millennium hollywood project

City of Los Angeles

Department of City Planning Environmental Analysis Section City Hall 200 N. Spring Street, Room 750 Los Angeles, CA 90012

OCTOBER 2012

Appendices To

DRAFT ENVIRONMENTAL IMPACT REPORT

HOLLYWOOD COMMUNITY PLAN AREA

Appendices Volume 4 of 5

Millennium Hollywood Project

Case Number: ENV-2011-675-EIR State Clearinghouse Number: 2011041094

Project Location: 1720, 1722, 1724, 1730, 1740, 1745, 1749, 1750, 1751, 1753, 1760, 1762, 1764, 1766, 1768, 1770 N. Vine Street; 6236, 6270, 6334 W. Yucca Street; 1733, 1741 N. Argyle Avenue; 1746, 1748, 1754, 1760, 1764 N. Ivar Avenue, Los Angeles, California, 90028 Council District: 13 Project Description: The proposed project includes the construction of approximately 1,052,667 net square feet of new developed floor area. The historic Capitol Records Building and the Gogerty Building are within the Project Site. These historic structures would be preserved and maintained and are operating as office and music recording facilities under long term lease. Including the existing approximately 114,303 square-foot Capitol Records Complex, the Project would include a maximum of approximately 1,166,970 net square feet of floor area resulting in a 6:1 Floor Area Ratio averaged across the Project Site. The Project would also demolish and/or remove the existing approximately 1,800 square foot rental car facility. The Project would develop a mix of land uses, including some combination of residential dwelling units, luxury hotel rooms, office and associated uses, restaurant space, health and fitness club uses, and retail uses.

APPLICANT: Millennium Hollywood LLC

PREPARED BY: CAJA Environmental Services

ON BEHALF OF: The City of Los Angeles

Department of City Planning Environmental Analysis Section

Appendix IV.I

Population and Employment Projections

Millennium Hollywood

RCLCO (June 8, 2012)

Appendix IV.J.1

Fire Department Responses

(October 24, 2011 and December 14, 2011)

From: Terrance W O'Connell Date: October 24, 2011 8:58:30 AM PDT To: Ryan Luckert Cc: "Downs, Michael" Subject: Per your request; Millennium Hollywood Project

The required Fire Flow for the proposed project is 6000-9000 GPM from 4 to 6 Hydrants flowing at the same time. For the locations and capacities of the existing surrounding Fire Hydrants, please contact Mike Downs of the Dept of Water and Power. He may be reached at (213) 367-1218. Respectfully, Insp. O'Connell, Hydrants and Access Unit

mailto:[email protected]:[email protected]:[email protected]

December 14, 2011 TO: Seth Wulkan, Assistant Environmental Planner

CAJA Environmental Services, LLC FROM: Mark R. Woolf, Captain I-Paramedic Planning Section Los Angeles Fire Department 200 N. Main Street, Suite 1800 Los Angeles, CA 90012 SUBJECT: REQUEST FOR FIRE SERVICE INFORMATION FOR THE

Millennium Hollywood Project The following are the answers to your questions in your letter dated September 8, 2011 1. Fire Stations 27, 82 and 41 are the closest fire stations to this project. Fire Station 27 is located at 1327 N. Cole Avenue in Hollywood. Fire Station 82 is located at 1800 N. Bronson Avenue in Hollywood. Fire Station 41 is located at 1439 N. Gardner Street in West Hollywood. 1a. Fire Station 27 is staffed with 16 members at all times. Six members are assigned to the Light Force (Truck and Engine company), four members are assigned to a Fire Engine, two members are assigned to the Paramedic Rescue Ambulance, and two members are assigned to the Basic Life Support (BLS) Rescue Ambulance, and two members are assigned to the Battalion Command Team. Battalion Chief -1 Captain II 1 Captain I 1 Apparatus Operator 1 Engineer 2 Firefighter/Paramedic 2 Firefighter - 8 Fire Station 82 is staffed with 6 members at all times. Four members are assigned to the Fire Engine, and two members are assigned to the Paramedic Rescue Ambulance. Captain I 1 Engineer 1 Firefighter/Paramedic 2 Firefighter - 2

Fire Station 41 is staffed with 6 members at all times. Four members are assigned to the Fire Engine, two members are assigned to the Paramedic Rescue Ambulance.. Captain I 1 Engineer 1 Firefighter/Paramedic 2 Firefighter - 2 1b. Fire Station 27: Battalion Command Team - 1 Truck 1 Engine 2 Paramedic Ambulance 1 Basic Life Support Ambulance 1 Fire Station 82: Engine 1 Paramedic Ambulance 1 Fire Station 41: Engine 1 Paramedic Ambulance 1 1c. Using 1750 N. Vine Street, as the incident address: Fire Station 27 is 0.7 miles from the proposed site. Fire Station 82 is 0.8 miles and Fire Station 41 is 1.7 miles away. The response times to the proposed site would be within 5 minutes from Fire Station 27. These response times meet the desired response distance standards of the LAFD. 1d. 2010 Daily Incident Data

Fire Station Advanced Life Support

Basic Life Support

Fire & Other Daily Total

27 9.8 6.4 3.3 19.5 82 5.8 3.3 1.8 10.9 41 5.8 3.9 3.0 12.8

1e. Fire Station 27 is trained as a Urban Search and Rescue Task Force. 2. Average Response Times to Incidents Within the following Fire Station Districts, July 5, 2011 to Present

Fire Station District Average Response Time to Structure Fires

Target Time

27 4:43

3. 2010 Daily Incident Data with City Average

Fire Station Advanced Life Support

Basic Life Support

Fire & Other Daily Total

City Average 5.2 3.0 1.7 9.8 27 9.8 6.4 3.3 19.5 82 5.8 3.3 1.8 10.9 41 5.8 3.9 3.0 12.8

Captain Mark R. Woolf

Appendix IV.J.2

Police Department Response

(August 16, 2012)

Appendix IV.J.3

LAUSD Response (March 30, 2012)

LAUSD SCHOOLS ENROLLMENTS AND CAPACITIES

SCHOOL YEAR: 2011-2012(Current and projected enrollments/capacities reflect data from School Year (SY) 2011-2012. SEE DISCLAIMER BELOW.)

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3041 CHEREMOYA EL 1 TRK 397 176 286 221 No 375 167 208 No8226 LE CONTE MS** 1 TRK 1042 1157 949 (115) Yes 1674 1036 638 No8693 HOLLYWOOD SH** 1 TRK 1847 1280 1716 567 No 2445 1045 1400 No

Schools Planned to Relieve Known OvercrowdingNONE

NOTES:1 School's ID code.2 School's name 3 The current calendar the school is operating on. Schools operate on a 'multi-track' calendar (listed as 3-TRK or 4-TRK), because of overcrowded conditions.4

5 The total number of students living in the school's attendance area and who are eligible to attend the school. Includes magnet students. -Multi-track calendars are utilized as one method of providing relief to overcrowded schools by increasing enrollment capacities. -A key goal of the Superintendent and Board of Education is to return all schools to a traditional 2-semester calendar (1-TRK).

6 The number of students actually attending the school now, including magnet students.7 Current seating overage or (shortage): equal to (current capacity) - (resident enrollment).8 Current overcrowding status of school. The school is currently overcrowded if any of these conditions exist:

-School is currently on a multi-track calendar. -There is currently a seating shortage. -There is currently a seating overage of LESS THAN or EQUAL TO a 'safety margin' of 30 seats.

9

10 Projected 4-year total number of students living in the school's attendance area and who are eligible to attend the school. Includes magnet students.11 Projected seating overage or (shortage): equal to (projected capacity) - (projected enrollment).12 Projected overcrowding status of school. The school will be considered overcrowded in the future if any of these conditions exist:

-School remains on a multi-track calendar. -There is a seating shortage in the future. -There is a seating overage of LESS THAN or EQUAL TO a 'safety margin' of 30 seats in the future.

* Independent Charter: Capacity and enrollment information is not reported for some independent charters.**

DISCLAIMER: CURRENT AND PROJECTED DATA ARE UPDATED ANNUALLY AND BECOME AVAILABLE AFTER DECEMBER 1ST OF EACH CALENDAR YEAR.

Current capacity shown for QEIA (Quality Education Investment Act) schools includes class-size reduction due to QEIA. Does not include capacity used bycharter co-locations. Projected capacity does not include class-size reduction due to QEIA

School's current operating capacity, or the maximum number of students the school can serve while operating on its current calendar. Does not include capacity used by charter co-locations. Includes magnet students.

The capacity the school will have after implementing LAUSD operational goals and shifting to a 2-semester (1 TRK) calendar without QEIA class-size reduction.Includes capacity currently used by charter co-locations. Includes magnet students.

PROJECT SERVED: Millennium Hollywood Project, located at; 1720,1722,1724.1730,1740,1745,1749,1750,1751,1753,1760,1762,1764,1766,1768 & 1770 N. Vine St., 6236 & 6334 W. Yucca St., 1733 & 1741 N. Argyle Ave., 1746,1748,1754,1760, & 1764 N. Ivar St., Los Angeles, CA 90027

Page 1 of 1 Millennium Hollywood Proj EnrCap #716.pdf 4/2/2012

LOS ANGELES UNIFIED SCHOOL DISTRICT Facilities Services Division LOC. CODE: 3041 SUBJECT: NEW SERVICE BOUNDARY DESCRIPTION FOR CHEREMOYA AVENUE SCHOOL

EFFECTIVE JULY 1, 2005.

