsite Trip Capture Reduction tsf General Office ,538 ITE Onsite Trip Capture Reduction Subtotal Commerce District , tsf Shopping Center ,172 ITE Onsite Trip Capture Reduction du Apartments ,761 ITE Onsite Trip Capture Reduction tsf General Office ITE Onsite Trip Capture Reduction Subtotal Gateway District , tsf Shopping Center ITE Onsite Trip Capture Reduction du Apartments ,525 ITE Onsite Trip Capture Reduction tsf General Office ITE Onsite Trip Capture Reduction Subtotal Neighborhood Office District ,122 Final August Traffic, Circulation and Parking

30 Table [continued] Forecast Proposed Project Trip Generation District Boulevard District Transit District Land Use AM Peak Hour Trips PM Peak Hour Trips In Out Total In Out Total Daily Trips tsf Shopping Center ,102 ITE Onsite Trip Capture Reduction du Apartments ,025 ITE Onsite Trip Capture Reduction tsf General Office ITE Onsite Trip Capture Reduction Subtotal Boulevard District , tsf Shopping Center ,571 ITE Onsite Trip Capture Reduction ITE Transportation Impact Factor Reduction du Apartments ,450 ITE Onsite Trip Capture Reduction ITE Transportation Impact Factor Reduction tsf General Office ,564 ITE Onsite Trip Capture Reduction ITE Transportation Impact Factor Reduction Subtotal Transit District ,442 Total Trip Generation 991 1,494 2,485 1,744 1,572 3,316 35,704 tsf = thousand square feet; du = dwelling unit. Final August Traffic, Circulation and Parking

31 5% 23RD ST 3% 1% 1% 2% 1% 4% 5% 3% 5% 1% 1% JACKMAN ST 1% 2% 5% 1% 1% 5% TH ST WEST 1% 1% 15TH ST WEST 1% NEWGROVE ST 1% 1% 1% SIERRA HIGHWAY METROLINK DIVISION ST 5% 1% 1% 10TH ST WEST FIG AVE CEDAR AVE 8% 3% 5% 5% -8 4% 3% 1% 1% 2% 9% Legend: XX% Trip Percent Distribution Project Boundary NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Forecast Project Trip Percent Distribution Exhibit 5.3-8

32 Exhibit 5.3-9, Area 1 Forecast Year 2030 Without Project Study Intersection/Roadway Geometry, Exhibit , Area 2 Forecast Year 2030 Without Project Study Intersection/ Roadway Geometry, Exhibit , Area 3 Forecast Year 2030 Without Project Study Intersection/Roadway Geometry and Exhibit , Area 4 Forecast Year 2030 Without Project Study Intersection/Roadway Geometry, illustrate forecast year 2030 without proposed project study intersection/roadway geometry. Forecast year 2030 traffic volumes were derived by applying an annual growth rate of two percent per year to existing volumes, as directed by City staff. Table , Forecast Year 2030 Without Project Peak Hour LOS, summarizes forecast year 2030 without proposed project peak hour LOS of the study intersections. As indicated in Table , the study intersections are forecast to operate at an acceptable LOS (LOS D or better) for forecast year 2030 without proposed project conditions during the AM and PM peak hour according to City of Lancaster performance criteria with the exception of the following seven intersections: Genoa Avenue/Lancaster Boulevard (PM peak hour only); Fig Avenue/Lancaster Boulevard (PM peak hour only); 20th Street West/SR-14 Northbound Off-Ramp (PM peak hour only); 20th Street West/Avenue J-8 (PM peak hour only); 10th Street West/Avenue J (PM peak hour only); Fern Avenue/Avenue J (PM peak hour only); and Cedar Avenue/Avenue J (both AM and PM peak hours). FORECAST YEAR 2030 WITH PROJECT WITH FOUR-LANE BOULEVARD CONDITIONS This section analyzes the impact of the addition of trips forecast to be generated by the proposed project to forecast year 2030 without project conditions traffic volumes, assuming the forecast year 2030 without project conditions four-lane cross section of Lancaster Boulevard is maintained as shown in Exhibits , , and Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard Conditions Traffic Volumes/Level of Service Forecast year 2030 with project with four-lane Lancaster Boulevard conditions peak hour traffic volumes were derived by adding forecast project-generated trips to forecast year 2030 without project conditions peak hour traffic volumes. Table , Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard AM and PM Peak Hour Intersection LOS, summarizes forecast year 2030 with project with four-lane Lancaster Boulevard conditions AM and PM peak hour LOS of the study intersections. As indicated in Table , with the addition of project-generated trips, the following nine intersections are forecast to operate at a deficient LOS (LOS E or worse) according to City of Lancaster performance criteria for forecast year 2030 with project with four-lane Lancaster Boulevard conditions: Final August Traffic, Circulation and Parking

33 10TH ST 11TH STREET WEST/ BOULEVARD 11TH ST W 1OTH STREET WEST/ KILDARE STREET 10TH ST W 10TH STREET WEST/ BOULEVARD 10TH ST W 1 2 KILDARE ST 3 FIGAVE 9 13 KETTERING ST 2 KILDARE ST 6 10 GENOA AVENUE/ BOULEVARD GENOA AVE GADSDEN AVENUE/ BOULEVARD GENOA AVENUE/ REET GENOA AVE GADSDEN AVENUE/ REET GADSDEN AVENUE/ KILDARE STREET GADSDEN AVE GADSDEN AVE GADSDEN AVE NUE/ KETTERING STREET 8 9 KILDARE ST KETTERING ST Legend: xx xx 11TH ST 1 4D Existing Lane = 2-lane Undivided roadway Defacto Right Turn Lane 4D = 4-lane Divided roadway Stop-Controlled Intersection = 6-lane Divided roadway Signal-Controlled Intersection = Stop-Controlled Approach 3 GENOA AVE 4 5 GADSDENAVE 7 4D 4D 4D 4D 4D FIGAVE NUE/ KILDARE STREET NUE/ BOULEVARD NUE/ REET FIG AVENUE/ KETTERING STREET FIG AVE FIG AVENUE/ BOULEVARD FIG AVENUE/ REET FIG AVE KILDARE ST KETTERING ST FIG AVE NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 1 Forecast Year 2030 Without Project Study Intersection/Roadway Geometry Exhibit 5.3-9

34 ELM AVENUE/ KETTERING STREET ELM AVE ELM AVENUE/ BOULEVARD ELM AVE ELM AVENUE/ REET ELM AVE DATE AVENUE/ KETTERING STREET DATE AVE KETTERING ST KETTERING ST KETTE RING ST METROLINK DATE AVENUE/ BOULEVARD 20 DATE AVE DATE AVENUE/ REET DATE AVE CEDAR AVENUE/ KETTERING STREET CEDAR AVE KETTERING ST CEDAR AVENUE/ BOULEVARD 23 CEDAR AVE ELMAVE 17 DATE AVE 20 CEDAR AVE 23 BEECH AVE 26 4D 4D 4D 4D 28 CEDAR AVENUE/ REET CEDAR AVE BEECH AVENUE/ KETTERING STREET BEECH AVE BEECH AVENUE/ BOULEVARD BEECH AVE BEECH AVENUE/ REET BEECH AVE D KETTERING ST NEWGROVE ST 30 SIERRA HIGHWAY/ BOULEVARD 28 SIERRA HIGHWAY/ REET SIERRA HIGHWAY/ NEWGROVE STREET NEWGROVE ST Legend: Existing Lane Defacto Right Turn Lane = 2-lane Undivided roadway 4D = 4-lane Divided roadway xx Stop-Controlled Intersection = 6-lane Divided roadway xx Signal-Controlled Intersection = Stop-Controlled Approach NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 2 Forecast Year 2030 Without Project Study Intersection/Roadway Geometry Exhibit

