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SR-402-001 (11) ~C:2 --00/ 7-'8 LUTM:PB:DKW:DB/ta90004c.pcword.plan Council Mtg: June 16, 1992 JU' t.,l 'C,91 ." -'- 1- Santa Monica, California lJ " -: / TO: Mayor and city council FROM: City staff SUBJECT: Text Amendment 90-004 to Allow Drive-Through service at an Existing Fast Food Establishment in the C3 (Downtown Commercial) District Applicant: Nick Lardas INTRODUCTION This report recommends that the city Council deny the applicant's request for a text amendment to conditionally permit drive-through service at existing fast food establishments in the C3 (Downtown commercial) District. The Planning Commission has recommended that the City Council approve the applicant's request. BACKGROUND chronology In 1976, the Planning commission approved the construction of the McDonald's Restaurant at Second Street and Colorado Avenue with the condition that the proposed drive-through portion of the operation be eliminated. The Planning Commission felt that the downtown should be a pedestrian oriented area and that a drive-through facility was not an appropriate use. In November of 1987, while the previous Zoning Ordinance was in effect, the Planning Commission reviewed a Development Review and - 1 - 7-[; JUN 1 [} l~:;l Zoning Administrator Use Permit application filed by Lardas Management to allow the construction of a drive-through at the restaurant. On November 16, 1987, the project was denied by the Commission based on inconsistencies wi th the C3 zoning requirements and Land Use Element policy. The Commission also expressed concern regarding noise and traffic that could potentially be generated by a drive-through. The city Council upheld the Commission's denial on appeal. When the city Council adopted the current zoning Ordinance on August 9, 1988, it specifically prohibited drive-through establishments in the C3 District, consistent with General Plan language defining the Downtown Frame area as pedestrian-oriented. In October of 1990, Nick Lardas, an independent franchisee who leases the parcel at 1540 Second Street from the McDonald's Corporation, applied for Text Amendment 90-004 to revise Subchapter 41 (C3 Downtown Commercial District) to allow drive-through establishments with the issuance of a Conditional Use Permit. Planning commission Recommendation On April 1, 1992, a public hearing was held before the Planning commission regarding proposed Text Amendment 90-004. After a careful review of the staff report recommending denial (Attachment A), a presentation by the applicant, and public testimony in favor of the proposal, the Commission voted 5 to 2 in favor of a motion recommending that the City council approve - 2 - the Text Amendment to Subchapter 41 (C3 Downtown Commercial District) as follows (new text in boldface): Section 9018.4(p) [Conditionally Permitted Uses) Drive-in, drive-through, and fast-food restaurants provided at least one of these uses existed on the site at the effective date of this Chapter, and provided that conversion to a drive-through use requires less than a 50% remodel of the existing structure. section 9018.5(c) [prohibited Uses] Drive-in, drive-through, and fast food restaurants if none of these uses existed on the effective date of this Chapter, and if conversion to a drive-through use requires over a 50% remodel of the existing structure. The commission made this recommendation based on the findings that the proposal is consistent with the General Plan and is necessary to protect the public health, safety, and general welfare, as shown in the Statement of Official Action contained in Attachment B. The Commission expressed a concern that a drive-through is necessary to maintain patron safety due to persons loitering at the McDonald's at 1540 Second street, which is the only property which would qualify for a drive through under the language of the proposed text amendment. In addition, one Commissioner expressed a concern that it would be inequitable to continue the prohibition of drive-through establishments in the downtown area given that valet parking has been permitted in the C3 District at non-fast food restaurants. - 3 - ANALYSIS General Plan Consistency staff maintains that the proposed text amendment should be denied because it is inconsistent with General Plan goals regarding the pedestrian orientation of the Downtown area, air quality and traffic circulation. The Land Use and Circulation Elements (LUCE) of the General Plan contains several passages stating that pedestrian-oriented features are to be encouraged both city-wide and particularly in the Downtown area. Policy 1.3.4 states that, "in the Downtown Frame area, [the City shall] require pedestrian-oriented design features for all ground floor street frontage." Furthermore, page 66 of LUcE states that "the prime urban design aim for Downtown is to encourage a sense of human scale and pedestrian character." The applicant's McDonald's franchise is located at the corner of Second street and Colorado Avenue in the Downtown Frame area (the c3 District), immediately across the street from the Downtown Core area (the C3C District) to the east. This is a particularly sensitive, pedestrian-oriented site within close proximity to such pedestrian activity centers as the Santa Monica pier, the Third street Promenade, Santa Monica Place, and Palisades Park. The applicant argues that the Second Street McDonald'S, as the only business which will be affected by the proposed amendment, is an appropriate location for a drive-through restaurant and - 4 - will not affect the pedestrian orientation of the sUbject building's street frontage. This argument does not address the negative impact on pedestrians which would result from a continual stream of idling vehicles and from vehicles entering and exiting the site. Clearly, a drive-through would be in conflict with the "human scale and pedestrian character" suggested for the Downtown area within the General Plan. By allowing drive-through restaurants as a conditionally permitted use, the proposed text amendment may have an impact on air quality. Policy 4.1.4 of LUCE stat:es that the City shall support measures by the South Coast Air Quality Management District to reduce air pollution from transportation sources. In order to determine the air quality impacts of the proposal, staff requested that the applicant prepare an air quality study (Attachment G). This study, prepared by Terry A. Hayes Associates (Hayes), concludes that the net increase in emissions by a drive-through at the McDonald's site, when compared with emissions generated from the existing walk-in restaurant, would be negligible and well within SCAQMD thresholds. Staff asked the City's air quality consultant, JHA Environmental Consultants (JHA), to review the Hayes study (Attachment C). The City consultant found fault with several of the applicant's basic assumptions for worst case analysis, including mixing height, wind speed, atmospheric stability, temperature, and background concentrations. - 5 - JHA found that the proposal may be inconsistent with Measure M-G-7 of the Air Quality Management Plan, which proposes that local governments and the SCAQMD "eliminate excessive curb idlingll by 1994. Specifically, Measure M-G-7 states that "the District would adopt and enforce the three-minute idling limit as a transportation control measure. Local governments would share in the enforcement of this measure. tl (Attachment D.) The Hayes study finds that, based on a spot survey of local drive-throughs and a study done by the City of Phoenix, the average idling time for vehicles waiting for service in drive-through lanes is approximately 2 minutes and 30 seconds. However, as JHA points out, Measure M-G-7 establishes a maximum (not average) threshold of three minutes idling time. The applicant has not provided information indicating the maximum idling time. The applicant hired another consultant, Robert crommelin and Associates, Inc., to prepare a traffic study analyzing the impacts of a drive-through at the McDonald's site (Attachment F). The study concludes that the change would have a "non measurable" impact on traffic at all intersections analyzed (Colorado/ Ocean, Ocean/ Broadway, Colorado/ Second, Broadway/ Second). A fundamental assumption of the applicant's traffic study is that "driving customers tend to carpool when a drive-thru window is available thus reducing overall vehicular traffictl for a total reduction of 400 trips per day (pg. 5). The City parking and Traffic Engineer reviewed the traffic study and found that the - 6 - basic methodology of the study is sound. However, the City Parking and Traffic Engineer could not confirm the assumption that the total number of trips would be reduced with the addition of a drive-through window at the existing McDonald's. Public Safety The applicant, members of the public, and the Planning Commission have suggested that a drive-through is necessary to protect the safety of Second Street McDonald's patrons. In other words, there is a contention that it is unsafe for patrons to exit their automobiles, walk across the parking lot and enter the restaurant on foot. According to the Santa Monica Police Department, most of the 50 calls for service received in 1991 by the Santa Monica Police Department from the Second Street McDonald's were homeless-related. Of these 50 calls, 13 were offenses, including two aggravated assaults, three calls were for vandalism, and one was a bomb threat. An "offense" by law enforcement standards constitutes an activity which may lead to an arrest. The non-offense calls for service in 1991 included such incidents as disturbances of the peace, drunkenness, and trespassing which do not result in an arrest or investigation. Staff understands that a relatively moderate level of criminal activity (as it is characterized by the Santa Monica Police Department) and the presence of homeless persons may create fear among some McDonald's patrons. However, staff does not believe that the establishment of a drive-through at the Second Street - 7 - McDonald's is an appropriate response to either the fear of crime or actual crime. Drive-through capacity would probably reduce fear of crime rather than the number of crimes committed. An analysis of crime statistics related to drive-through uses was conducted by staff. The analysis indicates that between January 1, 1991 and April 29, 1992, four offenses were committed at the Jack-in-the-Box located at 2025 Lincoln Boulevard and four offenses were committed at the Taco Bell located two blocks to the south on Lincoln Boulevard. The drive-through capacity of the Jack-in-the-Box and the lack of a drive-through at the Taco Bell apparently had no impact on the total number of crimes committed at either site. Public Access The applicant maintains that a drive-through is necessary to allow a maximum ease of access for McDonald's patrons who are elderly or disabled or who may have young children in car seat restraints. While it may be true that drive-through capacity increases ease of access for these groups, staff does not believe it therefore follows that drive-through capacity should be conditionally permitted for commercial establishments. The subject business is currently accessible to any disabled person, elderly person, parent or child who is capable of exiting a vehicle. - 8 - Economic Concerns The applicant maintains that the proposed Text Amendment is "essential to maintaining the economic viability of the existing restaurant." staff contends that it is unsound planning practice to approve a Text Amendment so as to allow the applicant to increase the profitability of one business. The Zoning Ordinance's required findings for a Text Amendment do not include any mention of economic hardship. Conclusion The applicant has implied that the Council should make the COde-required finding that "the public health, safety, and general welfare require the adoption of the proposed amendment" based on concerns regarding public safety, pUblic access, and "economic viability." While staff understands that public safety and pUblic access are important issues, staff does not believe that, in this instance, these concerns warrant a Text Amendment to conditionally permit drive-throughs in the C3 District. Furthermore, the issue of the business's "economic viability" does not appear to have a bearing on the City's public health, safety or general welfare. The proposed Text Amendment would conditionally permit a use that was specifically prohibited when the current Zoning Ordinance was adopted. While the construction of a drive-through would still be SUbject to the approval of a Conditional Use Permit, staff feels that it would be inconsistent with established City policy - 9 - and the Land Use and Circulation Elements of the General Plan to approve the proposed Text Amendment. Staff's fundamental obj ection is that the proposal contradicts the basic goal, as outlined in the General Plan, of promoting a pedestrian-oriented downtown area. Secondarily, it appears to contradict General Plan objectives and policies relating to traffic circulation and SCAQMD consistency. Drive-through establishments are Conditionally Permitted Uses in the C4 (Highway Commercial) District, where the General Plan intends to allow llbusinesses and services oriented to automobile access. " This distinction in purpose statements leads staff to believe that drive-through facilities are not appropriate in the C3 District.. where the General Plan clearly calls for pedestrian-oriented uses and design features as opposed to auto-oriented uses. For this reason, staff recommends that the council deny the applicant's request. Public Notification Because this proposal is not site-specific, no radius map, signage or mailing notification is required. A legal notice was published in The Outlook. Staff notified the Neighborhood Support Center of the Council hearing date on May 26, 1992. BUDGET/FINANCIAL IMPACT The recommendation presented in this report does not have any budget or fiscal impact. - 10 - RECOMMENDATION Although the Planning Commission recommends approval of the Text Amendment, staff respectfully recommends that the Council deny the applicant's request based on the following findings: 1. The proposed amendment is inconsistent in principle with the goals, objectives, policies, land uses, and programs specified in the adopted General Plan, in that it is inconsistent with Land Use and Circulation Element Policies 1.3.4 and 4.1.4 and Objective 3.3. 2. The public health, safety, and general welfare does not require the adoption of the proposed amendment, in that the capability of adding drive-through facilities within the pedestrian-oriented Downtown Core area and in close proximity to the highly pedestrian-oriented Downtown Core area could contribute to adverse health effects resulting from increased levels of vehicular idling and noxious emissions in the vicinity, and in that allowing drive-through capacity is not a recognized crime control measure. If the council decides to approve the requested Text Amendment, it should adopt the findings contained in the Planning Commission's statement of Official Action. Prepared By: D. Kenyon Webster, Planning Manager Drummond Buckley, Assistant Planner Planning Division Land Use and Transportation Management Department - 11 - ATTACHMENTS: A. Planning commission staff Report B. statement of Official Action by Planning Commission C. Review of Air Quality study by JHA Environmental Consultants D. SCAQMD Policy M-G-7 E. Correspondence F. Traffic study G. Air Quality study by Terry A. Hayes Associates DB:db PC/ta90004c 06/10/92 - 12 - ATTACHMENT A f{A Ai -r.'\cH (lily .v-r A CITY PLANNING DIVISION Land Use and Transportation Manaqement Department MEMORANDUM DATE: March 25, 1992 TO: The Honorable Planning commission FROM: Planning staff SUBJECT: Text Amendment 90-004 Applicant: Nick Lardas/ McDonald's Corp. SUMMARY Action: Make recommendation to City council regarding proposed modifications to Section 9018.4, "conditionally Permitted Uses", and Section 9018.5, "Prohibited Uses", of the Santa Monica Municipal Code. Recommendation: Commission discussion and recommendation of de- nial to city Council. Permit streamlining Expiration Date: None for text amendments SITE LOCATION AND DESCRIPTION The proposed text amendment would affect properties located in the C31 Downtown Commercial District. The district boundaries are approximately Wilshire Boulevard to the north I the Santa Monica Freeway to the south, Lincoln Court alley to the east, and Ocean Court alley to the west. The C3C District, which bound- aries are Wilshire Boulevard to the north, Colorado Boulevard to the south, Fifth Court alley to the east, and Second Street to the west, is located within the boundaries of the C3 District but would not be subject to the proposed text amendment. Zoning District: C3 Land Use District: Downtown Frame PROJECT DESCRIPTION The proposed Zoning Ordinance Text Amendment would involve the addition of Section 9018.4 (p) to conditionally permit drive-in, drive-through, and fast food restaurants, provided at least one of the uses existed on the site on the effective date of the zoning Ordinance, and the revision of Section 9018.5 (c) to pro- hibit drive-in, drive-through, and fast food restaurant if none of the uses existed on the site on the effective date of the zoning Ordinance. - 1 - CEQA STATUS The Text Amendment is categorically exempt from the provisions of the California Environmental Quality Act pursuant to Class 5(10) of the City of Santa Monica Guidelines for Implementation of CEQA. FEES The proposal is not subject to any development fees. PUBLIC NOTIFICATION Because this proposal is not site-specific, no radius map, sig- nage or mailing notification is required. A legal notice was published in The Outlook. Staff notified the Neighborhood Sup- port Center of the hearing date on March 11, 1992. ANALYSIS The applicant is requesting the Text Amendment to conditionally permit the addition of drive-through facilities to restaurants in the c3 District provided that the restaurant existed on the ef- fective date of the zoning ordinance (September 8, 1988). While the Text Amendment would affect the entire C3 District, the ap- plicant, who is the operator of the McDonald's at Second Street and Colorado Avenue, has specifically proposed the amendment to permit the addition of a drive-through at his restaurant. If the Text Amendment were approved by City Council as proposed, the applicant would be required to obtain a Conditional Use Permit to install a drive-through. Background In 1976, the Planning Commission approved the construction of the McDonald's Restaurant at Second street and Colorado Avenue with the condition that the proposed drive-through portion of the op- eration be eliminated. The Planning commission felt that the downtown should be a pedestrian oriented area and that a drive- through facility was not an appropriate use. In November of 1987, while the previous Zoning Ordinance was in effect, the Planning Commission reviewed a Development Review and zoning Administrator Use Permit application filed by the appli- cant to allow the construction of a drive-through at the res- taurant. On November 16, 1987, the project was denied by the Commission based on inconsistencies with the C3 zoning require- ments and Land Use Element policy. The Commission also expressed concern regarding excess noise and traffic that could potentially be generated by a drive-through. The applicant appealed the Com- mission's denial to the City Council and in March of 1988, the City council upheld the Commission's decision and denied the ap- plicant's request. - 2 - General Plan consistency and Pedestrian orientation The current Zoning Ordinance, adopted in september of 1988, lists drive-in, drive-through and fast food restaurants as prohibited uses in the C3 District. The uses were specifically prohibited because the operation of drive-in, drive-through and fast food restaurants are inconsistent with several policies contained in the Land Use and Circulation Element of the General Plan (LUeE) relating to the development of downtown as a primary location for uses that encourage pedestrian activity. Specifically, Policy 1.3.5 states that, "in the Downtown Frame area, [the City shall] require pedestrian-oriented design fea- tures for all ground floor street frontage. II The applicant's property is located in the Downtown Frame area, immediately across the street from the Downtown Core area to the east. All of the C3 District is within the Downtown Frame area defined in the General Plan. Objective 3.3 states that the City should "en- hance the pedestrian scale and character of streets and pUblic spaces." Staff believes that allowing drive-throughs would fun- damentally contradict the stated policies and goals of the General Plan for the Downtown Frame area. The McDonald's Restaurant at Second street and Colorado Avenue is located at a particularly sensitive, pedestrian-oriented site within the City's Downtown Frame (c3 District). Given the site's close proximity to such pedestrian oriented activities as Santa Monica pier, Third street Promenade, Santa Monica Place, and Palisades Park, it is important that the restaurant continue to cater to a pedestrian-based clientele. General Plan consistency and Air Quality By allowing drive-through restaurants as a conditionally permit- ted use, the proposed text amendment may have an impact on air quality. Policy 4.1.4 of LUCE states that the City shall support measures by the South Coast Air Quality Management District to reduce air pollution from transportation sources. A consultant is currently preparing an Air Quality Element for the Santa Moni- ca General Plan, which may begin the public review process in late Spring of 1992. In order to determine the air quality impacts of the proposal, staff requested that the applicant prepare an air quality study (Attachment F). This study, prepared by Terry A. Hayes Associ- ates, concludes that the net increase in emissions by a drive- through at the McDonald's site, when compared with emissions generated from the existing walk-in restaurant, would be negligible and well within SCAQMD thresholds. In order to obtain an analysis of the air quality study, staff asked that the City's air