The area described below has been approved by the superintendent as the attendance area served by the above-mentioned school. The description starts at the most northwesterly corner and follows the streets in clockwise order. Boundaries are on the center of the street unless otherwise noted. This boundary supersedes boundary effective July 1, 1984 (clarified 9-20-1995; updated 7-1-2003). This is an official copy for your file. (GRADES K 6) LOS ANGELES UNIFIED SCHOOL DISTRICT BOUNDARY * RIVERSIDE DRIVE TO ZOO DRIVE * A LINE SOUTHERLY FROM RIVERSIDE DRIVE AT ZOO DRIVE TO VERMONT AVENUE AT THE SOUTH BOUNDARY OF GRIFFITH PARK * GRIFFITH PARK BOUNDARY * FERN DELL DRIVE (BOTH SIDES) * LOS FELIZ BOULEVARD TO LAUGHLIN PARK DRIVE * LOS FELIZ BOULEVARD (BOTH SIDES EXCLUDED) * DE MILLE DRIVE (BOTH SIDES EXCLUDED) * KINGSLEY DRIVE EXTENDED * FRANKLIN AVENUE * VAN NESS AVENUE (BOTH SIDES EXCLUDED) * HOLLYWOOD BOULEVARD * CAHUENGA BOULEVARD * HOLLYWOOD FREEWAY TO VINE STREET * A LINE NORTHERLY FROM THE LAST SAID INTERSECTION THROUGH THE HOLLYWOOD RESERVOIR TO THE LOS ANGELES UNIFIED SCHOOL DISTRICT BOUNDARY AT THE EXTENSION OF CALIFORNIA STREET.

For assistance, please call Master Planning and Demographics, Facilities Services Division, at (213) 633-7606. APPROVED: JAMES A. McCONNELL, JR., Chief Facilities Executive, Facilities Services Division DISTRIBUTION: School Master Planning and Demographics Pupil Statistics School Traffic and Safety Education Section Transportation Branch Department of Transportation, City of L. A.

LOS ANGELES UNIFIED SCHOOL DISTRICT Facilities Services Division LOC. CODE: 8226 SUBJECT: UPDATE BOUNDARY DESCRIPTION FOR JOSEPH LE CONTE MIDDLE SCHOOL

EFFECTIVE JULY 1, 2008 (UPDATED 7-1-2010). Reconfiguration has changed the grade levels serviced by this school and the boundary description has been updated to reflect this change. This updating does not change the intent of the boundary as it was approved on July 1, 20089. The description starts at the most northwesterly corner and follows the streets in clockwise order. Boundaries are on the center of the street unless otherwise noted. This is an official copy for your file. (GRADES 6 - 8) SANTA MONICA BOULEVARD * BRONSON AVENUE (BOTH SIDES EXCLUDED) * FOUNTAIN AVENUE * WESTERN AVENUE * SUNSET BOULEVARD * KINGSLEY DRIVE (BOTH SIDES) * FOUNTAIN AVENUE * KINGSLEY DRIVE (BOTH SIDES) * SANTA MONICA BOULEVARD * KINGSLEY DRIVE (BOTH SIDES) * HOLLYWOOD FREEWAY * NORMANDIE AVENUE * MELROSE AVENUE * WESTERN AVENUE * BEVERLY BOULEVARD * BEACHWOOD DRIVE * MELROSE AVENUE * GOWER STREET. (GRADES 7 8) LOS ANGELES UNIFIED SCHOOL DISTRICT BOUNDARY * RIVERSIDE DRIVE TO ZOO DRIVE * LINE SOUTHERLY FROM RIVERSIDE DRIVE AT ZOO DRIVE TO VERMONT AVENUE AT THE SOUTH BOUNDARY OF GRIFFITH PARK * GRIFFITH PARK BOUNDARY * FERN DELL DRIVE (BOTH SIDES) * LOS FELIZ BOULEVARD TO LAUGHLIN PARK DRIVE * LOS FELIZ BOULEVARD (BOTH SIDES EXCLUDED) * DE MILLE DRIVE (BOTH SIDES EXCLUDED) * KINGSLEY DRIVE AND EXTENSION * HOLLYWOOD BOULEVARD * NORMANDIE AVENUE * SUNSET BOULEVARD * EDGEMONT STREET * MONROE STREET * ALEXANDRIA AVENUE * MONROE STREET AND EXTENSION EXCLUDING 773 NORTH ALEXANDRIA AVENUE AND 826 NORTH MARIPOSA AVENUE * NORMANDIE AVENUE * HOLLYWOOD FREEWAY * KINGSLEY DRIVE (BOTH SIDES EXCLUDED) * SANTA MONICA BOULEVARD * KINGSLEY DRIVE (BOTH SIDES EXCLUDED) * FOUNTAIN AVENUE * KINGSLEY DRIVE (BOTH SIDES EXCLUDED) * SUNSET BOULEVARD * WESTERN AVENUE * FOUNTAIN AVENUE * BRONSON AVENUE (BOTH SIDES) * SANTA MONICA BOULEVARD * VINE STREET * HOLLYWOOD BOULEVARD * CAHUENGA BOULEVARD * HOLLYWOOD FREEWAY TO THE PILGRIMAGE BRIDGE * A LINE NORTHERLY THROUGH THE HOLLYWOOD RESERVOIR TO THE LOS ANGELES UNIFIED SCHOOL DISTRICT BOUNDARY AT THE TERMINUS OF CALIFORNIA STREET.

For assistance, please call Master Planning & Demographics, Facilities Services Division, at (213) 241-8044. APPROVED: JAMES SOHN, Chief Facilities Executive, Facilities Services Division DISTRIBUTION: School Office of Environmental Health and Safety Transportation Branch Department of Transportation, City of L. A. Master Planning and Demographics

LOS ANGELES UNIFIED SCHOOL DISTRICT Facilities Services Division LOC. CODE: 8693 SUBJECT: NEW SERVICE BOUNDARY DESCRIPTION FOR HOLLYWOOD HIGH SCHOOL

EFFECTIVE JULY 1, 2008.

The area described below has been approved by the superintendent as the attendance area served by the above-mentioned school. The description starts at the most northwesterly corner and follows the streets in clockwise order. Boundaries are on the center of the street unless otherwise noted. This boundary supersedes boundary effective September 1, 1982 (clarified 10-7-1996, 6-27-2005). This is an official copy for your file. (GRADES 9 12) A LINE FROM MULHOLLAND DRIVE AND FLOYE DRIVE WEST OF MULTIVIEW DRIVE THROUGH THE INTERSECTION OF FREDONIA DRIVE AND CAHUENGA BOULEVARD TO THE LOS ANGELES RIVER AT FORMAN AVENUE * LOS ANGELES RIVER * LOS ANGELES UNIFIED SCHOOL DISTRICT BOUNDARY * RIVERSIDE DRIVE TO ZOO DRIVE * LINE SOUTHERLY FROM RIVERSIDE DRIVE AT ZOO DRIVE TO VERMONT AVENUE AT THE SOUTH BOUNDARY OF GRIFFITH PARK * GRIFFITH PARK BOUNDARY * FERN DELL DRIVE (BOTH SIDES) * LOS FELIZ BOULEVARD TO LAUGHLIN PARK DRIVE * LOS FELIZ BOULEVARD (BOTH SIDES EXCLUDED) * DE MILLE DRIVE (BOTH SIDES EXCLUDED) * KINGSLEY DRIVE AND EXTENSION * HOLLYWOOD BOULEVARD * SERRANO AVENUE * CARLTON WAY AND EXTENSION * GORDON STREET * SUNSET BOULEVARD * GORDON STREET * SANTA MONICA BOULEVARD * GREENACRE AVENUE * FOUNTAIN AVENUE * FULLER AVENUE * SUNSET BOULEVARD * VISTA STREET * HAWTHORN AVENUE * VISTA STREET * RUNYON CANYON ROAD * MULHOLLAND DRIVE. (GRADE 12) CARLTON WAY AND EXTENSION * SERRANO AVENUE * HOLLYWOOD BOULEVARD * NORMANDIE AVENUE * SUNSET BOULEVARD * EDGEMONT STREET * MONROE STREET * ALEXANDRIA AVENUE * MONROE STREET AND EXTENSION EXCLUDING 773 NORTH ALEXANDRIA AVENUE AND 826 NORTH MARIPOSA AVENUE * NORMANDIE AVENUE * MELROSE AVENUE * VAN NESS AVENUE * SANTA MONICA BOULEVARD * GORDON STREET * SUNSET BOULEVARD * GORDON STREET.

(OVER)

OPTIONAL: HOLLYWOOD AND FAIRFAX HIGH SCHOOLS (GRADES 9 12) MULHOLLAND DRIVE * LAUREL CANYON BOULEVARD (BOTH SIDES EXCLUDED, INCLUDING LAUREL CANYON PLACE, AMOR ROAD, CORNETT DRIVE, AND ELRITA DRIVE) TO THE INTERSECTION OF ELRITA DRIVE AND LAUREL CANYON BOULEVARD * LAUREL CANYON BOULEVARD TO WILLOW GLEN ROAD * A LINE EASTERLY AND NORTHERLY FROM LAUREL CANYON BOULEVARD AT WILLOW GLEN ROAD (EXCLUDING WILLOW GLEN ROAD, THAMES STREET, AND LEICESTER DRIVE) TO THE INTERSECTION OF WOODSTOCK ROAD AND MOUNT OLYMPUS DRIVE * WOODSTOCK ROAD (BOTH SIDES EXCLUDED) TO THE INTERSECTION OF WOODSTOCK ROAD AND WILLOW GLEN ROAD * A LINE NORTHERLY, EXCLUDING BOTH SIDES OF WOODSTOCK ROAD, ADA STREET, AND CARDWELL PLACE, TO AND EXCLUDING 7800 AND 7801 WOODROW WILSON DRIVE * A LINE EASTERLY INCLUDING BOTH SIDES OF WOODROW WILSON DRIVE AND ITS CONTRIBUTING STREETS * NICHOLS CANYON ROAD (BOTH SIDES) * A LINE WESTERLY THROUGH AND INCLUDING 3050 AND 3051 CHANDELLE ROAD AND NORTH OF BRIAR SUMMIT DRIVE TO AND INCLUDING 7950 MULHOLLAND DRIVE * MULHOLLAND DRIVE * RUNYON CANYON ROAD * VISTA STREET * HAWTHORN AVENUE * VISTA STREET * SUNSET BOULEVARD * LOS ANGELES UNIFIED SCHOOL DISTRICT BOUNDARY * A LINE NORTHERLY EAST OF MEREDITH PLACE, ALTO CEDRO DRIVE, BRIARCREST ROAD AND BRIARCREST LANE TO AND EXCLUDING 8600 MULHOLLAND DRIVE.

