Agenda packet — Compton City Council, September 26, 2023 (part 1 of 3)

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COMPTON CITY COUNCIL
AGENDA
09/26/2023
5:30 PM

CITY COUNCIL CHAMBERS
205 SOUTH WILLOWBROOK AVENUE
COMPTON, CALIFORNIA 90220

HEARING(S)
5:45 P.M. A PUBLIC HEARING TO CONSIDER AN APPEAL OF A PLANNING

COMMISSION DECISION TO DENY A REQUEST BY KIPP SOCAL SCHOOLS TO CONSTRUCT AND OPERATE A 500-STUDENT CHARTER MIDDLE SCHOOL ON A VACANT LOT LOCATED AT 900 EAST COMPTON BLVD (ARB CASE NO. 23-0031) (ITEM 6)

OPENING

MOMENT OF SILENCE

PLEDGE OF ALLEGIANCE

ROLL CALL

COMMENDATORY RESOLUTIONS/PRESENTATIONS

1. CERTIFICATE PRESENTATION - HABITAT FOR HUMANITY OF GREATER LOS

ANGELES, ACKNOWLEDGING THE AGENCY AND STAFF WHO ASSISTED IN

THE REPLACEMENT OF THE SUNNYCOVE FENCE
(Councilperson Jonathan Bowers)
-2- City Council Agenda
9/26/2023 5:30 PM

PUBLIC COMMENTS ON AGENDA ITEMS AND NON-AGENDA MATTERS

REGULAR AGENDA

REPORTS OF OFFICERS, BOARDS, COMMISSIONS AND COMMITTEES AND

CITY COUNCIL

2. APPOINTMENT(S) OF OFFICERS, COUNCIL MEMBERS,

BOARDS/COMMISSIONS AND COMMITTEES
FEDERAL GRANTS ADVISORY BOARD (CMC SECTION 2-14.1)
(Councilperson Deidre Duhart)

3. REMOVAL OF OFFICERS, COUNCIL MEMBERS, BOARDS/COMMISSIONS AND

COMMITTEES

FEDERAL GRANTS ADVISORY BOARD - KENNETH LYNCH
(4-6-23)

CITY MANAGER'S REPORT

4. A PRESENTATION ON THREE PROPOSED DENSITY BASED LAND USE ALTERNATIVES FOR THE PROPOSED GENERAL PLAN 2045 UPDATE

NEW BUSINESS

5. A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON

AUTHORIZING THE ESTABLISHMENT OF A PURCHASE ORDER FOR LIFE ASSIST MEDICAL SUPPLIES, INC. FOR THE PURCHASE OF MEDICAL

SUPPLIES AND RELATED EQUIPMENT FOR THE CITY OF COMPTON FIRE DEPARTMENT ($125,000.00)

6. A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON TO

CONSIDER AN APPEAL BY KIPP SOCAL TO EITHER UPHOLD OR REVERSE THE PLANNING COMMISSION’S DECISION TO DENY THEIR REQUEST TO CONSTRUCT AND OPERATE A 500 STUDENT CHARTER

7. A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON AMENDING THE PUBLIC WORKS ENGINEERING DEPARTMENT’S 2023-2024

FISCAL YEAR BUDGET AND AUTHORIZE THE CITY MANAGER TO ENTER

INTO A CONSTRUCTION CONTRACT WITH AND ESTABLISH A PURCHASE ORDER FOR BEADOR CONSTRUCTION COMPANY, INC. FOR THE ARTESIA

BOULEVARD OVER ALAMEDA STREET AND ACTA/UPRR BRIDGE REPAIR PROJECT, CIP# 23-01 ($4,819,430).
-3- City Council Agenda
9/26/2023 5:30 PM

8. A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON AMENDING THE PUBLIC WORKS ENGINEERING DEPARTMENT’S 2023-2024

FISCAL YEAR BUDGET AND AUTHORIZE THE CITY MANAGER TO AMEND

THE PROFESSIONAL SERVICES AGREEMENT WITH AND ESTABLISH A PURCHASE ORDER FOR BIGGS CARDOSA ASSOCIATES, INC. STRUCTURAL

ENGINEERS TO PROVIDE ADDITIONAL DESIGN COORDINATION AND

CONSTRUCTION SUPPORT SERVICES FOR THE ARTESIA BOULEVARD OVER ALAMEDA STREET AND ACTA/UPRR BRIDGE REPAIR PROJECT, CIP# 23-01 IN AN AMOUNT NOT TO EXCEED $124,824.

9. A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON AMENDING THE PUBLIC WORKS ENGINEERING DEPARTMENT’S 2023-2024

FISCAL YEAR BUDGET AND AUTHORIZE THE CITY MANAGER TO ENTER

INTO A PROFESSIONAL SERVICES AGREEMENT WITH AND ESTABLISH A PURCHASE ORDER FOR MARK THOMAS & COMPANY, INC. FOR

CONSTRUCTION MANAGEMENT AND INSPECTION SERVICES FOR THE

ARTESIA BOULEVARD OVER ALAMEDA STREET AND ACTA/UPRR BRIDGE REPAIR PROJECT, CIP# 23-01 ($884,664).

10. A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON AMENDING THE PUBLIC WORKS ENGINEERING DEPARTMENT’S 2023-2024

FISCAL YEAR BUDGET AND AUTHORIZING THE CITY MANAGER TO ENTER

INTO AN AGREEMENT WITH THE ALAMEDA CORRIDOR TRANSPORTATION

AUTHORITY AND THE CITY OF COMPTON AND ISSUE A PURCHASE ORDER ($25,875).

COUNCIL COMMENTS

ADJOURNMENT
NEXT REGULAR MEETING: 10/3/2023 5:30:00 PM
Visit our website at http://www.comptoncity.org

SEPTEMBER 26, 2023

TO: HONORABLE MAYOR AND CITY COUNCIL MEMBERS

FROM: CITY MANAGER

SUBJECT: A PRESENTATION ON TH REE PROPOSED DENSITY

BASED LAND USE ALTERNATIVES FOR THE PROPOSED
GENERAL PLAN 2045 UPDATE

SUMMARY
Staff and MIG will present to the City Council an update on the status of the General Plan 2045 as well as three alternative density based Land Use scenarios that will be used to formulate the General Plan Land Use Map. Alternatives two and three also create new land use categories with increased densities. The presentation will also show the impact the different densities have on the City’s ability to meet the RHNA housing numbers and the level of flexibility each alternative affords the City. The City Council will be asked to provide staff direction on which land use alternative to pursue further. The densities of each alternative is shown below.

Alternative 1 represents the existing General Plan Land Use Map and density with no changes.

Alternative 2 represents a moderate increase in residential density and new land use categories added.

4.4. City Council Meeting September 26, 2023
General Plan 2045 - GPA 23-001

Page 3 ends

Alternative 3 represents a more significant increase in residential density and new land use categories added.

On August 24, 2023 the three alternatives were presented to the General Plan 2045 Working Group for feedback. On August 31, 2023 a community meeting was held at the Dollarhide Center to present the three alternatives to the community. The feedback staff and MIG received was that an increase in density is acceptable, but did not express a clear preference for alternative two or three. Next, a similar presentation was held before the Planning Commission at their regular September 13, 2023 meeting.

At the conclusion of the presentation, staff will ask the City Council to express which alternative (level of density) should be developed further culminating in the General Plan 2045 Land Use Map.

RECOMMENDATION
Provide staff with direction on which density based land use alternative should be pursued and developed into the General Plan Land Use Map.

Submitted By:

ROBERT DELGADILLO

SENIOR PLANNER

PLANNING DIVISION

COMMUNITY DEVELOPMENT DEPARTMENT

Forwarded By:

JERRY GROOMES

CITY MANAGER

Attachment:

PowerPoint Presentation
Compton General Plan 2045
Planning Commission Study Session
September 13, 2023
Compton General Plan 2045 | 2
Agenda

1. General Plan Overview

2. Public Engagement

3. Preliminary Draft Land Use Alternatives

4. Community Benefits

5. Housing Element and Housing Sites

6. Next Steps

7. Questions/Discussion

8. Informal Recommending of a Land Use Alternative
General Plan Overview
Compton General Plan 2045 | 4
A General Plan….
§ Belongs to the community and reflects local vision and values § Long-term plan for maintenance and change
§ A “living” document that can be adjusted over time
§ Comprehensive
– Required topical “elements”
– Defined planning area and/or subareas
– Planning horizon of 15 to 25 years
Compton General Plan 2045 | 5
What Topics Are Covered?
& Urban
Design,
Historic
&
Economic
Developme
nt
,
,
Safety, &
Noise
,
Compton General Plan 2045 | 6
Planning Area
§ Incorporated City
Boundary
§ Sphere of Influence (SOI):

Los Angeles County
§ Compton SOI
§ Joint SOI (cities of Los
Angeles, Long Beach, and
Carson)

Compton General Plan 2045 | 7
City Policy Documents and Permitting
More
General
More
Detailed

GENERAL
PLAN
Specific Plans
Zoning
(Discretionary/Legislative)
Subdivision Maps
Conditional Use Permits
Variances
(Discretionary/Quasi-Adjudicatory)
Building Permits
Grading Permits
(Ministerial)
Long
Term
Short
Term
Compton General Plan 2045 | 8
Current General Plan
§ Compton General Plan – 1991
§ Land Use Element
§ Circulation Element
§ Conservation/Open Space/Parks and Recreation Element
§ Public Safety Element
§ Noise Element
§ Public Facilities Element
§ Urban Design Element
§ Economic Development Element
§ Housing Element – 2020
Compton General Plan 2045 | 9
Why Update?
§ Opportunity to connect with the community and reaffirm values and priorities
§ Set new vision, goals, and policies
§ Address current opportunities, challenges, and trends § Changes to demographics and economic environment since 1990s § Changes to State law on how cities address housing, mobility, climate change, and environmental justice
Public Engagement
Compton General Plan 2045 | 11
Engagement Activities
• Working Group Meetings #1 (September 2022): Introduction • Youth Build Presentation (October 2022): Issues/Opportunities • Focus Groups Meetings (November 2022): Issues/Opportunities • Working Group Meeting #2 (December 2022): Housing Element • Christmas Parade Pop-Up Booth (December 2022): Issues/Opportunities • Compton College Farmer’s Market Pop-up Booth (December 2022): Vision • Community Survey (Fall 2022 / Winter 2023): Issues/Opportunities/Vision • Community Workshop (January 2023): Issues/Opportunities/Vision • Working Group Meeting #3 Workshop (August 2023): Land Use Alternatives • Community Workshop (August 2023): Land Use Alternatives Compton General Plan 2045 | 12
Engagement Key Themes
• Improve basic services
• Address infrastructure before
expanding new development
• Improve streets, sidewalks, Compton
Creek, and streetlights
• Reduce crime and improve public
safety
• Attract more larger grocery stores
• Expand recreation and community
services
Compton General Plan 2045 | 13
Engagement Key Themes
• Bring in family entertainment options
• Attract more quality restaurants
• Diversity and expand employment
opportunities
• More affordable housing
• Reinvest in beautification of City
• Reinvest in youth
• Address homeless issues
Preliminary Draft Land Use
Alternatives
Compton General Plan 2045 | 15
Existing
General
Plan
Land Use
Compton General Plan 2045 | 16
Existing General Plan
(0 to 8.0 du/ac)
(8.1 to 17.0 du/ac)
(17.1 to 34.0 du/ac)
(34.0 du/ac)
Compton General Plan 2045 | 17
What does density look like?
20 units per acre
30 units per acre
60 units per acre
40 units per acre
Compton General Plan 2045 | 18
What does density look like?
70 units per acre
80 units per acre
90 units per acre
100+
units per acre
Compton General Plan 2045 | 19
Housing Trends
Compton General Plan 2045 | 20
Housing Trends
Compton General Plan 2045 | 21
Targeting
Corridors
for Growth
Compton General Plan 2045 | 22
Compton
Downtown
Specific
Plan
Compton General Plan 2045 | 23
Land Use Alternatives
Existing General
Plan Land Use
(DO NOTHING)
Alternative 1
Existing General
Plan
Alternative 2
Moderate Growth
Alternative 3
Higher Growth
No changes to
Existing Land Use
Map
§ Focuses on Existing
Land Use Plan
§ Maintains One
Mixed Use District
§ Compton Station
Specific Plan is
integrated as an
overlay
§ Slight increases to
residential densities
§ 3 New Mixed- Use
Districts
(Neighborhood,
Community, and
Transit Priority
§ Added Community
Benefits Program
§ New Neighborhood
Commercial and
Light Industrial
Districts
Builds off
Alternative 2 but
with Increase in
Residential
Densities for
Residential Districts
and Mixed Use
Compton General Plan 2045 | 24
Corridors
Compton General Plan 2045 | 25
Land Use
Alternative 1:

Existing
General Plan
Compton General Plan 2045 | 26
(0 to 8.0 du/ac)
(8.1 to 17.0 du/ac)
(17.1 to 34.0 du/ac)
(17 du/ac)
Alternative 1 Draft Land Use Designations
Compton General Plan 2045 | 27
Land Use
Alternative
2 and 3:

Corridor
Growth
Compton General Plan 2045 | 28
Alternative 2 Draft Land Use Designations
(4.0 to 12.0 du/ac)
(12.1 to 25.0 du/ac)
(25.1 to 40.0 du/ac)
(25-40 du/ac)
(35-45 du/ac + CB 55 du/ac)
(60-80 du/ac + CB 95 du/ac)
(Buffer)
(40-80 du/ac)
(50-100 du/ac)
(100-175 du/ac)
new
new
new
new
new
new
Compton General Plan 2045 | 29
Alternative 3 Draft Land Use Designations
(4.0 to 12.0 du/ac)
(12.1 to 30.0 du/ac)
(25.1 to 50.0 du/ac)
(25-50 du/ac)
(45-60 du/ac + CB 75 du/ac)
(75-100 du/ac + CB 125 du/ac)
(Buffer)
(40-80 du/ac)
(50-100 du/ac)
(100-175 du/ac)
new
new
new
new
new
new
Compton General Plan 2045 | 30
Land Use
Alternative
2 and 3:

Corridor
Growth
and
Downtown
Community Benefits
Compton General Plan 2045 | 32
Community Benefits Program
(25-40 du/ac)
(35-45 du/ac + Community Benefits: 55 du/ac)
(60-80 du/ac + Community Benefits: 95 du/ac)
A community benefits programs is a tool used by many cities to allow additional development intensity for projects that voluntarily provide public amenities, physical improvements, or project features beyond minimum requirements.
(25-50 du/ac)
(45-60 du/ac + Community Benefits: 75 du/ac)
(75-100 du/ac + Community Benefits: 125 du/ac)
ALTERNATIVE 2
ALTERNATIVE 3
Base Density + Community Benefit Density
Base Density + Community Benefit Density
Compton General Plan 2045 | 33
Community Benefits Program
Local
Business
Priority/
Lower Rent
Grocery
Store / Fresh
Food
Mixed Use:

Residential
(Base Density)
Community Benefit Residential (Higher Density) and
Community Benefit Space on Ground Floor+ +
Defining the Community Benefits for Compton
Affordable
Housing
Art Gallery /
Artist
Studios
Space for
Community
Groups &
Non-profits
Commercial
Space for
Workforce
Development
Essential
Commercial
&
Restaurants
Public Park /
Open Space
& Public
Gathering
Space
Childcare /
Youth
Activity
Space
Climate
Adaptation &
Trees /
Shading
Educational
&
Institutional
Space
Public
Infrastructure
Improvements
Housing Element and
Housing Sites
Compton General Plan 2045 | 35
RHNA for
SCAG region:
1,341,827
housing units
RHNA for Compton:
1,004 housing units
HCD determines
RHNAs for each
Council of
Governments
Regional Housing Needs Assessment:
(Asignación Regional de Necesidades de
Vivienda)
What is the RHNA?
¿Qué es la RHNA?
Compton General Plan 2045 | 36
RHNA by Income Group
Income Group % of
AMI
Annual Income
Range
Compton
2021-2029 RHNA
% of
Units
Very Low 0-50% $0 - $38,650 235 23%
Low 51-80% $38,651 - $61,840 121 12%
Moderate 81-
120% $61,841 - $92,760 131 13%
Above Moderate 120% + $92,760 + 517 51%
Total 1,004 100%
• (not a construction obligation)
Goals for accommodating new housing need through
comprehensive land use policies and planning (zoning)
Compton General Plan 2045 | 37
How Do We Assign Affordability?
¿Cómo Asignamos el Costo de la Vivienda?
Density = Affordability
Higher Incomes Moderate Incomes Lower Incomes
Large Single-Family
Accessory Dwelling - ADUSmall Single-Family
Duplex/Triplex
Multifamily Housing
*Projects with residential density 30 du/ac and higher meet Very Low- and Low-Income Requirements *
Compton General Plan 2045 | 38 RHNA
Approved/ Proposed
Projects
Accessory Dwelling Unit
(ADU) estimates
Vacant or
Underutilized Sites
Residential
Mixed Use
Compton Station SP
Residential & Mixed Use
Meeting the RHNA
Compton General Plan 2045 | 39
No Net Loss (SB 166)
The purpose of the No Net Loss Law (Government Code Section 65863) is to ensure development opportunities remain available throughout the planning period to accommodate a jurisdiction's regional housing need allocation (RHNA), especially for lower- and moderate- income households.

What does this mean?
Compton General Plan 2045 | 40
RHNA Sites by Land Use Alternatives

Compton General Plan 2045 | 41
RHNA Sites by Land Use Alternatives
Meets Target Lower-
Income RHNA Categories

Compton General Plan 2045 | 42
Can We Meet the RHNA?
Next Steps
Compton General Plan 2045 | 44
Housing Element Update Process Schedule

HOUSING

ELEMENTS
DUE
SITES

INVENTORY
PUBLIC
REVIEW

COMMISSION/

CITY COUNCIL

REVIEW &

COMMENTS

SUBMIT TO
STATE

HOUSING &

COMMUNITY

DEPARTMENT
(HCD)

OCTOBER
2021 AUGUST 2023 SEPTEMBER
2023

JANUARY
2024

HOUSING

ELEMENT
PUBLIC
REVIEW

NOVEMBER/

DECEMBER
2023
Compton General Plan 2045 | 45
General Plan Schedule
Compton Today:

Constraints and
Opportunities
Exploring Options
for Compton’s
Future
Preparing a Plan
for Compton 2045
Adopting Compton
General Plan 2045
Spring 2023 Summer/Fall
2023
Fall/Winter/Spring
2023/24
Summer
2024
§ Background
Reports
§ Housing
Opportunities
§ Vision/Guiding
Principles
§ Identify areas for
potential change
§ Land Use/
Transportation
Options
§ Housing Element
§ Draft General
Plan
§ Draft
Environmental
Impact Report
§ Public Review of
Documents
§ Planning
Commission /
City Council
Adoption
Hearings
§ Final Documents
Questions/Discussion
Informal Recommending of a
Land Use Alternative
Compton General Plan 2045 | 48
Informal Recommendation of a Draft Land Use Plan
Alternative 1: Existing General Plan
Does not meeting RHNA Lower-Income Requirements
Alternative 2: Moderate Housing Growth
Meets Lower-Income RHNA Requirement + 15% Target for Flexibility Alternative 3: Higher Housing Growth
Meets Lower-Income RHNA Requirement + 15% Target for Flexibility Compton General Plan 2045
Planning Commission Study Session
September 13, 2023
September 26, 2023
TO: HONORABLE MAYOR AND COUNCIL MEMBERS
FROM: FIRE CHIEF
SUBJECT: A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON

AUTHORIZING THE ESTABLISHMENT OF A PURCHASE ORDER FOR
LIFE ASSIST MEDICAL SUPPLIES, INC. FOR THE PURCHASE OF

MEDICAL SUPPLIES AND RELATED EQUIPMENT FOR THE CITY OF
COMPTON FIRE DEPARTMENT ($125,000.00)

SUMMARY
Adoption of this resolution by City Council will authorize the City Manager to establish a purchase order with Life Assist Medical Supplies, Inc. in an amount not to exceed One Hundred Twenty-Five Thousand Dollars ($125,000.00) for Fiscal Year 2023-2024.

BACKGROUND
The Fire Department (“Department”) currently operates three paramedic units, four engine companies and one truck company. The Department responds to approximately 10,000 emergency medical services calls on an annual basis and these units must be stocked at all times with medical supplies and equipment to levels that are needed to provide care for the sick and injured.

STATEMENT_OF_ ISSUE
The Department solicited quotes for various items from three vendors; Life Assist Medical Supplies (Life Assist”), Bound Tree, and Emergency Medical Products (“EMP”):

5.5. Staff Report – Life Assist Medical Supplies, Inc.

September 26, 2023 page 2
On review of the quotes for various needed supplies and equipment, staff has determined that the quotes submitted by Life Assist Medical Supplies, Inc. (“Life Assist”) be accepted due to their responsive, reliable and cost-efficient quote. Additionally, Life Assist is the vendor currently used by the Department and has provided exemplary service along with competitive pricing.

FISCAL IMPACT
Funds for this expenditure will be available in the Adopted 2023-2024 Fiscal year Budget in Account No. 1001-690-000-4260.

RECOMMENDATION
It is recommended that the Mayor and City Council adopt the attached Resolution.

RONERICK D. SIMPSON

FIRE CHIEF
APPROVED FOR FORWARDING:

JERRY GROOMES

CITY MANAGER
RESOLUTION NO. ____________

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON

AUTHORIZING THE ESTABLISHMENT OF A PURCHASE ORDER FOR
LIFE ASSIST MEDICAL SUPPLIES, INC. FOR THE PURCHASE OF

MEDICAL SUPPLIES AND RELATED EQUIPMENT FOR THE CITY OF
COMPTON FIRE DEPARTMENT ($125,000.00).

WHEREAS, the City of Compton Fire Department (”Department”) currently operates three paramedic units, four engine companies and one truck company; and WHEREAS, the Department responds to approximately 10,000 emergency medical services calls on an annual basis and these units must be stocked at all times with medical supplies and equipment to levels that are needed to provide care for the sick and injured; and
WHEREAS, staff solicited quotes for the needed supplies from three (3) vendors; Life Assist Medical Supplies, Bound Tree and Emergency Medical Products (“EMP”):

ITEM DESCRIPTION LIFE ASSIST BOUND TREE EMP
Albuterol $8.74 (30 CT) $2.95 (25 CT) No Response
Blue Sensor Electrodes $10.00 (50CT) $2.98 (10 PK) No Response IV Solution (Dextrose 10%) $5.66 (EA) $2.66 (EA) No Response Lidocaine 2% $2.70 (EA) $51.33 (10 CT) No Response
On review of the quotes for various needed medical supplies and equipment, staff has determined that the quotes submitted by Life Assist Medical Supplies, Inc. (“Life Assist”) be accepted due to their responsive, reliable and cost-efficient quote. Additionally, Life Assist is the vendor currently used by the Department and has provided exemplary service along with competitive pricing; and
WHEREAS, Life Assist is the vendor currently used by the Department and has provided exemplary service along with competitive pricing; and WHEREAS, funding for this expenditure have been budgeted in the Fire Department’s Adopted 2023-2024 Fiscal Year Budget.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF COMPTON DOES HEREBY RESOLVE AS FOLLOWS:

SECTION 1.That the City Manager is hereby authorized to establish a purchase order for Life Assist Medical Supplies, Inc. in the amount of One Hundred Twenty-Five Thousand Dollars and Zero Cents ($125,000.00).

SECTION 2.That funds for this expenditure are available in the Fire Department’s 2023-2024 Fiscal year budget in Account No. 1001-690-000-4260.

SECTION 3.That a copy of this Resolution shall be forwarded to the offices of the City Clerk, City Manager, City Attorney and the Fire Department.

SECTION 4.That the Mayor shall sign and the City Clerk shall attest to the adoption of this Resolution.

ADOPTED this ______ day of _____________, 2023.
________________________________

MAYOR OF THE CITY OF COMPTON
Resolution No. __________

Page 2 ends

ATTEST:
_____________________________________

CITY CLERK OF THE CITY OF COMPTON

STATE OF CALIFORNIA

COUNTY OF LOS ANGELES
CITY OF COMPTON: ss
I, Vernell McDaniel, City Clerk of the City of Compton, hereby certify that the foregoing Resolution was adopted by the City Council, signed by the Mayor and attested to by the City Clerk, at a regular meeting thereof held on the ______ day of _________________, 2023.

That said Resolution was adopted by the following vote, to wit:

AYES: COUNCIL MEMBERS-
NOES: COUNCIL MEMBERS-
ABSTAIN: COUNCIL MEMBERS-
ABSENT: COUNCIL MEMBERS-
_____________________________________

CITY CLERK OF THE CITY OF COMPTON
September 26, 2023

TO: HONORABLE MAYOR AND COUNCIL MEMBERS

FROM: COMMUNITY DEVELOPMENT DEPARTMENT

SUBJECT: A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON TO

CONSIDER AN APPEAL BY KIPP SOCAL TO EITHER UPHOLD OR
REVERSE THE PLANNING COMMISSION’S DECISION TO DENY THEIR REQUEST TO CONSTRUCT AND OPERATE A 500 STUDENT CHARTER

SUMMARY
The City Council will consider an appeal of the July 26, 2023 Planning Commission decision denying a n appeal of Architectural Review Board (ARB) Case No. 23 -0031, a request to construct and operate a 500 student charter middle school located at 900 East Compton Blvd.

On July 26, 2023, the Planning Commission conducted a public hearing and denied the Kipp SoCal (applicant) appeal of the Architectural Review Board decision to deny ARB Case No. 23- 0031.

BACKGROUND
Kipp: SoCal Public Schools is appealing the decision of the Planning Commission denying their request to develop a 500 -student charter middle school at 900 E Compton Blvd. within the Limited Commercial zone. The proposed site is a flat, vacant, 1.17 acres and is bordered by Pearl Avenue on the west, Compton Blvd. on the north and Mayo Avenue on the east.

The proposed site design consists of a 35,000 square foot three-story 22-classroom building located in the northeast corner of the site. The remainder of the site consists of a parking area, student drop of/pick up area, a ground level basketball court and a second floor uncovered outdoor play area . The second floor pla y area is above some parking spaces and the student drop off area. The school will also be fenced and gated with a six -foot high wrought iron fence.

The proposed school will accommodate grades 5 through 8 and will have two start times of 7:30 and 8:05 am.

The site design also incorporates two drive through queuing lanes that extend from the single entrance to the site on Mayo Avenue (east side) through the site to the single exit on Pearl Avenue (west side). The double queuing lanes travel through the parking area , the designated drop off zone in front of the school, additional parking spaces and then to the west exit.

On March 2, 2023, Kipp SoCal Public Schools filed an Architectural Review Board (ARB) application to develop a 500 -student charter middle school at 900 E Compton Blvd. The application and plans were circulated to various departments including Public Works Engineering to review the queuing analysis. Middle schools are a by right perm itted land use in the Limited Commercial zone as specified in section 30 -12(a)(33) Elementary, junior high and high schools offering full curricula as required by State laws ) By right permitted land uses are reviewed as ARB applications under section 30-45 Design Review of the Compton Municipal Code.

6.6.6.6.6.6.6.6.6.6.6.6.6.6. Staff Report – Architectural Review Board September 26, 2023

Page 2 of 7 ends

The Architectural Review Board held a meeting on May 15, 2022 to consider ARB Case No. 23- 0031 and denied said ARB application based on the potential for adverse traffic circulation impacts to Pearl Avenue, Compton Blvd. and Mayo Avenue

STATEMENT OF ISSUE
Staff has no concerns regarding the middle school as a land use on the subject site. The proposed middle school meets all of the setbacks, buildi ng height and landscaping requirements.

The central issue is the adequacy of the queuing analysis submitted by Kipp traffic consultants Linscott, Law and Greenspan (LLG). The City does not believe that the operation of the school and the methods proposed to handle student drop off and pick-ups as discussed in the queuing analysis and management plan would prevent vehicles from blocking through traffic on Mayo and Pearl Avenues and Compton Blvd .. Specifically, City staff and NV5, the Public Works Department transportation/traffic consultant firm, are concerned that some of the assumptions in the analysis are not verifiable creating areas of concern.

The primary concern of the City is the avoidance of school related vehicles (parents) stacking up on Pearl A venue, Compton Blvd. and Mayo Avenue blocking through traffic similar to the 134th Street Kipp Elementary school. Staff realizes that the two schools are different, but does not want to risk repeating the traffic congestion present at the 134th Street school site.

Staff discussed this concern with the applicant prior to ARB application submittal during pre - application meetings and stated that the middle school is a by right land use, but the primary concern, with proposing a middle school at 900 E. Comp ton Blvd, will be to avoid a repetition of the traffic problems caused at the 134 th Street elementary school. To avoid this a queuing analysis would be required with the ARB application and the queuing analysis must show that there will not be any on stree t queuing of school vehicles blocking through traffic lanes or driveways.

The Zoning Code section for Parking and Circulation begins with a Purpose section that specifies the intent of the Parking section of the Zoning Code. The relevant circulation objective for off street parking , circulation and loading that applies to this project is section 30-21.1 (c).

This section is stated below:

c. Ensure that vehicle movement and loading activities associated with a use do not interfere with circulation on public rights-of-way.

Implementing the above purpose of the parking code is section 30 -21.8(d) Drive Through Facilities. The school is using their double queuing lanes to function as a facility with a drive through. The school is proposing two drive through l anes with the product or service being education. While this code provision is typically used for restaurant and banks, this section does not mention any specific land use. T he intent of this code section is more generically to prevent facilities using an accessory drive through lane from causing onsite and offsite circulation problems. Here the concern is specifically to prevent parents using the drive thru lanes dropping off and picking up students from blocking traffic on the abutting streets.

Section 30-218(d) is listed below.

Drive-Through Facilities. Drive-through facilities shall conform to the following standards:

Staff Report – Architectural Review Board
September 26, 2023

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1. Each drive-through lane shall be separated from the circulation routes necessary for ingress or egress from the property or access to any parking spaces.

2. Each drive-through lane shall be striped, marked or otherwise distinctly delineated.

3. The vehicle stack capacity of the drive -through facility and the design and location of the ordering and pick-up facilities shall be approved by the Architectural Review Board and shall be based on:
(a) Nature of the product or service being offered;
(b) Method by which the order is processed;
(c) Time required to serve a typical customer;
(d) Arrival rate of customers;
(e) Peak demand hours; and
(f) Anticipated vehicular stacking required.

4. The applicant may be required by the Architectural Review Board to submit a traffic study addressing the above-listed factors.

In the opinion of NV5 and City staff, the Queuing Analysis contains many assumptions regarding how vehicles will approach and leave the school . These assumptions are discussed below.

1. Parents will evenly arrive to the school site over a 90 to 60 m inute period before school starts.

The City staff do ubts that parents will leave their children at the Kipp school 90 to 60 minutes before school starts. NV5 and City staff do not think parents will drop their children off over an hour before school star ts. City staff and NV5 are especially concerned about the impacts to the site because it is more probably that most parents will drop of their children within 30 minutes or less of the 7:45 start time and within 30 minutes or less of the 8:05 start time. This creates an overlap of parents dropping off children at the same time and a larger volume of vehicles converging on the school in a short time period . The queuing analysis does not analyze the impacts of parents dropping off students 30 minutes or less both school start times.

2. The Queuing Analysis states that there wil l up to ten teacher/monitors that will direct traffic and prevent left turns.

While t he proposed monitors (teachers) onsite are a good way to keep the vehicles moving onsite and explai n to parents where to drop the students, they h ave no legal authority to prevent legal traffic movements off school property or the ability to control the arrival rate of vehicles . Additionally, the queuing analysis provides no objective verifiable data th at quantifies the impact onsite traffic monitors will have on the prevention of vehicles stacking up on Mayo and Pearl Avenues.

3. All parents will voluntarily comply with right turn only vehicle movements.

To either drop off or pick up students, parents will be required by the school to:

Approach the school from the west only, on Compton Blvd. , and turn right onto Mayo Avenue south bound to the site access approximately 140 feet south of Compton Blvd.

Staff Report – Architectural Review Board
September 26, 2023

Page 4 of 7 ends

Parent will t hen turn right into the site and proceed through the site in a double drive- through lanes until reaching the designated onsite drop off zone , (No verifiable information is provided on the average time each vehicle will take to drop off or pick up a student.). Parents cannot approach the school from the east on Compton Blvd and turn left onto Mayo Avenue. Parents cannot also travel north on Mayo Avenue and approach the school from the south and turn left into the school.

To leave the school site parents exit onto Pearl Avenue and turn right to proceed north on Pearl to turn right on to Compton Blvd. going east only. Left turns from the school exit on southbound Pearl Avenue and from the Pearl Avenue/Compton Blvd intersection are not permitted. All school related vehicle traffic in Queuing Analysis is assumed to be right-turn only.

Impacts from left turns from westbound Compton Blvd. onto southbound Mayo Avenue, from the site exit going south on Pearl Avenue or going west on Compton from Pearl Avenue are not considered. Moreover, local re sident traffic turning left from Compton Blvd. onto south Mayo Avenue or local resident traffic northbound on Pearl Avenue turning left onto Compton Blvd. is not considered in the queuing analysis. The impacts of every vehicle not turning right is not known.

NV5 further states that there is a possibility that the Level of Service for the Pearl Avenue/Compton Blvd intersection will drop from level of service D to E if the drop off period assumed in the queuing analysis was compressed from 60 to 30 minutes . This drop is service was not analyzed by the queuing analysis.

4. A 25 - 50% student walk in, bike in and bus ridership rate.

The Queuing Analysis assumes that 25 - 50% of the students will walk, bike or ride the bus to school, but offers no data to support the assertion. This quantity of non-vehicle arrivals has the potential to significantly affect the numbers of vehicles dropping off students and stacking onsite and offsite. No analysis of the 25% to 50% walk, bike, or bus factor being incorrect has done. If the 25% to 50% assumption is incorrect, it could increase the potential for vehicles to back up onto Mayo Avenue and stack on Pearl Avenue.

Additionally, a few days prior to the Planning Commission meeting, the applicant prepared a Queuing Man agement Plan and transmitted it to staff. The applicant gave it to the Planning Commission and discussed it during their presentation to the Planning Commission.

The Queuing Management Plan (See Attachment 6) is a four page document that explains the steps and measures the school will undertake to avoid school related vehicles from queuing and blocking through traffic on Mayo and Pearl Avenues. It discusses:

 A crossing arm across the exit
 The operation of the double drive thru lanes
 Walk ways into the site.
 Provision of bicycle racks
 On and offsite Signs
 Parent advisory instructions for drop off and pick up.

Staff Report – Architectural Review Board
September 26, 2023

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 Before school day care and breakfast program
 Staggered school start time by 20 minutes.
 Utilize a minimum of 10 monitors to direct traffic.
 Programs and education for bicyclists, walkers and bus riders.

In t he July 25, 2023 letter containing the Queuing Management Plan , the applicant also discusses proposed condition of approval 18 staff prepared prior to the July 26, 2023 Planning Commission meeting as a contingency should the Commission chose to approve the project.

This condition 18 provides the City with the ability to recall this project back to the City Council for revocation if the conditions of approval, the Queuing Management Plan and any other steps the City and applicant may implement have not prevented vehicles from blocking through la nes on the abutting streets. This is the only condition /tool that grants the City final review authority.