quality consultant, JHA Environmental Consultants, review the Terry A. Hayes Associates study study (Attachment A). The city consultant found fault with several of - 3 - the applicant's basic assumptions for worst case analysis, in- cluding mixing height, wind speed, atmospheric stability, tem- perature, and background concentrations. JHA found that the proposal may be inconsistent with Measure M-G- 7 of the Air Quality Management Plan, which proposes that local governments and the SCAQMD "eliminate excessive curb idling" by 1994. Specifically, Measure M-G-7 states that "the District would adopt and enforce the three-minute idling limit as a transportation control measure. Local governments would share in the enforcement of this measure." (Attachment B.) The Hayes study finds that, based on a spot survey of a local drive-through and a study done by the City of Phoenix, the average idling time for vehicles waiting for service in drive- through lanes is approximately 2 minutes 30 seconds. However, as JHA points out, Measure M-G-7 establishes a maximum (not average) threshold of three minutes idling time. The applicant has not provided information indicating the maximum idling time, nor has he responded to the other elements of the analysis by JHA En- vironmental Consultants. Traffic Circulation and General Plan consistency Policy 4.1.2 of LUCE states that "the City shall encourage over- all land use patterns which reduce vehicle miles traveled and number of trips." As the C3 District is located within the down- town transit zone identified in figure 25 of LUCE, in an area well served by public transportation facilities, it appears in- consistent to approve a text amendment allowing drive-through establishments which can only serve private vehicles. The applicant hired a consultant, Robert Crommelin and Associ- ates, Inc., to prepare a traffic study analyzing the impacts if a drive-through was established at the McDonald's site (Attachment E) . The study concludes that the change would have a "non measurable" impact on traffic at all intersections analyzed (Colorado/Ocean, Ocean/Broadway, Colorado/Second, Broadway/ Second) . A fundamental assumption of the traffic study is that "driving customers tend to carpool when a drive-thru window is available thus reducing overall vehicular traffic" for a total reduction of 400 trips per day (pg. 5). The City Parking and Traffic Engineer reviewed the traffic study and found that the basic methodology of the study is sound. However, the city Engineer could not confirm the assumption that the total number of trips would be reduced with the addition of a drive-through window at the existing McDonald's. Proposed Text The proposed text amendment (Attachment C) would add to subsec- tion (p) of Section 9018.4 (Conditionally Permitted Uses in the c3 District) as follows: - 4 - "Drive-in, drive-through, and fast food restaurants pro- vided at least one of these uses existed on the site at the effective date of this Chapter." Furthermore, the proposal would add a prohibition of the same uses if they were not in existence at the time the Zoning Or- dinance was adopted on September 8, 1988, as follows (subsection (c) of Section 90IS.5): "Drive-in, drive-through and fast food restaurants [pro- hibited] if none of the uses existed on the site on the effective date of the zoning Ordinance." Currently the Zoning Ordinance prohibits these uses outright in the C3 District. The appl icant has made the assumption that the McDonald's on Second Street is the only existing use that would qualify for a drive-through CUP within the C3 District. The Zoning Ordinance defines "Fast-Food or Take-Out Restaurant" as: A restaurant where customers purchase food at a walk-up window or counter and either consume the food on the prem- ises wi thin a short period of time or take the food off the premises. . . Given this definition, other "fast food" establishments exist within the C3 District, even though they are not fast food chain establishments. The applicant has not provided a survey of all restaurants in the C3 District. Conclusion The proposed Text Amendment would conditionally permit a use that was specifically prohibited when the current zoning Ordinance was adopted. While the construction of a drive-through would still be subject to the approval of a Conditional Use Permit, staff feels that it would be inconsistent with established City policy and the Land Use Element of the General Plan to approve the pro- posed Text Amendment. staff's fundamental objection is that the proposal contradicts the basic goal, outlined in the General Plan, of promoting a pedestrian-oriented downtown area. Second- arily, it appears to contradict General Plan Objectives and poli- cies relating to traffic circulation and and SCAQMD consistency. Al though there is some disagreement among experts, there is a possibility of higher levels of air and noise pollution, and somewhat higher traffic volumes. - 5 - RECOMMENDATION It is recommended that the Planning Commission recommend denial of the amendment to the city council with the following findings: FINDINGS 1. The proposed amendment is inconsistent in principal with the goals, Objectives, policies, land uses, and programs specified in the adopted General Plan, in that it is in- consistent with Land Use and Circulation Element Policies 1.3.5 and 4.1.4 and Objective 3.3. 2. The public health, safety, and general welfare does not require the adoption of the proposed amendment, in that the capability of adding drive-through facilities within the pedestrian-oriented Downtown Core area and in close proximity to the highly pedestrian-oriented Downtown Core area could contribute to adverse health effects resulting from increased levels of vehicular idling and noxious emissions in the vicinity. Prepared by: Drummond Buckley, Assistant Planner ATTACHMENTS A. Review of Air Quality Study by JHA Environmental Consultants B. SCAQMD Policy M-G-7 c. Proposed Text Amendment D. Correspondence E. Traffic Study F. Air Quality Study by Terry Haye DB PC/TA90004 03/18/92 - 6 - ATTACHMENT B .. - . A 11 f\ c H /!If ~ ^-l1"'" ...J PLAKHIRa COMMISSION STATBHBBT OP OPPICIAL ACTION PROJECT NUMBER: TA 90-004 LOCATION: C3 District APPLICANT: Nick Lardas CASE PLANNER: Drummond Buckley, Assistant Planner REQUEST: Recommendation to City Council on Text Amend- ment to Subchapter 4I (C3 Downtown Commercial District) as follows: Section 9018.4 (p) [Conditionally Permitted Uses] Drive-in, drive-through, and fast-food restaurants provided at least one of these uses existed on the site at the effective date of this Chapter, and provided that conversion to a drive-through use requires less than a 50% remodel of the existing structure. Section 9018.5(e) [Prohibited Uses] Drive-in, drive-through, and fast food restaurants if none of these uses existed on the effect! ve date of this Chapter, and if conversion to a drive-through use requires over a 50% remodel of the existing structure. PLANNING COMMISSION ACTION 4-1-92 Date. x Approved based on the following findings. Denied. other. EFFECTIVE DATE(S) OF ACTION(S) IF NOT APPEALED: 4-15-92 Text Amendment 90-004 EXPIRATION DATE(S) OF ANY PERMITS GRANTED: Not Applicable Text Amendment 90-004 - 1 - . . . LENGTH OF ANY POSSIBLE EXTENSION OF EXPIRATION DATE(S) Not Applicable Text Amendment 90-004 FINDINGS 1. The proposed amendment is consistent in principal with the goals objectives, policies, land uses, and programs specified in the adopted General Plan, in that it is con- sistent with Land Use and Circulation Element Objective 1.3. 2. The public health, safety, and general welfare requires the adoption of the proposed amendment, in that drive- through access to an existing fast food establishment in the C3 District is necessary to protect the safety of patrons of said establishment, and in that drive-through capacity at an existing fast food establishment in the c3 District would be a convenience for seniors, physically disabled persons and parents with children because it would allow them to order and obtain their food without leaving their cars. VOTE Ayes: Nays: Abstain: Absent: Nelson, Mechur, Morales, Pyne, Rosenstein Gilpin, Polhemus NOTICE If this is a final decision not subject to further appeal under the City of Santa Monica Comprehensive Land Use and Zoning Or- dinance, the time within which judicial review of this decision must be sought is governed by Code of Civil Procedure Section 1094.6, which provision has been adopted by the City pursuant to Municipal Code Section 1400. - 2 - e It I hereby certify that this statement of Official Aotion accurate- ly reflects the final determination of the Planning commissioD of the City of Santa Monica. signature date Ralph Mechur, Chairperson Please Print Name and Title PC/ta004sta DKW:bz - 3 - ATTACHMENT C A11 ^ c HIlA !NI .~ (" REVIEW OF AIR QUALITY IMPACT ASSESSMENT FOR A PROPOSED MCDONALD'S DRIVE-THRU WINDOW 1540 SECOND STREET SANTA MONICA, CA by Jo Anne H. Aplet JHA Environmental Consultants I revIewed the aIr quality analysIs on the above project prepared by Terry A. Hayes Associates, dated January 9, 1992, and found the document to be well presented, clearly wntten, to have addressed all SCAQMD-reqUlred Issues, and to have documented all sources and assumptIOns. Several of these assumptIons, however, do not appear to be appropnate chOIces for a worst case analysIs, and may have resulted m an underestunatlon of carbon monoxIde Impacts. The document correctly assumes that wmter mormng condItIons represent worst case condltlOns for assessmg carbon monoxIde. MeteorologIcal condlhons condUCIVe to hIgh carbon monoxIde concentrations mclude: . surface-based temperature mverSlOns; . clear skIes; . lIght or calm wmds, and . cool to cold temperatures. (1) Worst case meteorologIcal factors were not umformly used In the analYSIS. WIth the substItutIon of the worst case factors descnbed below, the concluslOn that all Increases m 8-hour carbon monoxIde concentratIons are below the SCAQMD's threshold of sIgmficance may prove Incorrect. AddItional modehng should be undertaken. The Calme computer model pnntouts in the AppendIX contain the model Inputs, but the pnntouts of the results were not mcluded. We presume that the concentratIOns shown In Tables 3 and 4 are the Calme results from these model Inputs, but we were unable to rephcate the results Model result pnntouts should be added to the AppendiX. To Insure that the analYSIS represents worst case condItIons, the follOWIng changes are recommended for the analYSIS: RevIew of Santa MOnIca McDonalds Air Quahty AnalYSIS Page 1 = Ln ClC 0:> <0 - = <0 :I: .... "" ,..., "" "'" ~ o :z: '""' :z: ....., "'" <=> "" ..... ..... :::> en ..... "'" cOO a: ::> ..... :=:: u.J :0.- <:> ~ <:> en en ""' - = -' .... z: z: Q co:: <..;> co:: .... "'" C> CK ... .. .... r= ... en - 2:: ::> .. o ~ ~ .. - ... .. ... co: .. a:: - .. .. -J co: .. ::> :z: .. "'" = ... co> ... .... ... .. .." "0:1 C; ..... 0- - .... :>- -... ,...., .." .... 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The analyst used the 2nd lnghest 8 hour CO readIngs averaged over 3-5 years, or an 8- hour background level of 6.9 ppm The maxImum 8 hour CO concentratIon at the West Los Angeles momtonng statIon In 1990 was 8.0 ppm (m 1987 11 was 7.5 ppm; In 1988 It was 8.57 ppm, and In 1989 It was 8.0 ppm) (5) An B hour background concentration of 8.0 IS the appropnate background level to use to msure conSIStency wIth the SCAQMD r s current Handbook. One Hour Conversion The analyst used a factor of .60 to convert 1 hour CO proJecnons to 8 hour proJectIons. The conventional approach reqUlred by Caltrans and other air dIStnctS wlnch specIfy how to calculate 8 hour readmgs (the SCAQMD does not define the methodology) IS to use .70. However, a reVIew of the West Los Angeles I hour and 8 hour readmgs mdlcates that the method used by the analyst IS more accurate It would probably help support the use of the .60 converSIOn factor If these numbers were shown m a table. AQMP Consistency The analyst determmed that the dnve through window would be conSIstent WIth the regIOnal AIr QualIty Management Plan because It would comply wIth proposed Measure MG7 In the 1991 AQMP. However, that measure, as presently formulated, lImIts IdlIng to no more than 180 seconds. Based on spot surveys, the analysIs finds that the average dnve through lime would be 150 seconds To msure consIstency WIth the proposed maxImum hmlt, the report should descnbe measures that the applIcant has Incorporated III the proposed deSIgn and operatmg procedures that would msure that maXImum IdlIng tImes do not exceed the proposed SCAQMD lImIt. ReVIew of Santa MOnica McDonalds Arr Quahty AnalYSIS Page 3 REFERENCES (1) South Coast Air Quality Management District. Fmal Techmcal Report II-C. Carbon MonoxIde AIr Ouality. Page 27. July, 1991. (2) Ventura County Au Polluuon Control DIstnct. Gmdelmes for the Preparahon of Au ~uality Impact Analyses. Page 6-3. October 24, 1989. (3) South Coast Au Quality Management Distnct. A Climatological AIr QUalitv Profile Califorma South Coast AIr Basm. January, 1980. (4) South Coast Air QualIty Management District. Air QUality Handbook for Preparing: Envuonmental Impact Reports Apnl, 1987 ( 5) South Coast AIr QualIty Management DIstnct. AIr OualItv Data. 1987-1990. ReView of Santa MOnica McDonalds AIr Quahty Analysis Page 4 ATTACHMENT D = ...., <:0 <:0 "'" r- "'" .", = "'- "" .... "" <r;: <.> <= = = ...... "" C> "-J =- en ." .. -.:> '" L- o .. -- ." .. ..., 0- 2: => .. 10 <..> -' ~ ....... ....... <E: "" >- .. 4: "" = .. ..... Q) Q) 1- .. ..... en -' "'" .. = "'Cl 2:.. .:: 4: ..... 2: .. :z: ..... :> ..... .. ... >- '" 7l CD ". ... ..... "" ~ '" '" <> = .... ::II: r- C> r- <..> C> en en "'" :z: -' ..... z: z: C) "" <.> >- "" .... ... C) a:: ...... .,... .,... ...... ;,... -'" ...... ..., ...... '" - Q) cO ~ 0..... ...... - '- Oo_cu <> .= '" C> ~ .... :>-'...J::::=. 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VI <:> ...- -"'" 0> .... .- "" = <:> = ..... .= en...... -- ... "" <:: :: t. => "'0 .., en ..... - ... on -' "'" en .... ::> er- 0- =- . .. .. eM #90M-G-7 A-rfAtH ME,., ~ .f) ELIMINATE EXCESSIVE CURB IDLING [ROG, CO] ...*****...........................**............................. SUMMARY Source Category: Control Methods: All On-Road Vehicles Emissions: Limit Idling Time To 3 Minutes Not Determined Control Cost: Not Detennined Implementing Agencies: District and Local Governments Other Impacts: Alleviate Surface Street Congestion and Reduce Noise Pollution ........*................*.***.................................... DESCRIPTION OF SOURCE CATEGORY Background Extended vehicle idling can result in ROG and CO exhaust emissions beyond those associated with one engine restart. Rel!Ulatorv Historv - - - City of New York Air Pollution Control Code 24-163 specifies regulations that restrict engine idling. These regulations state, "no person shall cause or permit the engine of a motor vehicle, including buses, to idle longer than a three- minute period while parking, standing, or stopping." The civIl penalty imposed for a fIrst offense is $220.00, and the penalty for a second offense is $875.00. California Health and Safety Code Section 41700 prohibits the discharge of air pollutants from any source that injures public health and damages business property. Section 42403.5 states that any violation of Section 41700 resulting from the engine of any diesel-powered bus while idling shall subject the owner to civil penalties. Section 40717(a) of the Health and Safety Code states that the District shall adopt. implement, and enforce transportation control measures for the attainment of state or federal ambient air qualtty standards. A transportation control measure is defined in 40717(g) as any strategy to reduce vehicle trips, vehicle use, vehicle miles traveled, vehicle .w.lini, or traffic congestion for the purpose of reducing motor vehicle emissions. G~26 CM #90M-G-7 PROPOSED METHOD OF CONTROL The proposed control strategy to reduce emissions from curb idling is to enforce a maximum idle time of 3 mmutes for all motor vehicles on private and public property. Cited vehicle operators will be subject to civil penalties. Those vehicles that require the engine to operate a loading, unloading, or processing device are exempt from this control measure. EMISSIONS REDUcnON On average, passenger vehicles currently emit 0.66 grams of ROG per minute and 7.04 grams per minute of CO while idling. During an engine restart, 3.08 grams of ROG, and 15.57 grams of CO are emitted. Idle emissions exceed engine restart emissions of ROG in 4.67 minutes, and emissions of CO in 2.21 minutes. By the year 2010, the break-even time for ROG and CO will be 1.91 minutes and 2.34 mInutes, respectively. Idling vehicles beyond the break-even time will result in excessive exhaust emissions. COST-EFFECTIVENESS Not determined. IMPLEMENTING AGENCY The District would adopt and enforce the three-minute idling limit as a transportation control measure. Local governments would share in the enforcement of thIS measure. OTHER IMPACTS Surface street congestion and noise pollution could be alleviated with this control measure. REFERENCES AIr Resources Board. 1990. EMF AC7E, Emission Factor Model. Environmental Protection Agency. 1989. Mobile4, Emission Factor Model. Department of Environmental Protection, City of New York. 1990. Air Pollution Code 24-163. G.27 ATTACHMENT E e e t,.. + (v.. LAWRENCE & HARDIXG A11ACHf1\l"NT r:;. A PROF"E:SS~QNA-L CORPOI=l'ATION ATTOF!:NIE:YS AT LAW 1250 SIXTH STREET CHCi'}STDPHE,c:;,.". I-fA.iRDI~G R~CI-IAFl'D A LAWRENCE: KENNETH L KUTCHER KR15TIN HuBBARD KEV~N V -KO:Z:AL March 24, 1992 CITY OF S.V~- f: Mn~~ 300 C!TV 0' ~\.~_~Tf' ~rr'tALI<'O"N-A 9040' - ..... TELE"P-HO'N.B: (310] 393-1007 FACSIMILE 1310) 4SB-.9~9 ANN E LEOERER "Q""J "';" ~'-.R ~ - Santa Monica Planning Commission 1685 Main street Santa Monica, CA 90401 Re: Zoning Ordinance Text Amendment No. 90-004 Applicant: Nick Lardas Our File No. 781.1 Dear commissioners: Our firm represents Nick Lardas, the owner and operator of the McDonald's Restaurant ("Existing Restaurant") located at 1540 Second street on the northwest corner of Second street and Colorado Avenue ("Subject Property"). The Subject Property is Eoned C3. Mr. Lardas is proposing the above-referenced text amendment to authorize, pursuant to a conditional use permit ("CUP"), drive-thru windows at fast food restaurants in the C3 District which existed on the effective date of the city's zoning Ordinance [September 8, 1988]. If the Text Amendment is approved, Mr. Lardas will then file a CUP application to develop a drive-thru window at his Existing Restaurant ("Project"). INTRODUCTION Although the Text Amendment applies to the entire C3 District, as a practical matter it will only authorize a drive- through window at the Existing Restaurant. To our knowledge, there are no other fast food restaurants in the C3 District which will be able to install a drive-thru window. Nevertheless, if the city believes it is appropriate, the Text Amendment can be limited so that it only applies geographically to Mr. Lardas' Existing Restaurant. Only the Text Amendment is before the Planning Commission for consideration. Its approval will not constitute approval of the Project. Mr. Lardas will still be required to file a CUP application for the Project, and engage in the standard CUP hearing process, if the Text Amendment is approved. Although only the Text Amendment is before the Planning Commission for consideration, Mr. Lardas has submitted extensive data to the Planning Staff regarding his proposed Project, including: "'-~ e e LAWRE:\'CE & Il\RDJ~G A f"'I;!OFESSION....L- <::O""'FCRA~.