Item F-1 Agenda Report — Beverly Hills City Council, February 6, 2024 (part 3 of 5)

Orange Coast Title Company

PRIVACY POLICY
We Are Committed to Safeguarding Customer Information
In order to better serve your needs now and in the future, we may ask you to provide us with certain information. We understand that you may be concerned about what we will do with such information – particularly any personal or financial information. We agree that you have a right to know how we will utilize the personal information that you provide to us. Therefore, we have adopted this Privacy Policy to govern the use and handling of your personal information.

Applicability
This Privacy Policy governs our use of the information which you provide to us. It does not govern the manner in which we may use information we have obtained from any other source, such as information obtained from a public record or from another person or entity.

Types of Information
Depending upon which of our services you are utilizing, the types of nonpublic personal information that we may collect include:
 Information we receive from you on applications, forms and in other communications to us, whether in writing, in person, by telephone or any other means.
 Information we receive from providers of services to us, such as appraisers, appraisal management companies, real estate agents and brokers and insurance agencies (this may include the appraised value, purchase price and other details about the property that is the subject of your transaction with us).  Information about your transactions with us, our Affiliated Companies, or others; and  Information we receive from a consumer reporting agency.

Your California Rights (immediately following this Privacy Policy) or you may visit our website at https://www.titleadvantage.com/privacypolicy.htm or call toll-free at (866) 241-7373. Only applies to CA residents
Use of Information
We request information from you for our own legitimate business purposes and not for benefit of any nonaffiliated party. Therefore, we will not release your information to nonaffiliated parties except: (1) as necessary for us to provide the product or service you have requested of us; or (2) as permitted by law. We may, however, store such information indefinitely, including the period after which any customer relationship has ceased. Such information may be used for any internal purpose, such as quality control efforts or customer analysis.

Former Customers
Even if you are no longer our customer, our Privacy Policy will continue to apply to you.

Confidentiality and Security
We will use our best efforts to ensure that no unauthorized parties have access to any of your information. We restrict access to nonpublic personal information about you to those individuals and entities who need to know that information to provide products or services to you. We will use our best efforts to train and oversee our employees and agents to ensure that your information will be handled responsibly and in accordance with this Privacy Policy. We currently maintain physical, electronic, and procedural safeguards that comply with federal regulations to guard your nonpublic personal information.

Other Important Information
We reserve the right to modify or supplement this Privacy Policy at any time. If our Privacy Policy changes, we will provide the new Privacy Policy before the new policy becomes effective.

Last Revision 12/26/2019
Effective on 1/01/2020
Order No. 140-2370903-20

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Your California Rights
If you are a California resident, you may have certain rights under California law, including but not limited to the California Consumer Privacy Act ("CCPA"). All phrases used herein shall have the same meaning as those phrases used under relevant California law, including but not limited to the CCPA.

Right to Know
You have the right to know:
 The categories of personal information we have collected about or from you;  The categories of sources from which we collected your personal information;  The business or commercial purpose for collecting or sharing your personal information;  The categories of third parties with whom we have shared your personal information; and  The specific pieces of your personal information we have collected.

Process to Submit a Request. To submit a verified request for this information you may visit our website at https://www.titleadvantage.com/privacypolicy.htm or call toll-free at (866) 241-7373. You may also designate an authorized agent to submit a request on your behalf by visiting our website https://www.titleadvantage.com/privacypolicy.htm or calling toll-free at (866) 241-7373 and then also submitting written proof of such authorization via e-mail to [email protected].

Verification Method. In order to ensure your personal information is not disclosed to unauthorized parties, and to protect against fraud, we will verify your identity before responding to your request. To verify your identity, we will generally match the identifying information provided in your request with the information we have on file about you. Depending on the sensitivity of the personal information requested, we may also utilize more stringent verification methods to verify your identity, including but not limited to requesting additional information from you and/or requiring you to sign a declaration under penalty of perjury.

Right of Deletion
You have a right to request that we delete the personal information we have collected from or about you.

Process to Submit a Request. To submit a verified request to delete you information you may visit our website at https://www.titleadvantage.com/privacypolicy.htm or call toll-free at (866) 241-7373. You may also designate an authorized agent to submit a request on your behalf by clicking here or calling toll-free at (866) 241-7373 and then also submitting written proof of such authorization via e-mail to [email protected].

Verification Method. In order to ensure we do not inadvertently delete your personal information based on a fraudulent request, we will verify your identity before we respond to your request. To verify your identity, we will generally match the identifying information provided in your request with the information we have on file about you. Depending on the sensitivity of the personal information requested to be deleted, we may also utilize more stringent verification methods to verify your identity, including but not limited to requesting additional information from you and/or requiring you to sign a declaration under penalty of perjury.

Right to Opt-Out
We do not sell your personal information to third parties, and do not plan to do so in the future.

Right of Non-Discrimination
You have a right to exercise your rights under the CCPA without suffering discrimination. Accordingly, OC Title & family of Companies will not discriminate against you in any way if you choose to exercise your rights under the CCPA.

California Minors
If you are a California resident under the age of 18, California Business and Professions Code § 22581 permits you to request and obtain removal of content or information you have publicly posted on any of our Applications or Websites. To make such a request, please send an email with a detailed description of the specific content or information to [email protected]. Please be aware that such a request does not ensure complete or comprehensive removal of the content or information you have posted and there may be circumstances in which the law does not require or allow removal even if requested.

Collection Notice
The following is a list of the categories of personal information we may have collected about California residents in the twelve months preceding the date this Privacy Notice was last updated, including the business or commercial purpose for said collection, the Order No. 140-2370903-20

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categories of sources from which we may have collected the personal information, and the categories of third parties with whom we may have shared the personal information:

Categories of Personal Information Collected
The categories of personal information we have collected include, but may not be limited to:
 real name
 Signature
 Alias
 SSN
 physical characteristics or description,
including protected characteristics
under federal or state law
 address
 telephone number
 passport number
 driver's license number
 state identification card number
 IP address
 policy number
 file number
 employment history
 bank account number
 credit card number
 debit card number
 financial account numbers
 commercial information
 professional or employment
information
Categories of Sources
Categories of sources from which we've collected personal information include, but may not be limited to:
 the consumer directly
 public records
 governmental entities
 non-affiliated third parties
 affiliated third parties
Business Purpose for Collection
The business purposes for which we've collected personal information include, but may not be limited to:
 completing a transaction for our Products
 verifying eligibility for employment
 facilitating employment
 performing services on behalf of affiliated and non-affiliated third parties  protecting against malicious, deceptive, fraudulent, or illegal activity Categories of Third Parties Shared
The categories of third parties with whom we've shared personal information include, but may not be limited to:
 service providers
 government entities
 operating systems and platforms  non-affiliated third parties  affiliated third parties
Sale Notice
We have not sold the personal information of California residents to any third party in the twelve months preceding the date this Privacy Notice was last updated, and we have no plans to sell such information in the future. We also do not, and will not sell the personal information of minors under sixteen years of age without affirmative authorization.

Disclosure Notice
The following is a list of the categories of personal information of California residents we may have disclosed for a business purpose in the twelve months preceding the date this Privacy Notice was last updated.  real name
 Signature
 Alias
 SSN
 physical characteristics or description,
including protected characteristics
under federal or state law
 telephone number
 passport number
 driver's license number
 state identification card number
 IP address
 policy number
 file number
 bank account number
 credit card number
 debit card number
 financial account numbers
 commercial information
 professional or employment
information
Order No. 140-2370903-20

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 address  employment history
If you have any questions and/or comments you may contact us:

Call Us at our toll free number (866) 241-7373
Email Us at [email protected]
Mail:

Orange Coast Title
Attn: Privacy Officer
1551 N. Tustin Ave., Ste. 300
Santa Ana, CA 92705
Effective on 1/1/2019
Revised on 12/23/2019 \actEnd@
Order No. 140-2370903-20

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Orange Coast Title Company
2151 E. Convention Center Way, Suite 102
Ontario, CA 91764
909-987-5433
OWNER’S AFFIDAVIT
State of __________________ } S.S. Order No.: 140-2370903-20 County of ___________________
The undersigned, ________________________________________________________________________________, (owner’s name) being first duly sworn, depose and say as follows:

1. That the undersigned is/are the owner(s) of certain real property situated in the City of Beverly Hills, County of Los Angeles and State of California, commonly known as 129 South Linden Drive and more particularly described in Schedule “A” attached hereto (the “Property”):

2. That within the last ninety (90) days, including the date hereof, no person, firm or corporation has furnished any labor, services or materials in connection with the construction or repair of any buildings, fixtures or improvements on the Property, EXCEPT (if work has been performed or materials furnished within the last (90) days, please explain fully and state whether payment for the same has been made in full): _________________________________________________________.

3. That there are no present tenants, lessees or other parties in possession or who have a right to possession of said Property, EXCEPT: (if none, state “None”) __________________________________________________________________________.

4. That the undersigned has/have no knowledge of any taxes or special assessments which are not shown as existing liens by the public records other than as follows: ________________________________________________________________________.

5. That the taxes for Installment ___ of fiscal year ______ are paid. Installment ___ of fiscal year ______ is not yet due.

6. That the undersigned has/have no knowledge of, nor has/have the undersigned created, any violations of any covenants, restrictions, agreements, conditions or zoning ordinances affecting the Property.

7. That Property is free of all liens, taxes, encumbrances and claims of every kind, nature and description whatsoever, except for the following mortgages or deeds of trust;
_______________________________________________________________________ and except for real estate and personal property taxes for Installment ___ of fiscal year ______ and subsequent years.

8. That there are no mechanic’s, materialmen’s or laborer’s liens against the above described Property, nor is any party entitled to assert any mechanic’s, materialmen’s or laborer’s liens against the Property.

9. That there are no unrecorded leases or agreements affecting the Property, other than the Agreement of Sale between the undersigned and ____________________________________________ as purchasers of the Property dated _______________.

10. That there are no open, unexercised options to purchase or rights of first refusal to purchase the Property.

11. That no judgment or decree has been entered in any court of this State or the United States against the undersigned and which remain unsatisfied, EXCEPT ______________________________________________________________________________.

12. The undersigned further state(s) that he/she/they are each familiar with the nature of an oath; and with the penalties under the laws of the state for making false statements in any instruments of this nature. The undersigned further certify(ies) that they have read, this affidavit, or have had it read to them, and understand its context.

13. That I/WE have made this Affidavit for the purpose of inducing Orange Coast Title Company to issue one or more policy(ies) of title insurance insuring interests in the Property, and that said title company is relying on the statements set forth in this Affidavit in issuing said policies, free and harmless from and against any and all actions, causes, of action, loss, cost, expense, or damages that may be brought against or suffered or incurred by Orange Coast Title Company or its underwriters, in relying Order No. 140-2370903-20

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on the truth and accuracy of the statements contained herein.

By:

Name:

By:

Name:

A notary public or other officer completing this certificate verifies only the identity of the individual who signed the document to which this certificate is attached, and not the truthfulness, accuracy or validity of that document.

State of ___________________ } S.S. County of _______________ On _______________________________, before me, ___________________________________________________________, personally appeared _______________________________________________________________________________________ _______________________________________________________________________________________________________ who proved to me on the basis of satisfactory evidence to be the person(s) whose name(s) is/are subscribed to the within instrument and acknowledged to me that he/she/they executed the same in his/her/their authorized capacity(ies), and that by his/her/their signature(s) on the instrument the person(s) or the entity upon behalf of which the person(s) acted, executed this instrument.

I certify under PENALTY OF PERJURY under the laws of the State of California that the foregoing paragraph is true and correct.

WITNESS MY HAND and OFFICIAL SEAL
Signature: ____________________________
(Notary Seal)
Order No. 140-2370903-20

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Exhibit “A”
Lot 40 of Tract No. 6648, in the City of Beverly Hills, County of Los Angeles, State of California, as per Map recorded in Book 71,

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Order No. 140-2370903-20

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Orange Coast Title Company
2151 E. Convention Center Way, Suite 102
Ontario, CA 91764
909-987-5433

DECLARATION OF OCCUPANCY
(Loan Transaction)
The undersigned, _________________________________________________________________________, (owner’s name) depose(s) and say(s) as follows:

1. The undersigned is/are the owner(s) of certain real property situated in the City of Beverly Hills, County of Los Angeles and State of California, commonly known as 129 South Linden Drive, herein referred to as “Property”:

2. The undersigned is/are obtaining a loan from ________________________________________________ to be secured by a Deed of Trust against the Property, which is the subject of this transaction.

3. The undersigned currently occupy the Property as the undersigned’s principal address, and intend to continue to occupy the same as the undersigned’s principal residence following the close of this transaction.

4. The undersigned understand(s) that Orange Coast Title Company is relying on this information in calculating the recording fees for all real estate instruments, papers, and notices recorded in connection with this transaction in accordance with California Government Code §27388.1(a)(2).

5. The undersigned agree(s) to indemnify and hold Orange Coast Title Company harmless from and against, and to pay any additional recording fees and/or penalties arising out of, or in connection with, the inaccuracy of the information set forth herein.

The undersigned declare(s) under penalty of perjury under the laws of the State of California that the foregoing is true and correct, and that this Declaration was executed on _____________, at ______________________, ___________.

By: By:

Name: Name:

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CERTIFICATION OF TRUST
PURSUANT TO CALIFORNIA PROBATE CODE SECTION 18100.5
I (We) _________________________________________________________________________________________ , trustee(s) confirm the following facts:

1. The _______________________________________________________ (Name of Trust) is currently in existence and was created on _________________________________ (Date of Creation of Trust).

2. The Trust was amended on ____________________________________ (or enter “No Amendments”)

3. The settler(s) of the trust are as follows: _______________________________________________

4. The currently acting trustee(s) of the trust is (are):
_______________________________________________________________________________

5. The power of the trustee(s) includes:
(a) The powers to sell, convey and exchange [ ] YES [ ] NO (check one) (b) The powers to borrow money and encumber the trust property with a deed of trust or mortgage [ ] YES [ ] NO (check one)

6. The trust is: (check the applicable box)
(a) revocable [ ];
(b) irrevocable [ ] and the following party (ies), if any, is (are) identified as having the power to revoke the trust:
______________________________________________________________________________

7. The trust: (check the applicable box)
(a) does have multiple trustees [ ];
(b) does not have multiple trustees [ ]; If the trust has multiple trustees, the signatures of all the trustees or of any ___________ of the trustees is required to exercise the powers of the trust.

8. The trust identification number is as follows: __________________ (Social Security No./Employee ID)

9. Title to trust assets shall be taken in the following fashion:
_________________________________________________________________________________________________ _______________________________________________________________________ The undersigned trustee(s) hereby declare(s) that the trust has not been revoked, modified, or amended in any manner, which would cause the representations, contained herein to be incorrect. The certification is being signed by all currently acting trustee(s) and is being executed in conformity with the provision of California Probate Code Section 18100.5, Chapter 530, Statutes of 1993.

Document Date: _________________________
by: ____________________________________ by: ___________________________________ A notary public or other officer completing this certificate verifies only the identity of the individual who signed the document to which this certificate is attached, and not the truthfulness, accuracy or validity of that document.

State of California
County of _______________ } S.S.

On _______________________________, before me, ____________________________________________________, personally appeared ________________________________________________________________________________ who proved to me on the basis of satisfactory evidence to be the person(s) whose name(s) is/are subscribed to the within instrument and acknowledged to me that he/she/they executed the same in his/her/their authorized capacity (ies), and that by his/her/their signature(s) on the instrument the person(s) or the entity upon behalf of which the person(s) acted, executed this instrument.

I certify under PENALTY OF PERJURY under the laws of the State of California that the foregoing paragraph is true and correct.

WITNESS MY HAND and OFFICIAL SEAL
Signature: ____________________________
(Notary Seal)

NOTICE

PLEASE BE ADVISED THAT THE DATA AND

INFORMATION FROM THE PUBLIC RECORDS

CONTAINED HEREIN WILL NEED TO BE

UPDATED PRIOR TO CLOSING AS MANY

COUNTY FACILITIES ARE CLOSED OR HAVE

LIMITED STAFFING AS A RESULT OF THE
CORONAVIRUS PANDEMIC. IF THE

INFORMATION FROM THE COUNTY IS NOT

AVAILABLE THERE WILL BE ADDITIONAL

REQUIREMENTS IN ORDER TO CLOSE AND
INSURE THIS TRANSACTION. PLEASE CONTACT
YOUR LOCAL TITLE OFFICER FOR DETAILS.

Order No. 140-2370902-20

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@ExtractStart@ Orange Coast Title Company
2151 E. Convention Center Way, Suite 102
Ontario, CA 91764
909-987-5433

PRELIMINARY REPORT
Orange Coast Title Company
2151 E. Convention Center Way, Suite 102
Ontario, CA 91764
Attention: Tom Krystkowiak Your no.: 2370902-TK
Property address: 9744 Wilshire Boulevard, Beverly Hills, CA 90212 Order no.: 140-2370902-20 Dated: June 8, 2023
In response to the above referenced application for a policy of title insurance, Orange Coast Title Company hereby reports that it is prepared to issue, or cause to be issued, as of the date hereof, a Policy or Policies of Title Insurance describing the land and the estate or interest therein hereinafter set forth, insuring against loss which may be sustained by reason of any defect, lien or encumbrance not shown or referred to as an Exception below or not excluded from coverage pursuant to the printed Schedules, Conditions and Stipulations of said Policy forms.

The printed Exceptions and Exclusions from the coverage and Limitations on Covered Risks of said policy or policies are set forth in Exhibit B attached. The policy to be issued may contain an arbitration clause. When the Amount of Insurance is less than that set forth in the arbitration clause, all arbitrable matters shall be arbitrated at the option of either the Company or the Insured as the exclusive remedy of the parties. Limitations on Covered Risks applicable to the CLTA and ALTA Homeowner’s Policies of Title Insurance which establish a Deductible Amount and a Maximum Dollar Limit of Liability for certain coverages are also set forth in Exhibit B.

Copies of the policy forms should be read. They are available from the office which issued this report.

Please read the exceptions shown or referred to below and the exceptions and exclusions set forth in Exhibit B of this report carefully. The exceptions and exclusions are meant to provide you with notice of matters, which are not covered under the terms of the title insurance policy and should be carefully considered.

It is important to note that this preliminary report is not a written representation as the condition of title and may not list all liens, defects, and encumbrances affecting title to the land.

This report (and any supplements or amendments hereto) is issued solely for the purpose of facilitating the issuance of a policy of title insurance and no liability is assumed hereby. If it is desired that liability be assumed prior to the issuance of a policy of title insurance, a Binder or Commitment should be requested.

Dated as of May 19, 2023 at 7:30 AM
_____________________________________________________
Ranny Harper, Title Officer
Email: [email protected]
Ph: 909-987-5433
Fax: 714-415-7961
Order No. 140-2370902-20

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The form of policy of title insurance contemplated by this report is:

A.L.T.A. Loan Policy (06-17-06)
Schedule “A”
The estate or interest in the land hereinafter described or referred to covered by this report is:

A Fee
Title to said estate or interest at the date hereof is vested in:

Ely Dromy and Judy Dromy, Trustees of the Dromy 1995 Family Trust dated December 12, 1995, an undivided 28 percent interest, 9300 Wilshire LLC, a Delaware limited liability company, an undivided 10.55 percent interest, 9300 Wilshire Fee, LLC, a Delaware limited liability company, an undivided 43.95 percent interest, 1112 Investment Company, LLC, a California limited liability company, an undivided 5.00 percent interest, and E.D. Flores, LLC, a California limited liability company, an undivided 2.5 percent interest and EJT Wilshire Linden, LLC, a California limited liability company, an undivided 10% interest The land referred to in this report is situated in the City of Beverly Hills, the County of Los Angeles, State of California, and is described as follows:

Lots 38 and 39 of Tract No. 6648, in the City of Beverly Hills, in the County of Los Angeles, State of California, as per Map recorded in Book 71, Page 48 of Maps, in the Office of the County Recorder of said County.

Assessor's Parcel Numbers(s): 4328-009-021
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Schedule “B”
At the date hereof exceptions to coverage in addition to the printed exceptions and exclusions contained in said policy form would be as follows:
1 General and Special taxes for the fiscal year 2023-2024, including any assessments collected with taxes. A lien not yet payable.

First installment due and payable 11/01/2023, delinquent if not paid by 12/10/2023 Second installment due and payable 02/01/2024, delinquent if not paid by 04/10/2024 2 General and Special taxes for the fiscal year 2022-2023, including any assessments collected with current taxes.

Total amount $123,388.39
1st installment $61,694.20, Paid
Penalty $6,169.42 (after 12/12/2022)
2nd installment $61,694.19, Paid
Penalty $6,179.41 (after 04/10/2023)
Code area 02410 - City of Beverly hills - 10
Parcel No. 4328-009-021
Exemption $None Shown
NOTE: Taxes above mentioned have all been paid and are reported for proration purposes only. 3 Supplemental taxes including special assessments and/or personal property taxes if any, for the fiscal year 2020-2021. 1st installment: $99.69 paid
2nd installment: $99.69 paid
Bill No.: None Shown
Supplemental No.: 4328-009-021
4 Supplemental taxes including special assessments and/or personal property taxes if any, for the fiscal year 2021-2022. 1st installment: $175.88 paid
2nd installment: $175.88 paid
Bill No.: None Shown
Supplemental No.: 4328-009-021
5 The Lien of future supplemental taxes, if any, assessed pursuant to the provisions of section 75, et seq of the revenue and taxation code of the State of California
6 An instrument, upon the terms and conditions contained therein Entitled: Covenant (Automobile Parking on Lots 38 and 39 of Tract 6648 for Building on Lots 35 and 36 of Tract 6648)
Recorded: 12/05/1957, as Instrument No. 3904, Official Records Reference is hereby made to the above document for full particulars.

This covenant and agreement shall run with the land and be binding upon any future owners, encumbrances, their successors, heirs or assigns and shall continue in effect until the county or the authority approves its termination. 7 An Oil and Gas Lease affecting this and other property executed by the owner of said land and by others as owners of other land, for the term and upon the terms, covenants and provisions therein provided Recorded: 02/10/1965, as Instrument No. 4151, Official Records.

Dated: 01/05/1965
Term: 20 years from date hereof and any other term as provided for therein Lessor: 9740 Wilshire Building, a Limited Partnership
Lessee: Occidental Petroleum Corporation, a Corporation The present ownership of said leasehold and other matters affecting the interest of the lessee are not shown herein.

Order No. 140-2370902-20

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Said lease affects that portion of said land lying below a depth of 500 feet from the surface thereof without right of surface entry.
8 A Deed of Trust to secure the indebtedness of
Amount: $18,500,000.00
Trustor: Ely Dromy and Judy Dromy, Trustees of the Dromy 1995 Family Trust dated December 12, 1995, an undivided 28 percent interest, 9300 Wilshire LLC, a Delaware limited liability company, an undivided 10.55 percent interest, 9300 Wilshire Fee, LLC, a Delaware limited liability company, an undivided 43.95 percent interest, 1112 Investment Company, LLC, a California limited liability company, an undivided 15.00 percent interest, and E.D. Flores, LLC, a California limited liability company, an undivided 2.5 percent interest
Trustee: West Investment Inc., a California Corporation Beneficiary: East West Bank
Dated: 08/08/2019
Recorded: 10/28/2019 as Instrument No. 2019-1155141 of Official Records Said Deed of Trust contains a provision that the NOTE secured thereby provides for a variable interest rate and allows periodic adjustments in the rate of interest.

Said matter affects the herein described land and other land. 9 An instrument, upon the terms and conditions contained therein Entitled: Memorandum of Teancy-in-Common Agreement
Dated: 12/28/2020
Executed by and between: EJT Wilshire Linden, LLC, a California limited liability company, 1112 Investment Company, LLC, a California limited liability company, 9300 Wilshire LLC, a Delaware limited liability company, 9300 Wilshire Fee, LLC, a Delaware limited liability company, E.D. Flores, LLC, a California limited liability company and Dromy 1995 Family Trust dated December 12, 1995
Recorded: 02/03/2021, 2021-189209 of Official Records
10 A lien for unsecured property taxes in favor of the tax collector, County of Los Angeles
Amount: $3,046.54
Taxpayer: E D Flores, LLC
Year/account no.: 22/49952581
Recorded: 01/10/2023 as Instrument No. 2023-15964 , Official Records 11 The requirement that we be furnished a copy of the Dromy 1995 Family Trust and any amendments thereto. A certification of said trust "may be" acceptable if made pursuant to probate code section 18100.5 and qualified as a trust under section 82 of probate code.
12 This company will require a copy of the Certificate of Registration to transact business in the State of California for 9300 Wilshire LLC, a Dleaware limited liaibilty company, a copy of the articles of organization certified by authorities of the state of origin, and copies of any management agreements or operating agreements together with a current list of all members of said limited liability company.
13 This company will require a copy of the Certificate of Registration to transact business in the State of California for 9300 Wilshire Fee, LLC, a Delaware limited liability company, a copy of the articles of organization certified by authorities of the state of origin, and copies of any management agreements or operating agreements together with a current list of all members of said limited liability company.

Order No. 140-2370902-20

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14 The requirement that we be provided:
(1) A copy of the filed articles of organization of 1112 Investment Company, LLC, a limited liability company. (2) A current list of the names of said limited liability company members. (3) A copy of said limited liability company's operating agreement, with a verified certificate that the operating agreement is a true and correct copy of the agreement now in effect. 15 The requirement that we be provided:
(1) A copy of the filed articles of organization of E.D. Flores, LLC, a limited liability company. (2) A current list of the names of said limited liability company members. (3) A copy of said limited liability company's operating agreement, with a verified certificate that the operating agreement is a true and correct copy of the agreement now in effect. 16 The requirement that we be provided:
(1) A copy of the filed articles of organization of EJT Wilshire Linden, LLC, a limited liability company. (2) A current list of the names of said limited liability company members. (3) A copy of said limited liability company's operating agreement, with a verified certificate that the operating agreement is a true and correct copy of the agreement now in effect. 17 Rights of parties in possession of said land by reason of unrecorded leases, if any. Please forward said leases for our examination.
18 Any facts, rights, interest or claims which may be shown by an inspection of the land or which may be disclosed by inquiry of persons in possession of said land.
19 (A) Taxes or assessments which are not shown as existing liens by the records of any taxing authority that levies taxes or assessments on real property or by the public records;
Proceedings by a public agency which may result in taxes or assessments, or notices of such proceedings, whether or not shown by the records of such agency or by the Public Records. (B) Any facts, rights, interests, or claims which are not shown by the public records but which could be ascertained by an inspection of the land or which may be asserted by persons in possession thereof. (C) Easements, liens or encumbrances, or claims thereof, which are not shown by the public records. (D) Discrepancies, conflicts in boundary lines, shortage in area, encroachments, or any other facts which a correct survey would disclose, and which are not shown by the public records (E) (a) Unpatented mining claims; (b) reservations or exceptions in patents or in Acts authorizing the issuance thereof; (c) water rights, claims or title to water, whether or not the matters excepted under (a), (b), or (c) are shown by the public records
(F) Any lien or right to a lien for services, labor or material theretofore or hereafter not shown by the public records.

Exceptions A-F will be omitted on extended coverage policies.

End of Schedule B
Order No. 140-2370902-20

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“NOTES AND REQUIREMENTS SECTION”
NOTE NO. 1
California Revenue and Taxation Code Section 18662, effective January 1, 1994 and by amendment effective January 1, 2003, provides that the buyer in all sales of California Real Estate may be required to withhold 3 and 1/3% of the total sales price as California State Income Tax, subject to the various provisions of the law as therein contained.

NOTE NO. 2 PAYOFF INFORMATION:

Note: this company does require current beneficiary demands prior to closing.

If the demand is expired and a correct demand cannot be obtained, our requirements will be as follows:

A. If this company accepts a verbal update on the demand, we may hold an amount equal to one monthly mortgage payment.

The amount of this hold will be over and above the verbal hold the lender may have stipulated.

B. If this company cannot obtain a verbal update on the demand, will either pay off the expired demand or wait for the amended demand, at the discretion of the escrow.

C. In the event that a payoff is being made to a servicing agent for the beneficiary, this company will require a complete copy of the servicing agreement prior to close.

NOTE NO. 3
If this company is requested to disburse funds in connection with this transaction, chapter 598, statutes of 1989 mandates hold periods for checks deposited to escrow or sub-escrow accounts. The mandatory hold is one business day after the day deposited. Other checks require a hold period from three to seven business days after the day deposited.

Notice Regarding Your Deposit of Funds
California Insurance Code Sections 12413 et. Seq. Regulates the disbursement of escrow and sub-escrow funds by title companies.

The law requires that funds be deposited in the title company escrow and sub-escrow accounts and be available for withdrawal prior to disbursement. Funds deposited with the Company by wire transfer may be disbursed upon receipt. Funds deposited with the Company via cashier’s checks drawn on a California based bank may be disbursed the next business day after the day of deposit. If funds are deposited with by other methods, recording or disbursement may be delayed. All escrow and sub-escrow funds received by the Company will be deposited with other funds in one or more non-interest bearing escrow accounts of the Company in a financial institution selected by the Company. The Company and/or its parent company may receive certain direct or indirect benefits from the financial institution by reason of the deposit of such funds or the maintenance of such accounts with the financial institution, and the Company shall have no obligation to account to the depositing party in any manner for the value of, or to pay such party, any benefit received by the Company and/or its parent Company. Those benefits may include, without limitation, credits allowed by such financial institution on loans to the Company and/or its parent company and earnings on investments made on the proceeds of such loans, accounting, reporting and other services and products of such financial institution. Such benefits shall be deemed additional compensation of the Company for its services in connection with the escrow or sub-escrow.

Order No. 140-2370902-20

Page 7 ends

Orange Coast Title Company
2151 E. Convention Center Way, Suite 102
Ontario, CA 91764
909-987-5433
Attention:

Borrower: Dromy\TTEE ETAL
Lenders supplemental report
The above numbered report (including any supplements or amendments thereto) is hereby modified and/or supplemented in order to reflect the following additional items relating to the issuance of an A.L.T.A. Loan Policy (06-17-06) form as follows:

A. This report is preparatory to this issuance of an American Land Title Association loan policy of title insurance. This report discloses nothing, which would preclude the issuance of said American land title association loan policy of title insurance with endorsement no. 100 attached thereto.

B. The improvements on said land are designated as:

A commercial property known as
9744 Wilshire Boulevard, in the City of Beverly Hills, County of Los Angeles, State of California.

C. The only conveyance(s) affecting said land recorded within 24 months of the date of this report are as follows:

Grantor: 1112 Investment Company, LLC, a California limited liability company Grantee: EJT Wilshire Linden, LLC, a California limited liability company, an undivided 10% interest
Recorded: 1/26/2021 as Instrument No. 2021-138527, Official Records.

Order No. 140-2370902-20

Page 8 ends

Attention
Please note that this preliminary report now has an extra copy of the legal description on a separate sheet of paper. There are no markings on the page. The idea is to provide you with a legal description that can be attached to other documents as needed. That legal description page immediately follows this page.

Thank you for your support of Orange Coast Title Company. We hope that this makes your job a little easier.

Order No. 140-2370902-20

Page 9 ends

Exhibit “A”
Lots 38 and 39 of Tract No. 6648, in the City of Beverly Hills, in the County of Los Angeles, State of California, as per Map recorded in Book 71, Page 48 of Maps, in the Office of the County Recorder of said County.

Order No. 140-2370902-20

Page 10 ends

CLTA Preliminary Report Form – Exhibit B (06-03-11)
CLTA STANDARD COVERAGE POLICY – 1990

EXCLUSIONS FROM COVERAGE
The following matters are expressly excluded from the coverage of this policy and the Company will not pay loss or damage, costs, attorneys' fees or expenses which arise by reason of:

1. (a) Any law, ordinance or governmental regulation (including but not limited to building or zoning laws, ordinances, or regulations) restricting, regulating, prohibiting or relating (i) the occupancy, use, or enjoyment of the land; (ii) the character, dimensions or location of any improvement now or hereafter erected on the land; (iii) a separation in ownership or a change in the dimensions or area of the land or any parcel of which the land is or was a part; or (iv) environmental protection, or the effect of any violation of these laws, ordinances or governmental regulations, except to the extent that a notice of the enforcement thereof or a notice of a defect, lien, or encumbrance resulting from a violation or alleged violation affecting the land has been recorded in the public records at Date of Policy. (b) Any governmental police power not excluded by (a) above, except to the extent that a notice of the exercise thereof or notice of a defect, lien or encumbrance resulting from a violation or alleged violation affecting the land has been recorded in the public records at Date of Policy.

2. Rights of eminent domain unless notice of the exercise thereof has been recorded in the public records at Date of Policy, but not excluding from coverage any taking which has occurred prior to Date of Policy which would be binding on the rights of a purchaser for value without knowledge.

3. Defects, liens, encumbrances, adverse claims or other matters: (a) whether or not recorded in the public records at Date of Policy, but created, suffered, assumed or agreed to by the insured claimant; (b) not known to the Company, not recorded in the public records at Date of Policy, but known to the insured claimant and not disclosed in writing to the Company by the insured claimant prior to the date the insured claimant became an insured under this policy; (c) resulting in no loss or damage to the insured claimant; (d) attaching or created subsequent to Date of Policy; or (e) resulting in loss or damage which would not have been sustained if the insured claimant had paid value for the insured mortgage or for the estate or interest insured by this policy.

4. Unenforceability of the lien of the insured mortgage because of the inability or failure of the insured at Date of Policy, or the inability or failure of any subsequent owner of the indebtedness, to comply with the applicable doing business laws of the state in which the land is situated.

5. Invalidity or unenforceability of the lien of the insured mortgage, or claim thereof, which arises out of the transaction evidenced by the insured mortgage and is based upon usury or any consumer credit protection or truth in lending law.

6. Any claim, which arises out of the transaction vesting in the insured the estate of interest insured by this policy or the transaction creating the interest of the insured lender, by reason of the operation of federal bankruptcy, state insolvency or similar creditors' rights laws.

EXCEPTIONS FROM COVERAGE - SCHEDULE B, PART I
This policy does not insure against loss or damage (and the Company will not pay costs, attorneys' fees or expenses) which arise by reason of:

1. Taxes or assessments which are not shown as existing liens by the records of any taxing authority that levies taxes or assessments on real property or by the public records. Proceedings by a public agency which may result in taxes or assessments, or notices of such proceedings, whether or not shown by the records of such agency or by the public records.

2. Any facts, rights, interests, or claims which are not shown by the public records but which could be ascertained by an inspection of the land or which may be asserted by persons in possession thereof.

3. Easements, liens or encumbrances, or claims thereof, which are not shown by the public records.

4. Discrepancies, conflicts in boundary lines, shortage in area, encroachments, or any other facts which a correct survey would disclose, and which are not shown by the public records.

5. (a) Unpatented mining claims; (b) reservations or exceptions in patents or in Acts authorizing the issuance thereof; (c) water rights, claims or title to water, whether or not the matters excepted under (a), (b) or (c) are shown by the public records.

6. Any lien or right to a lien for services, labor or material not shown by the public records.

CLTA/ALTA HOMEOWNER'S POLICY OF TITLE INSURANCE (02/03/10)

EXCLUSIONS
In addition to the Exceptions in Schedule B, You are not insured against loss, costs, attorneys' fees, and expenses resulting from:

1. Governmental police power, and the existence or violation of those portions of any law or government regulation concerning: a.building, b. zoning, c.land use d. improvements on the Land, e.land division; and ,f. environmental protection. This Exclusion does not limit the coverage described in Covered Risk 8.a., 14, 15, 16, 18, 19, 20, 23 or 27.

2. The failure of Your existing structures, or any part of them, to be constructed in accordance with applicable building codes. This Exclusion does not limit the coverage described in Covered Risk 14 or 15.

3. The right to take the Land by condemning it. This Exclusion does not limit the coverage described in Covered Risk 17.

4. Risks: a. that are created, allowed, or agreed to by You, whether or not they recorded in the Public Records; b. that are Known to You at the Policy Date, but not to Us, unless they are recorded in the Public Records at the Policy Date; c. that result in no loss to You; or d. that first occur after the Policy Date - this does not limit the coverage described in Covered Risk 7, 8.e, 25, 26, 27, or 28.

5. Failure to pay value for Your Title.

6. Lack of a right: a. to any land outside the area specifically described and referred to in paragraph 3 of Schedule A; and b. in streets, alleys, or waterways that touch the Land. This Exclusion does not limit the coverage described in Covered Risk 11 or 21.

7. The transfer of the Title to You is invalid as a preferential transfer or as a fraudulent transfer or conveyance under federal bankruptcy, state insolvency, or similar creditors’ rights laws.

LIMITATIONS ON COVERED RISKS
Your insurance for the following Covered Risks is limited on the Owner’s Coverage Statement as follows:
• For Covered Risk 16, 18, 19, and 21 Your Deductible Amount and Our Maximum Dollar Limit of Liability shown in Schedule A.

The deductible amounts and maximum dollar limits shown on Schedule A are as follows:

Your Deductible Amount Our Maximum Dollar Limit of Liability Covered Risk 16: 1 % of Policy Amount shown in Schedule A or $ 2,500 (whichever is less) $ 10,000 Covered Risk 18: 1 % of Policy Amount shown in Schedule A or $ 5,000 (whichever is less) $ 25,000 Covered Risk 19: 1 % of Policy Amount shown in Schedule A or $ 5,000 (whichever is less) $ 25,000 Covered Risk 21: 1 % of Policy Amount shown in Schedule A or $ 2,500 (whichever is less) $ 5,000 ALTA RESIDENTIAL TITLE INSURANCE POLICY (6-1-87)

EXCLUSIONS
In addition to the Exceptions in Schedule B, you are not insured against loss, costs, attorneys' fees, and expenses resulting from:

1. Governmental police power, and the existence or violation of any law or government regulation. This includes building and zoning ordinances and also laws and regulations concerning: * land use * improvements on the land * land division * environmental protection. This exclusion does not apply to violations or the enforcement of these matters which appear in the public records at Policy Date. This exclusion does not limit the zoning coverage described in Items 12 and 13 of Covered Title Risks.

2. The right to take the land by condemning it, unless: *a notice of exercising the right appears in the public records *on the Policy Date *the taking happened prior to the Policy Date and is binding on you if you bought the land without knowing of the taking

3. Title Risks: *that are created, allowed, or agreed to by you *that are known to you, but not to us, on the Policy Date -- unless they appeared in the public records *that result in no loss to you *that first affect your title after the Policy Date -- this does not limit the labor and material lien coverage in Item 8 of Covered Title Risks

4. Failure to pay value for your title.

5. Lack of a right: *to any land outside the area specifically described and referred to in Item 3 of Schedule A OR *in streets, alleys, or waterways that touch your land. This exclusion does not limit the access coverage in Item 5 of Covered Title Risks.
2006 ALTA LOAN POLICY (06-17-06)

EXCLUSIONS FROM COVERAGE
The following matters are expressly excluded from the coverage of this policy, and the Company will not pay loss or damage, costs, attorneys' fees or expenses which arise by reason of:

1. (a) Any law, ordinance or governmental regulation (including those relating to building and zoning) restricting, regulating, prohibiting or relating to (i) the occupancy, use, or enjoyment of the land; (ii) the character, dimensions or location of any improvement erected on the Land; (iii) the subdivision of land; or (iv) environmental protection; or the effect of any violation of these laws, ordinances or governmental regulations. This Exclusion 1(a) does not modify or limit the coverage provided under Covered Risk 5.

2. Rights of eminent domain. This Exclusion does not modify or limit the coverage provided under Covered Risk 7 or 8.

3. Defects, liens, encumbrances, adverse claims or other matters:(a)created, suffered, assumed or agreed to by the Insured Claimant; (b)not known to the Company, not recorded in the public records at Date of Policy, but known to the Insured Claimant and not disclosed in writing to the Company by the Insured Claimant prior to the date the Insured Claimant became an Insured under this policy; (c) resulting in no loss or damage to the Insured Claimant; (d) attaching or created subsequent to Date of Policy (however, this does not modify or limit the coverage provided under Covered Risk 11, 13 or 14);or(e) resulting in loss or damage that would not have been sustained if the Insured Claimant had paid value for the Insured Mortgage.

4. Unenforceability of the lien of the Insured Mortgage because of the inability or failure of an Insured to comply with applicable doing-business laws of the state in which the Land is situated.

5. Invalidity or unenforceability in whole or in part of the lien of the Insured Mortgage that arises out of the transaction evidenced by the Insured Mortgage and is based upon usury or any consumer credit protection or truth in lending law.

6. Any claim, by reason of the operation of federal bankruptcy, state insolvency, or similar creditors’ rights laws, that the transaction creating the lien of the Insured Mortgage, is (a) a fraudulent conveyance or fraudulent transfer, or (b) a preferential transfer for any reason not stated in Covered Risk 13(b) of this policy.

7. Any lien on the Title for real estate taxes or assessments imposed by governmental authority and created or attaching between Date of Policy and the date of recording of the Insured Mortgage in the Public Records. This Exclusion does not modify or limit the coverage provided under Covered Risk 11(b):

EXCEPTIONS FROM COVERAGE
This policy does not insure against loss or damage (and the Company will not pay costs, attorneys' fees or expenses) that arise by reason of:

1.(a) Taxes or assessments that are not shown as existing liens by the records of any taxing authority that levies taxes or assessments on real property or by the Public Records; (b) proceedings by a public agency that may result in taxes or assessments, or notices of such proceedings, whether or not shown by the records of such agency or by the Public Records.

2.Any facts, rights, interests or claims which are not shown by the Public Records but that could be ascertained by an inspection of the Land or that may be asserted by persons in possession of the Land.

3.Easements, liens or encumbrances, or claims thereof, not shown by the Public Records.

4.Any encroachment, encumbrance, violation, variation, or adverse circumstance affecting the Title that would be disclosed by an accurate and complete land survey of the Land and not shown by the Public Records.

5.(a) Unpatented mining claims; (b) reservations or exceptions in patents or in Acts authorizing the issuance thereof; (c) water rights, claims or title to water, whether or not the matters excepted under (a), (b) or (c) are shown by the Public Records.

6. Any lien or right to a lien for services, labor or material not shown by the public records. 2006 ALTA OWNER’S POLICY (06-17-06)

EXCLUSIONS FROM COVERAGE
The following matters are expressly excluded from the coverage of this policy, and the Company will not pay loss or damage, costs, attorneys' fees, or expenses that arise by reason of:

Order No. 140-2370902-20

Page 11 ends

1. (a) Any law, ordinance, permit, or governmental regulation (including those relating to building and zoning) restricting, regulating, prohibiting, or relating to: (i) the occupancy, use, or enjoyment of the Land; (ii) the character, dimensions, or location of any improvement erected on the Land; (iii) the subdivision of land; or (IV) environmental protection; or the effect of any violation of these laws, ordinances, or governmental regulations. This Exclusion 1(a) does not modify or limit the coverage provided under Covered Risk 5. (b) Any governmental police power. This Exclusion 1(b) does not modify or limit the coverage provided under Covered Risk 6.

2. Rights of eminent domain. This Exclusion does not modify or limit the coverage provided under Covered Risk 7 or 8.

3. Defects, liens, encumbrances, adverse claims, or other matters: (a) created, suffered, assumed, or agreed to by the Insured Claimant; (b) not Known to the Company, not recorded in the Public Records at Date of Policy, but Known to the Insured Claimant and not disclosed in writing to the Company by the Insured Claimant prior to the date the Insured Claimant became an Insured under this policy;(c) resulting in no loss or damage to the Insured Claimant; (d) attaching or created subsequent to Date of Policy (however, this does not modify or limit the coverage provided under Covered Risk 9 and 10); or (e) resulting in loss or damage that would not have been sustained if the Insured Claimant had paid value for the Title.

4. Any claim, by reason of the operation of federal bankruptcy, state insolvency, or similar creditors’ rights laws, that the transaction vesting the Title as shown in Schedule A, is (a) a fraudulent conveyance or fraudulent transfer; or (b) a preferential transfer for any reason not stated in Covered Risk 9 of this policy.

5. Any lien on the Title for real estate taxes or assessments imposed by governmental authority and created or attaching between Date of Policy and the date of recording of the deed or other instrument of transfer in the Public Records that vests Title as shown in Schedule A.

The above policy form may be issued to afford either Standard Coverage or Extended Coverage. In addition to the above Exclusions from Coverage, the Exceptions from Coverage in a Standard Coverage policy will also include the following Exceptions from Coverage:

EXCEPTIONS FROM COVERAGE
This policy does not insure against loss or damage (and the Company will not pay costs, attorneys’ fees or expenses) that arise by reason of:

1. (a) Taxes or assessments that are not shown as existing liens by the records of any taxing authority that levies taxes or assessments on real property or by the Public Records; (b) proceedings by a public agency that may result in taxes or assessments, or notices of such proceedings, whether or not shown by the records of such agency or by the Public Records.

2. Any facts, rights, interests, or claims that are not shown by the Public Records but that could be ascertained by an inspection of the Land or that may be asserted by persons in possession of the Land.

3. Easements, liens or encumbrances, or claims thereof, not shown by the Public Records.

4. Any encroachment, encumbrance, violation, variation, or adverse circumstance affecting the Title that would be disclosed by an accurate and complete land survey of the Land and that are not shown by the Public Records.

6. Any lien or right to a lien for services, labor or material not shown by the public records.

ALTA EXPANDED COVERAGE RESIDENTIAL LOAN POLICY (07-26-10)

EXCLUSIONS FROM COVERAGE
The following matters are expressly excluded from the coverage of this policy and the Company will not pay loss or damage, costs, attorneys fees or expenses which arise by reason of:

1. (a) Any law, ordinance, permit, or governmental regulation (including but not limited to building and zoning) restricting, regulating, prohibiting or relating to (i) the occupancy, use, or enjoyment of the Land; (ii) the character, dimensions or location of any improvement erected on the Land; (iii) the subdivision of the land; or (iv) environmental protection, or the effect of any violation of these laws, ordinances or governmental regulations This Exclusion 1(a) does not modify or limit the coverage provided under Covered Risks 5, 6, 13(c), 13(d), 14, and 16.(b) Any governmental police power. This Exclusion 1(b)does not modify or limit the coverage provided under Covered Risks 5, 6, 13(c), 13(b), 14, and 16.

2. Rights of eminent domain. This Exclusion does not modify or limit the coverage provided under Covered Risk 7 or 8.

3. Defects, liens, encumbrances, adverse claims or other matters (a) created, suffered, assumed or agreed to by the Insured Claimant; (b) not Known to the Company, not recorded in the Public Records at Date of Policy, but Known to the Insured Claimant and not disclosed in writing to the Company by the Insured Claimant prior to the date the Insured Claimant became an Insured under this policy;(c) resulting in no loss or damage to the Insured Claimant;(d) attaching or created subsequent to Date of Policy (however, this does not modify or limit the coverage provided under Covered Risks 11, 16, 17, 18, 19, 20, 21, 22, 23, 24, 27 or 26); or (e)resulting in loss or damage which would not have been sustained if the Insured Claimant had paid value for the Insured Mortgage.

4. Unenforceability of the lien of the Insured Mortgage because of the inability or failure of the Insured to comply with applicable doing-business laws of the state in which the Land is situated.

5. Invalidity or unenforceability in whole or in part of the lien of the Insured Mortgage that arises out of the transaction evidenced by the Insured Mortgage and is based upon usury, or any consumer credit protection or truth in lending law. This Exclusion does not modify or limit the coverage provided in Covered Risk 26.

6. Any claim of invalidity, unenforceability or lack of priority of the lien of the Insured Mortgage as to Advances or modifications made after the Insured has Knowledge that the vestee shown in Schedule A is no longer the owner of the estate or interest covered by this policy. This Exclusion does not modify or limit the coverage provided in Covered Risk 11.

7. Any lien on the Title for real estate taxes or assessments imposed by governmental authority and created or attaching subsequent to Date of Policy in accordance with applicable building codes. This Exclusion does not modify or limit the coverage provided in Covered Risk 5 or 6..

8. The failure of the residential structure, or any portion of it, to have been constructed before, on or after Date of Policy in accordance with applicable building codes. This Exclusion does not modify or limit the coverage provided in Covered Risk 5 or 6.

9. Any claim, by reason of the operation of federal bankruptcy, state insolvency, or similar creditors’ rights laws, that the transaction creating the lien of the Insured Mortgage, is (a) a fraudulent conveyance or fraudulent transfer, or (b) a preferential transfer for any reason not stated in Covered Risk 27(b) of this policy.

Order No. 140-2370902-20

Page 12 ends

Orange Coast Title Company

Former Customers
Even if you are no longer our customer, our Privacy Policy will continue to apply to you.

Last Revision 12/26/2019
Effective on 1/01/2020
Order No. 140-2370902-20

Page 13 ends

Right of Deletion
You have a right to request that we delete the personal information we have collected from or about you.

Right to Opt-Out
We do not sell your personal information to third parties, and do not plan to do so in the future.

Page 14 ends

categories of sources from which we may have collected the personal information, and the categories of third parties with whom we may have shared the personal information:

Page 15 ends

 address  employment history
If you have any questions and/or comments you may contact us:

Call Us at our toll free number (866) 241-7373
Email Us at [email protected]
Mail:

Orange Coast Title
Attn: Privacy Officer
1551 N. Tustin Ave., Ste. 300
Santa Ana, CA 92705
Effective on 1/1/2019
Revised on 12/23/2019 \actEnd@
Order No. 140-2370902-20

Page 16 ends

Orange Coast Title Company
2151 E. Convention Center Way, Suite 102
Ontario, CA 91764
909-987-5433
OWNER’S AFFIDAVIT
State of __________________ } S.S. Order No.: 140-2370902-20 County of ___________________
The undersigned, ________________________________________________________________________________, (owner’s name) being first duly sworn, depose and say as follows:

1. That the undersigned is/are the owner(s) of certain real property situated in the City of Beverly Hills, County of Los Angeles and State of California, commonly known as 9744 Wilshire Boulevard and more particularly described in Schedule “A” attached hereto (the “Property”):

5. That the taxes for Installment ___ of fiscal year ______ are paid. Installment ___ of fiscal year ______ is not yet due.

10. That there are no open, unexercised options to purchase or rights of first refusal to purchase the Property.

Page 17 ends

on the truth and accuracy of the statements contained herein.

By:

Name:

By:

Name:

I certify under PENALTY OF PERJURY under the laws of the State of California that the foregoing paragraph is true and correct.

WITNESS MY HAND and OFFICIAL SEAL
Signature: ____________________________
(Notary Seal)
Order No. 140-2370902-20

Page 18 ends

Order No. 140-2370902-20

Page 19 ends

Orange Coast Title Company
2151 E. Convention Center Way, Suite 102
Ontario, CA 91764
909-987-5433

DECLARATION OF OCCUPANCY
(Loan Transaction)
The undersigned, _________________________________________________________________________, (owner’s name) depose(s) and say(s) as follows:

1. The undersigned is/are the owner(s) of certain real property situated in the City of Beverly Hills, County of Los Angeles and State of California, commonly known as 9744 Wilshire Boulevard, herein referred to as “Property”:

2. The undersigned is/are obtaining a loan from ________________________________________________ to be secured by a Deed of Trust against the Property, which is the subject of this transaction.

By: By:

Name: Name:

Order No. 140-2370902-20

Page 20 ends

1. The _______________________________________________________ (Name of Trust) is currently in existence and was created on _________________________________ (Date of Creation of Trust).

2. The Trust was amended on ____________________________________ (or enter “No Amendments”)

3. The settler(s) of the trust are as follows: _______________________________________________

4. The currently acting trustee(s) of the trust is (are):
_______________________________________________________________________________

8. The trust identification number is as follows: __________________ (Social Security No./Employee ID)

State of California
County of _______________ } S.S.

I certify under PENALTY OF PERJURY under the laws of the State of California that the foregoing paragraph is true and correct.

WITNESS MY HAND and OFFICIAL SEAL
Signature: ____________________________
(Notary Seal)

TRANSPORTATION IMPACT ANALYSIS
129 LINDEN
City of Beverly Hills, California
July 31, 2023
Prepared for:
9300 WILSHIRE FEE LLC
9744 Wilshire Boulevard, Suite 203
Beverly Hills, CA 90212
LLG Ref. 1-2a3-4565-1
Prepared by: Under the Supervision of:

Jason A. Shender, AICP David S. Shender, P.E.

Transportation Planner III Principal
600 S. Lake Avenue
Suite 500
Pasadena, CA 91106
626.796.2322 T
626.792.0941 F
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-23-4565-1 129 Linden
O:\JOB_FILE\4565\report\4565-rpt1.doc

TABLE OF CONTENTS

SECTION PAGE

1.0 Introduction ................................................................................................................................ 1

1.1 Study Area .......................................................................................................................... 3

2.0 Project Description .................................................................................................................... 4

2.1 Site Location ....................................................................................................................... 4

2.2 Existing Project Site ........................................................................................................... 4

2.3 Project Description ............................................................................................................. 4

3.0 Site Access and Circulation ...................................................................................................... 7

3.1 Existing Vehicular Site Access .......................................................................................... 7

3.2 Vehicular Project Site Access ............................................................................................ 7

4.0 Existing Street System ............................................................................................................... 8

4.1 Regional Highway System ................................................................................................ 8

4.2 Local Roadway System ..................................................................................................... 8

4.3 Roadway Descriptions ....................................................................................................... 8

4.4 Public Transit Services ....................................................................................................... 11

4.5 Active Transportation ........................................................................................................14

5.0 Vehicle Miles Traveled Assessment ........................................................................................ 15

5.1 Introduction ........................................................................................................................ 15

5.2 VMT Screening Criteria .................................................................................................... 15

5.2.1 Project Type Screening ......................................................................................... 15

5.2.2 Low VMT Area Screening.................................................................................... 16

5.2.3 Transit Priority Area Screening ............................................................................ 16

5.3 Summary of Project VMT Analysis .................................................................................. 18

5.4 Summary of Cumulative Impacts ...................................................................................... 19

6.0 Traffic Counts ............................................................................................................................ 20

7.0 Cumulative Development Projects .......................................................................................... 25

7.1 Related Projects .................................................................................................................. 25

7.2 Ambient Traffic Growth Factor ......................................................................................... 25

8.0 Traffic Forecasting Methodology ............................................................................................ 32

8.1 Project Traffic Generation ................................................................................................. 32

8.2 Project Traffic Distribution and Assignment .................................................................... 33

9.0 Traffic Operations Analysis Methodology ............................................................................. 41

9.1 Intersection Operations Criteria ......................................................................................... 41

9.2 Traffic Operations Analysis Scenarios .............................................................................. 42 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-23-4565-1 129 Linden
O:\JOB_FILE\4565\report\4565-rpt1.doc
TABLE OF CONTENTS (continued)

SECTION PAGE

10.0 Traffic Analysis .......................................................................................................................... 43

10.1 Existing Conditions ............................................................................................................ 43

10.1.1 Existing Conditions ............................................................................................... 43

10.1.2 Existing with Project Conditions .......................................................................... 43

10.2 Future Conditions ............................................................................................................... 43

10.2.1 Future Cumulative Baseline Conditions ............................................................... 43

10.2.2 Future Cumulative with Project Conditions ......................................................... 43

11.0 Residential Street Segment Analysis ....................................................................................... 58

12.0 Project Transportation Demand Management and Trip Reduction Measures ............... 62

13.0 Conclusions ................................................................................................................................. 65

LIST OF FIGURES
SECTION—FIGURE # PAGE
1–1 Vicinity Map ............................................................................................................................. 2 2–1 Aerial Photograph of Existing Project Site ............................................................................. 5 2–2 Project Site Plan ........................................................................................................................ 6 4–1 Existing Lane Configurations .......................................................................................... 9 4–2 Existing Public Transit Routes ................................................................................................. 13 5–1 City of Beverly Hills Residential VMT Screening Map ........................................................ 17 6–1 Existing Traffic Volumes – Weekday AM Peak Hour ........................................................... 21 6–2 Existing Traffic Volumes – Weekday MD Peak Hour ........................................................... 22 6–3 Existing Traffic Volumes – Weekday PM Peak Hour ............................................................ 23 6–4 Existing Traffic Volumes – SAT Peak Hour .......................................................................... 24 7–1 Location of Related Projects .................................................................................................... 27 7–2 Related Projects Traffic Volumes – Weekday AM Peak Hour .............................................. 28 7–3 Related Projects Traffic Volumes – Weekday MD Peak Hour .............................................. 29 7–4 Related Projects Traffic Volumes – Weekday PM Peak Hour .............................................. 30 7–5 Related Projects Traffic Volumes – SAT Peak Hour ............................................................. 31 8–1 Project Trip Distribution .......................................................................................................... 36 8–2 Net New Project Traffic Volumes – Weekday AM Peak Hour ............................................. 37 8–3 Net New Project Traffic Volumes – Weekday MD Peak Hour ............................................. 38 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-23-4565-1 129 Linden
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TABLE OF CONTENTS (continued)
LIST OF FIGURES (continued)
SECTION—FIGURE # PAGE
8–4 Net New Project Traffic Volumes – Weekday PM Peak Hour .............................................. 39 8–5 Net New Project Traffic Volumes – SAT Peak Hour ............................................................. 40 10–1 Existing with Project Traffic Volumes – Weekday AM Peak Hour ...................................... 45 10–2 Existing with Project Traffic Volumes – Weekday MD Peak Hour ...................................... 46 10–3 Existing with Project Traffic Volumes – Weekday PM Peak Hour ...................................... 47 10–4 Existing Plus Project Traffic Volumes – SAT Peak Hour ...................................................... 48 10–5 Future Cumulative Baseline Traffic Volumes – Weekday AM Peak Hour .......................... 49 10–6 Future Cumulative Baseline Traffic Volumes – Weekday MD Peak Hour .......................... 50 10–7 Future Cumulative Baseline Traffic Volumes – Weekday PM Peak Hour ........................... 51 10–8 Future Cumulative Baseline Traffic Volumes – SAT Peak Hour .......................................... 52 10–9 Future Cumulative with Project Traffic Volumes – Weekday MD Peak Hour .................... 54 10–10 Future Cumulative with Project Traffic Volumes – Weekday MD Peak Hour .................... 55 10–11 Future Cumulative with Project Traffic Volumes – Weekday PM Peak Hour ..................... 56 10–12 Future Cumulative with Project Traffic Volumes – Saturday MD Peak Hour ..................... 57

LIST OF TABLES
SECTION—TABLE # PAGE
4–1 Existing Public Transit Routes ................................................................................................. 12 7–1 Related Projects List and Trip Generation .............................................................................. 26 8–1 Project Trip Generation .................................................................................................... 34 9–1 City of Beverly Hills Signalized Intersection Operations Criteria ......................................... 41 10–1 Control Delays and Levels of Service Summary ....................................................................44 11–1 City of Beverly Hills Local Residential Street Operations Criteria ....................................... 58 11–2 Residential Street Segment Analysis Summary – Average Daily Traffic ............................ 59 11–3 Residential Street Segment Analysis Summary – Peak Hours .............................................. 60 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-23-4565-1 129 Linden
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TABLE OF CONTENTS (continued)

APPENDICES

APPENDIX
A. Manual Traffic Count Data
B. HCM and Levels of Service Explanation
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TRANSPORTATION IMPACT ANALYSIS
129 LINDEN
City of Beverly Hills, California
July 31, 2023

1.0 INTRODUCTION
This Transportation Impact Analysis (“TIA”) has been conducted to identify and evaluate the potential transportation impacts of the proposed 129 Linden project (“Project”) located at 125- 129 S. Linden Drive (“Project Site”) in the City of Beverly Hills. The Project Site is generally bounded by a public alley to the north and west, a multi-family residential property to the south, and Linden Drive to the east. The Project Site location and general vicinity are shown in Figure 1–1.

The transportation analysis follows City of Beverly Hills (“City) Resolution No. 19011 (“Resolution”). In compliance with the California Environmental Quality Act (“CEQA”), the City’s Resolution identifies vehicle miles traveled (“VMT”) as the primary metric for evaluating a project’s transportation impacts. In addition, the City’s Resolution requires that land use projects continue to perform a Level of Service (“LOS”) analysis to inform decision makers on the overall transportation effects of a project. Per Exhibit B of the Resolution, the LOS analysis should be prepared in a Local Transportation Assessment in accordance with the City’s Local Transportation Assessment Guidelines2 (“Local TAG”). This TIA provides a VMT assessment for the Project and evaluates potential changes to operations due to Project-related traffic at five key intersections in the vicinity of the Project Site. Per the City’s Local TAG, the Highway Capacity Manual3 (“HCM”) method was used to determine average control delays and corresponding LOS at the study intersections. In addition, a review of operations with the addition of Project-related traffic on local residential street segments was prepared for two residential street segments in the vicinity of the Project Site. Finally, a review of the transportation demand management (“TDM”) measures required for the Project was prepared.

