RORIMER & LA SEDA RESIDENTIAL DEVELOPMENT FOCUSED TRAFFIC ANALYSIS - County of Los Angeles, California - engineering group, inc.
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RORIMER & LA SEDA RESIDENTIAL DEVELOPMENT
FOCUSED TRAFFIC ANALYSIS
County of Los Angeles, California
engineering
group, inc.
June 15, 2020
Mr. Steve Armanino
THE OLSON COMPANY
3010 Old Ranch Parkway, Suite 100
Seal Beach, CA 90740
Subject: Rorimer & La Seda Residential Development Focused Traffic Analysis,
County of Los Angeles, CA
Dear Mr. Armanino:
Introduction
RK ENGINEERING GROUP, INC. (RK) is pleased to provide this focused traffic analysis for the
proposed Rorimer & La Seda Residential Development project. The project site is located at
18616 Rorimer Street, in unincorporated Los Angeles County. The project site is currently
occupied by the Hanaro Community Church; which consists of an existing and operational
12,646 square feet worship assembly hall and two (2) school buildings totaling
approximately 4,774 square feet that are not currently in use. The proposed project is
planned to displace the existing church and school land use and construct the following
land uses:
• 56 dwelling units of Multifamily Housing (Low Rise).
Exhibit A shows the location map of the project site and Exhibit B shows the proposed
project site plan. The project is planned to open in year 2022.
The purpose of this focused traffic analysis is to evaluate the change in trip generation at
the project site as a result of the land use change from the existing church to the proposed
residential uses. This study also provides a qualitative analysis of vehicle miles traveled
(VMT) per the latest CEQA guidelines update. A traffic analysis scope of work was
approved by the County of Los Angeles Department of Public Works prior to initiating this
analysis.
Trip Generation
Trip generation represents the number of trips that are produced and attracted by a land
use. The latest and most recent version (10th Edition, 2017) ITE Manual has been utilized
in this analysis. The ITE publication provides a comprehensive evaluation and industry
standards for trip generation rates for a variety of land uses.
Trip generation for the proposed project has been determined utilizing the following trip
generation rates:
• Existing Land Use: ITE Code 560, Church
ITE Code 534, Private School (K-8)
• Proposed Land Use: ITE Code 220, Multi-family housing (low-rise)
ITE Trip Generation for the Existing Land Uses
The project site currently contains an existing active church with approximately 12,646
square feet of worship assembly hall building area. The site also contains a 4,774 sqaure
foot school which is not currently operational.
Table 1 shows the referenced ITE trip generation rates for the existing church and school
land uses during the typical weekday peak hours of the adjacent streets (7 a.m. to 9 a.m.
and 4 p.m. to 6 p.m.).
Table 1
Existing Land Uses
ITE Trip Generation Rates1
Peak Hour
ITE AM PM
2
Land Use Code Units In Out Total In Out Total ADT
Church 560 TSF 0.20 0.13 0.33 0.22 0.27 0.49 6.95
Private School (K-8)3, 4 534 TSF 6.37 5.22 11.59 3.20 3.33 6.53 19.52
1
Source: ITE Trip Generation Manual, 10 Edition, 2017
th
2
TSF = thousand square feet
3
ITE does not provide a daily trip rate for Private School (K-8); Elementary School (ITE 520) is used instead.
4
School use is not currently operational.
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Utilizing the ITE trip generation rates in Table 1, Table 2 shows the ITE peak hour and daily
trip generation for the existing Church and school land uses that are planned to be
displaced by the proposed project.
Table 2
Existing Land Use Trip Generation1
Peak Hour
AM PM
Land Use Amount Units1 In Out Total In Out Total Daily
Church 12.646 TSF 3 2 5 3 3 6 88
Private School (K-8) 3, 4 4.774 TSF 30 25 55 15 16 31 93
1
Source: ITE Trip Generation Manual, 10th Edition, 2017
2
TSF = thousand square feet
3
ITE does not provide a daily trip rate for Private School (K-8), Elementary School (ITE 520) is used instead.
4
School use is not currently operational.
As shown in Table 2, based on ITE trip generation rates, the existing Church generates
approximately 88 daily trips; which includes approximately 5 AM peak hour trips and
approximately 9 PM peak hour trips.
