ROWENA AVENUE, WAVERLY DRIVE, ANGUS STREET

CUT-THROUGH TRAFFIC STUDY

May 2018
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 ROWENA WAVERLY ANGUS STUDY

CONTENTS
EXISTING CONDITIONS............................................4
INTRODUCTION.................................................................................................5
STUDY AREA.......................................................................................................6
PROJECT WORK-GROUPS..............................................................................7
EXISTING CONDITIONS.................................................................................12
Land Use..................................................................................................12
Mobility....................................................................................................12
Operations...............................................................................................21

IMPROVEMENT RECOMMENDATIONS....................28
CHALLENGES AND OPPORTUNITIES..........................................................29
Challenges...............................................................................................29
General improvement Recommendations...........................................29
Auto..........................................................................................................29
Intersections.............................................................................................30
Angus Street Improvement Options....................................................32
Waverly Drive/Rokeby street Improvement options.......................34
Rowena Avenue Improvement Options...............................................36

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 EXISTING
CONDITIONS
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 ROWENA WAVERLY ANGUS STUDY
INTRODUCTION
The Silver Lake neighborhood, located northeast
of U.S. Route 101, west of California State Route
2, and southwest of Interstate Highway 5, contains
many shops, eateries, cafés, and local gathering
places – making this east-side Los Angeles
neighborhood an eclectic enclave and destination.
The neighborhood is utilized by vehicles, bicycles,
and pedestrians sharing major and local streets that
connect the Silver Lake neighborhood to the rest of
Los Angeles and beyond.
In 2013, after a 90-day testing period, a former
four-lane portion of Rowena Avenue became a
permanent two-lane road (one traffic lane in each
direction) with a middle turning lane and dedicated
bike lanes on both sides of the street adjacent
to on-street parking. Since implementation of the
road diet, concerns have been raised by community
members related to the potential effects of the road
diet on other streets in the area. Specifically, recent
concerns regarding cut-through traffic on Waverly
Drive and Angus Street have been discussed and
highlighted. Concerned community members have
raised concerns that more vehicles are traveling
along these streets increasing the potential for
conflict with pedestrians, including children walking
to school, parents with strollers, and joggers.
This study focuses on the traffic patterns along
Waverly Drive and Angus Street as these corridors
relate to Rowena Avenue. Angus Street is a
windy, hill-based residential corridor; Waverly
Drive is also a residential corridor, with partial
curb. Rowena Avenue is a mix of residential
and commercial based properties. Additionally,
Rowena Avenue serves as a major thoroughfare
to and from California State Route 2 (SR-2) and
Interstate Highway 5 (I-5) and as an alternative for
connecting the eastern and western portions of the
City of Los Angeles.
The City of Los Angeles’ Council District 4 office
recommended initiating this study to analyze and
examine existing conditions in the area, specifically
along Waverly Drive and Angus Street. This study
will present existing traffic conditions in the project
area, identify issues, and recommend potential
strategies to help mitigate or alleviate those issues.
Recommendations presented in this report are
based on solutions developed through public input,
technical analysis, and a cost/benefit analysis.
5
 PROJECT AREA

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The Project Area limits are Riverside Drive to the north, N Maxwell AStreet
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to the east, and Scotland Street to the South. The Project Area IN was LL defined through discussion with Athe
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two Project Working Groups. Figure 1- Project Area Boundary illustrates B
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the Project Area boundaries.
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Figure 2- Project Area Points of Interest TY

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PROJECT WORK-GROUPS
Additional insight and data points regarding the Other points of discussion included (but was not
current conditions, and the real and perceived limited to) a desire for more signalized crosswalks,
functions of the corridor, were gathered through continuous sidewalks along Angus Street, and
two work-group meetings. These work-groups were restricting traffic movement on Rokeby. Figure 3 -
appointed by the L.A City Council District 4 member Work group Comments and Notes Map 1 displays
David Ryu, and were comprised of local residents some of the notes from this meeting.
and stakeholders.
The second work-group meeting was held on
The work-group meetings were designed to October 5, 2017 at the Hollywood District
facilitate open dialogue about the challenges and Office. During this meeting, group members
opportunities within the Project Area. Discussion was expressed similar concerns as the first work-group,
directed toward mobility and the needs of motorists, including a desire for more pedestrian friendly
bicyclists, and pedestrians. areas, restricting through traffic movements on
neighborhood streets, and maintaining facilities
The first work-group meeting was held on for alternative modes of transportation. Figure 4 -
September 25, 2017 at the Hollywood District Work-group Comments and Notes Map 2 displays
Office. Members at this meeting expressed notes from this meeting.
positive views regarding the two-way center-turn-
lane implemented as part of the Rowena Avenue The areas of interest and perceived areas of
reconfiguration. The desire to keep this amenity conflict were used as a starting point to gather
while improving transportation on the street network data on the existing conditions of Rowena Avenue, 7
was stated. Waverly Drive, and Angus Street.
 Figure 3-Work-group Comments and Notes Map 1 - Page 1/2

