I-405 Widening Project Supplemental Traffic Study On Long Beach

SUPPLEMENTAL TRAFFIC STUDY REPORT LONG BEACH AREA
San Diego Freeway (I-405) Improvement Project SR-73 to I-605 Orange and Los Angeles Counties
12-ORA-405 PM 9.3/24.2 / 07-LA-405 PM 0.0/1.2 12-ORA-22 PM R0.7/R3.8 / 12-ORA-22 PM R0.5/R0.7 12-ORA-73 PM R27.2/R27.8 / 12-ORA-605 PM 3.5/R1.6 07-LA-605 PM R0.0/R1.2
EA 0H1000 EFIS ID 1200000180
June 2013
STATE OF CALIFORNIA Department of Transportation
I-405 Improvement Project Supplemental Traffic Study
Long Beach Area
Table of Contents
1.0 Introduction ................................................................................................................... 1-1
2.0 Year 2009 Existing Conditions ..................................................................................... 2-1 2.1 Year 2009 Existing Traffic Volumes ....................................................................... 2-1
2.2 Year 2009 Existing Intersection Traffic Analysis .................................................... 2-1 2.3 Year 2009 Existing Freeway Traffic Analysis ......................................................... 2-3
3.0 No Build Alternative Conditions ................................................................................... 3-1 3.1 No Build Alternative Traffic Volumes ..................................................................... 3-1
3.2 Year 2020 No Build Alternative Intersection Traffic Analysis ............................... 3-1 3.3 3.4 3.5 Year 2040 No Build Alternative Intersection Traffic Analysis ............................... 3-3 Year 2020 No Build Alternative Freeway Traffic Analysis..................................... 3-5 Year 2040 No Build Alternative Freeway Traffic Analysis..................................... 3-6
4.0 Alternative 1 Conditions ................................................................................................ 4-1 4.1 Alternative 1 Traffic Volumes ................................................................................. 4-1 4.2 Year 2020 Alternative 1 Intersection Traffic Analysis ............................................ 4-1 4.3 Year 2040 Alternative 1 Intersection Traffic Analysis ............................................ 4-3
4.4 Year 2020 Alternative 1 Freeway Traffic Analysis ................................................. 4-5 4.5 Year 2040 Alternative 1 Freeway Traffic Analysis ................................................. 4-6
4.6 Alternative 1 vs No Build Alternative Comparison and Proposed Roadway Improvements ........................................................................................... 4-7 5.0 Alternative 2 Conditions ................................................................................................ 5-1 5.1 Alternative 2 Traffic Volumes ................................................................................. 5-1 5.2 Year 2020 Alternative 2 Intersection Traffic Analysis ............................................ 5-1 5.3 Year 2040 Alternative 2 Intersection Traffic Analysis ............................................ 5-3
5.4 Year 2020 Alternative 2 Freeway Traffic Analysis ................................................. 5-5 5.5 Year 2040 Alternative 2 Freeway Traffic Analysis ................................................. 5-6
PARSONS
Orange County Transportation Authority
Long Beach Area
5.6 Alternative 2 vs No Build Alternative Comparison and Proposed Roadway Improvements ........................................................................................... 5-7 6.0 Alternative 3 Conditions ................................................................................................ 6-1 6.1 Alternative 3 Traffic Volumes ................................................................................. 6-1 6.2 Year 2020 Alternative 3 Intersection Traffic Analysis ............................................ 6-1 6.3 Year 2040 Alternative 3 Intersection Traffic Analysis ............................................ 6-3 6.4 Year 2020 Alternative 3 Freeway Traffic Analysis ................................................. 6-5 6.5 Year 2040 Alternative 3 Freeway Traffic Analysis ................................................. 6-6 6.6 Alternative 3 vs No Build Alternative Comparison and Proposed Roadway Improvements ......................................................................................... 6-7 6.7 Transition Areas ..................................................................................................... 6-10 Response to Comments List of Preparers and Coordinating Agencies
PARSONS
Long Beach Area
Table of Appendices
I Year 2009 Existing LOS Worksheets A. Year 2009 Existing Intersection Analysis B. Year 2009 Existing Freeway Peak Hour LOS Worksheets No Build Alternative LOS Worksheets A. Intersection Analysis A1. Year 2020 No Build Alternative Intersection LOS Worksheets A2. Year 2040 No Build Alternative Intersection LOS Worksheets B. Freeway Analyses B1. Year 2020 No Build Alternative Freeway Peak Hour LOS Worksheets B2. Year 2040 No Build Alternative Freeway Peak Hour LOS Worksheets Alternative 1 LOS Worksheets A. Intersection Analysis A1. Year 2020 Alternative 1 Intersection LOS Worksheets A2. Year 2040 Alternative 1 Intersection LOS Worksheets B. Freeway Analyses B1. Year 2020 Alternative 1 Freeway Peak Hour LOS Worksheets B2. Year 2040 Alternative 1 Freeway Peak Hour LOS Worksheets Alternative 2 LOS Worksheets A. Intersection Analysis A1. Year 2020 Alternative 2 Intersection LOS Worksheets A2. Year 2040 Alternative 2 Intersection LOS Worksheets B. Freeway Analyses B1. Year 2020 Alternative 2 Freeway Peak Hour LOS Worksheets B2. Year 2040 Alternative 2 Freeway Peak Hour LOS Worksheets Alternative 3 LOS Worksheets A. Intersection Analysis A1. Year 2020 Alternative 3 Intersection LOS Worksheets A2. Year 2040 Alternative 3 Intersection LOS Worksheets B. Freeway Analyses B1. Year 2020 Alternative 3 Freeway Peak Hour LOS Worksheets B2. Year 2040 Alternative 3 Freeway Peak Hour LOS Worksheets
II
III
IV
PARSONS
Long Beach Area
Table of Figures
1-1 1-2 1-3 1-4 2-1 2-2 3-1 3-2 3-3 3-4 4-1 4-2 4-3 4-4 4-5 4-6 4-7 4-8 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 6-1 6-2 6-3 6-4 Project Study Area/Project Location Map Intersection Study Area Intersection Lane Configuration Freeway Lane Configuration Year 2009 Existing Intersection Traffic Volumes AM/PM Peak Hour Year 2009 Existing Freeway Traffic Volumes AM/PM Peak Hour Year 2020 No Build Alternative Intersection Traffic Volumes AM/PM Peak Hour Year 2040 No Build Alternative Intersection Traffic Volumes AM/PM Peak Hour Year 2020 No Build Alternative Freeway Traffic Volumes AM/PM Peak Hour Year 2040 No Build Alternative Freeway Traffic Volumes AM/PM Peak Hour Year 2020 Alternative 1 Intersection Traffic Volumes AM/PM Peak Hour Year 2040 Alternative 1 Intersection Traffic Volumes AM/PM Peak Hour Year 2020 Alternative 1 Freeway Traffic Volumes AM/PM Peak Hour Year 2040 Alternative 1 Freeway Traffic Volumes AM/PM Peak Hour Los Coyotes Diagonal and Bellflower Boulevard Intersection Proposed Improvements SR-22 WB On/Off-Ramp and College Park Drive Intersection Proposed Improvements 7th Street and W. Campus Drive Intersection Proposed Improvements 7th Street and Bellflower Boulevard Intersection Proposed Improvements Year 2020 Alternative 2 Intersection Traffic Volumes AM/PM Peak Hour Year 2040 Alternative 2 Intersection Traffic Volumes AM/PM Peak Hour Year 2020 Alternative 2 Freeway Traffic Volumes AM/PM Peak Hour Year 2040 Alternative 2 Freeway Traffic Volumes AM/PM Peak Hour Willow Street and Bellflower Boulevard Intersection Proposed Improvements Willow Street and Los Coyotes Diagonal Intersection Proposed Improvements Willow Street and Woodruff Avenue Intersection Proposed Improvements 7th Street and Channel Drive Intersection Proposed Improvements 7th Street and E. Campus Drive Intersection Proposed Improvements Year 2020 Alternative 3 Intersection Traffic Volumes AM/PM Peak Hour Year 2040 Alternative 3 Intersection Traffic Volumes AM/PM Peak Hour Year 2020 Alternative 3 Freeway Traffic Volumes AM/PM Peak Hour Year 2040 Alternative 3 Freeway Traffic Volumes AM/PM Peak Hour
PARSONS
Long Beach Area
Table of Tables
2-1 2-2 2-3 2-4 2-5 3-1 3-2 3-3 3-4 3-5 3-6 3-7 3-8 3-9 3-10 4-1 4-2 4-3 4-4 4-5 4-6 4-7 4-8 4-9 4-10 4-11 4-12 4-13 4-14 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 Year 2009 Existing Intersection Level of Service AM/PM Peak Hours Year 2009 Existing Intersection Queues vs. Storage AM/PM Peak Hours Year 2009 Existing Mainline Peak Hour Level of Service Year 2009 Existing Ramp Junction Peak Hour Level of Service Year 2009 Existing Weaving Peak Hour Level of Service Year 2020 No Build Alternative Intersection Level of Service AM/PM Peak Hours Year 2020 No Build Alternative Intersection Queues vs. Storage AM/PM Peak Hours Year 2040 No Build Alternative Intersection Level of Service AM/PM Peak Hours Year 2040 No Build Alternative Intersection Queues vs. Storage AM/PM Peak Hours Year 2020 No Build Alternative Mainline Peak Hour Level of Service Year 2020 No Build Alternative Ramp Junction Peak Hour Level of Service Year 2020 No Build Alternative Weaving Peak Hour Level of Service Year 2040 No Build Alternative Mainline Peak Hour Level of Service Year 2040 No Build Alternative Ramp Junction Peak Hour Level of Service Year 2040 No Build Alternative Weaving Peak Hour Level of Service Year 2020 Alternative 1 Intersection Level of Service AM/PM Peak Hours Year 2020 Alternative 1 Queues vs. Storage AM/PM Peak Hours Year 2040 Alternative 1 Intersection Level of Service AM/PM Peak Hours Year 2040 Alternative 1 Queues vs. Storage AM/PM Peak Hours Year 2020 Alternative 1 Mainline Peak Hour Level of Service Year 2020 Alternative 1 Ramp Junction Peak Hour Level of Service Year 2020 Alternative 1 Weaving Peak Hour Level of Service Year 2040 Alternative 1 Mainline Peak Hour Level of Service Year 2040 Alternative 1 Ramp Junction Peak Hour Level of Service Year 2040 Alternative 1 Weaving Peak Hour Level of Service Year 2020 Alternative 1 vs. No Build Alternative Intersection Comparison Year 2040 Alternative 1 vs. No Build Alternative Intersection Comparison Year 2020 Alternative 1 vs. No Build Alternative Mainline Comparison Year 2040 Alternative 1 vs. No Build Alternative Mainline Comparison Year 2020 Alternative 2 Intersection Level of Service AM/PM Peak Hours Year 2020 Alternative 2 Queues vs. Storage AM/PM Peak Hours Year 2040 Alternative 2 Intersection Level of Service AM/PM Peak Hours Year 2040 Alternative 2 Queues vs. Storage AM/PM Peak Hours Year 2020 Alternative 2 Mainline Peak Hour Level of Service Year 2020 Alternative 2 Ramp Junction Peak Hour Level of Service Year 2020 Alternative 2 Weaving Peak Hour Level of Service Year 2040 Alternative 2 Mainline Peak Hour Level of Service Year 2040 Alternative 2 Ramp Junction Peak Hour Level of Service Year 2040 Alternative 2 Weaving Peak Hour Level of Service Year 2020 Alternative 2 vs. No Build Alternative Intersection Comparison Year 2040 Alternative 2 vs. No Build Alternative Intersection Comparison Year 2020 Alternative 2 vs. No Build Alternative Mainline Comparison Year 2040 Alternative 2 vs. No Build Alternative Mainline Comparison
PARSONS
Long Beach Area
6-1 6-2 6-3 6-4 6-5 6-6 6-7 6-8 6-9 6-10 6-11 6-12 6-13 6-14
Year 2020 Alternative 3 Intersection Level of Service AM/PM Peak Hours Year 2020 Alternative 3 Queues vs. Storage AM/PM Peak Hours Year 2040 Alternative 3 Intersection Level of Service AM/PM Peak Hours Year 2040 Alternative 3 Queues vs. Storage AM/PM Peak Hours Year 2020 Alternative 3 Mainline Peak Hour Level of Service Year 2020 Alternative 3 Ramp Junction Peak Hour Level of Service Year 2020 Alternative 3 Weaving Peak Hour Level of Service Year 2040 Alternative 3 Mainline Peak Hour Level of Service Year 2040 Alternative 3 Ramp Junction Peak Hour Level of Service Year 2040 Alternative 3 Weaving Peak Hour Level of Service Year 2020 Alternative 3 vs. No Build Alternative Intersection Comparison Year 2040 Alternative 3 vs. No Build Alternative Intersection Comparison Year 2020 Alternative 3 vs. No Build Alternative Mainline Comparison Year 2040 Alternative 3 vs. No Build Alternative Mainline Comparison
PARSONS
Long Beach Area
1.0 INTRODUCTION
The purpose of the Supplemental Traffic Study Report Long Beach Area (Supplement) is to provide additional traffic information on the I-405 Improvement Project not included in the Traffic Study Report San Diego Freeway (I-405) Improvement Project SR-73 to I-605 completed by Albert Grover & Associates in April 2011 (Traffic Study). The additional traffic information included is as a result of public comments during the Draft Environmental Impact Report/Environmental Impact Statement (EIR/EIS) circulation and will be included in the Final EIR/EIS. This Supplemental provides traffic information to the areas north of the limits of the proposed freeway capacity enhancement in Orange County. The traffic information is the evaluation of the traffic changes in the Long Beach area along SR-22/7th Street, I-405, and I-605, at their local interchanges, and at nearby intersections due to the proposed build alternatives. The study area includes Carson Street in the vicinity of I-605 which, in addition to the City of Long Beach, includes Cities of Lakewood and Hawaiian Gardens. The objective of this evaluation is to determine the extent of any potential adverse cumulative traffic effects of the proposed project alternatives north of the limits of the proposed capacity improvements. The study area includes: I-405 from I-605 to Lakewood Boulevard; I-605 from Katella Avenue to Carson Street; and SR-22/7th Street from I-405 to Park Avenue.
The study area includes all of the interchanges along I-405 and I-605 within the limits noted above including arterial/ramp intersections and arterial/arterial intersections in the immediate vicinity of the interchanges. Figure 1-1 shows the study area. The 36 intersections included in the study area are shown in Figure 1-2. Traffic forecasts were prepared for each of the four alternatives under study utilizing the OCTAM model. The four alternatives are fully described in the Traffic Study in Section 1.6 Project Alternatives Description. The following summaries of the four alternatives are presented for reference. No Build Alternative: Under the No Build Alternative, no improvements would be made to the I-405 corridor within the project limits by the proposed project. No additional lanes or interchange improvements would be provided. Compared to the existing conditions, as recorded in the Notice of Preparation (NOP) (issued August 31, 2009) and the Notice of Intent (NOI) (issued September 1, 2009), the future No Build Alternative includes completion of the SR-22 West County Connectors Project, which is currently under construction. Alternative 1: Alternative 1 would add a single general purpose (GP) lane in each direction on I-405 from Euclid Street to the I-605 interchange.
PARSONS
1-1
Long Beach Area
Alternative 2: Alternative 2 would add one GP lane in each direction on I-405 from Euclid Street to the I-605 interchange (as in Alternative 1), plus add a second GP lane in the northbound direction from Brookhurst Street to the SR-22/7th Street interchange and a second GP lane in the southbound direction from the Seal Beach Boulevard on-ramp to Brookhurst Street. Alternative 3: Alternative 3 would add one GP lane in each direction on I-405 from Euclid Street to the I-605 interchange (as in Alternatives 1 and 2), plus add a tolled Express Lane in each direction of I-405 from SR-73 to SR-22 East. The tolled Express Lane and the existing high occupancy vehicle (HOV) lanes would be managed jointly as a tolled Express Facility with two lanes in each direction from SR-73 to I-605. The tolled Express Facility would operate so that HOV2s would be tolled and HOV3+ would either be free or receive a discount. From SR-22 to I-605, the existing HOV lane and the second HOV lane that is being built as part of the WCC Project would become part of the tolled Express Facility.
Traffic forecasts were prepared for each freeway segment and each study intersection within the study area. The forecast years are the same as the forecast years in the Traffic Study: opening year 2020 and design year 2040. The forecast method uses the same OCTAM forecasts that were used in the Traffic Study and explained in Section 2.2.2 of the Traffic Study, except that the fourth step of the forecasting process, trip assignment, was rerun after additional roadway segments were coded into the highway network within the Long Beach study area. Additionally, separate traffic forecasts were used for each of the four alternatives under study. The analytical methods used for the freeway are the same Highway Capacity Manual methods described in the Traffic Study in Section 2.1.1 Freeway Mainline Analysis Methodology, Section 2.1.2 Ramps and Ramp-Freeway Junction Analysis Methodology, and Section 2.1.3 Weaving Analysis Methodology. The analytical methods used for the arterials in the interchange areas are the same Highway Capacity Manual (HCM) methods described in the Traffic Study in Section 3.1.1 Intersection Level of Service Analyses and Section 3.1.2 Vehicle Queuing at Freeway OffRamps. Adverse cumulative effects are evaluated through application of professional judgment to changes in level-of-service (LOS) and volume-to-capacity (V/C) ratios. For future conditions, the v/c ratio is the demand-to-capacity (D/C) ratio, where the demand volume is used. The geometric conditions and type of traffic control for years 2020 and 2040 are assumed to be unchanged from the existing conditions. There are no committed projects within the Long Beach study area. Figure 1-3 presents the intersection geometrics and Figure 1-4 presents the freeway geometrics.
PARSONS
1-2
STUDY AREA
605
605
STUDY AREA
N
NOT TO SCALE
PROJECT STUDY AREA
110 710 105 605
110
Project Location
NOT TO SCALE
I-405 PA/ED Long Beach Study
PROJECT LOCATION MAP
FIGURE 1-1
PROJECT STUDY AREA / PROJECT LOCATION MAP
Long Beach Area
2.0 YEAR 2009 EXISTING CONDITIONS

This section of the report provides an analysis of the study intersections and mainline freeway as well as the freeway/ramp junction locations for year 2009 Existing conditions. Existing conditions analyses are based on year 2009 traffic volumes and current traffic control/lane geometrics at the study intersections and freeway segments and ramps within the project limits. The HCM methodology was used to analyze the LOS at all the analysis locations. Intersection analysis worksheets for year 2009 Existing conditions are provided in Appendix I.A. Freeway analyses worksheets for year 2009 Existing conditions are provided in Appendix I.B. 2.1 Year 2009 Existing Traffic Volumes Year 2009 existing peak hour intersection traffic volumes are presented in Figure 2-1 and peak hour freeway traffic volumes along the I-405 mainline, I-605 mainline and SR-22/7th Street mainline and all interchange ramps within the study area are illustrated in Figure 2-2. 2.2 Year 2009 Existing Intersection Traffic Analysis A summary of level of service (LOS) for the morning (AM) and evening (PM) peak hours for year 2009 Existing conditions, including traffic control at study intersections is provided in Table 2-1. The LOS analysis conducted for year 2009 Existing conditions indicates that all study intersections currently operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are currently operating at LOS E or F during the AM or PM peak hours: Willow Street/Lakewood Boulevard (PM LOS = E and V/C = 0.92) Willow Street/Bellflower Boulevard (AM LOS = F and V/C = 0.84) Los Coyotes Diagonal/Bellflower Boulevard (PM LOS = E and V/C = 0.97) Willow Street/Los Coyotes Diagonal (PM LOS = F and V/C = 0.74) Willow Street/Woodruff Avenue (AM LOS = F and V/C = 1.07) Woodruff Avenue/Palo Verde (AM LOS = F and V/C = 0.87) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and V/C = 0.65) 7th Street/Pacific Coast Highway (AM LOS = F and V/C = 0.95; PM LOS = F and V/C = 1.03) 7th Street/Bellflower Boulevard (AM LOS = E and V/C = 1.01; PM LOS = F and V/C = 0.91) 7th Street/W. Campus Drive (AM LOS = F and V/C = 0.83)
A comparison of existing vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 2-2. During the peak hours, most of the turn pockets at the arterial intersections currently provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane
PARSONS
2-1
Long Beach Area
Willow Street/Bellflower Boulevard - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Northbound right turn lane - Eastbound left turn lane - Westbound left turn lane Willow Street/Los Coyotes Diagonal - Eastbound left turn lane - Westbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound left turn lane - Westbound left turn lane Willow Street/Palo Verde - Eastbound right turn lane Stearns Street/Palo Verde - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane I-405 NB Direct On-Ramp/Studebaker Road - Northbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane 7th Street/Bellflower Boulevard - Northbound right turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Westbound left turn lane 7th Street/Channel Drive - Westbound left turn lane 7th Street/W. Campus Drive - Southbound left/right turn lane 7th Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane th 7 Street/Park Avenue - Northbound right turn lane
PARSONS
2-2
Long Beach Area
The freeway off-ramp vehicle queuing is also shown in Table 2-2. During the peak hours all the freeway off-ramps provide sufficient storage to accommodate the queues under year 2009 Existing conditions. 2.3 Year 2009 Existing Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under year 2009 Existing conditions are summarized in Table 2-3. The peak hour capacity, volume, V/C ratio, density and LOS for all the freeway segments are shown. Under year 2009 Existing conditions, the northbound I-405 mainline currently operates at LOS E during the AM peak hour and LOS D during the PM peak hour. The southbound I-405 mainline currently operates at LOS D during both the AM and PM peak hours, except at one segment location. The southbound I-405 segment between Woodruff Avenue and Palo Verde Avenue/Stearns Street currently operates at LOS E during the AM and PM peak hours. The northbound and southbound I-405 HOV lanes currently operate below capacity except during the AM peak hour in the northbound direction between Temple Avenue and Studebaker Road with D/C ratios ranging between 1.04 and 1.06. Under year 2009 Existing conditions, the I-605 freeway mainline segments currently operate at LOS C or D during the AM and PM peak hours in both directions, except for the segments between Carson Street and Spring Street. In the northbound direction, the segments between Carson Street and Spring Street are currently operating at LOS E during the PM peak hour. In the southbound direction, the segment between Carson Street and the HOV transition area is currently operating at LOS E during both the AM and PM peak hours. The northbound and southbound I-605 HOV lanes are currently operating below capacity. Under year 2009 Existing conditions, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road operates from LOS A to LOS D during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 operates from LOS D to LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for year 2009 Existing conditions are based on year 2009 traffic volumes. Table 2-4 provides a summary of the findings from the analyses for year 2009 Existing conditions during the AM and PM peak hours, respectively. The peak hour capacity, volume, V/C ratio, density, and LOS for each of the freeway ramps are presented. Under year 2009 Existing conditions, the I-405 ramp junction peak hour LOS generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. Similarly, the SR22/7th Street ramp junction peak hour LOS generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For I-605 ramp junctions, peak hour LOS generally ranges from LOS A to LOS E, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are currently operating under capacity during both AM and PM peak hours, except at one location. The V/C ratio for the branch connector from IOrange County Transportation Authority
PARSONS
2-3
Long Beach Area
605 southbound to 7th Street/I-405 southbound is currently 1.51 and 1.33 during the AM and PM peak hours, respectively. Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and collector-distributor (C-D) roads. Weaving analyses for Existing conditions is based on year 2009 traffic volumes. Table 2-5 summarizes the weaving analysis findings for year 2009 Existing conditions for both the freeway segments and the C-D roads. The density and LOS for all the weaving sections are shown. Under year 2009 Existing conditions, I-405 mainline freeway weaving segments operate between LOS D and LOS F. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads currently operate between LOS A and C during the peak hours.
PARSONS
2-4
Long Beach Area
Table 2-1 Year 2009 Existing Intersection Level of Service - AM/PM Peak Hours
Year 2009 Intersection Location Traffic Control Intersection # Existing Traffic AM Peak Hour Avg V/C Delay LOS (sec) 0.58 21.9 C 0.15 --0.24 --0.55 14.8 B 0.23 --0.40 --0.76 48.1 D 0.79 26.2 C 0.84 13.5 B 0.35 --0.22 --0.19 --0.50 --0.19 --0.40 --0.76 31.1 C 0.32 --0.26 --0.41 9.3 A 0.49 --0.28 --0.84 81.2 F 0.63 31.3 C 0.06 --0.12 --0.44 14.4 B 0.14 --0.72 51.5 D 1.07 86.8 F 0.15 --0.25 --0.48 --0.27 --0.54 11.3 B 0.11 --0.87 86.6 F 0.73 19.4 B 0.28 --0.50 4.0 A 0.15 13.8 B 0.46 9.2 A 0.49 16.0 B 0.72 17.6 B 0.39 18.8 C 0.95 92.9 F 1.01 73.6 E 0.47 22.3 C 0.72 32.9 C 0.83 112.9 F 0.97 23.1 C 0.68 12.2 B PM Peak Hour Avg V/C Delay LOS (sec) 0.61 17.8 B 0.25 --0.20 --0.66 12.4 B 0.45 --0.32 --0.76 35.1 D 0.60 18.4 B 0.81 11.1 B 0.34 --0.21 --0.18 --0.38 --0.23 --0.31 --0.92 66.2 E 0.30 --0.38 --0.48 11.9 B 0.35 --0.18 --0.92 40.1 D 0.97 72.8 E 0.09 --0.26 --0.45 13.4 B 0.13 --0.74 102.8 F 0.77 30.4 C 0.17 --0.20 --0.38 --0.19 --0.45 13.7 B 0.20 --0.59 21.3 C 0.75 25.2 C 0.39 --0.55 4.3 A 0.04 10.8 B 0.74 23.3 C 0.74 22.1 C 0.82 17.1 B 0.65 59.9 F 1.03 82.6 F 0.91 90.3 F 0.73 22.5 C 0.88 30.3 C 0.72 31.1 C 0.73 24.7 C 0.74 15.7 B
Interchange Location
East/West Street Carson St Carson St Carson St Carson St Carson St Carson St Carson St Spring St/Cerritos Ave Spring St/Cerritos Ave I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 NB Loop Off Ramp I-405 NB Loop On Ramp I-405 SB Loop On Ramp I-405 SB Direct Off Ramp Willow St Willow St Willow St I-405 NB Off Ramp I-405 NB Loop On Ramp I-405 NB Direct On Ramp Willow St Los Coyotes Diagonal Los Coyotes Diagonal I-405 SB Loop Off Ramp Los Coyotes Diagonal Los Coyotes Diagonal Willow St Willow St I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 SB Direct Off Ramp I-405 SB Direct On Ramp I-405 NB Direct Off Ramp I-405 NB Loop On Ramp Woodruff Ave Stearns St Stearns St I-405 NB Direct On Ramp I-405 SB Direct Off Ramp Atherton St SR-22 WB On/Off Ramp SR-22 EB On/Off Ramp SR-22 WB On/Off Ramp 7th St 7th St Pacific Coast Highway 7th St 7th St 7th St 7th St
North/South Street I-605 SB Off Ramp I-605 SB Direct On Ramp I-605 SB Loop On Ramp I-605 NB Off Ramp I-605 NB Loop On Ramp I-605 NB Direct On Ramp Pioneer Blvd I-605 SB Off Ramp I-605 NB On Ramp Lakewood Blvd Lakewood Blvd Lakewood Blvd Lakewood Blvd Lakewood Blvd Lakewood Blvd Lakewood Blvd I-405 SB Loop Off Ramp I-405 SB Direct On Ramp Bellflower Blvd Bellflower Blvd Bellflower Blvd Bellflower Blvd Bellflower Blvd I-405 SB Direct On Ramp Bellflower Blvd I-405 SB Direct Off Ramp I-405 SB Loop On Ramp Los Coyotes Diagonal Woodruff Ave Woodruff Ave Woodruff Ave Woodruff Ave Woodruff Ave Palo Verde Palo Verde Palo Verde Palo Verde I-405 SB Direct On Ramp Studebaker Rd Studebaker Rd Studebaker Rd Studebaker Rd Studebaker Rd College Park Dr Pacific Coast Highway Bellflower Blvd Bellflower Blvd Channel Dr W. Campus Dr E. Campus Dr Park Ave
1 2 Carson St atI-605
3 4 5 6
Spring St/Cerritos Ave at I-605
7 Lakewood Blvd/ Willow St at I-405
8 9 10
11 12 13 14 15 16 17 Woodruff Ave at I-405 18 19 20 Palo Verde/ Stearns St at I-405 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36
Bellflower Blvd/ Los Coyotes Diagonal at I-405
Studebaker Rd at I-405 Studebaker Rd at SR-22/7th St
7th St
Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig Sig Sig Stop Sig Sig Sig Sig Sig Sig Sig
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Long Beach Area
Table 2-2 Year 2009 Existing Intersection Queues vs Storage - AM/PM Peak Hours
Year 2009 Intersection # Location Existing Traffic Movement East/West Street North/South Street Available Storage (ft) AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 168 128 273 165 178 363 59 80 214 17 250 482 247 91 48 70 36 123 71 47 335 109 159 160 23 49 222 134 258 18 151 376 190 31 298 61 170 370 220 53 272 735 104 138 101 80 95 19 49 4 60 106 40 31 55 453 139 22 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes No Yes Yes Yes No No No Yes No Yes Yes No Yes Yes Yes No Yes No No No Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes PM Peak Hour 95th Percentile Queue (ft) 255 180 225 144 207 296 65 61 251 17 274 314 258 91 129 151 80 184 146 80 122 125 280 128 61 244 307 245 240 21 307 452 118 22 109 36 129 284 335 55 201 408 132 396 158 57 124 16 54 10 47 410 31 20 76 430 94 24 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No Yes No No No Yes Yes No No Yes Yes Yes Yes Yes No Yes Yes Yes No No No No Yes No Yes Yes Yes Yes No Yes Yes Yes No Yes Yes
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
Spring St/ Cerritos Ave at I-605 Lakewood Blvd/ Willow St at I-405
5 6
Spring St/Cerritos Ave Spring St/Cerritos Ave
I-605 SB Off Ramp I-605 NB On Ramp
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
12 Bellflower Blvd/ Los Coyotes Diagonal at I-405
Willow St
Bellflower Blvd
13
Los Coyotes Diagonal
Bellflower Blvd
15 16
Los Coyotes Diagonal Willow St
I-405 SB Direct Off Ramp Los Coyotes Diagonal
Woodruff Ave at I-405
17
Willow St
Woodruff Ave
20 21
I-405 NB Direct Off Ramp Woodruff Ave
Palo Verde Palo Verde
Palo Verde at I-405
22
Stearns St
Palo Verde
24 Studebaker Rd at I-405
I-405 NB Direct On Ramp
Studebaker Rd
26
Atherton St
Studebaker Rd
27 Studebaker Rd at SR-22/7th St
SR-22 WB On/Off Ramp
Studebaker Rd
28
SR-22 EB On/Off Ramp
Studebaker Rd
PARSONS
Long Beach Area
Table 2-2 Year 2009 Existing Intersection Queues vs Storage - AM/PM Peak Hours
Year 2009 Intersection # Location Existing Traffic Movement East/West Street North/South Street Available Storage (ft) AM Peak Hour 95th Percentile Queue (ft) NBL SBL NBR SBL SBR EBL WBL NBL SBL SBR EBL WBL WBR EBL EBR WBL SBL/R EBL SBL SBT/R EBL WBL NBL NBR SBL SBR EBL WBL 330 290 130 160 160 200 200 280 240 60 110 120 200 270 180 280 150 400 150 150 150 300 30 30 100 90 70 180 187 195 108 125 86 390 53 114 22 1 4 42 46 203 2 82 52 261 79 70 172 76 16 130 70 20 18 45 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes PM Peak Hour 95th Percentile Queue (ft) 259 285 136 255 400 321 120 88 16 0 60 234 46 33 14 371 205 128 208 142 113 109 29 113 61 14 21 106 Adequate Storage? (Yes or No) Yes Yes No No No No Yes Yes Yes Yes Yes No Yes Yes Yes No No Yes No Yes Yes Yes Yes No Yes Yes Yes Yes
30
7th St
Pacific Coast Highway
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
Table 2-3: Year 2009 Existing Mainline Peak Hour Level of Service
Year 2009 Mainline Segment Location Lane Type Direction Lanes Capacity1,4 Traffic Demand Volume1 AM Peak Hour V/C Density
2,5
Existing Traffic PM Peak Hour LOS