The school has the potential to generate approximately 93 daily trips; which includes
approximately 55 AM peak hour trips and approximately 31 PM peak hour trips.
It should be noted that the above trip generation estimates are based on industry standard
ITE rates. Actual church and school trip generation may vary.
ITE Trip Generation for the Church – Peak Hour of the Generator
The existing church land use has the potential to generate significantly more traffic during
Sundays and other non-peak commute times than what is reported in Tables 1 and 2
above. The typical peak hour of the generator for a church occurs during Sunday services,
when the majority of the congregation would be expected to visit the site. This can lead to
short periods of high traffic flow, when more cars come and go from the site than typical
weekday conditions.
Table 3 shows the ITE Sunday daily and peak hour of the generator trip generation for the
church land use.
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JN:1445-2018-01 Page 3
Table 3
Existing Church
ITE Trip Generation
Sunday Peak Hour of the Generator1
Sunday
Rate/ ITE Peak Hour of the Generator Sunday
2
Land Use Trips Code Units In Out Total ADT
Rate 560 TSF 9.65 9.65 19.30 27.63
Church
Trips 12.646 TSF 122 122 244 349
1
Source: ITE Trip Generation Manual, 10 Edition, 2017
th
2
TSF = thousand square feet
As shown in Table 3, based on ITE trip generation rates, the existing Church generates
approximately 349 daily trips on Sunday; which includes approximately 244 trips during
the peak hour of the generator. It should be noted that the above trip generation estimates
are based on industry standard ITE rates. Actual church and school trip generation may
vary.
ITE Trip Generation for Proposed Residential Use
The proposed project would consist of 56 dwelling units of multifamily residential land use.
The ITE trip generation rates for the proposed project are shown in Table 4.
Table 4
Proposed Project
ITE Trip Generation Rates1
Peak Hour
ITE AM PM
Land Use Code Units2 In Out Total In Out Total ADT
Multifamily Residential
(Low-Rise) 220 DU 0.11 0.35 0.46 0.35 0.21 0.56 7.32
1
Source: ITE Trip Generation Manual, 10 Edition, 2017
th
2
DU = Dwelling Unit
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Utilizing the ITE trip generation rates in Table 4, Table 5 shows the ITE peak hour and daily
trip generation for the proposed residential land use that is planned for development by
the project.
Table 5
Proposed Project Trip Generation1
Peak Hour
AM PM
Land Use Amount Units2 In Out Total In Out Total Daily
Multifamily Residential
(Low-Rise) 56 DU 6 20 26 20 12 32 410
1
Source: ITE Trip Generation Manual, 10 Edition, 2017
th
2
DU = Dwelling Unit
As shown in Table 5, the project is forecast to generate 410 average daily trips (ADT), with
26 trips during the AM peak hour and 32 trips during the PM peak hour.
ITE Trip Generation Comparison
Table 6 shows the net change in trip generation for the proposed project in comparison to
the existing operational church land use during the typical weekday peak hour of adjacent
street conditions.
Table 6
ITE Trip Generation Comparison1
Peak Hour
AM PM
2
Land Use Amount Units In Out Total In Out Total Daily
Existing - Church 12.646 TSF 3 2 5 3 3 6 88
Proposed – Residential 56 DU 6 20 26 20 12 32 410
Net Change in Trip Generation 3 18 21 17 9 26 322
LA County Screening Criteria3 500
Does Project Require a Full Traffic Impact Study? (Yes/No) No
1
Source: ITE Trip Generation Manual, 10 Edition, 2017
th
2
TSF = Thousand Square Feet
DU = Dwelling Unit
3
Los Angeles County Public Works Department Traffic Impact Analysis Report Draft Guidelines, 2013.
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As shown in Table 6, based on ITE trip generation rates, the proposed project is forecast to
result in a net increase in trip generation of approximately 322 additional trips over a 24-
hour daily period, with 21 additional AM peak hour trips and 26 additional PM peak hour
trips.
Table 7 shows the net change in trip generation for the proposed project in comparison to
the existing operational church land use and the potential school trip generation should it
become operational again as a use by right.