SEE MATCH LINE

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 ROWENA WAVERLY ANGUS STUDY

Figure 3-Work-group Comments and Notes Map 1 - Page 2/2

SEE MATCH LINE

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 Figure 4-Work-group Comments and Notes Map 2 - Page 1/2

SEE MATCH LINE

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 ROWENA WAVERLY ANGUS STUDY

Figure 4-Work-group Comments and Notes Map 2 - Page 2/2

SEE MATCH LINE

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 EXISTING CONDITIONS
LAND USE
EXISTING LAND USE
Existing (on-the-ground) land uses within the project the two parallel streets which provide connections
area include a mix of single-family and multi- from Hyperion Avenue to Glendale Boulevard.
family residential uses. Other uses, mostly along These residential streets – Waverly Drive and
Rowena Avenue, include neighborhood commercial Angus Street – are often used as alternatives
and retail, small offices, schools, and restaurants. to traveling along Rowena Avenue during peak
Existing land uses are shown in Figure 5 – Existing period traffic.
Land Use. Waverly Drive and Angus Street are
lined with Single and Multi-Family residential. Waverly Drive is a residential street, lined with
single- and multi-family units. On-street parking
is available on one side of the corridor; parking
GENERAL PLAN LAND USE
alternates between angled and parallel. The street
The General Plan Land Use map shows a mix
is used as part of the Ivanhoe Elementary School’s
of commercial, residential, and public facilities
traffic routing for children drop-off/pick-up.
land use designations within the project area.
Drivers are routed north along Herkimer Street and
As shown in Figure 6 – General Plan Land Use
Auburn Street to continue either east or west along
Designations, commercial land use designations
Waverly Drive.
are mostly located along Rowena Avenue, Hyperion
Avenue, and Glendale Boulevard. Residential Angus Street, also a residential street, provides
land use designations are located adjacent to access to the many single-family residences along
commercial uses, but oriented along smaller the street. It serves as a connection to Micheltorena
residential streets such as Waverly Drive and Street, Moreno Drive, and Kenilworth Avenue as
Angus Street. well. Angus Street is curvilinear as it proceeds up
and down a slight hill in the area.
ACTIVITY GENERATORS
There are several locations within the project area
that are considered “activity generators.” These
locations contain existing uses that contribute to
traffic patterns and volumes in the area, including
(but not limited to) Ivanhoe Elementary School,
Camelot Kids CDC, Trader Joe’s, and Gelson’s
Market. A new multi-unit development is slated to
be constructed along Waverly Drive.

MOBILITY
CORRIDORS
Rowena Avenue impacts the connecting streets
within the local and larger transportation network. Rowena Avenue looking west
This section of the Study Area (Rowena Avenue
from Hyperion Avenue to Glendale Boulevard) is
approximately 2,552 feet or 0.48 mile. Traffic
patterns and behaviors along this corridor impact
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Figure 6- General Plan Land Use Designations ST A
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Waverly Drive on-street parking Angus Street on-street parking

STREET NETWORK Angus Street is a winding residential street with

Rowena Avenue is classified as an Avenue II under elevation change. The majority of Angus Street is a
the Citywide General Plan Circulation System. As two-way residential street without center striping,
portrayed in this Plan, Rowena Avenue provides with on-street parallel parking permitted on the
connections in the street network to two other north side of the corridor. On the east side of
corridors classified as Avenue II: Hyperion Avenue Angus Street, a small portion of the street allows
and Glendale Boulevard/Fletcher Drive. An Avenue for parking no both sides. Both Waverly Drive and
II designation means that the corridor is designed Angus Street have minimal to non-existent sidewalk
with 86 feet of right-of-way with 56 feet of facilities.
roadway width. The “roadway width” is typically
described as the area between curbs.
Other collector and local streets connect with
Rowena Avenue within the immediate neighborhood
street network. Waverly Drive and Angus Street
are not designated on the Citywide General Plan
Circulation System.
Rowena Avenue is designed as a three-lane
undivided avenue, which includes a center two-way
left-turn lane. It maintains bicycle lanes in both
directions of travel as well as metered on-street
parking on both sides of the corridor.
Waverly Drive and Angus Street, are designed
as residential streets. Waverly Drive is currently a
two-lane corridor without center striping and with
on-street parking on the south side of the corridor.
Existing parking alternates between parallel and
head-in parking. Curbs are present along small
segments on the north side of the street.
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INFRASTRUCTURE
The location, condition, and accessibility of utilities
and basic infrastructure features can greatly affect
daily operations, construction timelines, and funding
capabilities. Acknowledging these potential impacts,
Figure 7 - Infrastructure and Utilities Map displays
the water and stormwater utilities present within
the Study Area. The location of these utilities has
the potential to impact the ability and cost of any
construction/reconstruction that may occur within the
study area.
Signalized intersections within this study area Utility hole coverings on Angus Street
are generally located where more commercial
oriented streets intersect. Whereas, stop-controlled
intersections typify the intersection of residential
streets. Within the study area, traffic signals are
located at the intersections of:
• Glendale Blvd/Rowena Ave/Lakewood Ave
• Glendale Blvd/Fletcher Dr/Silver Ridge Ave
• Glendale Boulevard/Silver Lake Boulevard
• W Silver Lake Drive/Rowena Avenue
• Hyperion Avenue/Rowena Avenue
• Hyperion Avenue/Monon Street
• Hyperion Avenue/Tracy Street Signalized Intersection of W Silver Lake Drive &
• Griffith Park Blvd/Hyperion Avenue Rowena Avenue
Additionally, the City DOT staff recently studied
the intersection of Waverly Drive and Glendale
Boulevard. The findings of the study indicated
that the intersection is warranted for a traffic
signal. This recommendation will be included in the
recommendations of this study.