This study (i) presents a VMT assessment for the proposed Project in accordance with Senate Bill 743 (“SB 743”), (ii) presents existing traffic volumes, (iii) includes existing traffic volumes with the forecast net new traffic volumes from the proposed Project, (iv) forecasts future cumulative baseline traffic volumes, (v) forecasts future traffic volumes with the proposed Project, and (vi) determines future operations at the study intersections with Project-related traffic.

1 Resolution No. 1901, City of Beverly Hills, October 2019. 2 Local Transportation Assessment Guidelines, City of Beverly Hills, October 2019. 3 Highway Capacity Manual 6th Edition, Transportation Research Board of the National Academies of SciencesEngineering-Medicine, 2016. -1-
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1.1 Study Area
The VMT assessment criteria for this transportation analysis was determined in consultation with City staff, as well as the City’s CEQA Thresholds of Significance4 (“VMT Guidelines”) outlined
in Exhibit A of the Resolution. Additionally, five study intersections have been identified for evaluation during the weekday morning (“AM”), midday (“MD”), and afternoon (“PM”) commuter peak hours, and the Saturday midday (“SAT”) peak hour. The study intersections were evaluated from 7:00 AM to 9:00 AM to determine the weekday AM peak commute hour, 11:00 AM to 1:00 PM for the weekday MD and SAT peak hours, and 4:00 PM to 6:00 PM to determine the weekday PM peak commuter hour. The five study intersections provide local access to the study area and define the extent of the boundaries for this transportation operations analysis. Further discussion of the existing street system and study area is provided in Section

4.0. The general location of the Project in relation to the study locations and surrounding street system is presented in Figure 1–1. The transportation analysis study area is generally comprised of those locations which have the greatest potential to experience traffic due to the proposed Project. In the transportation engineering practice, the study area generally includes those intersections that are:
a. Immediately adjacent or in close proximity to the Project Site; b. In the vicinity of the Project Site that are documented to have current or projected future adverse operational issues; and
c. In the vicinity of the Project Site that are forecast to experience a relatively greater percentage of Project-related vehicular turning movements (e.g., at freeway ramp intersections).

The locations selected for analysis were based on the above criteria, the peak-hour vehicle trip generation associated with the proposed Project, the anticipated distribution of Project vehicular trips, and existing intersection/corridor operations.
4 City of Beverly Hills California Environmental Quality Act (CEQA) Transportation Thresholds, City of Beverly Hills, October 2019.
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2.0 PROJECT DESCRIPTION

2.1 Site Location
The Project Site is located at 125-129 S. Linden Drive in the City. The Project Site is comprised of two legal lots, assigned Assessor Parcel Numbers (“APNs”) 4328-009-007 and 4328-009-021.

The Project Site is generally bounded by a public alley to the north and west, a multi-family residential property to the south, and Linden Drive to the east. The Project Site location and general vicinity are shown in Figure 1–1.

2.2 Existing Project Site
The existing Project Site comprises approximately 0.5 acre and currently consists of a publicly accessible surface parking lot (APN 4328-009-007) and an unimproved vacant lot (APN 4328- 009-021). Vehicular access to the existing Project Site is provided via one driveway along the west side of Linden Drive, as well as via the public alleys abutting the Project Site to the north and west. The Project Site is highlighted in an aerial photograph presented in Figure 2–1.

2.3 Project Description
As currently proposed, the Project would remove the existing improvements on the Project Site and construct a new 19-story mixed-use development with 165 residential units (including 33 affordable housing units) and ancillary residential spaces, and 73 hotel guestrooms and ancillary spaces, including a 3,429 square-foot restaurant. The Project proposes to provide a total of 126 parking spaces within an onsite parking structure with four subterranean levels. Construction and occupancy of the proposed Project is planned to be completed by the year 2027. The site plan for the proposed Project is illustrated in Figure 2–2.

Vehicular access to the Project will be provided via the public alley abutting the Project Site to the west. Further discussion of the Project Site access and circulation schemes is provided in Section 3.0

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3.0 SITE ACCESS AND CIRCULATION
The proposed site access scheme for the Project is displayed in Figure 2–1. A description of the proposed site access and circulation scheme is provided in the following subsections.

3.1 Existing Vehicular Site Access
Vehicular access to the existing Project Site is provided via one driveway along the west side of Linden Drive, as well as via the public alleys abutting the Project Site to the north and west. It is noted that the east-west alley adjacent to the Project Site is signed for one-way eastbound travel only. For the north-south alley adjacent to the Project Site, there are no directional signage restrictions, so it is therefore assumed to accommodate two-way travel.

3.2 Vehicular Project Site Access
Vehicular access to the Project will be provided via an access point from the north-south public alley abutting the Project Site to the west. The access point will be located at the northwesterly portion of the Project Site and will provide access to the Project’s onsite parking structure.

Passenger drop-off operations related to the hotel component of the Project will also occur offstreet and within the onsite parking structure.

Vehicles bound to the Project Site will enter the east-west alley abutting the Project Site to the north from the existing access point along the west side of Spalding Drive. Vehicles will continue eastbound through the alley, make a right turn onto the north-south public alley abutting the Project Site to the west, and make a left-turn into the Project. Vehicles leaving the Project will make a right-turn onto the north-south alley, make a right-turn onto the east-west alley, and then exit onto Linden Drive via an eastbound left-turn or right-turn movement. Because the north-south alley located south of the Project Site is relatively narrow, no Project-related trips are assumed to use the portion of the north-south alley located south of the Project Site. -7-
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4.0 EXISTING STREET SYSTEM

4.1 Regional Highway System
Regional access to the Project Site is provided by the I-405 (San Diego) Freeway. A brief description of the I-405 Freeway is provided in the following paragraph.

I-405 (San Diego) Freeway is a north-south freeway that extends across southern California from the Granada Hills area of the City of Los Angeles to Irvine. In the Project vicinity, five mainline freeway lanes (five mixed-flow lanes and one carpool lane) are provided in each direction on the I-405 Freeway, with auxiliary merge/weave lanes provided between some interchanges.

Northbound and southbound ramps are provided on the I-405 Freeway at Santa Monica Boulevard in the Project vicinity, which are located approximately three miles west of the Project Site.

4.2 Local Roadway System
The following study intersections were selected for analysis of potential changes in operations due to the proposed Project:

1. N. Santa Monica Boulevard / Wilshire Boulevard

2. S. Santa Monica Boulevard / Wilshire Boulevard

3. S. Santa Monica Boulevard / Charleville Boulevard

4. Linden Drive / Wilshire Boulevard

5. Roxbury Drive – Brighton Way / Wilshire Boulevard
All five study intersections selected for analysis are presently controlled by traffic signals. The existing lane configurations at the study intersections are displayed in Figure 4–1.

4.3 Roadway Descriptions
A brief description of the roadways in the Project vicinity is provided in the following paragraphs.

N. Santa Monica Boulevard is a northwest-southeast oriented roadway located north and west of the Project Site. Within the Project study area, N. Santa Monica Boulevard is designated as a Principal Arterial by the City. Two through travel lanes are provided on N. Santa Monica Boulevard in each direction within the Project study area. Class II Bicycle Lanes are provided in each direction on N. Santa Monica Boulevard within the Project study area. Parking is prohibited on N. Santa Monica Boulevard within the Project study area. Separate exclusive right-turn lanes are provided on N. Santa Monica Boulevard in each direction at the Wilshire Boulevard intersection. N. Santa Monica Boulevard has a posted speed limit of 25 miles per hour within the Project study area.
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S. Santa Monica Boulevard is a northwest-southeast oriented roadway located north and west of the Project Site. Within the Project study area, S. Santa Monica Boulevard is designated by the City as a Minor Arterial west of Wilshire Boulevard and as a Principal Arterial east of Wilshire Boulevard. Two through travel lanes are provided on S. Santa Monica Boulevard in each direction within the Project study area. S. Santa Monica Boulevard is designated as a Class III Bicycle Route by the City within the Project study area. Metered parking is generally available on both sides of S. Santa Monica Boulevard within the Project study area. Separate exclusive left-turn lanes are provided on S. Santa Monica Boulevard in the southbound direction at the Charleville Boulevard intersection and in both the northbound and southbound directions at the Wilshire Boulevard intersection. A separate exclusive right-turn lane is provided on S. Santa Monica Boulevard in the northbound direction at Wilshire Boulevard. S. Santa Monica Boulevard has a posted speed limit of 25 miles per hour within the Project study area.

Linden Drive is a north-south oriented roadway that borders the Project Site to the east. Linden Drive is a one-way southbound roadway between S. Santa Monica Boulevard and Wilshire Boulevard. Within the Project study area, Linden Drive is designated as a Local Street by the City. North of Wilshire Boulevard, two through travel lanes are provided in the southbound direction on Linden Drive within the Project study area. South of Wilshire Boulevard, one through travel lane is provided in each direction on Linden Drive within the Project study area.

Linden Drive is designated as a Class III Bicycle Route by the City within the Project study area.

Metered parking is generally available on both sides of Linden Drive north of Wilshire Boulevard. Metered parking is available on Linden Drive just south of Wilshire Boulevard.

Further south on Wilshire Boulevard, parking along Linden Drive is restricted to residential parking by permit only. Separate exclusive left- and right-turn lanes are provided on Linden Drive in each direction at the Wilshire Boulevard intersection. There is no speed limit posted on Linden Drive within the Project study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with California Vehicle Code Section 22352(b)(1).

Roxbury Drive is a north-south oriented roadway located east of the Project Site. Roxbury Drive is a one-way northbound roadway between N. Santa Monica Boulevard and Wilshire Boulevard.

Within the Project study area, Roxbury Drive is designated as a Local Street by the City. North of Wilshire Boulevard, three through travel lanes are provided in the northbound direction on Roxbury Drive within the Project study area. South of Wilshire Boulevard, one through travel lane is provided in each direction on Roxbury Drive within the Project study area. Roxbury Drive is designated as a Class III Bicycle Route by the City within the Project study area.

Metered parking is generally available on both sides of Roxbury Drive north of Wilshire Boulevard. South of Wilshire Boulevard, parking along Roxbury Drive is restricted to residential parking by permit only. A separate exclusive right-turn lane is provided on Roxbury Drive at the Wilshire Boulevard intersection in the northbound direction. There is no speed limit posted on Roxbury Drive within the Project study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with California Vehicle Code Section 22352(b)(1). -10-
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Brighton Way is a northeast-southwest roadway located northeast of the Project Site. Between Wilshire Boulevard and Rexford Drive, Brighton Way is a one-way southwest-bound roadway.

Within the Project study area, Brighton Way is designated as a Local Street by the City. Two through travel lanes are provided Brighton Way within the Project study area, with metered parking provided on either side of the street. A separate exclusive right-turn lane is provided on Brighton Way at the Wilshire Boulevard intersection. There is no speed limit posted on Brighton Way within the Project study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with California Vehicle Code Section 22352(b)(1).

Wilshire Boulevard is an east-west oriented roadway located north of the Project Site. Within the Project study area, Wilshire Boulevard is designated as a Principal Arterial by the City.

Three through travel lanes are provided in each direction on Wilshire Boulevard within the Project study area. Parking is prohibited on Wilshire Boulevard within the Project study area.

Separate exclusive left-turn lanes are provided on Wilshire Boulevard in each direction at the N.

Santa Monica Boulevard and Roxbury Drive – Brighton Way intersections, as well as the westbound direction at the S. Santa Monica Boulevard intersection. Wilshire Boulevard has a posted speed limit of 25 miles per hour within the Project study area.

Charleville Boulevard is an east-west oriented roadway located south of the Project Site. Within the Project study area, Charleville Boulevard is designated as a Local Street by the City. One through travel lane is provided in each direction on Charleville Boulevard within the Project study area. Charleville Boulevard is designated as a Class III Bicycle Route by the City within the Project study area. On-street parking is generally permitted on both sides of Charleville Boulevard within the Project study area. There is no speed limit posted on Charleville Boulevard within the Project study area, thus a prima facie speed limit of 25 miles per hour is assumed, consistent with California Vehicle Code Section 22352(b)(1).

4.4 Public Transit Services
Public transit service within the Project study area is currently provided by the Los Angeles County Metropolitan Transit Authority (“Metro”) and the Antelope Valley Transit Authority (“AVTA”). A summary of the existing transit service, including the transit route, destinations and peak hour headways is presented in Table 4–1. The existing public transit routes in the Project Site vicinity are illustrated in Figure 4–2.

It is noted that construction of the Metro D Line (Purple) Extension Transit Project (“PLE”) is ongoing in the vicinity of the Project Site. Section 2 of the PLE includes a station at the Rodeo Drive / Wilshire Boulevard intersection, which is located approximately 0.39-mile east of the Project Site. Metro currently estimates service on the Section 2 segment of the PLE will begin in 2025. Accordingly, it is reasonable to anticipate that future residents, hotel guests, restaurant patrons, and hotel and restaurant employees of the Project will utilize the PLE when it becomes operational.
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ROADWAY(S)

ROUTE DESTINATIONS NEAR SITE DIR AM MD PM SAT
Metro 4 Downtown Los Angeles to Santa Monica N. Santa Monica Boulevard EB 8886 (via Santa Monica Boulevard) WB 8 8 8 6
Metro 20 Downtown Los Angeles to Santa Monica Wilshire Boulevard EB 6555 (via Wilshire Boulevard) WB5 5 5 5
Metro Rapid 720 Downtown Los Angeles to Santa Monica Wilshire Boulevard EB 13 8 13 8 (via Wilshire Boulevard) WB 14 8 12 8
AVTA 786 Lancaster to West Los Angeles Wilshire Boulevard NB 0 -- 1 -- (via SR-14, I-5, I-405, Santa Monica Boulevard, Wilshire Boulevard, and La Brea Avenue) N. Santa Monica Boulevard SB 1 -- 0 -- Total 39 26 36 26
[1] Sources: Los Angeles County Metropolitan Transportation Authority (Metro) website, 2023.

Antelope Valley Transit Authority (AVTA) website, 2023.

Table 4-1
EXISTING PUBLIC TRANSIT ROUTES [1]
NO. OF BUSES

DURING PEAK HOUR
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4.5 Active Transportation
The Project was reviewed for potential conflicts with adopted plans and policies related to active transportation. The Project is located close to the Wilshire Boulevard, N. Santa Monica Boulevard, and S. Santa Monica Boulevard corridors, which provide access and connectivity to pedestrian and transit networks in the direct Project vicinity. These connections will be further enhanced once the PLE is completed through the City. Further, the Project will not conflict with the City’s planned streetscape improvements along Wilshire Boulevard as part of Connect Beverly Hills. While bicycle infrastructure is not currently provided along the Project Site’s Linden Drive frontage, development of the Project would not preclude the City from providing future bicycle infrastructure along Linden Drive, or any other roadway within the vicinity of the Project Site. The Project will provide bicycle parking in accordance with the Beverly Hills Municipal Code (“BHMC”).
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5.0 VEHICLE MILES TRAVELED ASSESSMENT

5.1 Introduction
VMT is defined as a measurement of miles traveled by vehicles within a specified region and for a specified period of time. VMT is a measure of the use and efficiency of the transportation network. VMTs are calculated based on individual vehicle trips generated and their associated trip lengths. VMT accounts for two-way (round-trip) travel and is often estimated for a typical weekday for the purposes of measuring transportation impacts.

In September 2013, the Governor’s Office signed SB 743, starting a process that fundamentally changes the way transportation impact analysis is conducted under CEQA. Within the State’s CEQA Guidelines, these changes include the elimination of auto delay, LOS, and similar measurements of vehicular roadway capacity and traffic congestion as the basis for determining significant traffic impacts. SB 743 identifies VMT as the most appropriate CEQA transportation metric, along with the elimination of auto delay/LOS for CEQA purposes statewide. The justification for this paradigm shift is that LOS impacts lead to improvements that increase roadway capacity and therefore induce more traffic and greenhouse gas emissions.

In October 2019, the City formally adopted VMT as the criteria for determining transportation impacts of development projects in Resolution No. 1901. The Resolution includes VMT guidelines and thresholds for measuring transportation impacts under CEQA. Accordingly, a VMT assessment has been prepared of the Project’s potential VMT impact based on the guidelines presented in the Resolution.

5.2 VMT Screening Criteria
In accordance with the Technical Advisory issued by the Governor’s Office of Planning and Research5 (“OPR”), Table 2 of the City’s VMT Guidelines provides criteria for VMT screening criteria. Three screening categories are provided on Table 2: Project Type Screening; Low VMT Area Screening; and Transit Priority Area (“TPA”) Screening. A project only needs to satisfy one of the three screening criteria to be exempt from requiring further VMT analysis.

5.2.1 Project Type Screening
Local-serving retail projects6
(defined as less than 50,000 square feet per OPR’s Technical Advisory) and projects that generate less than 110 daily trips are presumed to have a less than significant VMT impact. Therefore, these projects are screened out from completing a VMT analysis based on project size and type.

As discussed in Section 2.3 herein, the Project includes 3,429 square feet of restaurant floor area.

As the Project would not add any new retail use greater than 50,000 square feet, the restaurant 5 Technical Advisory on Evaluating Transportation Impacts in CEQA, Governor’s Office of Planning and Research, December 2018
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component of the Project is exempt from further VMT analysis and is presumed to have a less than significant VMT impact.

5.2.2 Low VMT Area Screening
Residential projects located within low VMT generating traffic analysis zones (“TAZs”) are presumed to have a less than significant VMT. These TAZs generate a total daily VMT per capita that is 15% less than the baseline level for the region. A map showing the City’s low VMT area for residential projects is provided in Attachment B of the Resolution.

The City’s residential VMT screening map is displayed in Figure 5–1. As shown in Figure 5–1, the Project Site is located within a low VMT generating TAZ for residential projects. Therefore, the Project’s residential component is presumed to have a less than significant VMT impact.

The Project Site is zoned is zoned R-4 Multiple Residential per the BHMC. While hotel uses are not permitted under the R-4 zoning, the Project is using the Builder’s Remedy to permit the Project. The Project’s conformance to the zoning per the BHMC is addressed through the entitlement/Development Review Permit findings prepared by the Project Applicant. Based on this, the Project’s hotel component is presumed to have a less than significant VMT impact.

5.2.3 Transit Priority Area Screening
Projects located in the commercial zones of TPAs (defined as within one-half mile of a Metro Rapid bus stop) are presumed to have a less than significant impact is they do not have the following characteristics: 1) A Floor Area Ratio (“FAR”) less than 0.75; 2) provide more parking than required by the City; and 3) inconsistent with the applicable Southern California Association of Governments (“SCAG”) Regional Transportation Plan/Sustainable Communities Strategy (“RTP/SCS”).

The Project is located within 1,000 feet of existing Metro Rapid Bus stops on Wilshire Boulevard and is therefore within a TPA as defined by the City. Additionally, as discussed in Section 4.4 herein, construction of the PLE is ongoing in the vicinity of the Project Site. Section 2 of the PLE includes a station at the Rodeo Drive / Wilshire Boulevard intersection, which is located approximately 0.39-mile east of the Project Site. Metro currently estimates service on the Section 2 segment of the PLE will begin in 2025; two years prior to the estimated completion and occupancy of the Project.

While the Project Site is not located within a commercial zone per the BHMC, the properties to the north and west of the Project Site are located within the commercial zone. The Project has an FAR of 14.3:1; above the 0.75 FAR threshold. Per BHMC Section 10-3-2730, the Project is required to provide 455 parking spaces. The Project proposes to provide 126 parking spaces onsite.
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Connect SoCal7, SCAG’s RTP/SCS, prioritizes growth near destinations and mobility options that facilitate multimodal access to work, educational, and other destinations. Additionally, Connect SoCal encourages infill development, and development in Priority Growth Areas, such as High-Quality Transit Areas. The Project Site provides direct connections to nearby existing pedestrian, bicycle, and transit facilities, as well as pedestrian attractors along the Wilshire Boulevard corridor and within the Beverly Hills Triangle area.

The Project is an infill development which would provide 165 residential units (including 33 affordable housing units) and ancillary residential spaces, and 73 hotel guestrooms and ancillary spaces, including a 3,429 square-foot restaurant. The Project is located within a TPA as defined by the City and is located within one-half mile of the future Wilshire / Rodeo Station, which will be served by the PLE. The PLE will be operational in 2025; two years prior to the anticipated opening date of the Project. The Project would provide housing options for employees of nearby office buildings and retail uses who wish to live within walking and/or biking distance of their workplace. Similarly, the restaurant component of the Project would provide additional dining for nearby residents and employees, as well as hotel guests and visitors. The hotel component would provide additional guest rooms within close proximity to major Beverly Hills attractions.

Bicycle parking would be installed for residents, visitors, and employees of the Project in compliance with the BHMC. The Project would not conflict with the overall goals of Connect SoCal, including GHG reduction.

5.3 Summary of Project VMT Analysis
A summary of the Project’s VMT analysis is provided below:
 The Project is an infill development which would provide 165 residential units (including 33 affordable housing units) and ancillary residential spaces, and 73 hotel guestrooms and ancillary spaces, including a 3,429 square-foot restaurant.  The Project’s restaurant component, which totals 3,429 square feet of neighborhoodserving commercial uses, is considered local-serving. As the Project’s restaurant component will provide less than 50,000 square feet of floor area, the Project’s restaurant component is presumed to have a less than significant VMT impact.  The Project Site is located in a low VMT generating TAZ for residential projects.

Therefore, the Project’s residential component is presumed to have a less than significant VMT impact. While hotel uses are not permitted under the R-4 zoning, the Project is using the Builder’s Remedy to permit the Project. The Project’s conformance to the zoning per the BHMC is addressed through the entitlement/Development Review Permit findings prepared by the Project Applicant. Based on this, the Project’s hotel component is presumed to have a less than significant VMT impact. 7 Connect SoCal – The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy of the Southern California Association of Governments, Southern California Association of Governments, September 3, 2020. -18-
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 While the Project is not located within a commercial zone, the Project is located within a TPA area and meets the required criteria for TPA screening.

Based on the above analyses, the Project would not result in a significant VMT impact.

Therefore, no mitigation is necessary as it relates to VMT.

5.4 Summary of Cumulative Impacts
According to the CEQA Guidelines, a project’s cumulative impacts are based on an assessment of whether the incremental effects of an individual project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects. Based on the OPR Technical Advisory (page 6), the thresholds of significance recommended therein for VMT metrics are considered as “efficiency-based” thresholds. Further, the OPR Technical Advisory states “A project that falls below an efficiencybased threshold that is aligned with long-term goals and relevant plans has no cumulative impact distinct from the project impact. Accordingly, a finding of a less-than-significant project impact would imply a less than significant cumulative impact, and vice versa.” As the Project is expected to result in a less than significant transportation impact based on the use of the VMT metrics, a less than significant cumulative transportation impact for the Project can be concluded. -19-
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6.0 TRAFFIC COUNTS
Manual traffic counts of vehicular turning movements were conducted on Wednesday, June 21, 2023 and Saturday, June 24, 2023 at the five study intersections during the weekday AM, MD, and PM commuter periods, as well as the SAT commuter period, to determine the peak hour traffic volumes. The manual traffic counts at the study intersections were conducted from 7:00 AM to 9:00 AM, as well as 4:00 PM to 6:00 PM to determine the weekday AM and PM peak commuter hours, and from 11:00 AM to 2:00 PM to determine the weekday MD and SAT peak hours.

Additionally, automatic 24-hour machine traffic counts were conducted on Wednesday, June 21, 2023, and Saturday, June 24, 2023, on Spaulding Drive and Linden Drive, north of Charleville Boulevard, to determine the weekday and Saturday average daily traffic (“ADT”) on these segments.

The existing traffic volumes at the study intersections during the weekday AM, MD, and PM peak hours, as well as the Saturday MD peak hour are shown in Figures 6–1, 6–2, 6–3, and 6–4, respectively. Summary data worksheets of the manual traffic counts at the study intersections, as well as ADT counts are contained in Appendix A.
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7.0 CUMULATIVE DEVELOPMENT PROJECTS

7.1 Related Projects
A forecast of on-street traffic conditions prior to occupancy of the proposed Project was prepared by incorporating the potential trips associated with other known development projects (related projects) in the area. With this information, the potential effect of the Project can be evaluated within the context of the cumulative effect of all ongoing development. The related projects research was based on information on file at the City’s Community Development Department within a 0.5-mile radius of the Project Site. The list of related projects in the Project Site area is presented in Table 7–1. The location of the related projects is shown in Figure 7–1.

Traffic volumes expected to be generated by the related projects were calculated using rates provided in the Institute of Transportation Engineers’ (“ITE”) Trip Generation Manual. 8 The
related projects’ respective traffic generation for the weekday AM, MD, and PM peak hours, as well as the SAT peak hour, as well as on a daily basis for a typical weekday and Saturday, is summarized in Table 7–1. The distribution of the related projects traffic volumes to the study intersections during the weekday AM, MD, and PM peak hours, and the SAT peak hour are displayed in Figures 7–2, 7–3, 7–4, and 7–5, respectively.

7.2 Ambient Traffic Growth Factor
In order to account for unknown related projects not included in this analysis, the existing traffic volumes were increased at an annual rate of 1.0 percent (1.0%) per year to and including the year 2027 (i.e., the anticipated year of Project build-out). The ambient growth factor was based on general traffic growth factors provided in the 2010 Congestion Management Program for Los Angeles County9 (“CMP manual”). It is noted that based on review of the general traffic growth factors provided in the CMP manual for the Project study area (i.e., Regional Statistical Area [“RSA”] 17, West/Central Los Angeles) it is anticipated that the existing traffic volumes are expected to increase at an annual rate of approximately 0.20% per year between the years 2020 and 2027. Thus, application of an annual growth factor of 1.0% annual growth provides a conservative, worst case forecast of future traffic volumes in the area as it substantially exceeds the annual traffic growth rate published in the CMP manual. Further, it is noted that the CMP manual’s traffic growth rate is intended to anticipate future traffic generated by development projects in the Project vicinity. Thus, the inclusion in this traffic analysis of both a forecast of traffic generated by known related projects plus the use of an ambient growth traffic factor based on CMP traffic model data results in an even more conservative estimate of future traffic volumes at the study intersections.
8 Institute of Transportation Engineers Trip Generation Manual, 11th Edition, Washington, D.C., 2021. 9 2010 Congestion Management Program, Los Angeles County Metropolitan Transportation Authority, 2010. -25-
Table 7-1
RELATED PROJECTS LIST AND TRIP GENERATION [1]
20-Jul-23

PROJECT DAILY AM PEAK HOUR MIDDAY PEAK HOUR PM PEAK HOUR SAT DAILY SAT MIDDAY PEAK MAP PROJECT NAME/NUMBER PROJECT DATA LAND USE DATA TRIP ENDS VOLUMES [2] VOLUMES [2], [3] VOLUMES [2] TRIP ENDS HOUR VOLUMES [2] NO. ADDRESS/LOCATION STATUS SOURCE LAND-USE SIZE VOLUMES [2] IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL VOLUMES [2] IN OUT TOTAL 1 Rosewood Residences Beverly Hills Under [4] Condominiums 17 DU 115 2 5 7 2 6 8 6 3 9 77 4 3 7 9900 S. Santa Monica Boulevard Construction [5] Retail 12,560 GSF 465 7 4 11 20 16 36 21 22 43 579 29 26 55 2 Maison 140 Beverly Hills Approved [6] Hotel 22 Rooms 176 6 4 10 6 6 12 7 6 13 178 9 7 16 140 S. Lasky Drive [7] Fine Dining Restaurant 1,845 GSF 155 1 0 1 6 2 8 9 5 14 166 12 8 20 3 Cheval Blanc Beverly Hills Specific Plan Approved [8],[6] Hotel 115 Rooms 919 30 23 53 33 29 62 35 33 68 942 46 37 83 468 N. Rodeo Drive [8],[9] Private Membership Club 500 Members 180 16 4 20 32 8 40 32 8 40 180 32 8 40 [8],[7] Fine Dining Restaurant 14,882 GSF 1,213 15 12 27 54 13 67 69 33 102 1,340 94 65 159[8],[5] Retail 24,976 GSF 517 8 4 12 40 32 72 23 24 47 1,150 57 53 110 [8],[10],[11] Day Spa 6,899 GSF 80 3 3 6 4 4 8 2 8 10 350 13 22 35 [8],[5] Retail (30,246) GSF (438) (23) (5) (28) (48) (39) (87) (12) (27) (39) (1,393) (69) (64) (133) [4] One Beverly Hills Approved [6] Hotel 42 Rooms 336 11 8 19 12 10 22 13 12 25 339 17 13 30 9900 Wilshire Boulevard [4] Condominiums 350 DU 2,359 34 106 140 40 125 165 113 66 179 1,593 72 72 144 [5] Retail 18,400 GSF 681 9 6 15 29 24 53 30 33 63 848 42 39 81[7] Fine Dining Restaurant 14,200 GSF 1,191 8 2 10 50 13 63 74 37 111 1,279 90 62 152 [5] Beverly Hilton Revitalization Specific Plan Approved [6] Condominiums 140 DU 944 13 43 56 16 50 66 45 26 71 637 29 28 57 9876 Wilshire Boulevard [7] Fine Dining Restaurant 5,000 GSF 419 3 1 4 18 4 22 26 13 39 450 31 22 53 [5] Retail 5,000 GSF 185 2 2 4 8 6 14 8 9 17 230 11 11 22[6] Hotel (46) Rooms (368) (12) (9) (21) (13) (11) (24) (14) (13) (27) (371) (18) (15) (33) [6] 9600 Wilshire Bouelvard Specific Plan Proposed [7] Fine Dining Restaurant 11,657 GSF 977 7 2 9 42 10 52 61 30 91 1,050 73 51 124 9600 Wilshire Boulevard [12] Office 58,796 GSF 637 78 11 89 78 11 89 14 71 85 130 17 14 31 [7] Fine Dining Restaurant 3,046 GSF 255 2 0 2 11 3 14 16 8 24 274 19 14 33 [12] Office 67,108 GSF 727 90 12 102 90 12 102 16 81 97 148 19 17 36 [5] Retail 28,998 GSF 1,073 15 9 24 46 37 83 48 51 99 1,336 67 61 128[6] Hotel 40 Rooms 320 10 8 18 11 10 21 12 12 24 323 16 13 29 [7] Social Club 14,965 GSF 1,255 9 2 11 54 13 67 78 39 117 1,347 94 66 160 [10],[14],[11] Spa 17,215 GSF 250 11 10 21 11 10 21 4 21 25 870 31 56 87 [4] Condominiums 30 DU 202 3 9 12 3 11 14 9 6 15 137 6 6 12[5] Retail 5,041 GSF 187 2 2 4 8 6 14 8 9 17 232 11 11 22[4] Condominiums 38 DU 256 4 11 15 4 14 18 12 7 19 173 8 8 16[5] Retail 5,540 GSF 205 3 2 5 9 7 16 9 10 19 255 12 12 24 15,473 367 291 658 676 442 1,118 774 643 1,417 14,849 874 726 1,600 [1] Source: City of Beverly Hills Cumulative Projects List. Trip generation for the related projects are based on ITE Trip Generation Manual, 11th Edition, 2021, unless otherwise noted. [2] Trips are one-way traffic movements, entering or leaving.[3] Midday Peak Hour rates from Peak Hour Generator.[4] ITE Land Use Code 220 (Multifamily Housing [Low-Rise]) trip generation average rates.[5] ITE Land Use Code 820 (Shopping Center) trip generation average rates.[6] ITE Land Use Code 310 (Hotel) trip generation average rates.[7] ITE Land Use Code 931 (Fine Dining Restaurant) trip generation average rates.[8] Source: Cheval Blanc Beverly Hills Specific Plan Updated Local Transportation Assessment, prepared by Fehr & Peers, October 29, 2019.

Trip values for Weekday Daily, AM and PM peak hours are provided. Trips generated during weekday MD and SAT peak hours, as well as Saturday daily trips derived from ITE rates. [9] Weekday Daily trips assumed for Saturday Daily. Weekday PM peak hour trips applied to weekday and Saturday midday. [10] ITE Land Use Code 918 (Hair Salon) trip generation average rates.[11] Saurday Daily trip rate not provided. Assumes Saturday peak is 10% of Daily trips.[12] ITE Land Use Code 710 (General Office Building) trip generation average rates.[13] ITE Land Use Code 925 (Drinking Place) trip generation average rates.[14] Weekday Daily trip rate not provided. Assumes Weekday PM peak hour corresponds to 10% of Daily trips.

TOTAL

WEEKDAY SATURDAY
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8.0 TRAFFIC FORECASTING METHODOLOGY
In order to evaluate the traffic operational characteristics related to the proposed Project, a multistep process has been utilized. The first step is trip generation, which estimates the total arriving and departing traffic volumes on a peak hour and daily basis. The traffic generation potential is forecast by applying the appropriate vehicle trip generation equations or rates to the Project development tabulation.

The second step of the forecasting process is trip distribution, which identifies the origins and destinations of inbound and outbound Project traffic volumes. These origins and destinations are typically based on demographics and existing/anticipated travel patterns in the study area.

The third step is traffic assignment, which involves the allocation of Project traffic to study area streets and intersections. Traffic assignment is typically based on minimization of travel time, which may or may not involve the shortest route, depending on prevailing operating conditions and travel speeds. Traffic distribution patterns are indicated by general percentage orientation, while traffic assignment allocates specific volume forecasts to individual roadway links and intersection turning movements throughout the study area.

With the forecasting process complete and Project traffic assignments developed, the traffic effects of the proposed Project is isolated by comparing operational (i.e., Levels of Service) conditions at the selected key intersections using existing and expected future traffic volumes without and with forecast Project traffic. The need for site-specific and/or cumulative local area traffic improvements can then be evaluated.

8.1 Project Traffic Generation
Traffic volumes expected to be generated by the proposed Project during the weekday AM, MD, and PM peak hours, as well as the SAT peak hour, as well as on a daily basis (weekdays and Saturdays), were estimated using rates published in the ITE Trip Generation Manual. The following trip generation rates were used to forecast the traffic volumes expected to be generated by the Project:
 Apartments: ITE Land Use Code 222 (Multifamily Housing [High-Rise]) trip generation average rates were used to forecast the traffic volumes expected to be generated by the residential component of the Project.
 Apartments: ITE Land Use Code 310 (Hotel) trip generation average rates were used to forecast the traffic volumes expected to be generated by the hotel component of the Project.
 Fine Dining Restaurant: ITE Land Use Code 931 (Fine Dining Restaurant) trip generation average rates were used to forecast the traffic volumes expected to be generated by the restaurant component of Project.
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In addition to the trip generation forecasts for the Project (which are essentially an estimate of the number of vehicles that could be expected to enter and exit the Project Site access points), a forecast was also made of the transit trips that will be generated by the Project in lieu of trips by the private automobile. The Project is located within 1,000 feet of existing Metro Rapid Bus stops on Wilshire Boulevard and is therefore within a TPA as defined by the City. Additionally, as discussed in Section 4.4 herein, construction of the PLE is ongoing in the vicinity of the Project Site. Section 2 of the PLE includes a station at the Rodeo Drive / Wilshire Boulevard intersection, which is located approximately 0.39-mile feet east of the Project Site. Metro currently estimates service on the Section 2 segment of the PLE will begin in 2025; two years prior to the estimated completion and occupancy of the Project. As the Project Site is within one-quarter mile of a Rapid Bus stop, and within one-half mile of the future Wilshire / Rodeo stop, a transit adjustment of 15% has been utilized.

Lastly, an internal capture adjustment has been applied for the Project to account for synergistic effects of the planned land use mix. Internal capture trips are those trips made internal to the site between land uses in a mixed or multi-use development, land uses tend to interact, and thus attract a portion of each other’s trip generation. An internal capture adjustment of 10% has been utilized to account for the interactions between the residential, hotel, and restaurant land uses during the weekday MD and PM peak hours, as well as the SAT peak hour.

As shown in Table 8–1, the Project is expected to generate 70 net new vehicle trips (31 inbound trips and 39 outbound trips) during the weekday AM peak hour. During the weekday MD peak hour, the Project is expected to generate 83 net new vehicle trips (35 inbound trips and 48 outbound trips). During the weekday PM peak hour, the Project is expected to generate 93 net new vehicle trips (52 inbound trips and 41 outbound trips). During the SAT peak hour, the Project is expected to generate 98 net new vehicle trips (58 inbound trips and 40 outbound trips).

Over a 24-hour period, the Project is forecast to generate 1,243 daily trips ends (approximately 622 inbound trips and 621 outbound trips) during a typical weekday. Over a 24-hour period on a typical Saturday, the Project is forecast to generate 1,265 daily trip ends (approximately 633 inbound trips and 632 outbound trips).

8.2 Project Traffic Distribution and Assignment
Project traffic volumes both entering and exiting the site have been distributed and assigned to the adjacent street system based on the following considerations:
 The site's proximity to major traffic corridors (i.e., Wilshire Boulevard, N. Santa Monica Boulevard, S. Santa Monica Boulevard, I-405 Freeway, etc.);  Expected localized traffic flow patterns based on adjacent roadway channelization and presence of traffic signals;
 Existing intersection traffic volumes;
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DAILY AM PEAK HOUR MIDDAY PEAK HOUR PM PEAK HOUR SAT DAILY TRIP ENDS [2] VOLUMES [2] VOLUMES [2], [3] VOLUMES [2] TRIP ENDS [2] VOLUMES [2], [3]

LAND USE SIZE VOLUMES IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL VOLUMES IN OUT TOTAL Proposed Project
Apartments [4] 165 DU 749 15 30 45 12 42 54 30 23 53 749 34 25 59Hotel [5] 73 Rooms 583 19 15 34 21 18 39 22 21 43 589 30 23 53Restaurant [6], [7] 3,497 GSF 293 2 1 3 13 3 16 18 9 27 315 13 3 16 Subtotal 1,625 36 46 82 46 63 109 70 53 123 1,653 77 51 128 Transit Trips [8]
Apartments (15%) (112) (2) (5) (7) (2) (6) (8) (5) (3) (8) (112) (5) (4) (9) Hotel (15%) (87) (3) (2) (5) (3) (3) (6) (3) (3) (6) (88) (5) (3) (8)Restaurant (15%) (44) 0 0 0 (2) 0 (2) (3) (1) (4) (47) (2) 0 (2) Subtotal (243) (5) (7) (12) (7) (9) (16) (11) (7) (18) (247) (12) (7) (19) Internal Capture [9], [10]
Apartments (10%) (64) -- -- -- (1) (4) (5) (3) (2) (5) (64) (3) (2) (5) Hotel (10%) (50) -- -- -- (2) (2) (4) (2) (2) (4) (50) (3) (2) (5)Restaurant (10%) (25) -- -- -- (1) 0 (1) (2) (1) (3) (27) (1) 0 (1) Subtotal (139) -- -- -- (4) (6) (10) (7) (5) (12) (141) (7) (4) (11) NET INCREASE DRIVEWAY TRIPS 1,243 31 39 70 35 48 83 52 41 93 1,265 58 40 98 [1] Source: ITE Trip Generation Manual, 11th Edition, 2021.[2] Trips are one-way traffic movements, entering or leaving.[3] Midday Peak rates from Peak Hour Generator.[4] ITE Land Use Code 222 (Multifamily Housing [High-Rise]) trip generation average rates. - Weekday Daily Trip Rate: 4.54 trips/dwelling unit; 50% inbound/50% outbound - AM Peak Hour Trip Rate: 0.27 trips/dwelling unit; 34% inbound/66% outbound - Midday Peak Hour Trip Rate: 0.33 trips/dwelling unit; 22% inbound/78% outbound - PM Peak Hour Trip Rate: 0.32 trips/dwelling unit; 56% inbound/44% outbound - Saturday Daily Trip Rate: 4.54 trips/dwelling unit; 50% inbound/50% outbound - Saturday Peak Hour Trip Rate: 0.36 trips/dwelling unit; 57% inbound/43% outbound [5] ITE Land Use Code 310 (Hotel) trip generation average rates. - Weekday Daily Trip Rate: 7.99 trips/room; 50% inbound/50% outbound - AM Peak Hour Trip Rate: 0.46 trips/room; 56% inbound/44% outbound - Midday Peak Hour Trip Rate: 0.53 trips/room; 53% inbound/47% outbound - PM Peak Hour Trip Rate: 0.59 trips/room; 51% inbound/49% outbound - Saturday Daily Trip Rate: 8.07 trips/room; 50% inbound/50% outbound - Saturday Peak Hour Rate: 0.72 trips/room; 56% inbound/44% outbound [6] ITE Land Use Code 931 (Fine Dining Restaurant) trip generation average rates. - Weekday Daily Trip Rate: 83.84 trips/1,000 SF of floor area; 50% inbound/50% outbound- AM Peak Hour Trip Rate: 0.73 trips/1,000 SF of floor area; assume 80% inbound/20% outbound - Midday Peak Hour Trip Rate: 4.47 trips/1,000 SF of floor area; 80% inbound/20% outbound- PM Peak Hour Trip Rate: 7.80 trips/1,000 SF of floor area; 67% inbound/33% outbound- Saturday Daily Trip Rate: 90.04 trips/1,000 SF of floor area; 50% inbound/50% outbound [7] ITE does not provide a Saturday Midday Peak Hour Trip Rate. Weekday Midday Peak Hour Trip Rate for Saturday Midday conditions. [8] The transit reduction is based on the Project Site being located within a Transit Priority Area ("TPA"). The Project Site is located within one-quarter mile of a Metro Rapid Bus Furthermore, the Project Site is located within one-half mile of the future Wilshire / Rodeo station, which will be served by the Metro D Line (Purple). The Metro D Line (Purple)extention project is expected to open in 2025, two years prior to the opening of the Project. [9] The internal capture reduction for the residential, hotel, and restaurant uses within the Project Site is based on the synergy between the land uses provided within the Project Site.

Table 8-1
PROJECT TRIP GENERATION [1]

SATURDAY

MIDDAY PEAK HOUR

WEEKDAY
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 Ingress/egress availability at the Project Site assuming the site access and circulation scheme described in Section 3.0;
 The location of existing and proposed parking areas; and  Nearby population and employment centers as well as adjacent residential neighborhoods.

The general, directional traffic distribution patterns for the proposed Project are presented in Figure 8–1. The forecast net new Project traffic volumes during the weekday AM, MD, and PM peak hours, and the SAT peak hour at the study intersections are presented in Figures 8–2, 8–3, 8–4, and 8–5, respectively. The traffic volume assignments presented in Figures 8–2, 8–3, 8–4, and 8–5 reflect the traffic distribution characteristics shown in Figure 8–1, and the Project traffic generation forecast presented in Table 8–1.
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9.0 TRAFFIC OPERATIONS ANALYSIS METHODOLOGY
Operations at the five study intersections were evaluated using the HCM 6th Edition method of analysis based on the criteria set forth in the City’s Local TAG. Specifically, the HCM 6th Edition methodology estimates the average control delay for each of the subject movements and determines the LOS for each constrained movement. The overall intersection average control delay is subsequently assigned a LOS value to describe intersection operations. Intersection analyses were prepared utilizing the Synchro 11 software package, which implements the HCM 6th Edition operational methods. A Synchro network was created based on existing conditions field review at the study intersections. In addition, specifics such as traffic volume data, lane configurations, available vehicle storage lengths, crosswalk locations, posted speed limits, etc., were coded to complete the roadway network.

The Levels of Service under the HCM 6th Edition methodologies for signalized intersections vary from LOS A (free flow) to LOS F (jammed condition). A description of the HCM 6th Edition method and corresponding LOS are provided in Appendix B.

9.1 Intersection Operations Criteria
The relative effects of the added Project traffic volumes to be generated by the proposed Project during the weekday AM, MD, and PM peak hours, and the SAT peak hour were evaluated based on analysis of future operating conditions at the study intersections, without and with the proposed Project. The previously discussed capacity analysis procedures were utilized to evaluate the future delay relationships and service level characteristics at each study intersection.

The potential effects of Project-generated traffic were evaluated using the traffic operations criteria set forth in the City’s Local TAG. According to the City’s Local TAG, the operations criteria are exceeded if the Project-related increase in delay is equal to or exceeds the thresholds presented in Table 9–1.

Table 9-1

CITY OF BEVERLY HILLS

SIGNALIZED INTERSECTION OPERATIONS CRITERIA
Final Delay Level of Service Project Related Increase in Delay > 35.0 – 55.0 seconds D equal to or greater than 10 seconds > 55.0 seconds E or F equal to or greater than 5 seconds As required by the City, measures may be required whenever traffic generated by the proposed development causes an increase of the analyzed intersection delay by an amount equal to or greater than the values shown above.
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9.2 Traffic Operations Analysis Scenarios
LOS calculations have been prepared for the following scenarios for the study intersections:
(a) Existing (2023) conditions.
(b) Condition (a) with completion and occupancy of the Project. (c) Condition (b) with implementation of Project improvement measures where necessary.
(d) Condition (a) plus one percent (1.0%) annual ambient traffic growth through year 2027 and with completion and occupancy of the related projects (i.e., Future Cumulative Baseline).
(e) Condition (d) with completion and occupancy of the Project. (f) Condition (e) with implementation of Project improvement measures where necessary.

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10.0 TRAFFIC ANALYSIS
The traffic analysis prepared for the study intersections using the HCM 6th Edition methodology and application of the City’s traffic operations criteria is summarized in Table 10–1. The Synchro 11 data worksheets for the analyzed intersections are contained in Appendix B.

10.1 Existing Conditions

10.1.1 Existing Conditions
As indicated in column [1] of Table 10–1, the five study intersections are presently operating at LOS D or better during the weekday AM, MD, and PM peak hours, as well as the SAT peak hour under Existing conditions. The existing traffic volumes at the study intersections during the four analyzed peak hours are displayed in Figures 6–1, 6–2, 6–3, and 6–4.

10.1.2 Existing with Project Conditions
As shown in column [2] of Table 10–1, application of the City’s threshold criteria to the Existing with Project scenario indicates that the Project is not expected to exceed the operations criteria at any of the five study intersections. Therefore, no transportation improvement measures are required or recommended with respect to these intersections under Existing with Project conditions. The Existing with Project traffic volumes at the study intersections during the weekday AM, MD, and PM peak hours, as well as the SAT peak hour are illustrated in Figures 10–1, 10–2, 10–3, and 10–4, respectively.

10.2 Future Conditions

10.2.1 Future Cumulative Baseline Conditions
The Future Cumulative Baseline conditions were forecast based on the addition of traffic generated by the completion and occupancy of the related projects, as well as the growth in traffic due to the combined effects of continuing development, intensification of existing developments and other factors (i.e., ambient growth). The delay values at the study intersections are incrementally increased with the addition of ambient traffic and traffic generated by the related projects listed in Table 7–1.

As presented in column [3] of Table 10–1, the five study intersections are expected to operate at LOS D or better during the weekday AM, MD, and PM peak hours, as well as the SAT peak hour with the addition of growth in ambient traffic and related project traffic under Future cumulative baseline conditions. The Future Cumulative Baseline (existing, ambient growth and related projects) traffic volumes at the study intersections during the weekday AM, MD, and PM peak hours, as well as the SAT peak hour are illustrated in Figures 10–5, 10–6, 10–7, and 10–8, respectively.

10.2.2 Future Cumulative with Project Conditions
The Future Cumulative with Project conditions were forecast based on the addition of traffic generated by the Project plus completion and occupancy of related projects. As shown in column [4] of Table 10–1, application of the City’s threshold criteria to the Future Cumulative -43-
Table 10-1

SUMMARY OF DELAY VALUES
AND LEVELS OF SERVICE [A]
25-Jul-23
[1] [2] [3] [4]
YEAR 2023 CHANGE YEAR 2027 YEAR 2027 CHANGE
YEAR 2023 EXISTING IN CRITERIA FUTURE CUMULATIVE FUTURE CUMULATIVE IN CRITERIA

PEAK EXISTING WITH PROJECT DELAY EXCEEDED BASELINE WITH PROJECT DELAY EXCEEDED NO. INTERSECTION HOUR DELAY [B] LOS [C] DELAY [B] LOS [C] [(2)-(1)] [D] DELAY [B] LOS [C] DELAY [B] LOS [C] [(4)-(3)] [D] 1 N. Santa Monica Boulevard / AM 35.1 D 35.2 D 0.1 NO 36.3 D 36.5 D 0.2 NO Wilshire Boulevard MD 33.7 C 33.8 C 0.1 NO 35.6 D 35.9 D 0.3 NO PM 35.4 D 35.6 D 0.2 NO 39.3 D 39.5 D 0.2 NO
SAT 34.2 C 34.3 C 0.1 NO 37.2 D 37.4 D 0.2 NO
2 S. Santa Monica Boulevard / AM 19.6 B 19.7 B 0.1 NO 20.6 C 20.7 C 0.1 NO Wilshire Boulevard MD 21.6 C 21.8 C 0.2 NO 25.1 C 25.4 C 0.3 NO PM 21.5 C 21.8 C 0.3 NO 25.5 C 26.2 C 0.7 NO
SAT 18.9 B 19.0 B 0.1 NO 20.0 B 20.2 C 0.2 NO
3 S. Santa Monica Boulevard / AM 5.5 A 5.6 A 0.1 NO 6.2 A 6.4 A 0.2 NO Charleville Boulevard MD 6.9 A 7.0 A 0.1 NO 8.2 A 8.4 A 0.2 NO PM 5.7 A 5.9 A 0.2 NO 8.4 A 8.6 A 0.2 NO
SAT 5.9 A 6.1 A 0.2 NO 8.4 A 8.6 A 0.2 NO
4 Linden Drive / AM 32.9 C 32.7 C -0.2 NO 30.3 C 30.2 C -0.1 NO Wilshire Boulevard MD 33.3 C 33.7 C 0.4 NO 28.0 C 28.4 C 0.4 NO PM 26.8 C 26.8 C 0.0 NO 24.3 C 24.4 C 0.1 NO
SAT 38.0 D 38.2 D 0.2 NO 36.6 D 36.7 D 0.1 NO
5 Roxbury Drive - Brighton Way / AM 22.0 C 22.0 C 0.0 NO 22.4 C 22.4 C 0.0 NO Wilshire Boulevard MD 23.9 C 23.9 C 0.0 NO 24.5 C 24.6 C 0.1 NO PM 23.5 C 23.5 C 0.0 NO 24.2 C 24.2 C 0.0 NO
SAT 22.1 C 22.0 C -0.1 NO 22.5 C 22.5 C 0.0 NO
[A] Pursuant to the City of Beverly Hills Local Transportation Assessment Guidelines, October 2019, the Highway Capacity Manual ("HCM") methodology for signalized intersections was utilized to calculate delay values and levels of service. [B] Control delay reported in seconds per vehicle.[C] Signalized Intersection Levels of Service were based on the following criteria:

Control Delay (s/veh) LOS
<= 10 A
> 10-20 B> 20-35 C> 35-55 D> 55-80 E
> 80 F
[D] According to the City of Beverly Hills, intersection operations shall be evaluated based on the following criteria:

Level of Service Average Total Delay (s/veh) Project-Related Increase in Delay (s/veh) D > 35.0 - 55.0 equal to or greater than 10 seconds
E or F > 55.0 equal to or greater than 5 seconds

WEEKDAY AM, MIDDAY, AND PM / SATURDAY MIDDAY PEAK HOURS LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-23-4565-1 129 Linden
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with Project scenario indicates that the proposed Project is not expected to exceed the operations criteria at any of the five study intersections. Therefore, no transportation improvement measures are required or recommended with respect to these intersections under the Future Cumulative with Project conditions. The Future Cumulative with Project (existing, ambient growth, related projects, and Project) traffic volumes at the study intersections during the weekday AM, MD, and PM peak hours, as well as the SAT peak hour are illustrated in Figures 10–9, 10–10, 10–11, and 10–12, respectively.

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11.0 RESIDENTIAL STREET SEGMENT ANALYSIS
A residential street segment analysis was prepared to evaluate Project-related traffic using local streets to access the Project Site. The following residential street segments located near the Project Site have been analyzed:
 Spalding Drive north of Charleville Boulevard.
 Linden Drive north of Charleville Boulevard.

The potential effects of Project-generated traffic on the study street segments were identified using criteria set forth in the City’s Local TAG. According to the City’s Local TAG, the operations criteria on a residential street is exceeded if the increase in Project Average Daily Traffic (“ADT”) or peak hour volumes as presented in Table 11–1.

Table 11-1

CITY OF BEVERLY HILLS

LOCAL RESIDENTIAL STREET SEGMENT OPERATIONS CRITERIA
Projected Average Daily Traffic with Project
(Final ADT)
Project Related Increase in
Final ADT or Peak Hour
0 to 2,000 16 percent or more
2,001 to 4,000 12 percent or more
4,001 to 6,750 8 percent or more
6,751 or more 6.25 percent or more
Automatic 24-hour machine traffic counts were conducted on Wednesday, June 21, 2023, and Saturday, June 24, 2023, for the analyzed street segments. Copies of the 24-hour machine counts are contained in Appendix A.

The forecast traffic conditions at the analyzed street segments over a 24-hour period for Existing, Existing with Project, Future Cumulative Baseline, and Future Cumulative with Project scenarios are summarized for daily and peak hour conditions in Tables 11–2 and 11–3, respectively. As presented in Column [1] of Table 11–2, the actual 24-hour count data was utilized to evaluate existing weekday and Saturday conditions on the segment. As presented in Column [1] of Table 11–3, the actual weekday AM, MD, and PM peak hours, as well as the SAT peak hour count data were utilized to evaluate existing peak hour conditions on the segments.10 Additionally, as shown in Column [1] of Tables 11–2 and 11–3, a 1.0% annual ambient growth rate through the year 2023 was conservatively added to the Existing ADT and peak hour volume in order to estimate the Future Cumulative Baseline traffic volumes. 10 Peak hour traffic volumes on the segment of Spalding Drive, north of Charleville Boulevard, were obtained from the ADT counts, which are provided in Appendix A.
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Table 11-2

RESIDENTIAL STREET SEGMENT ANALYSIS SUMMARY

WEEKDAY AND SATURDAY AVERAGE DAILY TRAFFIC
25-Jul-23
[1] [2] [3]

PROPOSED DAILY PROJECTED ADT
24-HOUR PROJECT PROJECT WITH PROJECT ADT %
24-HOUR VOLUME DISTRIBUTION [b] BUILD-OUT (FINAL ADT) INCREASE EXCEEDS NO. STREET SEGMENT SCENARIO [a] PERIOD W/O PROJECT IN OUT TRIP ENDS [c] [(1)+(3)] WITH PROJECT CRITERIA [d] Existing 2023 Weekday 3,228 30.0% 0.0% 187 3,415 5.8% NO 1 Spalding Drive Saturday 1,876 30.0% 0.0% 190 2,066 10.1% NO north of Charleville Boulevard
(southwest of Project Site)
Future 2027 Weekday 3,357 30.0% 0.0% 187 3,544 5.6% NO
Saturday 1,951 30.0% 0.0% 190 2,141 9.7% NO
Existing 2023 Weekday 3,669 0.0% 30.0% 186 3,855 5.1% NO 2 Linden Drive Saturday 2,210 0.0% 30.0% 190 2,400 8.6% NO north of Charleville Boulevard
(southeast of Project Site)
Future 2027 Weekday 3,816 0.0% 30.0% 186 4,002 4.9% NO
Saturday 2,298 0.0% 30.0% 190 2,488 8.3% NO
[a] Future 2027 traffic volumes estimated by applying a 1.0% annual growth factor to Existing 2023 traffic volumes. [b] See Figure 8-1 (Project Trip Distribution) for the forecast assignment of Project trips to Spalding Drive and Linden Drive, north of Charleville Boulevard. [c] Forecast weekday daily trips (622 inbound trips, 621 outbound trips) and Saturday daily trips (633 inbound trips, 632 outbound trips) per Table 8-1 (Project Trip Generation) applied to forecast assignment of trips on street segment in Column [3]. [d] According to City of Beverly Hills Local Transportation Assessment Guidelines, October 2019, operations on a local residential street shall be based on the following criteria:

RESIDENTIAL STREET SEGMENT ANALYSIS SUMMARY

WEEKDAY MIDDAY AND PM / SATURDAY MIDDAY PEAK HOURS
31-Jul-23
[1] [2] [3]

PROJECTED PEAK PEAK HOUR
PEAK HOUR PROJECT HOUR VOLUME PROJECTED ADT VOLUME %

VOLUME W/O TRAFFIC WITH PROJECT WITH PROJECT INCREASE EXCEEDS NO. STREET SEGMENT SCENARIO PEAK HOUR PROJECT [a], [b] VOLUME [c] [(1)+(2)] (FINAL ADT) [d] WITH PROJECT CRITERIA [e] Existing 2023 AM 227 9 236 3,415 4.0% NO
MD 251 12 263 3,415 4.8% NO
PM 286 15 301 3,415 5.2% NO
1 Spalding Drive SAT 171 18 189 2,066 10.5% NO
north of Charleville Boulevard
(southwest of Project Site)
Future 2027 AM 236 9 245 3,544 3.8% NO
MD 261 12 273 3,544 4.6% NO
PM 298 15 313 3,544 5.0% NO
SAT 178 18 196 2,141 10.1% NO
Existing 2023 AM 244 12 256 3,855 4.9% NO
MD 272 15 287 3,855 5.5% NO
PM 321 12 333 3,855 3.7% NO
2 Linden Drive SAT 184 12 196 2,400 6.5% NO
north of Charleville Boulevard
(southeast of Project Site)
Future 2027 AM 255 12 267 4,002 4.7% NO
MD 282 15 297 4,002 5.3% NO
PM 334 12 346 4,002 3.6% NO
SAT 192 12 204 2,488 6.3% NO
[a] See Figures 6-1, 6-2, 6-3, and 6-4 (Existing Traffic Volumes) and Figures 10-5, 10-6, 10-7, and 10-8 (Future Cumulative Baseline Traffic Volumes) for peak hour trips on Spalding Drive and Linden Drive, north of Charleville Boulevard. [b] Peak hour traffic counts were not collected at the intersection of Spalding Drive and Wilshire Boulevard. Peak hour volumes obtained from ADT counts, contained in Appendix A . Future 2027 traffic volumes estimated by applying a 1.0% annual growth factor to Existing 2023 traffic volumes. [c] See Figures 8-2, 8-3, 8-4, and 8-5 (Net New Project Traffic Volumes) for forecast Project traffic volumes on Spalding Drive and Linden Drive, north of Charleville Boulevard.
[d] See Column [6] on Table 11-2 (Neighborhood Street Segment Analysis Summary - Weekday and Saturday Average Daily Traffic) for Final Weekday and Saturday ADT.
[e] According to City of Beverly Hills Local Transportation Assessment Guidelines , October 2019, operations on a local residential street shall be based on the following criteria:

Projected ADT with Project-Related Increase in
Project (Final ADT) Final ADT or Peak Hour
0 to 2,000 16 percent or more
2,001 to 4,000 12 percent or more4,001 to 6,750 8 percent or more 6,751 or more 6.25 percent or more
[4]
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-23-4565-1 129 Linden
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As presented in Column [6] of Table 11–2, the Project trips would increase ADT traffic volumes on the segment of Spalding Drive, north of Charleville Boulevard, by 5.8% and 10.1% under Existing with Project conditions for a typical weekday and Saturday, respectively. The Project trips would increase ADT traffic volumes on the segment of Linden Drive, north of Charleville Boulevard, by 5.1% and 8.6% under Existing with Project conditions for a typical weekday and Saturday, respectively. Additionally, the Project would increase ADT traffic volumes on the segment of Spalding Drive, north of Charleville Boulevard, by 5.6% and 9.7% under Future Cumulative with Project conditions for a typical weekday and Saturday, respectively. The Project would increase ADT traffic volumes on the segment of Linden Drive, north of Charleville Boulevard, by 4.9% and 8.3% under Future Cumulative with Project conditions for a typical weekday and Saturday, respectively. Based on the criteria set forth in the City’s Local TAG, the Project is not expected to exceed the operations criteria on the study street segments on a typical weekday or Saturday.