Table 7
ITE Trip Generation Comparison1
Peak Hour
AM PM
2
Land Use Amount Units In Out Total In Out Total Daily
Existing - Church 12.646 TSF 3 2 5 3 3 6 88
Existing – School, by right 4.774 TSF 30 25 55 15 16 31 93
Total Existing Uses, by right 33 27 60 18 19 37 181
Proposed – Residential 56 DU 6 20 26 20 12 32 410
Net Change in Trip Generation -27 -7 -34 2 -7 -5 229
LA County Screening Criteria3 500
Does Project Require a Full Traffic Impact Study? (Yes/No) No
1
Source: ITE Trip Generation Manual, 10 Edition, 2017
th
2
TSF = Thousand Square Feet
DU = Dwelling Unit
3
Los Angeles County Public Works Department Traffic Impact Analysis Report Draft Guidelines, 2013.
As shown in Table 7, based on ITE trip generation rates with the school use operational,
the proposed project is forecast to result in a net increase in trip generation of
approximately 229 additional trips over a 24-hour daily period, with 34 fewer AM peak
hour trips and 5 fewer PM peak hour trips.
Traffic Impact Analysis
According to the LA County Guidelines, a full traffic study traffic report is generally needed
if a project generates over 500 trips per day or where other possible adverse impacts are
identified. Based on the trip generation comparison, the proposed project is forecast to
generate less than 500 daily trips.
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Therefore, the project does not meet the adopted screening threshold for requiring a full
traffic impact study in the County of Los Angeles. The project impact to the existing
circulation system is considered less than significant.
Furthermore, when taking into consideration the existing traffic currently being generated
by the project site and the potential future traffic that can be generated by the school as a
use by right, the project impact would be even further reduced and considered less than
significant.
Access and On-Site Circulation
Access to the proposed project will be via Rorimer Street. Two (2) residential units will have
direct driveway access along Rorimer Street, while the remaining fifty four (54) units will be
accessed via a shared driveway on Rorimer Street.
A total of 126 parking spaces will be provided for the project, including two (2) garage
spaces per unit and 12 guest parking spaces. Exhibit B shows the proposed project site
plan.
Vehicle Miles Traveled (VMT) Analysis
Effective July 1, 2020, the longstanding metric of roadway level of service (LOS), which is
typically measured in terms of auto delay or volume-to-capacity, will no longer be
considered a significant impact under the California Environmental Quality Act (CEQA).
Pursuant to the 2020 CEQA Guidelines, Section 15064.3, “Generally, vehicle miles traveled
is the most appropriate measure of transportation impacts. Other relevant considerations
may include the effects of the project on transit and non-motorized travel.”
For land use projects, the CEQA guidelines provides the following criteria for analyzing
Transportation Impacts and VMT:
• Vehicle miles traveled exceeding an applicable threshold of significance may indicate
a significant impact.
• Generally, projects within one-half mile of either an existing major transit stop or a
stop along an existing high quality transit corridor should be presumed to cause a
less than significant transportation impact.
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JN:1445-2018-01 Page 7
• Projects that decrease vehicle miles traveled in the project area compared to existing
conditions should be presumed to have a less than significant transportation
impact.
The County of Los Angeles is still in the process of adopting criteria for the uniform
evaluation of VMT impacts under CEQA, including the preferred analysis methodology,
modeling requirements, and thresholds of significance. Per Section 15064.3 (a)(3) of the
CEQA Guidelines, a qualitative analysis is allowable if existing models or methods are not
available to estimate the vehicle miles traveled for the particular project being considered.
Hence, this study primarily evaluates the project’s effect on transit and non-motorized
travel and does not rely on a numerical threshold of significance for determining impact.
The State of California Governor’s Office of Planning and Research (OPR) Technical Advisory
on Evaluating Transportation Impacts in CEQA serves as a general guidance document for
this report, and VMT data from the California Statewide Travel Demand Model (CSTDM) is
also provided for informational purposes.
