iv.a.1. land use planning (metro)...land use plans/zones draft environmental impact report page...

Metro Universal Project IV.A.1. Land Use Plans/Zones Draft Environmental Impact Report Page IV.A.1-1

IV. ENVIRONMENTAL IMPACT ANALYSIS A. LAND USE

1. LAND USE PLANS/ZONES

This Section describes the consistency of the Project with adopted planning and zoning regulations applicable to the Project Site and surrounding areas. Section IV.A.2 (Physical Land Use) of this EIR discusses land uses within the Project Site and in the immediately surrounding properties and analyzes the physical relationships between the two.

Organization of the Section

1. ENVIRONMENTAL SETTING

a. Introduction

b. Regional Plans

i. Regional Comprehensive Plan and Guide

ii. South Coast Air Quality Management District

iii. Congestion Management Plan

c. Local Plans

i. City of Los Angeles General Plan

ii. City of Los Angeles General Plan Framework Element

iii. Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan

iv. Ventura-Cahuenga Boulevard Corridor Specific Plan

v. City of Los Angeles Planning and Zoning Code

vi. Los Angeles River Revitalization Master Plan

2. ENVIRONMENTAL IMPACTS

a. Thresholds of Significance

b. Methodology

c. Project Impacts

City of Los Angeles August 2008


i. Project Activities

(1) Phase 1

(2) Phase 2

(3) Requested Discretionary Applications or Actions

ii. Consistency with Land Use Plans

(1) Phase 1

(a) Regional Comprehensive Plan and Guide

(b) City of Los Angeles General Plan Framework Element

(c) Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan

(i) Consistency with Community Plan Land Use Designation

(ii) Consistency with Community Plan Policies

(2) Phase 2 – Option A

(3) Phase 2 – Option B

(a) Regional Comprehensive Plan and Guide

(b) City of Los Angeles General Plan Framework Element


(i) Consistency with Community Plan Land Use Designation

(ii) Consistency with Community Plan Policies

iii. Ventura –Cahuenga Boulevard Corridor Specific Plan

iv. Consistency with City of Los Angeles Planning and Zoning Code Requirements

v. City of Los Angeles Planning Department Walkability Checklist


3. CUMULATIVE IMPACTS

4. MITIGATION MEASURES

5. LEVEL OF SIGNIFICANCE AFTER MITIGATION



1. ENVIRONMENTAL SETTING

a. Introduction

Development of the Project Site is currently guided by several adopted land use plans and policies that are intended to provide guidance as to how development could occur on the Project Site as well as within several broader geographic contexts (e.g., the surrounding community, the City as a whole, and the Southern California region). Applicable land use plans at the local level reflect the fact that the Project Site is located within the City of Los Angeles. In addition, implementation of the Project as proposed requires a change of the City General Plan, zoning and height district and other related land use actions. The following section evaluates the effects of the proposed land use actions on existing regional and City land use regulations and plans. At the regional level/subregional, development within the Project Site is subject to the Southern California Association of Governments’ (SCAG) Regional Comprehensive Plan and Guide (the “RCPG”), including the Draft 2008 Regional Comprehensive Plan, the South Coast Air Quality Management District’s (SCAQMD) 2003 Air Quality Management Plan (the “AQMP”), and the Los Angeles County Metropolitan Transportation Authority’s (Metro) Comprehensive Management Plan for Los Angeles County (CMP). At the City level, development within the Project Site is subject to the City of Los Angeles General Plan (General Plan), the Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan (Community Plan), and the City of Los Angeles Municipal Code (LAMC), particularly Chapter 1, General Provisions and Zoning, also known as the City of Los Angeles Planning and Zoning Code (the “Planning and Zoning Code”). An overview of each of these plans is provided below.

b. Regional Plans

i. Regional Comprehensive Plan and Guide

The RCPG was adopted in 1994 (amended in 1996) by the member agencies of SCAG to set broad goals for the Southern California region and identify strategies for agencies at all levels of government to use in guiding their decision-making. It includes input from each of the 14 subregions (refer to Figure IV.A.1-1, SCAG Los Angeles Subregion) that make up the Southern California region (comprised of Los Angeles, Orange, San Bernardino, Riverside, Imperial, and Ventura Counties). The Project is located within the City of Los Angeles subregion, which encompasses the entire City of Los Angeles. The RCPG serves as a policy document that sets broad goals for the Southern California region and identifies strategies for agencies at all levels of government to use in guiding their decision-making with respect to the significant issues and changes, including growth management, that can be anticipated by the year 2015 and beyond. Adopted RCPG policies related to land use are contained primarily in Chapter 3 of the RCPG, entitled “Growth Management.” The purpose of the Growth Management chapter is to present forecasts which establish the socio-economic parameters for the development of the Regional Mobility and Air Quality



Figure IV.A.1-1, SCAG Los Angeles Subregion



Chapters of the RCPG, and to address issues related to growth and land consumption by encouraging local land use actions which could ultimately lead to the development of an urban form that would help minimize development costs, save natural resources, and enhance the quality of life in the region. Impacts of the Project associated with regional mobility and air quality are discussed in Sections IV.B (Transportation) and IV.G (Air Quality), respectively.

Specific Growth Management Chapter policies are divided into four main categories: (1) growth forecasts; (2) improving the regional standard of living; (3) maintaining the regional quality of life; and (4) providing social, political, and cultural equity. Growth Management policies which are pertinent to the Project are discussed under the “Project Impacts” subheading below.

1. Draft 2008 Regional Comprehensive Plan

SCAG prepared and issued the Draft 2008 Regional Comprehensive Plan (“Draft 2008 RCP”) in response to SCAG’s Regional Council directive in the 2002 Strategic Plan to define solutions to inter-related housing, traffic, water, air quality, and other regional challenges.1

The Draft 2008 RCP serves as a policy framework for implementation of short-term strategies and long-term initiatives to improve regional mobility and sustainability, while also directly addressing the interrelationships between natural resource sustainability, economic prosperity, and quality of life.2 The Draft 2008 RCP incorporates principles and goals of the Compass Blueprint Growth Vision, as discussed below. The Draft 2008 RCP includes nine chapter areas: Land Use and Housing; Transportation; Air Quality; Energy; Open Space; Water; Solid Waste; Economy; and Security and Emergency Preparedness. Each chapter is organized into three sections: goals; outcomes; and action plans. Each action plan contains “Constrained Policies”, which provide a series of recommended near-term policies that developers and key stakeholders should consider for implementation as well as potential policies for consideration by local jurisdictions and agencies when conducting project review. The Draft 2008 RCP was released for public review and comment in November, 2007. Preparation of the Draft Environmental Report for the Draft 2008 RCP is anticipated to begin in July, 2008, and to become available for public review in April, 2009.3 A comprehensive review and consistency analysis for each of the Draft 2008 RCP goals and policies are discussed under the “Project Impacts” subheading below.

2. Southern California Compass Blueprint Growth Vision

The Southern California Compass Blueprint Growth Vision Report (Compass Growth Vision), published by SCAG in June 2004, presents a comprehensive vision for growth in the six-county SCAG region, as 1 Southern California Association of Governments Draft 2008 Regional Comprehensive Plan released

November 7, 2007. http://www.scag.ca.gov/rcp/documents/RCP_Introduction.pdf.

2 Southern California Association of Governments. The State of the Region 2007. http://www.scag.ca.gov/publications/pdf/2007/SOTR07/SOTR07_ExecSum.pdf.

3 Southern California Association of Governments, Final Overall Work Program, Fiscal Year 2008-09, May, 2008.



well as the means of achieving that growth vision.4 The Compass Growth Vision is intended to provide planning guidance and mechanisms for improved mobility, livability, prosperity, and sustainability for all Southern Californians by reorienting development around existing and planned transportation infrastructure on just 2% of the region’s land area. The Compass Growth Vision notes that limitations on the amount of undeveloped land suitable for development may hinder the ability to accommodate new housing and jobs within the region. The report identified that under current adopted general plans, only 29 percent of the SCAG 2030 growth projection for the coastal basin of Los Angeles and Orange counties could be accommodated through new development on vacant land. Infill, or new development in already developed areas, will be relied upon to provide locations for nearly half of the anticipated new housing region-wide. The Compass Growth Vision concludes that the strategy of combining compact, mixed-use development with housing and jobs near major transportation infrastructure will prove to be of enormous benefit in accommodating future growth, while also recognizing that incremental and strategic changes in small parts of the region can yield great benefits to the region as a whole as well as to individual cities.5 These projected benefits led to the Growth Vision being incorporated into the region's 2004 Regional Transportation Plan. The Compass 2% Strategy was created to implement the Compass Growth Vision, by working closely with local jurisdictions and the public at large. The Compass Growth Vision’s “2% Strategy“, the program calls for changes to current land use and transportation trends within the 2% Strategy Opportunity Areas. The 2% Strategy Opportunity Areas comprise approximately 2% of the land in Southern California and are made up primarily of local areas of regional significance that are currently, or are projected to be, major employment and residential centers, areas attracting large numbers of work commuters that are well-accessible by both highway and transit; city centers; rail transit stops; bus rapid transit corridors and airports, ports, and industrial centers that are significant in the region’s economy. Priority residential in-fill areas that have the potential to absorb a fair share of projected regional residential growth and to provide regional and sub-regional transportation benefits are also identified as areas of opportunity. The intent of the 2% Strategy is to increase the region’s mobility by encouraging transportation investments and land use decisions that are mutually supportive; locating new housing near existing jobs and new jobs near existing housing; encouraging transit-oriented development; and promoting a variety of travel choices. The strategy has identified a series of Compass 2% Strategy opportunity areas having a high potential to implement projects, plans and/or policies consistent with the Compass principles resulting in the aforementioned benefits.

The Compass Growth Vision principles and related strategies are as follows:

• Principle 1. Improve mobility for all residents. Strategies to support Principle 1 include: (a) encourage transportation investments and land use decisions that are mutually supportive; (b)

4 Southern California Association of Governments, Southern California Compass Blueprint Growth Vision

Report, June 2004, http://www.compassblueprint.org/vision/visionreport; http://www.compassblueprint.org/vision/principles.

5 Southern California Association of Governments, Southern California Compass Blueprint Growth Vision Report, June 2004, http://www.compassblueprint.org/2percent.



locate new housing near existing jobs and new jobs near existing housing; (c) encourage transit-oriented development; and (d) promote a variety of travel choices.

• Principle 2. Foster livability in all communities. Strategies to support Principle 2 include: (a) promote infill development and redevelopment to revitalize existing communities; (b) promote developments that provide a mix of uses; (c) promote “people scaled,” pedestrian friendly communities; and (d) support the preservation of stable, single-family neighborhoods.

• Principle 3. Enable prosperity for all people. Strategies to support Principle 3 include: (a) provide a variety of housing types in each community to meet the housing needs of all income levels; (b) support educational opportunities that promote balanced growth; (c) ensure environmental justice regardless of race, ethnicity, or income class; (d) encourage civic engagement; and (e) support local and state fiscal policies that encourage balanced growth.

• Principle 4. Promote sustainability for future generations. Strategies to support Principle 4 include: (a) preserve rural, agricultural, recreational, and environmentally sensitive areas; (b) focus development in urban centers and existing cities; (c) develop strategies to accommodate growth that use resources efficiently, eliminate pollution, and significantly reduce waste; and (d) utilize “green” development techniques.

A comprehensive review and consistency analysis for each of the Compass Growth Vision principles is discussed under the “Project Impacts” subheading below.

ii. South Coast Air Quality Management District

The Project is located within the South Coast Air Basin (SCAB) and is therefore within the jurisdiction of the South Coast Air Quality Management District (SCAQMD). In conjunction with SCAG, the SCAQMD is responsible for formulating and implementing air pollution control strategies. The Air Quality Management Plan (AQMP), adopted in 1997 (updated in 2007) by SCAQMD and SCAG to assist in fulfilling these responsibilities, is intended to establish a comprehensive regional air pollution control program leading to the attainment of state and federal air quality standards in the SCAB area. Air quality impacts of the Project and consistency of the Project impacts with the AQMP are analyzed in greater detail in Section IV.G (Air Quality) of this EIR.

iii. Congestion Management Plan

Within Los Angeles County, Metro is the designated congestion management agency responsible for coordinating regional transportation policies. The CMP was developed in accordance with Section 65089 of the California Government Code. The CMP is intended to address vehicular congestion relief by linking land use, transportation, and air quality decisions. Further, the program seeks to develop a partnership among transportation decision-makers to devise appropriate transportation solutions that include all modes of travel and to propose transportation projects which are eligible to compete for state gas tax funds. To receive funds from Proposition 111 (i.e., state gasoline taxes designated for transportation improvements) cities, counties, and other eligible agencies must implement the requirements of the CMP. Within Los Angeles County, Metro is responsible for coordinating the County’s adopted CMP. The Project’s Traffic Impact Analysis, which is presented in greater detail in



Section IV.B (Transportation) of this EIR, was prepared in accordance with the CMP and City of Los Angeles Department of Transportation (LADOT) Guidelines.

c. Local Plans

i. City of Los Angeles General Plan

Land use on the Project Site is guided by the City’s General Plan. The General Plan sets forth goals, objectives, and programs to provide a guideline for day-to-day land use policies and to meet the existing and future needs and desires of the community, while integrating a range of state-mandated elements including Land Use, Transportation, Noise, Safety, Housing, and Open Space/Conservation. The City’s Housing Element is currently being reviewed and updated by the City. The Land Use Element of the General Plan consists of the General Plan Framework Element, which addresses city-wide policies, and the 35 community plans that guide land use at a more local level.

ii. City of Los Angeles General Plan Framework Element

The City of Los Angeles General Plan Framework Element (Framework), adopted in December 1996 and readopted in August 2001, sets forth a city-wide comprehensive long-range growth strategy and defines city-wide policies regarding land use, housing, urban form, neighborhood design, open space and conservation, economic development, transportation, infrastructure, and public services. Framework land use policies are implemented at the community level through community plans and specific plans.

The Framework Land Use chapter designates Districts (i.e., Neighborhood Districts, Community Centers, Regional Centers, Downtown Centers, and Mixed-Use Boulevards) and provides policies applicable to each District to support the vitality of the City’s residential neighborhoods and commercial districts. The Project Site is located within a portion of the City of Los Angeles designated as a Community Center and Regional Center under the Framework, pursuant to the Long Range Land Use diagram (see Figure IV.A.1-2), and as such is an area targeted for high-density, and a focal point of regional commerce, identity, and activity.6 Table 3-1 of the Framework lists the following as “encouraged uses” within a Community Center: retail commercial; small professional offices; personal services; food stores; eating and drinking establishments; telecommunications centers; small cultural facilities; entertainment and larger cultural facilities; and small parks and other community-oriented activity facilities.7 Table 3-1 of the Framework lists the following as “encouraged uses” within a Regional Center: corporate and professional offices; retail commercial (including malls); offices; personal services; eating and drinking establishments; telecommunications centers; entertainment; major cultural facilities; hotels; and similar uses, such as mixed-use structures integrating housing with commercial uses; multi-family housing

6 City of Los Angeles Department of City Planning, City of Los Angeles General Plan Framework, Long Range

Land Use Diagram, San Fernando Valley Los Angeles, August 2001, page 3-20.

7 Op. Cit., Table 3-1, Land Use Standards, page 3-23.



Figure IV.A.1-2, Long-Range Land Use Diagram



(independent of commercial); major transit facilities; and inclusion of small parks and other community-oriented activity facilities.8 The introduction to the Framework reads:

“Because it is citywide, the Framework cannot anticipate every detail. Therefore, the community plans must be looked to for final determinations as to boundaries, land use categories, intensities and heights that fall within the ranges described by the Framework. The Citywide General Plan Framework Element neither overrides nor supersedes the Community plans. It guides the city’s long range growth and development policy, establishing citywide standards, goals, policies and objectives for citywide elements and community plans. The Framework is flexible, suggesting a range of uses within its land use definitions. Precise determinations are made in the Community Plans.” Framework Executive Summary, Introduction, p. 1 [emphasis in the original].

In addition to neighborhood-oriented uses, a Community Center contains a diversity of uses such as small offices, overnight accommodations, cultural and entertainment facilities, schools and libraries.9 The Framework identifies two types of Community Centers: a multi-use, non-residential center that encourages the development of professional offices, hotels, cultural and entertainment facilities, in addition to the neighborhood-oriented uses; and a mixed-use center that encourages the development of housing in concert with the multi-use commercial uses. Community Centers generally range from floor area ratios of 1.5:1 to 3.0:1, characterized by two- to six-story buildings.10

The development of sites and structures integrating housing with commercial uses is encouraged in Regional Centers, in concert with supporting services, open space, and amenities.11 The density of Regional Centers also supports the development of a comprehensive and inter-connected network of public transit and services.12 A focal point of regional commerce, identity, and activity, Regional Centers generally will fall within the range of floor area ratios from 1.5:1 to 6.0:1, characterized by 6- to 20-story (or higher) buildings.13 Some Regional Centers will be strictly commercial; others will contain a mix of residential and commercial uses.14


9 Op. Cit., page 3-40.


11 Op. Cit., page 3-40.

12 Op. Cit., page 3-40.





The Housing chapter of the Framework states that housing production has not kept pace with the demand for housing.15 According to the Framework, the City of Los Angeles has insufficient vacant properties to accommodate the projected population growth and the supply of land zoned for residential development is the most constrained in the context of population growth forecasts.16 The Framework Housing chapter further states that new residential development will require the recycling and/or intensification of existing developed properties.17 The Framework states that the City must strive to meet the housing needs of the population in a manner that contributes to stable, safe, and livable neighborhoods, reduces conditions of overcrowding, and improves access to jobs and neighborhood services.18

The Urban Form and Neighborhood Design chapter of the Framework establishes the goal of creating a livable city for existing and future residents; a city that is attractive to future investment; and a city of interconnected, diverse neighborhoods that builds on the strength of those neighborhoods and functions at both the neighborhood and city-wide scales. “Urban form” refers to the general pattern of building height, development intensity, and structural elements that define the City physically, such as natural features, transportation corridors, activity centers, and focal elements. “Neighborhood design” refers to the physical character of neighborhoods and communities within the City. The Framework does not directly address the design of individual neighborhoods or communities, but embodies generic neighborhood design and implementation programs that guide local planning efforts and lay a foundation for the updating of community plans. With respect to neighborhood design, the Framework’s Urban Form and Neighborhood Design chapter encourages growth in centers that have a sufficient base of both commercial and residential development to support transit service.

The Open Space and Conservation chapter of the Framework calls for the use of open space to enhance community and neighborhood character. The policies of this chapter recognize that there are communities where open space and recreation resources are currently in short supply, and therefore suggests that vacated railroad lines, drainage channels, planned transit routes, and utility rights-of-way, or pedestrian-oriented streets and small parks, where feasible, might serve as important resources for serving the open space and recreation needs of residents.