Stop-controlled intersection of W Silver Lake Drive

and Angus Street

17
 PUBLIC TRANSIT FACILITIES
Bus service is available along a portion of the
Rowena Avenue Corridor via LA Metro Local or
Limited Line service. Route 201 travels along
Rowena Avenue east of West Silver Lake Drive.
Routes 92 and 96 travel north/south and intersect
Rowena Avenue at Glendale Avenue, then travel
east/west along Glendale. Table 1 - Metro Route
Headways represents the headways of these
routes as expressed by Metro.
A physical bus stop is present along Rowena
Avenue. It is located on the north side of Rowena
Avenue (westbound traffic) in front of the fire
station. This stop includes a shelter and bench, and
has additional space for a bus “pull-out” in the
area that is dedicated to on-street parking along
the remainder of Rowena Avenue.
BICYCLE FACILITIES
The County of Los Angeles Bicycle Master Plan
(2012) identifies existing and proposed bicycle
network for the County. Griffith Park Boulevard
and Silver Lake Avenue are designated by this
plan as existing Class II – Bike Lane facilities. This
means that the bike lane does not have a striped or
physical buffer separating bicyclists from motorists.
Also noted on this plan are bicycle facilities as
proposed by other jurisdictions including: Glendale
Boulevard, Fletcher Drive, Rowena Avenue, W
Silver Lake Drive, and Armstrong Avenue. As part
of the reconstruction that took place on Rowena
Avenue in 2013, the street now includes a Class II
bicycle facility (dedicated bicycle lane without a
buffer that separates bicyclists and motorists).

Rowena Avenue Southside Bicycle Lane (looking East)

Table 1 - Metro Route Headways

Weekdays Saturdays Sundays
Line Peaks Day Eve Day Eve Day Eve
91 16-20 25 50-60 26-30 60 40 60
96 30-35 40 60a 50-55 50-60a 60 -
201 50 50 - 60 - 60 -
1
24-hour Owl service
a
No late-evening service

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 ROWENA WAVERLY ANGUS STUDY

PEDESTRIAN FACILITIES
Pedestrian facilities vary greatly within the study
area from wide sidewalks in some areas to non-
existent pedestrian facilities in other areas. Along
Rowena Avenue, sidewalks are generally wide with
occasional street trees and landscaping as buffers
between pedestrians and vehicles. They are in
good-to-fair condition. However, the high number
of driveways impact the consistency of the sidewalk
facilities.
Designated pedestrian crossings across Rowena
Avenue are present at the intersections with Rowena Avenue Southside Sidewalk (looking West)
Glendale Boulevard, W Silver Lake Drive, and
Hyperion Avenue. These crossing are equipped with
pedestrian countdown signal heads.
Beginning where Waverly Drive crosses Hyperion
Avenue and continues east, sidewalks do not exist
on either side of the roadway until Auburn Street.
East of Auburn Street, five-foot sidewalks are
present on both sides of the street. Streets that
provide connections from Rowena Avenue up to
Waverly Drive (such as Avenel Street, Herkimer
Street, Auburn Street, etc.) have relatively steep
slopes; although they have typical sized sidewalks,
their grade makes for problematic ADA facilities -
Missing Sidewalk along Waverly Drive (looking West)
especially in regards to ramps.
Angus Street from Griffith Park Boulevard to
Kenilworth Avenue contains a sidewalk facility on
the north side of the street. However, the facility is
approximately two- to two and one-half feet wide;
which primarily allows a designated space for
‘doorswing’ for vehicles parked on the street.
The Project Area lacks a consistent pedestrian
oriented wayfinding network.
Figure 8 - Transit, Bicycle, and Pedestrian
Facilities represents some of the existing facilities
within the Project Area.
Minimal and Missing Sidewalks along Angus Street