Staff prepared condition 18 as insurance against street congestion.

If after numerous attempts by the applicant and the Cit y to prevent school vehicles (Parents) from blocking or stacking onto local streets have failed , Condition 18, allows the Director of Community Development to reschedule ARB 2023-0031 before the City Council giving the City the ability to take more drastic action if necessary.

In lieu of Condition 18, the applicant is stating the City has the ability to take enforcement action against the school by using code sections 30 -35 through 39. However, these code sections refer to licenses and permits issued in error and enforcement of code violations. However, these code sections do not apply to this project because, if approved, the approval would be granted by City Council resolution. However, if as Kipp claims, the Queuing Analysis , Queuing Management Plan and conditions of approval will prevent vehicles from backing onto the abutting streets, then Condition 18 will never become necessary. Condition 18, provides the City with maximum flexibility.

Environmental Review:

Pursuant to Section 15270 of the CEQA Gui delines, a public agency does not have to make a CEQA determination when a public agency denies a project.

However, if the City Council reverses the decision of the Planning Commission and finds that the proposed middle school as a by right permitted land use will not have a significant impact on on the surrounding community and streets, then a categorical exemption could be applied.

A Category 32 exemption under section 15332 states that the Class 32 exemption may be used for infill approvals of projects that are on sites of less than 5 acres within city limits surrounded by urban uses . Class 32 projects consists of environmentally benign infill projects that are consistent with the General Plan and Zoning requirements. This exemption is not limited t o any land use type and may apply to residential, commercial, industrial, public facility, and/or mixed - use projects.

FISCAL IMPACT
There is no direct fiscal impact to the General Fund that will result from the approval or denial of the attached Resolutions beyond the typical property taxes and sales taxes the project would generate.

Staff Report – Architectural Review Board
September 26, 2023

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FINDINGS FOR DENIAL OF ARCHITECTURAL REVIEW BOARD (ARB) APPLICATION CASE NO. 23-031

1. That the proposed Architectural Review Board application to allow a 500 student chart er middle school at 900 E. Compton Blvd. would be detrimental to the public welfare . The proposed project has the potential to cause vehicle queuing onto Compton Blvd., Mayo Avenue and Pearl Avenue blocking through traffic lanes on these public roads, and delay the response time from law enforcement or emergency personnel by having to choose alternative routes.

2. That proposed Architectural Review Board case No. 2023 -0031 to allow a 500 student charter middle school at 900 E. Compton Blvd. is in conflict with the General Plan Circulation Element Goal 1 and Policy 1.8. Goal 1 states : Provide a street system that meets current and future City needs and that facilitates the safe and efficient movement of people and goods throughout Compton and Policy 1.8 states: Provide a street system that allows for the safe and efficient movement of traffic.

3. That t he proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. would be out of compliance with sections 30-21.1 (b) (c) and 30-21.8(d) of the Municipal Code. The submitted traffic queuing analysis has not fully responded to all of the revisions requested by the Public Works engineering consultant to complete their analysis and City cannot e nsure that the inter ior onsite vehicle stacking lanes proposed for the Kipp middle school are adequate and will not interfere with on street circulation of the abutting public rights-of-way.

FINDINGS FOR APPROVAL OF ARCHITECTURAL REVIEW BOARD (ARB) APPLICATION CASE NO. 23-031

1. That the proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. will not be detrimental to the public welfare.

2. That the proposed Architectural Review Board application to allow a 500 studen t charter middle school at 900 E. Compton Blvd. would not be in conflict with the General Plan.

3. That t he proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. would be in compliance with the zoning code.

RECOMMENDATION
Staff makes no recommendation on the appeal. The City Council shall render its decision on the appeal within thirty (30) days after conclusion of the appeal hearing and has the power to:

 Affirm the decision of the Planning Commission; or
 Amend the decision of the Planning Commission; or
 Reverse the decision of the Planning Commission; or
 If in the opinion of the Council, the matter requires further consideration, refer the matter back to the Planning Commission for further con sideration (without a decision by the Council) with any recommendations the Council may desire.

Staff Report – Architectural Review Board
September 26, 2023

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Submitted By:

ROBERT DELGADILLO, SENIOR PLANNER

COMMUNITY DEVELOPMENT DEPARTMENT

APPROVED FOR FORWARDING

JEROME GROOMS

CITY MANAGER

Exhibits
1) Aerial Map
2) General Plan
3) Zoning Map
4) Project Plans
5) Queuing Analysis.
6) Queuing Management Plan (July 25, 2023)
7) Resolution Upholding the decision of the Planning Commission 8) Resolution Reversing the decision of the Planning Commission

RESOLUTION NO. ______________

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON REVERSING

THE DECISION OF THE PLANNING COMMISSION APPROVING THE APPEAL OF THE KIPP SOCAL ARCHITECTURAL REVIEW BOARD CASE NO. 23-0031, A REQUEST TO CONSTRUCT AND OPERATE A 500 STUDENT MIDDLE SCHOOL LOCATED AT 900 E. COMPTON BLVD.

WHEREAS, Kipp schools has submitted an Architectural Review Board application on March 2, 2023 to construct a new 500 student charter middle school at 900 E. Compton Blvd. in the Limited Commercial zone within the City of Compton.

WHEREAS, the City of Compton is authorized by Article XI, Section 7 of the California Constitution to make and enforce within its limits all local, police, sanitary and ordinances and regulations; and
WHEREAS, the aforementioned Architectural Review Board (ARB) application for a public middle school is a by right land use under section 30-12.2; and WHEREAS, the Architectural Review Board held a meeting on May 15, 2022 to consider ARB Case No. 23-0031 a request for a charter middle school located at 900 E.

Compton Blvd. and denied said ARB application based on the potential for adverse traffic circulation impacts to Pearl Avenue, Compton Blvd. and Mayo Avenue; and WHEREAS, the aforementioned ARB request is exempt from CEQA review, pursuant to Section 15270 of the CEQA Guidelines which states that CEQA does not apply to projects which a public agency denies; and.

WHEREAS, the Planning Commission conducted public hearings on Architectural Review Board (ARB) Case No. 2023-0031 on July 12, and July 26, 2023 and voted to deny the appeal request; and
WHEREAS, Kipp SoCal appealed the decision of the Planning Commission to deny the project on July 27, 2023; and
WHEREAS, adequate public notice for the public hearing was advertised in the Compton Bulletin September 13 and 20, 2023 pursuant to California Government Code Section 65090; and WHEREAS, evidence was heard from all persons interested in the appeal of Architectural Review board appeal and all persons protesting same, and the City Council being fully informed,

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF COMPTON RESOLVES AS FOLLOWS:

Section 1. That the findings and actions of the Planning Commission in its Resolution No. 4039, adopted July 26, 2023, shall be reversed, and the appeal of Architectural Review Board Case No. 2023-0031 shall be approved for a 500 student middle school located at 900 East Compton Blvd.

Section 2.That the findings for Architectural Review Board case No. 2023-0031 shall read as follows:

1. That the proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. will not be detrimental to the public welfare.

2. That the proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. would not be in conflict with the General Plan.

3. That the proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. would be in compliance with the zoning code.

Resolution No. _______

Page 2 ends

Section 3.That the approval of Architectural Review Board Case No. 2023-0031 shall be subject to the following conditions:

1. The site shall accommodate the capacity of at least 15 vehicles in queue in a single lane from the drop of point to Mayo Avenue and shall be able to accommodate up to 30 vehicles in queue (15 per lane) if needed during peak drop-off and pick-up periods using the passing lane.

2. The site shall ensure that all school-related traffic provide ingress via right turn only from Mayo Avenue and egress via right turn only onto Pearl Avenue during the drop-off and pick-up hours.

3. The site shall restrict left turn egress from the driveway onto Pearl Avenue and restrict northbound left turns onto Pearl Avenue at Compton Boulevard during the drop-off and pick-up hours for all school-related traffic.

4. To ensure that the right turn only ingress and egress movement is followed and that expected peak hour vehicle queues are accommodated on-site, the project applicant shall provide a minimum of four staff members to monitor and direct vehicle traffic during the drop-off and pick-up periods and to assist students crossing adjacent streets and the project driveways, as well as six monitors to assist during the on-site pick-up and drop-off.

5.The project shall install and maintain signs at the ingress and egress driveways indicating the turning restrictions during the drop-off and pick-up period. Also, the project shall install No Left Turn restriction signs for northbound Pearl Avenue at Compton Boulevard with time restrictions during the drop-off and pick-up periods.

6. The start and dismissal time of the All signs and their locations shall be reviewed and approved by the Public Work Department prior to installation.middle school shall be staggered by a minimum of 20 minutes.

7. The applicant shall paint the abutting curbs on Mayo and Pearl Avenues red and post “No Parking” signs. All signs and red curbs shall be reviewed and approved by the Public Works Department prior to installation.

8. The applicant shall install a monitor-controlled exit arm gate within the applicant’s property to control flow onto Pearl Avenue to avoid queueing. The gate shall be monitor-controlled during drop-off and pick-up times. The exit control arm shall be reviewed and approved by the Community Development and Public Work Departments prior to installation.

9. The applicant shall install right turn directional curbs at the Pearl Avenue exit, subject to City specifications and approval. All street/curb modifications shall be reviewed and approved by the Public Work Department prior to installation.

10. The applicant shall install right turn directional curbs at the Mayo Avenue entrance, subject to City specifications and approval. All street/curb modifications shall be reviewed and approved by the Public Work Department prior to installation.

11. The applicant shall stripe a right turn only lane on Pearl Avenue leading up to Compton Boulevard, subject to City specifications and approval. All striping work shall be reviewed and approved by the Public Work Department prior to installation.

12. The applicant shall adopt and implement a Queue Management Plan as shown in Attachment 1 herein. The Community Development Director has the authority for final approval of, or modifications to, the Queue Management Plan.

Resolution No. _______

Page 3 ends

b. Offer free afterschool programs for students that extend (to the extent feasible) for at least one hour after the last dismissal time.
c. Implement the student start and dismissal times staggered by at least 20 minutes, with an approximately equal number of students arriving and departing in each period. d. Arrival times shall be assigned by grade, most likely with the lower grades assigned to the first time and the upper grades assigned to the second time. e. During student drop-off and pick-up periods, monitors shall be stationed at the following locations:
i. On-site student drop-off and pick-up zone to assist students out of and into vehicles, as needed;
ii. Mayo Avenue entrance driveway;
iii. Pearl Avenue exit driveway to control the exit gate; iv. Compton Boulevard walk-in entry; and,
v. Pearl Avenue/Compton Boulevard intersection to ensure that parents and caregivers make right turns only from northbound Pearl Avenue to eastbound Compton Boulevard during the student drop-off and pick-up periods. f. If the queue of vehicles on northbound Pearl Avenue extends to the outbound driveway, the monitor at the Pearl Avenue exit shall temporarily hold exiting vehicles on-site through control of the exit gate and, if needed, direct subsequent outbound vehicles to use the pass-by line to create a temporary double line of queuing on-site. Prior to the operation of the control arm, the applicant shall submit to the Community Development Department an Operations Plan for review and approval.
g. Prior to operations, the lead staff queuing monitors shall complete a Caltrans authorized certified flagger training (or its equivalent). The certified flaggers shall train and supervise any other monitors.
h. Drivers with multiple violations of the Queuing Management Plan rules and pledge shall be required to attend an in-person Parent & Administrator conference to ensure adherence.
i. The applicant shall promote the use of mass transit through disseminating information about mass transit options for families and, as needed and as financially feasible, provide access to subsidized transit passes for students that can demonstrate commitment to use of public transit.
j. The applicant shall offer incentive programs for carpooling among students.

Resolution No. _______

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d. The Community Development Director shall have the authority to approve the Compliance Report and approve continued use of the Queue Management Plan without changes or with reasonable and necessary modifications mutually acceptable to the Community Development Director and the applicant.
e. If the Community Development Director determines that the Planning Commission should consider the Compliance Report, or if the Community Development Director and the applicant cannot mutually agree on modifications to the Queue Management Plan, the Commission shall hold a public meeting to review and consider the Compliance Report and provide it to members of the community to comment. f. The Planning Commission may adopt a revised Queue Management Plan with reasonable and necessary modifications or it may authorize the Community Development Director to resolve modifications based on direction of the Planning Commission.
g. The school shall have the right to continue operations during any review process.

15. The applicant shall adhere to the following safety measures:
a. The applicant shall install site safety improvements at the public right-of-way, including bollards, signage, and beacons, should the City deem it appropriate. b. Exterior mounted lighting and security cameras shall be provided along the building’s street elevations and in the parking area. The applicant shall consult with the City and County Sheriff’s Department on the recommended locations of these improvements. c. At least one monitor with appropriate first aid training shall be assigned to oversee student safety during drop-off and pick-up times.
d. The applicant shall provide a professionally trained crossing guard during drop-off and pick-up times to allow safe passage across the Compton Boulevard/Mayo Avenue intersection.
e. If requested by the City, the applicant shall present a comprehensive Lockdown & Secure Campus procedural plan to the City and the County Sheriff’s Department for review and input. School drills shall be performed monthly.

16. The applicant shall implement the following community outreach measures:
a. The applicant shall host an annual job fair for local hire for school employees. These opportunities may include open positions at the school. b. The applicant shall host a quarterly community town hall to meet with neighbors and businesses to discuss school operations and answer any questions and concerns.

17. All plans or documents required by any condition of approval shall be submitted to the Community Development or Public Works Department for review and approval through the appropriate applications prior to installation or operation.

18. If at any time the Director of Community Development determines that the above conditions of approval are not preventing vehicles from repeatedly queuing onto or blocking traffic on Mayo Avenue or Pearl Avenue shall bring back to the Planning Commission this approval of ARB case No. 2023-031 for revocation.

Section 4.That the property owner shall record with the Recorder of Los Angeles County an Acceptance Form in accordance with the requirements of Subsection 30-26.5 of the Compton Municipal Code.

Section 5.That copies of this Resolution shall be mailed to the applicant/appellant and filed in the Offices of the City Clerk, City Attorney, City Treasurer and City Manager and the Sheriff’s, Fire, Municipal Water, Public Works, Building and Safety and Planning Departments.

Resolution No. _______

Page 5 ends

Section 6.That the Mayor shall sign and the City Clerk shall attest to the adoption of this Resolution.

ADOPTED this ________ day of ______________, 2023.
_____________________________________

MAYOR OF THE CITY OF COMPTON
ATTEST:
_______________________________________

CITY CLERK OF THE CITY OF COMPTON

STATE OF CALIFORNIA

COUNTY OF LOS ANGELES

CITY OF COMPTON
I, Vernell McDaniels, City Clerk of the City of Compton, hereby certify that the foregoing Resolution was adopted by the City Council of the City of Compton, signed by the Mayor and attested by the City Clerk at a regular meeting thereof held on this _____ day of ______________, 2023.

That said Resolution was adopted by the following vote, to wit:

AYES: COUNCIL MEMBERS –
NOES: COUNCIL MEMBERS –
ABSENT: COUNCIL MEMBERS –
ABSTAIN: COUNCIL MEMBERS –
________________________________________

CITY CLERK OF THE CITY OF COMPTON
RESOLUTION NO. ______________

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON UPHOLDING

THE DECISION OF THE PLANNING COMMISSION DENYING THE APPEAL OF THE KIPP SOCAL ARCHITECTURAL REVIEW BOARD CASE NO. 23-0031, A REQUEST TO CONSTRUCT AND OPERATE A 500 STUDENT CHARTER MIDDLE SCHOOL LOCATED AT 900 E. COMPTON BLVD.

WHEREAS, the Planning Commission conducted public hearings on Architectural Review Board (ARB) Case No. 2023-0031 on July 12, and July 26, 2023 and voted to deny the appeal request; and
WHEREAS, a public hearing upon said request for the Architectural Review Board (ARB) application was held before the Planning Commission on July 12, 2023; and WHEREAS, Kipp SoCal appealed the decision of the Planning Commission to deny the project on July 27, 2023; and
WHEREAS, adequate public notice for the public hearing was advertised in the Compton Bulletin September 13 and 20, 2023 pursuant to California Government Code Section 65090; and WHEREAS, evidence was heard from all persons interested in the appeal of Architectural Review board appeal and all persons protesting same, and the City Council being fully informed,

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF COMPTON RESOLVES AS FOLLOWS:

Section 1. That the findings and actions of the Planning Commission in its Resolution No. 4039, adopted July 26, 2023, shall be upheld and Architectural Review Board Case No. 2023-0031 shall be denied for a 500-student middle school located at 900 East Compton Blvd.

Section 2.That the findings for Architectural Review Board case No. 2023-0031 shall read as follows:

1. That the proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. would be detrimental to the public welfare. The proposed project has the potential to cause vehicle queuing onto Compton Blvd., Mayo Avenue and Pearl Avenue blocking through traffic lanes on these public roads, and delay Resolution No. _______

Page 2 ends

the response time from law enforcement or emergency personnel by having to choose alternative routes.

2. That proposed Architectural Review Board case No. 2023-0031 to allow a 500 student charter middle school at 900 E. Compton Blvd. is in conflict with the General Plan Circulation Element Goal 1 and Policy 1.8. Goal 1 states: Provide a street system that meets current and future City needs and that facilitates the safe and efficient movement of people and goods throughout Compton and Policy 1.8 states: Provide a street system that allows for the safe and efficient movement of traffic.

3. That the proposed Architectural Review Board application to allow a 500 student charter middle school at 900 E. Compton Blvd. would be out of compliance with sections 30-21.1 (b) (c) and 30-21.8(d) of the Municipal Code. The submitted traffic queuing analysis has not fully responded to all of the revisions requested by the Public Works engineering consultant to complete their analysis and City cannot ensure that the interior onsite vehicle stacking lanes proposed for the Kipp middle school are adequate and will not interfere with on street circulation of the abutting public rights-of-way.

Section 3.That copies of this Resolution shall be mailed to the applicant/appellant and filed in the Offices of the City Clerk, City Attorney, and Planning Departments.

Section 4.That the Mayor shall sign and the City Clerk shall attest to the adoption of this Resolution.

ADOPTED this ________ day of ______________, 2023.
_____________________________________

MAYOR OF THE CITY OF COMPTON
ATTEST:
_______________________________________

CITY CLERK OF THE CITY OF COMPTON

STATE OF CALIFORNIA

COUNTY OF LOS ANGELES

CITY OF COMPTON
I, Vernell McDaniel City Clerk of the City of Compton, hereby certify that the foregoing Resolution was adopted by the City Council of the City of Compton, signed by the Mayor and attested by the City Clerk at a regular meeting thereof held on this _____ day of ______________, 2023.

That said Resolution was adopted by the following vote, to wit:

AYES: COUNCIL MEMBERS –
NOES: COUNCIL MEMBERS –
ABSENT: COUNCIL MEMBERS –
ABSTAIN: COUNCIL MEMBERS –
Resolution No. _______

Page 3 ends

________________________________________

CITY CLERK OF THE CITY OF COMPTON
PEARL
M
AYO

COMPTON

CITY OF COMPTON
F
THIS MAP IS A PUBLIC RESOURCE OF GENERAL INFORMATION. THE CITY OF COMPTON MAKES

NO WARRANTY, REPRESENTATION OR GUARANTY AS TO THE CONTENT, SEQUENCE, ACCURACY, TIMELINESS OR COMPLETENESS OF ANY OF THE DATABASE INFORMATION PROVIDED HEREIN.

THE READER SHOULD NOT RELY ON THE DATA PROVIDED HEREIN FOR ANY REASON. THE CITY OF

COMPTON EXPLICITLY DISCLAIMS ANY REPRESENTATIONS AND WARRANTIES, INCLUDING,

WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. THE CITY OF COMPTON SHALL ASSUME NO LIABILITY FOR:

1. ANY ERRORS, OMISSIONS, OR INACCURACIES IN THE INFORMATION PROVIDED REGARDLESS OF HOW CAUSED; OR

2. ANY DECISION MADE OR ACTION TAKEN OR NOT TAKEN BY READER IN RELIANCE UPON ANY INFORMATION OR DATA FURNISHED HEREUNDER.

AERIAL MAP

Legend
City Limits
parcels
Architectural Review Board (ARB)
Case No. 23-00031
900 E. Compton Blvd.

Subject Site
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PEARL
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CITY OF COMPTON
F
THIS MAP IS A PUBLIC RESOURCE OF GENERAL INFORMATION. THE CITY OF COMPTON MAKES

NO WARRANTY, REPRESENTATION OR GUARANTY AS TO THE CONTENT, SEQUENCE, ACCURACY, TIMELINESS OR COMPLETENESS OF ANY OF THE DATABASE INFORMATION PROVIDED HEREIN.

THE READER SHOULD NOT RELY ON THE DATA PROVIDED HEREIN FOR ANY REASON. THE CITY OF

COMPTON EXPLICITLY DISCLAIMS ANY REPRESENTATIONS AND WARRANTIES, INCLUDING,

WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. THE CITY OF COMPTON SHALL ASSUME NO LIABILITY FOR:

1. ANY ERRORS, OMISSIONS, OR INACCURACIES IN THE INFORMATION PROVIDED REGARDLESS OF HOW CAUSED; OR

2. ANY DECISION MADE OR ACTION TAKEN OR NOT TAKEN BY READER IN RELIANCE UPON ANY INFORMATION OR DATA FURNISHED HEREUNDER.

GENERAL PLAN MAP

Legend
City Limits
parcels
Low Density Residential <8.0 du/ac
Medium Density Residential 8.1-17.0 du/ac
High Density Residential 17.1-34.0 du/ac
General Commercial
Mixed Use
Industrial
Open Space/Parks
Public/Quasi-Public
Transportation
Architectural Review Board (ARB)
Case No. 23-00031
900 E. Compton Blvd.

Subject Site
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PEARL
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COMPTON

CITY OF COMPTON
F
THIS MAP IS A PUBLIC RESOURCE OF GENERAL INFORMATION. THE CITY OF COMPTON MAKES

NO WARRANTY, REPRESENTATION OR GUARANTY AS TO THE CONTENT, SEQUENCE, ACCURACY, TIMELINESS OR COMPLETENESS OF ANY OF THE DATABASE INFORMATION PROVIDED HEREIN.

THE READER SHOULD NOT RELY ON THE DATA PROVIDED HEREIN FOR ANY REASON. THE CITY OF

COMPTON EXPLICITLY DISCLAIMS ANY REPRESENTATIONS AND WARRANTIES, INCLUDING,

WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. THE CITY OF COMPTON SHALL ASSUME NO LIABILITY FOR:

1. ANY ERRORS, OMISSIONS, OR INACCURACIES IN THE INFORMATION PROVIDED REGARDLESS OF HOW CAUSED; OR

2. ANY DECISION MADE OR ACTION TAKEN OR NOT TAKEN BY READER IN RELIANCE UPON ANY INFORMATION OR DATA FURNISHED HEREUNDER.

ZONING MAP

Legend
City Limits
parcels
RA - Residential Agriculture
RL - Low Density Residential
RM - Medium Density Residential
RH - High Density Residential
P - Parking
PRL - Parking/Low Density Residential
PRM - Parking/Medium Density Residential
PRH - Parking/High Density Residential
CL - Limited Commercial
CM - Commercial Manufacturing
ML - Limited Manufacturing
MH - Heavy Manufacturing
B - Buffer
LAC - Los Angeles County

UNZONED
Architectural Review Board (ARB)
Case No. 23-00031
900 E. Compton Blvd.

Subject Site
CLCLCL

6'-6"
9'-0"12

VEHICLE GATE

VEHICLE GATE
383940
181920212223
17 119 COMPACTCOMPACT
345
21 8
16 VAN31HC373029
10 33
36 28
76 131415
25244344
4241 DROP-OFF/PICK UP

COMPACTCOMPACTCOMPACTCOMPACT
27 PLAY AREA OR STAFF AREA
35 DROP-OFF/PICK UP
26 34

EVCSVANEVCS ONLY
UP
32HCCOMPACT

COMPACT

COMPACTCOMPACT
10'x12'TRANSFORMERCONC. PAD

COMPTON BLVD
PEARL AVE.

MAYO AVE. 2ND FLOOR DECK ABOVE

PROPERTY LINE

PROPERTY LINE
10'-0"
25'-0"
10'-0"
10'-0"
10'-0"
25'-0"
25'-0"
25'-0"
25'-0"
8'-0"
16'-0"20'-0"
20'-0"
5'-7"
20'-0"20'-0"
8'-0"
9'-0"5'-0"
14'-9"

SETBACK

SETBACK
4'-6"
6'-2"
9'-0"9'-0"9'-0"9'-0"6'-8"
9'-2"
2'-4"9'-0"9'-0"
8'-7"
13'-11"
20'-0"

SETBACK
10'-0"
12'-0"
7'-7"
5'-0"4'-0"
6'-0"12'-0"9'-0"
6'-0"
24'-0"NEW CURBCUT
24'-0"NEW CURBCUT
10'-0"
20'-0"
10'-0"
8'-0"
20'-0"
16'-0"16'-0"
16'-0"3'-0"6'-6"
8'-0"
8'-0" 8'-5"
7'-0"
8'-0" 23'-1"R

TRASHRECYCLE
G002
G003
G004
G005
G001
4 BIKES
8 BIKESEXTD EXTDEXTD EXTD
EXTD EXTD1 EXTD
EXTD
EXTD
EXTD
EXTD1
EXTD

EXTD EXTD
EXT B

EXT BEXT BEXT BEXT B
EXTD
EXTD
EXTD
EXTD
EXTD

EXT BEXT BEXT BEXT BEXT B EXT BEXT B
EXT B
EXT B
EXT B
EXT B

EXT B EXT B
EXT B
EXT B
EXT B
EXTD
Luminaire ScheduleSymbolQtyLabelArrangementDescription18S1SINGLECooper Invue - EMM-E03-LED-E1-SL3-HSS2S2BACK-BACKCooper Invue - EMM-E03-LED-E1-SL3-HSS21W1SINGLECooper Sharper - 674-WP-31-L3_840 Calculation SummaryLabelCalcTypeUnitsAvgMaxMinAvg/MinMax/Min BasketballIlluminanceFc3.384.21.81.882.33 Building ExtirorIlluminanceFc1.865.10.53.7210.20 Property LineIlluminanceFc0.090.50.0N.A.N.A. SiteIlluminanceFc2.855.90.64.759.83 S1MH: 20S1MH: 20S1MH: 20S1MH: 20
S1MH: 20 S1MH: 20
S1MH: 20S1MH: 20S1MH: 20
S1MH: 20
S1MH: 20
S1MH: 20S1MH: 20
S1MH: 20
S1MH: 20
S1MH: 20
S2MH: 20
S1MH: 20
S2MH: 20
W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10
W1MH: 10
W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10W1MH: 10 W1MH: 10
W1MH: 10W1MH: 10W1MH: 10
S1MH: 20

2.63.83.82.62.73.24.23.32.0 4.24.13.83.63.23.74.14.03.0 4.23.73.43.23.13.33.84.23.1 4.13.93.52.93.13.43.84.22.4 3.13.93.22.82.63.33.42.71.8

1.52.53.23.22.72.11.71.51.51.61.71.82.22.32.02.02.21.91.41.41.81.91.92.11.91.61.31.21.31.51.8 1.72.83.93.82.92.11.61.61.82.11.91.92.83.02.12.23.02.41.51.62.62.72.22.82.61.41.21.31.82.01.81.8 1.83.34.53.92.82.01.51.52.22.92.01.51.51.31.41.41.31.31.11.11.11.31.41.31.31.00.71.22.32.82.01.61.7 1.01.21.21.31.11.10.71.31.21.51.61.6 1.21.22.01.9 1.11.10.93.22.5 1.00.91.32.52.3 1.80.91.31.82.0 2.60.51.21.72.1 1.50.82.02.7 0.90.62.93.5 1.10.62.73.3 2.10.52.73.0 2.10.53.43.8 0.90.54.65.1 0.70.80.70.94.34.9 0.71.32.52.23.23.5 1.22.02.82.81.10.70.91.11.00.70.60.91.11.10.91.01.21.00.70.71.22.31.61.01.11.83.02.32.13.03.83.12.7

0.00.00.00.00.00.00.00.00.00.10.10.10.10.10.10.10.10.10.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.0 0.00.00.00.00.00.00.00.00.10.10.10.10.10.10.20.30.30.20.10.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.0 0.00.00.00.00.00.00.00.10.10.20.20.20.20.20.30.50.50.10.10.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.0 0.00.00.00.00.00.10.10.20.20.30.30.30.30.30.40.50.10.10.10.00.00.00.00.00.00.00.00.00.00.00.00.00.00.00.0 0.00.10.10.20.30.10.10.00.00.00.00.00.00.00.00.00.00.00.00.00.00.0 0.10.20.50.20.10.10.00.00.00.00.00.00.00.00.00.00.00.00.00.0 0.20.40.50.20.10.10.10.00.00.00.00.00.00.00.00.00.00.00.0 0.20.30.50.30.10.10.10.10.10.00.00.00.00.00.00.00.00.00.0 0.10.20.30.40.50.20.10.10.10.10.10.10.00.00.00.00.00.00.00.0 0.10.10.20.20.30.50.20.10.10.20.20.30.20.10.00.00.00.00.00.00.0 0.10.10.10.20.20.00.00.0 0.10.10.10.10.20.10.10.0 0.00.10.10.10.20.40.10.0 0.00.10.10.10.20.40.20.1 0.00.10.10.10.20.50.40.20.10.1 0.00.10.10.20.30.30.20.10.10.1 0.00.10.10.20.50.30.20.10.10.10.1 0.00.10.10.20.50.40.30.10.10.10.0 0.00.10.10.30.50.30.10.10.10.0 0.00.10.10.30.30.10.10.00.0 0.00.10.10.20.50.20.10.00.00.0 0.00.10.10.20.50.10.10.00.00.0 0.00.10.10.20.40.30.10.00.00.00.0 0.00.10.10.10.20.10.00.00.00.0 0.00.00.10.10.20.00.00.00.0 0.00.00.10.10.10.20.00.00.00.0 0.00.00.00.10.10.10.20.30.30.30.30.30.30.30.30.30.30.30.30.40.40.40.30.30.40.50.40.20.10.10.10.00.00.00.00.0 0.00.00.00.00.10.10.10.20.20.20.20.20.20.20.20.20.20.20.20.20.20.20.20.20.20.30.30.30.20.10.10.10.00.00.00.00.00.00.0 0.00.00.00.00.00.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.00.00.00.00.00.00.00.00.00.0 0.00.00.00.00.00.00.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.10.00.00.00.00.00.00.00.00.00.00.0

1.11.21.72.12.32.01.8 1.92.63.54.14.64.03.8 1.82.83.63.53.94.54.23.22.82.63.83.63.12.22.13.4 2.13.33.13.12.01.6 2.43.43.12.91.02.42.11.81.61.72.32.11.21.00.80.6 3.54.03.32.82.62.11.21.91.91.61.72.63.21.51.21.00.91.01.72.72.62.31.31.9 4.24.33.53.13.03.23.32.21.61.51.41.62.12.91.91.81.71.91.72.32.93.32.81.71.6 3.54.53.83.42.73.03.53.12.11.41.21.41.71.82.73.13.33.93.43.42.63.33.53.73.21.20.9 2.63.22.72.22.12.32.62.41.71.21.31.51.51.21.82.83.44.04.33.92.52.63.23.62.3 3.03.93.93.11.92.12.93.52.5 2.23.53.63.11.81.92.73.83.3 1.92.73.63.21.92.12.94.24.1 2.22.73.53.72.22.73.64.43.5 2.73.33.93.42.73.04.14.53.7 2.83.03.43.02.72.93.64.23.5 3.64.04.34.03.74.04.54.84.6 4.85.25.75.24.74.85.95.64.4 2.93.23.53.43.23.84.64.12.9

0.30.30.20.1 0.50.50.5

0.50.50.50.50.50.5 0.50.50.50.50.50.50.50.5

0.5 0.5

0.30.30.2 https://www.scilights.com/
Scale:

Date:Drawn By:

Photometry Disclaimer:- Light loss factor (LLF) has been established at 0.912per industry IES standard.- Refer to Calculation summary for placement ofcalculation points. I.E.: Workplane, Floor.- Offices, conference rooms, and open work areas arecalculated at 2.5' from A.F.F. All other areas will becalculated at floor or at the direction of the client.

Controls Disclaimer:- This device diagram is provided using industryrecognized software and are provided for estimationpurposes only, field conditions need to be verified andmight require adjustment of the controls system.- All fixtures must have a 0-10V driver/ballast in orderto dim using SCI's controls system Controller.NOTE: Fluorescent fixtures will require a compatibleballast.- SCI Controls System is based on CA-2019 T24 codeand might supersede end user requirements.Calculations are provided using industry recognizedsoftware and are provided forestimation purposes only. Input data for thecalculations corresponds to the information provided tous (assumptions may be made for information that isnot provided). It is the responsibility of those using thisservice to verify that our input data is consistent withexpected field conditions. Results of the lightingcalculations accurately reflect the input data. However,actual lighting levels will vary depending on fieldconditions such as Calculations are also subject to thelimitations of the software. Due to the aboveconsiderations, Southern California Illumination cannotguaranty that actual light levels measured in the fieldwill match our initial calculations.

Applications Department:[email protected]: (949) 622-3000fax: (949) 622-3095 C:\Users\Mfelix\Desktop\SCI Lighting Solutions\Applications Dept -General\Franco & Associates\Kipp MiddleSchool\Outbox\P-SL-5.dwg P-SL-5PHOTOMETRICSFranco ArchitectsKipp Middle School
4/24/2023AP7
No.DescriptionDate
1/8" = 1' - 0"
Exergent #:23-1795
- Reflectance levels are per SCI Standard:Ceiling at 0.80, Floors at 0.20, Walls at 0.50 andObjects at 0.50 unless specified by client.

12100 WILSHIRE BOULEVARD, SUITE 1600 | LOS ANGELES, CALIFORNIA 90025 | T: 310.209.8800 www.AGD-Landuse.com
WILLIAM F . DELVAC
T: 310.254.9050
E: [email protected]

July 25, 2023

BY EMAIL
Compton Planning Commissioners
205 S. Willowbrook Avenue
Compton, CA 90220
Attn: Robert Delgadillo, [email protected]
Re: KIPP Appeal to Planning Commission Re: 900 S. Compton Blvd. School; Architectural Review Board Case No. 23-00031
Honorable Planning Commissioners:

We represent KIPP in connection with the appeal of KIPP’s 900 S. Compton (Project Site) school project (Project) that will be before you tomorrow.

We submitted a letter on July 19, 2023, providing additional Conditions of Approval to address concerns raised by the Commission at the July 12th meeting. As you will see in your Staff Report, these measures address queueing, safety, and community involvement. We are pleased that staff included KIPP’s proposed measures in the Staff Report with some additional provisions. Staff’s changes are acceptable to KIPP with one notable and very important exception: Condition 18.

The significant concern is that a non-standard condition, which is outside the process adopted in the Municipal Code, will make it very difficult for KIPP to obtain financing for the project. KIPP cannot accept that risk. The City’s ability to enforce the Conditions of Approval is already fully addressed in Condition 14 proposed by KIPP, along with the enforcement process in Compton Municipal Code Sections 30-35 – 30-39 (Enforcement Process). The Enforcement Process is discussed in further detail below.