The Transportation chapter of the Framework includes proposals for major improvements to enhance the movement of goods and to provide greater access to major intermodal facilities. The Transportation chapter acknowledges that the quality of life for every citizen is affected by the ability to access work opportunities and essential services, affecting the City’s economy, as well as the living environment of its citizens.19 The Transportation chapter stresses that transportation investment and policies will need to 15 Op. Cit., page 4-1.







follow a strategic plan, including capitalizing on currently committed infrastructure and adoption of land use policies to better utilize committed infrastructure. The Transportation chapter of the Framework is implemented through the Transportation Element of the General Plan.

The applicable policies and the consistency analysis of each of the Framework chapters are discussed in Tables IV.A.1-3 and IV.A.1-6.

iii. Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan

The Community Plans are intended to promote an arrangement of land uses, streets, and services which will encourage and contribute to the economic, social, and physical health, safety, and welfare of the people who live and work in the community. The Community Plans are also intended to guide development in order to create a healthful and pleasing environment. The Community Plans coordinate development among the various communities of the City of Los Angeles and adjacent municipalities in a fashion both beneficial and desirable to the residents of the community. Land uses on the Project Site are guided by the Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan (see Figure IV.A.1-3). The Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan Area (CPA) is located in the northern portion of the City of Los Angeles. The general boundaries of the CPA are as follows: 405 Freeway (San Diego Freeway) on the west; 134 Freeway (Ventura Freeway) on the north; Mulholland Drive on the south; and Cahuenga Boulevard and Barham Boulevard on the east. The CPA is generally characterized by low-density single- and multi-family residential development with concentrations of commercial and industrial development along the Major Secondary Highways in the CPA. The Community Plan designates the vast majority of the Project Site for Regional Center uses (see Figure IV.A.1-4). There are small areas within the Project Site that are designated Open Space or Public Facilities. As shown in Figure IV.A.1-3, Footnote No. 5 to the Community Plan Land Use map designates Height District No. 2 as the corresponding height district for Regional Centers, such as the Project Site.

(1) Land Use Policies and Programs

The Land Use Policies and Programs of the Community Plan include goals, objectives, and policies that would address the issues and opportunities associated with residential, commercial, recreation, parks and open space, transportation, and major development opportunity sites.

(a) Residential Land Use Goals, Objectives, and Policies Residential land use varies greatly throughout the Community Plan Area, influenced by topography, population characteristics, and housing markets. Much of the existing residential development was established when large amounts of land and infrastructure were readily available. Current plan policies provide for the preservation of existing residential neighborhoods retaining single-family districts and multi-family clusters. Areas around transit stations and along transit corridors would realize any changes in densities as existing properties zoned for multi-family development continue to build out to their maximum potential.



Figure IV.A.1-3, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan



Figure IV.A.1-4, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan Existing Land Use Designations



The Community Plan provides for an estimated population of 90,582 residents and a dwelling unit count of approximately 45,401 by 2010.20 Estimates are based on the mid-point of the range of dwelling units per net acre permitted under existing zoning. The City’s projected housing and population for the Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan Area for 2004 is 15,200 single-family residences and 23,700 multi-family residences, with a total population of 77,300.21 Population is based on 2.45 residents per single-family unit and 1.68 residents per multi-family unit. An available growth of approximately 13,282 residents exists between the City’s 2004 projections for the Planning Area and the Community Plan’s 2010 estimate. Please note that for the analysis contained within Section IV.N (Population, Housing, and Employment) an average of 3.127 persons per household was used to generate estimated population. The 3.127 persons per household average was taken from the State of California, Department of Finance, Population and Housing Estimates, as they are updated on a yearly basis, which is more current than the Community Plan population estimates.

The Community Plan addresses residential land use opportunities and issues through the goal of “a safe, secure, and high quality residential environment for all economic, age, and ethnic segments of the community.”22 The Community Plan’s residential objectives supporting the goal are: (1) to provide for the preservation of existing housing and/or the development of new housing to meet the diverse economic and physical needs of existing residents and projected population of the Plan area to the year 2010; (2) to locate new housing in a manner that reduces vehicular trips and makes it accessible to services and facilities; (3) to preserve and enhance the varied and distinct residential character and integrity in existing single- and multi-family neighborhoods; (4) to promote and insure the provision of adequate housing for all persons regardless of income age, or ethnic background; and (5) to limit the intensity and density in hillside areas. These objectives are further implemented by specific policies. Specific Community Plan residential land use goals, objectives, and policies that are applicable to the Project are described in greater detail and compared to the Project in Tables IV.A.1-4 and IV.A.1-7.

(b) Commercial Land Use Goals, Objectives, and Policies Commercial land uses in the CPA predominantly occur along major and secondary highways on shallow lots with limited on-site parking. The Community Plan commercial land use discussion states that the “Metropolitan Transit Authority should be encouraged to continue the Early California Spanish Architecture of Campo de Cahuenga for the site[.]”23,24

20 Ibid, page III-2.

21 City of Los Angeles, Population Estimate, Household Population, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan Area, website: www.planning.lacity.org, October 22, 2006.

22 City of Los Angeles Department of City Planning, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan, May 13, 1998, page III-2.

23 City of Los Angeles Department of City Planning, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan, May 13, 1998, page III-6.



Community Plan policy provides for the development of single or aggregate parcels for mixed-use commercial and residential development.25 These structures would normally incorporate office, retail, and/or parking on the lower floors and residential units on the upper floors. The intent of this policy is to provide housing in close proximity to jobs in order to reduce vehicular trips, reduce congestion and air pollution, assure adequate sites for housing, and stimulate pedestrian-oriented areas to enhance the quality of life in the Community Plan area. While the Community Plan does not mandate mixed-use projects, it encourages them in certain commercially designated areas, such as pedestrian-oriented districts and transit-oriented districts.

The Community Plan established the goal of a “strong and competitive commercial sector which best serves the needs of the community through maximum efficiency and accessibility while preserving the historic commercial and cultural character of the district.”26 The Community Plan’s commercial objectives supporting this goal to: (1) conserve and strengthen viable commercial development; (2) allow for the development of automobile-related uses in pedestrian-oriented districts; (3) enhance the identity of commercial districts and to identify pedestrian-oriented districts; (4) enhance the appearance of commercial districts; (5) promote development of commercial properties adjacent to the LARFCC; and (6) encourage commercial development of the Transit Station site while establishing a design element for the entire site. To support and implement each of the commercial land use objectives, the Community Plan presents a range of specific policies, which are described in greater detail and compared to the Project below.

(c) Recreation, Park, and Open Space Goals, Objectives, and Policies Six neighborhood and two community parks serve the CPA. The CPA is also served by one public golf course and one private golf course. The diverse topographic nature of the area limits park sites on the south side of Ventura Boulevard. Thus, parks in the hillside areas offer limited recreational facilities. The Community Plan states that “while the existing parks satisfy the needs of current residents, the community is still deficient in the number of neighborhood parks.”27

Publicly and privately owned open space areas are located throughout the Community Plan Area. These areas are defined as land that is free of structures and/or is natural in character and which provides one or more of the following: (1) recreational and educational opportunities; (2) scenic, cultural, and historic

24 The “Transit Station” was completed in 2003, subsequent to the adoption of the Sherman Oaks-Studio City-

Toluca Lake-Cahuenga Pass Community Plan. The historic Campo de Cahuenga was preserved and design elements were coordinated with this facility.

25 The “Transit Station” was completed in 2003, subsequent to the adoption of the Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan. The historic Campo de Cahuenga was preserved and design elements were coordinated with this facility.

26 Op. Cit., page III-6.




values; (3) public health and safety; (4) preservation and creation of community peak travel identity; (5) rights-of-way for utilities and transportation facilities; (6) preservation of natural resources or ecologically important areas; and (7) preservation of physical resources including ridge protection.

The Community Plan addresses recreation, park, and open space opportunities and issues through the following goals: (1) adequate recreation and park facilities to meet the needs of the residents in the plan area; and (2) a community with sufficient open space in balance with development to serve the recreational, environmental, and health needs of the community and to protect environmental and aesthetic resources. The Community Plan’s parks, recreation, and open space objectives supporting these this goals are to (1) conserve, maintain, and better utilize exiting recreation and park facilities which promote the recreational experience, and (2) preserve existing open space resources and where possible develop new open space. Policies that would implement the parks, recreation, and open space goals and objectives of the Community Plan are described in greater detail and compared to the Project below. Impacts related to parks and recreation facilities are discussed in Section IV.I (Public Services) of this EIR.

(d) Schools, Libraries, Police Protection, and Fire Protection Goals, Objectives and Policies

(i) Schools The Los Angeles Unified School District (LAUSD) administers the Community Plan Area’s public schools. Schools which would serve the Project Site are as follows: Rio Vista Elementary School; Walter Reed Middle School; and North Hollywood High School. It should be noted that the East Valley Area New Middle School #1 and the East Valley Area New High School #1B Addition are planned to relieve overcrowding of the schools serving the Project Site. East Valley Area New Middle School #1 has a projected capacity of 1,809, and East Valley Area New High School #1B Addition will increase the projected capacity by 513 two-semester seats.28

The Community Plan establishes the following schools goal: appropriate locations and adequate facilities for schools to serve the needs of existing and future population. The Community Plan’s objective supporting this goal is to site schools in locations complementary to existing land uses, recreational opportunities, and community character. Impacts associated with adequate school facilities are discussed further in Section IV.I (Public Services) of this EIR.

(ii) Libraries Two public library branches service the Community Plan Area: the North Hollywood Regional Branch Library located at 5211 Tujunga Avenue and the Studio City Branch Library at 12511 Moorpark Street.

28 Written correspondence from Rena Perez, Director, Master Planning and Demographics, Los Angeles Unified

School District, Facilities Services Division, August 1, 2007.



According to the Community Plan, each of these branches is located on a small site and is in need of expansion and updating.29

The Community Plan establishes the following library goal: ensure adequate library facilities and services are provided to the area’s residents. The Community Plan’s objective supporting this goal is to encourage the City’s Library Department to provide adequate service that responds to the needs of the community. Impacts associated with adequate library facilities are discussed further in Section IV.I (Public Services) of this EIR.

(iii) Police Protection The Los Angeles Police Department (LAPD) currently provides service to the Community Plan Area with two police stations: the North Hollywood Police Station and the Van Nuys Police Station.30 The North Hollywood Police Station (now called the North Hollywood Community Police Station), located at 11640 Burbank Boulevard, serves the Project Site.

The Community Plan establishes the following police protection goal: to provide a community with adequate police facilities and services to protect the community’s residents from criminal activity and to reduce the incidence of crime and provide necessary law enforcement services. The Community Plan’s police protection objective supporting this goal is to provide adequate police facilities and personnel to correspond with population and service demands. Policies that would implement the LAPD goals and objectives of the Community Plan are described in greater detail and compared to the Project below in Table IV.A.1-4. In addition, impacts associated with adequate police facilities and services are discussed further in Section IV.I (Public Services) of this EIR.

(iv) Fire Protection The Los Angeles Fire Department (LAFD) currently provides service to the Community Plan Area. The Fire Protection and Prevention Plan of the City of Los Angeles provides the official guide to City Departments, other government agencies, developers, and interested citizens for the construction, maintenance, and operation of fire facilities. The Project Site is located within LAFD’s Division 3, which has jurisdiction over a 243 square-mile district that encompasses the San Fernando Valley. Division 3 is further broken down into five Battalions (Battalions 10, 12, 14, 15, and 17) and 37 neighborhood fire stations. The Project Site is located within LAFD’s Battalion 14, a 33.1-square mile area that encompasses the communities of Studio City, North Hollywood, Sherman Oaks, and Toluca Lake. LAFD Fire Stations 86, 76, and 60 are the closest fire stations within 2.6 miles or less to the Project Site.

The Community Plan establishes the following fire protection goal: to protect the community through a comprehensive fire and life safety program. The Community Plan’s fire protection objective supporting this goal is to ensure that fire facilities and protective services are sufficient for the existing and future population and land uses. Policies that would implement the LAFD goals and objectives of the





Community Plan are described in greater detail and compared to the Project below in Table IV.A.1-4. In addition, impacts associated with adequate fire facilities and services are discussed further in Section IV.I (Public Services) of this EIR.

(e) Transportation Land Use Goals and Objectives A Transportation Improvement and Mitigation Program (TIMP) was prepared for the Community Plan Area that analyzes land use impacts on transportation. The TIMP establishes a program of specific measures to reduce land use impacts on transportation to be undertaken during the life of the Community Plan. It also takes into account and incorporates local, state, and regional transportation programs. The TIMP provides an implementation program for the circulation needs of the Community Plan Area, and consists of roadway improvements, roadway redesignation, bus service improvements, Metrolink service improvements, and the creation of a community transit center. Additional transportation improvements, paratransit or shuttle bus service, and transportation systems management improvements such as an Automated Traffic Surveillance and Control (ATSAC) system are also addressed. Other proposals include peak hour parking restrictions, the creation of neighborhood traffic control plans, and a transportation demand management (TDM) program which includes creating bikeways, forming transportation management associations, a trip reduction ordinance, and continued participation by the City in regional transportation management programs.

The Community Plan Area is served by the Hollywood and Ventura Freeways. Arterial roads that are designated as Major Highways are Ventura Boulevard, Woodman Avenue, Barham Boulevard, Cahuenga Boulevard between Barham Boulevard and Lankershim Boulevard, Laurel Canyon and Van Nuys, and Sepulveda Boulevards. Additionally, Lankershim Boulevard and Riverside Drive are also designated as Major Highways.31

Streets and highways are required to be developed in accordance with standards and criteria contained in the Highways and Freeways Element of the General Plan and the City’s Standard Street Dimensions except where environmental issues and planning practices warrant alternate standards consistent with street capacity requirements.

Furthermore, the Community Plan anticipates that bus service will provide the basic public transportation system for the Community Plan Area (to the year 2010), and Metro rail, bus service, and the community “DASH” or paratransit will be the primary public transportation modes through the year 2010.32

The Community Plan establishes the following public transportation goal: to develop a public transit system that improves mobility with convenient alternatives to automobile travel. The Community Plan’s public transportation objectives supporting this goal are to encourage improved local and express bus service through the community, and encourage bus routes to interface with freeways, high occupancy

31 Op. Cit., pages III 16-17.




vehicle (HOV) facilities, and rail facilities. Policies that would implement the goals and objectives of the Community Plan are described in greater detail and compared to the Project below in Table IV.A.1-4.

(i) Transportation Demand Management (TDM) The Community Plan states that it is the City’s objective that the traffic level of service (LOS) on the street system in the Community Plan Area should not exceed LOS E.33 Although studies indicate that most of the major street intersections are in compliance within this City policy (see Section IV.B (Transportation)), the level of trips generated by future development in the Community Plan Area and the surrounding communities require the implementation of a TDM Program to sustain the current level of service on the street system. TDM is a program designed to encourage people to change their mode of travel from single occupancy vehicles to more efficient transportation modes such as public transit, ridesharing, modified work schedules, van pools, telecommuting, and non-motorized transportation modes such as the bicycle.34

The Community Plan establishes the following TDM goal: to encourage alternative modes of transportation to the use of single occupancy vehicles in order to reduce vehicular trips. Policies that would implement the TDM goals and objectives of the Community Plan are described in greater detail and compared to the Project below in Table IV.A.1-4.

(ii) Transportation System Management (TSM) TSM is the management of the transportation system to improve the flow of traffic with low capital cost projects and minor construction that can be implemented in a short timeframe. TSM incorporates features such as computer based traffic signal timing facilities, intersection improvements, preferential parking areas for high occupancy vehicles, park and ride facilities, anti-gridlock measures, and parking management programs.35

The Community Plan establishes the following TSM goals: (1) a well-maintained, safe, efficient freeway, highway, and street network; and (2) a system of highways, freeways, and streets that provides a circulation system which supports existing, approved, and planned land uses while maintaining a desired level of service at all intersections. Policies that would implement the TSM goals and objectives of the Community Plan are described in greater detail and compared to the Project below in Table IV.A.1-4.

(iii) Non-Motorized Transportation The non-motorized transportation discussion provides for various modes of non-motorized transportation/circulation such as walking and bicycle riding. The city-wide Bicycle Plan identifies a backbone bicycle route and support routes through the Community Plan Area and establishes policies and standards to facilitate the development of a bicycle route system.






The Community Plan establishes the following non-motorized transportation goal: a system of safe, efficient, and attractive bicycle, pedestrian, and equestrian routes. Policies that would implement the non-motorized transportation goal and objectives of the Community Plan are described in greater detail and compared to the Project below in Table IV.A.1-4.

(iv) Parking The Community Plan supports the City’s efforts to develop City-owned (off-street) parking facilities so that an adequate supply of parking can be provided to meet the demand.36

The Community Plan establishes the following parking goal: a sufficient system of well-designed and convenient on-street parking and off-street parking facilities throughout the plan area. Objectives and policies that would implement the parking goal of the Community Plan are described in greater detail and compared to the Project below in Table IV.A.1-4. In addition, impacts associated with parking impacts are discussed further in Section IV.B (Transportation) of this EIR.

(f) Historic and Cultural Resources The Community Plan identifies distinct neighborhoods and communities that are defined by the topographic character or architectural character of each area. Of particular interest are residential areas in the hills south of Ventura Boulevard in which early California style 1940’s bungalows have been preserved, creating a sense of the past history of the area. According to the Community Plan, Campo de Cahuenga with the early California style architecture of the visitor center serves as a reminder of past history that led to the development of the area and the State. The Toluca Lake area, with its village style commercial development and large estates, is cited in the Community Plan as an area that forms a strong link to the entertainment industry.

The Community Plan provides goals and objectives by which sites in the Community Plan area that have been deemed architecturally and historically significant would be preserved, enhanced, and maintained.37 The Community Plan addresses cultural and historic resource issues through the following goal: the preservation and restoration of cultural resources, neighborhoods, and landmarks which have historical and/or cultural significance.

Furthermore, Chapter IV of the Community Plan identifies actions which are recommended to be promoted by the City through the appropriate city departments and through other agencies including Federal, State, and private sector entities to further the goals of the Community Plan. These actions help to reinforce the intent of the goals and objectives discussed above.38



38 Op. Cit., page IV-2.



Historic and cultural resources goals, objectives, and policies are compared with the Project below in Table IV.A.1-4. In addition, impacts associated with cultural resources are discussed further in Section IV.H (Cultural Resources) of this EIR.