19
 Figure 8- Transit, Bicycle, and Pedestrian Facilities

GL
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20
 ROWENA WAVERLY ANGUS STUDY
PARKING FACILITIES
On-street parking is currently available along most
of Rowena Avenue on both the north and south
sides. This on-street parallel parking is metered and
subject to two-hour time limits. Parking is heavily
utilized by those venturing to the commercial and
retail uses found along Rowena Avenue.
On-street parking is also present along residential
streets in the study area. Along Angus Street, the
narrow right-of-way and curvature of the road also
allows the presence of on-street parking.
Waverly Drive maintains on-street parking along
one-side of the corridor, transitioning between
parallel parking to head-in, angled parking.
On-Street Parking along Angus Street
OPERATIONS
TRAFFIC COUNTS
Vehicles accessing the corridor and their various
travel patterns greatly impact the overall corridor
operations. Table 2 - Average Daily Traffic
Volumes identifies the Average Daily Traffic (ADT)
of three major corridors within the Study Area.
The daily volumes presented in this report are
a combination of historical data and recently
collected volumes.
The recent volumes for Rowena Avenue, Hyperion
Avenue, and Glendale Drive were collect in March
and September of 2017.
TURNING MOVEMENT COUNTS
Turning movement counts were gathered for
specific intersections within the study area. Figure
9- Turning Movement Count displays the location,
and the corresponding AM/PM turning movement
vehicular counts.
At the intersection of Hyperion Avenue and Rowena
Avenue, more westbound vehicles on Rowena
Avenue turn south onto Hyperion Avenue than north.
The opposite is true for eastbound vehicles. A similar
pattern can be seen for those traveling north/south
along Hyperion Avenue: more northbound travelers
turn east onto Rowena Avenue than west; more
southbound travelers turn west onto Rowena Avenue
than east.
The intersection of Silver Lake Drive and Angus
Street indicates that for eastbound travel along
Angus Street, there are almost seven times the
number of vehicles traveling in the PM peak hour
than the AM peak hour. A similar pattern was not
displayed in the westbound movements.
Turning movement counts for intersections within the
Study Area presented in this Report were taken in
September of 2017.
21
 Table 2 - Average Daily Traffic Volumes

North South West East

Corridor Start Limit End Limit
bound bound bound bound
Rowena Avenue Glendale
Hyperion Avenue N/A N/A 12,949 12,551
Boulevard
Hyperion Avenue Griffith Park
Waverly Drive 19,281 19,151 N/A N/A
Boulevard
Glendale Boulevard Riverside Drive Waterloo Street 13,030 12,575 N/A N/A

Figure 9- Turning Movement Count Locations Map

1
2

LEGEND
# Vehicle Counts Locations
# Bicycle Counts Locations

WA
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22
 ROWENA WAVERLY ANGUS STUDY

Figure 9 continued- Turning Movement Counts

Hyperion Ave (west leg) & Hyperion Ave (east leg) & Hyperion Ave &
1 Waverly Dr 2 Waverly Dr 3 Rowena Ave

0 0 0 0 0 (0) N/A N/A N/A N/A 0 (0) 211 1211 38 0 49 (93)

Hyperion Ave

Hyperion Ave

Hyperion Ave
(0) (0) (0) (0) (N/A) (N/A) (N/A) (N/A) (243) (895) (55) (0)
47 (23) 56 (29) 362 (316)
22 (14) 0 (0) 628 (411)
0 (0) 0 (0) 0 (0)

Waverly Dr Waverly Dr Rowena Ave

0 (1) 0 (0) 0 (0)
0 (0) 0 (0) 195 (317)
41 (123) 41 (123) 310 (311)
N/A N/A N/A N/A 0 15 0 8 0 7 717 457
3 (4) (N/A) (N/A) (N/A) (N/A) 0 (0) (0) (8) (0) (16) 14 (31) (1) (15) (1051) (458)
Peak Hour 7:30-8:30 AM Peak Hour 7:30-8:30 AM Peak Hour 8:00-9:00 AM
Peak Hour 5:00-6:00 (PM) Peak Hour 5:00-6:00 (PM) Peak Hour 5:00-6:00 (PM)

Griffith Park Blvd & W Silver Lake Dr & Herkimer St &

4 Angus St
5 Angus St
6 Avenel Terrace (Southern)
Griffith Park Blvd

0 390 51 0 54 157 4 0 0 15 5 1
W Silver Lake Dr
84 (137) 4 (6) 0 (0)
(0) (238) (101) (0) (62) (138) (4) (2) (0) (18) (2) (0)

Herkimer St
N/A (N/A) 40 (17) 0 (0)
64 (33) 16 (6) 0 (0)
N/A (N/A) 0 (0) 0 (0)

Angus St Angus St Avenel Terrace

N/A (N/A) 1 (0) 0 (0)
N/A (N/A) 60 (149) 0 (0)
N/A (N/A) 22 (147) 0 (0)
0 0 297 36 1 47 125 21 4 0 107 25
N/A (N/A) (0) (0) (624) (174) 24 (51) (0) (32) (168) (29) 0 (0) (5) (0) (53) (12)
Peak Hour 7:30-8:30 AM Peak Hour 7:45-8:45 AM Peak Hour 7:30-8:30 AM
Peak Hour 4:45-5:45 (PM) Peak Hour 5:00-6:00 (PM) Peak Hour 4:45-5:45 (PM)

Herkimer St & Herkimer St &

7 Avenel Terrace (Northern)
8 Waverly Dr

2 17 0 0 0 (0) 5 0 (2) 3 0 0 (1)

(0) (17) (0) (0) (2) (1) (0)
Herkimer St

24 (18)
Herkimer St

0 (0)
0 (0) 7 (2)
0 (0) 0 (0)

