IV. ENVIRONMENTAL IMPACT ANALYSIS G. LAND USE

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1 IV. ENVIRONMENTAL IMPACT ANALYSIS G. LAND USE 1. INTRODUCTION This section provides an analysis of the consistency of the proposed project with land use regulations that guide development of the project site and also evaluates the relationship of the project with surrounding land uses. 2. ENVIRONMENTAL SETTING a. Existing Conditions and Background The project site is located within the West Los Angeles community of the City of Los Angeles, approximately 8.5 miles west of downtown Los Angeles and 6 miles northeast of the Pacific Ocean. As described in Section II, Project Description, of this Draft EIR, the approximately 22-acre project site consists of the existing Westfield Century City Shopping Center addressed as Santa Monica Boulevard, and two adjacent properties: a 13-story office building located at 1801 Avenue of the Stars and a five-story office building located at 1930 Century Park West. The project site is bounded to the north by Santa Monica Boulevard (a heavily traveled corridor that traverses the City), Avenue of the Stars to the east, Constellation Boulevard to the south, and Century Park West to the west. 124 The area is served by three major arterials, Santa Monica Boulevard, Olympic Boulevard and Pico Boulevard, and has nearby access to the San Diego Freeway (I-405) and the Santa Monica Freeway (I-10). The site lies within the commercial core of Century City, a highly urbanized area generally characterized by mid- to high-rise office buildings, hotels, entertainment, retail, and residential uses. This dense regional center physically contrasts with surrounding development, which consists primarily of low-rise commercial and residential uses. 124 The site is actually located on a northwest-southeast axis, with Santa Monica Boulevard to the northwest. Directions have been simplified for ease of reference. Page 380

2 (1) Project Site The Westfield Century City Shopping Center was developed in the mid-1960s. The center provides a variety of uses, including numerous retail stores, a grocery store, restaurants, and a multi-screen cinema. The shopping center has expanded and been upgraded over the years, with various approvals to expand shopping center uses and allow specific conditional uses. In 1988, the City granted a Conditional Use Permit (CUP) authorizing the sale and dispensing of alcoholic beverages for consumption on the shopping center premises, in conjunction with 18 restaurants, cafes and delicatessens. 125 As part of this CUP, Conditions of Approval were specified and agreed to by the shopping center. More recently in 2001, a Plan Approval was granted to expand the shopping center by 71,700 square feet, with modified parking access. 126 Although approved for a 71,700 square foot expansion, the actual project represented a net addition of only 63,075 square feet, aside from relocation of the existing AMC theater (which included 90,578 square feet and no increase in the number of theater seats) as acknowledged by the City in a covenant and agreement recorded in These improvements have been completed and include a relocated 15-screen state-of-the-art cinema adjacent to Macy s in the southwestern portion of the site (which opened in December 2005). Westfield s improvements have also included a new alfresco-style retail/dining terrace located north of the new cinema (which opened in November 2005), which added 1,308 square feet of space to the second floor food court area, as acknowledged by the City in another covenant and agreement recorded in Westfield has also expanded and renovated the Gelson s grocery store and added a new luxury retail area along Century Park West, most of which was completed in December In addition, access improvements along Santa Monica Boulevard have also been recently completed. With these recently completed improvements, Westfield Century City Shopping Center includes an estimated 742,815 square feet of retail and restaurant uses, as well as 90,578 square feet of cinema uses with 3,074 seats. In addition, approximately 2,630 parking spaces are provided within the site within two semi-subterranean levels below the shopping center uses. 129 The heights of the existing structures within the shopping center range from one story to four stories (approximately 16 to 73 feet above the shopping center plaza, which ranges from 7 to 11 feet above the adjacent street grade) Case No. CF , approved May 6, Case No. ZA (CUB)(SPR), approved August 14, Master Covenant and Agreement No Master Covenant and Agreement No The 2,630 parking spaces within the shopping center provide 295 more parking spaces than required by the City of Los Angeles. 130 Since the CCNSP requires that the heights of structures within the C2-1VL portion of the shopping center be measured from plaza level, the heights of other existing buildings within the shopping center have also been measured from plaza level to maintain consistency. Page 381