For assistance, please call Master Planning & Demographics, Facilities Services Division, at (213) 893-6850. APPROVED: JOSEPH A. MEHULA, Chief Facilities Executive, Facilities Services Division DISTRIBUTION: School Office of Environmental Health and Safety Transportation Branch Department of Transportation, City of L. A. Master Planning and Demographics

Appendix IV.J.4

Recreation and Parks Department Response

(September 27, 2011)

Appendix IV.J.5

Library Response

(November 16, 2011)

-----Original Message----- From: Molles, Joseph [mailto:[email protected]] Sent: Wednesday, November 16, 2011 2:15 PM To: Seth Wulkan Subject: Re: Millennium Hollywood Project - Request for Library Information Hi Seth, Attached are our responses to your questions. Re: Millennium Hollywood Project The following is our response to your questions: 1a. Libraries that would serve the proposed project: Goldwyn Hollywood Regional Branch Library .24 miles from project 1623 N. Ivar Ave. Hollywood, CA 90028 b. Size (Square Feet):

19,000 sq. ft. facility.

c. Collection size/Circulation: 87,259 Volumes/Circulation 123,539 d. Staffing Levels:

10 Full-time Employees e. Current/Future Service Population:

83,173 (2000 census)/Per Planning Departments estimation, the population will reach 91,980 by 2010 and 94,494 by 2020.

f. There are no planned improvements to add capacity through expansion. 2. On February 8, 2007, The Board of Library Commissioners approved a new Branch

Facilities Plan. This Plan includes Criteria for new Libraries, which recommends new size standards for the provision of LAPL facilities 12,500 s.f. for community with less than 45,000 population and 14,500 s.f. for community with more than 45,000 population and up to 20,000 s.f. for a Regional branch. It also recommends that when a community reaches a population of 90,000, an additional branch library should be considered for the area.

3. There are no plans for the development of any other new libraries to serve this

community. The Los Angeles Public Library recommends a mitigation fee of $200 per capita based upon the projected population of the development. The funds will be used for staff,

books, computers and other library materials. It is recommended that mitigation fees be paid by the developer. Any increase in the residential population that is in close proximity to this branch has a direct impact on library services with increased demands for library materials, computers and information services.

Appendix IV.K.1

Traffic Impact Study Report

Proposed Millennium Hollywood Development, Hollywood California

Crain & Associates (June 2012)

TRAFFIC IMPACT STUDY REPORT FOR PROPOSED

MILLENNIUM HOLLYWOOD DEVELOPMENT

HOLLYWOOD, CALIFORNIA

Prepared for:

MILLENNIUM HOLLYWOOD LLC

Prepared by:

Crain & Associates 300 Corporate Pointe, Suite 470

Culver City, California 90230 (310) 473-6508

June 2012

i

EXECUTIVE SUMMARY

The proposed Millennium Hollywood Development project (the Project) is to be

constructed as a mixed use development in the Hollywood area of the City of Los

Angeles (the City). The Project will include residential, office, retail, quality restaurant,

sports/ fitness club and luxury hotel uses on two sites located in the Hollywood

Community Plan area and the Community Redevelopment Agencys (CRA) Hollywood

Redevelopment Plan area in the City. The Project entitlements will allow a variety of

development scenarios that have different mixes of uses. The development scenario

analyzed in this study (the Development Scenario) was selected as the one having the

greatest traffic impacts of the various development scenarios that may be entitled.

The Project will be developed on two sites that are located on the opposite sides of Vine

Street. The east site (the East Site) is located on the southeast corner of Yucca Street

and Vine Street. The west site (the West Site) is located across Vine Street,

southwest of the corner of Yucca Street and Vine Street.

For purposes of this traffic study, a project completion year of 2020 has been estimated.

Upon completion, it is calculated that the Project, utilizing the Development Scenario,

will generate approximately 9,922 net daily trips, including 574 trips during the AM peak

hour (321 inbound, 253 outbound) and 924 trips during the PM peak hour (486 inbound,

438 outbound).

The Project would provide on-site parking in accordance with the parking requirements

of the Los Angeles Municipal Code (LAMC), and as otherwise permitted through a

variance for the sports club parking and the Development Agreement with the use of a

shared parking program. The actual number of parking spaces required for the Project

will be dependent upon the land uses developed in accordance with the Land Use

ii

Equivalency Program included in the Development Agreement. That program would

limit the Project trip generation levels to those analyzed in this study.

Vehicular access to the West Site will be provided via two full-service driveways along

Ivar Avenue and Vine Street. Access to the East Site will be through three driveways

on Vine Street, Yucca Street and Argyle Avenue.

This traffic study analyzed existing (2011) and future (2020) AM and PM peak-hour

traffic conditions at 37 critical intersections in the vicinity of the Project site. The study

locations were determined in consultation with the City of Los Angeles Department of

Transportation (LADOT). Project impacts on the existing (2011) conditions were

identified. Also, the project impacts considering the cumulative traffic impacts

attributable to 58 identified potential related projects in the surrounding area plus

ambient growth (2020 conditions) were identified. It is expected that the Project will

have significant traffic impacts at the following 5 study intersections under the existing

(2011) conditions and 13 study intersections under the future (2020) conditions, prior to

mitigation. Those intersections are:

2. Highland Avenue/Franklin Avenue (North) under future (2020) conditions only

4. Cahuenga Boulevard/Franklin Avenue under existing (2011) and future (2020) conditions

6. Argyle Avenue/Franklin Avenue US 101 Freeway Northbound On-Ramp under existing (2011) and future (2020) conditions

14. La Brea Avenue/Hollywood Boulevard under future (2020) conditions only

15. Highland Avenue/Hollywood Boulevard under future (2020) conditions only

16. Cahuenga Boulevard/Hollywood Boulevard under existing (2011) and future (2020) conditions

18. Vine Street/Hollywood Boulevard under existing (2011) and future (2020) conditions

19. Argyle Avenue/Hollywood Boulevard under future (2020) conditions only

iii

20. Gower Street/Hollywood Boulevard under future (2020) conditions only

29. Cahuenga Boulevard/Sunset Boulevard under future (2020) conditions only

31. Vine Street/Sunset Boulevard under existing (2011) and future (2020) conditions

35. Vine Street/Fountain Avenue under future (2020) conditions only

36. Vine Street/Santa Monica Boulevard under future (2020) conditions only

In order to address these significant impacts, potential mitigation measures have been

identified and are discussed in the Mitigation Measures section. Implementation of the

identified mitigation measures would reduce the Project traffic impacts at 3 of the above

5 intersections under the existing (2011) conditions and 8 of the 13 intersections under

the future (2020) conditions to a less than significant level during AM and PM peak

hours.

Project traffic impacts were also analyzed for freeway segments and other Congestion

Management Program (CMP) locations and project transit impacts were analyzed

considering the transit service available in the Project site area. The increase in

regional traffic on freeway and the CMP Arterial Network due to the Project was

determined not to be significant. The increases in transit ridership due to the Project

both with and without mitigation measures were also determined not be significant

impacts.

iv

TABLE OF CONTENTS Page Introduction ........................................................................................................... 1

Project Description ................................................................................................ 6

Environmental Setting ........................................................................................... 9 Freeways....................................................................................................... 10 Streets and Highways ................................................................................... 11 Existing (2011) Traffic Volumes .................................................................... 15 Public Transit ................................................................................................ 16 Analysis of Existing (2011) Traffic Conditions ............................................... 22

Project Traffic ........................................................................................................ 27 Project Trip Generation ................................................................................. 27 Project Trip Distribution ................................................................................. 31 Project Trip Assignment ................................................................................ 32 Project Parking and Access .......................................................................... 38

With Project Traffic Conditions .............................................................................. 40 Significant Traffic Impact Criteria .................................................................. 40 Existing (2011) With Project Conditions ........................................................ 41 Future (2020) Without and With Project Conditions ...................................... 46 Traffic Growth...................................................................................... 46 Related Projects .................................................................................. 47 Highway System Improvements.......................................................... 56 Analysis of Future (2020) Traffic Conditions ....................................... 56 CMP Freeway and Arterial Impact Analysis ........................................ 64 Transit Impacts.............................................................................................. 66 Existing Transit Service and Ridership................................................ 67 Project Transit Impact ......................................................................... 68

Mitigation............................................................................................................... 71 Mitigation Measures ...................................................................................... 71 Traffic Impacts With Mitigation ...................................................................... 75