Avenel Terrace Waverly Dr

0 (0) 0 (0)
3 (1) 0 (5)
0 (0) 52 (145)
3 20 86 0 2 39 0 (4) 43
3 (3) 11 (9) (1) (11) (31)
(2) (6) (44) (0)
Peak Hour 7:30-8:30 AM Peak Hour 7:30-8:30 AM
Peak Hour 4:45-5:45 (PM) Peak Hour 5:00-6:00 (PM)

Rowena Ave & Rowena Ave & Rowena Ave &

9 Herkimer St 10 W Silver Lake Dr
11
Glendale Blvd

0 0 (0) 0 0 0 0 (0) 0 0 0 (1) 0 (0) 1 0

W Silver Lake Dr

1 (0) 0 (0) 0 (0)

Glendale Blvd

(0) (2) (0) (0) (0) (0) (1) (0)

Herkimer St

13 (3) 11 (5) 7 (5)

0 (0) 0 (1) 0 (0)
0 (0) 0 (0) 0 (0)

Rowena Ave Rowena Ave Rowena Ave

0 (0) 0 (0) 0 (0)
0 (1) 0 (0) 1 (1)
9 (9) 7 (3) 5 (8)
0 0 0 0 (0) 0 0 (2) 0 (0) 0 (0) 0 0 (0) 1 (0) 0 (1)
0 (0) (0) (0) (0) 11 (2) (0) 1 (1) (0)
Peak Hour 7:30-8:30 AM Peak Hour 7:30-8:30 AM Peak Hour 7:45-8:45 AM
Peak Hour 4:30-5:30 (PM) Peak Hour 2:30-3:30 (PM) Peak Hour 3:15-4:15 (PM)
23
 Figurev10 - Pedestrian Turning Movements

Intersection of Rowena Avenue Intersection of Rowena Avenue Intersection of Rowena Avenue

(east/west) and Herkimer Boulevard (east/west) and W Silver Lake Drive
(north/south) (north/south)
BIKE/PED COUNTS
Figure 9- Turning Movement Count displays the
location of Bicycle counts at three key intersections
along Rowena Avenue. Bicycle traffic along Rowena
Avenue is consistent. The highest turning movement
from Rowena Avenue are cyclist turning southbound
onto W Silver Lake Drive in the AM peak hour.
Pedestrian Movements for those three intersections
are displayed in Figure 10- Pedestrian Turning
Movements. Rowena Avenue and Silver Lake Drive
displayed the highest pedestrian traffic with a total
of 240 pedestrians crossing from the south to the
north side of Rowena Avenue.
The eastbound pedestrian traffic along Rowena
Avenue at the intersection with Herkimer was also
high, totally 127 pedestrians on the north leg and
40 on the south leg in the AM peak hour.
(east/west) and Glendale Boulevard
(north/south)
SPEED DATA
The perception of speed along the corridor by
observers can vary greatly. Three independent
speed surveys taken during 2017 collected data
for the pace of vehicles, as well as the highest
speed captured above posted speed limit. The
posted speed for Hyperion Avenue, Glendale
Boulevard, and Rowena Avenue is 35 miles per
hour (MPH). The average speed of vehicles for
Hyperion and Glendale were slightly above the
posted speed; Rowena Avenue’s average speed
was 33 MPH, two MPH under the posted speed.
Between 75 and 96 percent of vehicle traveled “in
pace” along the corridor, meaning within a range
of the posted speed limit.

24
 ROWENA WAVERLY ANGUS STUDY

CORRIDOR COLLISION HISTORY FigureTOTAL COLLISIONS

11 - Total ON ROWENA
Number of Collisions AVENUE
Along Rowena Avenue
A primary factor for conducting an
30
evaluation of this Study Area was
the perceived number of collisions 25
occurring along Rowena Avenue and
other closely related streets in the 20
adjacent roadway network. Figure 14
15
displays 2008-2012 Collisions and
Figure 15 displays the 2013-2015 10
Collisions. To identify major changes
before/after the installation of the 5
complete street design alternatives
0
along Rowena Avenue, collision data
2008 2009 2010 2011 2012 2013 2014 2015
is separated before and after 2013
(The road diet was installed on March TOTAL COLLISIONS
15, 2013).
Road Diet installed
The intersection of Rowena Avenue and Hyperion March 15, 2013
Avenue maintains the highest collision rate of the Construction of
intersections within the Study Area year to year Silver Lake Reservoir
begins March 2012
between 2011 and 2015. Figure 11 - Number of
Collisions displays the total number of collisions
by year from 2011-2015 along streets Type
Figure 12of Collision
- Type AlongAlong
of Collision Rowena by Year
Rowena by Year
where collision data was available. 12
Figure 12 - Type of Collisions by Year Construction of
10 Silver Lake Reservoir
represents the type of collision by year. begins March 2012
8
Road Diet installed
6 March 15, 2013
4

0
2008 2009 2010 2011 2012 2013 2014 2015
FigureNumber
13 - Number of Injuries
of Injuries and Deaths
and Deaths Along Broadside Head-On Rear-End
Along Rowena by Year
Rowena by Year Sideswipe Vehicle - Pedestrian Bicycle
30

