IV. Environmental Impact Analysis I. Transportation and Circulation

Transcription

1 IV. nvironmental Impact nalysis I. Transportation and irculation 1. Introduction This section of the raft IR analyzes the potential impacts associated with traffic, access, and parking. Information for the analysis is based on the Traffic Study for the olumbia Square Mixed-Use Project prepared by ehr & Peers dated May This report is included in ppendix I of this raft IR. The ity of Los ngeles epartment of Transportation (LOT) reviewed and approved the Traffic Study prior to circulation of this raft IR. 2. nvironmental Setting a. xisting onditions (1) Local and Regional ccess The project site is located within the Hollywood ommunity Plan area of the ity of Los ngeles. Local access is provided by Sunset oulevard, l entro venue, Selma venue, and Gower Street, which bound the project site to the south, west, north, and east, respectively. Primary regional access to the project site is provided by Vine Street, Hollywood oulevard, and US-101 (or the Hollywood reeway), which generally runs in a southeastnorthwest direction approximately three-tenths of a mile north and four-tenths of a mile east of the project site. Project access from US-101 is available via southbound off-ramps at the intersection of Vine Street and ranklin venue, the intersection of Gower Street and Yucca Street, and on Hollywood oulevard east of ronson venue; and via two northbound off-ramps near the intersection of ranklin venue and Gower Street. US-101 access from the project site is available via northbound on-ramps at the intersection of rgyle venue and ranklin venue, and on Hollywood oulevard west of Van Ness venue; and via southbound on-ramps on rgyle venue north of Yucca Street. Regional access to the project site is also provided by ahuenga oulevard, which runs in a northsouth direction west of the project site; Vine Street, which runs in a north-south direction east of the project site; Sunset oulevard, which runs in an east-west direction on the ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-1 WORKING RT - t for Public Review

2 IV.I. Transportation and irculation southern edge of the project site; and Hollywood oulevard, which runs in an east-west direction north of the project site. The following is a brief description of the streets that serve the project site: Sunset oulevard is an east-west Major Highway lass II on the southern edge of the project site. Sunset oulevard provides six travel lanes with three lanes in each direction during the weekday peak hours. The parking lane is a travel lane from 7:00 to 9:00.M. and 4:00 to 6:00 Otherwise parking is allowed on both sides of the street. The posted speed limit is 35 miles per hour (mph). l entro venue is a local roadway that runs in the north-south direction on the western edge of the project site. It provides one travel lane in each direction. l entro venue provides direct local access to the project site. Parking is permitted on both sides of the street between Santa Monica oulevard and Sunset oulevard and restricted on both sides of the street between Sunset oulevard and Selma venue. The posted speed limit is 25 mph. Selma venue is an east-west local roadway on the northern edge of the project site. It provides one travel lane in each direction. Selma venue provides local access to the project site. Parking is limited on both sides of the street in the project area. The posted speed limit is 25 mph. Gower Street is a secondary arterial that runs in a north-south direction on the eastern edge of the project site. South of Sunset oulevard, Gower Street provides two travel lanes, one in each direction. It provides three travel lanes, with two northbound lanes and one southbound, between Sunset oulevard and Hollywood oulevard. It widens to four travel lanes, two lanes in each direction, between Hollywood oulevard and ranklin venue. Gower Street provides direct local access to the project site as well as regional access through a connection to the US-101 westbound off-ramp near the intersection of ranklin venue and Gower Street. Parking is limited on both sides of the street between Hollywood oulevard and Yucca Street and restricted on both sides of the street between Yucca Street and ranklin venue. The posted speed limit is 30 mph. Vine Street is a north-south Major Highway lass II that provides four travel lanes with two lanes in each direction. Vine Street provides local access to the project site as well as regional access through a connection to the US-101 southbound off-ramp at the intersection of ranklin venue and Vine Street. Parking is limited from 8:00.M. to 6:00 on both sides of the street between ranklin venue and Hollywood oulevard. The posted speed limit is 35 mph. Hollywood oulevard is an east-west Major Highway lass II that provides four travel lanes with two lanes in each direction. Hollywood oulevard provides local access to the project vicinity as well as regional access through a connection to the US-101 ramps at Hollywood oulevard east of ronson venue. Parking is ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-2 WORKING RT - t for Public Review