Transit Impacts With Mitigation ..................................................................... 78

v

APPENDICES

Appendix A Signed Memorandum of Understanding (MOU) Appendix B Traffic Counts Appendix C Study Intersection Geometrics and Traffic Control Operations Appendix D Project Trip Generation Rates and Equations Appendix E Shared Parking Analysis Appendix F Related Projects Trip Generation Rates and Equations Appendix G Transit Service and Ridership Appendix H Conceptual Intersection Mitigation PlanAppendix I Critical Movement Analysis (CMA) WorksheetsAppendix J Horizon Year ImpactsAppendix K No Vine Street Access ImpactsAppendix L Project Component Location Shifting ImpactsAppendix M Trip Cap and Mitigation Triggers

vi

LIST OF FIGURES Figure No. Page

1 Project Site Vicinity Map....................................................................... 2

2 Study Intersections Map....................................................................... 5

3 Conceptual Project Site Plan................................................................ 7

4 Existing (2011) Traffic Volumes ........................................................... 17

5 Project Trip Distribution Percentages................................................... 33

6 Project Traffic Volumes ........................................................................ 36

7 Existing (2011) With Traffic Volumes With Project ............................ 42

8 Related Projects Locations................................................................... 48

9 Related Projects Traffic Volumes ......................................................... 54

10 Future (2020) Traffic Volumes Without Project ................................. 58

11 Future (2020) Traffic Volumes With Project ...................................... 60

LIST OF TABLES

Table No. Page

1 Critical Movement Volume Ranges Levels of Service....................... 24

2 Level of Service as a Function of CMA Values .................................... 25

3 CMA Summary Existing (2011) Conditions ....................................... 26

4 Project Trip Adjustment Factors ........................................................... 29

5 Project Trip Generation ........................................................................ 30

6 Project Directional Trip Distribution ...................................................... 32

7 LADOT Criteria for Significant Traffic Impact ....................................... 40

8 CMA Summary Existing (2011) With Project..................................... 44

9 Related Projects Location, Description, and Trip Generation............... 49

10 CMA Summary Future (2020) Without and With Project ................... 62

11 Project Transit Trip Summary............................................................... 69

12 Project Transit Impact ......................................................................... 70

13 CMA Summary Existing (2011) With Project Plus Mitigation............. 77

14 CMA Summary Future (2020) With Project Plus Mitigation............... 77

15 Project Transit Trip Summary With Mitigation ................................... 78

16 Project Plus Mitigation Transit Impacts ................................................ 79

1

INTRODUCTION

Crain & Associates has been retained to prepare this traffic analysis that assesses the

potential impacts of the Millennium Hollywood Project on the surrounding roadway

system. The analysis that follows was prepared in accordance with the assumptions,

methodology and procedures approved by LADOT. (See Appendix A for the

Memorandum of Understanding (MOU) outlining the study parameters agreed to with

LADOT.)

The Project will be developed on two sites that are located on the opposite sides of Vine

Street. The East Site is located on the southeast corner of Yucca Street and Vine

Street. The West Site is located across Vine Street, southwest of the corner of Yucca

Street and Vine Street (the East Site and West Site are referred to collectively as the

Site). The Site is located within the Hollywood Community of the City of Los Angeles

and, as shown in Figure 1, Project Site Vicinity Map, is within the Hollywood

Redevelopment Project area.

The Project would be a mixed use development, including residential, office, retail,

quality restaurant, sports/ fitness club and luxury hotel uses on two sites. As part of the

Project, the existing rental car facility area on the West Site will be demolished, but the

existing Capitol Records Complex on the East Site will be preserved. The Capitol

Records Complex includes the 13-story Capitol Records Building, along with its ancillary

studio recording uses, and the existing two-story Gogerty Building.

This report presents the results of the analysis of existing (2011) and future (2020)

traffic conditions before and after Project completion at the following 37 study

intersections.

1. 101 Freeway NB Off-Ramp/Cahuenga Boulevard

2. Franklin Avenue/Highland Avenue (North)

3

3. Franklin Avenue/Highland Avenue (South) 4. Franklin Avenue/Cahuenga Boulevard 5. Franklin Avenue - 101 Freeway SB Off-Ramp/Vine Street 6. Franklin Avenue - 101 Freeway NB On-Ramp/Argyle Avenue 7. Franklin Avenue/Gower Street 8. Franklin Avenue/Beachwood Drive 9. Yucca Street/Cahuenga Boulevard

10. Yucca Street/Ivar Avenue 11. Yucca Street/Vine Street 12. Yucca Street/Argyle Avenue 13. Hollywood Boulevard/Fuller Avenue 14. Hollywood Boulevard/La Brea Avenue 15. Hollywood Boulevard/Highland Avenue 16. Hollywood Boulevard/Cahuenga Boulevard 17. Hollywood Boulevard/Ivar Avenue 18. Hollywood Boulevard/Vine Street 19. Hollywood Boulevard/Argyle Avenue 20. Hollywood Boulevard/Gower Street 21. Hollywood Boulevard/Bronson Avenue 22. Hollywood Boulevard/101 Freeway SB Ramps 23. Hollywood Boulevard/101 Freeway NB Ramps 24. Selma Avenue/Cahuenga Boulevard 25. Selma Avenue/Ivar Avenue 26. Selma Avenue/Vine Street 27. Selma Avenue/Argyle Avenue 28. Sunset Boulevard/Highland Avenue 29. Sunset Boulevard/Cahuenga Boulevard 30. Sunset Boulevard/Ivar Avenue 31. Sunset Boulevard/Vine Street 32. Sunset Boulevard/Argyle Avenue 33. De Longpre Avenue/Cahuenga Boulevard 34. De Longpre Avenue/Vine Street 35. Fountain Avenue/Vine Street 36. Santa Monica Boulevard/Vine Street 37. Melrose Avenue/Vine Street

4

These study intersections were selected because they were identified as having

potentially significant traffic impacts and therefore require a detailed analysis. The

selection was made in consultation with LADOT.

The locations of these study intersections relative to the Site are shown in Figure 2,

Study Intersection Map. These intersections are the critical intersections along the

primary access routes to and from the Site, and are the intersections expected to be

most affected by Project traffic. As agreed to with LADOT, since the Site is along a

major highway, in a commercial area, and not adjacent to any areas zoned for single

family homes, no residential street segments were expected to have traffic conditions

impacted by the Project traffic. (For analysis purposes, segments of local streets in an

area designated for single-family homes are considered as residential street

segments.) Therefore, residential street segments would not be potentially significantly

impacted by the Project and therefore residential segments were not required to be

analyzed in this traffic report.

It should be noted that this report was prepared using the standard LADOT analysis

format and procedures. The individual intersection traffic impacts for each project are

determined to either be significant or not significant. The LADOT determination is

based upon the magnitude of the project impact considering the project impact and also

considering the cumulative traffic volumes (including existing traffic, ambient growth and

related projects growth) anticipated to occur. By following the MOU and the other

applicable LADOT Traffic Study guidelines, this report conforms to standard City

procedures for determining both project and cumulative traffic impacts. Further, the

Project land-uses and densities are consistent with the Citys General Plan, including

the existing and currently under consideration update of the Hollywood Community

Plan. The Project also utilizes the land-uses incorporated into the Hollywood

Community Plan update currently being considered by the City. Therefore the Project

land-uses and design address the area transportation needs.

6

PROJECT DESCRIPTION

The proposed Project is a mixed use development including some combination of

residential, luxury hotel, sports/fitness club, office, retail and quality restaurant uses.

The Project is to be located on two sites within the Hollywood Community Plan and

CRAs Hollywood Redevelopment Plan area in the City.

The Project entitlements will allow a variety of development scenarios that have

different mixes of uses. The development scenario analyzed in this study (the

Development Scenario also referred to as the Commercial Scenario) was selected as

the one having the greatest traffic impacts of the various development scenarios that

may be entitled.

The West Site is approximately 78,629 square feet (1.81 acres) and the East Site is

approximately 115,866 square feet (2.66 acres), for a combined lot area of

approximately 194,495 square feet (4.47 acres).

The West Site is generally bound by Ivar Avenue on the west, Yucca Street and two

commercial buildings to the north, Vine Street to the east, and two commercial buildings

to the south. The East Site is generally bound by Vine Street to the west, Yucca Street

and the former KFWB radio station property to the north, Argyle Avenue to the east, and

two commercial buildings to the south.

The Development Scenario analyzed in this report includes 461 residential units, 254

luxury hotel rooms, an 80,000 square-foot sports/fitness club, 264,303 square feet of

office space, 100,000 square feet of retail uses and 25,000 square feet of quality

restaurant uses. The development of the Project requires the demolition of the existing

rental car facility, but will maintain and preserve the historic Capitol Records Complex.

The conceptual site plan for the Project is shown in Figure 3.

8


of the LAMC, and as otherwise permitted through a variance for the sports club parking

and the Development Agreement with the use of a shared parking program. The actual

number of parking spaces required for the Project will be dependent upon the land uses

developed in accordance with the Land Use Equivalency Program included in the

Development Agreement. (That program would limit the Project trip generation levels to

those analyzed in this study.) The existing parking requirements and agreements that

apply to the Capitol Records Complex would remain in place.

Based on the City ordinance required parking standards, maintaining the Capitol

Records Complex parking and the implementation of a shared parking program, it is

envisioned that the Project would include above-grade parking within the podium

structures and approximately six levels of below grade parking.


Ivar Avenue and Vine Street. Access to the East Site will be through three driveways

on Vine Street, Yucca Street and Argyle Avenue.

9

ENVIRONMENTAL SETTING

The Site is generally bounded by Yucca Street to the north, Ivar Avenue to the west,

Argyle Avenue to the east, development fronting Hollywood Boulevard to the south, and

bisected by Vine Street. The East Site is currently occupied by the Capitol Records

Complex, and surface parking facilities. The West Site contains a car rental facility and

surface parking facilities. Both portions of the Site are within the Hollywood Community

Plan area and the CRAs Hollywood Redevelopment Project area of the City.

The West Site is generally bound by Ivar Avenue on the west, Yucca Street and two

commercial buildings to the north, Vine Street to the east, and two commercial buildings

to the south. The two commercial buildings bordering the West Site to the north include a

2-story art-deco building with retail, office and residential uses and the 5-story Marsha

Toy building at the southwest corner of Yucca Street and Vine Street. The Marsha Toy

building is currently occupied by the American Musical and Dramatic Academy

(AMDA). The commercial buildings bordering the West Site to the south include the 2-

story Hollywood Playhouse (Avalon) building fronting Vine Street, and a one-story

commercial office building fronting Ivar Avenue.

The East Site is generally bound by Vine Street to the west, Yucca Street and the former

KFWB radio station property to the north, Argyle Avenue to the east, and two commercial

buildings to the south. The two commercial buildings to the south include the Pantages

Theater building at the northwest corner of Hollywood Boulevard and Argyle Avenue, and

a one-story restaurant building known as the Lexington Social House fronting Vine

Street.