-Cr-: ATTORNEYS AT LAw Planning Commission March 24, 1992 Page 2 (1) A parking and traffic study dated January 6, 1992 prepared by Robert Crommelin & Associates, Inc. ("Traffic study") which analyzes the traffic impacts of a drive- thru window at the Existing Restaurant both on-site and at four intersections identified by the city's Parking and Traffic Engineer~ and (2) An air quality assessment report dated January 9, 1992 prepared by Terry A. Hayes Associates ("Air Quality study") which analyzes the air quality impacts of a drive-thru window at the Existing Restaurant. Mr. Lardas submitted this information in order that Planning Staff and the Planning Commission would be aware of the potential ramifications of approving the Text Amendment. This letter explains Mr. Lardas' desire to add a drive- thru window to his Existing Restaurant and responds to the staff Report dated March 25, 1992, which recommends denial of the Text Amendment. SUMMARY The Staff Report concludes it is inappropriate to approve the Text Amendment because a drive-thru window at Mr. Lardas I Existing Restaurant may result in adverse air quality and traffic impacts and would conflict with certain pOlicies in the City's Land Use and Circulation Elements (flLUCElf). Staff's air quality contentions are based upon an inconclusive three (3) page assessment of the Air Quality Study prepared by Jo Anne H. Aplet of JHA Environmental Consultants. Moreover, staff's contentions consist of conclusionary language and lack analysis. A careful review of these contentions demonstrates that they are unfounded. We disagree with Staff's conclusions and contend that the Planning Commission should recommend approval of the Text Amendment to the City Council based upon the following: (1) A drive-thru window is necessary to maintain the economic viability of the Existing Restaurant. This is desirable because Mr. Lardas provides a significant number of entry level jobs and, moreover, if the Existing Restaurant fails the Subject Property is likely to be recycled with a larger more intensive commercial use. (2) The Air Quality st.l.1l1y and Traffic stud-Y,. conclude that the project will not generat~significant adverse impacts (in fact addition of a drive-thru window at the Existing Restaurant may have beneficial air quality impacts) and the Project can be e e LWlRE~CE & Il;\RDl~G A '::--RCFESS:O'\lA... CCj:;oPORATIOI\; ATTORN EYS Ai LAw Planning Comm1ssion March 24, 1992 Page 3 appropriately conditioned in the CUP process. Ms. Aplet1s assessment of the Air Quality Study is inconclusive and inappropriately recommends use of certain worst case criteria which are irrelevant to the Subject Property and the Project. (e.g. Ms. Aplet recommends use of a temperature criterion which is only applicable at 3 or 4 0' clock in the morning, a time when Mr. Lardas' Restaurant will be closed.) (3) The Text Amendment, which will authorize approval of a CUP for the Proj ect in the future, will not result in any conflicts with the pedestrian-oriented LUCE policies identified by Staff. The Project will not alter the walking habits of pedestrian customers at Mr. Lardas' Restaurant. Moreover, the vehicles which will utilize the drive-thru window will be vehicles already existing on surrounding roadways or vehicles which would have been driven to the Existing Restaurant regardless of whether the Project is developed. DISCUSSION A. A Drive-Thru Window is Essential to Maintainino the Economic Viability of the Existinq Restaurant, which Employs Local Residents, and to Insurino That the Subiect Prooertv is Not Recycled with a Much Larqer, More Intensive Commerclal Use. A drive-thru window is important to maintain the economic viability of Mr. Lardas' Existing Restaurant. The continuing presence of the Existing Restaurant will provide entry level jobs for local residents. Moreover, if Mr. Lardas' Restaurant fails, the Subject Property, which contains 37,500 square feet, is likely to be recycled with a larger more intensive co~mercial use. The Existing Restaurant is at a competitive disadvantage in that it is one of the very few fast food restaurants in the city without a drive-thru window. Our cursory review indicates that the following fourteen (14) fast food restaurants in the City have drive-thru windows: 1. McDonald's restaurants located at: a. 2809 Lincoln Boulevard b. 2712 Santa Monica Boulevard c. 2902 pico Boulevard~ 2. Jack-In-The-Box restaurants located at: ~ -- a. Lincoln Boulevard and Santa Monica Boulevard b. 2423 Wilshire Boulevard c. Lincoln Boulevard and Bay street; e e LAWRENCE & Il\RDIKG A F"O~E:5S'CNA:'" C-QRPCO:O>,llo-iCN ATTORNEYS AT ;..AW- Planning Commission March 24, 1992 Page 4 3. Taco Bell restaurant located at: a. 2207 Lincoln Boulevard (recently approved) b. Santa Monica Boulevard and 17th~ 4. The Arby's restaurant located at 1340 Lincoln Boulevard; 5. The Burger King restaurant located at pico and 20th~ 6. The Carl's Junior restaurant located at 2727 Santa Monica Boulevard; 7. Kentucky Fried Chicken restaurants located at: a. 3020 Lincoln Boulevard b. 2727 Pico Boulevard; 8. The Der Wienerschnitzel restaurant located at 3010 pico Boulevard. Mr. Lardas is a local businessperson. He is the owner and operator of his Existing Restaurant, unlike many other McDonald's restaurants which are owned by McDonald's Corporation. Mr. Lardas employs many local residents in entry level jobs. Moreover, Mr. Lardas participates in McDonald's sponsored programs designed to increase the hiring of seniors and physically challenged persons. Hiring and providing job opportunities for such local residents is a laudable achievement. Although Mr. Lardas owns the Existing Restaurant, he leases the underlying ground from McDonald' s corporation. The Subject Property contains 37,500 square feet~ Mr. Lardas' Existing Restaurant contains approximately 3,500 square feet. Thus, the existing floor area ratio ("FAR") for the Subject Property is approximately 0.1. This constitutes one of the lowest development densi ties in the entire downtown area. The allowable FAR in the C3 District is 2.0. consequently, even if the Subject Property is downzoned substantially as a result of the Moratorium, the property could be developed with a structure much larger than Mr. Lardas' Existing Restaurant. If a McDonald's restaurant cannot be successfully operated on the Subj ect Property, then McDonald's corporation is likely to sell the property to another user. -- e e LAWREKCE & IiARmXG A P;:CO.:::F;::SSIOo.,;AL COP~CRA-.C"'" AT70R"-IEYS AT LAW Planning Commission March 24, 1992 Page 5 B. The pro;ect will Primarily Benefit the Existinq Restaurant in the Morninqs and the Evenings. The Project will enhance the economic viability of Mr. Lardas' Existing Restaurant because the convenience it creates will enhance patronage. The drive-thru window will be a significant convenience for individuals, especially women, in the evenings due to public safety concerns in the downtown area at night. The drive-thru window will also be a significant convenience, at all times of the day, for parents with children. Moreover, Mr. Lardas anticipates a substantial morning volume increase from commuters picking up breakfast on their way to work. It is important to note, as is indicated in the Traffic study, that a majority of the customers using the drive-thru window will be from "pass-by trips" (Le., existing traffic on the surrounding roadways for which the drive-thru window is not their ultimate destination.) Based upon the experience of McDonald's corporation, Mr. Lardas anticipates that virtually all customers of the drive-thru window will be from pass-by trips or individuals who would have otherwise driven to his Restaurant, parked and ordered their food to go. No customers who previously walked to the Existing Restaurant are expected to drive rather than walk to the Restaurant after development of the Project. c. If the Text Amendment is Approved, Mr. Lardas will Desiqn The pro;ect to utilize state-Of-The-Art Technoloqy, and will Aqree to Reasonable Conditions. in Order to Avoid Adverse Impacts. Although a CUP application for the Project cannot be filed until the Text Amendment is approved, Mr. Lardas intends to use state-of-the-art technology in designing and implementing the Project and is amenable to considering reasonable conditions which can be imposed on the Project. The drive-thru window will contain three face-to-face booths (Le., separate booths for ordering, payment and food piCk-Up) and will not utilize "squawk" boxes. Face-to-face booths and separate points for ordering, payment and food piCk-Up enhance the efficiency and speed of service of drive- thru windows. As discussed in the Air Quality study, a drive-thru window which operates efficiently can improve air quality compared to a restaurant without a drive-thru window. Many newer McDonald' s Restaurants have a speaker box ordering system and two face-to-face booths, one for payment and one for food pick-Up. Mr. Lardas will use three face-to-face booths with no speaker box and wiLl._agr~e _to a conditicm that all three booths be used at all times when the drive-thru window is open. Moreover, Mr. Lardas is agreeable to the imposition of conditions which limit the number of cars which can queue in the e e LAWREKCE & HARDIXG A F::tO"'ESSIONAL COFiPCRATICI\; ATTORN~VS AT LAW Planning Commission March 24, 1992 Page 6 dri ve-thru lane. In addition, Mr. Lardas is amenable to a condition requiring his employees to direct cars to the parking area if more than a certain number of drivers are waiting to order. This will insure efficiency is maintained at the drive-thru window. Although it is not appropriate to impose these conditions at this time since a CUP application for the project is not before the Planning Commission, these examples demonstrate that conditions can be imposed which will insure efficiency is maintained at the drive- thru window. D. The Air Ouality study Concludes That the Project Will Not Cause Adverse Impacts. Following the recommendation of city staff, Mr. Lardas retained Terry A. Hayes Associates to analyze the air quality impacts of the Project. Neither our firm nor Mr. Lardas had ever retained or worked with Mr. Hayes previously. However, it is our understanding that Mr. Hayes has been employed by the city on several occasions to prepare air quality impact studies. The Air Quality study concludes that the addition of a drive-thru window at Mr. Lardas' Existing Restaurant will not cause any significant adverse air quality impacts, that any air quality impacts caused by the project will be negligible and that no South Coast Air Quality Management District ("SCAQMDIt) guidelines will be violated. Although City Staff recommended Mr. Hayes to us, and has retained him for other projects, after preparation of his report the city then requested that Mr. Lardas compensate the city to retain a second air quality expert (Jo Anne H. Aplet of JHA Environmental Consultants) to review the Air Quality study. The Staff Report recommends denial based upon Ms. Aplet's conclusions that the Air Quality study does not use worst case criteria and therefore may be inaccurate and that the Air Quality Study fails to accurately describe ScAQMD Measure M-G-7. Ms. Aplet's conclusions are unpersuasive. (1) Ms Aolet's Comments Are Inconclusive. First, it is important to note that Ms. Aplet's analysis does not constitute an independent investigation of the Project but only contains an inconclusive review of the Air Quality study. Ms. Aplet states in her three (3) page assessment as follows: e e LA'fRE~CE & lL-\RDlXG A pROF'E:SSICr-."A;.. C~RFC~A~-O"" A.....ioRNEYS A"'T'" LA\l\.' Planning Commission March 24, 1992 Page 7 "Several of these assumptions [those contained in the Air Quality Study], however, do not ~ppear to be appropriate choices for a worst case analysis, and may have resulted in an underestimation of carbon monoxide impacts." (Emphasis added) "with the substitution of the worst case factors described below, the conclusion that all increases in 8-hour carbon monoxide concentrations are below the SCAQMD's threshold of significance may prove incorrect." (Emphasis added) (2) Ms. Aplet's Worst Case criteria are Inappropriate For the Pro;ect. Attached hereto is a letter prepared by Mr. Hayes in response to Ms. Aplet 's assessment. In his letter, Mr. Hayes demonstrates why each criterion used in the Air Quality study is a reasonable worst case criterion applicable to the Subject Property and the Project. The worst case criteria Ms. Aplet identifies in her assessment may be slightly worse than the criteria in the Air Quality Study. However these criteria are inappropriate to use in studying the project. For example, Ms. Aplet's assessment concludes that the worst case air temperature generally occurs before sunrise. Mr. Hayes agrees that such temperature occurs at approximately 3 or 4 o'clock in the morning. However, the drive- thru window will be closed at those hours. In addition, Ms. Aplet's assessment states that the Ventura County Air Pollution Control District defines worst case wind speed as less than a meter per second. Average wind speeds vary geographically. The city of Santa Monica is located wi thin Los Angeles County. A Ventura County wind speed criterion is therefore not applicable to the Subject Property. More importantly, Mr. Hayes indicates in his attached letter that even if Ms. Aplet's worst case criteria are used, the Project will not generate any significant adverse air quality impacts. Mr. Hayes concludes that use of Ms. Aplet's worst case cri teria may slightly increase one-hour and eight-hour carbon monoxide levels in certain instances but that such increases are insignificant. (3) Staff's and Ms. Aplet's Analysis of SCAQMD Measure M-G-7 Is Unnersuasive. -- Measure M-G-7 is intended to eliminate excessive idling because SCAQMD recognizes, as do air quality experts, that above a e e LA\VREKCE & HARDrXG A PROFi:5SICI\IA~ CQRPC-RATICr..t ATTORNEYS AT LAW Planning Commission March 24, 1992 Page 8 certain breakeven point (the determination of which experts disagree) an idling automobile generates more air pollution than an automobile which is parked and subsequently restarted. However, air quality experts also agree that below this breakeven point idling cars generate less air pollution. This is true for two reasons: (1) Catalytic converters in new automobiles work efficiently at high temperatures. When a car is parked and turned off the catalytic converter cools down. When the car is restarted the catalytic converter does not immediately operate efficiently. (2) In older model cars with carburetors a certain amount of gasoline remains in the carburetor when the car is turned off. This gasol ine evaporates rather than being burned in the carburetor when the car is running or idling. This is referred to as the 1'hot-soak" situation. Evaporating gasoline creates more air pollution than burned gasoline. The only debatable issue is when the breakeven point occurs. The Air Quality study and SCAQMD assume the breakeven point is three minutes. This is a very conservative assumption. other studies prepared by air quality experts for McDonald's corporation have concluded that this breakeven point could be much higher, even as high as seven or eight minutes or more. The Staff Report and Ms. Aplet assume that Measure M-G-7 establishes a maximum and not average threshold of three minutes idling time. This interpretation of Measure M-G-7 is clearly unreasonable. Given that a car idling for under three minutes rather than being parked and restarted improves air quality, it follows that if automobiles using a drive-thru lane idle for an average of less than three minutes air quality is improved even if a few cars idle more than three minutes. staff's interpretation of Measure M-G-7 implies that if a proposed drive-thru lane serving 100 cars a day improved air quality because 99 of the cars idled for under three minutes, the drive-thru lane would nevertheless have to be removed because one car idled for more than three minutes. SCAQMD's goal is to reduce total air pollution, not to set forth rigid standards that would deny uses improving air quality. Moreover, Staff and Ms. Aplet ' s assessment fail to acknowledge that SCAQMD has expressly declined to prohibit drive- thru lanes. As stated in the Air Quality study, "the 1989 Air Quality Management Plan contained a measure to limit drive-thru windows, however, the 1991 AQM~s ~liminated this_measure." Moreover, the Staff Report dated December 11, 1991, which recommended approval of the proposed Taco Bell restaurant with a drive-thru window located at 2207 Lincoln Boulevard, and which was LAWRENCE & HARDI~G e e A PPOF"E5S'CNAL CORFCRATION ATTORNEYS AT LAW Planning commission March 24, 1992 Page 9 prepared by the same staff Planner who prepared the staff Report in this matter, expressly states, "The Draft Final Air Quality Management Plan (AQMP) of the South Coast Air Quality Management District (SCAQMD) does not specifically address drive-thru establishments." E. Staff's Insistence That the Air Oualitv Studv Be Prepared and IndependentlY Analyzed is Inexplicable Since OnlY Three Months Aqo Staff Recommended Approval. without Study. of a Fast Food Restaurant. with a Drive-Thru window, Located Adjacent to a Residential Area. Three months ago Staff recommended approval of the demolition of the existing walk-in Taco Bell restaurant located at 2207 Lincoln Boulevard, which is located adjacent to a residential district, and the construction of a new Taco Bell restaurant on this site with a basic drive-thru window which includes a speaker box, without requiring any air quality study whatsoever. [Note: The Planning Commission approved that Taco Bell project with a 5-0 vote.] Now, even after the Air Quality study indicates Mr. Lardas' Project will not cause adverse air quality impacts, staff recommends denial of the Text Amendment. staff has informed us that its two recommendations in these matters are consistent because a fast food restaurant with a drive-thru window is currently permitted pursuant to a CUP at 2207 Lincoln Boulevard and a drive-thru window is currently prohibited at Mr. Lardas I Existing Restaurant. Air quality concerns and impacts, however, are related to physical factors such as automobile engines and wind speeds, and not to whether the text of the Zoning Ordinance prohibits or conditionally permits drive-thru windows. In recommending that the Planning commission approve the Taco Bell restaurant, Planning staff determined the Commission could make a finding, which the Commission did, that: "The proposed use would not be detrimental to the public interest, health, safety, convenience or general welfare." (Emphasis added). This finding is required by Zoning Ordinance Section 9114.4(j). If a drive-thru window adjacent to a residential district does not create any health risks due to air pollution, then the Text Amendment authorizing a drive-thru window at the Existing Restaurant in the downtown area cannot result in adverse air quality impacts, especially given the conditions Mr. Lardas is willing to accept. .......,....... LAWBESCE & HARDlXG e e A Pi:;!OFES510N,lo.L CORPOR.A~ICI\: ATTOR"IEYS AT LAW Planning Commission March 24, 1992 Page 10 F. The pro;ect Is Consistent with All Applicable LUCE Policies. The Staff Report contends that the proj ect is inconsistent with two pedestrian-oriented policies in the LUCE. staff's contentions are nothing more than conclusionary statements without any supporting analysis. These contentions do not stand up to close scrutiny. First, the staff Report contends that LUCE Policy 1.3.5 (actually the correct reference is 1. 3.4) requires pedestrian oriented design features for all ground floor street frontages of buildings in the downtown frame area. Mr. Lardas 1 Existing Restaurant complies with this standard because, among other things, it has outdoor seating visible from Second street and Colorado Avenue. Moreover, Policy 1.3.4 relates to the street frontaqe sides of a building. Mr. Lardas' proposed drive-thru window will be located at the interior and rear of the Existing Restaurant and will not, in anyway whatsoever, change the street frontage design features of the Existing Restaurant. Moreover, although driveways can be points of vehicular and pedestrian conflicts, the existing driveways at the subject Property need not be altered to permit installation of the drive-thru window. Second, the staff Report contends that the Project conflicts with LUCE Objective 3.3, which indicates the City should encourage pedestrian scale and character of streets and public spaces. The Staff Report states: lIGiven the site's [the Existing Restaurant] close proximity to such pedestrian oriented activities as Santa Monica Pier, Third Street Promenade, Santa Monica Place and Palisades Park, it is important that the restaurant continue to cater to a pedestrian-based clientele." However, Objective 3.3 is a citywide objective which applies to every other existing drive-thru window at fast food restaurants in the City. Moreover, the Project will only conflict with Objective 3.3 if it somehow reduces the number of pedestrian customers at the Existing Restaurant or encourages existing customers who walk to the Restaurant to drive there instead. This will not occur. As indicated in the Traffic Study, it is expected that up to 73% of the vehicles which will use the drive-thru window will be vehicles existing on the roadway for which the drive-thru window is not their final destination. Moreover, it is ludicrous to assume that someone who previously would walk to Mr. LardaR1 Restaurant will now use the drive-thru window. Does Staff really believe that employees in the Civic Center area who previously walked to the Existing Restaurant for lunch will now drive there and bring their food back to their e e L-\\fRE:'lCE & HARDING " pr.;-OFE5S~C'\lA.. CORPORATIO.... ATTORNEYS AT LAW Planning Commission March 24, 1992 Page 11 office simply because there is a drive-thru window? Does Staff really believe that individuals who intend to walk to the Pier and stop at the Existing Restaurant for lunch will, in the future, use the drive-thru window and then either continue on in their cars to the pier or return to their point of origination, park their cars and walk to the pier? There is no basis to assume that people will change their walking habits upon installation of a drive-thru window. G. The Traffic study Concludes the proiect will Cause No Adverse Traffic Impacts. The Traffic study concludes that the Proj ect will have no significant adverse impacts on the intersections studied, which were identified for study by the City I S Parking and Traffic Engineer, and will not adversely impact vehicular and pedestrian traffic at the Existing Restaurant. The Traffic study also concludes that the anticipated length of the queuing line for the proj ect is more than sufficient. The Staff Report expressly states "the city Parking and Traffic Engineer reviewed the traffic study and found that the basic methodology of the study is sound." Although a drive-thru window can increase sales, the Traffic Study indicates it can also decrease the number of vehicle trips to the Existing Restaurant. The Staff Report states that the city Parking and Traffic Engineer could not confirm the assumption that the total number of vehicle trips would be reduced with the addition of a drive-thru window at the Existing Restaurant. However, this assumption is confirmed in the Traffic study, is confirmed by the data provided by the Institute of Transportation Engineers, and has been confirmed by other studies prepared for McDonald's Corporation. The Staff Report also contends that the Project would violate Policy 4.1.2 of the LUCE, which indicates that the city should encourage overall land use patterns which reduce vehicle miles travelled and the number of trips. However, most vehicles which will utilize the drive-thru window at the Existing Restaurant will be vehicles that would have otherwise been driven to the Restaurant or will be vehicles already on the roadways (i. e. "pass- by trips"). Thus, Policy 4.1.2 is not adversely impacted by the Project. ..........- e e LAWRESCE & UARDl:\'G A P-ROC'ESSIONA'- CQR;::ORATIO". ATTORN EYS AT LAW Planning Commission March 24, 1992 Page 12 CONCLUSION We respectfully submit that there are no valid concerns which justify denial of the proposed Text Amendment. Staff's contentions that the Project may have adverse air quality and traffic impacts are not only incorrect but do not justify denial of the Text Amendment since the Text Amendment will not authorize drive-thru windows without a separate CUP hearing process at which time appropriate mitigation measures may be imposed. We respectfully request that you disregard the Staff Report and recommend to the City Council that the Text Amendment be approved. SinCerelY~~ 2:; Koral . for LAWRENCE & HARDING a Professional Corporation c: Paul Berlant D. Kenyon Webster Drmnllu:md Buckley Robert Crommelin Terry A. Hayes Nick Lardas 2vletc21.781 ..