3 IV.I. Transportation and irculation limited from 8:00.M. to 6:00 on both sides of the street between ahuenga oulevard and the US-101 ramps. The posted speed limit is 35 mph. ahuenga oulevard, which runs in a north-south direction to the west of the project site, is a secondary arterial south of ranklin venue. It provides four travel lanes, two lanes in each direction. It provides both local and regional access to the project site through a connection to the US-101 ramps. Parking is limited on both sides of the street in the project area. The posted speed limit is 35 mph. ranklin venue is an east-west secondary arterial. It widens to four lanes, with two lanes in each direction, east of ahuenga oulevard in the project area. Parking is mostly limited on both sides of the street between Highland venue and ronson venue. The posted speed limit is 35 mph. rgyle venue is a local roadway that runs in a north-south direction to the west of the project site. It widens to four travel lanes, with two lanes in each direction, between Hollywood oulevard and Yucca Street and narrows again to three travel lanes, with one northbound lane and two southbound lanes, between Yucca Street and ranklin venue. rgyle venue provides indirect local access to the project site as well as regional access through a connection to the US-101 ramps. Parking is limited on both sides of the street between Hollywood oulevard and ranklin venue. The posted speed limit is 30 mph. (2) Public Transit Service The Los ngeles ounty Metropolitan Transportation uthority (Metro) and LOT owntown rea Shuttle (SH) system provide public transit service in the vicinity of the project site. Specifically, Metro operates the Metro Red Line, a heavy rail subway that travels from Union Station in downtown Los ngeles to rth Hollywood. This line travels below Hollywood oulevard in the project area and has a station (Hollywood and Vine Station) within walking distance (less than 0.5 mile) of the project site at the southwest corner of Hollywood oulevard and rgyle venue. Metro also provides approximately 12 bus lines that include local service, east-west service, north-south service, limited-stop service, and Metro Rapid service along three roadways in the vicinity of the project site (Sunset oulevard, Hollywood oulevard, and Vine Street). LOT s SH system provides approximately three shuttle routes along four roadways in the vicinity of the project site (Sunset oulevard, l entro venue, Gower Street, and Hollywood oulevard). Refer to the Traffic Study in ppendix I for a detailed description of the existing public transit service lines and routes that serve the project vicinity. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-3 WORKING RT - t for Public Review

4 IV.I. Transportation and irculation (3) Parking Parking for existing uses on the project site is provided via an asphalt-paved surface parking lot located primarily on the northern half of the project site. The project site s existing parking is generally used by on-site tenants and their guests. The existing parking lot contains approximately 374 parking spaces. (4) Levels of Service (a) Intersections In consultation with LOT as well as members of the community, a total of 27 intersections in the vicinity of the project site were selected for analysis in the Traffic Study. The 27 study intersections are listed in Table IV.I-1 on page IV.I-5. s shown in Table IV.I-1, a total of 20 of the study intersections are signalized, while six study intersections are stop-controlled, and one study intersection is uncontrolled. ll of the signalized intersections are controlled by the ity s utomatic Traffic Surveillance and ontrol System (TS), as well as the ity s utomated Traffic ontrol System (TS). igure IV.I-1 on page IV.I-6 depicts the location of the study intersections. xisting 2008 traffic volumes for the 27 study intersections were established in one of three ways: 1) via traffic counts conducted in March, May, and June of 2008 during the.m. and peak hours; 2) via traffic counts conducted in January, March, and June of 2007 which were then increased by 1 percent to reflect 2008 conditions; or3) via traffic volumes contained in previous traffic studies conducted in 2005 and 2006 which were then increased by 1 percent per year to reflect 2008 conditions. Table IV.I-1 lists the traffic volume collection method utilized for each study intersection. igure IV.I-2 on page IV.I-7 depicts the existing 2008 traffic volumes at each study intersection for both the.m. and peak hours. The ity of Los ngeles utilizes critical movement analysis (M) methodology to evaluate traffic conditions at signalized intersections. The M methodology determines the intersection volume-to-capacity (V/) ratio. The stop-controlled and uncontrolled intersections were analyzed using the M methodology and a reduced capacity of 1,200 vehicles per hour per lane. The intersection V/ ratio or delay is then assigned a level of service (LOS) rating to describe intersection operations (i.e., degree of congestion). LOS varies from LOS to LOS. LOS through LOS are generally considered acceptable levels while LOS and are generally considered unsatisfactory levels. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-4 WORKING RT - t for Public Review

5 IV.I. Transportation and irculation Table IV.I-1 Study Intersections. Intersection Traffic ontrol a ollection Method Traffic Volume 1 ahuenga lvd. & Sunset lvd. Signalized 2008 traffic counts 2 Vine St./ranklin ve. & US-101 southbound Signalized 2008 traffic counts off-ramp 3 Vine St. & Hollywood lvd. Signalized 2008 traffic counts 4 Vine St. & Selma ve. Signalized Previous 2005 traffic study c 5 Vine St. & Sunset lvd. Signalized 2008 traffic counts 6 rgyle ve./ranklin ve. & US-101 Signalized 2008 traffic counts northbound on-ramp 7 rgyle ve. & Hollywood lvd. Signalized 2008 traffic counts 8 rgyle ve. & Selma ve. Signalized Previous 2006 traffic study c 9 rgyle ve. & Sunset lvd. Signalized Previous 2006 traffic study c 10 l entro ve. & Hollywood lvd. Stop-controlled 2007 traffic counts b 11 l entro ve. & Sunset lvd. Signalized 2007 traffic counts b 12 Gower St. & ranklin ve. Signalized 2007 traffic counts b 13 Gower St. & US-101 northbound off-ramp Stop-controlled 2008 traffic counts 14 US-101 southbound off-ramp/yucca Street & Stop-controlled 2008 traffic counts Gower Street 15 Gower St. & Hollywood lvd. Signalized 2008 traffic counts 16 Gower St. & Selma ve. Stop-controlled 2008 traffic counts 17 Gower St. & Sunset lvd. Signalized 2008 traffic counts 18 Gower St. & ountain ve. Signalized 2008 traffic counts 19 Gower St. & Santa Monica lvd. Signalized 2007 traffic counts b 20 ronson ve. & Hollywood lvd. Signalized 2007 traffic counts b 21 ronson ve. & Sunset lvd. Signalized 2007 traffic counts b 22 Hollywood lvd. & US-101 southbound onramp/off-ramp Signalized 2007 traffic counts b 23 Hollywood lvd. & US-101 northbound onramp/ Signalized 2007 traffic counts b off-ramp 24 US-101 southbound on-ramp at Sunset lvd. Uncontrolled 2007 traffic counts b 25 l entro ve. & e Longpre ve. Stop-controlled 2007 traffic counts b 26 Gower St. & e Longpre ve. Stop-controlled 2007 traffic counts b 27 l entro ve. & ountain ve. Signalized 2007 traffic counts b a b c ll signalized intersections are currently operating under the TS and TS systems. The traffic volumes were increased by 1 percent to reflect 2008 conditions. The traffic volumes were increased 1 percent per year up to 2008 to reflect 2008 conditions. Source: ehr & Peers, Traffic Study for the olumbia Square Mixed-Use Project, May ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-5 WORKING RT - t for Public Review

