traffic impact analysis for a proposed hotel /...

TRAFFIC IMPACT ANALYSIS FOR A PROPOSED HOTEL / RESIDENTIAL DEVELOPMENT

The Beverly Hilton

9876 Wilshire Boulevard City of Beverly Hills

Prepared for: Oasis West Realty LLC

Prepared by:

Overland Traffic Consultants, Inc. 27201 Tourney Road # 206

Santa Clarita, California 91355 (661) 799 – 8423

February 2007

9876 Wilshire Boulevard Page i February 2007 Traffic Impact Study Executive Summary

Overland Traffic Consultants, Inc.

EXECUTIVE SUMMARY

Project Description The Beverly Hilton Revitalization Plan for redevelopment of The Beverly Hilton site

includes the net removal of 47 rooms from an existing 569 room hotel (522 rooms

remaining) and construction of 120 residences. There will be no change in the ballroom

space. Approximately 13,030 square feet of non - hotel office space will also be

removed as part of the project. The project is located at 9876 Wilshire Boulevard in the

City of Beverly Hills as shown in the following aerial photograph.

Estimated Traffic Generation The trip generation rates and peak hour period impacts for luxury residential uses are

generally lower than those for other residential and commercial uses due to the

characteristics of luxury residential owners. Luxury residential owners, for example, tend to

travel extensively, may have second homes, are often retired, and, if not retired, tend to

travel to work at different times than the traditional 9-5 work schedule or tend to work at

home. This results in fewer trips, and fewer peak-hour trips, than other condominium and

residential uses. It should also be noted that luxury condominium trip generation rates

based on local survey data, overall, are relatively low, and are approximately 50% of the

trip generation rates applicable to hotel uses.

Estimates of the traffic generated by the proposed project were calculated using the

industry standard traffic generation rates developed by the Institute of Transportation

Engineers (ITE). After accounting for the removal of the existing hotel rooms and the

existing non-hotel office uses, the net change in site generated traffic added by the

project to the surrounding streets is estimated at 7 morning peak hour trips and 16

afternoon peak hour trips. Based on the analysis in this study, it has been determined

that the change in traffic flow generated by the proposed project will not significantly

impact the traffic flow at any of the study intersections during a.m. or p.m. peak time

periods.

In addition to the ITE evaluation of the potential traffic generation, peak hour surveys for hotels located in Beverly Hills and luxury condominium uses in Century City and on

9876 Wilshire Boulevard Page ii February 2007 Traffic Impact Study Executive Summary


Wilshire Boulevard near Westwood were conducted to determine local trip making characteristics for each land use. The survey results show that actual traffic generated by luxury condominiums is lower than the traffic estimated using the ITE traffic generation rates. Using the local survey data, the net change in peak hour traffic associated with the project is 14 fewer morning peak hour trips and 10 less afternoon peak hour trips. Notwithstanding the local data, to obtain a conservative result, the ITE trip rates were used to analyze the higher estimate of project traffic. The results of these calculations are included in the two tables below:

Estimated Project Traffic Generation (ITE Traffic Generation Rates)

Land Use Size Daily Total In Out Total In OutProposed Land UseCondominium 120 units 703 53 9 44 62 42 20Hotel 522 rooms 4,265 292 177 115 308 162 146

Subtotal 4,968 345 186 159 370 204 166

Existing Land UseHotel 569 rooms (4,649) (318) (193) (125) (335) (176) (159)Non-Hotel Office 13,030 sf (143) (20) (18) (2) (19) (3) (16)

Subtotal (4,792) (338) (211) (127) (354) (179) (175)

Total 176 7 (25) 32 16 25 (9)

AM Peak Hour PM Peak Hour

Estimated Project Traffic Generation (Empirical Traffic Generation Rates)

Land Use Size Daily Total In Out Total In OutProposed Land UseCondominium 120 units na 36 13 23 48 25 23Hotel 522 rooms na 334 219 115 428 235 193

Subtotal na 370 232 138 476 260 216

Existing Land UseHotel 569 rooms na (364) (239) (125) (467) (256) (211)Non-Hotel Office 13,030 sf na (20) (18) (2) (19) (3) (16)

Subtotal na (384) (257) (127) (486) (259) (227)

Total na (14) (25) 11 (10) 1 (11)


na – not available

3/17/06

Overland Traffic Consultants, Inc.27201 Tourney Road #206, Santa Clarita, CA 91355(661)799-8423 v, (661)799-8456 f, [email protected]

beverlyhillshotel_SETTING

PROJECT SETTING

SITE

PROJECT

9876 Wilshire Boulevard Page iv February 2007 Traffic Impact Study Executive Summary


Project Access Access for the 402 hotel room component of the project, located in the existing Wilshire Tower and along the northern edge of the property, will remain via a reconstructed entrance/exit driveway on Merv Griffin Way. Two residential structures located along Merv Griffin Way will contain 90 residences total (42 units in residence A and 48 units in the residence B), and each will have its own circular driveway, as well as direct access to an underground parking facility. A relocated right-turn entrance/exit driveway is also planned on Santa Monica Boulevard north of Merv Griffin Way. To enforce right turns in and out of this driveway, a landscaped median is proposed within the existing painted median on Santa Monica Boulevard. The proposed Waldorf=Astoria building of 30 residences and 120 hotel rooms located at the corner of Wilshire Boulevard and Santa Monica Boulevard will have vehicular access via a relocated driveway on Santa Monica Boulevard and one new driveway on Wilshire Boulevard; both of these driveways will be restricted to right-turns only. Access to underground parking will also be available from these driveways. Site access is illustrated below:

9876 Wilshire Boulevard Page v February 2007 Traffic Impact Study Executive Summary


Project’s Potential Traffic Impacts The focus of this traffic study is to evaluate the potential traffic impact created by the development of the project in future years 2012 and 2020. Based on the analysis in this study, it has been determined that the change in traffic flow generated by the proposed project will not significantly impact the traffic flow at any of the study intersections during a.m. or p.m. peak time periods. Therefore, traffic mitigation measures have not been recommended for the development of this project. However, several project features have been included to address the existing traffic congestion and future cumulative traffic impacts along this major transportation corridor. These voluntary project features include roadway improvements adjacent to the project site as described in more detail below.

Wilshire Boulevard Improvements The street improvements for Wilshire Boulevard consist of street widening from 2 – 10 feet to provide 2 left-turn lanes, 3 through lanes and a right-turn only lane at its intersection with Santa Monica Boulevard. The addition of 2 new lanes will create an additional capacity of 3,200 vehicles per hour for the Wilshire Boulevard and Santa Monica Boulevard intersection. In addition to the roadway improvements, a new improved parkway varying from 8 – 13 feet in width will provide for a new sidewalk, transit facilities and enhanced landscaping along the Wilshire Boulevard frontage as part of the project. Details of the roadway improvements include the following:

1. Wilshire Boulevard will be widened by 2 feet along the south side adjacent to the hotel site from Merv Griffin Way easterly to The Beverly Hilton drop off/pick up area;

2. As part of the roadway widening, the existing hotel drop off/pick up area on Wilshire Boulevard will be enlarged for loading/unloading and emergency hotel access;

3. From the hotel drop-off area to approximately 160 feet west of the Santa Monica Boulevard intersection, an additional 7 feet of street widening along the south side of Wilshire Boulevard will be included to provide a new eastbound lane on Wilshire Boulevard;

4. The curb radius at the corner of Wilshire Boulevard and Santa Monica Boulevard will be redesigned and improved to provide easier and safer right turns from Wilshire Boulevard to Santa Monica Boulevard;

9876 Wilshire Boulevard Page vi February 2007 Traffic Impact Study Executive Summary


5. From approximately 160 feet west of Santa Monica Boulevard to the intersection with Santa Monica Boulevard, an additional 3 feet of street widening and removal of the raised median island on Wilshire Boulevard will be implemented to provide a new right-turn lane only lane on Wilshire Boulevard;

6. As part of the street widening and streetscape improvements, the existing traffic signal at the intersection will be reconstructed and retimed to improve the efficiency of the Wilshire Boulevard and Santa Monica Boulevard intersection operation; and

7. Approximately 8 – 13 feet of new sidewalk and streetscape improvements will be provided along the Wilshire Boulevard perimeter of The Beverly Hilton.