35 23RD ST/ 20TH ST WEST/ 20TH ST WEST 23RD ST SR-14 SB RAMPS/ SB OFF-RAMP SR-14 NB RAMPS/ SB ON-RAMP 20TH ST WEST/ BOULEVARD 35 20TH ST WEST NB OFF-RAMP 20TH ST WEST/ 20TH ST WEST 36 NB ON-RAMP 23RD ST D 20TH ST WEST 15TH ST WEST 4D 4D 4D 4D 4D JACKMAN ST 10TH ST WEST TH ST WEST/ SR-14 NB OFF-RAMP 20TH ST WEST NB OFF-RAMP SR-14 SB ON-RAMP/ -8 SB ON-RAMP -8 20TH ST WEST/ -8 20TH ST WEST -8 15TH ST WEST/ TH ST WEST D 4D 4D 4D 4D 4D TH ST WEST/ BOULEVARD 41 15TH ST WEST 15TH ST WEST/ 15TH ST WEST 15TH ST WEST/ -8 15TH ST WEST -8 10TH ST WEST/ 10TH ST WEST 10TH ST WEST/ JACKMAN ST TH ST WEST JACKMAN ST Legend: Existing Lane Defacto Right Turn Lane xx Stop-Controlled Intersection xx Signal-Controlled Intersection = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 3 Forecast Year 2030 Without Project Study Intersection/Roadway Geometry Exhibit

36 10TH ST WEST/ NEWGROVE STREET NUE/ 10TH ST WEST NUE/ NEWGROVE ST 10TH ST WEST/ 10TH ST WEST NUE/ JACKMAN STREET FIG AVENUE/ 10TH ST WEST/ FIG AVE JACKMAN ST NUE/ NEWGROVE STREET CEDAR AVENUE/ CEDAR AVE 10TH ST WEST NEWGROVE ST -8 SIERRA HIGHWAY/ NEWGROVE ST 10TH ST WEST JACKMAN ST FIG AVE D 4Ds CEDAR AVE 57 METROLINK 4D DIVISION ST SIERRA HIGHWAY/ JACKMAN STREET JACKMAN ST 56 SIERRA HIGHWAY/ DIVISION STREET/ DIVISION ST DIVISION STREET/ BOULEVARD DIVISION ST DIVISION STREET/ DIVISION ST Legend: Existing Lane Defacto Right Turn Lane xx Stop-Controlled Intersection xx Signal-Controlled Intersection = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 4 Forecast Year 2030 Without Project Study Intersection/Roadway Geometry Exhibit

37 Table Forecast Year 2030 Without Project Peak Hour LOS Study Intersection AM Peak Hour PM Peak Hour V/C Delay LOS V/C Delay LOS 11th Street West/Lancaster Boulevard N/A 12.9 B N/A 12.3 B 10th Street West/Kildare Street N/A 15.0 B N/A 23.4 C 10th Street West/Lancaster Boulevard 0.63 N/A A 0.82 N/A D Genoa Avenue/Lancaster Boulevard N/A 18.2 C N/A 47.8 E Genoa Avenue/Milling Street N/A 8.6 A N/A 9.1 A Gadsden Avenue/Kildare Street N/A 9.1 A N/A 9.6 A Gadsden Avenue/Lancaster Boulevard 0.39 N/A A 0.55 N/A A Gadsden Avenue/Milling Street N/A 8.9 A N/A 9.6 A Fern Avenue/Kettering Street N/A 9.5 A N/A 9.6 A Fern Avenue/Kildare Street N/A 9.7 A N/A 10.6 B Fern Avenue/Lancaster Boulevard 0.42 N/A A 0.59 N/A A Fern Avenue/Milling Street N/A 9.8 A N/A 10.8 B Fig Avenue/Kettering Street N/A 9.1 A N/A 9.0 A Fig Avenue/Lancaster Boulevard N/A 20.4 C N/A 42.1 E Fig Avenue/Milling Street N/A 9.7 A N/A 10.1 B Elm Avenue/Kettering Street N/A 10.3 B N/A 9.9 A Elm Avenue/Lancaster Boulevard 0.38 N/A A 0.51 N/A A Elm Avenue/Milling Street N/A 9.8 A N/A 10.3 B Date Avenue/Kettering Street N/A 10.7 B N/A 9.8 A Date Avenue/Lancaster Boulevard 0.42 N/A A 0.50 N/A A Date Avenue/Milling Street N/A 7.3 A N/A 7.6 A Cedar Avenue/Kettering Street N/A 10.7 B N/A 10.5 B Cedar Avenue/Lancaster Boulevard 0.39 N/A A 0.51 N/A A Cedar Avenue/Milling Street N/A 7.4 A N/A 7.6 A Beech Avenue/Kettering Street N/A 9.9 A N/A 9.7 A Beech Avenue/Lancaster Boulevard 0.43 N/A A 0.47 N/A A Beech Avenue/Milling Street N/A 7.4 A N/A 7.7 A Sierra Highway/Lancaster Boulevard 0.52 N/A A 0.70 N/A B Sierra Highway/Milling Street 0.37 N/A A 0.46 N/A A Sierra Highway/Newgrove Street 0.37 N/A A 0.44 N/A A 23rd Street-SR 14 SB On-Ramp/Avenue I 0.33 N/A A 0.45 N/A A SR-14 SB Off-Ramp/Avenue I 0.73 N/A C 0.75 N/A C SR-14 NB Ramps/Avenue I 0.60 N/A A 0.75 N/A C 20th Street West/Avenue I 0.68 N/A B 0.62 N/A B 20th Street West/Lancaster Boulevard 0.77 N/A C 0.63 N/A B 20th Street West/Avenue J 0.68 N/A B 0.89 N/A D 20th Street West/SR-14 NB Off-Ramp 0.63 N/A B 1.06 N/A F SR-14 SB On-Ramp/Avenue J N/A C 0.77 N/A C 20th Street West/Avenue J N/A D 1.23 N/A F 15th Street West/Avenue I 0.56 N/A A 0.63 N/A B 15th Street West/Lancaster Boulevard 0.57 N/A A 0.60 N/A A 15th Street West/Avenue J 0.60 N/A A 0.69 N/A B 15th Street West/Avenue J N/A D 0.79 N/A C Final August Traffic, Circulation and Parking

38 Table [continued] Forecast Year 2030 Without Project Peak Hour LOS Study Intersection AM Peak Hour PM Peak Hour V/C Delay LOS V/C Delay LOS 10th Street West/Avenue I 0.55 N/A A 0.60 N/A A 10th Street West/Jackman Street 0.36 N/A A 0.43 N/A A 10th Street West/Newgrove Street 0.33 N/A A 0.33 N/A A 10th Street West/Avenue J 0.63 N/A B 0.93 N/A E 10th Street West/Avenue J N/A A 0.78 N/A C Fern Avenue/Avenue I 0.40 N/A A 0.62 N/A B Fern Avenue/Jackman Street N/A 7.7 A N/A 8.5 A Fern Avenue/Newgrove Street N/A 15.8 C N/A 12.0 B Fern Avenue/Avenue J N/A 22.9 C N/A F Fig Avenue/Avenue J 0.48 N/A A 0.56 N/A A Cedar Avenue/Avenue J N/A 45.2 E N/A OVRFL F Sierra Highway/Avenue I 0.49 N/A A 0.64 N/A B Sierra Highway/Jackman Street N/A 10.6 B N/A 12.1 B Sierra Highway/Avenue J 0.55 N/A A 0.69 N/A B Division Street/Avenue I 0.47 N/A A 0.49 N/A A Division Street/Lancaster Boulevard 0.36 N/A A 0.36 N/A A Division Street/Avenue J 0.77 N/A C 0.87 N/A D V/C = Volume/Capacity; N/A = Not Applicable; SB = Southbound; NB = Northbound. Deficient intersection operation shown in bold. Delay is shown in seconds. Genoa Avenue/Lancaster Boulevard (PM peak hour only); Fig Avenue/Lancaster Boulevard (PM peak hour only); 20th Street West/Avenue J (PM peak hour only); 20th Street West/SR-14 Northbound Off-Ramp (PM peak hour only); 20th Street West/Avenue J-8 (PM peak hour only); 10th Street West/Avenue J (PM peak hour only); Fern Avenue/Avenue J (both AM and PM peak hours); Cedar Avenue/Avenue J (both AM and PM peak hours); and Division Street/Avenue J (PM peak hour only). Final August Traffic, Circulation and Parking