3 The layout of Westfield Century City Shopping Center has an open-air character, with aisles of retail bays surrounding two three-story department stores, arranged around a grid system of outdoor pedestrian walkways. The new theater building has a multi-story glass façade that overlooks a small outdoor plaza below, and the adjacent second floor outdoor dining terrace adds to the outdoor pedestrian-friendly quality of the center. The walkways through the shopping center connect to a broader pedestrian system through Century City, specifically connecting to a pedestrian bridge (discussed below) that spans Avenue of the Stars, as well as to an at-grade walkway south of the project site. The remainder of the project site consists of the two adjacent properties at 1801 Avenue of the Stars and 1930 Century Park West. The 1801 Avenue of the Stars property, located on the southwest corner of Santa Monica Boulevard and Avenue of the Stars, currently consists of approximately 298,718 square feet of office uses within a 13-story building, with 607 parking spaces in four subterranean levels. A pedestrian bridge across Avenue of the Stars connects to this property. The property at 1930 Century Park West, located on the northeast corner of Century Park West and Constellation Boulevard, includes a building comprised of approximately 62,246 square feet of office uses within five stories. Below this building is a two level subterranean parking garage that together with a small surface parking lot provides 161 parking spaces. Additional discussion regarding the development and history of these buildings and Century City as a whole is provided in Section IV.C, Historic Resources. (2) Surrounding Uses Land uses in the project area include a variety of primarily mid- and high-rise office, hotel, entertainment, hospital, and residential uses, as shown in Figure 47 on page 383. Within the same city block as the project site along Avenue of the Stars are a 20-story office building at 1901 Avenue of the Stars and the 39-story SunAmerica office building and associated parking structure at 1999 Avenue of the Stars. To the north of the project site across Santa Monica Boulevard are commercial and multifamily uses as well as the Los Angeles Country Club. Single-family residential uses are located further to the north of these uses. Uses directly south of the project site include the 19-story Century Plaza Hotel and the 36-story MGM building. In addition, a new approximately 480-foot high building with 147 condominium units has been approved to replace the recently demolished 30-story St. Regis Hotel located just south of the Century Plaza Hotel. In addition, this block includes the Century Woods Condominium complex, located at the northeast corner of Century Park West and Olympic Boulevard. Further to the south across Olympic Boulevard are the 39-story Fox Plaza office building, the Park Hyatt Hotel, and 20 th Century Fox Studio. Page 382

4 Northrop Plaza Los Angeles Country Club Project Boundary City Boundary Santa Monica U Single-Family Residential m om A NT 1800 Avenue of The Stars Watt Towers 1900 Avenue of The Stars SA C Constellation Comdominiums (approved) 1901 Avenue of The Stars ci er m m Co al ily m ial a F t ti- en ul sid M e R al ci er BO N O M A IC LS HIL S LY LE ER GE EV AN FB OS YO FL CIT YO CIT 1801 Century Park East D R VA LE Century Plaza Towers 2000 Avenue of The Stars AIG SunAmerica E AV E NU al ci er m ily l m Co am tia F ti- en ul id M es R D F E TH AR ST U BO O Century Plaza Hotel S L TE NS CO N O TI LA R VA LE MGM Tower Condominiums under construction Y UR NT CE Single-Family Residential K R PA Century Woods Condominiums B O U LE VA R D T ES W Fox Plaza PI C O M LY Fox Studios Note: The aerial results in some distortion with regard to site dimensions N Not to scale Figure 47 Surrounding Land Uses Source: Westfield, LLC, Page 383