As presented in Column [4] of Table 11–3, the Project trips would increase peak hour traffic volumes by 4.0%, 4.8%, 5.2%, and 10.5% for the weekday AM, MD, and PM peak hours, and SAT peak hour, respectively, on the segment of Spalding Drive, north of Charleville Boulevard under Existing with Project conditions. On the segment of Linden Drive, north of Charleville Boulevard, the Project trips would increase peak hour traffic volumes by 4.9%, 5.5%, 3.7%, and

6.5% for the weekday AM, MD, and PM peak hours, and SAT peak hour, respectively, under Existing with Project conditions. Additionally, the Project would increase peak hour traffic volumes by 3.8%, 4.6%, 5.0%, and 10.1% for the weekday AM, MD, and PM peak hours, and SAT peak hour, respectively, on the segment of Spalding Drive, north of Charleville Boulevard, under Future Cumulative with Project conditions. On the segment of Linden Drive, north of Charleville Boulevard, the Project trips would increase peak hour traffic volumes by 4.7%, 5.3%,

3.6%, and 6.3% for the weekday AM, MD, and PM peak hours, and SAT peak hour, respectively, under Future Cumulative with Project conditions. Based on the criteria set forth in the City’s Local TAG, the Project is not expected to exceed the operations criteria on the study street segments during the weekday AM, MD, and PM peak hours, as well as the SAT peak hour. -61-
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12.0 PROJECT TRANSPORTATION DEMAND AND TRIP REDUCTION MEASURES Section 10-7-301 of the BHMC provides the transportation demand management (‘TDM”) and trip reduction measures that the Project is required to implement. Per Section 10-7-301(A), the requirements for the Project related to TDM and trip reduction measures are as follows:

1. Prior to occupancy of any non-residential development, the developer shall designate at least one existing parking space for carpool usage. Such designation shall include signage satisfactory to the Director of Transportation.

2. Prior to the occupancy of a non-residential development that equals or exceeds 15,000 square feet in total area, the developer shall provide the following to the satisfaction of the Director of Transportation:
a. A bulletin board, display case, or kiosk displaying transportation information in a prominent area accessible to employees. Such information shall include, but is not limited to, the following:

1. Current maps, routes, and schedules for public transit routes serving the site;

2. Telephone numbers for referrals on transportation information including numbers for the regional ridesharing agency and local transit operators;

3. Ridesharing promotional material supplied by commuter oriented organizations;

4. Bicycle route and facility information, including regional/local bicycle maps and bicycle safety information;

5. A listing of facilities available for carpoolers, vanpoolers, bicyclists, transit riders, and pedestrians at the site;

6. A notice which provides the following: “The Owner of this building is required to comply with the Transportation Demand Management Program of the City of Beverly Hills. If you have any questions about the requirements of the Program or about enforcement of the Program, please contact the Beverly Hills Department of Transportation at (310) 285-2553.”

3. Prior to the occupancy of a non-residential development that equals or exceeds 25,000 square feet in total area, the developer shall comply with Subsections (A)(1) and A(2) of this Section and shall comply with the following additional requirements to the satisfaction of the Director of Transportation:
a. Not less than 10% of the employee parking shall be signed, striped, and reserved for use by carpool or vanpool vehicles and located as close as is practical to the employee entrance(s) without displacing handicapped and customer parking needs. This -62-
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preferential parking shall be identified on the site plan upon the application for a building permit.
b. A statement that preferential carpool or vanpool spaces for employees are available and a description of the method for obtaining such spaces shall be included on the transportation information board required by Subsection (A)(2) of this Section. c. Preferential parking spaces reserved for vanpools shall be accessible to vanpool vehicles. When located within a parking structure, a minimum vertical interior clearance of seven feet two inches (7’2”) shall be provided for those spaces and accessways to be used by vanpool vehicles. Adequate turning radii and parking space dimensions shall be provided for vanpool parking areas to the satisfaction of the Director of Transportation.
d. Bicycle racks or other secure bicycle parking shall be provided to accommodate four (4) bicycles for the first 50,000 square feet of non-residential development and one bicycle for each 50,000 square feet of non-residential development. If such calculations result in a fraction of 0.5 or higher, the fraction shall be rounded up to the nearest whole number. Secure bicycle parking may consist of a fully enclosed space or a locker only accessible to the owner or operator of the bicycle which protects the bicycle from inclement weather. Specific facilities and their location shall be provided to the satisfaction of the Director of Transportation.

The Director of Transportation may require additional bicycle racks or secure bicycle parking if the Director determines that:

1. The anticipated occupant or occupants of the development are likely to generate a greater than usual demand for bicycle parking for commuters; or

2. Additional bicycle facilities are necessary to mitigate substantial traffic impacts; or

3. The location or design of the development allows for the provision of additional bicycle facilities without imposing a hardship on the developer or property owner.

If the requires additional bicycle facilities pursuant to this Section, then the Director shall promptly provide the developer with written notice of his or her decision. The developer or property owner may appeal the decision of the Director to the City Council within ten (10) days after notice is deposited in the United States mail, postage prepaid. The procedures governing the appeal shall be the procedures set forth in Title 1, Chapter 4 of the BHMC.

4. Prior to the occupancy of a non-residential development that equals or exceeds 40,000 square feet in total area, the developer shall comply with Subsections (A)(1) through A(3) -63-
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of this Section and shall comply with the following additional requirements to the satisfaction of the Director of Transportation:
a. The development shall include sidewalks or other designated pathways following direct and safe routes from the external pedestrian circulation system to each building in the development.
b. If determined necessary by the City to mitigate the impacts of the development project, bus stop improvements shall be provided to the satisfaction of the Director of Transportation. The Director will consult with the local bus service provider in order to determine appropriate improvements.

1. The Director shall notify the developer in writing of any bus stop improvements required pursuant to this Section. The Director’s decision to require bus stop improvements may be appealed by the Developer to the City Council pursuant to Title 1, Chapter 4, Article 1 of the BHMC.

2. When locating bus stops and/or planning building entrances, the developer and the City shall consider that commuters should be afforded entrances that are safe, efficient, and that have direct access to nearby transit stations or stops. c. The development shall include safe and convenient access from the external circulation system to bicycle parking facilities onsite.

The Project will comply with the required TDM and trip reduction measures detailed in Section 10-7-301 of the BHMC.
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13.0 CONCLUSIONS
This TIA has been prepared to evaluate the potential transportation impacts due to the proposed 129 Linden project located at 125-129 S. Linden Drive in the City of Beverly Hills. A VMT assessment has been prepared in accordance with the City’s CEQA transportation thresholds.

Based on the guidance provided in the City’s VMT Guidelines, supplemented by the guidance provided in the OPR Technical Advisory, the VMT impacts of the Project are determined to be less than significant.

Per the City’s Local TAG, a LOS analysis and other analyses deemed appropriate by the City should be prepared in a Local Transportation Assessment to inform decision makers of the overall transportation effects of a project. Accordingly, five study intersections were identified and analyzed to determine changes in operations following construction and occupancy of the Project. Application of the operations criteria from the City indicate that none of the five study intersections would exceed the operations criteria with the addition of the forecast Project traffic.

Accordingly, no transportation improvement measures are required or recommended for the study intersections.

The Project was reviewed for potential conflicts with adopted plans and policies related to active transportation. The Project is located close to the Wilshire Boulevard, N. Santa Monica Boulevard, and S. Santa Monica Boulevard corridors, which provide access and connectivity to pedestrian and transit networks in the direct Project vicinity. These connections will be further enhanced once the PLE is completed through the City. Further, the Project will not conflict with the City’s planned streetscape improvements along Wilshire Boulevard as part of Connect Beverly Hills. While bicycle infrastructure is not currently provided along the Project Site’s Linden Drive frontage, development of the Project would not preclude the City from providing future bicycle infrastructure along Linden Drive, or any other roadway within the vicinity of the Project Site. The Project will provide bicycle parking in accordance with the BHMC.

A residential street segment analysis has been prepared to evaluate Project-related traffic using local streets to access the Project Site. Two residential street segments were identified and analyzed to determine increases in ADT and peak hour traffic volumes following construction and occupancy of the Project. Application of the residential street segment threshold criteria from the City indicate that the analyzed street segments are not expected to exceed the City’s threshold criteria with the addition of the forecast Project traffic.

Finally, a review of the TDM and trip reduction measure requirements per the BHMC has been prepared. The Project will comply with the required TDM and trip reduction measures detailed in Section 10-7-301 of the BHMC.
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APPENDIX A

MANUAL TRAFFIC COUNT DATA
File Name : 02_BVH_SM_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 0 243 140 383 22 126 0 148 0 125 5 130 61 101 4 166 827 07:15 AM 0 259 126 385 30 150 3 183 0 111 7 118 72 93 6 171 857 07:30 AM 0 246 141 387 43 194 4 241 0 140 7 147 105 119 8 232 1007 07:45 AM 0 253 105 358 32 197 2 231 0 140 10 150 113 195 9 317 1056 Total 0 1001 512 1513 127 667 9 803 0 516 29 545 351 508 27 886 3747 08:00 AM 0 269 118 387 44 156 3 203 0 149 13 162 103 172 15 290 1042 08:15 AM 0 253 92 345 32 186 1 219 0 126 22 148 130 204 12 346 1058 08:30 AM 0 274 70 344 47 176 6 229 0 137 29 166 118 185 7 310 1049 08:45 AM 0 276 58 334 60 156 8 224 1 105 20 126 121 265 16 402 1086 Total 0 1072 338 1410 183 674 18 875 1 517 84 602 472 826 50 1348 4235 Grand Total 0 2073 850 2923 310 1341 27 1678 1 1033 113 1147 823 1334 77 2234 7982 Apprch % 0 70.9 29.1 18.5 79.9 1.6 0.1 90.1 9.9 36.8 59.7 3.4 Total % 0 26 10.6 36.6 3.9 16.8 0.3 21 0 12.9 1.4 14.4 10.3 16.7 1 28 Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 269 118 387 44 156 3 203 0 149 13 162 103 172 15 290 1042 08:15 AM 0 253 92 345 32 186 1 219 0 126 22 148 130 204 12 346 1058 08:30 AM 0 274 70 344 47 176 6 229 0 137 29 166 118 185 7 310 1049 08:45 AM 0 276 58 334 60 156 8 224 1 105 20 126 121 265 16 402 1086 Total Volume 0 1072 338 1410 183 674 18 875 1 517 84 602 472 826 50 1348 4235 % App. Total 0 76 24 20.9 77 2.1 0.2 85.9 14 35 61.3 3.7 PHF .000 .971 .716 .911 .763 .906 .563 .955 .250 .867 .724 .907 .908 .779 .781 .838 .975 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 02_BVH_SM_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
Santa Monica Boulevard
Right
338
Thru
1072
Left
0 Out In Total
1007 1410 2417
Right
18 Thru
674
Left
183
Out Total In
910 875 1785
Left
1 Thru
517
Right
84 Out In Total
1305 602 1907
Left
472
Thru
826
Right
50 Total Out In
1013 1348 2361
Peak Hour Begins at 08:00 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
07:15 AM 07:30 AM 07:45 AM 08:00 AM
+0 mins. 0 259 126 385 43 194 4 241 0 140 10 150 103 172 15 290 +15 mins. 0 246 141 387 32 197 2 231 0 149 13 162 130 204 12 346 +30 mins. 0 253 105 358 44 156 3 203 0 126 22 148 118 185 7 310 +45 mins. 0 269 118 387 32 186 1 219 0 137 29 166 121 265 16 402 Total Volume 0 1027 490 1517 151 733 10 894 0 552 74 626 472 826 50 1348 % App. Total 0 67.7 32.3 16.9 82 1.1 0 88.2 11.8 35 61.3 3.7 PHF .000 .954 .869 .980 .858 .930 .625 .927 .000 .926 .638 .943 .908 .779 .781 .838 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 02_BVH_SM_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 0 229 90 319 42 121 13 176 0 125 32 157 100 192 17 309 961 11:15 AM 0 260 72 332 43 125 6 174 0 119 35 154 106 202 13 321 981 11:30 AM 0 249 92 341 33 133 6 172 0 127 19 146 99 205 8 312 971 11:45 AM 0 241 95 336 43 185 4 232 0 115 36 151 120 201 13 334 1053 Total 0 979 349 1328 161 564 29 754 0 486 122 608 425 800 51 1276 3966 12:00 PM 0 228 99 327 36 157 14 207 0 166 26 192 107 197 17 321 1047 12:15 PM 1 224 77 302 36 160 16 212 0 145 16 161 124 195 17 336 1011 12:30 PM 0 249 76 325 42 153 10 205 0 213 26 239 102 183 10 295 1064 12:45 PM 0 244 110 354 39 133 6 178 0 154 29 183 120 213 12 345 1060 Total 1 945 362 1308 153 603 46 802 0 678 97 775 453 788 56 1297 4182 01:00 PM 0 230 101 331 55 167 7 229 0 169 22 191 100 210 14 324 1075 01:15 PM 0 228 87 315 38 143 7 188 0 130 25 155 113 219 10 342 1000 01:30 PM 0 216 98 314 35 165 8 208 0 163 17 180 84 213 11 308 1010 01:45 PM 0 214 85 299 47 151 7 205 0 132 36 168 121 220 11 352 1024 Total 0 888 371 1259 175 626 29 830 0 594 100 694 418 862 46 1326 4109 Grand Total 1 2812 1082 3895 489 1793 104 2386 0 1758 319 2077 1296 2450 153 3899 12257 Apprch % 0 72.2 27.8 20.5 75.1 4.4 0 84.6 15.4 33.2 62.8 3.9 Total % 0 22.9 8.8 31.8 4 14.6 0.8 19.5 0 14.3 2.6 16.9 10.6 20 1.2 31.8 Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:15 PM
12:15 PM 1 224 77 302 36 160 16 212 0 145 16 161 124 195 17 336 1011 12:30 PM 0 249 76 325 42 153 10 205 0 213 26 239 102 183 10 295 1064 12:45 PM 0 244 110 354 39 133 6 178 0 154 29 183 120 213 12 345 1060 01:00 PM 0 230 101 331 55 167 7 229 0 169 22 191 100 210 14 324 1075 Total Volume 1 947 364 1312 172 613 39 824 0 681 93 774 446 801 53 1300 4210 % App. Total 0.1 72.2 27.7 20.9 74.4 4.7 0 88 12 34.3 61.6 4.1 PHF .250 .951 .827 .927 .782 .918 .609 .900 .000 .799 .802 .810 .899 .940 .779 .942 .979 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 02_BVH_SM_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
Santa Monica Boulevard
Right
364
Thru
947
Left
1 Out In Total
1166 1312 2478
Right
39 Thru
613
Left
172
Out Total In
895 824 1719
Left
0 Thru
681
Right
93 Out In Total
1172 774 1946
Left
446
Thru
801
Right
53 Total Out In
977 1300 2277
Peak Hour Begins at 12:15 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
11:15 AM 11:45 AM 12:00 PM 01:00 PM
+0 mins. 0 260 72 332 43 185 4 232 0 166 26 192 100 210 14 324 +15 mins. 0 249 92 341 36 157 14 207 0 145 16 161 113 219 10 342 +30 mins. 0 241 95 336 36 160 16 212 0 213 26 239 84 213 11 308 +45 mins. 0 228 99 327 42 153 10 205 0 154 29 183 121 220 11 352 Total Volume 0 978 358 1336 157 655 44 856 0 678 97 775 418 862 46 1326 % App. Total 0 73.2 26.8 18.3 76.5 5.1 0 87.5 12.5 31.5 65 3.5 PHF .000 .940 .904 .979 .913 .885 .688 .922 .000 .796 .836 .811 .864 .980 .821 .942 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 02_BVH_SM_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 223 106 329 36 208 8 252 0 169 9 178 117 228 6 351 1110 04:15 PM 0 219 107 326 25 209 7 241 0 179 12 191 111 230 11 352 1110 04:30 PM 0 224 117 341 23 212 4 239 0 176 24 200 98 216 6 320 1100 04:45 PM 0 220 109 329 21 213 20 254 0 213 10 223 116 265 11 392 1198 Total 0 886 439 1325 105 842 39 986 0 737 55 792 442 939 34 1415 4518 05:00 PM 0 245 112 357 32 235 12 279 0 220 14 234 119 217 9 345 1215 05:15 PM 0 254 146 400 38 259 7 304 0 169 16 185 114 260 2 376 1265 05:30 PM 0 220 136 356 22 207 9 238 1 153 34 188 113 240 6 359 1141 05:45 PM 0 221 129 350 28 261 3 292 0 185 18 203 108 242 3 353 1198 Total 0 940 523 1463 120 962 31 1113 1 727 82 810 454 959 20 1433 4819 Grand Total 0 1826 962 2788 225 1804 70 2099 1 1464 137 1602 896 1898 54 2848 9337 Apprch % 0 65.5 34.5 10.7 85.9 3.3 0.1 91.4 8.6 31.5 66.6 1.9 Total % 0 19.6 10.3 29.9 2.4 19.3 0.7 22.5 0 15.7 1.5 17.2 9.6 20.3 0.6 30.5 Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0 220 109 329 21 213 20 254 0 213 10 223 116 265 11 392 1198 05:00 PM 0 245 112 357 32 235 12 279 0 220 14 234 119 217 9 345 1215 05:15 PM 0 254 146 400 38 259 7 304 0 169 16 185 114 260 2 376 1265 05:30 PM 0 220 136 356 22 207 9 238 1 153 34 188 113 240 6 359 1141 Total Volume 0 939 503 1442 113 914 48 1075 1 755 74 830 462 982 28 1472 4819 % App. Total 0 65.1 34.9 10.5 85 4.5 0.1 91 8.9 31.4 66.7 1.9 PHF .000 .924 .861 .901 .743 .882 .600 .884 .250 .858 .544 .887 .971 .926 .636 .939 .952 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 02_BVH_SM_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
Santa Monica Boulevard
Right
503
Thru
939
Left
0 Out In Total
1265 1442 2707
Right
48 Thru
914
Left
113
Out Total In
1056 1075 2131
Left
1 Thru
755
Right
74 Out In Total
1080 830 1910
Left
462
Thru
982
Right
28 Total Out In
1418 1472 2890
Peak Hour Begins at 04:45 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
05:00 PM 05:00 PM 04:15 PM 04:45 PM
+0 mins. 0 245 112 357 32 235 12 279 0 179 12 191 116 265 11 392 +15 mins. 0 254 146 400 38 259 7 304 0 176 24 200 119 217 9 345 +30 mins. 0 220 136 356 22 207 9 238 0 213 10 223 114 260 2 376 +45 mins. 0 221 129 350 28 261 3 292 0 220 14 234 113 240 6 359 Total Volume 0 940 523 1463 120 962 31 1113 0 788 60 848 462 982 28 1472 % App. Total 0 64.3 35.7 10.8 86.4 2.8 0 92.9 7.1 31.4 66.7 1.9 PHF .000 .925 .896 .914 .789 .921 .646 .915 .000 .895 .625 .906 .971 .926 .636 .939 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 02_BVH_SM_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 1
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 0 208 90 298 25 115 4 144 0 157 14 171 124 145 6 275 888 11:15 AM 0 211 103 314 21 115 10 146 0 166 19 185 121 135 4 260 905 11:30 AM 0 218 130 348 42 137 11 190 0 177 10 187 108 143 14 265 990 11:45 AM 0 210 110 320 28 143 8 179 0 196 16 212 137 188 5 330 1041 Total 0 847 433 1280 116 510 33 659 0 696 59 755 490 611 29 1130 3824 12:00 PM 0 202 123 325 28 143 8 179 0 146 13 159 105 185 9 299 962 12:15 PM 0 230 124 354 40 154 5 199 0 158 20 178 136 201 12 349 1080 12:30 PM 0 232 139 371 28 149 6 183 0 189 9 198 139 170 5 314 1066 12:45 PM 0 246 99 345 31 143 14 188 0 193 20 213 133 188 10 331 1077 Total 0 910 485 1395 127 589 33 749 0 686 62 748 513 744 36 1293 4185 01:00 PM 0 238 113 351 37 181 12 230 0 159 14 173 117 147 13 277 1031 01:15 PM 0 219 123 342 25 194 10 229 0 159 15 174 121 174 10 305 1050 01:30 PM 0 233 103 336 33 143 5 181 0 184 10 194 128 165 6 299 1010 01:45 PM 0 234 98 332 32 159 4 195 0 167 10 177 143 171 9 323 1027 Total 0 924 437 1361 127 677 31 835 0 669 49 718 509 657 38 1204 4118 Grand Total 0 2681 1355 4036 370 1776 97 2243 0 2051 170 2221 1512 2012 103 3627 12127 Apprch % 0 66.4 33.6 16.5 79.2 4.3 0 92.3 7.7 41.7 55.5 2.8 Total % 0 22.1 11.2 33.3 3.1 14.6 0.8 18.5 0 16.9 1.4 18.3 12.5 16.6 0.8 29.9 Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:15 PM
12:15 PM 0 230 124 354 40 154 5 199 0 158 20 178 136 201 12 349 1080 12:30 PM 0 232 139 371 28 149 6 183 0 189 9 198 139 170 5 314 1066 12:45 PM 0 246 99 345 31 143 14 188 0 193 20 213 133 188 10 331 1077 01:00 PM 0 238 113 351 37 181 12 230 0 159 14 173 117 147 13 277 1031 Total Volume 0 946 475 1421 136 627 37 800 0 699 63 762 525 706 40 1271 4254 % App. Total 0 66.6 33.4 17 78.4 4.6 0 91.7 8.3 41.3 55.5 3.1 PHF .000 .961 .854 .958 .850 .866 .661 .870 .000 .905 .788 .894 .944 .878 .769 .910 .985 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 02_BVH_SM_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 2
City of Beverly Hills
N/S: Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
Santa Monica Boulevard
Right
475
Thru
946
Left
0 Out In Total
1261 1421 2682
Right
37 Thru
627
Left
136
Out Total In
769 800 1569
Left
0 Thru
699
Right
63 Out In Total
1122 762 1884
Left
525
Thru
706
Right
40 Total Out In
1102 1271 2373
Peak Hour Begins at 12:15 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
12:15 PM 01:00 PM 12:15 PM 12:00 PM
+0 mins. 0 230 124 354 37 181 12 230 0 158 20 178 105 185 9 299 +15 mins. 0 232 139 371 25 194 10 229 0 189 9 198 136 201 12 349 +30 mins. 0 246 99 345 33 143 5 181 0 193 20 213 139 170 5 314 +45 mins. 0 238 113 351 32 159 4 195 0 159 14 173 133 188 10 331 Total Volume 0 946 475 1421 127 677 31 835 0 699 63 762 513 744 36 1293 % App. Total 0 66.6 33.4 15.2 81.1 3.7 0 91.7 8.3 39.7 57.5 2.8 PHF .000 .961 .854 .958 .858 .872 .646 .908 .000 .905 .788 .894 .923 .925 .750 .926 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 8 42 49 99 3 93 2 98 6 37 19 62 15 84 3 102 361 07:15 AM 7 45 77 129 9 104 3 116 2 49 20 71 17 65 11 93 409 07:30 AM 9 64 74 147 16 154 4 174 9 55 15 79 32 87 5 124 524 07:45 AM 7 66 107 180 13 118 6 137 1 61 23 85 48 136 14 198 600 Total 31 217 307 555 41 469 15 525 18 202 77 297 112 372 33 517 1894 08:00 AM 8 72 93 173 12 107 13 132 9 57 37 103 47 118 20 185 593 08:15 AM 11 78 87 176 12 118 9 139 8 72 38 118 50 171 14 235 668 08:30 AM 12 98 79 189 20 141 15 176 9 123 36 168 62 147 7 216 749 08:45 AM 19 108 106 233 25 104 15 144 7 119 24 150 72 203 10 285 812 Total 50 356 365 771 69 470 52 591 33 371 135 539 231 639 51 921 2822 Grand Total 81 573 672 1326 110 939 67 1116 51 573 212 836 343 1011 84 1438 4716 Apprch % 6.1 43.2 50.7 9.9 84.1 6 6.1 68.5 25.4 23.9 70.3 5.8 Total % 1.7 12.2 14.2 28.1 2.3 19.9 1.4 23.7 1.1 12.2 4.5 17.7 7.3 21.4 1.8 30.5 S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 8 72 93 173 12 107 13 132 9 57 37 103 47 118 20 185 593 08:15 AM 11 78 87 176 12 118 9 139 8 72 38 118 50 171 14 235 668 08:30 AM 12 98 79 189 20 141 15 176 9 123 36 168 62 147 7 216 749 08:45 AM 19 108 106 233 25 104 15 144 7 119 24 150 72 203 10 285 812 Total Volume 50 356 365 771 69 470 52 591 33 371 135 539 231 639 51 921 2822 % App. Total 6.5 46.2 47.3 11.7 79.5 8.8 6.1 68.8 25 25.1 69.4 5.5 PHF .658 .824 .861 .827 .690 .833 .867 .839 .917 .754 .888 .802 .802 .787 .638 .808 .869 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
S Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
S Santa Monica Boulevard
Right
365
Thru
356
Left
50 Out In Total
654 771 1425
Right
52 Thru
470
Left
69 Out Total In
824 591 1415
Left
33 Thru
371
Right
135
Out In Total
476 539 1015
Left
231
Thru
639
Right
51 Total Out In
868 921 1789
Peak Hour Begins at 08:00 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
08:00 AM 08:00 AM 08:00 AM 08:00 AM
+0 mins. 8 72 93 173 12 107 13 132 9 57 37 103 47 118 20 185 +15 mins. 11 78 87 176 12 118 9 139 8 72 38 118 50 171 14 235 +30 mins. 12 98 79 189 20 141 15 176 9 123 36 168 62 147 7 216 +45 mins. 19 108 106 233 25 104 15 144 7 119 24 150 72 203 10 285 Total Volume 50 356 365 771 69 470 52 591 33 371 135 539 231 639 51 921 % App. Total 6.5 46.2 47.3 11.7 79.5 8.8 6.1 68.8 25 25.1 69.4 5.5 PHF .658 .824 .861 .827 .690 .833 .867 .839 .917 .754 .888 .802 .802 .787 .638 .808 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 16 73 61 150 22 103 12 137 13 117 28 158 61 152 12 225 670 11:15 AM 7 52 65 124 32 101 19 152 8 126 44 178 62 163 11 236 690 11:30 AM 15 78 62 155 29 98 16 143 15 113 47 175 56 152 17 225 698 11:45 AM 27 75 68 170 30 147 16 193 8 121 56 185 57 179 12 248 796 Total 65 278 256 599 113 449 63 625 44 477 175 696 236 646 52 934 2854 12:00 PM 16 71 59 146 29 128 15 172 18 126 43 187 59 140 9 208 713 12:15 PM 11 66 60 137 22 137 19 178 8 106 64 178 80 131 7 218 711 12:30 PM 16 78 63 157 28 139 11 178 11 91 38 140 55 152 6 213 688 12:45 PM 18 46 70 134 23 98 19 140 19 119 56 194 68 171 8 247 715 Total 61 261 252 574 102 502 64 668 56 442 201 699 262 594 30 886 2827 01:00 PM 10 64 67 141 29 143 20 192 13 145 49 207 71 146 12 229 769 01:15 PM 16 64 54 134 42 121 19 182 10 133 37 180 57 167 20 244 740 01:30 PM 11 51 51 113 24 146 18 188 13 110 34 157 71 149 4 224 682 01:45 PM 10 80 46 136 29 146 16 191 10 116 49 175 92 162 11 265 767 Total 47 259 218 524 124 556 73 753 46 504 169 719 291 624 47 962 2958 Grand Total 173 798 726 1697 339 1507 200 2046 146 1423 545 2114 789 1864 129 2782 8639 Apprch % 10.2 47 42.8 16.6 73.7 9.8 6.9 67.3 25.8 28.4 67 4.6 Total % 2 9.2 8.4 19.6 3.9 17.4 2.3 23.7 1.7 16.5 6.3 24.5 9.1 21.6 1.5 32.2 S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 10 64 67 141 29 143 20 192 13 145 49 207 71 146 12 229 769 01:15 PM 16 64 54 134 42 121 19 182 10 133 37 180 57 167 20 244 740 01:30 PM 11 51 51 113 24 146 18 188 13 110 34 157 71 149 4 224 682 01:45 PM 10 80 46 136 29 146 16 191 10 116 49 175 92 162 11 265 767 Total Volume 47 259 218 524 124 556 73 753 46 504 169 719 291 624 47 962 2958 % App. Total 9 49.4 41.6 16.5 73.8 9.7 6.4 70.1 23.5 30.2 64.9 4.9 PHF .734 .809 .813 .929 .738 .952 .913 .980 .885 .869 .862 .868 .791 .934 .588 .908 .962 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
S Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
S Santa Monica Boulevard
Right
218
Thru
259
Left
47 Out In Total
868 524 1392
Right
73 Thru
556
Left
124
Out Total In
840 753 1593
Left
46 Thru
504
Right
169
Out In Total
430 719 1149
Left
291
Thru
624
Right
47 Total Out In
820 962 1782
Peak Hour Begins at 01:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
11:45 AM 01:00 PM 12:45 PM 01:00 PM
+0 mins. 27 75 68 170 29 143 20 192 19 119 56 194 71 146 12 229 +15 mins. 16 71 59 146 42 121 19 182 13 145 49 207 57 167 20 244 +30 mins. 11 66 60 137 24 146 18 188 10 133 37 180 71 149 4 224 +45 mins. 16 78 63 157 29 146 16 191 13 110 34 157 92 162 11 265 Total Volume 70 290 250 610 124 556 73 753 55 507 176 738 291 624 47 962 % App. Total 11.5 47.5 41 16.5 73.8 9.7 7.5 68.7 23.8 30.2 64.9 4.9 PHF .648 .929 .919 .897 .738 .952 .913 .980 .724 .874 .786 .891 .791 .934 .588 .908 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 10 73 65 148 25 161 12 198 17 144 37 198 71 153 9 233 777 04:15 PM 9 59 67 135 24 153 8 185 16 145 47 208 75 158 7 240 768 04:30 PM 11 55 56 122 25 160 11 196 18 189 56 263 67 169 4 240 821 04:45 PM 17 72 74 163 25 163 6 194 23 128 44 195 58 208 4 270 822 Total 47 259 262 568 99 637 37 773 74 606 184 864 271 688 24 983 3188 05:00 PM 12 62 65 139 37 199 12 248 24 147 47 218 53 170 5 228 833 05:15 PM 11 60 85 156 27 187 11 225 11 182 51 244 55 215 3 273 898 05:30 PM 17 61 63 141 18 153 12 183 35 195 52 282 71 197 6 274 880 05:45 PM 15 55 74 144 26 188 10 224 25 183 43 251 60 196 4 260 879 Total 55 238 287 580 108 727 45 880 95 707 193 995 239 778 18 1035 3490 Grand Total 102 497 549 1148 207 1364 82 1653 169 1313 377 1859 510 1466 42 2018 6678 Apprch % 8.9 43.3 47.8 12.5 82.5 5 9.1 70.6 20.3 25.3 72.6 2.1 Total % 1.5 7.4 8.2 17.2 3.1 20.4 1.2 24.8 2.5 19.7 5.6 27.8 7.6 22 0.6 30.2 S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 12 62 65 139 37 199 12 248 24 147 47 218 53 170 5 228 833 05:15 PM 11 60 85 156 27 187 11 225 11 182 51 244 55 215 3 273 898 05:30 PM 17 61 63 141 18 153 12 183 35 195 52 282 71 197 6 274 880 05:45 PM 15 55 74 144 26 188 10 224 25 183 43 251 60 196 4 260 879 Total Volume 55 238 287 580 108 727 45 880 95 707 193 995 239 778 18 1035 3490 % App. Total 9.5 41 49.5 12.3 82.6 5.1 9.5 71.1 19.4 23.1 75.2 1.7 PHF .809 .960 .844 .929 .730 .913 .938 .887 .679 .906 .928 .882 .842 .905 .750 .944 .972 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
S Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
S Santa Monica Boulevard
Right
287
Thru
238
Left
55 Out In Total
991 580 1571
Right
45 Thru
727
Left
108
Out Total In
1026 880 1906
Left
95 Thru
707
Right
193
Out In Total
364 995 1359
Left
239
Thru
778
Right
18 Total Out In
1109 1035 2144
Peak Hour Begins at 05:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:45 PM 05:00 PM 05:00 PM 04:45 PM
+0 mins. 17 72 74 163 37 199 12 248 24 147 47 218 58 208 4 270 +15 mins. 12 62 65 139 27 187 11 225 11 182 51 244 53 170 5 228 +30 mins. 11 60 85 156 18 153 12 183 35 195 52 282 55 215 3 273 +45 mins. 17 61 63 141 26 188 10 224 25 183 43 251 71 197 6 274 Total Volume 57 255 287 599 108 727 45 880 95 707 193 995 237 790 18 1045 % App. Total 9.5 42.6 47.9 12.3 82.6 5.1 9.5 71.1 19.4 22.7 75.6 1.7 PHF .838 .885 .844 .919 .730 .913 .938 .887 .679 .906 .928 .882 .835 .919 .750 .953 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 3 48 52 103 10 84 6 100 7 76 32 115 39 112 7 158 476 11:15 AM 8 69 47 124 19 88 4 111 7 80 30 117 41 103 11 155 507 11:30 AM 9 53 75 137 17 109 4 130 6 82 44 132 31 114 8 153 552 11:45 AM 5 57 59 121 22 103 3 128 10 95 22 127 59 133 11 203 579 Total 25 227 233 485 68 384 17 469 30 333 128 491 170 462 37 669 2114 12:00 PM 4 42 71 117 21 102 11 134 5 100 33 138 57 125 15 197 586 12:15 PM 6 46 78 130 14 111 7 132 7 87 22 116 72 135 13 220 598 12:30 PM 12 50 72 134 13 100 9 122 13 88 35 136 59 122 2 183 575 12:45 PM 10 60 75 145 22 105 8 135 15 99 35 149 48 145 15 208 637 Total 32 198 296 526 70 418 35 523 40 374 125 539 236 527 45 808 2396 01:00 PM 6 43 78 127 18 132 5 155 14 81 28 123 50 100 12 162 567 01:15 PM 10 49 78 137 17 136 4 157 9 72 28 109 50 127 7 184 587 01:30 PM 8 60 71 139 20 99 10 129 8 98 26 132 51 117 9 177 577 01:45 PM 6 61 89 156 21 104 8 133 5 85 42 132 47 131 11 189 610 Total 30 213 316 559 76 471 27 574 36 336 124 496 198 475 39 712 2341 Grand Total 87 638 845 1570 214 1273 79 1566 106 1043 377 1526 604 1464 121 2189 6851 Apprch % 5.5 40.6 53.8 13.7 81.3 5 6.9 68.3 24.7 27.6 66.9 5.5 Total % 1.3 9.3 12.3 22.9 3.1 18.6 1.2 22.9 1.5 15.2 5.5 22.3 8.8 21.4 1.8 32 S Santa Monica Boulevard
Southbound
Wilshire Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM 4 42 71 117 21 102 11 134 5 100 33 138 57 125 15 197 586 12:15 PM 6 46 78 130 14 111 7 132 7 87 22 116 72 135 13 220 598 12:30 PM 12 50 72 134 13 100 9 122 13 88 35 136 59 122 2 183 575 12:45 PM 10 60 75 145 22 105 8 135 15 99 35 149 48 145 15 208 637 Total Volume 32 198 296 526 70 418 35 523 40 374 125 539 236 527 45 808 2396 % App. Total 6.1 37.6 56.3 13.4 79.9 6.7 7.4 69.4 23.2 29.2 65.2 5.6 PHF .667 .825 .949 .907 .795 .941 .795 .969 .667 .935 .893 .904 .819 .909 .750 .918 .940 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 03_BVH_S SM_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Wilshire Boulevard
Weather: Clear
S Santa Monica Boulevard
Wilshire Boulevard
Wilshire Boulevard
S Santa Monica Boulevard
Right
296
Thru
198
Left
32 Out In Total
645 526 1171
Right
35 Thru
418
Left
70 Out Total In
684 523 1207
Left
40 Thru
374
Right
125
Out In Total
313 539 852
Left
236
Thru
527
Right
45 Total Out In
754 808 1562
Peak Hour Begins at 12:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
01:00 PM 12:45 PM 12:00 PM 12:00 PM
+0 mins. 6 43 78 127 22 105 8 135 5 100 33 138 57 125 15 197 +15 mins. 10 49 78 137 18 132 5 155 7 87 22 116 72 135 13 220 +30 mins. 8 60 71 139 17 136 4 157 13 88 35 136 59 122 2 183 +45 mins. 6 61 89 156 20 99 10 129 15 99 35 149 48 145 15 208 Total Volume 30 213 316 559 77 472 27 576 40 374 125 539 236 527 45 808 % App. Total 5.4 38.1 56.5 13.4 81.9 4.7 7.4 69.4 23.2 29.2 65.2 5.6 PHF .750 .873 .888 .896 .875 .868 .675 .917 .667 .935 .893 .904 .819 .909 .750 .918 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 13 31 0 44 4 0 5 9 1 59 5 65 0 0 0 0 118
07:15 AM 7 37 0 44 1 0 3 4 0 53 2 55 0 0 0 0 103
07:30 AM 8 80 2 90 7 0 7 14 1 73 8 82 1 0 0 1 187
07:45 AM 9 72 0 81 10 0 6 16 1 78 9 88 1 0 0 1 186
Total 37 220 2 259 22 0 21 43 3 263 24 290 2 0 0 2 594
08:00 AM 9 81 1 91 7 0 8 15 0 77 4 81 0 0 0 0 187
08:15 AM 11 80 0 91 7 0 9 16 1 101 5 107 0 0 0 0 214
08:30 AM 12 102 0 114 3 0 8 11 0 112 4 116 1 0 0 1 242
08:45 AM 14 128 1 143 13 0 14 27 2 120 5 127 0 0 0 0 297 Total 46 391 2 439 30 0 39 69 3 410 18 431 1 0 0 1 940
Grand Total 83 611 4 698 52 0 60 112 6 673 42 721 3 0 0 3 1534 Apprch % 11.9 87.5 0.6 46.4 0 53.6 0.8 93.3 5.8 100 0 0 Total % 5.4 39.8 0.3 45.5 3.4 0 3.9 7.3 0.4 43.9 2.7 47 0.2 0 0 0.2 S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 9 81 1 91 7 0 8 15 0 77 4 81 0 0 0 0 187
08:15 AM 11 80 0 91 7 0 9 16 1 101 5 107 0 0 0 0 214
08:30 AM 12 102 0 114 3 0 8 11 0 112 4 116 1 0 0 1 242
08:45 AM 14 128 1 143 13 0 14 27 2 120 5 127 0 0 0 0 297 Total Volume 46 391 2 439 30 0 39 69 3 410 18 431 1 0 0 1 940 % App. Total 10.5 89.1 0.5 43.5 0 56.5 0.7 95.1 4.2 100 0 0 PHF .821 .764 .500 .767 .577 .000 .696 .639 .375 .854 .900 .848 .250 .000 .000 .250 .791 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
S Santa Monica Boulevard
Parking Access
Charleville Boulevard
S Santa Monica Boulevard
Right
2 Thru
391
Left
46 Out In Total
450 439 889
Right
39 Thru
0 Left
30 Out Total In
64 69 133
Left
3 Thru
410
Right
18 Out In Total
421 431 852
Left
1 Thru
0 Right
0 Total Out In
5 1 6
Peak Hour Begins at 08:00 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
08:00 AM 08:00 AM 08:00 AM 07:00 AM
+0 mins. 9 81 1 91 7 0 8 15 0 77 4 81 0 0 0 0
+15 mins. 11 80 0 91 7 0 9 16 1 101 5 107 0 0 0 0
+30 mins. 12 102 0 114 3 0 8 11 0 112 4 116 1 0 0 1
+45 mins. 14 128 1 143 13 0 14 27 2 120 5 127 1 0 0 1
Total Volume 46 391 2 439 30 0 39 69 3 410 18 431 2 0 0 2 % App. Total 10.5 89.1 0.5 43.5 0 56.5 0.7 95.1 4.2 100 0 0 PHF .821 .764 .500 .767 .577 .000 .696 .639 .375 .854 .900 .848 .500 .000 .000 .500 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 11 111 2 124 10 0 15 25 5 128 9 142 0 0 2 2 293 11:15 AM 9 89 0 98 16 1 17 34 2 139 6 147 0 0 3 3 282
11:30 AM 10 109 4 123 13 0 10 23 3 145 11 159 1 0 2 3 308 11:45 AM 15 94 3 112 16 0 14 30 2 155 5 162 1 0 3 4 308 Total 45 403 9 457 55 1 56 112 12 567 31 610 2 0 10 12 1191 12:00 PM 6 92 0 98 9 0 7 16 3 150 9 162 0 0 2 2 278
12:15 PM 8 86 1 95 13 0 10 23 1 148 8 157 0 0 0 0 275
12:30 PM 11 95 2 108 12 0 14 26 3 127 10 140 1 0 2 3 277 12:45 PM 9 68 1 78 7 0 8 15 2 158 16 176 1 1 1 3 272
Total 34 341 4 379 41 0 39 80 9 583 43 635 2 1 5 8 1102 01:00 PM 14 91 2 107 21 0 9 30 0 153 21 174 0 1 3 4 315 01:15 PM 15 108 1 124 15 1 13 29 5 154 14 173 0 0 1 1 327 01:30 PM 12 80 1 93 15 1 12 28 0 145 14 159 1 0 2 3 283 01:45 PM 8 110 0 118 14 1 7 22 0 162 16 178 0 0 2 2 320 Total 49 389 4 442 65 3 41 109 5 614 65 684 1 1 8 10 1245 Grand Total 128 1133 17 1278 161 4 136 301 26 1764 139 1929 5 2 23 30 3538 Apprch % 10 88.7 1.3 53.5 1.3 45.2 1.3 91.4 7.2 16.7 6.7 76.7 Total % 3.6 32 0.5 36.1 4.6 0.1 3.8 8.5 0.7 49.9 3.9 54.5 0.1 0.1 0.7 0.8 S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 14 91 2 107 21 0 9 30 0 153 21 174 0 1 3 4 315 01:15 PM 15 108 1 124 15 1 13 29 5 154 14 173 0 0 1 1 327 01:30 PM 12 80 1 93 15 1 12 28 0 145 14 159 1 0 2 3 283 01:45 PM 8 110 0 118 14 1 7 22 0 162 16 178 0 0 2 2 320 Total Volume 49 389 4 442 65 3 41 109 5 614 65 684 1 1 8 10 1245 % App. Total 11.1 88 0.9 59.6 2.8 37.6 0.7 89.8 9.5 10 10 80 PHF .817 .884 .500 .891 .774 .750 .788 .908 .250 .948 .774 .961 .250 .250 .667 .625 .952 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
S Santa Monica Boulevard
Parking Access
Charleville Boulevard
S Santa Monica Boulevard
Right
4 Thru
389
Left
49 Out In Total
656 442 1098
Right
41 Thru
3 Left
65 Out Total In
115 109 224
Left
5 Thru
614
Right
65 Out In Total
462 684 1146
Left
1 Thru
1 Right
8 Total Out In
12 10 22
Peak Hour Begins at 01:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
11:00 AM 11:00 AM 01:00 PM 11:00 AM
+0 mins. 11 111 2 124 10 0 15 25 0 153 21 174 0 0 2 2
+15 mins. 9 89 0 98 16 1 17 34 5 154 14 173 0 0 3 3
+30 mins. 10 109 4 123 13 0 10 23 0 145 14 159 1 0 2 3
+45 mins. 15 94 3 112 16 0 14 30 0 162 16 178 1 0 3 4
Total Volume 45 403 9 457 55 1 56 112 5 614 65 684 2 0 10 12 % App. Total 9.8 88.2 2 49.1 0.9 50 0.7 89.8 9.5 16.7 0 83.3 PHF .750 .908 .563 .921 .859 .250 .824 .824 .250 .948 .774 .961 .500 .000 .833 .750 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 11 98 1 110 17 1 11 29 1 147 20 168 1 1 1 3 310 04:15 PM 6 78 0 84 17 1 13 31 1 190 15 206 0 0 0 0 321
04:30 PM 7 93 1 101 15 0 14 29 1 202 12 215 3 0 1 4 349 04:45 PM 16 85 1 102 16 0 2 18 2 173 23 198 0 0 0 0 318 Total 40 354 3 397 65 2 40 107 5 712 70 787 4 1 2 7 1298 05:00 PM 8 102 0 110 9 1 6 16 2 175 19 196 1 0 0 1 323
05:15 PM 2 101 1 104 17 1 4 22 1 232 20 253 1 0 1 2 381 05:30 PM 7 74 0 81 14 0 9 23 1 243 19 263 1 1 0 2 369
05:45 PM 11 82 2 95 12 0 6 18 1 225 29 255 0 0 3 3 371
Total 28 359 3 390 52 2 25 79 5 875 87 967 3 1 4 8 1444 Grand Total 68 713 6 787 117 4 65 186 10 1587 157 1754 7 2 6 15 2742 Apprch % 8.6 90.6 0.8 62.9 2.2 34.9 0.6 90.5 9 46.7 13.3 40 Total % 2.5 26 0.2 28.7 4.3 0.1 2.4 6.8 0.4 57.9 5.7 64 0.3 0.1 0.2 0.5 S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 8 102 0 110 9 1 6 16 2 175 19 196 1 0 0 1 323
05:15 PM 2 101 1 104 17 1 4 22 1 232 20 253 1 0 1 2 381 05:30 PM 7 74 0 81 14 0 9 23 1 243 19 263 1 1 0 2 369
05:45 PM 11 82 2 95 12 0 6 18 1 225 29 255 0 0 3 3 371
Total Volume 28 359 3 390 52 2 25 79 5 875 87 967 3 1 4 8 1444 % App. Total 7.2 92.1 0.8 65.8 2.5 31.6 0.5 90.5 9 37.5 12.5 50 PHF .636 .880 .375 .886 .765 .500 .694 .859 .625 .900 .750 .919 .750 .250 .333 .667 .948 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
S Santa Monica Boulevard
Parking Access
Charleville Boulevard
S Santa Monica Boulevard
Right
3 Thru
359
Left
28 Out In Total
903 390 1293
Right
25 Thru
2 Left
52 Out Total In
116 79 195
Left
5 Thru
875
Right
87 Out In Total
415 967 1382
Left
3 Thru
1 Right
4 Total Out In
10 8 18
Peak Hour Begins at 05:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:30 PM 04:00 PM 05:00 PM 05:00 PM
+0 mins. 7 93 1 101 17 1 11 29 2 175 19 196 1 0 0 1
+15 mins. 16 85 1 102 17 1 13 31 1 232 20 253 1 0 1 2
+30 mins. 8 102 0 110 15 0 14 29 1 243 19 263 1 1 0 2
+45 mins. 2 101 1 104 16 0 2 18 1 225 29 255 0 0 3 3
Total Volume 33 381 3 417 65 2 40 107 5 875 87 967 3 1 4 8 % App. Total 7.9 91.4 0.7 60.7 1.9 37.4 0.5 90.5 9 37.5 12.5 50 PHF .516 .934 .750 .948 .956 .500 .714 .863 .625 .900 .750 .919 .750 .250 .333 .667 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 1
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
Groups Printed- Total Volume
S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 11 51 0 62 6 0 8 14 0 93 6 99 1 0 1 2 177
11:15 AM 20 70 3 93 8 1 7 16 5 82 4 91 0 1 1 2 202
11:30 AM 11 63 1 75 9 0 2 11 3 110 8 121 0 0 4 4 211
11:45 AM 10 72 2 84 9 0 5 14 1 114 10 125 1 0 1 2 225
Total 52 256 6 314 32 1 22 55 9 399 28 436 2 1 7 10 815 12:00 PM 7 64 0 71 17 0 8 25 1 91 12 104 0 0 1 1 201
12:15 PM 6 65 2 73 7 1 5 13 0 103 7 110 0 1 3 4 200
12:30 PM 10 47 1 58 7 1 4 12 6 114 9 129 1 0 2 3 202
12:45 PM 11 74 1 86 8 0 9 17 1 118 11 130 0 0 2 2 235
Total 34 250 4 288 39 2 26 67 8 426 39 473 1 1 8 10 838 01:00 PM 9 63 0 72 9 0 9 18 2 103 15 120 0 0 1 1 211
01:15 PM 13 61 1 75 7 0 8 15 4 101 4 109 1 1 2 4 203
01:30 PM 8 74 1 83 10 0 9 19 2 123 9 134 1 0 2 3 239
01:45 PM 9 79 1 89 6 2 11 19 1 117 11 129 0 1 0 1 238
Total 39 277 3 319 32 2 37 71 9 444 39 492 2 2 5 9 891
Grand Total 125 783 13 921 103 5 85 193 26 1269 106 1401 5 4 20 29 2544 Apprch % 13.6 85 1.4 53.4 2.6 44 1.9 90.6 7.6 17.2 13.8 69 Total % 4.9 30.8 0.5 36.2 4 0.2 3.3 7.6 1 49.9 4.2 55.1 0.2 0.2 0.8 1.1 S Santa Monica Boulevard
Southbound
Charleville Boulevard
Westbound
S Santa Monica Boulevard
Northbound
Parking Access
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 9 63 0 72 9 0 9 18 2 103 15 120 0 0 1 1 211
01:15 PM 13 61 1 75 7 0 8 15 4 101 4 109 1 1 2 4 203
01:30 PM 8 74 1 83 10 0 9 19 2 123 9 134 1 0 2 3 239
01:45 PM 9 79 1 89 6 2 11 19 1 117 11 129 0 1 0 1 238
Total Volume 39 277 3 319 32 2 37 71 9 444 39 492 2 2 5 9 891 % App. Total 12.2 86.8 0.9 45.1 2.8 52.1 1.8 90.2 7.9 22.2 22.2 55.6 PHF .750 .877 .750 .896 .800 .250 .841 .934 .563 .902 .650 .918 .500 .500 .625 .563 .932 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_BVH_S SM_Char SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 2
City of Beverly Hills
N/S: S Santa Monica Boulevard
E/W: Charleville Boulevard
Weather: Clear
S Santa Monica Boulevard
Parking Access
Charleville Boulevard
S Santa Monica Boulevard
Right
3 Thru
277
Left
39 Out In Total
483 319 802
Right
37 Thru
2 Left
32 Out Total In
80 71 151
Left
9 Thru
444
Right
39 Out In Total
314 492 806
Left
2 Thru
2 Right
5 Total Out In
14 9 23
Peak Hour Begins at 01:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
11:15 AM 01:00 PM 12:45 PM 11:30 AM
+0 mins. 20 70 3 93 9 0 9 18 1 118 11 130 0 0 4 4
+15 mins. 11 63 1 75 7 0 8 15 2 103 15 120 1 0 1 2
+30 mins. 10 72 2 84 10 0 9 19 4 101 4 109 0 0 1 1
+45 mins. 7 64 0 71 6 2 11 19 2 123 9 134 0 1 3 4
Total Volume 48 269 6 323 32 2 37 71 9 445 39 493 1 1 9 11 % App. Total 14.9 83.3 1.9 45.1 2.8 52.1 1.8 90.3 7.9 9.1 9.1 81.8 PHF .600 .934 .500 .868 .800 .250 .841 .934 .563 .904 .650 .920 .250 .250 .563 .688 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 3 0 3 6 0 84 0 84 29 0 4 33 0 97 4 101 224
07:15 AM 1 1 3 5 0 80 0 80 38 0 7 45 0 86 4 90 220
07:30 AM 5 1 6 12 0 137 1 138 30 0 6 36 0 102 7 109 295 07:45 AM 9 0 9 18 0 95 0 95 30 0 8 38 0 161 4 165 316
Total 18 2 21 41 0 396 1 397 127 0 25 152 0 446 19 465 1055 08:00 AM 9 0 7 16 0 116 0 116 31 0 11 42 1 144 6 151 325 08:15 AM 10 0 5 15 0 122 0 122 46 0 7 53 1 198 9 208 398 08:30 AM 15 0 5 20 0 125 0 125 51 0 8 59 0 167 9 176 380 08:45 AM 20 0 12 32 1 140 0 141 34 0 16 50 0 225 15 240 463 Total 54 0 29 83 1 503 0 504 162 0 42 204 2 734 39 775 1566 Grand Total 72 2 50 124 1 899 1 901 289 0 67 356 2 1180 58 1240 2621 Apprch % 58.1 1.6 40.3 0.1 99.8 0.1 81.2 0 18.8 0.2 95.2 4.7 Total % 2.7 0.1 1.9 4.7 0 34.3 0 34.4 11 0 2.6 13.6 0.1 45 2.2 47.3 Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 9 0 7 16 0 116 0 116 31 0 11 42 1 144 6 151 325 08:15 AM 10 0 5 15 0 122 0 122 46 0 7 53 1 198 9 208 398 08:30 AM 15 0 5 20 0 125 0 125 51 0 8 59 0 167 9 176 380 08:45 AM 20 0 12 32 1 140 0 141 34 0 16 50 0 225 15 240 463 Total Volume 54 0 29 83 1 503 0 504 162 0 42 204 2 734 39 775 1566 % App. Total 65.1 0 34.9 0.2 99.8 0 79.4 0 20.6 0.3 94.7 5 PHF .675 .000 .604 .648 .250 .898 .000 .894 .794 .000 .656 .864 .500 .816 .650 .807 .846 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Linden Drive
Wilshire Boulevard
Wilshire Boulevard
Linden Drive
Right
29 Thru
0 Left
54 Out In Total
2 83 85
Right
0 Thru
503
Left
1 Out Total In
830 504 1334
Left
162
Thru
0 Right
42 Out In Total
40 204 244
Left
2 Thru
734
Right
39 Total Out In
694 775 1469
Peak Hour Begins at 08:00 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
08:00 AM 08:00 AM 08:00 AM 08:00 AM
+0 mins. 9 0 7 16 0 116 0 116 31 0 11 42 1 144 6 151
+15 mins. 10 0 5 15 0 122 0 122 46 0 7 53 1 198 9 208
+30 mins. 15 0 5 20 0 125 0 125 51 0 8 59 0 167 9 176
+45 mins. 20 0 12 32 1 140 0 141 34 0 16 50 0 225 15 240 Total Volume 54 0 29 83 1 503 0 504 162 0 42 204 2 734 39 775 % App. Total 65.1 0 34.9 0.2 99.8 0 79.4 0 20.6 0.3 94.7 5 PHF .675 .000 .604 .648 .250 .898 .000 .894 .794 .000 .656 .864 .500 .816 .650 .807 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 19 0 15 34 1 113 0 114 29 0 13 42 0 176 5 181 371 11:15 AM 27 0 11 38 0 149 0 149 16 0 12 28 0 202 11 213 428 11:30 AM 18 0 11 29 0 125 0 125 33 0 11 44 0 189 12 201 399 11:45 AM 22 0 9 31 0 155 0 155 39 0 10 49 0 214 18 232 467 Total 86 0 46 132 1 542 0 543 117 0 46 163 0 781 46 827 1665 12:00 PM 30 1 4 35 0 139 0 139 34 0 15 49 1 198 9 208 431 12:15 PM 27 0 10 37 0 147 0 147 33 0 11 44 0 178 9 187 415 12:30 PM 14 1 8 23 0 151 0 151 35 0 14 49 0 186 20 206 429 12:45 PM 22 0 8 30 0 139 0 139 31 0 10 41 1 177 27 205 415 Total 93 2 30 125 0 576 0 576 133 0 50 183 2 739 65 806 1690 01:00 PM 26 0 12 38 0 139 0 139 34 0 17 51 0 183 36 219 447 01:15 PM 24 1 15 40 0 147 0 147 28 0 9 37 1 218 10 229 453 01:30 PM 24 0 9 33 0 164 0 164 32 0 20 52 0 192 15 207 456 01:45 PM 17 0 8 25 0 134 0 134 45 0 7 52 1 207 19 227 438 Total 91 1 44 136 0 584 0 584 139 0 53 192 2 800 80 882 1794 Grand Total 270 3 120 393 1 1702 0 1703 389 0 149 538 4 2320 191 2515 5149 Apprch % 68.7 0.8 30.5 0.1 99.9 0 72.3 0 27.7 0.2 92.2 7.6 Total % 5.2 0.1 2.3 7.6 0 33.1 0 33.1 7.6 0 2.9 10.4 0.1 45.1 3.7 48.8 Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 26 0 12 38 0 139 0 139 34 0 17 51 0 183 36 219 447 01:15 PM 24 1 15 40 0 147 0 147 28 0 9 37 1 218 10 229 453 01:30 PM 24 0 9 33 0 164 0 164 32 0 20 52 0 192 15 207 456 01:45 PM 17 0 8 25 0 134 0 134 45 0 7 52 1 207 19 227 438 Total Volume 91 1 44 136 0 584 0 584 139 0 53 192 2 800 80 882 1794 % App. Total 66.9 0.7 32.4 0 100 0 72.4 0 27.6 0.2 90.7 9.1 PHF .875 .250 .733 .850 .000 .890 .000 .890 .772 .000 .663 .923 .500 .917 .556 .963 .984 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Linden Drive
Wilshire Boulevard
Wilshire Boulevard
Linden Drive
Right
44 Thru
1 Left
91 Out In Total
2 136 138
Right
0 Thru
584
Left
0 Out Total In
944 584 1528
Left
139
Thru
0 Right
53 Out In Total
81 192 273
Left
2 Thru
800
Right
80 Total Out In
767 882 1649
Peak Hour Begins at 01:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
12:45 PM 11:45 AM 01:00 PM 01:00 PM
+0 mins. 22 0 8 30 0 155 0 155 34 0 17 51 0 183 36 219
+15 mins. 26 0 12 38 0 139 0 139 28 0 9 37 1 218 10 229 +30 mins. 24 1 15 40 0 147 0 147 32 0 20 52 0 192 15 207 +45 mins. 24 0 9 33 0 151 0 151 45 0 7 52 1 207 19 227
Total Volume 96 1 44 141 0 592 0 592 139 0 53 192 2 800 80 882 % App. Total 68.1 0.7 31.2 0 100 0 72.4 0 27.6 0.2 90.7 9.1 PHF .923 .250 .733 .881 .000 .955 .000 .955 .772 .000 .663 .923 .500 .917 .556 .963 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 23 0 13 36 3 184 0 187 41 0 10 51 0 206 14 220 494 04:15 PM 20 0 18 38 0 111 0 111 59 0 14 73 1 190 9 200 422 04:30 PM 27 0 12 39 0 163 0 163 59 0 15 74 0 211 13 224 500 04:45 PM 29 0 18 47 0 149 0 149 55 0 5 60 0 234 14 248 504 Total 99 0 61 160 3 607 0 610 214 0 44 258 1 841 50 892 1920 05:00 PM 40 0 22 62 0 193 0 193 65 0 11 76 0 225 20 245 576 05:15 PM 33 0 19 52 0 171 0 171 54 0 13 67 0 268 14 282 572 05:30 PM 30 0 11 41 0 148 0 148 53 0 11 64 0 241 11 252 505 05:45 PM 27 0 11 38 0 161 0 161 49 0 11 60 0 242 9 251 510 Total 130 0 63 193 0 673 0 673 221 0 46 267 0 976 54 1030 2163 Grand Total 229 0 124 353 3 1280 0 1283 435 0 90 525 1 1817 104 1922 4083 Apprch % 64.9 0 35.1 0.2 99.8 0 82.9 0 17.1 0.1 94.5 5.4 Total % 5.6 0 3 8.6 0.1 31.3 0 31.4 10.7 0 2.2 12.9 0 44.5 2.5 47.1 Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 40 0 22 62 0 193 0 193 65 0 11 76 0 225 20 245 576 05:15 PM 33 0 19 52 0 171 0 171 54 0 13 67 0 268 14 282 572 05:30 PM 30 0 11 41 0 148 0 148 53 0 11 64 0 241 11 252 505 05:45 PM 27 0 11 38 0 161 0 161 49 0 11 60 0 242 9 251 510 Total Volume 130 0 63 193 0 673 0 673 221 0 46 267 0 976 54 1030 2163 % App. Total 67.4 0 32.6 0 100 0 82.8 0 17.2 0 94.8 5.2 PHF .813 .000 .716 .778 .000 .872 .000 .872 .850 .000 .885 .878 .000 .910 .675 .913 .939 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Linden Drive
Wilshire Boulevard
Wilshire Boulevard
Linden Drive
Right
63 Thru
0 Left
130
Out In Total
0 193 193
Right
0 Thru
673
Left
0 Out Total In
1152 673 1825
Left
221
Thru
0 Right
46 Out In Total
54 267 321
Left
0 Thru
976
Right
54 Total Out In
957 1030 1987
Peak Hour Begins at 05:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:45 PM 04:30 PM 04:15 PM 05:00 PM
+0 mins. 29 0 18 47 0 163 0 163 59 0 14 73 0 225 20 245 +15 mins. 40 0 22 62 0 149 0 149 59 0 15 74 0 268 14 282 +30 mins. 33 0 19 52 0 193 0 193 55 0 5 60 0 241 11 252 +45 mins. 30 0 11 41 0 171 0 171 65 0 11 76 0 242 9 251 Total Volume 132 0 70 202 0 676 0 676 238 0 45 283 0 976 54 1030 % App. Total 65.3 0 34.7 0 100 0 84.1 0 15.9 0 94.8 5.2 PHF .825 .000 .795 .815 .000 .876 .000 .876 .915 .000 .750 .931 .000 .910 .675 .913 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 1
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 10 0 3 13 0 78 0 78 21 0 7 28 0 126 11 137 256 11:15 AM 4 1 6 11 1 96 0 97 19 0 5 24 0 128 9 137 269
11:30 AM 7 0 0 7 4 114 0 118 31 0 2 33 0 152 6 158 316
11:45 AM 7 0 4 11 3 90 0 93 26 0 5 31 0 140 16 156 291
Total 28 1 13 42 8 378 0 386 97 0 19 116 0 546 42 588 1132 12:00 PM 16 0 6 22 1 99 0 100 32 0 7 39 0 137 11 148 309 12:15 PM 3 0 4 7 0 106 1 107 28 0 3 31 0 129 16 145 290 12:30 PM 11 0 7 18 0 100 0 100 26 0 6 32 0 137 15 152 302 12:45 PM 14 1 8 23 0 113 0 113 27 0 1 28 0 165 16 181 345 Total 44 1 25 70 1 418 1 420 113 0 17 130 0 568 58 626 1246 01:00 PM 7 0 3 10 1 117 0 118 33 0 4 37 0 132 5 137 302 01:15 PM 12 0 5 17 0 125 0 125 28 0 8 36 0 149 13 162 340 01:30 PM 10 0 3 13 0 102 0 102 29 0 3 32 0 121 13 134 281 01:45 PM 10 0 6 16 1 107 0 108 37 0 8 45 0 142 9 151 320 Total 39 0 17 56 2 451 0 453 127 0 23 150 0 544 40 584 1243 Grand Total 111 2 55 168 11 1247 1 1259 337 0 59 396 0 1658 140 1798 3621 Apprch % 66.1 1.2 32.7 0.9 99 0.1 85.1 0 14.9 0 92.2 7.8 Total % 3.1 0.1 1.5 4.6 0.3 34.4 0 34.8 9.3 0 1.6 10.9 0 45.8 3.9 49.7 Linden Drive
Southbound
Wilshire Boulevard
Westbound
Linden Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:30 PM
12:30 PM 11 0 7 18 0 100 0 100 26 0 6 32 0 137 15 152 302 12:45 PM 14 1 8 23 0 113 0 113 27 0 1 28 0 165 16 181 345 01:00 PM 7 0 3 10 1 117 0 118 33 0 4 37 0 132 5 137 302 01:15 PM 12 0 5 17 0 125 0 125 28 0 8 36 0 149 13 162 340 Total Volume 44 1 23 68 1 455 0 456 114 0 19 133 0 583 49 632 1289 % App. Total 64.7 1.5 33.8 0.2 99.8 0 85.7 0 14.3 0 92.2 7.8 PHF .786 .250 .719 .739 .250 .910 .000 .912 .864 .000 .594 .899 .000 .883 .766 .873 .934 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 04_BVH_Lin_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 2
City of Beverly Hills
N/S: Linden Drive
E/W: Wilshire Boulevard
Weather: Clear
Linden Drive
Wilshire Boulevard
Wilshire Boulevard
Linden Drive
Right
23 Thru
1 Left
44 Out In Total
0 68 68
Right
0 Thru
455
Left
1 Out Total In
646 456 1102
Left
114
Thru
0 Right
19 Out In Total
51 133 184
Left
0 Thru
583
Right
49 Total Out In
592 632 1224
Peak Hour Begins at 12:30 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
12:00 PM 12:45 PM 01:00 PM 12:30 PM
+0 mins. 16 0 6 22 0 113 0 113 33 0 4 37 0 137 15 152
+15 mins. 3 0 4 7 1 117 0 118 28 0 8 36 0 165 16 181
+30 mins. 11 0 7 18 0 125 0 125 29 0 3 32 0 132 5 137
+45 mins. 14 1 8 23 0 102 0 102 37 0 8 45 0 149 13 162
Total Volume 44 1 25 70 1 457 0 458 127 0 23 150 0 583 49 632 % App. Total 62.9 1.4 35.7 0.2 99.8 0 84.7 0 15.3 0 92.2 7.8 PHF .688 .250 .781 .761 .250 .914 .000 .916 .858 .000 .719 .833 .000 .883 .766 .873 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 24 0 9 33 4 84 16 104 0 0 9 9 21 78 3 102 248
07:15 AM 33 0 7 40 1 84 12 97 0 0 6 6 24 93 2 119 262
07:30 AM 48 0 17 65 4 132 25 161 0 0 5 5 32 78 5 115 346 07:45 AM 31 0 14 45 1 97 40 138 0 0 9 9 44 119 5 168 360 Total 136 0 47 183 10 397 93 500 0 0 29 29 121 368 15 504 1216 08:00 AM 48 0 14 62 6 110 33 149 0 0 11 11 38 115 6 159 381 08:15 AM 42 0 16 58 4 120 41 165 0 1 8 9 32 189 8 229 461 08:30 AM 36 0 23 59 5 109 42 156 0 0 16 16 48 133 11 192 423 08:45 AM 58 0 34 92 10 115 38 163 1 0 24 25 48 181 13 242 522 Total 184 0 87 271 25 454 154 633 1 1 59 61 166 618 38 822 1787 Grand Total 320 0 134 454 35 851 247 1133 1 1 88 90 287 986 53 1326 3003 Apprch % 70.5 0 29.5 3.1 75.1 21.8 1.1 1.1 97.8 21.6 74.4 4 Total % 10.7 0 4.5 15.1 1.2 28.3 8.2 37.7 0 0 2.9 3 9.6 32.8 1.8 44.2 Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 48 0 14 62 6 110 33 149 0 0 11 11 38 115 6 159 381 08:15 AM 42 0 16 58 4 120 41 165 0 1 8 9 32 189 8 229 461 08:30 AM 36 0 23 59 5 109 42 156 0 0 16 16 48 133 11 192 423 08:45 AM 58 0 34 92 10 115 38 163 1 0 24 25 48 181 13 242 522 Total Volume 184 0 87 271 25 454 154 633 1 1 59 61 166 618 38 822 1787 % App. Total 67.9 0 32.1 3.9 71.7 24.3 1.6 1.6 96.7 20.2 75.2 4.6 PHF .793 .000 .640 .736 .625 .946 .917 .959 .250 .250 .615 .610 .865 .817 .731 .849 .856 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil AM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Roxbury Drive/Brighton Way
Wilshire Boulevard
Wilshire Boulevard
Roxbury Drive
Right
87 Thru
0 Left
184
Out In Total
321 271 592
Right
154
Thru
454
Left
25 Out Total In
861 633 1494
Left
1 Thru
1 Right
59 Out In Total
63 61 124
Left
166
Thru
618
Right
38 Total Out In
542 822 1364
Peak Hour Begins at 08:00 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
08:00 AM 08:00 AM 08:00 AM 08:00 AM
+0 mins. 48 0 14 62 6 110 33 149 0 0 11 11 38 115 6 159 +15 mins. 42 0 16 58 4 120 41 165 0 1 8 9 32 189 8 229
+30 mins. 36 0 23 59 5 109 42 156 0 0 16 16 48 133 11 192 +45 mins. 58 0 34 92 10 115 38 163 1 0 24 25 48 181 13 242 Total Volume 184 0 87 271 25 454 154 633 1 1 59 61 166 618 38 822 % App. Total 67.9 0 32.1 3.9 71.7 24.3 1.6 1.6 96.7 20.2 75.2 4.6 PHF .793 .000 .640 .736 .625 .946 .917 .959 .250 .250 .615 .610 .865 .817 .731 .849 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 55 0 33 88 6 89 21 116 0 0 14 14 38 169 15 222 440 11:15 AM 42 0 46 88 13 102 33 148 0 0 12 12 39 182 22 243 491 11:30 AM 57 0 39 96 12 104 24 140 0 0 23 23 37 173 14 224 483 11:45 AM 49 0 39 88 15 114 21 150 0 0 24 24 44 188 34 266 528 Total 203 0 157 360 46 409 99 554 0 0 73 73 158 712 85 955 1942 12:00 PM 51 0 37 88 21 109 28 158 0 0 17 17 36 184 23 243 506 12:15 PM 40 0 35 75 15 119 26 160 0 0 22 22 42 171 15 228 485 12:30 PM 42 0 46 88 14 114 30 158 0 0 21 21 36 173 21 230 497 12:45 PM 37 0 50 87 15 100 19 134 0 0 28 28 32 171 18 221 470 Total 170 0 168 338 65 442 103 610 0 0 88 88 146 699 77 922 1958 01:00 PM 48 0 33 81 19 109 26 154 0 0 25 25 35 186 18 239 499 01:15 PM 56 0 39 95 17 113 34 164 0 0 19 19 38 187 20 245 523 01:30 PM 45 0 42 87 15 134 24 173 0 0 28 28 34 170 36 240 528 01:45 PM 60 0 35 95 12 102 23 137 0 0 19 19 43 188 19 250 501 Total 209 0 149 358 63 458 107 628 0 0 91 91 150 731 93 974 2051 Grand Total 582 0 474 1056 174 1309 309 1792 0 0 252 252 454 2142 255 2851 5951 Apprch % 55.1 0 44.9 9.7 73 17.2 0 0 100 15.9 75.1 8.9
Total % 9.8 0 8 17.7 2.9 22 5.2 30.1 0 0 4.2 4.2 7.6 36 4.3 47.9 Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 48 0 33 81 19 109 26 154 0 0 25 25 35 186 18 239 499 01:15 PM 56 0 39 95 17 113 34 164 0 0 19 19 38 187 20 245 523 01:30 PM 45 0 42 87 15 134 24 173 0 0 28 28 34 170 36 240 528 01:45 PM 60 0 35 95 12 102 23 137 0 0 19 19 43 188 19 250 501 Total Volume 209 0 149 358 63 458 107 628 0 0 91 91 150 731 93 974 2051 % App. Total 58.4 0 41.6 10 72.9 17 0 0 100 15.4 75.1 9.5 PHF .871 .000 .887 .942 .829 .854 .787 .908 .000 .000 .813 .813 .872 .972 .646 .974 .971 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil MD
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Roxbury Drive/Brighton Way
Wilshire Boulevard
Wilshire Boulevard
Roxbury Drive
Right
149
Thru
0 Left
209
Out In Total
257 358 615
Right
107
Thru
458
Left
63 Out Total In
1031 628 1659
Left
0 Thru
0 Right
91 Out In Total
156 91 247
Left
150
Thru
731
Right
93 Total Out In
607 974 1581
Peak Hour Begins at 01:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
11:00 AM 01:00 PM 12:45 PM 11:15 AM
+0 mins. 55 0 33 88 19 109 26 154 0 0 28 28 39 182 22 243 +15 mins. 42 0 46 88 17 113 34 164 0 0 25 25 37 173 14 224 +30 mins. 57 0 39 96 15 134 24 173 0 0 19 19 44 188 34 266 +45 mins. 49 0 39 88 12 102 23 137 0 0 28 28 36 184 23 243 Total Volume 203 0 157 360 63 458 107 628 0 0 100 100 156 727 93 976 % App. Total 56.4 0 43.6 10 72.9 17 0 0 100 16 74.5 9.5 PHF .890 .000 .853 .938 .829 .854 .787 .908 .000 .000 .893 .893 .886 .967 .684 .917 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 1
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 49 0 61 110 8 130 24 162 0 0 26 26 35 192 18 245 543 04:15 PM 41 0 38 79 10 92 23 125 0 0 21 21 36 193 19 248 473 04:30 PM 37 0 52 89 11 119 31 161 0 0 25 25 32 199 23 254 529 04:45 PM 31 0 45 76 8 118 26 152 0 0 24 24 22 216 15 253 505 Total 158 0 196 354 37 459 104 600 0 0 96 96 125 800 75 1000 2050 05:00 PM 57 0 61 118 13 137 17 167 0 0 21 21 30 220 16 266 572 05:15 PM 38 0 47 85 6 126 20 152 0 0 31 31 39 265 20 324 592 05:30 PM 34 0 34 68 11 119 16 146 0 0 21 21 21 229 24 274 509 05:45 PM 24 0 51 75 12 121 10 143 0 0 37 37 29 236 17 282 537 Total 153 0 193 346 42 503 63 608 0 0 110 110 119 950 77 1146 2210 Grand Total 311 0 389 700 79 962 167 1208 0 0 206 206 244 1750 152 2146 4260 Apprch % 44.4 0 55.6 6.5 79.6 13.8 0 0 100 11.4 81.5 7.1 Total % 7.3 0 9.1 16.4 1.9 22.6 3.9 28.4 0 0 4.8 4.8 5.7 41.1 3.6 50.4 Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 57 0 61 118 13 137 17 167 0 0 21 21 30 220 16 266 572 05:15 PM 38 0 47 85 6 126 20 152 0 0 31 31 39 265 20 324 592 05:30 PM 34 0 34 68 11 119 16 146 0 0 21 21 21 229 24 274 509 05:45 PM 24 0 51 75 12 121 10 143 0 0 37 37 29 236 17 282 537 Total Volume 153 0 193 346 42 503 63 608 0 0 110 110 119 950 77 1146 2210 % App. Total 44.2 0 55.8 6.9 82.7 10.4 0 0 100 10.4 82.9 6.7 PHF .671 .000 .791 .733 .808 .918 .788 .910 .000 .000 .743 .743 .763 .896 .802 .884 .933 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil PM
Site Code : 05723627
Start Date : 6/21/2023
Page No : 2
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Roxbury Drive/Brighton Way
Wilshire Boulevard
Wilshire Boulevard
Roxbury Drive
Right
193
Thru
0 Left
153
Out In Total
182 346 528
Right
63 Thru
503
Left
42 Out Total In
1213 608 1821
Left
0 Thru
0 Right
110
Out In Total
119 110 229
Left
119
Thru
950
Right
77 Total Out In
696 1146 1842
Peak Hour Begins at 05:00 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:30 PM 04:30 PM 05:00 PM 05:00 PM
+0 mins. 37 0 52 89 11 119 31 161 0 0 21 21 30 220 16 266 +15 mins. 31 0 45 76 8 118 26 152 0 0 31 31 39 265 20 324 +30 mins. 57 0 61 118 13 137 17 167 0 0 21 21 21 229 24 274 +45 mins. 38 0 47 85 6 126 20 152 0 0 37 37 29 236 17 282 Total Volume 163 0 205 368 38 500 94 632 0 0 110 110 119 950 77 1146 % App. Total 44.3 0 55.7 6 79.1 14.9 0 0 100 10.4 82.9 6.7 PHF .715 .000 .840 .780 .731 .912 .758 .946 .000 .000 .743 .743 .763 .896 .802 .884 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 1
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Groups Printed- Total Volume
Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 11:00 AM 24 0 27 51 11 61 7 79 0 0 12 12 19 118 24 161 303 11:15 AM 29 0 33 62 20 67 11 98 0 0 13 13 13 116 14 143 316 11:30 AM 32 0 38 70 13 82 15 110 0 0 13 13 18 142 21 181 374 11:45 AM 25 1 27 53 14 70 8 92 0 0 23 23 14 130 20 164 332 Total 110 1 125 236 58 280 41 379 0 0 61 61 64 506 79 649 1325 12:00 PM 26 0 38 64 13 72 10 95 0 0 14 14 15 119 30 164 337 12:15 PM 27 0 29 56 11 80 12 103 0 0 21 21 10 109 20 139 319 12:30 PM 21 0 33 54 15 70 19 104 0 0 16 16 15 135 17 167 341 12:45 PM 30 0 43 73 15 77 15 107 0 0 8 8 14 156 28 198 386 Total 104 0 143 247 54 299 56 409 0 0 59 59 54 519 95 668 1383 01:00 PM 21 0 28 49 9 89 7 105 0 0 12 12 15 125 15 155 321 01:15 PM 31 0 32 63 18 94 11 123 0 0 12 12 25 148 21 194 392 01:30 PM 31 0 32 63 19 76 10 105 0 0 17 17 14 114 20 148 333 01:45 PM 22 1 32 55 12 80 19 111 1 0 18 19 20 134 22 176 361 Total 105 1 124 230 58 339 47 444 1 0 59 60 74 521 78 673 1407 Grand Total 319 2 392 713 170 918 144 1232 1 0 179 180 192 1546 252 1990 4115 Apprch % 44.7 0.3 55 13.8 74.5 11.7 0.6 0 99.4 9.6 77.7 12.7 Total % 7.8 0 9.5 17.3 4.1 22.3 3.5 29.9 0 0 4.3 4.4 4.7 37.6 6.1 48.4 Roxbury Drive/Brighton Way
Southbound
Wilshire Boulevard
Westbound
Roxbury Drive
Northbound
Wilshire Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:30 PM
12:30 PM 21 0 33 54 15 70 19 104 0 0 16 16 15 135 17 167 341 12:45 PM 30 0 43 73 15 77 15 107 0 0 8 8 14 156 28 198 386 01:00 PM 21 0 28 49 9 89 7 105 0 0 12 12 15 125 15 155 321 01:15 PM 31 0 32 63 18 94 11 123 0 0 12 12 25 148 21 194 392 Total Volume 103 0 136 239 57 330 52 439 0 0 48 48 69 564 81 714 1440 % App. Total 43.1 0 56.9 13 75.2 11.8 0 0 100 9.7 79 11.3 PHF .831 .000 .791 .818 .792 .878 .684 .892 .000 .000 .750 .750 .690 .904 .723 .902 .918 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 05_BVH_Rox_Wil SAT
Site Code : 05723627
Start Date : 6/24/2023
Page No : 2
City of Beverly Hills
N/S: Roxbury Drive/Brighton Way
E/W: Wilshire Boulevard
Weather: Clear
Roxbury Drive/Brighton Way
Wilshire Boulevard
Wilshire Boulevard
Roxbury Drive
Right
136
Thru
0 Left
103
Out In Total
121 239 360
Right
52 Thru
330
Left
57 Out Total In
715 439 1154
Left
0 Thru
0 Right
48 Out In Total
138 48 186
Left
69 Thru
564
Right
81 Total Out In
466 714 1180
Peak Hour Begins at 12:30 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 11:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
11:15 AM 01:00 PM 11:45 AM 12:30 PM
+0 mins. 29 0 33 62 9 89 7 105 0 0 23 23 15 135 17 167
+15 mins. 32 0 38 70 18 94 11 123 0 0 14 14 14 156 28 198 +30 mins. 25 1 27 53 19 76 10 105 0 0 21 21 15 125 15 155 +45 mins. 26 0 38 64 12 80 19 111 0 0 16 16 25 148 21 194 Total Volume 112 1 136 249 58 339 47 444 0 0 74 74 69 564 81 714 % App. Total 45 0.4 54.6 13.1 76.4 10.6 0 0 100 9.7 79 11.3 PHF .875 .250 .895 .889 .763 .902 .618 .902 .000 .000 .804 .804 .690 .904 .723 .902 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951) 268-6268