3
Traffic Demand Volume1
V/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 4 4 1 1 4 4 1 1 9,250 9,250 1,650 1,650 9,250 9,250 1,650 1,650 9,250 9,250 1,650 1,650 9,250 7,400 1,650 1,650 9,250 9,250 1,650 1,650 7,400 9,250 1,650 1,650 7,400 7,400 1,650 1,650 7,400 7,400 1,650 1,650 9,795 9,199 1,746 778 1.06 0.99 1.06 0.47 E 8,666 0.94 D 8,322 0.90 -1,222 0.74 --1,599 0.97 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --1,222 0.74 --1,599 0.97 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --1,182 0.72 --1,570 0.95 Weaving Segment - Refer to Weave Table 38.7 E 7,175 0.97 --1,182 0.72 --1,710 1.04 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --1,182 0.72 --1,560 0.95 38.2 E 6,030 0.81 26.6 D 7,733 0.84 --1,440 0.87 --1,560 0.95 38.2 E 6,030 0.81 27.7 D 6,428 0.87 --1,440 0.87 --1,560 0.95 38.2 E 6,030 0.81 27.2 D 6,300 0.85 --1,440 0.87 --1,560 0.95 43.7 32.6 -33.3 34.4 --D D ---
Temple Avenue to Lakewood Boulevard/Willow Street
Lakewood Boulevard/Willow Street to Bellflower Boulevard
1,746 778
1.06 0.47
---
---
Bellflower Boulevard to Woodruff Avenue
1,720 783 7,907 1,720 793
1.04 0.47 1.07 1.04 0.48
--
-37.7 ---
--E ---
Woodruff Avenue to Palo Verde Avenue/Stearns Street
Palo Verde Avenue/Stearns Street to Studebaker Road
Studebaker Road to I-605 NB Off Ramp
I-605 NB Off Ramp to 7th St Off Ramp
7th St Off Ramp to I-605 SB On Ramp
1,720 830 7,240 7,884 1,380 830 7,240 6,508 1,380 830 7,240 6,420 1,380 830
1.04 0.50 0.98 0.85 0.84 0.50 0.98 0.88 0.84 0.50 0.98 0.87 0.84 0.50
--26.9 31.9 --26.9 33.1 --26.9 32.5 ---
--D D --D D --D D ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV Transition to Spring Street HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 5 1 -4 4 1 -5 4 1 -7,400 7,400 1,650 1,650 7,400 9,250 1,650 -7,400 7,400 1,650 -9,250 7,400 1,650 -5,997 8,066 737 1,039 5,997 8,066 737 -5,353 7,442 737 -6,250 6,290 422 -0.81 1.09 0.45 0.63 0.81 0.87 0.45 -0.72 1.01 0.45 -0.68 0.85 0.26 -26.3 41.1 --26.3 27.9 --21.9 34.0 --20.7 27.5 --D E --D D --C D --C D --7,162 7,417 633 707 7,162 7,417 633 -6,453 6,787 633 -6,540 5,880 694 -0.97 1.00 0.38 0.43 0.97 0.80 0.38 -0.87 0.92 0.38 -0.71 0.79 0.42 -35.7 36.1 --35.7 26.6 --27.2 29.2 --23.7 28.0 --E E --E D --D D --C D ---
Spring Street to Willow Street/Katella Avenue
Willow Street/Katella Avenue CD Road On Ramp to I-405
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 Notes: 1. Peak hour capacity and traffic volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS): General Purpose (GP) lane LOS is based on density except when demand-to-capacity (D/C) ratio is greater than or equal to 1.0, which is LOS F. 4. Peak hour capacities for freeway lanes include 1,850 vph for each GP lane and a single High Occupancy Vehicle (HOV) lane. 5. * Density is in excess of 45 pc/mi/ln; therefore LOS is F. GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 3,353 3,407 4,598 4,004 0.91 0.61 1.24 1.08 17.9 18.2 --* 38.3 D C F E 3,875 1,980 5,121 3,280 1.05 0.36 1.38 0.89 20.7 10.6 --* 27.3 C A F D
PARSONS
Long Beach Area
Table 2-4: Year 2009 Existing Ramp Junction Peak Hour Level of Service
Year 2009 Existing Traffic Interchange Location Ramp Type Ramp Lanes Ramp1,4 Capacity AM Peak Ramp Junction V/C Density2 LOS3,5 PM Peak Ramp Junction V/C Density2 LOS3,5
Ramp Traffic Volume1
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 808 754 323 1,079 287 393 305 1,162 1,358 804 222 371 724 400 365 168 417 288 403 88 0.27 0.50 0.22 0.36 0.19 0.26 0.20 0.39 0.45 0.54 0.15 0.25 0.48 0.27 0.24 0.11 0.28 0.19 0.27 0.06 13.2 47.7 26.3 16.3 40.5 21.0 26.5 14.3 15.7 33.4 21.0 36.2 27.3 22.5 21.6 52.4 24.8 53.1 32.4 30.6 B F C B F C C F B D C F C C C F C F D D 779 565 319 918 343 567 494 787 2,021 1,326 248 296 572 279 511 304 583 315 175 128 0.26 0.38 0.21 0.31 0.23 0.38 0.33 0.26 0.67 0.88 0.17 0.20 0.38 0.19 0.34 0.20 0.39 0.21 0.12 0.09 11.0 43.1 23.0 13.3 36.9 19.7 26.2 10.4 19.5 29.6 20.2 35.1 24.3 21.6 21.4 49.3 23.1 51.0 29.8 30.5 B F C B F B C F B D C E C C C F C F D D
Lakewood Blvd & Willow St
Bellflower Blvd & Los Coyotes Diagonal
Woodruff Ave
Palo Verde Ave & Stearn St Studebaker Rd 7th St
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 899 338 605 1,395 366 230 644 1,663 1,185 1,025 547 1,204 599 0.60 0.23 0.40 0.47 0.24 0.15 0.43 1.11 0.79 0.68 0.36 0.80 0.40 32.1 20.7 20.5 16.2 23.2 23.5 18.6 39.2 3.4 21.0 37.1 38.3 26.0 D C C B C C B E A C E E C 879 681 481 1,674 301 369 709 1,337 813 1,359 534 1,073 700 0.59 0.45 0.32 0.56 0.20 0.25 0.47 0.89 0.54 0.91 0.36 0.72 0.47 37.0 24.5 24.1 17.3 21.7 21.6 20.5 35.2 2.3 22.5 34.2 34.9 24.3 E C C B C C C E A C D D C
Carson St
Spring St/Cerritos Ave
Willow St/Katella Ave
7th Street Ramp Junctions EB Off Loop EB On Loop WB Off Loop WB On Loop 1 1 1 1 1,500 1,500 1,500 1,500 51 1,296 683 86 0.03 0.86 0.46 0.06 36.0 42.5 47.7 25.9 E F F C 65 1,311 1,345 45 0.04 0.87 0.90 0.03 41.1 47.1 46.8 13.4 F F D B
Studebaker Rd
Freeway - to - Freeway Branch Connectors7 I-605 SB to I-405 NB I-605 SB/7th St to I-405 NB I-405 SB to I-605 NB I-605 SB/I-405 SB to 7th St 7th St to I-605 NB/I-405 NB 7th St to I-405 NB 1 2 2 1 2 1 1,800 3,600 3,600 1,800 3,600 1,800 848 1,555 1,376 1,754 2,531 707 0.47 0.43 0.38 0.97 0.70 0.39 ------------1,096 1,864 1,305 1,280 2,253 768 0.61 0.52 0.36 0.71 0.63 0.43 -------------
I-405/I-605 Freeway Interchanges
Notes: 1. Peak hour capacity and traffic demand forecast volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS) is based on density (pc/mi/ln); D/C - demand-to-capacity ratio. 4. Peak hour capacities for freeway ramps include 1,500 vph for each freeway ramp lane and 1,800 vph for each freeway-to-freeway branch connector lane. 5. LOS F as the total flow of the merge/diverge area exceeds the capacity of the freeway segment; the density is not applicable in this case. 6. * Per Highway Capacity Manual, as the impact area of merge and diverge is primarily focused on an influence area of 1,500 ft, the density was not calulated for areas exceeding 1,500 ft in length. 7. For freeway-to-freeway branch connectors, D/C ratios are provided.
PARSONS
Long Beach Area
Table 2-5: Year 2009 Existing Weaving Level-of-Service Freeway Mainline and Collector-Distributor Roads
Year 2009 Weaving Segment Location Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 9.0 A 15.0 B 19.6 B 20.4 C 42.0 48.5 38.0 52.4 44.6 29.9 40.6 E F E F F D E 61.6 34.9 55.3 38.1 32.6 35.5 34.3 F D F E D E D Existing Traffic AM Peak Hour LOS2 PM Peak Hour Density1 LOS2
Notes: 1. Density is shown in passenger cars/mile/lane (pc/mi/ln). 2. Level of Service (LOS) is based on density (pc/mi/ln). The density LOS thresholds are different for the freeway mainline and collector-distributor roads.
PARSONS
Long Beach Area
3.0 NO BUILD ALTERNATIVE CONDITIONS

This section of the report provides an analysis of the study intersections and mainline freeway as well as the freeway/ramp junction locations for years 2020 and 2040 No Build Alternative conditions. No build alternative conditions analyses are based on forecasted years 2020 and 2040 No Build Alternative traffic volumes and year 2009 traffic control/lane geometrics at the study intersections and freeway segments and ramps within the project limits. As discussed in Section 4.1, geometric conditions and type of traffic control for years 2020 and 2040 are assumed to be unchanged from year 2009 Existing conditions. Intersection analysis worksheets for years 2020 and 2040 No Build Alternative conditions are provided in Appendix II.A. Freeway analyses worksheets for years 2020 and 2040 No Build Alternative conditions are provided in Appendix II.B. 3.1 No Build Alternative Traffic Volumes Year 2020 No Build Alternative intersection peak hour traffic volumes are presented in Figure 3-1. Year 2040 No Build Alternative intersection peak hour traffic volumes are presented in Figure 3-2. Years 2020 and 2040 No Build peak hour traffic volumes for the I-405 mainline, I605 mainline and SR-22/7th Street mainline and all interchange ramps within the study area are illustrated in Figures 3-3 and 3-4, respectively. 3.2 Year 2020 No Build Alternative Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2020 No Build Alternative conditions, including traffic control at study intersections is provided in Table 3-1. The LOS analysis conducted for year 2020 No Build Alternative conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are anticipated to operate at LOS E or F during the AM or PM peak hours: Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.33) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 0.86) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and D/C = 0.61) 7th Street/Bellflower Boulevard (AM LOS = E and D/C = 1.04)
A comparison of year 2020 No Build Alternative vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 3-2. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Willow Street/Lakewood Boulevard - Westbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane
3-1 Orange County Transportation Authority
PARSONS
Long Beach Area
- Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane 7th Street/Pacific Coast Highway - Southbound left turn lane th 7 Street/Bellflower Boulevard - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Southbound left turn lane th 7 Street/W. Campus Drive - Southbound left/right turn lane 7th Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane th 7 Street/Park Avenue - Northbound left turn lane - Northbound right turn lane
The freeway off-ramp vehicle queuing is also shown in Table 3-2. During the peak hours, two freeway off-ramp locations are anticipated to exceed the available storage length under year 2020 No Build Alternative conditions:
PARSONS
3-2
Long Beach Area
Carson Street/I-605 SB Off-Ramp - Southbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Westbound right turn lane
3.3 Year 2040 No Build Alternative Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2040 No Build Alternative conditions, including traffic control at study intersections is provided in Table 3-3. The LOS analysis conducted for year 2040 No Build Alternative conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are anticipated to operate at LOS E or F during the AM or PM peak hours: Willow Street/Bellflower Boulevard (AM LOS = E and D/C = 1.09; PM LOS = E, D/C = 1.09) Los Coyotes Diagonal/Bellflower Boulevard (PM LOS = E and D/C = 1.13) Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.44) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 1.02) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and D/C = 0.84) 7th Street/Pacific Coast Highway (AM LOS = E and D/C = 1.02; PM LOS = E, D/C = 1.03) 7th Street/Bellflower Boulevard (AM LOS = F and D/C = 1.13; PM LOS = E and D/C = 1.06) 7th Street/W. Campus Drive (PM LOS = E and D/C = 0.87) 7th Street/E. Campus Drive (AM LOS = E and D/C = 1.12)
A comparison of year 2040 No Build Alternative vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 3-4. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Spring Street/Cerritos Ave/I-605 NB On-Ramp - Westbound left turn lane Willow Street/Lakewood Boulevard - Westbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane
PARSONS
3-3
Long Beach Area
Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Westbound left turn lane - Eastbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Woodruff Ave/Palo Verde - Eastbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane 7th Street/Pacific Coast Highway - Southbound left turn lane 7th Street/Bellflower Boulevard - Northbound right turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Southbound left turn lane - Eastbound left turn lane th 7 Street/W. Campus Drive - Southbound left/right turn lane th 7 Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane th 7 Street/Park Avenue - Northbound left turn lane - Northbound right turn lane - Westbound left turn lane
The freeway off-ramp vehicle queuing is also shown in Table 3-4. During the peak hours, two freeway off-ramp locations are anticipated to exceed the available storage length under year 2040 No Build Alternative conditions:
PARSONS
3-4
Long Beach Area
3.4 Year 2020 No Build Alternative Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under No Build Alternative conditions for year 2020 are summarized in Table 3-5. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under No Build Alternative conditions for year 2020, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions with few exceptions. The exceptions include the I-405 southbound segment from Studebaker Road to the I-605 southbound ramp, which is projected to operate at LOS D during the PM peak hour. The majority of the northbound and southbound I-405 HOV lanes are anticipated to operate over-capacity during the AM or PM peak hours under year 2020 No Build Alternative conditions with D/C ratios ranging from 1.01 to 1.51. Under No Build Alternative conditions for year 2020, the I-605 freeway mainline segments are projected to operate between LOS B and LOS D during the AM and PM peak hours in both directions, except for the segment between Carson Street and Spring Street, where southbound traffic is anticipated to operate at LOS E during the AM peak hour and northbound traffic to operate at LOS E during the PM peak hour. Under No Build Alternative conditions for year 2020, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 is anticipated to operate at LOS E or LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for No Build Alternative are based on projected year 2020 traffic volumes. Table 3-6 provides a summary of the findings from the analysis for year 2020 No Build Alternative conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under No Build Alternative conditions for year 2020, the projected LOS for the I-405 ramp junctions generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS E, depending upon time of day and direction of travel. The peak hour LOS expected for the SR22/7th Street ramp junction generally ranges from LOS C to LOS F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from IOrange County Transportation Authority
PARSONS
3-5
Long Beach Area
605 southbound to 7th Street/I-405 southbound is anticipated to be 1.32 and 1.12 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405 southbound to 7th Street is expected to have a D/C ratio of 1.13 during the AM peak hour. Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analyses for the No Build Alternative are based on projected year 2020 traffic volumes. Table 37 summarizes the weaving analysis findings for year 2020 conditions for the No Build Alternative for both the freeway segments and the C-D roads. The density and LOS for all the weaving sections are shown. Under the year 2020 No Build Alternative condition, the I-405 freeway weaving segments are anticipated to operate at LOS E or LOS F during the peak hours, except at one location during the AM peak hour. The I-405 southbound freeway weaving segment between Palo Verde Avenue/Stearns Street and Studebaker Road is expected to operate at LOS D during the AM peak hour. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours. 3.5 Year 2040 No Build Alternative Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under No Build Alternative conditions for year 2040 are summarized in Table 3-8. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under No Build Alternative conditions for year 2040, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions with few exceptions. The exceptions include the I-405 southbound segment between Studebaker Road and I-605 southbound ramp, which is projected to operate at LOS D during the AM peak hour. The northbound and southbound I-405 HOV lanes within the project limits are anticipated to operate over capacity during the AM or PM peak hours under year 2040 No Build Alternative conditions with D/C ratios ranging from 1.01 to 1.63. Under No Build Alternative conditions for year 2040, the I-605 freeway mainline segments are anticipated to operate between LOS C and LOS D during the AM and PM peak hours in both directions, except for the freeway segment between Carson Street and Spring Street. The northbound I-605 freeway segment between Carson Street and Spring Street is anticipated to operate at LOS E during the PM peak hour. The southbound I-605 freeway segment between Carson Street and Spring Street is anticipated to operate at LOS F and E during the AM and PM peak hours, respectively. Under No Build Alternative conditions for year 2040, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between
PARSONS
3-6
Long Beach Area
Studebaker Road and I-605 is anticipated to operate at LOS E or LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for the No Build Alternative are based on projected year 2040 traffic volumes. Table 3-9 provides a summary of the findings from the analysis for year 2040 No Build Alternative conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under No Build Alternative conditions for year 2040, the projected LOS for the I-405 ramp junctions generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS F, depending upon time of day and direction of travel. The peak hour LOS expected for the SR22/7th Street ramp junctions generally ranges from LOS C to LOS F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from I605 southbound to 7th Street/I-405 southbound is anticipated to be 1.43 and 1.21 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405 southbound to 7th Street is expected to have a D/C ratio of 1.22 during the AM peak hour. Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analyses for the No Build Alternative are based on projected year 2040 traffic volumes. Table 310 summarizes the weaving analysis findings for year 2040 conditions for the No Build Alternative for both the freeway segments and the C-D roads. For year 2040 conditions, the mainline freeway weaving segments are projected to operate at LOS E or LOS F during the peak hours. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours.
PARSONS
3-7
Long Beach Area
Table 3-1 Year 2020 No Build Alternative Intersection Level of Service - AM/PM Peak Hours
Year 2020 Traffic Control Intersection # Intersection Location No Build Traffic on No Build Geometry AM Peak Hour Avg D/C Delay LOS (sec) 0.57 22.3 C 0.22 --0.33 --0.59 21.8 C 0.31 --0.52 --0.79 31.1 C 0.68 14.2 B 0.76 10.5 B 0.38 --0.38 --0.23 --0.53 --0.22 --0.43 --0.75 31.2 C 0.35 --0.28 --0.51 10.8 B 0.53 --0.31 --1.01 48.8 D 0.65 26.4 C 0.06 --0.12 --0.52 10.0 B 0.16 --0.78 44.4 D 1.33 147.9 F 0.39 --0.31 --0.52 --0.41 --0.78 17.7 B 0.13 --0.84 13.6 B 0.86 18.9 B 0.30 --0.51 2.6 A 0.86 68.4 F 0.65 8.4 A 0.54 9.3 A 0.46 12.8 B 0.91 21.3 C 0.43 21.3 C 0.65 14.1 B 0.94 49.2 D 1.04 68.9 E 0.53 38.8 D 0.71 24.5 C 0.79 31.2 C 1.03 35.8 D 0.69 14.8 B PM Peak Hour Avg D/C Delay LOS (sec) 0.68 23.8 C 0.33 --0.33 --0.76 20.6 C 0.35 --0.49 --0.84 33.7 C 0.65 10.9 B 0.79 8.2 A 0.38 --0.23 --0.22 --0.41 --0.25 --0.48 --0.89 43.0 D 0.46 --0.41 --0.53 10.6 B 0.37 --0.19 --1.01 54.4 D 1.00 42.1 D 0.12 --0.32 --0.47 16.0 B 0.17 --1.02 35.1 D 0.87 40.4 D 0.19 --0.21 --0.47 --0.23 --0.61 11.8 B 0.22 --0.66 10.3 B 0.83 20.5 C 0.46 --0.47 4.7 A 0.34 16.2 C 0.66 5.8 A 0.78 13.8 B 0.79 28.0 C 0.93 25.8 C 0.61 88.7 F 1.07 110.1 F 0.95 35.9 D 0.98 47.9 D 0.70 20.4 C 0.94 22.7 C 0.81 32.0 C 0.87 14.6 B 0.81 19.2 B
East/West Street 1 2 Carson St atI-605 Carson St Carson St Carson St Carson St Carson St Carson St Carson St Spring St/Cerritos Ave Spring St/Cerritos Ave I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 NB Loop Off Ramp I-405 NB Loop On Ramp I-405 SB Loop On Ramp I-405 SB Direct Off Ramp Willow St Willow St Willow St I-405 NB Off Ramp I-405 NB Loop On Ramp I-405 NB Direct On Ramp Willow St Los Coyotes Diagonal Los Coyotes Diagonal I-405 SB Loop Off Ramp Los Coyotes Diagonal Los Coyotes Diagonal Willow St Willow St I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 SB Direct Off Ramp I-405 SB Direct On Ramp I-405 NB Direct Off Ramp I-405 NB Loop On Ramp Woodruff Ave Stearns St Stearns St I-405 NB Direct On Ramp I-405 SB Direct Off Ramp Atherton St SR-22 WB On/Off Ramp SR-22 EB On/Off Ramp SR-22 WB On/Off Ramp 7th St 7th St Pacific Coast Highway 7th St 7th St 7th St 7th St
3 4 5 6
8 9 10
Studebaker Rd at I-405
Studebaker Rd at SR-22/7th St
7th St
Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig
PARSONS
Long Beach Area
Table 3-2 Year 2020 No Build Alternative Intersection Queues vs Storage - AM/PM Peak Hours
Year 2020 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) No Build Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 229 122 237 225 193 245 78 73 271 17 268 0 246 135 47 69 42 97 70 63 366 142 215 127 22 49 323 207 144 156 144 328 670 33 132 151 268 247 401 60 318 228 174 89 205 38 53 12 42 1 20 77 29 14 68 1069 331 44 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No Yes Yes No No Yes No No No No Yes No No No No Yes Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes PM Peak Hour 95th Percentile Queue (ft) 341 163 171 291 125 271 76 83 406 18 165 0 174 113 87 93 151 175 171 155 130 96 351 267 39 161 539 255 259 233 79 586 287 17 59 53 204 180 266 141 209 190 172 161 171 118 78 23 50 2 6 222 24 20 169 970 318 119 Adequate Storage? (Yes or No) No Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes No No Yes Yes No No Yes No Yes No No Yes Yes Yes No No Yes Yes Yes Yes No No No No Yes Yes Yes Yes Yes No Yes Yes Yes No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
PARSONS
Long Beach Area
Year 2020 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) No Build Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) NBL SBL NBR SBL SBR EBL WBL NBL SBL SBR EBL WBL WBR EBL EBR WBL SBL/R EBL SBL SBT/R EBL WBL NBL NBR SBL SBR EBL WBL 330 290 130 160 160 200 200 280 240 60 110 120 200 270 180 280 150 400 150 150 150 300 30 30 100 90 70 180 172 253 120 195 80 419 39 92 258 17 53 56 64 109 23 107 67 88 76 68 207 74 42 213 40 42 20 36 Adequate Storage? (Yes or No) Yes Yes Yes No Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes PM Peak Hour 95th Percentile Queue (ft) 292 338 47 243 277 400 71 73 212 36 100 64 41 28 6 264 213 3 183 108 99 131 73 132 30 15 24 161 Adequate Storage? (Yes or No) Yes No Yes No No No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No Yes Yes Yes No No Yes Yes Yes Yes
30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
Table 3-3 Year 2040 No Build Alternative Intersection Level of Service - AM/PM Peak Hours
Year 2040 Traffic Control Intersection # Intersection Location No Build Traffic on No Build Geometry AM Peak Hour Avg D/C Delay LOS (sec) 0.62 22.4 C 0.24 --0.35 --0.63 23.6 C 0.33 --0.56 --0.86 35.1 D 0.74 15.4 B 0.82 11.6 B 0.41 --0.41 --0.25 --0.57 --0.24 --0.46 --0.81 33.6 C 0.37 --0.31 --0.55 11.6 B 0.57 --0.33 --1.09 0.70 0.07 0.13 0.56 0.18 0.87 1.44 0.42 0.34 0.56 0.45 0.95 0.14 0.91 0.94 0.33 0.55 1.02 0.71 0.60 0.50 0.99 0.51 0.71 1.02 1.13 0.57 0.77 0.85 1.12 0.82 67.3 26.9 --10.6 -48.8 180.5 ----21.2 -15.9 22.0 -2.8 98.3 9.1 10.7 13.1 30.4 25.3 15.5 65.8 82.4 39.1 25.7 53.1 55.8 17.1 E C --B -D F ----C -B C -A F A B B C D B E F D C D E B PM Peak Hour Avg D/C Delay LOS (sec) 0.73 24.5 C 0.36 --0.36 --0.82 23.2 C 0.37 --0.53 --0.92 43.9 D 0.71 12.0 B 0.86 9.8 A 0.41 --0.25 --0.23 --0.44 --0.27 --0.52 --0.93 48.4 D 0.50 --0.44 --0.58 11.3 B 0.40 --0.20 --1.09 1.13 0.13 0.34 0.51 0.18 1.18 0.94 0.20 0.23 0.51 0.25 0.70 0.23 0.72 0.92 0.50 0.51 0.33 0.72 0.85 0.86 1.03 0.84 1.16 1.03 1.06 0.82 1.02 0.87 0.96 0.86 70.6 56.8 --16.8 -45.4 51.5 ----12.6 -11.3 24.4 -4.9 15.7 7.0 15.7 30.4 37.1 152.1 147.2 58.7 63.0 32.1 50.8 58.5 16.7 23.7 E E --B -D D ----B -B C -A C A B C D F F E E C D E B C
3 4 5 6
8 9 10
7th St
Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig
PARSONS
Long Beach Area
Year 2040 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) No Build Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 252 134 263 246 214 270 84 76 303 17 283 0 287 150 52 76 45 106 83 75 403 157 234 139 24 51 347 218 154 185 155 358 730 35 141 170 288 272 447 74 356 274 189 88 229 40 53 12 88 1 29 84 30 14 74 1244 359 46 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes No No No No Yes Yes No No Yes No No No No Yes No No No No Yes Yes No Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes PM Peak Hour 95th Percentile Queue (ft) 379 178 187 319 135 299 82 86 431 18 175 0 191 155 101 100 163 185 193 173 129 98 388 274 43 202 599 277 275 272 79 645 318 17 63 62 225 196 300 170 230 223 188 155 191 134 77 26 61 2 6 248 26 22 186 1127 336 171 Adequate Storage? (Yes or No) No Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes No No Yes Yes No No Yes No Yes No No Yes Yes Yes No No Yes Yes Yes Yes No No No No Yes Yes Yes Yes Yes No Yes Yes Yes No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
PARSONS
Long Beach Area
Year 2040 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) No Build Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) NBL SBL NBR SBL SBR EBL WBL NBL SBL SBR EBL WBL WBR EBL EBR WBL SBL/R EBL SBL SBT/R EBL WBL NBL NBR SBL SBR EBL WBL 330 290 130 160 160 200 200 280 240 60 110 120 200 270 180 280 150 400 150 150 150 300 30 30 100 90 70 180 182 275 151 228 85 435 38 98 273 17 55 62 91 112 20 109 73 90 82 71 212 78 44 248 42 48 21 38 Adequate Storage? (Yes or No) Yes Yes No No Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes PM Peak Hour 95th Percentile Queue (ft) 324 382 37 267 323 372 0 76 201 35 127 72 42 24 61 266 232 29 206 127 101 144 105 181 36 19 26 228 Adequate Storage? (Yes or No) Yes No Yes No No No Yes Yes Yes Yes No Yes Yes Yes Yes Yes No Yes No Yes Yes Yes No No Yes Yes Yes No
30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
Table 3-5: Year 2020 No Build Alternative Mainline Peak Hour Level of Service
Year 2020 Mainline Segment Location Lane Type Direction Lanes Capacity1,4 Traffic Demand Volume1 No Build Traffic on No Build Geometry AM Peak Hour D/C Density
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 4 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,530 9,720 1,860 1,820 1.03 1.05 1.01 0.98 E 9,810 1.06 E 10,090 1.09 -2,190 1.18 --1,960 1.06 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,190 1.18 --1,960 1.06 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,080 1.12 --2,080 1.12 Weaving Segment - Refer to Weave Table --* F 8,790 1.19 --2,080 1.12 --1,990 1.08 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,080 1.12 --2,060 1.11 --* F 9,560 1.29 29.7 D 9,090 0.98 --2,790 1.51 --2,060 1.11 35.9 E 7,940 1.07 31.8 D 7,830 1.06 --2,790 1.51 --2,060 1.11 35.9 E 7,940 1.07 31.1 D 7,690 1.04 --2,790 1.51 --2,060 1.11 41.5 36.3 -41.2 --* --E F ---
1,860 1,820
1.01 0.98
---
---
1,730 1,910 8,530 1,730 2,060
0.94 1.03 1.15 0.94 1.11
--
---* ---
--F ---
1,730 2,140 8,600 8,550 2,490 2,140 6,910 7,150 2,490 2,140 6,910 7,050 2,490 2,140
0.94 1.16 1.16 0.92 1.35 1.16 0.93 0.97 1.35 1.16 0.93 0.95 1.35 1.16
----* 38.5 --41.0 43.7 --41.0 42.2 ---
--F E --E E --E E ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 5,900 7,750 1,510 1,940 5,120 6,720 1,870 2,140 5,120 5,660 1,690 1,660 0.80 1.05 0.82 1.05 0.69 0.91 1.01 1.16 0.55 0.76 0.91 0.90 25.8 37.7 --20.9 28.8 --17.0 24.3 --C E --C D --B C --7,420 7,280 1,900 1,740 6,330 5,840 2,450 1,840 5,740 5,140 2,220 1,470 1.00 0.98 1.03 0.94 0.86 0.79 1.32 0.99 0.62 0.69 1.20 0.79 37.9 35.0 --26.6 24.1 --20.8 24.5 --E D --D C --C C ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 Notes: 1. Peak hour capacity and traffic volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS): General Purpose (GP) lane LOS is based on density except when demand-to-capacity (D/C) ratio is greater than or equal to 1.0, which is LOS F. 4. Peak hour capacities for freeway lanes include 1,850 vph for each GP lane and a single High Occupancy Vehicle (HOV) lane. 5. * Density is in excess of 45 pc/mi/ln; therefore LOS is F. GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 3,270 3,690 4,390 3,910 0.88 0.66 1.19 1.06 17.5 19.7 --* 36.4 B C F E 3,160 2,870 4,010 3,900 0.85 0.52 1.08 1.05 16.9 15.3 38.4 36.2 B B E E
PARSONS
Long Beach Area
Table 3-6: Year 2020 No Build Alternative Ramp Junction Peak Hour Level of Service
Year 2020 No Build Traffic on No Build Geometry Interchange Location Ramp Type Ramp Lanes Ramp1,4 Capacity AM Peak Ramp Junction D/C Density2 LOS3,5 PM Peak Ramp Junction D/C Density2 LOS3,5
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 870 790 570 1,160 310 420 540 1,260 1,460 860 580 470 780 620 690 200 450 330 430 90 0.29 0.53 0.38 0.39 0.21 0.28 0.36 0.42 0.49 0.57 0.39 0.31 0.52 0.41 0.46 0.13 0.30 0.22 0.29 0.06 12.6 44.8 24.8 17.9 42.6 22.0 26.5 14.0 17.4 35.0 22.6 34.1 29.1 22.9 24.0 51.4 26.2 53.5 34.9 33.3 B F C B F C C F B F C F D F C F F F D D 880 610 350 1,400 370 610 560 840 1,960 1,400 280 320 620 300 790 330 630 330 330 140 0.29 0.41 0.23 0.47 0.25 0.41 0.37 0.28 0.65 0.93 0.19 0.21 0.41 0.20 0.53 0.22 0.42 0.22 0.22 0.09 14.1 48.9 26.3 20.4 43.1 22.4 30.5 12.6 21.8 33.9 24.3 39.6 29.6 24.7 27.8 56.8 26.3 59.8 35.8 36.5 B F C F F C D F C F C F D F F F F F E E
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 960 460 780 1,210 490 250 780 1,030 1,210 1,120 590 1,120 650 0.64 0.31 0.52 0.40 0.33 0.17 0.52 0.69 0.81 0.75 0.39 0.75 0.43 32.0 20.4 20.7 13.6 22.2 22.7 18.5 34.6 0.2 19.8 34.2 34.6 23.6 D C C B C C B D A B D D C 940 510 730 1,400 410 330 1,090 1,440 870 1,460 560 1,030 890 0.63 0.34 0.49 0.47 0.27 0.22 0.73 0.96 0.58 0.97 0.37 0.69 0.59 38.4 25.0 24.1 14.4 21.2 21.5 20.4 35.3 1.1 22.4 30.3 30.5 21.5 E C C B C C C E A C D D C
Carson St
7th Street Ramp Junctions EB Off Loop EB On Loop WB Off Loop WB On Loop 1 1 1 1 1,500 1,500 1,500 1,500 90 1,210 740 520 0.06 0.81 0.49 0.35 35.2 40.8 40.5 28.1 E F F D 560 1,410 1,400 370 0.37 0.94 0.93 0.25 34.1 37.3 40.4 20.9 D E F C
Studebaker Rd
PARSONS
Long Beach Area
Table 3-7: Year 2020 No Build Alternative Weaving Level-of-Service Freeway Mainline and Collector-Distributor Roads
Year 2020 Weaving Segment Location No Build Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 4.0 A 5.2 A 16.5 B 23.7 C 45.2 46.7 40.3 51.5 45.3 32.6 43.6 F F E F F D F 71.1 39.4 66.9 45.2 38.3 44.2 43.1 F E F F E F F LOS2 PM Peak Hour Density1 LOS2
PARSONS
Long Beach Area
Table 3-8: Year 2040 No Build Alternative Mainline Peak Hour Level of Service
Year 2040 Mainline Segment Location Lane Type Direction Lanes Capacity1,4 Traffic Demand Volume1 No Build Traffic on No Build Geometry AM Peak Hour D/C Density
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 10,300 10,500 2,010 1,970 1.11 1.14 1.09 1.06 F 10,610 1.15 E 10,910 1.18 -2,370 1.28 --2,120 1.15 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,370 1.28 --2,120 1.15 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,250 1.22 --2,240 1.21 Weaving Segment - Refer to Weave Table --* F 9,500 1.28 --2,250 1.22 --2,150 1.16 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,250 1.22 --2,230 1.21 --* F 10,330 1.40 33.7 D 9,830 1.06 --3,020 1.63 --2,230 1.21 40.1 E 8,590 1.16 36.7 E 8,460 1.14 --3,020 1.63 --2,230 1.21 40.1 E 8,590 1.16 35.8 E 8,310 1.12 --3,020 1.63 --2,230 1.21 --* 43.9 ---* --* --F F ---
2,010 1,970
1.09 1.06
---
---
1,870 2,060 9,220 1,870 2,230
1.01 1.11 1.25 1.01 1.21
--
---* ---
--F ---
1,870 2,310 9,290 9,240 2,700 2,310 7,470 7,730 2,700 2,310 7,470 7,630 2,700 2,310
1.01 1.25 1.26 1.00 1.46 1.25 1.01 1.04 1.46 1.25 1.01 1.03 1.46 1.25
----* 44.1 ----* --* ----* --* ---
--F E --F F --F F ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 6,380 8,370 1,630 2,100 5,540 7,260 1,630 2,100 5,540 6,120 2,020 2,310 0.86 1.13 0.88 1.14 0.75 0.98 0.88 1.14 0.60 0.83 1.09 1.25 28.3 --* --22.7 32.6 --18.3 26.6 --D F --C D --C D --8,020 7,870 2,050 1,880 6,840 6,310 2,050 1,880 6,200 5,560 2,650 1,990 1.08 1.06 1.11 1.02 0.92 0.85 1.11 1.02 0.67 0.75 1.43 1.08 44.4 40.6 --29.6 26.5 --22.5 26.5 --E E --D D --C D ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 3,540 3,990 4,750 4,220 0.96 0.72 1.28 1.14 18.9 21.4 --* 43.4 C C F E 3,420 3,100 4,340 4,210 0.92 0.56 1.17 1.14 18.3 16.6 --* 43.1 C B F E
Notes: 1. Peak hour capacity and traffic volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS): General Purpose (GP) lane LOS is based on density except when demand-to-capacity (D/C) ratio is greater than or equal to 1.0, which is LOS F. 4. Peak hour capacities for freeway lanes include 1,850 vph for each GP lane and a single High Occupancy Vehicle (HOV) lane. 5. * Density is in excess of 45 pc/mi/ln; therefore LOS is F.
PARSONS
Long Beach Area
Table 3-9: Year 2040 No Build Alternative Ramp Junction Peak Hour Level of Service
Year 2040 No Build Traffic on No Build Geometry Interchange Location Ramp Type Ramp Lanes Ramp1,4 Capacity AM Peak Ramp Junction D/C Density2 LOS3,5 PM Peak Ramp Junction D/C Density2 LOS3,5
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 940 860 620 1,250 330 460 590 1,360 1,580 930 630 510 840 670 750 210 490 350 470 100 0.31 0.57 0.41 0.42 0.22 0.31 0.39 0.45 0.53 0.62 0.42 0.34 0.56 0.45 0.50 0.14 0.33 0.23 0.31 0.07 14.6 48.0 26.6 20.2 45.9 23.6 29.1 16.0 19.8 37.2 25.2 36.5 31.8 23.9 26.8 55.7 27.6 58.0 37.6 35.9 B F F C F C D F B F C F D F C F F F E E 950 660 370 1,520 400 660 610 910 2,120 1,520 300 340 670 320 860 350 680 350 350 150 0.32 0.44 0.25 0.51 0.27 0.44 0.41 0.30 0.71 1.01 0.20 0.23 0.45 0.21 0.57 0.23 0.45 0.23 0.23 0.10 16.2 52.6 28.4 22.9 46.4 23.8 33.4 14.5 24.5 35.5 27.0 42.5 32.4 26.1 30.9 61.5 27.5 64.8 38.5 39.2 F F F F F F F F F F C F D F F F F F F F
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,040 500 840 1,310 530 270 850 1,110 1,210 1,210 640 1,210 710 0.69 0.33 0.56 0.44 0.35 0.18 0.57 0.74 0.81 0.81 0.43 0.81 0.47 34.5 21.7 21.7 15.7 23.3 24.0 19.2 37.2 2.2 20.8 36.8 37.2 25.2 D C C B C F B E A C E E C 1,020 560 790 1,520 440 350 1,180 1,560 940 1,580 610 1,110 960 0.68 0.37 0.53 0.51 0.29 0.23 0.79 1.04 0.63 1.05 0.41 0.74 0.64 41.4 26.5 25.2 16.6 22.3 22.6 21.0 38.0 1.8 23.3 32.6 32.7 22.9 F C F B C C C E A C D D C
Carson St
7th Street Ramp Junctions EB Off Loop EB On Loop WB Off Loop WB On Loop 1 1 1 1 1,500 1,500 1,500 1,500 100 1,310 800 570 0.07 0.87 0.53 0.38 37.8 43.8 43.6 30.7 E F F D 610 1,530 1,520 400 0.41 1.02 1.01 0.27 36.6 40.2 43.5 23.0 E F F C
Studebaker Rd
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Table 3-10: Year 2040 No Build Alternative Weaving Level-of-Service Freeway Mainline and Collector-Distributor Roads
Year 2040 Weaving Segment Location No Build Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 4.0 A 5.2 A 16.5 B 23.7 C 50.1 51.2 44.6 57.0 49.7 35.7 48.0 F F F F F E F 78.5 43.3 73.8 50.2 42.1 48.3 47.7 F F F F E F F LOS2 PM Peak Hour Density1 LOS2
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4.0 ALTERNATIVE 1 CONDITIONS