5 To the southeast of the project site at 2000 Avenue of the Stars is a 15-story, approximately 790,000 square foot mixed-use office building that has recently been completed. In addition, the two 44-story Century Plaza Towers are located on the same block fronting Century Park East. At approximately 849 feet above mean sea level (amsl), the Century Plaza Towers are the tallest structures in the project vicinity. Across Avenue of the Stars to the east are a 13-story office building at 1800 Avenue of the Stars, a 28-story office building at 1900 Avenue of the Stars, and a two-story commercial building at 1950 Avenue of the Stars. Also within that block on Constellation Boulevard are a small building located at Constellation Boulevard, an office complex with twin 23-story structures known as Watt Plaza, a 27-story office building at Santa Monica Boulevard, a 27-story office building 1801 Century Park East, and associated surface and structured parking lots. The buildings located at Constellation Boulevard and 1950 Avenue of the Stars are proposed for demolition and replacement with 483 condominium units housed in two 47-story (570-foot) towers and a 12-story (135-foot) building, which have been approved by the City. 131 To the west of the project site are multi-family and single-family residential uses. These uses are separated from the site by Century Park West and a fence with mature landscaping that runs along the western portion of Century Park West in the vicinity of the site. Other residential uses in the area include high-density multi-family residential uses further south of the project site near Olympic Boulevard. As shown in Figure 47, these residential uses include the Century Wood Condominiums, the Park Plaza Condominiums, the Century Hill Condominiums, and the Century Park East Condominiums. The Century Towers, two 28-story residential towers, are also located further to the south of the site at the northeast corner of Avenue of the Stars and Pico Boulevard. The jurisdictional boundary between the City of Los Angeles and Beverly Hills is located east of Century Park East and forms the eastern boundary of Century City. Beverly Hills High School is located adjacent to the jurisdictional boundary, with a residential neighborhood located east of the school. Low-rise commercial uses are located to the north of the High School along Santa Monica Boulevard. To the south of the High School and south of Olympic Boulevard are multi-family residences and Roxbury Recreation Center. Public improvements to Santa Monica Boulevard have also recently been completed in the project area. The Santa Monica Boulevard Transit Parkway Project, consisting of the reconfiguration of Santa Monica Boulevard between I-405 and the Beverly Hills city limit (near Wilshire Boulevard), has merged Santa Monica Boulevard and Little Santa Monica (the parallel roadway to the immediate south), resulting in three travel lanes in each direction and neighborhood access roads along the north and south of the main roadway. This project has also 131 Case No. ENV EIR. Page 384

6 provided High Occupancy Vehicle (HOV) on-ramps to I-405 northbound and southbound, as well as traffic signal, median, street lighting, landscaping, bicycle lane, and public transportation improvements. b. Regulatory Framework (1) Local Plans and Applicable Policies (a) General Plan The General Plan of the is a policy document originally adopted in 1974 that serves as a comprehensive, long-term plan for future development. The General Plan sets forth goals, objectives and programs to guide land use policies and to meet the existing and future needs of the community, while integrating a range of State-mandated elements including Land Use, Transportation, Noise, Safety, Housing, and Open Space/Conservation. Two major components of the General Plan are the Citywide General Plan Framework Element and the Land Use Element, which is comprised of 35 local area plans known as Community Plans that guide land use at the local level. Relative to the project site, the General Plan includes the West Los Angeles Community Plan (Community Plan), which guides land use at the community level, and the Century City North Specific Plan (CCNSP), which contains site-specific land use constraints for new development. These documents are discussed further below. (i) The Framework Element of the General Plan The Framework Element of the General Plan (General Plan Framework), adopted in December 1996 and readopted in August 2001, presents a strategy for long-term growth that sets a context to guide amendments of the City's Community Plans, zoning ordinances, and other pertinent programs. The General Plan Framework defines Citywide policies for land use, housing, urban form and neighborhood design, open space and conservation, economic development, transportation, infrastructure and public services. General Plan Framework land use policies are further guided at the community level through the Community Plans and Specific Plans. The General Plan Framework Land Use Chapter designates Districts (i.e., Neighborhood Districts, Community Centers, Regional Centers, Downtown Centers, and Mixed-Use Boulevards) throughout the City and provides policies applicable to each District to support the vitality of the City s residential neighborhoods and commercial centers. Century City is designated as a Regional Center under the General Plan Framework and, as such, is designated Page 385

7 as a high-density area and a focal point of regional commerce, identity, and activity. 132 Table 3-1 of the Framework lists the following as typical uses within a Regional Center: Corporate and professional offices, retail commercial (including malls), personal services, eating and drinking establishments, telecommunications centers, entertainment, major cultural facilities, hotels, and similar uses; Mixed use structures integrating housing with commercial uses; Multi-family housing (independent of commercial); Major transit hub; Inclusion of small parks and other community-oriented activity facilities. The density of Regional Centers also supports the development of a comprehensive and inter-connected network of public transit and services. In addition, the General Plan Framework's Land Use Chapter encourages retention of the City's stable residential neighborhoods and proposes incentives to encourage the location of future growth in neighborhood districts, commercial and mixed use centers, along boulevards, industrial districts, and in proximity to transportation corridors and transit stations. The General Plan Framework Housing Chapter seeks to contribute to stable, safe, and livable neighborhoods and improve access to jobs and neighborhood services. The Urban Form and Neighborhood Design Chapter of the General Plan Framework establishes the goals 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 Citywide scales. 133 The General Plan Framework does not directly address the design of individual neighborhoods or communities, but embodies general 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 Urban Form and Neighborhood Design Chapter encourages growth in areas that have a sufficient base of both commercial and residential development to support transit service. 132 The Citywide General Plan Framework, Los Angeles City Planning Department, Figure 3-3, Long Range Land Use Diagram: West/Coastal Los Angeles, re-adopted by the City Council on August 8, Urban form refers to the general pattern of building heights and development intensity and the 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. Page 386