6 olumbia Square igure IV.I-1 Location of Study Intersections and Neighborhood Street Segments Source: ehr & Peers/Kaku ssociates, 2008 Page _

7 olumbia Square igure IV.I-2 xisting 2008.M. and Peak Hour Traffic Volumes Source: ehr & Peers/Kaku ssociates, 2008 Page _

8 IV.I. Transportation and irculation In accordance with standard LOT procedures, a capacity adjustment increase of 7 percent (0.07 V/ ratio adjustment) is applied to reflect the benefits of the TS system at the signalized intersections and a capacity adjustment increase of 3 percent (0.03 V/ ratio adjustment) is applied to reflect the benefits of TS system at the signalized intersections. Table IV.I-2 on page IV.I-9 provides the existing V/ ratio or delay and corresponding LOS for each study intersection. s shown in Table IV.I-2, all of the study intersections are currently operating at LOS or better during the.m. and peak hours, except the intersection of ronson venue and Sunset oulevard. This intersection is operating at LOS and in the.m. and peak hours, respectively. (b) Neighborhood Street Segments To address community members concerns regarding the potential for project impacts on local residential streets adjacent to the project site, four neighborhood street segments were selected for analysis in the Traffic Study. The four neighborhood street segments are shown in igure IV.I-1 above. xisting 2008 average daily traffic (T) volumes for the four neighborhood street segments were established by applying a one percent ambient growth factor to the volumes obtained from 24-hour traffic counts conducted in June Table IV.I-3 on page IV.I-11 lists each neighborhood street segment and its corresponding 24-hour T volumes. s shown in Table IV.I-3, residential street segment no. 4 (l entro venue south of Leland Way) has the greatest T volume with 5,677 vehicle trips. Residential street segment no. 2 (Harold Way east of Gower Street) has the lowest T volume with 337 vehicle trips. b. Regulatory ramework (1) ongestion Management Program The ongestion Management Program (MP) was enacted by Proposition 111 in 1990 to address increasing public concern with traffic congestion impacting the quality of life and economic vitality of the State of alifornia. The intent of the MP is to provide the analytical basis for transportation decisions through the State Transportation Improvement Program (STIP) process. Metro, the local MP agency, has established a countywide approach to implement the statutory requirements of the MP in their 2004 MP for Los ngeles ounty. The countywide approach includes designating a highway network comprising all state highways and principal arterials within the ounty and monitoring the network s level of service standards. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-8 WORKING RT - t for Public Review

9 IV.I. Transportation and irculation Table IV.I-2 xisting 2008 Intersection Level of Service. Intersection a Peak Hour 1 ahuenga lvd. & Sunset lvd..m. 2 Vine St./ranklin ve. & US-101 southbound off-ramp.m. 3 Vine St. & Hollywood lvd..m. 4 Vine St. & Selma ve..m. 5 Vine St. & Sunset lvd..m. V/ or elay LOS 6 rgyle ve./ranklin ve. & US-101 northbound on-ramp.m rgyle ve. & Hollywood lvd..m. 8 rgyle ve. & Selma ve..m. 9 rgyle ve. & Sunset lvd..m. 10 l entro ve. & Hollywood lvd. b.m. 11 l entro ve. & Sunset lvd..m. 12 Gower St. & ranklin ve..m. 13 Gower St. & US-101 northbound off-ramp b.m. 14 Gower St. & US-101 southbound off-ramp b.m. 15 Gower St. & Hollywood lvd..m. 16 Gower St. & Selma ve. b.m. 17 Gower St. & Sunset lvd..m ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-9 WORKING RT - t for Public Review