Page 1 ends

City of Beverly Hills
Spaulding Drive
N/ Charleville Boulevard
24 Hour Directional Volume Count
BVH001W
Site Code: 057-23627
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
Phone: (951) 268-6268
email: [email protected]
Start 6/21/23 Northbound Hour Totals Southbound Hour Totals Combined Totals Time Wed Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 4 17 2 32
12:15 0 14 4 33
12:30 1 17 1 39
12:45 0 13 5 61 1 58 8 162 13 223
01:00 0 22 3 51
01:15 0 18 0 33
01:30 1 10 2 33
01:45 1 13 2 63 0 30 5 147 7 210
02:00 0 13 0 45
02:15 0 14 0 44
02:30 0 13 0 38
02:45 3 14 3 54 0 48 0 175 3 229
03:00 0 14 1 49
03:15 1 20 0 37
03:30 0 8 2 44
03:45 1 8 2 50 1 56 4 186 6 236
04:00 1 9 1 47
04:15 2 18 0 59
04:30 0 9 0 46
04:45 4 9 7 45 2 61 3 213 10 258
05:00 1 14 3 70
05:15 2 18 0 57
05:30 3 8 6 45
05:45 6 4 12 44 2 47 11 219 23 263
06:00 7 10 6 49
06:15 5 14 5 33
06:30 4 9 3 43
06:45 12 13 28 46 14 29 28 154 56 200
07:00 10 7 20 29
07:15 18 13 14 26
07:30 22 9 24 20
07:45 21 10 71 39 27 23 85 98 156 137
08:00 18 4 18 21
08:15 25 3 25 18
08:30 23 5 27 15
08:45 24 8 90 20 41 16 111 70 201 90
09:00 29 5 33 14
09:15 14 6 45 18
09:30 23 7 29 25
09:45 22 10 88 28 38 24 145 81 233 109
10:00 14 3 40 13
10:15 15 1 36 10
10:30 18 3 36 15
10:45 17 5 64 12 44 8 156 46 220 58
11:00 22 3 40 5
11:15 21 1 35 7
11:30 19 1 42 4
11:45 14 2 76 7 69 2 186 18 262 25
Total 448 469 448 469 742 1569 742 1569 1190 2038
Combined
Total 917 917 2311 2311 3228
AM Peak - 08:15 - - - 11:00 - - - - -
Vol. - 101 - - - 186 - - - - -
P.H.F. 0.871 0.674
PM Peak - - 00:30 - - - 04:15 - - - -
Vol. - - 70 - - - 236 - - - -
P.H.F. 0.795 0.843
Percentag
e

48.9% 51.1% 32.1% 67.9%
ADT/AADT ADT 3,228 AADT 3,228

Page 1 ends

City of Beverly Hills
Spaulding Drive
N/ Charleville Boulevard
24 Hour Directional Volume Count
BVH001S
Site Code: 057-23627
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
Phone: (951) 268-6268
email: [email protected]
Start 6/24/23 Northbound Hour Totals Southbound Hour Totals Combined Totals Time Sat Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 6 5 4 27
12:15 0 10 4 31
12:30 2 11 4 37
12:45 1 8 9 34 0 35 12 130 21 164
01:00 0 7 1 32
01:15 3 10 1 23
01:30 0 6 3 29
01:45 2 9 5 32 1 36 6 120 11 152
02:00 0 4 1 27
02:15 0 11 2 32
02:30 0 4 2 31
02:45 1 4 1 23 1 28 6 118 7 141
03:00 2 9 1 36
03:15 1 8 1 24
03:30 0 9 3 27
03:45 2 4 5 30 0 23 5 110 10 140
04:00 0 9 0 31
04:15 1 16 0 25
04:30 0 8 0 29
04:45 1 7 2 40 0 36 0 121 2 161
05:00 0 7 1 23
05:15 0 7 1 22
05:30 1 6 0 35
05:45 1 3 2 23 1 25 3 105 5 128
06:00 1 6 6 24
06:15 4 7 2 26
06:30 3 9 1 25
06:45 3 9 11 31 12 24 21 99 32 130
07:00 2 2 4 26
07:15 4 5 3 27
07:30 2 5 5 21
07:45 4 7 12 19 2 18 14 92 26 111
08:00 6 6 11 15
08:15 4 5 6 21
08:30 5 3 6 12
08:45 7 5 22 19 13 16 36 64 58 83
09:00 5 4 17 12
09:15 11 3 9 6
09:30 7 8 14 16
09:45 7 9 30 24 16 11 56 45 86 69
10:00 7 5 15 15
10:15 4 5 17 14
10:30 8 7 20 7
10:45 6 3 25 20 26 11 78 47 103 67
11:00 8 3 21 9
11:15 5 4 22 4
11:30 12 2 29 5
11:45 5 0 30 9 30 10 102 28 132 37
Total 154 304 154 304 339 1079 339 1079 493 1383
Combined
Total 458 458 1418 1418 1876
AM Peak - 09:15 - - - 11:00 - - - - -
Vol. - 32 - - - 102 - - - - -
P.H.F. 0.727 0.850
PM Peak - - 04:00 - - - 00:15 - - - -
Vol. - - 40 - - - 135 - - - -
P.H.F. 0.625 0.912
Percentag
e

33.6% 66.4% 23.9% 76.1%
ADT/AADT ADT 1,876 AADT 1,876

Page 1 ends

City of Beverly Hills
Linden Drive
N/ Charleville Boulevard
24 Hour Directional Volume Count
BVH002W
Site Code: 057-23627
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
Phone: (951) 268-6268
email: [email protected]
Start 6/21/23 Northbound Hour Totals Southbound Hour Totals Combined Totals Time Wed Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 4 38 2 10
12:15 3 40 1 19
12:30 2 34 1 15
12:45 1 52 10 164 1 15 5 59 15 223
01:00 1 45 2 15
01:15 0 55 3 16
01:30 1 54 2 11
01:45 0 66 2 220 0 17 7 59 9 279
02:00 0 58 0 23
02:15 2 58 0 20
02:30 1 61 1 15
02:45 0 67 3 244 0 17 1 75 4 319
03:00 0 53 0 16
03:15 1 58 1 18
03:30 0 66 0 28
03:45 1 44 2 221 0 18 1 80 3 301
04:00 0 64 0 12
04:15 1 54 2 20
04:30 1 57 0 16
04:45 6 51 8 226 0 17 2 65 10 291
05:00 0 55 1 19
05:15 5 68 1 18
05:30 9 46 0 16
05:45 15 35 29 204 2 8 4 61 33 265
06:00 11 55 3 24
06:15 26 62 2 14
06:30 43 58 3 16
06:45 42 45 122 220 3 13 11 67 133 287
07:00 38 37 2 8
07:15 48 33 2 10
07:30 41 16 3 10
07:45 43 23 170 109 3 11 10 39 180 148
08:00 50 19 2 8
08:15 46 18 2 4
08:30 42 19 6 6
08:45 51 19 189 75 9 5 19 23 208 98
09:00 54 19 12 5
09:15 56 10 7 6
09:30 58 10 8 6
09:45 52 11 220 50 13 7 40 24 260 74
10:00 38 15 10 4
10:15 45 13 5 3
10:30 35 11 5 7
10:45 45 10 163 49 19 9 39 23 202 72
11:00 51 10 22 7
11:15 30 7 11 0
11:30 40 4 13 1
11:45 41 3 162 24 15 0 61 8 223 32
Total 1080 1806 1080 1806 200 583 200 583 1280 2389
Combined
Total 2886 2886 783 783 3669
AM Peak - 09:00 - - - 10:45 - - - - -
Vol. - 220 - - - 65 - - - - -
P.H.F. 0.948 0.739
PM Peak - - 02:00 - - - 03:00 - - - -
Vol. - - 244 - - - 80 - - - -
P.H.F. 0.910 0.714
Percentag
e

37.4% 62.6% 25.5% 74.5%
ADT/AADT ADT 3,669 AADT 3,669

Page 1 ends

City of Beverly Hills
Linden Drive
N/ Charleville Boulevard
24 Hour Directional Volume Count
BVH002S
Site Code: 057-23627
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
Phone: (951) 268-6268
email: [email protected]
Start 6/24/23 Northbound Hour Totals Southbound Hour Totals Combined Totals Time Sat Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 2 40 0 14
12:15 1 27 0 15
12:30 2 30 1 15
12:45 2 29 7 126 0 15 1 59 8 185
01:00 1 36 0 7
01:15 3 36 1 14
01:30 4 31 0 12
01:45 2 48 10 151 0 11 1 44 11 195
02:00 1 32 1 18
02:15 2 37 0 16
02:30 1 44 1 12
02:45 0 33 4 146 0 13 2 59 6 205
03:00 0 26 2 8
03:15 1 30 0 14
03:30 0 31 0 21
03:45 0 26 1 113 0 18 2 61 3 174
04:00 0 37 0 12
04:15 0 36 0 10
04:30 3 29 0 15
04:45 2 36 5 138 0 15 0 52 5 190
05:00 3 34 1 11
05:15 3 41 1 10
05:30 1 27 0 11
05:45 7 36 14 138 1 7 3 39 17 177
06:00 5 30 0 15
06:15 8 21 0 11
06:30 13 35 2 8
06:45 9 21 35 107 0 8 2 42 37 149
07:00 6 26 1 8
07:15 6 22 2 8
07:30 13 22 1 1
07:45 17 17 42 87 3 5 7 22 49 109
08:00 11 17 2 4
08:15 13 11 3 2
08:30 11 15 5 4
08:45 37 10 72 53 7 4 17 14 89 67
09:00 27 6 5 1
09:15 27 8 5 3
09:30 19 13 12 3
09:45 32 7 105 34 7 4 29 11 134 45
10:00 19 11 6 8
10:15 21 9 5 0
10:30 27 15 6 3
10:45 31 7 98 42 6 7 23 18 121 60
11:00 27 6 10 3
11:15 21 4 9 0
11:30 34 3 6 3
11:45 27 4 109 17 15 2 40 8 149 25
Total 502 1152 502 1152 127 429 127 429 629 1581
Combined
Total 1654 1654 556 556 2210
AM Peak - 10:45 - - - 11:00 - - - - -
Vol. - 113 - - - 40 - - - - -
P.H.F. 0.831 0.667
PM Peak - - 01:45 - - - 03:15 - - - -
Vol. - - 161 - - - 65 - - - -
P.H.F. 0.839 0.774
Percentag
e

30.4% 69.6% 22.8% 77.2%
ADT/AADT ADT 2,210 AADT 2,210
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-23-4565-1 129 Linden
O:\JOB_FILE\4565\report\4565-Appendix Covers.docx

APPENDIX B

HCM AND LEVELS OF SERVICE EXPLANATION
SYNCHRO 11 DATA WORKSHEETS –

WEEKDAY AM, MD, AND PM PEAK HOURS AND SAT PEAK HOUR

LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS
In the Highway Capacity Manual (HCM), published by the Transportation Research Board, 2010, level of service for signalized intersections is defined in terms of delay, which is a measure of driver discomfort, frustration, fuel consumption, and increased travel time. The delay experienced by a motorist is made up of a number of factors that relate to control, geometrics, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during base conditions: in the absence of traffic control, in the absence of geometric delay, in the absence of incidents, and when there are no other vehicles on the road. Only the portion of total delay attributed to the control facility is quantified. This delay is called control delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay.

Level of Service criteria for traffic signals are stated in terms of the average control delay per vehicle. Delay is a complex measure and is dependent on a number of variables, including the quality of progression, the cycle length, the green ratio, and the v/c ratio for the lane group in question.

Level of Service Criteria for Signalized Intersections
Level of Service Control Delay (Sec/Veh)
A ≤ 10
B > 10 and ≤ 20
C > 20 and ≤ 35
D > 35 and ≤ 55
E > 55 and ≤ 80
F > 80
Level of Service (LOS) values are used to describe intersection operations with service levels varying from LOS A (free flow) to LOS F (jammed condition). The following descriptions summarize HCM criteria for each level of service:

LOS A describes operations with very low control delay, up to 10 seconds per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay values.

LOS B describes operations with control delay greater than 10 and up to 20 seconds per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of delay.

LOS C describes operations with control delay greater than 20 and up to 35 seconds per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping.

LOS D describes operations with control delay greater than 35 and up to 55 seconds per vehicle. At LOS D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.

LOS E describes operations with control delay greater than 55 and up to 80 seconds per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences.

LOS F describes operations with control delay in excess of 80 seconds per vehicle. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the lane groups. It may also occur at high v/c ratios with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors to such delay levels.