8 The Open Space and Conservation Chapter of the General Plan 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 Economic Development Chapter of the Framework seeks to provide physical locations necessary to attract continued economic development and investment to targeted districts and centers. Goals, objectives, and policies focus on retaining commercial uses, particularly within walking distance of residential areas, and promoting business opportunities in areas where growth can be accommodated without encroaching on residential neighborhoods. The Transportation Chapter of the General Plan 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. 134 The Transportation Chapter stresses that transportation investment and policies will need to 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 General Plan Framework is implemented through the Transportation Element of the General Plan. Applicable policies and a consistency analysis of the project with each of the General Plan Framework chapters are provided in Table 22 on page 406 in the impact analysis below. (ii) Transportation Element of the General Plan The Transportation Element of the General Plan, adopted September 8, 1999, presents a guide to the further development of a Citywide transportation system and the efficient movement of people and goods. The Transportation Element addresses motorized and non-motorized transportation, including highways, scenic highways, rail transit, goods movement systems, pedestrian priority street segments, and bikeways. The Transportation Element sets forth street designations and related standards, as well as selection and performance standard criteria for each designation. The Bicycle Plan is a component of the Transportation Element. Under the Bicycle Plan, Santa Monica Boulevard and Avenue of the Stars are 134 The Citywide General Plan Framework, Los Angeles City Planning Department, re-adopted by the City Council on August 8, 2001, page 8-2. Page 387

9 designated as Class II bicycle routes in the Westside Geographical Area (Map B2). The bikeway on Santa Monica Boulevard is planned to tie into a Class I bikeway at Sepulveda Boulevard. The Avenue of the Stars bikeway ties into a Class I bikeway south of Century City, via Motor Avenue. (iii) West Los Angeles Community Plan The land use policies and standards of the General Plan Elements and the General Plan Framework are implemented at the local level through the community planning process (i.e., the Community Plan). Pursuant to state law, the Community Plan is consistent with the other elements and components of the General Plan. The intent of the Community Plan is to promote an arrangement of land uses, circulation, and services that will encourage and contribute to the economic, social and physical health, safety, welfare, and convenience of the people who live in the community. Development on the project site is subject to the West Los Angeles Community Plan, last updated on July 27, The Community Plan sets forth goals, objectives, policies, and programs to meet the needs of the West Los Angeles community through the year As shown in Figure 48 on page 389, the Community Plan designates the entire project site and much of the surrounding portions of Century City for Regional Commercial uses. The primary issues addressed in the Community Plan that pertain to commercial uses deal with land use compatibility concerns such as visual cohesiveness and continuity along commercial frontages, architectural quality, visual identity, signage, landscaping, streetscape improvements, and compatibility with surrounding development in terms of building height, scale, and architecture. The Community Plan also encourages pedestrian- and neighborhoodfriendly commercial development, with convenient access, sufficient parking, and appropriate scale. Opportunities for development that support the Community Plan s goals are also identified and include: implementation of the CCNSP (discussed below), which regulates land use as well as vehicular traffic in the project area; the Santa Monica Boulevard Transit Parkway Project (discussed above) which is currently underway and will help improve the visual character of the area; and the potential for mixed use development designed to promote pedestrian activity, reduce traffic congestion, and increase economic viability. Community Plan issues that address residential development include: (1) the need to protect low-density residential uses from encroachment from spillover traffic or commercial off-street parking; (2) usable open space and recreational facilities in multiple-family housing; (3) a lack of transition in scale, density, and character between commercial and industrial uses and single- and multi-family areas; and (4) the need to coordinate new development with the availability of public infrastructure. 135 Local characteristics supporting these aims include the 135 West Los Angeles Community Plan, Los Angeles City Planning Department, updated July 27, 1999, pages I-2 and I-3. Page 388

10 PROJECT SITE Project Site Page 389 N No scale Source: Department of City Planning. Figure 48 West Los Angeles Community Plan Designations