Santa Monica Boulevard Improvements Santa Monica Boulevard will be enhanced through a landscaped median located northeast of Merv Griffin Way. A new traffic signal at the intersection of Merv Griffin Way and Santa Monica Boulevard will be included to provide safe and efficient access to the site and Wilshire Boulevard. A curb line setback along Santa Monica Boulevard will be created to accommodate a new southbound lane which will accommodate approximately 1,600 additional vehicles per hour. A new on-site staging area along the Santa Monica Boulevard edge of the property will utilize existing driveways while allowing for additional production and delivery vehicle circulation and parking to satisfy event requirements and operation needs for the hotels and residences. Furthermore, the site access plan will remove one existing driveway currently located on Santa Monica Boulevard.

Merv Griffin Way/Whittier Drive Improvements Merv Griffin Way will be aligned with Whittier Drive at its intersection with Wilshire Boulevard to provide a more efficient and safer intersection. The reconstructed intersection will include three lanes northbound, including a right-turn lane which will provide capacity for an additional 1,600 vehicles per hour, with two lanes southbound to Santa Monica Boulevard to increase the capacity of the intersection. In addition, a curb line setback along Merv Griffin Way north of the Hotel Entrance will allow for additional production and delivery vehicle circulation and parking to satisfy event requirements and other operation needs for the hotels and residences. With the implementation of these proposed improvements, the project will improve overall operations at the three key intersections around the site, Wilshire Boulevard and Merv Griffin Way/Whittier Drive, Wilshire Boulevard and Santa Monica Boulevard, and Santa Monica

9876 Wilshire Boulevard Page vii February 2007 Traffic Impact Study Executive Summary


Boulevard and Merv Griffin Way. Specifically, project features at the intersection of Whittier Drive/Merv Griffin Way and Wilshire Boulevard and the intersection of Santa Monica Boulevard and Wilshire Boulevard will actually improve traffic flow, resulting in a negative net impact to existing traffic. As a result, these intersections will actually operate better, with less traffic impact, than they operate under current conditions.

Parking Supply and Estimated Parking Demand Currently, The Beverly Hilton provides approximately 818 marked parking spaces in three separate parking areas: 514 spaces in the 5-level self-park parking structure, 249 spaces in the subterranean garage below the Oasis/Palm Court and 55 spaces adjacent to Trader Vic’s restaurant. It should be noted that utilization of valet parking can increase the amount of on-site parking in marked and unmarked parking spaces. The proposed project will provide the 1,422 parking spaces as illustrated in Appendix D, thereby adding 604 parking spaces to the site and providing 316 parking spaces in addition to code parking requirements for the proposed project. Parking requirements for The Beverly Hilton project have been calculated as shown in the following table.

The Beverly Hilton Parking Requirements

Use Total Parking Ratio New Parking Spaces

Required

Total Number of Spaces Required

Notes

578 Hotel Rooms (Original) 578 rooms N/A -- 818 Existing spaces

- 9 Hotel Rooms (Current) 569 rooms 1/room - 9 809 2005 renovation

- 217 Hotel Rooms 352 rooms 1/room - 217 592 Demolition of Palm Court and Lanai Rooms

170 Hotel Rooms (New) 522 rooms 1/room 170 762 Waldorf=Astoria and Wilshire Additions

21 - 2 BR Residences (New) 522 rooms

21 - 2 BR units

2.75/2 BR unit

58 820 Waldorf=Astoria Residences


21 - 2 BR units 93 - 3 BR units

3.25/3 BR unit

303

1,123

Waldorf=Astoria Residences, Residences A, and Residences B


21 - 2 BR units

93 - 3 BR units

6 - 4 BR units

3.25/4 BR unit 20 1,143 Residences A

Non-Hotel Office 13,030 SF 1/350 SF - 37 1,106 Demolition of non-hotel office uses

TOTAL REQUIRED 1,106

TOTAL PROVIDED 1,422 316 surplus spaces

* Residential parking includes .25 guest parking space per unit.

9876 Wilshire Boulevard Page viii February 2007 Traffic Impact Study Executive Summary


In addition to the calculated parking requirements, a parking demand estimate has been

developed using data from the Urban Land Institute and parking demand surveys conducted at

The Beverly Hilton. The objective of the parking demand analysis was to determine whether

there would be adequate parking to accommodate the total parking needs of The Beverly Hilton

project. A key factor in the development of the hotel parking demand estimates relates closely

to the meeting and banquet activities. Using the Urban Land Institute (ULI) time-of-day

variations for hotel parking demand and parking demand surveys conducted during large events

at The Beverly Hilton, a parking demand profile of the future hotel use was developed. Adding

the residential parking requirement to the hotel parking demand provides an estimate of The

Beverly Hilton total parking demand for the residences and hotel uses. As shown in the

following graph, the total peak parking demand of the project has been calculated at 1,196

parking spaces, 226 spaces less than the 1,422 spaces provided.

9876 Wilshire Boulevard Page ix February 2007 Traffic Impact Study Executive Summary


WEEKEND SITE PARKING DEMAND FOR THE BEVERLY HILTON

0100200300400500600700800900

1,0001,1001,2001,3001,4001,500

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PEAK DEMAND AT 9 PM

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TOTAL CAPACITY (1,422 SPACES)HOTEL PARKING DEMANDRESIDENTIAL PARKING REQUIREDHOTEL PARKING DEMAND & REQUIRED RESIDENTIAL PARKING (1,196 SPACES)

OVERALL CAPACITY -- 1,422

9876 Wilshire Boulevard Page x February 2007 Traffic Impact Study Executive Summary


Project Alternatives

Several alternative buildout scenarios for the existing site have also been analyzed for

potential traffic generating characteristics. These alternatives have been developed based on

a 2.5:1 floor area ratio for the surplus FAR available for development on the site. The surplus

FAR available for development on the site would allow for the development of an additional

400,822 square feet of floor area. The two commercial alternatives listed below would

maximize the 2.5:1 FAR, and have been analyzed for a traffic volume comparison to the

proposed project:

1. The Beverly Hilton with an office component of 400,822 sf. 2. The Beverly Hilton with retail shopping center component of 400,822 sf.

The traffic generation estimates of the commercial project alternatives as compared to the

proposed project are provided below. A luxury residential use at the site will result in far fewer

trips than an office or retail use of the same amount of square footage. As is shown by the trip

generation chart shown below, the proposed project would generate the least amount of traffic

among the developable alternatives presented.