10

West of the Site are the famous tourist attractions concentrated along Hollywood

Boulevard, including Graumans Chinese Theater and the Hollywood and Highland

mixed-use development.

The residential development in the Project area is primarily multi-family in nature, with

medium- to high-density residential developments concentrated next to the areas

commercial corridors and along portions of Franklin Avenue and Gower Street. Some

single- and multi-family residences are located east of the Site along local streets, such

as Carlos Avenue and Vista Del Mar Avenue. Although single-family residences are

interspersed throughout the study area, single-family residential development is primarily

concentrated north of Franklin Avenue in the Hollywood Hills.

Minimal light industrial uses, such as movie, radio and television studios, and auxiliary

facilities for the entertainment industry, are located within the study area along portions

of Sunset Boulevard.

Overall the Site and its surrounding uses are well-served by Major and Secondary

Highways, including Franklin Avenue, Yucca Street, Hollywood Boulevard, Sunset

Boulevard, Highland Avenue, Cahuenga Boulevard, Vine Street, and Gower Street.

Additionally, surface street access to and from the Hollywood Freeway (US-101) is

provided within one-quarter mile of the Site. The Site is also well served by the transit

system, with the Hollywood and Vine Redline Subway Station as well as numerous bus

stops located within a quarter mile of the Site. These transportation facilities and other

local roadways are described in more detail below.

Freeways

The Hollywood Freeway (US-101) extends in a northwesterly/southeasterly direction

through the project area. Northwest of the Site, the Hollywood Freeway provides a direct

11

route through the Cahuenga Pass to the San Fernando Valley. Near Downtown Los

Angeles, the Hollywood Freeway interchanges with the Harbor/Pasadena Freeways (I-

110/SR-110). The Hollywood Freeway extends southeast of Downtown where it merges

with the Golden State Freeway (I-5). In the vicinity of the Site, the Hollywood Freeway

has four travel lanes per direction. Full surface street access is provided on Hollywood

Boulevard, approximately one-half mile southeast of the Site. Less than one-quarter mile

to the north, a southbound off-ramp is provided to Vine Street. Northbound and

southbound on-ramps are available from Argyle Avenue, and northbound and

southbound off-ramps are provided for Gower Street.

According to the most current (2010) data available through the Caltrans Website, traffic

volumes on the Hollywood Freeway between Sunset Boulevard and Argyle Avenue are

approximately 196,000 vehicles per day (VPD), with peak-hour volumes of approximately

11,700 vehicles per hour (VPH). Traffic volumes on the Hollywood Freeway between

Argyle Avenue and Cahuenga Boulevard are approximately 211,000 VPD, with peak-

hour volumes of approximately 12,800 VPH.

Streets and Highways

Franklin Avenue is an east-west street north of the Site. Designated a Secondary

Highway, it extends through the Hollywood community from Sierra Bonita Avenue to the

west to Saint George Street to the east. There is a southbound Hollywood Freeway off-

ramp extending to the intersection of Franklin Avenue/Vine Street and a northbound on-

ramp from the intersection of Franklin Avenue/Argyle Avenue. Franklin Avenue generally

has two travel lanes per direction within an approximate 55- to 70-foot roadway width.

Left-turn channelization is provided at major intersections.

Yucca Street, the northern boundary of the Site, is a designated Secondary Highway

between Cahuenga Boulevard and Vine Street. West of Cahuenga Boulevard and east

12

of Vine Street, Yucca Street becomes a local street. An on-ramp beginning north of the

intersection of Yucca Street/Argyle Avenue accesses the southbound Hollywood

Freeway. At its intersection with Vine Street, Yucca Street has one travel lane per

direction, plus left- and right-turn channelization within an approximate 73-foot roadway

width.

Hollywood Boulevard is an east-west Major Class II Highway south of the Site. This

street has full ramp access with the Hollywood Freeway less than one mile to the east.

Hollywood Boulevard is approximately 70 feet wide, with two travel lanes per direction,

along with left-turn channelization at major intersections. The Hollywood Walk of Fame,

a popular tourist attraction, is part of the sidewalk on both sides of Hollywood Boulevard

between Gower Street and La Brea Avenue.

Argyle Avenue extends from north of Franklin Avenue to its southern terminus at Sunset

Boulevard. Argyle Avenue, a local street throughout its length, runs along the eastern

boundary of the Site. A southbound Hollywood Freeway on-ramp is provided from

Argyle Avenue between Franklin Avenue and Yucca Street. In the project vicinity, Argyle

Avenue provides one to two travel lanes per direction within an approximate 45- to 50-

foot roadway width. Left-turn channelization is provided on Argyle Avenue at major

intersections, including at Hollywood Boulevard.

Selma Avenue, a local street, provides east-west access between Highland Avenue and

Gower Street. In the project vicinity, this street has one travel lane in each direction

within an approximate 40-foot roadway width.

Sunset Boulevard is a Major Highway Class II, which provides continuous access

between downtown Los Angeles and the Cities of West Hollywood, Beverly Hills, and

Santa Monica. Sunset Boulevard is the northernmost east-west thoroughfare extending

from downtown to the Pacific Ocean south of the Santa Monica Mountains and is heavily

used by both local and commuter traffic. A northbound Hollywood Freeway off-ramp and

13

southbound freeway on-ramp are located on Sunset Boulevard, approximately three-

quarters of a mile southeast of the Site. In the project vicinity, Sunset Boulevard

provides three travel lanes in each direction, plus left-turn channelization within an

approximate 70- to 80-foot roadway width.

De Longpre Avenue is a Local Street that extends easterly from Formosa Avenue to its

eastern terminus near its intersection with Gower Street. At its intersections with

Cahuenga Boulevard and Vine Street, De Longpre Avenue provides one travel lane per

direction within an approximately 60-foot roadway width.

Fountain Avenue, a Secondary Highway, extends easterly from La Cienega Boulevard to

its eastern terminus near its intersection with Bronson Avenue in the study area. At Vine

Street, this east-west roadway provides one travel lane per direction plus left turn

channelization at major intersections within an approximately 60- to 75-foot roadway

width.

Santa Monica Boulevard is designated as a Major Highway Class II. This east-west

oriented roadway extends from Downtown Los Angeles through the Cities of

West Hollywood and Beverly Hills to the City of Santa Monica. Approximately one and a

half miles southeast of the Project, Santa Monica Boulevard has a partial interchange

with the Hollywood Freeway including a northbound off-ramp and a southbound on-ramp.

In the vicinity of the Site, Santa Monica Boulevard provides two travel lanes per direction

plus left-turn channelization within an approximately 80 to 100-foot roadway width.

Melrose Avenue, an east-west oriented roadway, is designated as a Secondary

Highway. This roadway extends easterly from La Cienega Boulevard through the

Hollywood area to east of Virgil Avenue. In the vicinity of the Site, Melrose Avenue

provides two travel lanes per direction plus left-turn channelization within an

approximately 60 to 90-foot roadway width.

14

Cahuenga Boulevard, a north-south roadway, is designated as a Secondary Highway

south of Franklin Avenue and a Major Highway Class II to the north. North of Franklin

Avenue, Cahuenga Boulevard accesses the Hollywood Freeway. West of the Site,

Cahuenga Boulevard provides two through lanes per direction within an approximate 56-

foot wide roadway near its intersection with Hollywood Boulevard. There are left-turn

channelization at most major intersections; however, left turns are prohibited during the

weekday PM peak period (4:00 PM to 7:00 PM) at its intersections with Hollywood

Boulevard and Selma Avenue.

Highland Avenue, a north-south roadway, is designated as a Major Highway Class II

north of Melrose Avenue and a Divided Secondary Street south of Melrose Avenue. In

the vicinity of the Site, this roadway provides three through travel lanes per direction, with

left and/or right-turn channelization provided at the intersection with Hollywood

Boulevard. Parking is prohibited on Highland Avenue at all times in the vicinity of the

Site. Highland Avenue connects to the Hollywood Freeway with full northbound and

southbound ramp connections approximately one and a half mile northwest of the Site.

Vine Street is a north-south Major Highway Class II between Franklin Avenue and

Melrose Avenue, south of which, it transitions to Rossmore Avenue which is designated

as a collector street. North of Franklin Avenue, Vine Street is designated as a Collector

Street. Immediately south of Franklin Avenue, a southbound Hollywood Freeway off-

ramp extends to Vine Street. Vine Street bisects the Site and provides two travel lanes

per direction and left-turn channelization within an approximate 65- to 75-foot roadway

width. The Hollywood Walk of Fame branches down both sides of Vine Street between

Yucca Street and Sunset Boulevard.

Ivar Avenue, west of the Site, is a north-south local street with a roadway width of

approximately 46 feet. It has one travel lane in each direction. Left turns are prohibited

from 6:00 AM to 3:00 PM at its intersection with Hollywood Boulevard.

15

Gower Street, located east of the Site, is a north-south Secondary Highway between

Franklin Avenue and Melrose Avenue. North of Franklin Avenue and south of Melrose

Avenue, Gower Street is a local street. Gower Street terminates to the south at 1st

Street in the Hancock Park community. Approximately half a mile northeast of the Site,

the Hollywood Freeway interchanges with the surface street network through northbound

and southbound off-ramps provided for Gower Street between Franklin Avenue and

Yucca Street. Gower Street provides one travel lane per direction, plus left-turn

channelization within an approximate 50-foot roadway width.

Beachwood Drive is a Collector Street north of Franklin Avenue and a discontinuous

Local Street south of Franklin Avenue. In the vicinity of the Site, Beachwood Drive has

one lane per direction along with parking on both sides of the street.