11 area s social and economic diversity; unique architectural characteristics; proximity of cultural and intellectual institutions such as museums, theaters, and educational facilities, as well as recreational amenities; proximity to Los Angeles International Airport; access to major freeways and employment centers in downtown Los Angeles and Century City; and the potential for mixed use development along Santa Monica, Wilshire, and Sawtelle Boulevards. The West Los Angeles Community Plan also describes transportation as a significant land use issue, citing as problems acute traffic congestion on major roadways; insufficient vehicular links between residential areas and commercial, retail, and recreational facilities; inadequate alternative modes of transportation; and spillover parking from commercial areas into residential areas. The West Los Angeles Transportation Improvement and Mitigation Specific Plan (discussed further below) is described as a transportation-related Specific Plan that serves to mitigate the impact of new development on the circulation system through transportation impact fees and project phasing. Transportation opportunities also described in the Community Plan include improved and expanded bicycle lanes, implementation of project-specific traffic mitigation measures, and the Santa Monica Boulevard Transit Parkway Project. The Community Plan sets forth goals and objectives to maintain the community s distinctive character by preserving and enhancing the area s positive characteristics and maximizing development opportunities around future transit systems while minimizing adverse impacts. The goals, objectives, and policies that apply to designated commercial properties, such as the project site, as well as residential uses, which are also proposed under the project, are provided below in Table 24 on page 416 within the Project Impact Analysis. Chapter V (Urban Design) of the Community Plan addresses community design and landscaping in public spaces and rights-of-way. Design standards are established to ensure that visual continuity is maintained along commercial streetscapes, pedestrian and economic activity is promoted through good design, and that quality of life and neighborhood identity are enhanced through architectural design. Relative to commercial uses, the design standards focus on orienting structures toward main commercial streets; avoiding pedestrian/vehicular conflicts; promoting pedestrian-scaled development with sufficient articulation to provide visual interest; screening equipment from public view; integrating parking structure design with building design; buffering residential uses from parking structures; and providing sufficient lighting for safety while minimizing light spillover. The residential design standards similarly address visual character and landscaping, as well as open space. Finally, landscaping guidelines are provided for streetscapes, public spaces, and rights-of-way. Specific improvements are recommended and pertain to visual entryways, streetscape design, street trees, street furniture, street lighting, sidewalks, signage, and public open spaces and plazas. Page 390

12 While the Community Plan does not mandate mixed-use projects, it encourages mixed use in commercially designated areas that have the potential for such uses. 136 The intent of mixed-use development is to provide housing in proximity to jobs and services, to reduce vehicular trips, congestion, and air pollution, to provide for rental housing, and to stimulate pedestrian-oriented areas. The Community Plan states that the mixed-use concept could accommodate separate commercial and residential structures in the same block. 137 (iv) Century City North Specific Plan The project site also lies within the Century City North Specific Plan area, as shown in Figure 49 on page 392. Adopted in November 1981, the CCNSP was designed to guide development and redevelopment in the area and to ensure adequate transportation and other public facilities for the high-intensity center of Century City, while addressing compatibility with nearby low-density residential areas. The CCNSP establishes a phasing strategy, consisting of two development phases, to assure orderly development and provide adequate infrastructure with build-out of the existing zoning for the area. The CCNSP limits development in Century City through the assignment of development rights called Cumulative Automobile Trip Generation Potential (CATGP) Trips to parcels within the CCNSP The first phase of the CCNSP (Phase I) allowed development until projects had used a certain number of development rights or CATGP Trips and required specific street dedications and roadway improvements on Avenue of the Stars, Century Park East, Century Park West, Constellation Boulevard, Pico Boulevard, and Santa Monica Boulevard. The CCNSP s second phase of development began when building permits had been issued for projects generating 15, CATGP Trips and when all public improvements set forth in the CCNSP Ordinance were completed. Pursuant to City of Los Angeles Case No. CF , all Phase I improvements have been completed and the CCNSP is now acting in its second phase. Projects developed during Phase II are limited to three sources of CATGP Trips. First, a project may use the original Phase I CATGP Trips assigned by the City to parcels in Second, a project may use Replacement CATGP Trips generated when uses on a parcel are changed or buildings on that parcel are demolished, since a change of use or demolition of these 136 West Los Angeles Community Plan, Los Angeles City Planning Department, updated July 27, 1999, page III Ibid. 138 Cumulative Automobile Trip Generation Potential (CATGP) is defined as the cumulative total daily Trips generated by all Projects on commercially zoned lots within the Specific Plan Area for which building permits are issued subsequent to November 15, 1981, based on CATGP Trip generation factors specified within the Specific Plan. (Century City North Specific Plan, Section 2, page 2.) 139 CATGP Trips are defined as a unit of real property development rights pursuant to this Specific Plan and means a calculation of daily arrivals at and daily departures from a building or structure by motor vehicles of four or more wheels. The number of Trips generated by any Project or existing building or structure shall be calculated utilizing the table set forth in the definition of Cumulative Automobile Trip Generation Potential. (Century City North Specific Plan, Section 2, page 5.) Page 391