10 IV.I. Transportation and irculation Table IV.I-2 xisting 2008 Intersection Level of Service. Intersection a Peak Hour 18 Gower St. & ountain ve..m. 19 Gower St. & Santa Monica lvd..m. 20 ronson ve. & Hollywood lvd..m. 21 ronson ve. & Sunset lvd..m. V/ or elay LOS 22 Hollywood lvd. & US-101 southbound on-ramp/ off-ramp.m Hollywood lvd. & US-101 northbound on-ramp/offramp.m Sunset lvd. & US-101 southbound on-ramp c.m. 25 l entro ve. & e Longpre ve. b.m. 26 Gower St. & e Longpre ve. b.m. 27 l entro ve. & ountain ve..m a b c In accordance with standard LOT procedures, the signalized intersections, which are currently operating under the TS and TS systems, were given a total credit of 0.1 in V/ ratio (0.07 for TS and 0.03 for TS) in this analysis. This intersection is stop-controlled. nalysis was performed assuming the M methodology and a reduced capacity of 1,200 vehicles per lane. This intersection is uncontrolled. nalysis was performed assuming the M methodology and a reduced capacity of 1,200 vehicles per lane. Source: ehr & Peers, Traffic Study for the olumbia Square Mixed-Use Project, May ased on Metro s 2004 MP for Los ngeles ounty, a Transportation Impact nalysis (TI) must be conducted at all MP intersection monitoring locations where a project would add 50 or more trips during the.m. or peak hours. TI must also be conducted at all MP freeway monitoring locations where a project would add 150 or more trips in either direction during the.m. or peak hours. The following lists MP intersection and freeway monitoring locations located in the vicinity of the project site. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-10 WORKING RT - t for Public Review

11 IV.I. Transportation and irculation Table IV.I-3 xisting 2008 verage aily Traffic Volumes for Neighborhood Street Segments. Neighborhood Street Segment verage aily Traffic Volume 1 Selma ve. east of Gower St Harold Way east of Gower St Labaig ve. north of Sunset lvd l entro ve. south of Leland Way 5,677 Source: ehr & Peers, Traffic Study for the olumbia Square Mixed-Use Project, May MP Intersection Monitoring Locations Santa Monica oulevard and Western venue Santa Monica oulevard and Highland venue MP reeway Monitoring Location US-101 at Santa Monica oulevard (2) Hollywood ommunity Plan The Hollywood ommunity Plan is a component of the Land Use lement of the ity of Los ngeles General Plan. The Hollywood ommunity Plan serves as a guide to the development, betterment, and change of the Hollywood ommunity to meet existing and anticipated needs and conditions, as well as to balance growth and stability, reflect economic potentials and limits, land development and other trends, and to protect investment to the extent reasonable and feasible. The most recent version of the Hollywood ommunity Plan was adopted in ecember 1988 by the ity of Los ngeles, but is currently in the process of being updated. The irculation section of the Hollywood ommunity Plan states the following with regard to transportation: increase in density shall be effected by zone change or subdivision unless it is determined that the local streets, major and secondary highways, freeways, and public transportation available in the area of the property involved, are adequate to serve the traffic generated. dequate highway improvements shall be assured prior to the approval of zoning permitting intensification of land uses in order to avoid congestion and assure proper development. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-11 WORKING RT - t for Public Review

12 IV.I. Transportation and irculation (3) Los ngeles Municipal ode Section of the Los ngeles Municipal ode (LM) sets forth parking requirements for various land uses. Specifically, Section (x)(3) of the LM states that two parking spaces per 1,000 square feet of combined gross floor area of office, retail, restaurant, and bar uses shall be provided within the Hollywood Redevelopment Project rea as delineated by Ordinance. 161,202. Section (b) states that for hotel uses (noted as guest rooms ), one space for each of the first 30 rooms, one space for every two rooms for the next 30 rooms, and one space for every three rooms beyond 60 rooms shall be provided. (4) ity Planning epartment s Residential Parking Policy for ivision of Land Parking requirements for condominiums are also set forth in the ity Planning epartment s Residential Parking Policy for ivision of Land This policy document provides an elevated parking requirement for new condominiums and condominium conversions of two spaces per unit plus an additional 0.25 spaces per unit for guest parking in non-parking congested areas or an additional 0.5 spaces per unit for guest parking in parking congested areas. The project site is in a parking congested area. 3. Project Impacts a. Methodology (1) onstruction The analysis of construction traffic included a determination of the number of construction-related vehicle trips (i.e., construction worker trips and construction truck trips) that would occur as a result of the project. The impacts of these estimated numbers of trips on the existing roadway system were then qualitatively assessed. (2) Operation (a) Intersections s discussed above, the ity of Los ngeles utilizes M methodology to evaluate traffic conditions at signalized intersections. The M methodology determines the intersection V/ ratio. The stop-controlled and uncontrolled intersections were analyzed using the M methodology and a reduced capacity of 1,200 vehicles per hour per lane. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-12 WORKING RT - t for Public Review

