IV. ENVIRONMENTAL IMPACT ANALYSIS M. TRANSPORTATION AND TRAFFIC

IV. ENVIRONMENTAL IMPACT ANALYSIS M. TRANSPORTATION AND TRAFFIC INTRODUCTION This section of the (Draft EIR) addresses the subject of traffic and transportation with respect to the proposed (Project or proposed Project) and includes an assessment of potential impacts associated with the development of the Project on the existing circulation system of the City of Los Angeles (City). The traffic analysis was performed through the use of established traffic engineering techniques and in accordance with the Los Angeles Department of Transportation (LADOT) requirements for traffic studies in the City. The analysis of traffic conditions focuses primarily on intersection level of service, which dictates the system s capacity and operating conditions. Adequacy of alternative transportation modes, including transit and facilities for bicyclists and pedestrians, are also addressed. The information in this section is based primarily on the Traffic Impact Analysis for a Assisted Living and Skilled Nursing Facility Located at 1022 1054 La Cienega Boulevard in the City of Los Angeles, prepared by Overland Traffic Consultants, Inc., July 2008 (Traffic Impact Analysis). The complete Traffic Impact Analysis is included in Appendix I of this Draft EIR. The Traffic Impact Analysis was prepared at the request of the Project Applicant as LADOT does not require traffic studies for projects that do not generate more than an insignificant amount of new traffic trips, such as the proposed Project. ENVIRONMENTAL SETTING The Project site is located within the Wilshire Transportation Improvement and Mitigation Plan (TIMP) area and within the Wilshire Community Plan area of the City of Los Angeles. The proposed Project is located at 1022 to 1054 South La Cienega Boulevard, between West Olympic Boulevard and Whitworth Drive. The Project site is located one-half block south of the border with the City of Beverly Hills (at the intersection of Olympic Boulevard and La Cienega Boulevard). Regional Setting Regional access to the site is provided by the Santa Monica Freeway (I-10) located approximately 1.5 miles south, the Harbor Freeway (SR-110/I-110) located approximately seven miles east, the Hollywood Freeway (US Highway 101) located approximately six miles northeast, and the San Diego Freeway (I- 405) located approximately four miles west of the Project site. A brief description of the major regional facilities in the study area is provided below. The Santa Monica Freeway (I-10) is located approximately 1.5 miles south of the Project site is the closest, most easily accessible Freeway to the Project site. The east-west freeway provides four mixedflow lanes in each direction in the vicinity of South La Cienega Boulevard. Full access to the freeway is provided at South Robertson Boulevard and at South La Cienega Boulevard. Page IV.M-1

The San Diego Freeway (I-405) is located approximately 3.75 miles to the west of the Project site. The north-south freeway provides four to five mixed-flow lanes in each direction in the vicinity of West Olympic Boulevard. Partial access to the freeway is provided at West Pico Boulevard and at West Olympic Boulevard. The Hollywood Freeway (US-101) is located approximately 5 miles to the east of the Project site and extends in a north-south direction. The freeway provides five mixed-flow lanes in each direction in the vicinity of the Beverly Boulevard/Silver Lake Boulevard intersection. Local Setting In addition, a network of Class II Major Highways, Collector, and Local roadways, including West Olympic Boulevard to the north, West Pico Boulevard to the south, and South La Cienega Boulevard to the west, would provide local access to the Project site. A brief description of the major local facilities in the study area is provided below. La Cienega Boulevard is a north-south Class II Major Highway located adjacent to the west side of the Project site. This roadway is constructed to a width of 70 feet within the Project vicinity and provides three travel lanes in each direction during peak hours (7:00 AM to 9:00 AM and 4:00 PM to 7:00 PM). Along some segments of La Cienega Boulevard, on-street parking (one to two hours) is metered during off-peak hours from (9:00 AM to 4:00 PM). Pico Boulevard is an east-west Class II Major Highway located south of the Project site. In the study area, the roadway is constructed to a width of 70 feet and provides two travel lanes in each direction, with a third westbound lane during the morning peak period (7:00 AM to 9:00 AM). On-street parking is metered during off-peak hours (9:00 AM to 6:00 PM). Olympic Boulevard is an east-west Class II Major Highway located to the north of the Project site. This roadway provides two travel lanes in each direction, with a third lane provided during both the morning and afternoon peak periods (7:00 AM to 9:00 AM and 3:00 PM to 7:00 PM). On-street metered parking is provided during off-peak periods. Whitworth Drive is located to the south of the Project site and is designated a Local Street east of South La Cienega Boulevard and a Collector Street to the west. Whitworth Drive provides one travel lane in each direction and on-street parking. Alternative Transportation Systems Airports The nearest public use airport, Santa Monica Airport, is located approximately five miles southwest of the Project site. Page IV.M-2

Public Transit Public transportation within the Project vicinity is provided by the Los Angeles County Metropolitan Transportation Authority s (Metro) Metro Bus and Santa Monica s Big Blue Bus Line (BBB). A number of Metro and BBB routes are within reasonable walking distance from the Project site (i.e., one-quarter mile or less), providing access for residents, employees, and patrons of the Project. The public transit routes serving the Project are described in detail below and maps are provided in Appendix I of this Draft EIR. Metro Bus Service 1 The Project site is served by two Metro Rapid Service Bus Lines and two local service lines. These buses provide for convenient access to Metro Rail Lines, which extend throughout Los Angeles County and connect to other regional transit lines. Lines 28 and 728 are east-west oriented routes that provide local service and Metro Rapid service, respectively, between Downtown Los Angeles, Koreatown, Beverly Hills, and Century City via Olympic Boulevard. Both lines follow the same route. Line 28 operates daily with headways of approximately 10 to 15 minutes. Line 728 operates on weekdays only. Both lines provide stops in the Project vicinity on Olympic Boulevard at La Cienega Boulevard. Lines 105 and 705 are north-south oriented routes that provide local service and Metro Rapid service, respectively, between West Hollywood, Beverly Hills, Cheviot Hills, and Crenshaw via La Cienega Boulevard and Vernon Avenue. Both lines follow the same route. Line 105 operates daily, 24 hours a day, with headways of approximately 10 to 30 minutes. Line 705 operates on weekdays only. Both lines provide stops in the Project vicinity on La Cienega at Olympic Boulevard and Pico Boulevard. Santa Monica s Big Blue Bus Service 2 Line 5 (Olympic Boulevard) provides east-west access between Santa Monica and Century City and to the Rimpau Transit Center along Olympic Boulevard. Line 5 provides access to various public service buildings, tourist and recreational attractions, parks, schools, and commercial and shopping centers, and provides transfer opportunities to other transit lines, including the Metro and Los Angeles Department of Transportation (LADOT) DASH. Line 5 operates every day, including holidays, on approximately 15 to 30 minute headways. 1 2 Los Angeles County Metropolitan Transportation Authority (Metro), Metro Maps, website: http://www.metro.net/riding_metro/maps/default.htm, May 15, 2008. Big Blue Bus, Bus Routes, website: http://www.bigbluebus.com/busroutes/index.asp, May 15, 2008. Page IV.M-3