Traffic Generation Comparison for Alternatives Daily AM Peak Hour PM Peak Hour Land Use Traffic Total In Out Total In Out

Proposed Project 176 7 - 25 32 16 25 - 9 Alternative 1 - Office 3,886 570 502 68 528 90 438 Alternative 2 - Retail 16,744 360 220 140 1,565 90 438

9876 Wilshire Boulevard Page xi February 2007 Traffic Impact Study Table of Contents


TABLE OF CONTENTS

Chapter 1 - Introduction................................................................................................ 1

Chapter 2 - Project Description .................................................................................... 3

Chapter 3 - Environmental Setting ............................................................................... 6

Freeway and Street Characteristics .................................................................... 6

Transit Service.................................................................................................... 10

Chapter 4 - Project Traffic ........................................................................................... 11

Traffic Generation ............................................................................................... 11

Traffic Distribution .............................................................................................. 13

Parking Supply and Estimated Parking Demand .............................................. 13

Chapter 5 - Traffic Conditions Analysis ....................................................................... 22

Analysis of Existing Traffic Conditions ................................................................ 22

Analysis of Future (2012)Traffic Conditions ....................................................... 26

Neighborhood Residential Street Impact Analysis .............................................. 31

Analysis of Future (2020)Traffic Conditions ....................................................... 32

Congestion Management Program Review ........................................................ 40

Chapter 6 – Project Traffic Improvements.................................................................... 41

Appendix A – Community Plan Land Use Information Appendix B – Intersection Photos and Street Classification Appendix C – Transit Routes Appendix D – Parking Layout Appendix E – Level of Service Worksheets

9876 Wilshire Boulevard Page xii February 2007 Traffic Impact Study List of Figures


LIST OF FIGURES

Project Location ....................................................................................... 4

Project Site Plan ....................................................................................... 5

Study Intersections Characteristics........................................................... 7

Project Traffic Distribution ........................................................................ 16

Project Traffic Assignment Percentages ................................................... 17 - 18

Project Traffic Volume - Peak Hours ........................................................ 19 - 21

Base Traffic Volume - AM Peak Hours .................................................... 23

Base Traffic Volume - PM Peak Hours .................................................... 24

Future (2012) Traffic Volume (Without Project) - AM Peak Hour ............ 28

Future (2012) Traffic Volume (Without Project) - PM Peak Hour ............. 29

Future (2012) Traffic Volume (With Project) - AM Peak Hour .................. 33

Future (2012) Traffic Volume (With Project) - PM Peak Hour .................. 34

Future (2020) Traffic Volume (Without Project) - AM Peak Hour ............ 35

Future (2020) Traffic Volume (Without Project) - PM Peak Hour ............. 36

Future (2020) Traffic Volume (With Project) - AM Peak Hour .................. 38

Future (2020) Traffic Volume (With Project) - PM Peak Hour .................. 39

9876 Wilshire Boulevard Page xiii February 2007 Traffic Impact Study List of Tables


LIST OF TABLES

Project Trip Generation Rates................................................................... 12

Project Traffic Generation ......................................................................... 12

Parking Requirements............................................................................... 14

Level of Service Definitions ....................................................................... 25

Base Traffic Conditions Summary............................................................. 26

Future (2012) Traffic Conditions Without Project ...................................... 30

Significant Impact Criteria ......................................................................... 30

Future (2012) Traffic Conditions With Project ........................................... 31

Future (2020) Traffic Conditions Without Project ...................................... 32

Future (2020) Traffic Conditions With Project ........................................... 37

9876 Wilshire Boulevard Page 1 February 2007 Traffic Impact Study Introduction


CHAPTER 1 INTRODUCTION

As part of the environmental review for the project, the potential traffic impact of the development has been evaluated using the Intersection Capacity Utilization (ICU) method, as required by the City of Beverly Hills. The ICU method calculates the operating conditions of each individual study intersection using a ratio of peak hour traffic volume to the intersection’s capacity. Any change to the intersection’s peak hour operating condition caused by an increase/decrease in traffic volume can be quantified, using this analysis method, to show the traffic impact of a proposed project.

Potential traffic impacts caused by a development project that exceed limits established by the City of Beverly Hills are deemed significant traffic impacts. All significantly impacted intersections are then evaluated for possible traffic mitigation measures. Pursuant to the City of Beverly Hills traffic impact guidelines, the following steps have been taken to develop the future traffic volume estimate:

(a) The existing traffic volumes were derived from other recent studies in the area;

(b) Base year 2006 traffic volume was increased by a ambient growth factor of 6% to future study year 2012;

(c) Traffic in (b) was added to traffic generated by other projects in the area. Baseline future data forecast derived from City traffic model and other recent traffic studies including the proposed 9900 Wilshire Boulevard project;

(d) Traffic in (c) was added to the proposed project traffic (future “with project” scenario);

(e) Base year 2006 traffic volume was increased by a ambient growth factor of 14% to future study year 2020;

(f) Traffic in (e) was added to traffic generated by other projects in the area as in (c) above;

(g) Traffic in (f) was added to the proposed project traffic (future “with project (2020)” scenario);

(h) Traffic in (d & g) was added to recommended traffic mitigations, if necessary.

9876 Wilshire Boulevard Page 2 February 2007 Traffic Impact Study Introduction


An ICU analysis of the existing baseline and future traffic conditions analysis has been completed at those locations expected to have the highest potential for significant traffic impacts. Morning and afternoon peak hour conditions have been evaluated at eight key intersections selected for review. Low volume intersections or intersections with minimal project traffic are not included in this analysis. It should be noted that future traffic conditions include the reconstruction of Santa Monica Boulevard, which is currently under construction, and the development of the future projects included in the Beverly Hills traffic model, with the addition of estimated trips for the proposed 9900 Wilshire Boulevard project.

The intersections analyzed in this study are: 1. Santa Monica Boulevard & Merv Griffin Way; 2. Sunset Boulevard & Whittier Drive; 3. Beverly Drive & Santa Monica Boulevard; 4. Wilshire Boulevard & Whittier Drive/Merv Griffin Way; 5. Wilshire Boulevard & Santa Monica Boulevard (N); 6. Wilshire Boulevard & Santa Monica Boulevard (S); 7. Wilshire Boulevard & Beverly Drive; and, 8. Santa Monica Boulevard & Century Park East.

9876 Wilshire Boulevard Page 3 February 2007 Traffic Impact Study Project Description


CHAPTER 2 PROJECT DESCRIPTION

The project is located at 9876 Wilshire Boulevard, as shown on Figure 1, and includes the net removal of 47 rooms from the existing 569 hotel rooms and the construction of 120 residences. In addition to the removal of the hotel rooms, approximately up to 13,030 square feet of non-hotel office space will also be removed from the site.

The residences will be located in three structures on site. Forty-two (42) residences will be located at the corner of Merv Griffin Drive and Wilshire Boulevard. Access to this residential building will be from the circular driveway located on Merv Griffin Drive north of the hotel entrance/exit. A second structure with 48 residences will be placed along the northeast corner of Merv Griffin Drive and Santa Monica Boulevard. The access for this building is planned from a driveway on Merv Griffin Drive. A secondary restricted right turn in and out driveway will also be provided on Santa Monica Boulevard to and from the common subterranean parking garage on the site. This right-turn restriction will be enforced through a landscaped raised median on Santa Monica Boulevard to be located northeast of Merv Griffin Drive.