This section of the report provides an analysis of the study intersections and mainline freeway as well as the freeway/ramp junction locations for years 2020 and 2040 Alternative 1 conditions. Alternative 1 condition analyses are based on forecasted years 2020 and 2040 Alternative 1 traffic volumes and year 2009 traffic control/lane geometrics at the study intersections and freeway segments and ramps within the study limits. As discussed in Section 4.1, geometric conditions and type of traffic control for years 2020 and 2040 are assumed to be unchanged from year 2009 Existing conditions. Intersection analysis worksheets for years 2020 and 2040 Alternative 1 conditions are provided in Appendix III.A. Freeway analyses worksheets for years 2020 and 2040 Alternative 1 conditions are provided in Appendix III.B. 4.1 Alternative 1 Traffic Volumes Year 2020 Alternative 1 intersection peak hour traffic volumes are presented in Figure 4-1. Year 2040 Alternative 1 intersection peak hour traffic volumes are presented in Figure 4-2. Years 2020 and 2040 Alternative 1 peak hour traffic volumes for the I-405 mainline, I-605 mainline and SR-22/7th Street mainline and all interchange ramps within the study area are illustrated in Figures 4-3 and 4-4, respectively. 4.2 Year 2020 Alternative 1 Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2020 Alternative 1 conditions, including traffic control at study intersections is provided in Table 4-1. The LOS analysis conducted for year 2020 Alternative 1 conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are anticipated to operate at LOS E or F during the AM or PM peak hours: Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.32) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 1.03) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and D/C = 0.73) 7th Street/Bellflower Boulevard (AM LOS = E and D/C = 1.06)
A comparison of year 2020 Alternative 1 vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 4-2. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane
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Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane 7th Street/Pacific Coast Highway - Southbound left turn lane 7th Street/Bellflower Boulevard - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane th 7 Street/W. Campus Drive - Southbound left/right turn lane th 7 Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane 7th Street/Park Avenue - Northbound left turn lane - Northbound right turn lane
The freeway off-ramp vehicle queuing is also shown in Table 4-2. During the peak hours, two freeway off-ramp locations are anticipated to exceed the available storage length under year 2020 Alternative 1 conditions: Carson Street/I-605 SB Off-Ramp - Southbound left turn lane
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SR-22 EB On/Off-Ramp/Studebaker Road - Westbound right turn lane
4.3 Year 2040 Alternative 1 Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2040 Alternative 1 conditions, including traffic control at study intersections is provided in Table 4-3. The LOS analysis conducted for year 2040 Alternative 1 conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are anticipated to operate at LOS E or F during the AM or PM peak hours: Willow Street/Bellflower Boulevard (AM LOS = E and D/C = 1.09; PM LOS = E, D/C = 1.10) Los Coyotes Diagonal/Bellflower Boulevard (PM LOS = E and D/C = 1.15) Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.43) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 1.24) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and D/C = 1.00) 7th Street/Pacific Coast Highway (AM LOS = E and D/C = 1.04; PM LOS = E, D/C = 1.04) 7th Street/Bellflower Boulevard (AM LOS = F and D/C = 1.14; PM LOS = E and D/C = 1.04) 7th Street/W. Campus Drive (AM LOS = E and D/C = 0.86; PM LOS = E, D/C = 0.89) 7th Street/E. Campus Drive (AM LOS = E and D/C = 1.13)
A comparison of year 2040 Alternative 1 vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 4-4. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Willow Street/Lakewood Boulevard - Westbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound left turn lane
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- Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Woodruff Avenue/Palo Verde - Eastbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Southbound right turn lane - Eastbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane 7th Street/Pacific Coast Highway - Southbound left turn lane 7th Street/Bellflower Boulevard - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Southbound left turn lane - Eastbound left turn lane th 7 Street/W. Campus Drive - Southbound left/right turn lane 7th Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane th 7 Street/Park Avenue - Northbound left turn lane - Northbound right turn lane - Westbound left turn lane
The freeway off-ramp vehicle queuing is also shown in Table 4-4. During the peak hours, two freeway off-ramp locations are anticipated to exceed the available storage length under year 2040 Alternative 1 conditions: Carson Street/I-605 SB Off-Ramp - Southbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Westbound right turn lane
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4.4 Year 2020 Alternative 1 Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under Alternative 1 conditions for year 2020 are summarized in Table 4-5. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under Alternative 1 conditions for year 2020, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions with few exceptions. The exceptions include the I-405 southbound segments between Studebaker Road and the I-605 southbound ramp which is projected to operate at LOS D during the AM peak hour. The majority of the northbound and southbound I-405 HOV lanes are anticipated to operate over capacity during the AM or PM peak hours under year 2020 No Build Alternative conditions with D/C ratios ranging from 1.07 to 1.30. Under Alternative 1 conditions for year 2020, the I-605 freeway mainline segments are projected to operate between LOS B and LOS D during the AM and PM peak hours in both directions, except for the segment between Carson Street and Spring Street where southbound is anticipated to operate at LOS E during both peak hours and northbound is anticipated to operates at LOS E during the PM peak hour. Under Alternative 1 conditions for year 2020, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 is anticipated to operate from LOS D to LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for No Build Alternative are based on projected year 2020 traffic volumes. Table 4-6 provide a summary of the findings from the analyses for year 2020 Alternative 1 conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under Alternative 1 conditions for year 2020, the projected LOS for the I-405 ramp junctions generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS E, depending upon time of day and direction of travel. The peak hour LOS expected for the SR-22/7th Street ramp junctions generally ranges from LOS C to LOS F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from I605 southbound to 7th Street/I-405 southbound is anticipated to be 1.38 and 1.18 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405 southbound to 7th Street is expected to have a D/C ratio of 1.19 during the AM peak hour.
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Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analysis for Alternative 1 is based on projected year 2020 traffic volumes. Table 4-7 summarizes the weaving analysis findings for year 2020 conditions for Alternative 1 for both the freeway segments and the C-D roads. The density and LOS for all the weaving sections are shown. Under year 2020 Alternative 1 conditions, the I-405 freeway weaving segments are anticipated to operate at LOS E or LOS F during the peak hours, except at one location during the AM peak hour. The I-405 southbound freeway weaving segment between Palo Verde Avenue/Stearns Street and Studebaker Road is expected to operate at LOS D during the AM peak hour. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours. 4.5 Year 2040 Alternative 1 Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under Alternative 1 conditions for year 2040 are summarized in Table 4-8. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under Alternative 1 conditions for year 2040, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions The northbound and southbound I-405 HOV lanes within the project limits are anticipated to operate over capacity during the AM or PM peak hours under year 2020 Alternative 1 conditions with D/C ratios ranging from 1.16 to 1.41. Under Alternative 1 conditions for year 2040, the I-605 freeway mainline segments are anticipated to operate between LOS C and LOS D during the AM and PM peak hours in both directions, except for the freeway segment between Carson Street and Spring Street. The northbound I-605 freeway segment between Carson Street and Spring Street is anticipated to operate at LOS F during the PM peak hour. The southbound I-605 freeway segment between Carson Street and Spring Street is anticipated to operate at LOS F and E during the AM and PM peak hours, respectively. Under Alternative 1 conditions for year 2040, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 is anticipated to operate between LOS D and LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for Alternative 1 are based on projected Alternative 1 year 2040 traffic volumes. Table 4-9 provides a summary of the findings from the analysis for year 2040 Alternative 1
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conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under Alternative 1 conditions for year 2040, the projected LOS for the I-405 ramp junctions generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS F, depending upon time of day and direction of travel. The peak hour LOS expected for the SR-22/7th Street ramp junctions generally ranges from LOS C to LOS F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from I605 southbound to 7th Street/I-405 southbound is anticipated to be 1.49 and 1.27 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405 southbound to 7th Street is expected to have a D/C ratio of 1.19 during the AM peak hour. Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analysis for Alternative 1 is based on projected year 2040 traffic volumes. Table 4-10 summarizes the weaving analysis findings for year 2040 conditions for Alternative 1 for both the freeway segments and the C-D roads. For year 2040 Alternative 1 conditions, the mainline freeway weaving segments are projected to operate at LOS E or LOS F during the peak hours. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours. 4.6 Alternative 1 vs. No Build Alternative Comparison and Proposed Roadway Improvements
Intersection Table 4-12 compares the expected LOS and D/C ratios for Alternative 1 and the No Build Alternative under year 2040 for all study intersections. As shown in the comparison table, the project has an adverse cumulative effect on four of the study intersections. The following measures are proposed to address the projects adverse cumulative effects at the study intersections. Los Coyotes Diagonal and Bellflower Boulevard intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.13 with LOS E and under Alternative 1 projected D/C ratio is 1.15 with LOS E). Add a 2nd left-turn lane to eastbound approach.
As shown on Figure 4-5, the proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections
PARSONS 4-7 Orange County Transportation Authority
Long Beach Area
operating condition in 2040 during the PM peak hour improves to LOS D with a D/C ratio of 1.14. SR-22 westbound on/off Ramp and College Park Drive intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.16 with LOS F and under Alternative 1 projected D/C ratio is 1.19 with LOS F). Add a 2nd northbound through lane to the off ramp approach to College Park Drive starting approximately 300 feet south of their intersection; and Replace existing traffic control with a traffic signal.
As shown on Figure 4-6, these proposed measures are anticipated to be accommodated within the existing right-of-way. With the proposed measures, the intersections operating condition in 2040 during the PM peak hour improves to LOS C with a D/C ratio of 0.67. 7th Street and Pacific Coast Highway intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 1.02 with LOS E and under Alternative 1 projected D/C ratio is 1.04 with LOS E). Add protected/permitted signal phasing to the eastbound and westbound approaches of Pacific Coast Highway to Bellflower Boulevard.
Table 4-4 shows that the southbound left turn queues at the intersection of 7th Street and Pacific Coast Highway are anticipated to exceed the available storage. To reduce these queues, protected/permitted signal phasing for the eastbound and westbound left turn lanes at the downstream intersection, Pacific Coast Highway and Bellflower Boulevard, is proposed. This change in signal phasing will reduce the southbound left turn volume at the intersection of 7th Street and Pacific Coast Highway by diverting some of those left turns to the intersection of Pacific Coast Highway and Bellflower Boulevard. With the proposed measure, the operating condition of the intersection of 7th Street and Pacific Coast Highway in 2040 during the AM peak hour improves to LOS D with a D/C ratio of 1.09. 7th Street and West Campus Drive intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 0.87 with LOS E and under Alternative 1 projected D/C ratio is 0.89 with LOS E). Add an exclusive right-turn lane to westbound approach, modifying traffic signals as needed.
As shown on Figure 4-7, the proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the PM peak hour improves to LOS D with a D/C ratio of 0.83. Table 4-12 provides a summary of the LOS and D/C ratios for all study intersections during AM and PM peak hours anticipated in year 2040 under Alternative 1 with all proposed measures.
Long Beach Area
Table 4-12 shows that, with all proposed measures, Alternative 1 does not have an adverse cumulative effect on any study intersections in year 2040. A comparison of the operating conditions for Alternative 1 and the No Build Alternative in year 2020 for all study intersections was also conducted and is shown in Table 4-11. As shown in the table, the project has an adverse cumulative effect at two study intersections. The proposed measures to address the projects adverse cumulative effects are as follows: SR-22 westbound on/off Ramp and College Park Drive intersection (during year 2020 PM peak hour under No Build Alternative projected D/C ratio is 1.07 with LOS F and under Alternative 1 projected D/C ratio is 1.10 with LOS F). Add a 2nd northbound through lane to the off ramp approach to College Park Drive starting approximately 300 feet south of their intersection; and Replace existing traffic control with a traffic signal.
As shown on Figure 4-6, these proposed measures are anticipated to be accommodated within the existing right-of-way. With the proposed measures, the intersections operating condition in 2020 during the PM peak hour improves to LOS B with a D/C ratio of 0.69. 7th Street and Bellflower Boulevard intersection (during year 2020 AM peak hour under No Build Alternative projected D/C ratio is 1.04 with LOS E and under Alternative 1 projected D/C ratio is 1.06 with LOS E). Add a 2nd left-turn lane to eastbound approach, modifying signals and adjusting sidewalk as necessary.
As shown on Figure 4-8, this proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2020 during the AM peak hour improves to LOS C with a D/C ratio of 0.90. Table 4-11 provides a summary of the LOS and D/C ratios for all study intersections during AM and PM peak hours anticipated in year 2020 under Alternative 1 with all proposed measures. Table 4-11 shows that, with all proposed measures, Alternative 1 does not have an adverse cumulative effect on any study intersections in year 2020. Freeway Mainline Table 4-13 presents a comparison of year 2020 No Build Alternative and year 2020 Alternative 1 operating conditions anticipated for the mainline freeway segments. The table shows that there is an increase in the D/C ratio from the No Build Alternative to Alternative 1 in many segments, with the range of increase in the GP lanes from 0.01 to 0.13 during peak hours and 0.02 to 0.18 in the HOV lanes. Higher levels of increase are generally found closer to the limits of the project improvements and diminish with increasing distance from those limits. There are several segments in which there is a decrease in the D/C ratio, shown in red on Table 4-13. Those
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segments that are anticipated to have a change in LOS are identified in the evaluation column in the table. Table 4-14 presents a comparison of year 2040 No Build Alternative and year 2040 Alternative 1 operating conditions anticipated for the mainline freeway segments. The table shows that there is an increase in the D/C ratio from the No Build Alternative to Alternative 1 in many segments, with the range of increase in the GP lanes from 0.01 to 0.15 during peak hours and 0.02 to 0.31 in the HOV lanes. Higher levels of increase are generally found closer to the limits of the project improvements and diminish with increasing distance from those limits. There are several segments in which there is a decrease in the D/C ratio, shown in red on Table 4-14. Those segments that are anticipated to have a change in LOS are identified in the evaluation column in the table.
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Table 4-1 Year 2020 Alternative 1 Intersection Level of Service - AM/PM Peak Hours
Year 2020 Traffic Control Intersection # Intersection Location Alternative 1 Traffic on No Build Geometry AM Peak Hour D/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig Sig Sig Stop Sig Sig Sig Sig Sig Sig Sig 0.56 0.24 0.35 0.59 0.30 0.51 0.79 0.68 0.73 0.43 0.38 0.26 0.53 0.23 0.41 0.74 0.33 0.28 0.51 0.51 0.29 1.00 0.64 0.08 0.12 0.52 0.25 0.77 1.32 0.39 0.31 0.51 0.43 0.78 0.15 0.84 0.86 0.33 0.51 1.03 0.54 0.53 0.97 0.51 0.96 1.06 0.50 0.74 0.79 1.03 0.76 Avg Delay (sec) 18.7 --20.3 --30.7 14.0 9.3 ------28.9 --10.4 --50.1 27.5 --10.3 -31.7 146.2 ----17.0 -12.9 18.5 -1.2 113.3 10.3 13.0 28.9 24.3 53.2 71.4 36.6 23.2 33.2 38.0 14.4 LOS B --C --C B A ------C --B --D C --B -C F ----B -B B -A F B B C C D E D C C D B PM Peak Hour D/C 0.67 0.38 0.36 0.76 0.35 0.46 0.87 0.64 0.78 0.41 0.22 0.22 0.41 0.25 0.46 0.96 0.45 0.41 0.53 0.37 0.19 1.00 1.06 0.12 0.29 0.47 0.17 1.04 0.88 0.20 0.21 0.45 0.23 0.63 0.20 0.68 0.85 0.44 0.50 0.51 0.79 0.76 0.96 0.73 0.96 0.96 0.69 0.95 0.82 0.88 0.83 Avg Delay (sec) 20.1 --16.6 --31.6 10.3 8.1 ------46.5 --10.9 --51.2 44.6 --14.0 -36.7 40.9 ----12.0 -10.2 21.0 -3.1 24.8 14.8 27.3 28.6 104.8 37.4 42.8 19.5 25.6 35.6 14.9 20 LOS C --B --C B A ------D --B --D D --B -D D ----B -B C -A C B C C F D D B C D B B
3 4 5 6
8 9 10
7th St
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Table 4-2 Year 2020 Alternative 1 Intersection Queues vs Storage - AM/PM Peak Hours
Year 2020 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 1 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 211 121 238 234 210 232 77 72 273 17 264 0 221 130 44 68 39 103 54 51 357 135 212 215 23 49 319 206 140 142 158 326 688 34 129 138 246 260 383 72 319 194 155 95 219 36 1 8 40 1 61 77 28 15 64 1180 386 50 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No Yes Yes No No Yes No No No No Yes No No No No Yes Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes PM Peak Hour 95th Percentile Queue (ft) 337 178 186 294 133 285 76 84 413 16 160 0 165 130 97 78 126 175 173 156 135 113 342 239 36 163 587 263 257 239 72 599 288 18 63 50 173 194 259 163 209 180 167 173 178 117 58 18 56 3 21 223 26 21 176 1032 257 145 Adequate Storage? (Yes or No) No Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes Yes No No Yes No Yes No No Yes Yes Yes Yes No Yes Yes Yes Yes No No No No Yes Yes Yes Yes Yes No Yes Yes Yes No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
PARSONS
Long Beach Area
Year 2020 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 1 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) NBL SBL NBR SBL SBR EBL WBL NBL SBL SBR EBL WBL WBR EBL EBR WBL SBL/R EBL SBL SBT/R EBL WBL NBL NBR SBL SBR EBL WBL 330 290 130 160 160 200 200 280 240 60 110 120 200 270 180 280 150 400 150 150 150 300 30 30 100 90 70 180 163 275 95 166 82 450 39 96 231 21 59 49 58 107 22 106 68 91 76 67 207 76 57 198 31 46 20 31 Adequate Storage? (Yes or No) Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes PM Peak Hour 95th Percentile Queue (ft) 243 364 35 228 250 365 74 73 204 33 105 59 39 29 6 262 216 28 186 109 102 135 70 133 30 15 24 168 Adequate Storage? (Yes or No) Yes No Yes No No No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No Yes Yes Yes No No Yes Yes Yes Yes
30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
Year 2040 Traffic Control Intersection # Intersection Location Alternative 1 Traffic on No Build Geometry AM Peak Hour D/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig Sig Sig Stop Sig Sig Sig Sig Sig Sig Sig 0.61 0.26 0.38 0.63 0.33 0.55 0.87 0.73 0.79 0.47 0.41 0.28 0.57 0.25 0.44 0.79 0.36 0.31 0.55 0.55 0.32 1.09 0.70 0.08 0.13 0.56 0.27 0.86 1.43 0.43 0.34 0.55 0.47 0.96 0.17 0.91 0.94 0.35 0.55 1.24 0.58 0.52 1.05 0.61 1.04 1.14 0.54 0.80 0.86 1.13 0.82 Avg Delay (sec) 18.8 --21.8 --34.7 15.2 10.3 ------33.1 --11.3 --68.2 28.1 --10.8 -36.4 179.2 ----20.6 -15.4 21.7 -1.4 170.6 11.1 13.5 43.5 30.2 71.5 84.9 36.9 24.3 55.3 58.6 16.4 LOS B --C --C B B ------C --B --E C --B -D F ----C -B C -A F B B D D E F D C E E B PM Peak Hour D/C 0.73 0.41 0.39 0.82 0.37 0.49 0.90 0.70 0.85 0.44 0.24 0.24 0.44 0.27 0.50 0.93 0.48 0.44 0.58 0.40 0.20 1.10 1.15 0.13 0.32 0.51 0.18 1.20 0.94 0.22 0.23 0.49 0.25 0.73 0.21 0.74 0.93 0.48 0.54 0.53 0.86 0.82 1.06 1.00 1.04 1.04 0.81 1.03 0.89 0.97 0.87 Avg Delay (sec) 20.8 --18.4 --41.4 11.4 9.5 ------48.7 --11.3 --68.1 59.4 --14.7 -50.4 53.1 ----13.1 -11.2 25.1 -3.2 25.2 16.9 29.1 40.4 184.2 62.4 57.2 32.0 55.3 64.3 17.2 24.8 LOS C --B --D B A ------D --B --E E --B -D D ----B -B C -A D B C D F E E C E E B C
3 4 5 6
8 9 10
7th St
PARSONS
Long Beach Area
Year 2040 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 1 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 231 133 267 255 234 256 82 74 307 18 279 0 239 140 52 80 45 110 65 61 394 147 230 216 25 51 344 217 153 173 167 356 753 35 137 155 268 289 426 90 355 238 169 94 245 39 1 9 67 2 85 81 30 15 77 1362 421 51 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No Yes Yes No No Yes No No No No Yes No No No No Yes Yes No Yes No Yes No Yes Yes Yes Yes Yes No Yes Yes Yes Yes No No Yes PM Peak Hour 95th Percentile Queue (ft) 374 195 205 322 143 313 81 88 452 16 167 0 181 157 103 100 152 187 196 176 135 115 377 247 39 203 647 286 274 279 71 660 318 19 66 58 193 212 290 225 231 204 181 162 199 132 57 20 75 3 21 248 28 22 199 1198 270 174 Adequate Storage? (Yes or No) No Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes No No Yes Yes No No Yes No Yes No No Yes Yes Yes Yes No Yes Yes Yes Yes No No No No Yes Yes Yes Yes Yes No Yes Yes Yes No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
PARSONS
Long Beach Area
Year 2040 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 1 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) NBL SBL NBR SBL SBR EBL WBL NBL SBL SBR EBL WBL WBR EBL EBR WBL SBL/R EBL SBL SBT/R EBL WBL NBL NBR SBL SBR EBL WBL 330 290 130 160 160 200 200 280 240 60 110 120 200 270 180 280 150 400 150 150 150 300 30 30 100 90 70 180 174 303 127 188 87 473 37 102 247 19 62 52 60 107 21 107 73 85 82 71 212 80 61 230 33 52 22 33 Adequate Storage? (Yes or No) Yes No Yes No Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes PM Peak Hour 95th Percentile Queue (ft) 269 411 29 254 310 345 70 76 195 35 127 66 40 24 61 264 235 28 207 128 104 147 110 193 37 19 26 224 Adequate Storage? (Yes or No) Yes No Yes No No No Yes Yes Yes Yes No Yes Yes Yes Yes Yes No Yes No Yes Yes Yes No No Yes Yes Yes No
30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
Table 4-5: Year 2020 Alternative 1 Mainline Peak Hour Level of Service
Year 2020 Mainline Segment Location Lane Type Direction Lanes Capacity1,4 Traffic Demand Volume1 Alternative 1 Traffic on No Build Geometry AM Peak Hour D/C Density
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,540 9,680 2,070 1,990 1.03 1.05 1.12 1.08 E 10,400 1.12 E 10,050 1.09 -1,980 1.07 --2,140 1.16 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,050 1.11 --2,140 1.16 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,050 1.11 --2,140 1.16 Weaving Segment - Refer to Weave Table --* F 8,810 1.19 --2,060 1.11 --2,020 1.09 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,060 1.11 --2,020 1.09 --* F 10,380 1.40 30.7 D 9,090 0.98 --1,990 1.08 --2,010 1.09 38.4 E 8,900 1.20 34.3 D 8,030 1.09 --1,990 1.08 --2,010 1.09 38.4 E 8,900 1.20 33.6 D 7,910 1.07 --1,990 1.08 --2,010 1.09 41.6 36.0 ---* --* --F F ---
2,060 1,990
1.11 1.08
---
---
2,060 1,990 8,670 2,070 2,180
1.11 1.08 1.17 1.12 1.18
--
---* ---
--F ---
2,070 2,240 8,810 8,740 2,410 2,240 7,260 7,460 2,410 2,140 7,260 7,380 2,410 2,140
1.12 1.21 1.19 0.94 1.30 1.21 0.98 1.01 1.30 1.16 0.98 1.00 1.30 1.16
----* 38.5 ----* --* ----* 44.6 ---
--F E --F F --F E ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 6,140 7,890 1,590 1,900 5,360 6,870 1,850 2,200 5,320 5,770 1,480 1,400 0.83 1.07 0.86 1.03 0.72 0.93 1.00 1.19 0.58 0.78 0.80 0.76 27.0 39.1 --21.9 29.8 --17.6 24.8 --D E --C D --B C --7,490 7,420 1,980 1,780 6,410 6,010 2,430 1,890 6,630 5,220 1,990 980 1.01 1.00 1.07 0.96 0.87 0.81 1.31 1.02 0.72 0.71 1.08 0.53 38.5 36.1 --27.0 24.9 --24.0 24.8 --E E --D C --C C ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 Notes: 1. Peak hour capacity and traffic volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS): General Purpose (GP) lane LOS is based on density except when demand-to-capacity (D/C) ratio is greater than or equal to 1.0, which is LOS F. 4. Peak hour capacities for freeway lanes include 1,850 vph for each GP lane and a single High Occupancy Vehicle (HOV) lane. 5. * Density is in excess of 45 pc/mi/ln; therefore LOS is F. GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 3,160 3,980 4,410 4,240 0.85 0.72 1.19 1.15 16.9 21.3 --* 43.9 B C F E 2,750 2,900 3,630 4,030 0.74 0.52 0.98 1.09 14.7 15.5 31.8 38.8 B B D E
PARSONS
Long Beach Area
Table 4-6: Year 2020 Alternative 1 Ramp Junction Peak Hour Level of Service
Year 2020 Alternative 1 Traffic on No Build Geometry Interchange Location Ramp Type Ramp Lanes Ramp1,4 Capacity AM Peak Ramp Junction D/C Density2 LOS3,5 PM Peak Ramp Junction D/C Density2 LOS3,5
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 990 790 570 1,110 310 430 520 1,200 1,450 930 600 470 760 640 690 230 490 270 410 80 0.33 0.53 0.38 0.37 0.21 0.29 0.35 0.40 0.48 0.62 0.40 0.31 0.51 0.43 0.46 0.15 0.33 0.18 0.27 0.05 13.8 44.9 24.8 17.5 42.6 22.1 26.9 13.9 17.4 35.0 23.3 34.8 29.3 23.1 24.5 52.4 26.4 55.1 35.4 34.6 B F C B F C C F B F C F D F C F F F E D 950 610 320 1,360 380 610 590 830 1,960 1,410 300 320 600 290 800 290 590 280 310 120 0.32 0.41 0.21 0.45 0.25 0.41 0.39 0.28 0.65 0.94 0.20 0.21 0.40 0.19 0.53 0.19 0.39 0.19 0.21 0.08 16.0 52.1 28.1 20.0 43.1 22.4 33.1 13.8 21.8 33.9 26.9 42.5 29.6 24.7 30.5 62.1 26.4 65.5 35.7 37.2 F F D F F C F F C F C F D F F F F F E F
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,010 450 770 1,210 530 270 780 1,020 1,060 1,100 560 1,120 590 0.67 0.30 0.51 0.40 0.35 0.18 0.52 0.68 0.71 0.73 0.37 0.75 0.39 33.4 21.0 21.1 13.7 22.3 22.9 18.9 35.0 0.6 20.3 34.7 35.3 24.2 D C C B C C B E A C D E C 960 520 690 1,390 440 350 1,090 1,410 1,630 1,400 570 1,020 800 0.64 0.35 0.46 0.46 0.29 0.23 0.73 0.94 1.09 0.93 0.38 0.68 0.53 38.8 25.2 24.2 14.4 21.4 21.7 20.5 35.6 7.1 22.5 31.1 31.1 21.9 E C C B C C C E A C D D C
Carson St
7th Street Ramp Junctions EB Off Loop EB On Loop WB Off Loop WB On Loop 1 1 1 1 1,500 1,500 1,500 1,500 110 1,270 790 550 0.07 0.85 0.53 0.37 34.1 40.0 43.8 30.3 D F F D 610 1,420 1,440 390 0.41 0.95 0.96 0.26 30.1 33.1 41.7 21.0 D D F C
Studebaker Rd
PARSONS
Long Beach Area
Table 4-7: Year 2020 Alternative 1 Weaving Level-of-Service Freeway Mainline and Collector-Distributor Roads
Year 2020 Weaving Segment Location Alternative 1 Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 5.0 A 5.0 A 18.1 B 22.5 C 45.3 47.6 41.1 52.6 46.6 33.4 44.2 F F E F F D F 75.7 42.5 67.0 49.7 41.8 43.9 45.1 F E F F E F F LOS2 PM Peak Hour Density1 LOS2
PARSONS
Long Beach Area
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 10,310 10,460 2,240 2,160 1.11 1.13 1.21 1.17 F 11,240 1.22 E 10,860 1.17 -2,140 1.16 --2,310 1.25 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,210 1.19 --2,310 1.25 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,210 1.19 --2,310 1.25 Weaving Segment - Refer to Weave Table --* F 9,530 1.29 --2,220 1.20 --2,180 1.18 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,220 1.20 --2,180 1.18 --* F 11,220 1.52 35.1 E 9,830 1.06 --2,150 1.16 --2,170 1.17 43.9 E 9,620 1.30 40.2 E 8,270 1.12 --2,150 1.16 --2,170 1.17 43.9 E 9,620 1.30 39.3 E 8,140 1.10 --2,150 1.16 --2,170 1.17 --* 43.5 ---* --* --F F ---
2,220 2,160
1.20 1.17
---
---
2,220 2,150 9,370 2,240 2,350
1.20 1.16 1.27 1.21 1.27
--
---* ---
--F ---
2,240 2,420 9,520 9,450 2,610 2,420 7,850 8,060 2,610 2,420 7,850 7,980 2,610 2,310
1.21 1.31 1.29 1.02 1.41 1.31 1.06 1.09 1.41 1.31 1.06 1.08 1.41 1.25
----* 44.1 ----* --* ----* --* ---
--F E --F F --F F ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 6,640 8,530 1,720 2,050 5,790 7,420 2,000 2,370 5,750 6,240 2,000 1,520 0.90 1.15 0.93 1.11 0.78 1.00 1.08 1.28 0.62 0.84 1.08 0.82 29.8 --* --23.8 33.9 --19.0 27.2 --D F --C D --C D --8,100 8,020 2,140 1,920 6,930 6,500 2,630 2,040 7,170 5,650 2,630 1,060 1.09 1.08 1.16 1.04 0.94 0.88 1.42 1.10 0.78 0.76 1.42 0.57 --* 42.4 --30.2 27.5 --26.0 26.9 --F E --D D --D D ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 3,160 3,980 4,410 4,240 0.85 0.72 1.19 1.15 16.9 21.3 --* 43.9 B C F E 2,750 2,900 3,630 4,030 0.74 0.52 0.98 1.09 14.7 15.5 31.8 38.8 B B D E
PARSONS
Long Beach Area
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,070 860 610 1,200 340 460 560 1,300 1,570 1,010 640 510 820 700 750 250 530 300 450 80 0.36 0.57 0.41 0.40 0.23 0.31 0.37 0.43 0.52 0.67 0.43 0.34 0.55 0.47 0.50 0.17 0.35 0.20 0.30 0.05 15.9 48.1 26.7 19.7 46.0 23.6 29.5 15.9 19.8 37.1 25.9 37.2 32.1 24.0 27.3 56.9 27.7 59.7 38.1 37.1 B F F B F C D F B F C F D F C F F F E E 1,020 660 340 1,470 410 660 630 900 2,120 1,520 330 340 650 320 860 320 640 310 330 130 0.34 0.44 0.23 0.49 0.27 0.44 0.42 0.30 0.71 1.01 0.22 0.23 0.43 0.21 0.57 0.21 0.43 0.21 0.22 0.09 18.3 56.1 30.4 22.5 46.4 23.8 36.1 15.8 24.6 35.5 29.9 45.7 32.4 26.1 33.8 67.2 27.7 70.9 38.4 40.1 F F F F F F F F F F F F D F F F F F F F
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,090 490 830 1,300 570 290 840 1,110 1,140 1,190 610 1,210 630 0.73 0.33 0.55 0.43 0.38 0.19 0.56 0.74 0.76 0.79 0.41 0.81 0.42 35.9 22.2 22.1 15.8 23.4 24.2 19.6 37.7 2.6 21.3 37.3 38.0 25.8 E C C B C F B E A C E E C 1,030 560 740 1,500 480 380 1,170 1,520 1,760 1,520 620 1,110 870 0.69 0.37 0.49 0.50 0.32 0.25 0.78 1.01 1.17 1.01 0.41 0.74 0.58 41.8 26.7 25.3 16.6 22.5 22.8 21.1 38.3 9.7 23.4 33.5 33.5 23.3 F C F B C C F E A C D D C
Carson St
Studebaker Rd
PARSONS
Long Beach Area
Year 2040 Weaving Segment Location Alternative 1 Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 5.0 A 5.0 A 18.1 B 22.5 C 49.9 52.3 45.6 58.3 51.3 36.5 48.8 F F F F F E F 78.5 46.6 73.7 53.2 46.2 48.0 55.1 F F F F F F F LOS2 PM Peak Hour Density1 LOS2
PARSONS
Long Beach Area
Table 4-11 Year 2020 Alternative 1 vs. Year 2020 No Build Alternative Intersection Comparison
Year 2009 Traffic Control Intersection # Intersection Location Existing Traffic AM Peak Hour V/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig 0.58 0.15 0.24 0.55 0.23 0.40 0.76 0.79 0.84 0.35 0.22 0.19 0.50 0.19 0.40 0.76 0.32 0.26 0.41 0.49 0.28 0.84 0.63 0.06 0.12 0.44 0.14 0.72 1.07 0.15 0.25 0.48 0.27 0.54 0.11 0.87 0.73 0.28 0.50 0.15 0.46 0.49 0.72 0.39 0.95 1.01 0.47 0.72 0.83 0.97 0.68 Avg Delay (sec) 21.9 --14.8 --48.1 26.2 13.5 ------31.1 --9.3 --81.2 31.3 --14.4 -51.5 86.8 ----11.3 -86.6 19.4 -4.0 13.8 9.2 16.0 17.6 18.8 92.9 73.6 22.3 32.9 112.9 23.1 12.2 LOS C --B --D C B ------C --A --F C --B -D F ----B -F B -A B N/A A B B C N/A F E C C F C B 1.03 0.91 0.73 0.88 0.72 0.73 0.74 82.6 90.3 22.5 30.3 31.1 24.7 15.7 F F C C C C B 0.74 0.74 0.82 0.65 23.3 22.1 17.1 59.9 C C B F PM Peak Hour V/C 0.61 0.25 0.20 0.66 0.45 0.32 0.76 0.60 0.81 0.34 0.21 0.18 0.38 0.23 0.31 0.92 0.30 0.38 0.48 0.35 0.18 0.92 0.97 0.09 0.26 0.45 0.13 0.74 0.77 0.17 0.20 0.38 0.19 0.45 0.20 0.59 0.75 0.39 0.55 0.04 Avg Delay (sec) 17.8 --12.4 --35.1 18.4 11.1 ------66.2 --11.9 --40.1 72.8 --13.4 -102.8 30.4 ----13.7 -21.3 25.2 -4.3 10.8 LOS B --B --D B B ------E --B --D E --B -F C ----B -C C -A B No Build Traffic on No Build Geometry AM Peak Hour D/C 0.57 0.22 0.33 0.59 0.31 0.52 0.79 0.68 0.76 0.38 0.38 0.23 0.53 0.22 0.43 0.75 0.35 0.28 0.51 0.53 0.31 1.01 0.65 0.06 0.12 0.52 0.16 0.78 1.33 0.39 0.31 0.52 0.41 0.78 0.13 0.84 0.86 0.30 0.51 0.86 0.65 0.54 0.46 0.91 0.43 0.65 0.94 1.04 0.53 0.71 0.79 1.03 0.69 Avg Delay (sec) 22.3 --21.8 --31.1 14.2 10.5 ------31.2 --10.8 --48.8 26.4 --10.0 -44.4 147.9 ----17.7 -13.6 18.9 -2.6 68.4 8.4 9.3 12.8 21.3 21.3 14.1 49.2 68.9 38.8 24.5 31.2 35.8 14.8 LOS C --C --C B B ------C --B --D C --B -D F ----B -B B -A F A A B C C B D E D C C D B PM Peak Hour D/C 0.68 0.33 0.33 0.76 0.35 0.49 0.84 0.65 0.79 0.38 0.23 0.22 0.41 0.25 0.48 0.89 0.46 0.41 0.53 0.37 0.19 1.01 1.00 0.12 0.32 0.47 0.17 1.02 0.87 0.19 0.21 0.47 0.23 0.61 0.22 0.66 0.83 0.46 0.47 0.34 0.66 0.78 0.79 0.93 0.61 1.07 0.95 0.98 0.70 0.94 0.81 0.87 0.81 Avg Delay (sec) 23.8 --20.6 --33.7 10.9 8.2 ------43.0 --10.6 --54.4 42.1 --16.0 -35.1 40.4 ----11.8 -10.3 20.5 -4.7 16.2 5.8 13.8 28.0 25.8 88.7 110.1 35.9 47.9 20.4 22.7 32.0 14.6 19.2 LOS C --C --C B A ------D --B --D D --B -D D ----B -B C -A C A B C C F F D D C C C B B Alternative 1 Traffic on No Build Geometry AM Peak Hour D/C 0.56 0.24 0.35 0.59 0.30 0.51 0.79 0.68 0.73 0.43 0.38 0.26 0.53 0.23 0.41 0.74 0.33 0.28 0.51 0.51 0.29 1.00 0.64 0.08 0.12 0.52 0.25 0.77 1.32 0.39 0.31 0.51 0.43 0.78 0.15 0.84 0.86 0.33 0.51 1.03 0.66 0.54 0.53 0.97 0.51 0.70 0.96 1.06 0.50 0.74 0.79 1.03 0.76 Avg Delay (sec) 18.7 --20.3 --30.7 14.0 9.3 ------28.9 --10.4 --50.1 27.5 --10.3 -31.7 146.2 ----17.0 -12.9 18.5 -1.2 113.3 8.9 10.3 13.0 28.9 24.3 15.1 53.2 71.4 36.6 23.2 33.2 38.0 14.4 LOS B --C --C B A ------C --B --D C --B -C F ----B -B B -A F A B B C C B D E D C C D B PM Peak Hour D/C 0.67 0.38 0.36 0.76 0.35 0.46 0.87 0.64 0.78 0.41 0.22 0.22 0.41 0.25 0.46 0.96 0.45 0.41 0.53 0.37 0.19 1.00 1.06 0.12 0.29 0.47 0.17 1.04 0.88 0.20 0.21 0.45 0.23 0.63 0.20 0.68 0.85 0.44 0.50 0.51 0.65 0.79 0.76 0.96 0.73 1.10 0.96 0.96 0.69 0.95 0.82 0.88 0.83 Avg Delay (sec) 20.1 --16.6 --31.6 10.3 8.1 ------46.5 --10.9 --51.2 44.6 --14.0 -36.7 40.9 ----12.0 -10.2 21.0 -3.1 24.8 6.2 14.8 27.3 28.6 104.8 119.9 37.4 42.8 19.5 25.6 35.6 14.9 20 LOS C --B --C B A ------D --B --D D --B -D D ----B -B C -A C A B C C F F D D B C D B B Year 2020 Adverse Cumulative Effect No Build Traffic on No Build Geometry AM Peak Hour D/C 0.57 0.22 0.33 0.59 0.31 0.52 0.79 0.68 0.76 0.38 0.38 0.23 0.53 0.22 0.43 0.75 0.35 0.28 0.51 0.53 0.31 1.01 0.65 0.06 0.12 0.52 0.16 0.78 1.33 0.39 0.31 0.52 0.41 0.78 0.13 0.84 0.86 0.30 0.51 0.86 0.65 0.54 0.46 0.91 0.43 0.65 0.94 1.04 0.53 0.71 0.79 1.03 0.69 Avg Delay (sec) 22.3 --21.8 --31.1 14.2 10.5 ------31.2 --10.8 --48.8 26.4 --10.0 -44.4 147.9 ----17.7 -13.6 18.9 -2.6 68.4 8.4 9.3 12.8 21.3 21.3 14.1 49.2 68.9 38.8 24.5 31.2 35.8 14.8 LOS C --C --C B B ------C --B --D C --B -D F ----B -B B -A F A A B C C B D E D C C D B PM Peak Hour D/C 0.68 0.33 0.33 0.76 0.35 0.49 0.84 0.65 0.79 0.38 0.23 0.22 0.41 0.25 0.48 0.89 0.46 0.41 0.53 0.37 0.19 1.01 1.00 0.12 0.32 0.47 0.17 1.02 0.87 0.19 0.21 0.47 0.23 0.61 0.22 0.66 0.83 0.46 0.47 0.34 0.66 0.78 0.79 0.93 0.61 1.07 0.95 0.98 0.70 0.94 0.81 0.87 0.81 Avg Delay (sec) 23.8 --20.6 --33.7 10.9 8.2 ------43.0 --10.6 --54.4 42.1 --16.0 -35.1 40.4 ----11.8 -10.3 20.5 -4.7 16.2 5.8 13.8 28.0 25.8 88.7 110.1 35.9 47.9 20.4 22.7 32.0 14.6 19.2 LOS C --C --C B A ------D --B --D D --B -D D ----B -B C -A C A B C C F F D D C C C B B Alternative 1 Traffic on Alternative 1 Geometry including Measures AM Peak Hour D/C 0.56 0.24 0.35 0.59 0.30 0.51 0.79 0.68 0.73 0.43 0.38 0.26 0.53 0.23 0.41 0.74 0.33 0.28 0.51 0.51 0.29 1.00 0.64 0.08 0.12 0.52 0.25 0.77 1.32 0.39 0.31 0.51 0.43 0.78 0.15 0.84 0.86 0.33 0.51 0.66 0.54 0.53 0.97 0.43 0.96 0.90 0.52 0.71 0.74 1.04 0.76 Avg Delay (sec) 18.7 --20.3 --30.7 14.0 9.3 ------28.9 --10.4 --50.1 27.5 --10.3 -31.7 146.2 ----17.0 -12.9 18.5 -1.2 8.9 10.3 13.0 28.9 10.6 36.7 31.3 33.5 10.8 18.3 39.7 14.4 LOS B --C --C B A ------C --B --D C --B -C F ----B -B B -A N/A A B B C N/A B D C C B B D B 0.69 0.95 0.80 0.56 0.94 0.77 0.87 0.83 10.8 38.7 33.7 30.5 29.2 24.5 16.6 20 B D C C C C B B 0.65 0.79 0.76 0.96 6.2 14.8 27.3 28.6 A B C C PM Peak Hour D/C 0.67 0.38 0.36 0.76 0.35 0.46 0.87 0.64 0.78 0.41 0.22 0.22 0.41 0.25 0.46 0.96 0.45 0.41 0.53 0.37 0.19 1.00 1.06 0.12 0.29 0.47 0.17 1.04 0.88 0.20 0.21 0.45 0.23 0.63 0.20 0.68 0.85 0.44 0.50 Avg Delay (sec) 20.1 --16.6 --31.6 10.3 8.1 ------46.5 --10.9 --51.2 44.6 --14.0 -36.7 40.9 ----12.0 -10.2 21.0 -3.1 LOS C --B --C B A ------D --B --D D --B -D D ----B -B C -A Adverse Cumulative Effect
East/West Street 1 2 Carson St at I-605 Carson St Carson St Carson St Carson St Carson St Carson St Carson St Spring St/Cerritos Ave Spring St/Cerritos Ave I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 NB Loop Off Ramp I-405 NB Loop On Ramp I-405 SB Loop On Ramp I-405 SB Direct Off Ramp Willow St Willow St Willow St I-405 NB Off Ramp I-405 NB Loop On Ramp I-405 NB Direct On Ramp Willow St Los Coyotes Diagonal Los Coyotes Diagonal I-405 SB Loop Off Ramp Los Coyotes Diagonal Los Coyotes Diagonal Willow St Willow St I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 SB Direct Off Ramp I-405 SB Direct On Ramp I-405 NB Direct Off Ramp I-405 NB Loop On Ramp Woodruff Ave Stearns St Stearns St I-405 NB Direct On Ramp I-405 SB Direct Off Ramp Atherton St SR-22 WB On/Off Ramp SR-22 EB On/Off Ramp SR-22 WB On/Off Ramp 7th St 7th St Pacific Coast Highway 7th St 7th St 7th St 7th St
AM N --N --N N N ------N --N --N N ---N N ----N -N N -N N N N N N N Y N N N N N
PM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N Y N N N N N N N
AM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N N N N N N N N
PM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N N N N N N N N
3 4 5 6
8 9 10
7th St
Notes: 1. LOS - Level of Service; V/C - Volume-to- Capacity Ratio; D/C - Demand Volume-to-Capacity Ratio; N/A - Not Applicable (See Note 2) 2. * = For comparison purposes, if stop-controlled intersection has an LOS E or F under the future conditions then the intersection is reanalyzed as a signalized intersection to identify any adverse cumulative effects. 3. Bold indicates an intersection forecast to operate at LOS E or F. 4. Shaded cells indicated an adverse cumulative effect. 5. -- = LOS and average delay are not calculated for intersections without traffic control. The adverse cumulative effect determination applies only to controlled intersections. 6. Intersection numbers corresponds to the intersection numbers shown on the intersection traffic volumes figures.
PARSONS
Long Beach Area
Year 2009 Traffic Control Intersection # Intersection Location Existing Traffic AM Peak Hour V/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig 0.58 0.15 0.24 0.55 0.23 0.40 0.76 0.79 0.84 0.35 0.22 0.19 0.50 0.19 0.40 0.76 0.32 0.26 0.41 0.49 0.28 0.84 0.63 0.06 0.12 0.44 0.14 0.72 1.07 0.15 0.25 0.48 0.27 0.54 0.11 0.87 0.73 0.28 0.50 0.15 0.46 0.49 0.72 0.39 0.95 1.01 0.47 0.72 0.83 0.97 0.68 Avg Delay (sec) 21.9 --14.8 --48.1 26.2 13.5 ------31.1 --9.3 --81.2 31.3 --14.4 -51.5 86.8 ----11.3 -86.6 19.4 -4.0 13.8 9.2 16.0 17.6 18.8 92.9 73.6 22.3 32.9 112.9 23.1 12.2 LOS C --B --D C B ------C --A --F C --B -D F ----B -F B -A B N/A A B B C N/A F E C C F C B 1.03 0.91 0.73 0.88 0.72 0.73 0.74 82.6 90.3 22.5 30.3 31.1 24.7 15.7 F F C C C C B 0.74 0.74 0.82 0.65 23.3 22.1 17.1 59.9 C C B F PM Peak Hour V/C 0.61 0.25 0.20 0.66 0.45 0.32 0.76 0.60 0.81 0.34 0.21 0.18 0.38 0.23 0.31 0.92 0.30 0.38 0.48 0.35 0.18 0.92 0.97 0.09 0.26 0.45 0.13 0.74 0.77 0.17 0.20 0.38 0.19 0.45 0.20 0.59 0.75 0.39 0.55 0.04 Avg Delay (sec) 17.8 --12.4 --35.1 18.4 11.1 ------66.2 --11.9 --40.1 72.8 --13.4 -102.8 30.4 ----13.7 -21.3 25.2 -4.3 10.8 LOS B --B --D B B ------E --B --D E --B -F C ----B -C C -A B No Build Traffic on No Build Geometry AM Peak Hour D/C 0.62 0.24 0.35 0.63 0.33 0.56 0.86 0.74 0.82 0.41 0.41 0.25 0.57 0.24 0.46 0.81 0.37 0.31 0.55 0.57 0.33 1.09 0.70 0.07 0.13 0.56 0.18 0.87 1.44 0.42 0.34 0.56 0.45 0.95 0.14 0.91 0.94 0.33 0.55 1.02 0.71 0.60 0.50 0.99 0.51 0.71 1.02 1.13 0.57 0.77 0.85 1.12 0.82 Avg Delay (sec) 22.4 --23.6 --35.1 15.4 11.6 ------33.6 --11.6 --67.3 26.9 --10.6 -48.8 180.5 ----21.2 -15.9 22.0 -2.8 98.3 9.1 10.7 13.1 30.4 25.3 15.5 65.8 82.4 39.1 25.7 53.1 55.8 17.1 LOS C --C --D B B ------C --B --E C --B -D F ----C -B C -A F A B B C D B E F D C D E B PM Peak Hour D/C 0.73 0.36 0.36 0.82 0.37 0.53 0.92 0.71 0.86 0.41 0.25 0.23 0.44 0.27 0.52 0.93 0.50 0.44 0.58 0.40 0.20 1.09 1.13 0.13 0.34 0.51 0.18 1.18 0.94 0.20 0.23 0.51 0.25 0.70 0.23 0.72 0.92 0.50 0.51 0.33 0.72 0.85 0.86 1.03 0.84 1.16 1.03 1.06 0.82 1.02 0.87 0.96 0.86 Avg Delay (sec) 24.5 --23.2 --43.9 12.0 9.8 ------48.4 --11.3 --70.6 56.8 --16.8 -45.4 51.5 ----12.6 -11.3 24.4 -4.9 15.7 7.0 15.7 30.4 37.1 152.1 147.2 58.7 63.0 32.1 50.8 58.5 16.7 23.7 LOS C --C --D B A ------D --B --E E --B -D D ----B -B C -A C A B C D F F E E C D E B C Alternative 1 Traffic on No Build Geometry AM Peak Hour D/C 0.61 0.26 0.38 0.63 0.33 0.55 0.87 0.73 0.79 0.47 0.41 0.28 0.57 0.25 0.44 0.79 0.36 0.31 0.55 0.55 0.32 1.09 0.70 0.08 0.13 0.56 0.27 0.86 1.43 0.43 0.34 0.55 0.47 0.96 0.17 0.91 0.94 0.35 0.55 1.24 0.72 0.58 0.52 1.05 0.61 0.75 1.04 1.14 0.54 0.80 0.86 1.13 0.82 Avg Delay (sec) 18.8 --21.8 --34.7 15.2 10.3 ------33.1 --11.3 --68.2 28.1 --10.8 -36.4 179.2 ----20.6 -15.4 21.7 -1.4 170.6 9.8 11.1 13.5 43.5 30.2 17.3 71.5 84.9 36.9 24.3 55.3 58.6 16.4 LOS B --C --C B B ------C --B --E C --B -D F ----C -B C -A F A B B D D B E F D C E E B PM Peak Hour D/C 0.73 0.41 0.39 0.82 0.37 0.49 0.90 0.70 0.85 0.44 0.24 0.24 0.44 0.27 0.50 0.93 0.48 0.44 0.58 0.40 0.20 1.10 1.15 0.13 0.32 0.51 0.18 1.20 0.94 0.22 0.23 0.49 0.25 0.73 0.21 0.74 0.93 0.48 0.54 0.53 0.72 0.86 0.82 1.06 1.00 1.19 1.04 1.04 0.81 1.03 0.89 0.97 0.87 Avg Delay (sec) 20.8 --18.4 --41.4 11.4 9.5 ------48.7 --11.3 --68.1 59.4 --14.7 -50.4 53.1 ----13.1 -11.2 25.1 -3.2 25.2 7.1 16.9 29.1 40.4 184.2 156.9 62.4 57.2 32.0 55.3 64.3 17.2 24.8 LOS C --B --D B A ------D --B --E E --B -D D ----B -B C -A D A B C D F F E E C E E B C AM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N Y N N N N N N PM N --N --N N N ------N --N --N Y --N -N N ----N -N N -N N N N N Y N N N N Y N N Year 2040 Adverse Cumulative Effect No Build Traffic on No Build Geometry AM Peak Hour D/C 0.62 0.24 0.35 0.63 0.33 0.56 0.86 0.74 0.82 0.41 0.41 0.25 0.57 0.24 0.46 0.81 0.37 0.31 0.55 0.57 0.33 1.09 0.70 0.07 0.13 0.56 0.18 0.87 1.44 0.42 0.34 0.56 0.45 0.95 0.14 0.91 0.94 0.33 0.55 1.02 0.71 0.60 0.50 0.99 0.51 0.71 1.02 1.13 0.57 0.77 0.85 1.12 0.82 Avg Delay (sec) 22.4 --23.6 --35.1 15.4 11.6 ------33.6 --11.6 --67.3 26.9 --10.6 -48.8 180.5 ----21.2 -15.9 22.0 -2.8 98.3 9.1 10.7 13.1 30.4 25.3 15.5 65.8 82.4 39.1 25.7 53.1 55.8 17.1 LOS C --C --D B B ------C --B --E C --B -D F ----C -B C -A F A B B C D B E F D C D E B PM Peak Hour D/C 0.73 0.36 0.36 0.82 0.37 0.53 0.92 0.71 0.86 0.41 0.25 0.23 0.44 0.27 0.52 0.93 0.50 0.44 0.58 0.40 0.20 1.09 1.13 0.13 0.34 0.51 0.18 1.18 0.94 0.20 0.23 0.51 0.25 0.70 0.23 0.72 0.92 0.50 0.51 0.33 0.72 0.85 0.86 1.03 0.84 1.16 1.03 1.06 0.82 1.02 0.87 0.96 0.86 Avg Delay (sec) 24.5 --23.2 --43.9 12.0 9.8 ------48.4 --11.3 --70.6 56.8 --16.8 -45.4 51.5 ----12.6 -11.3 24.4 -4.9 15.7 7.0 15.7 30.4 37.1 152.1 147.2 58.7 63.0 32.1 50.8 58.5 16.7 23.7 LOS C --C --D B A ------D --B --E E --B -D D ----B -B C -A C A B C D F F E E C D E B C Alternative 1 Traffic on Alternative 1 Geometry including Measures AM Peak Hour D/C 0.61 0.26 0.38 0.63 0.33 0.55 0.87 0.73 0.79 0.47 0.41 0.28 0.57 0.25 0.44 0.79 0.36 0.31 0.55 0.55 0.32 1.09 0.71 0.08 0.13 0.56 0.27 0.86 1.43 0.43 0.34 0.55 0.47 0.96 0.17 0.91 0.94 0.35 0.55 0.72 0.58 0.52 1.05 0.47 1.09 0.98 0.56 0.77 0.80 1.13 0.82 Avg Delay (sec) 18.8 --21.8 --34.7 15.2 10.3 ------33.1 --11.3 --68.2 25.7 --10.8 -36.4 179.2 ----20.6 -15.4 21.7 -1.4 9.8 11.1 13.5 43.5 11.2 54.9 37.5 35.4 11.5 15.4 60.6 16.4 LOS B --C --C B B ------C --B --E C --B -D F ----C -B C -A N/A A B B D N/A B D D D B B E B 0.67 1.00 0.91 0.61 1.01 0.83 0.95 0.87 20.2 52.3 33.0 31.1 48.2 39.2 19.2 24.8 C D C C D D B C 0.72 0.86 0.82 1.06 7.1 16.9 29.1 40.4 A B C D PM Peak Hour D/C 0.73 0.41 0.39 0.82 0.37 0.49 0.90 0.70 0.85 0.44 0.24 0.24 0.44 0.27 0.50 0.93 0.48 0.44 0.58 0.40 0.20 1.10 1.14 0.13 0.32 0.51 0.18 1.20 0.94 0.22 0.23 0.49 0.25 0.73 0.21 0.74 0.93 0.48 0.54 Avg Delay (sec) 20.8 --18.4 --41.4 11.4 9.5 ------48.7 --11.3 --68.1 53.7 --14.7 -50.4 53.1 ----13.1 -11.2 25.1 -3.2 LOS C --B --D B A ------D --B --E D --B -D D ----B -B C -A AM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N N N N N N N N PM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N N N N N N N N Adverse Cumulative Effect
3 4 5 6
8 9 10
7th St
PARSONS
Long Beach Area
Table 4-13: Year 2020 Alternative 1 vs Year 2020 No Build Alternative Mainline Comparison
Mainline Location Lane Type Direction Lanes Capacity1,4 Traffic Demand Volume 1 I-405 Mainline
9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 3,700 5,550 3,700 3,700 9,530 9,720 1,860 1,820 9,030 9,290 1,860 1,820 8,320 8,690 1,730 1,910 8,430 8,530 1,730 2,060 8,930 8,986 1,730 2,140 8,600 8,550 2,490 2,140 6,910 7,150 2,490 2,140 6,910 7,050 2,490 2,140 5,900 7,750 1,510 1,940 5,120 6,720 1,870 2,140 5,120 5,660 1,690 1,660 3,270 3,690 4,390 3,910
Year 2020 No Build Alternative Conditions AM Peak Hour PM Peak Hour D/C Density2 LOS3 Traffic Demand Volume 1
9,810 10,090 2,190 1,960 9,730 9,670 2,190 1,960 9,460 9,110 2,080 2,080 9,420 8,790 2,080 1,990 9,890 9,420 2,080 2,060 9,560 9,090 2,790 2,060 7,940 7,830 2,790 2,060 7,940 7,690 2,790 2,060 7,420 7,280 1,900 1,740 6,330 5,840 2,450 1,840 5,740 5,140 2,220 1,470 3,160 2,870 4,010 3,900
Year 2020 Alternative 1 Conditions PM Peak Hour AM Peak Hour LOS3 Traffic Demand Volume 1
9,540 9,680 2,070 1,990 9,160 9,310 2,060 1,990 8,490 8,780 2,060 1,990 8,620 8,670 2,070 2,180 9,080 9,160 2,070 2,240 8,810 8,740 2,410 2,240 7,260 7,460 2,410 2,140 7,260 7,380 2,410 2,140 6,140 7,890 1,590 1,900 5,360 6,870 1,850 2,200 5,320 5,770 1,480 1,400 3,160 3,980 4,410 4,240
2020 Alternative 1 vs. 2020 No-Build D/C Ratio Difference Comparison LOS3 AM PM Evaluation I-405 Mainline
D/C
Density2
D/C
Density2
LOS3
Traffic Demand Volume 1 I-405 Mainline