39 Table Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard AM and PM Peak Hour Intersection LOS Study Intersection Forecast Year 2030 Without Project Conditions Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour V/C - Delay LOS V/C - Delay - LOS V/C - Delay - LOS V/C - Delay - LOS Significant Impact? 11th Street West/Lancaster Boulevard (12.9) B (12.3) B (16.8) C (29.4) D No 10th Street West/Kildare Street (15.0) B (23.4) C (13.7) B (26.4) D No 10th Street West/Lancaster Boulevard 0.63 A 0.82 D 0.67 B 0.88 D No Genoa Avenue/Lancaster Boulevard (18.2) C (47.8) E (20.2) C (73.4) F Yes Genoa Avenue/Milling Street (8.6) A (9.1) A (8.9) A (9.6) A No Gadsden Avenue/Kildare Street (9.1) A (9.6) A (10.3) B (11.2) B No Gadsden Avenue/Lancaster Boulevard 0.39 A 0.55 A 0.46 A 0.66 B No Gadsden Avenue/Milling Street (8.9) A (9.6) A (10.6) B (12.3) B No Fern Avenue/Kettering Street (9.5) A (9.6) A (11.0) B (11.9) B No Fern Avenue/Kildare Street (9.7) A (10.6) B (11.0) B (13.0) B No Fern Avenue/Lancaster Boulevard 0.42 A 0.59 A 0.46 A 0.66 B No Fern Avenue/Milling Street (9.8) A (10.8) B (10.4) B (12.3) B No Fig Avenue/Kettering Street (9.1) A (9.0) A (10.0) A (10.4) B No Fig Avenue/Lancaster Boulevard (20.4) C (42.1) E (22.2) C (53.6) F Yes Fig Avenue/Milling Street (9.7) A (10.1) B (11.3) B (12.6) B No Elm Avenue/Kettering Street (10.3) B (9.9) A (13.9) B (15.1) B No Elm Avenue/Lancaster Boulevard 0.38 A 0.51 A 0.46 A 0.63 B No Elm Avenue/Milling Street (9.8) A (10.3) B (11.2) B (13.7) B No Date Avenue/Kettering Street (10.7) B (9.8) A (13.5) B (12.8) B No Date Avenue/Lancaster Boulevard 0.42 A 0.50 A 0.44 A 0.53 A No Date Avenue/Milling Street (7.3) A (7.6) A (7.8) A (8.3) A No Cedar Avenue/Kettering Street (10.7) B (10.5) B (11.9) B (12.9) B No Cedar Avenue/Lancaster Boulevard 0.39 A 0.51 A 0.44 A 0.57 A No Cedar Avenue/Milling Street (7.4) A (7.6) A (7.9) A (8.6) A No Beech Avenue/Kettering Street (9.9) A (9.7) A (10.4) B (11.0) B No Beech Avenue/Lancaster Boulevard 0.43 A 0.47 A 0.48 A 0.54 A No Beech Avenue/Milling Street (7.4) A (7.7) A (8.3) A (8.9) A No Sierra Highway/Lancaster Boulevard 0.52 A 0.70 B 0.59 A 0.82 D No Sierra Highway/Milling Street 0.37 A 0.46 A 0.53 A 0.64 B No Sierra Highway/Newgrove Street 0.37 A 0.44 A 0.49 A 0.58 A No 23rd Street-SR 14 SB On-Ramp/Avenue I 0.33 A 0.45 A 0.35 A 0.47 A No SR-14 SB Off-Ramp/Avenue I 0.73 C 0.75 C 0.76 C 0.79 C No SR-14 NB Ramps/Avenue I 0.60 A 0.75 C 0.62 B 0.77 C No 20th Street West/Avenue I 0.68 B 0.62 B 0.72 C 0.72 C No 20th Street West/Lancaster Boulevard 0.77 C 0.63 B 0.66 B 0.70 B No Final August Traffic, Circulation and Parking

40 Table Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard AM and PM Peak Hour Intersection LOS Study Intersection Forecast Year 2030 Without Project Conditions Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour V/C - Delay LOS V/C - Delay - LOS V/C - Delay - LOS V/C - Delay - LOS Significant Impact? 20th Street West/Avenue J 0.68 B 0.89 D 0.78 C 0.92 E Yes 20th Street West/SR-14 NB Off-Ramp 0.63 B 1.06 F 0.67 B 1.12 F Yes SR-14 SB On-Ramp/Avenue J C 0.77 C 0.75 C 0.81 D No 20th Street West/Avenue J D 1.23 F 0.90 D 1.34 F Yes 15th Street West/Avenue I 0.56 A 0.63 B 0.64 B 0.73 C No 15th Street West/Lancaster Boulevard 0.57 A 0.60 A 0.60 A 0.65 B No 15th Street West/Avenue J 0.60 A 0.69 B 0.65 B 0.76 C No 15th Street West/Avenue J D 0.79 C 0.83 D 0.81 D No 10th Street West/Avenue I 0.55 A 0.60 A 0.64 B 0.70 B No 10th Street West/Jackman Street 0.36 A 0.43 A 0.40 A 0.51 A No 10th Street West/Newgrove Street 0.33 A 0.33 A 0.43 A 0.55 A No 10th Street West/Avenue J 0.63 B 0.93 E 0.69 B 0.97 E Yes 10th Street West/Avenue J A 0.78 C 0.57 A 0.88 D No Fern Avenue/Avenue I 0.40 A 0.62 B 0.52 A 0.74 C No Fern Avenue/Jackman Street (7.7) A (8.5) A (9.5) A (12.6) B No Fern Avenue/Newgrove Street (15.8) C (12.0) B (27.0) D (19.8) C No Fern Avenue/Avenue J (22.9) C (701.9) F (38.6) E (OVRFL) F Yes Fig Avenue/Avenue J 0.48 A 0.56 A 0.64 B 0.73 C No Cedar Avenue/Avenue J (45.2) E (OVRFL) F (51.5) F (OVRFL) F Yes Sierra Highway/Avenue I 0.49 A 0.64 B 0.54 A 0.68 B No Sierra Highway/Jackman Street (10.6) B (12.1) B (11.2) C (13.6) B No Sierra Highway/Avenue J 0.55 A 0.69 B 0.59 A 0.73 C No Division Street/Avenue I 0.47 A 0.49 A 0.51 A 0.53 A No Division Street/Lancaster Boulevard 0.36 A 0.36 A 0.40 A 0.41 A No Division Street/Avenue J 0.77 C 0.87 D 0.80 C 0.92 E Yes V/C = Volume/Capacity; N/A = Not Applicable; SB = Southbound; NB = Northbound. Deficient intersection operation shown in bold. Delay is shown in seconds. Final August Traffic, Circulation and Parking

41 As also indicated in Table , based on City-established thresholds of significance, the addition of project-generated trips is forecast to result in a significant impact at the same nine study intersections for forecast year 2030 with project with four-lane Lancaster Boulevard conditions. RECOMMENDED MITIGATION MEASURES The following identified mitigation measures have been deemed feasible to eliminate the identified traffic impacts for forecast year 2030 with project with four-lane Lancaster Boulevard conditions: Genoa Avenue/Lancaster Boulevard Restrict northbound left-turn movement from Genoa Avenue to westbound Lancaster Boulevard. Implementation of the northbound left-turn restriction at the Genoa Avenue/Lancaster Boulevard intersection is forecast to divert northbound traffic approaching Lancaster Boulevard on Genoa Avenue to Gadsden Avenue. Fig Avenue/Lancaster Boulevard Restrict northbound left-turn movement from Fig Avenue to westbound Lancaster Boulevard. Implementation of the northbound left-turn restriction at the Fig Avenue/Lancaster Boulevard intersection is forecast to divert northbound traffic on Fig Avenue approaching Lancaster Boulevard to Elm Avenue and Fern Avenue. 20th Street West/Avenue J Provide a northbound 20th Street West right-turn overlap phase. Provision of a northbound 20th Street West right-turn overlap phase would preclude U-turn movement from westbound to eastbound Avenue J. 20th Street West/Avenue J-8 Improve the southbound 20th Street West approach from one left-turn lane, three through lanes and one right-turn lane to consist of one left-turn lane, three through lanes and one free right-turn lane. Fern Avenue/Avenue J Restrict southbound left-turn movement from Fern Avenue to eastbound Avenue J. Implementation of the southbound left-turn restriction at the Fern Avenue/Avenue J intersection is forecast to divert southbound traffic on Fern Avenue approaching Avenue J to Fig Avenue. Cedar Avenue/Avenue J Restrict southbound through and left-turn movement from Cedar Avenue. Implementation of the southbound through and left-turn restriction at the Cedar Avenue/Avenue J intersection is forecast to divert southbound traffic on Cedar Avenue approaching Avenue J to Fig Avenue and Sierra Highway. Restrict northbound through and left-turn movement from Cedar Avenue. Implementation of the northbound through and left-turn restriction at the Cedar Avenue/Avenue J intersection is forecast to divert northbound traffic on Cedar Avenue approaching Avenue J to Fig Avenue and Sierra Highway. The following identified mitigation measures have been deemed infeasible by City staff to eliminate the identified traffic impacts for forecast year 2030 with project with four-lane Lancaster Boulevard conditions: 20th Street West/SR-14 NB Off-Ramp Improve the southbound 20th Street West approach from three through lanes to consist of four through lanes. Consistent with this Final August Traffic, Circulation and Parking