(g) Urban Design Goals and Objectives The Community Plan lays out broad, general policies for individual multi-residential and commercial projects for the use of the Planning Department in reviewing plans for development prior to the issuance of building permits. The design policies and standards are to assure that individual projects incorporate specific elements of good design. The intent is to promote a stable and pleasant environment. In commercial corridors, the emphasis is on the provision and maintenance of the visual continuity of streetscapes and creation of an environment that encourages pedestrian and economic activity. In multi-family areas, the emphasis is on the promotion of architectural design that enhances the quality of life, living conditions, and neighborhood pride of the residents. The Community Plan also lays out design policies for streetscape and landscaping in public places that would improve the environment aesthetically and physically. Specific design policies for multi-family residential, commercial, parking uses, and streetscape are described in detail and compared to the Project below. These policies include, but are not limited to, maximizing retail and commercial service uses along frontages of commercial developments, maximizing the applications of architectural features or articulations of building facades, designing parking structure exteriors to match the style, materials, and color of the main building, and for multi-family residential projects to be designed around a landscaped focal point or courtyard to serve as an amenity for residents.

iv. Ventura/Cahuenga Boulevard Corridor Specific Plan

Sites D and E of the Project Site are located within the Studio City Section of the Ventura-Cahuenga Boulevard Corridor Specific Plan which designates the Project Site for “Neighborhood and General Commercial Land Uses” (see Figure IV.A.1-5). The Ventura-Cahuenga Boulevard Corridor Specific Plan (adopted September 1991) was developed to balance transportation infrastructure and land use, ensure a safe and effective circulation system, guide urban design and balance commercial use with single family residential use, enhance aesthetics by establishing coordinated and comprehensive standards for signs, buffering, setbacks, lot coverage, and landscaping; promote a hospitable environment to pedestrians, enhance community, and streamline the bureaucratic process. The Specific Plan includes land restrictions that control the scale of future development such as height requirements, density limitations, set-backs, allowable uses, signage restrictions, parking ratios, and the application of various fees including Project Impact Assessment Fees. While land use regulations applicable to the Project are contained in both the Ventura-Cahuenga Boulevard Corridor Specific Plan and the Planning and Zoning Code, the more restrictive of the two would prevail. A discussion of the Project’s compliance with this Specific Plan is discussed under the “Project Impacts” subheading below.



Figure IV.A.1-5 Ventura-Cahuenga Boulevard Corridor Specific Plan



v. City of Los Angeles Planning and Zoning Code

All on-site development activity is subject to the Planning and Zoning Code. The Planning and Zoning Code includes development standards for the various districts in the City of Los Angeles. As shown in Figure IV.A.1-6, virtually all of the Project Site is currently zoned [Q]C2-1-CDO (where [Q]C2 = Commercial, with limitations; 1 = Height District No. 1; and CDO = Community Design Overlay), which is consistent with the Regional Center land use designation for the Project Site in the General Plan. A small portion of Site B is zoned OS-1XL (OS: Open Space, 1XL: Extra Limited Height District) and a small portion of Site C is zoned PF-1XL (PF: Public Facilities, 1XL: Extra Limited Height District) as a result of Metro’s acquisition of the Project Site in connection with the development of the Red Line Station and bus facilities. [Q]C2-1-CDO height district requirements are also discussed below, as applicable, because the Project includes a discretionary request for a height district change from Height District No. 1 to Height District No. 2D. In addition, the Project Site is located within a Community Design Overlay area and it contains a [Q] condition, which are both discussed in further detail below. A zone change and Height District change is also requested from OS-1XL and PF-1XL to C2-2D-SN.

(1) Permitted Uses

Uses allowed in C2 Commercial Zone include uses allowed in the CR zone (i.e., bank, club, hotel, public parking area, child care facilities, residential uses, etc.); uses allowed in the C1 zone (i.e., office, business or professional, television production (no outdoor sets), bakery, barber, stationery store, drug store, grocery store, etc.); uses allowed in the C1.5 zone (i.e., auditorium, broadcasting studio, department store, museum, theater, etc.); and more extensive retail stores (i.e., pet store, restaurant, art or antique shop, and tire shop).39 Uses allowed in the OS Open Space Zone include parks and recreation facilities, natural resource preserves for the managed production of resources, sanitary landfill sites, public water supply reservoirs, and water conservation areas. Uses allowed in the PF Public Facilities Zone include agricultural uses, public parking facilities, fire and police stations, government buildings, public libraries, post offices, public health facilities, and public elementary and secondary schools.

39 See LAMC Section 12.16.A.



Figure IV.A.1-6, Existing City Zoning Designations



(2) Setback Requirements

Pursuant to LAMC Section 12.14.C.1, within the C2 zone, front yard setbacks are not required. Furthermore, side and rear yard setbacks are not required for buildings used exclusively for commercial purposes. However, for all portions of buildings erected and used for residential purposes, side and rear yards must conform to the requirements of the R4 Zone at the floor level of the first story used for residential purposes.40 For buildings more than two stories in height, one foot shall be added to the width of the side yard for each additional story above the second story, not to exceed 16 feet in width. For a building more than three stories in height, one foot shall be added to the depth of the rear yard for each additional story above the third story, not to exceed 20 feet in depth. However, under LAMC Section 12.22-A.18(c)(3), no yard requirements apply to the residential portions of mixed-use projects if a) such portions are used exclusively for residential uses; b) abut a street, private street, or alley; and c) the first floor of the building at ground level is used for commercial uses or for access to the residential portions of the building.

(3) Height District

The Project Site is located within Height District 1. Pursuant to LAMC Section 12.21.1.A.1, Height District No. 1 allows a maximum floor area ratio (FAR) of 1.5:1.41 As shown in Table IV.A.1-1, the total permitted floor area for Sites A, B, and C42 under the current [Q]C2-1-CDO zone is approximately 718,835 square feet. As the Project includes up to 1,467,700 square feet of floor area, the Applicant is seeking a height district change to Height District No. 2 in conformance with Footnote No. 5 of the Community Plan Map, which pursuant to the LAMC allows a maximum FAR of up to 6 to 1. The Applicant, however, is requesting a “D” Limitation to reduce the maximum FAR from 6 to 1 to 4 to 1. The Height District No. 2 classification would be regulated by a “D” Development Limitation, which would restrict total permitted floor area to 1,916,896 gross square feet of floor area. Building height is not limited in the C2 zone in either Height District 1 or Height District 2.

40 See LAMC § 12.14.C.2.

41 Floor Area is defined in the LAMC as that area in square feet confined within the exterior walls of a building, but not including the area of the following: exterior walls, stairways, shafts, rooms housing building-operating equipment or machinery, parking areas with associated driveways and ramps, space for the landing and storage of helicopters, and basement storage areas. Therefore, floor area does not include exterior walls, stairs, elevators, shafts, telephone/electric rooms on each typical floor, and parking areas.

42 No new development is proposed on Sites D and E; therefore, these sites, although discussed as part of the Project Site, have not been included for purposes of calculating the maximum allowable FAR.



Table IV.A.1-1 Project Site Development Parcels

Site3 Parcel Size

(SF)

Permitted Floor Area

(SF)1

Project Floor Area

(SF) Project

FAR Requested

FAR2 Requested

Floor Area (SF) A 167,545 251,317 B 155,739 233,608

995,200 3.08 4.0 1,293,136

C 155,940 233,910 489,100 3.14 4.0 623,760 Total 479,224 718,835 1,484,300 3.10* 4.0 1,916,896 Source: PSOMAS, July 2008. 1 Per Height District No. 1 *This figure is for Phase 2, Option A; Phase 2, Option B has an FAR of 3.30. 2 Per Footnote No. 5 of the Community Plan Map, which allows an FAR of 6 to 1 for Regional Centers. 3 Sites A and B are considered one lot for FAR purposes.

As noted above, a very small portion of the Project Site is zoned OS-1XL and PF-1XL. The 1XL designation allows for an FAR of 1.5 to 1 for commercial use, and limits height to two stories and 30 feet.

(4) CDO Designation

The CDO designation refers to the location of the property within an adopted Community Design Overlay District. However, no plan has been prepared or adopted for this area. As such, the Applicant is requesting a zone change from C2-1-CDO to C2-2D which would remove the Project Site from the CDO boundary.

(5) [Q] Condition

The [Q] Condition requires a conditional use permit (CUP) for a Transit Oriented District (TOD) Plan. A TOD refers to a mixed-use community within close proximity of a significant transit facility station. Transit-oriented districts are established to encourage a mix of residential, retail, office, open space, and public uses in close proximity in order to contribute to a safe and revitalized walkable environment, convenient for residents and employees. TOD land use provisions and design standards generally encourage travel by transit, bicycle, or foot by both residents and employees. TODs also promote the efficient use of land for the mutual reinforcement of private development and public investments in the transit system. However, the Planning and Zoning Code does not address or establish a process for considering CUPs for TODs. As such, the Applicant is requesting a zone change to remove this [Q] Condition.

(6) Hotel Requirements

The LAMC allows multiple residence dwelling and hotel uses on the Project Site, as the C2 zone permits R4 zone uses, subject to the regulations and limitations of both the C2 and C1.5 zones.43 Hotels are permitted in the R4 Zone “when located on a lot fronting on a major or secondary highway, provided such lot does not abut a single-family residential zone; provided, further that 25 percent or more of the area of 43 See LAMC §§ 12.14.A.4. 12.13.5.A.1 and 12.11.



such lot is also classified in a commercial zone.”44 However, LAMC Section 12.24 W.24 requires a Conditional Use Permit for a hotel in the C2 zone when the structure is located within 500 feet of property zoned A or R. If constructed, the hotel structure on Site C would be positioned more than 500 feet from residentially zoned property to the north of Valleyheart Drive. However, out of caution, the Applicant is seeking a Conditional Use Permit because the Project Site is within 500 feet of R zoned property.

(7) Commercial Corner Development

A Commercial Corner Development (CCD) is defined as a commercially used corner lot located in a C zone in Height District No. 1 where the lot line adjoins, is separated only by an alley adjacent to, or is located across the street from, any portion of a lot zoned A or R, or improved with any residential use. A CCD requires a CUP unless it complies with the requirements of the LAMC Section 12.22 A.23, However, projects in Height District No. 2 are exempt from CCD regulations. Since the Applicant is applying for a zone change/height district change from Height District No. 1 to Height District No. 2, the Project is not subject to the CCD regulations.

(8) Transitional Height

LAMC Section 12.21.A.10 limits the height of buildings and structures located on a C or M zoned lot located within up to 199 feet from a lot classified in the RW1 Zone or a more restrictive zone to between 25 to 61 feet. The Zoning Administrator may, upon application, permit buildings and structures on lots in C or M Zones to exceed the maximum heights otherwise permitted by the provisions of Section 12.21.1.A.10, provided that the Zoning Administrator finds that proposed building height would be compatible in scale with existing adjoining and nearby structures and uses, as well as adopted plans. As the Project is located in the C zone within 199 feet of Weddington Park (South) (which is zoned OS, a zone more restrictive than RW1) and would exceed the specified height limit, the Applicant is requesting a waiver for transitional height.

(9) Open Space

Pursuant to LAMC Section 12.21 G, new construction of six or more dwelling units on a lot must provide at a minimum 100 square feet of usable open space for each dwelling unit having less than three habitable rooms, 125 square feet for each dwelling unit having three habitable rooms, and 175 square feet for each dwelling unit having more than three habitable rooms.45 Usable open space is defined as area that is designed and intended to be used for active or passive recreation. Usable open space may consist of private and/or common area open space. However, common open space areas must be a minimum of 400 square feet and must constitute a minimum of 50 percent of the total open space provided. Open space does not include parking areas, driveways, or required front and side yards. A minimum of 25 percent of the common open space area must be planted with ground cover, shrubs, or trees and at least one 24-inch

44 See LAMC § 12.11.A.4(b).

45 See LAMC §12.03 (Room, Habitable). For purposes of open space calculations, a kitchen is not counted as a habitable room.



box tree is required for every four dwelling units. The Project will comply with these requirements, as discussed in Section IV.I (Public Services). Usable open space is not required for non-residential land uses (i.e. commercial, retail, hotel, and parking structures).

(10) Parking Requirements

As discussed in further detail in Section IV.B (Transportation), the Project Site is located in an Enterprise Zone. Accordingly commercial parking requirements are as follows: office uses require one parking space for every 500 square feet of gross floor area; retail and restaurant uses require one parking space for every 500 square feet of gross floor area.46 Residential parking requirements set forth in the Planning and Zoning Code are 1.0 parking space per unit with less than three habitable rooms, 1.5 parking spaces per unit with three habitable rooms, and 2.0 parking spaces per unit with more than three habitable rooms.47 Additionally, Advisory Agency Policy 2000-1 provides the following parking requirements for condominiums: 2.0 parking spaces per unit and up to 0.5 parking spaces per unit for guest parking in parking congested areas. (The Project Site is in an identified parking congested area).

(11) City of Los Angeles Sign Regulations

The City of Los Angeles regulates the placement, construction, and modification of all exterior signs and sign support structures through Section 14.4 of the Planning and Zoning Code. Building permits must be obtained from the Department of Building and Safety for any proposed signs and electrical permits must be obtained for signs illuminated by electrical lighting. Specific LAMC requirements and restrictions are dependent upon signage type; however, general constraints on design, construction, materials, potential for hazard to traffic and determination of such hazards are applicable. The Project Applicant is seeking approval of a Supplement Use District or equivalent approval to establish site-specific signage regulations which would differ in some respects from LAMC requirements.


The Los Angeles River Revitalization Master Plan (LARRMP) is a conceptual framework to guide revitalization of the Los Angeles River. The Project Site is located within the LARRMP’s boundaries but is not located adjacent to the River. Adopted by the LA City Council on May 9, 2007, the LARRMP’s vision includes four core principles: revitalize the River by restoring its ecological and hydrological functioning; green the neighborhoods adjacent to the River by creating a reliable network of “green connections” to the River; capture community opportunities for the people of Los Angeles to enjoy the River as a safe, healthy, sustainable, and celebrated place; and to create value by improving the quality of life, increasing the attractiveness of the City as a place to live and work, and increasing economic prosperity. The LARRMP include a various goals and policy recommendations to implement the LARRMP’s vision.

46 See LAMC §12.21.A.4(x).

47 See LAMC §12.21.A.4(a) and LAMC §12.03 (Room, Habitable). For purposes of parking requirements, a kitchen is considered a habitable room.



The LARRMP does not include specific land use regulations governing private development projects. Instead, it creates community-planning framework to establish specific regulations to implement the Revitalization Master Plan, including updating the existing community plans and adopting a community design overlay district referred to as the River Improvement Overlay (RIO). The LARRMP states that the RIO’s boundary will be determined with input from the community and would be widened or narrowed in different areas depending upon expressed public sentiments. The LARRMP recommends that the RIO establish an initial design review procedure whereby the Department of City Planning’s River Unit would determine if a project substantially complies with the standards and guidelines set forth in the RIO. The standards and guidelines of the RIO would be written to meet goals that reflect the overall philosophy and vision of the LARRMP. The City Planning Department is currently in the process of preparing the RIO.

2. ENVIRONMENTAL IMPACTS

a. Thresholds of Significance

The City of Los Angeles CEQA Thresholds Guide (2006) requires the land use analysis to address the following two areas of study: (1) land use consistency; and (2) land use compatibility.

With respect to land use consistency, the Los Angeles CEQA Thresholds Guide (page H.1-2) states that a determination of significance relative to land use consistency shall be made on a case-by-case basis, considering the following factors:

• Whether the Project is inconsistent with the adopted land use/density designation in the Community Plan, redevelopment plan, or specific plan for the site; and

• Whether the Project is inconsistent with the General Plan or adopted environmental goals or policies contained in other applicable plans.

Based on these factors, the Project would have a significant impact if:

• The Project is not substantially consistent with the adopted land use/density designation in the Community Plan, redevelopment plan, or specific plan for the site; or,

• The Project is not substantially consistent with the City General Plan or other adopted environmental goals contained in other applicable plans.

Project impacts related to physical land use compatibility are addressed in Section IV.A.2 (Land Use – Physical) of this EIR.

b. Methodology

The determination of consistency with applicable land use policies and ordinances is based upon a review of the previously identified planning documents that regulate land use or guide land use decisions pertaining to the Project Site. An EIR must discuss any inconsistencies a project may have with applicable general and regional plans (see CEQA Guidelines Section 15125(d)). The Project is considered consistent with the provisions of the identified regional and local plans if it meets the general



intent of the plans, and would not preclude the attainment of the primary intent of the land use plan or policy. If the Project is determined to be inconsistent with specific objectives or policies of a land use plan, but is largely consistent with the land use goals of that plan and would not preclude the attainment of the primary intent of the land use plan, the Project would not be considered inconsistent with the plan. Moreover, inconsistency with specific objectives or policies of a land use plan does not necessarily mean that the Project would result in a significant impact on the physical environment.

Since the Project is located within the City of Los Angeles, the land use analysis addresses the relationship of the Project to the City General Plan and Community Plan. The entire Project is also evaluated for consistency with SCAG’s Regional Comprehensive Plan and Guide.

c. Project Impacts

The Project proposes to redevelop existing surface park & ride lots and bus transit facilities with a transit-oriented, commercial, or mixed-use development, with parking facilities to serve both transit patrons and employees and visitors to the new development. Project facilities would be implemented in phases so as not to interfere with currently ongoing bus transit operations.

i. Project Activities

(1) Phase 1

Phase 1 of the Project would involve new development on the north side of Campo de Cahuenga Way and would include demolition of the existing surface park & ride lots, and construction of up to 995,200 square feet of office, media production facility, and retail/restaurant development. Site plans for Phase 1 development are shown in Section II, Project Description, of this EIR. To assure continuous Metro operations during construction, the initial Phase 1 improvements would include relocating the Metro park & ride parking spaces to Sites D and E while keeping the Metro bus loading/drop-off, transfer, and layover facilities in their current locations on Site C. By the end of Phase 1, bus transit facilities would be relocated to the parking structure at Site B.

(2) Phase 2

Phase 2 of the Project would involve new development on Site C south of Campo de Cahuenga Way at Lankershim Boulevard near the Hollywood Freeway. Phase 2 would include demolition of bus transit facilities and construction of one of two development options:

Option A Office building, with subterranean and above ground parking; or

Option B Hotel and residential building, with ancillary meeting rooms, retail space, restaurant and lounge areas, and spa, with subterranean and above ground parking.