25

20

15

10

0
2008 2009 2010 2011 2012 2013 2014 2015

Total Injured Total Killed

25
 GL
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 GL
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ROWENA WAVERLY ANGUS STUDY

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 IMPROVEMENT
RECOMMENDATIONS
28
 ROWENA WAVERLY ANGUS STUDY

CHALLENGES AND OPPORTUNITIES

CHALLENGES
Several concerns emerged as priorities during
discussions with participants in the Work Group,
during analysis of existing conditions of the area,
speed data, volume data, collision data, and
visual impacts observed during multiple field visits.
Identified challenges included:
• Cut-through traffic along Angus Street and AUTO
Waverly Drive during peak hours;
• Incomplete or missing sidewalk infrastructure;
• Limited pedestrian facilities such as signalized Waverly Drive and Angus Street.
crosswalks;
• Poor pedestrian-scaled lighting.
Additionally, there are the number of collisions
regularly experienced at key intersections within
the Project Area. The intersection of Rowena Avenue
and Hyperion Boulevard has the highest density of
collisions from 2011-2015.
The existing conditions evaluation showed that
between 2012 and 2013 several pedestrian and
bicycle related collisions occurred at the intersection
of Rowena Avenue and Glendale Boulevard.
GENERAL IMPROVEMENT
RECOMMENDATIONS
The following recommendations are sorted by mode
of transportation. These recommendations can be
applied as stand-a-lone items, or as packages
within the alternatives expressed previously.
1. Work with WAZE to understand what changes
to street functions needed to restrict through-
commuter traffic along local streets including
PEDESTRIAN
1. Install pedestrian-scaled lighting along
Rowena Avenue from Hyperion Avenue to
Glendale Boulevard.
2. Where feasible, install bulb-outs to enhance
visibility of crosswalks at intersections.
3. Where feasible, install high visibility
crosswalks.
BICYCLE
1. Where feasible, focus improvements at
intersections where conflict points are high.
Improvements include continued bicycle striping
through the intersection and high-visibility green
paint.

IMPROVEMENTS FOR CONSIDERATION

The following concepts were developed for improvements along streets within the Project Area. These
include specific geometric or policy changes. These alternatives have the potential to be implemented
individually or packaged with other alternatives. The improvements are categorized as: Intersections, Angus
Street, Waverly Drive, and Rowena Avenue.

29
 INTERSECTION OF GRIFFITH PARK
BOULEVARD AND HYPERION
AVENUE: Figure 17 - Ramps with Rumble Strips
1. Intersection improvements such as high
visibility crosswalks, enhanced pedestrian ramps,
and if feasible through an engineering study,
bulb-outs. Figures 16 and 17 is an example of
typical intersection improvements.

Figure 16 - High visibility crosswalks

INTERSECTION OF ROWENA Figure 18- Delineate Right-Turn Bay Within Existing Right-
of-Way
AVENUE AND ST. GEORGE STREET:
1. At the northbound approach of the
intersection, right-of-way can be delineated to
provide a right-turn bay, and a through/left-
turn lane, helping to alleviate some queuing.
(See Figure 18)
2. This improvement could also be applied to
both the eastbound and westbound movements ROWENA AVE
on Rowena Avenue with a right-turn bay
installed.
ST. GEORGE ST

30
 ROWENA WAVERLY ANGUS STUDY

INTERSECTION OF ROWENA
AVENUE AND W SILVER LAKE DRIVE
1. In addition to the aesthetic and general
pedestrian improvements discussed at the
beginning of this section, a potential signal phase
improvement is recommended. The inclusion of
a Leading Pedestrian Interval (LPI) can improve
traffic flow and enhance pedestrian safety. When
active, an LPI provides a designated time for
pedestrians to cross the street before allowing the
green movement of vehicles.

Figure 19 - Implement a Leading Pedestrian Interval

Source: NACTO.org. Urban Street Design Guide. Leading Pedestrian Interval

31
 UPPER ANGUS STREET
IMPROVEMENT OPTIONS:
Current configuration
1. Relocate alongcurb
the existing a face at Angus
Current configuration along a Figure 20 - Cross
AngusSection depicting current
portion
to add ofsidewalk
Angus Street
on one side of the street. (See Street looking East

Current configuration of aAngus

portion of UpperEast Angus Street
Figure 20 and Figurealong
portion configuration
of Angus Street21) Thisa improvement would
Street looking

portion
resultof in
Angus Street
the elimination of on-street parking. Angus Street looking East