10,400 10,050 1,980 2,140 10,420 9,970 2,050 2,140 10,180 9,130 2,050 2,140 10,160 8,810 2,060 2,020 10,300 9,400 2,060 2,020 10,380 9,090 1,990 2,010 8,900 8,030 1,990 2,010 8,900 7,910 1,990 2,010 7,490 7,420 1,980 1,780 6,410 6,010 2,430 1,890 6,630 5,220 1,990 980 2,750 2,900 3,630 4,030
D/C
Density2
GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP
I-605 NB Off Ramp to 7th St Off Ramp HOV GP 7th St Off Ramp to I-605 SB On Ramp HOV
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB EB WB EB WB
5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 4 4 1 1 4 4 1 1 5 4 1 1 2 3 2 2
1.03 1.05 1.01 0.98 0.98 1.00 1.01 0.98 0.90 0.94 0.94 1.03 0.91 1.15 0.94 1.11 0.97 0.97 0.94 1.16 1.16 0.92 1.35 1.16 0.93 0.97 1.35 1.16 0.93 0.95 1.35 1.16 0.80 1.05 0.82 1.05 0.69 0.91 1.01 1.16 0.55 0.76 0.91 0.90 0.88 0.66 1.19 1.06
E E ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 29.7 --35.9 31.8 --35.9 31.1 --25.8 37.7 --20.9 28.8 --17.0 24.3 --17.5 19.7 --* 36.4 --F D --E D --E D --C E --C D --B C --B C F E
41.5 36.3 --
1.06 1.09 1.18 1.06 1.05 1.05 1.18 1.06 1.02 0.98 1.12 1.12 1.02 1.19 1.12 1.08 1.07 1.02 1.12 1.11 1.29 0.98 1.51 1.11 1.07 1.06 1.51 1.11 1.07 1.04 1.51 1.11 1.00 0.98 1.03 0.94 0.86 0.79 1.32 0.99 0.62 0.69 1.20 0.79 0.85 0.52 1.08 1.05
41.2 E --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 38.5 --41.0 43.7 --41.0 42.2 --37.9 35.0 --26.6 24.1 --20.8 24.5 --16.9 15.3 38.4 36.2 --F E --E E --E E --E D --D C --C C --B B E E
1.03 1.05 1.12 1.08 0.99 1.01 1.11 1.08 0.92 0.95 1.11 1.08 0.93 1.17 1.12 1.18 0.98 0.99 1.12 1.21 1.19 0.94 1.30 1.21 0.98 1.01 1.30 1.16 0.98 1.00 1.30 1.16 0.83 1.07 0.86 1.03 0.72 0.93 1.00 1.19 0.58 0.78 0.80 0.76 0.85 0.72 1.19 1.15
E E ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 30.7 --38.4 34.3 --38.4 33.6 --27.0 39.1 --21.9 29.8 --17.6 24.8 --16.9 21.3 --* 43.9 --F D --E D --E D --D E --C D --B C --B C F E
41.6 36.0 --
1.12 1.09 1.07 1.16 1.13 1.08 1.11 1.16 1.10 0.99 1.11 1.16 1.10 1.19 1.11 1.09 1.11 1.02 1.11 1.09 1.40 0.98 1.08 1.09 1.20 1.09 1.08 1.09 1.20 1.07 1.08 1.09 1.01 1.00 1.07 0.96 0.87 0.81 1.31 1.02 0.72 0.71 1.08 0.53 0.74 0.52 0.98 1.09
--* F --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 38.5 ----* --* ----* 44.6 --38.5 36.1 --27.0 24.9 --24.0 24.8 --14.7 15.5 31.8 38.8 --F E --F F --F E --E E --D C --C C --B B D E
0.00 0.00 0.11 0.09 0.01 0.00 0.11 0.09 0.02 0.01 0.18 0.04 0.02 0.02 0.18 0.06 0.02 0.02 0.18 0.05 0.03 0.02 (0.04) 0.05 0.05 0.04 (0.04) 0.00 0.05 0.04 (0.04) 0.00 0.03 0.02 0.04 (0.02) 0.03 0.02 (0.01) 0.03 0.02 0.01 (0.11) (0.14) (0.03) 0.05 0.01 0.09
0.06 0.00 (0.11) 0.10 0.07 0.03 (0.08) 0.10 0.08 0.00 (0.02) 0.03 0.08 0.00 (0.01) 0.02 0.04 0.00 (0.01) (0.02) 0.11 0.00 (0.43) (0.03) 0.13 0.03 (0.43) (0.03) 0.13 0.03 (0.43) (0.03)
Decrease PM LOS (E to F)
Decrease PM LOS (E to F) Decrease PM LOS (E to F)
I-605 Mainline GP Carson Street to Spring Street HOV Spring Street to Willow Street/Katella Avenue GP HOV GP HOV
I-605 Mainline
0.01 0.02 0.04 0.02 0.01 0.02 (0.01) 0.03 0.10 0.01 (0.12) (0.26) (0.11) 0.01 (0.10) 0.04
I-605 Mainline
Decrease AM LOS (C to D) Decrease PM LOS (D to E)
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 GP GP
7th Street Mainline
7th Street Mainline
Improve PM LOS (E to D)
Notes: 1. Peak hour capacity and traffic volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS): General Purpose (GP) lane LOS is based on density except when demand-to-capacity (D/C) ratio is greater than or equal to 1.0, which is LOS F. 4. Peak hour capacities for freeway lanes include 1,850 vph for each GP lane and a single HOV lane. 5. * Density is in excess of 45 pc/mi/ln; therefore LOS is F. 6. -- Data Not available/Not applicable.
Parsons
Long Beach Area
Table 4-14: Year 2040 Alternative 1 vs Year 2040 No Build Alternative Mainline Comparison
Mainline Location Lane Type Direction Traffic Capacity Demand Volume 1 I-405 Mainline
1,4
10,610 10,910 2,370 2,120 10,531 10,460 2,370 2,120 10,220 9,850 2,250 2,240 10,180 9,500 2,250 2,150 10,680 10,180 2,250 2,230 10,330 9,830 3,020 2,230 8,590 8,460 3,020 2,230 8,590 8,310 3,020 2,230 8,020 7,870 2,050 1,880 6,840 6,310 2,050 1,880 6,200 5,560 2,650 1,990 3,420 3,100 4,340 4,210
AM Peak Hour LOS3 Traffic Demand Volume 1

10,310 10,460 2,240 2,160 9,910 10,060 2,220 2,160 9,180 9,500 2,220 2,150 9,320 9,370 2,240 2,350 9,820 9,900 2,240 2,420 9,520 9,450 2,610 2,420 7,850 8,060 2,610 2,420 7,850 7,980 2,610 2,310 6,640 8,530 1,720 2,050 5,790 7,420 2,000 2,370 5,750 6,240 2,000 1,520 3,160 3,980 4,410 4,240
Year 2040 Alternative 1 Conditions PM Peak Hour Traffic Demand LOS3 Volume 1 I-405 Mainline
11,240 10,860 2,140 2,310 11,270 10,460 2,210 2,310 11,000 9,860 2,210 2,310 10,990 9,530 2,220 2,180 12,080 10,170 2,220 2,180 11,220 9,830 2,150 2,170 9,620 8,270 2,150 2,170 9,620 8,140 2,150 2,170 8,100 8,020 2,140 1,920 6,930 6,500 2,630 2,040 7,170 5,650 2,630 1,060 2,750 2,900 3,630 4,030
2040 Alternative 1 vs. 2040 No-Build D/C Ratio Difference Comparison LOS3 AM PM Evaluation
Lanes
D/C
Density2
D/C
Density2
D/C
Density2
I-405 Mainline
1.22 1.17 1.16 1.25 1.22 1.13 1.19 1.25 1.19 1.07 1.19 1.25 1.19 1.29 1.20 1.18 1.31 1.10 1.20 1.18 1.52 1.06 1.16 1.17 1.30 1.12 1.16 1.17 1.30 1.10 1.16 1.17 1.09 1.08 1.16 1.04 0.94 0.88 1.42 1.10 0.78 0.76 1.42 0.57 0.74 0.52 0.98 1.09 --* F --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F 44.1 E ------* F --* F ------* F --* ----* 42.4 --30.2 27.5 --26.0 26.9 --14.7 15.5 31.8 38.8 F --F E --D D --D D --B B D E 0.00 0.00 0.12 0.10 0.02 0.00 0.11 0.10 0.02 0.01 0.19 0.05 0.02 0.02 0.20 0.06 0.02 0.02 0.20 0.06 0.03 0.02 (0.05) 0.06 0.05 0.04 (0.05) 0.06 0.05 0.05 (0.05) 0.00 0.04 0.02 0.05 (0.03) 0.03 0.02 0.20 0.15 0.02 0.02 (0.01) (0.43) (0.10) 0.00 (0.09) 0.01 0.07 (0.01) (0.12) 0.10 0.08 0.00 (0.09) 0.10 0.08 0.00 (0.02) 0.04 0.09 0.00 (0.02) 0.02 0.15 0.00 (0.02) (0.03) 0.12 0.00 (0.47) (0.03) 0.14 (0.03) (0.47) (0.03) 0.14 (0.02) (0.47) (0.03)
5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 4 4 1 1 4 4 1 1 5 4 1 1 2 3 2 2
9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850
10,300 10,500 2,010 1,970 9,760 10,050 2,010 1,970 8,990 9,390 1,870 2,060 9,110 9,220 1,870 2,230 9,640 9,710 1,870 2,310 9,290 9,240 2,700 2,310 7,470 7,730 2,700 2,310 7,470 7,630 2,700 2,310 6,380 8,370 1,630 2,100 5,540 7,260 1,630 2,100 5,540 6,120 2,020 2,310 3,540 3,990 4,750 4,220
1.11 1.14 1.09 1.06 1.06 1.09 1.09 1.06 0.97 1.02 1.01 1.11 0.98 1.25 1.01 1.21 1.04 1.05 1.01 1.25 1.26 1.00 1.46 1.25 1.01 1.04 1.46 1.25 1.01 1.03 1.46 1.25 0.86 1.13 0.88 1.14 0.75 0.98 0.88 1.14 0.60 0.83 1.09 1.25 0.96 0.72 1.28 1.14
F E ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F 33.7 D ----40.1 E 36.7 E ----40.1 E 35.8 --28.3 --* --22.7 32.6 --18.3 26.6 --18.9 21.4 --* 43.4 E --D F --C D --C D --C C F E
--* 43.9 --
1.15 1.18 1.28 1.15 1.14 1.13 1.28 1.15 1.10 1.06 1.22 1.21 1.10 1.28 1.22 1.16 1.15 1.10 1.22 1.21 1.40 1.06 1.63 1.21 1.16 1.14 1.63 1.21 1.16 1.12 1.63 1.21 1.08 1.06 1.11 1.02 0.92 0.85 1.11 1.02 0.67 0.75 1.43 1.08 0.92 0.56 1.17 1.14
'--* F '--* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F 44.1 E ------* F --* F ------* F --* --44.4 40.6 --29.6 26.5 --22.5 26.5 --18.3 16.6 --* 43.1 F --E E --D D --C D --C B F E
1.11 1.13 1.21 1.17 1.07 1.09 1.20 1.17 0.99 1.03 1.20 1.16 1.01 1.27 1.21 1.27 1.06 1.07 1.21 1.31 1.29 1.02 1.41 1.31 1.06 1.09 1.41 1.31 1.06 1.08 1.41 1.25 0.90 1.15 0.93 1.11 0.78 1.00 1.08 1.28 0.62 0.84 1.08 0.82 0.85 0.72 1.19 1.15
F E ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F 35.1 E ----43.9 E 40.2 E ----43.9 E 39.3 --29.8 --* --23.8 33.9 --19.0 27.2 --16.9 21.3 --* 43.9 E --D F --C D --C D --B C F E
--* 43.5 --
Decrease AM LOS (D to E)
7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 3,700 5,550 3,700 3,700
I-605 Mainline
I-605 Mainline
0.01 0.02 0.05 0.02 0.01 0.03 0.31 0.09 0.10 0.01 (0.01) (0.50) (0.18) (0.04) (0.19) (0.05) Decrease PM LOS (E to F)
Decrease PM LOS (C to D)
7th Street Mainline
7th Street Mainline

Improve AM/PM LOS (C to B) Improve PM LOS (F to D)
Parsons
FIGURE 4-5
LOS COYOTES DIAGONAL AND BELLFLOWER BOULEVARD INTERSECTION
PROPOSED IMPROVEMENTS
FIGURE 4-6
SR-22 WB ON/OFF RAMP AND
COLLEGE PARK DRIVE INTERSECTION PROPOSED IMPROVEMENTS
FIGURE 4-7
7th STREET AND W. CAMPUS DRIVE INTERSECTION
FIGURE 4-8
7th STREET AND BELLFLOWER BOULEVARD INTERSECTION
Long Beach Area