The following factors are reviewed with regards to VMT for this project:
a. California Statewide Travel Demand Model (CSTDM) VMT projections
b. Proximity to transit
c. Access to multi-modal transportation
d. Diversifying land use
a. California Statewide Travel Demand Model (CSTDM) VMT projections
Table 6 shows the 2010 base year and 2040 horizon year home-based VMT estimates from
the California Statewide Travel Demand Model (CSTDM) for the traffic analysis zone (TAZ)
in which the project is located.
As shown in Table 8, the project is located in a TAZ that is forecast to generate more
home-based VMT per capita than the County-wide average.
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JN:1445-2018-01 Page 8Table 8
Home-Based VMT1
Home-Based VMT
TAZ Year Home-Based VMT Population
per Capita
2010 121,882 8,054 15.13
5003
2040 111,384 7,577 14.70
LA County Average Home-Based VMT per Capita (Year 2010) 12.75
1
Source: Caltrans, California Statewide Travel Demand Model (CSTDM), Version 2.0.
The County of Los Angeles has not yet identified the preferred travel demand model to be
used for VMT analysis. Therefore, the CSTDM VMT projections provided a reasonable
evaluation of VMT based on readily available data. It should be noted, however, that as a
state-wide model, the results have not been validated at the local scale level. Nonetheless,
in order to ensure the project does not contribute to significant VMT impacts, the project
should implement several building/site design features and transportation demand
management (TDM) strategies to help reduce VMT. TDM strategies and recommendations
are further discussed in the subsequent section of this report.
b. Proximity to Transit.
As specified in the CEQA guidelines, generally, projects within one-half mile of either an
existing major transit stop or a stop along an existing high quality transit corridor should be
presumed to cause a less than significant transportation impact. A high-quality transit
corridor is defined by the Southern California Association of Governments (SCAG) as being
a corridor with fixed route bus service with service intervals no longer than 15 minutes
during peak commute hours.
• East Valinda Shuttle. The project site is located approximately 800 feet (0.15 miles)
from the nearest bus stop along the East Valinda shuttle route. The East Valinda
shuttle operates daily from 5:45 a.m. to 6:45 p.m. Fares are only 25 cents per trip
and are free to seniors (60 years and older), persons with disabilities and children
under 5. The East Valinda Shuttle provides Valinda area residents access to major
destinations and connectivity to transit lines operated by Metro and Foothill Transit.
• Bus Route 194. The project site is located approximately 1,000 feet (0.19 miles)
from the nearest bus stop located along the Foothill Transit Route 194 (Valley
Boulevard) with service headway as low as 10 minutes during peak commute times.
/rk15823.doc
JN:1445-2018-01 Page 9• Industry Metrolink Station. The project site is located approximately 3.6 miles from
the Industry Metrolink Station and Foothill Transit Park and Ride Lot. Metrolink
provides regional rail access to LA, Ventura, San Bernardino, Orange, Riverside, and
San Diego Counties.
The Foothill Transit Route 194 is considered a high quality transit corridor with peak hour
service intervals of 15 minutes or less. Therefore, since the project is located within one-half
mile of a bus stop for Bus Route 194 (Valley Boulevard / La Seda) the project impact
should generally be considered less than significant.
c. Access to Multi-Modal Transportation
In addition to the proximity of the site to transit described above, the project is located
approximately 1,500 feet (0.28 miles) to Sunshine Park with pedestrian access provided via
Rorimer Street and Trafalgar Avenue.
The project site is also located approximately 3,500 feet (0.66 miles) from the proposed
San Jose Creek Class-I Bike Path extension.
d. Diversifying Land Use
Section 21099 of the California Public Resources Code states that the criteria for
determining the significance of transportation impacts must promote a diversity of land
uses. This includes prioritizing infill developments.
• The project would consist of a multi-family residential project with an increase in
land use density resulting in 25 dwelling units per acre.
• The project would be located approximately 600 feet (0.11 miles) from the Rorimer
Elementary School.
The California Air Pollution Control Officers Association (CAPCOA) Quantifying Greenhouse
Gas Mitigation Measures, August 2010 report states increasing the density of land use can
achieve up to 30% reduction in VMT.
Increased densities affect the distance people travel and provide greater options for the
mode of travel they choose, for example, studies have shown that transit ridership
increases with density. The TRB Special Report 298 literature suggests that doubling
/rk15823.doc
JN:1445-2018-01 Page 10neighborhood density across a metropolitan area might lower household VMT by about 5
to 12 percent.