13 Project Site N Not to scale Figure 49 Century City North Specific Plan Area Source: (General Plan - Specific Plan) November 24, 1981 Page 392

14 buildings frees the parcel for replacement development. 140 Third, a project may have CATGP Trips transferred to the project site from another parcel within the Century City North Specific Plan. A limited number of CATGP Trips may also be transferred from the Century City South Specific Plan area to lots within the Century City North Specific Plan area. In order for a transfer of CATGP Trips to occur, the Director of City Planning must certify in writing that the transfer conforms to the provisions of the CCNSP. 141 Section 7 of the CCNSP, entitled Shopping Center, applies specifically to the Westfield Century City property. The CCNSP prohibits fast food restaurants on-site, stipulates that retail commercial development may include incidental office space, details a CATGP Trip rate and limitations for CATGP Trips transferred from the shopping center to another lot for retail commercial uses. The CCNSP also specifies that the first 3, CATGP Trips resulting from building demolition on-site must be used for retail commercial uses (unless a specific City Council resolution is obtained). Based on the City s August 1, 2007 Trip Allocation Chart, CATGP Trips remain available within the shopping center, and 1, CATGP Replacement Trips are available on the 1930 Century Park West parcel. In addition, the City has acknowledged, through recorded covenants, that demolition of the existing development on the 1801 Avenue of the Stars and 1930 Century Park West parcels would result in an additional 4, and CATGP Replacement Trips, respectively. 142 Section 7 of the CCNSP also indicates that building heights within the C2-1VL-0 zone of the shopping center (i.e., the area along Century Park West) are limited to 45 feet as measured from the plaza level. 143 Finally, this section specifies that 15,000 square feet of improved leasable floor area be made available for public use by the property owner. This requirement has been satisfied. Additionally, the commercially zoned properties within the CCNSP area are divided into Core and Buffer Areas, as shown in Figure 50 on page 394. The majority of the project site is located within the Core Area, which allows for a floor area ratio (FAR) of 6 to 1, while the western portion of the site (along Century Park West) is located within the Buffer Area and is subject to a FAR of 4.5 to 1. As shown in Figure 49, the Century City North Specific Plan area includes a system of pedestrian walkways and crossings that collectively comprise a pedestrian corridor. The existing walkways through the shopping center link to this broader pedestrian system, specifically 140 CCNSP Sections 3.C.3 and 3.C CCNSP Section Master Covenant and Agreement ; Master Covenant and Agreement As discussed more fully in Section II. Project Description, the project is requesting an amendment to the CCNSP which would expand the definition of Shopping Center to include 1801 Avenue of the Stars and 1930 Century Park West, and measure the heights of all structures located within the Shopping Center from the plaza level. Page 393

15 Project Site N Not to scale Source: (General Plan - Specific Plan) November 24, Page 394 Figure 50 Commercially Zoned Areas of the Century City North Specific Plan