Communication with the Technical Working

Group expressed a desire from local residents
to prioritize a continuous sidewalk over on-street
parking.
2. Stripe an edge-line with cross-hedge
Landscaping On-Street Travel Lanes Landscaping
markings along Angus Street to provide a Parking
Landscaping On-Street Travel Lanes Landscaping
designated pedestrian realm (See Figure 22). Parking
Landscaping On-Street Travel Lanes Landscaping
Parking
3. Restrict through traffic on Angus Street
Expand Sidewalk
between Morenoalong
Drive Angus Street Avenue to
and Kenilworth Figure 21 - Cross Section depicting Upper Angus
Expand Sidewalk along Angus Street
one-way westbound traffic; restricting right-turn Option 1
Expand Sidewalk
movements along
from Angus
Morena DriveStreet
onto Angus Street
Angus Street looking East
Angus Street looking East
at the intersection of Moreno Drive and Angus
Angus Street looking East
Street (See Figure 23).
a. Additionally, this would call for advanced
warning signs for turn restrictions in prior to
the intersection: one along Moreno Drive,
one at the intersection of Griffith Park
Sidewalk

Boulevard with Angus Street, and one at Landscaping Travel Lanes Landscaping
Sidewalk

Landscaping Travel Lanes Landscaping

the intersection of Angus Street and Moreno
Sidewalk

Landscaping Travel Lanes Landscaping

Drive.
Figure 22 - Cross Section depicting Upper Angus
b. Closing off this street via a cul-de-sac or
Option 7-dead
Expand Option 2
end isSidewalk along
not a viable option for this area.
Option
Angus 7- Expand Sidewalk along
Street
Closing the area would eliminate a through Angus Street looking East
Option 7- route
Expand
Angus Street Sidewalk along
for fire and emergency vehicles and is Angus Street looking East
Angus Street
not recommended. Angus Street looking East

LOWER ANGUS STREET

IMPROVEMENT OPTIONS:
1. With the implementation of the one-way
street segment as shown in Figure 23, cut-through
Sidewalk

Landscaping Travel Lanes Landscaping

traffic along lower Angus Street from Hyperion
Sidewalk

Landscaping Travel Lanes Landscaping

Avenue is likely to be reduced as well.
Sidewalk

Landscaping Travel Lanes Landscaping

32
 ROWENA WAVERLY ANGUS STUDY

Figure 23 - High-level concept graphic depicting restrictions along Angus Street from Angus Option 3

Angus
St
ONL
Moreno Dr

Angus St
Ken
il
wor
th
Ave

Option 6
33
 WAVERLY DRIVE/ROKEBY STREET
IMPROVEMENT OPTIONS: Figure 24 - Cross Section depicting current
1. Create a continuous sidewalk along one-side configuration of a portion of Waverly Drive
of Waverly Drive. (See Figure 24 and Figure 25) Current configuration along a portion of Waverly Drive
2. Change all current on-street parking on Current configuration
Waverlyalong a portion
Drive looking West of Waverly Drive

Waverly Drive to 45-degree angled parking Waverly Drive looking West

and add a sidewalk between the parking and the
curb. (See Figure 25 and Figure 26).
3. Close the northern portion of Rokeby Street at P
the intersections with Waverly Drive and Glendale P
Boulevard. Reconfigure the geometry to a cul-de- Parallel Travel Lane Travel Lane Slope
Parking Eastbound Westbound
sac. (See Figure 27) Parallel Travel Lane Travel Lane Slope
Parking Eastbound Westbound

Option 11- Waverly to angled parking with sidewalk

Figure 25 - Cross Section depicting Waverly
Option 11- Waverly to Waverly
angled
Option parking
Drive andwith
1looking 2 sidewalk
West

Waverly Drive looking West

Sidewalk Angled Travel Lane Travel Lane Slope

Parking Eastbound Westbound
Sidewalk Angled Travel Lane Travel Lane Slope
Parking Eastbound Westbound

Figure 26 - Existing locations of parking along Waverly - Option 2

WAV
ER LY
L

Current head-in
E
EN

parking locations
AV

Current parallel
parking locations

AVE
N EL T
ERR
ER

ACE
GL
IM

EN
RK
HE

DA
L

AVE
E

N
RN

EL T
ERR
BU

ACE
AU

34
OWE
NA
Y
 ROWENA WAVERLY ANGUS STUDY

Figure 27 - High-level concept graphic depicting Waverly/Rokeby Option 3

Waverl
y Dr

Glen
dale
Blvd
et
tre
S
by
ke
Ro

Rowen
a Ave

Alternative 8

35
 ROWENA AVENUE IMPROVEMENT OPTIONS:
1. No roadway geometry changes would c. Pedestrian street crossings in two locations
be made. Focus would be to prioritize minimal along Rowena Avenue (Herkimer Street
pedestrian improvements along Rowena Avenue and Avenel Street) and (See Figure 30 and
including: Figure 31)
a. Bulb-outs at crosswalks as seen Figure 28, to
be further studied at locations in Figure 31
b. Installation of pedestrian-scaled lighting.
(See Figure 29 for example of scale)

Figure 28 - Example of intersection Figure 29 - Example of pedestrian- Figure 30 - Example of pedestrian-

bulb-out (Rowena Option 1a) scaled lighting (Rowena Option 1b) street crossing (Rowena Option 1c)
WAV
ER LY
ON
RI