13 IV.I. Transportation and irculation The intersection V/ ratio or delay is then assigned an LOS rating to describe intersection operations (i.e., degree of congestion). s discussed in greater detail below, traffic impacts were evaluated by: (1) analyzing the future 2013 without project traffic conditions (existing conditions plus ambient growth and growth from related projects in the area); (2) determining the trip generation for the project based on the types of uses proposed by the project and providing credits for existing uses, pass-by trips, internal capture, and public transportation; (3) assigning these project trips to the roadway network; (4) evaluating the service condition of the roadways with the addition of the project trips; and (5) comparing future 2013 without project conditions with the future 2013 with project conditions to obtain the change in service levels caused by the project. These changes were compared to the significance thresholds set forth by LOT to determine whether significant impacts would occur. (i) uture 2013 Trip Generation Without Project uild-out of the project is anticipated to be complete in To simulate future traffic conditions on intersections in 2013 without the project, an ambient growth rate of 1.0 percent per year was added to the existing intersection traffic volumes through the year The ambient growth rate is based on historical trends and was determined in consultation with LOT. In addition to the ambient growth rate, trips associated with related projects anticipated to be constructed in the vicinity of the project site were also applied to future 2013 without project conditions. The list of related projects was created based on information obtained from the ity of Los ngeles, previous studies conducted in the vicinity of the project site, and developers in the Hollywood area. In all, a total of 94 related projects were identified. Table III-1 on page III-16 (Section III of this IR) lists the 94 related projects and igure III-1 on page III-21 (also in Section III of this IR) depicts the location of the 94 related projects in relation to the project site. Traffic volumes anticipated to be generated by related projects were estimated based on rates obtained from the Institute of Transportation ngineers (IT) 2003 Trip Generation Manual (7 th dition) as well as previous traffic studies. The traffic volumes were then assigned to the street network based on a variety of trip distribution factors. It should be noted that the estimates are conservative in that, in many cases, they do not account for the existing uses to be removed or the use of alternative travel modes (public transit, walking, etc). (ii) Project Trip Generation Traffic volumes generated by the project were estimated based on rates obtained from the IT 2003 Trip Generation Manual (7 th dition) for the various uses proposed. or the purposes of the Traffic Study, the 400 residential units were assumed to be 50 percent ownership units and 50 percent rental units. The percentage of ownership units versus rental units is not determined at this time; however, it is anticipated that the rental units ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-13 WORKING RT - t for Public Review

14 IV.I. Transportation and irculation would constitute no more than 50 percent. In order to ensure a conservative analysis, the percent of rental units were assumed to be on the higher end, as rental units tend to generate more trips than condominiums/townhomes. dditionally, various forms of credit were applied to the projected number of trips estimated for the project including: (1) trip credits for existing uses on the project site (driveway counts were conducted on Thursday, vember 2, 2006 to determine the number of existing peak hour trips that could be credited to the project); (2) trip credits for pass-by trips (per LOT policy); (3) trip credits for internal capture within the proposed mix-use development; and (4) transit trip credits for people that would travel to the project site via public transportation. ased on direction provided by LOT, a transit trip credit of 15 percent was applied to the project for its proximity to the Metro Red Line s Hollywood and Vine Station (located approximately one-quarter mile northwest of the project site), as well as the number of transit lines and routes that serve the Hollywood area. (iii) Project Trip istribution and ssignment Project generated traffic was then assigned to the street network based on a trip distribution pattern developed in conjunction with LOT and consistent with the Southern alifornia rea of Governments (SG) regional model, as well as previous Hollywood area traffic studies. The distribution pattern allocated 25 percent of traffic to/from the north (including 20 percent on US-101), 15 percent of traffic to/from the south, 15 percent of traffic to/from the east, 15 percent of traffic to/from the west, and 30 percent of traffic to/from the southeast (on US-101). (iv) uture 2013 Trip Generation with Project The proposed project traffic volumes were added to the future 2013 (ambient growth plus related projects) without project traffic volumes to determine future 2013 with project traffic volumes. (v) Identification of Project Impacts Once the V/ ratios or delay and corresponding LOS were identified for each intersection under the without project and with project conditions, a comparison of the impacts at each intersection was made. The resulting change was then compared with the significance thresholds identified by LOT to determine whether significant impacts would result. (b) Neighborhood Street Segments s previously discussed, build-out of the project is anticipated to be complete in Similar to the methodology described above for intersections, to simulate future ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-14 WORKING RT - t for Public Review

15 IV.I. Transportation and irculation traffic conditions on neighborhood street segments in 2013 without the project, an ambient growth rate of 1.0 percent per year was added to the existing T volumes through the year 2013 as well as traffic generated from the 94 related projects. T volumes anticipated to be generated by the project on neighborhood street segments were based on the project trip generation and distribution pattern described previously. However, based upon a 95th percentile queue and the location of Labaig venue in relation to Gower Street, approximately 20 percent of the westbound traffic at Sunset oulevard and Gower Street may queue beyond the intersection of Sunset oulevard and Labaig venue in the peak hour at build-out. Therefore, it was assumed that 20 percent of the projected right-turning vehicles utilizing the westbound right approach would detour northbound on Labaig venue and westbound on Selma venue to the project site. ecause there is no signal at Sunset oulevard and Labaig venue, making the left turn from Labaig venue to Sunset oulevard would be difficult during peak hours, so only 5 percent of the traffic heading outbound to Sunset oulevard to the east was assumed to use Selma venue and Labaig venue to get to Sunset oulevard. dditionally, only 5 percent of the traffic was assumed to use Harold Way to travel to and from the project site from Sunset oulevard. uture 2013 without project T volumes were added to the project T volumes to determine future 2013 with project T volumes on each neighborhood street segment. The future 2013 without project T levels were then compared to the future 2013 with project T levels. The difference was compared to significance thresholds identified by LOT to determine whether significant impacts would result. (c) Project ccess To evaluate the ability of the project s proposed access plan to accommodate the anticipated traffic levels (future 2013 with project scenario), each proposed driveway was analyzed for LOS and queue using the Transportation Research oard s 2000 Highway apacity Manual (HM) methodology. The HM methodology measures stop-controlled intersection s operations by the average total delay in seconds per vehicle. The proposed driveways on Selma venue and l entro venue were analyzed as full movement driveways. The proposed driveway on Gower Street was analyzed with right turns only. (d) ongestion Management Program (i) Intersections and reeways or the MP intersection and freeway monitoring locations meeting the threshold criteria outlined in Metro s 2004 MP for Los ngeles ounty, a TI was prepared to determine the potential impacts of the project on these MP monitoring locations. or freeway monitoring locations, existing peak hour traffic volumes were established via information published in the State of alifornia epartment of Transportation s (altrans) ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-15 WORKING RT - t for Public Review