Condition 18 as Proposed by Staff
In your Staff Report, staff added a new proposed Condition 18 to the Conditions of Approval. KIPP understands that staff’s objective with Condition 18 is to ensure an enforcement mechanism. However, as drafted, it is wrong in the details and is not consistent with, and therefore appears to violate, the Municipal Code. Therefore, KIPP cannot agree to this condition as currently drafted.

However, to achieve the same end, KIPP’s proposed Condition 14, when combined with the Municipal Code’s existing enforcement process, makes Condition 18 unnecessary. Unlike

Hon. Planning Commissioners
July 25, 2023

Page 2 ends

Condition 14, staff’s Condition 18 is not aimed at solving any issues, just penalizing students.

Further, staff’s Condition 18 is wrong in the identification of the specific concern with queuing – as previously demonstrated, there will be no off-site queuing significant impact.

The staff’s Condition 18 is as follows:

If at any time the Director of Community Development determines that the above conditions of approval are not preventing vehicles from repeatedly queuing onto or blocking traffic on Mayo Avenue or Pearl Avenue shall bring back to the Planning Commission this approval of ARB case No. 2023-031 for revocation. (Emphasis added.) As drafted, it applies to any queuing on Pearl or Mayo Avenues. That simply does not make sense. Two cars waiting a minute without blocking an intersection or other traffic is not a problem, let alone a significant impact. Rather, the issue identified all along by staff and the City’s consultant is in connection with queuing that blocks intersections. Similarly, staff’s version of Condition 18 implies that even a few seconds’ delay (again, not a significant impact) with other traffic could trigger enforcement. Finally, it appears to presume that revocation is the only outcome. In fact, the Commission may disagree with staff and/or determine that there are modifications to the Queue Management Plan that would resolve any issues.

A critically important issue is that staff’s Condition 18 appears to violate the Municipal Code’s Enforcement Process. It fails to set out the process for bringing an enforcement action against KIPP. On the other hand, the Municipal Code’s Enforcement Process sets out mandatory provisions that provide due process to KIPP with notice, stated reasons for enforcement, and an appeal process. This is the lawfully adopted process by the Council to provide constitutionally required due process. Further, KIPP believes the Commission should think ahead to the problematic precedent a non-standard process not based on the Municipal Code would set for future projects.

KIPP does not believe that the City has the power to proceed with enforcement without compliance with the Municipal Code as the Enforcement Process is mandatory on both the City and persons against whom enforcement is sought. The Municipal Code provisions for the Enforcement Process are set forth in Attachment A.

Finally, staff’s Condition 18 does not balance enforcement with the significant and detrimental significant impact on students and families if enforcement (i.e., revocation of the School’s permit) is effective during a school year.

KIPP’s Proposed Revised Condition No. 18
Due to these issues, KIPP is proposing a more tailored, appropriate approach consistent with the Municipal Code that would fully accomplish the City’s goal of the right to enforce the Conditions of Approval.

Hon. Planning Commissioners
July 25, 2023

Page 3 ends

KIPP’s proposal is as follows:

If the Director determines there have been repeated instances that the conditions of approval have not prevented vehicle queueing in a manner that blocks intersections on Mayo Avenue or Pearl Avenue or materially interferes with the flow of non-school related traffic and that no additional or revised measures would resolve the issues, the Community Development Director may initiate the enforcement process set forth in Municipal Code Sections 30-35 to 30-39. Enforcement, if any, that might materially disrupt operation of the school shall not be effective until after the end of the school year in progress to avoid adversely impacting students and their families. (Emphasis added.) Due process requires that all determinations must be based on findings supported by facts that demonstrate actual impacts. As noted above, the concern is not any queuing or minor blockage of traffic. So KIPP proposes that enforcement would be based on blocking intersections or materially impacting non-school traffic. Certainly, enforcement options should include potential additional measures imposed by the Commission.

As for the process, the Municipal Code’s Enforcement Process was enacted to protect everyone—the public, the City, and applicants and property owners, such as KIPP. The City does not have the option to ignore the established, lawful Municipal Code process. As drafted, the City’s version could deprive KIPP of its due process rights. KIPP’s proposal avoids this constitutional infirmity.

The final point is one of fairness and common sense. Revocation during a school year would be very detrimental to Compton students and their families.

Therefore, if the Commission intends to adopt a provision such as Condition 18, KIPP respectfully requests that the Commission adopt KIPP’s proposed version. It fully protects the City while avoiding any impact on KIPP’s access to financing or their due process rights.

KIPP’s version of Condition 18 and all the other proposed conditions in your Staff Report have been updated in a further Revised Findings and Conditions of Approval set forth as Attachment B.

Conclusion
All the work your staff and KIPP have put into proposing Conditions of Approval is a clear indication that denial of the project is not necessary or fair. There is a solution with tough protections and a process to ensure compliance. Yes, it takes a little more consideration than simply saying no. But that is exactly what the Commission is called upon to do. Think through the issues and find a balance that ensures protection of the neighborhood while allowing KIPP to provide a quality education that serves the Compton community. In thinking through the issues, the Commission should impose a workable process in compliance with the Municipal Code’s Enforcement Process.

Hon. Planning Commissioners
July 25, 2023

Page 4 ends

Based on the foregoing, KIPP respectfully urges the Commission to grant the appeal and adopt the attached Findings and Conditions of Approval, which includes KIPP’s version of Condition 18.

On behalf of KIPP and its families and students, we thank the Commission for its further consideration of this important project.

Very truly yours,

William F. Delvac
cc: Erik Perrodin, City Attorney
Erik Hagstrom, KIPP
Damon Mamalakis, AGD

ATTACHMENTS
A. Municipal Code Enforcement Process
B. Revised Findings and Conditions of Approval

§
30-35.

INVALIDITY OF PERMITS AND LICENSES ISSUED IN ERROR.
[Added by Ord.
#1557, §
9179]
No oversight or dereliction on the part of any official or employee of the City vested with the authority to issue permits or licenses shall legalize, authorize, waive, or excuse the violation of any of the provisions of this Chapter, nor shall any permit or license be issued for any use, building, or purpose which would be in conflict with such provisions or with any other law in force or adopted on or after May 4, 1978. Any permit or license so issued shall be null and void.
§
30-36.

ENFORCEMENT.
[Added by Ord. #1557, §
9180]
It shall be the duty of the Planning Director and/or the Chief Building Inspector or their designated representatives to determine if a violation of the provisions of this Chapter exists and to enforce such provisions in Section
30-35
.
§
30-37.

VIOLATIONS: NOTICES.
[Added by Ord. #1557, §
9180.1]
Upon a determination that a violation exists, the owner of the property and, when known, the owner of the materials and/or structures in violation, if any, and, when known, the occupant of the property, if any, shall be notified of such violation in the following manner:
§
30-38.

ENFORCEMENT PROCEDURE.
[Added by Ord. #1557, §
9180.2; Ord. #1924, §
3]
a.

By Mail. Such notification shall be in writing and shall contain:

1. The nature of the violation;

2. A specified period of time to abate the violation; and

3. The nature of the action to be taken upon failure to abate the violation or file an appeal pursuant to Section
30-39
within the specified time period.
b.

By Publication. Whenever the owner and/or occupant cannot be notified by mail as provided in paragraph a of this subsection, the property shall be posted for 10 days with a notice of violation which shall contain the information set forth in paragraph a of this subsection. a.

Abatement. After proper notification as provided in Section 30-35
, the Planning Director or the
Chief Building Inspector or their designated representatives may cause the closure of any building, place of assembly, or activity or may order the removal from the property of materials and structures which are in violation of this Chapter.
b.

Recovery of Costs of Abatement. The costs incurred in the abatement of a violation may be charged to the owner of the property, the owner of the materials removed, or the occupant of the property. c.

Administrative Cost/Fee Schedule.

1. Administrative fee shall be $100.

2. Reinspection fee shall be $72 per inspection, after the initial inspection, if compliance is not met within the stipulated period. No reinspection fee shall be charged if compliance is obtained after the initial inspection.

3. Reoccurring violation fee shall be $72 per inspection for each reoccurring violation within a twelve-month period, plus the administrative fee.

City of Compton, CA
Downloaded from https://ecode360.com/CO4057 on 2023-07-20 :1

ATTACHMENT A
§
30-39.

ENFORCEMENT PROCEDURE; APPEALS.
[Added by Ord. #1557, §
9180.3]
Within five days after the receipt of notification of the existence of violations of the provisions of this Chapter or within five days after the end of the posting period, the owner of the property, the owner of the materials and/or structures in violation, or the occupant of the property found to be in violation may make a written appeal to the Commission. The fee for such appeal shall be $50.

Within 30 days after the receipt of such written appeal, the Commission shall hear and consider all relevant evidence and shall receive testimony from the owners, witnesses, City personnel, and interested persons relative to such appeal.

Upon the conclusion of such hearing, the Commission shall announce its findings by formal resolution, and such resolution shall consider possible remedies and set a date when full compliance with the provisions of this Chapter shall be effected.

City of Compton, CA
§
30-39
§
30-39
Downloaded from https://ecode360.com/CO4057 on 2023-07-20 :2

ATTACHMENT A

1 ATTACHMENT B

REVISED FINDINGS AND CONDITIONS OF APPROVAL

FINDINGS FOR APPROVAL OF APPEAL AND GRANTING APPLICANT’S ARCHITECTURAL

REVIEW BOARD ( ARB) APPLICATION
CASE NO. 23-031

1. The Architectural Review Board determined that the proposed Architectural Review Board application to allow a 500 -student charter middle school at 900 E. Compton Blvd. would be detrimental to the public welfare. The denial of the Project was based on the potential for vehicles queuing onto Compton Boulevard, Mayo Avenue, and Pearl Avenue to block through traffic lanes on these public roads and delay the response time from law enforcement or emergency personnel by having to choose alternative routes. However, with the adoption of the Conditions of Approval including the Queue Management Plan, the Commission has determined that street queueing will not impact the surrounding area.

2. With the adoption of the Conditions of Approval, including the Queue Management Plan, the proposed Architectural Review Board application to allow a 500 -student charter middle school at 900 E. Compton B oulevard would be consistent with the General Plan Circulation Element Goal 1: Provide a street system that meets current and future City needs and that facilitates the safe and efficient movement of people and goods throughout Compton; and Policy 1.8: Provide a street system that allows for the safe and efficient movement of traffic.

3. With the adoption of the Conditions of Approval, including the Queue Management Plan, the proposed Architectural Review Board application to allow a 500 -student charter middle school at 900 E. Compton B oulevard would be in compliance with the parking requirements of the Municipal Code.

4. The design of the project proposed in the Architectural Review Board application to allow a 500- student charter middle school at 900 E. Compton B oulevard is consistent with the Property Development Standards (C-L) in Section 30-12.4 of the Municipal Code.

5. As the charter middle school at 900 E. Compton Boulevard is a by right project, consistent with the applicable C-L development standards, the City finds the Project approval is ministerial and thus is exempt from CEQA.

CONDITIONS OF APPROVAL

1. The site shall accommodate the capacity of at least 15 vehicles in queue in a single lane from the drop-off point to Mayo Avenue and shall be able to accommodate up to 30 vehicles in queue (15 per lane), if needed, during peak drop-off and pick-up periods using the passing lane.

2. The site shall ensure that all school -related traffic shall enter via right turn only from Mayo Avenue and egress via right turn only onto Pearl Avenue during the drop-off and pick-up hours.

3. The site shall restrict left turn egres s from the driveway onto Pearl Avenue and restrict northbound left turns onto Pearl Avenue at Compton Boulevard during the drop-off and pick-up hours for all school-related traffic.

4. To ensure that the right turn only ingress and egress movement is followe d and that expected peak hour vehicle queues are accommodated on -site, the project applicant shall provide a

2 minimum of four staff members to monitor and direct vehicle traffic during the drop -
off and pick
-
up periods and to assist students crossing adjacen
t streets and the project driveways, as well
as six monitors to assist during
the
on
-
site pick
-
up and drop
-
off.

5. The project shall install and maintain signs at the ingress and egress driveways indicating the turning restrictions during the drop
-
off and pick
-
up period.

Also, the project shall install No Left
Turn restriction signs for northbound Pearl Avenue at Comp ton Boulevard with time restrictions
during the drop
-
off and pick
-
up periods.

All signs and their locations shall be reviewed and
approved by the Public Work
s

Department prior to installation.

6. The arrival and dismissal time of the middle school shall be s taggered by a minimum of 20
minutes.

7. The applicant shall paint the abutting curbs on Mayo and Pearl Avenues red and post “No Parking” signs.

All signs and red curbs shall be reviewed and approved by the Public Work s

Department prior to installation.

8. The applicant shall install a monitor
-
controlled exit arm gate within the applicant’s property to control flow onto Pearl Avenue to avoid queueing. The gate shall be monitor -
controlled during
drop
-
off and pick
-
up times
. The exit control arm shall be revie
wed and approved by the
Community Development and Public Work
s

Departments prior to installation
.

9. The applicant shall install right turn directional curbs at the Pearl Avenue exit, subject to City specifications and approval.

All street/curb modifications

shall be reviewed and approved by
the Public Work
s

Department prior to installation.

10. The applicant shall install right turn directional curbs at the Mayo Avenue entrance, subject to City specifications and approval.

All street/curb modifications shall be

reviewed and approved
by the Public Work
s

Department prior to installation.

11. The applicant shall stripe a right turn only lane on Pearl Avenue leading up to Compton Boulevard, subject to City specifications and approval.

All striping work shall be reviewe
d and
approved by the Public Work
s

Department prior to installation.

12. The

applicant shall adopt and implement a Queue Management Plan as shown

in Attachment
9 of
the staff report
. The Community Development Director has the authority for final approval of,
or modifications to, the Queue Management Plan.

13. The final Queue Management Plan shall include measures agreed to by the Community Development Director and the applicant, such as the following:

Offer an early breakfast/early care program for students, com mencing at least 45 minutes
before the first student arrival time.

Offer afterschool programs for students that extend (to the extent feasible) for at least one hour after the last dismissal time.

Implement the student arrival and dismissal times stagger ed by at least 20 minutes, with an
approximately equal number of students arriving and departing in each period.

Arrival times shall be assigned by grade, with two grade levels assigned to each arrival period.

ATTACHMENT B

3 e.

During student drop
-
off and pick
-
up periods, monitors shall be stationed at the following locations:

On
-
site student drop
-
off and pick
-
up zone to assist
students out of and into vehicles, as
needed;

ii.

Mayo Avenue entrance driveway;

iii.

Pearl Avenue exit driveway to control the exit gate;

iv.

Compton Boulevard walk
-
in entry; and,

Pearl Avenue/Compton Boulevard intersection to ensure that paren ts and caregivers
make right turns only from northbound Pearl Avenue to eastbound Compton Boulevard during the student drop
-
off and pick
-
up periods.

If the queue of vehicles on northbound Pearl Avenue extends to the outbound driveway, the monitor at the P
earl Avenue exit shall temporarily hold exiting vehicles on -
site through
control of the exit gate and, if needed, direct subsequent outbound vehicles to use the pass -
by line to create a temporary double line of queuing on -
site.

Prior to the operation of t
he
control arm, the applicant shall submit to the Community Development Department an Operations Plan for review and approval.

Prior to operations, the lead staff queuing monitors shall complete a Caltrans authorized certified flagger training (or its eq
uivalent).

The certified flaggers shall train and supervise
any other monitors.

Drivers with multiple violations of the Queuing Management Plan rules and pledge shall be required to attend an in
-
person Parent & Administrator conference to ensure adherence.

The applicant shall promote the use of mass transit through disseminating info rmation about
mass transit options for families and, as needed and as financially feasible, provide access to subsidized transit passes for students that can demonstrate commitment to use of public transit.

The applicant shall offer incentive programs for

carpooling among students.

14. Conditions of Approval 1
-
13, above, and the Queue Management Plan shall be subject to the following:

Within 30 days after the end of the first month of initial operation and again after six months of operations, the applicant
shall provide a preliminary compliance review report to the Community Development Director.

If the Community Development Director determines that queuing is an issue, based on either of the two preliminary reports, the applicant and its transportation eng ineer shall submit
proposed additional or modified measures mutually acceptable to the Community Development Director and the applicant.

Within 30 days following the end of the first school year, the applicant shall submit a full compliance review report
detailing the effectiveness of the Queue Management Plan, any issues with, and frequency of, queuing on Pearl Avenue, and proposed modifications, if any are needed, to the Queue Management Plan (Compliance Report).

ATTACHMENT B

4 d.

The Community Development Director shall

have the authority to approve the Compliance
Report and approve continued use of the Queue Management Plan without changes or with reasonable and necessary modifications mutually acceptable to the Community Development Director and the applicant.

If the
Community Development Director determines that the Planning Commission should consider the Compliance Report, or if the Community Development Director and the applicant cannot mutually agree on modifications to the Queue Management Plan, the Commission sha
ll hold a public meeting to review and consider the Compliance

Report and
provide it to members of the community to comment.

The Planning Commission may adopt a revised Queue Management Plan with reasonable and necessary modifications
,

or it may authorize the Community Development Director to resolve modifications based on
the
direction of the Planning Commission.

The school shall have the right to continue operations during any review process.

15. The applicant shall adhere to the fol
lowing safety measures:

The applicant shall install site safety improvements at the public right -
of
-
way, including
bollards, signage, and beacons, should the City deem it appropriate.

Exterior mounted lighting and security cameras shall be provided alon g the building’s street
elevations and in the parking area.

The applicant shall consult with the City and County
Sheriff’s Department on the recommended locations of these improvements.

At least one monitor with appropriate first aid training shall be assigned to oversee student
safety during drop
-
off and pick
-
up times.

The applicant shall provide a professionally trained crossing guard during drop -
off and pick
-
up times to allow safe passage across the Compton Boulevard/Mayo Avenue intersection.

If re
quested by the City, the applicant shall present a comprehensive Lockdown & Secure Campus procedural plan to the City and the County Sheriff’s Department for review and input.

School drills shall be performed monthly.

16. The applicant shall implement the fo
llowing community outreach measures:

The applicant shall host an annual job fair for local hire for school employees.

These
opportunities may include open positions at the school.

The applicant shall host a quarterly community town hall to meet with nei ghbors and
businesses to discuss school operations and answer any questions and concerns.

17. All plans or documents required by any condition of approval shall be submitted to the Community Development or Public Works Department for review and approval throu gh the
appropriate applications prior to installation or operation.

18. If the Director determines there have been repeated instances that the conditions of approval have not prevented vehicle queueing in a manner that blocks intersections on Mayo Avenue or P
earl Avenue or materially interferes with the flow of non -
school related traffic and that no
additional or revised measures would resolve the issues, the Community Development Director may initiate the enforcement process set forth in Municipal Code Sectio ns 30
-
35 to 30
-

39. Enforcement, if any, that might materially disrupt operation of the school shall not be effective

ATTACHMENT B

5 until after the end of the school year in progress to avoid adversely impacting students and their families.

ATTACHMENT B
ATTACHMENT 1
1 Queue Management Plan KIPP Middle School
900 E. Compton Boulevard
This Queue Management Plan has been prepared for the proposed KIPP Middle School at 900 E.

Compton Boulevard in the City of Compton. The purpose of the plan is to ensure the safe and efficient movement of students to and from the KIPP Middle School site , while minimizing the effects to the surrounding community, including current motorists, pedestrians, and bicyclists utilizing Compton Boulevard, Pearl Avenue, and Mayo Avenue.

Site Improvements
• To encourage dispersion of school-related vehicle traffic and minimize effects to the local neighborhood, the school shall utilize the site’s Mayo Avenue driveway for inbound traffic only and the site’s Pearl Avenue driveway for outbound traffic only. Both driveways will be operated for right -turns only: right -turns only from southbound Mayo Avenue to the inbound driveway and right -turns only from the outbound driveway to northbound Pearl Avenue.
• Related to drop -off and pick -up operations, desi gn the site to provide a capacity for a minimum of 15 vehicles queued on-site in a single line from the first drop -off/pick-up position to the Mayo Avenue inbound driveway, and a minimum of 30 vehicles when queued in a double line , if or when needed (in the event vehicles are queuing on Mayo Avenue).
• Related to drop -off and pick -up operations, design the site to provide a capacity for a minimum of six vehicles when queued on-site in a single line from the Pearl Avenue outbound driveway to the first student drop -off/pick/up position, and a minimum of 12 vehicles when queued in a double line, if or when needed. • Provide a separate walk -in entry to the site along Compton Boulevard to facilitate entry and exit by walkers and transit users that is separate from the vehicle driveways on Pearl Avenue and Mayo Avenue.
• Provide a suitable number of bicycle racks onsite to accommodate students and staff who wish to bicycle to and from the school.
• Install a monitor-controlled exit arm gate within the school site to control flow onto Pearl Avenue to avoid queueing.
• Install right turn directional curbs at the Pearl Avenue exit, subject to City specifications and approval.
• Install right turn directional curbs at the Mayo Avenue entrance, subject to City specifications and approval.
• Stripe a right turn only lane on Pearl Avenue leading up to Compton Boulevard, subject to City specifications and approval.

ATTACHMENT 1
2 Offsite Improvements
• Install roadway signage and pavement markings to the satisfaction of the City of Compton, both within the public right-of-way and onsite as needed, which restrict the Mayo Avenue entry driveway and Pearl Avenue exit driveway to right-turn traffic movements only at all times.
• Install a red curb, as well as “No Parking” or “No Stopping” signage, along the site’s Mayo Avenue and Pearl Avenue frontages to the satisfaction of the City of Compton to prevent any off-site queuing.
• If requested by the City of Compton, install “No Left Turn ” signage on the northbound Pearl Avenue approach to the Compton Boulevard intersection to be effective on school days during the student drop -off and pick -up periods, to the satisfaction of the City o f Compton.

Approvals
• All plans or documents required by any condition of approval or this Queue Management Plan shall be submitted to the Community Development or Public Works Department for review and approval through the appropriate applications prior to installation or operation.

Operations/Monitors
• Contact nearby schools on an annual basis for the purpose of providing coordination of student arrival and dismissal times to avoid overlapping operations, to the extent feasible or necessary.
• At the start of each school year, prepare and distribute the school’s Queue Management Plan to each student, as well as their parents or caregivers. Require students, parents, and caregivers to sign a code of conduct, including a commitment to abide by the provisions of Queue Management Plan.
• Drivers with multiple violations of the Queuing Management Plan rules and pledge shall be required to attend an in-person Parent & Administrator conference to ensure adherence. • Advise parents and caregivers that students arriving and departing in private vehicles shall be dropped-off and picked-up on the school site only for the safety of the students, as well as to minimize effects to the neighborhood streets in the vicinity of the school. • Offer an early breakfast/early care program for students, commencing at least 45 minutes before the first student arrival time (for example, if the first student arrival time is 7:45 a.m., commence the early breakfast/early care program at 7:00 a.m.). Provide sufficient incentives to students to have at least 20% of students participating in the early breakfast/early care program.
• Implement a minimum of two student arrival and dismissal times staggered by at least 20 minutes, with an equal number of students arriving and departing in each period.

ATTACHMENT 1
3 • Offer afterschool programs for students that extend (to the extent feasible) at least one hour after the last dismissal time.
• Implement an assigned arrival program divided into a minimum of three stages:
o Early breakfast/early care program (20% of students): Arrive at school between 6:45 a.m. and 7:15 a.m.
o First student arrival time (e.g., 40% of students arriving by car): Arrive at school between 7:15 a.m. and 7:45 a.m.
o Second student arrival time (e.g., 40% of students arriving by car): Arrive at school between 7:45 a.m. and 8:00a.m.
o Arrival times shall be assigned by grade, with the lower grades assigned to the first time and the upper grades assigned to the second time.
• Utilize a minimum of 10 adult monitors (staff and/or volunteers) during student drop-off and pick-up periods stationed as follows:
o Station six monitors at the on-site student drop -off and pick -up zone to assist students out of and into vehicles, as needed.
o Station one monitor at the school’s Mayo Avenue driveway with the following responsibilities:
▪ Ensure right -turn tr affic movements only into the school site from southbound Mayo Avenue;
▪ Ensure students are not dropped-off or picked-up along Mayo Avenue; and ▪ If the onsite queue of vehicles in a single line extends to the Mayo Avenue driveway, direct subsequent inbound v ehicles to use the pass -by line to create a temporary double line of queuing onsite.
o Station one monitor at the school’s Pearl Avenue driveway with the following responsibilities:
▪ Ensure right -turn traffic movements only from the school site onto northbound Pearl Avenue;
▪ Ensure students are not dropped-off or picked-up along Pearl Avenue; and ▪ If the queue of vehicles on northbound Pearl Avenue extends to the outbound driveway, temporarily hold exiting vehicles on -site through control of the exit gate and, if needed, direct subsequent outbound vehicles to use the pass-by line to create a temporary double line of queuing onsite. o Station one monitor at the school’s Compton Boulevard walk -in entry with the following responsibilities:
▪ Ensure students are safely entering and exiting the school site; and ▪ Ensure students are not dropped off or picked -up along Compton Boulevard.
o Station one monitor at the Pearl Avenue/Compton Boulevard intersection to ensure that school-related parents and caregivers make right turns only from northbound Pearl Avenue to eastbound Compton Boulevard during the student drop -off and pick-up periods.

ATTACHMENT 1
4 • Prior to operations, the lead staff queuing monitors shall complete a Caltrans authorized certified flagger training (or its equivalent). The certified flaggers shall train and supervise any other monitors.
• The applicant shall offer incentive programs for carpooling among students.

Bicyclists, Walkers, and Transit Riders
• At the start of each school ye ar, meet with students, parents , and caregivers to encourage the use of bicycling, walking, carpooling, and public transit to travel to and from school. • Prepare and distribute Routes to School information to students, parents , and caregivers advising the optimum paths for students bicycling, walking, or using public transit to travel to and from the school site.
• Offer promotions and/or rewards to students (such as water bottles, bicycle locks, etc.) for students who regularly b icycle, walk, carpool, or use public transit to travel to and from the site.
• Promote the use of mass transit through disseminating information about mass transit options for families and, as needed and as financially feasible, provide access to subsidized transit passes for students that can demonstrate commitment to use of public transit.

12100 WILSHIRE BOULEVARD, SUITE 1600 | LOS ANGELES, CALIFORNIA 90025 | T: 310.209.8800 www.AGD-Landuse.com
WILLIAM F . DELVAC
T: 310.254.9050
E: [email protected]

July 19, 2023

BY EMAIL
Compton Planning Commissioners
205 S. Willowbrook Avenue
Compton, California 90220
Attn: Robert Delgadillo
[email protected]
Re: KIPP Appeal to Planning Commission Re: 900 S. Compton Blvd. School; Architectural Review Board Case No. 23-00031
Honorable Planning Commissioners:

We represent KIPP in connection with the appeal of KIPP’s 900 S. Compton (Project Site) school project (Project) that is before you tonight.

At the July 12th Commission hearing, Commissioners raised concerns regarding the effectiveness of the queue measures proposed by KIPP, safety concerns, and involvement with the community. As a result, KIPP is proposing additional and strengthened conditions as in proposed Revised Findings and Conditions of Approval set forth in Attachment A.

Queueing Measures
New queue management conditions of approval include:
• Installation of a monitor-controlled exit arm gate within the applicant’s property to control flow onto Pearl Avenue to avoid queueing.
• Installation of right turn directional curbs at the Pearl Avenue exit. • Installation of right turn directional curbs at the Mayo Avenue entrance. • Striping a right turn only lane on Pearl Avenue leading up to Compton Boulevard.
• The monitor at the Pearl Avenue exit shall temporarily hold exiting vehicles on- site through control of the exit gate.
• Prior to operations, the lead staff queuing monitors shall be Caltrans certified as flaggers.
• The certified flaggers shall train and supervise any other monitors. • Mass transit through disseminating information about transit options and, as needed and as financially feasible, provide access to subsidized transit passes.

Hon. Planning Commissioners
July 19, 2023

Page 2 ends

• Incentives for carpooling have been added to the other incentives already in the Queue Management Plan for bicyclists, walkers, and transit riders.

Note: Conforming changes to the above Conditions of Approval have been made to the revised Queue Management Plan set forth as Attachment 1 to the Revised Findings and Conditions of Approval
Safety Measures
New safety conditions of approval include:
• Site safety improvements at the public right-of-way, including bollards, signage, and beacons, should the City deem it appropriate.
• Exterior mounted lighting and security cameras to be provided, in consultation with the City and County Sheriff’s Department, along the building’s street elevations and in the parking area.
• At least one monitor with appropriate first aid training shall be assigned to oversee student safety during drop-off and pick-up times. • A professionally trained crossing guard during drop-off and pick-up times to allow safe passage across the Compton Boulevard/Mayo Avenue intersection. • If requested by the City, KIPP shall present a comprehensive Lockdown & Secure Campus procedural plan to the City and the County Sheriff’s Department for review and input.
• School drills shall be performed monthly.

Community Outreach
The following new community outreach measures have been included:
• An annual local hire job fair.
• A quarterly community town hall to meet with neighbors and businesses to discuss school operations and answer any questions and concerns.

Review Process
The proposed review process in Condition 14 has been substantially expanded and strengthened to provide the following:
• An additional preliminary compliance report after six months has been added in addition to the early report 30 days after the end of the first month of initial operation.
• At the end of the first year, KIPP must submit a full Compliance Review Report detailing the effectiveness of the Queue Management Plan, any issues with, and

Hon. Planning Commissioners
July 19, 2023

Page 3 ends

frequency of, queuing on Pearl Avenue, and proposed modifications, if any are needed, to the Queue Management Plan.
• If the Community Development Director determines that the Planning Commission should consider the Compliance Report, or if the Community Development Director and the applicant cannot mutually agree on modifications to the Queue Management Plan, the Commission shall hold a public meeting to review and consider the Compliance Report and provide it to members of the community to comment.
• The Planning Commission may adopt a revised Queue Management Plan with reasonable and necessary modifications, or it may authorize the Community Development Director to resolve modifications based on direction of the Planning Commission.

CONCLUSION
It is easy to just say no. But that means that the community would be deprived a valuable resource and students would lose the opportunity for a quality education at the school.

However, the Commission can and should do better than just saying no. It can join with KIPP to ensure that the queuing will not impact the neighborhood and that the school will operate in a safe manner.

As I said in my last letter, the Commission is in a position to create a true win-win. It can grant the appeal to approve this by right school project while adopting meaningful and effective conditions of approval. .

Based on the foregoing, we respectfully urge the Commission to grant the appeal and adopt the attached Findings and Conditions of Approval.

On behalf of KIPP and its families and students, we thank the Commission for its further consideration of this important project.

Very truly yours,

William F. Delvac
cc: Erik Perrodin, City Attorney
Erik Hagstrom, KIPP
Damon Mamalakis, AGD

ATTACMENTS
A. Revised Findings and Conditions of Approval

1 FINDINGS FOR DENIAL OF ARCHITECTURAL REVIEW BOARD ( ARB) APPLICATION CASE NO. 23-031

1. That the proposed Architectural Review Board application to allow a 500-student charter middle school at 900 E. Compton Blvd. would be detrimental to the public welfare. The denial of the Project was based on the potential for vehicles queuing onto Compton B oulevard, Mayo Avenue, and Pearl Avenue to block through traffic lane s on these public roads and delay the response time from law enforcement or emergency personnel by having to choose alternative routes. However, with the adoption of the Queue Management Plan, the Commission has determined that street queueing will not impact the surrounding area.

2. With the adoption of the Queue Management Plan, the proposed Architectural Review Board application to allow a 500 -student charter middle school at 900 E. Compton B oulevard would be consistent with the General Plan Circulation El ement Goal 1: Provide a street system that meets current and future City needs and that facilitates the safe and efficient movement of people and goods throughout Compton; and Policy 1.8: Provide a street system that allows for the safe and efficient movement of traffic.

3. With the adoption of the Queue Management Plan, the proposed Architectural Review Board application to allow a 500 -student charter middle school at 900 E. Compton B oulevard would be in compliance with the parking requirements of the Municipal Code.

CONDITIONS OF APPROVAL

1. The site shall accommodate the capacity of at least 15 vehicles in queue in a single lane and is able to accommodate up to 30 vehicles in queue if needed during peak drop-off and pick-up periods using the passing lane.

2. The site shall ensure that all sch ool-related traffic provide ingress via right turn only from Mayo Avenue and egress via right turn only onto Pearl Avenue during the drop-off and pick- up hours.

3. The site shall restrict left turn egress from the driveway on to Pearl Avenue and restrict northbound left turns onto Pearl Avenue at Compton Boulevard during the drop-off and pick- up hours for all school-related traffic.

5. The project shall install and maintain signs at the ingress and egress driveways indicating the turning restrictions during the drop-off and pick-up period. Also, the project shall install 2 No Left Turn restriction signs for northbound Pearl Avenue at Compton Boulevard with time restrictions during the drop-off and pick-up periods.

6. The start and dismissal time of the middle school shall be staggered by a minimum of 20 minutes.

7. The applicant shall paint the abutting curbs on Mayo and Pearl Avenues red and post “No Parking” signs.

9. The applicant shall install right turn directional curbs at the Pearl Avenue exit, subject to City specifications and approval.

10. The applicant shall install right turn directional curbs at the Mayo Avenue entrance, subject to City specifications and approval.

11. The applicant shall stripe a right turn only lane on Pearl Avenue leading up to Compton Boulevard, subject to City specifications and approval.

12. In addition to the other conditions of approval, the applicant shall adopt and implement a Queue Management Plan as proposed by the applicant and substantially in the form attached as Attachment 1 to these Conditions of Ap proval. The Community Development Director has the authority for final approval of, or modifications to, the Queue Management Plan.

13. The final Queue Management Plan shall include measures agreed to by the Community Development Director and the applicant, such as the following:
a. Offer a free early breakfast/early care program for students, commencing at least 45 minutes before the first student start time.
b. Offer free afterschool programs for students that extend (to the extent feasible) for at least one hour after the last dismissal time.
c. Implement the student start and dismissal times staggered by at least 20 minutes, with an approximately equal number of students arriving and departing in each period. d. Arrival times shall be assigned by grade, most likely with the lower grades assigned to the first time and the upper grades assigned to the second time. e. During student drop-off and pick-up periods, monitors shall be stationed at the following locations:
i. On-site student drop-off and pick-up zone to assist students out of and into vehicles, as needed;
ii. Mayo Avenue entrance driveway;
iii. Pearl Avenue exit driveway to control the exit gate; 3 iv. Compton Boulevard walk-in entry; and,
v. Pearl Avenue/Compton Boulevard intersection to ensure that parents and caregivers make right turns only from northbound Pearl Avenue to eastbound Compton Boulevard during the student drop-off and pick-up periods. f. If the queue of vehicles on northbound Pearl Avenue extends to the outbound driveway, the monitor at the Pearl Avenue exit shall temporarily hold exiting vehicles on-site through control of the exit gate and, if needed, direct subsequent outbound vehicles to use the pass-by line to create a temporary double line of queuing on-site. g. Prior to operations, the lead staff queuing monitors shall complete a Caltrans authorized certified flagger training (or its equivalent). The certified flaggers shall train and supervise any other monitors.
h. Drivers with multiple violations of the Queuing Management Plan rules and pledge shall be required to attend an in-person Parent & Administrator conference to ensure adherence.
i. The applicant shall promote the use of mass transit through disseminating information about mass transit options for families and, as needed and as financially feasible, provide access to subsidized transit passes for students that can demonstrate commitment to use of public transit.
j. The applicant shall offer incentive programs for carpooling among students.