(3) Requested Discretionary Applications or Actions

The City of Los Angeles Planning Department is the lead agency for the Project. In order to permit development of the Project, the City may require approvals for one or more of the following actions:



• Zone Change/Height District Change from [Q]C2-1-CDO, OS-1XL, and PF-1XL to C2-2D-SN;

• General Plan Amendment from Open Space and Public Facilities to Regional Center;

• Vesting Tentative Tract Map;

• Incidental Building Line Removal of 10-foot line on Lankershim Boulevard;

• Conditional Use Permit(s) for alcohol sales;

• Conditional Use Permit for hotel use;

• Site Plan Review;

• Development Agreement;

• Transitional Height Adjustments;

• Supplemental Use District for signage;

• Haul Route Approval;

• Conditional Use Permit for wireless telecommunication facilities;

• Approvals for modification to the non-historic portions of the Campo de Cahuenga historic site;

• Approvals for the park land exchange by the City Department of Recreation and Parks and Metro, including but not limited to adoption of a resolution of necessity;

• Approvals by other governmental agencies as may be necessary to implement off-site mitigation measures;

• Approvals by Metro and other governmental agencies for the construction of the pedestrian bridge across Lankershim; and

• Other discretionary and ministerial permits and approvals for the implementation of the Project, including but not limited to demolition, excavation, grading, shoring, foundation, building, engineering permits such as “A,” “B,” “U,” street or lane closure permits, and exemptions from Mayor’s Executive Directive No. 2 – Rush Hour Construction on City Streets.48

ii. Consistency with Land Use Plans

As previously discussed, the development of the Project would be subject to numerous City land use plans as well as the development regulations in the LAMC. The Project’s consistency with the policies and goals of applicable land use plans and policy documents, including the Framework, the Community Plan, and SCAG’s RCPG, is described in detail below. The Project’s consistency with the AQMP is addressed in Section IV.H (Air Quality), and the Project’s consistency with the CMP is addressed in Section IV.B (Transportation) of this EIR. 48 See: http://www.lacity.org/mayor/mayorsoffice/ExecutiveDirectives/index.htm.



(1) Phase 1

(a) Regional Comprehensive Plan and Guide Phase 1 of the Project would conform to objectives set forth in the RCPG, including those objectives provided in the Growth Management and Regional Mobility Chapters. Objectives which the Project would implement include those shown in Table IV.A.1-2.

Table IV.A.1-2 Phase 1 Consistency with Applicable Regional Comprehensive Plan and Guide Objectives

Objective Project Consistency

Chapter 3: Growth Management Population, housing, and jobs forecasts adopted by SCAG’s Regional Council and that reflect local plans and policies shall be used by SCAG in all phases of implementation and review.

Consistent: Phase 1 of the Project would introduce a total of 995,200 square feet of new commercial development on the Project Site, generating new jobs which would remain within SCAG’s housing, job, and population growth projections for the Los Angeles subregion. Sections IV.B (Transportation), IV.G (Air Quality), and IV.N (Population, Housing, and Employment) of this EIR utilize SCAG forecasts and are consistent with these forecasts.

Encourage local jurisdictions' efforts to achieve a balance between the types of jobs they seek to attract and housing prices.

Consistent: Phase 1 of the Project would generally seek to attract high-skill jobs to a currently underutilized site located at a Metro Red Line station. The types of jobs at the Project Site would enable employees to have wide range of housing options. Additionally, the location of the Project above a transit station would provide a broad geographic range in which employees could locate without the need to resort to long vehicle commutes. As such, the Project would not result in an imbalance between the character of jobs created and housing prices in the market serving the Project employees.

Encourage patterns of urban development and land use which reduce costs on infrastructure construction and make better use of existing facilities.

Consistent: Phase 1 of the Project would reduce the costs of new infrastructure by redeveloping underutilized sites and providing improvements to Metro facilities, including the new Metro Bus Transit Plaza and the provision of an additional 236 park & ride spaces to better serve existing public transit infrastructure. The Project would also provide other infrastructure upgrades including but not limited to undergrounding utilities along Bluffside Drive and upgrades along Lankershim Boulevard.

Encourage existing or proposed local jurisdictions programs aimed at designing land uses which encourage the use of transit and thus reduce the need for roadway expansion, reduce the number of auto trips and vehicle miles traveled, and create opportunities for residents to walk and bike.

Consistent: Phase 1 of the Project would concentrate new development and jobs above the Universal City Metro Red Line station, thus providing opportunities for employees to use public transit for work trips, and walk to restaurants and shops adjacent to the office building. Phase 1 would also include upgraded bus facilities that would enhance access to the Metro Red Line station for other patrons, thereby encouraging the use of transit to access other destinations and reducing the need for roadway expansion, and reducing the number of auto trips and vehicle miles traveled that would otherwise occur. Phase 1 would also


Table IV.A.1-2 (Continued) Phase 1 Consistency with Applicable Regional Comprehensive Plan and Guide Objectives


Objective Project Consistency include parking for bicycles. Pedestrian amenities, including lighting, trees, landscaping, and street furniture connecting to the Metro Red Line station and along Lankershim Boulevard would encourage pedestrian activity.

Encourage local jurisdiction plans that maximize the use of existing urbanized areas accessible to transit through infill and redevelopment.

Consistent: Phase 1 of the Project would redevelop the existing park & ride lots and provide infill development in an urbanized area that would provide jobs that would be accessible to the regional bus and rail transit systems.

Encourage developments in and around activity centers, transportation corridors, under-utilized infrastructure systems and areas needing recycling and redevelopment.

Consistent: Phase 1 of the Project would provide a high quality, high-density commercial development with substantial employment above a transit station on a currently under-utilized site. Phase 1 would provide needed entertainment industry–related office space and media production facilities that would support and promote the critical entertainment industry. Phase 1 of the Project would also complement the existing studio production uses on the Universal Studios property across Lankershim Boulevard.

Encourage planned development in areas least likely to cause adverse environmental impact.

Consistent: Phase 1 of the Project would redevelop a property in the already urbanized area and on top of a transit station, where new development can take advantage of transit opportunities and utilize existing infrastructure, thereby reducing the likelihood of adverse impacts.

Chapter 4: Regional Mobility Achieve a substantial decrease in the growth of passenger vehicle trips and vehicle miles traveled in serious, severe, and extreme non-attainment areas.

Consistent: Phase 1 of the Project would concentrate new development and jobs above the Universal City Metro Red Line station, thus providing opportunities for employees to use transit for work trips. Phase 1 would also include upgraded bus facilities and parking that would enhance access to and use of the Metro Red Line station by other patrons, thereby encouraging the use of transit to access other destinations and thus reducing the need for roadway expansion, and reducing the number of auto trips and vehicle miles traveled that would otherwise occur. Phase 1 would also provide employment opportunities in close proximity to residential areas in the South San Fernando Valley, thereby potentially reducing vehicle miles traveled.

Source: Southern California Association of Governments, Regional Comprehensive Plan and Guide, March 1996; Christopher A. Joseph & Associates, 2007.

(i) Draft 2008 Regional Comprehensive Plan The Draft 2008 Regional Comprehensive Plan (RCP) identifies specific goals related to regional growth, mobility, and sustainability as follows:



• Successfully integrate land and transportation planning and achieve land use and housing sustainability;

• Develop sufficient water supplies through environmentally sustainable imports, local conservation, conjunctive use, reclamation, and reuse;

• Achieve water quality improvements through implementation of land use and transportation policies and programs that promote water stewardship and eliminate water impairments and waste in the region;

• Foster comprehensive and collaborative watershed planning within the region that produces water wise programs and projects;

• Reduce our region’s consumption of non-renewable energy;

• Reduce emissions of criteria pollutants to attain federal air quality standards by prescribed dates and state ambient air quality standards as soon as practicable;

• Reverse current trends in greenhouse gas emissions to support sustainability goals for energy, water supply, agriculture, and other resource areas;

• Minimize land uses that increase risk of adverse air pollution-related health impacts from exposure to toxic air contaminants, particulates (PM10, PM2.5, ultrafine), and carbon monoxide; and,

• Expand green building practices to reduce energy-related emissions from developments to increase economic benefits to business and residents.

The Project supports the Draft 2008 RCP goals by locating the Project’s growth at a regional transportation hub and in proximity to a jobs rich area, thus minimizing urban sprawl, associated automobile trip emissions, and demand on local infrastructure. The Project would implement a circulation plan that would include pedestrian walkways. Furthermore, the proposed mix of office, media production, and retail/restaurant uses in close proximity to one another reduces the travel distance between each land use within the Project Site. Minimal distances between each related use make walking more efficient than reliance on private vehicles, reducing vehicular trips and related air quality impacts.

The Project would be consistent with the Draft 2008 RCP objectives regarding water quality, watershed management and planning, and sustainable water supplies. The Project would incorporate the use of existing and planned stormwater catchment systems and would direct stormwater in a manner that would not result in substantial erosion or flooding within the Project Site or off-site locations. In addition, new storm drains would be designed and sized using the Los Angeles County Hydrology Manual method for a minimum 50-year frequency storm event capacity. The Project would also include a storm water detention feature to reduce the peak flow rate to a level below the existing peak flow rate leaving the Project Site. Overall, the catchment areas into which the Project Site drains would have a decrease in peak runoff flow rate and runoff volume with the Project.

In addition, the Project would be designed to incorporate a wide range of building technologies and design features that would help promote a sustainable environment by saving energy, reducing water



consumption, making use of recycled materials, and producing better indoor and outdoor environmental quality. Accordingly, potential land use impacts relative to the goals of the Draft 2008 RCP would be less than significant.

(ii) Southern California Compass Blueprint Growth Vision Of the four main principles of the Southern California Compass Blueprint Growth Vision (Compass Growth Vision) two are applicable to Phase 1 of the Project. The principles are to: enable prosperity for all people; and promote sustainability for future generations.

1. Enable prosperity for all people. Phase 1 of the Project would directly support the growth and retention of the entertainment industry in the region through the development of office, media production, and supporting retail/restaurant uses. The entertainment industry is simultaneously open to new entrants, funding, global competition, and new market development. Its use of non-routine partnering with a variety of small, specialized firms and entrepreneurs for project-by-project collaborations, and strategic alliances with competitors, are the characteristics that economists believe are essential for business to compete successfully in the increasingly global economy. The entertainment sector and supporting retail/restaurant uses include an unusually wide variety of skilled and unskilled jobs, both high-wage and entry-level employment opportunities and career growth opportunities with potential benefits for the regional economy. Phase 1 of the Project would provide a substantial amount of employment opportunities, and thus, would be consistent with the Compass Growth Vision principle to enable prosperity for all people.

2. Promote sustainability for future generations. Phase 1 of the Project would be designed to incorporate a wide range of building technologies and design features that would help promote a sustainable environment by saving energy, reducing water consumption, making use of recycled materials, and producing better indoor and outdoor environmental quality.

Additionally, landscaping proposed in new development areas of the Project Site would incorporate design and physical features, where feasible, that would recognize the ecological benefits associated with: interception and filtration of precipitation and stormwater; reduction of reflectance and urban heat island effects through increased vegetative canopy cover; conservation of energy through strategic shading and the use of windbreaks; selection and placement of plant materials to limit required maintenance of landscaped areas; and, preservation or restoration of natural landscapes. Phase 1 of the Project would recognize development methods and incorporate project design features to increase the energy and resource efficiency of proposed buildings and would also consider applicable “best practices” measures regarding energy, water, materials, and resource efficiency, as part of the development process. In addition, Phase 1 would promote pedestrian activity and public transit use thereby reducing vehicle miles traveled and consumption of resources associated there with. As such, the Project would be consistent with the Compass Growth Vision principle to promote sustainability for future generations.

In conclusion, Phase 1 of the Project would incorporate energy conservation approaches throughout the Project Site through implementation of project design features that encourage transit transportation



methods, pedestrian access, and energy efficiency. Therefore, Phase 1 of the Project would be consistent with all the principles of the Compass Growth Vision. Accordingly, potential land use impacts relative to the principles of SCAG’s Compass Growth Vision are concluded to be less than significant.

(b) City of Los Angeles General Plan Framework Element As shown in Table IV.A.1-3, Phase 1 of the Project would conform to the policies identified in the various components of the Framework. However, for implementation of the Project a General Plan Amendment that would change small areas of the Project Site from Open Space and Public Facilities to Regional Center is requested.

Table IV.A.1-3 Consistency of Phase 1 of the Project with the

Applicable Policies of the City of Los Angeles General Plan Framework Element

Objectives/Policies Evaluation of Project Consistency Land Use Chapter Objective 3.1: Accommodate a diversity of uses that support the needs of the City’s existing and future residents, businesses, and visitors.

Consistent. Phase 1 of the Project would contribute to the diversity of uses in the Universal City area, which presently includes office, restaurant, hotel, and retail uses. Phase 1 office and entertainment production uses would complement the nearby studio production uses in the area. The Phase 1 retail and restaurant uses would support the needs of the Project’s future employees, visitors, and transit users.

Policy 3.1.1: Identify areas on the Long-Range Land Use Diagram and in the community plans sufficient for the development of a diversity of uses that serve the needs of existing and future residents (housing, employment, retail, entertainment, cultural/institutional, educational, health, services, recreation, and similar uses), provide job opportunities, and support visitors and tourism.

Consistent. The Project Site is identified as a Regional Center and Community Center on the Framework’s Long-Range Land Use Diagram (San Fernando Valley) and in the Community Plan. Development of office, media production facility, and retail/restaurant uses in Phase 1 would serve the needs of existing and possible future residents and would expand the diversity of uses within this Regional Center. Phase 1 of the Project would increase the vitality in the area through the provision of approximately 995,200 square feet of new commercial uses that would provide numerous job opportunities and support visitors and tourism. The concentration of development would support Universal City’s existing range of services and commercial activities and would be consistent with the Regional Center designation.

Policy 3.1.4: Accommodate new development in accordance with land use and density provisions of the General Plan Framework Element Long-Range Land Use Diagram.

Consistent. Phase 1 of the Project would be consistent with the Framework’s Long-Range Land Use Diagram (San Fernando Valley), which identifies the Project Site as a Regional Center. A Regional Center is an area in which services and land uses are concentrated. Encouraged uses in regional centers are: offices, retail, restaurants, telecommunication centers, entertainment, major





Objectives/Policies Evaluation of Project Consistency cultural facilities, hotels, major transit facilities, multi-family housing, and small parks and other community-oriented activity facilities. No single-family residences are recommended. Phase 1 of the Project, which would provide office and media production uses, parking structures and retail/restaurant uses, would be consistent with the Regional Center land use designation as well as the range of density for Regional Centers (FAR of 1.5:1 to 6:1) as set forth in the Framework.

Objective 3.2: To provide for the spatial distribution of development that promotes an improved quality of life by facilitating a reduction of vehicle trips, vehicle miles traveled, and air pollution.

Consistent: Phase 1 of the Project would concentrate new development and jobs above the Universal City Metro Red Line station, thus providing opportunities for employees and local residents to use transit for work trips. Phase 1 would be located in close proximity to residential areas in the South San Fernando Valley, thereby potentially reducing trip lengths and vehicle miles traveled. Phase 1 would also include construction of bus facilities and an increased park & ride capacity that would enhance access to and use of the Metro Red Line station by other patrons, thereby encouraging the use of transit to access other destinations and thus reducing the need for roadway expansion, and reducing the number of auto trips and vehicle miles traveled that would otherwise occur.

Objective 3.4: Encourage new multi-family residential, retail commercial, and office development in the City’s neighborhood districts, community, regional, and downtown centers as well as along primary transit corridors/boulevards, while at the same time conserving existing neighborhoods and related districts.

Consistent. The development of Phase 1 of the Project within a Regional Center as well as a primary transit corridor served by the Metro Red Line subway and park & ride lots, Metro bus service, and two freeways supports the Framework’s policies to encourage retail, commercial, and office uses along primary transit corridors. The Project would serve the City’s projected growth and demand, while conserving existing neighborhoods and related districts since it would not encroach upon or cause the removal or relocation of uses in existing neighborhoods. The Project includes project design features and mitigation measures to provide buffers between the Project and surrounding residential uses.





Objectives/Policies Evaluation of Project Consistency Objective 3.8: Reinforce existing and establish new neighborhood districts which accommodate a broad range of uses that serve the needs of adjacent residents, promote neighborhood activity, are compatible with adjacent neighborhoods, and are developed as desirable places to work and visit.

Consistent. The retail and commercial uses, as well as the enhanced pedestrian circulation at Campo de Cahuenga, included in Phase 1 would accommodate and reinforce a broad range of uses serving the needs of adjacent residents. The development would also create desirable places to work and visit, while remaining compatible with the adjacent neighborhoods.

Objective 3.10: Reinforce existing, and encourage development of new, regional centers that accommodate a broad range of uses that serve, provide job opportunities, and are accessible to the region, are compatible with adjacent land uses, and are developed to enhance urban lifestyles.

Consistent. The introduction of office and media production uses, retail/restaurant uses, and new parking structures on an underutilized site in the Universal City area in Phase 1 would reinforce and enhance the existing regional center, which currently accommodates a broad range of uses and job opportunities and attractions that are and would continue to be accessible to the region. Project design features, including transitional massing, landscaped buffering and setbacks, would promote compatibility with adjacent land uses. The concentration of development density above the transit station would promote an urban experience for employees and visitors to the Project Site.

Goal 3K: Transit stations to function as a primary focal point of the City’s development.

Consistent. Phase 1 development would transform underutilized park & ride lots at a transit station into a vibrant office and media production center.

Objective 3.15: Focus mixed commercial/residential uses, neighborhood-oriented retail, employment opportunities, and civic and quasi-public uses around urban transit stations, while protecting and preserving low-density neighborhoods from the encroachment of incompatible land uses.

Consistent. Phase 1 of the Project, which would be above the Universal City Metro Red Line station, would provide a mix of commercial uses and increase employment opportunities through the development of office facilities and media production uses. Project design features, including transitional massing, buffering, and setbacks, would promote compatibility with adjacent land uses. Furthermore, the Project would serve the City’s projected employment growth, while conserving existing neighborhoods and related districts since it would not encroach upon or cause the removal or relocation of uses in existing residential neighborhoods.

Objective 3.16: Accommodate land uses, locate and design buildings, and implement streetscape amenities that enhance pedestrian activity.

Consistent. Phase 1 of the Project would provide streetscape improvements and pedestrian amenities including enhanced pedestrian circulation at the Campo de Cahuenga historic site, paths, seating, thematic elements, landscaping, street trees, pedestrian lights, and marked street crossings along pedestrian routes that would enhance pedestrian activity.





Objectives/Policies Evaluation of Project Consistency Urban Form and Neighborhood Design Chapter Goal 5A: A livable City for existing and future residents and one that is attractive to future investment. A City of interconnected, diverse neighborhoods that builds on the strengths of those neighborhoods and functions at both the neighborhood and citywide scales.

Consistent. Phase 1 of the Project would support the interconnection of diverse neighborhoods by enhancing existing Metro bus facilities and building additional park & ride spaces. The Project represents redevelopment of an underutilized property above a transit station, and, as such, supports the policy of creating a livable City for existing and possible future residents and attracting further investment to the area.

Objective 5.2: Encourage future development in centers and in nodes along corridors that are served by transit and are already functioning as centers for the surrounding neighborhoods, the community, or the region.

Consistent. The Universal City area is a Regional Center in which activity is already concentrated and is served by the Metro Red Line and a regional and local bus system. Phase 1 of the Project would support this objective by providing concentrated development and enhanced activity above the Metro Red Line station, where it would be immediately accessible via existing regional bus and rail transit systems.