42 mitigation measure, widen 20th Street West in the southbound direction between Avenue J and Avenue J-8 from three lanes to four lanes. Note: Implementation of this mitigation measure is impractical due to right-of-way acquisition required for implementation. 10th Street West/Avenue J Improve the eastbound Avenue J approach from two leftturn lanes, three through lanes and one-right turn lane to consist of two left-turn lanes, four through lanes and one right-turn lane. Provide an eastbound Avenue J right-turn overlap phase. Provision of an eastbound Avenue J right-turn overlap phase would preclude U-turn movement from southbound to northbound 10th Street West. Note: Implementation of this mitigation measure is impractical due to right-of-way acquisition required for implementation. Division Street/Avenue J Improve the northbound Division Street approach from one left-turn lane, three through lanes and one right-turn lane to consist of two left-turn lanes, three through lanes and one right-turn lane. Note: Implementation of this mitigation measure is impractical due to right-of-way acquisition required for implementation. Exhibit , Area 1 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard), Exhibit , Area 2 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard), Exhibit , Area 3 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard) and Exhibit , Area 4 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard), show the recommended mitigated study intersection geometry for forecast year 2030 with project with four-lane Lancaster Boulevard conditions. Table , Mitigated Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard AM and PM Peak Hour Intersection LOS, summarizes mitigated forecast year 2030 with project with four-lane Lancaster Boulevard conditions AM and PM peak hour LOS of affected study intersections assuming implementation of the recommended mitigation measures deemed feasible. As indicated in Table , no significant impacts are forecast to occur at mitigated study intersections assuming implementation of the recommended mitigation measures deemed feasible for forecast year 2030 with project with four-lane Lancaster Boulevard conditions with the exception of the following study intersections, which remain significant unavoidable impacts: 20th Street West/SR-14 Northbound Off-Ramp; 10th Street West/Avenue J; and Division Street/Avenue J. As also shown in Table , based on City-established thresholds of significance, the addition of redistributed trips is forecast to result in no significant impacts at the adjacent study intersections for forecast year 2030 with project with four-lane Lancaster Boulevard conditions. Final August Traffic, Circulation and Parking

43 Table Mitigated Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard AM and PM Peak Hour Intersection LOS Assuming Mitigation Measures Deemed Feasible Study Intersection Forecast Year 2030 Without Project Conditions Mitigated Forecast Year 2030 With Project With Four-Lane Lancaster Boulevard Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour V/C - Delay LOS V/C - Delay - LOS V/C - Delay - LOS V/C - Delay - LOS Significant Impact? Genoa Avenue/Lancaster Boulevard (18.2) C (47.8) E (12.6) B (14.4) B No Gadsden Avenue/Lancaster Boulevard 0.39 A 0.55 A 0.47 A 0.67 B No Fern Avenue/Lancaster Boulevard 0.42 A 0.59 A 0.47 A 0.67 B No Fig Avenue/Lancaster Boulevard (20.4) C (42.1) E (11.3) B (12.8) B No Elm Avenue/Lancaster Boulevard 0.38 A 0.51 A 0.47 A 0.64 B No 20th Street West/Avenue J 0.68 B 0.89 D 0.65 C 0.89 D No 20th Street West/SR-14 NB Off-Ramp 0.63 B 1.06 F 0.67 A 1.12 F Yes 20th Street West/Avenue J D 1.23 F 0.61 B 0.83 D No 10th Street West/Avenue J 0.63 B 0.93 E 0.69 B 0.97 E Yes Fern Avenue/Avenue J (22.9) C (701.9) F (14.7) B (29.8) D No Fig Avenue/Avenue J 0.48 A 0.56 A 0.65 B 0.74 C No Cedar Avenue/Avenue J (20.9) C (OVRFL) F (12.9) B (24.3) C No Division Street/Avenue J 0.77 C 0.87 D 0.80 C 0.92 E Yes V/C = Volume/Capacity; N/A = Not Applicable; SB = Southbound; NB = Northbound. Deficient intersection operation shown in bold. Delay is shown in seconds. Final August Traffic, Circulation and Parking

44 10TH ST 11TH STREET WEST/ BOULEVARD 11TH ST W 1OTH STREET WEST/ KILDARE STREET 10TH ST W 10TH STREET WEST/ BOULEVARD 10TH ST W 1 2 KILDARE ST 3 FIGAVE 9 13 KETTERING ST 2 KILDARE ST 6 10 GENOA AVENUE/ BOULEVARD GENOA AVE GADSDEN AVENUE/ BOULEVARD GENOA AVENUE/ REET GENOA AVE GADSDEN AVENUE/ REET GADSDEN AVENUE/ KILDARE STREET GADSDEN AVE GADSDEN AVE GADSDEN AVE NUE/ KETTERING STREET 8 9 KILDARE ST KETTERING ST Legend: xx xx 11TH ST 1 4D Existing Lane Modifed Lane Defacto Right Turn Lane Stop-Controlled Intersection Signal-Controlled Intersection = Stop-Controlled Approach 3 GENOA AVE 4 5 GADSDENAVE 7 4D 4D 4D 4D 4D 8 11 = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway 12 FIGAVE NUE/ KILDARE STREET NUE/ BOULEVARD NUE/ REET FIG AVENUE/ KETTERING STREET FIG AVE FIG AVENUE/ BOULEVARD FIG AVENUE/ REET FIG AVE KILDARE ST KETTERING ST FIG AVE NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 1 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard) Exhibit

45 ELM AVENUE/ KETTERING STREET ELM AVE ELM AVENUE/ BOULEVARD ELM AVE ELM AVENUE/ REET ELM AVE DATE AVENUE/ KETTERING STREET DATE AVE KETTERING ST KETTERING ST KETTE RING ST METROLINK DATE AVENUE/ BOULEVARD 20 DATE AVE DATE AVENUE/ REET DATE AVE CEDAR AVENUE/ KETTERING STREET CEDAR AVE KETTERING ST CEDAR AVENUE/ BOULEVARD 23 CEDAR AVE ELMAVE 17 DATE AVE 20 CEDAR AVE 23 BEECH AVE 26 4D 4D 4D 4D 28 CEDAR AVENUE/ REET CEDAR AVE BEECH AVENUE/ KETTERING STREET BEECH AVE BEECH AVENUE/ BOULEVARD BEECH AVE BEECH AVENUE/ REET BEECH AVE D KETTERING ST NEWGROVE ST 30 SIERRA HIGHWAY/ BOULEVARD 28 SIERRA HIGHWAY/ REET SIERRA HIGHWAY/ NEWGROVE STREET NEWGROVE ST Legend: Existing Lane = 2-lane Undivided roadway 4D = 4-lane Divided roadway Modifed Lane = 6-lane Divided roadway Defacto Right Turn Lane xx Stop-Controlled Intersection xx Signal-Controlled Intersection = Stop-Controlled Approach NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 2 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard) Exhibit

46 23RD ST/ 23RD ST 20TH ST WEST/ 20TH ST WEST SR-14 SB RAMPS/ SB OFF-RAMP SB ON-RAMP 20TH ST WEST/ BOULEVARD 20TH ST WEST SR-14 NB RAMPS/ NB ON-RAMP NB OFF-RAMP 20TH ST WEST/ 20TH ST WEST 23RD ST 4D TH ST WEST 15TH ST WEST 4D 4D 4D 4D 4D JACKMAN ST 10TH ST WEST TH ST WEST/ SR-14 NB OFF-RAMP 20TH ST WEST NB OFF-RAMP 35 SR-14 SB ON-RAMP/ -8 SB ON-RAMP -8 F 20TH ST WEST/ -8 20TH ST WEST OV 15TH ST WEST/ 15TH ST WEST D 4D 4D 4D 4D 4D Legend: Existing Lane -8 15TH ST WEST/ BOULEVARD 15TH ST WEST 15TH ST WEST/ 15TH ST WEST 15TH ST WEST/ -8 15TH ST WEST 10TH ST WEST/ 10TH ST WEST 10TH ST WEST/ JACKMAN ST 10TH ST WEST xx Modified Lane Defacto Right Turn Lane Stop-Controlled Intersection xx Signal-Controlled Intersection JACKMAN ST F Free Right-Turn Lane OV Right-Turn Overlap = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 3 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard) Exhibit