16 IV.I. Transportation and irculation 2005 Traffic Volumes on alifornia State Highways. The 2005 mainline freeway traffic volumes were increased to reflect 2008 volumes (the baseline year used for the project). Similar to intersections, LOS is used to describe the existing traffic conditions for freeway segments. However, the calculation of LOS for freeway segments is based on demand-tocapacity (/) ratios. dditionally, for freeway segments, LOS is further divided into LOS (0) through (3) where (0) through (3) represent severe congestion (travel speeds less than 25 mph for more than one hour). Similar to the methodology described above for intersections, to simulate future traffic conditions on freeway segments in 2013 without the project, an ambient growth rate was added to the existing traffic volumes through the year 2013 as well as traffic generated from the 94 related projects. Traffic volumes anticipated to be generated by the project on freeway segments were based on the project trip generation and distribution pattern described previously. uture 2013 without project traffic volumes were added to the project traffic volumes to determine future 2013 with project traffic volumes on each freeway segment. The future 2013 without project traffic levels were then compared to the future 2013 with project traffic levels. The difference was compared to significance thresholds identified by Metro s 2004 MP to determine whether significant impacts would result. (ii) Public Transit Service The analysis of the project s potential impacts on public transit service is based on the methodology provided in ppendix -4 of Metro s 2004 MP. The methodology estimates the number of person trips by utilizing an average vehicle rider factor of 1.4 applied to the project-generated trips (calculated without the LOT 15 percent transit credit). The methodology then uses the 15 percent transit credit applied to the project per LOT to determine the total person trips as transit riders. (e) Parking To analyze whether sufficient parking spaces would be provided by the project, the number of spaces required by the LM and Residential Parking Policy on ivision of Land (Residential Parking Policy) for the proposed uses was compared to the number of spaces to be provided by the project. In order to maintain a conservative analysis, all 400 residential units were assumed to be condominiums as the parking requirements for condominiums are higher than those of apartments. The LM and Residential Parking Policy parking requirements were compared to the project s proposed parking supply. (f) onsistency with Regulatory ramework The methodology for this analysis includes a review of relevant transportation regulations, plans, and policies and a determination of whether the project would conflict with these regulations, plans, and policies. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-16 WORKING RT - t for Public Review

17 IV.I. Transportation and irculation b. Significance Thresholds (1) onstruction The ity of L.. Q Thresholds Guide (2006) does not specify a threshold of significance for a project s construction-related traffic impact, stating that the determination of significance shall be made on a case-by-case basis, considering the temporary traffic impacts, temporary loss of access, temporary loss of bus stops or rerouting of bus lines, and temporary loss of on-street parking. ased on these considerations, for the purposes of this analysis, project construction would have a significant impact on traffic and circulation if construction activities were to: (1) cause substantial delays and disruption of existing traffic flow; (2) require temporary relocation of existing bus stops to more than onequarter mile from their existing stops; or (3) would result in the substantial loss of on-street parking such that the parking needs of the project area would not be met. (2) Operation (a) Intersections ccording to the intersection impact threshold criteria set forth in LOT s 2002 Traffic Study Policies and Procedures as well as the ity of L.. Q Thresholds Guide (2006), a significant impact on intersection capacity would occur based on the sliding scale criteria presented in Table IV.I-4 on page IV.I-18. s shown in Table IV.I-4, an intersection would be significantly impacted if the following circumstances would occur: (1) an increase in V/ ratio equal to or greater than 0.04 for intersections operating at LOS after the addition of project traffic; (2) an increase in V/ ratio equal to or greater than 0.02 for intersections operating at LOS after the addition of project traffic; or (3) an increase in V/ ratio equal to or greater than 0.01 for intersections operating at LOS or after the addition of project traffic. Intersections operating at LOS or after the addition of the project traffic are not considered significantly impacted regardless of the increase in V/ ratio. (b) Neighborhood Street Segments ccording to the neighborhood street segment impact threshold criteria set forth in LOT s 2002 Traffic Study Policies and Procedures as well as the ity of L.. Q Thresholds Guide (2006), a significant impact on neighborhood street segment capacity would occur based on the sliding scale criteria presented in Table IV.I-5 on page IV.I-18. s shown in Table IV.I-5, a neighborhood street segment would be significantly impacted if the project-related increase in T would exceed the T percentages specified for the final T volumes. ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-17 WORKING RT - t for Public Review