Line 7 (Pico Boulevard) provides east-west access between the Rimpau Transit Center and the Third Street Promenade and SM Place Mall along Pico Boulevard. Line 7 provides access to various arts and leisure attractions, colleges, public service buildings, commercial buildings, shopping centers, and parks and beaches. In addition, line 7 provides convenient access to other transit lines, including the Metro and LADOT DASH. Line 7 operates daily, including holidays, on approximately 10 to 30 minute headways. Line 13 (Cheviot Hills) provides east-west access between Rancho Park and the Rimpau Transit Center, along Pico Boulevard. This line provides access to various arts and leisure activities, commercial buildings, and shopping centers, and provides transfer opportunities to other transit lines, including the Metro and LADOT DASH. Line 13 operates daily, including holidays, on approximately 30 to 60 minute headways. Pedestrian and Bicycle Facilities In the Project vicinity, pedestrian facilities include sidewalks, crosswalks, and pedestrian signals. Limited bicycle facilities exist in the Project area, including a Class II bike lane along San Vicente Boulevard between Third Street and Venice Boulevard. 3 Third Street to the north, Fairfax Avenue to the east, and Pico Boulevard to the south of the Project site are designated as Study Corridors, 4 which, according to Section III of the City of Los Angeles Bicycle Plan, 5 require further study. Changes in traffic conditions, parking restrictions, roadway conditions, development patterns, and/or funding may provide future opportunities to designate and to develop Class I, Class II, or Community Bikeway facilities within these corridors. Parking Currently, the 36-unit apartment complex contains surface-level parking with a total of approximately 16 parking spaces, which would be removed with construction of the proposed Project. Street Standards and Existing Conditions La Cienega Boulevard is designated a Class II Major Highway. The standard for a Major Highway is 104 feet of right-of-way consisting of an 80-foot wide street with 12-foot sidewalks on each side. The dedication and street improvement standards are therefore 52 feet of right-of-way with a 40-foot wide street and 12 foot sidewalks on both sides. 3 4 5 City of Los Angeles Department of City Planning, City of Los Angeles General Plan, Transportation Element, Bicycle Plan, Bikeway Maps, Metro Geographical Area, December 2001, website: http://cityplanning.lacity.org/cwd/gnlpln/transelt/bikemaps/b3mtro.gif, May 22, 2008. Ibid. City of Los Angeles Department of City Planning, City of Los Angeles General Plan, Transportation Element, Bicycle Plan, website: http://cityplanning.lacity.org/cwd/gnlpln/transelt/bikeplan/b1intro.htm, May 22, 2008. Page IV.M-4

A review of City files indicated that South La Cienega Boulevard is currently developed with a total right-of-way of 100 feet (50 feet on each side). The street is developed to approximately 70 feet in width, consisting of two 35-foot half streets. The east sidewalk is 15 feet in width. METHODOLOGY Project Study Intersections An analysis of intersection operations was performed at the three study intersections listed below: 1. South La Cienega Boulevard/West Olympic Boulevard 2. South La Cienega Boulevard/Whitworth Drive 3. South La Cienega Boulevard/West Pico Boulevard The study intersections were determined based on the expected travel routes to and from the Project site and the estimated amount of traffic volume that could have the potential to create significant traffic impacts at nearby intersections. Intersections with low volumes of project traffic were not included in this analysis. Figure IV.M-1 illustrates the location of the study intersections within proximity of the Project site. Traffic Generation Rates Traffic generation rates have long been an established tool used by traffic engineers and transportation planners to estimate the likely traffic activity of a future project. They are used to evaluate the potential impacts of a project to plan transportation facility improvements. The Institute of Transportation Engineers (ITE) Trip Generation Manual, 7th Edition is the industry standard for estimating traffic generation rates of various land uses and is based on actual trip generation studies performed at numerous locations in areas of various populations. All land uses previously surveyed by the Institute are included in the manual, including the land uses associated with the proposed Project. The ITE manual was used to determine the traffic that would result with development of the proposed Project. For this analysis, various ITE rates were selected relative to those that were most similar to the existing and proposed land uses. The following ITE rates were used: ITE Code 220 (Residential Multi-family) for the existing apartments, ITE Code 254 (Assisted Living) for the proposed Assisted Living units, and ITE Code 253 (Congregate Care) for the proposed Skilled Nursing rooms. Page IV.M-5