14. Conditions of Approval 1 -13, above, and the Queue Management Plan shall be subject to the following:
a. Within 30 days after the end of the first month of initial operation and again after six months of operations, the applicant shall provide a preliminary compliance review report to the Community Development Director.
b. If the Community Development Director determines that queuing is an issue, based on either of the two preliminary reports, the applicant and its transportation engineer shall submit proposed additional or modified measures mutually acceptable to the Community Development Director and the applicant.
c. Within 30 days following the end of the first school year, the applicant shall submit a full compliance review report detailing the effectiveness of the Queue Management Plan, any issues with, and frequency of, queuing on Pearl Avenue , and proposed modifications, if any are needed, to the Queue Management Plan (Compliance Report). d. The Community Development Director shall have the authority to approve the Compliance Report and approve continued use of the Queue Management Plan without changes or with reasonable and necessary modifications mutually acceptable to the Community Development Director and the applicant.
e. If the Community Development Director determines that the Planning Commission should consider the Compliance Report, or if the Community Development Director and the applicant cannot mutually agree on modifications to the Queue Management Plan, the Commission shall hold a public meeting to rev iew and consider the Compliance 4 Report and provide it to members of the community to comment. f. The Planning Commission may adopt a revised Queue Management Plan with reasonable and necessary modifications or it may authorize the Community Development Director to resolve modifications based on direction of the Planning Commission.
g. The school shall have the right to continue operations during any review process.

15. The applicant shall adhere to the following safety measures:
a. The applicant shall install site safety improvements at the public right-of-way, including bollards, signage, and beacons, should the City deem it appropriate. b. Exterior mounted lighting and security cameras shall be provided along the building’s street elevations and in the parking area. The applicant shall consult with the City and County Sheriff’s Department on the recommended locations of these improvements. c. At least one monitor with appropriate first aid training shall be assigned to oversee student safety during drop-off and pick-up times.
d. The applicant shall provide a professionally trained crossing guard during drop -off and pick-up times to allow safe passage across the Compton Boulevard/Mayo Avenue intersection.
e. If requested by the City, the applicant shall present a comprehensive Lockdown & Secure Campus procedural plan to the City and the County Sheriff’s Department for review and input. School drills shall be performed monthly.

ATTACHMENT 1
1 Queue Management Plan KIPP Middle School
900 E. Compton Boulevard
This Queue Management Plan has been prepared for the proposed KIPP Middle School at 900 E.

ATTACHMENT 1
2 Offsite Improvements
• Install roadway signage and pavement markings to the satisfaction of the City of Compton, both within the public right-of-way and onsite as needed, which restrict the Mayo Avenue entry driveway and Pearl Avenue exit driveway to right-turn traffic movements only at all times.
• Install a red curb, as well as “No Parking” or “No Stopping” signage, along the site’s Mayo Avenue and Pearl Avenue frontages to the satisfaction of the City of Compton to prevent any off-site queuing.
• If requested by the City of Compto n, install “No Left Turn ” signage on the northbound Pearl Avenue approach to the Compton Boulevard intersection to be effective on school days during the student drop -off and pick -up periods, to the satisfaction of the City of Compton.

Operations/Monitors
• Contact nearby schools on an annual basis for the purpose of providing coordination of student start and dismissal times to avoid overlapping operations, to the extent feasible or necessary.
• At the start of each school year, prepare and distribute the school’s Queue Management Plan to each student, as well as their parents or caregivers. Require students, parents, and caregivers to sign a code of conduct, including a commitment to abide by the provisions of Queue Management Plan.
• Drivers with multiple violations of the Queuing Management Plan rules and pledge shall be required to attend an in-person Parent & Administrator conference to ensure adherence. • Advise parents and caregivers that students arriving and departing in private vehicles shall be dropped-off and picked-up on the school site only for the safety of the students, as well as to minimize effects to the neighborhood streets in the vicinity of the school. • In the event of queueing on Pearl Avenue, advise parents and caregivers to pull as f ar to the right as possible.
• Offer a free early breakfast/early care program for students , commencing at least 45 minutes before the first student start time (for example, if the first student start time is 7:45 a.m., commence the early breakfast/early care program at 7:00 a.m.). Provide sufficient incentives to students to have at least 20% of students participating in t he early breakfast/early care program.
• Implement a minimum of two student start and dismissal times staggered by at least 20 minutes, with an equal number of students arriving and departing in each period . For example, if the first student start time is 7:45 a.m., the second student start time will be no sooner than 8:05 a.m.
• Offer free afterschool programs for students that extend (to the extent feasible) at least one ATTACHMENT 1
3 • Offer free afterschool programs for students that extend (to the extent feasible) at least one hour after the last dismissal time.
• Implement an assigned arrival program divided into a minimum of three stages:
o Free early breakfast/early care program (20% of students): Arrive at school between 6:45 a.m. and 7:15 a.m.
o First student start time (e.g., 40% of students arriving by car): Arrive at school between 7:15 a.m. and 7:45 a.m.
o Second student start time (e.g., 40% of studen ts arriving by car): Arrive at school between 7:45 a.m. and 8:05 a.m.
o Arrival times shall be assigned by grade, with the lower grades assigned to the first time and the upper grades assigned to the second time.
• Utilize a minimum of 10 adult monitors (staff and/or volunteers) during student drop-off and pick-up periods stationed as follows:
o Station six monitors at the on-site student drop -off and pick -up zone to assist students out of and into vehicles, as needed.
o Station one monitor at the school’s Mayo Avenue driveway with the following responsibilities:
▪ Ensure right -turn traffic movements only into the school site from southbound Mayo Avenue;
▪ Ensure students are not dropped-off or picked-up along Mayo Avenue; and ▪ If the onsite queue of vehicles in a single line extends to the Mayo Avenue driveway, direct subsequent inbound vehicles to use the pass -by line to create a temporary double line of queuing onsite.
o Station one , monitor at the school’s Pearl Av enue driveway with the following responsibilities:
▪ Ensure right -turn traffic movements only from the school site onto northbound Pearl Avenue;
▪ Ensure students are not dropped-off or picked-up along Pearl Avenue; and ▪ If the queue of vehicles on northbound P earl Avenue extends to the outbound driveway, temporarily hold exiting vehicles on -site through control of the exit gate and, if needed, direct subsequent outbound vehicles to use the pass-by line to create a temporary double line of queuing onsite. o Station one, monitor at the school’s Compton Boulevard walk -in entry with the following responsibilities:
▪ Ensure students are safely entering and exiting the school site; and ▪ Ensure students are not dropped -off or picked -up along Compton Boulevard.
o Station one, monitor at the Pearl Avenue/Compton Boulevard intersection to ensure that school-related parents and caregivers make right turns only from northbound Pearl Avenue to eastbound Compton Boulevard during the student drop -off and pick-up periods.

Bicyclists, Walkers, and Transit Riders
• At the start of each school year, meet with students, parents , and caregivers to encourage the use of bicycling, walking, carpooling, and public transit to travel to and from school. • Prepare and distribute Routes to School information to students, parents , and caregivers advising the optimum paths for students bicycling, walking, or using public transit to travel to and from the school site.
• Offer promotions and/or rewards to students (such as water bottles, bicycle locks, etc.) for students who regularly bicycle, walk, carpool, or use public transit to travel to and from the site.
• Promote the use of mass transit through disseminating information about mass transit options for families and, as needed and as financially feasible, provide access to subsidized transit passes for students that can demonstrate commitment to use of public transit.

WWW.NV5.com

May 4, 2023

Robert Delgadillo, Senior Planner
City of Compton - Community Development Dept. Planning Division 205 South Willowbrook Avenue
Compton, CA 90220

Subject: VEHICLE QUEUEING AND OPERATIONAL ANALYSIS FOR THE KIPP MIDDLE SCHOOL 900 E. COMPTON BLVD, COMPTON, CA

RE: Review by NV5 - Supplemental Information Provided by KIPP/LLG

On May 3, 2023, KIPP/Linscott, Law & Greenspan, Engineers (LLG) submitted to the City the traffic and v ehicle queueing analysis that they performed for other schools in Los Angeles County along with the respective agency responses to their analysis. NV5 has reviewed the supplemental information provided and offers th is response based on the Vehicle Queueing and Operational Analysis provided for the proposed KIPP Middle School (900 E.

Compton Blvd) . It should be noted that in our first review, we requested the vehicle queueing and traffic operational analysis be done w ith a compressed 30-minute period of the arrival and departure trips for both the drop-off and pick-up periods. However, LLG did not compress the drop-off and pick-up period to 30-minutes, even though they did accommodate Los Angeles County’s reque st to compress the drop -off and pick-up period to 30 - minutes for the proposed Charter School at 1318 Potrero Grande Drive. Therefore, these recommendations are based on the analysis done with a drop-off and pick-up period of 60-minutes.

Based on LLG’s analysis, the AM peak drop-off period had more vehicle queueing and traffic operational impacts than the pick-up period. During the drop -off period, t he 95 th percentile peak ingress vehicle queue will be a maximum of 10 vehicles. The proposed site plan shows an onsite ingress queue capacity of 30 vehicles, which is more than enough capacity even to accommodate even a compressed 30-minute drop-off and pick-up period. The analysis calculated an egress queue of 4.8 vehicles for northbound Pearl Avenue at Compton Boulevard. This queue could extend to the project driveway on Pearl Avenue if the drop-off period was compressed to 30-minutes, which could increase the ingress queue and some vehicles exiting the Pearl Avenue driveway may choose to turn left to avoid the northbound queue on Pearl Avenue. The delay on northbound Pearl Avenue at Compton Boulevard during the drop -off period will be 27 seconds/vehicle, which is a LOS D. This delay could increase to a LOS E if analyzed using the 30 -minute compressed drop -off pe riod. To address the egress queueing and operational concerns on northbound Pearl Avenue at Compton Boulevard without further analysis and minimize any additional traffic impacts, it is recommended that the project shall adhere to the conditions listed below:

Site Access Requirements
• The site shall accommodate the capacity of at least 15 vehicles in queue and able to accommodate up to 30 vehicles in queue if needed during peak drop-off and pick-up periods. • The site shall provide ingress via right turn only from Mayo Avenue and egress via right turn only onto Pearl Avenue during the drop-off and pick-up hours.
• The site shall restrict left turn egress from the driveway on Pearl Avenue and restrict northbound left turns on Pearl Avenue at Compton Boulevard during the drop-off and pick-up hours.

WWW.NV5.com

Site Procedures
• To ensure that the right turn only ingress and egress movement is followed and that expected peak hour vehicle queues are accommodated on -site, the project applicant shall provide staff (10 minimum) to monitor and direct vehicle traffic during the drop -off and pick-up periods and to assist students crossing adjacent streets and the project driveways.
• The project shall install and maintain signs at the ingress and egress driveways indicating the turning restrictions during the drop -off and pick-up period. Also, the project shall install No Left Turn restriction signs for northbound Pearl Avenue at Compton Boulevard with time restrictions during the drop-off and pick-up periods.
• The start and dismissal time of the middle school shall be staggered by a minimum of 20 minutes.

Please let me know if you have any questions or comments.

Sincerely,

Gerald Tom, PE, TE
NV5

cc: John Strickland, Public Works
David Niknafs, NV5

MEMORANDUM
U:\0594\corres\LLG Response to City ARB Letter (06.27.23).docx To: Robert Delgadillo
City of Compton
Date: June 27, 2023
From: David S. Shender, P.E.

Linscott, Law & Greenspan, Engineers
LLG Ref: 1-22-0594-1
Subject:

Response to City’s Architectural Review Board Decision Related to the Proposed KIPP Compton Middle School
City Reference ARB Case No. 23-00032: 900 E. Compton Boulevard

This memorandum has been prepared by Linscott, Law & Greenspan, Engineers (LLG) to provide responses to the letter
1 (the “ARB letter”) issued by Robert
Delgadillo on behalf of the City’s Architectural Re view Board (ARB) related to the proposed middle school project (the “Project”) at 9 00 E. Compton Boulevard (the “Project Site”). As you recall, LLG prepared a tra nsportation study 2 for the Project.

In addition, LLG recently prepared a memorandum 3 providing responses to the comments to LLG’s transportation study as issued by City of Compton’s Public Works Department and its contract traffic consultant NV5 in March 2023.

LLG disagrees with the ARB’s decision to deny the P roject on the basis of the expected vehicular traffic at the Project Site. We note that in none of the prior comments of the City or its traffic consultant NV5 was compliance with drive- through facility requirements ever mentioned.

It is noted in the ARB letter that the decision to deny the Project was not necessarily based on the forecast operations of the onsite student drop-off/pick-up plan, but rather related to “off-site” traffic operations on Mayo Av enue, Pearl Avenue, and Compton Boulevard. The ARB letter cites Municipal Code Sec tion 30-21.8.d which expressly relates to drive-through facilities. From the vario us factors that ARB may consider, it is clear the provision relates only to food facilit ies (See Section 30-21.8.d.(3a& b)), and therefore would not be applicable to the Projec t (a proposed charter middle school).

Assuming only for the sake of argument that the sec tion may apply to the Project, the
Project would satisfy the requirements of Code Sect ion 30-21.8.d.1 and 2. (see, for example, Figure 2 in LLG’s transportation study). In addition, the factors that may be relevant in Section 30-21.8.d.3(c-f) along with 30-21.8.d.1 are all thoroughly addressed in our submissions.

1 June 26, 2023 letter from Robert Delgadillo, Senio r Planner, City of Compton to Etmny Cornejo, Franco Architects summarizing the May 15, 2023 meet ing of the City’s Architectural Review Board. 2 Vehicle Queuing and Operational Analysis for the Proposed KIPP Compton Middle School , LLG, February 27, 2023.
3 Response to City Comments to LLG’s Transportation S tudy for the Proposed KIPP Compton Middle School , LLG, June 23, 2023.

Robert Delgadillo
June 27, 2023

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30-21.8.d.3(c) (Processing rate). As stated on pag e 7 of LLG’s transportation study, the onsite vehicle queueing study assumes ea ch monitor assisting with drop-off and pick-up can process one vehicle per mi nute. A total of four monitors are recommended in the transportation study.

30-21.8.d.3(d) ( Arrival rate). As stated on page 7 of LLG’s transp ortation study, an hourly arrival rate of 162 vehicles durin g the morning drop-off period was assumed. This hourly arrival rate was c onservatively increased to 250 vehicles in the supplemental analysis provided within LLG’s response memorandum based on the comments from Public Works/ NV5 to not account for the effects of the staggering of student start/ dismissal times, or the trip reducing effects related to students taking public transit or walking to school.

30-21.d.3(e) (Peak demand periods). As discussed o n page 6 of LLG’s transportation study, the peak time periods related to onsite vehicle queuing are during the morning student drop-off and afterno on student pick-up periods. The morning drop-off is the focus of the analysis as this time period generates more vehicle traffic than the afternoon p ick-up as demonstrated by the trip generation forecast provided in Table 1 wi thin LLG’s transportation study.

30-21.8.d.3(f) (Anticipated vehicular stacking). P ages 7 and 8 of LLG’s transportation study report that the M/M/s queuing model forecasts a 95 th percentile vehicle queue of eight vehicles onsite d uring the morning drop-off period. When compared to the proposed stacking len gth which can accommodate 15 vehicles in a single line on the Pro ject Site (or up to 30 vehicles using a double line if needed), it is conc luded that the peak vehicle queue can be accommodated onsite during the morning drop-off period.

Further, based on the supplemental analysis provide d within the LLG response memorandum, including the use of a more co nservative trip generation forecast for the Project, the peak onsit e vehicle queue during morning drop-off is estimated at 10 vehicles, which can be accommodated by the onsite queuing capacity of 15 vehicles.

Finally, in review of listed factors for considerat ion of drive-through facilities provided in the ARB letter, expected offsite traffi c operations are not an item for consideration in reviewing projects with drive-through operations.

Nevertheless, LLG’s transportation study and the re cently submitted responses to the Public Works/NV5 comments provide an extensive and highly conservative (“worst case”) review of traffic operations both onsite, as well as offsite at the Mayo Avenue / Compton Boulevard and Pearl Avenue / Compton Boulev ard intersections.

Specifically, LLG’s response memorandum provides a supplemental transportation Robert Delgadillo
June 27, 2023

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U:\0594\corres\LLG Response to City ARB Letter (06.27.23).docx analysis incorporating all the comments/assumptions requested by Public Works/NV5 (with one exception as discussed below). This supp lemental analysis – similar to LLG’s original transportation study – concludes that:

• all vehicle queuing related to student drop-off/pic k-up can be accommodated onsite and will not result in vehicles queuing from the site onto Mayo Avenue; and
• vehicle queues on northbound Pearl Avenue will not extend from Compton Boulevard to the Project Site driveway, and therefo re will not adversely affect onsite drop-off/pick-up operations.

LLG strongly disagrees with one comment from Public Works/NV5 related to their assertion that all vehicle trips related to the stu dent drop-off and pick-up periods will occur within a 30-minute timeframe in the morning a nd afternoon. As detailed in LLG’s response memorandum, it is expected that vehi cle trips at the Project will occur over a longer period of time (i.e., a 90-minu te period) taking into consideration factors such as: 1) the staggering of student start and dismissal times by at least 20 minutes; 2) an early breakfast/early care program a vailable for students beginning at least 45 minutes before the start of school; and 3) the availability of after-school programs for students extending at least one hour a fter the last dismissal time.

Conservatively, LLG relied on trip generation rates for charter schools published by the national Institute of Transportation Engineers (ITE) for evaluating potential vehicle trips arriving and departing the Project Si te, even though the ITE database of school sites evaluated likely does not include trip -dispersing programs such as staggered start/dismissal times, as well as before and after school programs.

Finally, as noted in LLG’s transportation study and restated in the response memorandum, the vehicle queueing results reported f or both onsite and offsite study locations are for the 95
th percentile period, representing the highest 5% (or
approximately three minutes) of the peak hours eval uated. Vehicle queues at other times during the evaluated peak hours, as well as t hroughout other times of the day will be less than the values reported in LLG’s tran sportation study and response memorandum.

c: File

MEMORANDUM
U:\0594\corres\LLG Responses to City Comments (06.23.23).docx To: Robert Delgadillo
City of Compton
Date: June 23, 2023
From: David S. Shender, P.E.

Linscott, Law & Greenspan, Engineers
LLG Ref: 1-22-0594-1
Subject:

Response to City Comments to LLG’s Transportation Study for the Proposed KIPP Compton Middle School
City Reference ARB Case No. 23-00031: 900 E. Compton Boulevard

This memorandum has been prepared by Linscott, Law & Greenspan, Engineers (LLG) to provide responses to the comments
1 prepared by the City of Compton’s
Public Works Department and its contract traffic co nsultant NV5 (the “comment letter”) to the transportation study 2 prepared by LLG for the proposed middle school project (the “Project”) at 900 E. Compton Boulevard (the “Project Site”).

A total of nine (9) comments were provided in the c omment letter by Public Works/NV5. For ease of reference, the comments are restated below in italics text and a response provided following each comment.

City Comment No. 1:

Vehicular Project Site Access - The Project propose s driveway access on both Pearl Avenue and Mayo Avenue. Both driveways will be at t he southern end of the project site, which is ideal to provide the maximum distanc e away from both intersections at Compton Boulevard. Therefore, the proposed driveway locations are acceptable.

However, the proposed width of the driveway aprons are only 16- feet, which is only able to accommodate one-way traffic, but the parkin g lot configuration is designed for two-way traffic at both driveways. Therefore, b oth driveway aprons shall have a width of 24-feet to accommodate two-way traffic.

LLG Response to Comment No. 1:

LLG understands the Project architect (Franco Archi tects) will update the Project site plans to indicate driveway aprons of 24 feet for bo th Project driveways as requested in the comment letter. See Response to Comments Se cond Submittal Package, Attachment Drawing A.05.

1 March 22, 2023 letter from Robert Delgadillo, Seni or Planner, City of Compton to Etmny Cornejo, Franco Architects.
2 Vehicle Queuing and Operational Analysis for the Proposed KIPP Compton Middle School , LLG, February 27, 2023.

Robert Delgadillo
June 23, 2023

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U:\0594\corres\LLG Responses to City Comments (06.23.23).docx

City Comment No. 2:

Student Drop-Off/Pick-Up Operational Plan - The pro posed right-turn only ingress and egress operation may not be adhered to during e gress on Pearl Avenue at Compton Boulevard, because the traffic monitors are not able to legally direct traffic on Public Streets, so there will be some motorists still making a left turn from Pearl Avenue to Compton Boulevard that will increase dela y at this intersection. This will cause a queue to form on northbound Pearl Avenue at Compton Boulevard that will reduce the drop-off/pickup rate and cause the ingre ss queue to increase. Onsite Vehicle Queueing Capacity - Even with the staggered start times of 7:45AM and 8:05AM, most of the vehicle trips will be made betw een 7:30AM and 8:00AM (not dispersed evenly over a 60-minute period as stated in the Analysis.) Therefore, the queueing capacity needs to be analyzed with almost all the project vehicle trips occurring within this 30-minute period.

LLG Response to Comment No. 2:

As stated in LLG’s transportation study, KIPP will distribute the school’s drop- off/pick-up operational plan to parents and caregiv ers at the beginning of each school year. Parents and caregivers will be required to r eview and acknowledge acceptance of the plan by signature, including the requirement to turn right from northbound Pearl Avenue to eastbound Compton Boulevard upon exit.

Regarding the timeframe as to when vehicle trips wi ll arrive and depart the Project Site, the comment letter does not provide any data to support the assertion in Comment No. 2 that “…most of the vehicle trips will be made between 7:30 AM and 8:00 AM…” even though the school will stagger the student start and dismissal times.

Further, while not stated in the transportation stu dy, the school will provide an early breakfast/early care program for students, beginnin g at 7:00 a.m. Thus, the likely profile of vehicle trips at the school will be as follows:

• Staff will arrive at the school in the 6:00 to 7:00 a.m. timeframe in support of the early breakfast/early care program;

• Parents/caregivers will likely begin arriving at th e school at 6:45 a.m. for the early breakfast/early care program;

• For the 7:45 a.m. start time, parents/caregivers wi ll likely drop-off students beginning at 7:15 a.m., with the last vehicles leav ing the school site at around 7:55 a.m.; and

Robert Delgadillo
June 23, 2023

Page 3 ends

U:\0594\corres\LLG Responses to City Comments (06.23.23).docx • For the 8:05 a.m. start time, parents/caregivers wi ll likely drop-off students beginning at 7:35 a.m., with the last vehicles leav ing the school site at around 8:15 a.m.

As demonstrated above, school-related vehicle trips will occur over a two-hour period in the morning, with the highest concentration of vehicle trips occurring between 6:45 and 8:15 a.m. (i.e., a 90-minute period).

Finally, it is noted that the trip generation analy sis provided in the transportation study is based on trip generation data published by the Institute of Transportation Engineers (ITE)
3 for charter schools. The trip rates in the ITE ma nual are based on driveway traffic counts conducted at existing chart er schools. Further, the trip rates for the morning period specifically state they are for a “Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a .m.” and not for a 30-minute period as suggested in the comment letter. ITE is the industry standard for providing trig generation forecasts used in transportation studies.

Regarding trip distribution at the Pearl Avenue / C ompton Boulevard intersection, as requested in the comment letter in Comment No. 7 be low, a supplemental analysis has been prepared by LLG which includes a revision to the Project trip distribution to assume 10% of outbound vehicles will turn left from northbound Pearl Avenue onto westbound Compton Boulevard instead of the prior as sumption in the transportation study that all Project vehicles would turn right on to eastbound Compton Boulevard (see revised Figure 5 attached to this memorandum).

Further, in response to Comment No. 3 below, the su pplemental analysis conservatively (“worst case”) does not assume any r eduction/adjustment to the school’s forecast peak hour vehicle trip generation related to the proposed staggering of student start and dismissal times, the likely us e of public transit by students or staff, or the effect of the relatively high proport ion of students expected to walk to school. Additionally, in response to Comment No. 5 below, the forecast assignment of vehicle trips has been updated to 50%/50% to the east and west for use in the supplemental analysis.

As shown on the revised Table 2 attached to this me morandum, the supplemental analysis results in the forecast maximum back of qu eue length to be 120 feet on the northbound Pearl Avenue approach to the Compton Bou levard intersection. As the Project’s outbound driveway will be located approxi mately 165 feet south of the intersection, contrary to speculation in the Commen t No. 2 above, queuing vehicles on northbound Pearl Avenue will not block or otherw ise interfere with vehicles exiting the Project Site.

3 Trip Generation Manual , 11 th Edition, Institute of Transportation Engineers, Washington, D.C., 2021.

Robert Delgadillo
June 23, 2023

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U:\0594\corres\LLG Responses to City Comments (06.23.23).docx It is noted that the forecast queue listed in Table 2 is for the 95 th percentile; that is, the reported vehicle queue is at the highest 5% (or app roximately 3 minutes during a 60- minute peak hour). During the remainder of the peak hour, the vehicle queues will be less than what is reported in Table 2.

The onsite vehicle queuing analysis related to stud ent drop-off and pick-up has been updated based on the trip generation comments provi ded below in Comment No. 3.

Based on this supplemental analysis, the average on site vehicle queue is expected to be five vehicles, and the forecast peak queue (95
th percentile) is 10 vehicles. As
stated in the transportation study, the school’s on site drop-off/pick-up area can accommodate 15 vehicles in a single line (with capa city for an additional 15 vehicles if queued in a double line). Therefore, even under the worst-case trip generation assumptions requested in Comment No. 3 (no adjustme nt for student staggering and no adjustment for students walking to school or uti lizing public transit), the forecast onsite peak vehicle queues associated with student drop-off and pick-up can be readily accommodated onsite.

City Comment No. 3:

The trips were reduced by another 25% due to studen ts taking transit or walking to school, but the ITE Trip Generation rate is based o n surveys of schools of actual vehicle trips generated that is in addition to a pe rcentage of students taking transit and walk to school. Therefore, no reduction in proj ect vehicle trips due to the staggered schedule or for students taking transit or walking to school.

LLG Response to Comment No. 3:

See Response to Comment No. 2. The project trip ge neration forecast has been updated accordingly to remove the adjustments relat ed to the staggering of student start and dismissal times, as well as students taki ng public transit to school in lieu of travel via a private automobile. See revised Table 1.

As noted in the transportation study and in the Res ponse to Comment No. 2 above, the trip generation forecasts are based on ITE trip rates for charter schools. The land uses evaluated by ITE are typically located in subu rban locations, where most trips are made by private vehicles, and relatively few tr ips made by public transit or walking. Thus, it is reasonable to expect that the ITE trip generation rates for charter schools in more urban environments like Compton do not consider the vehicle trip- reducing effects of students (and staff) walking
4 or taking public transit to school.

4 KIPP expects that approximately half of the studen ts at the Project will walk to school.

Robert Delgadillo
June 23, 2023

Page 5 ends

U:\0594\corres\LLG Responses to City Comments (06.23.23).docx Further, the staggering of start and dismissal time s is not typical at most schools, and therefore it is also reasonable to expect that the schools evaluated by ITE did not implement staggered schedules. Thus, it is highly conservative (“worst case”) to prepare a trip generation forecast for this project without adjustment related to staggered start/dismissal times, or the vehicle tri p-reducing effects of students walking or utilizing public transit.

The revised Table 1 reflects the “worst case” assum ptions requested in the comment letter by not including any adjustments related to the staggering of student start and dismissal times, as well as students not taking pub lic transit to school or walking in lieu of travel via a private automobile. As previo usly stated, the revised trip generation forecast in Table 1 was used in the upda ted vehicle provided in the revised Table 2 attached to this memorandum.

City Comment No. 4:

Estimated Onsite Peak Vehicle Queue - The peak vehi cle queue analysis used does not seem to accurately forecast the vehicle queuein g during the drop-off period, because the vehicle queues observed during the drop -off period at the existing KIPP Compton Charter School on 134
th Street are up to 40 vehicles. This is with a simila r right-turn ingress and egress operation on local st reets that have significantly less traffic than Compton Boulevard. Therefore, the anal ysis needs to look at the existing KIPP Compton School existing queues observed at wha t time and determine what is causing the queue. The analysis needs to show what are the causes for the queueing at the existing KIPP Compton School and show how th ese causes will be mitigated for the proposed KIPP Compton

LLG Response to Comment No. 4:

The existing KIPP Compton Community School is an el ementary school located at the end of a narrow cul-de-sac street (Water Way) s outh of 134 th Street. There are
numerous differences between the existing Compton C ommunity School and the Project, including:

• Age of Students: The Project proposes a middle sch ool whereas the existing Compton Community School serves elementary school s tudents (TK through 5th grade). The relatively younger age of students at the Compton Community School likely contributes to greater potential vehi cle queuing as compared to what is forecast at the Project including:

o Elementary school students are less likely to walk to school or utilize public transportation as compared to middle school students.

Robert Delgadillo
June 23, 2023

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U:\0594\corres\LLG Responses to City Comments (06.23.23).docx o Elementary school students require more time to ent er and exit vehicles as compared to middle school students beca use of factors such as younger students using car seats/booster seats.

• Dispersion of Traffic: The location of the Compton Community School requires all vehicles to utilize one street (Water Way) to enter and exit the school site. By comparison, the Project Site front s on two separate streets (Mayo Avenue for vehicle entry and Pearl Avenue for vehicle exit) which allows for the geographic dispersion of vehicles ap proaching and departing the site, thereby reducing potential vehicle congestion.

• More Efficient Drop-Off at Project: The Project pr oposes on-site (off-street) student drop-off and pick-up. As stated in the tra nsportation study, the school’s onsite drop-off/pick-up area can accommodate 15 vehicles in a single line (with capacity for an additional 15 vehicles i f queued in a double line).

By contrast, the Compton Community School only has an on-street curbside student drop-off and pick-up. Approximately eight vehicles can queue along the easterly curb of Water Way adjacent to school b efore vehicles are routed through the adjacent parking lot.

• Staggering of Student Start/Dismissal Times: The P roject proposes to stagger the start and dismissal times of middle school stud ents, thereby dispersing the time that vehicles would arrive and depart the Proj ect Site. By contrast, there currently is no staggering of student start/dismiss al times at Compton Community School.

In summary, the vehicle queuing issues asserted in the comment at the existing Compton Community School are unique to that site an d are not expected at the Project.

City Comment No. 5:

Project Trip Assignment - The Project trip distribu tion shows 60% of the ingress traffic coming from the east, 35% coming from the w est and 5% coming from the north. However, the analysis gives no justification for the disparity between the percentage of trips coming from the west versus the percentage of trips coming from the east. Unless there is justification provided fo r this disparity, the trip distribution between trips coming from the east and west should be equal or close to it.

LLG Response to Comment No. 5:

See Response to Comment No. 2. The project trip as signment has been updated accordingly. See revised Figure 5.

Robert Delgadillo
June 23, 2023

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U:\0594\corres\LLG Responses to City Comments (06.23.23).docx City Comment No. 6:

Traffic Volume Forecast - Project traffic volumes u sed for the forecast shall be the Project trips without any reduction. Also, almost a ll the Project vehicle trips shall be distributed between the period of 7:30AM and 8:00AM and for a 30-minute period near the Dismissal time.

LLG Response to Comment No. 6:

See Response to Comment No. 2. As stated in Respon se to Comment No., 2, Project vehicle trips will occur over a two-hour period in the morning as a result of the school’s early breakfast/early care program and the staggering of student start times, with the highest concentration of vehicle trips occ urring between 6:45 and 8:15 a.m. (i.e., a 90-minute period). A similar dispersion o f vehicle trips (i.e., over a 90-minute or longer timeframe) is expected during the afterno on dismissal period because of the staggering of student dismissal times, as well as a fterschool programs that will be offered at the Project. The comment letter does not provide any data to support the assertion that all school-related trips will occur within a 30-minute window during the student arrival and departure periods.

As further noted in Response to Comment No. 2, the forecast vehicle queues listed in the revised Table 2 is for the 95
th percentile; that is, the reported vehicle queues a re the highest 5% (or approximately 3 minutes) of acti vity during a 60-minute peak hour. During the remainder of the peak hour, the v ehicle queues will be less than what is reported in Table 2. Thus, for northbound Pearl Avenue approaching Compton Boulevard, the forecast vehicle queue is on ly expected for approximately 3 minutes during the AM peak hour. The vehicle queue will be less than 120 feet for the remaining 57 minutes of the peak hour.

Similarly, the updated onsite vehicle queuing analy sis indicates a forecast peak queue (95
th percentile) of 10 vehicles. As stated in the tran sportation study, the school’s onsite drop-off/pick-up area can accommodate 15 veh icles in a single line (with capacity for an additional 15 vehicles if queued in a double line). Therefore, even under the worst-case trip generation assumptions re quested in Comment No. 3 (no adjustment for student staggering and no adjustment for students walking to school or utilizing public transit), the forecast onsite peak vehicle queues associated with student drop-off can be readily accommodated onsite . As the vehicle queueing studies report the 95 th percentile (highest 3 minutes) vehicle queue lengths, there is no need to evaluate operations over a 30-minute as requested in the comment letter.

Robert Delgadillo
June 23, 2023

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U:\0594\corres\LLG Responses to City Comments (06.23.23).docx City Comment No. 7:

Operational Analysis - The queue analysis and the t raffic impact analysis at the intersections need to be redone with no reduction t o the project trips. The disparity in the trip distribution needs to be corrected, unless justification for the disparity is provided. The analysis shall be done with almost al l the project trips generated between 7:30AM and 8:00AM and most of the project t rips distributed over a 30- minute period near the Dismissal time. The traffic impact analysis at the intersection of Pearl Avenue and Compton Boulevard needs to rean alyzed showing 10% of the egress trips on northbound Pearl Avenue at Compton Boulevard still making a left turn or through movements. This increased delay for northbound Pearl Avenue at Compton Boulevard also needs to be factored into th e estimated onsite peak vehicle queue analysis.

LLG Response to Comment No. 7:

See Response to Comment Nos. 2 and 6. As previousl y stated in Response to Comment No. 2, based on the supplemental analysis, vehicle queues on northbound Pearl Avenue will not extend to the school’s outbound driveway as otherwise asserted in the comment letter.

City Comment No. 8:

Charter School with significantly more traffic volu mes on Compton Boulevard (increased delay) factored into the analysis. Also, the peak vehicle queue analysis was done using the reduced project trips, which is not justified as previously stated and the analysis evenly dispersed the vehicle trips over a 60-minute period when almost all the vehicle trips will be dispersed over the 30-minute period of 7:30AM and 8:00AM. Therefore, the onsite peak vehicle queu e needs to be re-analyzed with no reduction in the project vehicle trips with most of the trips arriving between the 30-minute period of 7:30AM and 8:00AM. The analysis also needs to consider the delay for northbound right turn traffic on Pearl Av enue at Compton Boulevard that may cause the vehicle queue to extend to the Project driveway that will slow down the egress rate and cause the ingress queue to increase.