18 IV.I. Transportation and irculation Table IV.I-4 Intersection Impact Threshold riteria inal V/ With Project Level of Service Project Related Increase in V/ or Source: ehr & Peers, Traffic Study for the olumbia Square Mixed-Use Project, May Table IV.I-5 Neighborhood Street Segment Impact Threshold riteria inal T Volumes With Project Project Related Increase in T Volumes percent or more of final T 1, percent or more of final T 2, percent or more of final T 3,000 8 percent or more of final T Source: ehr & Peers, Traffic Study for the olumbia Square Mixed-Use Project, May (c) Project ccess ccording to the ity of L.. Q Thresholds Guide (2006), a project would have a significant impact on project access if the intersections nearest the primary site access are projected to operate at LOS or during the.m. or peak hours under future with project conditions. However, neither LOT nor the ity of L.. Q Thresholds Guide (2006) has established a significance threshold regarding a project s potential impact on driveway access and on-street queuing at project driveways. Thus, impacts to access and queuing associated with the project were considered to be significant if the primary site driveway(s) are projected to operate at an unacceptable LOS or during one or both of the a.m. and p.m. peak hours. (d) ongestion Management Program (i) Intersections and reeways ccording to the intersection and freeway impact threshold criteria set forth in Metro s 2004 MP for Los ngeles ounty, a significant impact on intersection and freeway monitoring locations would occur if the project would increase the V/ ratio for intersections or the / ratio for freeways by two percent or more (V/ or / greater than or equal to 0.02), causing LOS (V/ or / greater than 1.00). If the facility is already ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-18 WORKING RT - t for Public Review

19 IV.I. Transportation and irculation operating at LOS, a significant impact would occur if the project would increase the V/ or / ratio by two percent or more (V/ or / greater than or equal to 0.02). (ii) Public Transit Service ccording to Metro s 2004 MP for Los ngeles ounty and the ity of L.. Q Thresholds Guide (2006), a significant impact to public transit service would occur if the project would substantially increase the number of transit passengers when compared to available transit capacity. (e) Parking The screening criteria for parking impacts as set forth in the ity of L.. Q Thresholds Guide (2006) state that if the project s proposed parking supply would be less than that required by ity code, including the Los ngeles Municipal ode (LM), Transportation Specific Plan, or Interim ontrol Ordinance requirements, further analysis is required to determine parking impacts. If the parking supply would meet ity code requirements, there would normally be no significant parking impacts from the project. ccording to the ity of L.. Q Thresholds Guide (2006), a project would normally have a significant impact on parking if the project provides less parking than needed as determined through an analysis of parking demand for the project. (f) onsistency with Regulatory ramework The ity of L.. Q Thresholds Guide (2006) does not specify a threshold of significance for a project s consistency with relevant transportation regulations, plans, and policies. Therefore, for purposes of this analysis, significant impacts related to consistency with relevant transportation regulations, plans, and policies would result if the project would conflict with such regulations, plans, and policies. c. Project esign eatures (1) onstruction onstruction of the project is estimated to occur over a 48-month period beginning in 2009 and ending in onstruction would occur in four phases including: 1) demolition, 2) site preparation and excavation, 3) building construction, and 4) building finishes. Project construction activities would commence with the demolition of approximately 30,723 square feet of existing structures. This phase is expected to occur over approximately four to six months. The grading and excavation activities would occur over approximately four to six months. onstruction of the proposed buildings would occur over ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-19 WORKING RT - t for Public Review

20 IV.I. Transportation and irculation a two-year period, with building finishes occurring over 12 months. In accordance with the LM, construction activities would be limited to 7:00.M. to 9:00, Monday through riday, and 8:00.M. to 6:00 on Saturdays and holidays. construction activities would occur on Sundays. Most, if not all, truck trips would be scheduled during the first eight hours of the permitted construction work period (7:00.M. to 3:00 ) to minimize generating truck trips during the peak hours. (2) Operation (a) Parking and Site ccess The project would include a nine-level parking facility with approximately 2,004 parking spaces located within the central portion of the site. The three lower levels of the parking facility would be subterranean, while the upper levels would begin from ground level and form the podium upon which the residential tower and townhomes would be located. Segregated residential parking would be provided on the three subterranean levels, while office, retail, and hotel parking would be provided on the remaining upper levels. The parking facility would be physically integrated with surrounding development within the interior of the site such that it would be surrounded by the residential tower to the west, the townhomes to the north, the office and townhomes to the east, and the existing buildings to the south and therefore, would generally not be visible from surrounding areas. (b) Vehicle and Pedestrian ccess Vehicular access to the parking structure would be provided via driveways on l entro venue, Selma venue, and Gower Street. The vehicular access driveways along Gower Street would not align with Harold Way, which provides access to neighborhood residential uses adjacent to the project site. porte cochere with valet service for hotel guests would be provided off of l entro venue with an entrance driveway from l entro venue at the south end of the porte cochere and an exit driveway to l entro venue at the north end of the porte cochere. Hotel valets would take cars down to the subterranean level of the parking facility via a ramp at the north end of the porte cochere and would return cars from the parking facility via a ramp at the south end of the porte cochere. Segregated residential parking would be provided on the lower three subterranean levels accessed from l entro venue via the ramp at the south end of the porte cochere (for residential entry) and the ramp at the north end of the porte cochere (for residential exit). residential drop-off zone would be provided within the ground level of the parking facility near the Selma venue driveway. The Gower Street driveway would be right-in/right-out only and would provide access to the second aboveground level of the parking facility via a ramp for office employees. Valet service for office visitors and retail ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-20 WORKING RT - t for Public Review