Policy 5.2.2: Encourage the development of centers, districts, and selected corridor/boulevard nodes such that the land uses, scale, and built form allowed and/or encouraged within these areas allow them to function as centers and support transit use, both in daytime and nighttime.

Consistent. The concentration of employment and retail uses in Phase 1 would be consistent with the existing land uses, scale, and built form of the Regional Center area, including the office and studio uses across Lankershim Boulevard. The variety of uses would support transit use and support the function of the Project Site.

Policy 5.2.2.c: Regional centers should contain pedestrian-oriented areas.

Consistent. Pedestrian-accessible, neighborhood-serving commercial uses would be located within the Project Site in Phase 1. A pedestrian-oriented area would be created through pedestrian amenities, including lighting, trees and landscaping, and street furniture between the new parking and bus facilities and Metro Red Line station and sidewalk trees and landscaping along Lankershim Boulevard. In addition, public plazas and gathering areas would be provided between the office and retail areas and around the Campo de Cahuenga historic site.

Open Space and Conservation Chapter Policy 6.2: Maximize the use of the City’s existing open space network and recreational facilities by enhancing those facilities and providing connections, particularly from targeted growth areas, to the existing regional and community open space system.

Consistent. This policy relates to development of City facilities and is only relevant with respect to the potential land exchange. Phase 1 of the Project would be located directly adjacent to Weddington Park (South). If the potential land exchange with the park occurs as part of Phase 1, the total park area and usable open space area within Weddington Park (South) would increase in size by approximately 4,730 square feet.





Objectives/Policies Evaluation of Project Consistency Transportation Chapter Transportation Element Objective 3: Support development in regional centers, community centers, major economic activity areas and along mixed-use boulevards as designated in the Community Plans.

Consistent. The Project Site is located within the Universal City area, which is designated as a Regional Center in the Framework and the Community Plan and is an area of major economic activity. Phase 1 of the Project would be consistent with the Framework’s goal of targeting Regional Centers for higher-density growth.

a City of Los Angeles Department of City Planning, Local Area Profile: Population & Housing Estimates, page 1, website: www.planning.lacity.org, October 22, 2006.

b City of Los Angeles Department of City Planning, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan, page III-2.

Source: The Citywide General Plan Framework Element, website: cityplanning.lacity/cwd/framwk; Christopher A. Joseph & Associates, 2007.


(i) Consistency with Community Plan Land Use Designation As discussed previously, the Community Plan currently designates the vast majority of the Project Site for Regional Center land uses (see Figure IV.A.1-1 in this Section). Footnote No. 5 to the Land Use Plan Map of the Community Plan calls for Height District No. 2 for areas designated as Regional Center. Small areas of the Project Site that are currently designated as Public Facilities or Open Space would be redesignated as Regional Center under a proposed General Plan Amendment to be requested as part of the Project. Phase 1 of the Project would include office, entertainment production, retail, restaurant, and parking uses, conforming to the existing Regional Center land use designation of the Community Plan.

(ii) Consistency with Community Plan Policies As shown in Table IV.A.1-4, Phase 1 of the Project would implement a number of Community Plan policies, thereby assisting the City in meeting many of the Community Plan’s goals and objectives. Policies that the Project would implement include those residential, public/institutional (recreation/parks, police protection, and fire protection), and transportation (parking and freeways/highways/streets) policies discussed below.



Table IV.A.1-4 Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan

Applicable Goals, Objectives, and Policies

Goals, Policies and Objectives Evaluation of Project Consistency Residential Land Use Goals, Objectives & Policies Goal 1: A safe, secure, and high quality residential environment for all economic, age, and ethnic segments of the community.

Consistent: Phase 1 would not include any residential uses. The Project would not encroach upon nearby residential areas.

Objective 1-1: To provide for the preservation of existing housing and/or the development of new housing to meet the diverse economic and physical needs of existing residents and projected population of the Plan area to the year 2010.

Consistent: Phase 1 of the Project would not cause the removal of any existing residential area or individual home, nor would it encroach upon the existing nearby neighborhood. Phase 1 of the Project would not include housing; the objective would not be directly applicable.

Policy 1-1.2: Protect existing single family residential neighborhoods from new, out-of-scale development.

Consistent: Phase 1 of the Project would not directly encroach into any adjacent single-family neighborhoods and would include high-density commercial uses similar to existing uses across Lankershim Boulevard. Weddington Park (South), Bluffside Drive, and Valleyheart Drive provide a transition between the nearest single-family area, the Island neighborhood, and the Project. The Project would employ transitional massing (i.e. placing smaller buildings closer to the Island neighborhood). Additionally, landscaping would be provided between the commercial uses in Phase 1 and nearby residential uses. The Project’s density would be consistent with the site’s Regional Center designation.

Policy 1-1.3: Protect existing stable single-family neighborhoods from encroachment by higher density residential and other incompatible uses.

Consistent: Phase 1 of the Project would include high-density commercial uses similar to existing uses across Lankershim Boulevard that would be contained entirely within the Project Site and would not encroach upon any other existing neighborhoods. Weddington Park (South), Bluffside Drive, and Valleyheart Drive provide a transition between the nearest single-family area (approximately 250 feet away), the Island neighborhood, and the Project. The Project would employ transitional massing to reduce potential incompatibilities. Adequate parking and access would be provided for the proposed office, media production, and retail/restaurant uses. Landscaping would be provided between the commercial uses in Phase 1 and adjacent residential uses.

Policy 1-3.3: Preserve existing views in hillside areas.

Consistent: The Project is not located in a designated Hillside Area. The Project would be consistent with this policy in that it would not block views from hillside areas.” Track changes not implemented.

Commercial Land Use Objectives & Policies Goal 2: A strong and competitive commercial sector which best serves the needs of the community through maximum efficiency and accessibility while preserving the historic commercial and cultural character of the district.

Consistent: Phase 1 of the Project would support a strong and competitive commercial sector by providing a high quality, high density commercial development, with substantial employment, above a transit station. Phase 1 would provide needed office space and media production facilities that would support and promote the entertainment industry, which is an important part of the City’s commercial sector. Phase 1 of the Project would also


Table IV.A.1-4 (Continued) Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan



Goals, Policies and Objectives Evaluation of Project Consistency complement the existing studio production uses in the area.

Objective 2-1: To conserve and strengthen viable commercial development.

Consistent: Phase 1 of the Project would conserve and strengthen viable commercial development. No existing viable commercial uses would be removed for Project development. Phase 1 would provide needed entertainment industry–related office space and media production facilities that would support and promote the entertainment industry. Phase 1 of the Project would also complement the existing studio production uses in the area.

Policy 2-1.1: New commercial uses shall be located in existing established commercial areas or existing shopping centers.

Consistent: Development of office and media production uses in Phase 1 of the Project would occur within a designated Regional Center in close proximity to existing commercial areas.

Policy 2-1.3: Require that projects be designed and developed to achieve a high level of quality, distinctive character, and compatibility with existing uses and development.

Consistent: The Project would incorporate architectural and landscape design criteria intended to achieve a high level of quality and distinctive character, as well as compatibility with existing off-site uses, including the Campo de Cahuenga historic site.

Objective 2-3: To enhance the identity of commercial districts and to identify pedestrian-oriented districts.

Consistent: Although the Project is not located within a designated pedestrian-oriented district, Phase 1 of the Project would be pedestrian-oriented and would provide office, media production, and retail/restaurant uses within a Regional Center. Project Design Features such as lighting, trees and landscaping, and street furniture connecting to the Universal City Metro Red Line station, Metro Bus Plaza, and Campo de Cahuenga historic site, and along Lankershim Boulevard would provide for distinctive pedestrian areas and plazas.

Policy 2-3.2: New development needs to add to and enhance the existing pedestrian street activity.

Consistent: Phase 1 of the Project would add to and enhance the existing pedestrian environment through the proximity of proposed uses to the transit station and through the development of pedestrian plazas and other amenities that promote pedestrian activity between the transit station, the Campo de Cahuenga historic site, and the Project.

Policy 2-3.3: Ensure that commercial infill projects achieve harmony with the rest of existing development.

Consistent: Phase 1 of the Project would incorporate architectural and landscape design criteria intended to achieve a high level of quality and distinctive character, as well as compatibility with existing off-site uses and development. In addition, landscaping and other buffering would be provided between the commercial uses in Phase 1 and nearby residential uses.

Objective 2-4: To enhance the appearance of commercial districts.

Consistent. The Project would incorporate architectural and landscape design criteria intended to achieve a high level of quality and distinctive character, as well as compatibility with existing off-site uses and development. In addition, landscaping would be provided between the commercial uses in Phase 1 and nearby residential uses.

Policy 2-4.1: Require that any proposed development be designed to

Consistent: The Project would incorporate architectural and landscape design criteria intended to achieve a high level of





Goals, Policies and Objectives Evaluation of Project Consistency enhance and be compatible with adjacent development.

quality and distinctive character, as well as compatibility with existing off-site uses and development. Phase 1 would be consistent with the existing land uses, scale, and built form of commercial uses in the area, including the office uses across Lankershim Boulevard. Phase 1 of the Project would include high-density commercial uses that would be contained entirely within the Project Site and would not encroach upon the existing neighborhoods. Landscaping would be provided between the commercial uses in Phase 1 and adjacent residential uses. The Project Site would employ transitional massing to reduce potential incompatibilities.

Policy 2-4.3: Improve safety and aesthetics of parking areas in commercial areas.

Consistent: LAMC parking standards would be applied to all parking structure development in Phase 1. In addition, Phase 1 would provide streetscape improvements and pedestrian amenities including paths, seating, thematic elements, landscaping, street trees, pedestrian lights, and marked street crossings along pedestrian routes, and the access to parking structures. The Project would implement a comprehensive security plan that would include among other things, a closed circuit television system, secured access, and on-site security personnel to improve the safety of parking areas.

Policy 2-4.4: Landscaped corridors should be created and enhanced through the planting of street trees along segments with no building setbacks and through median plantings.

Consistent: Phase 1 would provide streetscape improvements and pedestrian amenities including paths, seating, thematic elements, landscaping, street trees, pedestrian lights, and marked street crossings along pedestrian routes along the Metro portals and Campo de Cahuenga Plaza. Landscaping would be provided along the perimeter of the commercial uses in Phase 1 and nearby residential uses.

Objective 2-6: To encourage commercial development of the Transit Station site while establishing a design element for the entire site.

Consistent: Phase 1 of the Project would develop the Project Site with commercial development that would include design elements to achieve a high level of quality and distinctive character that would complement, rather than attempt to replicate, the early California Spanish style of architecture found at the adjacent Campo de Cahuenga historic site.

Policy 2-6.1: Require that any proposed development contain a design element that continues the early California Spanish style of architecture found at Campo de Cahuenga.

Partially Consistent: Phase 1 of the Project would not be entirely consistent with this policy because it does not contain a specific design element that continues the early California Spanish style of architecture found at the Campo de Cahuenga historic site. However, the Project would include design elements that would complement, rather than attempt to replicate, the early California Spanish style of architecture found at the Campo de Cahuenga historic site. Moreover, under CEQA lack of consistency with a particular policy is not in and of itself a significant impact on the environment. As more fully addressed in Section IV.D (Visual Resources) and Section IV.H.1 (Cultural Resources) of this EIR, the Project would not result in any significant impacts regarding aesthetics or on the Campo de Cahuenga historic site due to the lack of a specific design element that continues the early California Spanish style of architecture





Goals, Policies and Objectives Evaluation of Project Consistency found at the Campo de Cahuenga historic site.

Recreation, Park, and Open Space Objectives & Policies Goal 4: Adequate recreation and park facilities to meet the needs of the residents in the plan area.

Consistent: Phase 1 would not include any residential uses that would increase demand on existing parks. It is not anticipated that employees will use Weddington Park (South) to any substantial degree. If the potential land exchange with Weddington Park (South) occurs under Phase 1, the total land area and usable open space area within the park would increase.

Goal 5: A community with sufficient open space in balance with development to serve the recreational, environmental and health needs of the community, and to protect environmental and aesthetic resources.

Consistent: Phase 1 of the Project would include landscaped open space in plaza areas. If the potential land exchange with Weddington Park (South) occurs under Phase 1, the total land area and usable open space area within the park would increase.

Policy 5-1.1: Encourage the retention of passive and visual open space which provides a balance to the urban development of the Plan Area.

Consistent: Phase 1 of the Project would provide passive and visual open space and add new landscaping that would reinforce the existing character of the surrounding area of the Project Site and provide a balance to urban development.

Police Objectives & Policies Goal 8: A community with adequate police facilities and services to protect the community’s residents from criminal activity, reduce the incidence of crime and provide other necessary law enforcement services.

Consistent: As part of the approval process (refer to IV.I.2 (Public Services, Police Protection), the Project Applicant would be required to submit the Project’s plans to the LAPD for review. During this review, the LAPD would confirm that the design of the Project meets all of the Departments’ standards for safety, including landscaping and lighting. Additionally, the Project would implement an on-site security plan which would reduce the on-site need for police services.

Objective 8-1: To provide adequate police facilities and personnel to correspond with population and service demands.

Consistent: As part of the approval process, the Project Applicant would be required to submit the Project’s plans to the LAPD for review (refer to IV.I.2 (Public Services, Police Protection). The Project would comply with The Design Out Crime Guidelines: Crime Prevention Through Environmental Design, published by the LAPD, which would minimize the Project’s impacts on police services. In addition, the Project would develop a comprehensive security plan, which would include site security personnel, CCTV, secured access, and other security measures to reduce potential demand on police services.

Fire Objectives & Policies Goal 9: Protect the community through a comprehensive fire and life safety program.

Consistent: The LAFD has reviewed and commented on the Project and has required mitigation measures (refer to IV.J.1 (Public Services, Fire Protection)) that would ensure compliance with LAMC required fire protection, life, and safety provisions. Further, as part of approval of a building permit, the Project Applicant would be required to submit the Project’s plans to the LAFD for review. During this review, the LAFD would determine the need for additional fire safety or other requirements.





Goals, Policies and Objectives Evaluation of Project Consistency Objective 9-1: Ensure that fire facilities and protective services are sufficient for the existing and future population and land uses.

Consistent: The LAFD has reviewed and commented on the Project and has required mitigation measures (refer to IV.J.1 (Public Services, Fire Protection)) that would ensure fire protection. Further, as part of approval of a building permit, the Project Applicant would be required to submit the Project’s plans to the LAFD for review.

Transportation Objectives & Policies Goal 10: Develop a public transit system that improves mobility with convenient alternatives to automobile travel.

Consistent: The location of Phase 1 of the Project above the Universal City Metro Red Line station and adjacent to regional and local bus facilities would encourage use of modes of transportation other than the automobile. The Project would also provide additional park & ride spaces for the Metro Red Line station and improved bus facilities.

Objective 10-1: To encourage improved local and express bus service through the community, and encourage bus routes to interface with freeways, high occupancy vehicle (HOV) facilities, and rail facilities.

Consistent: Phase 1 of the Project would be adjacent to regional and local bus facilities. The Project would also provide additional park & ride spaces for the improved bus facilities. As a part of the traffic mitigation plan (see Section IV.B (Transportation)), the Project would provide funding for a new bus along Ventura Boulevard.

Policy 10-1.3: Encourage the provision of safe, attractive, and clearly identifiable transit stops with user friendly design amenities.

Consistent: The Phase 1 Metro Bus Transit Plaza would provide off-street circulation, passenger pick-up/drop-off, and bus layover areas for Metro. Located on the ground level of the Site B parking garage, this facility would match or exceed the capacity of the existing bus loading/drop-off, transfer, and layover facilities. New restrooms and lounge facilities for Metro bus drivers on layover would be provided within this level. Park & ride patrons would be able to access the bus level via elevator or stairway. The transit facilities will be clearly identifiable through wayfinding signage. Additionally, Project-serving retail/restaurant uses would be located directly adjacent to the Metro Bus Transit Plaza and parking garage on Site B.

Objective 10-2: To increase the work trips and non-work trips made on public transit.

Consistent: The location of Phase 1 of the Project above and adjacent to the Metro Red Line station and regional and local bus facilities would encourage the use of public transportation. In addition, the Project would provide additional park & ride spaces for the Red Line and improved bus facilities.

Goal 11: Encourage alternative modes of transportation to the use of single occupancy vehicles in order to reduce vehicular trips.

Consistent: The location of Phase 1 of the Project above and adjacent to the Metro Red Line station and regional and local bus facilities would encourage the use of public transit. The Project would also provide additional park & ride spaces for the Metro Red Line and improved bus facilities. The Project would encourage employees to utilize alternatives to the automobile through a Transportation Demand Management (TDM) program.

Policy 11-1.1: Encourage non-residential development to provide employee incentives for utilizing alternatives to the automobile (i.e., car pools, vanpools, buses, flex time,

Consistent: The location of Phase 1 of the Project above the Metro Red Line Station and including regional and local bus facilities would encourage the use of alternative modes of transportation. Phase 1 of the Project would also include other incentives to reduce trips, as discussed in the Section IV.B





Goals, Policies and Objectives Evaluation of Project Consistency bicycles, and walking, etc.).

(Transportation) of this EIR. The Project would encourage employees to use alternatives to the automobile through a TDM program.

Policy 11-1.2: Encourage the use of multiple occupancy vehicle programs for shopping and other activities to reduce midday traffic.

Consistent: The Project would encourage employees to utilize alternatives to the automobile through a TDM program. Further, on-site retail and restaurant opportunities will reduce the frequency of midday auto trips. Rail transit would also be available to employees for midday shopping and lunch trips.

Policy 11-1.3: Require that proposals for major new non-residential development projects include submission of a TDM Plan to the City.

Consistent: The traffic mitigation plan (see Section IV.B (Transportation)) includes a TDM program. Consistent with LAMC Section 12.26.J, the Project Applicant would submit a TDM Plan for LADOT review and approval. Phase 1 of the Project would comply with all LADOT requirements. See also section IV.B (Transportation).

Goal 12: A well-maintained, safe, efficient freeway, highway, and street network.

Consistent: As discussed in the Section IV.B (Transportation) of this EIR, Phase 1 of the Project would implement traffic improvements within the Community Plan area.

Policy 12-1.2 Accelerate controller replacement to upgrade and improve signal efficiency.

Consistent: As discussed in the Section IV.B (Transportation) of this EIR, Phase 1 of the Project would contribute to controller replacement within the Community Plan area as required by the LADOT.

Goal 13: A system of highways, freeways, and streets that provides a circulation system which supports existing, approved, and planned land uses while maintaining a desired level of service at all intersections.