~ T HRYES qSSOCIP.TES ~EL~213-337-79S? rier 2.::.tI 15.09 Nc J01 P.Ol TERRY A. HAYES ASSOCIATES Urban and Environmental Planning Consultants March 24, 1992 Mr. Kevin V. Kozal Lawrence & Harding A Professional Corporation 1250 Sixth Street, Suite 300 Santa Monica, CA 90401 Re: McDonald's Restaurant - Drive lhru Window 1540 Second Street, Santa Monica, CA Air Quality Study Response to JHA Environmental Consultants Dear Kevin: I have reviewed Jo Anne H. Aplet's comments on the air quality study for the above referenced project. The bas1c criticism raised in the JHA review is that the absolute "worst case" conditions were not used in the analysis, and as a resul t carbon monoxide level s may be underest imated in our study. Our response, is that warst case meteorological conditions which were appropriate for the peak morning traffic condition 8:00 a.m. to 9:00 a.~. were used to be consistent w\th peak hour traffic impact assessment. These conditions are not the absolute worst case. however. they are appropriate for the t1me of day for which the analysis 1s conducted. A noon-time analysis was not conducted because the higher wind speeds, temperature and ~ix1n9 heights during th1s time of day would not typically contribute to high carbon lOonoxide levels. Use of the more conservative assumptions suggested by JHA would not, however, .aterial'y change our basic cond us ion that the proposed drive-thru window would incrementally increase carbon IIOnox ide concentrat ions. These increases would Qot, however, exceed SCAQMD thresholds establ tshed in Rule 1303 and would not be considered significant changes or "measurable changes." Specific responses to the JHA letter are as follows: 1. M1xing Height. The analysis used 1000 meters as the appropriate mixing height for inversions that occur between 8:00 a.m. and 9:00 a.m. This is the height suggested by CALTRANS~-developers of the CALINE4 model used in the analysis. Based on more detailed data for Santa Monica, it is possible that the winter mixing height could be 500 meters. The CALINE Model, however, is relatively insensitive to the mixing height variable and no differences in concentrations would occur between heights of 500 Meters and 1000 meters. Use of a 50 fleter mixing height recommended by the Ventura County Air Pollution Control District in our view is specific to Ventura County and is not appropriate to meteorological conditions in Santa Monica at 8:00 a.m. to 9:00 a.m. 100 Corporate Pointet Suite 105, Culver City, CA 90230 (310) 337 ..791).. ~, . ot-';" . -~"C~;J~"'~~~~: J...."'-?-- Ll." . ..:.~.,..- .'t~, T HHYES RSSOCIRTES ~E1IIr213-337-795? t1ar 24 'e 15:09 tJo 001 F.03 Mr. Kevin Kozal Page Two 2. Wind Speed. Winter time wind speeds are used 1n carbon monoxide analysis because it is during the winter months that carbon monoxide levels are the highest in the South Coast Air Basin. In this regard, a l-meter per second speed was assumed in the analysis. According to hourly wind dlrectton and speed data compiled by the SCAQMD for a location in Santa Monica, on a winter morning between 8:00 a.m. and 9:00 a.m. the average wind speed is 2-3 mph (0.9 to 1.3 meters/second). Based on actual wind data it was not deemed appropriate to assune a wind speed lower than i-meter second to represent coastal conditions in Santa Monica. 3. Atmospheric Stability. The degree of calm in the atmosphere is classifted as stability class A through G. A G rating indicates the greatest degree of calm with no air movement and no turbulence. A stability class of E was used in the analysis. TheJHA comment suggests use of a Stability Class of F. We assumed class E stability to represent conditions at 8:00 8.m to 9:00 a.lI. when solar effects would add some turbulence to atmospheric conditions further increasing the dispersal of pollution and decreasing potential carbon monoxide concentrations. Use of f versus E would increase ].hour concentrat1ons by about 0.1 ppm. The more critical t eight-hour concentrations would not be affected by the change in assumptions. 4. Temperature. Sixteen degrees C. was used in the analysts to represent temperatures at 8:00 to 9:00 in the morning. The Rlintawm temperatures cited in the JHA review would occur before sunrise. Based on data compiled by Caltrans -. as part of the technical manual on how to use the CAlIHE4 model-- we assumed a 50-degree f. mini.urn temperature. According to the (;altrans recolllllended procedure, 5 degrees was added to the minimum to represent morn 1ng peak hour temperatures. Thus, 55 degrees f. was calculated and rounded to 60 degrees for purposes of the analysts. The most critical vari~ble in this calculation would be use of a 60 degree emissions factor versus a 55 degree e.tss1ons factor. The effect of this Change would increase one-hour concentrations by 0.2 ppm and eight-hour concentrations by 0.1 ppm. This change would cause receptor location No. t to exceed the eight-hour standard, however,the amount of the change would be less than 0.45 ppm and would not be considered a IImeasurable change." l~O Corporate Pointet Suite 105, Culver City". CA '90230 ~- (3Iff) 331 ~7900 -~ - T HAYES riSSOCIPTES ;EL4IJ213-337-7957 ti 2 r :2 L '_ 15 1i N:J 00 1 P. 04 Mr. Kevin Kozal Page Three 5. Background Concentration. There 1s a co~siderable difference 10 opinion on a method to estimate existing air quality from nonitorlng data. While the SCAQMO handbook recommends using maximums, both Caltrans --developers of the CALINE4 modelu and the Environmental Protect ion Agency in their Guidelines for Roadside Carbon Monoxide model il\9 suggest use of 2nd highest readings. This analysis has been conducted using --what we believe is a more reasonable estimate of ambient conditions using second highest mon1tored readings. Use of a higher ambie~t concentration such as 8 ppm for the eight-hour period would shift existing and future condition estimates upward by 1.1 ppm. Under these circumstances, 2 of the receptor locations (Nos. 1 and 2) would exceed the eight-hour standard under existing conditions. The addition of the project would increase concentrations at these two locations by 0.3 and 0.2 ppm. This change would fall below the 0.45 ppm standard established as a measurable change. 6. One-hour Conversion. Eight-hour carbon monoxide levels are typically calculated from I-hour CALINE4 model results by assuming that the average hour 1n an eight-hour period is some proportion of the maximum one-hour model result. This factor. called the persistence factor, is calculated at the ratio of the second highest eight-hour measurement recorded at the West Los Angeles Station to the second highest one-hour measurement recorded: Specifically, this factor was calculated to be 6.9 ppm divided by 11.6 ppm or 0.59. A 0.6 factor was used 1n the McDonalds analysis to convert one-hour concentrGtions to eight-hour concen~rat1ons. 7. AQMP Consistency~ It is our understanding that the project applicant has committed to undertaking several measures that WDuld minimize queues and delays at the drive-thru window. including an improved order-p1ckup-pay process as well as use of parking lot attendants during the peak restaurant hour to redirect cars to parking stalls if the queue becomes too long. These measures along with observed average delays of about 150 seconds would ensure that the average delays would fall below the 3 minute (180 seconds) limit cited by the SCAQMO. If you have any further questions about these clarifications' and responses. please call. Terry A. Hayes, AICP Principal 100 Corporate Potnte, Suite 105, Culver City, CA 90230 (310) 331 ~j~~II.; ...-"'>r~ --.........=--t ~ ... I _....~ r ., --.1"- "- .1 > r - ~ . r..::- ~ ATTACHMENT F ~ A .f---t-z..\G ~ IMA. "'- 4- rf;: \. 1540 2ND STREET MCDONALD RESTAURANT TRAFFIC AND PARKING STUDY SANTA MONICA - CALIFORNIA Prepared For: Southern California Pl~nntng Network LoS Angeles - California Prepared on: January 6, 1992 By [3~~W ROBERT CROMMELIN & ASSOCIATES, INC. CONSULTING TRAFFIC ENGINEERS lo. ROBERT CROMMELIN AND ASSOCIATES, INC. TRANSPORTATION AND TRAFFIC ENGINEERS 17071 VENTURA BOULEVARD SUfTE: 206 ENClNC CA 91316 TEL [8181788-8570/ FAX [818] 788-1645 6 January 1992 Mr. Nicholas A. Lardas c/o Ms. Wanda Williams Southern California Plannmg Network 6264 West Colgate Avenue Los Angeles, California 90036 Subject: 1540 Second Street McDonald's Restaurant Drive-Thru Addition Traffic Study - Santa Monica, California Dear Mr. Lardas: As authorIzed. we have conducted a comprehensive traffic engineering analysis of the traffic and parking impact of the proposed restaurant drive-thru addi- tion to your McDonald Restaurant located at 1540 Second Street in the City of Santa Monica. The general scope of work was determined through discussions with Mr. Ron Fuchiwaki, City Traffic Engineer of the City of Santa Monica. For purposes of this study, Mr. Fuchiwaki determined that four intersections would be desired for analysis purposes. They include: Broadway at 1) Ocean Avenue and 2) 2nd Street, and the intersections of Colorado Avenue with 3) Ocean Avenue, and 4) 2nd Street. Mr. Fuchiwaki also indicated that, given the relatively short project construc- tIon period, the traffic "ambient growth" which is normally included in the analysis of future conditions could be omitted. Mr. Fuchiwaki also indicated that the traffic assocIated with related projects (by others) located near your site should not be included in the analysis of future conditions. In order to recognize area traffic changes however, a general growth factor was added to present volumes. This report contains the findmgs and conclusions of our study with necessary supporting data. Appendix A lists various traffic engineering terms used in this report. .. 6 January 1992 1540 2nd Street McDonald ~staurant Traffic Study Page 2 Project Description . Existing Restaurant As shown in Figure 1, the project site is located at the northwest corner of 2nd Street and Colorado Avenue in the City of Santa Monica. The parcel currently is occupied by a 120-seat McDonald Restaurant (Existing Restaurant) with a total of about 3,900 gross square feet (GSF). The restaurant is supported by a 60-sta11 (includ- ing one handicap stall) surface parking lot. . Future Project The proposed project (Project) envisions the addition of a drive-thru window to the Existing Restaurant. The number of seats is planned to remain the same. The outdoor seating currently provided will be rearranged in an enclosed patio attached to the south end of the ex- Isting buildIng. About 260 GSF of space will be added to accom- modate the drive-thru window. In addition, a freezer/crew room with over 1,000 GSF currently located underground, below the Ex- isting Restaurant, will be relocated to the north end of the building with a total of about 1,000 GSF. In summary, the Project involves the addition of the drive-thru window plus the addition of 260 GSF of space yielding a total of 4,160 GSF. The Future Restaurant (com- bination of Existing Restaurant plus proposed Project) will be sup- ported by a 50~stall surface parking facility which will include two handicap stalls. Figure 2 shows the site plan and its relationship with the adjacent street sys- tem. Site plans and other pertinent information concerning the proposed development were obtained from Ms. Wanda Williams of Southern California Planning Network. Data Sources Morning (AM) and evening (PM) peak period manual traffic counts were taken at our direction at the four study intersections on Tuesday August 13 1991. Manual traffic counts also were conducted at the project's two driveways. The AM and PM peak volumes counted have been used for calculation purposes and represent the critical times associated with this part of Santa Monica. Those volumes are shown in Figure 3 both for AM and PM traffic conditions. ~ .- ~ ~J ~l~(~~ J 17.- ~ ~ lockP ..." .' f fJ/~""" ~J~?J ;.i~ .;..", '''''.J~:;h1 . rn "0' ~S~oVI'<IflI 1ff ~ ,.... V'" , . . coo {) ; ~ ).';.., k.. . ~ ~! ~ .or.J.. ~ ~ 8~I;r~ ~:1' ~~ ~ t ~ '5 /i'.n~ J.~Yi."f' <-< y ~ :;'n~"~ ~~ · ,;IJJ~/ ~ ~~ :\ I ~~ \f.~ .~~~/' ~ l '~'" -.. lI"fi ....'" ~ ~ ". "'.W--: ~ ~ ;.. '!it.(; ... . .. ,,+ .. s ,.p ,,< .... .. ..T "" /.:~ow ....... ~=. ~.. I tI/OI'tM'fHA,. I ""va ! . .... .... ,'if' . . " , " ... .. . ,.TATE I'dOI'llCA ~y: Q~ /C : Q- SANTA MON C I B CH SII" IK>IHCA .. ~i~~l _ _ 1 LEGEND o = Analyzed Intersections GG~ITI CON&UL..~c TRA.PFrC RN<::::r:N[EERS .. v ... ~. ~~." '\~ 1q; <J .. ,0' ~ " . ~.. T 'l." ,P. ~ ..~ .... .. I 't ..A.~.~, ~ X~'b ...~ .," . ~ ...:~; ~ "1t~.""\;~~"~: l-~ '5",.. ".,'.. c-.' "'" ... +oi! - ...~. ':.~ , ~"~40 :.1.. ....,. ,. ".~,. U ,~~. ,.... a. ;;? -;,.. /0,.,..,.,...... A.. )' ct. 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Ocean Pari< ~\); ~(~~~ ~;.>,' ",t" ~. I .u<:N 1 , ~~ .' ~~...' J +" . .,~~~~~,.Q"?~ .... j - ..~f~~{^~~fiI. I < ~ ,e;~..~ -""-~/~ J . Yu r~.It',_,~:... , A.T~1" ...., t-:-.-:: ru-- r"'I" I /"., 'Y. - FiJ- po...;: ~ , ~.~ ~ ~~~~~~~ 1 \'BIG .. . 1:RI'- . " ~'tI'" ,. ..,.~ ,.Olln,g,al . ~~ ...~-- - . . " -,.~: 10. ' +..... ~ ~ ~.{J. .0. ~ ~ ~ c. "">. ~ ('> ? Venice 0/":.... ~Ijo(r liIoCO Ire C'I'.I - 1 --(; _rrt. t t SITE LOCATION MAP 1 ~ PROJECT NAMR / #: 1540 2ND ST MCDONALD RESTAURANT - SANTA MONICA I 91445 NO SCALE . --I - r:i-;-}::JFir---r- 'I-':~' --. TL -:--l~,-- 'II--rl, t : J ~~; ~ /-,:: ~ : I'" 'j r I "'~' - 'i-: t ' ~ f J f $, _;,; E'""'I:::~l'::N':> "..~.....r"v ,: J,o;o",,,.r,,, I -t~. J r lr-lf-' "; " '..;:r .......:. ,--:". - . · I J 1 r ( . ~!~ 'E! I I J ! - ~3t'.-,.. ~~ "~,.~'4M ,,",r_. I r : (~ .---.--- jf:'i~fl ~)~rJ-f i~lI rr~ci":.; ""'j"- : 1--- - it I i~ fr~ - ~ (). p,. , ~-- i I i I --~._-- 'f- l -~ -1 I il ~__i I ~ D :v I .. - '-, 1 I I ~ ~';f;q:r ; E!'~ I 1[1---;:- 1 cplc(r,J' ~--'F~;;! f: i III .1 Ii' '. .-tf.~ .1 r,;jt': 12' I I- 3 :.. --t-- ~ r.~ _1.:; ~L - ---- mlt~, ' C{ - F.l r-T '. t 11 ~ L ij I J J i r- - ~. J ~ /I'jl I t ~ fJ<1<T;'';'~' -j! ~.~~ _= _~ _ L. : O g . .--i- i", I I (j 'J ,!j If' ~~ :J -I I o '" - ;-- ~ II I r' FReeZER I CRE\l ROOM i ~'" 'I I t }i ~~ II I H It~l ! ;~ - .- - I _ i <rz I .- ~ ~! r l~. I~ -iT ~~~---li :~' : -. Q f 1) ~I ~, ~ ltl I I ~__~ _ ~ -~ I : I m. . I ; It: Ou I .:Il - l J -~ jt;'i ~I' ~j~ ' 'I I t :' --~l- I z: f8~ ~ H<tq: ~. \ J I Q ~ f ~ ....Z::) UX--r -l.o;.-l--~ - _J:_ _ . I I IflOJ- c.J I I . I.. I 1..-.. ~~~ fi I i I I . ~_.... ~- II ~ WI:Ct: .. rI I ,. T" i~:~_'T ."'" 'I~ - .""1~1l ~ i .-': ;r ",-, II ',2 J(' m___. , '- - --- 'I ( ; f - - -- - II _. -- ~- I~~- ~: -' - f ~ _~~ u--! I '[ -~.~~~ I ii[.~' l~ l~: a I !~ Ii: ...: i ~ ~i r - . - , )' i~ "I I I it! L 1 ^ . JJ .- 0 '--. -. J .. ! -- .:7/ I - ~ - ~ I m = ..._- ~ jl-~..r .' ~I' \ . ~ - -J>-~_ L_ ---I~I" ~I -j ~ : ~, --' . ! i - - - I:.L - 1 - on_ Ii L -6 ~~, I,' i.'~~ ~. I 'I ~ r ~,. . ~4 ' l i' i J, r J.n:..; _"~ . ): - '-kl .. . -~4- ...:~ ~ S - . - - __~ __I CC>LORfC:iDO AVENI-It:;.:. J- W III oc- ?- m Q Z o U ill ~ ::J3~I' SITE PLAN CO.....'&;II~LTJ:N:c;: ~APPJ:c: &NOZlSlE2R.S 2 ~ PROJECT NAME / #: 1540 2ND ST MCDONALD RESTAURANT - SANTA MONICA I 91445 NO SCALE III ::l C G > <:( c I] m u o ..J) 'V2 .-I' 5/77 .. 3/47 ) ..., ~ Q) ...... m ITI 'Of Nm I'-'Of .......... (\I', oq<;flO ,OJ('l ......00...... l ~ Br-oadway \... '-- B5/222 r57/19B 1r 1O If} ill ..... m .... " '- 123/1SB .. 13/36 ,:-11217/267 11 (~coIOn!ldO 1Sl",r-- "'lOlD 'W...... n'~ ......mm IDN In I5l -q~ 1Il, .....m Nlfl N~ .-/) 1 ~ 'I 1 4-' lTIlSl m QJ NN \- .....(T) 4-' "'..... lfl ill 'tl lD c ("II ('j If) N ..... m 221/10 J ) 18/27 ~ 51-IE ). ) c 1: c ~ ITI ~ .. ('j .... 0 1J}"t ..... """t "" ~ ,.... .....10 ('II' w!t! "'If) )rNewey ~ ~ ~)\ '- 42/44 321/22--' 6S/131J 357/3521 .. Avenue \... '-- 140/189 .. 90/238 r 53/99 r \.... '- 3212/298 .. 249/469 ~~~~ CONSUL TINS "TRAFFIC ENSII>.EERS EXISTING (1991) AM / PM PEAK HOUR TRAFFIC VOLUMES ~) NO SCALE Project N~me / No: 1540 2ND 5T MCDONALD AE5TAUAANT - SANTA MONICA / 91445 Figure 3 ~ 6 January 1992 1540 2nd Street McDonald Restaurant Traffic Study Page 3 Automatic 24-hour machIne counts conducted of area roadways showed that daily traffic volumes reflected typIcal traffic patterns WIth commuter peaks in the AM and PM peak periods. A noontime peak traffic flow also was observed. At some locatIOns those peaks reached about 90 percent of the PM peak hour volumes. Still the total cumulative traffic volumes are expected to occur during the PM peak hour thus, a special study of noontIme conditions was not jus- tIfied. FIeld investigations were made by our personnel to ascertam existing traffIc signal, intersectIOn geometry and street characteristics 1TI the vicinity of the site as well as at the study intersections. Area Roadway System Description . Ocean Avenue is a north-south arterial highway and provides for two lanes In each direction of travel. The street is adjacent to commer- cial uses. Painted left turn pocket lanes are provided at all major In- tersections. Parking meters control parking on both sides of the street between 9:00 AM and 6:00 PM. The meters are limited to two hours on the west side of the street and one hour on the east side. Ocean Avenue has an average daily traffic (ADT) of about 25,000 vehicles. This is a hIgh traffic flow for a 4-lane highway. . 2nd Street is a north-south collector street. It serves commercial uses and provides for two lanes in each direction of travel. Two left- turn lanes are provided at the liT" intersection of 2nd Street with Colorado Avenue for southbound traffic. An exclusive right turn lane also is provided at that location for southbound traffic. Park- ing meters control parking on the west side of the street between 9:00 AM and 6:00 PM with two hours parking limitation. Parking is not allowed on the east side of the street. 2nd Street has an ADT of about 10,500 vehicles. This is a moderate traffic flow for a 4-lane highway. . Broadway is an east-west one-way collector street. The roadway generally provides for three westbound lanes with parking on both sides of the street. At its intersection with Ocean Avenue, Broad- way provides two left-turn lanes and one right-turn lane. One ex- clusive left and one right turn lanes are provided at 2nd Street, in addition to three through lanes. Parking meters control parking on both sides of the street between 9:00 AM and 6:00 PM. The meters are limited to two hours on the south side of the street and one hour 6 January 1992 1540 2nd Street McDonald Restaurant Traffic Study Page 4 on the north SIde of the street. Broadway an ADT of about 5,500 vehicles. This is a low traffIC flow for a 3-lane highway. . Colorado Avenue is an east-west arterial highway. The roadway has two lanes in each direction of travel. Exclusive left turn lanes exist at several intersections. At Its intersectIon wIth Ocean Avenue, Colorado Avenue provides two left-turn lanes and one right-turn lane. The street serves commercial developments. Parking IS al- lowed on the north side of the roadway in the vicinity of the proposed project site. Colorado Avenue has an ADT of about 15,500 vehIcles. This is a moderate volume for a 4-lane roadway. Future Site Traffic Generation Studies by the Institute of Transportation Engineers (ITE), Caltrans, ourselves and others have identified generalized factors WhICh relate traffic characteris- tics with quantity and type of development. These traffic generation factors are useful in estimating the total future characteristics of a project yet to be constructed and occupied. Judgment is required on the part of the analyst to select the appropriate factors which best match the type of developments con- templated. While there are many different types of uses and many parameters upon which to estimate traffic (acreage, floor area square footage, employ- ment, parking supply, number of seats etc.) the best factors for the kind of development contemplated would relate to the gross square footage in the building. This factor consistently has provided a higher degree of correlation (R2) with the traffic generated than the other parameters and was used in this study. In order to evaluate the traffic that the site will add to existing volumes, it was agreed with Mr. Fuchiwaki that ITE generation factors were to be applied to the proposed as well as to the existing project. The difference between the two traffic generation volumes yields the net on-street traffic addition due to the constructIOn of the proposed project. This will reflect the fact that the traffic counts conducted at the study intersections include traffic generated by the Ex- isting Restaurant which is in operation at the present time. Table 1 shows in detail the generation factors used for analysis purposes as well as the related volumes. For the purpose of comparison, the traffic generation of the Existing Restaurant based upon actual driveway counts also is reported in Table 1. As shown in Table 1, the Future Restaurant (ExistIng Restaurant with drive- thru window addItion) will generate a total of about 2,600 vehicle trips per day (1,300 inbound and 1,300 outbound). 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'=l ~ ;:l C.... ::J ~ II co (0 il "'C' N.c 0- ""- 11m ~1IJ:Q.......,..c1:1: co 11M II tf.l CI1 0 C lIJ II _ II ~= "oII.!:l: >-... l:) 4) II " ...., = al CIl"'" rv- " 1I&n$.o.....CIl al3. II II rv>c.(1)....+>1I:I II II: c.~ .c:<uww II II rvO-+->I:..oS II "-"0'''''''''' al :::I II II al W .... bO<:1.- II II ::l"'" ~ 00 0 00 II IICtllOCll..........,C> 11- II~"''''''' Oal II LG " :E: CIl 'tlGal C G.l ...."t1 II _ II C =...... O'--"Cll Gl II I lICW.....IVOO........., II......' 10bll....,.,Z.........CO lIal' .... lV Q......::s II ::l , +> OJ....., ale::> "'0'-' " ..., I 1Il"t1 1:+>0 '" "0 1101 "'CClltllHCI1Cl1< II f t:l.... Ql 112 O.c OJ CIS II r ~ '"' a...,-+-> ....,.... II"'C" Q.E-CDC rvO::J lICDI ..... >IV"O..c<UlIl II +> I OJ II ,........ 0 a .:;....,.-....., II tD I ..... II E-o 0 S C al ..... to II ::l I tIl II '"'....., al Cll \1 '-" ~ 11 ~ '"" Cl.J Gl..to: 0 '" ~ 11 "0 I - II E- W- > al CI1 II -oe ~::J IIb1l'.c:u 111 ....OL.t:. II C 1""11 lDbQ>'CC-+->'" II all lI....astllO.... II.c: I CliO'" :,1:..... 0'"0 >'0 " C,) I ..... II ..., 111 I ....., II Q.l - .... Il I II 0> Cll al ....,.... '"" II 0 1"'011 lISalC.....4IfllalCIS II....' CllII(%. 