LLG Response to Comment No. 8:

This comment is similar to the statements provided in Comment No. 7. Therefore, see Response to Comment No. 7. As previously state d in Response to Comment No. 2, based on the supplemental analysis, vehicle queu es on northbound Pearl Avenue will not extend to the school’s outbound driveway a s otherwise asserted in the comment letter. Therefore, the onsite student drop -off/pick-up operations at the Project Site will not be affected by traffic operat ions at the Pearl Avenue / Compton Boulevard intersection as incorrectly asserted in the comment letter.

Robert Delgadillo
June 23, 2023

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U:\0594\corres\LLG Responses to City Comments (06.23.23).docx City Comment No. 9:

Not enough information (plans, details, etc.) provi ded. Further review will be required when plans and more details submitted.

LLG Response to Comment No. 9:

Applicant is providing requested plans.

c: File

Attachments
• Revised Figure 5 – Project Trip Distribution
• Revised Table 1 – Project Trip Generation
• Revised Table 2 – Summary of Delays, Levels of Service and Vehicle Queuing
• Revised Appendix B – M/M/s Queuing Model Output
• Revised Appendix C – HCM Data Worksheets

Table 1
PROJECT TRIP GENERATION [1]
22-Mar-23
DAILY
TRIP ENDS [2]

LAND USE SIZE VOLUMES IN OUT IN OUT IN OUT TOTAL
Proposed Project
Charter Middle School [4] 500 Students 925 270 250 520 176 184 360 28 52 80 NET INCREASE DRIVEWAY TRIPS 925 270 250 520 176 184 360 28 52 80 [1] Source: ITE Trip Generation Manual, 11th Edition, 2021. [2] Trips are one-way traffic movements, entering or leaving. [3] Dismissal Peak Hour rate from PM Peak Hour of Generator. [4] ITE Land Use Code 536 (Charter Elementary School) trip generation average rates per number of students. - Daily Trip Rate: 1.85 trips/student; 50% inbound and 50% outbound - AM Peak Hour Trip Rate: 1.04 trips/student; 52% inbound/48% outbound - PM Peak Hour of Generator: 0.72 trips/student; 49% inbound/51% outbound - PM Peak Hour Trip Rate: 0.16 trips/student; 35% inbound/65% outbound

PM PEAK HOUR
VOLUMES [2]

TOTALTOTAL

AM PEAK HOUR
VOLUMES [2]

DISMISSAL PEAK HOUR
VOLUMES [2], [3]
LINSCOTT, LAW & GREENSPAN, engineers
LLG Ref. 1-22-0594-1
KIPP Compton Middle School
22-Mar-23
NO.

INTERSECTION
CONTROL TRAFFIC MOVEMENT PEAK HOUR DELAY [2] LOS [3] QUEUE [4] DELAY [2] LOS [3] QUEUE [4]

CHANGE IN
QUEUE [5]
1 Pearl Avenue / Unsignalized NB Left/Through/Right AM 16.4 C 5.0 27.2 D 120.0 115.0 Compton Boulevard Dismissal 19.2 C 2.5 34.1 D 107.5 105.0 PM 25.4 D 7.5 21.0 C 22.5 15.0
SB Left/Through/Right AM 31.1 D 10.0 35.9 E 12.5 2.5
Dismissal 15.8 C 5.0 17.1 C 5.0 0.0
PM 20.1 C 7.5 20.5 C 7.5 0.0
EB Left AM 11.6 B 0.0 11.6 B 0.0 0.0
Dismissal 9.3 A 2.5 9.3 A 2.5 0.0
PM 9.4 A 2.5 9.4 A 2.5 0.0
WB Left AM 9.5 A 0.0 10.0 B 0.0 0.0
Dismissal 11.7 B 0.0 12.3 B 0.0 0.0
PM 11.8 B 0.0 11.9 B 0.0 0.0
2 Mayo Avenue / Signalized NB Left/Through/Right AM 25.4 C 51.2 25.4 C 51.2 0.0 Compton Boulevard Dismissal 25.0 C 32.9 25.0 C 32.9 0.0 PM 25.2 C 42.4 25.2 C 42.4 0.0
SB Left/Through/Right AM 25.4 C 52.9 25.7 C 61.8 8.9
Dismissal 24.9 C 30.4 25.1 D 37.8 7.4
PM 25.3 C 45.7 25.3 C 46.5 0.8
EB Left AM 30.6 C 6.8 32.2 C 73.8 67.0
Dismissal 30.6 C 9.3 31.8 C 58.0 48.7
PM 30.7 C 13.5 31.1 C 27.2 13.7
EB Through AM 23.1 C 250.5 24.9 C 300.4 49.9
Dismissal 32.4 C 442.3 38.6 D 515.2 72.9
PM 36.5 D 492.3 38.6 D 515.5 23.2
EB Right AM 17.2 B 4.4 20.2 C 109.1 104.7
Dismissal 17.3 B 8.2 19.2 B 76.0 67.8
PM 17.4 B 10.0 17.7 B 21.7 11.7
WB Left AM 30.6 C 5.9 33.7 C 131.4 125.5
Dismissal 30.6 C 9.3 32.6 C 88.9 79.6
PM 30.7 C 10.9 31.0 C 22.9 12.0
WB Through AM 33.1 C 432.9 33.1 C 432.9 0.0
Dismissal 23.2 C 237.7 23.2 C 237.7 0.0
PM 23.8 C 252.5 23.8 C 252.5 0.0
WB Right AM 33.2 C 424.2 33.2 C 424.2 0.0
Dismissal 23.3 C 233.0 23.3 C 233.0 0.0
PM 23.8 C 247.7 23.8 C 247.7 0.0
Table 2
SUMMARY OF DELAYS, LEVELS OF SERVICE, AND VEHICLE QUEUING [1]

WEEKDAY AM, DISMISSAL, AND PM PEAK HOURS
YEAR 2023 EXISTING

INTERSECTION
YEAR 2023 EXISTING WITH PROJECT
LINSCOTT, LAW & GREENSPAN, engineers
LLG Ref. 1-22-0594-1
KIPP Compton Middle School
[1] Intersection analysis results and vehicle queuing per the Highway Capacity Manual (HCM) methodology for signalized and unsig nalized intersections. [2] Control delay reported in seconds per vehicle.
[3] Signalized Intersection Levels of Service were based on the following criteria: Unsignalized Intersection Levels of Serv ice were based on the following criteria:

Control Delay (s/veh)
LOS Control Delay (s/veh) LOS
<= 10 A <= 10 A
> 10-20 B > 10-15 B
> 20-35 C > 15-25 C
> 35-55 D > 25-35 D
> 55-80 E > 35-50 E
> 80 F > 50 F
[4] The 95th percentile queue is the maximum back of queue with 95th percentile traffic volumes. The HCM 7th Edition methodolog y worksheets report queues in number of vehicles, however an average vehicle length of 25 feet was assumed for analysis purposes.

The reported queues therefore represent the calculated maximum back of queue in feet. [5] Represents the change in calculated maximum back of queue (in feet) due to the addition of Project-related traffic.

LINSCOTT, LAW & GREENSPAN, engineers
LLG Ref. 1-22-0594-1
KIPP Compton Middle School
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-22-0594-1 KIPP Compton Middle School
U:\0594\memo\0594-Appendix Covers.docx

APPENDIX B

M/M/S QUEUING MODEL OUTPUT
Queuing M/M/s (Multi‐Channel) This workbook is a companion of Kardi Teknomo's tutorial on Arrival rate, lambda 250 customers/hour Queuing Theory
Mean service time, miu 60 customers/hour Copyright © 2014 by Kardi Teknomo Computation of the Probability of empty server, P0 Number of servers, s6 ( m a x = 50) Visit the complete version of this tutorial in n 0123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 http://people.revoledu.com/kardi/tutorial adden for each n 1 4.1667 8.6806 12.056 12.559 10.466 7. 2678 4.326 2.2531 1.0431 0.4346 0.1646 0.0572 0.0183 0.0055 0.0015 0.0004 1E ‐04 2E ‐05 5E ‐06 1E ‐06 2E ‐07 4E ‐08 7E ‐09 1E ‐09 2E ‐10 3E ‐11 5E ‐12 7E ‐13 1E ‐13 1E ‐14 2E ‐15 3E ‐16 3E ‐17 4E ‐18 5E ‐19 6E ‐20 6E ‐21 7E ‐22 7E ‐23 8E ‐24 8E ‐25 8E ‐26 7E ‐27 7E ‐28 6E ‐29 6E ‐30 5E ‐31 5E ‐32 4E ‐33 3.20895E ‐34 Economic Analysis of Queue denominator adden 1 4.1667 8.6806 12.056 12.559 10.466 0 0 0 00000000000000000000000000000000000000000 0 Waiting cost per time period per each unit, Cw 1 $/Hour Service cost per time period for each channel, Cs 1 $/Hour Computation of Optimization Table Number of servers, k 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 Queuing Performances Average system length, L 100 100 100 100 7.2674 4.9101 4.4017 4.245 4.1925 4. 1749 4.1692 4.1674 4.1669 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1 667 4.1667 4.1667 4.1667 4.1667 4.1667 utilization single server, rho 4.166666667 Service cost 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 Utilization factor, U 69% OK Waiting Cost 100 100 100 100 7.2674 4.9101 4.4017 4.245 4.1925 4. 1749 4.1692 4.1674 4.1669 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1 667 4.1667 4.1667 4.1667 4.1667 4.1667 Prob. Empty system, P0 1% Total cost 101 102 103 104 12.267 10.91 11.402 12.245 13. 193 14.175 15.169 16.167 17.167 18. 167 19.167 20.167 21.167 22.167 23. 167 24.167 25.167 26.167 27.1 67 28.167 29.167 30.167 31.167 32.167 33.167 34.167 35.167 36.167 37.167 38. 167 39.167 40.167 41.167 42.167 43.167 44.167 45.167 46.167 47.167 48.16 7 49.167 50.167 51.167 52.167 53.167 54.167 Average queue length Lq 0.7434 customers optimum s e r v e r 00000600000000000000000000000000000000000000000000 Average system length L 4.9101 customers
Average waiting in queue Wq 0.0030 hour = Queuing Performances Table Average waiting in system W 0.0196 hour = Number of servers, k 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 Prob. of waiting 32.71% utilization single server, rho 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.16 67 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.166 7 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 Optimum number of servers 6 Utilization factor, U 417% 208% 139% 104% 83% 69% 60% 52% 46% 42% 38% 35% 32% 30% 28% 26% 25% 23% 22% 21% 20% 19% 18% 17% 17% 16% 15% 15% 14% 14% 13% 13% 13% 12% 12% 12% 11% 11% 11% 10% 10 % 10% 10% 9% 9% 9% 9% 9% 9% 8% Prob. Empty system, P0 0.0% 0.0% 0.0% 0.0% 1.0% 1.4% 1.5% 1.5% 1.5% 1.5% 1. 5% 1.6% 1.6% 1.6% 1.6% 1.6% 1.6% 1.6% 1.6% 1.6% 1.6% 1. 6% 1.6% 1.6% 1.6% 1.6% 1. 6% 1.6% 1.6% 1.6% 1.6% 1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 %1 . 6 % Number of customers Probability Sum Average queue length Lq 100 100 100 100 3.1007 0.7434 0.235 0. 0784 0.0259 0.0082 0.0025 0.0007 0.0002 5E ‐05 1E ‐05 3E ‐06 6E ‐07 1E ‐07 3E ‐08 5E ‐09 1E ‐09 2E ‐10 3E ‐11 5E ‐12 7E ‐13 1E ‐13 2E ‐14 2E ‐15 3E ‐16 4E ‐17 6E ‐18 7E ‐19 8E ‐20 1E ‐20 1E ‐21 1E ‐22 1E ‐23 1E ‐24 2E ‐25 2E ‐26 2E ‐27 1E ‐28 1E ‐29 1E ‐30 1E ‐31 1E ‐32 9E ‐34 7E ‐35 6E ‐36 5E ‐37 0 1.38% 1.38% Average system length L 100 100 100 100 7.2674 4.9101 4.4017 4.245 4.1925 4.1749 4.1692 4.1674 4.1669 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4 .1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4. 1667 4.1667 4.1667 4.1667 4.1667 4.1667 1 5.73% 7.11% Average waiting in queue Wq 100 100 100 100 0.0124 0.003 0.0009 0.0003 0.0001 3E ‐05 1E ‐05 3E ‐06 8E ‐07 2E ‐07 5E ‐08 1E ‐08 3E ‐09 5E ‐10 1E ‐10 2E ‐11 4E ‐12 7E ‐13 1E ‐13 2E ‐14 3E ‐15 5E ‐16 7E ‐17 9E ‐18 1E ‐18 2E ‐19 2E ‐20 3E ‐21 3E ‐22 4E ‐23 5E ‐24 5E ‐25 6E ‐26 6E ‐27 6E ‐28 6E ‐29 6E ‐30 6E ‐31 5E ‐32 5E ‐33 5E ‐34 4E ‐35 3E ‐36 3E ‐37 2E ‐38 2E ‐39 2 11.94% 19.04% Average waiting in system W 100 100 100 100 0.0291 0.0196 0.0176 0.017 0.0168 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0 .0167 0.0167 0.0167 0.0167 0.0167 0. 0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0. 0167 0.0167 0.0167 0.0167 0.0167 0. 0167 0.0167 0.0167 0.0167 0.0167 0.0167 3 16.58% 35.62% Prob. of waiting, Pw 0.0% 0.0% 0.0% 0.0% 62.0% 32.7% 16.0% 7.2% 3.0% 1.2% 0. 4% 0.1% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 4 17.27% 52.90%
5 14.39% 67.29%
6 10.00% 77.28%
7 6.94% 84.22%
8 4.82% 89.05%
9 3.35% 92.39%
10 2.32% 94.72%
11 1.61% 96.33%
12 1.12% 97.45%
13 0.78% 98.23%
14 0.54% 98.77%
15 0.38% 99.15%
16 0.26% 99.41%
17 0.18% 99.59%
18 0.13% 99.71%
19 0.09% 99.80% to unprotect passwd = 1
20 0.06% 99.86% BIG
21 0.04% 99.90%
22 0.03% 99.93%
23 0.02% 99.95%
24 0.01% 99.97%
25 0.01% 99.98%
26 0.01% 99.98%
27 0.00% 99.99%
28 0.00% 99.99%
29 0.00% 99.99%
30 0.00% 100.00%
31 0.00% 100.00%
32 0.00% 100.00%
33 0.00% 100.00%
34 0.00% 100.00%
35 0.00% 100.00%
36 0.00% 100.00%
37 0.00% 100.00%
38 0.00% 100.00%
39 0.00% 100.00%
40 0.00% 100.00%
41 0.00% 100.00%
42 0.00% 100.00%
43 0.00% 100.00%
44 0.00% 100.00%
45 0.00% 100.00%
46 0.00% 100.00%
47 0.00% 100.00%
48 0.00% 100.00%
49 0.00% 100.00%
50 0.00% 100.00%
>50 0.00% 100.00%
Sum 100.00%
This workbook is a companion of
Kardi Teknomo's tutorial on
Queuing Theory
Copyright © 2014 by Kardi Teknomo
Visit the complete version of this tutorial in http://people.revoledu.com/kardi/tutorial 0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Cost
Number of servers
Queuing Optimization
Service cost
Waiting Cost
Total cost
11 0
0 !!
nss
n
sP ns s 



   

0%
5%
10%
15%
20%
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 Number of customers
Probability Pn
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0 1 02 03 04 05 06 0
Utilization factor, U
Number of servers, k

0.0%

0.2%

0.4%

0.6%

0.8%

1.0%

1.2%

1.4%

1.6%

1.8%
0 1 02 03 04 05 06 0
Prob. Empty system, P0
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average queue length Lq
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average system length L
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average waiting in queue Wq
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average waiting in system W
Number of servers, k

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%
0 1 02 03 04 05 06 0
Prob. of waiting, Pw
Number of servers, k
0 20
40 60
80 100
120
0 2 04 06 08 0 1 0 0 1 2 0
Average waiting in system W
Average system length L
Little's Law
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-22-0594-1 KIPP Compton Middle School
U:\0594\memo\0594-Appendix Covers.docx

APPENDIX C

HCM AND LEVELS OF SERVICE EXPLANATION
HCM DATA WORKSHEETS – WEEKDAY AM, DISMISSAL,

AND PM PEAK HOURS

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.

LEVEL OF SERVICE FOR UNSIGNALIZED INTERSECTIONS

In the Highway Capacity Manual (HCM), published by the Transportation Research Board, 2010, level of service for unsignalized intersections is defined in terms of delay, which is a measure of driver discomfort, frustration, fuel consumption, and lost 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 incidents, control, traffic, or geometric delay. Only the portion of total delay attributed to the traffic control measures, either traffic signals or stop signs, 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 unsignalized intersections are stated in terms of the average control delay per vehicle. The level of service is determined by the computed or measured control delay and is defined for each minor movement. Average control delay for any particular minor movement is a function of the service time for the approach and the degree of utilization. (Level of service is not defined for the intersection as a whole for two-way stop controlled intersections.)

Level of Service Criteria for TWSC/AWSC Intersections
Level of Service
Average Control Delay
(Sec/Veh)
A ≤ 10
B > 10 and ≤ 15
C > 15 and ≤ 25
D > 25 and ≤ 35
E > 35 and ≤ 50
F > 50

LOS A describes operations with very low control delay, up to 10 seconds per vehicle.

LOS B describes operations with control delay greater than 10 and up to 15 seconds per vehicle.

LOS C describes operations with control delay greater than 15 and up to 25 seconds per vehicle.

LOS D describes operations with control delay greater than 25 and up to 35 seconds per vehicle.

LOS E describes operations with control delay greater than 35 and up to 50 seconds per vehicle.

LOS F describes operations with control delay in excess of 50 seconds per vehicle. For two-way stop controlled intersections, LOS F exists when there are insufficient gaps of suitable size to allow side-street demand to safely cross through a major-street traffic stream. This level of service is generally evident from extremely long control delays experienced by side-street traffic and by queuing on the minor-street approaches.

HCS Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 3/23/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing - AM Peak Hour Factor 0.87
Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 6 685 1 0 10 1068 10 3 1 14 6 3 9
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 7 11 21 21
Capacity, c (veh/h) 552 820 337 158
v/c Ratio 0.01 0.01 0.06 0.13
95% Queue Length, Q₉₅ (veh) 0.0 0.0 0.2 0.4
Control Delay (s/veh) 11.6 9.5 16.4 31.1
Level of Service (LOS) B A C D
Approach Delay (s/veh) 0.1 0.1 16.4 31.1
Approach LOS A A C D
Copyright © 2023 University of Florida. All Rights Reserved. HC S™ TWSC Version 2023 Generated: 3/23/2023 8:05:37 AM

1. Existing - AM.xtw
HCS Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 3/22/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Ex with Project - AM Peak Hour Factor 0.87 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 6 807 1 0 10 1068 10 28 1 239 6 3 9
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 7 11 308 21
Capacity, c (veh/h) 552 726 461 137
v/c Ratio 0.01 0.02 0.67 0.15
95% Queue Length, Q₉₅ (veh) 0.0 0.0 4.8 0.5
Control Delay (s/veh) 11.6 10.0 27.2 35.9
Level of Service (LOS) B B D E
Approach Delay (s/veh) 0.1 0.1 27.2 35.9
Approach LOS A A D E
Copyright © 2023 University of Florida. All Rights Reserved. HC S™ TWSC Version 2023 Generated: 3/22/2023 2:48:12 PM

1. Existing with Project - AM.xtw
HCS Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 3/23/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing - Dismissal Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1115 4 0 7 647 3 3 0 5 1 1 13
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 17 8 9 17
Capacity, c (veh/h) 863 544 263 352
v/c Ratio 0.02 0.01 0.03 0.05
95% Queue Length, Q₉₅ (veh) 0.1 0.0 0.1 0.2
Control Delay (s/veh) 9.3 11.7 19.2 15.8
Level of Service (LOS) A B C C
Approach Delay (s/veh) 0.1 0.1 19.2 15.8
Approach LOS A A C C
Copyright © 2023 University of Florida. All Rights Reserved. HC S™ TWSC Version 2023 Generated: 3/23/2023 8:06:37 AM

1. Existing - Dismissal.xtw
HCS Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 3/22/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Ex w/ Project - Dismissal Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1194 4 0 7 647 3 21 0 171 1 1 13
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 17 8 216 17
Capacity, c (veh/h) 863 502 331 315
v/c Ratio 0.02 0.02 0.65 0.05
95% Queue Length, Q₉₅ (veh) 0.1 0.0 4.3 0.2
Control Delay (s/veh) 9.3 12.3 34.1 17.1
Level of Service (LOS) A B D C
Approach Delay (s/veh) 0.1 0.1 34.1 17.1
Approach LOS A A D C
Copyright © 2023 University of Florida. All Rights Reserved. HC S™ TWSC Version 2023 Generated: 3/22/2023 2:30:39 PM

1. Existing with Project - Dismissal.xtw
HCS Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 3/23/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing - PM Peak Hour Factor 0.93
Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1189 5 0 3 708 10 6 1 8 3 2 14
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 16 3 16 20
Capacity, c (veh/h) 832 531 193 259
v/c Ratio 0.02 0.01 0.08 0.08
95% Queue Length, Q₉₅ (veh) 0.1 0.0 0.3 0.3
Control Delay (s/veh) 9.4 11.8 25.4 20.1
Level of Service (LOS) A B D C
Approach Delay (s/veh) 0.1 0.0 25.4 20.1
Approach LOS A A D C
Copyright © 2023 University of Florida. All Rights Reserved. HC S™ TWSC Version 2023 Generated: 3/23/2023 8:35:13 AM

1. Existing - PM.xtw
HCS Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 3/22/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing w/ Project - PM Peak Hour Factor 0.93 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1202 5 0 3 708 10 11 1 55 3 2 14
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 16 3 72 20
Capacity, c (veh/h) 832 524 296 253
v/c Ratio 0.02 0.01 0.24 0.08
95% Queue Length, Q₉₅ (veh) 0.1 0.0 0.9 0.3
Control Delay (s/veh) 9.4 11.9 21.0 20.5
Level of Service (LOS) A B C C
Approach Delay (s/veh) 0.1 0.0 21.0 20.5
Approach LOS A A C C
Copyright © 2023 University of Florida. All Rights Reserved. HC S™ TWSC Version 2023 Generated: 3/22/2023 2:52:40 PM

1. Existing with Project - PM.xtw
HCS Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Mar 23, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing - AM PHF 0.94 Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 7:30 Intersection Mayo / Compton File Name 2. Existing - AM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 8 692 7 7 1041 19 28 22 13 25 19 21 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 2.4 2.3 4.6 4.7
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.7 0.7 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 9 736 7 7 566 562 67 69 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1858 1582 1588 Queue Service Time ( g s ), s 0.4 14.5 0.3 0.3 24.1 24.1 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 0.4 14.5 0.3 0.3 24.1 24.1 2.6 2.7 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 712 480 479
Volume-to-Capacity Ratio ( X ) 0.027 0.539 0.012 0.024 0.789 0.789 0.140 0.144 Back of Queue ( Q ), ft/ln ( 95 th percentile) 6.8 250.5 4.4 5.9 432.9 424.2 51.2 52.9 Back of Queue ( Q ), veh/ln ( 95 th percentile) 0.3 9.9 0.2 0.2 17.0 17.0 2.0 2.1 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 30.6 21.6 17.2 30.5 24.5 24.5 25.1 25.2 Incremental Delay ( d 2 ), s/veh 0.0 1.5 0.0 0.0 8.6 8.7 0.2 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 30.6 23.1 17.2 30.6 33.1 33.2 25.4 25.4 Level of Service (LOS) C C B C C C C C
Approach Delay, s/veh / LOS 23.1 C 33.1 C 25.4 C 25.4 C Intersection Delay, s/veh / LOS 28.9 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.11 A 1.42 A 0.60 A 0.60 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 2023 Generated: 3/23/2023 8:38:18 AM HCS Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Mar 22, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing with
Project - AM
PHF 0.94
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 7:30 Intersection Mayo / Compton File Name 2. Existing with Project - AM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 83 817 154 142 1041 19 28 22 13 25 33 21 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 5.9 8.9 4.6 5.3
Green Extension Time ( g e ), s 0.1 0.0 0.1 0.0 0.8 0.8 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 88 869 164 151 566 562 67 84 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1858 1574 1639 Queue Service Time ( g s ), s 3.9 17.9 6.4 6.9 24.1 24.1 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 3.9 17.9 6.4 6.9 24.1 24.1 2.6 3.3 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 712 477 490
Volume-to-Capacity Ratio ( X ) 0.279 0.637 0.270 0.477 0.789 0.789 0.140 0.172 Back of Queue ( Q ), ft/ln ( 95 th percentile) 73.8 300.4 109.1 131.4 432.9 424.2 51.2 64.8 Back of Queue ( Q ), veh/ln ( 95 th percentile) 2.9 11.8 4.3 5.2 17.0 17.0 2.0 2.6 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 32.0 22.6 19.1 33.2 24.5 24.5 25.1 25.4 Incremental Delay ( d 2 ), s/veh 0.2 2.3 1.1 0.4 8.6 8.7 0.2 0.3 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 32.2 24.9 20.2 33.7 33.1 33.2 25.4 25.7 Level of Service (LOS) C C C C C C C C
Approach Delay, s/veh / LOS 24.8 C 33.2 C 25.4 C 25.7 C Intersection Delay, s/veh / LOS 29.1 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.41 A 1.54 B 0.60 A 0.63 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 2023 Generated: 3/22/2023 2:39:32 PM HCS Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Mar 23, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing -
Dismissal
PHF 0.94
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 15:00 Intersection Mayo / Compton File Name 2. Existing - Dismissal.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 11 1096 13 11 627 15 13 11 17 27 3 8 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 2.5 2.5 3.7 3.7
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.4 0.4 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 12 1166 14 12 343 340 44 40 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1855 1612 1463 Queue Service Time ( g s ), s 0.5 27.0 0.5 0.5 12.5 12.5 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 0.5 27.0 0.5 0.5 12.5 12.5 1.7 1.7 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 483 459
Volume-to-Capacity Ratio ( X ) 0.037 0.854 0.023 0.037 0.478 0.478 0.090 0.088 Back of Queue ( Q ), ft/ln ( 95 th percentile) 9.3 442.3 8.2 9.3 237.7 233 32.9 30.4 Back of Queue ( Q ), veh/ln ( 95 th percentile) 0.4 17.4 0.3 0.4 9.4 9.3 1.3 1.2 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 30.6 25.4 17.3 30.6 21.0 21.0 24.8 24.8 Incremental Delay ( d 2 ), s/veh 0.0 7.0 0.1 0.0 2.3 2.3 0.1 0.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 30.6 32.4 17.3 30.6 23.2 23.3 25.0 24.9 Level of Service (LOS) C C B C C C C C
Approach Delay, s/veh / LOS 32.2 C 23.4 C 25.0 C 24.9 C Intersection Delay, s/veh / LOS 28.8 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.47 A 1.06 A 0.56 A 0.55 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 2023 Generated: 3/23/2023 8:39:35 AM HCS Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Mar 22, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing with
Project -
Dismissal
PHF 0.94
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 15:00 Intersection Mayo / Compton File Name 2. Existing with Project - Dismissal.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 66 1188 111 99 627 15 13 11 17 27 12 8 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 5.0 6.7 3.7 3.9
Green Extension Time ( g e ), s 0.0 0.0 0.1 0.0 0.5 0.5 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 70 1264 118 105 343 340 44 50 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1855 1608 1534 Queue Service Time ( g s ), s 3.0 30.5 4.5 4.7 12.5 12.5 0.0 0.2 Cycle Queue Clearance Time ( g c ), s 3.0 30.5 4.5 4.7 12.5 12.5 1.7 1.9 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 482 472
Volume-to-Capacity Ratio ( X ) 0.222 0.926 0.194 0.333 0.478 0.478 0.091 0.106 Back of Queue ( Q ), ft/ln ( 95 th percentile) 58 515.2 76 88.9 237.7 233 32.9 37.8 Back of Queue ( Q ), veh/ln ( 95 th percentile) 2.3 20.3 3.0 3.5 9.4 9.3 1.3 1.5 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 31.7 26.5 18.5 32.3 21.0 21.0 24.8 24.9 Incremental Delay ( d 2 ), s/veh 0.1 12.1 0.7 0.2 2.3 2.3 0.1 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 31.8 38.6 19.2 32.6 23.2 23.3 25.0 25.1 Level of Service (LOS) C D B C C C C C
Approach Delay, s/veh / LOS 36.7 D 24.5 C 25.0 C 25.1 C Intersection Delay, s/veh / LOS 32.1 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.69 B 1.14 A 0.56 A 0.57 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 2023 Generated: 3/22/2023 2:31:45 PM HCS Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Mar 23, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing - PM PHF 0.95 Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 17:00 Intersection Mayo / Compton File Name 2. Existing - PM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 16 1175 16 13 671 17 18 12 23 23 9 25 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 2.7 2.6 4.2 4.4
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.6 0.6 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 17 1237 17 14 364 361 56 60 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1854 1586 1551 Queue Service Time ( g s ), s 0.7 29.5 0.6 0.6 13.4 13.4 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 0.7 29.5 0.6 0.6 13.4 13.4 2.2 2.4 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 476 470
Volume-to-Capacity Ratio ( X ) 0.053 0.906 0.028 0.043 0.507 0.507 0.117 0.128 Back of Queue ( Q ), ft/ln ( 95 th percentile) 13.5 492.3 10 10.9 252.5 247.7 42.4 45.7 Back of Queue ( Q ), veh/ln ( 95 th percentile) 0.5 19.4 0.4 0.4 9.9 9.9 1.7 1.8 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 30.7 26.2 17.3 30.7 21.2 21.2 25.0 25.1 Incremental Delay ( d 2 ), s/veh 0.0 10.2 0.1 0.0 2.6 2.6 0.2 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 30.7 36.5 17.4 30.7 23.8 23.8 25.2 25.3 Level of Service (LOS) C D B C C C C C
Approach Delay, s/veh / LOS 36.1 D 23.9 C 25.2 C 25.3 C Intersection Delay, s/veh / LOS 31.3 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.54 B 1.10 A 0.58 A 0.59 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 2023 Generated: 3/23/2023 8:40:17 AM HCS Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Mar 22, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing with
Project - PM
PHF 0.95
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 17:00 Intersection Mayo / Compton File Name 2. Existing with Project - PM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 32 1201 34 27 671 17 18 12 23 23 10 25 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 3.4 3.2 4.2 4.4
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.6 0.6 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 34 1264 36 28 364 361 56 61 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1854 1585 1557 Queue Service Time ( g s ), s 1.4 30.5 1.3 1.2 13.4 13.4 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 1.4 30.5 1.3 1.2 13.4 13.4 2.2 2.4 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 476 471
Volume-to-Capacity Ratio ( X ) 0.106 0.926 0.059 0.090 0.507 0.507 0.117 0.130 Back of Queue ( Q ), ft/ln ( 95 th percentile) 27.2 515.5 21.7 22.9 252.5 247.7 42.4 46.5 Back of Queue ( Q ), veh/ln ( 95 th percentile) 1.1 20.3 0.9 0.9 9.9 9.9 1.7 1.8 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 31.0 26.5 17.5 30.9 21.2 21.2 25.0 25.1 Incremental Delay ( d 2 ), s/veh 0.1 12.1 0.2 0.0 2.6 2.6 0.2 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 31.1 38.6 17.7 31.0 23.8 23.8 25.2 25.3 Level of Service (LOS) C D B C C C C C
Approach Delay, s/veh / LOS 37.9 D 24.1 C 25.2 C 25.3 C Intersection Delay, s/veh / LOS 32.5 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.59 B 1.11 A 0.58 A 0.59 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 2023 Generated: 3/22/2023 2:44:30 PM WWW.NV5.com

April 12, 2023

Robert Delgadillo, Senior Planner
City of Compton - Community Development Dept. Planning Division 205 South Willowbrook Avenue
Compton, CA 90220

Subject: VEHICLE QUEUEING AND OPERATIONAL ANALYSIS FOR THE KIPP COMPTON MIDDLE SCHOOL Architectural Review Board (ARB) Case No. 23-00031: 900 E. COMPTON BLVD, COMPTON – Second Submittal

RE: Second Review by NV5

On March 28, 2023, Franco Architects Inc. submitted to the City the revised Vehicle Queueing and Operational Analysis prepared by Linscott, Law & Greenspan, Engineers (LLG) for the proposed KIPP Compton Middle School at 900 E. Compton Boulevard in response to NV5’s comments to the first submittal of this analysis. Attached are LLG’s responses (in red) made to NV5’s first review comments (in black) with NV5’s second review (in blue) of the revised analysis and LLG responses.

Please let me know if you have any questions or comments.

Sincerely,

Gerald Tom, PE, TE
NV5

Attachment

cc: John Strickland, Public Works
David Niknafs, NV5

WWW.NV5.com

Second Review Comments (in blue) to LLG’s responses (in red)

1. Vehicular Project Site Access - The Project proposes driveway access on both Pearl Avenue and Mayo Avenue. Both driveways will be at the southern end of the project site, which is ideal to provide the maximum distance away from both intersections at Compton Boulevard. Therefore, the proposed driveway locations are acceptable. However, the proposed width of the driveway aprons are only 16- feet, which is only able to accommodate one-way traffic, but the parking lot configuration is designed for two-way traffic at both driveways. Therefore, both driveway aprons shall have a width of 24-feet to accommodate two-way traffic.

LLG: Franco to update driveway aprons to 24 feet. FAI: Both driveways’ aprons are revised to 24’, see A0.5.

Student Drop-Off/Pick-Up Operational Plan - The proposed right-turn only ingress and egress operation may not be adhered to during egress on Pearl Avenue at Compton Boulevard, because the traffic monitors are not able to legally direct traffic on Public Streets, so there will be some motorists still making a left turn from Pearl Avenue to Compton Boulevard that will increase delay at this intersection. This will cause a queue to form on northbound Pearl Avenue at Compton Boulevard that will reduce the drop-off/pickup rate and cause the ingress queue to increase. Onsite Vehicle Queueing Capacity - Even with the staggered start times of 7:45AM and 8:05AM, most of the vehicle trips will be made between 7:30AM and 8:00AM (not dispersed evenly over a 60-minute period as stated in the Analysis.) Therefore, the queueing capacity needs to be analyzed with almost all the project vehicle trips occurring within this 30-minute period.

LLG: As stated in LLG’s report1 KIPP will distribute the school’s drop-off/pick-up operational plan to parents and caregivers at the beginning of each school year. Parents and caregivers will be required to review and acknowledge acceptance of the plan by signature, including the requirement to turn right from northbound Pearl Avenue to eastbound Compton Boulevard upon exit.