Therefore, as a result of the increased density, the project would help to reduce VMT
compared to existing Church use and surrounding predominantly single family
neighborhood.
Transportation Demand Management Strategies
The following transportation demand management (TDM) strategies are provided to help
further reduce project VMT.
• Provide all residents with information regarding the availability of transit options in
the vicinity of the site, including the East Valinda Shuttle, Foothill Transit Route 194
and the Industry Metrolink Station/Park and Ride lot.
• Participate in the applicable County development impact fee programs that fund
bicycle and pedestrian infrastructure projects
Conclusion
Based on this review, the proposed project is not expected to cause a significant
transportation impact per the Los Angeles County Traffic Impact Analysis Guidelines and
CEQA requirements.
The proposed project is not expected to generate over 500 trips per day. Per the LA County
Guidelines, a full traffic study is generally needed if a project generates over 500 trips per
day or where other possible adverse impacts are identified. Since the proposed project does
not meet the screening threshold for requiring a full traffic study, the project impact to the
existing circulation system is considered less than significant.
The project also meets several of the new CEQA requirements for reducing VMT, including
being located within one-half mile of a quality transit corridor and providing an infill
project that would increase the land use density of the site. Therefore, the project’s
transportation impact is considered less than significant.
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JN:1445-2018-01 Page 11RK Engineering Group, Inc. appreciates this opportunity to work with THE OLSON COMPANY on this project. If you have any questions regarding this study, please do not hesitate to contact us at (949) 474-0809. Sincerely, RK ENGINEERING GROUP, INC. Mohammad “Alex” Tabrizi, P.E., T.E. Bryan Estrada, AICP Associate Principal Senior Associate Attachments: /rk15823.doc JN:1445-2018-01 Page 12
Exhibits
Exhibit B
Site Plan
N
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RORIMER & LA SEDA RESIDENTIAL DEVELOPMENT FOCUSED TRAFFIC ANALYSIS, County of Los Angeles, CA group, inc.Attachments
Attachment A Transit Service Information
East Valinda Shuttle Schedule_Front_Final 5-11-16_w bleed_OL1.pdf 1 5/16/16 10:14 AM C M Y CM MY CY CMY K
East Valinda Shuttle Schedule_Inside_Final 5-11-16_w bleed_OL.pdf 1 5/16/16 9:33 AM C M Y CM MY CY CMY K
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DESIGN: TRANSIT PRODUCTS/WEBB INC. (925) 676-8900Line-Línea WESTBOUND/EN DIRECCíON OESTE
194
POMONA TO EL MONTE
POMONA HACIA EL MONTE
& Pomona Blvd.
Old Valley Blvd.
& Stimson Ave.
& Lemon Ave.
Valley Blvd. &
Temple Ave.
Garvey Ave.
Valley Blvd.
WEEKDAY
ENTRE SEMANA