0 Q..Q;::I"CC " ..... r tIl II G.I 0""'''' Cll II..... fOil c..c al co "01::0 II CIS I II o+> (Q.... 1Il- III II .... I rtl II .... (Q < 0 II e- t 4111....., ID.... ..... CI1IV G) II ::I1I1Il..... 0 ~~r/J II"'" _II.... "CbtO:E:lIlcaS II 0 Cll II Cll G) s:::: 1Il< al 0 "lV > II c.....,r:;J.... ID.I::l II .-' II 41 CIS ~O CI1 O~ \I 0 Q!\t.:la:.~ Q::J Cll II ~ ...." ...... C" - Cll .... II lJ.. .... II .. ~ L. tIl_ al.c 0 LI ...." (1) e- E-< fI.l- > e- ~ I. ...., al II ...., "G) ...."O~ II Z E- II Z_C"olM _lO<P JI f II 11----1I .... ~ Cll Q.. 6 January 1992 1540 2nd Street McDonald Restaurant Traffic Study Page 5 vehicle tnps (118 inbound and 113 outbound). The PM peak was estimated at 152 vehicle trips (79 inbound and 73 outbound). The Existing Restaurant's highway peak period traffIC generation was found to be higher than expected based upon ITE factors both during the AM and the PM peak periods. In other words, the existing McDonald restaurant generates vehicular traffic during the mornIng and the evening peak periods at a rate that is higher than other fast food restaurants. Specifically, the Existing Restaurant generated 179 vehicle trips during the AM peak hour (94 inbound and 85 out- bound) and 194 vehicle trips during the PM peak hour (99 mbound and 95 out- bound). That is 31 trips and 28 trips more than the ITE factors suggested respectIvely for mornlllg and evening peak hours. In order to account for the proJect's higher traffic generation, the estimated future traffic volumes provIded by the ITE factors were increased by the same ratio found between actual volumes and ITE volumes for existIng conditions. As an example, 94 inbound vehicles were counted during the morning peak, that is about 12 percent higher than the 84 trips estimated with ITE factors. The Future Restaurant's morning inbound estimate of 118 vehicles was increased by 12 percent to the 132 vehicles used m the analysis. Based upon this procedure, the Future Restaurant is expected to generate about 3,100 vehicle trips per day (1,550 inbound and 1,550 outbound). The AM peak yields 282 vehicle trips (132 inbound and 150 outbound). The PM peak is estimated at 178 vehicle trips (89 inbound and 89 outbound). These values were used for calculation purposes and are reported in Table 1. An analysis of Table 1 shows that, based upon ITE data, a fast food restaurant with drive-thru window generates less traffic during the evenIng peak hour than a fast food restaurant of the same size without drive-thru window. During the morning peak hour instead the traffic generation is higher for the "with drive- thru window" case. On a daily basis, the Future Restaurant will generate about 400 less vehicle trips (15 percent) than the Existing Restaurant. This phenomenon has been explallled by the fact that driving customers tend to car- pool when a drive-thru window is available thus reducing the overall vehicular traffic. As reponed in Table 1, the traffic volumes used in the analysis reflect an in- crease in traffIC due to the proposed Project. The increased traffic mainly is due to the technique used in our analysis, which is aimed at evaluating a "worst case" scenario. The Future Restaurant traffic generation (adjusted to reflect the restaurant's higher than ITE traffIC generation) was compared to the traf- 6 January 1992 1540 2nd Street McDonald Restaurant Traffic Study Page 6 fIe generation of the Existing Restaurant per ITE thus, increasing the net Project traffic additIOn. For the purpose of comparison Table 1 also shows the Existmg Restaurant traf- fic generation based upon SANDAG (San Diego Association of Governments) data. The volumes relate to a morning peak hour starting at 11:00 AM and an evenIng peak hour starting at 12:00 Noon. No data was available from SANDAG for the "with drive-thru window" condition. It should be noted that a large quantity of the trips generated by fast food res- taurants are "pass-by"tnps. These are trips which a building attracts from the existing on-street traffic stream passing by the facility on adjacent streets. These trips do not have that facilIty as their final destination and principally they relate to retail developments. The analysis of this phenomenon allows the evaluation of the amount of traffic that a given development will actually add to existing traffIC as opposed to the total traffic generated by the development. Pass-by trips have been found to range between 10% and 45% for general retail and could be as high as 56% for fast food uses. To account for pass-by trips, a reduction of between 45% and 55% should be applied to the traffic generation volumes calculated above. In order to be conservative, no reduction factor was applied to site related traffic to account for "pass-by" trips. In a separate traffic study commissioned by McDonald's Corporation to study general traffic characteristics of McDonald's Restaurants in numerous cities, and prepared by Barton-Ashman Associates, Inc., it was determined that the "pass-by" trip percentage could be as high as 73%. Traffic Distribution The expected site traffic volumes were distributed to the adjacent street sys- tem based on the manual traffic counts, observations of peak hour traffic move- ments, the characteristics of the nearby street system, and the distribution of the population in the site environs. The regional traffic distribution used in the analysis is shown in Figure 4. The values shown are expressed in terms of percentages of the traffic generated. The traffic volumes were then assigned locally to the study intersections for the AM and PM peak periods. FIgures 5 and 6 show the Future Restaurant traffic volumes as assigned to the local street system along with the total future (1992) traffic volumes for each of the turning movements during the morning and evening peak hour respec- tively. The assignment was based on the assumption that traffic would follow the shortest route available. No attempt was made to re-assign the traffic to SANTA . - x~~~t:-~~ -- -=- ~~--"",- ........-:.;-- ~ """-~;;,,-""-r.. ~ ;~^::~ · - .~~ - ~ = ~_ --T- '"=-- _ _ - ___- -.; - - "L i3--~'i--~ ;;: ~ - j "'--~--"Or L......~ Ii... -=-- - -"'- ...... ~ ~ - - _ --=-...-...X- ...~-_' '-_-~"'::--=-_--. -":'''___ff~-~- r-~-~": ::;;-=..; --- .;;~ X- -~_ .., --. - -- - -..._ = ~~{o'-i.h~:~~=~,~:-~ .~~..:: ~F~ ~~X---~ <>:""~ ~-/t_;.~_~-~_l_~=~_~~~_~.:-_~_._~.:~~ :: ,~C- ~. __~__ J_.~_--=-._~-:_.,,_~j_ii:;)f:~(~-~-;;-~--.--~.~_.'~_"'_-::_~_~_~~-~~~-~-----..--"""'---.--_ '_- _ -,. _ ~ 7_ i7I;,~,f~_~_~_;-__s~=""'~ - ~~=_-o_:-~:_-: <_>-"'\. -__'- A_ _ V7~F.~~;{~~-~- ~ ':... ~ - - ~-:_~-~~~~-----~-~-~~~~-" .... "'IL~ T -, r....~-...... ~~=- ~- ";;;_.........,;c--_... ~_ - "- _ __ _ ,~-ff"'-;.~. __~ ~ f -..... "'\..Z- "-_ -y-- ~ ~~'-~ ~~ ~ 24% Inbound - 37% Outbound """""- -..-.;-zo,;:-"':=~ ~ .:;~ ~ -~ - ~ -- r ~~ Site ~ .- - ... ,,~ ,. -'- ~?~ ......- fk'e:i~ ~...l~ .r ....... ~ -", .... ,;;;. ~i~~G~w REGIONAL TRAFFIC DISTRIBUTION (%) 4 ~ C:O"N1iiilUL..T'~C: TRAPP:l:C Ji"3NC]N~A.::5iii PROJECT NAMEj #: 1540 2ND ST MCDONALD RESTAURANT - SANTA MONICA I 91445 NO SCALE - o Cl ~ -.. <Xl OJ ~l::- ('>I..... -- 0<":1 ! Broadw~y ..;)! "- '-0/154 .. 0 / 99 ,.-- 2 / 60 r \....., '- 5 I 99 r 0 I 63 if 4-'1 ~ I +' Ul U C N ')' N - OJ - Q) ~ o _M ICI ....... ..... N ..... .... ICI ('>I - - .... III ::J C m > ol{ 14 / 36 J ) 19 I 39~ S I-:-E ') C'1 t- N~ C _""'.... o III ......._....... o o ooco ..-I) 1 \. ....... '-21 I 156 · 0 I 14 r 23 I 141 .. II I .2 to- ICI .. OJ..... 0)(0 0 N_ -co C'l_....... ............ .......10 U) Me ""'- : ........ ) " : OrMo....,. V \i ..) ,-12 / 45 \... '-- 3 / 335 .. 20 / 294 0/ OJ 0/6 a- 0/3) --\ 21 / 6~ 9 I 81 --' 11 I 404 · ') 1 (f Colorado Avenue CO) 0).... ..... 1,0 N co C") ....... ............. 0- ON .... LEGEND llll/llllll '" Slte Addedfrotal Peak Hour TrofflC - Vph _ ~3G~m SITE ADDED / TOTAL (1992) FUTURE AM PEAK HOUR TRAFFJC VOLUMES 5 ~ -cOr-n;;;,ux... ~-c 'TRAPP'IC _N<:'.il:r-;{~A.$ PROJECT NAME 1#: 1540 2ND ST MCDONALD RESTAURANT - SANTA MONICAI91445 NO SCALE - N 0') co ....... N c::'l CD .0 .. o .............. 00 t Br-oadway ~) 1 \.... '-- r i ( '\ "--- '- 0 I 20B - 0 / 262 r 0 / 109 ( 'I C'? ..... dl QI \... I-' lJl II C ('II ~~ N \0 ~ ....... ....... In ...,. 0') ..... .... -< .... .... ....... o 2 / 13 J ) 2 / 32 ~ m :J C 1lI > 0{ (;I)"" co..,. co C -=to 00"" ~ ..................... ~ 000 ~) ! ~ '- '-3 I 221 .. 0 I 40 r 3 / 297 SI--Elt-~ 0, 0 <0 N ! to "=' ......... ! ..............0 iOoN ') \ Dr_w~ V ~ J ,"-0 I 24 t:-M .... In ............ NIO o / 2.-1' o I 85 · o I 52__ " o / 48J o I 144 J 1 / 386 .. '- '-0 I 328 -0 I 516 1 1 (r Coloredo Avenue -:fOO"" ...,. M co r;- .... ....... --" o 00 LEGEND se/SO " Site Added/TotaI Peale Hour Truffic - Vph ~~~~mc. ~ I = I--J""L SITE ADDED / TOTAL (1992) FUTURE PM PEAK HOUR TRAFFIC VOLUMES 6 ~ NO SCALE CON1iiIUL..T:U-ZC T:R.......-F:B:'1:C IONQll....:rZ;;;Iiiit~Sii PROJECT NAME 1#: 1540 2ND ST MCDONALD RESTAURANT - SANTA MONICA/91<<5 6 January 1992 1540 2nd Street McDonald Restaurant Traffic Study Page 7 alternate routes which would have reflected common motorist behavior trying to aVOId more congested intersections. This approach will result in the analysis of the "worst case" scenano. Analysis of Traffic Conditions In order to analyze the operating charactenstics at the fOllr study locations, the CrItlcal Movement AnalysIs (CMA) techmque was used. The technique is reported III the Highway Capacity Manual (HCM) Special Report 209. The basic methodology is to calculate the traffic associated with each travel lane and compare the sum of critical lane volumes which would set traffic signal timing When shared lanes are provided, then the volume split is determmed in terms of Passenger Cars Equivalent (PCE). The results of this analysis iden- tify the "Status" of the intersection as "under", "near" or "over" capacity. The CMA method is extended to evaluate the Level of Service (LOS) of the in- tersections. The ratio between the sum of critical lane volumes and a preset maximum lane capacIty YIelds a CMA index representing the percentage of available capacity which is utihzed by the approach volumes. The lane capacity varies with the inte~section's number of phases, specifically it's 1,500 vehicles per hour of green tIme (vphg) for a 2-phase intersection, 1,425 vphg for a 3- phase and 1,375 vphg for an intersection with four or more phases. The CMA index is then associated with the LOS as defined in Appendix A. LOS A through C represent good operating conditions with minimal delay. Some queues may occur with LOS D which is taken as tolerable for short periods of time; LOS D is normally used as an urban design value. LOS E rep- resents congested traffic conditions with short stop-and-go type of operations characteristic of service volumes approaching capacity. LOS F represents forced flow condItions, extended stop-and-go and service volumes beyond capacity. A project's traffic impact is measured by the increase in CMA value it causes. When the total CMA exceeds 0.900, the traffic impact is defined: a) "measurable" if the CMA shows an increase in value of between 0.010 and 0.020; b) "sIgnificant" if the Increase is greater than 0.020. The impact is defined "non measurable" in all other conditions. The CMA technique was applied to the four study intersections for the follow- ing conditions of increasing traffic: 1. Existing (1991) traffic volumes. 6 January 1992 1540 2nd Street McDonald Restaurant Traffic Study PageS 2. Future (1992) traffic volumes (expanded existmg traffic). 3. Future (1992) traffic volumes with proposed Project traffic volumes (total future volume). 4. ConditIOn 3 with mitigation measures (where applicable). The results of the CMA calculations were summarized in Table 2. For purposes of comparison, Table 2 also shows the results of the volumn/capacity and Level of Service calculations based upon the Highway Capacity Manual (HCM) pro- cedures established for the "Operational Method". This methodology recently has been adopted by the City of Santa Monica. As mdIcated, Condition 2 relates to 1992 traffic volumes assumed as the first year of full operation of the Project. These were obtained by expanding 1991 traffic volumes to the year 1992 with an assumed traffic growth rate for the year. The traffIC growth normally is due to the combined effect of the increas- Ing vehicle availability, intensification of use of existing developments and other factors. Our analysis includes a 10 percent traffic growth between the years 1991 and 1992. This unusually high traffic growth rate will account for the impact that traffic generated by those developments currently being built or proposed in the study area may have upon the key intersections traffic con- dItIOns. It should be noted that the peak hours for the different intersections analyzed do not necessarily occur during the same single hour. In order to be conserva- tive, they have been assumed to occur simultaneously. The signalized intersections analyzed show very good (LOS A) existing traffic conditions during both the morning and the evening peak periods. The maxi- mum CMA value found in the analysis was 0.539 during the evening peak hour at the intersectIOn of Ocean/Colorado. As indicated earlier, no related projects specifically were included in the analYSIS. The 10 percent traffic growth rate applied to existing traffic volumes caused a relative increase in CMA at the key intersections, as reported in Table 2 under the "with related projects" scenario. The addition of the Project (drive-thru window) traffic causes a "non measurable" traffic impact at all the intersections analyzed. During the AM peak hour the maximum impact was found at the intersection of 2nd/Colorado with a CMA increase of 0.020. During the evening peak the maximum impact N ~ ~ aI .Q c:: o :E .5! c aI (I) I i ~ - (f) t;/') gfE~ 0<0 z:E'lt' <:E1t) <::>.,... :!:({)@> o C e ::J s Ul ~ w (I) 011 I- W:EL5 00 ~Oa: :>~ Cl)J:~ ~ ::Ej;W 0_1- J:;:cn ~ ~OW OJ:t:: :t:I-(I) 3: w CI) W<L5 I-:ECE: -00 C/) Z :e.W~ C\,II-LL. m-ct m(f)C: 'I""'" l- ~J: C\l~~ 0)[00 O):EO: ....<(!) (I) =c ~ c:: o c CJ :E ~ 0 z _ - ,... l.L. I-ml.L. !;2m< ~,...~ C wO :ED: -w 1-0. z o b w en c: w I- Z il . o. :>B ..J of! 11 o. :>~ ..J - =IB ::J~ ~iQ 't:w o Z en (/) t;J) en en (J) t;/') t;/') (l')U) (\J~ eeLS C?uJ ~L5 oLfj C:OLiS ,...L5 q:E a:= ~:E a:E S::E :E q:E a:E Oz Oz Oz Oz Oz Z oz Oz 0 0 0 0 0 0 0 0 z z z z z z z z 0<( vC:O (0< olXl ,,",CO 01Xl 'It<( ....CD (I') ~ C"') CO ~ N " 0 ~ ~ It) 'lilt' ~ CO 0 0 0 0 0 ci 0 0 r--< NCC <<1< "CD ~l:D 01Xl (0< OCQ .... ~ .... ~ ~ N It) 0 ~ ~ ~ ~ CO 0 -0 0 0 0 0 0 ci en ~ C/) en CI) CJ) (f) CJ) ....i.5 'It'L5 ,...L5 "L5 0L5 oL5 ....L5 ....:E N:E ....:E g:E 82 g2 ~:E 0:; ~z ~z C!z .z .z .z .z qz 00 00 00 00 00 00 00 00 z z z z z z z z " (\J ~ CO) co 0) It) C\I ~< ~< ~< ~< ~< ~< ~< f8< 0 0 0 0 0 0 ci ci co 0 0 (") .... 0) 10 .... ~< ~< ~< m< ~< ~< ~< ~< 0 0 0 c:i 0 0 0 0 (? (") It') m ""' ~ 'It co ~< t;;:< ~< ~< ~< ~ ~< ~< C\! CD ::J @> @) CD G) c:: >- ~ >- 0 ::J ~ ::J 'i ~ - 'C c:: c:: ~ f! i i 0 CD ... 0 aI ~ CiS a:I' CiS E e "0 c: c 0 ~ co m 0 'C CD '0 '0 c:: c: CJ CJ '" , '" 0 0 0 1 COC"J qa 00 0'" ~8 00 >- CIS ~ c: o Oc.. _::J ;!i ~~ (j.Q Cl3Cl) it,) o~ \U) - (1)0 E- ::J~ -Cl) ~..J 011 oil << 6 January 1992 1540 2nd Street :McDonald Restaurant Traffic Study Page 9 was expenenced at the IntersectIOn of Ocean/Broadway with a CMA increase of 0.002 Given the good traffic conditions found by our study and the negligible impact of the proposed project, no mitlgatIOn measures are necessary at this time. AppendIX B shows the detaIls of the CMA and HCM calculations for the four analyzed Intersections and for all the above mentIOned traffic conditions both for AM and PM peak periods. Appendix C shows the details of the manual traf- fIc counts used In this analysis. Site Parking, Access and Circulation The ITE ParkIng Generation Manual, 2nd Edition refers to the peak parklllg demand as "Peak ParkIng Spaces Occupied". According to the ITE data, a 4,160 gsf fast food restaurant with dnve-thru window will have a peak parking demand of about 28 stalls during weekdays. Similarly, the existing fast food restaurant without drive-thru window (Existing Restaurant) has a parking demand of about 48 stalls. The reduced amount of parking stalls associated with the addition of the dnve-thru window is justified by the fact that driving cus- tomers who decide to use the window will not need a parking stall thus reduc- ing the parking demand. We consider the parking demand as being about 90% of the design value, in order to provide a 10% vacancy rate. This yields a parking design value of about 31 parklllg stalls for the Future Restaurant. The 50-stall parking facility proposed for the 1540 Second Street McDonald's Restaurant will provide about 60% more stalls than expected during peak project's parking demand. No on- street parking overflow is expected as a result of the construction of this Project. The proposed drive-thru window is not expected to conflict with on-site park- ing maneuvers by other customers entering or leaving the parking stalls. The pedestrian access location is satisfactory. The potential for conflicts between drive-thru window users and pedestrians is virtually eliminated by the reduced speed maintained by queueing vehicles. The internal design of the parking lot is reasonable and has proper circulation. The Project plans indicate a potential for conflict between drivers queueing at the drive-thru window and parkers exiting the new parking area adjacent to the north end of the Future Restaurant. However, as discussed in the next paragraph, the probabilIty of two vehicles meeting at that location is negligible and no mitigation measure is required. 6 January 1992 1540 2nd Street McDonald Restaurant Traffic Study Page 10 Access to the parking area wIll be via two two-way driveways on Colorado Avenue and 2nd Street respectively. The dnve-thru window will be accessible only through the 2nd Street driveway. Drivers entering from Colorado Avenue would have to negotiate a U-turn on site in order to access the drive-tbru win- dow. This could cause delays to other parkers and Increase the potential for collIsions on sUe. In order to reduce this condition, we recommend that clear and visible SIgns be posted at the Colorado Avenue driveway directing drive- thru WIndow users toward the other driveway. Vehicular traffic volumes into and out of the Future Restaurant will show minor changes dunng the morning and evening peak hours with a potential for a 15 percent reduction In overall daily traffic. This condition will have a posi- tIve Impact upon the SIte ingress and egress driveway maneuvers and conse- quently upon adjacent roadways traffic flow. The reduced site vehicular traffic volumes also will be beneficial to pedestrian traffic due to the reduced number of conflicting movements. Drive-Thru Window Reservoir Needs Data provIded by McDonald's Corporation indicated that restaurants' drive- thru WIndows have a service rate of between 20 and 30 seconds per vehicle. The time is measured between two consecutive vehicles moving up to the window. That yields a capacity of about 180 vehicles per hour or an average service rate (s) of about 144 vehicles per hour. In order to evaluate the average arrival rate (v) at the site, the inbound peak hour of the generator was calculated. Based on ITE data, about 129 vehicles would enter the site during the daily peak hour (about noon). That value is increased to 144 vehIcles to account for the project higher than average traffic generation reported earlier. At other McDonald Restaurants, it has been found that about 50 percent of the vehicle drivers use the drive-thru window. Under a conservative assumption that 70 percent of the inbound vehicles will use the drive-thru window, the re- quired average arrival rate is 101 vehicles per hour. The ratio between v and s IS called traffic intensity (i). For the proposed McDonald Restaurant drive- thru window then the value of "i" is 0.70. FIgure 7 is a graph showing the relationship between the traffic intensity and the reservoir needs in the following cases: 1) average queue, 2) queue not ex- ceeded 5 percent of the time and 3) queue not exceeded 1 percent of the time. For design purposes, use of P = 0.95 to 0.99 is commonly accepted. As shown in Figure 7, a 0.70 traffic intensity requires a reservoir of between four and five vehicles behind the service position with an average queue length of less than 2 o - .... - (J) --- -0-- n.. - w : o u - - > r. c:: ~ 15 W ~ CI) 0 o ... z : 10 - E J: :J W z m - It: - g 0:: W CI) W 0:: ;":4 25 20 Not exceeded t time in'l00 Not exceeded 5 time~ in 100 5 00 Average Queue Len 1h 0.8 1.0 0.2 0.4 0.6 TRAFFIC INTENSITY (Average Arrival Rate -:- Average Service Rofe) Assumptions: 1. Arrivals follow a Poisson Distribution 2. Service rate can be represented by an exponential probability function. 3. Flow is equally divided between each lane if more than one is available. Note: To obtain reservoir length, use 22 feet per vehicle. ROBERT CROMMELIN & ASSOCIATES, INC. I c:::) II ~~ ~ I WUI = I ~ RESERVOIR NEEDS Vs. TRAFFIC INTENSITY 7 ~ C:C.~S;;:r..)'LTINC 'T'~~F'~C: JiOI]o;[<:::p..:r~ER.S PROJECT NAME / #: 1540 2ND ST MCDONALD RESTAURANT - SANTA MONICA/91445 NO SCALE 6 January 1992 1540 2nd Street McDonald Restaurant Tl'affic Study Page 11 three vehicles. The practical meanmg of this is that under the aforementioned conditIOns the probabIlity that a reservoir for more than five vehicles will be needed is less than one m one hundred for noontime traffic. The queueing space provIded at the subject restaurant drive-thru window ap- pears to accommodate a maXImum of seven vehicles up to the access to the nor- therly parking bays. ThIS means that the reservoir provided for users of the dnve-thru window will have suffiCIent queueing space virtually for all condi- tIons of traffic. However, under speCIal cu.cumstances, where the parameters used in the cal- culations vary substantIally from those used in the analysis, it is conceivable that the queueing space provided will be exceeded. This could occur if the drive-thrn window's service rate deteriorates beyond the expected average of 25 seconds per vehIcle or when unusually heavy traffic volumes are expected at the drive-thru window, i.e. at noontime during major beach holidays. We recommend that a parking attendant be stationed by the drive-thru window aisle when these conditions are likely to occur, in order to redirect drivers toward the parkmg area. Impact on Adjacent Streets The local roadways contiguous to the project site serve commercial uses and generally prOVIde for two lanes III each direction of travel. Traffic conditions are good and available capacity is in excess of actual demand. The traffic generated by the proposed Project is expected to have a negligible impact upon the surrounding street system's traffic operations. The traffic volumes as- sociated with the proposed Project are such that both area motorists and pedestrians will not be able to detect any change in the traffic volumes or in the local traffic conditIons. Summary and Conclusions The proposed drive-thru addition to the 1540 2nd Street McDonald Restaurant will have a "non measurable" traffIC impact at all the intersections analyzed. No change in levels of service will be experienced at those locations due to the construction of the proposed project. No mitigation measures have been proposed. The Future Restaurant parking facility will provide parking spaces in excess of the actual demand. Noon-street parking overflow is expected as a result of the construction of the proposed ProJect. 