However, as requested in comment, a supplemental analysis has been prepared by LLG which includes a revision to the Project Trip Distribution assume 10% of outbound vehicles will turn left from northbound Mayo Avenue onto westbound Compton Boulevard (see revised Figure 5). The updated intersection operations analysis is based on the assumption that 10% of vehicles will turn left from northbound Mayo Avenue onto westbound Compton Boulevard. Further, in response to Comment No. 3 below, the supplemental analysis conservatively (worst case) does not assume any reduction/adjustment to the school’s forecast peak hour vehicle trip generation related to the proposed staggering of student start and dismissal times, or the effect of the relatively high proportion of students expected to walk to school. Additionally, in response to Comment No. 5 below, the forecast assignment of vehicle trips has been updated to 50%/50% to the east and west for use in the supplemental analysis.

As shown on the revised Table 2, the supplemental analysis results in the maximum back of queue length forecast to be 120 feet on the northbound Mayo Avenue approach to the Compton Boulevard intersection. As the Project’s outbound driveway will be located approximately 165 feet south of the intersection, contrary to speculation in the comment above, queuing vehicles on northbound Mayo Avenue will not block or otherwise interfere with vehicles exiting the Project Site.

As stated in LLG’s report (page 5), the school will open up its gates 45 minutes prior to start and dismissal. This will allow parents and caregivers to arrive at the site over a greater period of time and disperse trips during the peak hour. LLG believes that analyzing trips over a one-hour time period is WWW.NV5.com

appropriate.

The onsite vehicle queuing analysis related to student drop-off and pick-up has been updated based on the trip generation comments provided below in Comment No. 3. Based on this supplemental analysis, the average onsite vehicle queue is expected to be five vehicles, and the forecast peak queue (95th percentile) is 10 vehicles. As stated in the LLG report, the school’s onsite drop-off/pick-up area can accommodate 15 vehicles in a single line (with capacity for an additional 15 vehicles if queued in a double line). If necessary, there is a total capacity for 44 vehicles to be accommodated onsite.

Therefore, even under the worst-case trip generation assumptions requested in Comment No. 3 (no adjustment for student staggering and no adjustment for students walking to school), the forecast onsite peak vehicle queues associated with student drop-off and pick-up can be readily accommodated onsite.

NV5: Most parents do not drop off students evenly over a one-hour period. Typically, the drop-off period is highly concentrated over a 15–20-minute period, which is why there are large queues experienced at schools, especially during the AM drop off period. As previously stated in the 1st review, a survey of the existing KIPP School would need to be done to see what time period most of the trips to the school occur during the AM drop off period; otherwise, the 30-minute drop off period will need to be used for this analysis. The analysis mentions the ingress queue with the two service lanes, but the queue problem is not during the ingress, but the egress when the two lanes merge into one. With only one egress lane with significant 27 sec/veh delay on Pearl Street at Compton Boulevard even with the drop off period of 60 min, this delay will significantly increase if analyzed over a 30-minute period.

This delay on Pearl Street at Compton Boulevard will impact the ingress traffic because the egress will not be able to keep up with the rate of the two-lane ingress drop off, which will cause delay to the ingress traffic, so the ingress queue will increase. The queue analysis needs to be done using the delay on northbound Pearl Street at Compton Boulevard as the service rate used for the queue analysis. LOS analysis at both intersections will need to be done with most of the project trips allocated over a 30- minute period between 7:30AM to 8:00AM.

Project Trip Generation - The analysis reduced the Project trips by 25%, because of the 20- minute staggered schedule, but this will not decrease the number of trips, but will only spread out the trips over a 30-minute period instead of a 15-minute period. The trips were reduced by another 25% due to students taking transit or walking to school, but the ITE Trip Generation rate is based on surveys of schools of actual vehicle trips generated that is in addition to a percentage of students taking transit and walk to school. Therefore, no reduction in project vehicle trips due to the staggered schedule or for students taking transit or walking to school.

LLG: See Response to Comment No. 2. The project trip generation forecast has been updated accordingly.

See revised Table 1.

2. Estimated Onsite Peak Vehicle Queue - The peak vehicle queue analysis used does not seem to accurately forecast the vehicle queueing during the drop-off period, because the vehicle queues observed during the drop-off period at the existing KIPP Compton Charter School on 134th Street are up to 40 vehicles. This is with a similar right-turn ingress and egress operation on local streets that have significantly less traffic than Compton Boulevard. Therefore, the analysis needs to look at the existing KIPP Compton School existing queues observed at what time and determine what is causing the queue.

The analysis needs to show what are the causes for the queueing at the existing KIPP Compton School and show how these causes will be mitigated for the proposed KIPP Compton.

LLG: The existing KIPP Compton Community School is an elementary school located at the end of a narrow cul-de-sac street (Water Way). Because of the configuration, there is no opportunity to utilize WWW.NV5.com

two lines of vehicle queuing to alleviate vehicle queues. Further, the relatively young age of the students means most students are driven to school and require additional time to enter and exit vehicles (e.g., due to car seats/boosters). The location of the proposed middle school is better located as it allows for a greater dispersion of arriving and departing vehicle trips (e.g., enter via Mayo Avenue, exit via Pearl Avenue) whereas all vehicle trips at the elementary school enter and exit via a narrow street (Water Way). There are relatively fewer vehicle maneuvers required for motorists within the middle school drop-off/pick-up zone as compared to the elementary school and the onsite queuing at the middle school allows for two lines of queuing, if needed. Further, the middle school project anticipates up to 50% of students will either walk/bike or take public transit, as compared to smaller proportion at the elementary school. Finally, middle school students can enter and exit vehicles in less time as compared to elementary school students. In summary, the vehicle queuing issues asserted in the comment at the existing Compton Community School are unique to that site and are not expected at the Project.

NV5: The ingress rate of the proposed school will be better than the existing one lane ingress drop off at the existing school on 134th Street. However, the egress rate of the vehicles at the existing school will be much better than the proposed school, because there is much less opposing traffic on the local streets surrounding the 134th Street School compared to the much higher volume of traffic on Compton Boulevard and the overlapping of ingress and egress project trips for the proposed school on Compton Boulevard fronting the school, which will increase the egress delay. Therefore, the vehicle queue for the proposed school will also be significant and if it is enough for the ingress traffic queue to extend back to the Mayo Avenue and Compton Boulevard intersection, then the westbound left turn ingress traffic on Compton Boulevard will have a difficulty turning into Mayo Avenue to enter the drop-off line. This will cause the westbound left turn ingress project traffic to spill over into the No. 1 westbound through lane that will cause significant delays for westbound traffic on Compton Boulevard.

3. Project Trip Assignment - The Project trip distribution shows 60% of the ingress traffic coming from the east, 35% coming from the west and 5% coming from the north. However, the analysis gives no justification for the disparity between the percentage of trips coming from the west versus the percentage of trips coming from the east. Unless there is justification provided for this disparity, the trip distribution between trips coming from the east and west should be equal or close to it.

LLG: See Response to Comment No. 2. The project trip assignment has been updated accordingly. See revised Table 5.

4. Traffic Volume Forecast - Project traffic volumes used for the forecast shall be the Project trips without any reduction. Also, almost all the Project vehicle trips shall be distributed between the period of 7:30AM and 8:00AM and for a 30-minute period near the Dismissal time.

LLG: See Response to Comment No. 2. Based on a gate opening time of 7:00 a.m., a start time for half of the students at 7:45 a.m., and a second start time for the other half of the students at 8:05 a.m., it is likely that vehicles will be arriving and departing the school site over 75- to 90- minute period during the morning drop-off period (and replicated again during the afternoon pick-up period). There is no justification to evaluate all school-related trips within a 30-minute period as suggested in the comment.

NV5: The analysis just assumes that the drop off trips will arrive evenly over a 75-to-90-minute period simply because the gates are open early with no data to prove that will happen; therefore, there is no justification to evaluate most of the school related trips over this period. There will be some school related trips early because the gates open at 7:00am, but most of the school related trips will occur within the 30-minute period, unless there is empirical data from the existing KIPP School or another similar type of school as the proposed school in Compton that shows the time period when most of the WWW.NV5.com

school related trips are generated.

5. Operational Analysis - The queue analysis and the traffic impact analysis at the intersections need to be redone with no reduction to the project trips. The disparity in the trip distribution needs to be corrected, unless justification for the disparity is provided. The analysis shall be done with almost all the project trips generated between 7:30AM and 8:00AM and most of the project trips distributed over a 30-minute period near the Dismissal time. The traffic impact analysis at the intersection of Pearl Avenue and Compton Boulevard needs to reanalyzed showing 10% of the egress trips on northbound Pearl Avenue at Compton Boulevard still making a left turn or through movements. This increased delay for northbound Pearl Avenue at Compton Boulevard also needs to be factored into the estimated onsite peak vehicle queue analysis.

LLG: See Response to Comment Nos. 2 and 6. As previously stated in Response to Comment No. 2, based on the supplemental analysis, vehicle queues on northbound Pearl Avenue will not extend to the school’s outbound driveway as suggested in the comment.

NV5: See previous comments to re-analyze the LOS at both intersections with most of the school related trips during the 7:30am to 8:00am period, unless empirical data provided shows a longer period when most of the school related trips are generated.

6. Charter School with significantly more traffic volumes on Compton Boulevard (increased delay) factored into the analysis. Also, the peak vehicle queue analysis was done using the reduced project trips, which is not justified as previously stated and the analysis evenly dispersed the vehicle trips over a 60-minute period when almost all the vehicle trips will be dispersed over the 30-minute period of 7:30AM and 8:00AM. Therefore, the onsite peak vehicle queue needs to be re-analyzed with no reduction in the project vehicle trips with most of the trips arriving between the 30-minute period of 7:30AM and 8:00AM. The analysis also needs to consider the delay for northbound right turn traffic on Pearl Avenue at Compton Boulevard that may cause the vehicle queue to extend to the Project driveway that will slow down the egress rate and cause the ingress queue to increase.

LLG: This comment essentially repeats the statements provided in Comment No. 7. Therefore, see Response to Comment No. 7.

NV5: See previous comments related to performing the operational and vehicle queue analysis during the 30-minute period instead of the 60-minute period.

7. Not enough information (plans, details, etc.) provided. Further review will be required when plans and more details submitted.

LLG: Applicant to provide.

MEMORANDUM
U:\0594\memo\0594-M2.docx
To: City of Compton Date: February 27, 2022
From: David S. Shender, P.E.

Jason A. Shender, AICP
Linscott, Law & Greenspan, En
gineers
LLG Ref: 1-22-0594-1
Subject:

Vehicle Queuing and Operational Analysis for the Proposed KIPP Compton Middle School Project

This memorandum has been prepared by Linscott, Law & Greenspan, Engineers (LLG) to provide a vehicle queuing and opera tional analysis related to the proposed KIPP Compton Middle School project (the “Project”) located at 900 E. Compton Boulevard (the “Project Site”) within the City of Compton (the “City”). The Project Site is currently vacant and is bounded by Compton Boulevard to the north, single- family homes to the south, Mayo Avenue to the east, and Pearl Avenue to the west.

The Project proposes the development a nd construction of a new three-story permanent school facility with 22 classr ooms, administrative offices, student and staff restrooms, and a multipurpose room. The Project will accommodate a maximum enrollment of 500 students in Gr ades 5 through 8. The Project Site location and general vicinity are shown in Figure 1 . The site plan and proposed vehicular and pedestrian site access scheme for the Project is presented in Figure 2.

This memorandum provides: 1) a description of the existing setting; 2) a description of the proposed Project; 3) a descrip tion of proposed stude nt drop-off/pick-up operational plan; 4) an assessment of the Project’s onsite vehicle queuing; 5) a summary of the forecast ope ration at the study inters ections with the proposed Project; and 6) an assessment of the relati ve effects of the Project at the study intersections.

Existing Setting

As noted above, the Project Site is located at 900 E. Compton Boulevard in the City of Compton. The Project Site is currently vacant and is bounded by Compton Boulevard to the north, singl e-family homes to the sout h, Mayo Avenue to the east, and Pearl Avenue to the west.

This vehicle queuing and operational analysis evaluates the potential transportation effects of the Project on the local street system. The followi ng intersections have been evaluated for potential transportation effects due to the Project:

1. Pearl Avenue / Compton Boulevard

2. Mayo Avenue / Compton Boulevard

City of Compton
February 27, 2023

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The intersections selected for analysis were identified as they are located closest to the Project Site, and therefore have the greatest potential to have adverse transportation effects related to the Project. Further away from the Project Site, Project-related traffic disperses, and thus , the potential for adverse transportation effects diminishes. The existing and Project lane configurations and traffic control devices at the study intersections an d Project driveways are provided in Figure 3. It is noted that vehicles at the outbound Pearl Avenue Project driveway along are assumed to stop before proceeding to make a right-turn movement onto Pearl Avenue, as if a stop sign were facing the outbound driveway approach.

Immediate access to the Project Site is provided via Compton Boulevard, Pearl Avenue, and Mayo Avenue. A brief description
1 of the roadways fronting the Project
Site is provided in the following paragraphs.

Pearl Avenue is a north-south oriented roadway th at borders the Project Site to the west. Within the Project study area, Pearl Avenue is design ated as a Local Street by the City. One through travel lane is generally provided in each direction on Pearl Avenue within the Project study area. There is no speed limit posted on Pearl Avenue in the Project study area, thus a prima fa cie speed limit of 25 miles per hour is assumed consistent with the California Vehicle Code Section 22352(b)(1).

Mayo Avenue is a north-south oriented roadway that borders the Project Site to the east. Within the Project study area, Mayo Ave nue is designated as a Local Street by the City. One through travel lane is generally provided in each dire ction on Mayo Avenue within the Project study area. There is no speed limit posted on Mayo Avenue in the Project study area, thus a prima facie speed limit of 25 miles per hour is assumed consistent with the California Vehicle Code Section 22352(b)(1).

Compton Boulevard is an east-west oriented roadway that borders the Project Site to the north. Within the Project study area, Compton Boulevard is designated as a Secondary Highway by the City. Two through travel lanes and Class II bicycle lanes are provided in each direction on Compton Boulevard within the Project study area.

Separate exclusive left-t urn lanes are provided in each direction on Compton Boulevard at the Pearl Avenue and Mayo Av enue intersections. Compton Boulevard has a posted speed limit of 40 miles per hour within the Project study area.

1 For reference, the street descriptions provided include designations under the City of Compton General Plan 2030, City of Compton, January 2011.

City of Compton
February 27, 2023

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Existing Traffic Volumes

Manual traffic counts of vehicular turning movements were conducted on Wednesday, January 25, 2023 at the each of the study inters ections during the weekday morning school drop-off/commute r period (AM), after noon school pick-up period (Dismissal), and afternoon (PM) commu ter 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, 2:00 PM to 4:00 PM, and 4:00 PM to 6:00 PM to determine the respective peak hour traffic volumes during the three analyzed periods.

The traffic count data at the study intersec tions were used to forecast through traffic volumes on Pearl Avenue and Mayo Avenue adjacent to the Project Site during the weekday peak hours.

The existing traffic volumes at the study intersections during the weekday AM, Dismissal, and PM peak hours are shown on Figure 4 . The summary data worksheets of the manual traffic counts at the study intersections are provided in Appendix A, attached to this memorandum.

Proposed Project Description

The Project proposes the development a nd construction of a new three-story permanent school facility with 22 classrooms, administrative offices, student and staff restrooms, and a multipurpose room. The Project will accommodate a maximum enrollment of 500 students in Grades 5 th rough 8. The Project proposes to provide a total of 44 vehicular parking spaces within an onsite surf ace parking lot. The Project site plan is illustrated in Figure 2 . Construction and occupancy of the Project is proposed to be completed by the year 2025.

As shown on Figure 2, vehicular access to the Project Site will be provided via one proposed driveway along the west side of Ma yo Avenue (i.e., along the Project Site’s easterly frontage) and one pr oposed driveway along the east side of Pearl Avenue (i.e., along the Project Site’s westerly frontage). The proposed driveways will provide access to the Project’s onsite surface parking lot, as well as the student drop- off/pick-up area. The Mayo Avenue drivew ay will accommodate right-turn ingress movements only (i.e., left-turn ingress movements and all egress movements will not be permitted). The Pearl Avenue dr iveway will accommodate right-turn egress movements only (i.e., left-turn egress movements and all ingress movements will not be permitted).

City of Compton
February 27, 2023

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Vehicular Project Site Access

Ingress traffic movements to the Project Site are proposed to be accommodated via one inbound-only driveway along the west side of Mayo Avenue, at the southeasterly portion of the Project Site. For student drop-off and pick-up operations, motorists will be instructed to make a right-turn into the Project Site, travel within the proposed onsite drop-off/pick-up lane, co mplete the student drop-off or pick- up, and then exit from the proposed driveway along the east side of Pearl Avenue, at the southwesterly portion of the Project Site, via a right-turn movement. As noted above, right-turn ingress and right-turn egress mo vements will be always in effect at the Project Site (i.e., no left-turn ingress or left-turn egress movements permitted).

Student Drop-Off/Pick-Up Operational Plan

At the beginning of each school year, the school will distribute its student drop- off/pick-up operational plan to parents and car egivers. Parents and caregivers will be required to review the student drop-off/p ick-up operational plan and acknowledge acceptance of the plan by signature. Elements of the plan may include, but not be limited to the following:

 Encourage students to walk or take public transit to school 2, including
designation of a dedicated walk-in en trance to the school along Compton Boulevard (see Figure 2 ). The school’s pedestrian entry/exit Compton Boulevard will avoid potential conflict with the vehicle driveways on Mayo Avenue and Pearl Avenue.

 Direct all vehicle entr y to the school site vi a a right-turn only from southbound Mayo Avenue (no left -turn entry permitted). Further, all vehicle exit from the school site will be via a right-turn only to northbound Pearl Avenue (no left-turn exit permitted). The school will have adult monitors at the school Mayo Avenue and Pearl Ave nue driveways to ensure compliance with the right-turn entry and exit movements.

 At the Compton Boulevard intersection, exiting motorists will be directed to make a right-turn only from northbo und Pearl Avenue to eastbound Compton Boulevard so as to minimize potential de lays to motorists at the intersection.

The school will intermitte ntly monitor the intersection to ensure school- related parents and care-givers adhere to the right-turn only movement from Pearl Avenue to Compton Boulevard.

2 Based on experience at its existing campus, the school expects up to 50% of its students may walk or take public transit to and from school on a regular basis.

City of Compton
February 27, 2023

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 No student drop-off or pick-up will be permitted along Co mpton Boulevard, Mayo Avenue or Pearl Avenue for the safe ty and security of students, as well as parents and care-givers. The school will intermitte ntly monitor the intersection to ensure sc hool-related parents and ca re-givers adhere to the right-turn only movement from Pearl Avenue to Compton Boulevard.

 Within the school site, parents and care givers will be required to follow the instructions of the adult monitors. Drop-off and pi ck-up of students can only occur within the designated drop-off/pick-up zone, which can accommodate up to six vehicles at a time.

 Parents and caregivers may not arrive at the school site no earlier than 45 minutes prior to the designated school start or dismissal times. The school will open its gates to accommodate the early arrivals, and permit to queue onsite as needed.

Onsite Vehicle Queuing Capacity

The proposed onsite drop-off/pick-up queue lin e, measured from the property line at the Mayo Avenue driveway to the westernmos t point of the drop-of f/pick-up zone, is approximately 337 feet in length. Assuming an average length of 22 feet per queued vehicle (19 feet for the vehicle plus an additional three feet between queued vehicles), the onsite drop-off/pick-up area can accomm odate approximately 15 queued vehicles in a single lane. Additiona lly, as the drive aisle accommodating the onsite drop- off/pick-up area is between 20 feet and 25 feet in width, there is sufficient to accommodate one lane of queued vehicles, pl us a bypass lane to allow vehicles to bypass the queue should there be delay related to the passenger loading/unloading of one or more of the queued vehicles. If nece ssary, the bypass lane can be utilized as a second lane for drop-off/pick-up and can accommodate an additional 15 vehicles, allowing for a total of 30 vehicles to queue onsite in the drop-off/pick-up area.

Furthermore, west of the drop-off/pick- up zone, the onsite drive aisle extends an additional 153 feet to the pr operty line at the Pearl Ave nue driveway. Assuming an average length of 22 feet per queued vehicle (19 feet for the vehicle plus an additional three feet between queued vehicles), the por tion of the onsite drive aisle between the Pearl Avenue driveway and the drop-off/pick-up zone can accommodate approximately seven vehicles queued in a sing le lane, or 14 vehicles queued in two lanes. Therefore, in combination with the 30-vehicle stacking that is accommodated on the approach and within the drop-off/pic k-up zone, a total capacity for 44 vehicles to stack onsite is provided at the Project Site.

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As shown on Figure 2, a minimum of six traffic monitors are proposed to be stationed along the onsite drop-off/pick-up zone to assist students in safely entering and exiting vehicles during the drop-off and pick-up periods. Two additional traffic monitors will be stationed at the entrance and exit driveways (one monitor per driveway) to direct vehicles entering the Project Site into the drop-off/pick-up lane from Mayo Avenue and to direct vehicles exiti ng the drop-off/pick-up area out onto Pearl Avenue. Additionally, as previously not ed, one monitor will periodically observe egress movements from the northbound Pearl Av enue approach to ensure vehicles leaving the Project comply with the school’s policy for parents/ca regivers of making an eastbound right- turn from north bound Pearl Avenue onto eastbound Compton Boulevard.

In addition to directing vehicles, the driv eway monitors will also serve as crossing guards to facilitate safe crossings across the driveways. Further, cones will be placed onsite as needed to direct motorists and facilitate drop-off/pick-up. Signs will be posted at the ingress and egress driveways i ndicating the vehicle tu rning restrictions.

The traffic monitors onsite will also assist with indicating turning restrictions to motorists. It is noted the entry and exit driveways will be gated when not in use.

Outreach will be provided by the Project to the public, including administrative staff, parents/caregivers, nearby businesses, a nd neighboring resident s, regarding the school’s traffic management plan. Additionally, as previously noted, the Project hold meetings with parents/caregi vers at the beginning of each school year so that they understand and are fully aware of the expectations regarding student drop-off/pick-up procedures. Therefore, motorists destined to the Project will be aware of the right- turn only ingress operation at the Mayo Ave nue driveway and will plan their travel routes in advance so as to arrive at the Project Site via southbound Mayo Avenue.

Additionally, motorists leaving the Project will be aware of the plan to make a right- turn from northbound Pearl Avenue ont o eastbound Compton Boulevard when departing the Project Site. The Project will meet with parents/caregivers who fail to comply with the traffic management plan. A roadway signing/stri ping plan will be prepared for the immediate Project Site vicinity if required by the City.

Furthermore, the Project proposes to st agger the start and dismissal times by a minimum of 20 minutes. For example, ap proximately half of the students would commence at 7:45 AM, and th e remaining half would co mmence at 8:05 AM. By staggering the student start and dismissa l times by 20 minutes, the peak one-hour period of traffic is disperse d over a longer period of time (i.e., to 80 minutes), which reduces the number of vehicl es queuing at the Project Si te during drop-off and pick- up times. As previously noted, student drop-off will be permitted at least 45 minutes prior to the Project’s scheduled start time. The Project gates will be opened at least 45 minutes prior to dismissal for parents/ca regivers to begin queuing onsite ahead of student dismissal.

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Project Trip Generation

Traffic volumes expected to be generated by the proposed Project during the weekday AM and PM peak hours, as well as on a daily basis, were estimated using trip rates published in the Institute of Tr ansportation Engineers’ (ITE) Trip Generation Manual.
3 The following trip generation rates were used to forecast the traffic volumes expected to be generated by the Project:

 Charter Middle School: ITE Land Us e Code 536 (Charter Elementary School4) trip generation average rates we re used to forecast the traffic volumes expected to be generated by the Project.

In addition to the trip generation forecas ts for the proposed Project (which are essentially an estimate of the number of vehi cles that could be expected to enter and exit the Project Site access points), a foreca st was made of the transit/walk-in trips that will be generated by the Project in li eu of trips by the private automobile. The Project Site is currently se rved by local lines via stops located within convenient walking distance along Compton Boulevard. The transit lines include Metro Local Lines 125, 127, and 128. A transit/walk-in adju stment of ten percent (25%) has been utilized due to the Project’s proximity to the nearby transit lines. This is highly conservative (“worst case”) as the school expects that up to 50% of its students may walk or take public transit to and from school.

Furthermore, an adjustment was made to the trip generation forecast based on the Project staggering the start and dismissal ti mes by at least 20 minutes. For example, approximately half of the students woul d commence at 7:45 AM, and the remaining half would commence at 8:05 AM. By st aggering the student start and dismissal times by 20 minutes, the peak one-hour period of traffic is dispersed over a longer period of time (i.e., to 80 mi nutes). Stated otherwise, it can be assumed that approximately half of the vehicle trips associated with one group of arriving or departing students would be moved out of the peak one-hour period of traffic.

Accordingly, the trip generation forecasts for the AM peak arrival of students and Dismissal peak departure of students have be en adjusted to reflect the staggering of student arrivals and depart ures (i.e., half of one gr oup of 250 arriving/departing students). It is noted that no staggering adjustment was made to the PM peak hour trip generation forecast.

3 Institute of Transportation Engineers Trip Generation Manual, 11th Edition, Washington, D.C., 2021. 4 ITE Land Use Code 536 (Charter Elementary School) also includes middle school grades.

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Table 1 attached to this memorandum provides the trip generation forecast for the Project. As shown in Table 1, the Project on a typical weekday is forecast to result in 337 AM peak hour vehicle trips (175 inbound trips and 162 outbound trips), 234 Dismissal peak hour vehicle trips (114 i nbound trips and 120 outbound trips), and 72 PM peak hour vehicle trip s (25 inbound trips and 47 outbou nd trips). On a typical weekday, the Project is forecast to resu lt in 694 daily vehicl e trips (e.g., 347 inbound trips and 347 outbound trips).

It is noted that the trip generation for ecasts for the AM, Dismissal, and PM peak hours represent the trips expected to be generated by the Project during those respective one-hour periods. The daily vehi cle trip generation forecast captures trips generated by the Project during the AM, Dis missal, and PM peak periods, as well as other vehicle trips made throughout the day, such as deliveries, staff arrivals and departures, etc.

Estimated Onsite Peak Vehicle Queue

Private vehicles are the main component that contributes to the vehicle queuing analysis during the peak student drop-off a nd pick-up periods. The analysis focuses on the morning student drop-o ff period as the pick-up of students tends to be dispersed on a relative basi s throughout the afternoon, pa rticularly as students are involved with after-school activities.

A vehicular trip generation forecast for th e Project was prepared based on trip rates published in the ITE) Trip Generation Manual and is provided in Table 1. Table 1 shows that the Project is forecast to generate 151 inbound trips and 140 outbound trips during the AM peak hour, 99 i nbound trips and 103 outbound trips during the Dismissal peak hour, and 21 inbound trips a nd 39 outbound trips during the PM peak hour. As the AM peak hour trip genera tion forecast exceeds the Dismissal and PM peak hours (which is expected since ma ny students participate in after-school programs, which therefore has the effect of dispersing student pick-ups throughout the afternoon), the focus of the vehicle queui ng analysis is the AM peak hour (i.e., student drop-off) as it represents the “worst case” condition. As noted above, the Project proposes to stagger the start times by at least 20 min utes, thereby likely resulting in the dispersing of Project-related trips beyond the 60-minute window for which the trip forecast is yielded through use of the ITE peak hour trip rates.

Accordingly, as shown in Table 1, the trip generation forecast for the AM peak arrival of students and has been adjusted to reflect the staggering of student arrivals (i.e., half of one group of 250 arriving students).

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A review of the Project Site location, pe destrian network, and nearby public transit stops indicates that pedestrian movements can be accommodated as part of the Project. Streets in the immediate Project vicinity are improved with sidewalks.

Students and employees traveling to and fro m the Project Site by walking or public transit can safely access the Project Site via the existing pedestrian network and enter the Project Site via the pedestrian entran ce along the Project’s Compton Boulevard frontage. As it is anticipated that so me students and employees will utilize public transportation for travel to and from the Proj ect Site, a transit/walk-in adjustment of 25% has been utilized due to the Project’s proximity to nearby transit lines, including Metro Local Lines 125, 127, and 128, and is shown in Table 1.

As the ITE trip rates do not distinguish between trips related to staff arrivals and student drop-offs in the mo rning, it can be generall y assumed that the 140 outbound trips during the AM peak hour would correla te with at least 140 inbound trips during this period related to student drop-off operations. The rema ining inbound vehicle trips during the AM peak hour are likely due to administrative staf f, visitors, etc.

Therefore, for this queuing analysis, it has been assumed that approximately 140 vehicles would utilize the onsite vehicle que uing area as part of the student drop-off operations.

It is noted that parking for the Project wi ll be provided in an onsite surface parking lot. Administrative staff will be instructed to arrive at the Project Site prior to the commencement of the student drop-off peri od to prevent interference with student drop-off operations. Thus, by arriving at the Project Site before the drop-off period, staff are not expected to interfere with student drop-off operations.

The M/M/s queuing model was used to pr epare the onsite queuing analysis. The M/M/s queuing model will calculate averag e queuing, as well as peak queues at various confidence levels. For this analysis, the peak queue at the 95 th percentile
confidence level was utilized, which is similar to the confidence level used in the design of left-turn pocket lengths at intersections.

The model requires the input of three para meters: average arriva l rate per hour, the number of servers (i.e., adult monitors assisting students to and from cars), and average service rate per hour for each adult mon itor. For this analysis, the model inputs are based on an arri val rate of 140 vehicles pe r hour accommodated by six monitors (servers), with each monitor ab le to process one car per minute (or 60 vehicles per hour) during the student drop- off period. Based on this, 360 vehicles would be able to be processed per hour.

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The M/M/s queuing calculations 5 prepared for the Proj ect are provided in Appendix B. As shown in Appendix B, the average queue during student drop-off at the Project is forecast to be approximately 2.4 vehicles (customers). As further shown in the table provided in Appendix B, at the 95 th percent confidence level (precisely, 96.46% as shown in Appendix B ), the maximum onsite queue during student drop-off is calculated to be five vehicles.

As previously noted, the onsite drop-off/pick-up area can accommodate 15 queued vehicles (with capacity for an additional 15 vehicles), which can therefore readily accommodate the forecast peak queue of five vehicles. If necessary, there is capacity for 44 vehicles to queue onsite. Accord ingly, Project-related vehicles are not expected to queue onto Mayo Avenue. Ther efore, it is concluded that the planned onsite vehicle queuing area can adequately accommodate the forecast peak queue of eight vehicles during the morning student drop-off operation at the Project.

Project Trip Assignment

The weekday AM, Dismissal, and PM peak hour vehicle trips forecast to be generated by the Project were assigned to the study intersections. Figure 5 provides the vehicular trip distribution for the Project. Figure 6 displays the forecast weekday AM, Dismissal, and PM peak hour Project tr affic volumes at the study intersections and Project driveways.

Traffic Volume Forecast

The transportation assessment evaluates th e potential effects of the Project through analysis of the following traffic volume conditions:

 Existing
 Existing with Project

As previously noted, the existing traffi c volumes at the st udy intersections are presented in Figure 4. The forecast traffic volumes as sociated with the Project at the study intersections are then added to the ex isting volumes to obtain the Existing with Project traffic volumes, which are shown in Figure 7.

5 Tutorial on Queuing Theory, Kardi Teknomo, 2014.

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Intersection Operations Criteria

The relative effects of the added Project traffic volumes to be generated by the proposed Project during the AM, Dismissal, and PM peak hours were assessed based on operations criteria set forth in the Los Angeles County Public Works Transportation Impact Analysis Guidelines
6 (the “County TIA Guidelines”). For
operational evaluation of deve lopment projects, the County TIA Guidelines require a quantitative evaluation of the Project’s e xpected access and circulation operations.

Project access is considered constrained if the Project’s traffic would contribute to unacceptable queuing at nearby signalized in tersections. Unacceptable or extended queuing may be defined as follows:

 Spill over from turn pockets into through lanes.
 Spill over into intersections.

Operational Methodology

The analysis was prepared based on the Highway Capacity Manual 7 (HCM)
operational analysis methodology pursuant to the TIA Guidelines. Intersection analyses were prepared utilizing the HCS7 software package, which implements the HCM operational methods. In addition, specifics such as traffic volume data and lane configurations we re coded in the HCS7 software. The operational analysis was prepared utilizing the following data previously presented herein:

 Project Peak Hour Traffic Generation

 Project Trip Distribution and Assignment

 Existing Vehicle Network

 Existing Weekday AM, Dismissal, and PM Peak Hour Traffic Count Data

6 Los Angeles County Public Works Transportation Impact Analysis Guidelines, Los Angeles County Public Works, July 23, 2020.
7 Highway Capacity Manual 6th Edition, Transportation Research Board of the National Academies of Sciences-Engineering-Medicine, 2016.

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The operational analysis of vehicle queuing at the study intersections was prepared for the following conditions:

(a) Existing (2023) conditions.

(b) Condition (a) with completion and occupancy of the Project.

The HCM methodology for signalized and uns ignalized intersections was utilized to calculate vehicle queuing. The operation analysis reports th e control delay (in seconds), Levels of Service (LOS), and 95
th percentile queues (in feet) for all
approaches for the signalized intersections and the minor street approaches for the unsignalized intersections. The 95 th percentile queue is the maximum back of queue with 95th percentile traffic volumes. The HC M 6th Edition methodology worksheets report queues in number of vehicles. As such, an average vehi cle length of 25 feet, which includes the length of the vehicl e and spacing between vehicles, was assumed for analysis purposes. The reported que ues therefore represent the calculated maximum back of queue in feet. The su mmary of the operational analysis of the study intersections is provided in Table 2. The HCM methodology worksheets for the analyzed intersections are contained in Appendix C.

Operational Analysis

As presented in Table 2, the Project would not cause or substantially extend vehicle queuing at the two study intersections duri ng the weekday AM, Dismissal, and PM peak hours under the “Existing with Project” scenario. The change in queue length associated with the Project at the study in tersections ranges from no change to a maximum of 82.1 feet (i.e., ju st over three vehicles). Notable observations for each of the two study intersections is provided below:

 Pearl Avenue / Compton Boulevard (Study Int. No. 1)

o At the Pearl Avenue / Compton Boul evard intersection, the change in queue length associated with the Pr oject (i.e., Existing with Project conditions) at the northbound P earl Avenue shared left- turn/through/right-turn approach increases by 32.5 feet during the AM peak hour. The 95 th percentile vehicle queue is estimated to be 37.5 feet (i.e., less than two vehicles) on this approach. As the proposed driveway curb cut will be appr oximately 165.0 feet south of the intersection (measure d from the limit line on the northbound Pearl Avenue approach), vehicle queues ar e not expected to block vehicles exiting the Project Site from the outbound Pearl Avenue driveway. It City of Compton
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is noted that this approach is currently operating at LOS C during the weekday AM and Dismissal peak hours, and LOS D during the PM peak hour. With the addition of Pr oject traffic, th is approach is forecast to operate at LOS C duri ng the AM, Dismissal, and PM peak hours.