Critical Movement Analysis (CMA) The amount of new traffic added to an intersection by the proposed Project determines the significance of the Project s traffic impact. The potential traffic impact of the proposed Project has been evaluated using the Critical Movement Analysis (CMA) method. The CMA methodology uses a volume-to-capacity (V/C) ratio which represents the traffic volume (V) to the capacity (C) of an intersection. The CMA method quantifies the operating conditions of an intersection using the peak hour traffic V/C ratio. The highest combinations of conflicting traffic volume (V) at an intersection are divided by the intersection capacity (C). Intersection capacity (C) represents the maximum volume of vehicles which has a reasonable expectation of passing through an intersection in on hour under typical flow conditions. This V/C ratio defines the proportion of an hour necessary to accommodate all the traffic moving through the intersection assuming all approaches were operating at full capacity. V/C ratios provide an ideal means for quantifying intersection operating characteristics. The CMA value represents the V/C ratio of an intersection. For example, if an intersection has a CMA value of 0.70, the intersection is operating at 70 percent capacity with 30 percent unused capacity. All study intersections were evaluated using this CMA methodology pursuant to the criteria established by the LADOT. Page IV.M-6

Level of Service (LOS) As previously described, the CMA value represents the V/C ratio of an intersection. Once the CMA value has been calculated or in other words the V/C ratio has been determined, the operating characteristics are assigned a level of service grade to estimate the level of congestion and stability of the traffic flow. The term level of service (LOS) is used to describe the operations of intersections, roadway segments, and freeway segments. LOS is a qualitative description of traffic flow based on factors such as speed, travel time, delay, and freedom to maneuver. Six levels of service are defined, ranging from LOS A (indicating free flow traffic conditions with little or no delay) to LOS F (representing over-saturated conditions where traffic flows exceed design capacity, resulting in long queues and delays). LOS E corresponds to operations at capacity. LOS E and F are considered unsatisfactory levels of service. Brief descriptions of the six LOS grades are shown in Table IV.M-1. Table IV.M-1 Level of Service (LOS) Definitions LOS CMA Value Operating Conditions A 0.000 0.600 At LOS A, there are no cycles that are fully loaded, and few are even close to loaded. No approach phase is fully utilized by traffic and no vehicle waits longer than one red indication. Typically, the approach appears quite open, turning movements are easily made, and nearly all drivers find freedom of operation. B > 0.600 0.700 LOS B represents stable operation. An occasional approach phase is fully utilized and a substantial number are approaching full use. Many drivers begin to feel somewhat restricted within platoons of vehicles. C >0.700 0.800 In LOS C, stable operation continues. Full signal cycle loading is still intermittent, but more frequent. Occasionally drivers may have to wait through more than one red signal indication, and back-ups may develop behind turning vehicles. D >0.800 0.900 LOS D encompasses a zone of increasing restriction, approaching instability. Delays to approaching vehicles may be substantial during short peaks within the peak period, but enough cycles with lower demand occur to permit periodic clearance of developing queues, thus preventing excessive back-ups. E >0.900 1.000 LOS E represents the most vehicles that any particular intersection approach can accommodate. At capacity (V/C=1.000) there may be long queues of vehicles waiting upstream of the intersection and delays may be great (up to several signal cycles). F >1.000 LOS F represents jammed conditions. Back-ups from location downstream or on the cross street may restrict or prevent movement of vehicles out of the approach under consideration; hence, volumes carried are not predictable. V/C values are highly variable, because full utilization of the approach may be prevented by outside conditions. Source: Overland Traffic Consultants, Inc., June 2008. Page IV.M-8

According to LADOT s Traffic Study Policies and Procedures manual, a significant project-related intersection traffic impact is a function of the CMA value (i.e., V/C ratio). LADOT defines a significant traffic impact attributable to a project based on a stepped scale, with intersections experiencing high V/C ratios being more sensitive to additional traffic than those operating with available capacity. Impacts would be significant if project-related intersection traffic would result in one or more of the following: CMA value increase of 0.010 or more when the final LOS is E or F; CMA value increase of 0.020 or more when the final LOS is D; or CMA value increase of 0.040 or more when the final LOS is C. Analysis Scenarios The Project s traffic study analyzed the potential Project-generated traffic impacts on the street system surrounding the Project site. Intersection traffic impacts for the Project were evaluated for typical weekday morning (7:00 AM to 9:00 AM) and afternoon (4:00 PM to 6:00 PM.) peak periods. The following traffic scenarios were analyzed for the Project: 1. Existing Conditions (Year 2008) - The analysis of existing traffic conditions provides the foundation for the assessment of future traffic conditions. The existing conditions analysis includes a description of key area streets and highways, traffic volumes, and current intersection operating conditions. 2. Future Conditions (Year 2010) without Project - This scenario projects the future traffic growth and intersection operating conditions that are forecasted as a result of ambient growth (i.e., regional growth added at one percent per year) and related projects in the vicinity of the Project site by year 2010. 3. Future Conditions (Year 2010) with Project - This analysis identifies the potential impact of the Project on projected future traffic operating conditions by adding the Project-generated traffic to the future traffic forecasts. This analysis provides the conditions by which the Project s cumulative impacts are evaluated. Existing Conditions (Year 2008) Existing (2008) LOS Traffic volume data used in the existing peak hour intersectional analysis were based on traffic counts conducted manually from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM. Traffic counts were conducted by counting the number of vehicles at each of the three study intersections making movement. The peak hour volume for each intersection was then determined by determining the four highest consecutive 15-minute volumes for all movements. Page IV.M-9