47 10TH ST WEST/ NEWGROVE STREET NUE/ 10TH ST WEST NUE/ NEWGROVE ST 10TH ST WEST/ 10TH ST WEST NUE/ JACKMAN STREET FIG AVENUE/ 10TH ST WEST/ FIG AVE JACKMAN ST NUE/ NEWGROVE STREET CEDAR AVENUE/ CEDAR AVE 10TH ST WEST NEWGROVE ST -8 SIERRA HIGHWAY/ NEWGROVE ST 10TH ST WEST JACKMAN ST FIG AVE D 4Ds CEDAR AVE 57 METROLINK 4D DIVISION ST Legend: Existing Lane SIERRA HIGHWAY/ JACKMAN STREET SIERRA HIGHWAY/ DIVISION STREET/ DIVISION ST DIVISION STREET/ BOULEVARD DIVISION ST DIVISION STREET/ DIVISION ST xx Modified Lane Defacto Right Turn Lane Stop-Controlled Intersection xx Signal-Controlled Intersection JACKMAN ST OV Right-Turn Overlap = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 4 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (4-Lane Lancaster Boulevard) Exhibit

48 PROJECT WITH TWO-LANE BOULEVARD Development associated with the proposed project with two-lane Lancaster Boulevard conditions could result in adverse impacts to the function of intersections in the project area. This section analyzes the impact of the addition of trips forecast to be generated by the proposed project to forecast year 2030 with project conditions traffic volumes and assuming Lancaster Boulevard is narrowed from its current four-lane cross section to a two-lane cross section between 10th Street West and Sierra Highway. FORECAST YEAR 2030 WITH PROJECT WITH TWO-LANE BOULEVARD CONDITIONS TRAFFIC VOLUMES Exhibit , Area 1 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard), Exhibit , Area 2 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard), Exhibit , Area 3 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) and Exhibit , Area 4 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard), illustrate forecast year 2030 with project with two-lane Lancaster Boulevard conditions study intersection geometry. Forecast year 2030 with project with two-lane Lancaster Boulevard conditions assumes a diversion during the PM peak hour of approximately 100 vehicles in both the eastbound and westbound directions from Lancaster Boulevard to Avenue I to avoid traveling through Downtown Lancaster. Exhibit , Forecast PM Peak Hour Diversion With 2-Lane Lancaster Boulevard, shows the forecast PM peak hour diversion from narrowing Lancaster Boulevard from four-lanes to two-lanes. Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions Level of Service Table , Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions Peak Hour Intersection LOS, summarizes forecast year 2030 with project with two-lane Lancaster Boulevard conditions AM and PM peak hour LOS of the study intersections. Final August Traffic, Circulation and Parking

49 10TH ST 11TH STREET WEST/ BOULEVARD 11TH ST W 1OTH STREET WEST/ KILDARE STREET 10TH ST W 10TH STREET WEST/ BOULEVARD 10TH ST W 1 2 KILDARE ST 3 FIGAVE 9 13 KETTERING ST 2 KILDARE ST 6 10 GENOA AVENUE/ BOULEVARD GENOA AVE GADSDEN AVENUE/ BOULEVARD GENOA AVENUE/ REET GENOA AVE GADSDEN AVENUE/ REET GADSDEN AVENUE/ KILDARE STREET GADSDEN AVE GADSDEN AVE GADSDEN AVE NUE/ KETTERING STREET 8 9 KILDARE ST KETTERING ST Legend: xx xx 11TH ST 1 4D Existing Lane = 2-lane Undivided roadway Defacto Right Turn Lane 2D = 2-lane Divided roadway Stop-Controlled Intersection 4D = 4-lane Divided roadway = 6-lane Divided roadway Signal-Controlled Intersection = Stop-Controlled Approach 3 GENOA AVE 4 5 GADSDENAVE 7 2D 2D 2D 2D 2D FIGAVE NUE/ KILDARE STREET NUE/ BOULEVARD NUE/ REET FIG AVENUE/ KETTERING STREET FIG AVE FIG AVENUE/ BOULEVARD FIG AVENUE/ REET FIG AVE KILDARE ST KETTERING ST FIG AVE NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 1 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

50 ELM AVENUE/ KETTERING STREET ELM AVE ELM AVENUE/ BOULEVARD ELM AVE ELM AVENUE/ REET ELM AVE DATE AVENUE/ KETTERING STREET DATE AVE KETTERING ST KETTERING ST KETTE RING ST METROLINK DATE AVENUE/ BOULEVARD 20 DATE AVE DATE AVENUE/ REET DATE AVE CEDAR AVENUE/ KETTERING STREET CEDAR AVE KETTERING ST CEDAR AVENUE/ BOULEVARD 23 CEDAR AVE ELMAVE 17 DATE AVE 20 CEDAR AVE 23 BEECH AVE 26 4D 4D 4D 4D 28 CEDAR AVENUE/ REET CEDAR AVE BEECH AVENUE/ KETTERING STREET BEECH AVE BEECH AVENUE/ BOULEVARD BEECH AVE BEECH AVENUE/ REET BEECH AVE D KETTERING ST NEWGROVE ST 30 SIERRA HIGHWAY/ BOULEVARD 28 SIERRA HIGHWAY/ REET SIERRA HIGHWAY/ NEWGROVE STREET NEWGROVE ST Legend: Existing Lane Defacto Right Turn Lane = 2-lane Undivided roadway 4D = 4-lane Divided roadway xx Stop-Controlled Intersection = 6-lane Divided roadway xx Signal-Controlled Intersection = Stop-Controlled Approach NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 2 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

51 23RD ST/ 20TH ST WEST/ 20TH ST WEST 23RD ST SR-14 SB RAMPS/ SB OFF-RAMP SR-14 NB RAMPS/ SB ON-RAMP 20TH ST WEST/ BOULEVARD 35 20TH ST WEST NB OFF-RAMP 20TH ST WEST/ 20TH ST WEST 36 NB ON-RAMP 23RD ST D 20TH ST WEST 15TH ST WEST 4D 4D 4D 4D 4D JACKMAN ST 10TH ST WEST TH ST WEST/ SR-14 NB OFF-RAMP 20TH ST WEST NB OFF-RAMP SR-14 SB ON-RAMP/ -8 SB ON-RAMP -8 20TH ST WEST/ -8 20TH ST WEST -8 15TH ST WEST/ TH ST WEST D 4D 4D 4D 4D 4D TH ST WEST/ BOULEVARD 41 15TH ST WEST 15TH ST WEST/ 15TH ST WEST 15TH ST WEST/ -8 15TH ST WEST -8 10TH ST WEST/ 10TH ST WEST 10TH ST WEST/ JACKMAN ST TH ST WEST JACKMAN ST Legend: Existing Lane Defacto Right Turn Lane xx Stop-Controlled Intersection xx Signal-Controlled Intersection = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 3 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

52 10TH ST WEST/ NEWGROVE STREET NUE/ 10TH ST WEST NUE/ NEWGROVE ST 10TH ST WEST/ 10TH ST WEST NUE/ JACKMAN STREET FIG AVENUE/ 10TH ST WEST/ FIG AVE JACKMAN ST NUE/ NEWGROVE STREET CEDAR AVENUE/ CEDAR AVE 10TH ST WEST NEWGROVE ST -8 SIERRA HIGHWAY/ NEWGROVE ST 10TH ST WEST JACKMAN ST FIG AVE D 4Ds CEDAR AVE 57 METROLINK 4D DIVISION ST SIERRA HIGHWAY/ JACKMAN STREET JACKMAN ST 56 SIERRA HIGHWAY/ DIVISION STREET/ DIVISION ST DIVISION STREET/ BOULEVARD DIVISION ST DIVISION STREET/ DIVISION ST Legend: Existing Lane Defacto Right Turn Lane xx Stop-Controlled Intersection xx Signal-Controlled Intersection = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 4 Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

53 10TH ST WEST 23RD ST TH ST WEST TH ST WEST -100 JACKMAN ST -100 NEWGROVE ST METROLINK DIVISION ST FIG AVE CEDAR AVE DATE AVE -8 Legend: XX PM Peak Hour Diversion NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Forecast PM Peak Hour Diversion With 2-Lane Lancaster Boulevard Exhibit