6 January 1991 1540 2nd Street McDonald Restaurant Trame Study rqe.12 The future 1540 2nd Street McDonald Restaurant will have an average arrival rate at the drive.thru window of about 101 vehicles per hour during its daily peak hour. The calculations performed showed that a five spaces reservoir will provide sufficient stacking capacity to serve all incoming drive.thru vehicles more than 99% of the times for peak noontime traffIC. The project as planned will provide seven stacking spaces. There is vutually no probabllity that this storage space would ever be exceeded. The drive-thru window will adequately serve the project and traffic will not back onto city streets. Mitigation measures have been proposed to avoid potential back-ups under un.. usually heavy noontime on-site traffic conditions which could be ~xpccted at the drive-tbru window during major beach holidays. It has been recommended that 8 parking attendant he stationed by the drive-thru window aisle when those condItions are likely to occur in order to redirect drivers toward the parking area. ... '" ... . ... ... I wish to acknowledge the worle of my Project Engineer Antonio S. Coco who did much of the analysis on thIS study. Please call me If you have any questions with regard to our study. It has been a pleasure to serve you on this most interesting project. Very truly yours, ROBERT CROMMEI...IN AND ASSOCIATES, INC. ------- .<1'\1" -.rlQ c.;.:, c.o Robert W. Crommelin, P.E. President R WeIer #91445 APPENDICES jl=~ldH~. j ~II II = !L.;.J ! ~TAno-.. ....HO ~ ............ DEFI'IIT10NS AlII> AB8lU:IJ!ATICNS APPENDIX A Ir cur ~ecc-:"~s. ter-ns a::-e '-.:s"""d ~--Iti.c:h arE: cO'IaOn to the Traffic: EngineeriI'!it professlcn but MY nct be cle-a-r tc ot.,ers. Tre :;'e: 1 k;.;ing de.=: t.... i:: i-on& c.-ov-e::- c-c""Tlonly used terms Additions. L d.e.flnU: ions n:.ay be :OUl"'c, in t~e '!'ra ffle E.n2:inee.d.n~ l"'i!.n~tJ.ock~ 1'''- stll:'..It-e of Tt."a.:: c E-ogi....eers. lJa:shingtotl, DC, 1965 or the Hi,frway c;.!Ltl8c1ty '1Ar1JA::". Sp4:cial Report 97, Higrway l{e.s.ean::l1 Bo.ar-d. l,.:'as:....l.,~r:Q... I "SI (: i965 COMMON AaBREVI~TIO~S Ai)T a....erage daily traffic A~"D average YeE'kday tra:ff:!.c CaD cl!!r'tral business district '!Sf square feet in l,OOO's ~rE millioos of ve- h.1.cles entfllring (intersectiorl) 'f'i,""" [111110['1$ of 'Ve- 'dc:e miles \'1'"1 v~h1c Ie miles af "travel p~ ~T peak '-lout' vO}'.Jme .z traffic signal 'Phase vpa "..e~icle'S j)er- (!,ay vehicles peT hour .."e1-a1c leg ~e:r hour cf greeEl (signal t1mt'!:'~ left right .....'Ph IJ1>hG Lt Rt tiSDO"I United S'Ca1:es tJe- partme.nt of Trans- pOY'tAtion Fedet:al HighSfay Administration CaliEoY'nia Depart~ f"@'"1't of Tr.anspor- tat1er TransFortat1on "Q.eseaT-cn "Board FH\IA CaltY'ans T'tB TR.~ F FIC A~'"E'\AGE DAILY mAFFIC (ADI) tho total vol"",. during i'J, give.., til:=le period (ust.:.ally one vear) divided by the nUT""bet' of days in that t:=.e per10d VEHZCLES PER DAY (vpd)" t~. total volU!l1. of traffic -:J&ssing a poin't., usuall,~ in bath di:re:ctionst for a 24 l-our period In most traffic analvses prepared by uSt ...,,~.. refe-:-s tc- ....verage ~eic:rla.v traffic -PEA.~ HOUR ""Ot:L~ the highest nUECbe::- of vehicle.s found tOe be p.ass i..'tg vver a !Je.~:.lQn of a. lane ot" a ro..v.d1.NlY du:r=-- ing 60 -cons.ecutive !llinutes, usually -designated as the morui.ng peak hour and t....e: evening peaK hour D'ENSt1"l t~.e number of yet-ie1es OCl:upv~ng a unit lengt1-a of the througr traffic lanes of a roe-Gioia)" at .any given l.nstant ("sually expres'Sed 1n vehicles per mile LOA:>> Il'ACTO~ a -ratio of the toa:.al nu:nbet" of green 518- n.al intet'vals that are fully ut:!.l:!..z.ed by traffic during the peak hour to the tct:al number Qf green lnterval:s for t....at approach during the ,Same perled ItS; nax1mum at- tainable. value is one PEAA 1iOUR FACTOR a ratio of the volume occurring dur- ing the peak nour to the -:J.tximum rate of flow duri'l.g a gIven t.ime piEIIY'iod ,."ithin t'1E peak hour It is a measure of peo1lk1ng c"aractf!Y'1sticst whose maximum attaina.ble value is one The tet'!ll mU-:st be qualified by a. speeified short period wlt~ic the hour~ this is usually 5 ot' 6 rd.n- utes far freel'J8.Y aoeratlou and 15 [J"~nute5 for intersection operat ion U?STRE.AM- the direction along the Y'o~dway frOOl _hicr the venic;:le flow under cousideration has COIDe Omi1'STREAM 'the d1:-ection a tong the ro.duay toyard. which the vebic le flO'W under -considera.tion is moving BOTILENECK a c.on:u.ri.c.tion along a tra.veled way which lbits the. .amount: of t.raffic -uhich can proceed downst.ream frol3 its locat.ion PL\.l'OON a. closely grouped elemental cO'D.p-onent. of traf- ftc. cor::ipC:sed of severAl ".~hicles.t mov1ng or sunding readv to '1lOve over .a roaduav Yith c.lea't' spaces ahead and behinc. CORDON a"1. L:r.agina~y line ar-ou...\c an are3 aeross whic.h v@ri-cles. person.!!: ~ -or ot'he-:-- itemS are -counted (in and out:) VL:rrCLE MILES .a l1'f"a.sure of t....e. amoU!lt. of usage of a Ber;:- ti-o'l1 of higr-wav nOrMally used in accident analysis to com- p.re sL'1lilar highway::; Obtained by T""1.l1tiplying the &vera@e dally tr.af:l.c bv 365 a.nd Cl'illdi'1g b~,. t1->e length of section 1"1 ......L~es, USUi!ll-.; sr:aLed ~n Million.;; 'Co-;:~n~d on :-evers-e .RAFFlC nIP tl-e '"nOving of a. oersoll cr vehie le fro:r1 one lc- c.2tion (origl.n) to another (dE:5tl.nat:lc'"l) nIP-END -one end of a trip a.t el.the[' the orL2;ln Or dest\naticn, II!: each trip naB. eJO tl'ij'l-e1"'flS ~F' ?L~PoS'[ tt-e r@ason why t~e t~lp 15 Mad.e (to from lJOrk, shopping. se"'col, ecc. ) SCO:;SEN-LD".~ 4n 1rr.ag:.~a:y ~ine or p-;"ys1.cai feature ac-:--oss whic... all trips are coun::ed. nor:na.~~v to ve-:.'l.!v t....e validay of rr.at"'ematicai 't-L'".a:'!lC models T'lIP Gt,{iRA:ION FACTOR. a. crafh.c volu::'le e:&t~1!!ating tool hon studies of siroi:i..ar ia"ld uses. t....e 4"'110!Jnt 0" traff'l(: (tri!l-s) jlroduced bv oOr- .att('a.c.t~d 1:0 t:'1e land ;,,1.5'" is Y'elate.:! to 5c:ru;; ide"'~l~Yl...g unJ.!: suc~ as land area. grass floor Area, pcp1..:1at!ont e-nplo)'=rent ete and a-:J!:liec! to th~ amcJrU"'C cf that l.A'it :or t'le land "Use !J['Ide'" stud\" Per exa....v.e. 10 trl.ps per da.'!,f per dwelliog un"lt -re:er-s to 5 tLi~s in~ot;.T"d Ani 5 t,::,l.::OS out'b-cU'1d ~rO""l the gene:-.at.ing UI"l.~ GE~1ERAL DESIGK TERMS G~TRIC DESIGN the 3Y'rangerr-ent of the visible ele- ments of a ::-oad. such as alignment. gr.ades~ eaght d].;!!j. tances~ vidr:t-s. slopes, etc INTE1tCHANGE a sys-tell" of intE:rCODnectll1g t"lJaalolaY5 In ~ot' jUt'.lc::t~on 1o'1th .a grade Se'Darat1.0D or gra.de S.Q.Dara- t..:.ons provLding for the interchange of E:rafE.c betloleS'1 two 0'::' more ].nterse-c:ting roadways lolJIDL-\N the portion of a div~ded righway separating: the traveled ....ays for traffic in opposite di:r-e:ctions TlVaVELED 'WAy... ti"e portioo of the. roadway for the move- lTent of vehicles eK-clusiv@ of shoulders and a.uxiliary lane s AUXILI-\R'l LANE. the portion of che t"oadYlay ad)a ining the travc led ~1 fat" parking, speed change, 0:' far other -purposes supnlementary co th['ough traffic I1tCvement SilOULDE~ the portion of che roadway contiguo\ls wl,"tn t:"'e traveled way for acconmcdation of ;st.opped vehicles. for emergency u&e~ and fot" lateral support:. -of base and surface course.s TRAFFIC LANE the port:ion of the t::raveted way for the mn.VIf!oIl'~1t i"Jf a: &ingl~ line o:!: ve.h1cles RICliT OF 'WAy. thE: land owned bv a pLJblic agency which includes. ~"e roadb~d? sidelola.lk.s. and oth@t'" areaB. such .as those used for plantil1g str i:ps c:HANNELlZATIOtf the. separati-on of regula.tion of con- flict-ing traffic mover:tents intQ dE-finite pat.hs of tra- vel bv the use of pavement narkiags" -raised l.sla~ds, or ather SUItable means: ((I fac11it:at::e th@ safi! and or- derly TOO-veme:nts of bath ve"ll.cles and pedestn.an-s W-LAVING SECTION a le.ngth of one-WillY "'Coad:way. designed to acco~d.ate wea.-ving~ at: one end of whicr t:1<<' one-101aV roadways merge and at: the. other end 0 f ....b.1C.. they sep. ar&ce R..AJ'".P a connect-l.ng ~oa.;....a\" b.et....~en t""" intet'sect!ng h 19"'ways at. An inte-r-change TR.<HIC SI(:l>;"LS HIGWAY CA?^CITY ll.ny .c.evl.ce. "..I'-e-:r.e- 'TIa1"ua:~"'. e:le-(:':=-:.ca.::':,- or ~~chani- <:,a-' v o:=p-erG!::!:'d b.... .......n1..c:-.. t:::-af:ic 1..5 .a~te~;a.t:.elv d1..'re:ct.E:C r:~ st~p d-",e perrr1C[i':C t~ ;:.~-.::(:-e:02d C.o\l?~CI7Y the -.wI.x~-C :['u....he:- cf "'-e.~j.c~e'S o;.;n:i-c~ I-as a re4So'C'Tt.able: expecta-::1-~r of ';I3~s~ns: cve-r- ~ ~:""e:n sec- tion c.! a laDI!'! or a -("ad....-a\. Lf" -cne (,'L b.;.tr d:;.rec!:1.cns dUI'in;t .a given t:!me :l~:::LOd li.rde- -::r-e'\'a1:i.rg road....ay 3.l"'-l.. -:.~a.~E'-..c cc'tldlti.ot's LEVEL Of SE~VIC! .a ':f"::-TI ~r1c"'. b:-oaliiy lnte-p:---eted. Genot:e5 anyone of a- ::..n!1r1t~ nl.:.-.,ber of d1f:oering C:-O".- binat.iOl\s -of o?'e.'t'a't.in!, ('Q'OI.c.i':.:-cl"'<i t'hilo~ ~..a..., QCcu-r 'On "- giver lane 0:- Toad.....,av \;i-.oC!n :t ~s ac:c:crrrr.odiit';'"'lg Var.lcus t:ra~f1c volu.....es 'Lev.el at Servic~ is a. GL.:::i.titi'it:ive meaSUTE: of tt-e effect: c: .a Tu.,.ber 0: tact.~rs. 1..'"tLClo Ln- elude ~pe,",d. 3"ld trave'L '::.1"'f". t:-a~~:.c iI"t:er::-ucti~.ns f=eedO"l tc maneuver :'i..:.';-e t'.., c:-n."l...ng coniorr: aTC c':m- VenU!!DCe, and iJpez-at.:::'ng (oSts In j;':-a.c:::1ce~ selected 5pec:i.fic levelS a:re dl:!rined in te.....,..s .of pat'ticlJla..r ti.."'II- it1ng values of cerr:a~I' 0:' tt-f"se iacr:crs 5 Lx Levels of SE't""ice l-Jav-e be-@n de:sig1atf"d bv le~r:.et's to re1'lresen~ I:"'e best. COt"d~[1Cn ('.\" f::-ee flo....1ng) and cre: 1010::'51: e~p'1 !:orced. f1o.. at verI 100'\01 spe-eds} No-- mally, i..ev-els "e" (su::'le now) c- ..~" (ucstable f1C";iI but t-oieTablc operatic::ls) a'!"e used ~c-r- desigr1 purpcS~5 SIG'\AL 1}.j,~ICAi:l0N t'"'-e 1.1lu.~itl.atie"'1 .;:'.~ a t'!'aff1c s1-'g:ta~ :e.,s OJ:" eC:l.:lv.al~c ::te'/1-ce or a. (,:~:::.:..'at:lo'" of severai l@l"'seS .or e-ql,,;,ivalen!: de:'\.'lc~5 at. t....e 52."::"'" (1me TI~ C'lCLE. Lt-e 'Cil"'Ui:. p-e'::'~ :--e."'1u1.I"e..:. fc:-; 'O'i:Ioe c.c'J-\?"te.t..e Sea;J.erc.e of !ng"'Lal l"ld1cat:&.(;...!3I P9ASE ii. ?.i.-:'t ~e tt-e tl.rr~ c".'cle ;O.:1.~.c-2t~d ':'C- any naf- f:.c 1"'Oven@rr. or 'to- aT:;'." c::::-.....bl.T'J.atio~ ':I: rraffl.c rr.r-\.'er.:e:n1:S rf>cel',:!."g t.l-e ::-....gi"'t-of...wav s:!J:n.:lt;ir-c.cusl.... curtng. one- Ol" :Ilc.::-e 1ntO"::vais PUTDrr:D S IG.AL .a r:";pe ~f traffic. con~::-al s:Lgnal ':.,Ihid. d1reccs tr.aff1c r:o- st.:::p aI1d perrr-it:5 -::...:r:. tC' ~rO[:eE!d in ac- cordancE'; wtti' pn:der:-et"1'9.1ned tL..,e sc::h-e-dcles. TRAFFIC-AcmATED SIGNAL .a r:vp(" of tT"ai:!ic control .1g- nal in 'Whi.:.b the interval!'; are variec iI1 accordance with r:he de.....and:S of trii.rfi-c as 1'"egist.ered b.... t"e actua.tion of c'et.r!c-'tQ"'CS- SER'lICJ:: T;O!.1.:'!E [he .,aximW1" ""ltm'biE'::r 0:- ve"hi<:les ["'at can pass over a g1ven Sectian of a. lane or r-o.ad..a.v iD one direc:.1ol\ on multilare hi,gm.,ays (al:" 1n bot:b d.1re/;- tians on a two" 01:" trree-laoe hl..gi-1oi'av) .;:!urll.1& a speci- fied t.ime period. smile .:;perat1ng c::onc!itlons .are D'I8::,o" taine:d cor~E!:sDcndin8 to t'-.e $~lecte~ or specified levf'll 'Of service In the abs.ecce of ... t1"'e: '-odif:i..er. sen/lO:' vQl~ is an b~ul:'tv v....t".D"e SE"D1-t:f'.a.f!1C-a.t..tuat.ed sigrI.al B. t.Y:le of t::-affic actuated signal in ~tac-t- means .a.::-fI: pr-:::vlded f::>1:" ~~affic:: act:.Iar:ion in cne .0[" [Jl(!"r-e but. '"lot all ap- p~oaches tc- the inters-ection 2 Full tt"affi(:-act:.Jat.ed stg-tal a t.vpe of ':-ra!fic actuated sig:oal ::'n lJ"j.C::" rneat'l5 are prov.:.ded for traffic actuatior on all ap'Dt'o;J,C.,02S to the inter- sec't1.otl ?edest:~:;.an-acnJ.a.ted sl.gral .a t":':le of tra.ffic cont-:-ol s~gn.al w'hl-c'n rn.a~ be actua"!.eu I;ry a penes..... tr ian PROGRESSIVE SYSTEJ-I a stgnal .!Iyst.en ::":0 ~hich the sucC~S" siv.e signal faces (:octroll1ng a give:o. S~reet :give '1g01\ inc:H..c.at1~S in accCI:rdance with a tue sc:-aedule to p.et'talt (as nearly as possib ie) con't1nuous operat :ion of gt'OUp9 of venicles along 'the stree.r; at a planned ra'te of speed. 1Jhi.:::~ may varv in different psr-ts of t'1~ .system LEVEL OF SERVICE 1:5 OPF;RATL.'IG C'!.'\RACTI.US.ICS LEVEL OF SERV!CE UESCR!pr~$ Free flcY (besC1 A ROADWAY TYPE AR:ERIAL H!Gl'WA'( a general terJ:l denocing a hignvav p:-bJarily fOI:" t.tro1.lgh tr&ffic. usually 01'1. a cont1nv. ous rout.e B St.a.b!e He""" :EX~RESSWA"'! a div].deri arteria 1 ..ugt.....a.... for t'1rough traffic with h:ll or partial control of aCcess 'FREEW"Al' an ext:ressway \i'ith full c:or'l1:rol of ac:ce!l:S and all grade crossings elimin&t:ea c 5 tab Ie fl"" (design va~ua) OONtROL OF ACCESS che. conditions "Where the right of OV[u.'~r$ or -cl:.C'.upants of .abutting land -or other per:5OC1s t.o aCces s ~ light. ai-r ~ 0"[' v ie'W in COWlec:t ion with a highwa.y is fully or partially -contt"olled by public aut""'cr1ty PA1Ua.~A.Y an aJ:"terial ~ighwa.v for no~.cDrll'lerc:tiil traf- ft.c~ wit:h full or part1a.l contt'cl of al;.l;.e!lS~ and usu- all,! lo-c::ated wi.t"'in a part 0"'[ a ribbon of va-=ki1.1&J: de- velopment D Approach1.og unstable f!ow lotA:OR STR.U:I OR 'tAJOR HIGH""Av an arterU:.l highway \litr intersect loonS at. grad~ and di":''E:c't. a.ccess- t.o a.but- ting prope!'ty. and on which geQ1:le:tr-;.c design and tra~- fic control measures .are use.iC! t.o e:X::Iedite the !lafe moverlent of t.hrough traffic: E Unst:ahle flo'W (cap:<tc.!.t.y) LOCAL STRE.:ET OR LOCAL ROAD a st~eet .or road pri- marily for acce:!lls t.o res id.en-c:e , business.. or other abutting ll'roperey THROUGH STREET" every highway or portl.cn th.ereQf at the entrance to whlch vebicular t:'t';Iff1c from inter- sect.ing. bli'hv8.'Ils is requiLed bv law to sto'P before entering or crossing the sa.me and when stop signs a.re erected F Fo"t'ceo Ilo-w {""yst.) DIVIDED Hl:c:l'NA":l a high'wil.'1 ...,it.h s.eparat.N ,[,Qa-dW.~fs- for traf!ic in op)J'Osi toE' dite.ctions FRONTAGE 1illAD .. local stre.et cr ~c-ad alDCiliary 'CO and located a1'l the sld'" of an a.rte::--ial h1g"1way for Se"I'V1Ce to ;9.bur:t lOE property and ad jace:o.c areas and for ;:ontr-cl of l2.(:ce:s.s CUL-DE-SAC STREET a local st~eet: ope::!. .ar one end only., and 1oI1t.h speciit~ r'J:"Gvisions for turning arowd OPERATING CHA.RJ..CIEltISTICS Lo.... vch:...oes, high speed se!.e'CtivltV. 10.. -density Drivers :net imp.ired. by ct}-et:' traffic. At 51.gools .".:1 dr.:.v-er wau:s r:tOre t"an onE: signal cycle and all turcs are easily madE Opera'tiIlg spe-eds b@g.Hrrdng t..o be re~':ricted bv [ra.f~ic c011diti.on::. SUl.tabie fot' t"t1!'al dE!:::1gr Y.a.h~es At 5 !gr..a 1, drive:r-s beg:tnning to fer;;:~ s:o"aE"Wh.a.c restricted Volu:'1e rest:::-icts driver I 51 speed and '1I.;1nuverahihty. suit.abie for urban des:lgn 'lJ'9.1:u.e'S '-t sign.al'St li'I'1.- vers ma.y have to occaSS1,Gn- ally wait. Tl'ore =ha:.c one t:....cle to clear 'Ie1l:i;:Jorary restri.ct.lons cause droD 1.0 volwr.e and speE!d~ ccrafort and conven ien<::El is 'i0'\0l but. t.el~t'able fOT sho\:t. ~eriods At signals~ short: peaks mav develop quelles .....l-d.-c;.. .....111 cleat" ciuri=lg later cyc1oElOs "Exce.s.!'Iive back-up does not occur- Soeeds on free....ays ,jlt 30 mph ,.i..t.h TJO"TI~1"'ta:ry sti)'P~a&'@.'5 At si-gr-als the:-e j:';ay be t011g quet.:.es of v~hicle:s ~ith de- lays '!:p tc :gevera 1 signal cycles Unsuu:able far u.s~ in dES ign Low speed=-. many stoppage!s 00 freeva.vs.. long, qUE.Ue.s.. acrl high delays I rcadw:a.y becOt:ll!s stcl:"age at'ea. BBe:k- up from -otle sl.gna.l may block .adJacent int:ersec:d.ons Vol- urres c::arrlec are l,lnpJ:edict.. ",ble Rel/1.sec June 1.. i975 APPENDIX B Critical Movement Analysis Calculation Sheets Robert Crollelln and AssoCiates - 17071 Yentura Boulevard, SUite 206 - [nC1no, CalIfornia 91316 - Ph (818) 788 - 8570 CRITICAL MOVEMENT ANALYSIS --~~_._+-~.~---~-------------- -----------~---~-------------- N-S St E-II St ProJect: Ocean Avenue @ Broadway - Santa Monica I California Ocean Avenue NUlIber of Phases: 2 Broadway McDonald Restaurant @ 1540 2nd Street I 91445 Date: 11-Dec-91 Date of Count PrOjection Year: 1991 1992 ~:===;:~~~::~::::==::=~:::~:=~;~=~::~::=::~::~~=:::=::=:=:===~:::=::::::::~~~==:~~::=~=:====:::=:==:~~==::::=======::::====: II 0 R N I N G C 0 U N T - PEA K H 0 U R S TAR TIN S @ 6:00 All ::~::~:==:::=:::::::::::::=:=:::==::=:::::::::::::::::::::::::~:~=;;~=::==:=~::~=~:=:==:====:::::::=:::=:::::::~:::::::::::: 1991 TRAFFIC 1992 TRAFFIC 1992 WIREl PROJ 1992 II/SITE TRAFFIC 1992 WI IIITIGATION MEASURES (1) I of Yolule Added Total Volute Added Tolal Volule Added Total Volule Added Total Nutber VolUte "ove.ent Yolule lanes Ilane Volule Volu.e flane Volule Volu.e {lane YoluMe Volule ILane Volute Volule of Lanes Ilane ==::~~:::::::.::::::~::::::=:::::~:::::~::::::::::::::::::==:::=::::=::::::::::::=::::::::::;;=;;=;~:==;:~~:=~====::=:===:== Nb left NIl Thr u No Rlght Sb lef t Sb Thru Sb nght Eb left Eb Thru Eb nght lib left lib Thru Ilb nght o 0 719 2 o 0 o 0 438 2 o 0 o 0 o 0 o 0 57 2 o 1 85 0 o 0 360" 72 o 0 o 11 0 219 -44 o 0 o 11 0 o 0 o 0 29 6 65 11 0 o 9 o 191 o o 0 395 11 0 o 0 o 791 o o 0 395 11 21 o 0 o 812 o o 406 11 o o " o o 31 99 " o o o o o 812 o o 2 o o 406 11 o o 482 o o " 0 24t 0 o 0 o 482 o 0" 0 241 8 o {) o 490 I) o 11 245 o o o I) o 490 o o 2 I) o " 245 o o o o 0110 o 0 o 0 o o o 0" 0 o 0 o 0 o o o 63 o 99 o o o o o o 63 o 99 o o o o o o o 11 o o 63 o 94 31 0 94 " 0 o 0 63 o 94 31 0 94 " 0 o 5 2 1 o 31 99 11 o :::=:~:::=;~;:====:===:===;:===::=====~;==:::;:::::l:~=:::::::======:=:========;::;=====;======:===%%::::~:=::=:=:==~%::1::: Crit1cal 1I0ve.ents CAA Index LOS 445 0.323 A .89 0.356 A 489 0.356 A 504 0.367 A 504 0.367 A =:======~=~;:::::::::::::::===:==:=::::::=~:::::=:::::::=:=~=;::::::::::===::::::::::=:::~:::::::::::~==~:==::::::===:=====: EVE N INS C 0 U N T - PEA K H 0 U R S TAR T I H S @ 4.15 PII ~:::~::=~:=~====:~==:==~=:::::=======;::~:::==~=:=:::::::::::::~;====::========::=:~===~:==:=~==:=:::::::=::::::::::~:=::;:: Nb left Nb Thru Nb hght Sb left Sb Thru Sb rIghl Eb left Eb lhru [b rIght Ilb left lib Thr u lib nght o 0 656 2 o 0 o 0 811 2 o 0 o 0 \) \) o 0 198 2 o 1 222 0 o 0 428 11 86 o 0 011 0 406 81 o 0 O. 0 I) \) o 0 99 20 222 · 0 o 22 o 942 o o m. o o o o o o o o o o o o o o 942 o o 471 · o o 3 o o o o o \) o o o 1 o 692 o 216 o 245 (I 945 o o 472 11 o 011 o o o o o o 945 o o 0 2 472 11 o 0 o 0 " 2 446 o 0 o I) o o 0 11 \) \) o 0 o 892 o 0" 446 o o 892 o o 11 446 o o 11 446 o o \) o 109 245 11 o o o o o 892 o 2 109 1 245 · o 0 ===~=:::==:=::::::::::::::::=::::::::::::::::::=~==:=====:===~==:=:::=:==::::::=:~:=::~::===:==:===~:::~:::::::::::::::::::: Critlcal IIovelenls CHA Index lOS 6S0 0.473 A o I) o o 11 o o o o o o . I) o 716 0.522 A o o o o o o 216 o 2.5 718 0.522 A =:=::=::=:::=::==:~::::~::::::::::~:::=::=====:=====:===:===:==;:=::=:::=====:~::=:::=::;====:=:=;:=::::::~::%::::~::::::::: 1) Per Counl by- lLG En9ineers 218 o 244 109 244 · o 715 0.520 A 218 o 244 109 244 11 o 715 O.52Q A Robert CrOllelln and Associates - 17071 Ventura Boulevard, SUIte 206 - EnClno, CalIfornia 91316 - Ph (818) 788 - 8570 CRITICAL MOVEMENT ANALYSIS ------------.__.~--~~.--.----- _..-....._.~------------_._~-- Ocean Avenue ~ Colorado Avenue - Santa "onlca / CalifornIa N-S St : Ocean Avenue HUlber of Phases 2 E-W St : Colorado Avenue ProJect: McDonald Restaurant @ 1540 2nd Street / 91445 Date. 11-Dec-91 Date of Count. 1991 PrOJectIon Year. 1992 ::~:=::::::~::::::::::::::~=:::==:=::=:=::=:=::::::~::~=~:=:::=:=~===:=~::::::::::::::::::::==:~:::::::::::~:::::;;::::::::: 11 0 R N I N C C 0 U N T - PEA ~ H 0 U R S TAR T I H G @ B:OO All ::::::::::;::::::::::::::::::::::~::::::::::::::::::=::::=::=:~;;;::::=::::::::::::=:;:::=::~=:::~:::=:::~::=;:;::=:::~=~=~~ 1991 TRAFFIC 1992 TRAFFIC 1992 W/REL PROJ 1992 W/SITE TRAFFIC 1992 Wj MITIGATION MEASURES (1) I of VolUte Added Total Volute Added Total Volute Added Total Volute Added Total HUlber Volute "ovelent Volute Lanes jlane Volule Volute ILane Volule Volute Ilane Volute Volule /Lane Volu.e Volule of Lanes /Lane :=:::~:~:~~::I:::;~;~=;=~=~:::::::::::::=:::==:::::::::%::::::::::::::::~::::::::~~~==:~:::====~~::=~==:==:==:=====::=~==~~~ Nb Left Nb Thru- Nb Rlgnt Sb left 5b Thr u 51> ngllt Eb left Eb Thru Eb f19ht Wb left tlb Thru Mb rIght 12 599 281 126 384 1 o 5 3 107 13 123 1 2 1 12 1 300. 60 281 28 13 659 309 13 329 · 309 o o o o o o o o o o o o 13 659 309 13 0 329 · 0 309 12 13 659 321 13 329 . 321 o 9 . o o o o 13 659 321 1 2 1 13 329 · 321 1 2 o 126. 13 19J 3B o 0 139 422 1 m. 212 () 139 m ! 139. 8 212 0 () 0 147 422 1 147. 212 I} o o I} 147 422 1 1 2 I} w. 212 o o 1 o o 0 8 · 1 o 0 o 6 3 o 9 . o o 6 3 o 0 9 11 0 o 0 o 6 3 141 14 156 70 . 14 156 o o o o o o 141 14 156 o 6 3 o 1 o o 9 · o 2 1 1 5.. 11 13 1 123 12 lIB 14 135 59 11 14 135 118 14 135 59. 