Not Consistent. As discussed in the Section IV.B (Transportation) of this EIR, although the Project supports existing and approved land uses, the Project type together with projected increase in traffic levels would cause intersections in the Community Plan area to exceed the specified level of service. While the Community Plan states that such levels “should” be maintained, instead of using the mandatory term “shall,” this EIR conservatively concludes that the Project is not consistent with this policy. As further discussed in the Section IV.B (Transportation) of this EIR, the Project would implement various mitigation measures to reduce the number of potentially significant impacts to less than significant. However, as discussed in the Section IV.B (Transportation) of this EIR, significant impacts would remain even after mitigation

Objective 13-1: To comply with the Citywide performance standards for acceptable levels of service (LOS) and ensure that necessary road access and street improvements are provided to accommodate traffic generated by all new development.

Not Consistent: Phase 1 of the Project, together with the related projects and other growth, would cause intersections in the Community Plan area to exceed the specified level of service (see above). Nonetheless, the Project would implement an extensive mitigation program that would improve traffic flows.

Policy 13-1.1: Maintain a satisfactory LOS for streets and highways that should not exceed LOS “D” for Major Highways, Secondary Highways, and Collector Streets. If existing levels of service are LOS “E” or LOS “F” on a

Not Consistent. As discussed in the Section IV.B (Transportation) of this EIR, the Project, together with the related projects and other growth, would cause intersections in the Community Plan area to exceed the specified level of service. While the Community Plan states that such levels “should” be maintained, instead of using the mandatory term “shall,” this EIR





Goals, Policies and Objectives Evaluation of Project Consistency portion of a highway or collector street, then the level of service for future growth should be maintained at LOS “E”.

conservatively concludes that the Project is not consistent with this policy. As further discussed in the Section IV.B (Transportation) of this EIR, the Project would implement a comprehensive program of mitigation measures to reduce the number of potentially significant impacts to less than significant. However, as discussed in the Section IV.B (Transportation) of this EIR, significant impacts would remain even after mitigation.

Policy 13-1.2: Highways and street dedications shall be developed in accordance with standards and criteria contained in the Highways and Freeways Element of the General Plan and the City’s Standard Street Dimensions, except where environmental issues and planning practices warrant alternate standards consistent with capacity requirements.

Consistent: Highway and street dedications have been developed in accordance with standards and criteria contained in the Highways and Freeways Element of the General Plan and the City’s Standard Street Dimensions, except where environmental issues and planning practices warrant alternate standards consistent with capacity requirements.

Policy 13-1.3: Discourage non-residential traffic flow for streets designed to serve residential areas only by the use of traffic control measures.

Consistent: Phase 1 of the Project would include measures designed to discourage vehicles that use Bluffside Drive to access the Project Site from entering the residential streets of the nearby Island neighborhood. These measures would include signs to discourage trucks and non-through traffic in the Island neighborhood area. Traffic is already discouraged from using these streets because no through traffic is presently allowed (i.e., area contains “no outlet” streets). As part of the mitigation plan, access to and from the parking garages from Bluffside Drive would be limited.

Policy 13-1.4 New development projects should be designed to minimize disturbance to existing flow with proper ingress and egress to parking.

Consistent: Phase 1 of the Project would incorporate adequate driveway access to prevent on or off-site vehicle queuing and to minimize disturbances to existing traffic flows.

Objective 13-2: To insure that the location, intensity, and timing of developed transportation infrastructure utilizes the City’s streets and highways standards.

Consistent: Transportation improvements, as identified in Section IV.B (Transportation), to be implemented would be developed in accordance with City standards and would be phased in order to assure timely completion.

Policy 13-2.1: No increase in density and intensity shall be effectuated by zone change, variance, conditional use, parcel map, or subdivision unless it is determined that the transportation system can accommodate the increased traffic generated by the project.

Consistent: As part of the Project approvals, the decision-maker would adopt a finding that addresses this factor. The Project would also incorporate TSM and TDM programs as required by LADOT.

Policy 13-2.2: Driveway access points onto major and secondary highways, arterial, and collector streets should be limited in number and be located to ensure the smooth and safe flow of

Consistent: Total access points between the Project Site and the surrounding street network would be kept at a minimum. Under Phase 1 vehicular access would be provided from Lankershim Boulevard, Campo de Cahuenga Way, and Bluffside Drive, and would incorporate adequate driveway access to prevent vehicle





Goals, Policies and Objectives Evaluation of Project Consistency vehicles and bicycles. queuing in the street. Goal 14: A system of safe, efficient, and attractive bicycle, pedestrian, and equestrian routes.

Consistent: Phase 1 of the Project would include a landscaped pedestrian plaza at ground level within the Project Site and new facilities that support bicycle access to the Project Site, including bicycle parking, changing rooms, and lockers. According to the City of Los Angeles Department of Recreation and Parks, there are no equestrian routes in the immediate Project vicinity.

Objective 14-1: To promote an adequate system of safe bikeways for commuter, school and recreational use.

Consistent: Phase 1 of the Project would include new facilities that support bicycle access to the Project Site, including bicycle parking for employees, visitors, and Metro patrons, changing rooms, and lockers for employee use.

Policy 14-1.2: Encourage the provision of showers, changing rooms, and bicycle storage at new and existing non-residential developments and public places.

Consistent: Phase 1 of the Project would include new facilities that support bicycle access to the Project Site, including bicycle parking, changing rooms, and lockers.

Goal 15: A sufficient system of well designed and convenient on-street parking and off-street parking facilities throughout the plan area.

Consistent: As described in Section IV.B (Transportation) of this EIR, Phase 1 of the Project would provide adequate parking to accommodate the needs of the Project, Metro Park & Ride users, and Hollywood Bowl and John Anson Ford Theatre patrons. Furthermore, all parking structures would be designed in accordance with LAMC requirements. In addition, the Project would provide additional park & ride spaces for the Metro Red Line station and improved bus facilities utilizing City and Metro standards.

Objective 15-1: To provide parking in appropriate locations in accordance with Citywide standards and community needs.

Consistent: All parking structures would be designed in accordance with LAMC requirements.

Policy 15-1.1: Consolidate parking where appropriate, to minimize the number of ingress and egress points onto Major and Secondary Highways.

Consistent: Parking to serve the proposed Phase 1 uses would be provided in two locations: Six levels of underground parking below the office and media production facility on Site A and two levels of below grade and seven levels above grade within the Site B parking garage that would serve Metro, employees and visitors to the Project and the Campo de Cahuenga historic site. Access to the Site A parking structure would be provided at the existing signalized intersection on Lankershim Boulevard opposite the Main Gate entrance to the Universal Studios property, from a right-turn ingress only driveway located between the previously described access and Valleyheart Drive, and from an egress only driveway on Bluffside Drive. Vehicular access to the Site B parking structure would be provided from driveways located on Campo de Cahuenga Way.

Policy 15-1.3: New parking lots and new parking garages shall be developed in accordance with design standards.

Consistent: LAMC and Metro standards and the parking structure guidelines of the Urban Design Chapter of the Community Plan would be applied to all parking structure development in Phase 1.





Goals, Policies and Objectives Evaluation of Project Consistency Historic & Cultural Resources Goal 16: Preservation and restoration of cultural resources, neighborhoods, and landmarks which have historical and/or cultural significance.

Consistent: Phase 1 of the Project would not alter or otherwise significantly impact the character-defining features of the Campo de Cahuenga historic site. See Section IV.H.1 (Historical Resources) of this EIR.

Design Policies for Individual Projects Commercial-Site Planning (V-2) Minimizing the number of driveways providing sole access to the rear of commercial lots.

Consistent: Rear access to Phase 1 would be provided from Bluffside Drive via Valleyheart Drive, thereby minimizing the number of driveways providing sole access to the rear of the development. Primary access to the Project would be provided from Lankershim Boulevard and Campo de Cahuenga Way.

Provide front pedestrian entrances for businesses fronting on main commercial streets.

Consistent: Development on Site A would include an office and media production facility consisting of an office building with up to 655,200 square feet of gross floor area, along with a connected media production facility with up to 315,000 square feet of gross floor area and 25,000 square feet of restaurant/retail uses. These uses would front Lankershim Boulevard and include pedestrian entrances adjacent to Lankershim Boulevard.

Providing landscaping strips between driveways and walkways accessing the rear of properties.

Consistent: Landscaping would be provided between the commercial uses in Phase 1 and nearby residential uses.

Requiring site plans which include ancillary structures, service areas, pedestrian walkways, vehicular path, loading areas, drop off and landscaped areas.

Consistent: The Project will undergo site plan review, and the site plan will include ancillary structures, service areas, pedestrian walkways, vehicular paths, loading areas, drop off, and landscaped areas.

Provide where feasible, the under grounding of new utility service.

Consistent: As discussed in Section IV.J (Utilities) of this EIR, the Project will under ground all of the new on-site utilities as well as existing utilities along Bluffside Drive.

Commercial-Height and Building Design (V-2-3) Maximizing the area devoted to transparent building elements, for front facades and facades facing rear parking.

Consistent. The Project will include transparent elements along Lankershim Boulevard adjacent to the Campo de Cahuenga historic site. No rear parking would be included in the Project.

Requiring the use of articulations, recesses, surface perforations, and porticoes to break up long, flat building facades.

Consistent. The Project will include architectural elements and articulation along the Lankershim Boulevard frontage, which constitutes the only long building façade within the Project.

Providing accenting, complementary building materials to building facades.

Consistent. The Project will include a high degree of architectural quality, including accenting building materials to building facades.

Maximizing the applications of architectural features or articulations or building facades.

Consistent. The Project will include a high degree of architectural quality, consistent with its purpose as a commercial and media production facility. The Project would maximize the architectural features in the building facades.

Designating architecturally untreated facades for signage.

Consistent. Project signage would be regulated by a Supplemental Use District for signage which would promote





Goals, Policies and Objectives Evaluation of Project Consistency design consistency and limit impacts associated with signage. Signage would be incorporated into the architecture of the buildings.

Screening of mechanical and electrical equipment from public view.

Consistent: All mechanical and electrical equipment would be screened from public view from the adjacent grade.

Screening of all rooftop equipment and building appurtenances from public view.

Consistent: All rooftop equipment and building appurtenances would be screened from public view from the adjacent grade.

Requiring the enclosure of trash areas for all projects.

Consistent: All trash areas would be enclosed.

Commercial-Parking Structures (V-3) Designing parking structure exteriors to match the style, materials, and color of the main building.

Consistent: On Site A, Phase 1 would include the development of a parking podium which would match the style, materials, and color of the office building and media production facility. The parking garage on Site B would also be designed to include complementary style, materials, and color.

Landscaping to screen parking structures not architecturally integrated with the main building.

Consistent: Landscaping and other buffering would be provided between the parking structure in Phase 1 and adjacent residential uses and Weddington Park (South), where appropriate.

Utilizing decorative walls and landscaping to buffer residential uses from parking structures.

Consistent: Landscaping and other buffering would be provided between the parking structure in Phase 1 and adjacent residential uses and Weddington Park (South), where appropriate.

Commercial-Light & Glare Installing on-site lighting along all pedestrian walkways and vehicular access ways.

Consistent: Phase 1 of the Project would include on-site lighting along pedestrian walkways, access points, and vehicular access points.

Shielding and directing of on-site lighting onto driveways and walkways, directed away from adjacent residential uses.

Consistent: On-site lighting would be shielded and directed away from nearby residential uses.

Source: Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan, website: http://cityplanning.lacity.org/complan/pdf/shrcptxt.pdf; Christopher A. Joseph & Associates, 2007.

Phase 1 is nonetheless considered consistent with the Community Plan because it complies with substantially all of the Community Plan’s goals and objectives. As noted above, lack of consistency with this policy is not in and of itself an indication of a significant impact on the environment.

(2) Phase 2 – Option A

Phase 2 Option A would include construction of additional new office and parking facilities on Site C. Phase 2 Option A would continue the development patterns established in Phase 1, including concentration of development at a regional transit node, thereby promoting use of the regional transit system as an alternative to the automobile; provision of enhanced bus facilities that promote access to the regional transit system, which would also promote use of the regional transit system as an alternative to



the automobile; location of new development in an urbanized area that has adequate urban infrastructure and location of concentrated development in an area designated as a Regional Center in the Community Plan. Consistency of Phase 2 Option A development with applicable regional and community plans would be the same as indicated above for Phase 1. Phase 2 Option A development would be consistent with the applicable regional and community plans for the same reasons as set forth above.

The pedestrian bridge across Lankershim Boulevard would be constructed concurrently with Phase 2 of the Project. This bridge would provide a safe and convenient connection for pedestrians that would connect the Metro Red Line Station portals and Metro Bus Plaza with the hotel, office, studio and entertainment uses on the east side of Lankershim Boulevard. The improved pedestrian access that the bridge would provide will help promote use of the regional transit system as an alternative to the automobile and would therefore be consistent with applicable regional community plans.

(3) Phase 2 – Option B

In lieu of additional office development, Phase 2 Option B would include construction of a hotel/ residential development on Site C. Phase 2 Option B would continue the development patterns established in Phase 1, including concentration of development at a regional transit node, thereby promoting use of the regional transit system as an alternative to the automobile; provision of enhanced bus facilities that promote access to the regional transit system, which would also promote use of the regional transit system as an alternative to the automobile; location of new development in an urbanized area that has adequate urban infrastructure and location of concentrated development in an area designated as a Regional Center in the Community Plan. Consistency of Phase 2 Option B with these policies of applicable regional and community plans would be the same as indicated above for Phase 1. By including residential development, Phase 2 Option B would have the potential to implement additional policies of the RCPG and Community Plan, as indicated below.

(a) Regional Comprehensive Plan and Guide. Phase 2 Option B of the Project would conform to objectives set forth in the RCPG, including those objectives provided in the Growth Management and Regional Mobility Chapters. Additional objectives which Phase 2 Option B of the Project would implement by virtue of including residential uses are shown in Table IV.A.1-5.

(i) Draft 2008 Regional Comprehensive Plan Phase 2 Option B of the Project would conform to the same goals of the Draft 2008 RCP as indicated previously for Phase 1. Like Phase 1, Option A, Phase 2 Option B of the Project would be designed to incorporate a wide range of building technologies and design features that would help promote a sustainable environment by saving energy, reducing water consumption, making use of recycled materials, and producing better indoor and outdoor environmental quality. The hotel/residential component of Phase 2 Option B of the Project would utilize design, construction, and building operation strategies that would make it eligible for certification by the Leadership in Energy and Environmental Design (LEED) Green Building Rating System. The Applicant will seek to the LEED certification for Neighborhood Development; the LEED certification provides independent, third-party verification that a development's location and design meet accepted high standards for environmentally responsible,



sustainable, development. Accordingly, potential land use impacts relative to the goals of the Draft 2008 RCP would be less than significant.

Table IV.A.1-5 Phase 2 Option B Consistency with Applicable Regional Comprehensive Plan and Guide

Objectives Objective Project Consistency

Chapter 3: Growth Management Support provisions and incentives created by local jurisdictions to attract housing growth in job rich subregions and job growth in housing rich subregions.

Consistent: Phase 2 Option B of the Project would introduce 400 residential units, generating new residents, thereby improving the jobs/housing balance in the subregion.

Support local jurisdiction’s strategies to establish mixed-use clusters and other transit-oriented developments around transit stations and along transit corridors.

Consistent: The Universal City area serves as a Regional Center in which activity is already concentrated. The Universal City area is also served by the Metro Red Line station and a regional and local bus system. Phase 2 of the Project would support this objective in that it would provide concentrated development and enhanced activity within the Project Site, where it would be located above the regional transit system.

Chapter 4: Regional Mobility Provide housing choices in line with income of work force.

Consistent: Phase 2 Option B of the Project would provide market-rate housing that would be in line with the income of the entertainment industry work force within the Project and its vicinity.

Source: Southern California Association of Governments, Regional Comprehensive Plan and Guide, March 1996; Christopher A. Joseph & Associates, August 2007.

(ii) Southern California Compass Blueprint Growth Vision The Southern California Compass Blueprint Growth Vision (Compass Growth Vision) four main principles are applicable Phase 2 Option B of the Project. The principles are to: improve mobility for all residents, foster livability in all communities, enable prosperity for all people, and promote sustainability for future generations.

1. Improve mobility for all residents. Phase 2 Option B of the Project would be consistent with the Compass Growth Vision goal to improve mobility for all residents. As an infill development, the Phase 2 Option B of the Project’s location above a regional transportation hub facilitates access for future residents, employees, and visitors to the Project Site. By including convenience retail and services for future residents, the Project would reduce vehicle trips, Vehicle Miles Traveled (VMT), and related emissions. Furthermore, the Phase 2 Option B of the Project incorporates urban design elements that would provide for attractive street frontages to promote use by pedestrians and users of public transit. In addition, appropriate improvements on-site and to the local and regional street systems would be implemented to accommodate future traffic growth through careful transportation planning.

Access and circulation would be unimpeded by the future parking facilities; entrances to parking facilities would be located to allow continued traffic flow along streets by providing with an appropriate number of



control lanes and adequate queuing area to avoid back-up or congestion onto public roadways. In addition, Phase 2 Option B of the Project would provide efficient and aesthetically attractive streets throughout the development with convenient connections to adjoining mass transit, arterials, and freeways, while minimizing traffic impacts on existing residential neighborhoods.

2. Foster livability in all communities. Phase 2 Option B of the Project would create a pedestrian-friendly, mixed-use community combining a new hotel/housing use with on-site retail/restaurant uses, media production facilities, office uses, and active and passive open space and other on-site amenities. Phase 2 Option B of the Project’s public open spaces, landscaping, and ground floor retail and restaurants would promote pedestrian activity and interaction among residents and visitors. Urban design and traffic management strategies are included to avoid adverse impacts on adjacent residential neighborhoods. Phase 2 Option B of the Project would be consistent with the Compass Growth Vision principle to foster livability in all communities.

3. Enable prosperity for all people. Phase 2 Option B of the Project would provide greater regional housing opportunities for homebuyers and renters, with high-quality housing for local and area residents to meet existing and future needs of the community, and the employees in the area, thus supporting local and state policies that encourage balanced growth.

Phase 2 Option B of the Project would directly support the growth and retention of tourism in the region through the development of a possible hotel use. The hotel and associated ancillary uses would provide a wide variety of skilled and unskilled jobs, both high-wage and entry-level employment opportunities and career growth opportunities with potential benefits for the regional economy. Phase 2 Option B of the Project would provide housing and employment opportunities, and thus, would be consistent with the Compass Growth Vision principle to enable prosperity for all people.

4. Promote sustainability for future generations. Phase 2 Option B of the Project would be designed to incorporate a wide range of building technologies and design features that would help promote a sustainable environment by saving energy, reducing water consumption, making use of recycled materials, and producing better indoor and outdoor environmental quality.

If chosen, the residential component of Phase 2 Option B of the Project would utilize design, construction, and building operation strategies that would make it eligible for certification by the Leadership in Energy and Environmental Design (LEED) Green Building Rating System.