In addition to collecting traffic volume data at the study intersections, field surveys were conducted to determine the roadway and intersection geometry and traffic controls (i.e., stop signs and traffic signals). 6 The existing number of lanes and intersection control devices for the study area intersections are shown in Figure IV.M-2. As shown, all three of the study intersections are signalized. Existing typical AM and PM peak-hour traffic volumes at each study intersection are shown in Figures IV.M-3 and IV.M-4, respectively. Existing typical intersection performance conditions at each study area intersection during the AM and PM peak hours are shown in Table IV.M-2 below. Table IV.M-2 Existing Conditions (2008) Level of Service AM Peak Hour PM Peak Hour No. Intersection CMA LOS CMA LOS 1 South La Cienega Blvd./West Olympic Blvd. 0.869 D 0.817 D 2 South La Cienega Blvd./Whitworth Drive 0.532 A 0.588 A 3 South La Cienega Blvd./West Pico Blvd. 0.997 E 0.967 E Source: Overland Traffic Consultants, Inc., June 2008. As shown in Table IV.M-2, two of the study intersections (South La Cienega Boulevard/West Olympic Boulevard and South La Cienega Boulevard/Whitworth Drive) currently operate at satisfactory levels of service (LOS D or better) during the AM and PM peak hours in the existing condition. The intersection of South La Cienega Boulevard/West Pico Boulevard is currently operating at LOS E during the AM and PM peak hours, which indicates that this intersection is at or approaching capacity. Existing On-site Traffic Generation In order to determine the existing traffic generation of the Project site, traffic trips were generated based on the existing land uses. Peak-hour and daily trips were generated for the existing 36-unit apartment complex using trip rates from the ITE Trip Generation Manual, 7th Edition (2003). The trip rate used for this analysis is illustrated in Table IV.M-3 below and described further in Appendix I to this Draft EIR. Table IV.M-4 presents the daily and peak-hour traffic generated by the existing apartment complex. No trip credits were taken for the commercial uses that once occupied the northern portion of the Project site and have since been demolished. 6 Traffic counts were conducted by an independent traffic data collection company, The Traffic Solution, located in Arcadia, California. Traffic data is included in Appendix E of the Traffic Impact Analysis, included in Appendix I of this Draft EIR. Page IV.M-10

Table IV.M-3 Existing On-site Trip Generation Rate AM Peak Hour PM Peak Hour Land Use ITE Code ADT Total In Out Total In Out Apartments (per unit) 220 (1) 6.72 0.51 0.10 0.41 0.62 0.40 0.22 Notes: ADT = Average Daily Traffic (1) ITE Code 254 is the code used for Multi-family Residential units. Source: Overland Traffic Consultants, Inc., June 2008. Table IV.M-4 Existing On-site Trip Traffic Generation AM Peak Hour PM Peak Hour Land Use Units ADT Total In Out Total In Out Apartments 36 242 (1) 19 4 15 22 14 8 Notes: ADT = Average Daily Traffic (1) ITE Code 254 for Multi-family Residential units was used for this generation. Source: Overland Traffic Consultants, Inc., June 2008. As presented in Table IV.M-4, the existing on-site 36-unit apartment complex is anticipated to generate approximately 242 daily trips, 19 AM peak-hour trips, and 22 PM peak-hour trips. Future Conditions (Year 2010) Without Project Ambient Growth Analysis of future traffic has been expanded to include traffic that may be generated by yet undeveloped or unoccupied projects. For the analysis of future conditions in 2010, an ambient growth factor of one percent per year, compounded annually, was applied to the existing volumes at the three study intersections. This growth factor is assumed to account for increases in traffic due to projects not yet proposed or projects outside the study area. The result provides the future (2010) baseline traffic volumes for the analysis of the Project s traffic impacts. Because the Project is not anticipated to be complete until the year 2010, any traffic impacts associated with the Project would not occur until 2010; therefore, the future (2010) traffic volumes establish the baseline condition under which the Project traffic impacts are evaluated. Page IV.M-11

Related Projects In addition to ambient growth projections, the future (2010) traffic volumes includes related projects located within the study area that are either under construction or planned for development. As part of this analysis, related project information was obtained from the LADOT and the City of Beverly Hills. Project lists were reviewed to identify those related projects that could produce additional traffic at the study intersections by the future study year of 2010 when the Project is anticipated to be complete. A review of the information currently available indicated that a total of 50 projects within an approximate 1.5-mile radius of the Project could add traffic to the study intersections. The locations of these related projects are shown in Figure II-7 in Section II, Environmental Setting, of this Draft EIR. The number of trips expected to be generated by the related projects was determined by applying the appropriate trip generation rates and equations from the ITE manual, published in 2003. These trip generation rates and equations are contained in Technical Appendix I to this Draft EIR. The related project descriptions and their trip generation estimates are summarized in Table IV.M-5. Table IV.M-5 Related Projects Trip Generation No. Size Unit Project Location Daily A.M. Peak Hour P.M. Peak Hour Description I/B O/B Total I/B O/B Total 228 rm Hotel 1 37 du Condominium 791 sf Specialty Retail 202-204 N. Beverly Dr. 2,151 86 57 143 141 97 238 2,230 sf Restaurant 2 41,500 sf Office 265 N. Beverly Dr. 457 56 8 64 10 51 61 3 9,325 sf Church 432 S. Beverly Dr. 85 4 3 7 3 3 6 4 88 du Condominium 9355-9373 Wilshire 40,000 sf Shopping Center Blvd. 2,289 6 33 39 79 76 155 5 39,700 sf Automotive 9001 Olympic Blvd. 1,324 60 21 81 41 64 105 6 19,000 sf Office 8536 Wilshire Blvd. 274 34 5 39 6 31 37 7 41,500 sf Mixed-Use 8600 Wilshire Blvd. 290 10 9 19 12 16 28 8 37 du Apartment 8601 Wilshire Blvd. 249 4 15 19 15 8 23 9 85,000 sf Medical Office 8767 Wilshire Blvd. 1,535 108 34 142 55 110 165 10 16 du Condominium 216 N. Arnaz Dr. 94 1 6 7 6 3 9 11 80 du Congregate Care 201 N. Crescent Dr. 162 3 2 5 7 6 13 12 11 du Condominium 155 N. Hamilton Dr. 64 1 4 5 4 2 6 13 11 du Condominium 140 S. Oakhurst Dr. 64 1 4 5 4 2 6 14 23 du Condominium 261 Reeves Dr. 135 2 9 11 8 4 12 15 1 du Apartment 428 Smithwood Dr. 7 0 0 0 0 0 0 16 3 du Condominium 115 North Swall St. 18 0 1 1 1 1 2 17 7,872 Retail sf 16,200 Office 1070 La Cienega Blvd. 516 27 6 33 18 35 53 18 53 8,400 5,600 du sf sf Condominium Retail Restaurant 9200 Wilshire Blvd. 1,384 43 54 97 71 49 120 19 84 216 st st Day Care Private School (K 8) 1062 Robertson Blvd. 751 215 117 332 164 79 243 Page IV.M-15