The proposed Waldorf=Astoria building will be constructed on the triangular shaped portion of the property south of Wilshire Boulevard and north of Santa Monica Boulevard. This building will include 30 residences and 120 five-star hotel rooms.

Upon completion of the project, the site will have 522 total hotel rooms consisting of the Wilshire Tower with 352 rooms, a new 3-story luxury hotel building with 50 hotel rooms and 120 hotel rooms in the new Waldorf=Astoria building.

Residential and guest parking is planned in a subterranean parking structure with on-site valet and self-park service. Parking and access to the new Waldorf=Astoria building will be from a new roadway created between Wilshire Boulevard and Santa Monica Boulevard. The existing hotel will retain existing parking amounts, and all new construction will exceed City code required parking. Figure 2 illustrates the concept site plan for the project.

9876 Wilshire Boulevard Page 6 February 2007 Traffic Impact Study Environmental Setting


CHAPTER 3 ENVIRONMENTAL SETTING

The project site is triangular in shape bounded on the west by Merv Griffin Way, and on north and south by Wilshire Boulevard and Santa Monica Boulevard, two major arterial streets that traverse four cities between the downtown Los Angeles area and the Pacific Ocean. The project is located in the City of Beverly Hills, near its westerly city limit with the City of Los Angeles. In the vicinity of the project, development to the north and south is primarily residential, with commercial along the arterial streets and in the triangular area bounded by Santa Monica Boulevard, Wilshire Boulevard and Beverly Boulevard. On the east side of Merv Griffin Way between Santa Monica Boulevard and Wilshire Boulevard is a property occupied by a former Robinson’s May Store and associated parking. One block west of Merv Griffin Way is the Los Angeles Country Club. Immediately southwest of the project on the south side of Santa Monica Boulevard, in the City of Los Angeles, is the Century City community which includes the Westfield Century City shopping center and the 20th Century Fox studio. The land uses in the immediate vicinity of the project site are provided in Appendix A.

In addition to collecting traffic volume data from the surrounding roadways, field surveys were conducted in the study area to determine the roadway and intersection geometry and traffic signal operations. Figure 3 illustrates the study locations, type of intersection traffic control and lane configurations for the project impact analysis. A brief description of the affected roadway facilities is provided below, with photos of the study intersections provided in Appendix B.

Freeway and Street Characteristics Freeways serving the project are the Santa Monica Freeway (I - 10) and the San Diego Freeway (I-405) which are both approximately 2 miles south and west, respectively. Project access to the 405 Freeway is primarily provided via Santa Monica Boulevard with partial ramps at Tennessee Avenue south of Olympic Boulevard. This north-south freeway provides access through the San Fernando Valley and West Los Angeles to Orange County with an average daily traffic volume of approximately 310,000 vehicles per day measured at Santa Monica Boulevard.



Project access to the Santa Monica Freeway is primarily provided at Overland Avenue and Robertson Boulevard. This east-west freeway provides access between the City of Santa Monica and downtown Los Angeles with an average traffic volume of 270,000 vehicles per day measured at Overland Avenue.

Santa Monica Boulevard is designated a major class I highway and a state highway (SR 2). Santa Monica Boulevard is currently under reconstruction between the 405-Freeway and the border between the Cities of Los Angeles and Beverly Hills. The reconstruction will join the existing north and south roadways and provide 3 - 4 lanes in each direction, landscaped medians and frontage roads for access to local streets.

Wilshire Boulevard is also a major transportation corridor in the region with average daily traffic more than 46,000 vehicles per day just east of Santa Monica Boulevard.

The City of Beverly Hills has evaluated the transit service and operating conditions in the City. These studies, known as “The White Papers”, and part of the City of Beverly Hills General Plan update process, were drafted by Kaku Associates to evaluate traffic conditions in the City. In addition, a Technical Background Report for the General Plan Environmental Impact Report was prepared by EIP Associates, in cooperation with Kaku Associates, and was issued in March 2006, prior to release of the Draft EIR for the General Plan. The Technical Background Report details relevant facts, observations and objectives regarding transportation and traffic and includes the following excerpts:

o Records indicate that at Wilshire Boulevard and Santa Monica Boulevard approximately 5,170 passengers travel in both directions during the morning peak hour and 4,900 during the evening peak hour.

o The most recent results from license plate surveys indicate that about 25 to 40 percent of the traffic on Wilshire Boulevard is regional through trips with no origin or destination in the City of Beverly Hills. Therefore, approximately 60-75 percent (or roughly 28,000-35,000 vehicles of the approximate total of 44,000 per day) have origins or destinations within Beverly Hills.

o Conflicting objectives for transportation exists with the need to maintain access to the City, while at the same time facilitating regional through trips so as to minimize the shifting of such traffic to residential areas. To maintain a high level of access to



the City, strategies would logically include increasing capacity on Wilshire Boulevard, increasing capacity on parallel routes, or improving the traffic flow on each of these routes with the limited roadway capacity currently available. The other strategy is the essence of the currently ongoing Intelligent Transportation System (ITS) program by the City’s Transportation Department.

o Increasing the highway capacity of Wilshire Boulevard is contrary to the overall long-term objective for the City, it is in many ways counterproductive since it will likely result only in moving the traffic bottlenecks to other locations in or adjacent to the City, and serve to attract more though traffic.

o Increasing the people-moving capacity of Wilshire Boulevard with transit strategies achieves the City’s objective without resulting in the various negative impacts. For long-term congestion relief on Wilshire Boulevard that achieves the City’s objectives, active planning and engagement for future transit systems will be necessary by City leaders.

o In addition to the robust growth, the Westside area, which includes Beverly Hills and already has a population density of 14,000 persons per square mile and an employment density of 9,000 jobs per square mile, has the highest concentration of the region’s designated activity centers and an existing concentration of transit-supportive land uses (almost 30 percent of the total). There are no committed east-west transportation improvements to serve this future growth other than the possibility of the Expo LRT Line, which would not materially affect traffic congestion on Wilshire Boulevard.

o The Metro Rapid Line 720 and other bus services will continue as the only viable public transit service for the foreseeable future but should only be viewed as interim solutions.

o The future possibility of a western Metro Red Line subway extension should be acknowledged and actively supported by the City. Los Angeles Mayor Antonio Villaraigosa has public noted the need to extend the subway to the sea. Recent estimates by the MTA suggest a cost of $4.8 billion (in 2015 dollars) to extend the subway from Western Avenue to Ocean Avenue. In addition, a panel of experts have found that the subway can be safely built through the methane gas zone and Congressman Henry Waxman now supports the project. In order to achieve the best possible outcome for Beverly Hills, the City need to play an active role in studying the route alignment and station locations and advocating for that outcome.

o Upon completion of the Santa Monica Boulevard Transit Parkway (slated for February 2007), Los Angeles County Metropolitan Transportation Authority (MTA) will institute a new Metro Rapid service route (Line 704) connecting the Vermont/Santa Monica Boulevard Metro Red Line Station to Santa Monica. This will



supplement the current Metro Rapid Line 714 serving Beverly and Santa Monica Boulevards through Beverly Hills.

o As part of the expanding Metro Rapid program, MTA and Beverly Hills are jointly installing transit signal priority throughout the City to be completed by May 2006. Transit signal priority will speed bus service along Wilshire, Olympic, La Cienega and Santa Monica Boulevards. The only major Metro Rapid intersection without transit signal priority will be at Santa Monica and Wilshire Boulevard, since there will be Metro Rapid bus service on both Wilshire and Santa Monica Boulevards.

o Beverly Hills is not well served from a regional transportation accessibility standpoint. This is especially true in regard to north-south access to the City.