 Mayo Avenue / Compton Boulevard (Study Int. No. 2)

o At the Mayo Avenue / Compton Boul evard intersection, the change in queue length associated with the Pr oject (i.e., Existing with Project conditions) at the eastbound Compt on Boulevard left-turn approach increases by 36.7 feet during the AM peak hour. The 95 th percentile vehicle queue is estimated to be 43.5 feet (i.e., less than two vehicles) on this approach. As the existing eastbound Co mpton Boulevard left- turn pocket is approximately 128.0 feet in length, vehicles are not expected to spill over into the adjace nt through lane. It is noted that this approach is currently operating at LOS C during the weekday AM, Dismissal, and PM peak hours. With the addition of Project traffic, this approach is forecast to continue operating at LOS C during the AM, Dismissal, and PM peak hours.

o The change in queue length associated with the Project (i.e., Existing with Project conditions) at the westbound Compton Boulevard left- turn approach increases by 82.1 feet during the AM peak hour. The 95th percentile vehicle queue is estimated to be 88.0 feet (i.e., less than four vehicles) on this approach. As the existing westbound Compton Boulevard left-turn pocket is a pproximately 118.0 feet in length, vehicles are not expected to spill over into the adjacent through lane.

It is noted that this approach is currently operating at LOS C during the weekday AM, Dismissal, and PM peak hours. With the addition of Project traffic, this approach is forecast to continue operating at LOS C during the AM, Dismissal, and PM peak hours.

Summary

This memorandum has been prepared to provide a vehicle que uing and operational analysis for the proposed KIPP Compton Mi ddle School project located at 900 E.

Compton Boulevard in the City of Compton. The conclusions of the vehicle queuing and operational analysis are as follows:

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 The Project proposes the development a nd construction of a new three-story permanent school facility with 22 classrooms, admin istrative offices, student and staff restrooms, and a multipurpose room. The Project will accommodate a maximum enrollment of 500 students in Grades 5 through 8. A total of 44 parking spaces will be provided with in an onsite surface parking lot.

Construction and occupancy of the Project is proposed to be completed by the year 2025.

 Prior to the start of the school, th e school’s Student Drop-Off/Pick-Up Operational Plan will be distributed to parents and care-givers. The Plan provides the procedures that must be followed to safely and securely transport students to and from the school. Parent s and caregivers will be required to acknowledge receipt and adherence to the Plan.

 The Project’s start and dismissal times will be staggered by a minimum of 20 minutes, thereby dispersing the arrival of traffic over a longer period of time.

Parents/caregivers will be able to be gin dropping off stud ents at least 45 minutes prior to the Project ’s scheduled start time. The Project’s gates will open at least 45 minutes prior to dismis sal to allow for parents/caregivers to begin queuing onsite.

 The Project is expected to generate 291 AM peak hour vehicle trips (151 inbound trips and 140 outbound trips), 202 Di smissal peak hour vehicle trips (99 inbound trips and 103 outbound trips), and 60 PM peak hour vehicle trips (21 inbound trips and 39 outbound trips) during a typical weekday. The Project is expected to generate 694 daily vehicle trips (e.g., 347 inbound trips and 347 outbound trips).

 For student drop-off and pick-up operations, motorists will be directed to enter the Project Site by making a right-t urn from southbound Mayo Avenue, travel through the onsite drop-off/pick-up area, complete the student drop-off or pick-up, exit onto northbound Pearl Avenue via a westbound right-turn movement, and then make a northbound right-turn movement onto eastbound Compton Boulevard. Signs will be posted at the ingress and egress driveways indicating turning restrictions. Traffic monitors will also assist in directing vehicles through the drop-off/pick-up area and cones will be placed as needed onsite to facilitate drop-off/pick-up.

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 A minimum of six traffic monitors are pr oposed to assist in safely escorting students entering and exiting vehicles in the onsite drop-off/pick-up zone.

Outreach will be provided to the public, including parents/caregivers, regarding the school’s traffic management plan. Meetings will be held with parents/caregivers at the beginning of each school year to go over the traffic management plan and ensure compliance. Therefore, motorists destined to the Project will be aware of the drop-o ff/pick-up operation, including the right- turn only ingress operation at the Mayo Avenue driv eway and the presence of traffic monitors onsite.

 The Project’s onsite drop-off/pick-up area can accommodate 15 vehicles. vehicles in a single lane, which can therefore readily accommodate the forecast peak queue of five vehicles. If needed, the bypass lane can also be used for vehicle queuing, which would accommodate an additional 15 queued vehicle onsite. Beyond the drop-off/pick -up zone, an additional 14 vehicles can be queued onsite, thereby resulting in the capacity to queue 44 vehicles onsite if ever necessary.

 Using trip generation rates published by ITE and based on the M/M/s queuing model, it is forecast that during th e morning student drop-off period, the Project will generate an average que ue of 2.4 vehicles and a peak (95 th
percentile) queue of five vehicles. This forecast peak queue of five vehicles is within the capacity of the Project’s onsite drop-off/pick- up area which can accommodate up to 15 vehicles. Therefore, the Project will not cause vehicles to queue onto Mayo Avenue.

 Based on application of the operations criteria outlined in the County’s TIA Guidelines, the Project’s weekday AM, Dismissal, and PM peak hour traffic volumes would not cause or substantia lly extend vehicle queuing at the two study intersections analyzed. Vehicle queues on the eastbound and westbound Compton Boulevard left-tur n movements at both st udy intersec tions would not spill over into the adjacent through lane. The forecast vehicle queues on Pearl Avenue and Mayo Avenue at th eir respective intersections with Compton Boulevard are not expected to conflict with any existing driveways.

Additionally, LOS at the study intersections with the addition of Project traffic would remain the same as under existing conditions for all turning movement approaches. Thus, no modifications are proposed to the study intersections.

cc: File

FIGURE 2

PROJECT SITE PLAN
KIPP COMPTON MIDDLE SCHOOLLINSCOTT, LAW & GREENSPAN, engineers N
SOURCE: FRANCO ARCHITECTS INC.

Table 1
PROJECT TRIP GENERATION [1]
21-Feb-23
DAILY
TRIP ENDS [2]

LAND USE SIZE VOLUMES IN OUT IN OUT IN OUT TOTAL
Proposed Project
Charter Middle School [4] 500 Students 925 270 250 520 176 184 360 28 52 80 Adjustment for Staggering [5] --
(68) (63) (131) (44) (46) (90) -- -- --
Subtotal 925 202 187 389 132 138 270 28 52 80
Transit/Walk-In Trips [6]
Charter Middle School (25%) (231) ( 51) (47) (98) (33) ( 35) (68) (7) (13) (20) NET INCREASE DRIVEWAY TRIPS 694 151 140 291 99 103 202 21 39 60 [1] Source: ITE Trip Generation Manual, 11th Edition, 2021. [2] Trips are one-way traffic movements, entering or leaving. [3] Dismissal Peak Hour rate from PM Peak Hour of Generator. [4] ITE Land Use Code 536 (Charter Elementary School) trip generation average rates per number of students. - Daily Trip Rate: 1.85 trips/student; 50% inbound and 50% outbound - AM Peak Hour Trip Rate: 1.04 trips/student; 52% inbound/48% outbound - PM Peak Hour of Generator: 0.72 trips/student; 49% inbound/51% outbound - PM Peak Hour Trip Rate: 0.16 trips/student; 35% inbound/65% outbound [5] Assumes the staggering of the arrival and departure times related to approximately half the number of students by a minimum of 20 minutes. Staggered start/dismissal times disperses the arrival and departure of students, estimated to reduce the "non-staggered" peak hour trips by approximately 25%. [6] The transit/walk-in reduction is based on the Project Site's proximity to bus stops and various bus lines, projections on the percentage of students expected to walk to the Project, and the land use characteristics of the Project.

PM PEAK HOUR
VOLUMES [2]

TOTALTOTAL

AM PEAK HOUR
VOLUMES [2]

DISMISSAL PEAK HOUR
VOLUMES [2], [3]
LINSCOTT, LAW & GREENSPAN, engineers
LLG Ref. 1-22-0594-1
KIPP Compton Middle School

22-Feb-23
NO.

INTERSECTION
CONTROL TRAFFIC MOVEMENT PEAK HOUR DELAY [2] LOS [3] QUEUE [4] DELAY [2] LOS [3] QUEUE [4]

CHANGE IN
QUEUE [5]
1 Pearl Avenue / Unsignalized NB Left/Through/Right AM 16.4 C 5.0 15.4 C 37.5 32.5 Compton Boulevard Dismissal 19.2 C 2.5 18.4 C 32.5 30.0 PM 25.4 D 7.5 19.2 C 17.5 10.0
SB Left/Through/Right AM 31.1 D 10.0 32.8 D 12.5 2.5
Dismissal 15.8 C 5.0 16.3 C 5.0 0.0
PM 20.1 C 7.5 20.3 C 7.5 0.0
EB Left AM 11.6 B 0.0 11.6 B 0.0 0.0
Dismissal 9.3 A 2.5 9.3 A 2.5 0.0
PM 9.4 A 2.5 9.4 A 2.5 0.0
WB Left AM 9.5 A 0.0 9.7 A 0.0 0.0
Dismissal 11.7 B 0.0 12.0 B 0.0 0.0
PM 11.8 B 0.0 11.9 B 0.0 0.0
2 Mayo Avenue / Signalized NB Left/Through/Right AM 25.4 C 51.2 25.4 C 51.2 0.0 Compton Boulevard Dismissal 25.0 C 32.9 25.0 C 32.9 0.0 PM 25.2 C 42.4 25.2 C 42.4 0.0
SB Left/Through/Right AM 25.4 C 52.9 25.6 C 59.7 6.8
Dismissal 24.9 C 30.4 25.0 C 34.6 4.2
PM 25.3 C 45.7 25.3 C 46.5 0.8
EB Left AM 30.6 C 6.8 31.5 C 43.5 36.7
Dismissal 30.6 C 9.3 31.3 C 36.3 27.0
PM 30.7 C 13.5 31.0 C 23.7 10.2
EB Through AM 23.1 C 250.5 24.3 C 283.2 32.7
Dismissal 32.4 C 442.3 36.1 D 488.1 45.8
PM 36.5 D 492.3 38.4 D 512.6 20.3
EB Right AM 17.2 B 4.4 18.4 B 49.1 44.7
Dismissal 17.3 B 8.2 18.1 B 37.9 29.7
PM 17.4 B 10.0 17.6 B 17.1 7.1
WB Left AM 30.6 C 5.9 32.5 C 88.0 82.1
Dismissal 30.6 C 9.3 31.9 C 61.8 52.5
PM 30.7 C 10.9 30.9 C 22.0 11.1
WB Through AM 33.1 C 432.9 33.1 C 432.9 0.0
Dismissal 23.2 C 237.7 23.2 C 237.7 0.0
PM 23.8 C 252.5 23.8 C 252.5 0.0
WB Right AM 33.2 C 424.2 33.2 C 424.2 0.0
Dismissal 23.3 C 233.0 23.3 C 233.0 0.0
PM 23.8 C 247.7 23.8 C 247.7 0.0
Table 2
SUMMARY OF DELAYS, LEVELS OF SERVICE, AND VEHICLE QUEUING [1]

WEEKDAY AM, DISMISSAL, AND PM PEAK HOURS
YEAR 2023 EXISTING

Control Delay (s/veh)
LOS Control Delay (s/veh) LOS
<= 10 A <= 10 A
> 10-20 B > 10-15 B
> 20-35 C > 15-25 C
> 35-55 D > 25-35 D
> 55-80 E > 35-50 E
> 80 F > 50 F
[4] The 95th percentile queue is the maximum back of queue with 95th percentile traffic volumes. The HCM 6th Edition methodolog y worksheets report queues in number of vehicles, however an average vehicle length of 25 feet was assumed for analysis purposes.

APPENDIX A

MANUAL TRAFFIC COUNT DATA

File Name : 01_CPT_Pearl_Com AM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 1
City of Compton
N/S: Pearl Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Pearl Avenue
Southbound
Compton Boulevard
Westbound
Pearl Avenue
Northbound
Compton 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 1 1 2 0 144 0 144 1 0 2 3 2 88 0 90 239
07:15 AM 1 0 1 2 1 244 1 246 2 0 1 3 4 91 0 95 346
07:30 AM 0 0 1 1 1 281 1 283 1 0 2 3 2 134 1 137 424
07:45 AM 3 1 4 8 4 266 2 272 0 1 5 6 0 161 0 161 447
Total 4 2 7 13 6 935 4 945 4 1 10 15 8 474 1 483 1456
08:00 AM 2 2 2 6 1 272 4 277 1 0 4 5 2 197 0 199 487
08:15 AM 1 0 2 3 4 249 3 256 1 0 3 4 2 193 0 195 458
08:30 AM 0 0 3 3 1 262 5 268 0 0 3 3 4 116 0 120 394
08:45 AM 1 0 2 3 4 240 4 248 1 0 1 2 4 114 1 119 372
Total 4 2 9 15 10 1023 16 1049 3 0 11 14 12 620 1 633 1711 Grand Total 8 4 16 28 16 1958 20 1994 7 1 21 29 20 1094 2 1116 3167 Apprch % 28.6 14.3 57.1 0.8 98.2 1 24.1 3.4 72.4 1.8 98 0.2 Total % 0.3 0.1 0.5 0.9 0.5 61.8 0.6 63 0.2 0 0.7 0.9 0.6 34.5 0.1 35.2 Pearl Avenue
Southbound
Compton Boulevard
Westbound
Pearl Avenue
Northbound
Compton 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 07:30 AM
07:30 AM 0 0 1 1 1 281 1 283 1 0 2 3 2 134 1 137 424
07:45 AM 3 1 4 8 4 266 2 272 0 1 5 6 0 161 0 161 447
08:00 AM 2 2 2 6 1 272 4 277 1 0 4 5 2 197 0 199 487
08:15 AM 1 0 2 3 4 249 3 256 1 0 3 4 2 193 0 195 458
Total Volume 6 3 9 18 10 1068 10 1088 3 1 14 18 6 685 1 692 1816 % App. Total 33.3 16.7 50 0.9 98.2 0.9 16.7 5.6 77.8 0.9 99 0.1 PHF .500 .375 .563 .563 .625 .950 .625 .961 .750 .250 .700 .750 .750 .869 .250 .869 .932 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_CPT_Pearl_Com AM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 2
City of Compton
N/S: Pearl Avenue
E/W: Compton Boulevard
Weather: Clear
Pearl Avenue
Compton Boulevard
Compton Boulevard
Pearl Avenue
Right
9 Thru
3 Left
6 InOut Total
17 18 35
Right
10 Thru
1068
Left
10 OutTotal In
705 1088 1793
Left
3 Thru
1 Right
14 Out TotalIn
14 18 32
Left
6 Thru
685
Right
1 TotalOut In
1080 692 1772
Peak Hour Begins at 07:30 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:
07:45 AM 07:30 AM 07:30 AM 07:30 AM
+0 mins. 3 1 4 8 1 281 1 283 1 0 2 3 2 134 1 137
+15 mins. 2 2 2 6 4 266 2 272 0 1 5 6 0 161 0 161
+30 mins. 1 0 2 3 1 272 4 277 1 0 4 5 2 197 0 199
+45 mins. 0 0 3 3 4 249 3 256 1 0 3 4 2 193 0 195
Total Volume 6 3 11 20 10 1068 10 1088 3 1 14 18 6 685 1 692 % App. Total 30 15 55 0.9 98.2 0.9 16.7 5.6 77.8 0.9 99 0.1 PHF .500 .375 .688 .625 .625 .950 .625 .961 .750 .250 .700 .750 .750 .869 .250 .869 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_CPT_Pearl_Com MD
Site Code : 05723078
Start Date : 1/25/2023
Page No : 1
City of Compton
N/S: Pearl Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Pearl Avenue
Southbound
Compton Boulevard
Westbound
Pearl Avenue
Northbound
Compton 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 02:00 PM 1 0 4 5 2 194 2 198 0 0 5 5 2 199 0 201 409
02:15 PM 1 0 3 4 6 202 1 209 2 1 0 3 6 204 1 211 427
02:30 PM 1 0 5 6 0 175 0 175 0 1 1 2 2 199 1 202 385
02:45 PM 0 1 4 5 1 167 1 169 0 2 2 4 2 238 1 241 419
Total 3 1 16 20 9 738 4 751 2 4 8 14 12 840 3 855 1640
03:00 PM 0 0 2 2 1 165 1 167 1 0 1 2 1 259 1 261 432
03:15 PM 0 0 6 6 1 160 1 162 1 0 0 1 2 268 0 270 439
03:30 PM 1 0 3 4 3 155 1 159 0 0 1 1 6 276 3 285 449
03:45 PM 0 1 2 3 2 167 0 169 1 0 3 4 6 312 0 318 494
Total 1 1 13 15 7 647 3 657 3 0 5 8 15 1115 4 1134 1814 Grand Total 4 2 29 35 16 1385 7 1408 5 4 13 22 27 1955 7 1989 3454 Apprch % 11.4 5.7 82.9 1.1 98.4 0.5 22.7 18.2 59.1 1.4 98.3 0.4 Total % 0.1 0.1 0.8 1 0.5 40.1 0.2 40.8 0.1 0.1 0.4 0.6 0.8 56.6 0.2 57.6 Pearl Avenue
Southbound
Compton Boulevard
Westbound
Pearl Avenue
Northbound
Compton 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 02:00 PM to 03:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 0 0 2 2 1 165 1 167 1 0 1 2 1 259 1 261 432
03:15 PM 0 0 6 6 1 160 1 162 1 0 0 1 2 268 0 270 439
03:30 PM 1 0 3 4 3 155 1 159 0 0 1 1 6 276 3 285 449
03:45 PM 0 1 2 3 2 167 0 169 1 0 3 4 6 312 0 318 494
Total Volume 1 1 13 15 7 647 3 657 3 0 5 8 15 1115 4 1134 1814 % App. Total 6.7 6.7 86.7 1.1 98.5 0.5 37.5 0 62.5 1.3 98.3 0.4 PHF .250 .250 .542 .625 .583 .969 .750 .972 .750 .000 .417 .500 .625 .893 .333 .892 .918 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_CPT_Pearl_Com MD
Site Code : 05723078
Start Date : 1/25/2023
Page No : 2
City of Compton
N/S: Pearl Avenue
E/W: Compton Boulevard
Weather: Clear
Pearl Avenue
Compton Boulevard
Compton Boulevard
Pearl Avenue
Right
13 Thru
1 Left
1 InOut Total
18 15 33
Right
3 Thru
647
Left
7 OutTotal In
1121 657 1778
Left
3 Thru
0 Right
5 Out TotalIn
12 8 20
Left
15 Thru
1115
Right
4 TotalOut In
663 1134 1797
Peak Hour Begins at 03:00 PM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 02:00 PM to 03:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
02:00 PM 02:00 PM 02:00 PM 03:00 PM
+0 mins. 1 0 4 5 2 194 2 198 0 0 5 5 1 259 1 261
+15 mins. 1 0 3 4 6 202 1 209 2 1 0 3 2 268 0 270
+30 mins. 1 0 5 6 0 175 0 175 0 1 1 2 6 276 3 285
+45 mins. 0 1 4 5 1 167 1 169 0 2 2 4 6 312 0 318
Total Volume 3 1 16 20 9 738 4 751 2 4 8 14 15 1115 4 1134 % App. Total 15 5 80 1.2 98.3 0.5 14.3 28.6 57.1 1.3 98.3 0.4 PHF .750 .250 .800 .833 .375 .913 .500 .898 .250 .500 .400 .700 .625 .893 .333 .892 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_CPT_Pearl_Com PM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 1
City of Compton
N/S: Pearl Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Pearl Avenue
Southbound
Compton Boulevard
Westbound
Pearl Avenue
Northbound
Compton 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 0 3 3 3 140 2 145 1 0 1 2 1 285 1 287 437
04:15 PM 0 0 3 3 3 151 1 155 0 0 0 0 5 287 4 296 454
04:30 PM 0 1 4 5 2 164 3 169 0 1 1 2 6 301 3 310 486
04:45 PM 1 0 3 4 0 157 1 158 1 1 2 4 4 279 1 284 450
Total 1 1 13 15 8 612 7 627 2 2 4 8 16 1152 9 1177 1827 05:00 PM 1 2 7 10 1 173 5 179 2 0 1 3 4 321 4 329 521
05:15 PM 0 0 2 2 0 185 2 187 1 0 5 6 3 291 0 294 489
05:30 PM 1 0 2 3 2 193 2 197 2 0 0 2 4 298 0 302 504
05:45 PM 0 0 1 1 1 159 3 163 0 1 3 4 2 277 2 281 449
Total 2 2 12 16 4 710 12 726 5 1 9 15 13 1187 6 1206 1963 Grand Total 3 3 25 31 12 1322 19 1353 7 3 13 23 29 2339 15 2383 3790 Apprch % 9.7 9.7 80.6 0.9 97.7 1.4 30.4 13 56.5 1.2 98.2 0.6 Total % 0.1 0.1 0.7 0.8 0.3 34.9 0.5 35.7 0.2 0.1 0.3 0.6 0.8 61.7 0.4 62.9 Pearl Avenue
Southbound
Compton Boulevard
Westbound
Pearl Avenue
Northbound
Compton 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 1 0 3 4 0 157 1 158 1 1 2 4 4 279 1 284 450
05:00 PM 1 2 7 10 1 173 5 179 2 0 1 3 4 321 4 329 521
05:15 PM 0 0 2 2 0 185 2 187 1 0 5 6 3 291 0 294 489
05:30 PM 1 0 2 3 2 193 2 197 2 0 0 2 4 298 0 302 504
Total Volume 3 2 14 19 3 708 10 721 6 1 8 15 15 1189 5 1209 1964 % App. Total 15.8 10.5 73.7 0.4 98.2 1.4 40 6.7 53.3 1.2 98.3 0.4 PHF .750 .250 .500 .475 .375 .917 .500 .915 .750 .250 .400 .625 .938 .926 .313 .919 .942 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_CPT_Pearl_Com PM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 2
City of Compton
N/S: Pearl Avenue
E/W: Compton Boulevard
Weather: Clear
Pearl Avenue
Compton Boulevard
Compton Boulevard
Pearl Avenue
Right
14 Thru
2 Left
3 InOut Total
26 19 45
Right
10 Thru
708
Left
3 OutTotal In
1200 721 1921
Left
6 Thru
1 Right
8 Out TotalIn
10 15 25
Left
15 Thru
1189
Right
5 TotalOut In
728 1209 1937
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:
04:15 PM 05:00 PM 04:30 PM 04:15 PM
+0 mins. 0 0 3 3 1 173 5 179 0 1 1 2 5 287 4 296
+15 mins. 0 1 4 5 0 185 2 187 1 1 2 4 6 301 3 310
+30 mins. 1 0 3 4 2 193 2 197 2 0 1 3 4 279 1 284
+45 mins. 1 2 7 10 1 159 3 163 1 0 5 6 4 321 4 329
Total Volume 2 3 17 22 4 710 12 726 4 2 9 15 19 1188 12 1219 % App. Total 9.1 13.6 77.3 0.6 97.8 1.7 26.7 13.3 60 1.6 97.5 1 PHF .500 .375 .607 .550 .500 .920 .600 .921 .500 .500 .450 .625 .792 .925 .750 .926 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_CPT_Mayo_Com AM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 1
City of Compton
N/S: Mayo Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Mayo Avenue
Southbound
Compton Boulevard
Westbound
Mayo Avenue
Northbound
Compton 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 1 1 2 0 143 0 143 1 1 0 2 0 86 1 87 234
07:15 AM 3 0 3 6 0 242 3 245 4 0 4 8 2 98 1 101 360
07:30 AM 6 0 5 11 1 274 2 277 3 2 0 5 1 133 0 134 427
07:45 AM 6 8 6 20 2 262 5 269 6 7 9 22 2 171 0 173 484
Total 15 9 15 39 3 921 10 934 14 10 13 37 5 488 2 495 1505 08:00 AM 3 10 5 18 4 264 5 273 10 8 0 18 2 196 1 199 508 08:15 AM 10 1 5 16 0 241 7 248 9 5 4 18 3 192 6 201 483 08:30 AM 2 3 6 11 0 256 4 260 6 3 3 12 0 121 1 122 405
08:45 AM 1 0 3 4 3 250 1 254 0 2 1 3 0 116 2 118 379
Total 16 14 19 49 7 1011 17 1035 25 18 8 51 5 625 10 640 1775 Grand Total 31 23 34 88 10 1932 27 1969 39 28 21 88 10 1113 12 1135 3280 Apprch % 35.2 26.1 38.6 0.5 98.1 1.4 44.3 31.8 23.9 0.9 98.1 1.1 Total % 0.9 0.7 1 2.7 0.3 58.9 0.8 60 1.2 0.9 0.6 2.7 0.3 33.9 0.4 34.6 Mayo Avenue
Southbound
Compton Boulevard
Westbound
Mayo Avenue
Northbound
Compton 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 07:30 AM
07:30 AM 6 0 5 11 1 274 2 277 3 2 0 5 1 133 0 134 427
07:45 AM 6 8 6 20 2 262 5 269 6 7 9 22 2 171 0 173 484
08:00 AM 3 10 5 18 4 264 5 273 10 8 0 18 2 196 1 199 508 08:15 AM 10 1 5 16 0 241 7 248 9 5 4 18 3 192 6 201 483 Total Volume 25 19 21 65 7 1041 19 1067 28 22 13 63 8 692 7 707 1902 % App. Total 38.5 29.2 32.3 0.7 97.6 1.8 44.4 34.9 20.6 1.1 97.9 1 PHF .625 .475 .875 .813 .438 .950 .679 .963 .700 .688 .361 .716 .667 .883 .292 .879 .936 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_CPT_Mayo_Com AM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 2
City of Compton
N/S: Mayo Avenue
E/W: Compton Boulevard
Weather: Clear
Mayo Avenue
Compton Boulevard
Compton Boulevard
Mayo Avenue
Right
21 Thru
19 Left
25 InOut Total
49 65 114
Right
19 Thru
1041
Left
7 OutTotal In
730 1067 1797
Left
28 Thru
22 Right
13 Out TotalIn
33 63 96
Left
8 Thru
692
Right
7 TotalOut In
1090 707 1797
Peak Hour Begins at 07:30 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:
07:30 AM 07:30 AM 07:45 AM 07:30 AM
+0 mins. 6 0 5 11 1 274 2 277 6 7 9 22 1 133 0 134
+15 mins. 6 8 6 20 2 262 5 269 10 8 0 18 2 171 0 173
+30 mins. 3 10 5 18 4 264 5 273 9 5 4 18 2 196 1 199
+45 mins. 10 1 5 16 0 241 7 248 6 3 3 12 3 192 6 201
Total Volume 25 19 21 65 7 1041 19 1067 31 23 16 70 8 692 7 707 % App. Total 38.5 29.2 32.3 0.7 97.6 1.8 44.3 32.9 22.9 1.1 97.9 1 PHF .625 .475 .875 .813 .438 .950 .679 .963 .775 .719 .444 .795 .667 .883 .292 .879 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_CPT_Mayo_Com MD
Site Code : 05723078
Start Date : 1/25/2023
Page No : 1
City of Compton
N/S: Mayo Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Mayo Avenue
Southbound
Compton Boulevard
Westbound
Mayo Avenue
Northbound
Compton 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 02:00 PM 4 4 2 10 0 183 5 188 15 6 8 29 2 198 6 206 433 02:15 PM 3 1 7 11 4 193 6 203 5 3 3 11 2 212 3 217 442
02:30 PM 7 2 4 13 2 167 2 171 2 1 2 5 2 187 4 193 382
02:45 PM 4 4 5 13 4 163 3 170 2 0 5 7 3 239 1 243 433
Total 18 11 18 47 10 706 16 732 24 10 18 52 9 836 14 859 1690 03:00 PM 9 0 2 11 5 159 5 169 4 4 2 10 2 262 1 265 455
03:15 PM 3 0 1 4 2 153 4 159 4 3 6 13 2 263 5 270 446
03:30 PM 14 0 1 15 1 155 5 161 3 2 3 8 3 267 2 272 456
03:45 PM 1 3 4 8 3 160 1 164 2 2 6 10 4 304 5 313 495
Total 27 3 8 38 11 627 15 653 13 11 17 41 11 1096 13 1120 1852 Grand Total 45 14 26 85 21 1333 31 1385 37 21 35 93 20 1932 27 1979 3542 Apprch % 52.9 16.5 30.6 1.5 96.2 2.2 39.8 22.6 37.6 1 97.6 1.4 Total % 1.3 0.4 0.7 2.4 0.6 37.6 0.9 39.1 1 0.6 1 2.6 0.6 54.5 0.8 55.9 Mayo Avenue
Southbound
Compton Boulevard
Westbound
Mayo Avenue
Northbound
Compton 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 02:00 PM to 03:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 03:00 PM
03:00 PM 9 0 2 11 5 159 5 169 4 4 2 10 2 262 1 265 455
03:15 PM 3 0 1 4 2 153 4 159 4 3 6 13 2 263 5 270 446
03:30 PM 14 0 1 15 1 155 5 161 3 2 3 8 3 267 2 272 456
03:45 PM 1 3 4 8 3 160 1 164 2 2 6 10 4 304 5 313 495
Total Volume 27 3 8 38 11 627 15 653 13 11 17 41 11 1096 13 1120 1852 % App. Total 71.1 7.9 21.1 1.7 96 2.3 31.7 26.8 41.5 1 97.9 1.2 PHF .482 .250 .500 .633 .550 .980 .750 .966 .813 .688 .708 .788 .688 .901 .650 .895 .935 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_CPT_Mayo_Com MD
Site Code : 05723078
Start Date : 1/25/2023
Page No : 2
City of Compton
N/S: Mayo Avenue
E/W: Compton Boulevard
Weather: Clear
Mayo Avenue
Compton Boulevard
Compton Boulevard
Mayo Avenue
Right
8 Thru
3 Left
27 InOut Total
37 38 75
Right
15 Thru
627
Left
11 OutTotal In
1140 653 1793
Left
13 Thru
11 Right
17 Out TotalIn
27 41 68
Left
11 Thru
1096
Right
13 TotalOut In
648 1120 1768
Peak Hour Begins at 03:00 PM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 02:00 PM to 03:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
02:15 PM 02:00 PM 02:00 PM 03:00 PM
+0 mins. 3 1 7 11 0 183 5 188 15 6 8 29 2 262 1 265
+15 mins. 7 2 4 13 4 193 6 203 5 3 3 11 2 263 5 270
+30 mins. 4 4 5 13 2 167 2 171 2 1 2 5 3 267 2 272
+45 mins. 9 0 2 11 4 163 3 170 2 0 5 7 4 304 5 313
Total Volume 23 7 18 48 10 706 16 732 24 10 18 52 11 1096 13 1120 % App. Total 47.9 14.6 37.5 1.4 96.4 2.2 46.2 19.2 34.6 1 97.9 1.2 PHF .639 .438 .643 .923 .625 .915 .667 .901 .400 .417 .563 .448 .688 .901 .650 .895 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_CPT_Mayo_Com PM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 1
City of Compton
N/S: Mayo Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Mayo Avenue
Southbound
Compton Boulevard
Westbound
Mayo Avenue
Northbound
Compton 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 5 0 3 8 7 138 5 150 6 1 5 12 2 279 2 283 453
04:15 PM 7 4 1 12 3 149 9 161 3 5 3 11 2 283 0 285 469
04:30 PM 2 3 1 6 1 146 3 150 3 6 3 12 6 297 0 303 471
04:45 PM 2 1 9 12 3 133 5 141 6 2 5 13 3 281 3 287 453
Total 16 8 14 38 14 566 22 602 18 14 16 48 13 1140 5 1158 1846 05:00 PM 10 2 13 25 5 156 4 165 3 4 7 14 8 312 7 327 531 05:15 PM 5 1 5 11 3 174 6 183 6 1 4 11 3 293 3 299 504
05:30 PM 6 3 5 14 3 185 3 191 6 4 7 17 1 294 3 298 520
05:45 PM 2 3 2 7 2 156 4 162 3 3 5 11 4 276 3 283 463
Total 23 9 25 57 13 671 17 701 18 12 23 53 16 1175 16 1207 2018 Grand Total 39 17 39 95 27 1237 39 1303 36 26 39 101 29 2315 21 2365 3864 Apprch % 41.1 17.9 41.1 2.1 94.9 3 35.6 25.7 38.6 1.2 97.9 0.9 Total % 1 0.4 1 2.5 0.7 32 1 33.7 0.9 0.7 1 2.6 0.8 59.9 0.5 61.2 Mayo Avenue
Southbound
Compton Boulevard
Westbound
Mayo Avenue
Northbound
Compton 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 10 2 13 25 5 156 4 165 3 4 7 14 8 312 7 327 531 05:15 PM 5 1 5 11 3 174 6 183 6 1 4 11 3 293 3 299 504
05:30 PM 6 3 5 14 3 185 3 191 6 4 7 17 1 294 3 298 520
05:45 PM 2 3 2 7 2 156 4 162 3 3 5 11 4 276 3 283 463
Total Volume 23 9 25 57 13 671 17 701 18 12 23 53 16 1175 16 1207 2018 % App. Total 40.4 15.8 43.9 1.9 95.7 2.4 34 22.6 43.4 1.3 97.3 1.3 PHF .575 .750 .481 .570 .650 .907 .708 .918 .750 .750 .821 .779 .500 .942 .571 .923 .950 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_CPT_Mayo_Com PM
Site Code : 05723078
Start Date : 1/25/2023
Page No : 2
City of Compton
N/S: Mayo Avenue
E/W: Compton Boulevard
Weather: Clear
Mayo Avenue
Compton Boulevard
Compton Boulevard
Mayo Avenue
Right
25 Thru
9 Left
23 InOut Total
45 57 102
Right
17 Thru
671
Left
13 OutTotal In
1221 701 1922
Left
18 Thru
12 Right
23 Out TotalIn
38 53 91
Left
16 Thru
1175
Right
16 TotalOut In
714 1207 1921
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 04:45 PM 04:30 PM
+0 mins. 2 1 9 12 5 156 4 165 6 2 5 13 6 297 0 303
+15 mins. 10 2 13 25 3 174 6 183 3 4 7 14 3 281 3 287
+30 mins. 5 1 5 11 3 185 3 191 6 1 4 11 8 312 7 327
+45 mins. 6 3 5 14 2 156 4 162 6 4 7 17 3 293 3 299
Total Volume 23 7 32 62 13 671 17 701 21 11 23 55 20 1183 13 1216 % App. Total 37.1 11.3 51.6 1.9 95.7 2.4 38.2 20 41.8 1.6 97.3 1.1 PHF .575 .583 .615 .620 .650 .907 .708 .918 .875 .688 .821 .809 .625 .948 .464 .930 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 1-22-0594-1 KIPP Compton Middle School
U:\0594\memo\0594-Appendix Covers.docx