This section of the report provides an analysis of the study intersections and mainline freeway as well as the freeway/ramp junction locations for years 2020 and 2040 Alternative 2 conditions. Alternative 2 conditions analyses are based on forecasted years 2020 and 2040 Alternative 2 traffic volumes and year 2009 traffic control/lane geometrics at the study intersections and freeway segments and ramps within the study limits. As discussed in Section 4.1, geometric conditions and type of traffic control for years 2020 and 2040 are assumed to be unchanged from year 2009 Existing conditions. Intersection analysis worksheets for years 2020 and 2040 Alternative 2 conditions are provided in Appendix IV.A. Freeway analyses worksheets for years 2020 and 2040 Alternative 2 conditions are provided in Appendix IV.B. 5.1 Alternative 2 Traffic Volumes Year 2020 Alternative 2 intersection peak hour traffic volumes are presented in Figure 5-1. Year 2040 Alternative 2 intersection peak hour traffic volumes are presented in Figure 5-2. Years 2020 and 2040 Alternative 2 peak hour traffic volumes for the I-405 mainline, I-605 mainline and SR-22/7th Street mainline and all interchange ramps within the study area are illustrated in Figures 5-3 and 5-4, respectively. 5.2 Year 2020 Alternative 2 Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2020 Alternative 2 conditions, including traffic control at study intersections is provided in Table 5-1. The LOS analysis conducted for year 2020 Alternative 2 conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are anticipated to operating at LOS E or F during the AM or PM peak hours: Willow Street/Bellflower Boulevard (PM LOS = E and D/C = 1.16) Willow Street/Los Coyotes Diagonal (PM LOS = E and D/C = 1.25) Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.41) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 0.90) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and D/C = 1.14) 7th Street/Bellflower Boulevard (AM LOS = E and D/C = 1.09)
A comparison of year 2020 Alternative 2 vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 5-2. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane - Southbound left turn lane
PARSONS
Long Beach Area
- Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 WB On/Off-Ramp/Studebaker Road - Southbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane th 7 Street/Pacific Coast Highway - Southbound left turn lane 7th Street/Bellflower Boulevard - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Eastbound left turn lane 7th Street/W. Campus Drive - Southbound left/right turn lane 7th Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane 7th Street/Park Avenue - Northbound left turn lane - Northbound right turn lane
The freeway off-ramp vehicle queuing is also shown in Table 5-2. During the peak hours, two freeway off-ramp locations are anticipated to exceed the available storage length under year 2020 Alternative 2 conditions:
PARSONS
5-2
Long Beach Area
5.3 Year 2040 Alternative 2 Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2040 Alternative 2 conditions, including traffic control at study intersections is provided in Table 5-3. The LOS analysis conducted for year 2040 Alternative 2 conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are anticipated to operate at LOS E or F during the AM or PM peak hours: Willow Street/Bellflower Boulevard (PM LOS = E, D/C = 1.25) Willow Street/Los Coyotes Diagonal (AM LOS = E and D/C = 0.99; PM LOS = F and D/C = 1.41) Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.53; PM LOS = F, D/C = 0.95) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 1.04) SR-22 WB On/Off-Ramp/College Park Dr
(AM LOS = E and D/C = 0.75; PM LOS = F and D/C = 1.59) 7 Street/Pacific Coast Highway (AM LOS = E and D/C = 1.04; PM LOS = E, D/C = 1.07) 7th Street/Bellflower Boulevard (AM LOS = F and D/C = 1.18; PM LOS = E and D/C = 1.06) 7th Street/W. Campus Drive (AM LOS = E and D/C = 0.89; PM LOS = E, D/C = 0.90) 7th Street/E. Campus Drive (AM LOS = E and D/C = 1.17)
th
A comparison of year 2040 Alternative 2 vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 5-4. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Willow Street/Lakewood Boulevard - Westbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane
PARSONS
Long Beach Area
Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 WB On/Off-Ramp/Studebaker Road - Southbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane 7th Street/Pacific Coast Highway - Southbound left turn lane 7th Street/Bellflower Boulevard - Northbound right turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Southbound left turn lane - Eastbound left turn lane 7th Street/W. Campus Drive - Southbound left/right turn lane th 7 Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane 7th Street/Park Avenue - Northbound left turn lane - Northbound right turn lane - Westbound left turn lane
PARSONS
5-4
Long Beach Area
5.4 Year 2020 Alternative 2 Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under Alternative 2 conditions for year 2020 are summarized in Table 5-5. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under Alternative 2 conditions for year 2020, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions with few exceptions. The exceptions include the I-405 southbound segments between Studebaker Road and the I-605 southbound ramp which is projected to operate at LOS D during the AM peak hour. The majority of the northbound and southbound I-405 HOV lanes are anticipated to operate over capacity during the AM or PM peak hours under year 2020 Alternative 2 conditions with D/C ratios ranging from 1.04 to 1.46. Under Alternative 2 conditions for year 2020, the I-605 freeway mainline segments are projected to operate between LOS B and LOS E during the AM and PM peak hours in both directions, except for the segment between Carson Street and Spring Street where southbound traffic is anticipated to operate at LOS E during both the AM and PM peak hour. Under Alternative 2 conditions for year 2020, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 is anticipated to operate from LOS D to LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for Alternative 2 are based on projected Alternative 2 year 2020 traffic volumes. Table 5-6 provide a summary of the findings from the analyses for year 2020 Alternative 2 conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under Alternative 2 conditions for year 2020, the projected LOS for the I-405 ramp junctions generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS E, depending upon time of day and direction of travel. The peak hour LOS expected for the SR-22/7th Street ramp junctions generally ranges from LOS C to LOS F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from I605 southbound to 7th Street/I-405 southbound is anticipated to be 1.42 and 1.17 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405 southbound to 7th Street is expected to have a D/C ratio of 1.14 during the AM peak hour.
PARSONS
5-5
Long Beach Area
Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analysis for Alternative 2 is based on projected year 2020 Alternative 2 traffic volumes. Table 57 summarizes the weaving analysis findings for year 2020 conditions for Alternative 2 for both the freeway segments and the C-D roads. The density and LOS for all the weaving sections are shown. Under year 2020 Alternative 2 conditions, the I-405 freeway weaving segments are anticipated to operate at LOS E or LOS F during the peak hours, except at one location during the AM peak hour. The I-405 southbound freeway weaving segment between Palo Verde Avenue/Stearns Street and Studebaker Road is expected to operate at LOS D during the AM peak hour. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours. 5.5 Year 2040 Alternative 2 Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under Alternative 2 conditions for year 2040 are summarized in Table 5-8. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under Alternative 2 conditions for year 2040, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions. The northbound and southbound I-405 HOV lanes within the project limits are anticipated to operate over capacity during the AM or PM peak hours under year 2020 No Build Alternative conditions with D/C ratios ranging from 1.06 to 1.58. Under Alternative 2 conditions for year 2040, the I-605 freeway mainline segments are anticipated to operate between LOS C and LOS D during the AM and PM peak hours in both directions, except for the freeway segment between Carson Street and Spring Street. The southbound I-605 freeway segment between Carson Street and Spring Street is anticipated to operate at LOS F and E during the AM and PM peak hours, respectively. Under Alternative 2 conditions for year 2040, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 is anticipated to operate between LOS D and LOS F during the AM and PM peak hours in both directions.
PARSONS
5-6
Long Beach Area
Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for Alternative 2 are based on projected year 2040 Alternative 2 traffic volumes. Table 5-9 provides a summary of the findings from the analysis for year 2040 Alternative 2 conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under Alternative 2 conditions for year 2040, the projected LOS for the I-405 ramp junctions generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS F, depending upon time of day and direction of travel. The peak hour LOS expected for the SR-22/7th Street ramp junctions generally ranges from LOS C to LOS F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from I605 southbound to 7th Street/I-405 southbound is anticipated to be 1.54 and 1.26 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405 southbound to 7th Street is expected to have a D/C ratio of 1.14 during the AM peak hour. Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analysis for Alternative 2 is based on projected year 2040 Alternative 2 traffic volumes. Table 510 summarizes the weaving analysis findings for year 2040 conditions for Alternative 2 for both the freeway segments and the C-D roads. For year 2040 conditions, the mainline freeway weaving segments are projected to operate at LOS E to LOS F during the peak hours. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours. 5.6 Alternative 2 vs. No Build Alternative Comparison and Proposed Roadway Improvements
Intersection Table 5-12 compares the expected LOS and D/C ratios for Alternative 2 and the No Build Alternative under year 2040 for all study intersections. As shown in the comparison table, the project has an adverse cumulative effect on nine of the study intersections. The following measures are proposed to address the projects adverse cumulative effects at the study intersections. Willow Street and Bellflower Boulevard intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.09 with LOS E and under Alternative 2 projected D/C ratio is 1.25 with LOS F).
PARSONS
5-7
Long Beach Area
Add an exclusive right-turn lane to eastbound approach; Add a 2nd left-turn lane to westbound approach; and Add a 2nd left-turn lane to southbound approach.
As shown on Figure 5-5, these proposed measures are anticipated to be accommodated within the existing right-of-way. With the proposed measures, the intersections operating condition in 2040 during the PM peak hour improves to LOS D with a D/C ratio of 1.08. Willow Street and Los Coyotes Diagonal intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 0.87 with LOS D and under Alternative 2 projected D/C ratio is 0.99 with LOS E; during PM peak hour under No Build Alternative projected D/C ratio is 1.18 with LOS D, and under Alternative 2 projected D/C ratio is 1.41 with LOS F). Add a 2nd left-turn lane to eastbound approach; and Add a 2nd left-turn lane to southbound approach.
As shown on Figure 5-6, these proposed measures are anticipated to be accommodated within the existing right-of-way. With the proposed measures, the intersections D/C ratio in 2040 improves to 0.86 with LOS D during the AM peak hour and 1.17 with LOS E during the PM peak hour. Willow Street and Woodruff Avenue intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 1.44 with LOS F and under Alternative 2 projected D/C ratio is 1.53 with LOS F). Add a 2nd left-turn lane to northbound approach.
As shown on Figure 5-7, this proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the AM peak hour remains at LOS F but the D/C ratio improves to 1.38. SR-22 westbound on/off Ramp and College Park Drive intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.16 with LOS F and under Alternative 2 projected D/C ratio is 1.24 with LOS F). Add a 2nd northbound through lane to the off ramp approach to College Park Drive starting approximately 300 feet south of their intersection; and Replace existing traffic control with a traffic signal.
As shown on Figure 4-6, these proposed measures are anticipated to be accommodated within the existing right-of-way. With the proposed measures, the intersections operating condition in 2040 during the PM peak hour improves to LOS C with a D/C ratio of 0.70.
PARSONS
5-8
Long Beach Area
7th Street and Pacific Coast Highway intersection (during year 2040 AM peak hour under No Build Alterative projected D/C ratio is 1.02 with LOS E and under Alternative 2 projected D/C ratio is 1.04 with LOS E; during PM peak hour under No Build Alternative projected D/C ratio is 1.03 with LOS E and under Alternative 2 projected D/C ratio is 1.07 with LOS E). Add protected/permitted signal phasing to the eastbound and westbound approaches of Pacific Coast Highway to Bellflower Boulevard.
Table 5-4 shows that the southbound left turn queues at the intersection of 7th Street and Pacific Coast Highway are anticipated to exceed the available storage. To reduce these queues, protected/permitted signal phasing for the eastbound and westbound left turn lanes at the downstream intersection, Pacific Coast Highway and Bellflower Boulevard, is proposed. This change in signal phasing will reduce the southbound left turn volume at the intersection of 7th Street and Pacific Coast Highway by diverting some of those left turns to the intersection of Pacific Coast Highway and Bellflower Boulevard. With the proposed measure, the operating condition of the intersection of 7th Street and Pacific Coast Highway in 2040 improves to LOS D with a D/C ratio of 1.02 during the AM peak hour and LOS D with a D/C ratio of 1.04 during the PM peak hour. 7th Street and Bellflower Boulevard intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 1.13 with LOS F and under Alternative 2 projected D/C ratio is 1.18 with LOS F). Add a 2nd left-turn lane to eastbound approach, modifying signals and adjusting sidewalk as necessary.
As shown on Figure 4-7, this proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the AM peak hour improves to LOS D with a D/C ratio of 1.01. 7th Street and Channel Drive intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.02 with LOS D and under Alternative 2 projected D/C ratio is 1.04 with LOS E). Add a 2nd left-turn lane to westbound approach, modifying signals as necessary; and Provide dual southbound exclusive left turn lanes.
As shown on Figure 5-8, the proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the PM peak hour improves to LOS B with a D/C ratio of 0.88. 7th Street and West Campus Drive intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 0.85 with LOS D and under
Long Beach Area
Alternative 2 projected D/C ratio is 0.89 with LOS E; during PM peak hour under No Build Alternative projected D/C ratio is 0.87 with LOS E and under Alternative 2 projected D/C ratio is 0.90 with LOS E). Add an exclusive right-turn lane to westbound approach, modifying traffic signals as necessary.
As shown on Figure 4-7, the proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 improves to LOS A with a D/C ratio of 0.77 during the AM peak hour and LOS A with a D/C ratio of 0.83 during the PM peak hour. 7th Street and East Campus Drive intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 1.12 with LOS E and under Alternative 2 projected D/C ratio is 1.17 with LOS E). Add a right-turn lane to westbound approach, modifying traffic signals as necessary and maximizing eastbound and westbound left turn pocket lengths.
As shown on Figure 5-9, the proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the AM peak hour improves to LOS D with a D/C ratio of 1.11. Table 5-12 provides a summary of the LOS and D/C ratios for all study intersections during AM and PM peak hours anticipated in year 2040 under Alternative 2 with all proposed measures. Table 5-12 shows that, with all proposed measures, Alternative 2 does not have an adverse cumulative effect on any study intersections in year 2040. A comparison of the operating conditions for Alternative 2 and the No Build Alternative under year 2020 for all study intersections was also conducted and is shown in Table 5-11. As shown in the table, the project has an adverse cumulative effect at five study intersections. The five intersections are as follows: Willow Street and Bellflower Boulevard Willow Street and Los Coyotes Diagonal Willow Street and Woodruff Avenue SR-22 WB On/Off Ramp and College Park Drive 7th Street and Bellflower Boulevard
The proposed measures to address the projects adverse cumulative effects for the above five intersections are the same measures proposed under year 2040 traffic conditions. The resulting LOS and D/C ratio with the proposed measures are shown in Table 5-11 and show that with all proposed measures, Alternative 2 does not have an adverse cumulative effect on any study intersections in year 2020.
PARSONS
5-10
Long Beach Area
Freeway Mainline Table 5-13 presents a comparison of 2020 No Build and 2020 Alternative 2 operating conditions anticipated for the mainline freeway segments. The table shows that there is an increase in the D/C ratio from the No Build Alternative to Alternative 2 in many segments, with the range of increase in the GP lanes from 0.01 to 0.10 during peak hours and 0.01 to 0.18 in the HOV lanes. Higher levels of increase are generally found closer to the limits of the project improvements and diminish with increasing distance from those limits. There are several segments in which there is a decrease in the D/C ratio, shown in red on Table 5-13. Those segments that are anticipated to have a change in LOS are identified in the evaluation column in the table. Table 5-14 presents a comparison of 2040 No Build and 2040 Alternative 2 operating conditions anticipated for the mainline freeway segments. The table shows that there is an increase in the D/C ratio from the No Build Alternative to Alternative 2 in many segments, with the range of increase in the GP lanes from 0.01 to 0.11 during peak hours and 0.01 to 0.32 in the HOV lanes. Higher levels of increase are generally found closer to the limits of the project improvements and diminish with increasing distance from those limits. There are several segments in which there is a decrease in the D/C ratio, shown in red on Table 5-14. Those segments that are anticipated to have a change in LOS are identified in the evaluation column in the table.
PARSONS
5-11
Long Beach Area
Year 2020 Traffic Control Intersection # Intersection Location Alternative 2 Traffic on No Build Geometry AM Peak Hour D/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig Sig Sig Stop Sig Sig Sig Sig Sig Sig Sig 0.58 0.24 0.37 0.60 0.33 0.51 0.78 0.68 0.69 0.42 0.39 0.23 0.54 0.22 0.42 0.75 0.33 0.31 0.52 0.51 0.30 0.98 0.62 0.08 0.12 0.52 0.31 0.88 1.41 0.44 0.29 0.51 0.44 0.69 0.10 0.82 0.83 0.29 0.54 0.90 0.59 0.49 0.97 0.62 0.96 1.09 0.51 0.73 0.82 1.07 0.71 Avg Delay (sec) 19.1 --20.1 --34.4 14.5 7.9 ------28.3 --10.5 --39.0 27.4 --10.4 -54.7 203.6 ----15.3 -13.8 17.9 -3.3 61.5 8.5 13.0 30.9 28.6 51.2 74.9 39.7 24.0 45.2 46.4 15.8 LOS B --C --C B A ------C --B --D C --B -D F ----B -B B -A F A B C D D E D C D D B PM Peak Hour D/C 0.67 0.32 0.36 0.75 0.36 0.46 0.84 0.57 0.74 0.42 0.20 0.23 0.41 0.25 0.47 0.90 0.45 0.43 0.53 0.36 0.18 1.16 1.03 0.14 0.25 0.48 0.20 1.25 0.88 0.23 0.21 0.46 0.26 0.59 0.19 0.70 0.83 0.40 0.52 0.61 0.79 0.83 0.98 1.14 0.99 0.98 0.64 0.96 0.83 0.90 0.81 Avg Delay (sec) 20.3 --16.5 --31.2 9.8 7.7 ------44.3 --11.6 --78.7 41.2 --14.1 -79.6 54.3 ----11.8 -11.3 20.2 -2.7 31.4 15.0 28.9 30.1 172.9 39.9 46.3 19.3 24.8 41.7 16.1 19.2 LOS C --B --C A A ------D --B --E D --B -E D ----B -B C -A D B C C F D D B C D B B
3 4 5 6
8 9 10
7th St
PARSONS
Long Beach Area
Year 2020 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 2 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 203 126 256 230 220 315 57 77 297 15 274 0 196 130 50 56 39 102 59 55 289 189 147 183 23 49 316 197 137 166 159 329 982 22 74 211 351 191 327 68 257 290 161 92 168 44 68 16 55 1 16 79 29 14 81 1212 368 62 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No Yes Yes No No Yes No No No No Yes Yes No No No Yes Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No PM Peak Hour 95th Percentile Queue (ft) 335 183 195 285 155 332 72 85 372 16 155 0 145 137 119 74 143 181 182 165 79 246 126 311 43 147 583 207 260 355 54 697 393 9 29 56 411 108 172 236 207 227 165 112 164 112 51 16 56 4 21 223 26 23 226 1035 242 223 Adequate Storage? (Yes or No) No Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No Yes Yes No No Yes No Yes No No Yes Yes Yes No Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes Yes No Yes Yes No No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
PARSONS
Long Beach Area
Year 2020 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 2 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) NBL SBL NBR SBL SBR EBL WBL NBL SBL SBR EBL WBL WBR EBL EBR WBL SBL/R EBL SBL SBT/R EBL WBL NBL NBR SBL SBR EBL WBL 330 290 130 160 160 200 200 280 240 60 110 120 200 270 180 280 150 400 150 150 150 300 30 30 100 90 70 180 155 283 99 196 87 491 36 88 226 17 54 53 65 107 22 105 70 80 78 69 207 77 47 232 37 43 19 37 Adequate Storage? (Yes or No) Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes PM Peak Hour 95th Percentile Queue (ft) 239 390 40 237 352 395 58 70 208 31 118 59 41 27 6 258 212 24 183 108 95 120 69 124 28 15 26 159 Adequate Storage? (Yes or No) Yes No Yes No No No Yes Yes Yes Yes No Yes Yes Yes Yes Yes No Yes No Yes Yes Yes No No Yes Yes Yes Yes
30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
Year 2040 Traffic Control Intersection # Intersection Location Alternative 2 Traffic on No Build Geometry AM Peak Hour D/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig Sig Sig Stop Sig Sig Sig Sig Sig Sig Sig 0.63 0.26 0.40 0.65 0.35 0.55 0.86 0.74 0.75 0.46 0.43 0.25 0.58 0.24 0.45 0.79 0.36 0.34 0.57 0.56 0.32 1.05 0.67 0.08 0.13 0.56 0.33 0.99 1.53 0.47 0.31 0.55 0.47 0.82 0.11 0.89 0.91 0.31 0.58 1.04 0.65 0.54 1.06 0.75 1.04 1.18 0.55 0.79 0.89 1.17 0.77 Avg Delay (sec) 19.3 --21.9 --41.9 15.7 8.7 ------32.2 --11.3 --55.0 27.7 --11.0 -60.7 242.2 ----17.4 -15.9 20.3 -3.6 81.3 9.5 13.4 45.2 38.1 70.0 92.7 40.2 25.4 68.4 68.7 18.0 LOS B --C --D B A ------C --B --D C --B -E F ----B -B C -A F A B D E E F D C E E B PM Peak Hour D/C 0.73 0.34 0.39 0.81 0.39 0.49 0.93 0.62 0.81 0.45 0.21 0.25 0.44 0.27 0.51 1.02 0.49 0.46 0.58 0.39 0.19 1.25 1.13 0.15 0.27 0.52 0.21 1.41 0.95 0.25 0.23 0.50 0.28 0.72 0.20 0.76 0.92 0.43 0.56 0.65 0.86 0.89 1.09 1.59 1.07 1.06 0.74 1.04 0.90 0.99 0.86 Avg Delay (sec) 21.0 --18.1 --39.0 10.8 8.6 ------52.0 --12.2 --106.3 54.2 --14.8 -101.4 81.3 ----13.3 -12.1 23.9 -2.8 33.1 17.1 31.8 43.9 311.8 64.9 60.9 31.4 55.7 66.0 19.0 23.4 LOS C --B --D B A ------D --B --F D --B -F F ----B -B C -A D B C D F E E C E E B C
3 4 5 6
8 9 10
7th St
PARSONS
Long Beach Area
Year 2040 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 2 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 223 139 286 252 245 348 60 82 328 15 289 0 211 140 58 65 46 109 70 66 314 206 161 186 25 50 346 200 143 193 169 358 1069 23 81 239 379 211 366 89 304 329 177 89 187 49 68 18 99 2 18 85 31 15 90 1396 401 64 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No Yes Yes No No Yes No No No No Yes Yes No No No Yes Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No PM Peak Hour 95th Percentile Queue (ft) 372 201 216 312 167 366 78 88 405 16 161 0 159 160 132 85 167 194 209 189 77 268 144 329 47 185 643 225 277 405 54 762 436 9 31 58 455 116 188 285 228 292 181 102 185 127 51 17 76 4 21 248 27 24 250 1201 257 312 Adequate Storage? (Yes or No) No Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes No No No Yes Yes No No Yes No Yes No No Yes Yes Yes No Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes Yes No Yes Yes No No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
PARSONS
Long Beach Area
Year 2040 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 2 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) NBL SBL NBR SBL SBR EBL WBL NBL SBL SBR EBL WBL WBR EBL EBR WBL SBL/R EBL SBL SBT/R EBL WBL NBL NBR SBL SBR EBL WBL 330 290 130 160 160 200 200 280 240 60 110 120 200 270 180 280 150 400 150 150 150 300 30 30 100 90 70 180 165 324 133 203 90 509 36 94 275 18 55 56 75 108 20 105 75 79 84 71 210 80 49 270 39 49 21 39 Adequate Storage? (Yes or No) Yes No No No Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes PM Peak Hour 95th Percentile Queue (ft) 252 445 45 259 448 366 62 73 203 34 127 65 42 24 59 264 234 24 213 128 99 147 97 169 34 18 29 226 Adequate Storage? (Yes or No) Yes No Yes No No No Yes Yes Yes Yes No Yes Yes Yes Yes Yes No Yes No Yes Yes Yes No No Yes Yes Yes No
30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,600 9,660 2,040 1,920 1.04 1.04 1.10 1.04 42.1 E 10,060 1.09 35.9 E 10,030 1.08 --2,280 1.23 --1,810 0.98 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,240 1.21 --1,810 0.98 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,240 1.21 --1,810 0.98 Weaving Segment - Refer to Weave Table --* F 8,920 1.21 --2,060 1.11 --2,020 1.09 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,340 1.26 --2,020 1.09 --* F 10,130 1.37 30.7 D 9,150 0.99 --2,710 1.46 --2,010 1.09 39.0 E 8,700 1.18 34.4 D 8,160 1.10 --2,710 1.46 --2,360 1.28 39.0 E 8,700 1.18 33.7 D 8,040 1.09 --2,710 1.46 --2,360 1.28 43.6 --* --E F ---
1,980 1,920
1.07 1.04
---
---
2,060 1,920 8,730 2,030 2,160
1.11 1.04 1.18 1.10 1.17
----* ---
--F ---
2,030 2,210 8,850 8,740 2,300 2,210 7,340 7,480 2,300 2,210 7,340 7,390 2,300 2,210
1.10 1.19 1.20 0.94 1.24 1.19 0.99 1.01 1.24 1.19 0.99 1.00 1.24 1.19
----* 38.9 ----* --* ----* --* ---
--F E --F F --F F ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 5,540 8,000 1,570 2,020 4,810 6,960 1,850 2,240 4,810 5,910 1,490 1,770 0.75 1.08 0.85 1.09 0.65 0.94 1.00 1.21 0.52 0.80 0.81 0.96 24.1 40.4 --19.6 30.4 --15.9 25.5 --C E --C D --B C --6,490 7,400 2,040 1,800 5,450 5,970 2,450 2,000 5,680 5,170 2,000 1,580 0.88 1.00 1.10 0.97 0.74 0.81 1.32 1.08 0.61 0.70 1.08 0.85 31.3 36.0 --22.3 24.7 --20.6 24.6 --D E --C C --C C ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 Notes: 1. Peak hour capacity and traffic volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS): General Purpose (GP) lane LOS is based on density except when demand-to-capacity (D/C) ratio is greater than or equal to 1.0, which is LOS F. 4. Peak hour capacities for freeway lanes include 1,850 vph for each GP lane and a single High Occupancy Vehicle (HOV) lane. 5. * Density is in excess of 45 pc/mi/ln; therefore LOS is F. GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 3,180 4,010 4,350 4,200 0.86 0.72 1.18 1.14 17.0 21.5 --* 42.9 B C F E 2,770 3,080 3,530 4,120 0.75 0.55 0.95 1.11 14.8 16.5 30.4 40.9 B B D E
PARSONS
Long Beach Area
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 970 800 590 1,120 300 470 530 1,220 1,420 930 650 440 750 660 650 150 420 350 420 90 0.32 0.53 0.39 0.37 0.20 0.31 0.35 0.41 0.47 0.62 0.43 0.29 0.50 0.44 0.43 0.10 0.28 0.23 0.28 0.06 13.6 45.0 24.9 17.5 42.5 22.0 27.0 14.0 17.2 35.2 23.9 34.9 29.4 23.1 24.7 53.6 26.7 55.1 35.4 34.7 B F C B F C C F B F C F D F C F F F E D 960 610 280 1,380 370 640 570 810 1,920 1,460 350 310 620 350 750 280 530 270 300 120 0.32 0.41 0.19 0.46 0.25 0.43 0.38 0.27 0.64 0.97 0.23 0.21 0.41 0.23 0.50 0.19 0.35 0.18 0.20 0.08 15.5 50.5 27.3 20.1 42.9 22.3 32.0 13.1 21.5 33.9 26.4 41.4 29.9 24.7 29.4 60.7 26.8 63.9 35.8 37.8 B F C F F C D F C F C F D F F F F F E F
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,030 490 770 1,230 560 270 720 1,050 1,060 1,060 550 1,120 620 0.69 0.33 0.51 0.41 0.37 0.18 0.48 0.70 0.71 0.71 0.37 0.75 0.41 30.9 19.2 19.9 14.1 22.5 23.2 17.9 35.6 0.2 19.1 35.0 35.8 24.6 D B B B C C B E A B E E C 980 540 690 1,480 450 320 1,040 1,430 1,630 1,400 580 1,020 800 0.65 0.36 0.46 0.49 0.30 0.21 0.69 0.95 1.09 0.93 0.39 0.68 0.53 34.7 22.2 22.0 15.3 21.4 21.7 19.4 35.6 5.1 20.8 31.0 30.9 21.7 D C C B C C B E A C D D C
Carson St
Studebaker Rd
Freeway - to - Freeway Branch Connectors7 I-605 SB to I-405 NB I-605 SB/7th St to I-405 NB I-405 SB to I-605 NB I-605 SB/I-405 SB to 7th St 7th St to I-605 NB/I-405 NB 7th St to I-405 NB 1 2 2 1 2 1 1,800 3,600 3,600 1,800 3,600 1,800 790 1,500 1,250 2,050 1,060 720 0.44 0.42 0.35 1.14 0.29 0.40 ------------960 1,440 980 1,040 1,230 420 0.53 0.40 0.27 0.58 0.34 0.23 -------------
PARSONS
Long Beach Area
Year 2020 Weaving Segment Location Alternative 2 Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 5.0 A 3.8 A 16.2 B 22.5 C 45.4 47.7 41.2 52.4 46.9 33.1 45.1 F F E F F D F 70.9 41.3 68.0 47.8 40.8 43.9 45.4 F E F F E F F LOS2 PM Peak Hour Density1 LOS2
PARSONS
Long Beach Area
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 10,370 10,440 2,200 2,070 1.12 1.13 1.19 1.12 F 10,870 1.18 E 10,840 1.17 -2,460 1.33 --1,960 1.06 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,420 1.31 --1,960 1.06 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,420 1.31 --1,960 1.06 Weaving Segment - Refer to Weave Table --* F 9,640 1.30 --2,220 1.20 --2,180 1.18 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,540 1.37 --2,180 1.18 --* F 10,950 1.48 35.1 E 9,890 1.07 --2,930 1.58 --2,170 1.17 45.0 E 9,400 1.27 40.5 E 8,830 1.19 --2,930 1.58 --2,560 1.38 45.0 E 9,400 1.27 39.4 E 8,690 1.17 --2,930 1.58 --2,560 1.38 --* 43.2 ---* --* --F F ---
2,140 2,070
1.16 1.12
---
---
2,220 2,070 9,440 2,190 2,330
1.20 1.12 1.28 1.18 1.26
--
---* ---
--F ---
2,190 2,380 9,560 9,450 2,490 2,380 7,940 8,090 2,490 2,380 7,940 7,990 2,490 2,380
1.18 1.29 1.29 1.02 1.35 1.29 1.07 1.09 1.35 1.29 1.07 1.08 1.35 1.29
----* 44.7 ----* --* ----* --* ---
--F E --F F --F F ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 5,990 8,650 1,700 2,180 5,210 7,520 2,000 2,420 5,200 6,390 1,610 1,910 0.81 1.17 0.92 1.18 0.70 1.02 1.08 1.31 0.56 0.86 0.87 1.03 26.2 --* --21.2 34.7 --17.2 28.0 --D F --C D --B D --7,020 8,000 2,200 1,950 5,900 6,450 2,650 2,160 6,140 5,580 2,160 1,710 0.95 1.08 1.19 1.05 0.80 0.87 1.43 1.17 0.66 0.75 1.17 0.92 34.7 42.2 --24.4 27.2 --22.3 26.6 --D E --C D --C D ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 3,180 4,010 4,350 4,200 0.86 0.72 1.18 1.14 17.0 21.5 --* 42.9 B C F E 2,770 3,080 3,530 4,120 0.75 0.55 0.95 1.11 14.8 16.5 30.4 40.9 B B D E
PARSONS
Long Beach Area
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,040 870 640 1,210 330 510 570 1,320 1,530 1,010 710 470 820 710 710 160 460 380 450 100 0.35 0.58 0.43 0.40 0.22 0.34 0.38 0.44 0.51 0.67 0.47 0.31 0.55 0.47 0.47 0.11 0.31 0.25 0.30 0.07 15.7 48.2 26.7 19.7 45.8 23.5 29.5 16.0 19.5 37.3 26.6 37.4 32.2 24.1 27.5 58.3 28.1 59.7 38.1 37.4 B F F B F C D F B F C F D F F F F F E E 1,040 660 300 1,490 400 690 620 870 2,080 1,580 380 340 670 370 810 300 580 300 330 130 0.35 0.44 0.20 0.50 0.27 0.46 0.41 0.29 0.69 1.05 0.25 0.23 0.45 0.25 0.54 0.20 0.39 0.20 0.22 0.09 17.8 54.3 29.6 22.6 46.2 23.7 35.0 15.0 24.2 35.4 29.4 44.5 32.7 26.1 32.6 65.8 28.1 69.2 38.6 40.7 F F F F F F F F F F F F F F F F F F F F
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,110 530 830 1,330 600 300 780 1,130 1,140 1,150 600 1,210 670 0.74 0.35 0.55 0.44 0.40 0.20 0.52 0.75 0.76 0.77 0.40 0.81 0.45 33.3 20.4 20.8 16.2 23.5 24.5 18.6 38.2 0.6 20.0 37.7 38.5 26.2 D C C B F F B E A C E E C 1,060 590 740 1,600 490 350 1,120 1,550 1,760 1,520 630 1,110 870 0.71 0.39 0.49 0.53 0.33 0.23 0.75 1.03 1.17 1.01 0.42 0.74 0.58 37.4 23.6 23.1 17.5 22.5 22.9 20.0 38.3 7.5 21.8 33.3 33.2 23.1 E C C B C C B E A C D D C
Carson St
Studebaker Rd
Freeway - to - Freeway Branch Connectors7 I-605 SB to I-405 NB I-605 SB/7th St to I-405 NB I-405 SB to I-605 NB I-605 SB/I-405 SB to 7th St 7th St to I-605 NB/I-405 NB 7th St to I-405 NB 1 2 2 1 2 1 1,800 3,600 3,600 1,800 3,600 1,800 850 1,630 1,350 2,050 510 780 0.47 0.45 0.38 1.14 0.14 0.43 ------------1,040 1,550 1,060 1,040 380 460 0.58 0.43 0.29 0.58 0.11 0.26 -------------
PARSONS
Long Beach Area
Year 2040 Weaving Segment Location Alternative 2 Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 5.0 A 3.8 A 16.2 B 22.5 C 50.3 37.2 45.8 57.9 51.7 36.2 49.7 F E F F F E F 78.3 45.2 74.9 51.5 45.1 48.0 50.3 F F F F F F F LOS2 PM Peak Hour Density1 LOS2
PARSONS
Long Beach Area
Year 2009 Traffic Control Intersection # Intersection Location Existing Traffic AM Peak Hour V/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig 0.95 1.01 0.47 0.72 0.83 0.97 0.68 92.9 73.6 22.3 32.9 112.9 23.1 12.2 F E C C F C B 0.58 0.15 0.24 0.55 0.23 0.40 0.76 0.79 0.84 0.35 0.22 0.19 0.50 0.19 0.40 0.76 0.32 0.26 0.41 0.49 0.28 0.84 0.63 0.06 0.12 0.44 0.14 0.72 1.07 0.15 0.25 0.48 0.27 0.54 0.11 0.87 0.73 0.28 0.50 0.15 0.46 0.49 0.72 0.39 Avg Delay (sec) 21.9 --14.8 --48.1 26.2 13.5 ------31.1 --9.3 --81.2 31.3 --14.4 -51.5 86.8 ----11.3 -86.6 19.4 -4.0 13.8 9.2 16.0 17.6 18.8 LOS C --B --D C B ------C --A --F C --B -D F ----B -F B -A B N/A A B B C N/A 1.03 0.91 0.73 0.88 0.72 0.73 0.74 82.6 90.3 22.5 30.3 31.1 24.7 15.7 F F C C C C B 0.74 0.74 0.82 0.65 23.3 22.1 17.1 59.9 C C B F PM Peak Hour V/C 0.61 0.25 0.20 0.66 0.45 0.32 0.76 0.60 0.81 0.34 0.21 0.18 0.38 0.23 0.31 0.92 0.30 0.38 0.48 0.35 0.18 0.92 0.97 0.09 0.26 0.45 0.13 0.74 0.77 0.17 0.20 0.38 0.19 0.45 0.20 0.59 0.75 0.39 0.55 0.04 Avg Delay (sec) 17.8 --12.4 --35.1 18.4 11.1 ------66.2 --11.9 --40.1 72.8 --13.4 -102.8 30.4 ----13.7 -21.3 25.2 -4.3 10.8 LOS B --B --D B B ------E --B --D E --B -F C ----B -C C -A B No Build Traffic on No Build Geometry AM Peak Hour D/C 0.57 0.22 0.33 0.59 0.31 0.52 0.79 0.68 0.76 0.38 0.38 0.23 0.53 0.22 0.43 0.75 0.35 0.28 0.51 0.53 0.31 1.01 0.65 0.06 0.12 0.52 0.16 0.78 1.33 0.39 0.31 0.52 0.41 0.78 0.13 0.84 0.86 0.30 0.51 0.86 0.65 0.54 0.46 0.91 0.43 0.65 0.94 1.04 0.53 0.71 0.79 1.03 0.69 Avg Delay (sec) 22.3 --21.8 --31.1 14.2 10.5 ------31.2 --10.8 --48.8 26.4 --10.0 -44.4 147.9 ----17.7 -13.6 18.9 -2.6 68.4 8.4 9.3 12.8 21.3 21.3 14.1 49.2 68.9 38.8 24.5 31.2 35.8 14.8 LOS C --C --C B B ------C --B --D C --B -D F ----B -B B -A F A A B C C B D E D C C D B PM Peak Hour D/C 0.68 0.33 0.33 0.76 0.35 0.49 0.84 0.65 0.79 0.38 0.23 0.22 0.41 0.25 0.48 0.89 0.46 0.41 0.53 0.37 0.19 1.01 1.00 0.12 0.32 0.47 0.17 1.02 0.87 0.19 0.21 0.47 0.23 0.61 0.22 0.66 0.83 0.46 0.47 0.34 0.66 0.78 0.79 0.93 0.61 1.07 0.95 0.98 0.70 0.94 0.81 0.87 0.81 Avg Delay (sec) 23.8 --20.6 --33.7 10.9 8.2 ------43.0 --10.6 --54.4 42.1 --16.0 -35.1 40.4 ----11.8 -10.3 20.5 -4.7 16.2 5.8 13.8 28.0 25.8 88.7 110.1 35.9 47.9 20.4 22.7 32.0 14.6 19.2 LOS C --C --C B A ------D --B --D D --B -D D ----B -B C -A C A B C C F F D D C C C B B Alternative 2 Traffic on No Build Geometry AM Peak Hour D/C 0.58 0.24 0.37 0.60 0.33 0.51 0.78 0.68 0.69 0.42 0.39 0.23 0.54 0.22 0.42 0.75 0.33 0.31 0.52 0.51 0.30 0.98 0.62 0.08 0.12 0.52 0.31 0.88 1.41 0.44 0.29 0.51 0.44 0.69 0.10 0.82 0.83 0.29 0.54 0.90 0.65 0.59 0.49 0.97 0.62 0.73 0.96 1.09 0.51 0.73 0.82 1.07 0.71 Avg Delay (sec) 19.1 --20.1 --34.4 14.5 7.9 ------28.3 --10.5 --39.0 27.4 --10.4 -54.7 203.6 ----15.3 -13.8 17.9 -3.3 61.5 8.9 8.5 13.0 30.9 28.6 16.0 51.2 74.9 39.7 24.0 45.2 46.4 15.8 LOS B --C --C B A ------C --B --D C --B -D F ----B -B B -A F A A B C D B D E D C D D B PM Peak Hour D/C 0.67 0.32 0.36 0.75 0.36 0.46 0.84 0.57 0.74 0.42 0.20 0.23 0.41 0.25 0.47 0.90 0.45 0.43 0.53 0.36 0.18 1.16 1.03 0.14 0.25 0.48 0.20 1.25 0.88 0.23 0.21 0.46 0.26 0.59 0.19 0.70 0.83 0.40 0.52 0.61 0.65 0.79 0.83 0.98 1.14 1.15 0.99 0.98 0.64 0.96 0.83 0.90 0.81 Avg Delay (sec) 20.3 --16.5 --31.2 9.8 7.7 ------44.3 --11.6 --78.7 41.2 --14.1 -79.6 54.3 ----11.8 -11.3 20.2 -2.7 31.4 6.1 15.0 28.9 30.1 172.9 131.2 39.9 46.3 19.3 24.8 41.7 16.1 19.2 LOS C --B --C A A ------D --B --E D --B -E D ----B -B C -A D A B C C F F D D B C D B B Year 2020 Adverse Cumulative Effect No Build Traffic on No Build Geometry AM Peak Hour D/C 0.57 0.22 0.33 0.59 0.31 0.52 0.79 0.68 0.76 0.38 0.38 0.23 0.53 0.22 0.43 0.75 0.35 0.28 0.51 0.53 0.31 1.01 0.65 0.06 0.12 0.52 0.16 0.78 1.33 0.39 0.31 0.52 0.41 0.78 0.13 0.84 0.86 0.30 0.51 0.86 0.65 0.54 0.46 0.91 0.43 0.65 0.94 1.04 0.53 0.71 0.79 1.03 0.69 Avg Delay (sec) 22.3 --21.8 --31.1 14.2 10.5 ------31.2 --10.8 --48.8 26.4 --10.0 -44.4 147.9 ----17.7 -13.6 18.9 -2.6 68.4 8.4 9.3 12.8 21.3 21.3 14.1 49.2 68.9 38.8 24.5 31.2 35.8 14.8 LOS C --C --C B B ------C --B --D C --B -D F ----B -B B -A F A A B C C B D E D C C D B PM Peak Hour D/C 0.68 0.33 0.33 0.76 0.35 0.49 0.84 0.65 0.79 0.38 0.23 0.22 0.41 0.25 0.48 0.89 0.46 0.41 0.53 0.37 0.19 1.01 1.00 0.12 0.32 0.47 0.17 1.02 0.87 0.19 0.21 0.47 0.23 0.61 0.22 0.66 0.83 0.46 0.47 0.34 0.66 0.78 0.79 0.93 0.61 1.07 0.95 0.98 0.70 0.94 0.81 0.87 0.81 Avg Delay (sec) 23.8 --20.6 --33.7 10.9 8.2 ------43.0 --10.6 --54.4 42.1 --16.0 -35.1 40.4 ----11.8 -10.3 20.5 -4.7 16.2 5.8 13.8 28.0 25.8 88.7 110.1 35.9 47.9 20.4 22.7 32.0 14.6 19.2 LOS C --C --C B A ------D --B --D D --B -D D ----B -B C -A C A B C C F F D D C C C B B 0.46 0.94 0.93 0.54 0.75 0.76 1.02 0.71 10.8 37.9 32.9 34.3 10.0 15.3 35.6 15.8 B D C C B B D B Alternative 2 Traffic on Alternative 2 Geometry including Measures AM Peak Hour D/C 0.58 0.24 0.37 0.60 0.33 0.51 0.78 0.68 0.69 0.42 0.39 0.23 0.54 0.22 0.42 0.75 0.33 0.31 0.52 0.51 0.30 1.02 0.62 0.08 0.12 0.52 0.31 0.86 1.22 0.44 0.29 0.51 0.44 0.69 0.10 0.82 0.83 0.29 0.54 0.65 0.59 0.49 0.97 Avg Delay (sec) 19.1 --20.1 --34.4 14.5 7.9 ------28.3 --10.5 --78.0 27.4 --10.4 -30.7 136.3 ----15.3 -13.8 17.9 -3.3 8.9 8.5 13.0 30.9 LOS B --C --C B A ------C --B --E C --B -C F ----B -B B -A N/A A A B C N/A 0.73 0.96 0.87 0.58 0.82 0.78 0.88 0.81 12.5 39.4 32.8 25.7 15.2 35.0 16.3 19.2 B D C C B C B B 0.65 0.79 0.83 0.98 6.1 15.0 28.9 30.1 A B C C PM Peak Hour D/C 0.67 0.32 0.36 0.75 0.36 0.46 0.84 0.57 0.74 0.42 0.20 0.23 0.41 0.25 0.47 0.90 0.45 0.43 0.53 0.36 0.18 0.99 1.03 0.14 0.25 0.48 0.20 1.09 0.77 0.23 0.21 0.46 0.26 0.59 0.19 0.70 0.83 0.40 0.52 Avg Delay (sec) 20.3 --16.5 --31.2 9.8 7.7 ------44.3 --11.6 --43.8 41.2 --14.1 -44.1 37.4 ----11.8 -11.3 20.2 -2.7 LOS C --B --C A A ------D --B --D D --B -D D ----B -B C -A Adverse Cumulative Effect
East/West Street 1 2 Carson St at I-605 3 4 5 6 7 Lakewood Blvd/ Willow St at I-405 Carson St Carson St Carson St Carson St Carson St Carson St Carson St Spring St/Cerritos Ave Spring St/Cerritos Ave I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 NB Loop Off Ramp I-405 NB Loop On Ramp I-405 SB Loop On Ramp I-405 SB Direct Off Ramp Willow St Willow St Willow St I-405 NB Off Ramp I-405 NB Loop On Ramp I-405 NB Direct On Ramp Willow St Los Coyotes Diagonal Los Coyotes Diagonal I-405 SB Loop Off Ramp Los Coyotes Diagonal Los Coyotes Diagonal Willow St Willow St I-405 NB Direct Off Ramp I-405 NB Direct On Ramp I-405 SB Direct Off Ramp I-405 SB Direct On Ramp I-405 NB Direct Off Ramp I-405 NB Loop On Ramp Woodruff Ave Stearns St Stearns St I-405 NB Direct On Ramp I-405 SB Direct Off Ramp Atherton St SR-22 WB On/Off Ramp SR-22 EB On/Off Ramp SR-22 WB On/Off Ramp 7th St 7th St Pacific Coast Highway 7th St 7th St 7th St 7th St
AM N --N --N N N ------N --N --N N --N -N Y ----N -N N -N N N N N N N Y N N N N N
PM N --N --N N N ------N --N N N Y N --N -Y N ----N -N N -N N N N N Y N N N N N N N
8 9 10 11
Bellflower Blvd/ Los Coyotes Diagonal at I405
12 13 14 15 16 17
18 19 20
Palo Verde/ Stearns St at I-405
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36
7th St
PARSONS
Long Beach Area
Year 2009 Traffic Control Intersection # Intersection Location Existing Traffic AM Peak Hour V/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig 0.58 0.15 0.24 0.55 0.23 0.40 0.76 0.79 0.84 0.35 0.22 0.19 0.50 0.19 0.40 0.76 0.32 0.26 0.41 0.49 0.28 0.84 0.63 0.06 0.12 0.44 0.14 0.72 1.07 0.15 0.25 0.48 0.27 0.54 0.11 0.87 0.73 0.28 0.50 0.15 0.46 0.49 0.72 0.39 0.95 1.01 0.47 0.72 0.83 0.97 0.68 Avg Delay (sec) 21.9 --14.8 --48.1 26.2 13.5 ------31.1 --9.3 --81.2 31.3 --14.4 -51.5 86.8 ----11.3 -86.6 19.4 -4.0 13.8 9.2 16.0 17.6 18.8 92.9 73.6 22.3 32.9 112.9 23.1 12.2 LOS C --B --D C B ------C --A --F C --B -D F ----B -F B -A B N/A A B B C N/A F E C C F C B 1.03 0.91 0.73 0.88 0.72 0.73 0.74 82.6 90.3 22.5 30.3 31.1 24.7 15.7 F F C C C C B 0.74 0.74 0.82 0.65 23.3 22.1 17.1 59.9 C C B F PM Peak Hour V/C 0.61 0.25 0.20 0.66 0.45 0.32 0.76 0.60 0.81 0.34 0.21 0.18 0.38 0.23 0.31 0.92 0.30 0.38 0.48 0.35 0.18 0.92 0.97 0.09 0.26 0.45 0.13 0.74 0.77 0.17 0.20 0.38 0.19 0.45 0.20 0.59 0.75 0.39 0.55 0.04 Avg Delay (sec) 17.8 --12.4 --35.1 18.4 11.1 ------66.2 --11.9 --40.1 72.8 --13.4 -102.8 30.4 ----13.7 -21.3 25.2 -4.3 10.8 LOS B --B --D B B ------E --B --D E --B -F C ----B -C C -A B No Build Traffic on No Build Geometry AM Peak Hour D/C 0.62 0.24 0.35 0.63 0.33 0.56 0.86 0.74 0.82 0.41 0.41 0.25 0.57 0.24 0.46 0.81 0.37 0.31 0.55 0.57 0.33 1.09 0.70 0.07 0.13 0.56 0.18 0.87 1.44 0.42 0.34 0.56 0.45 0.95 0.14 0.91 0.94 0.33 0.55 1.02 0.71 0.60 0.50 0.99 0.51 0.71 1.02 1.13 0.57 0.77 0.85 1.12 0.82 Avg Delay (sec) 22.4 --23.6 --35.1 15.4 11.6 ------33.6 --11.6 --67.3 26.9 --10.6 -48.8 180.5 ----21.2 -15.9 22.0 -2.8 98.3 9.1 10.7 13.1 30.4 25.3 15.5 65.8 82.4 39.1 25.7 53.1 55.8 17.1 LOS C --C --D B B ------C --B --E C --B -D F ----C -B C -A F A B B C D B E F D C D E B PM Peak Hour D/C 0.73 0.36 0.36 0.82 0.37 0.53 0.92 0.71 0.86 0.41 0.25 0.23 0.44 0.27 0.52 0.93 0.50 0.44 0.58 0.40 0.20 1.09 1.13 0.13 0.34 0.51 0.18 1.18 0.94 0.20 0.23 0.51 0.25 0.70 0.23 0.72 0.92 0.50 0.51 0.33 0.72 0.85 0.86 1.03 0.84 1.16 1.03 1.06 0.82 1.02 0.87 0.96 0.86 Avg Delay (sec) 24.5 --23.2 --43.9 12.0 9.8 ------48.4 --11.3 --70.6 56.8 --16.8 -45.4 51.5 ----12.6 -11.3 24.4 -4.9 15.7 7.0 15.7 30.4 37.1 152.1 147.2 58.7 63.0 32.1 50.8 58.5 16.7 23.7 LOS C --C --D B A ------D --B --E E --B -D D ----B -B C -A C A B C D F F E E C D E B C Alternative 2 Traffic on No Build Geometry AM Peak Hour D/C 0.63 0.26 0.40 0.65 0.35 0.55 0.86 0.74 0.75 0.46 0.43 0.25 0.58 0.24 0.45 0.79 0.36 0.34 0.57 0.56 0.32 1.05 0.67 0.08 0.13 0.56 0.33 0.99 1.53 0.47 0.31 0.55 0.47 0.82 0.11 0.89 0.91 0.31 0.58 1.04 0.71 0.65 0.54 1.06 0.75 0.79 1.04 1.18 0.55 0.79 0.89 1.17 0.77 Avg Delay (sec) 19.3 --21.9 --41.9 15.7 8.7 ------32.2 --11.3 --55.0 27.7 --11.0 -60.7 242.2 ----17.4 -15.9 20.3 -3.6 81.3 9.7 9.5 13.4 45.2 38.1 19.0 70.0 92.7 40.2 25.4 68.4 68.7 18.0 LOS B --C --D B A ------C --B --D C --B -E F ----B -B C -A F A A B D E B E F D C E E B PM Peak Hour D/C 0.73 0.34 0.39 0.81 0.39 0.49 0.93 0.62 0.81 0.45 0.21 0.25 0.44 0.27 0.51 1.02 0.49 0.46 0.58 0.39 0.19 1.25 1.13 0.15 0.27 0.52 0.21 1.41 0.95 0.25 0.23 0.50 0.28 0.72 0.20 0.76 0.92 0.43 0.56 0.65 0.72 0.86 0.89 1.09 1.59 1.24 1.07 1.06 0.74 1.04 0.90 0.99 0.86 Avg Delay (sec) 21.0 --18.1 --39.0 10.8 8.6 ------52.0 --12.2 --106.3 54.2 --14.8 -101.4 81.3 ----13.3 -12.1 23.9 -2.8 33.1 7.0 17.1 31.8 43.9 311.8 167.4 64.9 60.9 31.4 55.7 66.0 19.0 23.4 LOS C --B --D B A ------D --B --F D --B -F F ----B -B C -A D A B C D F F E E C E E B C AM N --N --N N N ------N --N --N N --N -N Y ----N -N N -N N N N N N Y Y N N Y Y N PM N --N --N N N ------N --N N N Y N --N -Y Y ----N -N N -N N N N N Y Y N N Y Y N N Year 2040 Adverse Cumulative Effect No Build Traffic on No Build Geometry AM Peak Hour D/C 0.62 0.24 0.35 0.63 0.33 0.56 0.86 0.74 0.82 0.41 0.41 0.25 0.57 0.24 0.46 0.81 0.37 0.31 0.55 0.57 0.33 1.09 0.70 0.07 0.13 0.56 0.18 0.87 1.44 0.42 0.34 0.56 0.45 0.95 0.14 0.91 0.94 0.33 0.55 1.02 0.71 0.60 0.50 0.99 0.51 0.71 1.02 1.13 0.57 0.77 0.85 1.12 0.82 Avg Delay (sec) 22.4 --23.6 --35.1 15.4 11.6 ------33.6 --11.6 --67.3 26.9 --10.6 -48.8 180.5 ----21.2 -15.9 22.0 -2.8 98.3 9.1 10.7 13.1 30.4 25.3 15.5 65.8 82.4 39.1 25.7 53.1 55.8 17.1 LOS C --C --D B B ------C --B --E C --B -D F ----C -B C -A F A B B C D B E F D C D E B PM Peak Hour D/C 0.73 0.36 0.36 0.82 0.37 0.53 0.92 0.71 0.86 0.41 0.25 0.23 0.44 0.27 0.52 0.93 0.50 0.44 0.58 0.40 0.20 1.09 1.13 0.13 0.34 0.51 0.18 1.18 0.94 0.20 0.23 0.51 0.25 0.70 0.23 0.72 0.92 0.50 0.51 0.33 0.72 0.85 0.86 1.03 0.84 1.16 1.03 1.06 0.82 1.02 0.87 0.96 0.86 Avg Delay (sec) 24.5 --23.2 --43.9 12.0 9.8 ------48.4 --11.3 --70.6 56.8 --16.8 -45.4 51.5 ----12.6 -11.3 24.4 -4.9 15.7 7.0 15.7 30.4 37.1 152.1 147.2 58.7 63.0 32.1 50.8 58.5 16.7 23.7 LOS C --C --D B A ------D --B --E E --B -D D ----B -B C -A C A B C D F F E E C D E B C Alternative 2 Traffic on Alternative 2 Geometry including Measures AM Peak Hour D/C 0.63 0.26 0.40 0.65 0.35 0.55 0.86 0.74 0.75 0.46 0.43 0.25 0.58 0.24 0.45 0.79 0.36 0.34 0.57 0.56 0.32 1.07 0.67 0.08 0.13 0.56 0.33 0.86 1.38 0.47 0.31 0.55 0.47 0.82 0.11 0.89 0.91 0.31 0.58 0.71 0.65 0.54 1.06 0.48 1.02 1.01 0.58 0.81 0.77 1.11 0.77 Avg Delay (sec) 19.3 --21.9 --41.9 15.7 8.7 ------32.2 --11.3 --56.6 27.7 --11.0 -46.1 167.9 ----17.4 -15.9 20.3 -3.6 9.7 9.5 13.4 45.2 12.6 42.9 42.8 36.7 14.1 7.8 51.8 18.0 LOS B --C --D B A ------C --B --E C --B -D F ----B -B C -A N/A A A B D N/A B D D D B A D B 0.70 1.04 0.95 0.63 0.88 0.83 0.97 0.86 30.1 48.5 39.3 30.9 18.8 8.3 25.8 23.4 C D D C B A C C 0.72 0.86 0.89 1.09 7.0 17.1 31.8 43.9 A B C D PM Peak Hour D/C 0.73 0.34 0.39 0.81 0.39 0.49 0.93 0.62 0.81 0.45 0.21 0.25 0.44 0.27 0.51 1.02 0.49 0.46 0.58 0.39 0.19 1.08 1.13 0.15 0.27 0.52 0.21 1.17 0.85 0.25 0.23 0.50 0.28 0.72 0.20 0.76 0.92 0.43 0.56 Avg Delay (sec) 21.0 --18.1 --39.0 10.8 8.6 ------52.0 --12.2 --53.1 54.2 --14.8 -71.7 64.1 ----13.3 -12.1 23.9 -2.8 LOS C --B --D B A ------D --B --D D --B -E E ----B -B C -A AM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N N N N N N N N PM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N N N N N N N N Adverse Cumulative Effect
3 4 5 6
8 9 10
Bellflower Blvd/ Los Coyotes Diagonal at I405
7th St
PARSONS
Long Beach Area
Table 5-13: Year 2020 Alternative 2 vs. Year 2020 No Build Alternative Mainline Comparison
Mainline Location Lane Type Direction Traffic Lanes Capacity Demand Volume 1 I-405 Mainline
1,4
9,810 10,090 2,190 1,960 9,730 9,670 2,190 1,960 9,460 9,110 2,080 2,080 9,420 8,790 2,080 1,990 9,890 9,420 2,080 2,060 9,560 9,090 2,790 2,060 7,940 7,830 2,790 2,060 7,940 7,690 2,790 2,060 7,420 7,280 1,900 1,740 6,330 5,840 2,450 1,840 5,740 5,140 2,220 1,470 3,160 2,870 4,010 3,900
Year 2020 Alternative 2 Conditions AM Peak Hour PM Peak Hour LOS3 Traffic Demand Volume1
9,600 9,660 2,040 1,920 9,170 9,310 1,980 1,920 8,480 8,820 2,060 1,920 8,690 8,730 2,030 2,160 9,200 9,150 2,030 2,210 8,850 8,740 2,300 2,210 7,340 7,480 2,300 2,210 7,340 7,390 2,300 2,210 5,540 8,000 1,570 2,020 4,810 6,960 1,850 2,240 4,810 5,910 1,490 1,770 3,180 4,010 4,350 4,200
D/C
Density2
D/C
Density2
Traffic Demand LOS3 Volume1 I-405 Mainline