16 connecting to a pedestrian bridge that spans Avenue of the Stars. The shopping center also connects to an at-grade walkway south of the project site via a pedestrian crosswalk at the southeast corner of the existing Macy s building. Per Section 10 of the CCNSP, the project would be required to dedicate and maintain the pedestrian walkway through the site so as not to impede the designated pedestrian corridor. A list of design standards for the corridor is also specified; applicable standards are addressed in Section IV.A., Aesthetics/Visual Resources, of this Draft EIR. As discussed in more detail below, since the proposed project falls within Phase II of the CCNSP, it would be required to obtain a Project Permit. Approval of a Project Permit requires written findings by the City Planning Commission, which are listed in Table 25 on page 423 within the project impact analysis. (v) West Los Angeles Transportation Improvement and Mitigation Specific Plan The project site is also located within the boundaries of the West Los Angeles Transportation Improvement and Mitigation Specific Plan (West LA TIMP), adopted March 8, The West LA TIMP is the transportation Specific Plan for a broad area between the Hollywood Hills to the north, the City of Santa Monica boundary to the west, the City of Culver City boundary to the south, and the City of Beverly Hills boundary to the east. The West LA TIMP is intended to regulate the phased development of land uses, insofar as the transportation infrastructure can accommodate such uses, and promote the development of coordinated and comprehensive transportation plans and programs with other jurisdictions and public agencies. The West LA TIMP is intended to provide a mechanism to fund specific transportation improvements that would mitigate transportation impacts generated by new development. A Transportation Impact Assessment (TIA) process and fee has been established for new development on any lot in the R3 or less restrictive zone. However, the West LA TIMP exempts multi-family projects from the TIA fee. The plan ensures that the public transportation facilities that will be constructed with these funds will significantly benefit the contributor. Projects subject to this Specific Plan must also execute a Covenant with the City to implement a transportation demand management program satisfactory to the Department of Transportation which is substantially in conformance with the requirements outlined in the West LA TIMP. This requirement is intended to promote or increase work-related ridesharing and transit use as well as bicycling to reduce peak hour vehicle trips. The plan also is intended to promote area wide transit enhancement through additional transit lines, shuttles, transit centers and facilities which expedite transit flow. Finally, the plan promotes neighborhood protection programs to minimize intrusion of commuter traffic through residential neighborhoods. Refer to Section IV.J, Traffic and Circulation, of this Draft EIR for a more detailed discussion of the West LA TIMP. Page 395

17 (2) Los Angeles Municipal Code (LAMC) The Planning and Zoning Code (Chapter 1 of the LAMC) regulates development through land use designations and development standards. As shown in Figure 51 on page 397, the site encompasses three zoning designations as follows: C2-2-O along Avenue of the Stars (i.e., the 1801 Avenue of the Stars building); C2-1L-O extending from Santa Monica Boulevard to Constellation Boulevard through the center of the site (i.e., the majority of the existing shopping center); and C2-1VL-O along Century Park West (i.e., the western portion of the shopping center and the 1930 Century Park West building). The C2 portions of these designations indicate that the site is zoned for commercial uses (multi-family residential uses are also permitted within this zone). The second part of these zoning designations indicates the height districts that the site is located in. Three height districts apply to the project site: Height District No. 2 allows for unlimited building height and stories; Limited Height District No. 1 (1L) restricts building heights to a maximum of 75 feet and 6 stories; and Very Limited Height District No. 1 (1VL) restricts building heights to a maximum of 45 feet and three stories. 144 Additionally, the third part of these zoning designations indicates that the project site is within a supplemental Oil Drilling District (O) as discussed below. As detailed in LAMC Section A, a wide range of commercial uses are permitted within the C2 zone, including various types of retail shops, grocery stores, restaurants and cafés, theaters, business and professional offices, entertainment uses, and parking facilities, as well as signage. High density multiple-family development is also permitted in the C2 zone, in compliance with the area, density, parking and related requirements of the R4 (Multiple Dwelling) zone. The sale and dispensing of alcoholic beverages is also permitted, pursuant to a Conditional Use Permit (CUP). In 1988, the City granted a CUP authorizing the sale and dispensing of alcoholic beverages for consumption on the shopping center premises, in conjunction with 18 restaurants, cafes, and delicatessens. 145 To date, 15 of the 18 establishments have been utilized. In addition, the shopping center has a deemed-to-be approved CUP for offsite sales of alcohol for Gelson's Market. Commercial uses within the C2 zone do not require front, side or rear yards, nor minimum lot areas. However, buildings or portions of buildings within the C2 zone that are used for residential purposes are subject to the side and rear yard requirements of the R4 zone, or a minimum side yard of five feet (in most instances) and minimum rear yard of 15 feet, as well as the R4 minimum lot area requirement of 5,000 square feet. Loading space requirements are specified in LAMC Section C Section of the Municipal Code. In addition, Section 7 of the CCNSP provides that heights of structures which are located in the C2-1VL portion of the existing shopping center shall be measured from the plaza level. 145 Case No. CF , approved May 6, Page 396