APPENDIX B

M/M/S QUEUING MODEL OUTPUT
Queuing M/M/s (Multi‐Channel) This workbook is a companion of Kardi Teknomo's tutorial on Arrival rate, lambda 140 customers/hour Queuing Theory
Mean service time, miu 60 customers/hour Copyright © 2014 by Kardi Teknomo Computation of the Probability of empty server, P0 Number of servers, s6 ( m a x = 50) Visit the complete version of this tutorial in n 0123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 http://people.revoledu.com/kardi/tutorial adden for each n 1 2.3333 2.7222 2.1173 1.2351 0.5764 0. 2241 0.0747 0.0218 0.0056 0.0013 0.0003 5E ‐05 1E ‐05 2E ‐06 3E ‐07 4E ‐08 5E ‐09 7E ‐10 8E ‐11 9E ‐12 1E ‐12 1E ‐13 1E ‐14 1E ‐15 1E ‐16 9E ‐18 8E ‐19 7E ‐20 5E ‐21 4E ‐22 3E ‐23 2E ‐24 2E ‐25 1E ‐26 7E ‐28 5E ‐29 3E ‐30 2E ‐31 1E ‐32 6E ‐34 4E ‐35 2E ‐36 1E ‐37 6E ‐39 3E ‐40 2E ‐41 8E ‐43 4E ‐44 2E ‐45 8.23691E ‐47 Economic Analysis of Queue denominator adden 1 2.3333 2.7222 2.1173 1.2351 0.5764 0 0 0 00000000000000000000000000000000000000000 0 Waiting cost per time period per each unit, Cw 1 $/Hour Service cost per time period for each channel, Cs 1 $/Hour Computation of Optimization Table Number of servers, k 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 Queuing Performances Average system length, L 100 100 4.4733 2.706 2.4235 2.3559 2. 3388 2.3346 2.3336 2.3334 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3 333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 utilization single server, rho 2.333333333 Service cost 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 Utilization factor, U 39% OK Waiting Cost 100 100 4.4733 2.706 2.4235 2.3559 2. 3388 2.3346 2.3336 2.3334 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3 333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 Prob. Empty system, P0 10% Total cost 101 102 7.4733 6.706 7.4235 8.3559 9.3388 10. 335 11.334 12.333 13.333 14.333 15. 333 16.333 17.333 18.333 19.333 20. 333 21.333 22.333 23.333 24.3 33 25.333 26.333 27.333 28.333 29.333 30.333 31.333 32.333 33.333 34.333 35. 333 36.333 37.333 38.333 39.333 40.333 41.333 42.333 43.333 44.333 45.33 3 46.333 47.333 48.333 49. 333 50.333 51.333 52.333 Average queue length Lq 0.0225 customers optimum s e r v e r 00040000000000000000000000000000000000000000000000 Average system length L 2.3559 customers
Average waiting in queue Wq 0.0002 hour = Queuing Performances Table Average waiting in system W 0.0168 hour = Number of servers, k 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 Prob. of waiting 3.54% utilization single server, rho 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.33 33 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.333 3 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 Optimum number of servers 4 Utilization factor, U 233% 117% 78% 58% 47% 39% 33% 29% 26% 23% 21% 19% 18% 17% 16% 15% 14% 13% 12% 12% 11% 11% 10% 10% 9% 9% 9% 8% 8% 8% 8% 7% 7% 7% 7% 6% 6% 6% 6% 6% 6% 6% 5% 5% 5% 5% 5% 5% 5% 5% Prob. Empty system, P0 0.0% 0.0% 6.4% 9.0% 9.5% 9.7% 9.7% 9.7% 9.7% 9.7% 9. 7% 9.7% 9.7% 9.7% 9.7% 9.7% 9.7% 9.7% 9.7% 9.7% 9.7% 9. 7% 9.7% 9.7% 9.7% 9.7% 9. 7% 9.7% 9.7% 9.7% 9.7% 9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 %9 . 7 % Number of customers Probability Sum Average queue length Lq 100 100 2.1399 0.3726 0.0902 0.0225 0.0054 0.0012 0.0003 5E ‐05 9E ‐06 2E ‐06 3E ‐07 4E ‐08 5E ‐09 7E ‐10 9E ‐11 1E ‐11 1E ‐12 1E ‐13 1E ‐14 1E ‐15 1E ‐16 1E ‐17 1E ‐18 1E ‐19 8E ‐21 6E ‐22 5E ‐23 4E ‐24 3E ‐25 2E ‐26 1E ‐27 8E ‐29 5E ‐30 3E ‐31 2E ‐32 1E ‐33 7E ‐35 4E ‐36 2E ‐37 1E ‐38 6E ‐40 3E ‐41 2E ‐42 8E ‐44 4E ‐45 2E ‐46 9E ‐48 4E ‐49 0 9.66% 9.66% Average system length L 100 100 4.4733 2.706 2.4235 2.3559 2.3388 2.3346 2.3336 2.3334 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2 .3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2. 3333 2.3333 2.3333 2.3333 2.3333 2.3333 2.3333 1 22.54% 32.20% Average waiting in queue Wq 100 100 0.0153 0.0027 0.0006 0.0002 4E ‐05 9E ‐06 2E ‐06 4E ‐07 7E ‐08 1E ‐08 2E ‐09 3E ‐10 4E ‐11 5E ‐12 6E ‐13 8E ‐14 9E ‐15 1E ‐15 1E ‐16 1E ‐17 1E ‐18 9E ‐20 8E ‐21 7E ‐22 6E ‐23 5E ‐24 3E ‐25 3E ‐26 2E ‐27 1E ‐28 9E ‐30 6E ‐31 4E ‐32 2E ‐33 1E ‐34 9E ‐36 5E ‐37 3E ‐38 2E ‐39 9E ‐41 5E ‐42 2E ‐43 1E ‐44 6E ‐46 3E ‐47 1E ‐48 6E ‐50 3E ‐51 2 26.30% 58.50% Average waiting in system W 100 100 0.032 0.0193 0.0173 0.0168 0.0167 0.0167 0.0167 0.0167 0.0167 0. 0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0 .0167 0.0167 0.0167 0.0167 0.0167 0. 0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 0. 0167 0.0167 0.0167 0.0167 0.0167 0. 0167 0.0167 0.0167 0.0167 0.0167 0.0167 0.0167 3 20.45% 78.96% Prob. of waiting, Pw 0.0% 0.0% 61.1% 26.6% 10.3% 3.5% 1.1% 0.3% 0.1% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 0. 0% 0.0% 0.0% 0.0% 0.0% 4 11.93% 90.89%
5 5.57% 96.46%
6 2.17% 98.62%
7 0.84% 99.46%
8 0.33% 99.79%
9 0.13% 99.92%
10 0.05% 99.97%
11 0.02% 99.99%
12 0.01% 100.00%
13 0.00% 100.00%
14 0.00% 100.00%
15 0.00% 100.00%
16 0.00% 100.00%
17 0.00% 100.00%
18 0.00% 100.00%
19 0.00% 100.00% to unprotect passwd = 1
20 0.00% 100.00% BIG
21 0.00% 100.00%
22 0.00% 100.00%
23 0.00% 100.00%
24 0.00% 100.00%
25 0.00% 100.00%
26 0.00% 100.00%
27 0.00% 100.00%
28 0.00% 100.00%
29 0.00% 100.00%
30 0.00% 100.00%
31 0.00% 100.00%
32 0.00% 100.00%
33 0.00% 100.00%
34 0.00% 100.00%
35 0.00% 100.00%
36 0.00% 100.00%
37 0.00% 100.00%
38 0.00% 100.00%
39 0.00% 100.00%
40 0.00% 100.00%
41 0.00% 100.00%
42 0.00% 100.00%
43 0.00% 100.00%
44 0.00% 100.00%
45 0.00% 100.00%
46 0.00% 100.00%
47 0.00% 100.00%
48 0.00% 100.00%
49 0.00% 100.00%
50 0.00% 100.00%
>50 0.00% 100.00%
Sum 100.00%
This workbook is a companion of
Kardi Teknomo's tutorial on
Queuing Theory
Copyright © 2014 by Kardi Teknomo
Visit the complete version of this tutorial in http://people.revoledu.com/kardi/tutorial 0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Cost
Number of servers
Queuing Optimization
Service cost
Waiting Cost
Total cost
11 0
0 !!
nss
n
sP ns s 



   

0%
5%
10%
15%
20%
25%
30%
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 Number of customers
Probability Pn
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0 1 02 03 04 05 06 0
Utilization factor, U
Number of servers, k

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%
0 1 02 03 04 05 06 0
Prob. Empty system, P0
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average queue length Lq
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average system length L
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average waiting in queue Wq
Number of servers, k
0 20
40 60
80 100
120
0 1 02 03 04 05 06 0
Average waiting in system W
Number of servers, k

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

APPENDIX C

HCM AND LEVELS OF SERVICE EXPLANATION
HCM DATA WORKSHEETS – WEEKDAY AM, DISMISSAL,

AND PM PEAK HOURS

LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS

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 FOR UNSIGNALIZED INTERSECTIONS

Level of Service Criteria for TWSC/AWSC Intersections
Level of Service
Average Control Delay
(Sec/Veh)
A ≤ 10
B > 10 and ≤ 15
C > 15 and ≤ 25
D > 25 and ≤ 35
E > 35 and ≤ 50
F > 50

LOS A describes operations with very low control delay, up to 10 seconds per vehicle.

LOS B describes operations with control delay greater than 10 and up to 15 seconds per vehicle.

LOS C describes operations with control delay greater than 15 and up to 25 seconds per vehicle.

LOS D describes operations with control delay greater than 25 and up to 35 seconds per vehicle.

LOS E describes operations with control delay greater than 35 and up to 50 seconds per vehicle.

HCS7 Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 1/30/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing - AM Peak Hour Factor 0.87
Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 6 685 1 0 10 1068 10 3 1 14 6 3 9
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 7 11 21 21
Capacity, c (veh/h) 552 820 338 158
v/c Ratio 0.01 0.01 0.06 0.13
95% Queue Length, Q₉₅ (veh) 0.0 0.0 0.2 0.4
Control Delay (s/veh) 11.6 9.5 16.4 31.1
Level of Service (LOS) B A C D
Approach Delay (s/veh) 0.1 0.1 16.4 31.1
Approach LOS C D
Copyright © 2023 University of Florida. All Rights Reserved. HCS ™ TWSC Version 7.8 Generated: 1/30/2023 1:27:27 PM

1. Existing - AM.xtw
HCS7 Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 2/22/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing w/ Project - AM Peak Hour Factor 0.87 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 6 738 1 0 10 1068 10 3 1 154 6 3 9
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 7 11 182 21
Capacity, c (veh/h) 552 778 526 150
v/c Ratio 0.01 0.01 0.35 0.14
95% Queue Length, Q₉₅ (veh) 0.0 0.0 1.5 0.5
Control Delay (s/veh) 11.6 9.7 15.4 32.8
Level of Service (LOS) B A C D
Approach Delay (s/veh) 0.1 0.1 15.4 32.8
Approach LOS C D
Copyright © 2023 University of Florida. All Rights Reserved. HCS ™ TWSC Version 7.9.5 Generated: 2/22/2023 10:00:06 AM

1. Existing with Project - AM.xtw
HCS7 Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 1/30/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing - Dismissal Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1115 4 0 7 647 3 3 0 5 1 1 13
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 17 8 9 17
Capacity, c (veh/h) 863 544 263 352
v/c Ratio 0.02 0.01 0.03 0.05
95% Queue Length, Q₉₅ (veh) 0.1 0.0 0.1 0.2
Control Delay (s/veh) 9.3 11.7 19.2 15.8
Level of Service (LOS) A B C C
Approach Delay (s/veh) 0.1 0.1 19.2 15.8
Approach LOS C C
Copyright © 2023 University of Florida. All Rights Reserved. HCS ™ TWSC Version 7.8 Generated: 1/30/2023 2:13:21 PM

1. Existing - Dismissal.xtw
HCS7 Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 2/22/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Ex w/ Project - Dismissal Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1150 4 0 7 647 3 3 0 108 1 1 13
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 17 8 125 17
Capacity, c (veh/h) 863 525 393 336
v/c Ratio 0.02 0.01 0.32 0.05
95% Queue Length, Q₉₅ (veh) 0.1 0.0 1.3 0.2
Control Delay (s/veh) 9.3 12.0 18.4 16.3
Level of Service (LOS) A B C C
Approach Delay (s/veh) 0.1 0.1 18.4 16.3
Approach LOS C C
Copyright © 2023 University of Florida. All Rights Reserved. HCS ™ TWSC Version 7.9.5 Generated: 2/22/2023 10:05:12 AM

1. Existing with Project - Dismissal.xtw
HCS7 Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 1/30/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing - PM Peak Hour Factor 0.93
Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1189 5 0 3 708 10 6 1 8 3 2 14
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 16 3 16 20
Capacity, c (veh/h) 832 531 193 259
v/c Ratio 0.02 0.01 0.08 0.08
95% Queue Length, Q₉₅ (veh) 0.1 0.0 0.3 0.3
Control Delay (s/veh) 9.4 11.8 25.4 20.1
Level of Service (LOS) A B D C
Approach Delay (s/veh) 0.1 0.0 25.4 20.1
Approach LOS D C
Copyright © 2023 University of Florida. All Rights Reserved. HCS ™ TWSC Version 7.8 Generated: 1/30/2023 2:03:27 PM

1. Existing - PM.xtw
HCS7 Two-Way Stop-Control Report
General Information Site Information
Analyst JAS Intersection Pearl / Compton
Agency/Co. Linscott, Law & Greenspan Jurisdiction City of Compton Date Performed 2/22/2023 East/West Street Compton Boulevard Analysis Year 2023 North/South Street Pearl Avenue
Time Analyzed Existing w/ Project - PM Peak Hour Factor 0.93 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description KIPP Compton Middle School
Lanes
Major Street: East-West
Vehicle Volumes and Adjustments
Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 2 0 0 1 2 0 0 1 0 0 1 0
Configuration L T TR L T TR LTR LTR
Volume (veh/h) 0 15 1196 5 0 3 708 10 6 1 47 3 2 14
Percent Heavy Vehicles (%) 3 3 3 3 3 3 3 3 3 3
Proportion Time Blocked
Percent Grade (%) 0 0
Right Turn Channelized
Median Type | Storage Left Only 3
Critical and Follow-up Headways
Base Critical Headway (sec) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec) 4.16 4.16 7.56 6.56 6.96 7.56 6.56 6.96 Base Follow-Up Headway (sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service
Flow Rate, v (veh/h) 16 3 58 20
Capacity, c (veh/h) 832 527 312 255
v/c Ratio 0.02 0.01 0.19 0.08
95% Queue Length, Q₉₅ (veh) 0.1 0.0 0.7 0.3
Control Delay (s/veh) 9.4 11.9 19.2 20.3
Level of Service (LOS) A B C C
Approach Delay (s/veh) 0.1 0.0 19.2 20.3
Approach LOS C C
Copyright © 2023 University of Florida. All Rights Reserved. HCS ™ TWSC Version 7.9.5 Generated: 2/22/2023 10:06:19 AM

1. Existing with Project - PM.xtw
HCS7 Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.25
Analyst JAS Analysis Date Jan 31, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing - AM PHF 0.94 Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 7:30 Intersection Mayo / Compton File Name 2. Existing - AM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 8 692 7 7 1041 19 28 22 13 25 19 21 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 2.4 2.3 4.6 4.7
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.7 0.7 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 9 736 7 7 566 562 67 69 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1858 1582 1588 Queue Service Time ( g s ), s 0.4 14.5 0.3 0.3 24.1 24.1 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 0.4 14.5 0.3 0.3 24.1 24.1 2.6 2.7 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 712 480 479
Volume-to-Capacity Ratio ( X ) 0.027 0.539 0.012 0.024 0.789 0.789 0.140 0.144 Back of Queue ( Q ), ft/ln ( 95 th percentile) 6.8 250.5 4.4 5.9 432.9 424.2 51.2 52.9 Back of Queue ( Q ), veh/ln ( 95 th percentile) 0.3 9.9 0.2 0.2 17.0 17.0 2.0 2.1 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 30.6 21.6 17.2 30.5 24.5 24.5 25.1 25.2 Incremental Delay ( d 2 ), s/veh 0.0 1.5 0.0 0.0 8.6 8.7 0.2 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 30.6 23.1 17.2 30.6 33.1 33.2 25.4 25.4 Level of Service (LOS) C C B C C C C C
Approach Delay, s/veh / LOS 23.1 C 33.1 C 25.4 C 25.4 C Intersection Delay, s/veh / LOS 28.9 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.11 A 1.42 A 0.60 A 0.60 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 7.8 Generated: 1/31/2023 4:14:36 PM HCS7 Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Feb 22, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing with
Project - AM
PHF 0.94
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 7:30 Intersection Mayo / Compton File Name 2. Existing with Project - AM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 50 776 74 98 1041 19 28 22 13 25 27 21 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 4.3 6.6 4.6 5.0
Green Extension Time ( g e ), s 0.0 0.0 0.1 0.0 0.8 0.8 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 53 826 79 104 566 562 67 78 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1858 1577 1620 Queue Service Time ( g s ), s 2.3 16.7 2.9 4.6 24.1 24.1 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 2.3 16.7 2.9 4.6 24.1 24.1 2.6 3.0 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 712 478 486
Volume-to-Capacity Ratio ( X ) 0.168 0.605 0.130 0.329 0.789 0.789 0.140 0.160 Back of Queue ( Q ), ft/ln ( 95 th percentile) 43.5 283.2 49.1 88 432.9 424.2 51.2 59.7 Back of Queue ( Q ), veh/ln ( 95 th percentile) 1.7 11.2 1.9 3.5 17.0 17.0 2.0 2.4 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 31.4 22.3 18.0 32.3 24.5 24.5 25.1 25.3 Incremental Delay ( d 2 ), s/veh 0.1 2.0 0.4 0.2 8.6 8.7 0.2 0.3 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 31.5 24.3 18.4 32.5 33.1 33.2 25.4 25.6 Level of Service (LOS) C C B C C C C C
Approach Delay, s/veh / LOS 24.2 C 33.1 C 25.4 C 25.6 C Intersection Delay, s/veh / LOS 29.0 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.28 A 1.50 B 0.60 A 0.62 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 7.9.5 Generated: 2/22/2023 2:28:29 PM HCS7 Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.25
Analyst JAS Analysis Date Feb 1, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing -
Dismissal
PHF 0.94
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 15:00 Intersection Mayo / Compton File Name 2. Existing - Dismissal.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 11 1096 13 11 627 15 13 11 17 27 3 8 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 2.5 2.5 3.7 3.7
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.4 0.4 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 12 1166 14 12 343 340 44 40 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1855 1612 1463 Queue Service Time ( g s ), s 0.5 27.0 0.5 0.5 12.5 12.5 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 0.5 27.0 0.5 0.5 12.5 12.5 1.7 1.7 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 483 459
Volume-to-Capacity Ratio ( X ) 0.037 0.854 0.023 0.037 0.478 0.478 0.090 0.088 Back of Queue ( Q ), ft/ln ( 95 th percentile) 9.3 442.3 8.2 9.3 237.7 233 32.9 30.4 Back of Queue ( Q ), veh/ln ( 95 th percentile) 0.4 17.4 0.3 0.4 9.4 9.3 1.3 1.2 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 30.6 25.4 17.3 30.6 21.0 21.0 24.8 24.8 Incremental Delay ( d 2 ), s/veh 0.0 7.0 0.1 0.0 2.3 2.3 0.1 0.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 30.6 32.4 17.3 30.6 23.2 23.3 25.0 24.9 Level of Service (LOS) C C B C C C C C
Approach Delay, s/veh / LOS 32.2 C 23.4 C 25.0 C 24.9 C Intersection Delay, s/veh / LOS 28.8 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.47 A 1.06 A 0.56 A 0.55 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 7.8 Generated: 2/1/2023 10:13:23 AM HCS7 Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Feb 22, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing with
Project -
Dismissal
PHF 0.94
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 15:00 Intersection Mayo / Compton File Name 2. Existing with Project - Dismissal.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 42 1158 58 70 627 15 13 11 17 27 8 8 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 3.9 5.2 3.7 3.8
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.4 0.4 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 45 1232 62 74 343 340 44 46 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1855 1610 1505 Queue Service Time ( g s ), s 1.9 29.4 2.2 3.2 12.5 12.5 0.0 0.1 Cycle Queue Clearance Time ( g c ), s 1.9 29.4 2.2 3.2 12.5 12.5 1.7 1.8 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 482 466
Volume-to-Capacity Ratio ( X ) 0.141 0.902 0.102 0.235 0.478 0.478 0.090 0.098 Back of Queue ( Q ), ft/ln ( 95 th percentile) 36.3 488.1 37.9 61.8 237.7 233 32.9 34.6 Back of Queue ( Q ), veh/ln ( 95 th percentile) 1.4 19.2 1.5 2.4 9.4 9.3 1.3 1.4 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 31.2 26.2 17.8 31.7 21.0 21.0 24.8 24.8 Incremental Delay ( d 2 ), s/veh 0.1 9.9 0.3 0.1 2.3 2.3 0.1 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 31.3 36.1 18.1 31.9 23.2 23.3 25.0 25.0 Level of Service (LOS) C D B C C C C C
Approach Delay, s/veh / LOS 35.1 D 24.1 C 25.0 C 25.0 C Intersection Delay, s/veh / LOS 30.9 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.59 B 1.11 A 0.56 A 0.56 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 7.9.5 Generated: 2/22/2023 2:48:55 PM HCS7 Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.25
Analyst JAS Analysis Date Feb 1, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing - PM PHF 0.95 Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 17:00 Intersection Mayo / Compton File Name 2. Existing - PM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 16 1175 16 13 671 17 18 12 23 23 9 25 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 2.7 2.6 4.2 4.4
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.6 0.6 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 17 1237 17 14 364 361 56 60 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1854 1586 1551 Queue Service Time ( g s ), s 0.7 29.5 0.6 0.6 13.4 13.4 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 0.7 29.5 0.6 0.6 13.4 13.4 2.2 2.4 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 476 470
Volume-to-Capacity Ratio ( X ) 0.053 0.906 0.028 0.043 0.507 0.507 0.117 0.128 Back of Queue ( Q ), ft/ln ( 95 th percentile) 13.5 492.3 10 10.9 252.5 247.7 42.4 45.7 Back of Queue ( Q ), veh/ln ( 95 th percentile) 0.5 19.4 0.4 0.4 9.9 9.9 1.7 1.8 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 30.7 26.2 17.3 30.7 21.2 21.2 25.0 25.1 Incremental Delay ( d 2 ), s/veh 0.0 10.2 0.1 0.0 2.6 2.6 0.2 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 30.7 36.5 17.4 30.7 23.8 23.8 25.2 25.3 Level of Service (LOS) C D B C C C C C
Approach Delay, s/veh / LOS 36.1 D 23.9 C 25.2 C 25.3 C Intersection Delay, s/veh / LOS 31.3 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.54 B 1.10 A 0.58 A 0.59 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 7.8 Generated: 2/1/2023 10:15:57 AM HCS7 Signalized Intersection Results Summary
General Information Intersection Information
Agency Linscott, Law & Greenspan Duration, h 0.250
Analyst JAS Analysis Date Feb 22, 2023 Area Type Other
Jurisdiction City of Compton Time Period Existing with
Project - PM
PHF 0.95
Urban Street Compton Boulevard Analysis Year 2023 Analysis Period 1> 17:00 Intersection Mayo / Compton File Name 2. Existing with Project - PM.xus Project Description KIPP Compton Middle School
Demand Information EB WB NB SB
Approach Movement L T R L T R L T R L T R
Demand ( v ), veh/h 28 1198 27 26 671 17 18 12 23 23 10 25 Signal Information
Green
Yellow
Red

16.0 34.5 24.0 0.0 0.0 0.0

3.0 4.5 5.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0
Cycle, s 90.0 Reference Phase 2
Offset, s 0 Reference Point End
Uncoordinated No Simult. Gap E/W On
Force Mode Fixed Simult. Gap N/S On
Timer Results EBL EBT WBL WBT NBL NBT SBL SBT
Assigned Phase 5 2 1 6 8 4
Case Number 2.0 3.0 2.0 4.0 8.0 8.0
Phase Duration, s 20.0 40.0 20.0 40.0 30.0 30.0
Change Period, ( Y+R c ), s 4.0 5.5 4.0 5.5 6.0 6.0
Max Allow Headway ( MAH ), s 2.6 0.0 2.6 0.0 5.8 5.8
Queue Clearance Time ( g s ), s 3.2 3.2 4.2 4.4
Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.6 0.6 Phase Call Probability 1.00 1.00 1.00 1.00
Max Out Probability 0.00 0.00 0.00 0.00
Movement Group Results EB WB NB SB
Approach Movement L T R L T R L T R L T R
Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14
Adjusted Flow Rate ( v ), veh/h 29 1261 28 27 364 361 56 61 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1781 1585 1781 1870 1854 1585 1557 Queue Service Time ( g s ), s 1.2 30.4 1.0 1.2 13.4 13.4 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 1.2 30.4 1.0 1.2 13.4 13.4 2.2 2.4 Green Ratio ( g/C ) 0.18 0.38 0.38 0.18 0.38 0.38 0.27 0.27 Capacity ( c ), veh/h 317 1365 608 317 717 711 476 471
Volume-to-Capacity Ratio ( X ) 0.093 0.924 0.047 0.086 0.507 0.507 0.117 0.130 Back of Queue ( Q ), ft/ln ( 95 th percentile) 23.7 512.6 17.1 22 252.5 247.7 42.4 46.5 Back of Queue ( Q ), veh/ln ( 95 th percentile) 0.9 20.2 0.7 0.9 9.9 9.9 1.7 1.8 Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 30.9 26.5 17.4 30.9 21.2 21.2 25.0 25.1 Incremental Delay ( d 2 ), s/veh 0.0 11.9 0.1 0.0 2.6 2.6 0.2 0.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 31.0 38.4 17.6 30.9 23.8 23.8 25.2 25.3 Level of Service (LOS) C D B C C C C C
Approach Delay, s/veh / LOS 37.8 D 24.1 C 25.2 C 25.3 C Intersection Delay, s/veh / LOS 32.4 C
Multimodal Results EB WB NB SB
Pedestrian LOS Score / LOS 1.71 B 1.71 B 2.30 B 2.45 B
Bicycle LOS Score / LOS 1.58 B 1.11 A 0.58 A 0.59 A
Copyright © 2023 University of Florida, All Rights Reserved. HCS™ Streets Version 7.9.5 Generated: 2/22/2023 2:51:34 PM September 26, 2023
TO: MAYOR AND CITY COUNCIL MEMBERS
FROM: CITY MANAGER
SUBJECT: A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON AMENDING THE PUBLIC WORKS ENGINEERING DEPARTMENT’S
2023-2024 FISCAL YEAR BUDGET AND AUTHORIZING THE CITY

MANAGER TO ENTER INTO A CONSTRUCTION CONTRACT WITH

AND ESTABLISH A PURCHASE ORDER FOR BEADOR
CONSTRUCTION COMPANY, INC. FOR THE ARTESIA BOULEVARD

OVER ALAMEDA STREET AND ACTA/UPRR BRIDGE REPAIR
PROJECT, CIP# 23-01 ($4,819,430).

SUMMARY
Adoption of this resolution will amend the Public Works Engineering Department’s 2023- 2024 Fiscal Year’s budget and authorize the City Manager to enter into a construction contract with and establish a purchase order in the amount of Four Million, Three Hundred Eighty-One Thousand and Three Hundred Dollars ($4,381,300) for Beador Construction Company, Inc. and a Four Hundred Thirty-Eight Thousand, One Hundred and Thirty Dollars ($438,130) contingency amount for the Artesia Boulevard Over Alameda Street and ACTA/UPRR Bridge Repair Project, CIP# 23-01.

BACKGROUND
The Artesia Boulevard Overhead (State Bridge No. 53C1744, LA County Bridge No. 2446) carries Artesia Boulevard over the Alameda Railroad Corridor, Alameda Street, and Compton Creek. See the attached Figure 1 for a location map. The bridge was constructed in 1956, is approximately 100 feet wide, and includes 10 spans of varying length for a total bridge length of 718’-0”. The bridge superstructure is comprised of steel girders with a cast-in-place concrete deck. A seismic retrofit was performed in 1993 on the bridge filling in the areas between columns and adding CIDH piles for added shear resistance.

On December 18, 2020, fire damage was reported at Span 10, the easternmost span of the bridge shown in Figure 2. Span 10 is 49’-9 ¼” long from centerline of Bent 10 to centerline bearing of Abutment 11. Subsequently, the bridge was closed to traffic and inspected by the Los Angeles County Public Works (Design Division and Road Maintenance Division) and the City of Compton Public Works. Steel girders exhibited significant distortion as a result of fire, and an April 2021 load rating analysis performed by LAPW concluded that the structure’s remaining strength is sufficient to carry only the structure’s self-weight. Additional live loads (vehicular and pedestrian traffic) are prohibited on the bridge as it would overload the reduced capacity of the damaged span. Due to the severity of the damage to the steel girder members and their connections, repairing the girders is not deemed feasible. Therefore, the preferred solution is to fully replace Span 10. To re-open the bridge to traffic, the load rating report

7.7.7.7.7. Staff Report – Resolution Authorizing Construction Contract Beador Construction Company, Inc.

Artesia Boulevard Over Alameda Street and ACTA/UPRR Bridge Repair Project, CIP# 23-01 September 26, 2023, Page 2 of 3
recommended replacement of the entire superstructure in-kind (concrete deck on steel girders) at Span 10, along with replacement of bearings at the supports, concrete spall repairs of substructures at Bent 10 and Abutment 11, and repair and backfill of the eroded embankment at Abutment 11. The Plans, Specifications, and Estimate (PS&E) for the Bridge Repair have been prepared by Biggs Cardosa Associates.

The proposed work will be performed in accordance with the plans, specifications and other contract documents as specified herein and shall consist of the following general work descriptions: survey of existing bridge; protection of utilities, coordination with utility companies and railroads; demolition of existing eastern span of existing bridge including possible lead and asbestos; surface repair of existing substructures; new bearings and steel girders; concrete bridge deck, median, sidewalk, curb; salvage and reset existing steel rail; deck joints; traffic control. The project location is on Artesia Boulevard over Alameda Street and Union Pacific Railroad and Alameda Corridor Transportation Authority.

STATEMENT OF ISSUE
The Artesia Boulevard over Alameda Street and ACTA/UPRR Bridge Repair Project, CIP# 23-01 was advertised for competitive bids on August 2 nd and August 9 th 2023.

Bids were received and opened on August 17, 2023. The bid was received as follows:

Contractors Amount
All American Asphalt They do not perform bridge work in- house
Beador Construction $4,381,300
Hardy & Harper, Inc. The project scope did not fit within the services they provide
Based upon review of the submitted bid documents, the urgency of the City to commence construction on the Artesia Boulevard bridge, it was determined that Beador Construction, Inc. was the apparent lowest bidder and should be awarded the contract in the amount of $4,381,300.

Additionally, staff recommends that a ten percent (10%) contingency in the amount of $431,130 for any unforeseen costs be authorized for this Project. The project is specified to be completed in 180 working days.

Therefore, in order to amend the Public Works Engineering Department’s 2023-2024 Fiscal Year’s budget and authorize the City Manager to enter into a construction contract with and establish a purchase order for Beador Construction Company, Inc. in the amount of $4,381,300 and a contingency amount of $431,130 for the Artesia Boulevard Over Alameda Street and ACTA/UPRR Bridge Repair Project, CIP# 23-01, City Council’s authorization is necessary.

Staff Report – Resolution Authorizing Construction Contract Beador Construction Company, Inc.

Artesia Boulevard Over Alameda Street and ACTA/UPRR Bridge Repair Project, CIP# 23-01 September 26, 2023, Page 3 of 3

FISCAL IMPACT
The Public Works Engineering Department’s 2023-2024 Fiscal Year will be amended as follows:

Increase Revenue
Account No. Description Amount
2789-710-041-3569 State Grants $4,819,430
Increase Expenditures
Account No. Description Amount
2789-710-041-4300 State Grants $4,819,430
Capital Outlay
Funds in the amount of $4,819,430 will be available in the Public Works Engineering Department’s 2023-2024 Fiscal Year in Account No. 2789-710-041-4300.

ALTERNATIVE
Council can reject all bids and instruct staff to re-advertise, however, due to the desire of the City to move forward with this project, no other alternative is being proposed at this time.

RECOMMENDATION
Staff recommends that the City Council adopt the attached Resolution.

JOHN D. STRICKLAND, JR.,

DIRECTOR OF PUBLIC WORKS
APPROVED AS TO FORWARDING:

JERRY GROOMES

CITY MANAGER
RESOLUTION NO. __________

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF COMPTON AMENDING THE PUBLIC WORKS ENGINEERING DEPARTMENT’S 2023- 2024 FISCAL YEAR BUDGET AND AUTHORIZING THE CITY MANAGER

TO ENTER INTO A CONSTRUCTION CONTRACT WITH AND ESTABLISH A PURCHASE ORDER FOR BEADOR CONSTRUCTION COMPANY, INC.

FOR THE ARTESIA BOULEVARD OVER ALAMEDA STREET AND
ACTA/UPRR BRIDGE REPAIR PROJECT, CIP #23-01 ($4,819,430).

WHEREAS,adoption of this resolution will amend the Public Works Engineering Department’s 2023-2024 Fiscal Year’s budget and authorize the City Manager to enter into a construction contract with and establish a purchase order in the amount of Four Million Three Hundred Eighty One Thousand and Three Hundred Dollars ($4,381,300) for Beador Construction Company, Inc. and Four Hundred Thirty Eight Thousand One Hundred and Thirty Dollars ($438,130) contingency amount for the Artesia Boulevard Over Alameda Street and ACTA/UPRR Bridge Repair Project, CIP# 23-01; and WHEREAS,the Artesia Boulevard Overhead (State Bridge No. 53C1744, LA County Bridge No. 2446) carries Artesia Boulevard over the Alameda Railroad Corridor, Alameda Street, and Compton Creek; and
WHEREAS,the bridge was constructed in 1956, is approximately 100 feet wide, and includes 10 spans of varying length for a total bridge length of 718’-0” and the bridge superstructure is comprised of steel girders with a cast-in-place concrete deck; and
WHEREAS,a seismic retrofit was performed in 1993 on the bridge filling in the areas between columns and adding CIDH piles for added shear resistance; and WHEREAS,on December 18, 2020, fire damage was reported at Span 10, the easternmost span of the bridge and Span 10 is 49’-9 ¼” long from centerline of Bent 10 to centerline bearing of Abutment 11; and
WHEREAS,the bridge was closed to traffic and inspected by the Los Angeles County Public Works (Design Division and Road Maintenance Division) and the City of Compton Public Works; and
WHEREAS,steel girders exhibited significant distortion as a result of fire and on April 2021 load rating analysis performed by LAPW concluded that the structure’s remaining strength is sufficient to carry only the structure’s self-weight; and WHEREAS,live loads (vehicular and pedestrian traffic) are prohibited on the bridge as it would overload the reduced capacity of the damaged span; and WHEREAS,due to the severity of the damage to the steel girder members and their connections, repairing the girders is not deemed feasible; and WHEREAS,the preferred solution is to fully replace Span 10 and to re-open the bridge to traffic, the load rating report recommended replacement of the entire superstructure in-kind (concrete deck on steel girders) at Span 10, along with replacement of bearings at the supports, concrete spall repairs of substructures at Bent 10 and Abutment 11, and repair and backfill of the eroded embankment at Abutment 11; and
WHEREAS,the Plans, Specifications, and Estimate (PS&E) for the Bridge Repair have been prepared by Biggs Cardosa Associates; and Resolution No. __________

Page 2 ends

Compton City CouncilSeptember 26, 2023

Compton City Council
September 26, 2023