23 14 0 135 21 2 1 1 70 11 14 156 :~=::::::::::~::::=:~::~:::::::::=:::::::::::::::::::::::::=:::::::::=:::::=:::=::::::==:::=:==:::::===~=======~~=~=::=::::: Crltlcal "ovetents CM Index LOS 488 0.355 A S36 0.390 A 536 0.390 A SSS 0.404 A 555 0.404 A ~=:=====~=:==~=:=:==:;:===::::::::::::%:::::=:::::rt:::rx::::::==:=::::::::=:===:~:;==:======::=~~~=~=:~==::::==:;:::::::::: EVE N I N G C 0 U N T - PEA X H 0 U R S TAR TIN S @ 4:15 PK ::::::::::::~=:=:=::=:::%::::=:::==~~~::===~::=:~:::::::%::%=::=~=;;==~:~:::%1::::::::::::Z::==:::;:::::=:::::::=:=~;:==:=== Nb Left Nb Thru Hb RIght Sb left Sb Thr u Sb rlght Eb left Ell Thru Eb right lib left Mb Thru Wb n9~t 261 36 198 40 664 167 149 772 42 2 77 47 1 2 1 40 4 332. 66 167 17 44 730 184 u 0 365 . 0 184 0 .4 730 184 44 365 . 184 o o o o o o o o o 3 o 3 164 849 46 297 40 221 44 730 184 44 365 .. 184 o o o 44 no 184 1 44 2 365.. 1 184 1 164 · 2 448 o 0 o 0 1 139 .. o 0 2 148.. 1 40 1 221 =:::::::::::==:::::::=::::::::=::=::==::===::::=:::~==~=~;;~::::::::::::::::~~;==:==:~:=::::=:::::::::::::=::::::::::::::::: Critical Movelents CIIA Index LOS 1 2 o 149. 15 407 17 o 4 164 B.9 46 164. 0 448 0 o 0 164 849 46 164 . 448 o 16. · 44B o 2 85 52 o 139. o o o o 164 849 46 816 0.593 II :::::::::::=::::::::::::::~:=::::::::::=:=::::::==;:;:=:;=:::::::=:::::::::::;:::::::~=::~::::::::::;=::==::::::=:::::::~::: o 1 o o 0 126. 8 o 5 2 1 1 134.. 27 36 4 198 20 741 0.539 A 1) Per Count by LLS EngIneers 2 85 52 o 0 139. 0 o 0 294 40 218 147 t 0 .0 0 218 0 815 0.593 A 2 85 52 o 139 . o 294 .0 218 147 . 40 218 815 o 593 A 14B .. 40 221 816 0.593 A o o o 2 85 52 o o o 297 .0 221 Robert ero..elln and ASSoclates - 17071 Ventura Boulevard, SUlte 206 - Enelno, Callfornla 91316 - Pb- (B18) 788 . 8570 CRITICAL MOVEMENT ANALYSIS _._--_._~-----~~--~~--~..-_..- _.A.._____________~_..______._ 2nd Street @ Broadway - Santa Honlea I Callfornla N-S 5t : 2nd Street MUilber of Phases- 2 E-W St Broadway ProJect: McDonald Restaurant @ 1540 2nd Street / 91445 Da te: ll-Dec-91 Date of Count 1991 proJectlon Year: 1992 ___________._______~_7_+r___________________________________________________________________~_______________________________ ~_______4~_____________________________~~~__________._______.._~_._._____~_.________________________________________________ H 0 R H I H S C 0 U N T - P E ~ K H 0 U R S TAR TIN G @ 8:00 All ----------~-----------~-----.-----.~------------------------------------------_.__..-~-----_._------------...---~.~-P-.._... -----------~.____.____.____________.____6A______________.___.___~_.__.____.._____________...____.__.____.___________._A_____ 1991 TRAFFIC 1992 TRAffIC 1992 N/REL PROJ 1992 W/SITE TRAFFIC 1992 WI NITISATION HEASURES (1) lof Volule Added Total Volule Added Total Volule Added Total Volule Added Total NUlber Volule "ovelent Volule lanes ILane Volule Volule ILane VoluRe Volule {lane Volule Volule ILane Volule Volule of Lanes Ilane -~-~--------------.--.-..--~.._._-------~---------_._---_.__._-~--_.---------_._----_.__....-----------._._----------..----- -~.-----~~~~~~------~--_._---.._---_.._-----------_._.--------------------------------.--------------------.--.-.-----.----- Nb left Nb Thru Hb RlgM Sb left Sb Thru Sb fight Eb left Eb Thru Eb nght Wb left Wb Jhr u Wb fight 4 268 o o 159 22 o o o S3 90 140 o 2 o o 0 136 ~ 21 o 0 4 295 o o 175 24 o o o sa 99 154 sa ~ 33 154 o 150 · o o · 100 o o o . o o o o o o o o o o o o o 4 295 o o 5 150. 11 o 0 9 306 o o 158 . o o 9 o 306 o 0 o 0 o 17B o 24 o o · o o 0 o 0 o 0 o 2 o o 15B · o o 2 o O. 0 91 16 o 2 o 115 24 O. 0 100 3 o 0 o 178 24 o · 101 o o 60 o 99 o 154 o 2 o o ~ 101 o o o o o 0 o .. 0 o 0 o o o o 0 O. 0 o 0 o o o 60 99 154 60 · 33 154 o o o o o · o 1 3 1 53.. 5 lO 9 140 14 58 99 154 sa. 2 33 0 154 0 1 3 1 60 . 33 154 :::::::::=:::=:~::::::::=:::~:1%~~=::~===::::====::::=========:==:=~=:=~=:=:==:===~~:::==::::=:=:==:=::==::=::==::=========: Critlcal Movetents eM Index LOS 189 0.137 A 208 0.151 A 208 0.151 A 218 0.158 A 218 o 158 A __.________________~____w__.________________________________________________________________________________________________ .____.___.___..A______.~~_________..__________________~..__.___._______.~___.w___.".__~~____~______________________________ EVE H I H G C 0 U N T - PEA K H 0 U R S TAR TIN G @ 4:45 PIl ===:;===~;::::::::~=::::::::=:::::===::::=========:::=::~=:~==~==~:==:::==::===~==::::==:=:=::::::==:=::=:=:==::=:=::::::::: Nb left Nb Thru Nb Rlght Sb left Sb Thr U Sb r 19M Eb left Eb Thru Eb right t1b left lib Thru t1b right 23 0 320 2 o 0 o 0 420 2 54 0 o 0 o 0 o 0 99 1 m 3 189 1 0" 2 172 32 o 0 o 0 231" 42 o 5 o 0 o " 0 o 0 99.. 10 79 24 189 19 25 352 o o .. la9 o o o " o o o o o o o o o o o o o 25 3S2 o o .. 189 o 1 1 o o o o o o o o o o 26 3S3 o o 462 59 109 262 208 o . 190 o o 261 · o o o o 109 " 81 208 o 26 o JSJ o 0 o 0 o m o 59 o o · o o 0 o 0 o 0 o 2 o o · 190 o o 462 S9 o 261 .. o o 462 S9 o 261 . o o 109 o 262 o 208 o 2 o o 261 · o o o o 109 262 208 109 · 87 208 o o o o o . o o o o o o .. o 109 262 20B 109 " 87 20B 1 3 1 109 .. 87 208 ~===:===:;~;:~z::::::::::::::~=:==::=:=:::==;=::~:==~=::::;:~::::z.;:;::::::;:=::~::=::~::==;;:=:::~:=:;~::::;:~;:====:=::=: Critlcal Movetents CHA Index LOS 336 0.244 A 370 o 269 A 370 o 269 A 370 0.269 A 370 0.269 A =~==:===::==:~~::::::::;:::::::::::::=::=============;:;:::::::::::=:::::::::::::::::::=::::::;:::::=:::::~=:::::::=:~;;=:== 1) Per Count by' LlG Engineers Robert Crollel.n and AssocIates - li071 Ventura B~ulevard, SUite 206 - Enclno, CalIfornIa 9131b - Ph (818) 788 - 8570 CRITICAL MOVEMENT ~NALYSIS JA_.J___~______~___~_________J ____________w___________~_____ 2nd Street @ Colorado - Santa Honlca I Callfornla N-S St 2nd Street Humber of Phases 2 E-W St Colorado ProJect. KcDonald Restaurant @ 1540 2nd Street I 91445 Date I1-Dec-91 Date of Count 1991 Projection Year. 1992 ---------------------------~------------------------------------------------------~~---------------------------------------- -~._-----~-_._-----~~...._.,---------~-~-----------------------~------_._-----------_._---~+--------_.._-~----------------~- ~ a R N r N sea U N T - PEA K H a U R S T ~ R TIN S ~ 8.00 All :==~===~:~:=::;;===~~=~=~=~~:=::::::::=:::::::::::::::::::::::::::::=:::~=::::::::~::=~~:=:~::=::=:~;=:~::::~=::::::~::::::: 1991 TRAFFIC 1992 TRAFfIC 1992 N/REL PROJ 1992 W/SITE TRAFFIC 1992 WI "ITIGATION MEASURES (1) . of Volule Added Total Volule Added Total Volule Added Total Volule Added Total NUlber Volu.e nove.ent Volule Lanes 'Lane Volule Volule fLane Volule Volule fLane Volule Volule flaRe VolUle Volule of Lanes {Lane ;=~=~:~::::~=;:~~;~:~~::::;~::::::::::::::::::::::~::::::::::=::=::::::::::::~::::::::~==:::::=:=:==:~::=:::~:::::::::=~:::= Nb Left Nb Thru Nb Rlght Sb left Sb Thru Sb rlght Eb left Eb Thru Eb ngM Wb left Wb Thru lib fight o 0 (} 0 (} 0 IS6 2 () 1 16 () 65 1 357 2 () () o () 249 2 302 () () 0 0 () ~ () () () () 0 78 - 16 172 1/; 0 0 () 2 18 65 - 1 12 179 36 393 () 0 0 () () 0 276 - 25 274 () 30 332 12- 196 o 1) 303 ~ o 86 - 18 o () o - (} o () o o () o () () o o () () () o o () () (). () () 0 () o () 187 o 22 81 404 o 81 . 202 o (} () . () o 0 o 0 () 0 o o o () (} - () 172 o 18 86 - 15 18 0 o 4 () 294 335 () 315 · o 93 . 22 () () 187 (} () () 22 2 1 () 93 · 22 () 72 393 o 72 · 9 196 11 () () o 81 o 404 o () () () () 294 o 335 1 2 () 81 ~ 202 o o 274 332 o 0 303 ~ 20 o 3 o 2 o o 315 ~ o =:~::::::1:::=~~:~=~:::~::::=:==:=:==:=~==~~==:===========::===,::::~=========:===:==:===:=~:::::;:~:=::===:~r:::=:::=::=:~: Crltlcal Hovelents CHA Index LOS 419 0.304 A 461 0.335 A 461 0.335 A 489 0.355 A 489 0.355 A ::::::=:::::::::=::::::::::::::===::==::==:~=====:=:;===:===~:=:=:===:=;==::;==:==~==~===::=:~~::==::===::::==:::~::::=~:;== EVE N INS C 0 U N r - P f A 1 H {} U R S TAR r INS @ 4: 15 P" ~:~:::~:::::::::::=::=::::=::=:=:~:=:=:~::~~:=::::=:=::::==:=:::;:~~::~::::=::=:=::==:=:::~::===~===z::=:::===~:::::======== Nb Left Nb Thru Nb Right Sb left Sb Thr U Sb nght Eb left Eb Thru Eb rlght lib left lib Thru lib nght {} 0 o 0 {} 0 423 2 {} 1 45 () 131 1 350 2 {} 0 o {} 469 2 298 {} o {} 0 {}.. {} (} {} {} 0 212.. 42 465 45 0 0 o 5 50 131. 13 144 175 35 385 o {} 0 o 0 {} 384 ~ 47 516 o 30 328 233 .. SO o 144 ~ 193 o o 422 ~ o {} o .. () {} o {} o {} o o {} o o o o o () o {} o .. o o o {} 2 {} o o 1 o o o o o 516 328 o {} o 461 {} 50 234 ~ 50 o {} (} ~ o o 0 {} 0 o 0 {} {} o {} o · {} 465 o 50 233 ~ 50 o 144 386 o 144 - 193 o o 461 o {} {} 50 {} 144 o 386 o 0 o 0 o 516 o 328 2 1 o 234 ~ 50 o 144 385 {} 144 - 193 {} o 422 .. o 1 2 {} 144. 193 o o 516 328 {} 422 ~ o o 2 o o 422 .. o ==:==~=======::=:=;=====:::=:::::~:::::~;=::=~::::::~::~==::~::::===~:=====:::==::==::=:;:=========:=;==:===:=======:::::::: Crltltal Hove.ents CHA Index LOS 727 0.528 A 799 0.581 A 799 0.581 A 800 0.582 A 800 0.582 A ::=:==::::::==::~~:~::~::==:===~:==::~~~:~;:=::==:==::~==:::====::;~:;~========:~=~:::::~~::~:::::=~===::=::::~:=:::;=::~:== 1) Per Count bV LLG Engineers . 000000 w . 0,": 00 I I . a. : 1 <" , D:!NNI;'.INNN i:: OJ: 00 I 0 , . (/"1_...-1____ I '" a. I -'", . . n"'l1'-v"'" , 1 ",,<C , . : I , . '" . I a- : <C . <r. \ '" 00 t a- . '" J: , , <C I . I .....= 00 , I . I (!Ja. I I '" . .....0000 I 2 , 1 C . 000000 I ""' , I -' . .-COOOO I -' I >- I . U1NC'.(N(,,(NN -;::.____..,....01 , N 00 I '" I . Z____....._ EX: e I W , , ;dID n...o 0 . --J-.,..,J.-J: -=-.... , l .- ___+- - -------=--j t a. , D '" l . I C , >- , "'.... , 0 . I ..... , "'''' I 0 I , '" . I W , ~..........Z)-->-:>-- I . 0- , " . I x: \ r I 00 . 0- , . . 0 I ~ X X- I '" \0 . . W I , ....0 1 I . , '" 000000 I I ~ . I I . . , , tj1 a~~:1i . 1 I . : IllJNNNNNN 1 C , I 1 ~ . :3:-'1-'1---- , orw . I en I . r , Q:C- t I oOllmcz:~ , > . I , 0 , Jl-::r.1>-o.....:r.,..o 3- ,W-' , . , r ..... , ...J,....a::a....,J.......:;r;D.:z:O , 0 . I I U I W-' , - . , -'...J<>:: I "'''- 00.00' I '" W -' ,:> , I u.J: "'C-Q'IoO'o . <!J '" '" ",w . <>:: .c . . I 0- t :2; Z CIl <ll>- . w OJ . ;:: , , .... 0000 , - I [1)>-0..,.,...0 Z . I 000000 12 . .... I '" . ... I I W , .... I I.L~U"J""NN " . I ~("\INNNNN I >: . w I OUJ-....,i! OJ on . ~ ~ 1 w-_____ I ....'" , <fl. 00 , Q -!.. . , (l)W....QO...,""O I 1 . -' Z . c .... I ::lUl:Z: , ~a: 00 I W g : OJ m , I ..,'" . , :> '" > , I ,,'" \ , W ..... . <C .. I -'-' I <C I ~ , -' .... u . -.-0 I t , I 00000 W . c <n I weoooo , Oln 00 I 00000 ... . .. I ~::z. N~N . I 00 I '-N N to-. r- '" . " .s I 030000 "- . J: , (JJ w . " I ." '" , a. I 0000 f ..... .0 .. . ... ...,z . I I :>- ::; ...... :r . 0........%:.->->- I I I .. . >- , <<>- I , , ... . .. '" VI , I '" 00 , r-w......o..o , " Q . :r '" OJ , ~O(">.lOO 1 ~ . oNNo,,(Ir- . a. w . ." -... 3 . CIl~ .... , 00 I ..............n""ltN , '" . III '" , W CD 0000 I ~ I :> . , - ..000- ...-4 \ >: :> '-''0 Q 0 0 . I 0000 I -' . L..:aJ (.I] -...:r;:: 0 , '" ::Z::~.....___ I I I <l: :aJU<l:C"l.ct.:> , ...J , 1 1 "'..... f c~t")OfJ'O I ... 00 I I (!JQ: . , >3'" C- o , X X , 0- I ~~ . 2 I : X ~D I Q: I ::. <n"- . D I iLU 0'000 Q. I <.0 , 0 w . - : 0.......0'000 I I I - '" . ....w ",ot , 0 w....Ja:1-1>-- I..... I: '0"- , mOQoO Q: ........00 a 0 , I Z , <> 0>- .l.LJ.>-..... : W <.0 I I "" I W :L"" ..w.......m Z . ~~;~~~~~:zli I -' I '" <:: ."')- E I , 1 I a u)I: _w4"--llJ,lUl I , W"" I '''' IDI: Ill-wd:+--.E: 1 , W-, I I ... "'''' ::s~~g~S I I-:r:;t-p:; D:!lJJlDm 1 m tD <>::'" 0 '" "'''' 1; _CIl I ...l!1---D:::0:: W:rZ(I) I W or <.0>- I % 2<n , ... . . . . . . . . . : . . . : . . . . : . : . . . . . . . . . . . II '" '::J 2 . C <:> .., . > ..... . '" <J . w . C <fl ... '" ." w ." .... . 0 z .__ . ,.. . III '" ~:-ti ~ .... . M 0\ ..... to':::' (,) 'P"lI cf .. kimrn........E. 3~: UQ:N<r; ~~:~ w._ CIC . t- I.IJ .. ~ . uo.. 0>-.1.1.1>-.... za:--OOI-O' "Z ""~:~o::r~~w~ CD1::......l1Ji...:O:>:: 0-..::'-201: -<<"""0 -Ch._cr Q.t-U I . , I r , , , , r I I . . I , r ,>- '''' , .... :!f! '0 I W I(/J I I _, I I I I I , , r I , I I , , , I , r 000000_ 01 N (',J N N N N : al__..........._....., 1 . . , ....... , I I I 0000000. I a:lNNNNN......1 ::;z:.-....--___I I , , . ...... I , . 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" " .. .. .. ..... .::! ~ '" c:: '" ~ u '" '" ..... '" ..... c c en <= - ..... :::lI -.::Il ~ ~ - - x: - .... ~~ .. .. ATTACHMENT G . -" , L _ , - I~ 5-_ f L_ L l.... r .... ~ - A of ~ L..~-t.. ';' - _ -:: AIR QUALITY IMPACT ASSESSMENT FOR A PROPOSED MCDONALD'S DRIVE-THRU WINDOW 1540 SECOND STREET, SANTA MONIC~, CA TERRY A. HAYES ASSOCIATES 100 Corporate Pointe, Suite 105 Culver City California 90230 January 10, 1992 .... AIR QUALITY IMPACT ASSESSMENT FOR A PROPOSED MCDONALD'S DRIVE-THRU WINDOW 1540 SECOND STREET, SANTA MONICA, CA Prepared for: MR. NICHOlAS Ih LARDAS C/O IAWRENCE & HARDING A Professional law Corporation 1250 Sixth Street, Suite 300 Santa Monica, CA 90401 Prepared by: TERRY A. HAYES ASSOCIATES Urban and Environmental Planning Consultants 100 Corporate Pointe, Suite 105 Culver City, CA 90230 . . . .-~ January 9,1992 'l. . . ( . ~ 1540 Second StIeet McDonald's ExpansIon .&f Quahty Assessment TABLE OF COf'll"TENTS Page 1.0 Findings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1.1 Daily Emissions ......................................... 1 1.2 Carbon Monoxide Concentrations ............................ 1 1.3 Consistency with the Air Quality Management Plan ............... 4 2.0 Introduction <II . . . . . . .. .. . . . . .. . . . . ,. .... . II . . ... .. ... . . ... . . . .. .. . . . . . . . . . ... .. . . . 5 3.0 Daily Emissions ....................................................... 9 3.1 SCAQMD Threshold Criteria ............................... 9 3.2 Estimate of Daily Mobile Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 4.0 Carbon Monoxide Concentrations ................................ 11 4.1 Background Carbon Monoxide Levels ........................ 11 4.2 CALINE4 Dispersion Model ........ . . . . . . . . . . . . . . . . . . . . . .. 11 4.3 Sensitive Receptor Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 4.4 Dispersion Model Results .......................... . . . . . . . 14 L . ~ . 5.0 Consistency with the Air Quality Management Plan . . . . . . . . . . . . . . . . . .. 16 List of Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 List of Tables . ' Table 1 Table 2 Table 3 Table 4 !.. - Appendices Summary Daily Mobile Emissions ............................ 2 Summary I-Hour and 8-Hour Carbon Monoxide Levels ............ 3 Regional Location of Site .................................. 6 S. V'" lte lclnlty............................................ 7 SIte Plan .............................................. 8 Carbon Monoxide Dispersion Modelling Receptor Locations . . . . . . ., 13 South Coast Air Quality Management Daily Emissions Threshold Criteria ....................................... 9 Daily Mobile Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10 I-Hour Carbon Monoxide Concentrations ..................... 15 8-Hour Carbon Monoxide Concentrations ..................... 15 11 1540 Second Street McDonald's Expansion AIr Qualltv Assessment 1.0 FINDINGS The purpose of this report is to determine the air quality effects of expanding the existing McDonald's restaurant at 1540 Second Street in Santa Monica to include a drive-thru window. Two microcomputer air quality modeling programs were used. Daily emissions of reactive organic gas, carbon monoxide, nitrogen oxides, partIculates and sulfur oxides were computed using the URBEMIS3 program developed by the California Air Resources Board. Carbon monoxide concentrations were calculated using the CALINE4 line dispersion model developed by the California Depalt.u~ent of Transportation. The model was ~oded to include queue traffic on the drive thru lane, park-and-restart traffic in the parkine areas and traffic on the adjacem :)In:::ets of Colorado Avenue and Second Street Daily emissions were compared against daily emissions thresholds established by the South Coast Air Quality Management District Carbon Monoxide concentrations were compared against California State Ambient Air Quality Standards for the I-hour and 8-periods. In addition, under circumstances where the Standard is equaled or exceeded the incremental change in carbon monoxide concentrations between conditions with and without the drive- thru window was computed and compared against criteria established by the SCAQMD under Rule 1303 (New Source Review).l The conclusions of the air quality analysis are as follows: 1.1 Daily Emissions (Pounds Per Day) The existing McDonald's restaurant does not now generate mobile emissions that exceed SCAQMD threshold criteria for reactive organic gas, carbon monoxide, nitrogen oxide. particulates or sulfur oxides on a pounds per day basis. The addition of a drive-thru window would generally increase 'pollutant emissions from 3 to () percent This incr~ however, would not result in an exceedance of the SCAQMD threshold criteria. The net change when conditions with and without the drive-tbru window are compared would be an increase of 1 pound of organic gas, 10 pounds of carbon monoxide, 2 pounds of nitrogen oxides, 3 pounds of particulates and less than 1 pound of sulfur oxides (see Figure 1). 1.2 Carbon Monoxide Concentrations (Parts Per Million) Six locations were selected to model potential human exposure carbon monoxide concentrations Five of the locations were established along the public sidewalk on the north side of Colorado Avenue and the west side of Second Street. One additional model location was placed on the project site near the walkway entrance to the enclosed patio t area. The analYSIS assumed a winter morning condItion when carbon monoxide L concentrations are typically the highest (see Figure 2). lSCAQMD, Rule 1303, Table A.2. May 3,1991 <~ n:mw A. Hl\YE S ASSOCIAI FS LEGEND; soo .SCAOMD THRESHOLD III No Drive- Thru fI DrIve- Thru Pounds Per Day 600 400 ! - I ~ - 300 ~" , \ '- 200 r l 100 0 I - ROO CO NOX PM SOX Pollutants L SOU RCE= Teny A. Hayes Associates f "'- . - I i 540 SECOI\iO STREET MCDONAlO"S EXPANSION FIGURE 1 SUMMARY DAILY MOBILE EMISSIONS :, /' , <J) G) Uj tti "0 ". 0 >00 <J) <J) CIJ <!.Li < J:!;;; ~ -J ... 0 W ... L:. G) <::0 f- 2 ~ > W >0 Ci Q) ~ ::r:: ..J > Iii a:CI) -.::: .( 'Z 0 ~ () w a:(/) 'W a: 0 l1J <C 0 0::: ::J ~ C) z a 0 ... X I- W . Di fJ) ~ 0 ...J Z 0 :::: z (j) 0 m irl ~ to a: Iii ctI ~ "C c: C\I ...J ! w It) ! w a: 0 s vI a: :J ~ l ~ 0 CJ :I: . z ... u:: c:o :3 0 0 ... ::E Jj: --- - -. 0 0 Q) t92- z z c u 0( 0 CD m ~ c:c a: < a.: ~ (\I :J ~ <( ... 0 0 CD a. :I: a: . ~ .... ...... ;:) 0 Q.. U. J: J,() N 0 I .... ....... CX) iX: 1 _ ~ :E ::> CJ'J (() ...J "E w l;Q > ftI 't:I W c ...J i5 w II) If.I c: a j 0 x ~ v ~ 0 L Z Z :J -I ~q 0 0 L ~ :Ii= ,g wen ..... wo. WZ , . z c ?5 c:< l>> 0 ~ a: ....D.. m (fJ~ a: :g (II L <( t.- O 0 Q) z~ Q. a: ~ oq ::> u- 0 <II LU<C. Q.. Z :c \I} Wo ~-- . ('II ..- r,-,c ~() ..: ~ ~ 1540 Second Street McDonald's Expansion AJr QualIty Assessment The CALINE4 model results indicated that currently there are no violations of the 20 ppm State I-hour standard at the 6 locations studied. CO concentrations range from 12.2 ppm to 15.1 ppm. With the addition of the drive-thru window, while there would be increases in CO concentrations, however, the incremental change would be less than the 1.0 ppm change criteria established by SCAQMP. The increases in CO concentration would range from 0.4 ppm to 0.5 ppm. For the 8-hour period, 1 of the six locations currently equals the State Standard of 9.0 ppm. The remaining locations range from 7.3 ppm to 8.8 ppm (81 percent to 98 percent of the State Standard which is indicative of "moderate" air quality conditions according the Pollution Standard Index used by the SCAQMD. The addition of the drive~thru window would result in increases in CO concentrations from 0.2 ppm to 0.3 ppm. For the one study location where the State Standard is exceeded, the increase attributable to the drive-thru lane was 0.3 ppm under worst cast wind directions and wind speed conditions. According to wind data compiled at the Venice monitoring station, these conditions occur less than five percent of the time. This change would not exceed the incremental change criteria established by the SCAQMD. 1.3 Consistency with the Air Quality Management Plan (AQMP) d.>' The Air Quality Management Plan prepared by the SCAQMD includes a variety of measures to improve air quality. The 1989 AQMP contained a measure to limit drive~thru windows, however, the 1991 AQMP has eliminated this measure. According to SCAQMD staff Measure MG7 in 1991 AQMP is specifically designed to reduce curbside idling. As presently formulated the measure requires that the maximum idling be limited to no more than 3 minutes (180 seconds). Spot surveys conducted for this study during the peak noontime hour as well as other more comprehensive studies of prepared for the McDonald's Corporation indicate that the average processing time from a vehicle entering the drive-thru lane until the order is picked.up average approximately 2.5 minutes (150 seconds). Thus, the proposed drive-tbru should typical levels-of-customer service be maintained, would not exceed the 3 minute limit specified in Measure MG7 and would be consistent with the AQMP. Based on the results of the air quality models used, it is not anticipated that the proposed drive-thru window would result in significant air quality impacts, nor would the project be inconsistent with the AQMP. c _ 4 " 1540 Second Street McDonald's Expansion Air Qua/Jty Assessment 2.0 INTRODUCTION The purpose of this report is to determine the air quality effects of expanding the existing McDonald's restaurant at 1540 Second Street in Santa Monica to include a drive-thru window. The regional and local vicinity are shown in Figures 3 and 4 and the site plan in Figure 5. To assess potential consequences two evaluations were conducted: Daily pollutant emissions (in pounds per day) were computed based on average daily traffic estimates prepared by Robert Crommelin & Associates for conditions with and without the restaurant expansion and drive-thru window.2 These daily emissions are then compared to daily emissions threshold criteria established by the South Coast Air Quality Management District (SCAQMD). Carbon Monoxide is the primary pollutant generated by vehicular activity. To assess potential impacts, a simulation dispersion model is used to estimate CO concentrations at representative receptor sites adjacent to the McDonald's restaurant. Morning peak hour traffic volumes are used as the basis of this computation along with meteorological assumptions for a winter morning --the period when CO concentrations are historically the highest--. The CO concentration computed is then compared to State of California Ambient Air Quality Standard for CO for I-hour (20 parts per million, ppm) and 8-hour periods (9 ppm). If the standard is exceeded under existing conditions, then the change in CO concentrations between existing conditions without the drive-thru and future conditions with the drive-thru is also compared to determine whether the incremental change criteria developed by the South Coast Air Quality Management District (1.00 ppm for I-hour period and 0.45 ppm for 8-hour period) would be exceeded.3 ~ 2fl1540 2nd Street McDonald Restaurant Traffic and Parking Study,fl Robert Crommeltn & Associates.. v :l'Jb.ese criteria are descnbed in SCAQMD, Rule 1303, Table A-2., May 3, 1991. 