Table IV.M-5 Related Projects Trip Generation No. Size Unit Project Location Daily A.M. Peak Hour P.M. Peak Hour Description I/B O/B Total I/B O/B Total 20 65 du Condominium Third Street/La Cienega 181 du Assisted Living Blvd. 20,000 sf Retail Less Theaters 1,721 34 41 75 77 72 149 21 9,000 sf Synagogue 10,000 sf Private School 9090 Olympic Blvd. 96 67 54 121 7 8 15 22 66 seats Screening Room 150 S. El Camino Dr. 0 0 0 0 2 3 5 23 14,750 sf Retail/Office 8800 Burton Way 633 9 6 15 27 29 56 24 14,000 sf Office to Medical 50 N. La Cienega Blvd. 506 27 8 35 14 38 52 25 60 du Condominium 12,000 sf Commercial 9590 Wilshire Blvd. 867 12 27 39 43 33 76 26 Condominium 25 du Dwelling Units (6) du (removed) 317 Elm Dr. 111 1 7 8 7 3 10 27 Condominium 27 du Dwelling Units (14) du (removed) 225 S. Hamilton Dr. 76 1 5 6 5 2 7 28 Condominium 16 du Dwelling Units (6) du (removed) 156 N. La Peer Dr. 59 1 4 5 4 2 6 29 5 du Condominium 1488 S. Rexford Dr. 29 0 2 2 2 1 3 30 4 du Condominium 918 S. Wooster St. 23 0 1 1 1 1 2 31 4 du Condominium 924 S. Sherbourne Dr. 23 0 1 1 1 1 2 32 5 du Condominium 1069 S. Sherbourne Dr. 29 0 2 2 2 1 3 33 16 du Condominium 908 S. Shenandoah St. 94 1 6 7 6 3 9 34 15 du Condominium 1237 S. Holt Ave. 88 1 6 7 5 3 8 35 68 du Apartment 375 La Cienega Blvd. 457 7 28 35 27 15 42 36 140 du Condominium 300 Wetherly Dr. 820 10 52 62 49 24 73 37 39 11,327 du sf Apartment Shopping Center 8525 Pico Blvd. 38 140 st Private School 329 La Cienega Blvd. 231 Beverly Dr. 347 70 57 127 10 14 24 39 Retail 1,248 18 12 30 52 57 109 29,060 sf Fast Food 1,240 68 65 133 45 42 87 2,500 sf 6411 Wilshire Blvd. Restaurant 874 13 53 66 52 29 81 130 du Apartment 3,362 99 130 229 149 128 277 40 300 du Apartment Addition 6300 W. Third St. 2,016 30 123 153 120 66 186 41 60,000 sf LACMA Expansion 652 S. Ogden Dr. 632 26 27 53 31 30 61 42 43 62 177 38,739 316,279 60 5,350 du du sf sf du sf Condominium Apartment High Turn Res. Retail Apartment Retail 100 N. La Cienega Blvd. 5863 Third St. 262 486 748 363 1,189 4,926 13,581 20,059 403 230 633 4 7 11 4 18 232 199 453 6 3 9 16 5 21 23 73 214 127 437 25 2 27 20 12 32 27 90 446 326 889 31 6 37 16 20 36 22 71 258 569 920 24 10 34 9 22 31 11 39 165 617 832 13 10 23 25 42 67 32 110 423 1,186 1,751 37 20 57 44 170 st Private School 310 N. Huntley Dr. 0 77 76 153 56 56 112 77 10 1 11 2 9 10 7,000 sf Office 445 21 19 40 23 15 38 45 3,500 sf High Turn Res. 5900 W. Wilshire Blvd. 1,404 0 0 13 78 39 117 15,613 sf Restaurant 1,926 31 20 64 103 63 165 Page IV.M-16

No. Size Unit 46 28,800 800 sf sf Project Description Office High Turn Res. Table IV.M-5 Related Projects Trip Generation Location 725 S. Curson Ave. Daily 317 102 419 A.M. Peak Hour P.M. Peak Hour I/B O/B Total I/B O/B Total 39 5 45 7 36 43 5 4 9 5 3 9 44 9 54 12 39 52 47 175 du Apartment 5500 Wilshire Blvd. 1,176 18 72 89 70 39 109 48 288 8,500 du sf Apartment Retail 5600 Wilshire Blvd. 2,809 58 143 201 159 97 256 4,000 sf Restaurant 49 8,375 sf Museum 7600 Beverly Blvd. 452 6 3 9 28 31 59 50 423 9,615 31 st sf du Chabad School Retail Apartment 9001-9041 Pico Blvd. 836 58 49 107 68 34 34 Notes: rm = rooms, du = dwelling units, sf = square feet, st = students Source: Overland Traffic Consultants, Inc., June 2008. LOS (2010) without Project Traffic growth from the related projects and ambient growth would increase traffic congestion in the study area when compared to the existing condition (2008). Future (2010) baseline traffic volumes are the result of ambient growth and related project traffic volumes added to existing traffic volumes. The future (2010) AM and PM peak-hour traffic volumes at each study intersection are illustrated in Figures IV.M-5 and IV.M-6, respectively. Table IV.M-6 presents the expected future (2010) baseline LOS at each of the three study intersections without development of the proposed Project. Table IV.M-6 Future (2010) Level of Service Without Project AM Peak Hour PM Peak Hour No. Intersection CMA Change LOS CMA Change LOS 1 South La Cienega Blvd./West Olympic Blvd. 1.012 +0.143 F 0.963 +0.146 E 2 South La Cienega Blvd./Whitworth Drive 0.590 +0.058 A 0.615 +0.087 B 3 South La Cienega Blvd./West Pico Blvd. 1.112 +0.115 F 1.124 +0.157 F Source: Overland Traffic Consultants, Inc., June 2008. Compared with the existing conditions (as presented in Table IV.M-2), all three study intersections are expected to see an increase in CMA values and, correspondingly, a decrease in level of service for the AM and PM peak hours, except for the South La Cienega Boulevard/Whitworth Drive study intersection, which, in the AM peak hour, would remain at LOS A. Under future (2010) baseline conditions, LOS at South La Cienega Boulevard/West Olympic Boulevard is expected to decrease from LOS D to LOS F during the AM peak hour, and LOS at South La Cienega Boulevard/West Pico Boulevard is expected to decrease from LOS E to LOS F for both the AM and PM peak hours. Page IV.M-17

