3.0 Responses to Comments
associated with the medical center would not be necessary to mention in the Original DEIR. 40-67 The comment states, “Although the bus lines and Gold Line transit facilities are identified, frequency/headways, passenger capacities, ridership/productivity etc. are not provided.” Frequencies, capacities, and ridership for the transit network are included in the CASP model, and are a factor in the mode choice assignment phase of the model. The traffic volumes analyzed in the Original DEIR account for the usage of transit in the model. 40-68 The comment states, “Prospective pedestrian ridership is not assessed for both the Ave.26/Lincoln Heights/Arroyo Seco and Chinatown Stations; nor are the future prospective ridership assessed for pedestrian access to each station (population with 500ft radius of station).” See Response 40-58. 40-69 The comment states, “The Assessment does not include the many LADOT studies for the Riverside Dr. Bridge, Figueroa/San Fernando Road Roundabout, Broadway, Spring Str., Chavez, and First Str. Bridges and their existing and future capacities.” The analysis contained in the Original DEIR includes the Riverside Drive Bridge, the Figueroa/San Fernando Road Roundabout, Spring Street Bridge, 1st Street Bridge, and Broadway improvements. The roadway capacities of these improvements are included in the model, and accounted for in the model trip assignment process. It is not clear what the Chavez Bridge project refers to. A recent search on the Bureau of Engineering Uniform Project Reporting System website describes a roundabout for the Ceasar Chavez Avenue, Lorena Street and Indiana Street intersection. However, such improvements are designed to be capacity enhancing and would not contribute to a cumulative traffic impact under the Proposed Alternative. 40-70 The comment states, “Although the entire road commuter demand for downtown access passes through four bridges (Mission-Chavez, Valley/Mission-Main, Broadway, San Fernando-Figueroa-Pasadena-Spring/Broadway) no assessment is provided regarding existing and future capacities and flows across these chokepoints.” The Original DEIR evaluates traffic conditions at intersections adjacent to the bridges identified in the comment. Congestion and delay associated with turning movements at these adjacent intersections is likely to be more associated with capacity constraints than the bridge segments themselves. Aside from the intersection of Cesar E Chavez Avenue & Mission Road, the signalized intersections that border the bridges identified are projected operate at acceptable levels of service, and are not anticipated to cause excessive delay for motorists over the identified bridge segments.
Cornfield Arroyo Seco Specific Plan FEIR
3-119