El Monte
Station
4:15 4:28 4:42 4:58 5:08
4:45 4:58 5:12 5:28 5:38
5:15 5:28 5:42 5:58 6:08
5:35 5:51 6:07 6:28 6:39
5:55 6:11 6:27 6:48 6:59
..... 6:27 6:43 7:07 7:22
6:25 6:39 6:55 7:19 7:34
..... 6:47 7:08 7:32 7:47
6:45 7:00 7:21 7:45 8:00
..... 7:13 7:34 7:58 8:13
7:10 7:25 7:46 8:10 8:25
..... 7:40 8:02 8:26 8:41
7:35 7:50 8:11 8:35 8:50
..... 8:16 8:38 9:02 9:17
8:25 8:45 9:07 9:31 9:46
9:05 9:25 9:47 10:11 10:26
9:45 10:05 10:27 10:51 11:06
10:25 10:46 11:08 11:32 11:47
11:05 11:26 11:48 12:12 12:27
11:45 12:06 12:28 12:52 1:07
12:25 12:46 1:08 1:32 1:47
12:55 1:16 1:38 2:02 2:17
1:20 1:41 2:03 2:27 2:42
1:40 2:01 2:20 2:46 3:01
1:55 2:16 2:35 3:01 3:16
2:15 2:36 2:55 3:21 3:36
2:50 3:11 3:30 3:56 4:11
3:15 3:36 3:55 4:21 4:36
3:35 3:56 4:15 4:41 4:56
3:50 4:12 4:31 4:57 5:12
4:00 4:24 4:43 5:09 5:24
4:15 4:39 4:58 5:24 5:39
..... 4:54 5:13 5:39 5:54
4:55 5:19 5:38 6:04 6:19
..... 5:34 5:51 6:16 6:31
5:35 5:59 6:16 6:41 6:56
6:00 6:21 6:38 7:04 7:18
6:20 6:41 6:58 7:24 7:38
7:00 7:21 7:38 8:04 8:18
7:40 7:59 8:15 8:37 8:51
8:50 9:07 9:20 9:36 9:45
10:00 10:17 10:30 10:46 10:55
11:05 11:21 11:34 11:50 11:59
12:05 12:21 12:34 12:50 12:59
1:05 1:21 1:34 1:50 1:59
LIGHT TYPE = AM
BOLD TYPE = PM foothilltransit.org 800.RIDE.INFO (743.3463) EFFECTIVE DATE: 9/29/19
87Line-Línea EASTBOUND/EN DIRECCíON ESTE
194
EL MONTE TO POMONA
EL MONTE HACIA POMONA
Old Valley Blvd.
& Stimson Ave.
& Lemon Ave.
Valley Blvd. &
& Valley Blvd.
Temple Ave.
Garvey Ave.
Valley Blvd.
WEEKDAY
ENTRE SEMANA
El Monte
Station
4:25 4:34 4:52 5:05 5:20
4:50 4:59 5:17 5:30 5:45
5:20 5:30 5:51 6:05 6:22
5:35 5:45 6:06 6:20 6:37
5:50 6:00 6:21 6:35 6:52
6:02 6:14 6:35 6:51 7:10
6:14 6:26 6:47 7:03 7:22
6:25 6:37 6:58 7:14 7:33
6:40 6:52 7:16 7:34 7:53
6:55 7:07 7:31 7:49 8:08
7:10 7:22 7:46 8:04 8:23
7:25 7:37 8:01 8:19 8:38
7:40 7:52 8:16 8:34 8:53
7:55 8:07 8:31 8:49 9:08
8:10 8:22 8:46 9:04 9:23
8:30 8:42 9:06 9:24 9:43
9:05 9:18 9:46 10:04 10:23
9:45 9:58 10:26 10:44 11:03
10:25 10:38 11:06 11:24 11:43
11:05 11:18 11:46 12:04 12:23
11:45 11:58 12:26 12:44 1:03
12:25 12:38 1:06 1:24 1:43
1:05 1:18 1:46 2:04 2:23
1:30 1:43 2:11 2:29 2:48
1:55 2:08 2:36 2:54 3:13
2:20 2:33 3:01 3:19 3:38
2:40 2:54 3:22 3:40 3:59
3:00 3:14 3:42 4:00 4:19
3:20 3:34 4:02 4:20 4:39
3:40 3:54 4:22 4:40 .....
4:05 4:19 4:47 5:05 5:24
4:25 4:39 5:07 5:25 .....
4:40 4:54 5:22 5:40 5:59
4:55 5:09 5:37 5:55 .....
5:10 5:24 5:52 6:10 .....
5:25 5:39 6:07 6:25 6:44
5:40 5:54 6:22 6:40 .....
6:05 6:19 6:47 7:05 7:24
6:30 6:43 7:08 7:26 7:45
7:00 7:12 7:32 7:48 .....
7:40 7:52 8:12 8:28 8:47
8:20 8:31 8:48 9:02 .....
9:00 9:11 9:28 9:42 9:58
10:10 10:19 10:34 10:46 10:56
11:10 11:19 11:34 11:46 11:56
12:10 12:19 12:34 12:46 12:56
1:10 1:19 1:34 1:46 1:56
LIGHT TYPE = AM
BOLD TYPE = PM foothilltransit.org 800.RIDE.INFO (743.3463) EFFECTIVE DATE: 9/29/19
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