REGULATORY SETTING Federal and State Currently no Federal and State plans, policies and/or regulations related to transportation exist. Therefore, in addition to the thresholds of significance outlined in Appendix G of the State CEQA Guidelines, the regional and local policies and guidelines associated with circulation and transportation as defined by the City will be utilized for this analysis. Regional and Local City of Los Angeles General Plan Transportation Element The purpose of this Element is to present a guide to the further development of a citywide transportation system which provides for the efficient movement of people and goods. This Element recognizes that primary emphasis must be placed on maximizing the efficiency of existing and proposed transportation infrastructure through advanced transportation technology, through reduction of vehicle trips, and through focusing growth in proximity to public transit. The Transportation Element and its monitoring and evaluation program should serve as the basis for City participation in, and input to, the preparation and review of mandated updates of the Regional Transportation Plan and Regional Transportation and Improvement Program. Wilshire Community Plan The Project site is located within the Wilshire Transportation Improvement and Mitigation Plan (TIMP) area and within the Wilshire community plan area of the City of Los Angeles. The TIMP identifies measures to mitigate some impacts of new developments on the transportation system, primarily through measures funded by traditional transportation revenue sources and coordinated through project phasing. Page IV.M-18

ENVIRONMENTAL IMPACTS Thresholds of Significance City of Los Angeles CEQA Thresholds Guide Based upon criteria established in the City of Los Angeles CEQA Thresholds Guide, a project would normally have a significant transportation/traffic impact if any of the below criteria in regards to intersection capacity, Project access, and bicycle, pedestrian, and vehicular safety were met or exceeded: (L.1) Intersection Capacity: A proposed project would normally have a significant impact on intersection capacity if the project traffic causes an increase in the volume/capacity (V/C) ratio on the intersection operating condition after the addition of project traffic of one of the following: V/C ratio increase >0.040 if final LOS* is C V/C ratio increase >0.020 if final LOS* is D V/C ratio increase >0.010 if final LOS* is E or F * Final LOS is defined as projected future conditions including project, ambient, and related project growth but without project traffic mitigation. If an unsignalized intersection is projected to operate at LOS C, D, E or F, re-analyze the intersection using the signalized intersection methodology to determine the significance of impacts using the sliding scale criteria described above. 7 (L.2) Street Segment Capacity: A proposed project would normally have a significant street segment capacity impact if project traffic causes an increase in the V/C ratio on the street segment operating condition after the addition of project traffic equal to or greater than the following: V/C ratio increase >0.080 if final LOS* is C V/C ratio increase >0.040 if final LOS* is D V/C ratio increase >0.020 if final LOS* is E or F 7 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 flows. Page IV.M-21

* Final LOS is defined as projected future conditions including project, ambient, and related project growth but without project traffic mitigation. (L.3) (L.4) Freeway Capacity: A project would normally have a significant freeway capacity impact if project traffic causes an increase in the demand to capacity (D/C) ratio on a freeway segment or freeway on- or off-ramp of 2 percent or more capacity (D/C increase >0.02), which causes or worsens LOS F conditions (D/C >1.00). Neighborhood Intrusion Impacts: A project would normally have a significant neighborhood intrusion impact if project traffic increases the average daily traffic (ADT) volume on a local residential street in an amount equal to or greater than the following: ADT increase 16% if final ADT* <1,000 ADT increase >12% if final ADT* >1,000 and <2,000 ADT increase >10% if final ADT* >2,000 and <3,000 ADT increase >8% if final ADT* >3,000 * Final ADT is defined as total projected future daily volume including project, ambient, and related project growth. The significance of neighborhood intrusion impacts related to vehicle delay shall be determined on a case-by-case basis. (L.5) Project Access (Operational): A project would normally have a significant project access impact if the intersection(s) nearest the primary site access is/are projected to operate at LOS E or F during the a.m. or p.m. peak hour, under cumulative plus project conditions. Project Access (Bicycle, Pedestrian and Vehicular Safety): The determination of significance shall be on a case-by-case basis, considering the following factors: The amount of pedestrian activity at project access points. Design features/physical configurations that affect the visibility of pedestrians and bicyclists to drivers entering and exiting the site, and the visibility of cars to pedestrians and bicyclists. The type of bicycle facility the project driveway(s) crosses and the level of utilization. The physical conditions of the site and surrounding area, such as curves, slopes, walls, landscaping or other barriers, that could result in vehicle/pedestrian, vehicle/ bicycle or vehicle/vehicle impacts. Page IV.M-22