Bronson Avenue is designated as a Secondary Highway between Franklin Avenue and

Santa Monica Boulevard. North of Franklin Avenue, Bronson Avenue is designated as a

Collector Street and south of Melrose Avenue, Bronson Avenue is designated as a Local

Street. Bronson Avenue provides north-south access from north of Franklin Avenue to

Santa Monica Boulevard. This roadway resumes service south of Melrose Avenue and

extends to its terminus at Beverly Boulevard. Near its intersection with Hollywood

Boulevard, Bronson Avenue provides one travel lane per direction within an

approximately 60-foot roadway width.

Existing (2011) Traffic Volumes

Traffic volumes for existing conditions at the 37 study intersections were obtained from

manual traffic counts conducted in March, April, May, September and October 2011. In

accordance with current LADOT Traffic Study Policies and Procedures, the traffic counts

cover the weekday morning and afternoon peak hours of 7:00-10:00 AM and 3:00-

6:00PM, and include separate counts of automobiles, pedestrians, bicycles, trucks and

buses.

16

Peak-hour volumes were determined individually for each intersection based on the

combined four highest consecutive 15-minute volumes for all vehicular movements at the

intersection. Weekday peak-hour volumes at the study intersections are detailed on the

pages that follow and illustrated in Figures 4(a) and 4(b). The intersection traffic count

data sheets are provided in Appendix B.

Information pertaining to intersection widths and geometrics, bus stop locations,

on-street parking restrictions, and traffic signal operations were obtained from City

engineering plans and subsequent field checks. The existing lane configuration and

traffic control conditions for the 37 study intersections are illustrated in Appendix C.

Public Transit

The Site is located within a designated Transit Oriented District (TOD) and is

accessible via multiple modes of public transportation. The Los Angeles County

Metropolitan Transportation Authority (Metro) and LADOT provide an extensive system

of rapid, local and shuttle bus lines in the Hollywood community. The Hollywood/Vine

Metro Red Line Transit Station is within the quarter mile radius and allows immediate

access to the Metro Red Line rail system. Additionally, a number of Metro and LADOT

bus routes are within reasonable walking distance (less than one-quarter mile) from the

Site, providing access for project employees, visitors, residents and guests.

The public transit routes serving the immediate vicinity of the Site are described in detail

below.

Metro Bus Service

Lines 180 and 181 are local lines that run between Altadena, Pasadena, Eagle Rock,

Glendale and Hollywood. Near the Site, Lines 180 and 181 travel along Hollywood

Boulevard, with a stop at the Hollywood/Vine Metro Red Line Transit Station. These

19

lines operate weekdays on headways of approximately 15 minutes. Headways are

approximately 10 minutes on Saturday, Sunday and holidays.

Line 210 is a local line that serves Redondo Beach, Torrance, Hawthorne, Inglewood,

Crenshaw District, Mid-City, Hancock Park and Hollywood. Near the Site, Line 210

operates on Vine Street, with stops at Sunset Boulevard and at the Hollywood/Vine

Metro Red Line Transit Station. Line 210 operates daily on headways of

approximately 15 minutes.

Lines 212 and 312 are local lines that provide service between Hawthorne,

Inglewood, Baldwin Hills, Mid-City, Miracle Mile and Hollywood via La Brea Avenue.

Line 312 has limited stops throughout the route and does not operate on Saturday,

Sunday, or holidays. Weekday headways are approximately 15 minutes. In addition

to weekday service, Saturday, Sunday and holiday service is provided on Line 212

with headways of approximately 15 to 20 minutes. Lines 212 and 312 stop at the

Hollywood/Vine Metro Red Line Transit Station.

Line 217 a local line, has north-south service from north of the Santa Monica

Freeway (I-10) through the City of West Hollywood and the Hollywood community via

Fairfax Avenue. Near the Site, Line 217 operates on Hollywood Boulevard with stops

at Cahuenga Boulevard, at the Hollywood/Vine Metro Red Line Transit Station, and

at Gower Street. Line 217 operates Monday through Saturday on headways of

approximately 15 minutes. Sunday and holiday service operates on headways of

approximately 15 to 20 minutes.

Line 222 is also a local line. This line has north-south service beginning at

Hollywood and Highland through Universal City, Burbank, and Sun Valley and

terminates at the Sun Valley Station of the Antelope Valley Metrolink Line. Near the

20

Site, Line 222 operates on Argyle Avenue with a stop at Hollywood Boulevard and

on Yucca Street with a stop at Vine Street. Line 222 runs Monday through Friday

on headways of approximately 30 minutes. Saturday service operates on

headways of approximately one hour. Sunday and holiday service operates on

headways of approximately 40 minutes.

Line 780 is part of the Metro Rapid Program, and serves Pasadena, Eagle Rock,

Hollywood and West Hollywood. In the vicinity of the Site, Line 780 runs along

Hollywood Boulevard with a stop at Argyle Avenue for the Hollywood/Vine Metro

Red Line Transit Station. Service is available on weekdays only, and headways are

approximately 10 to 15 minutes.

Metro Rail Service

Metro Red Line provides rail transportation between downtown Los Angeles, the

Wilshire-Hollywood area and North Hollywood. In the vicinity of the Site, the Red

Line operates north-south service underneath Vermont Avenue and east-west service

underneath Hollywood Boulevard. The Metro Red Line Hollywood/Vine Transit

Station is located one block south of the project site. Approximately three-quarters of

a mile to the southwest, there is another Metro Red Line stop at the

Hollywood/Highland Transit Station, as well as a stop approximately one mile to the

southeast at the Hollywood/Western Transit Station. These Metro Red Line stops

provide bicycle storage and park-and-ride lots to encourage multi-modal

transportation. With a stop also available at Union Station in downtown Los Angeles,

the Red Line links with the other three existing rail lines, providing access to Long

Beach, Redondo Beach, Norwalk, Pasadena, and East Los Angeles. The Red Line

operates between 4:30 AM and 1:00 AM, with headways in the project area ranging

from approximately 10 to 20 minutes throughout the day.

21

LADOT Bus Service

DASH Hollywood is a shuttle service that provides local access including

throughout the Hollywood community. Near the Site, DASH Hollywood operates

along Franklin Avenue, Argyle Avenue, Selma Avenue and Hollywood Boulevard.

Stops within walking distance of the Site are provided on Hollywood Boulevard at

Argyle Avenue, at Cahuenga Boulevard, and at the Hollywood/Vine Metro Red Line

Transit Station. DASH Hollywood operates every day, including holidays, on

approximately 30 minute headways.

DASH Beachwood Canyon operates on a shuttle route between Beachwood

Canyon and Sunset Boulevard. Near the Site, DASH Beachwood Canyon runs

along Argyle Avenue, Yucca Street, Sunset Boulevard and Vine Street. It has stops

on Argyle Avenue at Yucca Street, at the Hollywood/Vine Metro Red Line Transit

Station, and on Vine Street at Hollywood Boulevard. DASH Beachwood Canyon

operates Monday through Saturday on headways of approximately 25 minutes.

DASH Hollywood/Wilshire has north-south shuttle service between Hollywood

Boulevard and Wilshire Boulevard. In the vicinity of the Site, this route operates on

Hollywood Boulevard, Vine Street, Argyle Avenue and Sunset Boulevard, with stops

on Argyle Avenue at Hollywood Boulevard and on Vine Street at Sunset Boulevard.

DASH Hollywood/Wilshire only operates during weekdays on headways of

approximately 25 minutes.

When transfer opportunities are considered, the Project is well served by public transit.

Thus, it is expected that some of the person trips generated by the Project will utilize

public transportation as their primary travel mode in lieu of being made by private

vehicle trips.

22

Analysis of Existing (2011) Traffic Conditions

An analysis of existing weekday AM and PM peak-hour traffic conditions was performed

at the 37 study intersections listed below.

1. 101 Freeway NB Off-Ramp/Cahuenga Boulevard

2. Franklin Avenue/Highland Avenue (North)

3. Franklin Avenue/Highland Avenue (South)

4. Franklin Avenue/Cahuenga Boulevard

5. Franklin Avenue - 101 Freeway SB Off-Ramp/Vine Street

6. Franklin Avenue - 101 Freeway NB On-Ramp/Argyle Avenue

7. Franklin Avenue/Gower Street

8. Franklin Avenue/Beachwood Drive

9. Yucca Street/Cahuenga Boulevard

10. Yucca Street/Ivar Avenue

11. Yucca Street/Vine Street

12. Yucca Street/Argyle Avenue

13. Hollywood Boulevard/Fuller Avenue

14. Hollywood Boulevard/La Brea Avenue

15. Hollywood Boulevard/Highland Avenue

16. Hollywood Boulevard/Cahuenga Boulevard

17. Hollywood Boulevard/Ivar Avenue

18. Hollywood Boulevard/Vine Street

19. Hollywood Boulevard/Argyle Avenue

20. Hollywood Boulevard/Gower Street

21. Hollywood Boulevard/Bronson Avenue

22. Hollywood Boulevard/101 Freeway SB Ramps

23. Hollywood Boulevard/101 Freeway NB Ramps

24. Selma Avenue/Cahuenga Boulevard

23

25. Selma Avenue/Ivar Avenue

26. Selma Avenue/Vine Street

27. Selma Avenue/Argyle Avenue

28. Sunset Boulevard/Highland Avenue

29. Sunset Boulevard/Cahuenga Boulevard

30. Sunset Boulevard/Ivar Avenue

31. Sunset Boulevard/Vine Street

32. Sunset Boulevard/Argyle Avenue

33. De Longpre Avenue/Cahuenga Boulevard

34. De Longpre Avenue/Vine Street

35. Fountain Avenue/Vine Street

36. Santa Monica Boulevard/Vine Street

37. Melrose Avenue/Vine Street

The traffic analysis was performed through the use of established traffic engineering

techniques. The methodology used in this study for the analysis and evaluation of

traffic operations at each study intersection is based on procedures outlined in Circular

Number 212 of the Transportation Research Board1 for transportation planning

analyses, such as this study. In the discussion of Critical Movement Analysis (CMA)

for signalized intersections, procedures have been developed for determining operating

characteristics of an intersection in terms of the Level of Service (LOS) provided for

different levels of traffic volume, number of lanes provided, and other variables, such as

the number of signal phases. The term "Level of Service" describes the quality of traffic

flow. Levels of Service A to C operate quite well. Level D typically is the level for which

a metropolitan area street system is designed. Level E represents volumes at or near

the capacity of the highway which might result in stoppages of momentary duration and

1 Interim Materials on Highway Capacity, Circular Number 212, Transportation Research Board,

Washington, D.C., 1980.