HCM 6th Signalized Intersection Summary Existing Conditions 1: N. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 472 826 50 183 674 18 0 517 84 0 1072 338 Future Volume (veh/h) 472 826 50 183 674 18 0 517 84 0 1072 338 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 513 898 0 199 733 20 0 562 91 0 1165 367 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 593 1205 231 991 27 0 1855 827 0 1855 827
Arrive On Green 0.17 0.24 0.00 0.13 0.19 0.19 0.00 0.52 0.52 0.00 0.52 0.52 Sat Flow, veh/h 3456 5274 0 1781 5110 139 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 513 898 0 199 488 265 0 562 91 0 1165 367 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1845 0 1777 1585 0 1777 1585 Q Serve(g_s), s 17.3 19.6 0.0 13.1 16.2 16.2 0.0 10.8 3.5 0.0 28.0 17.3 Cycle Q Clear(g_c), s 17.3 19.6 0.0 13.1 16.2 16.2 0.0 10.8 3.5 0.0 28.0 17.3 Prop In Lane 1.00 0.00 1.00 0.08 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 593 1205 231 660 358 0 1855 827 0 1855 827 V/C Ratio(X) 0.87 0.75 0.86 0.74 0.74 0.00 0.30 0.11 0.00 0.63 0.44 Avail Cap(c_a), veh/h 778 1702 401 1135 615 0 1855 827 0 1855 827 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.4 42.5 0.0 51.2 45.5 45.5 0.0 16.3 14.5 0.0 20.4 17.8 Incr Delay (d2), s/veh 8.0 1.1 0.0 9.1 1.6 3.0 0.0 0.4 0.3 0.0 1.6 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 12.9 13.2 0.0 10.6 11.3 12.2 0.0 7.9 2.4 0.0 17.3 10.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.4 43.6 0.0 60.3 47.1 48.5 0.0 16.7 14.8 0.0 22.0 19.6 LnGrp LOS E D E D D A B B A C B
Approach Vol, veh/h 1411 952 653 1532
Approach Delay, s/veh 48.3 50.3 16.4 21.4
Approach LOS D D B C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 67.1 20.0 32.8 67.1 25.1 27.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 12.8 15.1 21.6 30.0 19.3 18.2 Green Ext Time (p_c), s 4.4 0.4 6.4 6.2 1.3 5.0
Intersection Summary
HCM 6th Ctrl Delay 35.1
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 1: N. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 446 801 53 172 613 39 0 681 93 0 947 364 Future Volume (veh/h) 446 801 53 172 613 39 0 681 93 0 947 364 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 485 871 0 187 666 42 0 740 101 0 1029 396 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 566 1163 218 917 58 0 1908 851 0 1908 851
Arrive On Green 0.16 0.23 0.00 0.12 0.19 0.19 0.00 0.54 0.54 0.00 0.54 0.54 Sat Flow, veh/h 3456 5274 0 1781 4911 308 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 485 871 0 187 461 247 0 740 101 0 1029 396 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1815 0 1777 1585 0 1777 1585 Q Serve(g_s), s 16.4 19.1 0.0 12.3 15.3 15.4 0.0 14.6 3.8 0.0 22.6 18.5 Cycle Q Clear(g_c), s 16.4 19.1 0.0 12.3 15.3 15.4 0.0 14.6 3.8 0.0 22.6 18.5 Prop In Lane 1.00 0.00 1.00 0.17 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 566 1163 218 636 339 0 1908 851 0 1908 851 V/C Ratio(X) 0.86 0.75 0.86 0.72 0.73 0.00 0.39 0.12 0.00 0.54 0.47 Avail Cap(c_a), veh/h 778 1702 401 1135 605 0 1908 851 0 1908 851 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.8 43.1 0.0 51.6 45.9 45.9 0.0 16.2 13.7 0.0 18.1 17.1 Incr Delay (d2), s/veh 7.1 1.1 0.0 9.1 1.6 3.0 0.0 0.6 0.3 0.0 1.1 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 12.2 12.9 0.0 10.1 10.8 11.6 0.0 10.0 2.6 0.0 14.4 11.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 55.9 44.2 0.0 60.7 47.4 48.9 0.0 16.8 14.0 0.0 19.2 19.0 LnGrp LOS E D E D D A B B A B B
Approach Vol, veh/h 1356 895 841 1425
Approach Delay, s/veh 48.4 50.6 16.5 19.1
Approach LOS D D B B
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 68.9 19.2 31.8 68.9 24.1 26.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 16.6 14.3 21.1 24.6 18.4 17.4 Green Ext Time (p_c), s 5.8 0.4 6.3 7.8 1.3 4.8
Intersection Summary
HCM 6th Ctrl Delay 33.7
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 1: N. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 462 982 28 113 914 48 0 755 74 0 939 503 Future Volume (veh/h) 462 982 28 113 914 48 0 755 74 0 939 503 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 502 1067 0 123 993 52 0 821 80 0 1021 547 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 582 1731 152 1270 66 0 1646 734 0 1646 734
Arrive On Green 0.17 0.34 0.00 0.09 0.26 0.26 0.00 0.46 0.46 0.00 0.46 0.46 Sat Flow, veh/h 3456 5274 0 1781 4968 260 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 502 1067 0 123 680 365 0 821 80 0 1021 547 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1824 0 1777 1585 0 1777 1585 Q Serve(g_s), s 17.0 21.0 0.0 8.1 22.3 22.4 0.0 19.3 3.4 0.0 26.0 33.9 Cycle Q Clear(g_c), s 17.0 21.0 0.0 8.1 22.3 22.4 0.0 19.3 3.4 0.0 26.0 33.9 Prop In Lane 1.00 0.00 1.00 0.14 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 582 1731 152 870 466 0 1646 734 0 1646 734 V/C Ratio(X) 0.86 0.62 0.81 0.78 0.78 0.00 0.50 0.11 0.00 0.62 0.74 Avail Cap(c_a), veh/h 778 1731 401 1135 608 0 1646 734 0 1646 734 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.95 0.95 0.95 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.5 33.1 0.0 53.9 41.5 41.6 0.0 22.5 18.2 0.0 24.2 26.4 Incr Delay (d2), s/veh 7.6 0.7 0.0 9.3 2.5 4.7 0.0 1.1 0.3 0.0 1.8 6.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 12.6 13.7 0.0 7.3 14.6 15.8 0.0 13.0 2.4 0.0 16.6 20.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.2 33.8 0.0 63.3 44.1 46.3 0.0 23.6 18.5 0.0 26.0 33.1 LnGrp LOS E C E D D A C B A C C
Approach Vol, veh/h 1569 1168 901 1568
Approach Delay, s/veh 41.0 46.8 23.1 28.5
Approach LOS D D C C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 60.1 14.7 45.2 60.1 24.7 35.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 21.3 10.1 23.0 35.9 19.0 24.4 Green Ext Time (p_c), s 5.8 0.3 7.4 2.7 1.3 6.3
Intersection Summary
HCM 6th Ctrl Delay 35.4
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 1: N. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 530 713 40 137 633 37 0 706 64 0 955 480 Future Volume (veh/h) 530 713 40 137 633 37 0 706 64 0 955 480 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 576 775 0 149 688 40 0 767 70 0 1038 522 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 652 1416 179 935 54 0 1810 808 0 1810 808
Arrive On Green 0.19 0.28 0.00 0.10 0.19 0.19 0.00 0.51 0.51 0.00 0.51 0.51 Sat Flow, veh/h 3456 5274 0 1781 4937 286 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 576 775 0 149 473 255 0 767 70 0 1038 522 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1819 0 1777 1585 0 1777 1585 Q Serve(g_s), s 19.5 15.5 0.0 9.9 15.7 15.8 0.0 16.2 2.7 0.0 24.3 28.9 Cycle Q Clear(g_c), s 19.5 15.5 0.0 9.9 15.7 15.8 0.0 16.2 2.7 0.0 24.3 28.9 Prop In Lane 1.00 0.00 1.00 0.16 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 652 1416 179 645 344 0 1810 808 0 1810 808 V/C Ratio(X) 0.88 0.55 0.83 0.73 0.74 0.00 0.42 0.09 0.00 0.57 0.65 Avail Cap(c_a), veh/h 778 1702 401 1135 606 0 1810 808 0 1810 808 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.99 0.99 0.99 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 47.4 36.9 0.0 53.0 45.8 45.8 0.0 18.4 15.1 0.0 20.4 21.5 Incr Delay (d2), s/veh 10.4 0.3 0.0 9.4 1.6 3.1 0.0 0.7 0.2 0.0 1.3 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 14.4 10.8 0.0 8.5 11.0 11.9 0.0 11.0 1.9 0.0 15.4 16.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 57.7 37.3 0.0 62.3 47.4 48.9 0.0 19.1 15.3 0.0 21.7 25.5 LnGrp LOS E D E D D A B B A C C
Approach Vol, veh/h 1351 877 837 1560
Approach Delay, s/veh 46.0 50.4 18.8 23.0
Approach LOS D D B C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 65.6 16.6 37.8 65.6 27.1 27.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 18.2 11.9 17.5 30.9 21.5 17.8 Green Ext Time (p_c), s 5.7 0.3 5.9 5.6 1.2 4.9
Intersection Summary
HCM 6th Ctrl Delay 34.2
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 2: S. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 231 639 51 69 470 52 33 371 135 50 356 365 Future Volume (veh/h) 231 639 51 69 470 52 33 371 135 50 356 365 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 251 695 0 75 511 0 36 403 147 54 387 397 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 355 1008 97 2170 287 1688 753 430 844 753
Arrive On Green 0.32 0.32 0.00 0.11 0.85 0.00 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 866 3300 0 1781 5274 0 690 3554 1585 858 1777 1585 Grp Volume(v), veh/h 265 681 0 75 511 0 36 403 147 54 387 397 Grp Sat Flow(s),veh/h/ln 915 1549 0 1781 1702 0 690 1777 1585 858 1777 1585 Q Serve(g_s), s 25.0 17.2 0.0 3.7 1.7 0.0 3.5 6.0 4.8 3.6 13.2 15.8 Cycle Q Clear(g_c), s 25.0 17.2 0.0 3.7 1.7 0.0 19.3 6.0 4.8 9.6 13.2 15.8 Prop In Lane 0.95 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 993 97 2170 287 1688 753 430 844 753 V/C Ratio(X) 0.71 0.69 0.77 0.24 0.13 0.24 0.20 0.13 0.46 0.53 Avail Cap(c_a), veh/h 383 1033 336 2922 287 1688 753 430 844 753 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.71 0.71 0.00 1.00 1.00 0.00 0.99 0.99 0.99 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.3 26.6 0.0 39.6 4.0 0.0 23.3 14.0 13.7 16.8 15.9 16.5 Incr Delay (d2), s/veh 4.3 1.3 0.0 12.2 0.1 0.0 0.9 0.3 0.6 0.6 1.8 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 9.1 9.9 0.0 3.4 1.0 0.0 1.1 4.4 3.3 1.4 9.5 10.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 33.6 27.9 0.0 51.7 4.1 0.0 24.2 14.3 14.2 17.4 17.6 19.2 LnGrp LOS C C D A CBBBBB
Approach Vol, veh/h 946 586 586 838
Approach Delay, s/veh 29.5 10.2 14.9 18.4
Approach LOS CBBB
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 47.3 9.4 33.3 47.3 42.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 21.3 5.7 27.0 17.8 3.7
Green Ext Time (p_c), s 2.3 0.1 1.9 4.5 4.2
Intersection Summary
HCM 6th Ctrl Delay 19.6
HCM 6th LOS B
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 2: S. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 291 624 47 124 556 73 46 504 169 47 259 218 Future Volume (veh/h) 291 624 47 124 556 73 46 504 169 47 259 218 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 316 678 0 135 604 0 50 548 184 51 282 237 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 352 1033 167 2436 359 1503 670 310 786 641
Arrive On Green 0.33 0.33 0.00 0.19 0.95 0.00 0.42 0.42 0.42 0.42 0.42 0.42 Sat Flow, veh/h 816 3251 0 1781 5274 0 882 3554 1585 724 1859 1515 Grp Volume(v), veh/h 316 678 0 135 604 0 50 548 184 51 269 250 Grp Sat Flow(s),veh/h/ln 816 1549 0 1781 1702 0 882 1777 1585 724 1777 1598 Q Serve(g_s), s 30.0 16.8 0.0 6.5 0.6 0.0 3.7 9.5 6.8 4.7 9.3 9.6 Cycle Q Clear(g_c), s 30.0 16.8 0.0 6.5 0.6 0.0 13.3 9.5 6.8 14.1 9.3 9.6 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.95
Lane Grp Cap(c), veh/h 352 1033 167 2436 359 1503 670 310 751 676 V/C Ratio(X) 0.90 0.66 0.81 0.25 0.14 0.36 0.27 0.16 0.36 0.37 Avail Cap(c_a), veh/h 352 1033 336 2922 359 1503 670 310 751 676 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.71 0.71 0.00 1.00 1.00 0.00 0.97 0.97 0.97 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.1 25.6 0.0 35.8 1.1 0.0 22.3 17.7 17.0 22.5 17.7 17.8 Incr Delay (d2), s/veh 19.0 1.1 0.0 8.9 0.1 0.0 0.8 0.7 1.0 1.1 1.3 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.0 9.7 0.0 5.4 0.4 0.0 1.5 7.1 4.7 1.6 7.2 6.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 51.1 26.7 0.0 44.7 1.1 0.0 23.1 18.4 17.9 23.7 19.0 19.3 LnGrp LOS D C D A CBBCBB
Approach Vol, veh/h 994 739 782 570
Approach Delay, s/veh 34.4 9.1 18.6 19.6
Approach LOS C A B B
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 42.6 12.9 34.5 42.6 47.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 15.3 8.5 32.0 16.1 2.6
Green Ext Time (p_c), s 4.2 0.2 0.0 3.2 5.1
Intersection Summary
HCM 6th Ctrl Delay 21.6
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 2: S. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 239 778 18 108 727 45 95 707 193 55 238 287 Future Volume (veh/h) 239 778 18 108 727 45 95 707 193 55 238 287 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 260 846 0 117 790 0 103 768 210 60 259 312 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 309 1033 147 2379 328 1542 688 240 771 688
Arrive On Green 0.33 0.33 0.00 0.17 0.93 0.00 0.43 0.43 0.43 0.43 0.43 0.43 Sat Flow, veh/h 686 3251 0 1781 5274 0 841 3554 1585 575 1777 1585 Grp Volume(v), veh/h 260 846 0 117 790 0 103 768 210 60 259 312 Grp Sat Flow(s),veh/h/ln 686 1549 0 1781 1702 0 841 1777 1585 575 1777 1585 Q Serve(g_s), s 30.0 22.5 0.0 5.7 1.4 0.0 8.9 14.0 7.8 7.6 8.7 12.5 Cycle Q Clear(g_c), s 30.0 22.5 0.0 5.7 1.4 0.0 21.3 14.0 7.8 21.6 8.7 12.5 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 309 1033 147 2379 328 1542 688 240 771 688 V/C Ratio(X) 0.84 0.82 0.79 0.33 0.31 0.50 0.31 0.25 0.34 0.45 Avail Cap(c_a), veh/h 309 1033 336 2922 328 1542 688 240 771 688 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.79 0.79 0.00 1.00 1.00 0.00 0.93 0.93 0.93 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.8 27.5 0.0 36.8 1.7 0.0 25.5 18.4 16.6 26.2 16.9 17.9 Incr Delay (d2), s/veh 15.3 4.2 0.0 9.3 0.1 0.0 2.3 1.1 1.1 2.5 1.2 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 11.0 13.1 0.0 4.8 0.7 0.0 3.5 9.7 5.4 2.2 6.7 8.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.1 31.8 0.0 46.1 1.8 0.0 27.8 19.5 17.7 28.7 18.0 20.1 LnGrp LOS D C D A CBBCBC
Approach Vol, veh/h 1106 907 1081 631
Approach Delay, s/veh 35.4 7.5 19.9 20.1
Approach LOS D A B C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 43.6 11.9 34.5 43.6 46.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 23.3 7.7 32.0 23.6 3.4
Green Ext Time (p_c), s 3.4 0.2 0.0 2.2 7.1
Intersection Summary
HCM 6th Ctrl Delay 21.5
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 2: S. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 238 532 45 71 422 35 40 378 126 32 200 299 Future Volume (veh/h) 238 532 45 71 422 35 40 378 126 32 200 299 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 259 578 0 77 459 0 43 411 137 35 217 325 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 371 966 100 2133 381 1714 764 436 857 764
Arrive On Green 0.31 0.31 0.00 0.11 0.84 0.00 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 933 3251 0 1781 5274 0 864 3554 1585 859 1777 1585 Grp Volume(v), veh/h 259 578 0 77 459 0 43 411 137 35 217 325 Grp Sat Flow(s),veh/h/ln 933 1549 0 1781 1702 0 864 1777 1585 859 1777 1585 Q Serve(g_s), s 23.8 14.2 0.0 3.8 1.6 0.0 3.1 6.1 4.4 2.2 6.5 12.0 Cycle Q Clear(g_c), s 23.8 14.2 0.0 3.8 1.6 0.0 15.1 6.1 4.4 8.3 6.5 12.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 966 100 2133 381 1714 764 436 857 764 V/C Ratio(X) 0.70 0.60 0.77 0.22 0.11 0.24 0.18 0.08 0.25 0.43 Avail Cap(c_a), veh/h 391 1033 336 2922 381 1714 764 436 857 764 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.83 0.83 0.00 1.00 1.00 0.00 0.99 0.99 0.99 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.5 26.2 0.0 39.4 4.4 0.0 20.1 13.6 13.2 16.1 13.7 15.2 Incr Delay (d2), s/veh 4.3 0.7 0.0 11.9 0.0 0.0 0.6 0.3 0.5 0.4 0.7 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 9.2 8.7 0.0 3.4 1.0 0.0 1.2 4.4 3.0 0.9 4.9 8.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 33.8 26.9 0.0 51.3 4.5 0.0 20.7 14.0 13.7 16.4 14.5 16.9 LnGrp LOS C C D A CBBBBB
Approach Vol, veh/h 837 536 591 577
Approach Delay, s/veh 29.0 11.2 14.4 16.0
Approach LOS CBBB
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 47.9 9.5 32.6 47.9 42.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 17.1 5.8 25.8 14.0 3.6
Green Ext Time (p_c), s 2.9 0.1 2.3 3.5 3.7
Intersection Summary
HCM 6th Ctrl Delay 18.9
HCM 6th LOS B
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing Conditions 3: S. Santa Monica Blvd & Charleville Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 30 39 410 18 46 391
Future Volume (veh/h) 30 39 410 18 46 391
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 33 42 446 20 50 425
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 84 75 2644 118 825 3031
Arrive On Green 0.05 0.05 0.76 0.76 0.04 0.85
Sat Flow, veh/h 1781 1585 3558 155 1781 3647
Grp Volume(v), veh/h 33 42 228 238 50 425
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1842 1781 1777
Q Serve(g_s), s 1.6 2.3 3.1 3.2 0.5 1.8
Cycle Q Clear(g_c), s 1.6 2.3 3.1 3.2 0.5 1.8
Prop In Lane 1.00 1.00 0.08 1.00
Lane Grp Cap(c), veh/h 84 75 1356 1406 825 3031
V/C Ratio(X) 0.39 0.56 0.17 0.17 0.06 0.14
Avail Cap(c_a), veh/h 406 361 1356 1406 963 3031
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.86 0.86
Uniform Delay (d), s/veh 41.6 42.0 2.9 2.9 1.6 1.1
Incr Delay (d2), s/veh 3.0 6.5 0.3 0.3 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 1.4 1.9 1.6 1.7 0.1 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 44.6 48.5 3.2 3.2 1.6 1.2
LnGrp LOS DDAAAA
Approach Vol, veh/h 75 466 475
Approach Delay, s/veh 46.8 3.2 1.2
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.1 73.2 81.3 8.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.5 5.2 3.8 4.3
Green Ext Time (p_c), s 0.0 3.1 3.2 0.1
Intersection Summary
HCM 6th Ctrl Delay 5.5
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing Conditions 3: S. Santa Monica Blvd & Charleville Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 65 41 614 65 49 389
Future Volume (veh/h) 65 41 614 65 49 389
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 71 45 667 71 53 423
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 108 96 2427 258 645 2984
Arrive On Green 0.06 0.06 0.75 0.75 0.04 0.84
Sat Flow, veh/h 1781 1585 3334 345 1781 3647
Grp Volume(v), veh/h 71 45 365 373 53 423
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1808 1781 1777
Q Serve(g_s), s 3.5 2.5 5.9 5.9 0.5 2.0
Cycle Q Clear(g_c), s 3.5 2.5 5.9 5.9 0.5 2.0
Prop In Lane 1.00 1.00 0.19 1.00
Lane Grp Cap(c), veh/h 108 96 1331 1354 645 2984
V/C Ratio(X) 0.66 0.47 0.27 0.28 0.08 0.14
Avail Cap(c_a), veh/h 406 361 1331 1354 780 2984
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.91 0.91
Uniform Delay (d), s/veh 41.4 40.9 3.6 3.6 2.0 1.3
Incr Delay (d2), s/veh 6.7 3.6 0.5 0.5 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 3.1 1.9 3.2 3.2 0.2 0.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.1 44.4 4.1 4.1 2.1 1.4
LnGrp LOS DDAAAA
Approach Vol, veh/h 116 738 476
Approach Delay, s/veh 46.7 4.1 1.5
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.2 71.9 80.1 9.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.5 7.9 4.0 5.5
Green Ext Time (p_c), s 0.0 5.3 3.2 0.2
Intersection Summary
HCM 6th Ctrl Delay 6.9
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing Conditions 3: S. Santa Monica Blvd & Charleville Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 52 25 875 87 28 359
Future Volume (veh/h) 52 25 875 87 28 359
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 57 27 951 95 30 390
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 87 77 2519 252 498 3025
Arrive On Green 0.05 0.05 0.77 0.77 0.03 0.85
Sat Flow, veh/h 1781 1585 3356 326 1781 3647
Grp Volume(v), veh/h 57 27 518 528 30 390
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1812 1781 1777
Q Serve(g_s), s 2.8 1.5 8.4 8.4 0.3 1.7
Cycle Q Clear(g_c), s 2.8 1.5 8.4 8.4 0.3 1.7
Prop In Lane 1.00 1.00 0.18 1.00
Lane Grp Cap(c), veh/h 87 77 1372 1399 498 3025
V/C Ratio(X) 0.66 0.35 0.38 0.38 0.06 0.13
Avail Cap(c_a), veh/h 406 361 1372 1399 654 3025
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.90 0.90
Uniform Delay (d), s/veh 42.1 41.4 3.3 3.3 2.1 1.1
Incr Delay (d2), s/veh 8.1 2.7 0.8 0.8 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 2.6 1.1 4.2 4.3 0.1 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 50.2 44.1 4.1 4.1 2.1 1.2
LnGrp LOS DDAAAA
Approach Vol, veh/h 84 1046 420
Approach Delay, s/veh 48.2 4.1 1.3
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 7.1 74.0 81.1 8.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.3 10.4 3.7 4.8
Green Ext Time (p_c), s 0.0 8.5 2.9 0.2
Intersection Summary
HCM 6th Ctrl Delay 5.7
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing Conditions 3: S. Santa Monica Blvd & Charleville Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 32 37 448 39 39 280
Future Volume (veh/h) 32 37 448 39 39 280
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 35 40 487 42 42 304
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 84 75 2539 218 780 3031
Arrive On Green 0.05 0.05 0.77 0.77 0.04 0.85
Sat Flow, veh/h 1781 1585 3405 285 1781 3647
Grp Volume(v), veh/h 35 40 261 268 42 304
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1819 1781 1777
Q Serve(g_s), s 1.7 2.2 3.6 3.6 0.4 1.2
Cycle Q Clear(g_c), s 1.7 2.2 3.6 3.6 0.4 1.2
Prop In Lane 1.00 1.00 0.16 1.00
Lane Grp Cap(c), veh/h 84 75 1363 1395 780 3031
V/C Ratio(X) 0.42 0.54 0.19 0.19 0.05 0.10
Avail Cap(c_a), veh/h 406 361 1363 1395 923 3031
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.94 0.94
Uniform Delay (d), s/veh 41.7 41.9 2.9 2.9 1.6 1.1
Incr Delay (d2), s/veh 3.3 5.9 0.3 0.3 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 1.5 1.8 1.8 1.9 0.1 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 45.0 47.8 3.2 3.2 1.6 1.1
LnGrp LOS DDAAAA
Approach Vol, veh/h 75 529 346
Approach Delay, s/veh 46.5 3.2 1.2
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 7.8 73.5 81.3 8.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.4 5.6 3.2 4.2
Green Ext Time (p_c), s 0.0 3.6 2.2 0.1
Intersection Summary
HCM 6th Ctrl Delay 5.9
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing Conditions 4: Linden Dr & Wilshire Blvd Weekday AM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 734 39 1 503 0 162 0 42 54 0 29 Future Volume (veh/h) 0 734 39 1 503 0 162 0 42 54 0 29 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 798 42 1 547 0 176 0 46 59 0 32
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202202
Cap, veh/h 0 1240 65 41 1239 0 1159 0 0 1159 0 0
Arrive On Green 0.00 0.08 0.08 0.08 0.08 0.00 0.65 0.00 0.00 0.65 0.00 0.00 Sat Flow, veh/h 0 5135 261 1 5117 0 1781 176 1781 59
Grp Volume(v), veh/h 0 546 294 206 342 0 176 6.2 59 5.7 Grp Sat Flow(s),veh/h/ln 0 1702 1823 1868 1549 0 1781 A 1781 A Q Serve(g_s), s 0.0 14.0 14.1 0.0 9.5 0.0 3.4 1.1
Cycle Q Clear(g_c), s 0.0 14.0 14.1 9.5 9.5 0.0 3.4 1.1 Prop In Lane 0.00 0.14 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 849 455 506 773 0 1159 1159
V/C Ratio(X) 0.00 0.64 0.65 0.41 0.44 0.00 0.15 0.05
Avail Cap(c_a), veh/h 0 1607 861 919 1463 0 1159 1159
HCM Platoon Ratio 1.00 0.33 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.94 0.94 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 37.4 37.4 35.3 35.3 0.0 6.1 5.7 Incr Delay (d2), s/veh 0.0 0.8 1.5 0.5 0.4 0.0 0.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 10.6 11.4 8.2 7.1 0.0 2.2 0.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 38.2 39.0 35.8 35.7 0.0 6.2 5.7 LnGrp LOS ADDDDAA A
Approach Vol, veh/h 840 548
Approach Delay, s/veh 38.5 35.7
Approach LOS D D
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 63.0 27.0 63.0 27.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 3.1 16.1 5.4 11.5
Green Ext Time (p_c), s 0.1 6.4 0.3 4.0
Intersection Summary
HCM 6th Ctrl Delay 32.9
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing Conditions 4: Linden Dr & Wilshire Blvd Weekday Mid-Day Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 800 80 0 584 0 139 0 53 91 1 44 Future Volume (veh/h) 0 800 80 0 584 0 139 0 53 91 1 44 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 870 87 0 635 0 151 0 58 99 1 48
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202222
Cap, veh/h 0 1305 130 0 1412 0 187 0 0 1111 0 743
Arrive On Green 0.00 0.19 0.19 0.00 0.09 0.00 0.10 0.00 0.00 0.62 0.47 0.47 Sat Flow, veh/h 0 4888 470 0 5443 0 1781 151 1781 0 1585 Grp Volume(v), veh/h 0 627 330 0 635 0 151 47.5 99 0 48 Grp Sat Flow(s),veh/h/ln 0 1702 1786 0 1702 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 15.4 15.5 0.0 10.6 0.0 7.5 2.0 0.0 1.5 Cycle Q Clear(g_c), s 0.0 15.4 15.5 0.0 10.6 0.0 7.5 2.0 0.0 1.5 Prop In Lane 0.00 0.26 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 941 494 0 1412 0 187 1111 0 743 V/C Ratio(X) 0.00 0.67 0.67 0.00 0.45 0.00 0.81 0.09 0.00 0.06 Avail Cap(c_a), veh/h 0 1607 843 0 2411 0 307 1111 0 743 HCM Platoon Ratio 1.00 0.67 0.67 1.00 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.95 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 32.8 32.8 0.0 34.4 0.0 39.4 6.8 0.0 13.1 Incr Delay (d2), s/veh 0.0 0.8 1.6 0.0 0.2 0.0 8.1 0.0 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.0 11.6 0.0 8.4 0.0 6.6 1.3 0.0 1.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 33.6 34.4 0.0 34.6 0.0 47.5 6.8 0.0 13.3 LnGrp LOS A C C A C A D A A B
Approach Vol, veh/h 957 635 147
Approach Delay, s/veh 33.9 34.6 8.9
Approach LOS C C A
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 60.6 29.4 13.9 46.7 29.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 4.0 17.5 9.5 3.5 12.6
Green Ext Time (p_c), s 0.2 7.4 0.2 0.1 5.1
Intersection Summary
HCM 6th Ctrl Delay 33.3
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing Conditions 4: Linden Dr & Wilshire Blvd Weekday PM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 976 54 0 673 0 221 0 46 130 0 63 Future Volume (veh/h) 0 976 54 0 673 0 221 0 46 130 0 63 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 1061 59 0 732 0 240 0 50 141 0 68 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202202
Cap, veh/h 0 1524 85 0 1572 0 1055 0 0 1055 0 0
Arrive On Green 0.00 0.31 0.31 0.00 0.10 0.00 0.59 0.00 0.00 0.59 0.00 0.00 Sat Flow, veh/h 0 5118 275 0 5443 0 1781 240 1781 141
Grp Volume(v), veh/h 0 729 391 0 732 0 240 8.8 141 8.2
Grp Sat Flow(s),veh/h/ln 0 1702 1821 0 1702 0 1781 A 1781 A Q Serve(g_s), s 0.0 17.0 17.0 0.0 12.2 0.0 5.7 3.2
Cycle Q Clear(g_c), s 0.0 17.0 17.0 0.0 12.2 0.0 5.7 3.2 Prop In Lane 0.00 0.15 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 1048 560 0 1572 0 1055 1055
V/C Ratio(X) 0.00 0.70 0.70 0.00 0.47 0.00 0.23 0.13
Avail Cap(c_a), veh/h 0 1607 860 0 2411 0 1055 1055
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.95 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 27.4 27.5 0.0 33.5 0.0 8.6 8.1 Incr Delay (d2), s/veh 0.0 0.8 1.6 0.0 0.2 0.0 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.2 12.0 0.0 9.3 0.0 3.8 2.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 28.3 29.0 0.0 33.7 0.0 8.8 8.2 LnGrp LOS A C C A C A A A
Approach Vol, veh/h 1120 732
Approach Delay, s/veh 28.5 33.7
Approach LOS C C
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 57.8 32.2 57.8 32.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 5.2 19.0 7.7 14.2
Green Ext Time (p_c), s 0.2 8.7 0.4 5.9
Intersection Summary
HCM 6th Ctrl Delay 26.8
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing Conditions 4: Linden Dr & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 589 49 1 460 0 115 0 19 44 1 23 Future Volume (veh/h) 0 589 49 1 460 0 115 0 19 44 1 23 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 640 53 1 500 0 125 0 21 48 1 25
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202222
Cap, veh/h 0 1014 83 41 1046 0 158 0 0 1228 0 873
Arrive On Green 0.00 0.07 0.07 0.07 0.07 0.00 0.09 0.00 0.00 0.69 0.55 0.55 Sat Flow, veh/h 0 4976 395 2 5117 0 1781 125 1781 0 1585 Grp Volume(v), veh/h 0 452 241 189 312 0 125 48.7 48 0 25 Grp Sat Flow(s),veh/h/ln 0 1702 1799 1868 1549 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 11.6 11.7 0.0 8.7 0.0 6.2 0.8 0.0 0.6 Cycle Q Clear(g_c), s 0.0 11.6 11.7 8.7 8.7 0.0 6.2 0.8 0.0 0.6 Prop In Lane 0.00 0.22 0.01 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 718 379 434 653 0 158 1228 0 873 V/C Ratio(X) 0.00 0.63 0.64 0.43 0.48 0.00 0.79 0.04 0.00 0.03 Avail Cap(c_a), veh/h 0 1607 850 919 1463 0 307 1228 0 873 HCM Platoon Ratio 1.00 0.33 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.99 0.99 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 38.5 38.5 37.1 37.1 0.0 40.2 4.5 0.0 9.2 Incr Delay (d2), s/veh 0.0 0.9 1.8 0.7 0.5 0.0 8.5 0.0 0.0 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 9.2 9.8 7.8 6.5 0.0 5.5 0.5 0.0 0.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 39.4 40.3 37.8 37.6 0.0 48.7 4.5 0.0 9.3 LnGrp LOS ADDDDAD AAA
Approach Vol, veh/h 693 501 73
Approach Delay, s/veh 39.7 37.7 6.1
Approach LOS D D A
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 66.5 23.5 12.5 54.0 23.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 2.8 13.7 8.2 2.6 10.7
Green Ext Time (p_c), s 0.1 5.2 0.2 0.0 3.6
Intersection Summary
HCM 6th Ctrl Delay 38.0
HCM 6th LOS D
HCM 6th Signalized Intersection Summary Existing Conditions 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 166 618 38 25 454 154 0 0 59 0 184 87 Future Volume (veh/h) 166 618 38 25 454 154 0 0 59 0 184 87 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 180 672 41 27 493 167 0 0 64 0 200 95 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 222 2928 178 49 1893 621 0 0 0 0 809 361
Arrive On Green 0.04 0.20 0.20 0.03 0.50 0.50 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4922 299 1781 3803 1247 0 0 3647 1585 Grp Volume(v), veh/h 180 464 249 27 440 220 0.0 0 200 95 Grp Sat Flow(s),veh/h/ln 1781 1702 1817 1781 1702 1646 0 1777 1585 Q Serve(g_s), s 9.0 10.3 10.4 1.3 6.7 7.0 0.0 4.1 4.4
Cycle Q Clear(g_c), s 9.0 10.3 10.4 1.3 6.7 7.0 0.0 4.1 4.4 Prop In Lane 1.00 0.16 1.00 0.76 0.00 1.00
Lane Grp Cap(c), veh/h 222 2025 1081 49 1695 819 0 809 361 V/C Ratio(X) 0.81 0.23 0.23 0.56 0.26 0.27 0.00 0.25 0.26 Avail Cap(c_a), veh/h 386 2025 1081 228 1695 819 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.79 0.79 0.79 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.1 18.8 18.8 43.2 13.0 13.1 0.0 28.4 28.5 Incr Delay (d2), s/veh 5.6 0.2 0.4 9.6 0.4 0.8 0.0 0.7 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.7 7.8 8.3 1.3 4.5 4.8 0.0 3.3 3.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.7 19.0 19.2 52.8 13.4 13.9 0.0 29.2 30.3 LnGrp LOS D B B D B B A C C
Approach Vol, veh/h 893 687 295
Approach Delay, s/veh 24.9 15.1 29.5
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.0 58.0 25.0 15.7 49.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 3.3 12.4 6.4 11.0 9.0
Green Ext Time (p_c), s 0.0 4.7 1.3 0.3 4.0
Intersection Summary
HCM 6th Ctrl Delay 22.0
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing Conditions 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 150 731 93 63 458 107 0 0 91 0 209 149 Future Volume (veh/h) 150 731 93 63 458 107 0 0 91 0 209 149 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 163 795 101 68 498 116 0 0 99 0 227 162 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 203 2629 332 88 2114 480 0 0 0 0 809 361
Arrive On Green 0.04 0.19 0.19 0.05 0.51 0.51 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4590 580 1781 4160 945 0 0 3647 1585 Grp Volume(v), veh/h 163 588 308 68 405 209 0.0 0 227 162 Grp Sat Flow(s),veh/h/ln 1781 1702 1766 1781 1702 1700 0 1777 1585 Q Serve(g_s), s 8.2 13.4 13.5 3.4 6.0 6.2 0.0 4.7 7.9
Cycle Q Clear(g_c), s 8.2 13.4 13.5 3.4 6.0 6.2 0.0 4.7 7.9 Prop In Lane 1.00 0.33 1.00 0.56 0.00 1.00
Lane Grp Cap(c), veh/h 203 1950 1011 88 1730 864 0 809 361 V/C Ratio(X) 0.80 0.30 0.30 0.77 0.23 0.24 0.00 0.28 0.45 Avail Cap(c_a), veh/h 386 1950 1011 228 1730 864 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.77 0.77 0.77 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.3 21.0 21.1 42.3 12.4 12.4 0.0 28.7 29.9 Incr Delay (d2), s/veh 5.6 0.3 0.6 13.2 0.3 0.7 0.0 0.9 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.0 9.7 10.1 3.2 4.0 4.3 0.0 3.8 6.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.9 21.3 21.7 55.5 12.7 13.1 0.0 29.5 33.9 LnGrp LOS D C C E B B A C C
Approach Vol, veh/h 1059 682 389
Approach Delay, s/veh 25.5 17.1 31.3
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 9.0 56.0 25.0 14.8 50.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.4 15.5 9.9 10.2 8.2
Green Ext Time (p_c), s 0.1 5.8 1.4 0.3 3.8
Intersection Summary
HCM 6th Ctrl Delay 23.9
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing Conditions 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 119 950 77 42 503 63 0 0 110 0 153 193 Future Volume (veh/h) 119 950 77 42 503 63 0 0 110 0 153 193 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 129 1033 84 46 547 68 0 0 120 0 166 210 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 165 2812 228 68 2440 299 0 0 0 0 809 361
Arrive On Green 0.03 0.19 0.19 0.04 0.53 0.53 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4813 391 1781 4608 565 0 0 3647 1585 Grp Volume(v), veh/h 129 730 387 46 402 213 0.0 0 166 210 Grp Sat Flow(s),veh/h/ln 1781 1702 1800 1781 1702 1769 0 1777 1585 Q Serve(g_s), s 6.5 16.8 16.8 2.3 5.7 5.8 0.0 3.4 10.6
Cycle Q Clear(g_c), s 6.5 16.8 16.8 2.3 5.7 5.8 0.0 3.4 10.6 Prop In Lane 1.00 0.22 1.00 0.32 0.00 1.00
Lane Grp Cap(c), veh/h 165 1989 1052 68 1802 936 0 809 361 V/C Ratio(X) 0.78 0.37 0.37 0.68 0.22 0.23 0.00 0.21 0.58 Avail Cap(c_a), veh/h 386 1989 1052 228 1802 936 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.76 0.76 0.76 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.7 21.9 21.9 42.8 11.3 11.3 0.0 28.1 30.9 Incr Delay (d2), s/veh 6.0 0.4 0.8 11.3 0.3 0.6 0.0 0.6 6.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 5.8 11.6 12.3 2.2 3.8 4.1 0.0 2.7 8.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.7 22.3 22.6 54.1 11.6 11.9 0.0 28.7 37.6 LnGrp LOS D C C D B B A C D
Approach Vol, veh/h 1246 661 376
Approach Delay, s/veh 25.1 14.6 33.7
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.9 57.1 25.0 12.8 52.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 4.3 18.8 12.6 8.5 7.8
Green Ext Time (p_c), s 0.0 6.6 1.1 0.2 3.8
Intersection Summary
HCM 6th Ctrl Delay 23.5
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing Conditions 5: Roxbury Dr/Brighton Way & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 70 570 82 58 333 53 0 0 48 0 104 137 Future Volume (veh/h) 70 570 82 58 333 53 0 0 48 0 104 137 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 76 620 89 63 362 58 0 0 52 0 113 149 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 100 2604 369 82 2521 393 0 0 0 0 809 361
Arrive On Green 0.02 0.19 0.19 0.05 0.57 0.57 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4518 641 1781 4454 695 0 0 3647 1585 Grp Volume(v), veh/h 76 465 244 63 274 146 0.0 0 113 149 Grp Sat Flow(s),veh/h/ln 1781 1702 1755 1781 1702 1745 0 1777 1585 Q Serve(g_s), s 3.8 10.4 10.6 3.1 3.4 3.6 0.0 2.3 7.2
Cycle Q Clear(g_c), s 3.8 10.4 10.6 3.1 3.4 3.6 0.0 2.3 7.2 Prop In Lane 1.00 0.37 1.00 0.40 0.00 1.00
Lane Grp Cap(c), veh/h 100 1962 1012 82 1927 988 0 809 361 V/C Ratio(X) 0.76 0.24 0.24 0.77 0.14 0.15 0.00 0.14 0.41 Avail Cap(c_a), veh/h 386 1962 1012 228 1927 988 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.78 0.78 0.78 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 43.6 19.7 19.7 42.5 9.2 9.2 0.0 27.7 29.6 Incr Delay (d2), s/veh 8.9 0.2 0.4 14.2 0.2 0.3 0.0 0.4 3.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 3.5 7.8 8.3 3.0 2.2 2.4 0.0 1.8 5.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 52.4 19.9 20.2 56.7 9.4 9.6 0.0 28.1 33.1 LnGrp LOS D B C E A A A C C
Approach Vol, veh/h 785 483 262
Approach Delay, s/veh 23.1 15.6 30.9
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 8.6 56.4 25.0 9.6 55.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.1 12.6 9.2 5.8 5.6
Green Ext Time (p_c), s 0.1 4.7 0.9 0.1 2.6
Intersection Summary
HCM 6th Ctrl Delay 22.1
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing with Project 1: N. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 472 832 50 187 682 18 0 517 87 0 1072 338 Future Volume (veh/h) 472 832 50 187 682 18 0 517 87 0 1072 338 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 513 904 0 203 741 20 0 562 95 0 1165 367 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 593 1203 235 1000 27 0 1849 825 0 1849 825
Arrive On Green 0.17 0.24 0.00 0.13 0.20 0.20 0.00 0.52 0.52 0.00 0.52 0.52 Sat Flow, veh/h 3456 5274 0 1781 5112 138 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 513 904 0 203 493 268 0 562 95 0 1165 367 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1846 0 1777 1585 0 1777 1585 Q Serve(g_s), s 17.3 19.7 0.0 13.4 16.3 16.4 0.0 10.8 3.7 0.0 28.1 17.3 Cycle Q Clear(g_c), s 17.3 19.7 0.0 13.4 16.3 16.4 0.0 10.8 3.7 0.0 28.1 17.3 Prop In Lane 1.00 0.00 1.00 0.07 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 593 1203 235 666 361 0 1849 825 0 1849 825 V/C Ratio(X) 0.87 0.75 0.87 0.74 0.74 0.00 0.30 0.12 0.00 0.63 0.45 Avail Cap(c_a), veh/h 778 1702 401 1135 615 0 1849 825 0 1849 825 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.4 42.6 0.0 51.1 45.4 45.4 0.0 16.4 14.7 0.0 20.5 18.0 Incr Delay (d2), s/veh 8.0 1.2 0.0 9.4 1.6 3.0 0.0 0.4 0.3 0.0 1.6 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 12.9 13.3 0.0 10.7 11.4 12.3 0.0 8.0 2.5 0.0 17.4 10.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.4 43.8 0.0 60.5 47.0 48.4 0.0 16.8 15.0 0.0 22.2 19.7 LnGrp LOS E D E D D A B B A C B
Approach Vol, veh/h 1417 964 657 1532
Approach Delay, s/veh 48.4 50.2 16.6 21.6
Approach LOS D D B C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 66.9 20.3 32.8 66.9 25.1 28.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 12.8 15.4 21.7 30.1 19.3 18.4 Green Ext Time (p_c), s 4.4 0.4 6.4 6.1 1.3 5.1
Intersection Summary
HCM 6th Ctrl Delay 35.2
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 1: N. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 446 808 53 177 623 39 0 681 97 0 947 364 Future Volume (veh/h) 446 808 53 177 623 39 0 681 97 0 947 364 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 485 878 0 192 677 42 0 740 105 0 1029 396 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 566 1171 224 940 58 0 1893 844 0 1893 844
Arrive On Green 0.16 0.23 0.00 0.13 0.19 0.19 0.00 0.53 0.53 0.00 0.53 0.53 Sat Flow, veh/h 3456 5274 0 1781 4916 303 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 485 878 0 192 468 251 0 740 105 0 1029 396 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1816 0 1777 1585 0 1777 1585 Q Serve(g_s), s 16.4 19.2 0.0 12.7 15.5 15.6 0.0 14.7 4.0 0.0 22.9 18.7 Cycle Q Clear(g_c), s 16.4 19.2 0.0 12.7 15.5 15.6 0.0 14.7 4.0 0.0 22.9 18.7 Prop In Lane 1.00 0.00 1.00 0.17 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 566 1171 224 651 347 0 1893 844 0 1893 844 V/C Ratio(X) 0.86 0.75 0.86 0.72 0.72 0.00 0.39 0.12 0.00 0.54 0.47 Avail Cap(c_a), veh/h 778 1702 401 1135 605 0 1893 844 0 1893 844 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.8 43.0 0.0 51.4 45.5 45.6 0.0 16.5 14.0 0.0 18.4 17.5 Incr Delay (d2), s/veh 7.1 1.1 0.0 9.1 1.5 2.8 0.0 0.6 0.3 0.0 1.1 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 12.2 13.0 0.0 10.3 10.9 11.7 0.0 10.1 2.7 0.0 14.5 11.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 55.9 44.1 0.0 60.5 47.0 48.4 0.0 17.2 14.3 0.0 19.6 19.3 LnGrp LOS E D E D D A B B A B B
Approach Vol, veh/h 1363 911 845 1425
Approach Delay, s/veh 48.3 50.2 16.8 19.5
Approach LOS D D B B
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 68.4 19.6 32.0 68.4 24.1 27.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 16.7 14.7 21.2 24.9 18.4 17.6 Green Ext Time (p_c), s 5.8 0.4 6.3 7.7 1.3 4.8
Intersection Summary
HCM 6th Ctrl Delay 33.8
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 1: N. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 462 992 28 117 922 48 0 755 79 0 939 503 Future Volume (veh/h) 462 992 28 117 922 48 0 755 79 0 939 503 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 502 1078 0 127 1002 52 0 821 86 0 1021 547 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 582 1727 156 1279 66 0 1640 732 0 1640 732
Arrive On Green 0.17 0.34 0.00 0.09 0.26 0.26 0.00 0.46 0.46 0.00 0.46 0.46 Sat Flow, veh/h 3456 5274 0 1781 4970 258 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 502 1078 0 127 686 368 0 821 86 0 1021 547 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1824 0 1777 1585 0 1777 1585 Q Serve(g_s), s 17.0 21.3 0.0 8.4 22.5 22.5 0.0 19.4 3.7 0.0 26.0 34.0 Cycle Q Clear(g_c), s 17.0 21.3 0.0 8.4 22.5 22.5 0.0 19.4 3.7 0.0 26.0 34.0 Prop In Lane 1.00 0.00 1.00 0.14 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 582 1727 156 876 469 0 1640 732 0 1640 732 V/C Ratio(X) 0.86 0.62 0.81 0.78 0.78 0.00 0.50 0.12 0.00 0.62 0.75 Avail Cap(c_a), veh/h 778 1727 401 1135 608 0 1640 732 0 1640 732 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.96 0.96 0.96 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.5 33.3 0.0 53.8 41.4 41.5 0.0 22.6 18.4 0.0 24.4 26.6 Incr Delay (d2), s/veh 7.6 0.7 0.0 9.4 2.6 4.9 0.0 1.1 0.3 0.0 1.8 6.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 12.6 13.9 0.0 7.5 14.7 16.0 0.0 13.0 2.6 0.0 16.7 20.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.2 34.0 0.0 63.1 44.1 46.3 0.0 23.7 18.7 0.0 26.2 33.4 LnGrp LOS E C E D D A C B A C C
Approach Vol, veh/h 1580 1181 907 1568
Approach Delay, s/veh 41.1 46.8 23.2 28.7
Approach LOS D D C C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 59.9 15.0 45.1 59.9 24.7 35.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 21.4 10.4 23.3 36.0 19.0 24.5 Green Ext Time (p_c), s 5.8 0.3 7.4 2.6 1.3 6.3
Intersection Summary
HCM 6th Ctrl Delay 35.6
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 1: N. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 530 726 40 142 643 37 0 706 71 0 955 480 Future Volume (veh/h) 530 726 40 142 643 37 0 706 71 0 955 480 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 576 789 0 154 699 40 0 767 77 0 1038 522 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 652 1414 185 948 54 0 1802 804 0 1802 804
Arrive On Green 0.19 0.28 0.00 0.10 0.19 0.19 0.00 0.51 0.51 0.00 0.51 0.51 Sat Flow, veh/h 3456 5274 0 1781 4942 282 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 576 789 0 154 480 259 0 767 77 0 1038 522 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1820 0 1777 1585 0 1777 1585 Q Serve(g_s), s 19.5 15.9 0.0 10.2 15.9 16.1 0.0 16.3 3.0 0.0 24.4 29.0 Cycle Q Clear(g_c), s 19.5 15.9 0.0 10.2 15.9 16.1 0.0 16.3 3.0 0.0 24.4 29.0 Prop In Lane 1.00 0.00 1.00 0.15 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 652 1414 185 653 349 0 1802 804 0 1802 804 V/C Ratio(X) 0.88 0.56 0.83 0.74 0.74 0.00 0.43 0.10 0.00 0.58 0.65 Avail Cap(c_a), veh/h 778 1702 401 1135 607 0 1802 804 0 1802 804 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.99 0.99 0.99 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 47.4 37.1 0.0 52.8 45.6 45.7 0.0 18.6 15.3 0.0 20.6 21.7 Incr Delay (d2), s/veh 10.4 0.3 0.0 9.3 1.6 3.1 0.0 0.7 0.2 0.0 1.3 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 14.4 11.0 0.0 8.7 11.2 12.0 0.0 11.1 2.1 0.0 15.5 17.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 57.7 37.5 0.0 62.1 47.3 48.8 0.0 19.3 15.6 0.0 21.9 25.8 LnGrp LOS E D E D D A B B A C C
Approach Vol, veh/h 1365 893 844 1560
Approach Delay, s/veh 46.0 50.2 19.0 23.2
Approach LOS D D B C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 65.3 16.9 37.7 65.3 27.1 27.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 18.3 12.2 17.9 31.0 21.5 18.1 Green Ext Time (p_c), s 5.7 0.3 6.0 5.5 1.2 5.0
Intersection Summary
HCM 6th Ctrl Delay 34.3
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 2: S. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 231 648 51 71 482 52 33 371 137 50 356 365 Future Volume (veh/h) 231 648 51 71 482 52 33 371 137 50 356 365 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 251 704 0 77 524 0 36 403 149 54 387 397 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 354 1014 100 2187 284 1676 748 426 838 748
Arrive On Green 0.32 0.32 0.00 0.11 0.86 0.00 0.47 0.47 0.47 0.47 0.47 0.47 Sat Flow, veh/h 855 3300 0 1781 5274 0 690 3554 1585 856 1777 1585 Grp Volume(v), veh/h 265 690 0 77 524 0 36 403 149 54 387 397 Grp Sat Flow(s),veh/h/ln 904 1549 0 1781 1702 0 690 1777 1585 856 1777 1585 Q Serve(g_s), s 25.3 17.5 0.0 3.8 1.7 0.0 3.5 6.1 4.9 3.6 13.2 15.9 Cycle Q Clear(g_c), s 25.3 17.5 0.0 3.8 1.7 0.0 19.4 6.1 4.9 9.7 13.2 15.9 Prop In Lane 0.95 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 369 999 100 2187 284 1676 748 426 838 748 V/C Ratio(X) 0.72 0.69 0.77 0.24 0.13 0.24 0.20 0.13 0.46 0.53 Avail Cap(c_a), veh/h 379 1033 336 2922 284 1676 748 426 838 748 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.71 0.71 0.00 1.00 1.00 0.00 0.99 0.99 0.99 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.2 26.6 0.0 39.4 3.8 0.0 23.6 14.2 13.9 17.1 16.1 16.8 Incr Delay (d2), s/veh 4.5 1.4 0.0 11.9 0.1 0.0 0.9 0.3 0.6 0.6 1.8 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 9.2 10.0 0.0 3.4 1.0 0.0 1.2 4.5 3.3 1.4 9.5 10.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 33.8 27.9 0.0 51.3 3.9 0.0 24.5 14.5 14.5 17.7 17.9 19.4 LnGrp LOS C C D A CBBBBB
Approach Vol, veh/h 955 601 588 838
Approach Delay, s/veh 29.6 9.9 15.1 18.6
Approach LOS C A B B
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 47.0 9.5 33.5 47.0 43.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 21.4 5.8 27.3 17.9 3.7
Green Ext Time (p_c), s 2.3 0.1 1.7 4.5 4.3
Intersection Summary
HCM 6th Ctrl Delay 19.7
HCM 6th LOS B
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 2: S. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 291 635 47 126 570 73 46 504 171 47 259 218 Future Volume (veh/h) 291 635 47 126 570 73 46 504 171 47 259 218 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 316 690 0 137 620 0 50 548 186 51 282 237 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 348 1033 169 2442 358 1499 668 309 784 639
Arrive On Green 0.33 0.33 0.00 0.19 0.96 0.00 0.42 0.42 0.42 0.42 0.42 0.42 Sat Flow, veh/h 804 3251 0 1781 5274 0 882 3554 1585 723 1859 1515 Grp Volume(v), veh/h 316 690 0 137 620 0 50 548 186 51 269 250 Grp Sat Flow(s),veh/h/ln 804 1549 0 1781 1702 0 882 1777 1585 723 1777 1598 Q Serve(g_s), s 30.0 17.2 0.0 6.6 0.6 0.0 3.7 9.5 6.9 4.7 9.3 9.7 Cycle Q Clear(g_c), s 30.0 17.2 0.0 6.6 0.6 0.0 13.4 9.5 6.9 14.2 9.3 9.7 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.95
Lane Grp Cap(c), veh/h 348 1033 169 2442 358 1499 668 309 749 674 V/C Ratio(X) 0.91 0.67 0.81 0.25 0.14 0.37 0.28 0.17 0.36 0.37 Avail Cap(c_a), veh/h 348 1033 336 2922 358 1499 668 309 749 674 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.72 0.72 0.00 1.00 1.00 0.00 0.97 0.97 0.97 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.3 25.7 0.0 35.7 1.0 0.0 22.4 17.8 17.0 22.6 17.7 17.8 Incr Delay (d2), s/veh 21.0 1.2 0.0 8.9 0.1 0.0 0.8 0.7 1.0 1.2 1.3 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.3 9.9 0.0 5.5 0.3 0.0 1.5 7.1 4.8 1.6 7.2 6.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 53.2 26.9 0.0 44.6 1.1 0.0 23.2 18.5 18.1 23.8 19.1 19.4 LnGrp LOS D C D A CBBCBB
Approach Vol, veh/h 1006 757 784 570
Approach Delay, s/veh 35.2 9.0 18.7 19.6
Approach LOS D A B B
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 42.5 13.0 34.5 42.5 47.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 15.4 8.6 32.0 16.2 2.6
Green Ext Time (p_c), s 4.2 0.2 0.0 3.2 5.3
Intersection Summary
HCM 6th Ctrl Delay 21.8
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 2: S. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 239 794 18 110 739 45 95 707 196 55 238 287 Future Volume (veh/h) 239 794 18 110 739 45 95 707 196 55 238 287 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 260 863 0 120 803 0 103 768 213 60 259 312 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 305 1034 151 2389 326 1536 685 238 768 685
Arrive On Green 0.33 0.33 0.00 0.17 0.94 0.00 0.43 0.43 0.43 0.43 0.43 0.43 Sat Flow, veh/h 676 3256 0 1781 5274 0 841 3554 1585 574 1777 1585 Grp Volume(v), veh/h 262 861 0 120 803 0 103 768 213 60 259 312 Grp Sat Flow(s),veh/h/ln 681 1549 0 1781 1702 0 841 1777 1585 574 1777 1585 Q Serve(g_s), s 30.0 23.1 0.0 5.8 1.3 0.0 8.9 14.1 7.9 7.6 8.7 12.5 Cycle Q Clear(g_c), s 30.0 23.1 0.0 5.8 1.3 0.0 21.4 14.1 7.9 21.7 8.7 12.5 Prop In Lane 0.99 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 307 1033 151 2389 326 1536 685 238 768 685 V/C Ratio(X) 0.85 0.83 0.80 0.34 0.32 0.50 0.31 0.25 0.34 0.46 Avail Cap(c_a), veh/h 307 1033 336 2922 326 1536 685 238 768 685 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.79 0.79 0.00 1.00 1.00 0.00 0.93 0.93 0.93 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.0 27.7 0.0 36.7 1.6 0.0 25.6 18.5 16.8 26.4 17.0 18.1 Incr Delay (d2), s/veh 16.7 4.8 0.0 9.2 0.1 0.0 2.3 1.1 1.1 2.5 1.2 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 11.2 13.4 0.0 4.9 0.7 0.0 3.6 9.7 5.5 2.2 6.7 8.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.7 32.5 0.0 45.9 1.7 0.0 28.0 19.6 17.9 28.9 18.2 20.2 LnGrp LOS D C D A CBBCBC
Approach Vol, veh/h 1123 923 1084 631
Approach Delay, s/veh 36.3 7.4 20.1 20.2
Approach LOS D A C C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 43.4 12.1 34.5 43.4 46.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 23.4 7.8 32.0 23.7 3.3
Green Ext Time (p_c), s 3.4 0.2 0.0 2.1 7.2
Intersection Summary
HCM 6th Ctrl Delay 21.8
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 2: S. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 238 552 45 73 437 35 40 378 129 32 200 299 Future Volume (veh/h) 238 552 45 73 437 35 40 378 129 32 200 299 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 259 600 0 79 475 0 43 411 140 35 217 325 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 369 975 102 2155 377 1699 758 431 849 758
Arrive On Green 0.31 0.31 0.00 0.11 0.84 0.00 0.48 0.48 0.48 0.48 0.48 0.48 Sat Flow, veh/h 919 3251 0 1781 5274 0 864 3554 1585 857 1777 1585 Grp Volume(v), veh/h 259 600 0 79 475 0 43 411 140 35 217 325 Grp Sat Flow(s),veh/h/ln 919 1549 0 1781 1702 0 864 1777 1585 857 1777 1585 Q Serve(g_s), s 24.2 14.8 0.0 3.9 1.6 0.0 3.1 6.1 4.6 2.3 6.5 12.1 Cycle Q Clear(g_c), s 24.2 14.8 0.0 3.9 1.6 0.0 15.2 6.1 4.6 8.4 6.5 12.1 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 369 975 102 2155 377 1699 758 431 849 758 V/C Ratio(X) 0.70 0.62 0.77 0.22 0.11 0.24 0.18 0.08 0.26 0.43 Avail Cap(c_a), veh/h 386 1033 336 2922 377 1699 758 431 849 758 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.82 0.82 0.00 1.00 1.00 0.00 0.99 0.99 0.99 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.4 26.2 0.0 39.3 4.2 0.0 20.4 13.9 13.4 16.3 14.0 15.4 Incr Delay (d2), s/veh 4.4 0.8 0.0 11.7 0.1 0.0 0.6 0.3 0.5 0.4 0.7 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 9.2 9.0 0.0 3.5 0.9 0.0 1.2 4.5 3.1 0.9 4.9 8.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 33.8 27.0 0.0 50.9 4.2 0.0 21.0 14.2 14.0 16.7 14.7 17.2 LnGrp LOS C C D A CBBBBB
Approach Vol, veh/h 859 554 594 577
Approach Delay, s/veh 29.1 10.9 14.6 16.2
Approach LOS CBBB
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 47.5 9.7 32.8 47.5 42.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 17.2 5.9 26.2 14.1 3.6
Green Ext Time (p_c), s 2.9 0.1 2.1 3.5 3.9
Intersection Summary
HCM 6th Ctrl Delay 19.0
HCM 6th LOS B
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing with Project 3: S. Santa Monica Blvd & Charleville Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 34 39 412 21 46 393
Future Volume (veh/h) 34 39 412 21 46 393
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 37 42 448 23 50 427
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 85 76 2623 134 821 3028
Arrive On Green 0.05 0.05 0.76 0.76 0.04 0.85
Sat Flow, veh/h 1781 1585 3533 176 1781 3647
Grp Volume(v), veh/h 37 42 231 240 50 427
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1839 1781 1777
Q Serve(g_s), s 1.8 2.3 3.2 3.2 0.5 1.8
Cycle Q Clear(g_c), s 1.8 2.3 3.2 3.2 0.5 1.8
Prop In Lane 1.00 1.00 0.10 1.00
Lane Grp Cap(c), veh/h 85 76 1355 1402 821 3028
V/C Ratio(X) 0.43 0.55 0.17 0.17 0.06 0.14
Avail Cap(c_a), veh/h 406 361 1355 1402 958 3028
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.85 0.85
Uniform Delay (d), s/veh 41.7 41.9 2.9 2.9 1.6 1.1
Incr Delay (d2), s/veh 3.5 6.2 0.3 0.3 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 1.6 1.9 1.6 1.7 0.1 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 45.1 48.1 3.2 3.2 1.6 1.2
LnGrp LOS DDAAAA
Approach Vol, veh/h 79 471 477
Approach Delay, s/veh 46.7 3.2 1.2
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.1 73.1 81.2 8.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.5 5.2 3.8 4.3
Green Ext Time (p_c), s 0.0 3.1 3.2 0.2
Intersection Summary
HCM 6th Ctrl Delay 5.6
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing with Project 3: S. Santa Monica Blvd & Charleville Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 70 41 616 69 49 391
Future Volume (veh/h) 70 41 616 69 49 391
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 76 45 670 75 53 425
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 113 101 2403 269 638 2973
Arrive On Green 0.06 0.06 0.75 0.75 0.04 0.84
Sat Flow, veh/h 1781 1585 3316 360 1781 3647
Grp Volume(v), veh/h 76 45 369 376 53 425
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1806 1781 1777
Q Serve(g_s), s 3.8 2.5 6.0 6.0 0.5 2.0
Cycle Q Clear(g_c), s 3.8 2.5 6.0 6.0 0.5 2.0
Prop In Lane 1.00 1.00 0.20 1.00
Lane Grp Cap(c), veh/h 113 101 1325 1346 638 2973
V/C Ratio(X) 0.67 0.45 0.28 0.28 0.08 0.14
Avail Cap(c_a), veh/h 406 361 1325 1346 774 2973
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.91 0.91
Uniform Delay (d), s/veh 41.2 40.6 3.7 3.7 2.1 1.4
Incr Delay (d2), s/veh 6.7 3.1 0.5 0.5 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 3.3 1.9 3.2 3.3 0.2 0.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.0 43.7 4.2 4.2 2.1 1.5
LnGrp LOS DDAAAA
Approach Vol, veh/h 121 745 478
Approach Delay, s/veh 46.4 4.2 1.5
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.2 71.6 79.8 10.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.5 8.0 4.0 5.8
Green Ext Time (p_c), s 0.0 5.4 3.2 0.3
Intersection Summary
HCM 6th Ctrl Delay 7.0
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing with Project 3: S. Santa Monica Blvd & Charleville Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 56 25 878 92 28 361
Future Volume (veh/h) 56 25 878 92 28 361
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 61 27 954 100 30 392
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 91 81 2497 262 493 3016
Arrive On Green 0.05 0.05 0.77 0.77 0.03 0.85
Sat Flow, veh/h 1781 1585 3339 340 1781 3647
Grp Volume(v), veh/h 61 27 522 532 30 392
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1809 1781 1777
Q Serve(g_s), s 3.0 1.5 8.6 8.6 0.3 1.7
Cycle Q Clear(g_c), s 3.0 1.5 8.6 8.6 0.3 1.7
Prop In Lane 1.00 1.00 0.19 1.00
Lane Grp Cap(c), veh/h 91 81 1367 1392 493 3016
V/C Ratio(X) 0.67 0.33 0.38 0.38 0.06 0.13
Avail Cap(c_a), veh/h 406 361 1367 1392 648 3016
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.87 0.87
Uniform Delay (d), s/veh 41.9 41.2 3.4 3.4 2.1 1.2
Incr Delay (d2), s/veh 8.1 2.4 0.8 0.8 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 2.7 1.1 4.4 4.5 0.1 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 50.0 43.6 4.2 4.2 2.2 1.2
LnGrp LOS DDAAAA
Approach Vol, veh/h 88 1054 422
Approach Delay, s/veh 48.1 4.2 1.3
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 7.1 73.7 80.9 9.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.3 10.6 3.7 5.0
Green Ext Time (p_c), s 0.0 8.6 2.9 0.2
Intersection Summary
HCM 6th Ctrl Delay 5.9
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing with Project 3: S. Santa Monica Blvd & Charleville Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 37 37 451 46 39 282
Future Volume (veh/h) 37 37 451 46 39 282
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 40 40 490 50 42 307
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 86 76 2494 254 771 3028
Arrive On Green 0.05 0.05 0.77 0.77 0.04 0.85
Sat Flow, veh/h 1781 1585 3350 331 1781 3647
Grp Volume(v), veh/h 40 40 267 273 42 307
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1811 1781 1777
Q Serve(g_s), s 2.0 2.2 3.7 3.7 0.4 1.3
Cycle Q Clear(g_c), s 2.0 2.2 3.7 3.7 0.4 1.3
Prop In Lane 1.00 1.00 0.18 1.00
Lane Grp Cap(c), veh/h 86 76 1361 1387 771 3028
V/C Ratio(X) 0.47 0.53 0.20 0.20 0.05 0.10
Avail Cap(c_a), veh/h 406 361 1361 1387 915 3028
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.95 0.95
Uniform Delay (d), s/veh 41.7 41.8 2.9 2.9 1.6 1.1
Incr Delay (d2), s/veh 3.9 5.5 0.3 0.3 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 1.7 1.8 1.9 1.9 0.1 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 45.6 47.3 3.2 3.2 1.6 1.1
LnGrp LOS DDAAAA
Approach Vol, veh/h 80 540 349
Approach Delay, s/veh 46.5 3.2 1.2
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 7.8 73.4 81.2 8.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.4 5.7 3.3 4.2
Green Ext Time (p_c), s 0.0 3.6 2.2 0.2
Intersection Summary
HCM 6th Ctrl Delay 6.1
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Existing with Project 4: Linden Dr & Wilshire Blvd Weekday AM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 734 39 1 514 0 176 0 56 54 0 29 Future Volume (veh/h) 0 734 39 1 514 0 176 0 56 54 0 29 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 798 42 1 559 0 191 0 61 59 0 32
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202202
Cap, veh/h 0 1240 65 41 1239 0 1159 0 0 1159 0 0
Arrive On Green 0.00 0.08 0.08 0.08 0.08 0.00 0.65 0.00 0.00 0.65 0.00 0.00 Sat Flow, veh/h 0 5135 261 1 5117 0 1781 191 1781 59
Grp Volume(v), veh/h 0 546 294 211 349 0 191 6.2 59 5.7 Grp Sat Flow(s),veh/h/ln 0 1702 1823 1868 1549 0 1781 A 1781 A Q Serve(g_s), s 0.0 14.0 14.1 0.0 9.7 0.0 3.8 1.1
Cycle Q Clear(g_c), s 0.0 14.0 14.1 9.7 9.7 0.0 3.8 1.1 Prop In Lane 0.00 0.14 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 849 455 506 773 0 1159 1159
V/C Ratio(X) 0.00 0.64 0.65 0.42 0.45 0.00 0.16 0.05
Avail Cap(c_a), veh/h 0 1607 861 919 1463 0 1159 1159
HCM Platoon Ratio 1.00 0.33 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.94 0.94 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 37.4 37.4 35.4 35.4 0.0 6.2 5.7 Incr Delay (d2), s/veh 0.0 0.8 1.5 0.5 0.4 0.0 0.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 10.6 11.4 8.4 7.2 0.0 2.4 0.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 38.2 39.0 35.9 35.8 0.0 6.2 5.7 LnGrp LOS ADDDDAA A
Approach Vol, veh/h 840 560
Approach Delay, s/veh 38.5 35.9
Approach LOS D D
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 63.0 27.0 63.0 27.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 3.1 16.1 5.8 11.7
Green Ext Time (p_c), s 0.1 6.4 0.4 4.1
Intersection Summary
HCM 6th Ctrl Delay 32.7
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing with Project 4: Linden Dr & Wilshire Blvd Weekday Mid-Day Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 800 80 0 596 0 156 0 70 91 1 44 Future Volume (veh/h) 0 800 80 0 596 0 156 0 70 91 1 44 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 870 87 0 648 0 170 0 76 99 1 48
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202222
Cap, veh/h 0 1305 130 0 1412 0 207 0 0 1111 0 725
Arrive On Green 0.00 0.19 0.19 0.00 0.09 0.00 0.12 0.00 0.00 0.62 0.46 0.46 Sat Flow, veh/h 0 4888 470 0 5443 0 1781 170 1781 0 1585 Grp Volume(v), veh/h 0 627 330 0 648 0 170 49.6 99 0 48 Grp Sat Flow(s),veh/h/ln 0 1702 1786 0 1702 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 15.4 15.5 0.0 10.8 0.0 8.4 2.0 0.0 1.5 Cycle Q Clear(g_c), s 0.0 15.4 15.5 0.0 10.8 0.0 8.4 2.0 0.0 1.5 Prop In Lane 0.00 0.26 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 941 494 0 1412 0 207 1111 0 725 V/C Ratio(X) 0.00 0.67 0.67 0.00 0.46 0.00 0.82 0.09 0.00 0.07 Avail Cap(c_a), veh/h 0 1607 843 0 2411 0 307 1111 0 725 HCM Platoon Ratio 1.00 0.67 0.67 1.00 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.95 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 32.8 32.8 0.0 34.5 0.0 38.9 6.8 0.0 13.7 Incr Delay (d2), s/veh 0.0 0.8 1.6 0.0 0.2 0.0 10.7 0.0 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.0 11.6 0.0 8.5 0.0 7.7 1.3 0.0 1.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 33.6 34.4 0.0 34.7 0.0 49.6 6.8 0.0 13.8 LnGrp LOS A C C A C A D A A B
Approach Vol, veh/h 957 648 147
Approach Delay, s/veh 33.9 34.7 9.1
Approach LOS C C A
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 60.6 29.4 14.9 45.7 29.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 4.0 17.5 10.4 3.5 12.8
Green Ext Time (p_c), s 0.2 7.4 0.2 0.1 5.2
Intersection Summary
HCM 6th Ctrl Delay 33.7
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing with Project 4: Linden Dr & Wilshire Blvd Weekday PM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 976 54 0 691 0 235 0 60 130 0 63 Future Volume (veh/h) 0 976 54 0 691 0 235 0 60 130 0 63 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 1061 59 0 751 0 255 0 65 141 0 68 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202202
Cap, veh/h 0 1524 85 0 1572 0 1055 0 0 1055 0 0
Arrive On Green 0.00 0.31 0.31 0.00 0.10 0.00 0.59 0.00 0.00 0.59 0.00 0.00 Sat Flow, veh/h 0 5118 275 0 5443 0 1781 255 1781 141
Grp Volume(v), veh/h 0 729 391 0 751 0 255 8.9 141 8.2
Grp Sat Flow(s),veh/h/ln 0 1702 1821 0 1702 0 1781 A 1781 A Q Serve(g_s), s 0.0 17.0 17.0 0.0 12.5 0.0 6.1 3.2
Cycle Q Clear(g_c), s 0.0 17.0 17.0 0.0 12.5 0.0 6.1 3.2 Prop In Lane 0.00 0.15 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 1048 560 0 1572 0 1055 1055
V/C Ratio(X) 0.00 0.70 0.70 0.00 0.48 0.00 0.24 0.13
Avail Cap(c_a), veh/h 0 1607 860 0 2411 0 1055 1055
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.94 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 27.4 27.5 0.0 33.6 0.0 8.7 8.1 Incr Delay (d2), s/veh 0.0 0.8 1.6 0.0 0.2 0.0 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.2 12.0 0.0 9.5 0.0 4.1 2.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 28.3 29.0 0.0 33.8 0.0 8.9 8.2 LnGrp LOS A C C A C A A A
Approach Vol, veh/h 1120 751
Approach Delay, s/veh 28.5 33.8
Approach LOS C C
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 57.8 32.2 57.8 32.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 5.2 19.0 8.1 14.5
Green Ext Time (p_c), s 0.2 8.7 0.4 6.1
Intersection Summary
HCM 6th Ctrl Delay 26.8
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing with Project 4: Linden Dr & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 589 49 1 483 0 132 0 36 44 1 23 Future Volume (veh/h) 0 589 49 1 483 0 132 0 36 44 1 23 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 640 53 1 525 0 143 0 39 48 1 25
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202222
Cap, veh/h 0 1014 83 41 1046 0 178 0 0 1228 0 855
Arrive On Green 0.00 0.07 0.07 0.07 0.07 0.00 0.10 0.00 0.00 0.69 0.54 0.54 Sat Flow, veh/h 0 4976 395 2 5117 0 1781 143 1781 0 1585 Grp Volume(v), veh/h 0 452 241 198 328 0 143 47.8 48 0 25 Grp Sat Flow(s),veh/h/ln 0 1702 1799 1868 1549 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 11.6 11.7 0.0 9.2 0.0 7.1 0.8 0.0 0.7 Cycle Q Clear(g_c), s 0.0 11.6 11.7 9.2 9.2 0.0 7.1 0.8 0.0 0.7 Prop In Lane 0.00 0.22 0.01 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 718 379 434 653 0 178 1228 0 855 V/C Ratio(X) 0.00 0.63 0.64 0.46 0.50 0.00 0.80 0.04 0.00 0.03 Avail Cap(c_a), veh/h 0 1607 850 919 1463 0 307 1228 0 855 HCM Platoon Ratio 1.00 0.33 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.98 0.98 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 38.5 38.5 37.3 37.3 0.0 39.6 4.5 0.0 9.7 Incr Delay (d2), s/veh 0.0 0.9 1.8 0.7 0.6 0.0 8.2 0.0 0.0 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 9.2 9.8 8.1 6.9 0.0 6.3 0.5 0.0 0.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 39.4 40.3 38.1 37.9 0.0 47.8 4.5 0.0 9.8 LnGrp LOS ADDDDAD AAA
Approach Vol, veh/h 693 526 73
Approach Delay, s/veh 39.7 38.0 6.3
Approach LOS D D A
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 66.5 23.5 13.5 53.0 23.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 2.8 13.7 9.1 2.7 11.2
Green Ext Time (p_c), s 0.1 5.2 0.2 0.0 3.8
Intersection Summary
HCM 6th Ctrl Delay 38.2
HCM 6th LOS D
HCM 6th Signalized Intersection Summary Existing with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 166 632 38 25 463 154 0 0 59 0 186 87 Future Volume (veh/h) 166 632 38 25 463 154 0 0 59 0 186 87 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 180 687 41 27 503 167 0 0 64 0 202 95 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 222 2933 174 49 1903 612 0 0 0 0 809 361
Arrive On Green 0.04 0.20 0.20 0.03 0.50 0.50 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4929 293 1781 3823 1230 0 0 3647 1585 Grp Volume(v), veh/h 180 473 255 27 446 224 0.0 0 202 95 Grp Sat Flow(s),veh/h/ln 1781 1702 1818 1781 1702 1649 0 1777 1585 Q Serve(g_s), s 9.0 10.5 10.6 1.3 6.8 7.1 0.0 4.2 4.4
Cycle Q Clear(g_c), s 9.0 10.5 10.6 1.3 6.8 7.1 0.0 4.2 4.4 Prop In Lane 1.00 0.16 1.00 0.75 0.00 1.00
Lane Grp Cap(c), veh/h 222 2025 1081 49 1695 821 0 809 361 V/C Ratio(X) 0.81 0.23 0.24 0.56 0.26 0.27 0.00 0.25 0.26 Avail Cap(c_a), veh/h 386 2025 1081 228 1695 821 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.80 0.80 0.80 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.1 18.9 18.9 43.2 13.1 13.1 0.0 28.5 28.5 Incr Delay (d2), s/veh 5.7 0.2 0.4 9.6 0.4 0.8 0.0 0.7 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.7 8.0 8.5 1.3 4.6 4.8 0.0 3.3 3.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.8 19.1 19.3 52.8 13.4 14.0 0.0 29.2 30.3 LnGrp LOS D B B D B B A C C
Approach Vol, veh/h 908 697 297
Approach Delay, s/veh 24.9 15.1 29.6
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.0 58.0 25.0 15.7 49.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 3.3 12.6 6.4 11.0 9.1
Green Ext Time (p_c), s 0.0 4.8 1.3 0.3 4.1
Intersection Summary
HCM 6th Ctrl Delay 22.0
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 150 748 93 63 469 107 0 0 91 0 211 149 Future Volume (veh/h) 150 748 93 63 469 107 0 0 91 0 211 149 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 163 813 101 68 510 116 0 0 99 0 229 162 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 203 2636 326 88 2124 472 0 0 0 0 809 361
Arrive On Green 0.04 0.19 0.19 0.05 0.51 0.51 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4603 569 1781 4179 928 0 0 3647 1585 Grp Volume(v), veh/h 163 600 314 68 413 213 0.0 0 229 162 Grp Sat Flow(s),veh/h/ln 1781 1702 1768 1781 1702 1703 0 1777 1585 Q Serve(g_s), s 8.2 13.7 13.8 3.4 6.1 6.3 0.0 4.8 7.9
Cycle Q Clear(g_c), s 8.2 13.7 13.8 3.4 6.1 6.3 0.0 4.8 7.9 Prop In Lane 1.00 0.32 1.00 0.54 0.00 1.00
Lane Grp Cap(c), veh/h 203 1950 1013 88 1730 865 0 809 361 V/C Ratio(X) 0.80 0.31 0.31 0.77 0.24 0.25 0.00 0.28 0.45 Avail Cap(c_a), veh/h 386 1950 1013 228 1730 865 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.78 0.78 0.78 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.3 21.1 21.2 42.3 12.4 12.4 0.0 28.7 29.9 Incr Delay (d2), s/veh 5.7 0.3 0.6 13.2 0.3 0.7 0.0 0.9 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.0 9.9 10.4 3.2 4.1 4.4 0.0 3.8 6.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.0 21.5 21.8 55.5 12.7 13.1 0.0 29.6 33.9 LnGrp LOS D C C E B B A C C
Approach Vol, veh/h 1077 694 391
Approach Delay, s/veh 25.6 17.0 31.4
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 9.0 56.0 25.0 14.8 50.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.4 15.8 9.9 10.2 8.3
Green Ext Time (p_c), s 0.1 5.9 1.5 0.3 3.8
Intersection Summary
HCM 6th Ctrl Delay 23.9
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 119 964 77 42 519 63 0 0 110 0 156 193 Future Volume (veh/h) 119 964 77 42 519 63 0 0 110 0 156 193 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 129 1048 84 46 564 68 0 0 120 0 170 210 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 165 2816 225 68 2449 292 0 0 0 0 809 361
Arrive On Green 0.03 0.19 0.19 0.04 0.53 0.53 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4819 386 1781 4625 551 0 0 3647 1585 Grp Volume(v), veh/h 129 740 392 46 413 219 0.0 0 170 210 Grp Sat Flow(s),veh/h/ln 1781 1702 1801 1781 1702 1771 0 1777 1585 Q Serve(g_s), s 6.5 17.0 17.0 2.3 5.9 6.0 0.0 3.5 10.6
Cycle Q Clear(g_c), s 6.5 17.0 17.0 2.3 5.9 6.0 0.0 3.5 10.6 Prop In Lane 1.00 0.21 1.00 0.31 0.00 1.00
Lane Grp Cap(c), veh/h 165 1989 1052 68 1802 938 0 809 361 V/C Ratio(X) 0.78 0.37 0.37 0.68 0.23 0.23 0.00 0.21 0.58 Avail Cap(c_a), veh/h 386 1989 1052 228 1802 938 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.76 0.76 0.76 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.7 22.0 22.0 42.8 11.3 11.4 0.0 28.2 30.9 Incr Delay (d2), s/veh 6.0 0.4 0.8 11.3 0.3 0.6 0.0 0.6 6.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 5.8 11.8 12.5 2.2 3.9 4.3 0.0 2.8 8.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.7 22.4 22.8 54.1 11.6 12.0 0.0 28.8 37.6 LnGrp LOS D C C D B B A C D
Approach Vol, veh/h 1261 678 380
Approach Delay, s/veh 25.2 14.6 33.7
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.9 57.1 25.0 12.8 52.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 4.3 19.0 12.6 8.5 8.0
Green Ext Time (p_c), s 0.0 6.6 1.1 0.2 3.9
Intersection Summary
HCM 6th Ctrl Delay 23.5
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Existing with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 70 587 82 58 353 53 0 0 48 0 107 137 Future Volume (veh/h) 70 587 82 58 353 53 0 0 48 0 107 137 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 76 638 89 63 384 58 0 0 52 0 116 149 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 100 2615 361 82 2543 375 0 0 0 0 809 361
Arrive On Green 0.02 0.19 0.19 0.05 0.57 0.57 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4536 626 1781 4493 663 0 0 3647 1585 Grp Volume(v), veh/h 76 477 250 63 289 153 0.0 0 116 149 Grp Sat Flow(s),veh/h/ln 1781 1702 1758 1781 1702 1751 0 1777 1585 Q Serve(g_s), s 3.8 10.7 10.9 3.1 3.6 3.7 0.0 2.3 7.2
Cycle Q Clear(g_c), s 3.8 10.7 10.9 3.1 3.6 3.7 0.0 2.3 7.2 Prop In Lane 1.00 0.36 1.00 0.38 0.00 1.00
Lane Grp Cap(c), veh/h 100 1962 1013 82 1927 991 0 809 361 V/C Ratio(X) 0.76 0.24 0.25 0.77 0.15 0.15 0.00 0.14 0.41 Avail Cap(c_a), veh/h 386 1962 1013 228 1927 991 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.80 0.80 0.80 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 43.6 19.8 19.8 42.5 9.3 9.3 0.0 27.7 29.6 Incr Delay (d2), s/veh 9.1 0.2 0.5 14.2 0.2 0.3 0.0 0.4 3.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 3.5 8.1 8.5 3.0 2.3 2.6 0.0 1.8 5.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 52.6 20.0 20.3 56.7 9.4 9.6 0.0 28.1 33.1 LnGrp LOS D C C E A A A C C
Approach Vol, veh/h 803 505 265
Approach Delay, s/veh 23.2 15.4 30.9
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 8.6 56.4 25.0 9.6 55.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.1 12.9 9.2 5.8 5.7
Green Ext Time (p_c), s 0.1 4.8 0.9 0.1 2.7
Intersection Summary
HCM 6th Ctrl Delay 22.0
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 1: N. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 496 899 52 208 714 19 0 580 110 0 1143 358 Future Volume (veh/h) 496 899 52 208 714 19 0 580 110 0 1143 358 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 539 977 0 226 776 21 0 630 120 0 1242 389 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 618 1276 258 1103 30 0 1752 781 0 1752 781