Transit Service

Local public transportation in the study area is provided by the Metropolitan Transportation

Authority (Metro). Regional express service is also provided by the Antelope Valley Transit

Authority. Wilshire Boulevard and Santa Monica Boulevard both serve as a major transit

bus corridors; routes serving Beverly Hills immediately adjacent to the project site include

Metro routes 16 & 316, 20 & 21, 14, 714 and 720. Another line providing regional service is

route 786 provided by the Antelope Valley Transit Authority. The transit lines are illustrated

in Appendix C.

9876 Wilshire Boulevard Page 11 February 2007 Traffic Impact Study Project Traffic


CHAPTER 4 PROJECT TRAFFIC

Traffic Generation Traffic-generating characteristics of many land uses have been surveyed by the Institute of

Transportation Engineers (ITE) and published in the Trip Generation handbook, 7th Edition.

This publication of traffic generation data is the industry standard for estimating traffic

generation for different land uses. The hotel, residences and non-hotel office land use

estimates were utilized to evaluate the current and proposed trip generation for the project.

Table 1 displays the trip generation rates used. The trip generation rates and peak hour period

impacts for luxury condominium uses are generally lower than those for other residential and

commercial uses due to the characteristics of luxury residential owners. Luxury condominium

owners, for example, tend to travel extensively, may have second homes, are often retired,

and, if not retired, tend to travel to work at different times than the traditional 9-5 work schedule

or tend to work at home. This results in fewer trips, and fewer peak-hour trips, than other

condominium and residential uses. It should also be noted that luxury condominium trip

generation rates based on local survey data, overall, are relatively low, and are approximately

50% of the trip generation rates applicable to hotel uses.

In addition, peak hour surveys for Beverly Hills hotels and luxury condominiums in Century

City and on Wilshire Boulevard near Westwood were conducted to determine local trip

making characteristics for each use and to ensure rates used are consistent with the actual

trip generation in Beverly Hills and the west side of Los Angeles. The survey results show

that actual condominium trip generation by a comparative Los Angeles area condominium

use, when combined with the rates of trip generation for Beverly Hills hotels, is lower than

the trip generation rates contained in the ITE trip generation database. Notwithstanding the

local data, and to ensure a conservative result, the ITE trip rates were used to calculate the

project trips.



Table 1 Project Trip Generation Rates

ITE AM Peak Hour PM Peak Hour Land Use Code Daily Total In Out Total In Out

Condominium (per unit) 230 5.86 0.44 0.07 0.37 0.52 0.35 0.17 Condominium (per unit) Counts n/a 0.30 0.11 0.19 0.40 0.21 0.19 Office (per 1,000 sf) 710 11.01 1.55 1.36 0.19 1.49 0.25 1.24 Hotel (per room) 310 8.17 0.56 0.34 0.22 0.59 0.31 0.28 Hotel (per room) Counts n/a 0.64 0.42 0.22 0.82 0.45 0.37

Table 2a Estimated Project Traffic Generation

(ITE Traffic Generation Rates)

Land Use Size Daily Total In Out Total In OutProposed Land UseCondominium 120 units 703 53 9 44 62 42 20Hotel 522 rooms 4,265 292 177 115 308 162 146

Subtotal 4,968 345 186 159 370 204 166

Existing Land UseHotel 569 rooms (4,649) (318) (193) (125) (335) (176) (159)Non-Hotel Office 13,030 sf (143) (20) (18) (2) (19) (3) (16)

Subtotal (4,792) (338) (211) (127) (354) (179) (175)

Total 176 7 (25) 32 16 25 (9)


Table 2b

Estimated Project Traffic Generation (Empirical Traffic Generation Rates)

Land Use Size Daily Total In Out Total In OutProposed Land UseCondominium 120 units na 36 13 23 48 25 23Hotel 522 rooms na 334 219 115 428 235 193

Subtotal na 370 232 138 476 260 216

Existing Land UseHotel 569 rooms na (364) (239) (125) (467) (256) (211)Non-Hotel Office 13,030 sf na (20) (18) (2) (19) (3) (16)

Subtotal na (384) (257) (127) (486) (259) (227)

Total na (14) (25) 11 (10) 1 (11)




Traffic Distribution

A primary factor affecting trip direction is the spatial distribution of population and

employment centers which would generate project trip origins and destinations for the

residents as well as destination points for the hotel occupants and employees. The

estimated project directional trip distribution is also based on the study area roadway

network, traffic flow patterns in and out of Beverly Hills and other traffic studies for the

general area.

Figure 4 illustrates the estimated area wide project traffic distribution percentages. Figures

5a and 5b shows the estimated project traffic percentages at the selected study

intersections for the northeastern portion of the site (Waldorf=Astoria building) and the

western portion of the site (Hotel, Residences A & B and Luxury Hotel Rooms). These trip

assignments are separated due to the differences in access locations. Using the traffic

assignment at each intersection and the estimated peak hour traffic volume as provided in

the Table 2, peak hour traffic volumes at each study location have been calculated and are

shown in Figure 6a (Waldorf=Astoria building), Figure 6b (Hotel, Residences A & B and

Luxury Hotel Rooms) and 6c (combined project volumes). This estimated assignment of the

project traffic flow provides the information necessary to analyze the potential traffic

impacts generated by the project at the study intersections.

Parking Supply and Estimated Parking Demand

Supply – Currently, The Beverly Hilton site provides approximately 818 marked parking

spaces in three separate parking areas: 514 spaces in the 5-level self-park parking

structure, 249 spaces in the valet subterranean garage below the Oasis/Palm Court and 55

spaces adjacent to Trader Vic’s restaurant. It should be noted that utilization of valet

parking can increase the amount of on-site parking in marked and unmarked parking

spaces. The proposed project will provide the 1,422 parking spaces as illustrated in

Appendix D, thereby adding 604 parking spaces to the site and 316 parking spaces in



addition to the spaces required by code. Table 3 below shows the calculated parking

requirements for The Beverly Hilton project.

Table 3 The Beverly Hilton Parking Requirements

Use Total Parking Ratio New Parking Spaces

Required

Total Number of Spaces

Required

Notes

578 Hotel Rooms (Original) 578 rooms N/A -- 818 Existing spaces

- 9 Hotel Rooms (Current) 569 rooms 1/room - 9 809 2005 renovation

- 217 Hotel Rooms 352 rooms 1/room - 217 592 Demolition of Palm Court and Lanai Rooms

170 Hotel Rooms (New) 522 rooms 1/room 170 762 Waldorf=Astoria and Wilshire Additions


21 - 2 BR units

2.75/2 BR unit

58 820 Waldorf=Astoria Residences


21 - 2 BR units 93 - 3 BR units

3.25/3 BR unit

303

1,123

Waldorf=Astoria Residences, Residences A, and Residences B


21 - 2 BR units

93 - 3 BR units

6 - 4 BR units

3.25/4 BR unit 20 1,143 Residences A

Non-Hotel Office 13,030 SF 1/350 SF - 37 1,106 Demolition of non-hotel office uses

TOTAL REQUIRED 1,106

TOTAL PROVIDED 1,422 316 surplus spaces

* Residential parking includes 0.25 guest parking space per unit.