54 Table Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions Peak Hour Intersection LOS Study Intersection Forecast Year 2030 Without Project Conditions Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour V/C - Delay LOS V/C - Delay - LOS V/C - Delay - LOS V/C - Delay - LOS Significant Impact? 11th Street West/Lancaster Boulevard (12.9) B (12.3) B (16.8) C (24.4) D No 10th Street West/Kildare Street (15.0) B (23.4) C (13.7) B (26.4) D No 10th Street West/Lancaster Boulevard 0.63 A 0.82 D 0.83 D 1.04 F Yes Genoa Avenue/Lancaster Boulevard (18.2) C (47.8) E (29.3) D (139.8) F Yes Genoa Avenue/Milling Street (8.6) A (9.1) A (8.9) A (9.6) A No Gadsden Avenue/Kildare Street (9.1) A (9.6) A (10.3) B (11.2) B No Gadsden Avenue/Lancaster Boulevard 0.39 A 0.55 A 0.75 C 0.95 E Yes Gadsden Avenue/Milling Street (8.9) A (9.6) A (10.6) B (12.3) B No Fern Avenue/Kettering Street (9.5) A (9.6) A (11.0) B (11.9) B No Fern Avenue/Kildare Street (9.7) A (10.6) B (11.0) B (13.0) B No Fern Avenue/Lancaster Boulevard 0.42 A 0.59 A 0.73 C 0.91 E Yes Fern Avenue/Milling Street (9.8) A (10.8) B (10.4) B (12.3) B No Fig Avenue/Kettering Street (9.1) A (9.0) A (10.0) A (10.4) B No Fig Avenue/Lancaster Boulevard (20.4) C (42.1) E (33.2) D (91.1) F Yes Fig Avenue/Milling Street (9.7) A (10.1) B (11.3) B (12.6) B No Elm Avenue/Kettering Street (10.3) B (9.9) A (13.9) B (15.1) B No Elm Avenue/Lancaster Boulevard 0.38 A 0.51 A 0.70 B 0.91 E Yes Elm Avenue/Milling Street (9.8) A (10.3) B (11.2) B (13.7) B No Date Avenue/Kettering Street (10.7) B (9.8) A (13.5) B (12.8) B No Date Avenue/Lancaster Boulevard 0.42 A 0.50 A 0.68 B 0.78 C No Date Avenue/Milling Street (7.3) A (7.6) A (7.8) A (8.3) A No Cedar Avenue/Kettering Street (10.7) B (10.5) B (11.9) B (12.9) B No Cedar Avenue/Lancaster Boulevard 0.39 A 0.51 A 0.67 B 0.82 D No Cedar Avenue/Milling Street (7.4) A (7.6) A (7.9) A (8.6) A No Beech Avenue/Kettering Street (9.9) A (9.7) A (10.4) B (11.0) B No Beech Avenue/Lancaster Boulevard 0.43 A 0.47 A 0.74 C 0.81 D No Beech Avenue/Milling Street (7.4) A (7.7) A (8.3) A (8.9) A No Sierra Highway/Lancaster Boulevard 0.52 A 0.70 B 0.75 C 0.94 E Yes Sierra Highway/Milling Street 0.37 A 0.46 A 0.53 A 0.64 B No Final August Traffic, Circulation and Parking

55 Table [continued] Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions Peak Hour Intersection LOS Study Intersection Forecast Year 2030 Without Project Conditions Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour V/C - Delay LOS V/C - Delay - LOS V/C - Delay - LOS V/C - Delay - LOS Significant Impact? Sierra Highway/Newgrove Street 0.37 A 0.44 A 0.49 A 0.58 A No 23rd Street-SR 14 SB On-Ramp/Avenue I 0.33 A 0.45 A 0.35 A 0.47 A No SR-14 SB Off-Ramp/Avenue I 0.73 C 0.75 C 0.76 C 0.79 C No SR-14 NB Ramps/Avenue I 0.60 A 0.75 C 0.62 B 0.77 C No 20th Street West/Avenue I 0.68 B 0.62 B 0.72 C 0.81 D No 20th Street West/Lancaster Boulevard 0.77 C 0.63 B 0.66 B 0.69 B No 20th Street West/Avenue J 0.68 B 0.89 D 0.78 C 0.92 E Yes 20th Street West/SR-14 NB Off-Ramp 0.63 B 1.06 F 0.67 B 1.12 F Yes SR-14 SB On-Ramp/Avenue J C 0.77 C 0.75 C 0.81 D No 20th Street West/Avenue J D 1.23 F 0.90 D 1.34 F Yes 15th Street West/Avenue I 0.56 A 0.63 B 0.64 B 0.75 C No 15th Street West/Lancaster Boulevard 0.57 A 0.60 A 0.60 A 0.62 B No 15th Street West/Avenue J 0.60 A 0.69 B 0.65 B 0.76 C No 15th Street West/Avenue J D 0.79 C 0.83 D 0.81 D No 10th Street West/Avenue I 0.55 A 0.60 A 0.64 B 0.71 C No 10th Street West/Jackman Street 0.36 A 0.43 A 0.40 A 0.51 A No 10th Street West/Newgrove Street 0.33 A 0.33 A 0.43 A 0.55 A No 10th Street West/Avenue J 0.63 B 0.93 E 0.69 B 0.97 E Yes 10th Street West/Avenue J A 0.78 C 0.57 A 0.88 D No Fern Avenue/Avenue I 0.40 A 0.62 B 0.52 A 0.76 C No Fern Avenue/Jackman Street (7.7) A (8.5) A (9.5) A (12.6) B No Fern Avenue/Newgrove Street (15.8) C (12.0) B (27.0) D (19.8) C No Fern Avenue/Avenue J (22.9) C (701.9) F (38.6) E (OVRFL) F Yes Fig Avenue/Avenue J 0.48 A 0.56 A 0.64 B 0.73 C No Cedar Avenue/Avenue J (45.2) E (OVRFL) F (51.5) F (OVRFL) F Yes Sierra Highway/Avenue I 0.49 A 0.64 B 0.54 A 0.68 B No Sierra Highway/Jackman Street (10.6) B (12.1) B (11.2) C (15.0) B No Sierra Highway/Avenue J 0.55 A 0.69 B 0.59 A 0.73 C No Division Street/Avenue I 0.47 A 0.49 A 0.51 A 0.53 A No Division Street/Lancaster Boulevard 0.36 A 0.36 A 0.40 A 0.41 A No Division Street/Avenue J 0.77 C 0.87 D 0.80 C 0.92 E Yes V/C = Volume/Capacity; N/A = Not Applicable; SB = Southbound; NB = Northbound. Deficient intersection operation shown in bold. Delay is shown in seconds. Final August Traffic, Circulation and Parking

56 As indicated in Table , with the addition of project-generated trips, the following 14 study intersections are forecast to operate at a deficient LOS (LOS E or worse) according to City of Lancaster performance criteria for forecast existing plus project with two-lane Lancaster Boulevard conditions: 10th Street West/Lancaster Boulevard (PM peak hour only); Genoa Avenue/Lancaster Boulevard (PM peak hour only); Gadsden Avenue/Lancaster Boulevard (PM peak hour only); Fern Avenue/Lancaster Boulevard (PM peak hour only); Fig Avenue/Lancaster Boulevard (PM peak hour only); Elm Avenue/Lancaster Boulevard (PM peak hour only); Sierra Highway/Lancaster Boulevard (PM peak hour only); 20th Street West/Avenue J (PM peak hour only); 20th Street West/SR-14 Northbound Off-Ramp (PM peak hour only); 20th Street West/Avenue J-8 (PM peak hour only); 10th Street West/Avenue J (PM peak hour only); Fern Avenue/Avenue J (both AM and PM peak hours); Cedar Avenue/Avenue J (both AM and PM peak hours); and Division Street/Avenue J (PM peak hour only). As also shown in Table , based on City-established thresholds of significance, the addition of project-generated trips is forecast to result in a significant impact at the same 14 study intersections for forecast year 2030 with project with two-lane Lancaster Boulevard conditions. RECOMMENDED MITIGATION MEASURES The following identified mitigation measures have been deemed feasible to eliminate the identified traffic impacts for forecast year 2030 with project with two-lane Lancaster Boulevard conditions: Lancaster Boulevard As a policy in the DLSP area, change the LOS target at intersections on Lancaster Boulevard from LOS D to LOS E. Narrowing Lancaster Boulevard from a four-lane to a two-lane road is intended to prioritize walking, bicycling and other modes of transit in the DLSP area. Reducing the target LOS on Lancaster Boulevard in the DLSP area is consistent with this objective. Genoa Avenue/Lancaster Boulevard Restrict northbound left-turn movement from Genoa Avenue to westbound Lancaster Boulevard. Implementation of the northbound left-turn restriction at the Genoa Avenue/Lancaster Boulevard intersection is forecast to divert northbound traffic approaching Lancaster Boulevard on Genoa Avenue to Gadsden Avenue (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). Fig Avenue/Lancaster Boulevard Restrict northbound left-turn movement from Fig Avenue to westbound Lancaster Boulevard. Implementation of the northbound left-turn restriction at the Fig Avenue/Lancaster Boulevard intersection is forecast to divert northbound traffic on Fig Avenue approaching Lancaster Boulevard to Elm Avenue and Fern Avenue (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). Final August Traffic, Circulation and Parking