10,060 10,030 2,280 1,810 10,140 9,650 2,240 1,810 9,890 9,190 2,240 1,810 9,940 8,920 2,060 2,020 10,400 9,450 2,340 2,020 10,130 9,150 2,710 2,010 8,700 8,160 2,710 2,360 8,700 8,040 2,710 2,360 6,490 7,400 2,040 1,800 5,450 5,970 2,450 2,000 5,680 5,170 2,000 1,580 2,770 3,080 3,530 4,120
D/C
Density2
5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 4 4 1 1 4 4 1 1 5 4 1 1 2 3 2 2
9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 3,700 5,550 3,700 3,700
9,530 9,720 1,860 1,820 9,030 9,290 1,860 1,820 8,320 8,690 1,730 1,910 8,430 8,530 1,730 2,060 8,930 8,986 1,730 2,140 8,600 8,550 2,490 2,140 6,910 7,150 2,490 2,140 6,910 7,050 2,490 2,140 5,900 7,750 1,510 1,940 5,120 6,720 1,870 2,140 5,120 5,660 1,690 1,660 3,270 3,690 4,390 3,910
1.03 1.05 1.01 0.98 0.98 1.00 1.01 0.98 0.90 0.94 0.94 1.03 0.91 1.15 0.94 1.11 0.97 0.97 0.94 1.16 1.16 0.92 1.35 1.16 0.93 0.97 1.35 1.16 0.93 0.95 1.35 1.16 0.80 1.05 0.82 1.05 0.69 0.91 1.01 1.16 0.55 0.76 0.91 0.90 0.88 0.66 1.19 1.06
E E ---See Weaving Table See Weaving Table --See Weaving Table See Weaving Table
--
41.5 36.3 --
--
--See Weaving Table

--
--
--* F ----See Weaving Table See Weaving Table ----* 29.7 --35.9 31.8 --35.9 31.1 --25.8 37.7 --20.9 28.8 --17.0 24.3 --17.5 19.7 --* 36.4 --F D --E D --E D --C E --C D --B C --B C F E
1.06 1.09 1.18 1.06 1.05 1.05 1.18 1.06 1.02 0.98 1.12 1.12 1.02 1.19 1.12 1.08 1.07 1.02 1.12 1.11 1.29 0.98 1.51 1.11 1.07 1.06 1.51 1.11 1.07 1.04 1.51 1.11 1.00 0.98 1.03 0.94 0.86 0.79 1.32 0.99 0.62 0.69 1.20 0.79 0.85 0.52 1.08 1.05
41.2 E --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table
----See Weaving Table
--* F ----See Weaving Table See Weaving Table ----* 38.5 --41.0 43.7 --41.0 42.2 --37.9 35.0 --26.6 24.1 --20.8 24.5 --16.9 15.3 38.4 36.2 --F E --E E --E E --E D --D C --C C --B B E E
1.04 1.04 1.10 1.04 0.99 1.01 1.07 1.04 0.92 0.95 1.11 1.04 0.94 1.18 1.10 1.17 0.99 0.99 1.10 1.19 1.20 0.94 1.24 1.19 0.99 1.01 1.24 1.19 0.99 1.00 1.24 1.19 0.75 1.08 0.85 1.09 0.65 0.94 1.00 1.21 0.52 0.80 0.81 0.96 0.86 0.72 1.18 1.14
42.1 E 35.9 E ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 30.7 --39.0 34.4 --39.0 33.7 --24.1 40.4 --19.6 30.4 --15.9 25.5 --17.0 21.5 --* 42.9 --F D --E D --E D --C E --C D --B C --B C F E
1.09 1.08 1.23 0.98 1.10 1.04 1.21 0.98 1.07 0.99 1.21 0.98 1.07 1.21 1.11 1.09 1.12 1.02 1.26 1.09 1.37 0.99 1.46 1.09 1.18 1.10 1.46 1.28 1.18 1.09 1.46 1.28 0.88 1.00 1.10 0.97 0.74 0.81 1.32 1.08 0.61 0.70 1.08 0.85 0.75 0.55 0.95 1.11
43.6 E --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 38.9 ----* --* ----* --* --31.3 36.0 --22.3 24.7 --20.6 24.6 --14.8 16.5 30.4 40.9 --F E --F F --F F --D E --C C --C C --B B D E
0.01 (0.01) 0.10 0.05 0.02 0.00 0.06 0.05 0.02 0.01 0.18 0.01 0.03 0.03 0.16 0.05 0.03 0.02 0.16 0.04 0.03 0.02 (0.10) 0.04 0.06 0.04 (0.10) 0.04 0.06 0.05 (0.10) 0.04 (0.05) 0.03 0.03 0.04 (0.04) 0.03 (0.01) 0.05 (0.03) 0.03 (0.11) 0.06 (0.02) 0.06 (0.01) 0.08
0.03 (0.01) 0.05 (0.08) 0.04 0.00 0.03 (0.08) 0.05 0.01 0.09 (0.15) 0.06 0.02 (0.01) 0.02 0.06 0.00 0.14 (0.02) 0.08 0.01 (0.04) (0.03) 0.10 0.04 (0.04) 0.16 0.10 0.05 (0.04) 0.16 (0.13) 0.02 0.08 0.03 (0.12) 0.02 0.00 0.09 (0.01) 0.00 (0.12) 0.06 (0.11) 0.04 (0.13) 0.06
Decrease PM LOS (E to F) Decrease PM LOS (E to F)
I-605 Mainline
I-605 Mainline
Improve PM LOS (E to D) Decrease PM LOS (D to E)
Improve PM LOS (D to C)
7th Street Mainline
7th Street Mainline
Improve PM LOS (E to D)
Parsons
Long Beach Area
1,4
Year 2040 No Build Alternative Conditions PM Peak Hour AM Peak Hour D/C Density2 LOS3 Traffic Demand Volume 1
10,610 10,910 2,370 2,120 10,531 10,460 2,370 2,120 10,220 9,850 2,250 2,240 10,180 9,500 2,250 2,150 10,680 10,180 2,250 2,230 10,330 9,830 3,020 2,230 8,590 8,460 3,020 2,230 8,590 8,310 3,020 2,230 8,020 7,870 2,050 1,880 6,840 6,310 2,050 1,880 6,200 5,560 2,650 1,990 3,420 3,100 4,340 4,210
Year 2040 Alternative 2 Conditions AM Peak Hour PM Peak Hour LOS3 Traffic Demand Volume 1
10,370 10,440 2,200 2,070 6,920 10,070 2,140 2,070 9,160 9,540 2,220 2,070 9,400 9,440 2,190 2,330 9,940 9,900 2,190 2,380 9,560 9,450 2,490 2,380 7,940 8,090 2,490 2,380 7,940 7,990 2,490 2,380 5,990 8,650 1,700 2,180 5,210 7,520 2,000 2,420 5,200 6,390 1,610 1,910 3,180 4,010 4,350 4,200
D/C
Density2
D/C
Density2
Traffic Demand LOS3 Volume 1 I-405 Mainline

10,870 10,840 2,460 1,960 10,950 10,440 2,420 1,960 10,700 9,940 2,420 1,960 10,740 9,640 2,220 2,180 11,250 10,220 2,540 2,180 10,950 9,890 2,930 2,170 9,400 8,830 2,930 2,560 9,400 8,690 2,930 2,560 7,020 8,000 2,200 1,950 5,900 6,450 2,650 2,160 6,140 5,580 2,160 1,710 2,770 3,080 3,530 4,120
D/C
Density2
5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 4 4 1 1 4 4 1 1 5 4 1 1 2 3 2 2
9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850
10,300 10,500 2,010 1,970 9,760 10,050 2,010 1,970 8,990 9,390 1,870 2,060 9,110 9,220 1,870 2,230 9,640 9,710 1,870 2,310 9,290 9,240 2,700 2,310 7,470 7,730 2,700 2,310 7,470 7,630 2,700 2,310 6,380 8,370 1,630 2,100 5,540 7,260 1,630 2,100 5,540 6,120 2,020 2,310 3,540 3,990 4,750 4,220
1.11 1.14 1.09 1.06 1.06 1.09 1.09 1.06 0.97 1.02 1.01 1.11 0.98 1.25 1.01 1.21 1.04 1.05 1.01 1.25 1.26 1.00 1.46 1.25 1.01 1.04 1.46 1.25 1.01 1.03 1.46 1.25 0.86 1.13 0.88 1.14 0.75 0.98 0.88 1.14 0.60 0.83 1.09 1.25 0.96 0.72 1.28 1.14
F E ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 33.7 --40.1 36.7 --40.1 35.8 --28.3 --* --22.7 32.6 --18.3 26.6 --18.9 21.4 --* 43.4 --F D --E E --E E --D F --C D --C D --C C F E
--* 43.9 --
1.15 1.18 1.28 1.15 1.14 1.13 1.28 1.15 1.10 1.06 1.22 1.21 1.10 1.28 1.22 1.16 1.15 1.10 1.22 1.21 1.40 1.06 1.63 1.21 1.16 1.14 1.63 1.21 1.16 1.12 1.63 1.21 1.08 1.06 1.11 1.02 0.92 0.85 1.11 1.02 0.67 0.75 1.43 1.08 0.92 0.56 1.17 1.14
--* F --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 44.1 ----* --* ----* --* --44.4 40.6 --29.6 26.5 --22.5 26.5 --18.3 16.6 --* 43.1 --F E --F F --F F --E E --D D --C D --C B F E
1.12 1.13 1.19 1.12 0.75 1.09 1.16 1.12 0.99 1.03 1.20 1.12 1.02 1.28 1.18 1.26 1.07 1.07 1.18 1.29 1.29 1.02 1.35 1.29 1.07 1.09 1.35 1.29 1.07 1.08 1.35 1.29 0.81 1.17 0.92 1.18 0.70 1.02 1.08 1.31 0.56 0.86 0.87 1.03 0.86 0.72 1.18 1.14
F E ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 35.1 --45.0 40.5 --45.0 39.4 --26.2 --* --21.2 34.7 --17.2 28.0 --17.0 21.5 --* 42.9 --F E --E E --E E --D F --C D --B D --B C F E
*'--* 43.2 --
1.18 1.17 1.33 1.06 1.18 1.13 1.31 1.06 1.16 1.07 1.31 1.06 1.16 1.30 1.20 1.18 1.22 1.10 1.37 1.18 1.48 1.07 1.58 1.17 1.27 1.19 1.58 1.38 1.27 1.17 1.58 1.38 0.95 1.08 1.19 1.05 0.80 0.87 1.43 1.17 0.66 0.75 1.17 0.92 0.75 0.55 0.95 1.11
--* F --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ----* 44.7 ----* --* ----* --* --34.7 42.2 --24.4 27.2 --22.3 26.6 --14.8 16.5 30.4 40.9 --F E --F F --F F --D E --C D --C D --B B D E
0.01 (0.01) 0.10 0.05 (0.31) 0.00 0.07 0.05 0.02 0.02 0.19 0.01 0.03 0.03 0.17 0.05 0.03 0.02 0.17 0.04 0.04 0.02 (0.11) 0.04 0.06 0.05 (0.11) 0.04 0.06 0.05 (0.11) 0.04 (0.05) 0.04 0.04 0.04 (0.04) 0.04 0.20 0.17 (0.04) 0.04 (0.22) (0.22) (0.10) 0.00 (0.11) (0.01)
0.03 (0.01) 0.05 (0.09) 0.05 0.00 0.03 (0.09) 0.05 0.01 0.09 (0.15) 0.06 0.02 (0.02) 0.02 0.06 0.00 0.16 (0.03) 0.08 0.01 (0.05) (0.03) 0.11 0.05 (0.05) 0.18 0.11 0.05 (0.05) 0.18
Decrease AM LOS (D to E)
7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 3,700 5,550 3,700 3,700
I-605 Mainline
I-605 Mainline
(0.14) 0.02 0.08 0.04 (0.13) 0.02 0.32 0.15 (0.01) 0.00 (0.26) (0.15) (0.18) 0.00 (0.22) (0.02) Improve PM LOS (E to D)
Improve AM LOS (C to B)
7th Street Mainline
7th Street Mainline

Improve AM/PM LOS (C to B) Improve PM LOS (F to D)
Parsons
FIGURE 5-5
WILLOW STREET AND BELLFLOWER BOULEVARD INTERSECTION
FIGURE 5-6
WILLOW STREET AND LOS COYOTES DIAGONAL INTERSECTION
FIGURE 5-7
WILLOW STREET AND
WOODRUFF AVENUE INTERSECTION PROPOSED IMPROVEMENTS
FIGURE 5-8
7th STREET AND CHANNEL DRIVE INTERSECTION
FIGURE 5-9
7th STREET AND E. CAMPUS DRIVE INTERSECTION
Long Beach Area