Arrive On Green 0.18 0.25 0.00 0.14 0.22 0.22 0.00 0.49 0.49 0.00 0.49 0.49 Sat Flow, veh/h 3456 5274 0 1781 5111 138 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 539 977 0 226 516 281 0 630 120 0 1242 389 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1846 0 1777 1585 0 1777 1585 Q Serve(g_s), s 18.2 21.3 0.0 14.9 16.8 16.9 0.0 13.1 5.0 0.0 32.7 19.8 Cycle Q Clear(g_c), s 18.2 21.3 0.0 14.9 16.8 16.9 0.0 13.1 5.0 0.0 32.7 19.8 Prop In Lane 1.00 0.00 1.00 0.07 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 618 1276 258 734 398 0 1752 781 0 1752 781 V/C Ratio(X) 0.87 0.77 0.88 0.70 0.71 0.00 0.36 0.15 0.00 0.71 0.50 Avail Cap(c_a), veh/h 778 1702 401 1135 615 0 1752 781 0 1752 781 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 47.9 41.8 0.0 50.3 43.5 43.5 0.0 18.7 16.7 0.0 23.7 20.4 Incr Delay (d2), s/veh 8.9 1.5 0.0 12.6 1.2 2.2 0.0 0.6 0.4 0.0 2.5 2.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.5 14.1 0.0 12.0 11.6 12.5 0.0 9.4 3.4 0.0 20.1 12.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.9 43.3 0.0 62.9 44.7 45.8 0.0 19.3 17.1 0.0 26.2 22.7 LnGrp LOS E D E D D A B B A C C
Approach Vol, veh/h 1516 1023 750 1631
Approach Delay, s/veh 48.1 49.0 19.0 25.3
Approach LOS D D B C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 63.7 21.9 34.5 63.7 26.0 30.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 15.1 16.9 23.3 34.7 20.2 18.9 Green Ext Time (p_c), s 5.0 0.5 6.7 3.7 1.2 5.3
Intersection Summary
HCM 6th Ctrl Delay 36.3
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 1: N. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 476 899 55 222 659 41 0 770 134 0 1041 388 Future Volume (veh/h) 476 899 55 222 659 41 0 770 134 0 1041 388 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 517 977 0 241 716 45 0 837 146 0 1132 422 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 597 1276 273 1131 71 0 1722 768 0 1722 768
Arrive On Green 0.17 0.25 0.00 0.15 0.23 0.23 0.00 0.48 0.48 0.00 0.48 0.48 Sat Flow, veh/h 3456 5274 0 1781 4912 307 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 517 977 0 241 495 266 0 837 146 0 1132 422 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1815 0 1777 1585 0 1777 1585 Q Serve(g_s), s 17.5 21.3 0.0 15.9 15.7 15.9 0.0 19.1 6.3 0.0 28.9 22.4 Cycle Q Clear(g_c), s 17.5 21.3 0.0 15.9 15.7 15.9 0.0 19.1 6.3 0.0 28.9 22.4 Prop In Lane 1.00 0.00 1.00 0.17 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 597 1276 273 783 418 0 1722 768 0 1722 768 V/C Ratio(X) 0.87 0.77 0.88 0.63 0.64 0.00 0.49 0.19 0.00 0.66 0.55 Avail Cap(c_a), veh/h 778 1702 401 1135 605 0 1722 768 0 1722 768 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.97 0.97 0.97 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.3 41.8 0.0 49.8 41.6 41.7 0.0 20.8 17.6 0.0 23.4 21.7 Incr Delay (d2), s/veh 8.2 1.5 0.0 14.4 0.8 1.6 0.0 1.0 0.5 0.0 2.0 2.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.0 14.1 0.0 12.8 10.9 11.6 0.0 12.7 0.2 0.0 18.1 13.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.5 43.3 0.0 64.2 42.4 43.2 0.0 21.8 18.1 0.0 25.4 24.5 LnGrp LOS E D E D D A C B A C C
Approach Vol, veh/h 1494 1002 983 1554
Approach Delay, s/veh 47.8 47.9 21.3 25.1
Approach LOS D D C C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 62.7 22.9 34.5 62.7 25.2 32.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 21.1 17.9 23.3 30.9 19.5 17.9 Green Ext Time (p_c), s 6.2 0.5 6.7 5.7 1.3 5.1
Intersection Summary
HCM 6th Ctrl Delay 35.6
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 1: N. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 496 1077 29 198 997 50 0 839 106 0 1090 544 Future Volume (veh/h) 496 1077 29 198 997 50 0 839 106 0 1090 544 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 539 1171 0 215 1084 54 0 912 115 0 1185 591 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 618 1598 247 1358 68 0 1550 691 0 1550 691
Arrive On Green 0.18 0.31 0.00 0.14 0.27 0.27 0.00 0.44 0.44 0.00 0.44 0.44 Sat Flow, veh/h 3456 5274 0 1781 4982 248 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 539 1171 0 215 740 398 0 912 115 0 1185 591 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1826 0 1777 1585 0 1777 1585 Q Serve(g_s), s 18.2 24.5 0.0 14.2 24.3 24.3 0.0 23.4 5.3 0.0 33.9 40.2 Cycle Q Clear(g_c), s 18.2 24.5 0.0 14.2 24.3 24.3 0.0 23.4 5.3 0.0 33.9 40.2 Prop In Lane 1.00 0.00 1.00 0.14 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 618 1598 247 928 498 0 1550 691 0 1550 691 V/C Ratio(X) 0.87 0.73 0.87 0.80 0.80 0.00 0.59 0.17 0.00 0.76 0.85 Avail Cap(c_a), veh/h 778 1702 401 1135 609 0 1550 691 0 1550 691 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.94 0.94 0.94 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 47.9 36.8 0.0 50.6 40.6 40.6 0.0 25.7 20.6 0.0 28.6 30.4 Incr Delay (d2), s/veh 8.9 1.6 0.0 10.7 3.2 5.8 0.0 1.6 0.5 0.0 3.6 12.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.5 15.8 0.0 11.3 15.7 17.1 0.0 15.3 3.7 0.0 21.3 24.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.9 38.3 0.0 61.4 43.7 46.4 0.0 27.3 21.1 0.0 32.3 43.2 LnGrp LOS E D E D D A C C A C D
Approach Vol, veh/h 1710 1353 1027 1776
Approach Delay, s/veh 44.2 47.3 26.6 35.9
Approach LOS D D C D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 56.8 21.1 42.1 56.8 26.0 37.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 25.4 16.2 26.5 42.2 20.2 26.3 Green Ext Time (p_c), s 5.9 0.4 7.1 0.0 1.2 6.4
Intersection Summary
HCM 6th Ctrl Delay 39.3
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 1: N. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 569 813 42 217 707 39 0 802 104 0 1102 521 Future Volume (veh/h) 569 813 42 217 707 39 0 802 104 0 1102 521 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 618 884 0 236 768 42 0 872 113 0 1198 566 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 689 1311 268 1028 56 0 1708 762 0 1708 762
Arrive On Green 0.20 0.26 0.00 0.15 0.21 0.21 0.00 0.48 0.48 0.00 0.48 0.48 Sat Flow, veh/h 3456 5274 0 1781 4956 270 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 618 884 0 236 527 283 0 872 113 0 1198 566 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1822 0 1777 1585 0 1777 1585 Q Serve(g_s), s 20.9 18.7 0.0 15.6 17.4 17.5 0.0 20.3 4.8 0.0 31.7 34.6 Cycle Q Clear(g_c), s 20.9 18.7 0.0 15.6 17.4 17.5 0.0 20.3 4.8 0.0 31.7 34.6 Prop In Lane 1.00 0.00 1.00 0.15 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 689 1311 268 706 378 0 1708 762 0 1708 762 V/C Ratio(X) 0.90 0.67 0.88 0.75 0.75 0.00 0.51 0.15 0.00 0.70 0.74 Avail Cap(c_a), veh/h 778 1702 401 1135 607 0 1708 762 0 1708 762 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 46.8 40.1 0.0 49.9 44.6 44.6 0.0 21.5 17.4 0.0 24.4 25.2 Incr Delay (d2), s/veh 12.2 0.7 0.0 13.9 1.6 2.9 0.0 1.1 0.4 0.0 2.4 6.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 15.4 12.6 0.0 12.5 11.9 12.9 0.0 13.4 3.3 0.0 19.7 20.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 59.0 40.8 0.0 63.8 46.2 47.6 0.0 22.5 17.8 0.0 26.9 31.6 LnGrp LOS E D E D D A C B A C C
Approach Vol, veh/h 1502 1046 985 1764
Approach Delay, s/veh 48.3 50.5 22.0 28.4
Approach LOS D D C C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 62.2 22.5 35.3 62.2 28.4 29.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 22.3 17.6 20.7 36.6 22.9 19.5 Green Ext Time (p_c), s 6.2 0.5 6.4 2.3 1.0 5.4
Intersection Summary
HCM 6th Ctrl Delay 37.2
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 2: S. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 242 724 55 75 512 54 35 407 185 52 380 387 Future Volume (veh/h) 242 724 55 75 512 54 35 407 185 52 380 387 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 263 787 0 82 557 0 38 442 201 57 413 421 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 352 1053 106 2261 252 1625 725 379 812 725
Arrive On Green 0.33 0.33 0.00 0.12 0.89 0.00 0.46 0.46 0.46 0.46 0.46 0.46 Sat Flow, veh/h 824 3311 0 1781 5274 0 658 3554 1585 787 1777 1585 Grp Volume(v), veh/h 282 768 0 82 557 0 38 442 201 57 413 421 Grp Sat Flow(s),veh/h/ln 885 1549 0 1781 1702 0 658 1777 1585 787 1777 1585 Q Serve(g_s), s 28.1 19.8 0.0 4.0 1.4 0.0 4.1 6.9 7.1 4.4 14.8 17.7 Cycle Q Clear(g_c), s 28.1 19.8 0.0 4.0 1.4 0.0 21.7 6.9 7.1 11.3 14.8 17.7 Prop In Lane 0.93 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 372 1033 106 2261 252 1625 725 379 812 725 V/C Ratio(X) 0.76 0.74 0.77 0.25 0.15 0.27 0.28 0.15 0.51 0.58 Avail Cap(c_a), veh/h 372 1033 336 2922 252 1625 725 379 812 725 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.70 0.70 0.00 1.00 1.00 0.00 0.98 0.98 0.98 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.4 26.6 0.0 39.1 3.0 0.0 26.1 15.1 15.2 18.6 17.3 18.1 Incr Delay (d2), s/veh 6.2 2.1 0.0 11.3 0.1 0.0 1.2 0.4 0.9 0.8 2.3 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 9.9 11.2 0.0 3.6 0.8 0.0 1.3 5.1 4.9 1.6 10.5 11.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.6 28.7 0.0 50.4 3.0 0.0 27.3 15.5 16.1 19.5 19.5 21.4 LnGrp LOS D C D A CBBBBC
Approach Vol, veh/h 1050 639 681 891
Approach Delay, s/veh 30.5 9.1 16.4 20.4
Approach LOS C A B C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 45.7 9.8 34.5 45.7 44.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 23.7 6.0 30.1 19.7 3.4
Green Ext Time (p_c), s 2.0 0.1 0.0 4.3 4.7
Intersection Summary
HCM 6th Ctrl Delay 20.6
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 2: S. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 309 741 53 137 625 76 50 561 243 49 287 242 Future Volume (veh/h) 309 741 53 137 625 76 50 561 243 49 287 242 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 336 805 0 149 679 0 54 610 264 53 312 263 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 334 1033 182 2479 325 1473 657 266 767 631
Arrive On Green 0.33 0.33 0.00 0.20 0.97 0.00 0.41 0.41 0.41 0.41 0.41 0.41 Sat Flow, veh/h 761 3251 0 1781 5274 0 838 3554 1585 634 1850 1523 Grp Volume(v), veh/h 336 805 0 149 679 0 54 610 264 53 299 276 Grp Sat Flow(s),veh/h/ln 761 1549 0 1781 1702 0 838 1777 1585 634 1777 1596 Q Serve(g_s), s 30.0 21.1 0.0 7.2 0.5 0.0 4.4 10.9 10.5 5.8 10.7 11.0 Cycle Q Clear(g_c), s 30.0 21.1 0.0 7.2 0.5 0.0 15.4 10.9 10.5 16.7 10.7 11.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.95
Lane Grp Cap(c), veh/h 334 1033 182 2479 325 1473 657 266 737 662 V/C Ratio(X) 1.01 0.78 0.82 0.27 0.17 0.41 0.40 0.20 0.41 0.42 Avail Cap(c_a), veh/h 334 1033 336 2922 325 1473 657 266 737 662 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.71 0.71 0.00 1.00 1.00 0.00 0.94 0.94 0.94 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.6 27.0 0.0 35.0 0.7 0.0 24.1 18.6 18.5 24.5 18.5 18.6 Incr Delay (d2), s/veh 43.3 2.8 0.0 8.8 0.1 0.0 1.0 0.8 1.7 1.7 1.7 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 16.2 11.9 0.0 5.9 0.3 0.0 1.7 8.0 7.3 1.8 8.2 7.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 76.9 29.8 0.0 43.8 0.7 0.0 25.1 19.4 20.2 26.2 20.2 20.6 LnGrp LOS F C D A CBCCCC
Approach Vol, veh/h 1141 828 928 628
Approach Delay, s/veh 43.7 8.5 20.0 20.9
Approach LOS D A B C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 41.8 13.7 34.5 41.8 48.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 17.4 9.2 32.0 18.7 2.5
Green Ext Time (p_c), s 4.5 0.2 0.0 3.2 5.9
Intersection Summary
HCM 6th Ctrl Delay 25.1
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 2: S. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 256 882 24 122 852 47 102 774 258 57 280 327 Future Volume (veh/h) 256 882 24 122 852 47 102 774 258 57 280 327 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 278 959 0 133 926 0 111 841 280 62 304 355 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 281 1033 165 2430 280 1507 672 203 754 672
Arrive On Green 0.33 0.33 0.00 0.19 0.95 0.00 0.42 0.42 0.42 0.42 0.42 0.42 Sat Flow, veh/h 604 3251 0 1781 5274 0 775 3554 1585 502 1777 1585 Grp Volume(v), veh/h 278 959 0 133 926 0 111 841 280 62 304 355 Grp Sat Flow(s),veh/h/ln 604 1549 0 1781 1702 0 775 1777 1585 502 1777 1585 Q Serve(g_s), s 30.0 26.9 0.0 6.4 1.2 0.0 11.2 16.1 11.1 9.6 10.7 15.0 Cycle Q Clear(g_c), s 30.0 26.9 0.0 6.4 1.2 0.0 26.1 16.1 11.1 25.6 10.7 15.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 281 1033 165 2430 280 1507 672 203 754 672 V/C Ratio(X) 0.99 0.93 0.81 0.38 0.40 0.56 0.42 0.30 0.40 0.53 Avail Cap(c_a), veh/h 281 1033 336 2922 280 1507 672 203 754 672 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.69 0.69 0.00 1.00 1.00 0.00 0.87 0.87 0.87 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.1 29.0 0.0 35.9 1.2 0.0 28.9 19.5 18.1 29.2 18.0 19.2 Incr Delay (d2), s/veh 41.3 10.5 0.0 8.9 0.1 0.0 3.6 1.3 1.7 3.8 1.6 3.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.6 15.8 0.0 5.3 0.6 0.0 4.2 10.7 7.5 2.5 8.2 9.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 75.5 39.5 0.0 44.8 1.3 0.0 32.5 20.9 19.8 33.0 19.6 22.2 LnGrp LOS E D D A CCBCBC
Approach Vol, veh/h 1237 1059 1232 721
Approach Delay, s/veh 47.6 6.7 21.7 22.0
Approach LOS D A C C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 42.7 12.8 34.5 42.7 47.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 28.1 8.4 32.0 27.6 3.2
Green Ext Time (p_c), s 1.0 0.2 0.0 0.9 8.7
Intersection Summary
HCM 6th Ctrl Delay 25.5
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 2: S. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 257 647 53 86 530 36 45 438 204 33 245 339 Future Volume (veh/h) 257 647 53 86 530 36 45 438 204 33 245 339 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 279 703 0 93 576 0 49 476 222 36 266 368 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 359 1033 119 2299 305 1598 713 353 799 713
Arrive On Green 0.33 0.33 0.00 0.13 0.90 0.00 0.45 0.45 0.45 0.45 0.45 0.45 Sat Flow, veh/h 837 3251 0 1781 5274 0 793 3554 1585 748 1777 1585 Grp Volume(v), veh/h 279 703 0 93 576 0 49 476 222 36 266 368 Grp Sat Flow(s),veh/h/ln 837 1549 0 1781 1702 0 793 1777 1585 748 1777 1585 Q Serve(g_s), s 30.0 17.6 0.0 4.5 1.3 0.0 4.2 7.7 8.1 2.9 8.7 15.0 Cycle Q Clear(g_c), s 30.0 17.6 0.0 4.5 1.3 0.0 19.2 7.7 8.1 10.6 8.7 15.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 359 1033 119 2299 305 1598 713 353 799 713 V/C Ratio(X) 0.78 0.68 0.78 0.25 0.16 0.30 0.31 0.10 0.33 0.52 Avail Cap(c_a), veh/h 359 1033 336 2922 305 1598 713 353 799 713 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.75 0.75 0.00 1.00 1.00 0.00 0.97 0.97 0.97 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.0 25.9 0.0 38.3 2.5 0.0 24.6 15.7 15.8 19.1 16.0 17.7 Incr Delay (d2), s/veh 7.9 1.4 0.0 10.4 0.1 0.0 1.1 0.5 1.1 0.6 1.1 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 10.3 10.2 0.0 4.0 0.7 0.0 1.6 5.7 5.5 1.0 6.7 9.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 37.9 27.3 0.0 48.8 2.6 0.0 25.7 16.2 17.0 19.7 17.1 20.4 LnGrp LOS D C D A CBBBBC
Approach Vol, veh/h 982 669 747 670
Approach Delay, s/veh 30.3 9.0 17.0 19.1
Approach LOS C A B B
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 45.0 10.5 34.5 45.0 45.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 21.2 6.5 32.0 17.0 3.3
Green Ext Time (p_c), s 2.8 0.1 0.0 3.7 4.8
Intersection Summary
HCM 6th Ctrl Delay 20.0
HCM 6th LOS B
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative Baseline 3: S. Santa Monica Blvd & Charleville Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 43 46 488 46 57 415
Future Volume (veh/h) 43 46 488 46 57 415
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 47 50 530 50 62 451
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 90 80 2480 233 749 3018
Arrive On Green 0.05 0.05 0.76 0.76 0.04 0.85
Sat Flow, veh/h 1781 1585 3376 309 1781 3647
Grp Volume(v), veh/h 47 50 286 294 62 451
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1815 1781 1777
Q Serve(g_s), s 2.3 2.8 4.2 4.2 0.6 2.0
Cycle Q Clear(g_c), s 2.3 2.8 4.2 4.2 0.6 2.0
Prop In Lane 1.00 1.00 0.17 1.00
Lane Grp Cap(c), veh/h 90 80 1343 1371 749 3018
V/C Ratio(X) 0.52 0.62 0.21 0.21 0.08 0.15
Avail Cap(c_a), veh/h 406 361 1343 1371 879 3018
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.81 0.81
Uniform Delay (d), s/veh 41.7 41.9 3.2 3.2 1.7 1.2
Incr Delay (d2), s/veh 4.6 7.7 0.4 0.4 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 2.0 2.2 2.2 2.3 0.2 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.2 49.5 3.6 3.6 1.8 1.3
LnGrp LOS DDAAAA
Approach Vol, veh/h 97 580 513
Approach Delay, s/veh 47.9 3.6 1.3
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.4 72.5 80.9 9.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.6 6.2 4.0 4.8
Green Ext Time (p_c), s 0.1 4.0 3.4 0.2
Intersection Summary
HCM 6th Ctrl Delay 6.2
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 3: S. Santa Monica Blvd & Charleville Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 92 55 730 115 68 417
Future Volume (veh/h) 92 55 730 115 68 417
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 100 60 793 125 74 453
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 141 126 2226 351 545 2916
Arrive On Green 0.08 0.08 0.72 0.72 0.05 0.82
Sat Flow, veh/h 1781 1585 3169 485 1781 3647
Grp Volume(v), veh/h 100 60 458 460 74 453
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1783 1781 1777
Q Serve(g_s), s 4.9 3.3 8.6 8.6 0.8 2.4
Cycle Q Clear(g_c), s 4.9 3.3 8.6 8.6 0.8 2.4
Prop In Lane 1.00 1.00 0.27 1.00
Lane Grp Cap(c), veh/h 141 126 1286 1291 545 2916
V/C Ratio(X) 0.71 0.48 0.36 0.36 0.14 0.16
Avail Cap(c_a), veh/h 406 361 1286 1291 670 2916
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.86 0.86
Uniform Delay (d), s/veh 40.4 39.6 4.6 4.6 2.7 1.7
Incr Delay (d2), s/veh 6.4 2.8 0.8 0.8 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 4.3 2.4 5.0 5.0 0.3 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.8 42.4 5.4 5.4 2.8 1.8
LnGrp LOS DDAAAA
Approach Vol, veh/h 160 918 527
Approach Delay, s/veh 45.1 5.4 1.9
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.7 69.6 78.4 11.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.8 10.6 4.4 6.9
Green Ext Time (p_c), s 0.1 7.1 3.4 0.3
Intersection Summary
HCM 6th Ctrl Delay 8.2
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 3: S. Santa Monica Blvd & Charleville Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 101 40 991 132 51 399
Future Volume (veh/h) 101 40 991 132 51 399
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 110 43 1077 143 55 434
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 150 133 2284 303 420 2899
Arrive On Green 0.08 0.08 0.72 0.72 0.04 0.82
Sat Flow, veh/h 1781 1585 3247 418 1781 3647
Grp Volume(v), veh/h 110 43 606 614 55 434
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1795 1781 1777
Q Serve(g_s), s 5.4 2.3 12.8 12.9 0.6 2.3
Cycle Q Clear(g_c), s 5.4 2.3 12.8 12.9 0.6 2.3
Prop In Lane 1.00 1.00 0.23 1.00
Lane Grp Cap(c), veh/h 150 133 1287 1300 420 2899
V/C Ratio(X) 0.73 0.32 0.47 0.47 0.13 0.15
Avail Cap(c_a), veh/h 406 361 1287 1300 554 2899
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.80 0.80
Uniform Delay (d), s/veh 40.2 38.8 5.2 5.2 3.5 1.7
Incr Delay (d2), s/veh 6.8 1.4 1.2 1.2 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 4.7 1.7 7.5 7.6 0.3 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.0 40.2 6.4 6.4 3.6 1.8
LnGrp LOS DDAAAA
Approach Vol, veh/h 153 1220 489
Approach Delay, s/veh 45.1 6.4 2.0
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.2 69.7 77.9 12.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.6 14.9 4.3 7.4
Green Ext Time (p_c), s 0.0 10.3 3.3 0.3
Intersection Summary
HCM 6th Ctrl Delay 8.4
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 3: S. Santa Monica Blvd & Charleville Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 81 56 567 94 69 319
Future Volume (veh/h) 81 56 567 94 69 319
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 88 61 616 102 75 347
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 129 115 2230 369 650 2942
Arrive On Green 0.07 0.07 0.73 0.73 0.05 0.83
Sat Flow, veh/h 1781 1585 3146 504 1781 3647
Grp Volume(v), veh/h 88 61 358 360 75 347
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1780 1781 1777
Q Serve(g_s), s 4.3 3.3 6.1 6.1 0.8 1.7
Cycle Q Clear(g_c), s 4.3 3.3 6.1 6.1 0.8 1.7
Prop In Lane 1.00 1.00 0.28 1.00
Lane Grp Cap(c), veh/h 129 115 1298 1300 650 2942
V/C Ratio(X) 0.68 0.53 0.28 0.28 0.12 0.12
Avail Cap(c_a), veh/h 406 361 1298 1300 774 2942
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.90 0.90
Uniform Delay (d), s/veh 40.7 40.3 4.1 4.1 2.3 1.5
Incr Delay (d2), s/veh 6.3 3.8 0.5 0.5 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 3.8 2.5 3.5 3.5 0.3 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.0 44.1 4.6 4.6 2.4 1.6
LnGrp LOS DDAAAA
Approach Vol, veh/h 149 718 422
Approach Delay, s/veh 45.8 4.6 1.7
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.7 70.3 79.0 11.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.8 8.1 3.7 6.3
Green Ext Time (p_c), s 0.1 5.2 2.6 0.3
Intersection Summary
HCM 6th Ctrl Delay 8.4
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 4: Linden Dr & Wilshire Blvd Weekday AM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 867 41 1 549 0 169 0 44 56 0 30 Future Volume (veh/h) 0 867 41 1 549 0 169 0 44 56 0 30 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 942 45 1 597 0 184 0 48 61 0 33
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202202
Cap, veh/h 0 1409 67 41 1401 0 1101 0 0 1101 0 0
Arrive On Green 0.00 0.19 0.19 0.09 0.09 0.00 0.62 0.00 0.00 0.62 0.00 0.00 Sat Flow, veh/h 0 5162 238 1 5117 0 1781 184 1781 61
Grp Volume(v), veh/h 0 642 345 225 373 0 184 7.4 61 6.8 Grp Sat Flow(s),veh/h/ln 0 1702 1827 1868 1549 0 1781 A 1781 A Q Serve(g_s), s 0.0 15.7 15.8 0.0 10.2 0.0 4.0 1.2
Cycle Q Clear(g_c), s 0.0 15.7 15.8 10.2 10.2 0.0 4.0 1.2 Prop In Lane 0.00 0.13 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 960 516 567 874 0 1101 1101
V/C Ratio(X) 0.00 0.67 0.67 0.40 0.43 0.00 0.17 0.06
Avail Cap(c_a), veh/h 0 1607 863 919 1463 0 1101 1101
HCM Platoon Ratio 1.00 0.67 0.67 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.93 0.93 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 32.6 32.6 33.9 33.9 0.0 7.3 6.8 Incr Delay (d2), s/veh 0.0 0.8 1.5 0.4 0.3 0.0 0.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.2 12.0 8.8 7.5 0.0 2.6 0.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 33.4 34.1 34.4 34.2 0.0 7.4 6.8 LnGrp LOS A CCCCAA A
Approach Vol, veh/h 987 598
Approach Delay, s/veh 33.6 34.3
Approach LOS C C
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 60.1 29.9 60.1 29.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 3.2 17.8 6.0 12.2
Green Ext Time (p_c), s 0.1 7.6 0.3 4.4
Intersection Summary
HCM 6th Ctrl Delay 30.3
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 4: Linden Dr & Wilshire Blvd Weekday Mid-Day Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 991 83 0 662 0 145 0 55 95 1 46 Future Volume (veh/h) 0 991 83 0 662 0 145 0 55 95 1 46 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 1077 90 0 720 0 158 0 60 103 1 50 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202222
Cap, veh/h 0 1496 125 0 1591 0 194 0 0 1048 0 681
Arrive On Green 0.00 0.41 0.41 0.00 0.10 0.00 0.11 0.00 0.00 0.59 0.43 0.43 Sat Flow, veh/h 0 4970 401 0 5443 0 1781 158 1781 0 1585 Grp Volume(v), veh/h 0 763 404 0 720 0 158 48.0 103 0 50 Grp Sat Flow(s),veh/h/ln 0 1702 1798 0 1702 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 16.8 16.9 0.0 11.9 0.0 7.8 2.3 0.0 1.7 Cycle Q Clear(g_c), s 0.0 16.8 16.9 0.0 11.9 0.0 7.8 2.3 0.0 1.7 Prop In Lane 0.00 0.22 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 1061 560 0 1591 0 194 1048 0 681 V/C Ratio(X) 0.00 0.72 0.72 0.00 0.45 0.00 0.81 0.10 0.00 0.07 Avail Cap(c_a), veh/h 0 1607 849 0 2411 0 307 1048 0 681 HCM Platoon Ratio 1.00 1.33 1.33 1.00 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.94 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 23.1 23.1 0.0 33.1 0.0 39.2 8.1 0.0 15.1 Incr Delay (d2), s/veh 0.0 0.9 1.8 0.0 0.2 0.0 8.8 0.0 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 10.2 10.9 0.0 9.2 0.0 7.0 1.5 0.0 1.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 24.0 24.8 0.0 33.3 0.0 48.0 8.1 0.0 15.3 LnGrp LOS A C C A C A D A A B
Approach Vol, veh/h 1167 720 153
Approach Delay, s/veh 24.3 33.3 10.5
Approach LOS C C B
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 57.5 32.5 14.3 43.2 32.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 4.3 18.9 9.8 3.7 13.9
Green Ext Time (p_c), s 0.2 9.2 0.2 0.1 5.8
Intersection Summary
HCM 6th Ctrl Delay 28.0
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 4: Linden Dr & Wilshire Blvd Weekday PM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 1145 56 0 805 0 230 0 48 135 0 66 Future Volume (veh/h) 0 1145 56 0 805 0 230 0 48 135 0 66 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 1245 61 0 875 0 250 0 52 147 0 72 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202202
Cap, veh/h 0 1693 83 0 1734 0 998 0 0 998 0 0
Arrive On Green 0.00 0.45 0.45 0.00 0.11 0.00 0.56 0.00 0.00 0.56 0.00 0.00 Sat Flow, veh/h 0 5155 244 0 5443 0 1781 250 1781 147
Grp Volume(v), veh/h 0 850 456 0 875 0 250 10.2 147 9.5 Grp Sat Flow(s),veh/h/ln 0 1702 1826 0 1702 0 1781 B 1781 A Q Serve(g_s), s 0.0 18.5 18.5 0.0 14.5 0.0 6.5 3.6
Cycle Q Clear(g_c), s 0.0 18.5 18.5 0.0 14.5 0.0 6.5 3.6 Prop In Lane 0.00 0.13 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 1156 620 0 1734 0 998 998
V/C Ratio(X) 0.00 0.74 0.74 0.00 0.50 0.00 0.25 0.15
Avail Cap(c_a), veh/h 0 1607 862 0 2411 0 998 998
HCM Platoon Ratio 1.00 1.33 1.33 1.00 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.93 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 21.4 21.4 0.0 32.8 0.0 10.1 9.5 Incr Delay (d2), s/veh 0.0 1.1 2.1 0.0 0.2 0.0 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 10.9 11.7 0.0 10.7 0.0 4.4 2.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 22.5 23.4 0.0 33.0 0.0 10.2 9.5 LnGrp LOS A C C A C A B A
Approach Vol, veh/h 1306 875
Approach Delay, s/veh 22.8 33.0
Approach LOS C C
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 54.9 35.1 54.9 35.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 5.6 20.5 8.5 16.5
Green Ext Time (p_c), s 0.3 10.1 0.4 7.1
Intersection Summary
HCM 6th Ctrl Delay 24.3
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 4: Linden Dr & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 779 51 1 582 0 120 0 20 46 1 24 Future Volume (veh/h) 0 779 51 1 582 0 120 0 20 46 1 24 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 847 55 1 633 0 130 0 22 50 1 26
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202222
Cap, veh/h 0 1306 85 40 1324 0 164 0 0 1128 0 779
Arrive On Green 0.00 0.09 0.09 0.09 0.09 0.00 0.09 0.00 0.00 0.63 0.49 0.49 Sat Flow, veh/h 0 5068 317 1 5118 0 1781 130 1781 0 1585 Grp Volume(v), veh/h 0 588 314 239 395 0 130 48.4 50 0 26 Grp Sat Flow(s),veh/h/ln 0 1702 1813 1868 1549 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 15.0 15.1 0.0 10.9 0.0 6.4 1.0 0.0 0.8 Cycle Q Clear(g_c), s 0.0 15.0 15.1 10.9 10.9 0.0 6.4 1.0 0.0 0.8 Prop In Lane 0.00 0.17 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 908 483 538 826 0 164 1128 0 779 V/C Ratio(X) 0.00 0.65 0.65 0.44 0.48 0.00 0.79 0.04 0.00 0.03 Avail Cap(c_a), veh/h 0 1607 856 920 1463 0 307 1128 0 779 HCM Platoon Ratio 1.00 0.33 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.98 0.98 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 37.0 37.0 35.1 35.1 0.0 40.0 6.2 0.0 11.8 Incr Delay (d2), s/veh 0.0 0.8 1.5 0.6 0.4 0.0 8.4 0.0 0.0 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.3 12.0 9.4 8.1 0.0 5.7 0.6 0.0 0.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 37.7 38.5 35.6 35.5 0.0 48.4 6.2 0.0 11.9 LnGrp LOS ADDDDAD AAB
Approach Vol, veh/h 902 634 76
Approach Delay, s/veh 38.0 35.6 8.2
Approach LOS D D A
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 61.5 28.5 12.8 48.7 28.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 3.0 17.1 8.4 2.8 12.9
Green Ext Time (p_c), s 0.1 6.9 0.2 0.0 4.7
Intersection Summary
HCM 6th Ctrl Delay 36.6
HCM 6th LOS D
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 173 746 40 26 486 160 0 0 61 0 201 93 Future Volume (veh/h) 173 746 40 26 486 160 0 0 61 0 201 93 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 188 811 43 28 528 174 0 0 66 0 218 101 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 230 2950 156 50 1888 604 0 0 0 0 809 361
Arrive On Green 0.04 0.20 0.20 0.03 0.49 0.49 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4965 262 1781 3828 1226 0 0 3647 1585 Grp Volume(v), veh/h 188 555 299 28 468 234 0.0 0 218 101 Grp Sat Flow(s),veh/h/ln 1781 1702 1823 1781 1702 1650 0 1777 1585 Q Serve(g_s), s 9.4 12.5 12.5 1.4 7.3 7.5 0.0 4.5 4.7
Cycle Q Clear(g_c), s 9.4 12.5 12.5 1.4 7.3 7.5 0.0 4.5 4.7 Prop In Lane 1.00 0.14 1.00 0.74 0.00 1.00
Lane Grp Cap(c), veh/h 230 2023 1083 50 1679 813 0 809 361 V/C Ratio(X) 0.82 0.27 0.28 0.56 0.28 0.29 0.00 0.27 0.28 Avail Cap(c_a), veh/h 386 2023 1083 228 1679 813 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.77 0.77 0.77 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.0 19.7 19.7 43.2 13.4 13.5 0.0 28.6 28.7 Incr Delay (d2), s/veh 5.5 0.3 0.5 9.6 0.4 0.9 0.0 0.8 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.9 9.1 9.8 1.3 5.0 5.2 0.0 3.6 3.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.5 20.0 20.2 52.8 13.8 14.4 0.0 29.4 30.6 LnGrp LOS D B C D B B A C C
Approach Vol, veh/h 1042 730 319
Approach Delay, s/veh 25.0 15.5 29.8
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.0 58.0 25.0 16.1 48.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 3.4 14.5 6.7 11.4 9.5
Green Ext Time (p_c), s 0.0 5.5 1.4 0.3 4.2
Intersection Summary
HCM 6th Ctrl Delay 22.4
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 156 921 97 66 510 111 0 0 95 0 233 160 Future Volume (veh/h) 156 921 97 66 510 111 0 0 95 0 233 160 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 170 1001 105 72 554 121 0 0 103 0 253 174 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 211 2675 280 93 2122 454 0 0 0 0 809 361
Arrive On Green 0.04 0.19 0.19 0.05 0.50 0.50 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4695 491 1781 4211 901 0 0 3647 1585 Grp Volume(v), veh/h 170 725 381 72 446 229 0.0 0 253 174 Grp Sat Flow(s),veh/h/ln 1781 1702 1782 1781 1702 1708 0 1777 1585 Q Serve(g_s), s 8.5 16.7 16.8 3.6 6.7 6.9 0.0 5.3 8.6
Cycle Q Clear(g_c), s 8.5 16.7 16.8 3.6 6.7 6.9 0.0 5.3 8.6 Prop In Lane 1.00 0.28 1.00 0.53 0.00 1.00
Lane Grp Cap(c), veh/h 211 1940 1015 93 1715 861 0 809 361 V/C Ratio(X) 0.81 0.37 0.37 0.77 0.26 0.27 0.00 0.31 0.48 Avail Cap(c_a), veh/h 386 1940 1015 228 1715 861 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.76 0.76 0.76 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.2 22.5 22.5 42.1 12.7 12.8 0.0 28.9 30.1 Incr Delay (d2), s/veh 5.5 0.4 0.8 12.5 0.4 0.8 0.0 1.0 4.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.2 11.6 12.2 3.4 4.5 4.9 0.0 4.2 6.6 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.7 22.9 23.3 54.6 13.1 13.6 0.0 29.9 34.7 LnGrp LOS D C C D B B A C C
Approach Vol, veh/h 1276 747 427
Approach Delay, s/veh 26.4 17.3 31.9
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 9.2 55.8 25.0 15.2 49.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.6 18.8 10.6 10.5 8.9
Green Ext Time (p_c), s 0.1 6.5 1.6 0.3 4.1
Intersection Summary
HCM 6th Ctrl Delay 24.5
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 124 1118 80 44 579 66 0 0 114 0 208 201 Future Volume (veh/h) 124 1118 80 44 579 66 0 0 114 0 208 201 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 135 1215 87 48 629 72 0 0 124 0 226 218 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 172 2837 203 69 2445 277 0 0 0 0 809 361
Arrive On Green 0.03 0.19 0.19 0.04 0.53 0.53 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4864 348 1781 4652 527 0 0 3647 1585 Grp Volume(v), veh/h 135 850 452 48 459 242 0.0 0 226 218 Grp Sat Flow(s),veh/h/ln 1781 1702 1808 1781 1702 1775 0 1777 1585 Q Serve(g_s), s 6.8 19.8 19.8 2.4 6.6 6.8 0.0 4.7 11.1
Cycle Q Clear(g_c), s 6.8 19.8 19.8 2.4 6.6 6.8 0.0 4.7 11.1 Prop In Lane 1.00 0.19 1.00 0.30 0.00 1.00
Lane Grp Cap(c), veh/h 172 1986 1055 69 1789 933 0 809 361 V/C Ratio(X) 0.78 0.43 0.43 0.69 0.26 0.26 0.00 0.28 0.60 Avail Cap(c_a), veh/h 386 1986 1055 228 1789 933 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.74 0.74 0.74 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.6 23.1 23.1 42.7 11.7 11.7 0.0 28.7 31.1 Incr Delay (d2), s/veh 5.7 0.5 0.9 11.8 0.3 0.7 0.0 0.9 7.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 6.0 13.3 14.1 2.3 4.4 4.8 0.0 3.7 8.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.4 23.6 24.1 54.5 12.1 12.4 0.0 29.5 38.4 LnGrp LOS D C C D B B A C D
Approach Vol, veh/h 1437 749 444
Approach Delay, s/veh 26.1 14.9 33.9
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 8.0 57.0 25.0 13.2 51.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 4.4 21.8 13.1 8.8 8.8
Green Ext Time (p_c), s 0.0 6.6 1.3 0.2 4.2
Intersection Summary
HCM 6th Ctrl Delay 24.2
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative Baseline 5: Roxbury Dr/Brighton Way & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 73 759 85 60 403 55 0 0 50 0 148 151 Future Volume (veh/h) 73 759 85 60 403 55 0 0 50 0 148 151 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 79 825 92 65 438 60 0 0 54 0 161 164 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 104 2681 298 84 2567 345 0 0 0 0 809 361
Arrive On Green 0.02 0.19 0.19 0.05 0.56 0.56 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4664 517 1781 4553 612 0 0 3647 1585 Grp Volume(v), veh/h 79 601 316 65 325 173 0.0 0 161 164 Grp Sat Flow(s),veh/h/ln 1781 1702 1777 1781 1702 1760 0 1777 1585 Q Serve(g_s), s 4.0 13.7 13.8 3.2 4.1 4.3 0.0 3.3 8.0
Cycle Q Clear(g_c), s 4.0 13.7 13.8 3.2 4.1 4.3 0.0 3.3 8.0 Prop In Lane 1.00 0.29 1.00 0.35 0.00 1.00
Lane Grp Cap(c), veh/h 104 1957 1022 84 1919 993 0 809 361 V/C Ratio(X) 0.76 0.31 0.31 0.77 0.17 0.17 0.00 0.20 0.45 Avail Cap(c_a), veh/h 386 1957 1022 228 1919 993 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.76 0.76 0.76 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 43.5 21.0 21.1 42.4 9.5 9.5 0.0 28.1 29.9 Incr Delay (d2), s/veh 8.4 0.3 0.6 13.8 0.2 0.4 0.0 0.6 4.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 3.6 9.8 10.3 3.1 2.7 3.0 0.0 2.6 6.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 51.9 21.3 21.7 56.1 9.7 9.9 0.0 28.7 34.0 LnGrp LOS D C C E A A A C C
Approach Vol, veh/h 996 563 325
Approach Delay, s/veh 23.9 15.1 31.4
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 8.8 56.2 25.0 9.8 55.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.2 15.8 10.0 6.0 6.3
Green Ext Time (p_c), s 0.1 5.9 1.1 0.1 3.1
Intersection Summary
HCM 6th Ctrl Delay 22.5
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative with Project 1: N. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 496 905 52 212 722 19 0 580 113 0 1143 358 Future Volume (veh/h) 496 905 52 212 722 19 0 580 113 0 1143 358 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 539 984 0 230 785 21 0 630 123 0 1242 389 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 618 1283 262 1122 30 0 1739 776 0 1739 776
Arrive On Green 0.18 0.25 0.00 0.15 0.22 0.22 0.00 0.49 0.49 0.00 0.49 0.49 Sat Flow, veh/h 3456 5274 0 1781 5113 137 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 539 984 0 230 522 284 0 630 123 0 1242 389 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1846 0 1777 1585 0 1777 1585 Q Serve(g_s), s 18.2 21.4 0.0 15.2 17.0 17.0 0.0 13.2 5.2 0.0 32.9 19.9 Cycle Q Clear(g_c), s 18.2 21.4 0.0 15.2 17.0 17.0 0.0 13.2 5.2 0.0 32.9 19.9 Prop In Lane 1.00 0.00 1.00 0.07 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 618 1283 262 747 405 0 1739 776 0 1739 776 V/C Ratio(X) 0.87 0.77 0.88 0.70 0.70 0.00 0.36 0.16 0.00 0.71 0.50 Avail Cap(c_a), veh/h 778 1702 401 1135 615 0 1739 776 0 1739 776 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 47.9 41.7 0.0 50.1 43.2 43.2 0.0 19.0 17.0 0.0 24.1 20.7 Incr Delay (d2), s/veh 8.9 1.5 0.0 13.1 1.2 2.2 0.0 0.6 0.4 0.0 2.5 2.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.5 14.2 0.0 12.2 11.6 12.6 0.0 9.4 3.6 0.0 20.3 12.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.9 43.2 0.0 63.3 44.4 45.4 0.0 19.6 17.4 0.0 26.6 23.0 LnGrp LOS E D E D D A B B A C C
Approach Vol, veh/h 1523 1036 753 1631
Approach Delay, s/veh 48.1 48.8 19.2 25.7
Approach LOS D D B C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 63.2 22.1 34.7 63.2 26.0 30.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 15.2 17.2 23.4 34.9 20.2 19.0 Green Ext Time (p_c), s 5.0 0.5 6.7 3.5 1.2 5.4
Intersection Summary
HCM 6th Ctrl Delay 36.5
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 1: N. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 476 906 55 227 669 41 0 770 138 0 1041 388 Future Volume (veh/h) 476 906 55 227 669 41 0 770 138 0 1041 388 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 517 985 0 247 727 45 0 837 150 0 1132 422 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 597 1284 278 1156 71 0 1705 760 0 1705 760
Arrive On Green 0.17 0.25 0.00 0.16 0.24 0.24 0.00 0.48 0.48 0.00 0.48 0.48 Sat Flow, veh/h 3456 5274 0 1781 4917 303 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 517 985 0 247 502 270 0 837 150 0 1132 422 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1816 0 1777 1585 0 1777 1585 Q Serve(g_s), s 17.5 21.5 0.0 16.3 15.9 16.0 0.0 19.2 6.5 0.0 29.2 22.7 Cycle Q Clear(g_c), s 17.5 21.5 0.0 16.3 15.9 16.0 0.0 19.2 6.5 0.0 29.2 22.7 Prop In Lane 1.00 0.00 1.00 0.17 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 597 1284 278 800 427 0 1705 760 0 1705 760 V/C Ratio(X) 0.87 0.77 0.89 0.63 0.63 0.00 0.49 0.20 0.00 0.66 0.55 Avail Cap(c_a), veh/h 778 1702 401 1135 605 0 1705 760 0 1705 760 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.97 0.97 0.97 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 48.3 41.7 0.0 49.6 41.2 41.2 0.0 21.2 17.9 0.0 23.8 22.1 Incr Delay (d2), s/veh 8.2 1.5 0.0 15.1 0.8 1.5 0.0 1.0 0.6 0.0 2.1 2.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.0 14.2 0.0 13.1 10.9 11.7 0.0 12.8 4.5 0.0 18.3 13.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.5 43.2 0.0 64.7 42.0 42.7 0.0 22.3 18.5 0.0 25.9 25.0 LnGrp LOS E D E D D A C B A C C
Approach Vol, veh/h 1502 1019 987 1554
Approach Delay, s/veh 47.8 47.7 21.7 25.7
Approach LOS D D C C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 62.1 23.3 34.7 62.1 25.2 32.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 21.2 18.3 23.5 31.2 19.5 18.0 Green Ext Time (p_c), s 6.2 0.5 6.7 5.6 1.3 5.2
Intersection Summary
HCM 6th Ctrl Delay 35.9
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 1: N. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 496 1087 29 202 1005 50 0 839 111 0 1090 544 Future Volume (veh/h) 496 1087 29 202 1005 50 0 839 111 0 1090 544 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 539 1182 0 220 1092 54 0 912 121 0 1185 591 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 618 1591 252 1366 67 0 1545 689 0 1545 689
Arrive On Green 0.18 0.31 0.00 0.14 0.27 0.27 0.00 0.43 0.43 0.00 0.43 0.43 Sat Flow, veh/h 3456 5274 0 1781 4984 246 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 539 1182 0 220 746 400 0 912 121 0 1185 591 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1826 0 1777 1585 0 1777 1585 Q Serve(g_s), s 18.2 24.9 0.0 14.5 24.4 24.5 0.0 23.4 5.6 0.0 33.9 40.3 Cycle Q Clear(g_c), s 18.2 24.9 0.0 14.5 24.4 24.5 0.0 23.4 5.6 0.0 33.9 40.3 Prop In Lane 1.00 0.00 1.00 0.13 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 618 1591 252 933 500 0 1545 689 0 1545 689 V/C Ratio(X) 0.87 0.74 0.87 0.80 0.80 0.00 0.59 0.18 0.00 0.77 0.86 Avail Cap(c_a), veh/h 778 1702 401 1135 609 0 1545 689 0 1545 689 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.93 0.93 0.93 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 47.9 37.0 0.0 50.5 40.5 40.5 0.0 25.8 20.8 0.0 28.8 30.6 Incr Delay (d2), s/veh 8.9 1.7 0.0 11.3 3.2 5.8 0.0 1.7 0.6 0.0 3.7 13.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.5 16.0 0.0 11.5 15.7 17.2 0.0 15.4 3.9 0.0 21.3 24.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.9 38.7 0.0 61.8 43.7 46.3 0.0 27.5 21.3 0.0 32.5 43.6 LnGrp LOS E D E D D A C C A C D
Approach Vol, veh/h 1721 1366 1033 1776
Approach Delay, s/veh 44.4 47.4 26.7 36.2
Approach LOS D D C D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 56.7 21.5 41.9 56.7 26.0 37.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 25.4 16.5 26.9 42.3 20.2 26.5 Green Ext Time (p_c), s 5.9 0.4 7.0 0.0 1.2 6.4
Intersection Summary
HCM 6th Ctrl Delay 39.5
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 1: N. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 569 826 42 222 717 39 0 802 111 0 1102 521 Future Volume (veh/h) 569 826 42 222 717 39 0 802 111 0 1102 521 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 1870 1870 0 1870 1870 Adj Flow Rate, veh/h 618 898 0 241 779 42 0 872 121 0 1198 566 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222022022
Cap, veh/h 689 1309 273 1040 56 0 1699 758 0 1699 758
Arrive On Green 0.20 0.26 0.00 0.15 0.21 0.21 0.00 0.48 0.48 0.00 0.48 0.48 Sat Flow, veh/h 3456 5274 0 1781 4960 267 0 3647 1585 0 3647 1585 Grp Volume(v), veh/h 618 898 0 241 534 287 0 872 121 0 1198 566 Grp Sat Flow(s),veh/h/ln 1728 1702 0 1781 1702 1822 0 1777 1585 0 1777 1585 Q Serve(g_s), s 20.9 19.0 0.0 15.9 17.6 17.7 0.0 20.4 5.2 0.0 31.8 34.8 Cycle Q Clear(g_c), s 20.9 19.0 0.0 15.9 17.6 17.7 0.0 20.4 5.2 0.0 31.8 34.8 Prop In Lane 1.00 0.00 1.00 0.15 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 689 1309 273 714 382 0 1699 758 0 1699 758 V/C Ratio(X) 0.90 0.69 0.88 0.75 0.75 0.00 0.51 0.16 0.00 0.70 0.75 Avail Cap(c_a), veh/h 778 1702 401 1135 607 0 1699 758 0 1699 758 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.98 0.98 0.98 0.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 46.8 40.3 0.0 49.8 44.4 44.5 0.0 21.6 17.7 0.0 24.6 25.4 Incr Delay (d2), s/veh 12.2 0.8 0.0 14.5 1.6 2.9 0.0 1.1 0.5 0.0 2.5 6.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 15.4 12.8 0.0 12.8 12.1 13.0 0.0 13.5 3.6 0.0 19.8 20.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 59.0 41.0 0.0 64.3 46.0 47.4 0.0 22.8 18.1 0.0 27.1 32.0 LnGrp LOS E D E D D A C B A C C
Approach Vol, veh/h 1516 1062 993 1764
Approach Delay, s/veh 48.4 50.5 22.2 28.7
Approach LOS D D C C
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 61.9 22.9 35.3 61.9 28.4 29.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 22.4 17.9 21.0 36.8 22.9 19.7 Green Ext Time (p_c), s 6.2 0.5 6.5 2.2 1.0 5.4
Intersection Summary
HCM 6th Ctrl Delay 37.4
HCM 6th LOS D
Notes
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 2: S. Santa Monica Blvd & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 242 733 55 77 524 54 35 407 187 52 380 387 Future Volume (veh/h) 242 733 55 77 524 54 35 407 187 52 380 387 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 263 797 0 84 570 0 38 442 203 57 413 421 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 349 1053 108 2268 251 1620 723 377 810 723
Arrive On Green 0.33 0.33 0.00 0.12 0.89 0.00 0.46 0.46 0.46 0.46 0.46 0.46 Sat Flow, veh/h 814 3312 0 1781 5274 0 658 3554 1585 785 1777 1585 Grp Volume(v), veh/h 283 777 0 84 570 0 38 442 203 57 413 421 Grp Sat Flow(s),veh/h/ln 876 1549 0 1781 1702 0 658 1777 1585 785 1777 1585 Q Serve(g_s), s 28.6 20.1 0.0 4.1 1.4 0.0 4.1 7.0 7.2 4.4 14.8 17.7 Cycle Q Clear(g_c), s 28.6 20.1 0.0 4.1 1.4 0.0 21.8 7.0 7.2 11.3 14.8 17.7 Prop In Lane 0.93 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 369 1033 108 2268 251 1620 723 377 810 723 V/C Ratio(X) 0.77 0.75 0.78 0.25 0.15 0.27 0.28 0.15 0.51 0.58 Avail Cap(c_a), veh/h 369 1033 336 2922 251 1620 723 377 810 723 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.70 0.70 0.00 1.00 1.00 0.00 0.98 0.98 0.98 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.5 26.7 0.0 38.9 2.9 0.0 26.2 15.2 15.3 18.7 17.4 18.1 Incr Delay (d2), s/veh 6.7 2.2 0.0 11.2 0.1 0.0 1.3 0.4 1.0 0.8 2.3 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 10.0 11.3 0.0 3.7 0.8 0.0 1.3 5.1 4.9 1.6 10.5 11.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 36.2 28.9 0.0 50.1 2.9 0.0 27.5 15.6 16.2 19.6 19.6 21.6 LnGrp LOS D C D A CBBBBC
Approach Vol, veh/h 1060 654 683 891
Approach Delay, s/veh 30.9 9.0 16.5 20.5
Approach LOS C A B C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 45.5 10.0 34.5 45.5 44.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 23.8 6.1 30.6 19.7 3.4
Green Ext Time (p_c), s 2.0 0.1 0.0 4.3 4.8
Intersection Summary
HCM 6th Ctrl Delay 20.7
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 2: S. Santa Monica Blvd & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 309 752 53 139 639 76 50 561 245 49 287 242 Future Volume (veh/h) 309 752 53 139 639 76 50 561 245 49 287 242 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 336 817 0 151 695 0 54 610 266 53 312 263 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 330 1033 184 2485 324 1469 655 265 765 630
Arrive On Green 0.33 0.33 0.00 0.21 0.97 0.00 0.41 0.41 0.41 0.41 0.41 0.41 Sat Flow, veh/h 750 3251 0 1781 5274 0 838 3554 1585 633 1850 1523 Grp Volume(v), veh/h 336 817 0 151 695 0 54 610 266 53 299 276 Grp Sat Flow(s),veh/h/ln 750 1549 0 1781 1702 0 838 1777 1585 633 1777 1596 Q Serve(g_s), s 30.0 21.5 0.0 7.3 0.5 0.0 4.4 10.9 10.6 5.8 10.7 11.0 Cycle Q Clear(g_c), s 30.0 21.5 0.0 7.3 0.5 0.0 15.4 10.9 10.6 16.8 10.7 11.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.95
Lane Grp Cap(c), veh/h 330 1033 184 2485 324 1469 655 265 735 660 V/C Ratio(X) 1.02 0.79 0.82 0.28 0.17 0.42 0.41 0.20 0.41 0.42 Avail Cap(c_a), veh/h 330 1033 336 2922 324 1469 655 265 735 660 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.70 0.70 0.00 1.00 1.00 0.00 0.94 0.94 0.94 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.6 27.2 0.0 34.9 0.6 0.0 24.2 18.7 18.6 24.6 18.6 18.7 Incr Delay (d2), s/veh 46.2 3.0 0.0 8.7 0.1 0.0 1.0 0.8 1.8 1.7 1.7 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 16.5 12.1 0.0 5.9 0.2 0.0 1.7 8.0 7.4 1.8 8.2 7.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.9 30.2 0.0 43.6 0.7 0.0 25.2 19.5 20.4 26.3 20.3 20.7 LnGrp LOS F C D A CBCCCC
Approach Vol, veh/h 1153 846 930 628
Approach Delay, s/veh 44.7 8.4 20.1 21.0
Approach LOS D A C C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 41.7 13.8 34.5 41.7 48.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 17.4 9.3 32.0 18.8 2.5
Green Ext Time (p_c), s 4.5 0.2 0.0 3.2 6.1
Intersection Summary
HCM 6th Ctrl Delay 25.4
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 2: S. Santa Monica Blvd & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 256 898 24 124 864 47 102 774 261 57 280 327 Future Volume (veh/h) 256 898 24 124 864 47 102 774 261 57 280 327 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 278 976 0 135 939 0 111 841 284 62 304 355 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 279 1033 167 2436 279 1503 670 202 751 670
Arrive On Green 0.33 0.33 0.00 0.19 0.95 0.00 0.42 0.42 0.42 0.42 0.42 0.42 Sat Flow, veh/h 597 3251 0 1781 5274 0 775 3554 1585 501 1777 1585 Grp Volume(v), veh/h 278 976 0 135 939 0 111 841 284 62 304 355 Grp Sat Flow(s),veh/h/ln 597 1549 0 1781 1702 0 775 1777 1585 501 1777 1585 Q Serve(g_s), s 30.0 27.6 0.0 6.5 1.2 0.0 11.2 16.1 11.3 9.6 10.7 15.0 Cycle Q Clear(g_c), s 30.0 27.6 0.0 6.5 1.2 0.0 26.2 16.1 11.3 25.7 10.7 15.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 279 1033 167 2436 279 1503 670 202 751 670 V/C Ratio(X) 1.00 0.95 0.81 0.39 0.40 0.56 0.42 0.31 0.40 0.53 Avail Cap(c_a), veh/h 279 1033 336 2922 279 1503 670 202 751 670 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.68 0.68 0.00 1.00 1.00 0.00 0.87 0.87 0.87 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.3 29.2 0.0 35.8 1.1 0.0 29.0 19.6 18.3 29.4 18.1 19.3 Incr Delay (d2), s/veh 43.6 12.4 0.0 8.9 0.1 0.0 3.7 1.3 1.7 3.9 1.6 3.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.8 16.4 0.0 5.4 0.6 0.0 4.2 10.7 7.6 2.5 8.2 9.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 77.8 41.6 0.0 44.7 1.2 0.0 32.7 20.9 20.0 33.2 19.7 22.3 LnGrp LOS E D D A CCBCBC
Approach Vol, veh/h 1254 1074 1236 721
Approach Delay, s/veh 49.7 6.7 21.8 22.1
Approach LOS D A C C
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 42.6 12.9 34.5 42.6 47.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 28.2 8.5 32.0 27.7 3.2
Green Ext Time (p_c), s 0.9 0.2 0.0 0.9 8.9
Intersection Summary
HCM 6th Ctrl Delay 26.2
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 2: S. Santa Monica Blvd & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 257 667 53 88 545 36 45 438 207 33 245 339 Future Volume (veh/h) 257 667 53 88 545 36 45 438 207 33 245 339 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 279 725 0 96 592 0 49 476 225 36 266 368 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222222222
Cap, veh/h 355 1033 123 2310 303 1591 710 350 795 710
Arrive On Green 0.33 0.33 0.00 0.14 0.90 0.00 0.45 0.45 0.45 0.45 0.45 0.45 Sat Flow, veh/h 825 3251 0 1781 5274 0 793 3554 1585 745 1777 1585 Grp Volume(v), veh/h 279 725 0 96 592 0 49 476 225 36 266 368 Grp Sat Flow(s),veh/h/ln 825 1549 0 1781 1702 0 793 1777 1585 745 1777 1585 Q Serve(g_s), s 30.0 18.3 0.0 4.7 1.3 0.0 4.3 7.7 8.2 2.9 8.8 15.0 Cycle Q Clear(g_c), s 30.0 18.3 0.0 4.7 1.3 0.0 19.3 7.7 8.2 10.6 8.8 15.0 Prop In Lane 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 355 1033 123 2310 303 1591 710 350 795 710 V/C Ratio(X) 0.79 0.70 0.78 0.26 0.16 0.30 0.32 0.10 0.33 0.52 Avail Cap(c_a), veh/h 355 1033 336 2922 303 1591 710 350 795 710 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.74 0.74 0.00 1.00 1.00 0.00 0.97 0.97 0.97 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.2 26.1 0.0 38.1 2.4 0.0 24.8 15.9 16.0 19.2 16.1 17.9 Incr Delay (d2), s/veh 8.4 1.6 0.0 10.2 0.1 0.0 1.1 0.5 1.1 0.6 1.1 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 10.4 10.5 0.0 4.1 0.7 0.0 1.6 5.7 5.7 1.0 6.7 9.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 38.6 27.7 0.0 48.4 2.5 0.0 25.9 16.3 17.1 19.8 17.3 20.6 LnGrp LOS D C D A CBBBBC
Approach Vol, veh/h 1004 688 750 670
Approach Delay, s/veh 30.7 8.9 17.2 19.2
Approach LOS C A B B
Timer - Assigned Phs 2 3 4 6 8
Phs Duration (G+Y+Rc), s 44.8 10.7 34.5 44.8 45.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 17.0 30.0 29.5 51.5
Max Q Clear Time (g_c+I1), s 21.3 6.7 32.0 17.0 3.3
Green Ext Time (p_c), s 2.8 0.1 0.0 3.7 5.0
Intersection Summary
HCM 6th Ctrl Delay 20.2
HCM 6th LOS C
Notes
Unsignalized Delay for [EBR, WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Future Cumulative with Project 3: S. Santa Monica Blvd & Charleville Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 47 46 490 49 57 417
Future Volume (veh/h) 47 46 490 49 57 417
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 51 50 533 53 62 453
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 91 81 2466 245 745 3017
Arrive On Green 0.05 0.05 0.76 0.76 0.04 0.85
Sat Flow, veh/h 1781 1585 3359 324 1781 3647
Grp Volume(v), veh/h 51 50 289 297 62 453
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1812 1781 1777
Q Serve(g_s), s 2.5 2.8 4.3 4.3 0.6 2.0
Cycle Q Clear(g_c), s 2.5 2.8 4.3 4.3 0.6 2.0
Prop In Lane 1.00 1.00 0.18 1.00
Lane Grp Cap(c), veh/h 91 81 1342 1368 745 3017
V/C Ratio(X) 0.56 0.62 0.22 0.22 0.08 0.15
Avail Cap(c_a), veh/h 406 361 1342 1368 874 3017
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.80 0.80
Uniform Delay (d), s/veh 41.7 41.8 3.2 3.2 1.7 1.2
Incr Delay (d2), s/veh 5.3 7.4 0.4 0.4 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 2.2 2.2 2.3 2.3 0.2 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.0 49.3 3.6 3.6 1.8 1.3
LnGrp LOS DDAAAA
Approach Vol, veh/h 101 586 515
Approach Delay, s/veh 48.1 3.6 1.3
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.4 72.5 80.9 9.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.6 6.3 4.0 4.8
Green Ext Time (p_c), s 0.1 4.0 3.4 0.2
Intersection Summary
HCM 6th Ctrl Delay 6.4
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative with Project 3: S. Santa Monica Blvd & Charleville Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 97 55 732 119 68 419
Future Volume (veh/h) 97 55 732 119 68 419
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 105 60 796 129 74 455
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 147 130 2207 358 540 2906
Arrive On Green 0.08 0.08 0.72 0.72 0.05 0.82
Sat Flow, veh/h 1781 1585 3155 496 1781 3647
Grp Volume(v), veh/h 105 60 462 463 74 455
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1781 1781 1777
Q Serve(g_s), s 5.2 3.2 8.8 8.8 0.8 2.4
Cycle Q Clear(g_c), s 5.2 3.2 8.8 8.8 0.8 2.4
Prop In Lane 1.00 1.00 0.28 1.00
Lane Grp Cap(c), veh/h 147 130 1281 1284 540 2906
V/C Ratio(X) 0.72 0.46 0.36 0.36 0.14 0.16
Avail Cap(c_a), veh/h 406 361 1281 1284 664 2906
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.86 0.86
Uniform Delay (d), s/veh 40.3 39.4 4.7 4.7 2.8 1.7
Incr Delay (d2), s/veh 6.4 2.5 0.8 0.8 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 4.5 2.4 5.1 5.1 0.3 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.6 41.9 5.5 5.5 2.9 1.8
LnGrp LOS DDAAAA
Approach Vol, veh/h 165 925 529
Approach Delay, s/veh 44.9 5.5 2.0
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.7 69.4 78.1 11.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.8 10.8 4.4 7.2
Green Ext Time (p_c), s 0.1 7.2 3.5 0.4
Intersection Summary
HCM 6th Ctrl Delay 8.4
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative with Project 3: S. Santa Monica Blvd & Charleville Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 105 40 994 137 51 401
Future Volume (veh/h) 105 40 994 137 51 401
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 114 43 1080 149 55 436
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 154 137 2265 312 415 2891
Arrive On Green 0.09 0.09 0.72 0.72 0.04 0.81
Sat Flow, veh/h 1781 1585 3231 432 1781 3647
Grp Volume(v), veh/h 114 43 611 618 55 436
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1793 1781 1777
Q Serve(g_s), s 5.6 2.3 13.1 13.2 0.6 2.3
Cycle Q Clear(g_c), s 5.6 2.3 13.1 13.2 0.6 2.3
Prop In Lane 1.00 1.00 0.24 1.00
Lane Grp Cap(c), veh/h 154 137 1283 1294 415 2891
V/C Ratio(X) 0.74 0.31 0.48 0.48 0.13 0.15
Avail Cap(c_a), veh/h 406 361 1283 1294 549 2891
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.80 0.80
Uniform Delay (d), s/veh 40.1 38.6 5.3 5.3 3.6 1.8
Incr Delay (d2), s/veh 6.8 1.3 1.3 1.3 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 4.9 1.7 7.6 7.7 0.3 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.9 39.9 6.6 6.6 3.7 1.9
LnGrp LOS DDAAAA
Approach Vol, veh/h 157 1229 491
Approach Delay, s/veh 45.0 6.6 2.1
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.2 69.5 77.7 12.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.6 15.2 4.3 7.6
Green Ext Time (p_c), s 0.0 10.4 3.3 0.3
Intersection Summary
HCM 6th Ctrl Delay 8.6
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative with Project 3: S. Santa Monica Blvd & Charleville Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 86 56 570 101 69 321
Future Volume (veh/h) 86 56 570 101 69 321
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 93 61 620 110 75 349
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 222222
Cap, veh/h 134 119 2195 389 641 2931
Arrive On Green 0.08 0.08 0.73 0.73 0.05 0.82
Sat Flow, veh/h 1781 1585 3110 534 1781 3647
Grp Volume(v), veh/h 93 61 365 365 75 349
Grp Sat Flow(s),veh/h/ln 1781 1585 1777 1774 1781 1777
Q Serve(g_s), s 4.6 3.3 6.3 6.4 0.8 1.7
Cycle Q Clear(g_c), s 4.6 3.3 6.3 6.4 0.8 1.7
Prop In Lane 1.00 1.00 0.30 1.00
Lane Grp Cap(c), veh/h 134 119 1293 1291 641 2931
V/C Ratio(X) 0.69 0.51 0.28 0.28 0.12 0.12
Avail Cap(c_a), veh/h 406 361 1293 1291 765 2931
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.90 0.90
Uniform Delay (d), s/veh 40.6 40.0 4.2 4.2 2.4 1.5
Incr Delay (d2), s/veh 6.3 3.4 0.5 0.5 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(95%),veh/ln 4.0 2.5 3.6 3.6 0.3 0.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.9 43.4 4.7 4.8 2.4 1.6
LnGrp LOS DDAAAA
Approach Vol, veh/h 154 730 424
Approach Delay, s/veh 45.5 4.7 1.8
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.7 70.0 78.7 11.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 10.5 45.5 60.5 20.5
Max Q Clear Time (g_c+I1), s 2.8 8.4 3.7 6.6
Green Ext Time (p_c), s 0.1 5.3 2.6 0.3
Intersection Summary
HCM 6th Ctrl Delay 8.6
HCM 6th LOS A
HCM 6th Signalized Intersection Summary Future Cumulative with Project 4: Linden Dr & Wilshire Blvd Weekday AM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 867 41 1 560 0 183 0 58 56 0 30 Future Volume (veh/h) 0 867 41 1 560 0 183 0 58 56 0 30 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 942 45 1 609 0 199 0 63 61 0 33
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202202
Cap, veh/h 0 1409 67 40 1401 0 1101 0 0 1101 0 0
Arrive On Green 0.00 0.19 0.19 0.09 0.09 0.00 0.62 0.00 0.00 0.62 0.00 0.00 Sat Flow, veh/h 0 5162 238 1 5118 0 1781 199 1781 61
Grp Volume(v), veh/h 0 642 345 230 380 0 199 7.5 61 6.8 Grp Sat Flow(s),veh/h/ln 0 1702 1827 1868 1549 0 1781 A 1781 A Q Serve(g_s), s 0.0 15.7 15.8 0.0 10.4 0.0 4.3 1.2
Cycle Q Clear(g_c), s 0.0 15.7 15.8 10.4 10.4 0.0 4.3 1.2 Prop In Lane 0.00 0.13 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 960 516 567 874 0 1101 1101
V/C Ratio(X) 0.00 0.67 0.67 0.40 0.44 0.00 0.18 0.06
Avail Cap(c_a), veh/h 0 1607 863 919 1463 0 1101 1101
HCM Platoon Ratio 1.00 0.67 0.67 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.93 0.93 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 32.6 32.6 34.0 34.0 0.0 7.4 6.8 Incr Delay (d2), s/veh 0.0 0.8 1.5 0.4 0.3 0.0 0.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.2 12.0 8.9 7.7 0.0 2.8 0.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 33.4 34.1 34.5 34.4 0.0 7.5 6.8 LnGrp LOS A CCCCAA A
Approach Vol, veh/h 987 610
Approach Delay, s/veh 33.6 34.4
Approach LOS C C
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 60.1 29.9 60.1 29.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 3.2 17.8 6.3 12.4
Green Ext Time (p_c), s 0.1 7.6 0.4 4.5
Intersection Summary
HCM 6th Ctrl Delay 30.2
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative with Project 4: Linden Dr & Wilshire Blvd Weekday Mid-Day Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 991 83 0 674 0 162 0 72 95 1 46 Future Volume (veh/h) 0 991 83 0 674 0 162 0 72 95 1 46 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 1077 90 0 733 0 176 0 78 103 1 50 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202222
Cap, veh/h 0 1496 125 0 1591 0 213 0 0 1048 0 664
Arrive On Green 0.00 0.41 0.41 0.00 0.10 0.00 0.12 0.00 0.00 0.59 0.42 0.42 Sat Flow, veh/h 0 4970 401 0 5443 0 1781 176 1781 0 1585 Grp Volume(v), veh/h 0 763 404 0 733 0 176 50.4 103 0 50 Grp Sat Flow(s),veh/h/ln 0 1702 1798 0 1702 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 16.8 16.9 0.0 12.2 0.0 8.7 2.3 0.0 1.7 Cycle Q Clear(g_c), s 0.0 16.8 16.9 0.0 12.2 0.0 8.7 2.3 0.0 1.7 Prop In Lane 0.00 0.22 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 1061 560 0 1591 0 213 1048 0 664 V/C Ratio(X) 0.00 0.72 0.72 0.00 0.46 0.00 0.83 0.10 0.00 0.08 Avail Cap(c_a), veh/h 0 1607 849 0 2411 0 307 1048 0 664 HCM Platoon Ratio 1.00 1.33 1.33 1.00 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.93 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 23.1 23.1 0.0 33.3 0.0 38.7 8.1 0.0 15.7 Incr Delay (d2), s/veh 0.0 0.9 1.8 0.0 0.2 0.0 11.7 0.0 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 10.2 10.9 0.0 9.3 0.0 7.9 1.5 0.0 1.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 24.0 24.8 0.0 33.4 0.0 50.4 8.1 0.0 15.9 LnGrp LOS A C C A C A D A A B
Approach Vol, veh/h 1167 733 153
Approach Delay, s/veh 24.3 33.4 10.7
Approach LOS C C B
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 57.5 32.5 15.3 42.2 32.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 4.3 18.9 10.7 3.7 14.2
Green Ext Time (p_c), s 0.2 9.2 0.2 0.1 5.9
Intersection Summary
HCM 6th Ctrl Delay 28.4
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative with Project 4: Linden Dr & Wilshire Blvd Weekday PM Peak Hour
129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 1145 56 0 823 0 244 0 62 135 0 66 Future Volume (veh/h) 0 1145 56 0 823 0 244 0 62 135 0 66 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 0 1870 0 1870 0 1870 1870 0 1870 Adj Flow Rate, veh/h 0 1245 61 0 895 0 265 0 67 147 0 72 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022020202202
Cap, veh/h 0 1693 83 0 1734 0 998 0 0 998 0 0
Arrive On Green 0.00 0.45 0.45 0.00 0.11 0.00 0.56 0.00 0.00 0.56 0.00 0.00 Sat Flow, veh/h 0 5155 244 0 5443 0 1781 265 1781 147
Grp Volume(v), veh/h 0 850 456 0 895 0 265 10.4 147 9.5 Grp Sat Flow(s),veh/h/ln 0 1702 1826 0 1702 0 1781 B 1781 A Q Serve(g_s), s 0.0 18.5 18.5 0.0 14.9 0.0 6.9 3.6
Cycle Q Clear(g_c), s 0.0 18.5 18.5 0.0 14.9 0.0 6.9 3.6 Prop In Lane 0.00 0.13 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 1156 620 0 1734 0 998 998
V/C Ratio(X) 0.00 0.74 0.74 0.00 0.52 0.00 0.27 0.15
Avail Cap(c_a), veh/h 0 1607 862 0 2411 0 998 998
HCM Platoon Ratio 1.00 1.33 1.33 1.00 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.00 0.93 0.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 21.4 21.4 0.0 33.0 0.0 10.2 9.5 Incr Delay (d2), s/veh 0.0 1.1 2.1 0.0 0.2 0.0 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 10.9 11.7 0.0 10.9 0.0 4.7 2.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 22.5 23.4 0.0 33.2 0.0 10.4 9.5 LnGrp LOS A C C A C A B A
Approach Vol, veh/h 1306 895
Approach Delay, s/veh 22.8 33.2
Approach LOS C C
Timer - Assigned Phs 1 4 5 8
Phs Duration (G+Y+Rc), s 54.9 35.1 54.9 35.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 42.5
Max Q Clear Time (g_c+I1), s 5.6 20.5 8.9 16.9
Green Ext Time (p_c), s 0.3 10.1 0.4 7.3
Intersection Summary
HCM 6th Ctrl Delay 24.4
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative with Project 4: Linden Dr & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 779 51 1 605 0 137 0 37 46 1 24 Future Volume (veh/h) 0 779 51 1 605 0 137 0 37 46 1 24 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 0 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 847 55 1 658 0 149 0 40 50 1 26
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 022220202222
Cap, veh/h 0 1306 85 40 1324 0 184 0 0 1128 0 761
Arrive On Green 0.00 0.09 0.09 0.09 0.09 0.00 0.10 0.00 0.00 0.63 0.48 0.48 Sat Flow, veh/h 0 5068 317 1 5118 0 1781 149 1781 0 1585 Grp Volume(v), veh/h 0 588 314 248 411 0 149 47.6 50 0 26 Grp Sat Flow(s),veh/h/ln 0 1702 1813 1868 1549 0 1781 D 1781 0 1585 Q Serve(g_s), s 0.0 15.0 15.1 0.0 11.4 0.0 7.4 1.0 0.0 0.8 Cycle Q Clear(g_c), s 0.0 15.0 15.1 11.4 11.4 0.0 7.4 1.0 0.0 0.8 Prop In Lane 0.00 0.17 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 908 483 538 826 0 184 1128 0 761 V/C Ratio(X) 0.00 0.65 0.65 0.46 0.50 0.00 0.81 0.04 0.00 0.03 Avail Cap(c_a), veh/h 0 1607 856 920 1463 0 307 1128 0 761 HCM Platoon Ratio 1.00 0.33 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.98 0.98 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 37.0 37.0 35.3 35.3 0.0 39.5 6.2 0.0 12.4 Incr Delay (d2), s/veh 0.0 0.8 1.5 0.6 0.5 0.0 8.1 0.0 0.0 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 11.3 12.0 9.7 8.3 0.0 6.5 0.6 0.0 0.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 37.7 38.5 35.9 35.7 0.0 47.6 6.2 0.0 12.5 LnGrp LOS ADDDDAD AAB
Approach Vol, veh/h 902 659 76
Approach Delay, s/veh 38.0 35.8 8.4
Approach LOS D D A
Timer - Assigned Phs 1 4 5 6 8
Phs Duration (G+Y+Rc), s 61.5 28.5 13.8 47.7 28.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 15.5 42.5 15.5 18.5 42.5
Max Q Clear Time (g_c+I1), s 3.0 17.1 9.4 2.8 13.4
Green Ext Time (p_c), s 0.1 6.9 0.2 0.0 4.9
Intersection Summary
HCM 6th Ctrl Delay 36.7
HCM 6th LOS D
HCM 6th Signalized Intersection Summary Future Cumulative with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday AM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 173 760 40 26 495 160 0 0 61 0 203 93 Future Volume (veh/h) 173 760 40 26 495 160 0 0 61 0 203 93 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 188 826 43 28 538 174 0 0 66 0 221 101 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 230 2953 153 50 1897 597 0 0 0 0 809 361
Arrive On Green 0.04 0.20 0.20 0.03 0.49 0.49 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4970 258 1781 3846 1210 0 0 3647 1585 Grp Volume(v), veh/h 188 565 304 28 474 238 0.0 0 221 101 Grp Sat Flow(s),veh/h/ln 1781 1702 1824 1781 1702 1653 0 1777 1585 Q Serve(g_s), s 9.4 12.7 12.8 1.4 7.4 7.7 0.0 4.6 4.7
Cycle Q Clear(g_c), s 9.4 12.7 12.8 1.4 7.4 7.7 0.0 4.6 4.7 Prop In Lane 1.00 0.14 1.00 0.73 0.00 1.00
Lane Grp Cap(c), veh/h 230 2023 1084 50 1679 815 0 809 361 V/C Ratio(X) 0.82 0.28 0.28 0.56 0.28 0.29 0.00 0.27 0.28 Avail Cap(c_a), veh/h 386 2023 1084 228 1679 815 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.78 0.78 0.78 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.0 19.8 19.8 43.2 13.4 13.5 0.0 28.6 28.7 Incr Delay (d2), s/veh 5.5 0.3 0.5 9.6 0.4 0.9 0.0 0.8 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.9 9.3 10.0 1.3 5.0 5.3 0.0 3.6 3.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.6 20.1 20.3 52.8 13.9 14.4 0.0 29.4 30.6 LnGrp LOS D C C D B B A C C
Approach Vol, veh/h 1057 740 322
Approach Delay, s/veh 25.0 15.5 29.8
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.0 58.0 25.0 16.1 48.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 3.4 14.8 6.7 11.4 9.7
Green Ext Time (p_c), s 0.0 5.6 1.4 0.3 4.3
Intersection Summary
HCM 6th Ctrl Delay 22.4
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 156 938 97 66 521 111 0 0 95 0 235 160 Future Volume (veh/h) 156 938 97 66 521 111 0 0 95 0 235 160 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 170 1020 105 72 566 121 0 0 103 0 255 174 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 211 2680 275 93 2130 447 0 0 0 0 809 361
Arrive On Green 0.04 0.19 0.19 0.05 0.50 0.50 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4704 483 1781 4228 887 0 0 3647 1585 Grp Volume(v), veh/h 170 738 387 72 454 233 0.0 0 255 174 Grp Sat Flow(s),veh/h/ln 1781 1702 1783 1781 1702 1711 0 1777 1585 Q Serve(g_s), s 8.5 17.1 17.1 3.6 6.9 7.1 0.0 5.4 8.6
Cycle Q Clear(g_c), s 8.5 17.1 17.1 3.6 6.9 7.1 0.0 5.4 8.6 Prop In Lane 1.00 0.27 1.00 0.52 0.00 1.00
Lane Grp Cap(c), veh/h 211 1940 1016 93 1715 862 0 809 361 V/C Ratio(X) 0.81 0.38 0.38 0.77 0.26 0.27 0.00 0.32 0.48 Avail Cap(c_a), veh/h 386 1940 1016 228 1715 862 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.77 0.77 0.77 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.2 22.6 22.7 42.1 12.8 12.8 0.0 28.9 30.1 Incr Delay (d2), s/veh 5.6 0.4 0.8 12.5 0.4 0.8 0.0 1.0 4.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.3 11.8 12.5 3.4 4.6 5.0 0.0 4.3 6.6 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 47.8 23.1 23.5 54.6 13.2 13.6 0.0 29.9 34.7 LnGrp LOS D C C D B B A C C
Approach Vol, veh/h 1295 759 429
Approach Delay, s/veh 26.4 17.2 31.9
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 9.2 55.8 25.0 15.2 49.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.6 19.1 10.6 10.5 9.1
Green Ext Time (p_c), s 0.1 6.6 1.6 0.3 4.2
Intersection Summary
HCM 6th Ctrl Delay 24.6
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Weekday PM Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 124 1132 80 44 595 66 0 0 114 0 211 201 Future Volume (veh/h) 124 1132 80 44 595 66 0 0 114 0 211 201 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 135 1230 87 48 647 72 0 0 124 0 229 218 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 172 2840 201 69 2453 270 0 0 0 0 809 361
Arrive On Green 0.03 0.19 0.19 0.04 0.53 0.53 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4868 344 1781 4667 515 0 0 3647 1585 Grp Volume(v), veh/h 135 860 457 48 470 249 0.0 0 229 218 Grp Sat Flow(s),veh/h/ln 1781 1702 1808 1781 1702 1778 0 1777 1585 Q Serve(g_s), s 6.8 20.0 20.0 2.4 6.8 6.9 0.0 4.8 11.1
Cycle Q Clear(g_c), s 6.8 20.0 20.0 2.4 6.8 6.9 0.0 4.8 11.1 Prop In Lane 1.00 0.19 1.00 0.29 0.00 1.00
Lane Grp Cap(c), veh/h 172 1986 1055 69 1789 934 0 809 361 V/C Ratio(X) 0.78 0.43 0.43 0.69 0.26 0.27 0.00 0.28 0.60 Avail Cap(c_a), veh/h 386 1986 1055 228 1789 934 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.75 0.75 0.75 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 42.6 23.2 23.2 42.7 11.8 11.8 0.0 28.7 31.1 Incr Delay (d2), s/veh 5.8 0.5 1.0 11.8 0.4 0.7 0.0 0.9 7.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 6.0 13.5 14.3 2.3 4.6 5.0 0.0 3.8 8.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.4 23.7 24.2 54.5 12.1 12.5 0.0 29.6 38.4 LnGrp LOS D C C D B B A C D
Approach Vol, veh/h 1452 767 447
Approach Delay, s/veh 26.2 14.9 33.9
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 8.0 57.0 25.0 13.2 51.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 4.4 22.0 13.1 8.8 8.9
Green Ext Time (p_c), s 0.0 6.6 1.3 0.2 4.3
Intersection Summary
HCM 6th Ctrl Delay 24.2
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Future Cumulative with Project 5: Roxbury Dr/Brighton Way & Wilshire Blvd Saturday Mid-Day Peak Hour 129 S. Linden Synchro 11 Report
LLG Engineers 07/25/2023
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 73 776 85 60 423 55 0 0 50 0 151 151 Future Volume (veh/h) 73 776 85 60 423 55 0 0 50 0 151 151 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 0 0 1870 0 1870 1870 Adj Flow Rate, veh/h 79 843 92 65 460 60 0 0 54 0 164 164 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 222222002022
Cap, veh/h 104 2688 292 84 2583 331 0 0 0 0 809 361
Arrive On Green 0.02 0.19 0.19 0.05 0.56 0.56 0.00 0.00 0.00 0.00 0.23 0.23 Sat Flow, veh/h 1781 4675 508 1781 4582 587 0 0 3647 1585 Grp Volume(v), veh/h 79 613 322 65 340 180 0.0 0 164 164 Grp Sat Flow(s),veh/h/ln 1781 1702 1779 1781 1702 1765 0 1777 1585 Q Serve(g_s), s 4.0 14.0 14.1 3.2 4.4 4.5 0.0 3.4 8.0
Cycle Q Clear(g_c), s 4.0 14.0 14.1 3.2 4.4 4.5 0.0 3.4 8.0 Prop In Lane 1.00 0.29 1.00 0.33 0.00 1.00
Lane Grp Cap(c), veh/h 104 1957 1023 84 1919 995 0 809 361 V/C Ratio(X) 0.76 0.31 0.32 0.77 0.18 0.18 0.00 0.20 0.45 Avail Cap(c_a), veh/h 386 1957 1023 228 1919 995 0 809 361 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.77 0.77 0.77 1.00 1.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 43.5 21.2 21.2 42.4 9.5 9.5 0.0 28.1 29.9 Incr Delay (d2), s/veh 8.5 0.3 0.6 13.8 0.2 0.4 0.0 0.6 4.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 3.6 10.0 10.6 3.1 2.8 3.1 0.0 2.7 6.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 52.0 21.5 21.8 56.1 9.7 9.9 0.0 28.7 34.0 LnGrp LOS D C C E A A A C C
Approach Vol, veh/h 1014 585 328
Approach Delay, s/veh 24.0 14.9 31.4
Approach LOS C B C
Timer - Assigned Phs 3 4 6 7 8
Phs Duration (G+Y+Rc), s 8.8 56.2 25.0 9.8 55.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.5 33.5 20.5 19.5 25.5
Max Q Clear Time (g_c+I1), s 5.2 16.1 10.0 6.0 6.5
Green Ext Time (p_c), s 0.1 5.9 1.1 0.1 3.2
Intersection Summary
HCM 6th Ctrl Delay 22.5
HCM 6th LOS C