(L.6) (L.7) Transit System Capacity: The determination of significance shall be made on a case-by-case basis, considering the projected number of additional transit passengers expected with implementation of the proposed project and available transit capacity. Parking: A project would normally have a significant impact on parking if the project provides less parking than needed as determined through an analysis of demand from the project. Congestion Management Plan Thresholds The 2004 Congestion Management Plan (CMP) was adopted to track regional traffic growth, building permits, and transportation improvements. The CMP designated a transportation network including all state highways and some arterials within the County to be monitored by local jurisdictions. If the LOS standard deteriorates on the CMP network, then local jurisdictions must prepare a deficiency plan to be in conformance with the CMP program. Current changes to the CMP program being considered by local officials include adding a countywide trip fee to mitigate regional cumulative impacts. For purposes of the CMP LOS analysis, a substantial change in freeway segments are defined as an increase or decrease of 0.10 in the demand to capacity ratio and a change in LOS. A CMP traffic impact analysis is required if a project will add 150 or more trips to a freeway segment in either direction and where the project will add 50 or more trips to any CMP monitoring intersection during either the AM or PM weekday peak hour. The CMP monitoring location nearest the Project site is Wilshire Boulevard and South La Cienega Boulevard. Per the 2004 CMP for Los Angeles County, 8 the LOS standard in Los Angeles County is LOS E, except where base year LOS is worse than E. In such cases, the base year LOS is the standard. A 1992 base year has been established for Los Angeles County. Caltrans and local jurisdictions conducted traffic counts at designated monitoring locations along the system in order to determine the base year LOS. Appendix G of the State CEQA Guidelines In accordance with Appendix G of the State CEQA Guidelines, the proposed Project could have a significant impact on traffic and/or transportation if it were to result in one or more of the following: (a) Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections); 8 2004 Congestion Management Plan for Los Angeles County, Metropolitan Transportation Authority, website: http://www.metro.net/images/cmp_2004.pdf, May 27, 2008. Page IV.M-23

(b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways; (c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks; (d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment); (e) Result in inadequate emergency access; (f) Result in inadequate parking capacity; or (g) conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks). As presented in Section IV.A, Impacts Found To Be Less Than Significant, of this Draft EIR and the Initial Study, included as Appendix A of this Draft EIR, impacts associated with State CEQA Guidelines Thresholds (c) above was found to be less than significant in the Initial Study and are therefore not included in the impact analysis below. Therefore, only Thresholds (a), (b), (d), (e), (f) and (g) for which the Initial Study disclosed potentially significant impacts will be addressed in the impact analysis below. Project Details Project Design Features Development of the Project would include the construction of an Eldercare Facility comprised of 149 Assisted Living Care dwelling units, four Alzheimer s/dementia Care guest rooms, and 22 Skilled Nursing Care guest rooms, with associated landscaping, over two levels of subterranean parking. The Project would range from four to five stories in height. The Project includes an exclusive shuttle service provided for Project residents and guests, which is anticipated to reduce the number of cars owned by residents. In addition, the shuttle service will be made available free of charge to seniors 62 years of age and older living within a 1.5 mile radius of the Project. Although expected to dramatically reduce trips, the Traffic Impact Analysis conservatively did not take any trip credits for this Project amenity. Additionally, as part of the application process, the City will review the adjacent street standards and may require additional street dedications and improvements. For a detailed discussion of the Project description, refer to Section III, Project Description, of this Draft EIR. Page IV.M-24

Project Trip Generation Project trips were generated based on the land uses of the Project. Peak-hour and daily trips were generated for the proposed Project using trip rates from the ITE Trip Generation Manual, 7th Edition (2003) according to ITE codes that are most similar to the land uses proposed by the Project. Trip rates used for this analysis are illustrated in Table IV.M-7 below and described further in Appendix I to this Draft EIR. Table IV.M-7 Project Trip Generation Rates Land Use ITE Code ADT AM Peak Hour PM Peak Hour Total In Out Total In Out Assisted Living (per bed) 254 (1) 2.66 0.14 0.09 0.05 0.22 0.10 0.12 Skilled Nursing (per unit) 253 (2) 2.02 0.06 0.04 0.02 0.17 0.09 0.08 Notes: ADT = Average Daily Traffic (1) ITE Code 254 is the code used for Assisted Living units. (2) ITE Code 253 is the code used for Congregate Care rooms; the most similar land use to the skilled nursing rooms. Source: Overland Traffic Consultants, Inc., June 2008. Table IV.M-8 Expected Project Trip Generation Land Use Beds/Units ADT AM Peak Hour PM Peak Hour Total In Out Total In Out Assisted Living (per bed) 183 487 (1) 26 17 9 40 18 22 Skilled Nursing (per unit) 22 44 (2) 1 1 0 4 2 2 Total 531 27 18 9 44 20 24 Notes: ADT = Average Daily Traffic (1) ITE Code 254 for Assisted Living units was used for this generation rate. (2) ITE Code 253 for Congregate Care rooms; the most similar land use to the skilled nursing rooms was used for this generation rate. Source: Overland Traffic Consultants, Inc., June 2008. As shown in Table IV.M-8 the proposed Project is forecasted to generate approximately 531 daily trips, 27 AM peak-hour trips, and 44 PM peak-hour trips. After accounting for the removal of the existing apartment complex, the net change in traffic generated by the Project site is expected to be an increase of 289 daily trips, 8 AM peak-hour trips, and 22 PM peak-hour trips. The primary factor affecting the distribution of the traffic flow is the location of the current population, residents and patrons of the uses which would generate trip origins and destinations. Figure IV.M-7 illustrates the estimated Project traffic distribution percentages. Approximately 25 percent of the Project traffic is destined to the north and 20 percent to the south via South La Cienega Boulevard; 15 percent to the northwest and 15 percent to the northeast via West Olympic Boulevard; and 10 percent to both the southwest and southeast via West Pico Boulevard. Page IV.M-25