This section of the report provides an analysis of the study intersections and mainline freeway as well as the freeway/ramp junction locations for years 2020 and 2040 Alternative 3 conditions. Alternative 3 conditions analyses are based on forecasted years 2020 and 2040 Alternative 3 traffic volumes and year 2009 traffic control/lane geometrics at the study intersections and freeway segments and ramps within the study limits. As discussed in Section 4.1, geometric conditions and type of traffic control for years 2020 and 2040 are assumed to be unchanged from year 2009 Existing conditions. Intersection analysis worksheets for years 2020 and 2040 Alternative 3 conditions are provided in Appendix V.A. Freeway analyses worksheets for years 2020 and 2040 Alternative 3 conditions are provided in Appendix V.B. 6.1 Alternative 3 Traffic Volumes Year 2020 Alternative 3 intersection peak hour traffic volumes are presented in Figure 6-1. Year 2040 Alternative 3 intersection peak hour traffic volumes are presented in Figure 6-2. Years 2020 and 2040 Alternative 3 peak hour traffic volumes for the I-405 mainline, I-605 mainline and SR-22/7th Street mainline and all interchange ramps within the study area are illustrated in Figures 6-3 and 6-4, respectively. 6.2 Year 2020 Alternative 3 Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2020 Alternative 3 conditions, including traffic control at study intersections is provided in Table 6-1. The LOS analysis conducted for year 2020 Alternative 3 conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are anticipated to operating at LOS E or F during the AM or PM peak hours: Willow Street/Bellflower Boulevard (PM LOS = E and D/C = 1.15) Willow Street/Los Coyotes Diagonal (PM LOS = E and D/C = 1.26) Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.30) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 1.04) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and D/C = 0.32) 7th Street/Bellflower Boulevard (AM LOS = E and D/C = 1.09)
A comparison of year 2020 Alternative 3 vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 6-2. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane
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- Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Westbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane th 7 Street/Pacific Coast Highway - Southbound left turn lane 7th Street/Bellflower Boulevard - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Southbound left turn lane - Eastbound left turn lane th 7 Street/W. Campus Drive - Southbound left/right turn lane 7th Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane th 7 Street/Park Avenue - Northbound left turn lane - Northbound right turn lane - Westbound left turn lane
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6-2
Long Beach Area
6.3 Year 2040 Alternative 3 Intersection Traffic Analysis A summary of LOS for AM and PM peak hours for year 2040 Alternative 3 conditions, including traffic control at study intersections is provided in Table 6-3. The LOS analysis conducted for year 2040 Alternative 3 conditions indicates that all study intersections are anticipated to operate at LOS D or better during the AM and PM peak hours, except for the following intersections that are are anticipated to operate at LOS E or F during the AM or PM peak hours: Willow Street/Bellflower Boulevard (PM LOS = F, D/C = 1.25) Los Coyotes Diagonal/Bellflower Boulevard (PM LOS = E, D/C = 1.22) Willow Street/Los Coyotes Diagonal (PM LOS = F and D/C = 1.41) Willow Street/Woodruff Avenue (AM LOS = F and D/C = 1.40) I-405 SB Direct Off-Ramp/Studebaker Rd (AM LOS = F and D/C = 1.20) SR-22 WB On/Off-Ramp/College Park Dr (PM LOS = F and D/C = 0.45) 7th Street/Pacific Coast Highway (AM LOS = E and D/C = 1.04) 7th Street/Bellflower Boulevard (AM LOS = E and D/C = 1.17; PM LOS = E and D/C = 1.10) 7th Street/W. Campus Drive (AM LOS = E and D/C = 0.87; PM LOS = E, D/C = 0.93) 7th Street/E. Campus Drive (AM LOS = E and D/C = 1.14)
A comparison of year 2040 Alternative 3 vehicle queuing (AM and PM peak hour 95th percentile queues) and available queue storage (in feet) is included in Table 6-4. During the peak hours, most of the turn pockets at the arterial intersections are anticipated to provide sufficient queue storage except at the following locations: Carson Street/Pioneer Boulevard - Northbound left turn lane - Eastbound left turn lane Willow Street/Lakewood Boulevard - Westbound left turn lane Willow Street/Bellflower Boulevard - Northbound left turn lane - Southbound left turn lane - Eastbound left turn lane - Westbound left turn lane Los Coyotes Diagonal/Bellflower Boulevard - Eastbound left turn lane - Westbound left turn lane
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Willow Street/Los Coyotes Diagonal - Southbound left turn lane - Westbound left turn lane Willow Street/Woodruff Avenue - Northbound left turn lane - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane - Westbound left turn lane Stearns Street/Palo Verde - Northbound left turn lane - Eastbound left turn lane - Westbound left turn lane Atherton Street/Studebaker Road - Eastbound left turn lane SR-22 WB On/Off-Ramp/Studebaker Road - Southbound right turn lane SR-22 EB On/Off-Ramp/Studebaker Road - Northbound right turn lane - Southbound left turn lane 7th Street/Pacific Coast Highway - Southbound left turn lane 7th Street/Bellflower Boulevard - Southbound left turn lane - Southbound right turn lane - Eastbound left turn lane Pacific Coast Highway/Bellflower Boulevard - Southbound left turn lane - Eastbound left turn lane 7th Street/W. Campus Drive - Southbound left/right turn lane 7th Street/E. Campus Drive - Southbound left turn lane - Eastbound left turn lane th 7 Street/Park Avenue - Northbound left turn lane - Northbound right turn lane - Westbound left turn lane
The freeway off-ramp vehicle queuing is also shown in Table 6-4. During the peak hours, two freeway off-ramp locations are anticipated to exceed the available storage length under year 2040 Alternative 3 conditions: Carson Street/I-605 SB Off-Ramp - Southbound left turn lane
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6-4
Long Beach Area
SR-22 EB On/Off-Ramp/Studebaker Road - Westbound right turn lane
6.4 Year 2020 Alternative 3 Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under Alternative 3 conditions for year 2020 are summarized in Table 6-5. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under Alternative 3 conditions for year 2020, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions, except at one location. The I-405 southbound segment between Studebaker Road and I-605 northbound off-ramp which is projected to operate at LOS D during the AM peak hour. The majority of the northbound and southbound I-405 HOV lanes are anticipated to operate over capacity during the AM or PM peak hours under year 2020 Alternative 3 conditions with D/C ratios ranging from 1.04 to 1.24. Under Alternative 3 conditions for year 2020, the I-605 freeway mainline segments are projected to operate between LOS B and LOS D during the AM and PM peak hours in both directions, except for the segment between Carson Street and Spring Street where southbound traffic is anticipated to operate at LOS E during both the AM and PM peak hour. Under Alternative 3 conditions for year 2020, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 is anticipated to operate from LOS D to LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for Alternative 3 are based on projected year 2020 Alternative 3 traffic volumes. Table 6-6 provides a summary of the findings from the analyses for year 2020 Alternative 3 conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under Alternative 3 conditions for year 2020, the projected LOS for the I-405 ramp junctions generally ranges from LOS B to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS E, depending upon time of day and direction of travel. The peak hour LOS expected for the SR-22/7th Street ramp junctions generally ranges from LOS A to LOS F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from I605 southbound to 7th Street/I-405 southbound is anticipated to be 1.35 and 1.25 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405
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southbound to 7th Street is expected to have D/C ratios of 1.12 and 1.07 during the AM and PM peak hour, respectively. Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analysis for Alternative 3 is based on projected year 2020 Alternative 3 traffic volumes. Table 67 summarizes the weaving analysis findings for year 2020 conditions for Alternative 3 for both the freeway segments and the C-D roads. The density and LOS for all the weaving sections are shown. Under year 2020 Alternative 3 conditions, the I-405 freeway weaving segments are anticipated to operate at LOS E or LOS F during the peak hours, except at one location during the AM peak hour. The I-405 southbound freeway weaving segment between Palo Verde Avenue/Stearns Street and Studebaker Road is expected to operate at LOS D during the AM peak hour. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours. 6.5 Year 2040 Alternative 3 Freeway Traffic Analysis Findings for the northbound and southbound freeway segments under Alternative 3 conditions for year 2040 are summarized in Table 6-8. The peak hour capacity, demand volume, D/C ratio, density and LOS for all the freeway segments are shown. Under Alternative 3 conditions for year 2040, the I-405 freeway mainline segments are projected to operate at either LOS E or F during the AM and PM peak hours in both directions. The northbound and southbound I-405 HOV lanes within the project limits are anticipated to operate over capacity during the AM or PM peak hours under year 2040 Alternative 3 conditions with D/C ratios ranging from 1.02 to 1.34. Under Alternative 3 conditions for year 2040, the I-605 freeway mainline segments are anticipated to operate between LOS B and LOS D during the AM and PM peak hours in both directions, except for the freeway segment between Carson Street and Spring Street. The southbound I-605 freeway segment between Carson Street and Spring Street is anticipated to operate at LOS F during the AM and PM peak hours. Under Alternative 3 conditions for year 2040, the SR-22/7th Street freeway mainline segment between Pepper Tree Lane and Studebaker Road is anticipated to operate at LOS B or LOS C during the AM and PM peak hours in both directions, while the segment between Studebaker Road and I-605 is anticipated to operate between LOS D and LOS F during the AM and PM peak hours in both directions. Ramps and Ramp-Freeway Junction Analysis and Levels of Service The density and LOS for each of the ramps along I-405, I-605 and SR-22/7th Street within the study area for Alternative 3 are based on projected year 2040 Alternative 3 traffic volumes.
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6-6
Long Beach Area
Table 6-9 provides a summary of the findings from the analysis for year 2040 Alternative 3 conditions during the AM and PM peak hours. The peak hour capacity, demand volume, D/C ratio, density, and LOS for each of the freeway ramps are presented. Under Alternative 3 conditions for year 2040, the projected LOS for the I-405 ramp junctions generally ranges from LOS D to LOS F, depending upon time of day and direction of travel. For the I-605 ramp junctions, the peak hour LOS generally ranges from LOS A to LOS F, depending upon time of day and direction of travel. The ramp junctions along SR-22/7th Street are anticipated to operate at LOS D and F, depending upon time of day and direction of travel. The freeway-to-freeway branch connectors are anticipated to operate under capacity during both AM and PM peak hours, except at two locations. The D/C ratio for the branch connector from I605 southbound to 7th Street/I-405 southbound is anticipated to be 1.46 and 1.35 during the AM and PM peak hours, respectively. The branch connector from I-605 southbound/I-405 southbound to 7th Street is expected to have D/C ratios of 1.12 and 1.07 during the AM and PM peak hour. Weaving Analysis Weaving analysis was conducted between on-ramps and off-ramps spaced less than 2,500 feet apart. Separate analyses were conducted, as appropriate, for freeways and C-D roads. Weaving analysis for Alternative 3 is based on projected year 2040 Alternative 3 traffic volumes. Table 610 summarizes the weaving analysis findings for year 2040 conditions for Alternative 3 for both the freeway segments and the C-D roads. For year 2040 conditions, the mainline freeway weaving segments are projected to operate at LOS E or LOS F during the peak hours. Weaving analysis was conducted for the C-D roads at the Lakewood Boulevard/Willow Street interchange and the Bellflower Boulevard/Los Coyotes Diagonal interchange. The analysis shows that the weaving segments on the C-D roads are anticipated to operate between LOS A and C during the peak hours. 6.6 Alternative 3 vs. No Build Alternative Comparison and Proposed Roadway Improvements
Intersection Table 6-12 compares the expected LOS and D/C ratios for Alternative 3 and the No Build Alternative under year 2040 for all study intersections. As shown in the comparison table, the project has an adverse cumulative effect on seven of the study intersections. The following measures are proposed to address the projects adverse cumulative effects at the study intersections. Willow Street and Bellflower Boulevard intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.09 with LOS E and under Alternative 3 projected D/C ratio is 1.25 with LOS F). Add an exclusive right-turn lane to eastbound approach; Add a 2nd left-turn lane to westbound approach; and Add a 2nd left-turn lane to southbound approach.
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As shown on Figure 5-5, these proposed measures are anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the PM peak hour improves to LOS D with a D/C ratio of 1.08. Los Coyotes Diagonal and Bellflower Boulevard intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.13 with LOS E and under Alternative 3 projected D/C ratio is 1.22 with LOS E). Add a 2nd left-turn lane to eastbound approach.
As shown on Figure 4-5, this proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the PM peak hour improves to LOS D with a D/C ratio of 1.10. Willow Street and Los Coyotes Diagonal intersection (during year 2040 PM peak hour under No Build Alternative projected D/C ratio is 1.18 with LOS D and under Alternative 3 projected D/C ratio is 1.41 with LOS F). Add a 2nd left-turn lane to eastbound approach; and Add a 2nd left-turn lane to southbound approach.
As shown on Figure 5-6, these proposed measures are anticipated to be accommodated within the existing right-of-way. With the proposed measures, the intersections operating condition in 2040 during the PM peak hour remains at LOS E but with an improvement in the D/C ratio to 1.19. 7th Street and Pacific Coast Highway intersection (during year 2040 AM peak hour under No Build Alterative projected D/C ratio is 1.02 with LOS E and under Alternative 3 projected D/C ratio is 1.04 with LOS E). Add protected/permitted signal phasing to the eastbound and westbound approaches of Pacific Coast Highway to Bellflower Boulevard.
Table 6-4 shows that the southbound left turn queues at the intersection of 7th Street and Pacific Coast Highway are anticipated to exceed the available storage. To reduce these queues, protected/permitted signal phasing for the eastbound and westbound left turn lanes at the downstream intersection, Pacific Coast Highway and Bellflower Boulevard, is proposed. This change in signal phasing will reduce the southbound left turn volume at the intersection of 7th Street and Pacific Coast Highway by diverting some of those left turns to the intersection of Pacific Coast Highway and Bellflower Boulevard. With the proposed measure, the operating condition of the intersection of 7th Street and Pacific Coast Highway in 2040 during the AM peak hour improves to LOS D with a D/C ratio of 0.99. 7th Street and Bellflower Boulevard intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 1.13 with LOS F and under
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6-8
Long Beach Area
Alternative 3 projected D/C ratio is 1.17 with LOS E; during PM peak hour under No Build Alternative projected D/C ratio is 1.06 with LOS E and under Alternative 3 projected D/C ratio is 1.10 with LOS E). Add a 2nd left-turn lane to eastbound approach, modifying signals and adjusting sidewalks as necessary.
As shown on Figure 4-8, this proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 improves to LOS D with a D/C ratio of 1.01 during the AM peak hour and LOS D with a D/C ratio of 0.92 during the PM peak hour. Additional measures at the 7th Street/Channel Drive intersection are proposed to improve the traffic operations on 7th Street in combination with the measures proposed for the adjacent 7th Street intersections at Bellflower Boulevard and West Campus Drive: Add a 2nd left-turn lane to westbound approach, modifying signals as necessary; and Provide dual southbound exclusive left turn lanes.
As shown on Figure 5-8, the proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 improves to LOS B with a D/C ratio of 0.79 during the AM peak hour and LOS B with D/C ratio of 0.88 during the PM peak hour. 7th Street and W. Campus Drive intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 0.85 with LOS D and under Alternative 3 projected D/C ratio is 0.87 with LOS E; during PM peak hour under No Build Alternative projected D/C ratio is 0.87 with LOS E and under Alternative 3 projected D/C ratio is 0.93 with LOS E). Add an exclusive right-turn lane to westbound approach, modifying traffic signals as necessary.
As shown on Figure 4-7, this proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 improves to LOS B with a D/C ratio of 0.81 during the AM peak hour and LOS D with a D/C ratio of 0.82 during the PM peak hour. 7th Street and East Campus Drive intersection (during year 2040 AM peak hour under No Build Alternative projected D/C ratio is 1.12 with LOS E and under Alternative 3 projected D/C ratio is 1.14 with LOS E). Add a right-turn lane to westbound approach, modifying signals as necessary and maximizing eastbound and westbound left turn pocket lengths.
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Long Beach Area
As shown on Figure 5-9, the proposed measure is anticipated to be accommodated within the existing right-of-way. With the proposed measure, the intersections operating condition in 2040 during the AM peak hour improves to LOS D with a D/C ratio of 1.08. Table 6-12 provides a summary of the LOS and D/C ratios for all study intersections during AM and PM peak hours anticipated in year 2040 under Alternative 3 with all proposed measures. Table 6-12 shows that, with all proposed measures, Alternative 3 does not have an adverse cumulative effect on any study intersections in year 2040. A comparison of the operating conditions for Alternative 3 and the No Build Alternative under year 2020 for all study intersections was also conducted and is shown in Table 6-11. As shown in the table, the project has an adverse cumulative effect at three study intersections. The three intersections are as follows: Willow Street and Bellflower Boulevard Willow Street and Los Coyotes Diagonal 7th Street and Bellflower Boulevard
The proposed measures to address the projects adverse cumulative effects for the above three intersections are the same measures proposed under year 2040 traffic conditions. The resulting LOS and D/C ratio with the proposed measures are shown in Table 6-11 and show that, with all proposed measures, Alternative 3 does not have an adverse cumulative effect on any study intersections in year 2020. Freeway Mainline Table 6-13 presents a comparison of 2020 No Build and 2020 Alternative 3 operating conditions anticipated for the mainline freeway segments. The table shows that there is an increase in the D/C ratio from the No Build Alternative to Alternative 3 in many segments, with the range of increase in the GP lanes from 0.02 to 0.34 during peak hours and 0.03 to 0.09 in the HOV lanes. Higher levels of increase are generally found closer to the limits of the project improvements and diminish with increasing distance from those limits. There are several segments in which there is a decrease in the D/C ratio, shown in red on Table 6-13. Those segments that are anticipated to have a change in LOS are identified in the evaluation column in the table. Table 6-14 presents a comparison of 2040 No Build and 2040 Alternative 3 operating conditions anticipated for the mainline freeway segments. The table shows that there is an increase in the D/C ratio from the No Build Alternative to Alternative 3 in many segments, with the range of increase in the GP lanes from 0.02 to 0.37 during peak hours and 0.03 to 0.10 in the HOV lanes. Higher levels of increase are generally found closer to the limits of the project improvements and diminish with increasing distance from those limits. There are several segments in which there is a decrease in the D/C ratio, shown in red on Table 6-14. Those segments that are anticipated to have a change in LOS are identified in the evaluation column in the table. 6.7 Transition Areas This section summarizes the LOS expected in the transition areas associated with the Express Lanes in Alternative 3. Transition areas are along the freeways at the beginning and end of the Express Lanes and allow traffic in HOV and GP lanes to change lanes, if necessary, to access the
Long Beach Area
GP and Express Lanes or vice versa. Transition areas may add new lanes and/or redesignate lanes from HOV to Express. The proposed transition areas are located within the Orange and Los Angeles County. The transition areas located within Orange County are discussed in the Traffic Study. The two proposed transition areas located within the Los Angeles County are as follows: 1. On I-605 north of the Katella Avenue/Willow Street interchange; and 2. On I-405 north of the I-605 interchange. Limits of transition areas approaching the start of the Express Lanes are defined upstream by the termination of an HOV restriction and downstream by the solid striping used to delineate the separation between the Express Lanes and the general purpose lanes. Limits of the transition areas approaching the end of the Express Lanes are defined upstream by the termination of solid striping used to delineate the separation between the Express Lanes and the general purpose lanes and the beginning of the downstream HOV access restriction. The transition areas are anticipated to operate at a level of service similar to the level expected for the HOV and/or general purpose lanes in the vicinity of the transition area. The northbound transition area on I-405 from I-605 to the end of the HOV access is expected to operate at LOS F in year 2040. As shown in Table 6-8, the northbound GP and HOV lanes in the transition area on I-405 from I-605 to Studebaker Road are anticipated to operate over capacity (LOS F) during peak hours. In the southbound direction, Table 6-8 shows LOS E conditions in the GP lanes and over capacity conditions in the HOV lanes during the AM peak hour; over capacity (LOS F) conditions area anticipated southbound during the PM peak hour. The northbound transition area on I-605 from the termination of the direct connector separation to the end of the HOV access is expected to operate at LOS C during the AM and PM peak hours. Table 6-8 shows that this segment of I-605 northbound (from Willow Street/Katella Avenue to Spring Street) is expected to operate at LOS C in the general purpose lanes during the AM and PM peak hours. In the southbound direction the transition area is expected to operate at LOS D during the AM and PM peak hours.
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Year 2020 Traffic Control Intersection # Intersection Location Alternative 3 Traffic on No Build Geometry AM Peak Hour D/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig Sig Sig Stop Sig Sig Sig Sig Sig Sig Sig 0.64 0.24 0.33 0.61 0.28 0.51 0.76 0.70 0.74 0.44 0.38 0.28 0.52 0.23 0.44 0.72 0.36 0.30 0.41 0.54 0.32 0.86 0.64 0.09 0.12 0.53 0.32 0.75 1.30 0.40 0.31 0.52 0.43 0.84 0.14 0.84 0.94 0.35 0.63 1.04 0.57 0.51 0.93 0.12 0.92 1.09 0.54 0.75 0.80 1.05 0.77 Avg Delay (sec) 11.1 --20.9 --31.7 14.4 6.1 ------31.1 --9.1 --32.9 25.8 --10.2 -40.9 137.0 ----17.0 -13.8 22.1 -4.1 80.0 8.8 12.8 25.8 19.7 35.7 66.4 30.2 8.2 34.6 45.2 15.1 LOS B --C --C B A ------C --A --C C --B -D F ----B -B C -A F A B C C D E C A C D B PM Peak Hour D/C 0.74 0.32 0.37 0.75 0.30 0.46 0.83 0.60 0.75 0.43 0.23 0.26 0.41 0.27 0.46 0.96 0.45 0.43 0.53 0.36 0.18 1.15 1.12 0.12 0.37 0.52 0.17 1.26 0.87 0.22 0.22 0.41 0.24 0.69 0.22 0.69 0.92 0.46 0.52 0.44 0.81 0.87 0.97 0.32 0.96 1.01 0.75 0.95 0.86 0.90 0.85 Avg Delay (sec) 13.0 --17.6 --31.8 9.8 4.9 ------44.3 --11.1 --76.5 50.2 --9.8 -66.5 37.1 ----11.8 -9.7 22.9 -4.0 20.4 14.6 30.2 29.0 92.6 36.9 49.6 22.1 25.4 47.4 16.0 21.6 LOS B --B --C A A ------D --B --E D --A -E D ----B -A C -A C B C C F D D C C D B C
3 4 5 6
8 9 10
7th St
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Year 2020 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 3 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 136 78 170 229 232 244 77 74 284 17 281 0 217 134 43 82 31 71 56 50 362 0 125 246 27 50 267 160 139 166 87 346 628 36 149 149 292 241 376 63 289 286 184 86 231 40 82 16 44 1 14 79 29 14 66 1110 377 52 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes No Yes Yes No No Yes No Yes No No Yes No No No No Yes Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes PM Peak Hour 95th Percentile Queue (ft) 193 95 107 280 141 270 78 83 405 18 159 0 109 137 119 74 143 175 179 162 82 252 153 338 37 159 630 163 120 367 51 673 207 26 110 70 161 167 283 147 202 169 179 136 214 115 63 21 58 2 13 223 26 27 131 1004 271 208 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No Yes Yes No No Yes No Yes No No Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No Yes Yes Yes Yes Yes No Yes Yes Yes No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
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30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
Year 2040 Traffic Control Intersection # Intersection Location Alternative 3 Traffic on No Build Geometry AM Peak Hour D/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig Sig Sig Stop Sig Sig Sig Sig Sig Sig Sig 0.69 0.26 0.36 0.66 0.31 0.55 0.84 0.75 0.80 0.47 0.41 0.30 0.57 0.25 0.48 0.77 0.38 0.33 0.45 0.59 0.34 0.93 0.69 0.09 0.13 0.58 0.35 0.86 1.40 0.43 0.34 0.56 0.46 1.02 0.15 0.92 1.02 0.38 0.68 1.20 0.62 0.55 1.02 0.15 1.04 1.17 0.58 0.77 0.87 1.14 0.84 Avg Delay (sec) 11.7 --22.9 --37.3 15.5 7.1 ------32.4 --9.7 --37.7 26.0 --11.4 -42.0 166.5 ----22.9 -16.9 30.8 -4.5 116.8 9.7 13.2 37.5 22.8 55.9 72.3 26.9 10.2 60.0 59.3 17.5 LOS B --C --D B A ------C --A --D C --B -D F ----C -B C -A F A B D C E E C B E E B PM Peak Hour D/C 0.80 0.34 0.39 0.81 0.33 0.49 0.92 0.64 0.81 0.46 0.25 0.28 0.45 0.29 0.50 1.02 0.49 0.46 0.58 0.39 0.19 1.25 1.22 0.13 0.40 0.56 0.19 1.41 0.88 0.24 0.23 0.45 0.26 0.80 0.23 0.75 1.02 0.50 0.56 0.45 0.88 0.94 1.10 0.45 1.04 1.10 0.88 1.04 0.93 0.99 0.85 Avg Delay (sec) 14.1 --19.4 --44.5 10.7 6.0 ------52.0 --11.7 --105.9 65.5 --10.2 -92.7 42.2 ----14.0 -10.3 29.9 -3.9 20.1 17.1 35.2 44.4 158.2 49.7 57.0 26.8 39.1 71.3 18.9 27.6 LOS B --B --D B A ------D --B --F E --B -F D ----B -B C -A C B D D F D E C D E B C
3 4 5 6
8 9 10
7th St
PARSONS
Long Beach Area
Year 2040 Intersection # Location Movement East/West Street North/South Street Available Storage (ft) Alternative 3 Traffic on No Build Geometry AM Peak Hour 95th Percentile Queue (ft) SBL SBT SBR NBL NBR NBL SBL SBR EBL WBL SBL SBR WBL NBL SBL EBL WBL WBL WBL/T/R WBR NBL SBL EBL WBL NBL NBR EBL WBL SBL SBL EBL WBL NBL NBR SBL SBR EBL WBL WBL WBT/R EBL EBR NBL SBL EBL WBL NBL SBR NBL SBL SBR EBL WBL NBR SBL NBR SBL WBR 300 1,130 300 300 (650) 300(1175) 120 140 140 250 80 220 (1240) 900 260 180 150 175 150 1,870 1,130 410 150 120 140 110 160 230 190 150 1525 (500) 120 140 160 140 60 120 120 200 180 550 1,155 335 335 130 120 90 80 100 70 200 260 70 120 220 150 200 300 150 60 150 85 212 246 255 277 82 77 309 17 310 0 234 141 51 90 36 72 60 54 416 109 123 265 28 51 260 175 150 197 116 368 710 39 157 161 328 265 430 78 334 333 202 84 250 42 83 19 100 1 11 86 31 14 71 1288 418 55 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes No Yes Yes No No Yes No Yes No No Yes No No No No Yes Yes Yes Yes No Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes PM Peak Hour 95th Percentile Queue (ft) 215 104 119 307 153 302 84 86 453 18 174 0 138 160 132 85 167 194 209 189 81 262 144 356 41 194 701 158 128 405 94 762 240 29 116 76 165 199 329 179 241 194 197 113 239 132 66 22 66 2 21 249 27 32 169 1154 302 316 Adequate Storage? (Yes or No) Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes No No No Yes Yes No No Yes No Yes No No Yes Yes Yes Yes No Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes Yes No Yes Yes Yes No No No
Carson St
I-605 SB Off Ramp
Carson St at I-605
Carson St
I-605 NB Off Ramp
Carson St
Pioneer Blvd
5 6
Willow St
Lakewood Blvd
11
I-405 NB Off Ramp
Bellflower Blvd
Willow St
Bellflower Blvd
13
Bellflower Blvd
15 16
17
Willow St
Woodruff Ave
20 21
Palo Verde at I-405
22
Stearns St
Palo Verde
Studebaker Rd
26
Atherton St
Studebaker Rd
Studebaker Rd
28
Studebaker Rd
PARSONS
Long Beach Area
30
7th St
31
7th St
Bellflower Blvd
32
Bellflower Blvd
7th St
33
7th St
Channel Dr
34
7th St
W. Campus Dr
35
7th St
E. Campus Dr
36
7th St
Park Ave
PARSONS
Long Beach Area
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,930 9,910 1,850 1,660 1.07 1.07 1.00 0.90 --* F 10,550 1.14 37.9 E 10,290 1.11 --2,040 1.10 --1,960 1.06 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,060 1.11 --2,130 1.15 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --1,870 1.01 --2,130 1.15 Weaving Segment - Refer to Weave Table --* F 9,110 1.23 --1,850 1.00 --2,130 1.15 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --1,850 1.00 --1,970 1.06 --* F 10,480 1.42 32.2 D 9,470 1.02 --2,290 1.24 --1,970 1.06 --* F 10,480 1.42 36.3 E 8,350 1.13 --2,290 1.24 --1,970 1.06 41.7 E 9,040 1.22 35.5 E 8,190 1.11 --2,290 1.24 --1,970 1.06 --* --* --F F ---
1,820 1,660
0.98 0.90
---
---
1,870 1,680 8,890 1,820 1,740
1.01 0.91 1.20 0.98 0.94
----* ---
--F ---
1,660 1,740 9,090 9,000 2,070 1,770 9,090 7,690 2,070 1,770 7,640 7,600 2,070 1,770
0.90 0.94 1.23 0.97 1.12 0.96 1.23 1.04 1.12 0.96 1.03 1.03 1.12 0.96
----* 41.1 ----* --* ----* --* ---
--F E --F F --F F ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 5,740 7,730 1,490 1,490 4,990 6,670 1,840 1,490 5,010 5,660 1,370 1,360 0.78 1.04 0.81 0.81 0.67 0.90 0.99 0.81 0.54 0.76 0.74 0.74 25.0 37.4 --20.3 28.5 --16.6 24.3 --C E --C D --B C --6,530 7,600 1,760 1,400 5,500 6,190 1,870 1,400 5,750 5,500 1,800 1,400 0.88 1.03 0.95 0.76 0.74 0.84 1.01 0.76 0.62 0.74 0.97 0.76 31.5 37.8 --22.5 25.8 --20.9 26.2 --D E --C C --C D ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 Notes: 1. Peak hour capacity and traffic volumes are shown in vehicles per hour (vph). 2. Density is shown in passenger cars/mile/lane (pc/mi/ln). 3. Level of Service (LOS): General Purpose (GP) lane LOS is based on density except when demand-to-capacity (D/C) ratio is greater than or equal to 1.0, which is LOS F. 4. Peak hour capacities for freeway lanes include 1,850 vph for each GP lane and a single High Occupancy Vehicle (HOV) lane. 5. * Density is in excess of 45 pc/mi/ln; therefore LOS is F. GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 2,950 3,860 4,140 4,120 0.80 0.70 1.12 1.11 15.8 20.7 41.3 40.9 B C E E 2,730 3,830 3,560 4,850 0.74 0.69 0.96 1.31 14.6 20.5 30.8 --* B C D F
PARSONS
Long Beach Area
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,000 790 560 1,190 320 450 520 1,290 1,450 980 600 470 780 640 660 210 530 310 410 90 0.33 0.53 0.37 0.40 0.21 0.30 0.35 0.43 0.48 0.65 0.40 0.31 0.52 0.43 0.44 0.14 0.35 0.21 0.27 0.06 14.7 46.9 25.9 18.5 43.4 22.4 28.1 15.2 17.7 35.6 24.5 36.0 35.6 23.5 25.4 54.8 26.7 56.8 36.2 35.6 B F C B F C D F B F C F E F C F F F E E 990 620 340 1,370 410 620 570 860 1,990 1,410 330 320 570 300 800 320 630 310 260 160 0.33 0.41 0.23 0.46 0.27 0.41 0.38 0.29 0.66 0.94 0.22 0.21 0.38 0.20 0.53 0.21 0.42 0.21 0.17 0.11 16.7 52.8 28.4 20.6 44.1 23.0 33.4 14.3 22.6 34.6 27.6 43.0 38.8 25.3 30.9 62.7 26.9 66.0 36.5 38.8 F F F F F C F F F F C F F F F F F F E F
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,020 430 770 1,220 500 280 760 1,070 1,070 1,040 530 1,070 590 0.68 0.29 0.51 0.41 0.33 0.19 0.51 0.71 0.71 0.69 0.35 0.71 0.39 31.7 19.7 20.2 13.6 22.1 22.6 18.3 34.8 0.4 19.4 33.7 34.4 23.7 D B C B C C B D A B D D C 940 460 690 1,410 460 320 1,030 1,410 1,660 1,420 500 1,010 810 0.63 0.31 0.46 0.47 0.31 0.21 0.69 0.94 1.11 0.95 0.33 0.67 0.54 34.6 22.4 22.0 15.0 21.8 22.2 19.4 36.2 5.5 20.9 31.5 32.1 22.8 D C C B C C B E A C D D C
Carson St
7th Street Ramp Junctions EB Off Loop EB On Loop WB Off Loop WB On Loop 1 1 1 1 1,500 1,500 1,500 1,500 130 1,230 780 540 0.09 0.82 0.52 0.36 32.0 37.7 42.6 29.1 D F F D 660 1,420 1,430 490 0.44 0.95 0.95 0.33 29.9 32.3 49.7 3.0 D D F A
Studebaker Rd
PARSONS
Long Beach Area
Year 2020 Weaving Segment Location Alternative 3 Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 5.0 A 3.8 A 16.2 B 22.5 C 46.4 50.2 42.8 55.0 48.6 34.5 46.1 F F E F F D F 73.4 43.5 68.6 50.3 42.8 45.6 47.8 F F F F E F F LOS2 PM Peak Hour Density1 LOS2
PARSONS
Long Beach Area
2,5
PM Peak Hour LOS