57 20th Street West/Avenue J Provide a northbound 20th Street West right-turn overlap phase. Provision of a northbound 20th Street West right-turn overlap phase would preclude U-turn movement from westbound to eastbound Avenue J (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). 20th Street West/Avenue J-8 Improve the southbound 20th Street West approach from one left-turn lane, three through lanes and one right-turn lane to consist of one left-turn lane, three through lanes and one free right-turn lane (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). Fern Avenue/Avenue J Restrict southbound left-turn movement from Fern Avenue to eastbound Avenue J. Implementation of the southbound left-turn restriction at the Fern Avenue/Avenue J intersection is forecast to divert southbound traffic on Fern Avenue approaching Avenue J to Fig Avenue (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). Cedar Avenue/Avenue J Restrict southbound through and left-turn movement from Cedar Avenue. Implementation of the southbound through and left-turn restriction at the Cedar Avenue/Avenue J intersection is forecast to divert southbound traffic on Cedar Avenue approaching Avenue J to Fig Avenue and Sierra Highway. Restrict northbound through and left-turn movement from Cedar Avenue. Implementation of the northbound through and left-turn restriction at the Cedar Avenue/Avenue J intersection is forecast to divert northbound traffic on Cedar Avenue approaching Avenue J to Fig Avenue and Sierra Highway (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). The following identified mitigation measures have been deemed infeasible by City staff to eliminate the identified traffic impacts for forecast year 2030 with project with four-lane Lancaster Boulevard conditions: 10th Street West/Lancaster Boulevard Widen the westbound Lancaster Boulevard approach from one left-turn lane, one through lane and one right-turn lane to consist of two left-turn lanes, one through lane and one right-turn lane. Also, an alternate mitigation measure under consideration by City Staff includes construction of a roundabout at the 10th Street West/Lancaster Boulevard intersection which is being analyzed by Roundabouts and Traffic Engineering. Note: Implementation of the mitigation measure to widen the westbound Lancaster Boulevard approach is considered impractical due to conflicts with the vision and goals for the Downtown, which encourage narrow roadways to enhance the pedestrian-friendly character and small town feel of the Downtown. Further, the roundabout mitigation measure is deemed impractical due to right-of-way acquisition required for implementation. 20th Street West/SR-14 NB Off-Ramp Improve the southbound 20th Street West approach from three through lanes to consist of four through lanes. Consistent with this mitigation measure, widen 20th Street West in the southbound direction between Avenue J and Avenue J-8 from three lanes to four lanes (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). Note: Implementation of this mitigation measure is impractical due to right-of-way acquisition required for implementation. Final August Traffic, Circulation and Parking

58 10th Street West/Avenue J Improve the eastbound Avenue J approach from two leftturn lanes, three through lanes and one-right turn lane to consist of two left-turn lanes, four through lanes and one right-turn lane. Provide an eastbound Avenue J right-turn overlap phase. Provision of an eastbound Avenue J right-turn overlap phase would preclude U-turn movement from southbound to northbound 10th Street West (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). Note: Implementation of this mitigation measure is impractical due to right-of-way acquisition required for implementation. Division Street/Avenue J Improve the northbound Division Street approach from one left-turn lane, three through lanes and one right-turn lane to consist of two left-turn lanes, three through lanes and one right-turn lane (Consistent with mitigation measure identified for four-lane Lancaster Boulevard scenario). Note: Implementation of this mitigation measure is impractical due to right-of-way acquisition required for implementation. Exhibit , Area 1 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard), Exhibit , Area 2 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard), Exhibit , Area 3 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) and Exhibit , Area 4 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard), illustrates the recommended mitigated study intersection geometry for forecast year 2030 with project with two-lane Lancaster Boulevard conditions. Table , Mitigated Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions LOS, summarizes mitigated forecast year 2030 with project with two-lane Lancaster Boulevard conditions AM and PM peak hour LOS of affected study intersections assuming implementation of the recommended mitigation measures deemed feasible. As indicated in Table , no significant impacts are forecast to occur at the mitigated study intersections assuming implementation of the recommended mitigation measures deemed feasible for forecast year 2030 with project with two-lane Lancaster Boulevard conditions with the exception of the following study intersections, which remain significant unavoidable impacts: 10th Street West/Lancaster Boulevard; 20th Street West/SR-14 Northbound Off-Ramp; 10th Street West/Avenue J; and Division Street/Avenue J. As also shown in Table , based on City-established thresholds of significance, the addition of redistributed trips is forecast to result in no significant impacts at the adjacent study intersections for forecast year 2030 with project with two-lane Lancaster Boulevard conditions. Final August Traffic, Circulation and Parking

59 10TH ST 11TH STREET WEST/ BOULEVARD 11TH ST W 1OTH STREET WEST/ KILDARE STREET 10TH ST W 10TH STREET WEST/ BOULEVARD 10TH ST W 1 2 KILDARE ST 3 FIG AVE 9 13 KETTERING ST 2 KILDARE ST 6 10 GENOA AVENUE/ BOULEVARD GENOA AVE GADSDEN AVENUE/ BOULEVARD GENOA AVENUE/ REET GENOA AVE GADSDEN AVENUE/ REET GADSDEN AVENUE/ KILDARE STREET GADSDEN AVE GADSDEN AVE GADSDEN AVE NUE/ KETTERING STREET 8 9 KILDARE ST KETTERING ST Legend: xx xx 11TH ST 1 4D Existing Lane Modifed Lane Defacto Right Turn Lane Stop-Controlled Intersection Signal-Controlled Intersection = Stop-Controlled Approach 3 GENOAAVE 4 5 GADSDEN AVE 7 2D 2D 2D 2D 2D 8 11 = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway 12 FIG AVE NUE/ KILDARE STREET NUE/ BOULEVARD NUE/ REET FIG AVENUE/ KETTERING STREET FIG AVE FIG AVENUE/ BOULEVARD FIG AVENUE/ REET FIG AVE KILDARE ST KETTERING ST FIG AVE NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 1 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

60 ELM AVENUE/ KETTERING STREET ELM AVE ELM AVENUE/ BOULEVARD ELM AVE ELM AVENUE/ REET ELM AVE DATE AVENUE/ KETTERING STREET DATE AVE KETTERING ST KETTERING ST KETTE RINGST METROLINK DATE AVENUE/ BOULEVARD 20 DATE AVE DATE AVENUE/ REET DATE AVE CEDAR AVENUE/ KETTERING STREET CEDAR AVE KETTERING ST CEDAR AVENUE/ BOULEVARD 23 CEDAR AVE ELMAVE 17 DATE AVE 20 CEDAR AVE 23 BEECH AVE 26 4D 4D 4D 4D 28 CEDAR AVENUE/ REET CEDAR AVE BEECH AVENUE/ KETTERING STREET BEECH AVE BEECH AVENUE/ BOULEVARD BEECH AVE BEECH AVENUE/ REET BEECH AVE D KETTERING ST NEWGROVE ST 30 SIERRA HIGHWAY/ BOULEVARD 28 SIERRA HIGHWAY/ REET SIERRA HIGHWAY/ NEWGROVE STREET NEWGROVE ST Legend: Existing Lane = 2-lane Undivided roadway 4D = 4-lane Divided roadway Modifed Lane = 6-lane Divided roadway Defacto Right Turn Lane xx Stop-Controlled Intersection xx Signal-Controlled Intersection = Stop-Controlled Approach NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 2 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