GEOTECHNICAL INVESTIGATION
125 SOUTH LINDEN DRIVE
(AKA 9744 WILSHIRE BOULEVARD)
AND
129 SOUTH LINDEN DRIVE

BEVERLY HILLS, CALIFORNIA
TRACT: #6648; LOTS: 38, 39 & 40
ASSESSOR ID NO: 4328-009-007
& -021

PREPARED FOR
9300 WILSHIRE, LLC.

BEVERLY HILLS, CALIFORNIA
PROJECT NO. W1121-06-02
APRIL 8, 2021
Project No. W1121-06-01
April 8, 2021
Mr. Leo Pustilnikov
9300 Wilshire, LLC
9744 Wilshire Boulevard, Suite 203
Beverly Hills, California 90212
Subject: GEOTECHNICAL INVESTIGATION
125 SOUTH LINDEN DRIVE (AKA 9744 WILSHIRE BOULEVARD)
AND 129 SOUTH LINDEN DRIVE

BEVERLY HILLS, CALIFORNIA
TRACT: #6648; LOTS: 38, 39 & 40
ASSESSOR ID NO: 4328-009-007 & -021
Reference: Geocon West, Inc, 2020, Fault Rupture Hazard Investigation, 125 South Linden Drive (AKA 9744 Wilshire Boulevard), And 129 South Linden Drive, Beverly Hills, California, Tract: #6648; Lots: 38, 39 & 40, Assessor ID No: 4328-009-007 & -021, dated October 7, 2020, Project No. W1121-06-01.

Dear Mr. Pustilnikov:

In accordance with your authorization of our proposal dated February 2, 2021, we have performed a geotechnical investigation for the proposed residential development located at 125 South Linden Drive (AKA 9744 Wilshire Boulevard) and 129 South Linden Drive in the City of Beverly Hills, California. The accompanying report presents the findings of our study and our conclusions and recommendations pertaining to the geotechnical aspects of proposed design and construction. Based on the results of our investigation, it is our opinion that the site can be developed as proposed, provided the recommendations of this report are followed and implemented during design and construction.

If you have any questions regarding this report, or if we may be of further service, please contact the undersigned.

Very truly yours,
GEOCON WEST, INC.

Joshua Kulas
Staff Engineer
Harry Derkalousdian
PE 79694
Susan F. Kirkgard
CEG 1754
(EMAIL) Addressee

TABLE OF CONTENTS

1. PURPOSE AND SCOPE ................................................................................................................. 1

2. SITE AND PROJECT DESCRIPTION ........................................................................................... 2

3. GEOLOGIC SETTING .................................................................................................................... 3

4. SOIL AND GEOLOGIC CONDITIONS ......................................................................................... 4

4.1 Artificial Fill .......................................................................................................................... 4

4.2 Alluvium ................................................................................................................................ 4

5. GROUDWATER ............................................................................................................................. 5

6. GEOLOGIC HAZARDS .................................................................................................................. 5

6.1 Surface Fault Rupture ............................................................................................................ 5

6.2 Seismicity ............................................................................................................................... 6

6.3 Site-Specific Ground Motion Hazard Analysis ..................................................................... 7

6.3.1 Probabilistic Seismic Hazard Analysis ..................................................................... 7

6.3.2 Deterministic Seismic Hazard Analysis .................................................................... 8

6.3.3 Site-Specific Response Spectrum ............................................................................. 9

6.3.4 Mapped Acceleration Parameters ............................................................................. 9

6.3.5 Site-Specific Seismic Design Criteria ..................................................................... 10

6.3.6 Site-Specific Peak Ground Acceleration ................................................................ 10

6.4 Deaggregation of Seismic Design Parameters ..................................................................... 11

6.5 Liquefaction Potential .......................................................................................................... 12

6.6 Slope Stability ...................................................................................................................... 12

6.7 Earthquake-Induced Flooding .............................................................................................. 13

6.8 Tsunamis, Seiches, and Flooding ......................................................................................... 13

6.9 Oil Fields & Methane Potential ........................................................................................... 13

6.10 Subsidence ........................................................................................................................... 14

7. CONCLUSIONS AND RECOMMENDATIONS ......................................................................... 15

7.1 General ................................................................................................................................. 15

7.2 Soil and Excavation Characteristics ..................................................................................... 18

7.3 Minimum Resistivity, pH and Water-Soluble Sulfate ......................................................... 19

7.4 Temporary Dewatering ........................................................................................................ 19

7.5 Grading ................................................................................................................................ 20

7.6 Mat Foundation Design........................................................................................................ 23

7.7 Foundation Settlement ......................................................................................................... 24

7.8 Uplift Resistance .................................................................................................................. 24

7.9 Miscellaneous Foundations .................................................................................................. 25

7.10 Lateral Design ...................................................................................................................... 25

7.11 Exterior Concrete Slabs-on-Grade ....................................................................................... 26

7.12 Preliminary Pavement Recommendations ........................................................................... 27

7.13 Retaining Wall Design ......................................................................................................... 28

7.14 Dynamic (Seismic) Lateral Forces ....................................................................................... 31

7.15 Retaining Wall Drainage ...................................................................................................... 31

7.16 Elevator Pit Design .............................................................................................................. 32

7.17 Elevator Piston ..................................................................................................................... 32

7.18 Temporary Excavations ....................................................................................................... 33

7.19 Shoring – Soldier Pile Design and Installation .................................................................... 33

7.20 Temporary Tieback Anchors ............................................................................................... 39

7.21 Anchor Installation............................................................................................................... 40

7.22 Anchor Testing .................................................................................................................... 40

7.23 Internal Bracing ................................................................................................................... 41

7.24 Surface Drainage .................................................................................................................. 42

7.25 Plan Review ......................................................................................................................... 42 TABLE OF CONTENTS (Continued)

LIMITATIONS AND UNIFORMITY OF CONDITIONS

LIST OF REFERENCES

MAPS, TABLES, AND ILLUSTRATIONS
Figure 1, Vicinity Map
Figure 2, Site Plan
Figure 3, Regional Fault Map
Figure 4, Regional Seismicity Map
Figures 5 through 7, Site-Specific Response Spectra
Figure 8, Retaining Wall Pressure Calculation
Figures 9 and 10, Retaining Wall Drain Detail
Figure 11, Shoring Pressure Calculation

APPENDIX A

FIELD INVESTIGATION
Figure A1, Hollow-Stem Auger Boring Log
Figures LD1 through LD3, Large-Diameter Borings Logs (Prior Fault Investigation) Summary of CPT Data (Prior Fault Investigation)

APPENDIX B

LABORATORY TESTING
Figures B1 through B8, Direct Shear Test Results
Figures B9 through B14, Consolidation Test Results
Figure B15, Maximum Dry Density Test Results
Figure B16, Expansion Index Test Results
Figure B17, Corrosivity Test Results,
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GEOTECHNICAL INVESTIGATION

1. PURPOSE AND SCOPE
This report presents the results of a geotechnical investigation for the proposed residential development located at 125 South Linden Drive (AKA 9744 Wilshire Boulevard) and 129 South Linden Drive in the City of Beverly Hills, California (see Vicinity Map, Figure 1). The purpose of the investigation was to evaluate subsurface soil and geologic conditions underlying the site and, based on conditions encountered, to provide conclusions and recommendations pertaining to the geotechnical aspects of design and construction.

The site is located within a state-designated Alquist-Priolo Earthquake Fault Zone (APEFZ) for surface fault rupture hazards (California Geological Survey [CGS], 2018b). The City of Beverly Hills Policy for Site-Specific Fault Investigations (DSP-003, revised September 2019) indicates a site-specific fault rupture hazard investigation and accompanying subsurface data is required for the proposed development. We have performed a site-specific fault rupture hazard investigation for the proposed development and presented the results in a report dated October 7, 2020 (Geocon West, Inc., 2020).

We observed and documented an approximately 20-foot-wide zone of faulting that impacts the site and potential future development. Specifically, the seismic trenches exposed the upper tips of three discrete faults that displace the top of the Pleistocene Qoa1 unit (13,000 to 36,000 years old) and extend upward into the overlying Holocene Qal2 unit (9,000 to 27,000 years old). The faults do not offset the uppermost sediments of the Qal2 unit or the overlying Qal1 unit (5,000 to 12,500 years old) indicating that last apparent vertical displacement likely took place in early Holocene time. Accordingly, the faults are deemed “active” based on current State of California definition (CGS, 2018a).

Recommendations for a structural setback from the fault zone are presented in our fault investigation report that was reviewed and approved by the City of Beverly Hills on October 23, 2020. The limits of the recommended structural setback are shown on Figure 2.

The scope of this geotechnical investigation included a site reconnaissance, field exploration, laboratory testing, engineering analysis, and the preparation of this report. The site was explored on February 18, 2021 by excavating one 8-inch-diameter boring to depths of approximately 70½ feet below the existing ground surface utilizing a truck-mounted hollow-stem auger drilling machine.

The location of the exploratory boring is depicted on the Site Plan (see Figure 2). In addition, the exploratory borings and CPT soundings from the previous fault rupture hazard investigation (Geocon West, Inc., 2020) have been considered for this geotechnical investigation and are included herein.

A detailed discussion of the field investigation, including boring logs and CPT data, is presented in Appendix A.

Laboratory tests were performed on selected soil samples obtained during the investigation to determine pertinent physical and chemical soil properties. Appendix B presents a summary of the laboratory test results.

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The recommendations presented herein are based on analysis of the data obtained during the investigation and our experience with similar soil and geologic conditions. References reviewed to prepare this report are provided in the List of References section.

If project details vary significantly from those described herein, Geocon should be contacted to determine the necessity for review and possible revision of this report.

2. SITE AND PROJECT DESCRIPTION
The subject site, located at 125 South Linden Drive (AKA 9744 Wilshire Boulevard) and 129 South Linden Drive in the City of Beverly Hills, California. The property consists of three adjacent lots with two designated Assessor Parcel Nos. 4328-009-007 & 4328-009-021. The property is a rectangular-shaped parcel located south of Wilshire Boulevard and north of Charleville Boulevard and is bounded by an alley to the north and west, a two-story multi-family residential structure to the south, and South Linden Drive to the east (see Figure 2, Site Plan). An asphalt-paved surface parking lot occupies the northern two lots (125 South Linden Drive) and the southern lot (129 South Linden Drive) is undeveloped land. Topography at the site and in the immediate area slopes to the southeast at a gradient of less than two degrees (see Figure 1). Elevations vary approximately five (5) vertical feet across the site, ranging from approximately 263 feet above mean sea level (MSL) in the northwest corner of the property to approximately 258 feet MSL in the southeast corner of the property.

Vegetation on the northern two lots is limited to small trees and shrubs within localized planters adjacent to the eastern property boundary. The southern vacant lot is covered with low height native grasses.

Due to the location of the Metro tunnels for the Purple Line Extension, it is possible that portions of the proposed structure will be situated within the influence zone defined by Section 4.1-A of the MTA Design Criteria and Standards, Volume III, Adjacent Construction Design Manual Adjacent Construction Design Manual. New construction within or near the MTA influence zone, must not impose a surcharge on the subterranean MTA facilities in excess of what the structure is designed to withstand. If proposed subterranean levels are not sufficiently deep then building loads could exceed the surcharge allowable by MTA; therefore, the new loads will have to be transferred below or outside of the defined MTA Surcharge Influence Zone projection. In order to provide design-level recommendations for a deepened foundation system capable of transferring the building loads below MTA Surcharge Influence Zone, further information is needed pertaining to the dimensions, distances and total depth of the adjacent MTA facilities. If it is deemed the proposed development will be located within the MTA influence zone, recommendation for a deepened foundation system can be provided under separate cover.

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Based on information provided to us by the client, we understand that the proposed development consists of one nine-story residential structure over three subterranean parking levels that will extend to depths of approximately 35 feet below ground surface. As previously indicated, an active zone of faulting traverses the southern portion of the subject property (Geocon West, Inc., 2020).

Recommendations for a structural setback from the fault zone are presented in the fault investigation report that was reviewed and approved by the City of Beverly Hills on October 23, 2020. The proposed structure is located outside of the approved structural setback zone (see Figure 2).

Based on the preliminary nature of the design at this time, wall and column loads were not available.

It is anticipated that column loads for the proposed residential structure will be up to 1,350 kips, and wall loads will be up to 14 kips per linear foot.

Once the design phase and foundation loading configuration proceeds to a more finalized plan, the recommendations within this report should be reviewed and revised, if necessary. Any changes in the design, location or elevation of any structure, as outlined in this report, should be reviewed by this office. Geocon should be contacted to determine the necessity for review and possible revision of this report.

3. GEOLOGIC SETTING
The site is located on a young alluvial fan surface formed by deposition of sediments originating primarily from Benedict Canyon and to a lesser degree Coldwater Canyon and other smaller drainages along the Santa Monica Mountains southern flank. The alluvial fan surface slopes at approximately 1½ to 2 degrees to the southeast. The site is underlain by the Holocene and Pleistocene alluvial sediments that consist of interbedded debris flows, fluvial (channel and terrace) deposits, and flood plain deposits. The Holocene alluvial deposits have eroded and backfilled the older Pleistocene alluvial deposits.

Regionally, the site is located at the boundary between the Transverse Ranges and Peninsular Ranges geomorphic provinces. In the Beverly Hills area, the boundary between these two geomorphic provinces is formed by the Santa Monica Fault Zone that traverses the southeastern portion of the site (Geocon West, Inc., 2020). The Transverse Ranges geomorphic province is bounded by the Big Pine Fault on the north, the San Andreas Fault Zone on the east, the Pacific Ocean on the west, and Peninsular Ranges geomorphic province on the south. The Transverse Ranges geomorphic province is characterized by east-west trending mountain ranges that include the Santa Ynez, San Gabriel, San Bernardino, and Santa Monica Mountains and associated valleys. The Peninsular Ranges geomorphic province is bounded by the San Jacinto Fault Zone on the east, the Pacific Ocean on the west, the Transverse Ranges geomorphic province on the north, and extends into Mexico on the south.

This geomorphic province is characterized by elongate northwest-trending mountain ridges separated by straight-sided sediment-filled valleys.

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4. SOIL AND GEOLOGIC CONDITIONS
Based on published geologic maps of the area, the prior site-specific fault investigation explorations (Geocon West, Inc., 2020), and the current geotechnical exploration, the site is underlain by Quaternary age alluvial deposits consisting primarily of sand, silt, and clay (CGS, 2012; Dibblee, 1991). A thin veneer of artificial fill mantles the alluvial sediments. Detailed stratigraphic profiles of the materials encountered at the site are provided on the boring logs in Appendix A.

4.1 Artificial Fill
Artificial fill was encountered in our geotechnical explorations and the prior fault investigation explorations to a maximum depth of 3 feet and 5 feet below the existing ground surface, respectively.

The artificial fill generally consists of dark brown clayey silt with large concrete fragments.

The artificial fill is characterized as moist and firm. The artificial fill is likely the result of past grading or construction activities at the site. Deeper fill may exist elsewhere on the site that was not directly explored.

4.2 Alluvium
Quaternary age alluvium was encountered beneath the fill. The alluvium generally consists of brown to dark brown, reddish brown, or olive brown to gray silty clay, sandy clay, clayey sand, and clayey gravel. Varying amounts of fine to coarse gravel are present in the alluvial deposits throughout the depth explored. The alluvium is characterized as slightly moist to wet and very soft to hard or medium dense to very dense. Based on the geologic data collected as part of the site-specific fault investigation, the young Holocene age alluvium extends to depths of approximately 17 to 21½ feet beneath the existing ground surface and are underlain by Pleistocene age sediments to the maximum depth explored.

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5. GROUDWATER
Based on a review of the Seismic Hazard Evaluation Report for the Beverly Hills Quadrangle (California Division of Mines and Geology [CDMG], 1998), the historically highest groundwater level in the area is approximately 30 feet beneath the existing ground surface. Groundwater information presented in this document is generated from data collected in the early 1900’s to the late 1990s. Based on current groundwater basin management practices, it is unlikely that groundwater levels will ever exceed the historic high levels.

Groundwater was encountered in boring B1 at a depth of 35½ feet beneath the existing ground surface.

Additionally, static groundwater levels in the prior fault investigation explorations ranged from approximately 31 feet to 34 feet beneath the existing ground surface (Geocon West, Inc., 2020).

Considering the historic high groundwater level (CDMG, 1998), the depth to groundwater encountered in the onsite explorations, and the depth of the proposed construction, groundwater is anticipated to be encountered in the lower portion of the proposed basement. Also, it is not uncommon for groundwater levels to vary seasonally or for groundwater seepage conditions to develop where none previously existed, especially in impermeable fine-grained soils which are heavily irrigated or after seasonal rainfall. In addition, recent requirements for stormwater infiltration could result in shallower seepage conditions in the immediate site vicinity. Proper surface drainage of irrigation and precipitation will be critical for future performance of the project. Recommendations for drainage are provided in the Surface Drainage section of this report (see Section 7.24).

6. GEOLOGIC HAZARDS

6.1 Surface Fault Rupture
The numerous faults in Southern California include Holocene-active, pre-Holocene, and inactive faults.

The criteria for these major groups are based on criteria developed by the California Geological Survey (CGS, formerly known as CDMG) for the Alquist-Priolo Earthquake Fault Zone Program (CGS, 2018a). By definition, a Holocene-active fault is one that has had surface displacement within Holocene time (about the last 11,700 years). A pre-Holocene fault has demonstrated surface displacement during Quaternary time (approximately the last 1.6 million years) but has had no known Holocene movement. Faults that have not moved in the last 1.6 million years are considered inactive.

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As previously indicated, we recently completed a site-specific fault rupture hazard investigation for the proposed development (Geocon West, Inc., 2020). The results of the fault investigation indicate that Holocene-active faults traverse the southeastern portion of the site. A structural setback has been established at the site that is intended to avoid locating habitable structures within 25 feet of the main trace of the Santa Monica Fault. The proposed structure is located outside of the designated structural setback zone. Therefore, the potential for surface rupture due to faulting occurring beneath the proposed structure during the design life of the development is considered low. Additionally, the site is located in the seismically active Southern California region and could be subjected to moderate to very strong ground shaking in the event of an earthquake on one of the many active faults in Southern California. The faults in the vicinity of the site are shown in Figure 3, Regional Fault Map.

The closest trace of an active fault to the site is the Santa Monica Fault Zone that traverse the southeast portion of the site, approximately 25 feet south of the proposed structure (Geocon West, Inc., 2020).

Other nearby active faults include the Pico Fault of the Newport-Inglewood Fault Zone and the Hollywood Fault located approximately 1.3 miles to the east-southeast and 1.5 miles to the north-northeast, respectively (CGS, 2018b). The active San Andreas Fault Zone is located approximately 37 miles northeast of the site (USGS, 2006; Ziony and Jones, 1989).

Several buried thrust faults, commonly referred to as blind thrusts, underlie the Los Angeles Basin at depth. These faults are not exposed at the ground surface and are typically identified at depths greater than 3.0 kilometers. The October 1, 1987, Mw 5.9 Whittier Narrows earthquake and the January 17, 1994, Mw 6.7 Northridge earthquake were a result of movement on the Puente Hills Blind Thrust and the Northridge Thrust, respectively. These thrust faults and others in the Los Angeles area are not exposed at the surface and do not present a potential surface fault rupture hazard at the site; however, these deep thrust faults are considered active features capable of generating future earthquakes that could result in moderate to significant ground shaking at the site.

6.2 Seismicity
As with all of Southern California, the site has experienced historic earthquakes from various regional faults. The seismicity of the region surrounding the site was formulated based on research of an electronic database of earthquake data. The epicenters of recorded earthquakes with magnitudes equal to or greater than 5.0 in the site vicinity are depicted on Figure 4, Regional Seismicity Map. A partial list of moderate to major magnitude earthquakes that have occurred in the Southern California area within the last 100 years is included in the following table.

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LIST OF HISTORIC EARTHQUAKES
Earthquake
(Oldest to Youngest) Date of Earthquake Magnitude
Distance to
Epicenter
(Miles)
Direction
to
Epicenter
Near Redlands July 23, 1923 6.3 66 E
Long Beach March 10, 1933 6.4 40 SE
Tehachapi July 21, 1952 7.5 73 NW
San Fernando February 9, 1971 6.6 24 N
Whittier Narrows October 1, 1987 5.9 19 E
Sierra Madre June 28, 1991 5.8 27 ENE
Landers June 28, 1992 7.3 113 E
Big Bear June 28, 1992 6.4 91 E
Northridge January 17, 1994 6.7 13 NW
Hector Mine October 16, 1999 7.1 127 ENE
Ridgecrest July 5, 2019 7.1 126 NNE
The site is located within close proximity to the active Santa Monica Fault. An earthquake originating on a splay of this fault could produce very strong near-field ground motions that should be taken into account in the structural design of the proposed development. The effects of ground shaking can be mitigated if the proposed structures are designed and constructed in conformance with current building codes and engineering practices.

6.3 Site-Specific Ground Motion Hazard Analysis
A site-specific ground motion hazard analyses was performed in accordance with ASCE 7-16 Chapter 21 and Section 1613 of the 2019 CBC using the online applications developed by USGS.

6.3.1 Probabilistic Seismic Hazard Analysis
The risk-targeted Maximum Considered Earthquake (MCER) probabilistic response spectrum consists of the spectral response accelerations which are expected to achieve a 1 percent probability of collapse within a 50-year period, evaluated at 5 percent damping.

The mean spectral response accelerations having a 2 percent chance of exceedance in 50 years were evaluated at 5 percent damping using the USGS Unified Hazard Tool (UHT). The Dynamic:

Conterminous U.S. 2014 (v4.2.0) edition was used within the analysis, which is based on the UCERF-3 fault model. The soil underlying the site was modeled as a Site Class “D” with a corresponding average shear wave velocity (Vs30) of 259 meters per second.

The web application uses the ground motion prediction equations (GMPEs) from the NGA-West 2 project: Abrahamson-et al. (2014) NGA West 2, Boore et al. (2014) NGA West 2, Campbell-Bozorgnia (2014) NGA West 2, and Chiou-Youngs (2014) NGA West 2. Each GMPE was assigned an equal weight and the mean value of the four GMPEs was evaluated. The mean spectral accelerations were rotated to maximum direction using the period specific ratios from Shahi et al. (2013 & 2014).

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The GMPE of Campbell and Borzorgnia requires that the depth to where the shear wave velocity reaches 2.5 kilometers per second (Z2.5) be defined. Additionally, the GMPEs of Abrahamson-et al., Boore et al. and Chiou-Youngs require that the depth to where the shear wave velocity reaches 1 kilometer per second (Z1.0) be defined. The values of Z2.5 and Z1.0 are internally calculated by the Uniform Hazard Tool.

The MCE uniform hazard response spectra was adjusted to risk-targeted spectral accelerations corresponding to a 1 percent chance of collapse in 50 years by using the USGS Risk-Targeted Ground Motion Calculator and following ASCE 7-16 Section 21.2.1.2 Method 2.

The risk-targeted Maximum Considered Earthquake (MCER) probabilistic response spectrum is provided on Figure 5.

6.3.2 Deterministic Seismic Hazard Analysis
In order to define the deterministic scenario events, deaggregation of the uniform hazard probabilistic response spectrum was performed using the USGS Uniform Hazard Tool. The inversion approach used by UCERF-3 allows for a large number of variations for each source scenario, including multi-fault ruptures. Therefore, deaggregation of UCERF-3 consists of the contributions from multi-fault ruptures rather than individual source contributions. To address this, the USGS Unified Hazard Tool aggregates the contributions on a per-fault-section basis, with rupture contributions only ever counted once.

The Unified Hazard Tool deaggregation contributor list shows the fault sections which contribute most to hazard at a site and report a mean earthquake magnitude for each section identified by a 'parent' fault name and section index. Based on the deaggregation, we have considered scenario events with the greatest contribution to the deterministic ground motions.

The earthquake magnitudes of the deterministic scenario events were based on the BSSC 2014 Scenario Event which includes the parent fault identified in the deaggregation and which has the largest earthquake magnitude. The closest distance (RRUP) from the fault to the site was taken from the Uniform Hazard Tool deaggregation results. Other fault source parameters were defined by the values in the BSSC2014 Scenario Catalog. The values of Z2.5and Z1.0 were estimated using data from the Community Velocity Model (CVM) Version 4, Iteration 26, Basin Depth developed by Southern California Earthquake Data Center (SCEDC) accessed by the OpenSHA Site Data Application (v1.5.0).

Deterministic scenario events on the Hollywood fault, Santa Monica fault, Newport-Inglewood Fault Zone, and Compton fault were considered.

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The deterministic median and standard deviation (sigma) for the scenario events were evaluated using the USGS NSHMP-HAZ-WS Response Spectra online application. The deterministic analysis used the same four GMPEs, equally weighted, to generate the median and standard deviation of the ground motion which were then used to calculate the 84th percentile at 5% damping. The geometric median spectral accelerations were rotated to maximum direction using the period specific ratios from Shahi et al. (2013 & 2014).

The deterministic scenarios were compared and a combination of events controls the deterministic spectrum. The fault source resulting in the highest spectral accelerations from 0 to 2 seconds would be a magnitude 7.45 event on the Compton fault and from 3 to 5 seconds would be a magnitude 7.15 event on the Newport-Inglewood fault. The 84th percentile maximum rotated component deterministic response spectra is provided on Figure 6.

6.3.3 Site-Specific Response Spectrum
The lesser of the probabilistic and deterministic MCER response spectrums is the Site-Specific MCER.

Two thirds of the Site-Specific MCER is the Design Earthquake (DE) Response Spectrum, provided the results are not less than 80 percent of the modified General Design Response Spectrum determined by ASCE 7-16 Section 11.4.6 with Fa and Fv determined as specified in Section 21.3.

Graphical representations of the analyses are presented on Figures 5 and 6. The Site-Specific Design Earthquake response spectrum at 5 percent damping is presented on Figure 6 and in tabular form on Figure 7.

6.3.4 Mapped Acceleration Parameters
The following table summarizes the mapped acceleration parameters obtained from the 2019 California Building Code (CBC; Based on the 2018 International Building Code [IBC] and ASCE 7-16), Chapter 16 Structural Design, Section 1613A Earthquake Loads. The data was calculated using the online application Seismic Design Maps, provided by OSHPD. The short spectral response uses a period of 0.2 second.

MAPPED SPECTRAL ACCELERATIONS
Parameter Value 2019 CBC Reference
MCER Ground Motion Spectral Response
Acceleration – Class B (short), SS

2.104g Figure 1613.3.1(1)
MCER Ground Motion Spectral Response
Acceleration – Class B (1 sec), S1

0.752g Figure 1613.3.1(2)
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6.3.5 Site-Specific Seismic Design Criteria
Based the site-specific ground motion hazard analysis performed, and in accordance with the ASCE 7-16 Section 21.4, site-specific design acceleration parameters shall be derived using the results of the site-specific ground motion hazard analysis.

The parameter SDS shall be taken as equal to 90 percent of the maximum spectral acceleration obtained from the site-specific analysis at any period within the range from 0.2 to 5 seconds, inclusive.

The parameter SD1 shall be taken as the maximum value of the product of the spectral acceleration and period for periods from 1 to 5 seconds, inclusive. The values of SMS and SM1 shall be taken as 1.5 times the site-specific values of SDS and SD1. The site-specific design acceleration parameters shall not be less than 80 percent of the general seismic design values determined by ASCE 7-16 Section 11.4.

The following table presents the site-specific seismic design parameters based on the site-specific ground motion hazard analysis.

SITE-SPECIFIC DESIGN ACCELERATION PARAMETERS
Parameter Value
Site Class Modified MCER Spectral Response
Acceleration (short), SMS

2.39g
Site Class Modified MCER Spectral Response
Acceleration – (1 sec), SM1

1.84g
5% Damped Design
Spectral Response Acceleration (short), SDS

1.59g
5% Damped Design
Spectral Response Acceleration (1 sec), SD1

1.23g

6.3.6 Site-Specific Peak Ground Acceleration
The site-specific Maximum Considered Earthquake (MCEG) geometric mean peak ground acceleration was evaluated in accordance with ASCE 7-16 Section 21.5.

The probabilistic geometric mean peak ground acceleration and the deterministic 84th percentile geometric mean peak ground acceleration were analyzed using the same approaches as described above. The analysis used the same Site Class and scenario earthquake.

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The deterministic MCEG shall not be less than 0.5FPGA, where FPGA is determined from ASCE 7-16 Table 11.8-1 with the value of PGA taken as 0.5g. The site-specific MCEG peak ground acceleration is taken as the lesser of the probabilistic and deterministic MCEG, provided the value is not less than 80 percent of the value of PGAM as determined by ASCE 7-16 Equation 11.8.1.

ASCE 7-16 SITE-SPECIFIC PEAK GROUND ACCELERATION
Parameter Value ASCE 7-16 Reference
Site-Specific MCEG Peak Ground
Acceleration, PGAM

0.9g Section 21.5

6.4 Deaggregation of Seismic Design Parameters
The Maximum Considered Earthquake Ground Motion (MCE) is the level of ground motion that has a 2 percent chance of exceedance in 50 years, with a statistical return period of 2,475 years. According to the 2019 California Building Code and ASCE 7-16, the MCE is to be utilized for the evaluation of liquefaction, lateral spreading, seismic settlements, and it is our understanding that the intent of the Building code is to maintain “Life Safety” during a MCE event. The Design Earthquake Ground Motion (DE) is the level of ground motion that has a 10 percent chance of exceedance in 50 years, with a statistical return period of 475 years.

Deaggregation of the MCE peak ground acceleration was performed using the USGS online Unified Hazard Tool, 2014 Conterminous U.S. Dynamic edition (v4.2.0). The result of the deaggregation analysis indicates that the predominant earthquake contributing to the MCE peak ground acceleration is characterized as a 6.79 magnitude event occurring at a hypocentral distance of 6.74 kilometers from the site.

Deaggregation was also performed for the Design Earthquake (DE) peak ground acceleration, and the result of the analysis indicates that the predominant earthquake contributing to the DE peak ground acceleration is characterized as a 6.68 magnitude occurring at a hypocentral distance of 10.79 kilometers from the site.

Conformance to the criteria in the above tables for seismic design does not constitute any kind of guarantee or assurance that significant structural damage or ground failure will not occur if a large earthquake occurs. The primary goal of seismic design is to protect life, not to avoid all damage, since such design may be economically prohibitive.

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6.5 Liquefaction Potential
Liquefaction is a phenomenon in which loose, saturated, relatively cohesionless soil deposits lose shear strength during strong ground motions. Primary factors controlling liquefaction include intensity and duration of ground motion, gradation characteristics of the subsurface soils, in-situ stress conditions, and the depth to groundwater. Liquefaction is typified by a loss of shear strength in the liquefied layers due to rapid increases in pore water pressure generated by earthquake accelerations.

The current standard of practice, as outlined in the “Recommended Procedures for Implementation of DMG Special Publication 117, Guidelines for Analyzing and Mitigating Liquefaction in California” and “Special Publication 117A, Guidelines for Evaluating and Mitigating Seismic Hazards in California” requires liquefaction analysis to a depth of 50 feet below the lowest portion of the proposed structure. Liquefaction typically occurs in areas where the soils below the water table are composed of poorly consolidated, fine to medium-grained, primarily sandy soil. In addition to the requisite soil conditions, the ground acceleration and duration of the earthquake must also be of a sufficient level to induce liquefaction.

The State of California Seismic Hazard Zone Map for the Beverly Hills Quadrangle (CDMG, 1999; CGS, 2018b) indicates that the site is not located in an area designated as having a potential for liquefaction. In addition, a review of the City of Beverly Hills Hazard Mitigation Action Plan (2010) and the County of Los Angeles Safety Element (Leighton, 1990) indicates that the site is not located within an area identified as having a potential for liquefaction. Based on these considerations, it is our opinion that the potential for liquefaction and associated ground deformations beneath the site is very low.

6.6 Slope Stability
The topography at the site slopes at less than two degrees to the southeast. According to the County of Los Angeles (Leighton, 1990) and the City of Beverly Hills (2010), the site is not located within an area identified as a “Hillside Area” or an area designated as having a potential for slope stability hazards. Also, the CGS indicates that the site is not located within an area identified as having a potential for seismic slope instability (CDMG, 1999; CGS, 2018b). There are no known landslides near the site, nor is the site in the path of any known or potential landslides. Therefore, the potential for slope stability hazards to adversely affect the proposed development is considered low.

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6.7 Earthquake-Induced Flooding
Earthquake-induced flooding is inundation caused by failure of dams or other water-retaining structures due to earthquakes. The Los Angeles County Safety Element (Leighton, 1990) indicates that the site is located within a potential inundation area for the Lower Franklin Dam. However, this reservoir, as well as others in California, are continually monitored by various governmental agencies (such as the State of California Division of Safety of Dams and the U.S. Army Corps of Engineers) to guard against the threat of dam failure. Current design, construction practices, and ongoing programs of review, modification, or total reconstruction of existing dams are intended to ensure that all dams are capable of withstanding the maximum considered earthquake (MCE) for the site. Therefore, the potential for inundation at the site as a result of an earthquake-induced dam failure is considered low.

6.8 Tsunamis, Seiches, and Flooding
The site is not located within a coastal area. Therefore, tsunamis are not considered a significant hazard at the site.

Seiches are large waves generated in enclosed bodies of water in response to ground shaking. No major water-retaining structures are located immediately up gradient from the project site. Therefore, flooding resulting from a seismically induced seiche is considered unlikely.

The site is within an area of minimal flooding (Zone X) as defined by the Federal Emergency Management Agency (FEMA, 2021; LACDPW, 2021). Also, the City of Beverly Hills (2010) indicates the site is not located within an area with a high risk for flooding. Therefore, the risk of flooding impacting the proposed development is considered low.

6.9 Oil Fields & Methane Potential
Based on a review of the California Geologic Energy Management Division (CalGEM) Well Finder Website, the site is not located within the limits of an oilfield and there are no active or inactive oil or gas wells documented within the immediate vicinity of the site (CalGEM, 2021). However, due to the voluntary nature of record reporting by the oil well drilling companies, wells may be improperly located or not shown on the location map and undocumented wells could be encountered during construction. Any wells encountered will need to be properly abandoned in accordance with the current requirements of the CalGEM.

Since the site is not located within an oil field and there are no documented active or inactive oil or gas wells in the immediate site vicinity, the potential for the presence of methane or other volatile gases to occur at the site is considered low. However, should it be determined that a methane study is required for the proposed development it is recommended that a qualified methane consultant be retained to perform the study and provide mitigation measures as necessary.

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6.10 Subsidence
Subsidence occurs when a large portion of land is displaced vertically, usually due to the withdrawal of groundwater, oil, or natural gas. Soils that are particularly subject to subsidence include those with high silt or clay content. The site is not located within an area of known ground subsidence. No large-scale extraction of groundwater, gas, oil, or geothermal energy is occurring or planned at the site or in the general site vicinity. There appears to be little or no potential for ground subsidence due to withdrawal of fluids or gases at the site.

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7. CONCLUSIONS AND RECOMMENDATIONS

7.1 General

7.1.1 It is our opinion that neither soil nor geologic conditions were encountered during the investigation that would preclude the construction of the proposed development provided the recommendations presented herein are followed and implemented during design and construction. The geotechnical design parameters presented herein should be reviewed and updated as necessary as the design progresses and the structural loads are finalized.

7.1.2 Up to 3 feet of uncertified artificial fill was encountered during site exploration. The existing fill encountered is believed to be the result of past grading and construction activities at the site. Deeper fill may exist in other areas of the site that were not directly explored.

Excavation for the subterranean portion of the structure is anticipated to penetrate through the existing artificial fill and expose undisturbed alluvial soils throughout the excavation bottom.

7.1.3 Due to the construction of MTA Purple Line extension beneath Wilshire Boulevard, the northern and western portions of the proposed structure may be situated within the influence zone defined by Section 4.1-A of the MTA Design Criteria and Standards, Volume III, Adjacent Construction Design Manual Adjacent Construction Design Manual. New construction must not impose a surcharge on the subterranean MTA facilities in excess of what those structures are currently designed to withstand. Surcharge zones are defined as a 1:1 (H:V) projection from the bottom MTA subterranean facilities up to the ground surface (see Figure 2, Site Plan). At this time the locations of the proposed MTA facilities are unknown. If foundations of the proposed structure will be located within an MTA facility surcharge zone, it is recommended that the proposed structure be supported on a deepened foundation system, consisting of drilled cast-in-place reinforced concrete piles. Piles should be deepened as necessary to prevent inducing a surcharge on existing offsite improvements and to achieve the necessary foundation capacity. If necessary, recommendations for the design of a deepened foundation system will be provided under separate cover.

7.1.4 Groundwater was encountered during site explorations at depths between approximately 31 to 35 feet below ground surface. Excavation for the proposed subterranean levels is anticipated to extend to depths of up to approximately 39 feet below the ground surface, including foundation construction and dewatering elements. Due to the depth of the proposed excavation and the potential for seasonal fluctuation in the groundwater level, temporary dewatering measures may be required to mitigate groundwater during excavation and construction. Recommendations for temporary dewatering are discussed in Section 7.4 of this report.

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7.1.5 Based on a review of the Seismic Hazard Evaluation Report for the Beverly Hills Quadrangle (California Division of Mines and Geology [CDMG], 1998), the historic high groundwater level beneath the site is between approximately 30 feet below the existing ground surface, and groundwater was encountered during site explorations at depths between approximately 31 to 35 feet below ground surface.. The proposed structure must be designed for hydrostatic pressure for any portion of the structure that extends below a depth of 30 feet.

The hydrostatic design will result in uplift forces on the structure that must be resisted by counterweight or structural design measures. The recommended floor slab uplift pressure to be used in design would be 62.4(H) in units of pounds per square foot (psf), where “H” is the height of the water above the bottom of the foundation in feet.

7.1.6 Based on these considerations, the proposed structure may be supported on a reinforced concrete mat foundation system that derive supports in the undisturbed alluvial soils at and below a depth of 35 feet below the existing ground surface. In order to minimize differential settlement, it is recommended that the ramp and ramp walls for the subterranean parking garage be structurally supported on the mat foundation. A mat foundation is more accommodating to subgrade stabilization, waterproofing, and hydrostatic design. Any soils unintentionally disturbed should be properly compacted. All foundation excavations must be observed and approved in writing by the Geotechnical Engineer prior to placement of steel or concrete. Recommendations for the design of a mat foundation system are provided in Section 7.6 of this report.

7.1.7 It is recommended that the soils exposed at the excavation bottom be properly compacted for foundation support. During the compaction procedure, compression and shrinkage should be expected as the soils densify. The soils should be thoroughly densified and the operation should be observed and approved in writing by the Geotechnical Engineer (a representative of Geocon). Recommendations for earthwork are provided in the Grading section of this report (see Section 7.6).

7.1.8 It should be noted that implementation of the recommendations presented herein is not intended to completely prevent damage to the structure during the occurrence of strong ground shaking as a result of nearby earthquakes. It is intended that the structure be designed in such a way that the amount of damage incurred as a result of strong ground shaking be minimized.

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7.1.9 Excavations up to 39 feet in vertical height are anticipated for construction of the subterranean parking level, including foundation depths and dewatering elements. Due to the depth of the excavation and the proximity to the property lines, city streets and adjacent offsite structures, excavation of the subterranean parking level will require shoring measures in order to provide a stable excavation. Where shoring is required it is recommended that a soldier pile shoring system be utilized. In addition, where the proposed excavation will be deeper than and adjacent to an offsite structure, the proposed retaining wall and shoring systems should be designed to resist the surcharge imposed by the adjacent offsite structure.

Recommendations for Temporary Excavations are provided in Section 7.18 of this report.

7.1.10 Due to the nature of the subterranean design, waterproofing of subterranean walls and slabs is recommended. Particular care should be taken in the design and installation of waterproofing to avoid moisture problems, or actual water seepage into the structure through any normal shrinkage cracks which may develop in the concrete walls, floor slab, foundations and/or construction joints. The design and inspection of the waterproofing is not the responsibility of the geotechnical engineer. A waterproofing consultant should be retained in order to recommend a product or method, which would provide protection to subterranean walls, floor slabs and foundations.

7.1.11 It is recommended that flexible utility connections be utilized for all rigid utilities to minimize or prevent damage to utilities from minor differential movements.

7.1.12 Foundations for small outlying structures at the ground surface, such as property line block walls up to 6 feet in height, planter walls or trash enclosures, which will not be tied to the proposed structure, may be supported on conventional foundations deriving support on a minimum of 12 inches of newly placed engineered fill which extends laterally at least 12 inches beyond the foundation area. Where excavation and compaction cannot be performed or is undesirable, foundations may derive support directly in the competent soils at and below a depth of 24 inches below the ground surface and should be deepened as necessary to maintain a minimum 12-inch embedment into the recommended bearing materials. If the soils exposed in the excavation bottom are soft or loose, compaction of the soils will be required prior to placing steel or concrete. Compaction of the foundation excavation bottom is typically accomplished with a compaction wheel or mechanical whacker and must be observed and approved by a Geocon representative.

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7.1.13 Where new paving is to be placed, it is recommended that all existing fill and soft soils be excavated and properly compacted for paving support. The client should be aware that excavation and compaction of all existing fill and soft soils in the area of new paving is not required; however, paving constructed over existing uncertified fill may experience increased settlement and/or cracking, and may therefore have a shorter design life and increased maintenance costs. As a minimum, the upper 12 inches of subgrade soil should be scarified and properly compacted for paving support. Paving recommendations are provided in Preliminary Pavement Recommendations section of this report (see Section 7.12).

7.1.14 Based on the historic and current groundwater levels, stormwater infiltration is not recommended for this project. It is suggested that stormwater be retained, filtered and discharged in accordance with the requirements of the local governing agency.

7.1.15 Once the design and foundation loading configuration for the proposed structure proceeds to a more finalized plan, the recommendations within this report should be reviewed and revised, if necessary. Based on the final foundation loading configurations, the potential for settlement should be reevaluated by this office.

7.1.16 Any changes in the design, location or elevation, as outlined in this report, should be reviewed by this office. Geocon should be contacted to determine the necessity for review and possible revision of this report.

7.1.17 The most recent ASTM standards apply to this project and must be utilized, even if older ASTM standards are indicated in this report.

7.2 Soil and Excavation Characteristics

7.2.1 The in-situ soils can be excavated with moderate effort using conventional excavation equipment. Some caving should be anticipated in vertical excavations, especially where granular soils are encountered.

7.2.2 It is the responsibility of the contractor to ensure that all excavations and trenches are properly shored and maintained in accordance with applicable OSHA rules and regulations to maintain safety and maintain the stability of existing adjacent improvements.

7.2.3 All onsite excavations must be conducted in such a manner that potential surcharges from existing structures, construction equipment, and vehicle loads are resisted. The surcharge area may be defined by a 1:1 projection down and away from the bottom of an existing foundation or vehicle load. Penetrations below this 1:1 projection will require special excavation measures such as sloping and shoring. Excavation recommendations are provided in the Temporary Excavations section of this report (see Section 7.18).

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7.2.4 The existing site soils at foundation level are “expansive” and to have a “medium” (EI = 70) expansive potential in accordance with the 2019 California Building Code (CBC) Section 1803.5.3.

7.3 Minimum Resistivity, pH and Water-Soluble Sulfate

7.3.1 Potential of Hydrogen (pH) and resistivity testing as well as chloride content testing were previously performed on representative samples of soil to generally evaluate the corrosion potential to surface utilities. The tests were performed in accordance with California Test Method No’s. 643 and 422 and indicate that the soils are considered “corrosive” with respect to corrosion of buried ferrous metals on site. The results are presented in Appendix B (Figure B17) and should be considered for design of underground structures. Due to the corrosive potential of the soils, it is recommended that PVC, ABS or equivalent plastic piping be considered in lieu of cast-iron for subdrains and retaining wall drains in direct contact with the site soils.

7.3.2 Laboratory tests were performed on representative samples of the site materials to measure the percentage of water-soluble sulfate content. Results from the laboratory water-soluble sulfate tests are presented in Appendix B (Figure B17) and indicate that the on-site materials possess a sulfate exposure class of “S0” to concrete structures as defined by 2019 CBC Section 1904 and ACI 318-14 Table 19.3.1.1.