Traffic to and from the Project site has been assigned to the most direct and reasonable routes considering the Project driveway location and surrounding street system. Percentages of the Project traffic flows are illustrated in Figure IV.M-8. The hourly traffic volume at each study intersection was calculated by multiplying the assigned intersection percentages as shown in Figure IV.M-8 by the net Project traffic generation estimates in Table IV.M-8. The resulting AM and PM peak-hour Project traffic volumes are shown in Figures IV.M-9 and 10, respectively. Project Impacts and Mitigation Measures Impact TRANS-1 Intersection Level of Service and Capacity The trip distribution and Project trips at study intersections were added to the future (2010) condition. Because the Project is not anticipated to be complete until the year 2010, any traffic impacts associated with the Project would not occur until 2010; therefore, the future (2010) traffic volumes establish the baseline condition under which the Project traffic impacts are evaluated. Table IV.M-9 presents the expected Project traffic conditions at each of the three study intersections with development of the proposed Project and the anticipated change in CMA, compared to future (2010) baseline conditions. Project condition AM and PM traffic volumes are shown in Figures IV.M-11 and IV.M-12, respectively. Table IV.M-9 Future Conditions (Year 2010) with Project AM Peak Hour PM Peak Hour No. Intersection CMA Change LOS CMA Change LOS South La Cienega Blvd./West Olympic 1.012 -- F 0.966 +0.003 E 1 Blvd. 2 South La Cienega Blvd./Whitworth Drive 0.591 +0.001 A 0.656 +0.001 B 3 South La Cienega Blvd./West Pico Blvd. 1.113 +0.001 F 1.126 +0.002 F Source: Overland Traffic Consultants, Inc., June 2008. As shown, two study intersections are expected to operate at an unsatisfactory LOS (at or approaching capacity) with development of the proposed Project: South La Cienega Boulevard/West Olympic Boulevard during the AM and PM peak hours and South La Cienega Boulevard/West Pico Boulevard during the AM and PM peak hours. The South La Cienega Boulevard/West Olympic Boulevard study intersection is expected to operate at capacity during the AM peak hour, and approaching capacity in the AM peak hour. The South La Cienega Boulevard/West Pico Boulevard study intersection is forecasted to operate at capacity during both the AM and PM peak hours. However, all three study intersections are forecasted to operate at the same levels of service expected in the year 2010 without Project development. None of the study intersections are expected to be significantly impacted by Project traffic volumes using the significance thresholds established by the Page IV.M-26

LADOT, when compared to the future (2010) baseline conditions. Therefore, impacts to intersection LOS and capacity would be less than significant. In addition, because the Project would not generate enough traffic to impact study intersections, no significant impacts to street segment capacity would occur. The proposed Project s location also serves to minimize any impacts to neighborhood intrusion. The Project s close proximity to three Class II Major Highways; South La Cienega adjacent to the west; West Olympic Boulevard to the north, and Pico Boulevard to the south would allow residents and guests of the Project convenient travel routes and the use of neighborhood streets as primary travel routes is not anticipated to occur. Project egress would also be northbound onto La Cienega, with no local street available for cut-through traffic prior to Olympic Boulevard. Similarly, because the proposed Project is an assisted living facility, it is expected that the majority of trips would be within the immediate neighborhood, and not work commuting-type trips that are more likely to lead to neighborhood intrusion impacts during the a.m. and p.m. peak hour. Therefore, impacts to intersection LOS, street segment capacity and neighborhood intrusion as result of the Project would be less than significant and no mitigation measures are required. Impact TRANS-2 Congestion Management Plan As previously discussed, a substantial change in freeway segments is defined as an increase or decrease of 0.10 in the demand to capacity ratio and a change in LOS. A CMP traffic impact analysis is required if a project will add 150 or more trips to a freeway segment in either direction and where the project will add 50 or more trips to any CMP monitoring intersection during either the AM or PM weekday peak hour. The CMP monitoring location nearest the Project site is Wilshire Boulevard and South La Cienega Boulevard. A review of the Project trip distribution and net Project traffic addition to the study vicinity shows that the proposed Project is anticipated to generate a total of 531 daily trips, 27 morning (AM) peak-hour trips, and 44 afternoon (PM) peak-hour trips. After accounting for the removal of the existing apartment complex, the net change in traffic generated by the Project site is expected to be an increase of 289 daily trips, 8 morning (AM) peak-hour trips, and 22 afternoon (PM) peak-hour trips. The local CMP requires that all CMP monitoring intersections be analyzed where a project would likely add 50 or more trips during the peak hours. The nearest such intersection is Wilshire Boulevard/South La Cienega Boulevard, located approximately 0.5 miles north of the Project site. A review of the project trip distribution and net project traffic additions to the study vicinity shows that the proposed Project would not add 50 or more trips to these CMP intersections. As the estimated traffic volumes are below the threshold of 50 trips, no further CMP intersection analysis is warranted. Impacts would be less than significant and no mitigation measures are required. Page IV.M-27

Impact TRANS-3 Hazards Access to the Project would be from an existing roadway system. Primary vehicular access to the Project would be provided on the west side of the Project site via South La Cienega Boulevard. The Project s vehicular access would consist of three entrances, to be accessed from South La Cienega Boulevard which would provide access to the parking area. Pedestrian access to the proposed building would be provided via a ground floor courtyard entrance along South La Cienega Boulevard as well as stairways and an elevator that would extend from the subterranean levels to the fifth floor. In addition, internal pathways connecting the various residential units to the stairways and elevator would be provided on the first through fifth floors. Fire lanes, turning radii, and back up space around buildings would be designed in accordance with City regulations so as to be adequate for emergency and fire equipment vehicles. No agricultural land uses are located in proximity to the Project site. Therefore, the Project would not result in traffic hazards associated with incompatible uses, such as farm equipment. The Project would not substantially increase hazards due to a design feature or incompatible uses and impacts would be less than significant. No mitigation measures are required. Impact TRANS-4 Emergency Access Emergency vehicles would access the site via the existing roadway system and the three proposed driveways. Fire lanes, turning radii, and back up space around buildings would be designed in accordance with City regulations so as to be adequate for emergency and fire equipment vehicles. Pavements would be designed to support loads created by emergency vehicle traffic. As noted in Section III, Project Description, of this Draft EIR, standpipe and fire suppression system connections would be incorporated into architectural and landscaping design elements where practical, and in locations accessible to fire equipment. City and emergency services would be notified of any planned road closures or restrictions on any roadways, alternative emergency routes, and detours due to construction activities of the Project. Thus, construction activities attributable to the Project are not expected to cause a sufficient disruption to roadway capacity to result in a limitation to emergency access. Therefore, the Project would not result in inadequate emergency access and impacts would be less than significant. No mitigation measures are required. Page IV.M-28