24

fairly unstable flow. Level F occurs when a roadway is overloaded and is characterized

by stop-and- go traffic with stoppages of long duration.

A determination of the LOS at an intersection, where traffic volumes are known or have

been projected, can be obtained through a summation of the critical movement volumes

at that intersection. Once the sum of critical movement volumes has been obtained, the

values indicated in Table 1 can be used to determine the applicable LOS.

Table 1 Critical Movement Volume Ranges* For Determining Levels of Service

Maximum Sum of Critical Volumes (VPH)

Level of Two Three Four or Service Phase Phase More Phases A 900 855 825

B 1,050 1,000 965

C 1,200 1,140 1,100

D 1,350 1,275 1,225

E 1,500 1,425 1,375

F --------------Not Applicable--------------- Note: * For planning applications only, i.e., not appropriate for operations

and design applications.

"Capacity" represents the maximum total hourly movement volume of vehicles in the

critical lanes that have a reasonable expectation of passing through an intersection

under prevailing roadway and traffic conditions. For planning purposes (such as for this

traffic impact analysis), capacity equates to the maximum value of LOS E, as indicated

in Table 1. The CMA values used in this study were calculated by dividing the sum of

critical movement volumes by the appropriate capacity value for the type of signal

25

control present at the study intersections. Thus, the LOS corresponding to a range of

CMA values is shown in Table 2.

Table 2 Level of Service

As a Function of CMA Values

Level of Range of Service Description of Operating Characteristics CMA Values A Uncongested conditions; vehicles clear in a < 0.60 single cycle.

B Similar to above. >0.60 < 0.70

C Light congestion; occasional backups on >0.70 < 0.80 critical approaches.

D Congestion on critical approaches, but >0.80 < 0.90 intersection functional. Vehicles required to wait through more than one cycle during short peaks. No long-standing lines formed.

E Severe congestion with some long-standing >0.90 < 1.00 lines on critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements.

F Forced flow with stoppages of long duration. > 1.00

By applying the above described process to the 37 study intersections, CMA values and

corresponding LOS for existing (2011) traffic conditions were calculated. The results

are shown in Table 3. The CMA calculation worksheets for existing conditions are

included in Appendix I.

As shown in Table 3, all of the study intersections are currently operating at LOS D or

better during both AM and PM peak hours, except for the intersection of Franklin

Avenue/Cahuenga Boulevard which is currently operating at LOS E during the PM peak

hour.

26

Table 3 Critical Movement Analysis (CMA) Summary

Existing (2011) Traffic Conditions

No. Intersection CMA LOS CMA LOS1. 101 Fwy NB Off-Ramp/ Cahuenga Blvd. 0.353 A 0.648 B2. Franklin Ave./ Highland Ave. (North) 0.734 C 0.833 D3. Franklin Ave./ Highland Ave. (South) 0.763 C 0.744 C4. Franklin Ave./ Cahuenga Blvd. 0.833 D 0.955 E5. Franklin Ave.-101 Fwy SB Off-Ramp/Vine St. 0.377 A 0.628 B6. Franklin Ave.-101 Fwy NB On-Ramp/Argyle Ave. 0.669 B 0.789 C7. Franklin Ave./ Gower St. 0.591 A 0.752 C8. Franklin Ave./ Beachwood Dr. 0.663 B 0.664 B9. Yucca St./ Cahuenga Blvd. 0.447 A 0.617 B

10. Yucca St./ Ivar Ave. 0.095 A 0.169 A11. Yucca St./ Vine St. 0.429 A 0.378 A12. Yucca St./ Argyle Ave. 0.111 A 0.300 A13. Hollywood Blvd./ Fuller Ave. 0.507 A 0.425 A14. Hollywood Blvd./ La Brea Ave. 0.898 D 0.737 C15. Hollywood Blvd./ Highland Ave. 0.708 C 0.741 C16. Hollywood Blvd./ Cahuenga Blvd. 0.741 C 0.701 C17. Hollywood Blvd./ Ivar Ave. 0.366 A 0.416 A18. Hollywood Blvd./ Vine St. 0.734 C 0.703 C19. Hollywood Blvd./ Argyle Ave. 0.445 A 0.617 B20. Hollywood Blvd./ Gower St. 0.693 B 0.637 B21. Hollywood Blvd./ Bronson Ave. 0.527 A 0.479 A22. Hollywood Blvd./ 101 Fwy SB Off-Ramps 0.471 A 0.357 A23. Hollywood Blvd./ 101 Fwy NB Off-Ramps 0.340 A 0.311 A24. Selma Ave./ Cahuenga Blvd. 0.468 A 0.561 A25. Selma Ave./ Ivar Ave. 0.121 A 0.294 A26. Selma Ave./ Vine St. 0.467 A 0.512 A27. Selma Ave./ Argyle Ave. 0.256 A 0.338 A28. Sunset Blvd./ Highland Ave. 0.886 D 0.831 D29. Sunset Blvd./ Cahuenga Blvd. 0.673 B 0.703 C30. Sunset Blvd./ Ivar Ave. 0.355 A 0.513 A31. Sunset Blvd./ Vine St. 0.806 D 0.737 C32. Sunset Blvd./ Argyle Ave. 0.439 A 0.443 A33. De Longpre Ave./ Cahuenga Blvd. 0.341 A 0.389 A34. De Longpre Ave./ Vine St. 0.468 A 0.585 A35. Fountain Ave./ Vine St. 0.684 B 0.765 C36. Santa Monica Blvd./ Vine St. 0.754 C 0.797 C37. Melrose Ave./ Vine St. 0.747 C 0.821 D

PM Peak HourAM Peak Hour

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PROJECT TRAFFIC

The following section describes the methodology used to determine the trip generation,

distribution and assignment of the Project. Driveway access and parking are also

described in this section.

Project Trip Generation

Traffic-generating characteristics of many land uses, including the proposed uses and

existing uses for the Project, have been surveyed and documented in studies conducted

under the Institute of Transportation Engineers (ITE), Trip Generation, 8th Edition, 2008

manual, with the exception of the existing Car Rental Facility. The rates used for the Car

Rental Facility were derived from Appendix A10 of the Coastal Transportation Corridor

Specific Plan. The trip generation rates in the ITE manual are nationally recognized,

and are used as the basis for most traffic studies conducted in the City and the

surrounding region. The rates for the Car Rental Facility were determined in

consultation with LADOT as the most appropriate available rates.

Accordingly, for this analysis, the trip generation rates and equations provided in

Appendix D were used to estimate the daily, AM and PM peak-hour trips generated by

the proposed and existing site uses. The ITE rates used to calculate the project trip

generation provides an overly-conservative estimate, as these rates do not account for

several significant factors which vary from project to project. These factors play a

significant role in determining the actual traffic generating characteristics for a project,

and therefore, adjustments to the project traffic generation estimates were deemed

appropriate. The factors were developed in consultation with LADOT staff and in

conformance with the LADOT guidelines. These factors are detailed below:

The use of public transportation is an important consideration in the evaluation of a

projects private automobile trip making potential. As noted previously in the Public

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Transit section, transit service within the study area is extensive, especially with the

Metro Red Line station one block south of the Site. Significant transit use as is

anticipated for the Project is not accounted for in the ITE trip generation rates.

Therefore, as indicated by the Memorandum of Understanding (MOU) contained in

Appendix A, appropriate adjustments were discussed with LADOT and, found to be

consistent with the LADOT Traffic Study Policies and Procedures. Those adjustments

were made to the project trip generation to account for transit usage.

Trip reductions related to the Project are also expected to occur as the result of multi-

purpose or internal trips within the Site. This type of trip generally occurs at

integrated developments containing a variety of uses. An example in this case would

be that the residents, hotel guests and/or office workers are expected to use on-site

retail, sports/fitness club and restaurant uses, thereby reducing some of the trips to and

from the project site that these uses would have otherwise generated. Accordingly, the

advantages of a mixed-use project have been considered in the evaluation of the trip-

making potential of the Project and accounted for in the trip generation estimate in the

MOU agreed to by LADOT.

Trips generated by the Project were also reduced to account for the presence of pass-

by trips. These are trips due to an intermediate stop at the Site during an existing or

previously planned trip to another site. These intermediate stops may be for a planned

purpose (such as stopping at a restaurant on the way from work), or they may be spur-

of-the-moment impulse trips.

Accounting for these adjustments more realistically reflects that some Project trips are

already on the street system for another purpose and, therefore, are not contributing

additional traffic to the surrounding roadway network.

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Unlike transit trips, which result in a reduction in vehicle trips throughout the Project

area, pass-by trips cannot be discounted at the Project driveway(s) or intersections

immediately adjacent to the Site. Although pass-by trips represent motorists who would

be on the nearby roadways anyway, the actual turning movements into and out of the

Site must be explicitly accounted for.

A summary of the baseline trip generation adjustment factors are presented in Table

4. These project trip adjustment factors were developed and applied to the Project in

consultation to LADOT.

Table 4 Project Trip Adjustment Factors

Proposed UsesResidential [1] 15% 0%Hotel 5% 10% 0%Fitness/Sports Club 15% 15% 20%Office [1] 15% 0%Retail 15% 15% 30%Quality Restaurant 15% 15% 10%

[1] Internal trips based on support uses.