21 IV.I. Transportation and irculation patrons would be provided on the ground level. The right-in/right-out only on Gower Street would help to reduce the number of vehicles intruding on neighborhood streets. dditionally, the new rehabilitated Sunset ourtyard would be provided midpoint along Sunset oulevard allowing pedestrians to access to the project site. (c) Loading and Trash Pick-up Operations loading area serving the commercial uses would be provided on the ground level of the parking facility. Trucks would enter via the Selma venue driveway head first, back into the loading areas for the office and retail spaces, and then exit via the Gower Street driveway head first. loading and trash pick-up area serving the residential uses would be provided on the northwest corner of the project site along Selma venue (the same driveway described above to access the parking structure). Trucks would enter the project site head first, back into the loading or trash pick-up area for the residential uses, and then exit back to Selma venue head first. The design of both these areas minimizes potential traffic impacts on Gower Street and Selma venue as trucks would turn around within the project site and would not back into or out of the project site on public streets. (d) lternative Transportation Strategies To encourage the use of alternative modes of transportation, the project would also implement the following project design features: Preparation and implementation of a Transportation emand Management (TM) Plan that would promote the use of alternative transportation, such as mass-transit, ride-sharing, bicycling, and walking to reduce project trips and and/or vehicle miles traveled; Provision of on-site bicycle storage for residents and employees; and llocation of preferred parking for low-emitting/fuel-efficient and carpool vehicles. d. nalysis of Project Impacts (1) onstruction onstruction of the project would generate traffic from construction worker trips and construction truck trips (i.e., the arrival and departure of trucks for the removal of debris generated by on-site demolition and excavation activities). The number of construction workers would vary throughout construction activities with Phase 3 (building construction) generating the highest number of construction worker trips. The majority of the ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-21 WORKING RT - t for Public Review

22 IV.I. Transportation and irculation construction workers are anticipated to arrive and depart the individual construction sites during off-peak hours (i.e., arrive prior to 7:00.M. and depart between 3:00 to 4:00 ), thereby avoiding generating trips during the.m. and peak traffic periods. emolition of the project site would involve the removal of approximately 2,381 tons of demolition debris. n average of 5 truck trips (arrivals and departures) per day would be required during the six-month demolition period. xcavation of the project site would involve the removal of approximately 190,000 cubic yards of earth. n average of 120 truck trips (arrivals and departures) per day is expected during the six-month excavation period. nother source of construction traffic would be associated with the transportation of materials and equipment to the site. n average of 5 delivery/vendor truck trips per day is expected. s discussed previously, most, if not all, of these truck trips would be scheduled during the first eight hours of the permitted construction work period (7:00.M. to 3:00 ) to avoid generating trips during the peak period. The haul route for trucks leaving the project site would most likely be via l entro venue or Gower Street south, to Sunset oulevard east, to US-101. lthough the ultimate demolition and excavation haul sites are not known at this time, trucks returning to the project site are expected to take the same route back. The number of construction workers would vary throughout the construction period with the building construction phase generating the maximum number of trips. It is estimated that a maximum of 400 to 450 employee-related trips on a daily basis, including 200 to 225 arrivals and 200 to 225 departures. onstruction workers are not all likely to arrive at the construction site within the same hour nor would they leave the site at the same time. Thus, the number of worker trips is expected to be substantially less than the peak hour trip generation associated with the project once it is in operation (approximately 9,226 total external daily trips including 758 trips during the a.m. peak hour and 755 trips during the p.m. peak hour as later discussed). Therefore, construction traffic-related impacts associated with the worker trips would be far less than those identified for project operation. However, given the level of traffic at some of the study intersections near the project site, the combination of construction worker trips and construction truck trips could cause temporary adverse impacts at some intersections during construction activities. However, the ity of Los ngeles would require the project to prepare and implement a onstruction Staging and Traffic Management Plan in compliance with LM requirements. The onstruction Staging and Traffic Management Plan would identify all traffic control measures, signs, and delineators to be implemented by the construction contractor through the duration of demolition and construction activities associated with the project. Therefore, compliance with the onstruction Staging and Traffic Management Plan as outlined in Mitigation Measure I-1 below, would reduce construction-related impacts to a less than significant level. onstruction activities such as lane closures, sidewalk closures, and utility line construction, could have implications in relation to response time for emergency vehicles ity of Los ngeles olumbia Square Project SH May 2009 Page IV.I-22 WORKING RT - t for Public Review