Additionally, landscaping proposed in new development areas of the Project Site would incorporate design and physical features, where feasible, that would recognize the ecological benefits associated with: interception and filtration of precipitation and stormwater; reduction of reflectance and urban heat island effects through increased vegetative canopy cover; conservation of energy through strategic shading and the use of windbreaks; selection and placement of plant materials to limit required maintenance of landscaped areas; and, preservation or restoration of natural landscapes. The Project would recognize



development methods and incorporate project design features to increase the energy and resource efficiency of proposed buildings and would also consider applicable “best practices” measures regarding energy, water, materials, and resource efficiency, as part of the development process. In addition, Phase 2 would promote pedestrian activity and public transit use, thereby reducing VMT and the consumption of resources associated there with. As such, Phase 2 Option B of the Project would be consistent with the Compass Growth Vision principle to promote sustainability for future generations.

In conclusion, Phase 2 Option B of the Project would incorporate energy conservation approaches throughout the Project Site through implementation of project design features that encourage transit transportation methods, pedestrian access, and energy efficiency. Therefore, the Project would be consistent with all the principles of the Compass Growth Vision. Accordingly, potential land use impacts relative to the principles of SCAG’s Compass Growth Vision are concluded to be less than significant.

(b) City of Los Angeles General Plan Framework Element Phase 2 Option B of the Project would conform to the policies identified in the various Elements of the General Plan as indicated previously for Phase 1. Additional objectives which Phase 2 Option B of the Project would implement by virtue of including residential uses are shown in Table IV.A.1-6.

Table IV.A.1-6 Consistency of Phase 2 Option B of the Project with Additional


Objectives/Policies Evaluation of Project Consistency Land Use Chapter Objective 3.1: Accommodate a diversity of uses that support the needs of the City’s existing and future residents, businesses, and visitors.

Consistent. Phase 2 Option B of the Project would add to the existing diversity of uses in the Universal City area, which currently includes office, restaurant, hotel, and retail uses. The hotel use that would be provided in Phase 2 Option B would support the needs of the City’s future visitors, and the residential units would support the housing needs of existing and future residents.

Policy 3.1.1: Identify areas on the Land Use Diagram and the Community Plans sufficient for the development of a diversity of uses that serve the needs of existing and future residents (housing, employment, retail, entertainment, cultural/institutional, educational, health, services, recreation, and similar uses), provide job opportunities, and support visitors and tourism.

Consistent. The Project Site is identified as a Regional Center and Community Center on the Framework’s Land Use Diagram. Development of residential/hotel uses under Phase 2 Option B would serve the needs of existing and future residents and visitors and would expand the diversity of uses within this Regional Center. The proximity of residential uses to commercial uses would support Universal City’s existing range of services and commercial activities and support the Regional Center designation. The hotel component would support visitors and tourism.


Table IV.A.1-6 (Continued) Consistency of Phase 2 Option B of the Project with Additional



Objectives/Policies Evaluation of Project Consistency Policy 3.1.4: Accommodate new development in accordance with land use and density provisions of the General Plan Framework Element Long-Range Land Use Diagram.

Consistent. Phase 2 Option B of the Project would be consistent with the Framework’s Long-Range Land Use Diagram (San Fernando Valley), which identifies the Project Site as a Regional Center and Community Center. A Regional Center is an area in which services and land uses are concentrated. Encouraged uses in a Regional Center are: offices, retail, restaurants, telecommunication centers, entertainment, major cultural facilities, hotels, major transit facilities, multi-family housing, and small parks and other community oriented activity facilities. No single-family residences are recommended. Phase 2 Option B of the Project, would provide hotel/residential uses, which would lend additional support to the Regional Center and Community Center land use designations.

Goal 3C: Multi-family neighborhoods that enhance the quality of life for the City’s existing and future residents.

Consistent. While the Project is not located within an existing multi-family neighborhood, Phase 2 Option B of the Project would locate 400 residential units in a dense configuration within the Universal City area above and adjacent to a transit center and a mix of office, studio, restaurant, retail, and entertainment uses. The Project would therefore provide possible new residential uses in close proximity to jobs, dining, shops, entertainment, and transit, which would enhance the quality of life for its future residents.

Objective 3.15: Focus mixed commercial/residential uses, neighborhood-oriented retail, employment opportunities, and civic and quasi-public uses around urban transit stations, while protecting and preserving surrounding low-density neighborhoods from the encroachment of incompatible land uses.

Consistent. Phase 2 Option B of the Project would provide a mix of commercial and residential uses and increase employment opportunities and housing opportunities that are above and adjacent to the transit station and not directly adjacent to low-density neighborhoods. Additionally, Weddington Park (South) provides an existing buffer to the Island neighborhood.





Objectives/Policies Evaluation of Project Consistency Housing Chapter Objective 4.1: Plan the capacity for and develop incentives to encourage production of an adequate supply of housing units of various types within each City Subregion (Community Plan area) to meet the projected housing needs by income level of the future population by 2010.

Consistent. Phase 2 Option B of the Project would develop 400 new residential units, which would support the projected housing needs of the Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan area. According to Community Plan projections, a 13.7 percent increase in population supported by a 15.1 percent increase in residential units is anticipated between 2000 and 2010, based on U.S. Census and SCAG projections (Community Plan, page I-10). However, current projections indicate that population in the Community Plan area increased less than 1 percent between 2000 and 2004. The low rate of estimated population increase is due to the low rate of increase in housing supply in the Community Plan area.

Policy 4.1.1: Provide sufficient land use and density to accommodate an adequate supply of housing units by type and cost within each City subregion to meet the twenty-year projections of housing needs.

Consistent. Phase 2 Option B of the Project would provide 400 new multi-family housing units; thereby contributing to a range of housing goals for the Community Plan subregion. The Community Plan anticipates a 13.7 percent increase in population supported by a 15.1 percent increase in residential units is anticipated between 2000 and 2010, based on U.S. Census and SCAG projections (Community Plan, page I-10). The City’s projected housing and population for the Community Plan for 2004 is a total population of 77,300a and the Community Plan anticipates a population of 90,582 residents by 2010.b An available growth of approximately 13,282 residents exists between the City’s 2004 projections for the Planning Area and the Community Plan’s 2010 estimate. Phase 2 Option B of the Project would address the Framework Element policy to provide sufficient land use and density to accommodate within the population growth parameters anticipated for 2010.

Objective 4.2: Encourage the location of new multi-family housing development to occur in proximity to transit stations, along some transit corridors, and within some high activity areas with adequate transitions and buffers between higher- density developments and surrounding lower- density residential neighborhoods.

Consistent. Phase 2 Option B of the Project would locate new multi-family housing units in an existing high-density area above the Metro Red Line station, as well as in an area that is served by regional and local bus lines and freeways.





Objectives/Policies Evaluation of Project Consistency Urban Form and Neighborhood Design Chapter Goal 5A: A livable City for existing and future residents and one that is attractive to future investment. A City of interconnected, diverse neighborhoods that builds on the strengths of those neighborhoods and functions at both the neighborhood and citywide scales.

Consistent. Phase 2 Option B of the Project would create a diverse area that would be complementary to the existing Universal City area. Phase 2 Option B would represent an investment in high quality urban housing and redevelopment of an underutilized site and, as such, supports the policy of creating a livable City for existing and possible future residents and attracting further investment to the area.

Objective 5.2: Encourage future development in centers and in nodes along corridors that are served by transit and are already functioning as centers for the surrounding neighborhoods, the community, or the region.

Consistent. Phase 2 Option B of the Project would develop 400 multi-family residential units within a designated Regional Center. This density of development would support the existing Regional Center and would be served by the public transit system located below and adjacent to the Project Site.

a City of Los Angeles Department of City Planning, Local Area Profile: Population & Housing Estimates, page 1, website: www.planning.lacity.org, October 22, 2006.

b City of Los Angeles Department of City Planning, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan, page III-2.

Source: Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan, website: cityplanning.lacity.org/complan/pdf/shrcptxt.pdf; Christopher A. Joseph & Associates, 2007.


(i) Consistency with Community Plan Land Use Designation As discussed previously, the majority of the Project Site is designated as Regional Center. The Site’s proposed C2 Commercial zone (see Figure IV.A.1-1) is consistent with the Regional Center designation. Phase 2 Option B of the Project would provide residential and hotel units. The hotel would require a conditional use permit in the C2 zone due to the proximity of residentially zoned property to the north. Therefore, Phase 2 Option B of the Project would conform to the existing Regional Center land use designation of the Community Plan.

(ii) Consistency with Community Plan Policies Additional Community Plan goals, policies, and objectives that Phase 2 Option B of the Project would implement by virtue of including residential uses are shown in Table IV.A.1-7.



Table IV.A.1-7 Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan


Goals, Policies, and Objectives Evaluation of Project Consistency Residential Land Use Objectives & Policies Goal 1: A safe, secure, and high quality residential environment for all economic, age, and ethnic segments of the community.

Consistent: Phase 2 Option B of the Project would provide high quality residences including a range of unit sizes that would serve a variety of residents. Phase 2 Option B of the Project would include on-site residential uses and would provide a safe, secure environment for a range of economic, age, and ethnic segments of the community.

Objective 1-1: To provide for the preservation of existing housing and for the development of new housing to meet the diverse economic and physical needs of existing residents and projected population of the Plan area to the year 2010.

Consistent: Phase 2 Option B of the Project would not cause the removal of any existing residential areas or homes. The development of 400 new residential units would help meet the economic and physical needs of the projected population of the Community Plan area.

Policy 1-1.2: Protect existing single family residential neighborhoods from new, out-of-scale development.

Consistent: Phase 2 Option B of the Project would include high-density residential land uses that would not encroach upon any adjacent single-family neighborhood. Landscaping would be provided between Phase 2 and nearby residential uses, which would also be buffered by Bluffside Drive, Valleyheart Drive, Campo de Cahuenga Way, Weddington Park (South) and the Phase 1 development.

Policy 1-1.3: Protect existing stable single-family neighborhoods from encroachment by higher density residential and other incompatible uses.

Consistent: Phase 2 of the Project would include multi-family residential uses that would be contained entirely within the Project Site and would not encroach upon any other existing neighborhoods. Landscaping would be provided between the residential uses in Phase 2 and nearby residential uses, which would also be buffered by Bluffside Drive, Valleyheart Drive, Campo de Cahuenga Way, Weddington Park (South), and the Phase 1 development.

Policy 1-1.4: Protect the quality of the residential environment through attention to the appearance of communities, including attention to building and site design.

Consistent: Phase 2 Option B of the Project would include high-density residential land uses that would not encroach upon any adjacent single-family neighborhood, which would also be buffered by Bluffside Drive, Valleyheart Drive, Campo de Cahuenga Way, Weddington Park (South), and the Phase 1 development. The Project would incorporate architectural and landscape design criteria intended to achieve a high level of quality and distinctive character, as well as compatibility with existing off-site uses and development.

Objective 1-2: To locate new housing in a manner which reduces vehicular trips and makes it accessible to services and facilities.

Consistent: The Phase 2 Option B residential component would be located within an area that is well-served by transit, employment, restaurants, and other commercial uses as it is located above the Metro Red Line station. Since services and employment may be accessed directly by foot, by bicycle, or by transit, Phase 2 Option B of the Project would promote reduction of vehicle trips.

Policy 1-2.1: Locate higher residential densities near commercial centers, rail transit stations, and major bus routes

Consistent: The Phase 2 Option B residential uses (400 units) would be located within a designated Regional Center and above the Metro Red Line station and local and regional bus lines. In





Goals, Policies, and Objectives Evaluation of Project Consistency where public services facilities, utilities and topography will accommodate the development.

addition, the Project area is centralized and highly urbanized, and would be adequately served by existing and proposed public utilities and services (see Sections IV.I (Public Services) and IV.J (Utilities) of this EIR).

Policy 1-2.2: Encourage multiple residential developments in commercial zones.

Consistent: Phase 2 Option B of the Project would include housing in a mixed-use project in a commercially zoned area.

Policy 1-3.2: Consider factors such as neighborhood character and identity, compatibility of land uses, impact on livability, impacts on services and public facilities, and impacts on traffic levels when changes in residential densities are proposed.

Consistent: Factors that support the Project’s increase in density include the location of the Project within a Regional Center, the availability of services and public facilities, and adjacent high volume transportation facilities, all of which are complementary uses. Phase 2 Option B would not negatively impact the character of the Island neighborhood as it is not adjacent to it. The Island neighborhood would be buffered by on-site landscaping, Bluffside Drive, Valleyheart Drive, Campo de Cahuenga Way, Weddington Park (South), and the Phase 1 development. The Project would reduce its impacts on service systems and facilities though the implementation of mitigation measures (see Sections IV.B (Transportation), IV.I (Public Services), and IV.J (Utilities) of this EIR).

Policy 1-3.3: Preserve existing views in hillside areas.

Consistent: The Project would not block significant views from surrounding hillside areas, as discussed in Section IV.D (Visual Resources) of this EIR.

Objective 1-4: To promote and insure the provision of adequate housing for all persons regardless of income, age or ethnic background.

Consistent: Phase 2 Option B of the Project would provide 400 residential units that would increase the range of housing choices available to persons regardless of income, age, or ethnic background.

Policy 1-4.1: Promote greater individual choice in type, quality, price and location of housing.

Generally Consistent: Phase 2 Option B of the Project would increase the supply of residential units in the Community Plan area and thus contribute to greater individual choice in type, quality, and location of housing than under existing conditions.

Policy 1-4.2: Promote housing in mixed use projects in pedestrian oriented areas and transit oriented districts.

Consistent: Phase 2 Option B of the Project would include housing in a mixed-use project that would enhance pedestrian activity in a transit-oriented district served by the Metro Red Line station and by regional and local bus lines.

Policy 1-4.3: Ensure that new housing opportunities minimize displacement of residents.

Consistent: Phase 2 Option B of the Project would not require the removal of any existing residences and thus would not cause any displacement of residents.

Policy 1-4.4: Provide for development of townhouses and other similar condominium type of housing units to increase home ownership options

Consistent: Phase 2 Option B of the Project would develop housing in a variety of unit sizes and types and, as such, would increase home ownership options.

Commercial Land Use Objectives & Policies Policy 2-3.7: Promote mixed-use projects in proximity to transit stations, along transit corridors, and in appropriate commercial areas.

Consistent: Phase 2 Option B of the Project would provide mixed-use development above an existing Metro Red Line stations.





Goals, Policies, and Objectives Evaluation of Project Consistency Recreation, Park, and Open Space Objectives & Policies Goal 4: Adequate recreation and park facilities to meet the needs of the residents in the plan area.

Consistent: Phase 2 Option B of the Project would include usable open space. In addition, the Applicant would be required to pay recreation and park fees that will be used to improve recreation and park facilities in the Project vicinity (see Section IV.I (Public Services) of this EIR).

Goal 5: A community with sufficient open space in balance with development to serve the recreational, environmental and health needs of the community and to protect environmental and aesthetic resources.

Consistent: Phase 2 Option B of the Project would include landscaped open space and ancillary recreational uses for the residents/hotel guests of Option B.

Policy 5-1.1: Encourage the retention of passive and visual open space which provides a balance to the urban development of the Plan Area.

Consistent: Phase 2 of the Project would provide passive and visual open space and add new landscaping that would reinforce the existing character of the Project Site and provide a balance to urban development.

Transportation Objectives & Policies Policy 13-2.2: Driveway access points onto major and secondary highways, arterial, and collector streets should be limited in number and be located to ensure the smooth and safe flow of vehicles and bicycles.

Consistent: The number of access points between Project Site and the surrounding street network would be kept at a minimum. Under Phase 2 vehicular access would be provided from Lankershim Boulevard and Campo de Cahuenga Way at existing signals.

Design Policies for Individual Projects Multiple-Residential-Site Planning Providing a pedestrian entrance at the front of each project.

Consistent: Development on Site C, under Option B, would include hotel and residential uses fronting Lankershim Boulevard and would include pedestrian entrances on Lankershim Boulevard and Campo de Cahuenga Way.

Requiring useable open space for outdoor activities, especially for children.

Consistent: Phase 2 Option B of the Project would include landscaped open space and ancillary recreational uses for the future residents/hotel guests of Option B. Phase 2 of the Project will include public and private open space meeting City requirements.

Multiple-Residential-Design Requiring the use of articulations recesses, surface perforations, and porticoes to break up long, flat building facades.

Consistent. Phase 2 Option B would include architectural elements and articulation to break up building facades.

Utilizing of complementary building facades.

Consistent. Phase 2 Option B would include consistently designed building facades that would be complementary to Phase 1.

Incorporating varying designs to provide definitions for each floor.

Consistent. Phase 2 Option B would include a high degree of architectural quality and articulation that define floors and uses within the hotel/residential building.

Integrating building fixtures, awnings, security gates, etc. into the design of the building.

Consistent. Phase 2 Option B would include integrating these building features into the Project design.





Goals, Policies, and Objectives Evaluation of Project Consistency Screening all rooftop equipment and building appurtenances from adjacent properties.

Consistent: All rooftop equipment and building appurtenances would be screened from public view from the adjacent properties.

Require decorative, masonry walls to enclose trash.

Consistent: All trash areas would be enclosed.

Multiple-Residential-Parking Structures Designing parking structure exterior to match the style, materials and color of the main building.

Consistent: Phase 2 would include the development of a parking podium. The parking podium would match the style, materials, and color of the hotel/residential building.

Source: Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan, website: http://cityplanning.lacity.org/complan/pdf/shrcptxt.pdf; Christopher A. Joseph & Associates, 2007.

iii. Ventura-Cahuenga Boulevard Corridor Specific Plan Consistency Analysis

The following analysis applies to the entire Project. Sites D and E of the Project Site would involve the temporary intensification of parking uses, which would be achieved through restriping and would not include the construction of any permanent structures. Furthermore, Sites D and E are publicly owned and publicly utilized lots and are therefore exempt from conformance to the Ventura-Cahuenga Boulevard Corridor Specific Plan. Specifically, Sites D and E would not need to conform with the Specific Plan landscaping requirements or green requirements for parking lots. Therefore, the remainder of the Project Site would conform to the Ventura-Cahuenga Boulevard Corridor Specific Plan, and more specifically to the development regulations applicable to projects within the Studio City/Cahuenga Pass Community, one of five separate communities defined in the Plan. Therefore, the Project would have a less than significant effect on the Specific Plan development requirements.

iv. Consistency with City of Los Angeles Planning and Zoning Code Requirements

The following analysis applies to the entire Project.