Demand – The objective of the parking demand analysis was to determine whether there

would be adequate parking to accommodate the total parking needs of The Beverly Hilton

project. A key factor in the development of the hotel parking demand estimates relates

closely to the meeting and banquet activities. Using the Urban Land Institute (ULI) time-of-

day variations for hotel parking demand and parking demand surveys conducted during large

events at The Beverly Hilton, a parking demand profile of the future hotel use was developed.

Adding the residential parking requirement to the hotel parking demand provides an estimate



of The Beverly Hilton parking demand as shown in the following graph. As shown below, the

total peak parking demand of the project has been calculated at 1,196 parking spaces, 226

spaces less than the 1,422 spaces provided.

The Beverly Hilton Parking Demand Graph

0100200300400500600700800900

1,0001,1001,2001,3001,4001,500

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TIME OF DAYPEAK DEMAND AT 9 PM

SP

AC

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TOTAL CAPACITY (1,422 SPACES)HOTEL PARKING DEMANDRESIDENTIAL PARKING REQUIREDHOTEL PARKING DEMAND & REQUIRED RESIDENTIAL PARKING (1,196 SPACES)

OVERALL CAPACITY -- 1,422 SPACES

9876 Wilshire Boulevard Page 22 February 2007 Traffic Impact Study Traffic Conditions Analysis


CHAPTER 5 TRAFFIC CONDITIONS ANALYSIS

Analysis of Existing Traffic Conditions Multiple studies of existing area traffic conditions have recently been conducted in the vicinity of the proposed project, and review of these studies indicates relatively consistent data among the studies. Therefore, traffic volume data used in the following peak hour intersectional analysis were based on traffic counts collected in 2004 and 2005 as provided by the multiple studies conducted in the area1 . Base counts were increased by a 95% peak hour factor to reflect the rush hour time period of the analysis. Base 2006 peak hour traffic volumes are illustrated in Figures 7 and 8 for the AM and PM rush hour.

The traffic conditions analysis was then conducted using the Intersection Capacity Utilization (ICU) method. All study intersections were evaluated using this methodology pursuant to the criteria established by the City of Beverly Hills. The baseline peak hour traffic counts were used along with intersection lane configurations and traffic controls to determine the intersection’s operating condition.

The peak hour traffic counts were used along with current intersection lane

configurations to determine the intersection’s operating condition. The available

capacity for key intersection movements is directly related to traffic demand. The

capacity per hour of green time for each approach is calculated based upon Highway

Capacity Manual (HCM) methodology. To calculate capacity under the HCM method,

the proportion of total signal time needed by key traffic movement is determined and

compared to the total available time. The key movements are the opposing

movements whose combined green time demands are the greatest, and the

conflicting key movements are added and expressed as a decimal fraction. The

resulting ICU displays the proportion of the total hour required to meet the

intersection demand volumes in the key conflicting traffic movements.

1 9900 Wilshire Boulevard Traffic Impact Study, Meyer, Mohaddes Associates, December 2005



Once the ICU value has been calculated, operating characteristics are assigned a

level of service grade (A through F) to estimate the level of congestion and stability of

the traffic flow. The term "Level of Service" (LOS) is used by traffic engineers to

describe the quality of traffic flow. Definitions of the LOS grades are shown in Table

4, below.

Table 4

Level of Service Definitions Level of Service Description of Operating Condition ICU Value A No loaded cycles and few are even close. No 0.00 - 0.60 Approach phase is fully utilized with no delay. B A stable flow of traffic. 0.61 - 0.70 C Stable operation continues. Loading is 0.71 - 0.80 intermittent. Occasionally drivers may have to wait more on red signal and backups my develop behind turning vehicles. D Approaching instability. Delays may be lengthy 0.81 - 0.90 during short times within the peak hour. Vehicles may be required to wait through more than one cycle. E At or near capacity with possible long 0.91 - 1.00 queues for left-turning vehicles. Full utilization of every signal cycle is seldom attained. F Gridlock conditions with stoppages of long duration. > 1.00

By applying these procedures to the intersection data, the ICU values and the

corresponding LOS for existing traffic conditions were determined for each

intersection. The ICU and LOS values are summarized in Table 5. Supporting

capacity worksheets are contained in Appendix E of this report.



Table 5 Level of Service for Existing Conditions

AM Peak Hour PM Peak Hour No. Intersection ICU LOS ICU LOS

1. Merv Griffin Wy. & Santa Monica Bl. 1.197 F 1.159 F

2. Whittier Dr. & Sunset Bl. 0.796 C 0.941 E

3. Santa Monica Bl. & Beverly Dr. 0.845 D 0.983 E

4. Whittier Dr./Merv Griffin Wy. & Wilshire Bl. 1.049 F 1.263 F

5. Santa Monica Bl. (N.) & Wilshire Bl. 1.171 F 1.110 F

6. Santa Monica Bl. (S.) & Wilshire Bl. 0.876 D 0.760 C

7. Beverly Dr. & Wilshire Bl. 0.733 C 0.831 D

8. Santa Monica Bl. & Century Pk. East 1.113 F 0.865 D Analysis of Future Traffic Conditions

Future traffic volume projections have been developed to analyze the traffic

conditions after completion of other planned land developments including the

proposed project. Pursuant to the City of Beverly Hills traffic impact guidelines, the

following steps have been taken to develop the future traffic volume estimate:

(a) Existing traffic + ambient growth (6% total) to 2012 study year;

(b) Traffic in (a) + growth from other projects incorporated into the City of Beverly Hills traffic model + traffic from other projects including the proposed 9900 Wilshire Boulevard project not previously included in the model (without project scenario);

(c) Traffic in (b) + the proposed project traffic (with project scenario);

(d) Existing traffic + ambient growth (14% total) to 2020 study year;

(e) Traffic in (d) + growth from other projects incorporated into the City of Beverly Hills traffic model + traffic from other projects including the proposed 9900 Wilshire Boulevard project not previously included in the model (without project scenario);

(f) Traffic in (e) + the proposed project traffic (with project scenario);

(g) Traffic in (c & f) + the proposed traffic & mitigation, if necessary.



The future cumulative analysis includes other development projects located within the

study area that are either under construction or planned. As part of this analysis,

development traffic generation and distribution was obtained from the City of Beverly

Hills traffic model and the addition of the trips generated by the proposed 9900

Wilshire Boulevard project. The project growth that could produce additional traffic at

the study intersections by the future study years 2012 and 2020 was incorporated

into the analysis. It should be noted that this project, or any actions taken by the City

regarding this project, does not have a direct bearing on any of the other proposed

related projects.

The potential traffic impact of the total traffic growth has been calculated by adding

the baseline traffic volume, the ambient growth factor, and traffic from other

development projects. Future cumulative “without project (2012)” peak hour traffic

volume estimates are shown in Figures 9 and 10 for the morning and afternoon,

respectively. The future level of service traffic conditions with the ambient traffic

growth plus other development traffic are shown in Table 6.