Internal Capture

Transit Usage

Pass-By Trips

Based on the trip generation rates and trip adjustment factors, the amount of new traffic

expected to be generated by the Project was calculated. Table 5 summarizes the trip

generation for the Project. As shown in Table 5, the Project is expected to generate

approximately 9,922 net daily trips, including 574 trips during the AM peak hour (321

inbound, 253 outbound) and 924 trips during the PM peak hour (486 inbound, 438

outbound).

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Table 5 Project Trip Generation

AM Peak Hour PM Peak Hour

LU Use/Description Size Units Daily I/B O/B Total I/B O/B Total

Proposed Uses220 Residential 461 du 2,917 46 184 230 176 95 271310 Hotel 254 rooms 2,075 87 55 142 80 70 150492 Sports/Fitness Club 80,000 bldg sf 2,634 50 60 110 153 116 269710 General Office 264,303 bldg sf 2,820 359 49 408 64 311 375820 Retail 100,000 bldg sf 6,791 94 60 154 312 324 636931 Quality Restaurant 25,000 bldg sf 2,249 16 4 20 125 62 187

Subtotal [A] 19,486 652 412 1,064 910 978 1,888

Internal Trip CaptureCommute

Residential 5% (146) (2) (10) (12) (9) (5) (14)Office (Based on Res.) 3% - 5% (146) (10) (2) (12) (5) (9) (14)

SupportRes. (Based on support) 10% - 32% (943) (2) (22) (24) (57) (22) (79)Hotel 5% (104) (4) (3) (7) (4) (4) (8)Sports/Fitness Club 15% (395) (8) (9) (17) (23) (17) (40)Office (Based on support) 6% - 32% (912) (20) (6) (26) (21) (71) (92)Retail 15% (1,019) (14) (9) (23) (47) (48) (95)Quality Restaurant 15% (337) (2) (1) (3) (19) (9) (28)

Subtotal [B] (4,002) (62) (62) (124) (185) (185) (370)

Transit/Walk-in External TripsResidential 15% (274) (6) (23) (29) (17) (10) (27)Hotel 10% (197) (8) (6) (14) (8) (6) (14)Sports/Fitness Club 15% (336) (6) (8) (14) (20) (14) (34)General Office 15% (264) (49) (7) (56) (6) (34) (40)Retail 15% (866) (12) (8) (20) (40) (41) (81)Quality Restaurant 15% (287) (2) (1) (3) (16) (8) (24)

Subtotal [C] (2,224) (83) (53) (136) (107) (113) (220)

[D] Driveway ([A]+[B]+[C]) 13,260 507 297 804 618 680 1,298

Pass-by Trips (% of External Auto)Sports/Fitness Club 20% (381) (7) (9) (16) (22) (17) (39)Retail 30% (1,472) (20) (13) (33) (68) (71) (139)Quality Restaurant 10% (163) (1) 0 (1) (9) (5) (14)

Subtotal [E] (2,016) (28) (22) (50) (99) (93) (192)

[F] Area Intersection Trips (Proposed Uses) 11,244 479 275 754 519 587 1,106([D]+[E])

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Table 5 Project Trip Generation (Continued)

AM Peak Hour PM Peak Hour

LU Use/Description Size Units Daily I/B O/B Total I/B O/B Total

Existing Uses710 General Office 114,303 bldg sf 1,479 184 25 209 35 172 207N/A Car Rental Facility 8,037 lot sf 102 2 2 4 4 4 8

Subtotal [G] 1,581 186 27 213 39 176 215

Existing Internal Trip CaptureOffice (Based on support) 0% - 1% (15) (1) 0 (1) 0 (1) (1)Car Rental Facility 15% (15) 0 (1) (1) (1) 0 (1)

Subtotal [H] (30) (1) (1) (2) (1) (1) (2)

Existing Transit/Walk-in TripsOffice 15% (220) (27) (4) (31) (5) (26) (31)Car Rental Facility 10% (9) 0 0 0 0 0 0

Subtotal [I] (229) (27) (4) (31) (5) (26) (31)

[J] Adjacent Intersection Trips ([G]+[H]+[I]) 1,322 158 22 180 33 149 182

Pass-by Trips (None)

[L] Area Intersection Trips (Existing Uses) 1,322 158 22 180 33 149 182([J]+[K])

Net Site Adjacent Trips ([D]-[J])Residential 1,554 36 129 165 93 58 151Office 254 124 13 137 2 52 54Non-Office Commercial 10,130 189 133 322 490 421 911

Total 11,938 349 275 624 585 531 1,116

Net Area Trip Generation ([F]-[L])Residential 1,554 36 129 165 93 58 151Office 254 124 13 137 2 52 54Non-Office Commercial 8,114 161 111 272 391 328 719

Total 9,922 321 253 574 486 438 924

Project Trip Distribution

The directional distribution of Project trips was estimated by taking into account existing

traffic patterns, characteristics of the surrounding roadway system, and the geographic

location and proximity of the Site to freeways and major travel routes. Based on these

32

factors, the overall project distribution percentages were determined and agreed to by

LADOT, as summarized in Table 6.

Table 6 Project Directional Trip Distribution

Residential Office Non-Office CommercialNorth 10% 25% 25%South 30% 25% 25%East 35% 30% 25%West 25% 20% 25%

100% 100% 100%

Project Trip Assignment

The directional distribution percentages for different land uses in Table 6 were then

disaggregated and assigned to specific routes and intersections within the study area

that are expected to be used to access the Project. Within the Project, the trips were

connected to the locations where the parking for that Project use will be provided on the

Site utilizing the routes considered most efficient and likely to be used by drivers.

These Project trip assignment percentages for residential, office and non-office

commercial are presented in Figure 5(a), 5(b) and 5(c) respectively. These

percentages were reviewed and approved by LADOT.

Applying the inbound and outbound percentages to the Project trip generation

previously calculated in Table 6, the net traffic volumes for the Project at the 37 study

intersections were determined for the AM and PM peak hours, as shown in Figures 6(a)

and 6(b). The results of this traffic assignment provide the necessary level of detail to

conduct the traffic impact analysis.

38

Project Parking and Access


of the LAMC, and as otherwise permitted through a variance for the sports club parking

and the Development Agreement with the use of a shared parking program. The actual

number of parking spaces required for the Project will be dependent upon the land uses

developed in accordance with the Land Use Equivalency Program included in the

Development Agreement. (That program would limit the Project trip generation levels to

those analyzed in this study.) The existing parking requirements and agreements that

apply to the Capitol Records Complex would remain in place.

Based on the code required parking standards and the implementation of a shared

parking program (see Appendix E for the detailed parking analysis), it is envisioned that

the Project would include above-grade parking within the podium structures and

approximately six levels of below grade parking. The existing parking requirements and

agreements that apply to the Capitol Records Complex would remain in place.


Ivar Avenue and Vine Street respectively. The driveway on Ivar Avenue will be located

approximately 250 feet south of Yucca Street and the driveway on Vine Street will be

located approximately 270 feet south of Yucca Street. Both driveways will serve the

parking structure on the West Site and thereby all uses of the project including the

residential, commercial and non-commercial components situated on the West Site.

To access the East Site, three full-service driveways will be provided on Vine Street,

Yucca Street and Argyle Avenue. The driveway on Vine Street will be located about

460 feet south of Yucca Street and will serve both the parking for both the residential

and the office uses. The second East Site driveway, located on Argyle Avenue

approximately 360 feet south of Yucca Street, will serve exclusively for the residential

39

use portion of the parking, while the third East Site driveway about 200 feet west of

Argyle Avenue on Yucca Street will serve the office use portion of the parking

exclusively.

Ingress/egress driveways to/from the Site will be designed and constructed in

accordance with the City design standards. A preliminary analysis concludes that the

driveways as shown on the conceptual plans (Figure 3) will not introduce any unusual

adverse hazards. The Citys permit process will ensure that no hazards are introduced

into the final design and that the driveways will comply with the Citys applicable

emergency and other access requirements. The final construction Site plan will be

assessed in detail by LADOT as part of the building permit plan set approval process to

ensure that 1) adequate emergency circulation is still being provided prior to a building

permit being issued, 2) width and gate set back requirements are all met, and 3)

adequate driveway sight distance continues to be provided for vehicles maneuvering

into or out of the Project driveways.

40

WITH PROJECT TRAFFIC CONDITIONS

This traffic report studies Existing and Existing Plus Project scenarios in addition to

cumulative growth scenarios. This section analyzes the Project traffic impacts under

both the existing and future conditions.

Significant Traffic Impact Criteria

LADOT defines a significant traffic impact attributable to a project based on a stepped

scale with intersections experiencing high volume-to-capacity ratios being more

sensitive to additional traffic than those operating with more available capacity.

According to LADOT policy, a significant impact is identified as an increase in the CMA

value due to project-related traffic of 0.010 or more when the final (with project) Level of

Service is LOS E or F, a CMA increase of 0.020 or more when the final Level of Service

is LOS D, or a CMA increase of 0.040 or more at LOS C. No significant impacts are

deemed to occur at LOS A or B, as these operating conditions exhibit sufficient surplus

capacities to accommodate large traffic increases with little effect on traffic delays.

These criteria are summarized in Table 7.

Table 7 LADOT Criteria for Significant Traffic Impact

LOS Final CMA Value Project-Related Increase in CMA Value

C 0.700 - 0.800 equal to or greater than 0.040 D > 0.800 - 0.900 equal to or greater than 0.020

E, F > 0.900 equal to or greater than 0.010

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Existing (2011) With Project Conditions

The analysis of existing traffic conditions at the study intersections for existing year

(2011) was performed as described previously. The Existing intersection volumes for

the AM, and PM peak hours were shown previously on Figures 4(a) and 4(b)

respectively. These estimates are the "benchmark" volumes used in determining

project traffic impacts on the existing street system. Traffic volumes generated by the

Project were then added to the Existing (2011) volumes to form th

millennium hollywood project

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