(1) Permitted Uses

In accordance with Section 12.14 of the City of Los Angeles Planning and Zoning Code, the Project uses are permitted in and consistent with the proposed C2 zone. C2 is a commercial zone, which allows for the construction of a variety of commercial uses, including retail stores, television production (no outdoor sets), offices, hotels, residential, restaurants, and parking structures. The Project would include uses that are within the categories. Accordingly, Project impacts with respect to permitted uses would be less than significant. A portion of Site C is currently zoned PF-1XL and a portion of Site B is zoned OS-1XL and both are proposed to be rezoned to C2-2D-SN. With approval of these proposed zone changes/Height District changes the proposed uses on Site B and Site C would be consistent with the zoning on-site.



(2) Setback Requirements

Pursuant to LAMC Section 12.14.C, front yard setbacks are not required for commercial uses within the C2 zone. Furthermore, side and rear yard setbacks are not required for buildings used exclusively for commercial purposes. Additionally, pursuant to LAMC Section 12.22.A.18, no front, side, or rear setbacks for the Phase 2 Option B development are required since the hotel/residential development on Site C is considered a mixed-use development. Therefore, Project impacts with respect to setback requirements would be less than significant.

(3) Height District

The Project would provide a total of approximately 1,586,200 gross square feet of floor area for Phase 2 Option B. This is equal to an FAR of 3.30:1, which is not within the maximum allowable FAR of 1.5:1 (or 718,836 square feet of gross floor area, exclusive of Sites D and E) permitted for Height District 1 in the C2 zone. Height District 1 does not set forth any maximum height requirements in the C2 zone. However, the Project includes a discretionary request for a zone change/height district change from Height District No. 1 to Height District No. 2, which has a maximum allowable FAR of 6:1 (or 2,875,344 square feet of floor area). The Height District No. 2 classification would be regulated by a “D” Development Limitation, which would restrict total permitted floor area to 1,916,896 gross square feet of floor area. Therefore, with the approval of the discretionary requests for a zone/height district change, the Project would result in a less-than-significant impact with respect to consistency with the density regulations of the LAMC for the C2 zone.

(4) CDO Designation

The CDO designation refers to the location of the property within an adopted Community Design Overlay District. However, no plan has been prepared or adopted for this area. As such, the Applicant is requesting a zone change from [Q]C2-1-CDO to C2-2D to eliminate the CDO designation. With approval of this zone change, Project impacts with respect to the CDO designation would be less than significant.

(5) [Q] Condition

The [Q] condition requires a conditional use permit for a Transit Oriented District (TOD) Plan. However, the City has not established a CUP process for TODs. The requested re-zoning of the Project Site would remove the [Q] condition and would therefore remove this requirement. As noted above, the Project would be consistent with applicable regional and community plan policies with respect to the location and design of proposed development above the Metro Red Line station. Therefore, removal of this requirement would not pose any inconsistency with regional or community plans and impacts related to land use regulation in this regard would be less than significant.

(6) Hotel Requirements

This section does not apply to Phase 1 or Phase 2 Option A. With regard to Phase 2 Option B, the LAMC allows multiple residences on the Project Site, as the C2 zone permits R4 zone dwellings, subject to the regulations and limitations of both the C2 and C1.5 zones. Hotels are permitted in the R4 Zone “when located on a lot fronting on a major or secondary highway, provided such lot does not abut a single-family residential zone; provided, further that 25 percent or more of the area of such lot is also classified in a



commercial zone.”49 However, LAMC Section 12.24 W.24 requires a Conditional Use permit for a hotel in the C2 zone when the hotel structure is located within 500 feet of property zoned A or R. Since the Project Site is within 500 feet of the R3 zoned property to the north of Valleyheart Drive, a discretionary approval is required for a hotel should that option be chosen. With approval of this CUP, impacts would be less than significant.

(7) Commercial Corner Development

As noted above, Phase 1 of the Project may be considered a CCD per LAMC Section 12.22.A.23 as it is located adjacent to single and multi-family residential uses. However, projects located in Height District No. 2 are exempt from CCD regulations. With approval of the zone change/height district change to Height District No. 2, no CUP for CCD would be required, and Project impacts would be less than significant.

(8) Transitional Height

A Zoning Administrator may, upon application, permit buildings and structures on lots in C Zones to exceed the maximum heights otherwise permitted by the provisions of Section 12.21.1.A.10. However, the Zoning Administrator must find that the proposed building height is compatible in scale with existing adjoining and nearby structures and uses, as well as adopted plans.

As described in Section II (Project Description), Phase 1 of the Project consists of a 24-story, 382-foot in height above grade office building, 943 feet above msl, and a 5-story 114-foot in height above grade high media production facility(675 feet above msl). Phase 2 would involve construction of either a 24-story office building, with a maximum 357 feet above grade in height (936 feet above msl), or a 34-story hotel/residential building, with a maximum 457 feet above grade in height (1,035 feet above msl). The surrounding area is currently highly developed with several low- to high-rise rise structures. These include office and production structures such as the 15-story, Lew R. Wasserman building, with a maximum 185 feet above-grade in height (755 feet above msl), and off-site towers including the 36-story, 506-foot above grade (1,089 feet above msl) 10 Universal City Plaza office building, the 25-story, 286-foot abovegrade (1,022 feet above msl) Universal City Hilton Hotel, and the 20-story, 188-foot above grade (848 feet above msl) Sheraton Universal Hotel. Therefore, the Project would represent a continuation of existing commercial uses with building heights similar to those present off-site in the vicinity of the Project Site.

Although the Project may provide building massing substantially greater than the residential uses to the north, these uses are located a minimum of approximately 50 feet from the Project and would be buffered by Weddington Park (South), Bluffside Drive, and Valleyheart Drive (and Campo de Cahuenga Way and the Phase 1 development, with respect to Phase 2). In addition, the Project would employ transitional massing (i.e. locating the 114-foot media production building next to the 65-foot City View Lofts) to achieve compatibility in scale with existing and adjoining residential structures.

49 See LAMC §12.11.A.4(b).



As discussed above, neither the existing Height District 1 nor the proposed Height District 2 otherwise set, forth any maximum height requirements in the C2 zone. The Project Site is designated as Regional Center with a maximum FAR of 6.0 to 1. Moreover, the RCPG, General Plan Framework Element, and Community Plan all encourage increased density at transit stations. Therefore, the proposed building heights are compatible with adopted plans. With Zoning Administrator approval, Project impacts with respect to transitional height would be less than significant.

(9) Open Space

Under Phase 2, Option B, the Project would provide a total of 400 dwelling units. The Project would provide a pool along with streetscape improvements and pedestrian amenities including paths, seating, thematic elements, landscaping, street trees, pedestrian lights, and marked street crossings along pedestrian routes that would enhance pedestrian activity. The amount of open space provided throughout the Project Site would meet or exceed the open space expected to be required for the proposed residential units. Therefore, the Project would have a less-than-significant impact with respect to the open space required as set forth in the LAMC.

(10) Sign Regulations and Policies

The Metro Universal SUD may include supergraphic or other large scale animated and non-animated signs designed for on- and off-site advertising, with all primary signage oriented away from the nearby Island neighborhood. The system of signs and identity elements for the Project is intended to establish an image of a studio, media production, and business community. As discussed in Section IV.D (Visual Resources), signage regulations set forth in the proposed Signage Supplemental Use District (Metro Universal SUD) would establish criteria for both opportunities for and constraints of new identity elements of the Project. The Metro Universal SUD would set forth requirements governing the maximum area per sign, maximum height, and total maximum area for new signage. Therefore, with the approval of the Metro Universal SUD, Project impacts with respect to sign regulations and policies would be less than significant.

v. City of Los Angeles Planning Department Walkability Checklist

While the walkability guidelines addressed below in Table IV.A.1-8 are not mandatory and are not a part of the LAMC, incorporating them to the maximum extent feasible would create a more walkable environment and a higher quality of urban form for the Project. The following is an analysis of the Project’s consistency with these guidelines.

Table IV.A.1-8 Walkability Checklist Applicable Guidelines

Guidelines Evaluation of Project Consistency Building Orientation The primary entrance for pedestrians should be at grade level from the public way and be easily accessible to transit stops, with as direct a path as

Consistent: The Project would concentrate new development and jobs above to the Universal City Metro Red Line station, thus providing




Guidelines Evaluation of Project Consistency possible to the transit stop. Retail establishments should maintain at least one entrance from the public doors unlocked during regular business hours.

opportunities for employees to use transit for work trips. Pedestrian plazas and amenities, including landscaping, trees, and street furniture, would be provided to enhance pedestrian activity between the transit station portal and the Site A office building and the Site B park & ride bus facilities. As required by the building code, retail establishments would maintain at least one entrance from the public doors unlocked during regular business hours.

The main pedestrian entrance should be configured to be fully accessible per the ADA, such that an auxiliary approach for persons with mobility limitations (such as a ramp next to the main path to the primary entry) would not be necessary.

Consistent: As required by the building code, the Project’s main pedestrian entrance would be configured to be fully accessible per the ADA.

Building Frontage The façade should include a variety of features such as: a combination of different textures, colors and materials; distinctive architectural features; display windows, signage; setbacks and differentiated massing; rooflines; shade and shadow textures.

Consistent. The different building frontages would be designed in response to pedestrian scale with first floor setbacks and arcades where appropriate. Due to different programmatic needs throughout the Project, there would be a variety of textures, materials, signage, and architectural features appropriate for each function. The Project has proposed creating the Metro Universal Signage Supplemental Use District to generate a distinctive and varied building façade.

Upper floors should be differentiated from the ground floors.

Consistent. The building frontages would be designed in response to pedestrian scale with first floor setbacks and arcades where appropriate. The Project has proposed creating the Metro Universal Signage Supplemental Use District to generate a distinctive and varied building façade and that differentiates signage types based on height.

There should be no blank walls. Walls should be interesting facades by incorporating a combination of elements such as: sculpted, carved or penetrated wall surface; planters; murals; mosaics; public art; awnings; lighting.

Consistent. Where opaque walls are programmatically required, they would be designed with a variegated surface introducing texture through surface and light, openings or penetrations, planting landscaping, public art, and/or signage.

The building frontage should include overhead architectural features, such as awnings, canopies, trellises or cornice treatments.

Consistent. Overhead architectural features and/or building setbacks and/or arcades would be provided adjacent to pedestrian ways and entries where appropriate.

At corners, the building frontage should consider building cut-offs in response to any need to accommodate pedestrians and to protect pedestrian safety, security, and enjoyment.

Consistent. The Project building frontages would not extend to the corners. The intersection of Lankershim Boulevard and Campo de Cahuenga Way would be improved to enhance pedestrian safety and provide access to the larger plaza and the existing transit portals. The pedestrian bridge, which would be constructed in one of two configurations in Phase 2, would be designed to




Guidelines Evaluation of Project Consistency provide adequate area for pedestrian circulation at the ground level stairway/escalator landings and at ground level elevator entrances.

The building should be placed at the front property line or at the required setback; that is, the building should not be set back further than the required setback in order to be as close as possible to the front property line and maintain a strong street wall.

Consistent: Except for the plaza and other pedestrian-oriented areas, the Project buildings would be built adjacent to the property line along Lankershim Boulevard to create a strong street wall.

In non-residential uses, most (i.e., 75%) of the ground floor building façade should be devoted to pedestrian entrances, pedestrian-level display windows and/or pedestrian level windows affording views into and out of the building interior. Display windows and other pedestrian-level windows should not be covered or otherwise blocked to prevent views during regular business hours.

Consistent. A majority of the ground floor office and media production facility and retail/restaurant spaces adjacent to pedestrian ways would have transparent displays and/or pedestrian level windows or entries. These spaces would be animated by commerce, lobbies, dining, and/or displays related to the activities within each of the buildings.

On-Site Landscaping Canopy trees (in addition to street trees) should be provided in landscaped areas. For example, a row of trees could be provided on both sides of the sidewalk.

Consistent. In keeping with the character of the Campo de Cahuenga historic site, the Project would incorporate shaded landscape areas with canopy trees.

Landscaping should not impede pedestrian movement or views. For example, avoid tall shrubbery immediately adjacent to the sidewalk.

Consistent. Landscaping would be designed to facilitate pedestrian movement where appropriate.

Trees should be considered especially where such additional vertical elements reinforce or contribute to the street wall and a sense of enclosure.

Consistent. Landscaping treatments would be used to provide separation between services areas and public zones, as well as to define edges throughout the varying elements of the Project.

Off-Street Parking and Driveways Parking should be located at the rear of the building rather than adjoining the adjacent major street.

Consistent: The parking for the Project would be located in subterranean parking structures and in the Site B parking structure located to the rear of the buildings and therefore would not be adjoining adjacent major streets.

The width of each driveway should meet and not exceed the standard width identified as necessary to accommodate vehicles.

Consistent: The width of driveways would meet and not exceed the standard width identified as necessary to accommodate vehicles.

All surface parking adjoining the street should be screened by a durable barrier (i.e., a solid wall, fence, berm, hedge) and landscaping that is tall enough to at least screen car headlights.

Consistent: The Project provides parking in subterranean or structured garages which would provide screening of car headlights and whose entrances are not oriented such that auto headlights do not shine into sensitive areas.

Easily identifiable pedestrian walkways should be provided from the parking to the sidewalk and to the entrance of the building. Techniques, such as landscaped lightwells and surface treatments, could be used.

Consistent: The Project would include a landscaped plaza area located adjacent to the Campo de Cahuenga historic site. This area would be designed to provide pedestrian connections between the office and media production facility and the parking garage located on Site B and between the Site A buildings and Site B parking




Guidelines Evaluation of Project Consistency garage and the Metro portal on the northwest corner of Lankershim Boulevard and Campo de Cahuenga Way. Pedestrian walkways from the parking garages would be further identifiable with the use of landscape and hardscape materials and signage.

All parking areas and integrated pedestrian walkways should be illuminated with adequate, uniform and glare-free lighting such that there is even light distribution and there are no harsh shadows.

Consistent: All parking areas would be illuminated with adequate, uniform, and glare-free lighting. As described in Section IV.E.2 (Artificial Light), lighting from the parking garages would not create harsh shadows upon adjacent uses.

Driveways that have been or are to be abandoned should be reconstructed as sidewalks.

Consistent: Driveways that are proposed to be abandoned with the Project would be reconstructed as sidewalks or incorporated into the plaza.

Building Signage and Lighting The building façade should include pedestrian-scale signage, i.e., at a height and of a size that is visible to pedestrians, assists in identifying the structure and use, and facilitates access to the entrance.

Consistent: The Project would include pedestrian-scale way-finding signage to facilitate access to buildings and parking garage podiums. Pedestrian-scale way-finding signage would be placed on building facades and along pedestrian access routes.

Pedestrian-level lighting should be provided on building facades and around the side along pedestrian pathways.

Consistent: The Project would include pedestrian-scale lighting to facilitate in the access of buildings and garage podiums. Pedestrian-scale lighting would be placed on building facades and along pedestrian access routes.

Sidewalks1 The sidewalks should be continuous and straight or relatively straight.

Consistent: All sidewalks would be continuous and straight or relatively straight.

Utilities Utilities should be placed underground. Consistent: All new utilities for the Project would

be placed underground. In addition, the Project would relocate existing above-grade electrical utility lines on Bluffside Drive to an underground location within the Bluffside Drive right-of-way.

Utility equipment should be placed in the landscape/furniture zone of the sidewalk, outside of the crosswalk areas, and away from on-street parking spaces.

Consistent: Utility equipment would be placed underground or in the specified zone.

1 Special Note on terminology used in this section: The area containing the sidewalk is often described in terms of 3 “zones”. The landscape/furniture zone plus curb is the area between the curb face and the front edge of the walkway. The pedestrian zone is the area of the sidewalk corridor that is specifically reserved for pedestrian travel. The frontage zone is the area between the pedestrian zone and the private property line, while not including any private property area. Every location may not have all three zones. Source: Draft Walkability Checklist, City of Los Angeles Planning Department, January 2007 and Christopher A. Joseph & Associates, November 2007.


As previously stated, the Project Site is located within the LARRMP’s boundaries but is not located adjacent to the River. Therefore, most of the LARRMP’s goals and recommendations, including those



pertaining to restoring the River’s ecological and hydrological functioning and creating a bikeway and open space buffers along the River, are not applicable to the Project. Nonetheless, the Project meets those applicable goals and recommendations. In furtherance of the LARRMP’s recommendation to create safe non-motorized routes between the River and transit-oriented development, transit hubs, parks, and employment centers within one mile of the River, the Project would include streetscape improvements and pedestrian amenities along Lankershim Boulevard. These improvements and amenities include improved access to the Campo de Cahuenga historic site, pedestrian walkways, seating, street furniture, thematic elements, landscaping, street trees, and pedestrian lights intended to enhance pedestrian activity. The Project would also provide a pedestrian connection between the Metro bus and subway facilities and Weddington Park, and a pedestrian bridge will be constructed across Lankershim Boulevard to provide a safe crossing for pedestrians. The Project would also include new facilities that support bicycle access to the Project Site, including bicycle parking, changing rooms, and lockers. Such facilities, amenities, and connections would further the LARRMP’s goals to connect neighborhood’s to the River.

As discussed in Section IV.L.2 (Water Quality) the Project will implement a variety of BMPs to improve the quality of runoff from the Project site. The Project Applicant will also pursue Leadership in Energy and Environmental Design (LEED) certification for New Construction. The Project is therefore consistent with the LARRMP’s water quality and sustainability goals and recommendations.

In addition, the Project would incorporate architectural and landscape design criteria intended to achieve a high level of quality and distinctive character, as well as compatibility with existing off-site uses, in compliance with the LARRMP’s recommendation to encourage local and diverse character within the River Corridor.

3. CUMULATIVE IMPACTS

Cumulative land use impacts could occur if other related projects in the vicinity of the Project Site would result in land use impacts in conjunction with the Project. A total of 188 related projects were identified that could potentially contribute to the cumulative effects of the Project (as listed in Section III (Environmental Setting)).

Development of the Project in conjunction with nearby related projects, most notably Related Project No. 65, Universal Vision Plan, would result in an intensification of existing prevailing land uses within the Universal City regional center. This trend would be consistent with regional and local plans and policies that promote development of high density nodes in transit station areas. In other areas, projects would be required to either generally conform to the zoning and land use designations for each site or be subject to specific findings and conditions which are based on maintaining general conformance with the land use plans applicable to the area. As such, development of the Project and related projects is not anticipated to substantially conflict with the intent of the City’s General Plan regarding the future development of the Universal City area, or with other land use regulations required to be consistent with the General Plan and Planning and Zoning Code. Development of the Project, in conjunction with related projects, would not be expected to result in cumulatively considerable impacts with respect to land use regulations. Therefore, the Project would not have a significant cumulative impact.



4. MITIGATION MEASURES

As the Project is consistent with existing land use regulations, no mitigation measures are required.

5. LEVEL OF SIGNIFICANCE AFTER MITIGATION

No mitigation measures are required and no significant land use consistency impacts would result from the Project.

iv.a.1. land use planning (metro)...land use plans/zones draft environmental impact report page...

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