Table 6 Future (2012) Traffic Conditions Without Project

PeakNo. Intersection Hour ICU LOS ICU LOS Growth

1 Merv Griffin Way & AM 1.197 F 1.386 F + 0.189Santa Monica Boulevard PM 1.159 F 1.415 F + 0.256

2 Whittier Drive & AM 0.796 C 0.870 D + 0.074Sunset Boulevard PM 0.941 E 1.023 F + 0.082

3 Santa Monica Boulevard & AM 0.845 D 1.004 F + 0.159Beverly Drive PM 0.983 E 1.165 F + 0.182

4 Whittier Dr./Merv Griffin Wy. AM 1.049 F 1.169 F + 0.120& Wilshire Boulevard PM 1.263 F 1.407 F + 0.144

5 Santa Monica Boulevard (N) AM 1.171 F 1.389 F + 0.218& Wilshire Boulevard PM 1.110 F 1.389 F + 0.279

6 Santa Monica Boulevard (S) AM 0.876 D 1.024 F + 0.148& Wilshire Boulevard PM 0.760 C 0.912 E + 0.152

7 Beverly Drive & AM 0.733 C 0.862 D + 0.129Wilshire Boulevard PM 0.831 D 1.015 F + 0.184

8 Santa Monica Boulevard & AM 1.113 F 1.223 F + 0.110Century Park East PM 0.865 D 1.013 F + 0.148

ExistingFuture

Without Project

The traffic impact of project’s traffic volume has been calculated by adding the project

volume to the without project traffic estimates. Comparing the changes in the traffic

conditions between the without and with project traffic volume scenarios provides the

data to determine if the project traffic volume creates a significant traffic impact which

would require traffic mitigation at any of the study intersections. According to the

traffic impact standards adopted by the City of Beverly Hills for the environmental

assessment, a traffic impact is considered significant if the related increase in the ICU

value equals or exceeds the thresholds shown in the following Table 7.

Table 7 Significant Traffic Impact Criteria

LOS Final ICU Value Increase in ICU Value D 0.801 - 0.900 + 0.040 E, F > 0.900 + 0.020 or more



The estimated project impact values using these procedures are shown below in

Table 8. As shown, none of the study intersections are impacted by the proposed

project volume using the significant impact criteria established by the City of Beverly

Hills. It should be noted that the impact analysis does not consider any changes to

the intersection configuration except for the reconstruction of the Santa Monica

Boulevard study intersections. Future cumulative “with project” peak hour traffic

volumes for development are shown in Figures 11 and 12 for the morning and

afternoon, respectively.

Table 8 Future (2012) Traffic Conditions With Project

PeakNo. Intersection Hour ICU LOS ICU LOS IMPACT ICU LOS BENEFIT

1 Merv Griffin Way & AM 1.386 F 1.384 F - 0.002Santa Monica Boulevard PM 1.415 F 1.420 F + 0.005

2 Whittier Drive & AM 0.870 D 0.873 D + 0.003Sunset Boulevard PM 1.023 F 1.027 F + 0.004

3 Santa Monica Boulevard & AM 1.004 F 1.007 F + 0.003Beverly Drive PM 1.165 F 1.165 F + 0.000

4 Whittier Dr./Merv Griffin Wy. AM 1.169 F 1.175 F + 0.006 1.001 F - 0.168& Wilshire Boulevard PM 1.407 F 1.410 F + 0.003 1.196 F - 0.211

5 Santa Monica Boulevard (N) AM 1.389 F 1.397 F + 0.008 1.096 F - 0.293& Wilshire Boulevard PM 1.389 F 1.393 F + 0.004 1.072 F - 0.317

6 Santa Monica Boulevard (S) AM 1.024 F 1.026 F + 0.002& Wilshire Boulevard PM 0.912 E 0.912 E + 0.000

7 Beverly Drive & AM 0.862 D 0.864 D + 0.002Wilshire Boulevard PM 1.015 F 1.015 F + 0.000

8 Santa Monica Boulevard & AM 1.223 F 1.223 F + 0.000Century Park East PM 1.013 F 1.014 F + 0.001

NO

NONO

With ProjectImprovement

NO

NONO

NO

NO

NO

NO

NO

NONO

NO

NO

Without Project With Project

NO

Future Future SignificantImpact

Neighborhood Residential Street Impact Analysis A review of the potential residential street impact to Whittier Drive between Sunset

Boulevard and Wilshire Boulevard has been conducted. Recent traffic counts

indicate that approximately 9,307 vehicles travel on Whittier Drive north of Trenton

Drive with up to 12,970 vehicles per day at Elevado Avenue. Pursuant to the City of

Beverly Hills neighborhood residential street impact criteria, projects that add 6.25%

of the daily traffic volume would have a significant impact to the operation of the



residential street. Approximately 8 additional morning peak hour trips and 8

afternoon peak hour trips will occur on Whittier Drive as a result of this project.

Therefore, the neighborhood residential street impact analysis indicates that the

project will not create a significant traffic impact on Whittier Drive.

Future (2020) Traffic Conditions As with the Year 2012 analysis, the potential traffic impact of the total traffic growth

has been calculated by adding the baseline traffic volume, the ambient growth factor

(14% total) and traffic from other development projects. Future cumulative “without

project (2020)” peak hour traffic volume estimates are shown in Figures 13 and 14 for

the morning and afternoon, respectively. The future level of service traffic conditions

with the ambient traffic growth plus other development traffic are shown in Table 9 for

year 2020.

Table 9 Future (2020) Traffic Conditions Without Project

PeakNo. Intersection Hour ICU LOS ICU LOS Growth

1 Merv Griffin Way & AM 1.197 F 1.456 F + 0.259Santa Monica Boulevard PM 1.159 F 1.482 F + 0.323

2 Whittier Drive & AM 0.796 C 0.917 E + 0.121Sunset Boulevard PM 0.941 E 1.079 F + 0.138

3 Santa Monica Boulevard & AM 0.845 D 1.052 F + 0.207Beverly Drive PM 0.983 E 1.221 F + 0.238

4 Whittier Dr./Merv Griffin Wy. AM 1.049 F 1.230 F + 0.181& Wilshire Boulevard PM 1.263 F 1.480 F + 0.217

5 Santa Monica Boulevard (N) AM 1.171 F 1.457 F + 0.286& Wilshire Boulevard PM 1.110 F 1.454 F + 0.344

6 Santa Monica Boulevard (S) AM 0.876 D 1.074 F + 0.198& Wilshire Boulevard PM 0.760 C 0.957 E + 0.197

7 Beverly Drive & AM 0.733 C 0.904 E + 0.171Wilshire Boulevard PM 0.831 D 1.064 F + 0.233

8 Santa Monica Boulevard & AM 1.113 F 1.288 F + 0.175Century Park East PM 0.865 D 1.064 F + 0.199

Without ProjectExistingFuture (2020)



The traffic impact of project’s traffic volume has been calculated by adding the project

volume to the above without project year 2020 traffic estimates. The City of Beverly

Hills significant impact criteria was then applied to these values as in the year 2012

analysis.

The estimated project impact values using these procedures are shown below in

Table 10. As shown, none of the study intersections are impacted by the proposed

project volume using the significant impact criteria established by the City of Beverly

Hills. Future cumulative “with project” peak hour traffic volumes for development are

shown in Figures 15 and 16 for the morning and afternoon, respectively.