61 23RD ST/ 23RD ST 20TH ST WEST/ 20TH ST WEST SR-14 SB RAMPS/ SB OFF-RAMP SB ON-RAMP 20TH ST WEST/ BOULEVARD 20TH ST WEST SR-14 NB RAMPS/ NB ON-RAMP NB OFF-RAMP 20TH ST WEST/ 20TH ST WEST RD ST 4D 20TH ST WEST 15TH ST WEST 4D 4D 4D 4D 4D JACKMAN ST 10TH ST WEST TH ST WEST/ SR-14 NB OFF-RAMP 20TH ST WEST NB OFF-RAMP 35 SR-14 SB ON-RAMP/ -8 SB ON-RAMP -8 20TH ST WEST/ -8 20TH ST WEST F 36 OV 15TH ST WEST/ 15TH ST WEST D 4D 4D 4D 4D 4D Legend: Existing Lane -8 15TH ST WEST/ BOULEVARD 15TH ST WEST 15TH ST WEST/ 15TH ST WEST 15TH ST WEST/ -8 15TH ST WEST 10TH ST WEST/ 10TH ST WEST 10TH ST WEST/ JACKMAN ST 10TH ST WEST xx Modified Lane Defacto Right Turn Lane Stop-Controlled Intersection xx Signal-Controlled Intersection JACKMAN ST F Free Right-Turn Lane OV Right-Turn Overlap = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 3 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

62 10TH ST WEST/ NEWGROVE STREET NUE/ 10TH ST WEST NUE/ NEWGROVE ST 10TH ST WEST/ 10TH ST WEST NUE/ JACKMAN STREET FIG AVENUE/ 10TH ST WEST/ FIG AVE JACKMAN ST NUE/ NEWGROVE STREET CEDAR AVENUE/ CEDAR AVE 10TH ST WEST NEWGROVE ST -8 SIERRA HIGHWAY/ NEWGROVE ST 10TH ST WEST JACKMAN ST FIG AVE D 4Ds CEDAR AVE 57 METROLINK 4D DIVISION ST Legend: Existing Lane SIERRA HIGHWAY/ JACKMAN STREET SIERRA HIGHWAY/ DIVISION STREET/ DIVISION ST DIVISION STREET/ BOULEVARD DIVISION ST DIVISION STREET/ DIVISION ST xx Modified Lane Defacto Right Turn Lane Stop-Controlled Intersection xx Signal-Controlled Intersection JACKMAN ST OV Right-Turn Overlap = Stop-Controlled Approach = 2-lane Undivided roadway 4D = 4-lane Divided roadway = 6-lane Divided roadway NOT TO SCALE 08/08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Area 4 Mitigated Forecast Year 2030 Study Intersection/Roadway Geometry (2-Lane Lancaster Boulevard) Exhibit

63 Table Mitigated Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions LOS Assuming Mitigation Measures Deemed Feasible Study Intersection Forecast Year 2030 Without Project Conditions Mitigated Forecast Year 2030 With Project With Two-Lane Lancaster Boulevard Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour V/C - Delay LOS V/C - Delay - LOS V/C - Delay - LOS V/C - Delay - LOS Significant Impact? 10th Street West/Lancaster Boulevard A 0.82 D 0.83 D 1.04 F Yes Genoa Avenue/Lancaster Boulevard (18.2) C (47.8) E (18.2) C (23.0) C No Gadsden Avenue/Lancaster Boulevard A 0.55 A 0.74 C 0.97 E No Fern Avenue/Lancaster Boulevard A 0.59 A 0.74 C 0.91 E No Fig Avenue/Lancaster Boulevard (20.4) C (42.1) E (14.8) B (17.3) C No Elm Avenue/Lancaster Boulevard A 0.51 A 0.71 C 0.93 E No Date Avenue/Lancaster Boulevard 0.42 A 0.50 A 0.68 B 0.78 C No Cedar Avenue/Lancaster Boulevard 0.39 A 0.51 A 0.67 B 0.82 D No Beech Avenue/Lancaster Boulevard 0.43 A 0.47 A 0.74 C 0.81 D No Sierra Highway/Lancaster Boulevard A 0.70 B 0.75 C 0.94 E No 20th Street West/Avenue J 0.68 B 0.89 D 0.65 B 0.89 D No 20th Street West/SR-14 NB Off-Ramp 0.63 B 1.06 F 0.67 B 1.12 F Yes 20th Street West/Avenue J D 1.23 F 0.61 B 0.83 D No 10th Street West/Avenue J 0.63 B 0.93 E 0.69 B 0.97 E Yes Fern Avenue/Avenue J (22.9) C (701.9) F (14.7) B (29.8) D No Fig Avenue/Avenue J 0.48 A 0.56 A 0.65 B 0.74 C No Cedar Avenue/Avenue J (20.9) C (OVRFL) F (12.9) B (24.3) C No Division Street/Avenue J 0.77 C 0.87 D 0.80 C 0.92 E Yes V/C = Volume/Capacity; N/A = Not Applicable; SB = Southbound; NB = Northbound. Deficient intersection operation shown in bold. Delay is shown in seconds. 1 No Significant impact identified assuming mitigation changing LOS policy on Lancaster Boulevard within the DLSP area from target LOS D to LOS E. PROJECT WITH ROUNDABOUT AT THE INTERSECTION OF BOULEVARD AND 10TH STREET WEST Development associated with the proposed project with a roundabout at the intersection of Lancaster Boulevard/10th Street West conditions could result in adverse impacts to the function and safety of the intersection. This section analyzes the impact of the addition of trips forecast to be generated by the proposed project to forecast year 2030 without project conditions traffic volumes and assuming the intersection of Lancaster Boulevard and 10th Street West is modified with a roundabout. Peak hour future traffic turning movement volumes were put into the RODEL model and the roundabout was analyzed to verify the appropriate number of lanes at each entry or approach of Final August Traffic, Circulation and Parking

64 the roundabout. Specifically, the recommended geometric requirements for the roundabout were analyzed to verify that the entering approach widths, average effective flare lengths, entry angles, entry radii, and roundabout diameter would be adequate for the proposed project. The analysis indicated that the intersection would operate at LOS A with 4.3 seconds of delay in the AM and LOS A with 5.4 seconds of delay in the PM peak hours. Thus, the intersection would operate at an acceptable LOS according to City of Lancaster performance criteria for forecast year 2030 with Project with a Roundabout at Lancaster Boulevard/10th Street West conditions. The recommended roundabout diameter would be feet. The required lane configurations of each approach of the intersection are based on the turning movement conflicts and the approaching existing roadway configuration. The roundabout design would only require two lanes per approach. In addition, insignificant stopped queue lengths would develop at the intersection. Exhibit , Conceptual Roundabout, represents a rough conceptual sketch of the modern roundabout at the intersection. Specific fastest path entry design speeds (prior to yield line) at approximately 25 miles per hour have been preliminarily incorporated into the roundabout design for proper deflection and safety. The conceptual roundabout demonstrates the recommended design lane configurations and initial geometry recommendations. A full roundabout design with proper geometrics, signing, striping, lighting, grading, and landscaping design plans would need to be developed by a qualified roundabout specialist if the roundabout alternative is selected by the City of Lancaster. LOS ANGELES COUNTY CONGESTION MANAGEMENT PROGRAM Development associated with the proposed project could result in adverse impacts to the function of Los Angeles County Congestion Management Plan (CMP) facilities in the project area. This section evaluates the forecast impact of project-generated trips at the following CMP Freeway study segments: SR-14, north Avenue I; and SR-14, south of Avenue J-8. FORECAST YEAR 2030 WITHOUT PROJECT CONDITIONS CMP FREEWAY SEGMENT LEVEL OF SERVICE Forecast year 2030 without traffic volumes are based on the application of the general traffic volume growth factor for North County to existing traffic volumes. 8 Forecast year 2030 conditions on SR-14 assume an 8-lane facility consisting of three general purpose lanes and one high-occupancy vehicle (HOV) lane in both directions in the vicinity of Lancaster, consistent with the North County Combined Highway Corridors Study Final Report. 9 8 Metropolitan Transportation Authority, Congestion Management Program for Los Angeles County, July Parsons Transportation Group, North County Combined Highway Corridors Study Final Report, June Final August Traffic, Circulation and Parking

65 Source: Roundabout and Traffic Engineering, August 6, /08 JN ENVIRONMENTAL IMPACT REPORT DOWNTOWN SPECIFIC PLAN Conceptual Roundabout Exhibit