3
D/C
Density2,5
LOS3
I-405 Mainline GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 10,730 10,710 2,000 1,800 1.16 1.16 1.08 0.97 F 11,410 1.23 F 11,130 1.20 -2,200 1.19 --2,120 1.15 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,220 1.20 --2,300 1.24 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,020 1.09 --2,300 1.24 Weaving Segment - Refer to Weave Table --* F 9,850 1.33 --2,000 1.08 --2,300 1.24 Weaving Segment - Refer to Weave Table Weaving Segment - Refer to Weave Table --2,000 1.08 --2,130 1.15 --* F 11,330 1.53 37.2 E 10,240 1.11 --2,480 1.34 --2,130 1.15 --* F 11,330 1.53 43.4 E 9,030 1.22 --2,480 1.34 --2,130 1.15 --* F 9,780 1.32 42.1 E 8,850 1.20 --2,480 1.34 --2,130 1.15 --* --* ---* --* --F F ---
1,970 1,800
1.06 0.97
---
---
2,020 1,820 9,610 1,970 1,880
1.09 0.98 1.30 1.06 1.02
--
---* ---
--F ---
1,800 1,880 9,830 9,730 2,240 1,910 9,830 8,320 2,240 1,910 8,260 8,220 2,240 1,910
0.97 1.02 1.33 1.05 1.21 1.03 1.33 1.12 1.21 1.03 1.12 1.11 1.21 1.03
----* --* ----* --* ----* --* ---
--F F --F F --F F ---
I-605 Mainline GP Carson Steet to HOV Transition HOV GP HOV GP HOV NB SB NB SB NB SB NB SB NB SB NB SB 4 4 1 1 4 4 1 1 5 4 1 1 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 6,210 8,360 1,620 1,620 5,390 7,210 1,990 1,620 5,420 6,120 1,490 1,480 0.84 1.13 0.88 0.88 0.73 0.97 1.08 0.88 0.59 0.83 0.81 0.80 27.4 --* --22.0 32.2 --18.0 26.6 --D F --C D --B D --7,060 8,220 1,900 1,520 5,950 6,690 2,020 1,520 6,210 5,940 1,950 1,520 0.95 1.11 1.03 0.82 0.80 0.90 1.09 0.82 0.67 0.80 1.05 0.82 35.0 --* --24.6 28.7 --22.5 28.3 --D F --C D --C D ---
7th Street Mainline Pepper Tree Lane to Studebaker Road Studebaker Road to I-605 GP GP EB WB EB WB 2 3 2 2 3,700 5,550 3,700 3,700 2,950 3,860 4,140 4,120 0.80 0.70 1.12 1.11 15.8 20.7 41.3 40.9 B C E E 2,730 3,830 3,560 4,850 0.74 0.69 0.96 1.31 14.6 20.5 30.8 --* B C D F
PARSONS
Long Beach Area
I-405 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off (Direct + Loop) SB On Loop SB On Direct (from Willow St) NB Off Direct NB On (Direct + Loop) SB Off (Direct + Loop) SB On (Direct + Loop) NB Off Direct NB On Direct SB Off Direct SB On Direct NB Off Direct NB On Loop SB On Direct (from Stearn St) NB On Direct SB Off Direct SB Off Direct 2 1 1 2 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 3,000 1,500 1,500 3,000 1,500 1,500 1,500 3,000 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,080 850 610 1,290 340 490 560 1,390 1,560 1,060 650 510 840 690 710 220 570 330 440 100 0.36 0.57 0.41 0.43 0.23 0.33 0.37 0.46 0.52 0.71 0.43 0.34 0.56 0.46 0.47 0.15 0.38 0.22 0.29 0.07 16.8 50.3 27.8 20.9 46.7 24.0 30.7 17.3 37.7 37.7 27.2 38.5 33.0 24.5 28.3 59.5 28.1 61.6 39.0 38.4 F F F F F C D F F F C F D F F F F F E E 1,070 670 360 1,480 440 680 620 930 2,160 1,530 360 350 620 330 860 350 680 340 280 170 0.36 0.45 0.24 0.49 0.29 0.45 0.41 0.31 0.72 1.02 0.24 0.23 0.41 0.22 0.57 0.23 0.45 0.23 0.19 0.11 19.0 56.7 30.8 23.1 47.5 24.4 36.5 16.3 25.5 36.3 30.6 46.1 33.1 26.7 34.2 67.9 28.1 71.4 39.3 41.8 F F F F F F F F F F F F F F F F F F F F
Woodruff Ave
I-605 Ramp Junctions NB Off Direct NB On Loop NB On Direct SB Off Direct SB On Loop SB On Direct NB On Loop SB Off Direct NB Off (Direct + Loop) NB On Direct SB Off Direct SB Off Loop SB On Direct (Direct + Loop) 1 1 1 2 1 1 1 1 1 1 1 1 1 1,500 1,500 1,500 3,000 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,100 460 830 1,320 540 300 820 1,150 1,160 1,130 570 1,150 630 0.73 0.31 0.55 0.44 0.36 0.20 0.55 0.77 0.77 0.75 0.38 0.77 0.42 34.2 20.9 21.1 15.6 23.2 23.8 19.0 37.4 1.5 20.2 36.2 36.9 25.3 D C C B C F B E A C E E C 1,020 490 740 1,530 500 350 1,110 1,520 1,800 1,530 540 1,090 880 0.68 0.33 0.49 0.51 0.33 0.23 0.74 1.01 1.20 1.02 0.36 0.73 0.59 37.3 23.7 23.1 17.3 22.9 23.3 20.0 38.9 6.6 21.9 33.8 34.6 24.3 E C C B C F C E A C D D C
Carson St
7th Street Ramp Junctions EB Off Loop EB On Loop WB Off Loop WB On Loop 1 1 1 1 1,500 1,500 1,500 1,500 140 1,330 840 590 0.09 0.89 0.56 0.39 32.0 38.5 42.6 29.6 D F F D 720 1,540 1,550 540 0.48 1.03 1.03 0.36 29.9 33.3 49.7 29.4 D D F D
Studebaker Rd
PARSONS
Long Beach Area
Year 2040 Weaving Segment Location Alternative 3 Traffic on No Build Geometry AM Peak Hour Density1 Freeway Mainline I-405 Southbound Lakewood Boulevard/Willow Street to Bellflower Boulevard I-405 Northbound Bellflower Boulevard to Lakewood Boulevard/Willow Street I-405 Southbound Bellflower Boulevard to Woodruff Avenue I-405 Northbound Woodruff Avenue to Bellflower Boulevard I-405 Northbound Palo Verde Avenue/Stearns Street to Woodruff Avenue I-405 Southbound Palo Verde Avenue/Stearns Street to Studebaker Road I-405 Northbound Studebaker Road to Palo Verde Avenue/Stearns Street Collector-Distributor (C-D) Roads Lakewood Boulveard/Willow Street Interchange at I-405 Southbound C-D Road Bellflower Boulevard/Los Coyotes Diagonal Interchange at I-405 Southbound C-D Road 5.0 A 3.8 A 16.2 B 22.5 C 51.3 55.1 47.3 60.9 53.4 37.7 50.8 F F F F F E F 81.2 47.7 75.7 56.1 47.3 49.8 53.0 F F F F F F F LOS2 PM Peak Hour Density1 LOS2
PARSONS
Long Beach Area
Year 2009 Traffic Control Intersection # Intersection Location Existing Traffic AM Peak Hour V/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig 0.58 0.15 0.24 0.55 0.23 0.40 0.76 0.79 0.84 0.35 0.22 0.19 0.50 0.19 0.40 0.76 0.32 0.26 0.41 0.49 0.28 0.84 0.63 0.06 0.12 0.44 0.14 0.72 1.07 0.15 0.25 0.48 0.27 0.54 0.11 0.87 0.73 0.28 0.50 0.15 0.46 0.49 0.72 0.39 0.95 1.01 0.47 0.72 0.83 0.97 0.68 Avg Delay (sec) 21.9 --14.8 --48.1 26.2 13.5 ------31.1 --9.3 --81.2 31.3 --14.4 -51.5 86.8 ----11.3 -86.6 19.4 -4.0 13.8 9.2 16.0 17.6 18.8 92.9 73.6 22.3 32.9 112.9 23.1 12.2 LOS C --B --D C B ------C --A --F C --B -D F ----B -F B -A B N/A A B B C N/A F E C C F C B 1.03 0.91 0.73 0.88 0.72 0.73 0.74 82.6 90.3 22.5 30.3 31.1 24.7 15.7 F F C C C C B 0.74 0.74 0.82 0.65 23.3 22.1 17.1 59.9 C C B F PM Peak Hour V/C 0.61 0.25 0.20 0.66 0.45 0.32 0.76 0.60 0.81 0.34 0.21 0.18 0.38 0.23 0.31 0.92 0.30 0.38 0.48 0.35 0.18 0.92 0.97 0.09 0.26 0.45 0.13 0.74 0.77 0.17 0.20 0.38 0.19 0.45 0.20 0.59 0.75 0.39 0.55 0.04 Avg Delay (sec) 17.8 --12.4 --35.1 18.4 11.1 ------66.2 --11.9 --40.1 72.8 --13.4 -102.8 30.4 ----13.7 -21.3 25.2 -4.3 10.8 LOS B --B --D B B ------E --B --D E --B -F C ----B -C C -A B No Build Traffic on No Build Geometry AM Peak Hour D/C 0.57 0.22 0.33 0.59 0.31 0.52 0.79 0.68 0.76 0.38 0.38 0.23 0.53 0.22 0.43 0.75 0.35 0.28 0.51 0.53 0.31 1.01 0.65 0.06 0.12 0.52 0.16 0.78 1.33 0.39 0.31 0.52 0.41 0.78 0.13 0.84 0.86 0.30 0.51 0.86 0.65 0.54 0.46 0.91 0.43 0.65 0.94 1.04 0.53 0.71 0.79 1.03 0.69 Avg Delay (sec) 22.3 --21.8 --31.1 14.2 10.5 ------31.2 --10.8 --48.8 26.4 --10.0 -44.4 147.9 ----17.7 -13.6 18.9 -2.6 68.4 8.4 9.3 12.8 21.3 21.3 14.1 49.2 68.9 38.8 24.5 31.2 35.8 14.8 LOS C --C --C B B ------C --B --D C --B -D F ----B -B B -A F A A B C C B D E D C C D B PM Peak Hour D/C 0.68 0.33 0.33 0.76 0.35 0.49 0.84 0.65 0.79 0.38 0.23 0.22 0.41 0.25 0.48 0.89 0.46 0.41 0.53 0.37 0.19 1.01 1.00 0.12 0.32 0.47 0.17 1.02 0.87 0.19 0.21 0.47 0.23 0.61 0.22 0.66 0.83 0.46 0.47 0.34 0.66 0.78 0.79 0.93 0.61 1.07 0.95 0.98 0.70 0.94 0.81 0.87 0.81 Avg Delay (sec) 23.8 --20.6 --33.7 10.9 8.2 ------43.0 --10.6 --54.4 42.1 --16.0 -35.1 40.4 ----11.8 -10.3 20.5 -4.7 16.2 5.8 13.8 28.0 25.8 88.7 110.1 35.9 47.9 20.4 22.7 32.0 14.6 19.2 LOS C --C --C B A ------D --B --D D --B -D D ----B -B C -A C A B C C F F D D C C C B B Alternative 3 Traffic on No Build Geometry AM Peak Hour D/C 0.64 0.24 0.33 0.61 0.28 0.51 0.76 0.70 0.74 0.44 0.38 0.28 0.52 0.23 0.44 0.72 0.36 0.30 0.41 0.54 0.32 0.86 0.64 0.09 0.12 0.53 0.32 0.75 1.30 0.40 0.31 0.52 0.43 0.84 0.14 0.84 0.94 0.35 0.63 1.04 0.69 0.57 0.51 0.93 0.12 0.61 0.92 1.09 0.54 0.75 0.80 1.05 0.77 Avg Delay (sec) 11.1 --20.9 --31.7 14.4 6.1 ------31.1 --9.1 --32.9 25.8 --10.2 -40.9 137.0 ----17.0 -13.8 22.1 -4.1 80.0 9.3 8.8 12.8 25.8 19.7 12.1 35.7 66.4 30.2 8.2 34.6 45.2 15.1 LOS B --C --C B A ------C --A --C C --B -D F ----B -B C -A F A A B C C B D E C A C D B PM Peak Hour D/C 0.74 0.32 0.37 0.75 0.30 0.46 0.83 0.60 0.75 0.43 0.23 0.26 0.41 0.27 0.46 0.96 0.45 0.43 0.53 0.36 0.18 1.15 1.12 0.12 0.37 0.52 0.17 1.26 0.87 0.22 0.22 0.41 0.24 0.69 0.22 0.69 0.92 0.46 0.52 0.44 0.67 0.81 0.87 0.97 0.32 1.08 0.96 1.01 0.75 0.95 0.86 0.90 0.85 Avg Delay (sec) 13.0 --17.6 --31.8 9.8 4.9 ------44.3 --11.1 --76.5 50.2 --9.8 -66.5 37.1 ----11.8 -9.7 22.9 -4.0 20.4 4.6 14.6 30.2 29.0 92.6 125.8 36.9 49.6 22.1 25.4 47.4 16.0 21.6 LOS B --B --C A A ------D --B --E D --A -E D ----B -A C -A C A B C C F F D D C C D B C Year 2020 Adverse Cumulative Effect No Build Traffic on No Build Geometry AM Peak Hour D/C 0.57 0.22 0.33 0.59 0.31 0.52 0.79 0.68 0.76 0.38 0.38 0.23 0.53 0.22 0.43 0.75 0.35 0.28 0.51 0.53 0.31 1.01 0.65 0.06 0.12 0.52 0.16 0.78 1.33 0.39 0.31 0.52 0.41 0.78 0.13 0.84 0.86 0.30 0.51 0.86 0.65 0.54 0.46 0.91 0.43 0.65 0.94 1.04 0.53 0.71 0.79 1.03 0.69 Avg Delay (sec) 22.3 --21.8 --31.1 14.2 10.5 ------31.2 --10.8 --48.8 26.4 --10.0 -44.4 147.9 ----17.7 -13.6 18.9 -2.6 68.4 8.4 9.3 12.8 21.3 21.3 14.1 49.2 68.9 38.8 24.5 31.2 35.8 14.8 LOS C --C --C B B ------C --B --D C --B -D F ----B -B B -A F A A B C C B D E D C C D B PM Peak Hour D/C 0.68 0.33 0.33 0.76 0.35 0.49 0.84 0.65 0.79 0.38 0.23 0.22 0.41 0.25 0.48 0.89 0.46 0.41 0.53 0.37 0.19 1.01 1.00 0.12 0.32 0.47 0.17 1.02 0.87 0.19 0.21 0.47 0.23 0.61 0.22 0.66 0.83 0.46 0.47 0.34 0.66 0.78 0.79 0.93 0.61 1.07 0.95 0.98 0.70 0.94 0.81 0.87 0.81 Avg Delay (sec) 23.8 --20.6 --33.7 10.9 8.2 ------43.0 --10.6 --54.4 42.1 --16.0 -35.1 40.4 ----11.8 -10.3 20.5 -4.7 16.2 5.8 13.8 28.0 25.8 88.7 110.1 35.9 47.9 20.4 22.7 32.0 14.6 19.2 LOS C --C --C B A ------D --B --D D --B -D D ----B -B C -A C A B C C F F D D C C C B B Alternative 3 Traffic on Alternative 3 Geometry including Measures AM Peak Hour D/C 0.64 0.24 0.33 0.61 0.28 0.51 0.76 0.70 0.74 0.44 0.38 0.28 0.52 0.23 0.44 0.72 0.36 0.30 0.41 0.54 0.32 0.92 0.64 0.09 0.12 0.53 0.32 0.71 1.30 0.40 0.31 0.52 0.43 0.84 0.14 0.84 0.94 0.35 0.63 0.69 0.57 0.51 0.93 0.61 0.91 0.93 0.59 0.73 0.67 0.99 0.77 Avg Delay (sec) 11.1 --20.9 --31.7 14.4 6.1 ------31.1 --9.1 --33.2 25.8 --10.2 -32.5 137.0 ----17.0 -13.8 22.1 -4.1 9.3 8.8 12.8 25.8 12.1 34.8 27.1 32.1 15.0 13.9 30.8 15.1 LOS B --C --C B A ------C --A --C C --B -C F ----B -B C -A N/A A A B C N/A B C C C B B C B 1.08 0.95 0.89 0.60 0.82 0.76 0.88 0.85 125.8 38.6 33.3 27.7 13.2 24.2 16.8 21.6 F D C C B C B C 0.67 0.81 0.87 0.97 4.6 14.6 30.2 29.0 A B C C PM Peak Hour D/C 0.74 0.32 0.37 0.75 0.30 0.46 0.83 0.60 0.75 0.43 0.23 0.26 0.41 0.27 0.46 0.96 0.45 0.43 0.53 0.36 0.18 1.10 1.12 0.12 0.37 0.52 0.17 0.96 0.87 0.22 0.22 0.41 0.24 0.69 0.22 0.69 0.92 0.46 0.52 Avg Delay (sec) 13.0 --17.6 --31.8 9.8 4.9 ------44.3 --11.1 --48.8 50.2 --9.8 -25.4 37.1 ----11.8 -9.7 22.9 -4.0 LOS B --B --C A A ------D --B --D D --A -C D ----B -A C -A Adverse Cumulative Effect
AM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N N Y N N N N N
PM N --N --N N N ------N --N --Y N --N -Y N ----N -N N -N N N N N N N N N N N N N
3 4 5 6
8 9 10
7th St
PARSONS
Long Beach Area
Year 2009 Traffic Control Intersection # Intersection Location Existing Traffic AM Peak Hour V/C Sig None None Sig None None Sig Sig Sig None None None None None None Sig None None Sig None None Sig Sig None None Sig None Sig Sig None None None None Sig None Sig Sig None Sig Stop Sig* Sig Sig Sig Stop Sig* Sig Sig Sig Sig Sig Sig Sig 0.58 0.15 0.24 0.55 0.23 0.40 0.76 0.79 0.84 0.35 0.22 0.19 0.50 0.19 0.40 0.76 0.32 0.26 0.41 0.49 0.28 0.84 0.63 0.06 0.12 0.44 0.14 0.72 1.07 0.15 0.25 0.48 0.27 0.54 0.11 0.87 0.73 0.28 0.50 0.15 0.46 0.49 0.72 0.39 0.95 1.01 0.47 0.72 0.83 0.97 0.68 Avg Delay (sec) 21.9 --14.8 --48.1 26.2 13.5 ------31.1 --9.3 --81.2 31.3 --14.4 -51.5 86.8 ----11.3 -86.6 19.4 -4.0 13.8 9.2 16.0 17.6 18.8 92.9 73.6 22.3 32.9 112.9 23.1 12.2 LOS C --B --D C B ------C --A --F C --B -D F ----B -F B -A B N/A A B B C N/A F E C C F C B 1.03 0.91 0.73 0.88 0.72 0.73 0.74 82.6 90.3 22.5 30.3 31.1 24.7 15.7 F F C C C C B 0.74 0.74 0.82 0.65 23.3 22.1 17.1 59.9 C C B F PM Peak Hour V/C 0.61 0.25 0.20 0.66 0.45 0.32 0.76 0.60 0.81 0.34 0.21 0.18 0.38 0.23 0.31 0.92 0.30 0.38 0.48 0.35 0.18 0.92 0.97 0.09 0.26 0.45 0.13 0.74 0.77 0.17 0.20 0.38 0.19 0.45 0.20 0.59 0.75 0.39 0.55 0.04 Avg Delay (sec) 17.8 --12.4 --35.1 18.4 11.1 ------66.2 --11.9 --40.1 72.8 --13.4 -102.8 30.4 ----13.7 -21.3 25.2 -4.3 10.8 LOS B --B --D B B ------E --B --D E --B -F C ----B -C C -A B No Build Traffic on No Build Geometry AM Peak Hour D/C 0.62 0.24 0.35 0.63 0.33 0.56 0.86 0.74 0.82 0.41 0.41 0.25 0.57 0.24 0.46 0.81 0.37 0.31 0.55 0.57 0.33 1.09 0.70 0.07 0.13 0.56 0.18 0.87 1.44 0.42 0.34 0.56 0.45 0.95 0.14 0.91 0.94 0.33 0.55 1.02 0.71 0.60 0.50 0.99 0.51 0.71 1.02 1.13 0.57 0.77 0.85 1.12 0.82 Avg Delay (sec) 22.4 --23.6 --35.1 15.4 11.6 ------33.6 --11.6 --67.3 26.9 --10.6 -48.8 180.5 ----21.2 -15.9 22.0 -2.8 98.3 9.1 10.7 13.1 30.4 25.3 15.5 65.8 82.4 39.1 25.7 53.1 55.8 17.1 LOS C --C --D B B ------C --B --E C --B -D F ----C -B C -A F A B B C D B E F D C D E B PM Peak Hour D/C 0.73 0.36 0.36 0.82 0.37 0.53 0.92 0.71 0.86 0.41 0.25 0.23 0.44 0.27 0.52 0.93 0.50 0.44 0.58 0.40 0.20 1.09 1.13 0.13 0.34 0.51 0.18 1.18 0.94 0.20 0.23 0.51 0.25 0.70 0.23 0.72 0.92 0.50 0.51 0.33 0.72 0.85 0.86 1.03 0.84 1.16 1.03 1.06 0.82 1.02 0.87 0.96 0.86 Avg Delay (sec) 24.5 --23.2 --43.9 12.0 9.8 ------48.4 --11.3 --70.6 56.8 --16.8 -45.4 51.5 ----12.6 -11.3 24.4 -4.9 15.7 7.0 15.7 30.4 37.1 152.1 147.2 58.7 63.0 32.1 50.8 58.5 16.7 23.7 LOS C --C --D B A ------D --B --E E --B -D D ----B -B C -A C A B C D F F E E C D E B C Alternative 3 Traffic on No Build Geometry AM Peak Hour D/C 0.69 0.26 0.36 0.66 0.31 0.55 0.84 0.75 0.80 0.47 0.41 0.30 0.57 0.25 0.48 0.77 0.38 0.33 0.45 0.59 0.34 0.93 0.69 0.09 0.13 0.58 0.35 0.86 1.40 0.43 0.34 0.56 0.46 1.02 0.15 0.92 1.02 0.38 0.68 1.20 0.74 0.62 0.55 1.02 0.15 0.66 1.04 1.17 0.58 0.77 0.87 1.14 0.84 Avg Delay (sec) 11.7 --22.9 --37.3 15.5 7.1 ------32.4 --9.7 --37.7 26.0 --11.4 -42.0 166.5 ----22.9 -16.9 30.8 -4.5 116.8 7.0 9.7 13.2 37.5 22.8 13.3 55.9 72.3 26.9 10.2 60.0 59.3 17.5 LOS B --C --D B A ------C --A --D C --B -D F ----C -B C -A F A A B D C B E E C B E E B PM Peak Hour D/C 0.80 0.34 0.39 0.81 0.33 0.49 0.92 0.64 0.81 0.46 0.25 0.28 0.45 0.29 0.50 1.02 0.49 0.46 0.58 0.39 0.19 1.25 1.22 0.13 0.40 0.56 0.19 1.41 0.88 0.24 0.23 0.45 0.26 0.80 0.23 0.75 1.02 0.50 0.56 0.45 0.73 0.88 0.94 1.10 0.45 1.17 1.04 1.10 0.88 1.04 0.93 0.99 0.85 Avg Delay (sec) 14.1 --19.4 --44.5 10.7 6.0 ------52.0 --11.7 --105.9 65.5 --10.2 -92.7 42.2 ----14.0 -10.3 29.9 -3.9 20.1 5.5 17.1 35.2 44.4 158.2 88.0 49.7 57.0 26.8 39.1 71.3 18.9 27.6 LOS B --B --D B A ------D --B --F E --B -F D ----B -B C -A C A B D D F F D E C D E B C Year 2040 Adverse Cumulative Effect No Build Traffic on No Build Geometry AM Peak Hour D/C 0.62 0.24 0.35 0.63 0.33 0.56 0.86 0.74 0.82 0.41 0.41 0.25 0.57 0.24 0.46 0.81 0.37 0.31 0.55 0.57 0.33 1.09 0.70 0.07 0.13 0.56 0.18 0.87 1.44 0.42 0.34 0.56 0.45 0.95 0.14 0.91 0.94 0.33 0.55 1.02 0.71 0.60 0.50 0.99 0.51 0.71 1.02 1.13 0.57 0.77 0.85 1.12 0.82 Avg Delay (sec) 22.4 --23.6 --35.1 15.4 11.6 ------33.6 --11.6 --67.3 26.9 --10.6 -48.8 180.5 ----21.2 -15.9 22.0 -2.8 98.3 9.1 10.7 13.1 30.4 25.3 15.5 65.8 82.4 39.1 25.7 53.1 55.8 17.1 LOS C --C --D B B ------C --B --E C --B -D F ----C -B C -A F A B B C D B E F D C D E B PM Peak Hour D/C 0.73 0.36 0.36 0.82 0.37 0.53 0.92 0.71 0.86 0.41 0.25 0.23 0.44 0.27 0.52 0.93 0.50 0.44 0.58 0.40 0.20 1.09 1.13 0.13 0.34 0.51 0.18 1.18 0.94 0.20 0.23 0.51 0.25 0.70 0.23 0.72 0.92 0.50 0.51 0.33 0.72 0.85 0.86 1.03 0.84 1.16 1.03 1.06 0.82 1.02 0.87 0.96 0.86 Avg Delay (sec) 24.5 --23.2 --43.9 12.0 9.8 ------48.4 --11.3 --70.6 56.8 --16.8 -45.4 51.5 ----12.6 -11.3 24.4 -4.9 15.7 7.0 15.7 30.4 37.1 152.1 147.2 58.7 63.0 32.1 50.8 58.5 16.7 23.7 LOS C --C --D B A ------D --B --E E --B -D D ----B -B C -A C A B C D F F E E C D E B C Alternative 3 Traffic on Alternative 3 Geometry including Measures AM Peak Hour D/C 0.69 0.26 0.36 0.66 0.31 0.55 0.84 0.75 0.80 0.47 0.41 0.30 0.57 0.25 0.48 0.77 0.38 0.33 0.45 0.59 0.34 0.99 0.70 0.09 0.13 0.58 0.35 0.73 1.40 0.43 0.34 0.56 0.46 1.02 0.15 0.92 1.02 0.38 0.68 0.74 0.62 0.55 1.02 0.66 0.99 1.01 0.64 0.79 0.81 1.08 0.84 Avg Delay (sec) 11.7 --22.9 --37.3 15.5 7.1 ------32.4 --9.7 --45.9 22.8 --11.4 -42.2 166.5 ----22.9 -16.9 30.8 -4.5 7.0 9.7 13.2 37.5 13.3 51.8 40.8 34.8 11.5 15.2 49.7 17.5 LOS B --C --D B A ------C --A --D C --B -D F ----C -B C -A N/A A A B D N/A B D D C B B D B 1.17 0.99 0.92 0.66 0.88 0.82 0.97 0.85 88.0 50.3 37.8 28.4 17.1 39.2 19.5 27.6 F D D C B D B C 0.73 0.88 0.94 1.10 5.5 17.1 35.2 44.4 A B D D PM Peak Hour D/C 0.80 0.34 0.39 0.81 0.33 0.49 0.92 0.64 0.81 0.46 0.25 0.28 0.45 0.29 0.50 1.02 0.49 0.46 0.58 0.39 0.19 1.08 1.10 0.13 0.40 0.56 0.19 1.19 0.88 0.24 0.23 0.45 0.26 0.80 0.23 0.75 1.02 0.50 0.56 Avg Delay (sec) 14.1 --19.4 --44.5 10.7 6.0 ------52.0 --11.7 --54.1 53.5 --10.2 -62.2 42.2 ----14.0 -10.3 29.9 -3.9 LOS B --B --D B A ------D --B --D D --B -E D ----B -B C -A Adverse Cumulative Effect
AM N --N --N N N ------N --N --N N --N -N N ----N -N N -N N N N N N Y Y N N Y Y N
PM N --N --N N N ------N --N --Y Y --N -Y N ----N -N N -N N N N N N N Y N N Y N N
PM N --N --N N N ------N --N --N N ----N N ----N -N N -N N N N N N N N N N N N N
3 4 5 6
8 9 10
7th St
PARSONS
Long Beach Area
1,4
9,810 10,090 2,190 1,960 9,730 9,670 2,190 1,960 9,420 8,790 2,080 2,080 9,420 8,790 2,080 1,990 9,890 9,420 2,080 2,060 9,560 9,090 2,790 2,060 7,940 7,830 2,790 2,060 7,940 7,690 2,790 2,060 7,420 7,280 1,900 1,740 6,330 5,840 2,450 1,840 5,740 5,140 2,220 1,470 3,160 2,870 4,010 3,900
Year 2020 Alternative 3 Conditions AM Peak Hour PM Peak Hour LOS3 Traffic Demand Volume1
9,930 9,910 1,850 1,660 9,580 9,490 1,820 1,660 8,810 9,030 1,870 1,680 8,950 8,890 1,820 1,740 9,400 9,410 1,660 1,740 9,090 9,000 2,070 1,770 9,090 7,690 2,070 1,770 7,640 7,600 2,070 1,770 5,740 7,730 1,490 1,490 4,990 6,670 1,840 1,490 5,010 5,660 1,370 1,360 2,950 3,860 4,140 4,120
D/C
Density2
D/C
Density2
Traffic Demand LOS3 Volume1 I-405 Mainline

10,550 10,290 2,040 1,960 10,590 9,960 2,060 2,130 10,300 9,380 1,870 2,130 10,310 9,110 1,850 2,130 10,790 9,730 1,850 1,970 10,480 9,470 2,290 1,970 10,480 8,350 2,290 1,970 9,040 8,190 2,290 1,970 6,530 7,600 1,760 1,400 5,500 6,190 1,870 1,400 5,750 5,500 1,800 1,400 2,730 3,830 3,560 4,850
D/C
Density2
5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 4 4 1 1 4 4 1 1 5 4 1 1 2 3 2 2
9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 3,700 5,550 3,700 3,700
9,530 9,720 1,860 1,820 9,030 9,290 1,860 1,820 8,310 8,530 1,730 1,910 8,430 8,530 1,730 2,060 8,930 8,986 1,730 2,140 8,600 8,550 2,490 2,140 6,910 7,150 2,490 2,140 6,910 7,050 2,490 2,140 5,900 7,750 1,510 1,940 5,120 6,720 1,870 2,140 5,120 5,660 1,690 1,660 3,270 3,690 4,390 3,910
1.03 1.05 1.01 0.98 0.98 1.00 1.01 0.98 0.90 0.92 0.94 1.03 0.91 1.15 0.94 1.11 0.97 0.97 0.94 1.16 1.16 0.92 1.35 1.16 0.93 0.97 1.35 1.16 0.93 0.95 1.35 1.16 0.80 1.05 0.82 1.05 0.69 0.91 1.01 1.16 0.55 0.76 0.91 0.90 0.88 0.66 1.19 1.06
E E ---See Weaving Table See Weaving Table --See Weaving Table See Weaving Table
--
41.5 36.3 --
--
--See Weaving Table

--
--
* F ----See Weaving Table See Weaving Table --* 29.7 --35.9 31.8 --35.9 31.1 --25.8 37.7 --20.9 28.8 --17.0 24.3 --17.5 19.7 * 36.4 --F D --E D --E D --C E --C D --B C --B C F E
1.06 1.09 1.18 1.06 1.05 1.05 1.18 1.06 1.02 0.95 1.12 1.12 1.02 1.19 1.12 1.08 1.07 1.02 1.12 1.11 1.29 0.98 1.51 1.11 1.07 1.06 1.51 1.11 1.07 1.04 1.51 1.11 1.00 0.98 1.03 0.94 0.86 0.79 1.32 0.99 0.62 0.69 1.20 0.79 0.85 0.52 1.08 1.05
41.2 E * F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table
----See Weaving Table
* F ----See Weaving Table See Weaving Table --* 38.5 --41.0 43.7 --41.0 42.2 --37.9 35.0 --26.6 24.1 --20.8 24.5 --16.9 15.3 38.4 36.2 --F E --E E --E E --E D --D C --C C --B B E E
1.07 1.07 1.00 0.90 1.04 1.03 0.98 0.90 0.95 0.98 1.01 0.91 0.97 1.20 0.98 0.94 1.02 1.02 0.90 0.94 1.23 0.97 1.12 0.96 1.23 1.04 1.12 0.96 1.03 1.03 1.12 0.96 0.78 1.04 0.81 0.81 0.67 0.90 0.99 0.81 0.54 0.76 0.74 0.74 0.80 0.70 1.12 1.11
* F 37.9 E ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table * F ----See Weaving Table See Weaving Table --* 32.2 --* 36.3 --41.7 35.5 --25.0 37.4 --20.3 28.5 --16.6 24.3 --15.8 20.7 41.3 40.9 --F D --F E --E E --C E --C D --B C --B C E E
1.14 1.11 1.10 1.06 1.14 1.08 1.11 1.15 1.11 1.01 1.01 1.15 1.11 1.23 1.00 1.15 1.17 1.05 1.00 1.06 1.42 1.02 1.24 1.06 1.42 1.13 1.24 1.06 1.22 1.11 1.24 1.06 0.88 1.03 0.95 0.76 0.74 0.84 1.01 0.76 0.62 0.74 0.97 0.76 0.74 0.69 0.96 1.31
* F * F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table * F ----See Weaving Table See Weaving Table --* 41.1 --* * --* * --31.5 37.8 --22.5 25.8 --20.9 26.2 --14.6 20.5 30.8 * --F E --F F --F F --D E --C C --C D --B C D F
0.04 0.02 (0.01) (0.09) 0.06 0.02 (0.02) (0.09) 0.05 0.05 0.08 (0.12) 0.06 0.05 0.05 (0.17) 0.05 0.05 (0.04) (0.22) 0.07 0.05 (0.23) (0.20) 0.29 0.07 (0.23) (0.20) 0.10 0.07 (0.23) (0.20) (0.02) 0.00 (0.01) (0.24) (0.02) (0.01) (0.02) (0.35) (0.01) 0.00 (0.17) (0.16) (0.09) 0.03 (0.07) 0.06
0.08 0.02 (0.08) 0.00 0.09 0.03 (0.07) 0.09 0.10 0.06 (0.11) 0.03 0.10 0.04 (0.12) 0.08 0.10 0.03 (0.12) (0.05) 0.12 0.04 (0.27) (0.05) 0.34 0.07 (0.27) (0.05) 0.15 0.07 (0.27) (0.05)
Decrease AM/PM LOS (E to F)
Decrease AM/PM LOS (E to F) Decrease AM/PM LOS
Decrease PM LOS (E to F) Decrease AM/PM LOS
I-605 Mainline
(0.12) 0.04 (0.08) (0.18) (0.11) 0.05 (0.31) (0.24) 0.00 0.05 (0.23) (0.04) (0.12) 0.17 (0.12) 0.26
I-605 Mainline
Improve PM LOS (E to D) Decrease PM LOS (D to E)
Decrease PM LOS (C to D)
7th Street Mainline
7th Street Mainline

Decrease PM LOS (B to C) Improve AM/PM LOS Decrease PM LOS (E to F)
Parsons
I-405 Improvement Project Supplemental Traffic Report
Long Beach Area
Mainline Location Lane Type Direction Traffic Lanes Capacity1,4 Demand Volume 1 I-405 Mainline
5 5 1 1 5 5 1 1 5 5 1 1 5 4 1 1 5 5 1 1 4 5 1 1 1 4 1 1 4 4 1 1 4 4 1 1 4 4 1 1 5 4 1 1 2 3 2 2 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 9,250 1,850 1,850 9,250 7,400 1,850 1,850 9,250 9,250 1,850 1,850 7,400 9,250 1,850 1,850 7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 10,300 10,500 2,010 1,970 9,770 10,040 2,010 1,970 8,990 9,390 1,870 2,060 9,110 9,220 1,870 2,230 9,650 9,710 1,870 2,310 9,290 9,240 2,700 2,310 7,470 7,730 2,700 2,310 7,470 7,630 2,700 2,310 6,380 8,370 1,630 2,100 5,540 7,260 1,630 2,100 5,540 6,120 2,020 2,310 3,540 3,990 4,750 4,220
Year 2040 No Build Alternative Conditions AM Peak Hour D/C Density2 LOS3 Traffic Demand Volume 1
10,610 10,910 2,370 2,120 10,520 10,450 2,370 2,120 10,220 9,850 2,250 2,240 10,180 9,500 2,250 2,150 10,690 10,180 2,250 2,230 10,330 9,830 3,020 2,230 8,590 8,460 3,020 2,230 8,590 8,310 3,020 2,230 8,020 7,870 2,050 1,880 6,840 6,310 2,050 1,880 6,200 5,560 2,650 1,990 3,420 3,100 4,340 4,210
Year 2040 Alternative 3 Conditions AM Peak Hour LOS3 Traffic Demand Volume 1
10,730 10,710 2,000 1,800 10,360 10,260 1,970 1,800 9,530 9,760 2,020 1,820 9,670 9,610 1,970 1,880 10,160 10,170 1,800 1,880 9,830 9,730 2,240 1,910 9,830 8,320 2,240 1,910 8,260 8,220 2,240 1,910 6,210 8,360 1,620 1,620 5,390 7,210 1,990 1,620 5,420 6,120 1,490 1,480 2,950 3,860 4,140 4,120
PM Peak Hour D/C Density2
PM Peak Hour Traffic Demand LOS3 Volume 1 I-405 Mainline

11,410 11,130 2,200 2,120 11,450 10,770 2,220 2,300 11,140 10,140 2,020 2,300 11,150 9,850 2,000 2,300 11,660 10,520 2,000 2,130 11,330 10,240 2,480 2,130 11,330 9,030 2,480 2,130 9,780 8,850 2,480 2,130 7,060 8,220 1,900 1,520 5,950 6,690 2,020 1,520 6,210 5,940 1,950 1,520 2,730 3,830 3,560 4,850
D/C
Density2
D/C
Density2
1.11 1.14 1.09 1.06 1.06 1.09 1.09 1.06 0.97 1.02 1.01 1.11 0.98 1.25 1.01 1.21 1.04 1.05 1.01 1.25 1.26 1.00 1.46 1.25 1.01 1.04 1.46 1.25 1.01 1.03 1.46 1.25 0.86 1.13 0.88 1.14 0.75 0.98 0.88 1.14 0.60 0.83 1.09 1.25 0.96 0.72 1.28 1.14
F E ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F 33.7 D ----40.1 E 36.7 E ----40.1 35.8 --28.3 --* --22.7 32.6 --18.3 26.6 --18.9 21.4 --* 43.4 E E --D F --C D --C D --C C F E
--* 43.9 --
1.15 1.18 1.28 1.15 1.14 1.13 1.28 1.15 1.10 1.06 1.22 1.21 1.10 1.28 1.22 1.16 1.16 1.10 1.22 1.21 1.40 1.06 1.63 1.21 1.16 1.14 1.63 1.21 1.16 1.12 1.63 1.21 1.08 1.06 1.11 1.02 0.92 0.85 1.11 1.02 0.67 0.75 1.43 1.08 0.92 0.56 1.17 1.14
--* F --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F 44.1 E ------* F --* F ------* --* --44.4 40.6 --29.6 26.5 --22.5 26.5 --18.3 16.6 --* 43.1 F F --E E --D D --C D --C B F E
1.16 1.16 1.08 0.97 1.12 1.11 1.06 0.97 1.03 1.06 1.09 0.98 1.05 1.30 1.06 1.02 1.10 1.10 0.97 1.02 1.33 1.05 1.21 1.03 1.33 1.12 1.21 1.03 1.12 1.11 1.21 1.03 0.84 1.13 0.88 0.88 0.73 0.97 1.08 0.88 0.59 0.83 0.81 0.80 0.80 0.70 1.12 1.11
F F ---See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F 37.2 E ------* F 43.4 E ------* 42.1 --27.4 --* --22.0 32.2 --18.0 26.6 --15.8 20.7 41.3 40.9 F E --D F --C D --B D --B C E E
--* --* --
1.23 1.20 1.19 1.15 1.24 1.16 1.20 1.24 1.20 1.10 1.09 1.24 1.21 1.33 1.08 1.24 1.26 1.14 1.08 1.15 1.53 1.11 1.34 1.15 1.53 1.22 1.34 1.15 1.32 1.20 1.34 1.15 0.95 1.11 1.03 0.82 0.80 0.90 1.09 0.82 0.67 0.80 1.05 0.82 0.74 0.69 0.96 1.31
--* F --* F ----See Weaving Table See Weaving Table ----See Weaving Table See Weaving Table ----See Weaving Table --* F ----See Weaving Table See Weaving Table ------* F --* F ------* F --* F ------* --* --35.0 --* --24.6 28.7 --22.5 28.3 --14.6 20.5 30.8 --* F F --D F --C D --C D --B C D F
0.05 0.02 (0.01) (0.09) 0.06 0.02 (0.02) (0.09) 0.06 0.04 0.08 (0.13) 0.06 0.05 0.05 (0.19) 0.06 0.05 (0.04) (0.23) 0.07 0.05 (0.25) (0.22) 0.32 0.08 (0.25) (0.22) 0.11 0.08 (0.25) (0.22) (0.02) 0.00 (0.01) (0.26) (0.02) (0.01) 0.19 (0.26) (0.01) 0.00 (0.29) (0.45) (0.16) (0.02) (0.16) (0.03)
0.09 0.02 (0.09) 0.00 0.10 0.03 (0.08) 0.10 0.10 0.03 (0.12) 0.03 0.10 0.05 (0.14) 0.08 0.10 0.04 (0.14) (0.05) 0.14 0.04 (0.29) (0.05) 0.37 0.08 (0.29) (0.05) 0.16 0.07 (0.29) (0.05)
Decrease AM LOS (E to F)
Decreaase PM LOS
7,400 7,400 1,850 1,850 7,400 7,400 1,850 1,850 9,250 7,400 1,850 1,850 3,700 5,550 3,700 3,700
I-605 Mainline
(0.13) 0.05 (0.08) (0.19) (0.12) 0.05 (0.02) (0.19) 0.00 0.05 (0.38) (0.25) (0.19) 0.13 (0.21) 0.17
I-605 Mainline
Improve PM LOS (E to D) Decrease PM LOS (E to F)
Decrease AM LOS (C to B)
7th Street Mainline
7th Street Mainline

Improve AM/PM LOS (C to B) Decrease PM LOS (B to C) Improve AM LOS (F to E) Decrease PM LOS (E to F)
Parsons
I-405 Improvement Project (Caltrans EA# 0H1000): Responses to Comments Matrix
I-405 IMPROVEMENT PROJECT SUPPLEMENTAL TRAFFIC STUDY, LONG BEACH AREA RESPONSE TO COMMENTS
Revised Section or Page #
Comment
Response
Comments from Eduardo Amezcua in January 22, 2013 E-mail to Smita Deshpande Coordinate with the City of Long Beach the type of analysis method (ICU or HCM) to be used to evaluate facilities outside Caltrans right of way. The HCM method is the method recognized by Caltrans for intersection analysis. It was used for all intersection analysis in the Orange County portion of the study area in the original Traffic Study. For consistency, it is used in the Supplemental Traffic Study for the Long Beach area. The Supplemental Traffic Study for the Long Beach area has been revised to set to threshold for action equal to or greater than an increase in an intersections volume-to-capacity ratio of 0.20 when the project condition is LOS E or F. Because Caltrans does not use threshold criteria for the determination of significance of impacts, discussion of the threshold criteria was removed from the document at the request of Caltrans environmental staff. END OF MATRIX
No Change
The level of action for the City of Long Beach is 0.02 or greater. The level of action for this analysis is greater of 0.02. Please adjust to cover all the intersections affected by this project.
Page 1-2
Parsons
Page 1 of 1
March 27, 2009
Long Beach Area
List of Preparers and Coordinating Agencies

Report Preparation Team Omar Merheb Neal Denno, PhD June Duan, PE Raizalyn Lubong Caltrans District 12 Review Team Gary Slater, PE Eduardo Amezcua, PE Caltrans District 7 Yunus Ghausi, PE Ron Kosinski Orange County Transportation Authority Niall Barrett Rose Casey City of Long Beach David Roseman, PE Steven Bos Gateway Cities Council of Governments Jerry Wood, PE Karen Heit Los Angeles County Metropolitan Transportation Council Ernesto Chavez Lucy Olmos
PARSONS
7-1

I-405 Widening Project Supplemental Traffic Study On Long Beach

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SUPPLEMENTAL TRAFFIC STUDY REPORT LONG BEACH AREA

EA 0H1000 EFIS ID 1200000180

STATE OF CALIFORNIA Department of Transportation

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

PROJECT STUDY AREA

110 710 105 605

I-405 PA/ED Long Beach Study

PROJECT LOCATION MAP

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

2.0 YEAR 2009 EXISTING CONDITIONS

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

Spring St/Cerritos Ave at I-605

7 Lakewood Blvd/ Willow St at I-405

11 12 13 14 15 16 17 Woodruff Ave at I-405 18 19 20 Palo Verde/ Stearns St at I-405 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

Bellflower Blvd/ Los Coyotes Diagonal at I-405

Studebaker Rd at I-405 Studebaker Rd at SR-22/7th St

Orange County Transportation Authority

I-405 Improvement Project Supplemental Traffic Study

Long Beach Area

I-605 SB Off Ramp

I-605 NB Off Ramp

Spring St/ Cerritos Ave at I-605 Lakewood Blvd/ Willow St at I-405

Spring St/Cerritos Ave Spring St/Cerritos Ave

I-605 SB Off Ramp I-605 NB On Ramp

I-405 NB Off Ramp

12 Bellflower Blvd/ Los Coyotes Diagonal at I-405

Los Coyotes Diagonal

Los Coyotes Diagonal Willow St

I-405 SB Direct Off Ramp Los Coyotes Diagonal

Woodruff Ave at I-405