7.3.3 Geocon West, Inc. does not practice in the field of corrosion engineering. If corrosion sensitive improvements are planned, it is recommended that a corrosion engineer be retained to evaluate corrosion test results and incorporate the necessary precautions to avoid premature corrosion on buried metal pipes and concrete structures in direct contact with the soils.

7.4 Temporary Dewatering

7.4.1 Groundwater was encountered during site explorations at depths between approximately 31 to 35 feet below ground surface. Based on the conditions encountered at the time of exploration, groundwater may be encountered during construction activities. The depth to groundwater at the time of construction can be further verified during initial dewatering well or shoring pile installation. If groundwater is present above the depth of the subterranean level, temporary dewatering will be necessary to maintain a safe working environment during excavation and construction activities.

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7.4.2 It is recommended that a qualified dewatering consultant be retained to design the dewatering system. Recommendations for design flow rates for the temporary dewatering system should be determined by a qualified contractor or dewatering consultant. Temporary dewatering may consist of perimeter wells with interior well points as well as gravel filled trenches (French drains) placed adjacent to the shoring system and interior of the site.

The number and locations of the wells or French drains can be adjusted during excavation activities as necessary to collect and control any encountered seepage. The French drains will then direct the collected seepage to a sump where it will be pumped out of the excavation.

7.4.3 The embedment of perimeter shoring piles should be deepened as necessary to take into account any required excavations necessary to place an adjacent French drain system, or sub-slab drainage system, should it be deemed necessary. It is not anticipated that a perimeter French drain will be more than 24 inches in depth below the proposed excavation bottom. If a French drain is to remain on a permanent basis, it must be lined with filter fabric to prevent soil migration into the gravel.

7.5 Grading

7.5.1 Grading is anticipated to include excavation of site soils for the subterranean levels, foundations, and utility trenches, as well as placement of backfill for walls and trenches.

7.5.2 A preconstruction conference should be held at the site prior to the beginning of grading operations with the owner, contractor, civil engineer, geotechnical engineer, and building official in attendance. Special soil handling requirements can be discussed at that time.

7.5.3 Earthwork should be observed, and compacted fill tested by representatives of Geocon West, Inc. The existing fill encountered during exploration is suitable for re-use as an engineered fill, provided any encountered oversize material (greater than 6 inches) and any encountered deleterious debris is removed.

7.5.4 Grading should commence with the removal of all existing vegetation and existing improvements from the area to be graded. Deleterious debris such as wood and root structures should be exported from the site and should not be mixed with the fill soils.

Asphalt and concrete should not be mixed with the fill soils unless approved by the Geotechnical Engineer. All existing underground improvements planned for removal should be completely excavated and the resulting depressions properly backfilled in accordance with the procedures described herein. Once a clean excavation bottom has been established it must be observed and approved in writing by the Geotechnical Engineer (a representative of Geocon West, Inc.).

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7.5.5 As a minimum, it is recommended that the soils exposed at the excavation bottom be properly compacted for foundation support. During the compaction procedure, compression and shrinkage should be expected as the soils densify. The soils should be thoroughly densified and the operation should be observed by the Geotechnical Engineer (a representative of Geocon).

7.5.6 The proposed structure may be supported on a reinforced concrete mat foundation deriving support in competent alluvial soils found at and below a depth of 35 feet below the ground surface. In order to minimize differential settlement between the ramp, ramp walls, and basement level, it is recommended that the ramp and ramp walls for the subterranean parking garage be structurally supported on the mat foundation.

7.5.7 Due to the potential for high-moisture content soils at the excavation bottom, or if construction is performed during the rainy season and the excavation bottom becomes saturated, stabilization measures may have to be implemented to prevent excessive disturbance the excavation bottom. Should this condition exist, rubber tire equipment should not be allowed in the excavation bottom until it is stabilized or extensive soil disturbance could result.

7.5.8 One method of subgrade stabilization would consist of introducing a thin lift of 3 to 6-inch diameter crushed angular rock into the soft excavation bottom. The use of crushed concrete will also be acceptable. The crushed rock should be spread thinly across the excavation bottom and pressed into the soils by track rolling or wheel rolling with heavy equipment. It is very important that voids between the rock fragments are not created so the rock must be thoroughly pressed or blended into the soils. All subgrade soils must be properly compacted and proof-rolled in the presence of the Geotechnical Engineer (a representative of Geocon West, Inc.).

7.5.9 Subgrade stabilization may also be accomplished by placing a 1-foot-thick layer of washed, angular 3/4-inch gravel atop a stabilization fabric (Mirafi 500X or equivalent), subsequent to subgrade approval. This gravel placement procedure should be conducted in sections until the entire excavation bottom has been blanketed by fabric and gravel. Heavy equipment may operate upon the gravel once it has been placed. The gravel should be compacted to a dense state utilizing a vibratory drum roller. The placement of gravel at the subgrade level may be coordinated with the temporary dewatering of the site. The gravel and fabric system will function as both a permeable material for any necessary dewatering procedures as well as a stable material upon which heavy equipment may operate. It is recommended that the contractor meet with the Geotechnical Engineer to discuss this procedure in more detail.

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7.5.10 All fill and backfill soils should be placed in horizontal loose layers approximately 6 to 8 inches thick, moisture conditioned to two percent over optimum moisture content, and properly compacted to a minimum of 90 percent of their maximum dry density in accordance with ASTM D 1557 (latest edition).

7.5.11 Where new paving is to be placed, it is recommended that all existing fill and disturbed alluvium be excavated and properly compacted for paving support. The client should be aware that excavation and compaction of all existing fill and soft soils in the area of new paving is not required; however, paving constructed over existing fill or unsuitable alluvium may experience increased settlement and/or cracking, and may, therefore, have a shorter design life and increased maintenance costs. As a minimum, the upper 12 inches of soil should be scarified, moisture conditioned to two percent over optimum moisture content, and compacted to at least 92 percent relative compaction for paving support.

Paving recommendations are provided in Preliminary Pavement Recommendations section of this report (see Section 7.12).

7.5.12 It is recommended that flexible utility connections be utilized for all rigid utilities to minimize or prevent damage to utilities from minor differential movements. Utility trenches should be properly backfilled in accordance with the requirements of the Green Book (latest edition). The pipe should be bedded with clean sands (Sand Equivalent greater than 30) to a depth of at least 1 foot over the pipe, and the bedding material must be inspected and approved in writing by the Geotechnical Engineer (a representative of Geocon). The use of gravel is not acceptable unless used in conjunction with filter fabric to prevent the gravel from having direct contact with soil. The remainder of the trench backfill may be derived from onsite soil or approved import soil, compacted as necessary, until the required compaction is obtained. The use of minimum 2-sack slurry is also acceptable. Prior to placing any bedding materials or pipes, the excavation bottom must be observed and approved in writing by the Geotechnical Engineer (a representative of Geocon).

7.5.13 Although not anticipated for this project, all imported fill shall be observed, tested, and approved by Geocon West, Inc. prior to bringing soil to the site. Rocks larger than 6 inches in diameter shall not be used in the fill. If necessary, import soils used as structural fill should have an expansion index less than 50 and corrosivity properties that are equally or less detrimental to that of the existing onsite soils (see Figure B17).

7.5.14 All trench and foundation excavation bottoms must be observed and approved in writing by the Geotechnical Engineer (a representative of Geocon), prior to placing bedding materials, fill, steel, gravel, or concrete.

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7.6 Mat Foundation Design

7.6.1 It is recommended that a reinforced concrete mat foundation be utilized for support of the proposed structure. The reinforced concrete mat foundation may derive support in the competent alluvium found at and below a depth of 35 feet below the ground surface.

Foundations should be deepened as necessary to penetrate through soft or unsuitable soils at the direction of the Geotechnical Engineer A mat foundation system is more capable of minimizing the effects of differential settlement and has sufficient rigidity to allow the structure to behave more uniformly. All foundation excavations must be observed and approved in writing by the Geotechnical Engineer (a representative of Geocon), prior to placing steel or concrete.

7.6.2 The recommended maximum allowable bearing value is 5,500 pounds per square foot (psf).

The allowable bearing pressure may be increased by up to one-third for transient loads due to wind or seismic forces.

7.6.3 A vertical modulus of subgrade reaction of 150 pounds per cubic inch may be used in the design of mat foundations deriving support in competent alluvial soils found at and below a depth of 35 feet below the ground surface. This value is a unit value for use with a 1-foot square footing. The modulus should be reduced in accordance with the following equation when used with larger foundations:

Kୖ ൌ K ቂ
B൅1
2B ቃ
ଶ

where: KR = reduced subgrade modulus
K = unit subgrade modulus
B = foundation width (in feet)

7.6.4 The thickness of and reinforcement for the mat foundation should be designed by the project structural engineer.

7.6.5 The proposed structure must be designed for hydrostatic pressure based on the historic high groundwater level of 30 feet. The hydrostatic design will result in uplift forces on the structure that must be resisted by counterweight or structural design measures.

The recommended floor slab uplift pressure to be used in design would be 62.4(H) in units of pounds per square foot (psf), where “H” is the height of the water above the bottom of the foundation in feet. If the proposed structure does not provide sufficient dead load to resist the buoyant forces then uplift mitigation will be required. Considerations for uplift resistance are provided in Section 7.8 of this report.

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7.6.6 For seismic design purposes, a coefficient of friction of 0.30 may be utilized between the concrete mat and undisturbed alluvial soils without a moisture barrier, and 0.15 for slabs underlain by a moisture barrier.

7.6.7 Foundation excavations should be observed and approved in writing by the Geotechnical Engineer (a representative of Geocon West, Inc.), prior to the placement of reinforcing steel and concrete to verify that the exposed soil conditions are consistent with those anticipated.

If unanticipated soil conditions are encountered, foundation modifications may be required.

7.6.8 Waterproofing of subterranean walls and slabs is suggested for this project. Particular care should be taken in the design and installation of waterproofing to avoid moisture problems, or actual water seepage into the structure through any normal shrinkage cracks which may develop in the concrete walls, floor slab, foundations and/or construction joints. The design and inspection of the waterproofing is not the responsibility of the geotechnical engineer.

7.6.9 This office should be provided a copy of the final construction plans so that the recommendations presented herein could be properly reviewed and revised if necessary.

7.7 Foundation Settlement

7.7.1 The maximum expected total settlement for a structure support on a mat foundation system designed with the maximum allowable bearing value of 5,500 psf and deriving support in the recommended bearing materials is estimated to be approximately 1 inch and occur below the heaviest loaded structural element. Settlement of the foundation system is expected to occur on initial application of loading. Differential settlement is expected to be less than ½ inch between the center and corner of the mat foundation.

7.7.2 Once the design and foundation loading configurations for the proposed structure proceeds to a more finalized plan, the estimated settlements presented in this report should be reviewed and revised, if necessary. If the final foundation loading configurations are greater than the assumed loading conditions, the potential for settlement should be reevaluated by this office.

7.8 Uplift Resistance

7.8.1 Foundation uplift may be resisted by the weight of structure, as well as by friction along the sides of foundations. If additional uplift resistance is required, the perimeter shoring piles may be utilized provided the toes of the piles are poured with structural concrete and are designed as permanent piles. Uplift resistance may also be generated by additional piles constructed within the interior of the structure. In order to maximize capacity, it is suggested that post-grouted friction piles be considered. If it is determined that recommendations for uplift resistance are required as a part of this project, the recommendations will be provided under separate cover.

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7.9 Miscellaneous Foundations

7.9.1 Foundations for small outlying structures, such as block walls up to 6 feet in height, planter walls or trash enclosures, which will not be structurally supported by the proposed building, may be supported on conventional foundations deriving support on a minimum of 12 inches of newly placed engineered fill which extends laterally at least 12 inches beyond the foundation area. Where excavation and compaction cannot be performed, such as adjacent to property lines, foundations may bear in the undisturbed alluvial soils at and below a depth of 24 inches, and should be deepened as necessary to maintain a 12-inch embedment in to the recommended bearing materials.

7.9.2 If the soils exposed in the excavation bottom are soft, compaction of the soft soils will be required prior to placing steel or concrete. Compaction of the foundation excavation bottom is typically accomplished with a compaction wheel or mechanical whacker and must be observed and approved by a Geocon representative. Miscellaneous foundations may be designed for a bearing value of 1,500 psf and should be a minimum of 12 inches in width, 24 inches in depth below the lowest adjacent grade and 12 inches into the recommended bearing material. The allowable bearing pressure may be increased by up to one-third for transient loads due to wind or seismic forces.

7.9.3 Foundation excavations should be observed and approved in writing by the Geotechnical Engineer (a representative of Geocon West, Inc.), prior to the placement of reinforcing steel and concrete to verify that the excavations and exposed soil conditions are consistent with those anticipated.

7.10 Lateral Design

7.10.1 Resistance to lateral loading may be provided by friction acting at the base of foundations, slabs and by passive earth pressure. An allowable coefficient of friction of 0.30 may be used with the dead load forces in the competent alluvial soils, properly compacted engineered fill, or stabilized subgrade.

7.10.2 Passive earth pressure for the sides of foundations and slabs poured against competent alluvial soils or properly compacted engineered fill may be computed as an equivalent fluid having a density of 250 pcf with a maximum earth pressure of 2,500 psf above the groundwater level, and 150 pcf with a maximum earth pressure of 1,500 psf below the groundwater level (these values have been adjusted for buoyant forces). When combining passive and friction for lateral resistance, the passive component should be reduced by onethird.

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7.11 Exterior Concrete Slabs-on-Grade

7.11.1 Exterior concrete slabs-on-grade at the ground surface subject to vehicle loading should be designed in accordance with the recommendations in the Preliminary Pavement Recommendations section of this report (Section 7.12).

7.11.2 Exterior slabs, not subject to traffic loads, should be at least 4 inches thick and reinforced with No. 3 steel reinforcing bars placed 18 inches on center in both horizontal directions, positioned near the slab midpoint. Prior to construction of slabs, the upper 12 inches of subgrade should be moistened to two percent over optimum moisture content and properly compacted to at least 92 percent relative compaction, as determined by ASTM Test Method D 1557 (latest edition). Crack control joints should be spaced at intervals not greater than 10 feet and should be constructed using saw-cuts or other methods as soon as practical following concrete placement. Crack control joints should extend a minimum depth of ¼ the slab thickness. The project structural engineer should design construction joints as necessary.

7.11.3 Slabs-on-grade at the ground surface that may receive moisture-sensitive floor coverings or may be used to store moisture-sensitive materials should be underlain by a vapor retarder placed directly beneath the slab. The vapor retarder and acceptable permeance should be specified by the project architect or developer based on the type of floor covering that will be installed. The vapor retarder design should be consistent with the guidelines presented in Section 9.3 of the American Concrete Institute’s (ACI) Guide for Concrete Slabs that Receive Moisture-Sensitive Flooring Materials (ACI 302.2R-06) and should be installed in general conformance with ASTM E 1643 (latest edition) and the manufacturer’s recommendations. A minimum thickness of 15 mils extruded polyolefin plastic is recommended; vapor retarders which contain recycled content or woven materials are not recommended. The vapor retarder should have a permeance of less than 0.01 perms demonstrated by testing before and after mandatory conditioning. The vapor retarder should be installed in direct contact with the concrete slab with proper perimeter seal. If the California Green Building Code requirements apply to this project, the vapor retarder should be underlain by 4 inches of clean aggregate. It is important that the vapor retarder be puncture resistant since it will be in direct contact with angular gravel. As an alternative to the clean aggregate suggested in the Green Building Code, it is our opinion that the concrete slab-on-grade may be underlain by a vapor retarder over 4 inches of clean sand (sand equivalent greater than 30), since the sand will serve a capillary break and will minimize the potential for punctures and damage to the vapor barrier.

7.11.4 For seismic design purposes, a coefficient of friction of 0.30 may be utilized between concrete slabs and subgrade soils without a moisture barrier and 0.15 for slabs underlain by a moisture barrier.

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7.11.5 The moisture content of the slab subgrade should be maintained and sprinkled as necessary to maintain a moist condition as would be expected in any concrete placement.

7.11.6 The recommendations of this report are intended to reduce the potential for cracking of slabs due to settlement. However, even with the incorporation of the recommendations presented herein, foundations, stucco walls, and slabs-on-grade may exhibit some cracking due to minor soil movement and/or concrete shrinkage. The occurrence of concrete shrinkage cracks is independent of the supporting soil characteristics. Their occurrence may be reduced and/or controlled by limiting the slump of the concrete, proper concrete placement and curing, and by the placement of crack control joints at periodic intervals, in particular, where re-entrant slab corners occur.

7.12 Preliminary Pavement Recommendations

7.12.1 Where new paving is to be placed, it is recommended that all existing fill and soft, unsuitable soils be excavated and properly compacted for paving support. The client should be aware that excavation and compaction of all soft, unsuitable soils in the area of new paving is not required, however, paving constructed over existing unsuitable soils may experience increased settlement and/or cracking, and may therefore have a shorter design life and increased maintenance costs. As a minimum, the upper 12 inches of paving subgrade should be scarified, moisture conditioned to two percent over optimum moisture content, and properly compacted to at least 92 percent relative compaction, as determined by ASTM Test Method D 1557 (latest edition).

7.12.2 The following pavement sections are based on an assumed R-Value of 20. Once site grading activities are complete, it is recommended that laboratory testing confirm the properties of the soils serving as paving subgrade prior to placing pavement.

7.12.3 The Traffic Indices listed below are estimates. Geocon does not practice in the field of traffic engineering. The actual Traffic Index for each area should be determined by the project civil engineer. If pavement sections for Traffic Indices other than those listed below are required, Geocon should be contacted to provide additional recommendations. Pavement thicknesses were determined following procedures outlined in the California Highway Design Manual (Caltrans). It is anticipated that the majority of traffic will consist of automobile and large truck traffic.

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PRELIMINARY PAVEMENT DESIGN SECTIONS
Location Estimated Traffic
Index (TI)
Asphalt Concrete
(inches)
Class 2 Aggregate Base
(inches)
Automobile Parking and
Driveways 4.0 3.0 4.0
Trash Truck &
Fire Lanes 7.0 4.0 12.0

7.12.4 Asphalt concrete should conform to Section 203-6 of the “Standard Specifications for Public Works Construction” (Green Book). Class 2 aggregate base materials should conform to Section 26-1.02A of the “Standard Specifications of the State of California, Department of Transportation” (Caltrans). The use of Crushed Miscellaneous Base in lieu of Class 2 aggregate base is acceptable. Crushed Miscellaneous Base should conform to Section 200-2.4 of the “Standard Specifications for Public Works Construction” (Green Book).

7.12.5 Unless specifically designed and evaluated by the project structural engineer, where exterior concrete paving will be utilized for support of vehicles, it is recommended that the concrete be a minimum of 6 inches thick and be reinforced with No. 3 steel reinforcing bars placed 18 inches on center in both horizontal directions. Concrete paving supporting vehicular traffic should be underlain by a minimum of 12 inches properly compacted subgrade soil.

7.12.6 The subgrade and base material should be compacted to 92 and 95 percent relative compaction, respectively, as determined by ASTM Test Method D 1557 (latest edition).

7.12.7 The performance of pavements is highly dependent upon providing positive surface drainage away from the edge of pavements. Ponding of water on or adjacent to the pavement will likely result in saturation of the subgrade materials and subsequent cracking, subsidence and pavement distress. If planters are planned adjacent to paving, it is recommended that the perimeter curb be extended at least 12 inches below the bottom of the aggregate base to minimize the introduction of water beneath the paving.

7.13 Retaining Wall Design

7.13.1 The recommendations presented below are generally applicable to the design of rigid concrete or masonry retaining walls having a maximum height of 35 feet. In the event that walls significantly higher than 35 feet are planned, Geocon should be contacted for additional recommendations.

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7.13.2 Retaining walls with a level backfill surface that are not restrained at the top should be designed utilizing a triangular distribution of pressure (active pressure). Restrained walls are those that are not allowed to rotate more than 0.001H (where H equals the height of the retaining portion of the wall in feet) at the top of the wall. Where walls are restrained from movement at the top, walls may be designed utilizing a triangular distribution of pressure (at-rest pressure). The table below presents recommended pressures to be used in retaining wall design, assuming that proper drainage will be maintained. Calculation of the recommended retaining wall pressure is provided on Figure 8.

RETAINING WALL WITH LEVEL BACKFILL SURFACE

HEIGHT OF

RETAINING WALL
(Feet)

ACTIVE PRESSURE

EQUIVALENT FLUID

PRESSURE
(Pounds Per Cubic Foot)

AT-REST PRESSURE

EQUIVALENT FLUID

PRESSURE
(Pounds Per Cubic Foot)
Up to 35 52 58

7.13.3 The wall pressures provided above assume that the retaining wall will be properly drained preventing the buildup of hydrostatic pressure. If retaining wall drainage is not implemented, the equivalent fluid pressure to be used in design of undrained walls is 99 pounds per cubic foot (pcf). The value includes hydrostatic pressures plus buoyant lateral earth pressures.

7.13.4 The wall pressures provided above assume that the proposed retaining walls will support relatively undisturbed alluvium. If sloping techniques are to be utilized for construction of proposed walls, which would result in a wedge of engineered fill behind the retaining walls, revised earth pressures may be required to account for the expansive potential of the soil placed as engineered fill. This should be evaluated once the use of sloping measures is established and once the geotechnical characteristics of the engineered backfill soils can be further evaluated.

7.13.5 Additional active pressure should be added for a surcharge condition due to sloping ground, vehicular traffic or adjacent structures and should be designed for each condition as the project progresses.

Geocon Project No. W1121-06-02 - 30 - April 8, 2021

7.13.6 It is recommended that line-load surcharges from adjacent wall footings, use horizontal pressures generated from NAV-FAC DM 7.2. The governing equations are:

0.4 ൑ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 0.20 ൈ ቀ ݖ
ܪቁ
൤0.16 ൅ ቀ ݖ
ܪቁ
ଶ
൨ ଶ ൈ
ܳ௅
ܪ
and

0.4 ൐ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 1.28 ൈ ቀݔ
ܪቁ
ଶ
ൈ ቀ ݖ
ܪቁ
൤ቀݔ
ܪቁ
ଶ
൅ ቀ ݖ
ܪቁ
ଶ
൨ ଶ ൈ
ܳ௅
ܪ
where x is the distance from the face of the excavation or wall to the vertical line-load, H is the distance from the bottom of the footing to the bottom of excavation or wall, z is the depth at which the horizontal pressure is desired, QL is the vertical line-load and σHሺzሻ is the horizontal pressure at depth z.

7.13.7 It is recommended that vertical point-loads, from construction equipment outriggers or adjacent building columns use horizontal pressures generated from NAV-FAC DM 7.2.

The governing equations are:

0.4 ൑ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 0.28 ൈ ቀ ݖ
ܪቁ
ଶ
൤0.16 ൅ ቀ ݖ
ܪቁ
ଶ
൨ ଷ ൈ
ܳ௉
ܪଶ
and

0.4 ൐ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 1.77 ൈ ቀݔ
ܪቁ
ଶ
ൈ ቀ ݖ
ܪቁ
ଶ
൤ቀݔ
ܪቁ
ଶ
൅ ቀ ݖ
ܪቁ
ଶ
൨ ଷ ൈ
ܳ௉
ܪଶ
then
ߪᇱ
ு ሺݖሻ ൌ ߪுሺݖሻܿݏ݋ଶሺ1.1ߠሻ

7.13.8 In addition to the recommended earth pressure, the upper 10 feet of the subterranean wall adjacent to the street should be designed to resist a uniform lateral pressure of 100 psf, acting as a result of an assumed 300 psf surcharge behind the walls due to normal street traffic.

If the traffic is kept back at least 10 feet from the subterranean walls, the traffic surcharge may be neglected.

Geocon Project No. W1121-06-02 - 31 - April 8, 2021

7.13.9 Seismic lateral forces should be incorporated into the design as necessary, and recommendations for seismic lateral forces are presented below.

7.14 Dynamic (Seismic) Lateral Forces

7.14.1 The structural engineer should determine the seismic design category for the project in accordance with Section 1613 of the CBC. If the project possesses a seismic design category of D, E, or F, proposed retaining walls in excess of 6 feet in height should be designed with seismic lateral pressure (Section 1803.5.12 of the 2019 CBC).

7.14.2 A seismic load of 10 pcf should be used for design of walls that support more than 6 feet of backfill in accordance with Section 1803.5.12 of the 2019 CBC. The seismic load is applied as an equivalent fluid pressure along the height of the wall and the calculated loads result in a maximum load exerted at the base of the wall and zero at the top of the wall. This seismic load should be applied in addition to the active earth pressure; it is not necessary to add the seismic load to the at-rest pressure. We used the peak site acceleration, PGAM, of 0.9g calculated from ASCE 7-16 Section 11.8.3 and applied a pseudo-static coefficient of 0.33.

7.15 Retaining Wall Drainage

7.15.1 Retaining walls should be provided with a drainage system. At the base of the drain system, a subdrain covered with a minimum of 12 inches of gravel should be installed, and a compacted fill blanket or other seal placed at the surface (see Figure 9). The clean bottom and subdrain pipe, behind a retaining wall, should be observed by the Geotechnical Engineer (a representative of Geocon), prior to placement of gravel or compacting backfill.

7.15.2 As an alternative, a plastic drainage composite such as Miradrain or equivalent may be installed in continuous, 4-foot wide columns along the entire back face of the wall, at 8 feet on center. The top of these drainage composite columns should terminate approximately 18 inches below the ground surface, where either hardscape or a minimum of 18 inches of relatively cohesive material should be placed as a cap (see Figure 10). These vertical columns of drainage material would then be connected at the bottom of the wall to a collection panel or a 1-cubic-foot rock pocket drained by a 4-inch subdrain pipe.

7.15.3 Subdrainage pipes at the base of the retaining wall drainage system should outlet to an acceptable location via controlled drainage structures.

Geocon Project No. W1121-06-02 - 32 - April 8, 2021

7.15.4 Moisture affecting below grade walls is one of the most common post-construction complaints. Poorly applied or omitted waterproofing can lead to efflorescence or standing water. Particular care should be taken in the design and installation of waterproofing to avoid moisture problems, or actual water seepage into the structure through any normal shrinkage cracks which may develop in the concrete walls, floor slab, foundations and/or construction joints. The design and inspection of the waterproofing is not the responsibility of the geotechnical engineer. A waterproofing consultant should be retained in order to recommend a product or method, which would provide protection to subterranean walls, floor slabs and foundations.

7.16 Elevator Pit Design

7.16.1 The elevator pit slab and retaining wall should be designed by the project structural engineer.

Elevator pit walls may be designed in accordance with the recommendations in the Retaining Wall Design section of this report (see Section 7.13).

7.16.2 Additional active pressure should be added for a surcharge condition due to sloping ground, vehicular traffic or adjacent foundations and should be designed for each condition as the project progresses.

7.16.3 If retaining wall drainage is to be provided, the drainage system should be designed in accordance with the Retaining Wall Drainage section of this report (see Section 7.15).

7.16.4 It is suggested that the exterior walls and slab be waterproofed to prevent excessive moisture inside of the elevator pit. Waterproofing design and installation is not the responsibility of the geotechnical engineer.

7.17 Elevator Piston

7.17.1 If a plunger-type elevator piston is installed for this project, a deep drilled excavation will be required. It is important to verify that the drilled excavation is not situated immediately adjacent to a pile foundation or shoring pile, or the drilled excavation piston could compromise the existing foundation or pile support, especially if the drilling is performed after foundation pile construction.

7.17.2 Casing will be required since groundwater and caving is expected in the drilled excavation.

The contractor should be prepared to use casing and should have it readily available at the commencement of drilling activities. Continuous observation of the drilling and installation of the elevator piston by the Geotechnical Engineer (a representative of Geocon West, Inc.) is required.

Geocon Project No. W1121-06-02 - 33 - April 8, 2021

7.17.3 The annular space between the piston casing and drilled excavation wall should be filled with a minimum of 1½-sack slurry pumped from the bottom up. As an alternative, pea gravel may be utilized. The use of soil to backfill the annular space is not permitted.

7.18 Temporary Excavations

7.18.1 Excavations on the order of 39 feet in height are anticipated for construction of the proposed subterranean level, including foundation system and dewatering system. The excavations are expected to expose artificial fill and alluvium, which are suitable for vertical excavations up to 5 feet in height where loose soils or caving sands are not present, and where not surcharged by adjacent traffic or structures.

7.18.2 Vertical excavations, greater than 5 feet or where surcharged by existing structures, will require sloping or shoring measures in order to provide a stable excavation. Where sufficient space is available, temporary unsurcharged embankments could be sloped back at a uniform 1:1 slope gradient or flatter up to maximum height of 12 feet. A uniform slope does not have a vertical portion. Unsurcharged excavations greater than 12 feet in height will require shoring. Recommendations for Shoring are provided in Section 7.19.

7.18.3 Where temporary construction slopes are utilized, the top of the slope should be barricaded to prevent vehicles and storage loads at the top of the slope within a horizontal distance equal to the height of the slope. If the temporary construction slopes are to be maintained during the rainy season, berms are suggested along the tops of the slopes where necessary to prevent runoff water from entering the excavation and eroding the slope faces. Geocon personnel should inspect the soils exposed in the cut slopes during excavation so that modifications of the slopes can be made if variations in the soil conditions occur.

All excavations should be stabilized within 30 days of initial excavation.

7.19 Shoring – Soldier Pile Design and Installation

7.19.1 The following information on the design and installation of shoring is preliminary. Review of the final shoring plans and specifications should be made by this office prior to bidding or negotiating with a shoring contractor.

7.19.2 One method of shoring would consist of steel soldier piles, placed in drilled holes and backfilled with concrete. The steel soldier piles may also be installed utilizing high frequency vibration. Where maximum excavation heights are less than 12 feet the soldier piles are typically designed as cantilevers. Where excavations exceed 12 feet or are surcharged, soldier piles may require lateral bracing utilizing drilled tie-back anchors or raker braces to maintain an economical steel beam size and prevent excessive deflection.

The size of the steel beam, the need for lateral bracing, and the acceptable shoring deflection should be determined by the project shoring engineer.

Geocon Project No. W1121-06-02 - 34 - April 8, 2021

7.19.3 The design embedment of the shoring pile toes must be maintained during excavation activities. The toes of the perimeter shoring piles should be deepened to take into account any required excavations necessary for foundations and/or subgrade stabilization activities, foundations and/or adjacent drainage systems.

7.19.4 The proposed soldier piles may be utilized to provide both axial capacity as well as uplift resistance; however, if utilized in this capacity the soldier piles must be designed as permanent piles including proper corrosion resistance. The uplift capacity may be taken as ⅔ of the downward frictional capacity. The required pile depths, dimensions, and spacing should be determined and designed by the project structural and shoring engineers. All piles utilized for shoring can also be incorporated into a permanent retaining wall system (shotcrete wall) and should be designed in accordance with the earth pressure provided in the Retaining Wall Design section of this report (see Section 7.13).

7.19.5 Drilled cast-in-place soldier piles should be placed no closer than three diameters on center.

The minimum diameter of the piles is 18 inches. Structural concrete should be used for the soldier piles below the excavation; lean-mix concrete may be employed above that level.

As an alternative, lean-mix concrete may be used throughout the pile where the reinforcing consists of a wideflange section. The slurry must be of sufficient strength to impart the lateral bearing pressure developed by the wideflange section to the soil. For design purposes, an allowable passive value for the soils below the bottom plane of excavation may be assumed to be 120 pounds per square foot (value has been adjusted for buoyant forces).

Where piles are installed by vibration techniques, the passive pressure may be assumed to mobilize across a width equal to two times the dimension of the beam flange. The allowable passive value may be doubled for isolated piles spaced a minimum of three the pile diameter.

To develop the full lateral value, provisions should be implemented to assure firm contact between the soldier piles and the undisturbed soils.

Geocon Project No. W1121-06-02 - 35 - April 8, 2021

7.19.6 Groundwater was encountered during exploration at depths between approximately 31 and 35 feet below the ground surface and the contractor should be prepared for groundwater during pile installation. Piles placed below the water level require the use of a tremie to place the concrete into the bottom of the hole. If more than 6 inches of water is present in the bottom of the excavation, a tremie is required to place the concrete into the bottom of the hole.

A tremie should consist of a rigid, water-tight tube having a diameter of not less than 6 inches with a hopper at the top. The tube should be equipped with a device that will close the discharge end and prevent water from entering the tube while it is being charged with concrete.

The tremie should be supported so as to permit free movement of the discharge end over the entire top surface of the work and to permit rapid lowering when necessary to retard or stop the flow of concrete. The discharge end should be closed at the start of the work to prevent water entering the tube and should be entirely sealed at all times, except when the concrete is being placed. The tremie tube should be kept full of concrete. The flow should be continuous until the work is completed and the resulting concrete seal should be monolithic and homogeneous.

The tip of the tremie tube should always be kept about 5 feet below the surface of the concrete and definite steps and safeguards should be taken to insure that the tip of the tremie tube is never raised above the surface of the concrete.

7.19.7 A special concrete mix should be used for concrete to be placed below water. The design should provide for concrete with an unconfined compressive strength psi of 1,000 pounds per square inch (psi) over the initial job specification. An admixture that reduces the problem of segregation of paste/aggregates and dilution of paste should be included. The slump should be commensurate to any research report for the admixture, provided that it should also be the minimum for a reasonable consistency for placing when water is present.

7.19.8 Casing will likely be required since groundwater and caving are expected, and the contractor should have casing available prior to commencement of drilling activities. When casing is used, extreme care should be employed so that the pile is not pulled apart as the casing is withdrawn. At no time should the distance between the surface of the concrete and the bottom of the casing be less than 5 feet. Continuous observation of the drilling and pouring of the piles by the Geotechnical Engineer (a representative of Geocon West, Inc.), is required.

7.19.9 As an alternative, piles may be vibrated into place; however, there is always a risk that excessive vibrations in sandy soils could induce settlements and distress to adjacent offsite improvements. Continuous observation of the drilling and pouring of the piles by the Geotechnical Engineer (a representative of Geocon West, Inc.), is required.

Geocon Project No. W1121-06-02 - 36 - April 8, 2021

7.19.10 If a vibratory method of solider pile installation is utilized, predrilling may be performed prior to installation of the steel beams. If predrilling is performed, it is recommended that the bore diameter be at least 2 inches smaller than the largest dimension of the pile to prevent excessive loss in the frictional component of the pile capacity. Predrilling should not be conducted below the proposed excavation bottom.

7.19.11 If a vibratory method is utilized, the owner should be aware of the potential risks associated with vibratory efforts, which typically involve inducing settlement within the vicinity of the pile which could result in a potential for damage to existing improvements in the area.

7.19.12 The level of vibration that results from the installation of the piles should not exceed a threshold where occupants of nearby structures are disturbed, despite higher vibration tolerances that a building may endure without deformation or damage. The main parameter used for vibration assessment is peak particle velocity in units of inch per second (in/sec).

The acceptable range of peak particle velocity should be evaluated based on the age and condition of adjacent structures, as well as the tolerance of human response to vibration.

7.19.13 Based on Table 19 of the Transportation and Construction Induced Vibration Guidance Manual (Caltrans 2013), a continuous source of vibrations (ex. vibratory pile driving) which generates a maximum peak particle velocity of 0.5 in/sec is considered tolerable for modern industrial/commercial buildings and new residential structures. The Client should be aware that a lower value may be necessary if older or fragile structures are in the immediate vicinity of the site.

7.19.14 Vibrations should be monitored and record with seismographs during pile installation to detect the magnitude of vibration and oscillation experienced by adjacent structures. If the vibrations exceed the acceptable range during installation, the shoring contractor should modify the installation procedure to reduce the values to within the acceptable range.

Vibration monitoring is not the responsibility of the Geotechnical Engineer.

7.19.15 Geocon does not practice in the field of vibration monitoring. If construction techniques will be implemented, it is recommended that qualified consultant be retained to provide site specific recommendations for vibration thresholds and monitoring.

7.19.16 The frictional resistance between the soldier piles and retained soil may be used to resist the vertical component of the anchor load. The coefficient of friction may be taken as 0.30 based on uniform contact between the steel beam and lean-mix concrete and retained earth.

The portion of soldier piles below the plane of excavation may also be employed to resist the downward loads. The downward capacity may be determined using a frictional resistance of 480 psf per foot (value has been reduced for buoyant forces).

Geocon Project No. W1121-06-02 - 37 - April 8, 2021

7.19.17 Due to the nature of the site soils, it is expected that continuous lagging between soldier piles will be required. However, it is recommended that the exposed soils be observed by the Geotechnical Engineer (a representative of Geocon West, Inc.), to verify the presence of any competent, cohesive soils and the areas where lagging may be omitted.

7.19.18 The time between lagging excavation and lagging placement should be as short as possible soldier piles should be designed for the full-anticipated pressures. Due to arching in the soils, the pressure on the lagging will be less. It is recommended that the lagging be designed for the full design pressure but be limited to a maximum of 400 pounds per square foot.

7.19.19 For the design of shoring, it is recommended that an equivalent fluid pressure based on the following table, be utilized for design. A trapezoidal distribution of lateral earth pressure may be used where shoring will be restrained by bracing or tie backs. The recommended active and trapezoidal pressure are provided in the following table. A diagram depicting the trapezoidal pressure distribution of lateral earth pressure is provided below the table.

Calculation of the recommended shoring pressure is provided on Figure 11.

HEIGHT OF

SHORING
(FEET)

EQUIVALENT FLUID

PRESSURE
(Pounds Per Cubic Foot)
(ACTIVE PRESSURE)

EQUIVALENT FLUID PRESSURE
(Pounds Per Square Foot per Foot)
Active Trapezoidal
(Where H is the height of the shoring in feet)
Up to 39 feet 44 28H

7.19.20 Where a combination of sloped embankment and shoring is utilized, the pressure will be greater and must be determined for each combination. Additional active pressure should be added for a surcharge condition due to slopes, vehicular traffic or adjacent structures and should be designed for each condition.

Trapezoidal Distribution of Pressure
H

0.2H

0.6H
Geocon Project No. W1121-06-02 - 38 - April 8, 2021

7.19.21 It is recommended that line-load surcharges from adjacent wall footings, use horizontal pressures generated from NAV-FAC DM 7.2. The governing equations are:

0.4 ൑ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 0.20 ൈ ቀ ݖ
ܪቁ
൤0.16 ൅ ቀ ݖ
ܪቁ
ଶ
൨ ଶ ൈ
ܳ௅
ܪ
and

0.4 ൐ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 1.28 ൈ ቀݔ
ܪቁ
ଶ
ൈ ቀ ݖ
ܪቁ
൤ቀݔ
ܪቁ
ଶ
൅ ቀ ݖ
ܪቁ
ଶ
൨ ଶ ൈ
ܳ௅
ܪ
where x is the distance from the face of the excavation to the vertical line-load, H is the distance from the bottom of the footing to the bottom of excavation, z is the depth at which the horizontal pressure is desired, QL is the vertical line-load and σH is the horizontal pressure at depth z.

7.19.22 It is recommended that vertical point-loads, from construction equipment outriggers or adjacent building columns use horizontal pressures generated from NAV-FAC DM 7.2.

The governing equations are:

0.4 ൑ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 0.28 ൈ ቀ ݖ
ܪቁ
ଶ
൤0.16 ൅ ቀ ݖ
ܪቁ
ଶ
൨ ଷ ൈ
ܳ௉
ܪଶ
and

0.4 ൐ ܪൗݔ ݎ݋ܨ
ߪுሺݖሻ ൌ 1.77 ൈ ቀݔ
ܪቁ
ଶ
ൈ ቀ ݖ
ܪቁ
ଶ
൤ቀݔ
ܪቁ
ଶ
൅ ቀ ݖ
ܪቁ
ଶ
൨ ଷ ൈ
ܳ௉
ܪଶ
then
ߪᇱ
ு ሺݖሻ ൌ ߪுሺݖሻܿݏ݋ଶሺ1.1ߠሻ
where x is the distance from the face of the excavation to the vertical point-load, H is distance from the outrigger/bottom of column footing to the bottom of excavation, z is the depth at which the horizontal pressure is desired, Qp is the vertical point-load, σ is the vertical pressure at depth z, ϴ is the angle between a line perpendicular to the bulkhead and a line from the point-load to half the pile spacing at the bulkhead, and σH is the horizontal pressure at depth z.

Geocon Project No. W1121-06-02 - 39 - April 8, 2021

7.19.23 In addition to the recommended earth pressure, the upper 10 feet of the shoring adjacent to the street or driveway areas should be designed to resist a uniform lateral pressure of 100 psf, acting as a result of an assumed 300 psf surcharge behind the shoring due to normal street traffic. If the traffic is kept back at least 10 feet from the shoring, the traffic surcharge may be neglected.

7.19.24 It is difficult to accurately predict the amount of deflection of a shored embankment.

It should be realized that some deflection will occur. It is recommended that the deflection be minimized to prevent damage to existing structures and adjacent improvements.

Where public right-of-ways are present or adjacent offsite structures do not surcharge the shoring excavation, the shoring deflection should be limited to less than 1 inch at the top of the shored embankment. Where offsite structures are within the shoring surcharge area it is recommended that the beam deflection be limited to less than ½ inch at the elevation of the adjacent offsite foundation, and no deflection at all if deflections will damage existing structures. The allowable deflection is dependent on many factors, such as the presence of structures and utilities near the top of the embankment, and will be assessed and designed by the project shoring engineer.

7.19.25 Based on the depth of the excavation and presence of offsite improvements, some means of monitoring the performance of the shoring system is suggested. The monitoring should consist of periodic surveying of the lateral and vertical locations of the tops of all soldier piles and the lateral movement along the entire lengths of selected soldier piles.

7.19.26 Due to the depth of the excavation and proximity to adjacent structures, it is suggested that prior to excavation the existing improvements be inspected and their present condition be documented. For documentation purposes, photographs should be taken of preconstruction distress conditions and level surveys of adjacent grade and pavement should be considered.

During excavation activities, the adjacent structures and pavement should be periodically inspected for signs of distress. In the event that distress or settlement is observed, an investigation should be performed and corrective measures taken so that continued or worsened distress or settlement is mitigated. Documentation and monitoring of the offsite structures and improvements is not the responsibility of the geotechnical engineer.

7.20 Temporary Tieback Anchors

7.20.1 Tie-back anchors may be used with the soldier pile wall system to resist lateral loads.

Post-grouted friction anchors are recommended. For design purposes, it may be assumed that the active wedge adjacent to the shoring is defined by a plane drawn 35 degrees with the vertical through the bottom plane of the excavation. Friction anchors should extend a minimum of 20 feet beyond the potentially active wedge and to greater lengths if necessary to develop the desired capacities. The locations and depths of all offsite utilities should be thoroughly checked and incorporated into the drilling angle design for the tie-back anchors.

Geocon Project No. W1121-06-02 - 40 - April 8, 2021

7.20.2 The capacities of the anchors should be determined by testing of the initial anchors as outlined in a following section. Only the frictional resistance developed beyond the active wedge would be effective in resisting lateral loads. Anchors should be placed at least 6 feet on center to be considered isolated. For preliminary design purposes, it is estimated that drilled friction anchors constructed without utilizing post-grouting techniques will develop average skin frictions as follows:
 7 feet below the top of the excavation – 1,000 pounds per square foot  15 feet below the top of the excavation – 1,400 pounds per square foot  25 feet below the top of the excavation – 1,000 pounds per square foot (value has been reduced for buoyant forces).

7.20.3 Depending on the techniques utilized and the experience of the contractor performing the installation, a maximum allowable friction capacity of 2.0 kips per linear foot for post-grouted anchors (for a minimum 20-foot length beyond the active wedge) may be assumed for design purposes. Only the frictional resistance developed beyond the active wedge should be utilized in resisting lateral loads.

7.21 Anchor Installation

7.21.1 Tied-back anchors are typically installed between 20 and 40 degrees below the horizontal; however, occasionally alternative angles are necessary to avoid existing improvements and utilities. The locations and depths of all offsite utilities should be thoroughly checked prior to design and installation of the tie-back anchors. Caving of the anchor shafts, particularly within sand and gravel deposits or seepage zones, should be anticipated during installation and provisions should be implemented in order to minimize such caving. It is suggested that hollow-stem auger drilling equipment be used to install the anchors. The anchor shafts should be filled with concrete by pumping from the tip out, and the concrete should extend from the tip of the anchor to the active wedge. In order to minimize the chances of caving, it is recommended that the portion of the anchor shaft within the active wedge be backfilled with sand before testing the anchor. This portion of the shaft should be filled tightly and flush with the face of the excavation. The sand backfill should be placed by pumping; the sand may contain a small amount of cement to facilitate pumping.

7.22 Anchor Testing

7.22.1 All of the anchors should be tested to at least 150 percent of design load. The total deflection during this test should not exceed 12 inches. The rate of creep under the 150 percent test load should not exceed 0.1 inch over a 15-minute period in order for the anchor to be approved for the design loading.

Geocon Project No. W1121-06-02 - 41 - April 8, 2021

7.22.2 At least 10 percent of the anchors should be selected for "quick" 200 percent tests and three additional anchors should be selected for 24-hour 200 percent tests. The purpose of the 200 percent tests is to verify the friction value assumed in design. The anchors should be tested to develop twice the assumed friction value. These tests should be performed prior to installation of additional tiebacks. Where satisfactory tests are not achieved on the initial anchors, the anchor diameter and/or length should be increased until satisfactory test results are obtained.

7.22.3 The total deflection during the 24-hour 200 percent test should not exceed 12 inches.

During the 24-hour tests, the anchor deflection should not exceed 0.75 inches measured after the 200 percent test load is applied.

7.22.4 For the "quick" 200 percent tests, the 200 percent test load should be maintained for 30 minutes. The total deflection of the anchor during the 200 percent quick tests should not exceed 12 inches; the deflection after the 200 percent load has been applied should not exceed 0.25 inch during the 30-minute period.

7.22.5 After a satisfactory test, each anchor should be locked-off at the design load. This should be verified by rechecking the load in the anchor. The load should be within 10 percent of the design load. The installation and testing of the anchors should be observed by a representative of this firm.

7.23 Internal Bracing

7.23.1 Rakers may be utilized to brace the soldier piles in lieu of tieback anchors. The raker bracing could be supported laterally by temporary concrete footings (deadmen) or by the permanent, interior footings. For design of such temporary footings or deadmen, poured with the bearing surface normal to rakers inclined at 45 degrees, a bearing value of 2,000 psf in competent alluvial deposits may be used, provided the shallowest point of the footing is at least 1 foot below the lowest adjacent grade. The client should be aware that the utilization of rakers could significantly impact the construction schedule due to their intrusion into the construction site and potential interference with equipment. In addition, the raker footing plan should be checked by the project structural engineer to verify if there are any conflicts with the proposed structural foundations, and resolve any issues prior to commencement of construction activities.

Geocon Project No. W1121-06-02 - 42 - April 8, 2021

7.24 Surface Drainage

7.24.1 Proper surface drainage is critical to the future performance of the project. Uncontrolled infiltration of irrigation excess and storm runoff into the soils can adversely affect the performance of the planned improvements. Saturation of a soil can cause it to lose internal shear strength and increase its compressibility, resulting in a change in the original designed engineering properties. Proper drainage should be maintained at all times.

7.24.2 All site drainage should be collected and controlled in non-erosive drainage devices.

Drainage should not be allowed to pond anywhere on the site, and especially not against any foundation or retaining wall. The site should be graded and maintained such that surface drainage is directed away from structures in accordance with 2019 CBC 1804.4 or other applicable standards. In addition, drainage should not be allowed to flow uncontrolled over any descending slope. Discharge from downspouts, roof drains and scuppers are not recommended onto unprotected soils within 5 feet of the building perimeter. Planters which are located adjacent to foundations should be sealed to prevent moisture intrusion into the soils providing foundation support. Landscape irrigation is not recommended within 5 feet of the building perimeter footings except when enclosed in protected planters.

7.24.3 Positive site drainage should be provided away from structures, pavement, and the tops of slopes to swales or other controlled drainage structures. The building pad and pavement areas should be fine graded such that water is not allowed to pond.

7.24.4 Landscaping planters immediately adjacent to paved areas are not recommended due to the potential for surface or irrigation water to infiltrate the pavement's subgrade and base course.

Either a subdrain, which collects excess irrigation water and transmits it to drainage structures, or an impervious above-grade planter boxes should be used. In addition, where landscaping is planned adjacent to the pavement, it is recommended that consideration be given to providing a cutoff wall along the edge of the pavement that extends at least 12 inches below the base material.

7.25 Plan Review

7.25.1 Grading, foundation, and shoring plans should be reviewed by the Geotechnical Engineer prior to finalization to verify that the plans have been prepared in substantial conformance with the recommendations of this report and to provide additional analyses or recommendations, if necessary.

Geocon Project No. W1121-06-02 April 8, 2021

LIMITATIONS AND UNIFORMITY OF CONDITIONS

1. The recommendations of this report pertain only to the site investigated and are based upon the assumption that the soil conditions do not deviate from those disclosed in the investigation.

If any variations or undesirable conditions are encountered during construction, or if the proposed construction will differ from that anticipated herein, Geocon West, Inc. should be notified so that supplemental recommendations can be given. The evaluation or identification of the potential presence of hazardous or corrosive materials was not part of the scope of services provided by Geocon West, Inc.

2. This report is issued with the understanding that it is the responsibility of the owner, or of his representative, to ensure that the information and recommendations contained herein are brought to the attention of the architect and engineer for the project and incorporated into the plans, and the necessary steps are taken to see that the contractor and subcontractors carry out such recommendations in the field.

3. The findings of this report are valid as of the date of this report. However, changes in the conditions of a property can occur with the passage of time, whether they are due to natural processes or the works of man on this or adjacent properties. In addition, changes in applicable or appropriate standards may occur, whether they result from legislation or the broadening of knowledge. Accordingly, the findings of this report may be invalidated wholly or partially by changes outside our control. Therefore, this report is subject to review and should not be relied upon after a period of three years.

4. The firm that performed the geotechnical investigation for the project should be retained to provide testing and observation services during construction to provide continuity of geotechnical interpretation and to check that the recommendations presented for geotechnical aspects of site development are incorporated during site grading, construction of improvements, and excavation of foundations. If another geotechnical firm is selected to perform the testing and observation services during construction operations, that firm should prepare a letter indicating their intent to assume the responsibilities of project geotechnical engineer of record. A copy of the letter should be provided to the regulatory agency for their records. In addition, that firm should provide revised recommendations concerning the geotechnical aspects of the proposed development, or a written acknowledgement of their concurrence with the recommendations presented in our report. They should also perform additional analyses deemed necessary to assume the role of Geotechnical Engineer of Record.

Geocon Project No. W1121-06-02 April 8, 2021

LIST OF REFERENCES
Abrahamson, N.A, Silva, W.J, and Kamai, R., 2014, Summary of the ASK14 Ground Motion Relation for Active Crustal Regions, Earthquake Spectra, Volume 30, No. 3, pages 1025-1055, August 2014.

Beverly Hills, City of, 2019, Guidelines for Evaluating Potential Surface-Fault Rupture Within the City of Beverly Hills (Revised September 3, 2019).

Beverly Hills, City of, 2019, The City Policy for Site Specific Seismic Fault Investigation, Community Development Department Policy and Procedure, Policy No. DSP-003, Revised September 3, 2019.

Beverly Hills, City of, 2010, City of Beverly Hills Hazard Mitigation Action Plan 2010-2015, Adopted August 17, 2010.

Boore, D.M., Stewart, J.P., Seyhan, E., and Atkinson, G.M., 2014, NGA-West2 Equations for Predicting PGA, PGV, and 5% Damped PSA for Shallow Crustal Earthquakes, Earthquake Spectra, Volume 30, No. 3, pages 1057-1085, August 2014.

California Department of Water Resources, 2021, Groundwater Level Data by Township, Range, and Section, Web Site Address: http://www.water.ca.gov/waterdatalibrary/groundwater/ hydrographs/index_trs.cfm.

California Department of Water Resources, 1961, Planned Utilization of Groundwater Basins of the Coastal Plain of Los Angeles County, Bulletin 104, Appendix A.

California Division of Mines and Geology, 1999, State of California Seismic Hazard Zones, Beverly Hills Quadrangle, Official Map, Released: March 25, 1999.

California Division of Mines and Geology, 1998, Seismic Hazard Evaluation of the Beverly Hills 7.5- Minute Quadrangle, Los Angeles County, California, Open File Report 98-14.

California Geologic Energy Management Division, 2021, Geologic Energy Management Division Well Finder, http://maps.conservation.ca.gov.doggr/index.html#close.

California Geological Survey, 2021a, CGS Information Warehouse, Regulatory Map Portal, http://maps.conservation.ca.gov/cgs/informationwarehouse/index.html?map=regulatorymaps.

California Geological Survey, 2021b, Earthquake Zones of Required Investigation, https://maps.conservation.ca.gov/cgs/EQZApp/app/.

California Geological Survey, 2018a, Earthquake Fault Zones, A Guide for Government Agencies, Property Owners/Developers, and Geoscience Practitioners for Assessing Fault Rupture Hazards in California, Special Publication 42, Revised 2018.

California Geological Survey, 2018b, Earthquake Zones of Required Investigation, Beverly Hills Quadrangle, Los Angeles County, California, dated January 11, 2018.

Geocon Project No. W1121-06-02 April 8, 2021
LIST OF REFERENCES (Continued)
California Geological Survey, 2012, Geologic Compilation of Quaternary Surficial Deposits in Southern California, Los Angeles 30’ X 60’ Quadrangle, A Project for the Department of Water Resources by the California Geological Survey, Compiled from existing sources by Trinda L.

Bedrossian, CEG and Peter D. Roffers, CGS Special Report 217, Plate 9, Scale 1:100,000.

Campbell, K.W. and Bozorgnia, Y., 2014, NGA-West2 Ground Motion Model for the Average Horizontal Components of PGA, PGV, and 5% Damped Linear Acceleration Response Spectra, Earthquake Spectra, Volume 30, No. 3, pages 1087-1115, August 2014.

Chiou, B. S.-J., and Youngs, R.R., 2014, Update of the Chiou and Youngs NGA Model for the Average Horizontal Component of Peak Ground Motion and Response Spectra, Earthquake Spectra, Volume 30, No. 3, pages 1117-1153, August 2014.

Dibblee, T. W., Jr., 1991, Geologic Map of the Beverly Hills and Van Nuys Quadrangle, Los Angeles County, California, Dibblee Foundation Map # DF-31.

FEMA, 2021, Online Flood Hazard Maps, http://www.esri.com/hazards/index.html.

Geocon West, Inc., 2020, Fault Rupture Hazard Investigation, 125 South Linden Drive (AKA 9744 Wilshire Boulevard), And 129 South Linden Drive, Beverly Hills, California, Tract: #6648; Lots: 38, 39 & 40, Assessor ID No: 4328-009-007 & -021, dated October 7, 2020, Project No.

W1121-06-01.

Jennings, C. W. and Bryant, W. A., 2010, Fault Activity Map of California, California Geological Survey Geologic Data Map No. 6.

Leighton and Associates, Inc., 1990, Technical Appendix to the Safety Element of the Los Angeles County General Plan, Hazard Reduction in Los Angeles County.

Los Angeles County Department of Public Works, 2021, Flood Zone Determination Website, http://dpw.lacounty.gov/apps/wmd/floodzone/map.htm.

OpenSha, Site Data Application, Version 1.5.0, http://opensha.org/apps, accessed March 2021.

OSHPD Seismic Design Maps Web Application, https://seismicmaps.org/, accessed March 2021.

Shahi, S.K., Baker, J.W., 2013, NGA-West2 Models for Ground-Motion Directionality, Pacific Earthquake Engineering Research Center, PEER 2013/10.

Shahi, S.K., Baker, J.W., 2014, NGA-West2 Models for Ground-Motion Directionality, Earthquake Spectra, Volume 30, o.3, paged 1285-1300, August 2014.

Toppozada, T., Branum, D., Petersen, M, Hallstrom, C., and Reichle, M., 2000, Epicenters and Areas Damaged by M> 5 California Earthquakes, 1800 – 1999, California Geological Survey, Map Sheet 49.

Geocon Project No. W1121-06-02 April 8, 2021
LIST OF REFERENCES (Continued)
USGS, BSSC2014 (Scenario Catalog), https://earthquake.usgs.gov/scenarios/catalog/bssc2014/, accessed March 2021.

USGS, NSHMP_HAZ Response Spectral Application, https://earthquake.usgs.gov/nshmp-hazws/apps/spectra-plot.html/, accessed March 2021.

USGS, Unified Hazard Tool, https://earthquake.usgs.gov/hazards/interactive/, accessed March 2021.

United States Geological Survey, 2020, Seismic Design Maps, Web Application http://earthquake.usgs.gov/designmaps/us/application.php.

United States Geological Survey, 2006, Quaternary Fault and Fold Database of the United States, https://earthquake.usgs.gov/hazards/qfaults.

U.S. Geological Survey, 1972, Beverly Hills 7.5-Minute Topographic Map.

Ziony, J. I., and Jones, L. M., 1989, Map Showing Late Quaternary Faults and 1978–1984 Seismicity of the Los Angeles Region, California, U.S. Geological Survey Miscellaneous Field Studies Map MF-1964.

FIG. 1
U.S.G.S. TOPOGRAPHIC MAPS, 7.5 MINUTE SERIES, BEVERLY HILLS, CA QUADRANGLE

VICINITY MAP
PHONE (818) 841-8388 - FAX (818) 841-1704
3303 N. SAN FERNANDO BLVD. - SUITE 100 - BURBANK, CA 91504

ENVIRONMENTAL GEOTECHNICAL MATERIALS
CHECKED BY: SFK APR. 2021 PROJECT NO. W1121-06-02

BEVERLY HILLS, CALIFORNIA
DRAFTED BY: CB
125-129 SOUTH LINDEN DRIVE
SITE

SITE PLAN
APR. 2021 PROJECT NO: W1121-06-02 FIG. 2
PHONE (818) 841-8388 - FAX (818) 841-1704
3303 N. SAN FERNANDO BLVD. - SUITE 100 - BURBANK, CA 91504

ENVIRONMENTAL GEOTECHNICAL MATERIALS
DRAFTED BY: JJK CHECKED BY:NB
B1 Boring Location
Legend
125-129 SOUTH LINDEN DRIVE

BEVERLY HILLS, CALIFORNIA
0 20' 40'
CPT-8
CPT-6
CPT-5
CPT-1
CPT-10
CPT-9
CPT-7
CPT-4
CPT-2
CPT-3
LD-1
LD-2
LD-3
B1
T-2
CPT-17 Cone Penetration Test Locations*
LD-3 Large Diameter Boring Locations*
T-2 Exploratory Trench Locations*
* Excavation Locations from Prior Fault Investigation
CPT-14 T-1
CPT-15
CPT-17
CPT-12
CPT-13
CPT-16
CPT-11
Area of Structural Setback
Proposed 9-Story Residential Development
over 3-Subterranean Parking Levels
A A'
B
B'
Section A - A'
Section B - B'
Not to Scale. For Illustration Purposes Only
S. LINDEN DRIVE
ALLEY
ALLE
Y
ALLEY
PL PL
S. LINDEN DRIVE
ALLEY
Parking Levels
over 3-Subterranean
PL PL
35'
35'
Not to Scale. For Illustration Purposes Only
Proposed 9-Story
Residential Development
Parking Levels
over 3-Subterranean
Proposed 9-Story
Residential Development
Limit of First Floor
Limit of Subterranean Parking Levels
Property Limits
SITE
0 12 24 Miles
Reference: Jennings, C.W. and Bryant, W. A., 2010, Fault Activity Map of California, California Geological Survey Geologic Data Map No. 6.

REGIONAL FAULT MAP

BEVERLY HILLS, CALIFORNIA
APR.2021 PROJECT NO. W1121-06-02 FIG. 3
125-129 SOUTH LINDEN DRIVE
PHONE (818) 841-8388 - FAX (818) 841-1704
3303 N. SAN FERNANDO BLVD. - SUITE 100 - BURBANK, CA 91504

ENVIRONMENTAL GEOTECHNICAL MATERIALS
DRAFTED BY: CB CHECKED BY: SFK
SITE
DRAFTED BY: CB CHECKED BY: SFK
PHONE (818) 841-8388 - FAX (818) 841-1704
3303 N. SAN FERNANDO BLVD. - SUITE 100 - BURBANK, CA 91504

ENVIRONMENTAL GEOTECHNICAL MATERIALS

REGIONAL SEISMICITY MAP
FIG.4
0 20 40 Miles
Reference: Toppozada, T., Branum, D., Petersen, M., Hallstrom, C., Cramer, C., and Reichle, M., 2000,Epicenters and Areas Damaged by M>5 California Earthquakes, 1800 - 1999, CaliforniaGeological Survey, Map Sheet 49.

Beverly Hills City CouncilFebruary 6, 2024

Beverly Hills City Council
February 6, 2024