AVE
PE

NE
Figure 31 - Potential high-level locationsL TofERRbulb-outs
L
HY

along Rowena Option 1a

NE

GL
CE
E
AV

EN
LA P
AZ

DA
R
ME

LE
AVE
KI

NEL T
R

ERR
HE

ACE
RN
BU

ROW
AU

ON ENA
ON
Y B
KE
RO
W SILVER LAKE

AN
GU
S Potential bulb-out
locations GLE
N
Potential pedestrian
crossing Rowena ANGUS

GR
IFF S ANGUS
ITH GU
PA AN
36RK
 ROWENA WAVERLY ANGUS STUDY

ROWENA AVENUE IMPROVEMENT OPTIONS (CONTINUED):

2. Remove bicycle lane striping from both 3. Remove the on-street parking and bicycle
directions of travel on Rowena Avenue. Re- lane in the eastbound travel direction only on
purpose this right-of-way for use as an additional Rowena Avenue. Re-purpose this right-of-way for
eastbound travel lane. This alternative would use as an additional eastbound travel lane with
Current configuration of Rowena
maintain on-street parkingAvenue
on both sides of the Sharrow markings. This alternative maintains the
street. (See Figure
Current configuration 33) Avenue
of Rowena on-street parking and the bicycle lane for the
westbound direction of travel. (See Figure 34)
Current configuration of Rowena Avenue
Rowena Avenue looking West
Figure 32 - Cross Section depicting
Rowena Existing
Avenue looking WestConditions of Rowena Ave

Rowena Avenue looking West

P P
P P
Sidewalk Parallel Bike Travel Lane Two-Way Travel Lane Bike Parallel Sidewalk
Parking Lane Eastbound Left-Turn Lane Westbound Lane Parking
Sidewalk P
Parallel Bike Travel Lane Two-Way Travel Lane Bike ParallelP Sidewalk
Parking Lane Eastbound Left-Turn Lane Westbound Lane Parking

Sidewalk Parallel Bike Travel Lane Two-Way Travel Lane Bike Parallel Sidewalk
Option 2 - Remove bike lane from both
Parking Lane
sides and addLeft-Turn
Eastbound eastbound
Lane
travel lane
Westbound Lane Parking
Option 2 - Remove bike lane from Figureboth33sides andSection
- Cross add eastbound travel Option
depicting Rowena lane 2
Rowena Avenue looking West
Rowena Avenue looking West
Option 2 - Remove bike lane from both sides and add eastbound travel lane

Rowena Avenue looking West

P P
P P
Sidewalk Parallel Travel Lane Travel Lane Two-Way Left-Turn Travel Lane Parallel Sidewalk
Parking Eastbound Lane Westbound Parking
Sidewalk Parallel
P Travel Lane Travel Lane Two-Way Left-Turn Travel Lane ParallelP Sidewalk
Parking Eastbound Lane Westbound Parking
Option 3- Remove parking and bike from eastbound only and add eastbound travel lane with a sharrow
Figure 34 - Cross Section depicting Rowena Option 3
Sidewalk
Option 3- Remove parking Parallel
andParking Travel Lane
bike from Travel Lane Two-Way Left-Turn
eastbound
Eastbound
only andLane Travel Lane
add eastbound
Westbound
travel
Parking
laneSidewalk
Parallel
with a sharrow
Rowena Avenue looking West
Rowena Avenue looking West
Option 3- Remove parking and bike from eastbound only and add eastbound travel lane with a sharrow

Rowena Avenue looking West

P
P
Sidewalk Travel Lane/ Travel Lane Two-Way Left-Turn Travel Lane Bike Parallel Sidewalk
Sharrow Eastbound Lane Westbound Lane Parking
Sidewalk Travel Lane/ Travel Lane Two-Way Left-Turn Travel Lane Bike Parallel Sidewalk
Sharrow Eastbound Lane Westbound Lane ParkingP
Option 4 - Remove parking and convert outside travel lanes to Sharrows 37
Option 4 - Remove parking
Sidewalk
andTravel
convert
Lane/
outside travel lanes to Sharrows
Travel Lane Two-Way Left-Turn Travel Lane Bike Parallel Sidewalk
Sharrow Rowena Avenue
Eastbound Lane looking West
Westbound Lane Parking
Option 3- Remove parking and bike from eastbound only and add eastbound travel lane with a sharrow

Rowena Avenue looking West

ROWENA AVENUE IMPROVEMENT OPTIONS (CONTINUED):

4. Restrict on-street parking during peak AM
and PM commute hours on Rowena Avenue. During P
this designated time, the outside lane would
be used as a Sidewalk
travel lane and sharrow
Travel Lane/ Travel Lane in both
Two-Way Left-Turn Travel Lane Bike Parallel Sidewalk
Westbound
directions. (See Figure 35 and Figure 36)
Sharrow Eastbound Lane Lane Parking

Option 4 - Remove parking and convert outside travel lanes to Sharrows

Figure 35 - Cross Section depicting Rowena Option 4
Rowena Avenue looking West

Travel Lane/ Travel Lane/

Sidewalk Sharrow Travel Lane Two-Way Left-Turn Travel Lane Sharrow Sidewalk
Eastbound Lane Westbound Westbound
Eastbound

Figure 36 - Example of time-restriction signage

for on-street parking for Rowena Option 4

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