Table 10 Future (2020) Traffic Conditions With Project

PeakNo. Intersection Hour ICU LOS ICU LOS IMPACT ICU LOS BENEFIT

1 Merv Griffin Way & AM 1.456 F 1.454 F - 0.002Santa Monica Boulevard PM 1.482 F 1.488 F + 0.006

2 Whittier Drive & AM 0.917 E 0.919 E + 0.002Sunset Boulevard PM 1.079 F 1.082 F + 0.003

3 Santa Monica Boulevard & AM 1.052 F 1.056 F + 0.004Beverly Drive PM 1.221 F 1.222 F + 0.001

4 Whittier Dr./Merv Griffin Wy. AM 1.230 F 1.237 F + 0.007 1.054 F - 0.176& Wilshire Boulevard PM 1.480 F 1.484 F + 0.004 1.257 F - 0.223

5 Santa Monica Boulevard (N) AM 1.457 F 1.466 F + 0.009 1.147 F - 0.310& Wilshire Boulevard PM 1.454 F 1.458 F + 0.004 1.123 F - 0.331

6 Santa Monica Boulevard (S) AM 1.074 F 1.078 F + 0.004& Wilshire Boulevard PM 0.957 E 0.959 E + 0.002

7 Beverly Drive & AM 0.904 E 0.906 E + 0.002Wilshire Boulevard PM 1.064 F 1.064 F + 0.000

8 Santa Monica Boulevard & AM 1.288 F 1.288 F + 0.000Century Park East PM 1.064 F 1.065 F + 0.001

NONO

NONO

NONO

NONO

NONO

NONO

NONO

NONO

Significant With ProjectImpact ImprovementWithout Project With Project

Future (2020) Future (2020)



Congestion Management Program Review

The Congestion Management Program (CMP) was adopted by the County of Los

Angeles, as mandated by the state, to regulate and monitor regional traffic growth and

transportation improvement programs. The CMP designates a transportation network

which includes all state highways and some arterials within the County of Los Angeles.

If the level of service standard deteriorates on the CMP network, then local jurisdiction

must prepare a deficiency plan to be in conformance with the Los Angeles County

CMP. The intent of the CMP is to provide information to decision makers to assist in

the allocation of transportation funds through the State Transportation Improvement

Program (STIP) process.

A CMP traffic impact analysis is required if a project will add 150 or more trips to a

freeway, in either direction during either the AM or PM weekday peak hour. An

analysis is also required at all CMP monitoring intersections where a project would add

50 or more peak hour trips. The nearest CMP intersection is site adjacent at Santa

Monica Boulevard and Wilshire Boulevard. The project does not create significant

traffic impacts under the CMP, as shown in Table 8, because the project does not add

more than 50 trips to any analyzed intersection. In addition, the proposed project is

providing enhancements to the intersection by widening Wilshire Boulevard on its

eastbound approach to Santa Monica Boulevard. This widening will provide for a curb

lane of sufficient width for buses to pull out of the through eastbound traffic and allow

for a right turn movement out of the through traffic lane. Based on traffic calculations

and planned roadway improvements, no additional CMP intersection or freeway

analysis is necessary.

9876 Wilshire Boulevard Page 41 February 2007 Traffic Impact Study Project Traffic Improvements


CHAPTER 6 PROJECT TRAFFIC IMPROVEMENTS

The change in traffic volume generated by the proposed project will not significantly

impact the traffic flow at any of the study intersections during study year 2012 or

2020. Therefore, project traffic mitigation measures are not necessary. However,

roadway enhancements will be provided along Wilshire Boulevard, Santa Monica

Boulevard and Merv Griffin Way as project features. These project features include:

Wilshire Boulevard Improvements The street improvements for Wilshire Boulevard consist of street widening from 2 –

10 feet to provide 2 left-turn lanes, 3 through lanes and a right-turn only lane at its

intersection with Santa Monica Boulevard. The addition of 2 new lanes will create an

additional capacity of 3,200 vehicles per hour for the Wilshire Boulevard and Santa

Monica Boulevard intersection. In addition to the roadway improvements, a new

improved parkway varying from 8 – 13 feet in width will provide for a new sidewalk,

transit facilities and enhanced landscaping along the Wilshire Boulevard frontage as

part of the project. Details of the roadway improvements include the following:

1. Wilshire Boulevard will be widened by 2 feet along the south side adjacent to the hotel site from Merv Griffin Way easterly to The Beverly Hilton drop off/pick up area;

2. As part of the roadway widening, the existing hotel drop off/pick up area on Wilshire Boulevard will be enlarged for loading/unloading and emergency hotel access;

3. From the hotel drop-off area to approximately 160 feet west of the Santa Monica Boulevard intersection, an additional 7 feet of street widening along the south side of Wilshire Boulevard will be included to provide a new eastbound lane on Wilshire Boulevard;

4. The curb radius at the corner of Wilshire Boulevard and Santa Monica Boulevard will be redesigned and improved to provide easier and safer right turns from Wilshire Boulevard to Santa Monica Boulevard;

5. From approximately 160 feet west of Santa Monica Boulevard to the intersection with Santa Monica Boulevard, an additional 3 feet of street



widening and removal of the raised median island on Wilshire Boulevard will be implemented to provide a new right-turn lane only lane on Wilshire Boulevard;

6. As part of the street widening and streetscape improvements, the existing traffic signal at the intersection will be reconstructed and retimed to improve the efficiency of the Wilshire Boulevard and Santa Monica Boulevard intersection operation; and

7. Approximately 8 – 13 feet of new sidewalk and streetscape improvements will be provided along the Wilshire Boulevard perimeter of The Beverly Hilton.

Santa Monica Boulevard Improvements Santa Monica Boulevard will be enhanced through a landscaped median located

northeast of Merv Griffin Way. A new traffic signal at the intersection of Merv Griffin

Way and Santa Monica Boulevard will be included to provide safe and efficient

access to the site and Wilshire Boulevard. A curb line setback along Santa Monica

Boulevard will be created to accommodate a new southbound lane which will

accommodate approximately 1,600 additional vehicles per hour. A new on-site

staging area along the Santa Monica Boulevard edge of the property will utilize

existing driveways while allowing for additional production and delivery vehicle

circulation and parking to satisfy event requirements and operation needs for the

hotels and residences. Furthermore, the site access plan will remove one existing

driveway currently located on Santa Monica Boulevard.

Merv Griffin Way/Whittier Drive Improvements Merv Griffin Way will be aligned with Whittier Drive at its intersection with Wilshire

Boulevard to provide a more efficient and safer intersection. The reconstructed

intersection will include three lanes northbound, including a right-turn lane which will

provide capacity for an additional 1,600 vehicles per hour, with two lanes southbound

to Santa Monica Boulevard to increase the capacity of the intersection. In addition, a

curb line setback along Merv Griffin Way north of the Hotel Entrance will allow for

additional production and delivery vehicle circulation and parking to satisfy event

requirements and other operation needs for the hotels and residences.



With the implementation of these proposed improvements, the project will improve

overall operations at the three key intersections around the site, Wilshire Boulevard

and Merv Griffin Way/Whittier Drive, Wilshire Boulevard and Santa Monica

Boulevard, and Santa Monica Boulevard and Merv Griffin Way. Specifically, project

features at the intersection of Whittier Drive/Merv Griffin Way and Wilshire Boulevard

and the intersection of Santa Monica Boulevard and Wilshire Boulevard will actually

improve traffic flow, resulting in a negative net impact to existing traffic. As a result,

these intersections will actually operate better, with less traffic impact, than they

operate under current conditions.

traffic impact analysis for a proposed hotel /...

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