5 H:HRY ^. t fAVE S AS~OCI^I [5 L .... ...,.." -' ~\ ~ \. !. Site L SOURCE: Teny A. Hayes Associates -<r . I . I I I t 1-= U miles 1540 S"CnNn STREFI MGI10NAI0'S FXPANSION FIGURE 3 REGIONAL LOCATION OF SITE .- en -<?- 1.1 >cn ~ LI' I~ <t~ (/) CD >() CI ~ a:C/j Ui :I:(/) Z Q) a:tI) oS 0 '16 w <- \11< (!} (J) a: ~g I- :J W . 0 ...J (J) ~~ . . i L L., :t: ...,u h-;:'j ...."'''' is i::'i ~... ~a ~~ "" ~ w cc ~ C' ii: ~ z o > W I- (J) =-'= ,0 r-- - wOO W7 a:< ,_ c.. (/)~ om z. QO o....J w< Z oo() 00 ~U It) ..- .....~ . I .... J-l Parking Order ~~ tJ w oc g>> ti 11 a ! - tI. Restaurant ~ l_ 0 g 1 w . - if) UJ r - r L Enclosed Patio SIdewalk COlORl~DO AVJE~~lD!E . . l _ 15110 SEr:ONIl STRI-=Fl : MCDONALD'S eXPANSION I o FIGURE 5 SITE PLAN J [nnv I', HAVI:S ASSOCIATES LEGEND: Site SOURCE: McDonald's Corporation Los Angeles Region SP . 1. i={ I ' t.~sr I ' I ~ 1540 Second Street McDonald's Expansion AIr Qual/ty Assessment 3.0 DAILY EMISSIONS 3.1 SCAQMD Threshold Criteria (Pounds Per Day) The South Coast Air Quality Management District has established the following daily emissions threshold criteria for assisting in the evaluation of the significance of air quality impacts. The threshold levels listed in Table 1 below were developed by SCAQMD in support of the District's New Source Review Rule 1303. TABLE 1: SOUTH COAST AIR QUALITY ....ANAGEMENT DAILY EMISSIONS THRESHOLD J . CRITERIA , I Pollutant Pounds Per Day Carbon MonoXide 550 Sulfur Dioxide 150 Nitrogen Oxides 100 Particulates 150 Reactive Organic Gas 75 Lead 3 Source: South Coast Air Quality Management District, Au QualIty Handbook for Preparin!1 Environmental Impact Reports, 1987. 3.2 Estimate of Daily Mobile Emissions The URBEMIS microcomputer program developed by the California Air Resources Board (CARll) is used in conjunction with daily trip generation from the restaurant to calculate daily emissions.4 As shown in Table 2 the net increase in pollutants from the proposed restaurant expansion and drive thru would not exceed SCAQMD criteria, and as a result no significant emissions-related impacts are antiCIpated. 4This model IS used to estImate carbon monoxide, total organic gas, and mtrogen oxide emissions from the motor vehicular traffic aSSOCIated With new or modified land uses (such as shoppmg centers, condominium developments, commerClal strips, etc.). The model has also been updated to provide for the percentage of exhaust and tire wear particulate matter whIch are PMIO and for the sulfur content of the fuel expressed as oxides of sulfur. URBEMIS3 allo,",,'S its user to compare motor vehicle emissions as a function of the number of trips assoCiated With a given land use and the vehicle mdes traveled for each particular type of tnp taken The model provides results based on year, aU" basin (California), trip speed, and temperature. The annual emissions generated by thIS model can be used as a basis for project screenings. URBEMIS3 ennssion projections reflect assumptions associated '\\ith the State of California vehicular fleet. 9 ,--- ..-- 1540 Second Street McDonald's Expansion ~r QualIty Assessment - TABLE 2; DAilY MOBILE EMISSIONS I I Pollutants (Pounds Per Day) Reactive Organic Carbon Nitrogen Particulate Sulfur Gas Monoxide Oxides Matter Oxides SCAQMD 75 550 100 150 150 THRESHOLD CRITERIA Existing Restaurant 32 246 41 48 3 Restaurant wlDrive Thru 33 256 43 51 3 Net Change . 1 10 2 3 0 Net Change as a Percent of 1% 2% 2% 2<'k Negligible SCAQMD Threshold Note: Output from Cahfomaa AIr Resources Board. URBEM1SS model ~e Organic Gas (ROO) end Particulate Matter (PM) are not dIrectly compulBd by the URBEMIS3 model The model computes emissions for Total OrganIC Gas and for PM.O" Values for ROO and PM are esIimaIBd from factors taken from the 1967 SCAQMD emissions IrwenJory for On-fload Vehicles ROO IS esbrnatsd to be 93% of TOG emissions and PM Is estlmated to be 167% of PM,o emissions. See Draft AIr Quality Management Plan, 1991 Revlslon. Draft AppendIX III-A. 1967 emISSions Inventory for the Sauth Coast /JJr Basin. Average Annual Day. December 1990, Table 11-1. Source: Ten')' A. Hayes Associate 10 0" 1540 Second Street McDonald's Expansion Air Quality Assessment 4.0 CARBON MONOXIDE CONCENTRATIONS The procedure for estimating carbon monoxide concentrations and comparing these concentrations to the applicable I-hour and 8-hour standards is to add traffic-related carbon monoxide levels to an areawide background CO level. 4.1. Background Carbon Monoxide Levels The areawide CO background level is based on air quality monitoring the West Los Angeles Monitoring Station (located approximately 3.8 miles northeast of the project has been used). Typically, the second highest I-hour and 8-hour reading averaged over a 3~5 year period is assumed to be representative of background conditions. In this case, the data from 1985-1990 suggest a I-hour background ambient condition of 11.6 ppm and an 8-hour ambient of 6.9 ppm. 4.2 CALINE4 Carbon Monoxide Dispersion Model The traffic related carbon monoxide concentration is computed using a Gausian plume type dispersion model called CALINE4 developed by the California Department of Transportation (CALTRANS).s The model combines data on site layout, street geometry, and meteorology to compute carbon monoxide concentrations on a parts per million basis using a mixing zone concept. The results can then be compared to the applicable State Standard. The CALINE series of models developed by CALTRANS is widely used as a basis for microscale air quality modeling throughout the U.S. The traffic volume sources used in the model were as follows: . Approach traffic volumes eastbound and westbound along Colorado Avenue. . Approach traffic volumes northbound and southbound along Second Street. . McDonald's driveways . McDonald's parking areas . McDonald's drive-thru lane. ~ State of California, Department of Transportation, DivisIon of Construction, Office of Transportation Laboratory, CAL1NE4 - A DispersIon Model for PredlctlDl!; Air Pollution Concentrations Near Roadways, Revised June 1989. 11 1540 Second Street McDonald's Expansion Air Quality Assessment Site meteorological data was selected to represent worst case conditions. These include: . . . Wind Speed = Atmospheric Stability = Ambient Temperature = 1 meter per second Class E 60 degrees F. (16 degrees C.) Composite vehicle emission factors were computed using the EMF AC7PC microcomputer program. This program currently utilizes EMF AC7D emissions rates derived from U.S. Environmental Protection Agency (EP A) and state vehicle emission testing. The rates selected in the analysis assumed 95 percent passenger vehicles and 5 percent light duty trucks for the McDonald's operation. Vehicles in the drive-thru lane were assumed to be operating 10 percent in the hot start mode and 10 percent in the cold start mode6. The remaining vehicles are assumed to operate in a hot stabilized mode. Vehicles in the parking areas were assumed to have 30 percent cold starts to simulate McDonald's patrons that park remain in the restaurant to eat then re-start their cars. For the adjacent street traffic on Colorado Avenue and Second Street a full distribution of vehicle types was used. Fifty percent of the vehicles were assumed to start cold and 10 percent would operate in the hot start model7 4.3 Sensitive Reeeptor Locations The next step is detennining existing and future CO concentrations is to select representative locations where there may be a potential for extended human exposure to pollutionS. In the case of the proposed project, 5 locations were selected. Four of the locations are public sidewalks along the north side of Colorado and the west side of Second Street and one location is the walkway to the McDonald's enclosed patio area (See Figure 6).9 6 The start-up mode is typically defmed as the first 505 seconds of operations are the first 3.59 miles of travel based on a speed of 25.6 mph. In the case of the McDonald's restaurant it is assumed that the vast majority of patrons during the morning would purchase food near the end of their home-to-work trip in order that their food would be wann when the arrived at work. This would mean that very few vehicles would be in the cold stan mode --given the average home-work trip length is approximately 8 miles. 7 State of CalIfornia, Department of Transportation, AIr Quahty, Technical Analysis Notes, June 1988. t - 6 The select10n of sidewalk locations adjacent to intersections 1S intended to represent worst case conditions at locations where there is the potential for human access and exposure on a generally continuous basis For further detaIls see, GJ. Schewe, et aL Guidelme for ModeIin~ Carbon MonoXIde from Roadway IDtersection~ US. Environmental ProtectIon Agency, October 1990, page 2-2. ~ I ..- . - 9 The existing outside eating area at McDonald's was not used as a receptor location because this area is proposed to be enclosed as part of the restaurant expansion. Should the patio area remam open, then this receptor would be representative of air qualIty conditions in the patio area. 12 - t I II" blll r - i . f- L tJ Parldng Order ell c ~ <l. I (/) 3 i LF'\P.Y A Hf,VU; ASSOCIAf IS LEGEND: II Site . Receptors 4 tJ w tIC ~ tJ) ;Z o g w 00 SOURCE: Teny A Hayes Associates h { . 1- ~ ~ J . I FIGURE 6 CARBON MONOXIDE DISPERSION MODELLING RECEPTOR LOCATIONS ~ l > , - ~ 1540 Second Street McDonald's Expansion Afr QualIty Assessment 4.4 Dispersion Model Results Tables 3 and 4 compare the results of the carbon monoxide dispersion modelling for the McDonald's restaurant with and without a drive thru window for I-hour and 8-hour periods, respectively. When the SCAQMD threshold change criteria of 1.0 for I-hour and 0.45 for 8-hours is used there is no "measurable" difference between conditions either for the I-hour or the 8-hour period. For the I-hour period the incremental change would range from 0.4 ppm to 0.5 ppm. For the 8-hour period the incremental change would range from 0.2 ppm to 0.3 ppm. There would be no violations of the I-hour State Standard with or without the proposed drive-thru window. For the 8-hour period, with the exception of Receptor Location No. 1 (west of the Golorado Avenue driveway) there would be no violations of the State Standard. Receptor Location No.1 currently equals the 9 ppm standard1o. The addition of the drive-thru window would increase the overall concentration to 9.3 ppm. A change of 0.3 ppm for 8-hours would result in a violation of the 8-hour State Standard, however, the incremental change would not exceed the SCAQMD threshold criteria of 0.45 and is thus not considered a significant change. In addition, the predicted violation is based on worst case wind direction and wind speed conditions (wind from the east-nortb-east at 1 meter per second). According to data compiled at the Venice monitoring station, the probability of this wind direction is less than five percent. 11 The average wind speed from this direction is approximately 4.3 mph or 1.9 meters/second.12 10 Under the California Ambient Air Quahty Standards, CO levels may equal but not exceed the 8-hour standard of 9 ppm IlCahfornia Department of Water Resources, Wind in Cahfornia, Bulletin No. 185, p.257. 1n8. 12'fhe increase III wmd speed to 1 9 meter per second would result In a further reduction of the carbon monmade concentration by about 50 percent or an incremental change of 0 15 pprn at Receptor locatIon No.1. 14 . - I, L . . .. 1540 Second Street McDonald's Expansion AIf Quality Assessment r~;:~BLE 3: ONE-HOUR C~f,wNOXIDE CONCENTRATIONS (Parts Per Million) State Standard == 20.0 ppm I ! SCAQMD Threshold Ch:mge = 1.0 ppm I RECEPTOR EXISTING RESTAURANT WITH CHANGE LOCATION NO. RESTAURANT DRIVE THRU WINDOW 1 15.1 15.6 05, 2 14.7 151 0.4 3 130 13.4 0.4 4 12.2 12.6 04 5 12.2 12.6 04 6 13.1 135 0.4 Note: Results based on output of CAUNE4 model. Estimates include Background ambient CO of 11 6 ppm Source: Terry A. Hayes Associates. TABLE 4: EIGHT~HOUR CARBON MONOXIDE CONCENTRATIONS (Parts Per MIllion) State Standard >9.0 ppm SCAQMD Threshold Change = 0.45 ppm RECEPTOR EXISTING RESTAURANT WITH CHANGE LOCATION NO. RESTAURANT DRIVE THRU WINDOW 1 9.0 93* 03 2 8.8 9.0 0.2 3 7.7 80 03 4 7.3 75 0.2 5 73 76 03 6 78 80 0.2 *= Violates State Standard. Note Results based on conversion of i-hour concentrations from CAUNE4 model to S- hour averages based on a persistence factor of 0.60 as reflected In 1-hour and 8-hour mond:oring data from the West Los Angeles monrtonng station. Estimates Include Background CO ambient of 6.9 ppm Source: T eny A Hayes Associates. 15 - ... 1540 Second Street McDonald's Expansion AJr Quality Assessment 5.0 CONSISTENCY WITH THE AIR QUALITY MANAGEMENT PLAN The Air Quality Management Plan prepared by the SCAQMD includes a variety of measures to improve air quality. The 1989 AQMP contained a measure to limit drive-thru windows, however, the 1991 AQMP has eliminated this measure. According to SCAQMD staff Measure MG7 in 1991 AQMP is specifically designed to reduce curbside idling and would pertain to fastfood restaurant drive-thru operations. As presently formulated the measure requires that the maximum idling be limited to no more than 3 minutes (180 seconds). 13 Spot surveys conducted for this study dunng the peak noontime hour as well as other more comprehensive studies of prepared for the McDonald's Corporation and similar fastfood enterprises indicate that the average processing time from a vehicle entering the drive-thru lane until the order is picked-up averages approximately 2.5 minutes (150 seconds). SpecIfically, during the hours of 12:00 p.m. and 2:00 p.m. Teny A Hayes Associates monitored pass through times at the McDonald's located at 1231 South La Brea Avenue. This mid-week spot survey yielded an average processing Wile of approximately 2 minutes 29 seconds. In February 1990, McDonald's personnel counted 11 separate store locations.14 The processing time averages ranged from 1 minute 13 seconds to 3 minutes 9 seconds. The overall average for the 11 stores was 2 minutes 28 seconds. In November 1991, JHK Associates in Tucson, Arizona prepared study for the City of Tucson documenting air quality effects of drive-thru facilities.iS Surveys conducted as part of this study include all types of drive-thru facilities of which fastfood restaurants was only one type. The average for the fastfood restaurant used in this study (Burger King) was 2 minutes 34 seconds. Thus, the proposed drive-thru -- should typical Ievels-of-restaurant- service be maintained -- would not likely exceed the 3 minute limit specified in Measure MG7 and would be consistent with the AQMP. , , ! 13 South Coast Air Quality Management DlStnct, Draft Air Quality Manal!:ement Plan 1991 Revision, L Draft Appendix IV-C, District's MobIle Source Control Measures., December 1990, page G-25 I'McDonald's CorporatIon Memorandum, DIane Zlffimerman, 2/21190. lS"Carbon Monoxide EmiSSIOn Impacts of Dnve-Up FaCIlttIes," JHK & Associates, 11/91 16 . , 1 ..: Appendix A Appendix B Appendix C Appendix D APPENDICES Link Patterns 1990 and 1995 Daily Emissions Use to Interpret 1991 Emissions CALINE4 Link Descriptions for No Drive~ Thru Condition CALINE4 Link Descriptions for Drive~Thru Condition ~ . . . fh -- -l-J -- - PaIIdng H ..,-K t _ Menu II j-'_'_-',,_,-,h_-_-'~- Order ~~ L ...I ~ G CI> '" :g '" Q. IIJ!iIi1IIllIII Restaunurt~ .. F ~ Enclosed Patio l,~ml E B A COlO~~DO ~V!E~U!E Sidewalk , L .x- l c;; F W W roc F 00 01 ~ o g t!!I 00 D I c I H.F~nY ^. HAYE:S ASSUGIAllS LEGEND: LINK DESCRIPTION A. Colorado Ave EB B. Colorado Ave WB C. 2nd St NB D. 2nd St S8 E. Cotorado Ave Driveway F. Parking lot (GrilllHandicap ) G. Parking Lot H. Parking Lot I. Parking lot J. 2nd St. Driveway K. Drive- Thru. Menu L Onve- Thru. OrderlPay M. Drive- Thru Pickup SOURCE: Teny A. Hayes Associates i=t I . I ' I . I ' ] 1. = SO' .. 5.:0 Sl:GO'iJ Sl .~I:J.: I t.~CDO:-.JALD'S LXPAN510N APPENDIX A LINK PATTERNS USED IN DISPERSION MODEL , . .. APPENDIX B " Project Name : McDonalds 1990 Date : 01-10-1992 Analysis Year = 1990 Temperature = 75 EMFAC7 VERSION: EMFAC7D ...11/88 unit Type Trip Rate Size Tot Trips Days Op. F staurant No Drive Thru Restaurant w/Drive Thru 776.4/1000 Sqf 751.0/1000 Sqf 4 4 3028 3154 1 1 I ip Length % Started Cold rrip Speed f rcent Trip Residentlal Home-Work Home-Shop 8.8 3.2 87.7 0.0 35 35 27.3 21.2 Home-other 5.2 0.0 35 51.5 Commercial Work Non-Work 8.1 5.5 76.6 0.0 35 35 Vehicle Fleetmix Vehicle Type Percent Type Leaded Unleaded Diesel ight Duty Autos 95.0 6.6 90.5 2.9 ight Duty Trucks 5.0 8.1 88.8 3.1 Medium Duty Trucks 0.0 15.2 84.8 0.0 neavy Duty Trucks 0.0 59.8 40.2 N/A , eavy Duty Trucks 0.0 N/A N/A 100.0 Motorcycles 0.0 100.0 N/A NIA Project Emissions Report in Lb/Day Unit Type Restaurant No Drive Thru Restaurant wjDrive Thru TOG 37.6 39.2 co 258.3 269.1 NOx 42.8 44.6 Project Emissions Report in LbjDay Unit Type Restaurant No Drive Thru Restaurant wjDrive Thru FUEL USE 768.6 800.6 PM10 29.4 30.6 SOx 2.8 2.9 , '= ..... . . " project Name HcDonalds 1995 AP13ENUIX li Date : 01-10-1992 Analysis Year = 1995 Temperature = 75 EMFAC7 VERSION : ~fFAC7D ...11/88 Unit Type Trip Rate i~staurant No Dr1ve Thru ~estaurant w/Drive Thru 776.4/1000 Sqf 751.0/1000 Sqf ~ ip Length %" Started Cold r"-ip Speed f rcent Trip Residential Home~ork Home-Shop 8.8 3.2 0.0 0.0 35 35 27.3 21.2 Home-other 5.2 0.0 35 51.5 Commercial Work Non-Work 8.1 5.5 0.0 0.0 35 35 Vehicle Fleetmix +-ehicle Type ,ight Duty Autos 'Light Duty Trucks ,Medium Duty Trucks ! eavy Duty Trucks lu.eavy Duty Trucks Motorcycles Percent Type 95.0 5.0 0.0 0.0 0.0 0.0 Leaded 1.7 2.2 5.3 29.8 NjA 100.0 Size Tot Trips Days Op. 4 4 3028 3154 1 1 Unleaded 95.6 95.0 94.7 70.3 NjA N/A Diesel 2.7 2.8 0.0 N/A 100.0 MIA Project Emissions Report in Lb/Day Unit Type Restaurant No Drive Thru Restaurant w/Drive Thru TOG 23.8 24.8 CO 197.2 205.4 NOx 32.1 33.5 Project Emissions Report in Lb/Day Unit Type Restaurant No Drive Thru Restaurant ~/Drive Thru FUEL USE 685.9 714.5 i ..... PIUO 28.0 29.2 SOx 2.3 2.4 APIJENDIX C . !" - .. ... . REPORT FOR FILE : NoDrive 1. site Variables u= 1.0 HIS 20= 100.0 CM BRG= 225.0 DEGREES VD= 0.0 CHIS CLASS= E STABILITY VS= 0.0 CM/S I1IXH= 1000.0 M MiB= 11.6 PPH SIGTH= 10.0 DEGREES Tm-IP= 16.0 DEGREE (e) 2. Link Description LINK * LINK COORDINATES (1-1) * EF H \'1 DESCRIPTION * Xl Yl X2 Y2 * TYPE VPH (G/MI) ( f.f) (M) ---------------*-----------------------------*------------------------------ " EB Colorado 0 5 73 5 IN 422 27.4 0.0 12.0 1 vlB Colorado 116 14 0 14 IN 551 27.4 0.0 12.0 C. NB Second 63 0 6~ 97 AG 367 27.4 0.0 12.0 f' SB Second 53 97 53 79 IN 172 27.4 0.0 12.0 Col Driveway 13 18 13 27 AG 64 38.8 0.0 8.0 t . Lot 13 24 13 45 PK 20 70.3 0.0 20.0 G. Lot 13 45 13 95 PK 59 70.3 0.0 16.0 I Lot 20 85 42 85 PK 26 70.3 0.0 12.0 Lot 34 66 34 85 PK 26 70.3 0.0 18.0 J. 2nd Driveway 42 85 51 85 AG 84 38.8 0.0 8.0 * HIXW * L R STPL DCLT ACCT SPO EFI lOTI IDT2 LINK * (M) (H) (M) (SEC) (SEe) (HPH) NCYC NOLA VPHO (G/HIN) (SEC) (SEC) -------*--------------------------------------------------------------------- A. 0 0 49 6.5 9.1 30 2 0 513 2.6 5.0 0.0 B. 0 0 50 6.5 9.1 30 5 0 265 2.6 5.0 0.0 C. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 O. 0 0 79 6.5 9.1 30 1 1 1 2.6 55.0 0.0 E. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 F. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 G. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 H. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 I. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 - J. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 3. Receptor Coordinates X Y Z mCEPTOR 1 5 19 1.5 ~KECEPTOR 2 23 19 1.5 RECEPTOR 3 47 19 1.5 mCEPTOR 4 47 75 1.5 _ mCEPTOR 5 47 93 1.5 RECEPTOR 6 23 38 1.5 . .. ~, .. AYl'J:.NUIX V . REPORT FOR FILE : Drvethru 1. site Variables u= l.0 1-1jS ZO= 100.0 CM BRG= 225.0 DEGREES VD= 0.0 CM/S CLASS= E STABILITY VS= 0.0 CM/S MIXH= 1000.0 M AMB= 12.0 PPM SIGTH= 10.0 DEGREES TEMP= 16.0 DEGREE (C) 2. Link Description LINK * LINK COORDINATES (M) * EF H W DESCRIPTION * Xl Yl X2 Y2 * TYPE VPH (GjMI) (11) (M) ---------------*-----------------------------*------------------------------ "P EB Colorado 0 5 73 5 IN 442 27.4 0.0 12.0 E WB Colorado 116 14 0 14 IN 574 27.4 0.0 12.0 C. NB Second 63 0 63 97 AG 379 27.4 0.0 12.0 [' SB Second 53 97 53 79 IN 191 27.4 0.0 12.0 f Col Driveway 13 18 13 27 AG 150 36.2 0.0 8.0 F. Lot 13 24 13 45 PK 15 36.2 0.0 20.0 G. Lot 13 45 13 95 PK 44 36.2 0.0 16.0 f- Lat 20 85 42 85 PK 20 36.2 0.0 12.0 L Lot 34 66 34 85 PK 19 36.2 0.0 18.0 J. 2nd Driveway 42 85 51 85 AG 132 36.2 0.0 8.0 F Menu Booth 49 82 21 82 IN 92 36.2 0.0 3.0 I Order Booth 21 82 21 64 IN 92 36.2 0.0 3.0 M. Pickup Booth 21 64 21 40 IN 92 36.2 0.0 3.0 * MIXW * L R STPL DCLT ACCT SPD EFI IDTl IDT2 LINK * (M) (M) (M) (SEC) (SEC) (MPH) NCYC NDLA VPHO (GjMIN) (SEC) (SEC) -------*--------------------------------------------------------------------- A. 0 0 49 6.5 9.1 30 3 0 539 2.6 5.0 0.0 f B. 0 0 50 6.5 9.1 30 5 1 289 2.6 5.0 0.0 C. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 D. 0 0 79 6.5 9.1 30 1 1 1 2.6 55.0 0.0 . E. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 F. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 !.-G. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 H. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 , I. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 l ,J. 0 0 0 0.0 0.0 0 0 0 0 0.0 0.0 0.0 K. 0 0 20 0.9 1.5 5 2 1 92 1.7 50.0 0.0 f L. 0 0 10 0.9 1.5 5 2 1 92 1.7 50.0 0.0 M. 0 0 21 0.9 1.5 5 2 1 92 1.7 50.0 0.0 ~- 3. Receptor Coordinates ~ X Y Z ~ mCEPTOR 1 5 19 1.5 ...}ECEl?TOR 2 23 19 1.5 RECEPTOR 3 47 19 1.5 "~ECEPTOR 4 47 75 1.5 lECEPTOR 5 47 93 1.5 -rtECEPTOR - 6 23 38 l.5