18 R1-1-O R1-1-O R2-1-O R1-1-O R2-1-O R2-1-O S. BEVERLY GLEN BLVD R1-1-O R1-1-O R2-1-O R2-1-O R1-1-O R1-1-O R2-1-O R2-1-O C2-1VL-O Page 397 R1-1-O R2-1-O R2-1-O C2-1VL-O CLUB VIEW DR R1-1-O R1-1-O R1-1-O R1-1-O R1-1-O R1-1-O R1-1-O R1-1-O R1-1-O C2-1VL-O R3-1-O C2-1VL-O C2-1VL-O R3-1-O R3-1-O R3-1-O C2-1VL-O C2-1VL-O C2-1VL-O R3-1-O R1-1-O R1-1-O R1-1-O WEST CENTURY PARK FOX HILLS DR CONSTELLATION BLVD C2-1L-O C2-1VL-O C2-1VL-O R1-1-O R1-1-O R1-1-O C2-1VL-O AVENUE OF THE STARS C2-1VL-O C2-1VL-O C2-1VL-O C2-2-O C2-2-O SANTA MONICA BLVD A1-1XL R3-1-O R4-2-O C2-2-O R3-1-O W OLYMPIC BLVD C2-1VL-O C2-2-O EAST CENTURY PARK C2-2-O [Q]CCS-O R4-2-O GALAXY WY R4-2-O SIMORENO DR R4-2-O W PICO BLVD EMPYRE WY R4-1L-O S LASKY DR A1-1XL-O R4-1L-O R4-1VL-O R4-1VL-O City of Beverly Hills CHARLEVILLE BLVD GREGORY WY W OLYMPIC BLVD Single-Family Residential Zones (RE,RS,R1,RU,RZ,RW1) Multiple-Family Residential Zones (R2,RD,RMP,RW2,R3,R4,R5) Commercial (ADP,C1,C1.5,C2,C4,C5,CR,CW,LASED,WC) Industrial (CM,MR,CCS,M1,M2,M3,SL) Agricultural (A,RA) Public Facilities (PF) Single-Family Residential Zones R-1 - One-Family Residential Zone R-1.5X - One-Family Residential Zone Multiple-Family Residential Zones R-4 - Multiple Residential Zone R-4X1 - Residential Income and Multiple Dwelling Zone R-4X2 - Multiple Residential Zone Commercial Zones C-3 - Commercial Zone Other Zones S - Public School Zone Park, Institutional Parking Zone Figure 51 Zoning Map N LEGEND City of Beverly Hills Project Site Source: Department of City Planning;City of Beverly Hills Department of Community Development, Planning Not to scale

19 As mentioned above, the project site is designated as being in a supplemental Oil Drilling District, defined in the Zoning Code as a district where oil drilling and/or production associated with oil or gas wells or other hydrocarbon substances is permitted. While the project site is located within the boundaries of the Beverly Hills Oil Field, no active or closed oil wells exist on-site. Given the history of oil production in the area, the project site is also located in a designated Methane Zone. 146 Please see Section IV.E, Hazards and Hazardous Materials, for further discussion regarding this issue. As shown in Figure 51, the properties surrounding the project site to the east and south are similarly zoned C2 (encompassing Height Districts 1, 1VL, and 2), allowing for the same range of uses and building heights/densities as the project site. The residential properties west of the site are zoned R1 (One-Family), R2 (Two-Family), and R3 (Multiple Dwelling), whereas the residential uses located within the Regional Center area of Century City (further south of the project site) are zoned R4. The commercial uses along Santa Monica Boulevard to the north of the project site are generally zoned C2. In addition, the Los Angeles Country Club north of the site is zoned A1 (Agriculture), corresponding to the open space use of the golf course. Further to the north is a single-family residential neighborhood in the R1 zone. As indicated previously, the jurisdictional boundary with the City of Beverly Hills is located a few blocks east of the project site. Immediately east of the City line, Beverly Hills High School is zoned S (Public School) zone, with R4 and R1.5 residential uses further to the east. (3) Regional Plans and Applicable Policies Regional land use plans that encompass the project area include the Southern California Association of Governments (SCAG) Regional Comprehensive Plan Guide (RCPG), which addresses regional development and forecasts growth for cities under its jurisdiction; and the Los Angeles County Congestion Management Plan (CMP), administered by the Metropolitan Transport Authority (MTA), which regulates regional traffic issues. In addition, the South Coast Air Quality Management District (SCAQMD) administers the Air Quality Management Plan (AQMP), which addresses attainment of State and federal ambient air quality standards throughout the South Coast Air Basin. (a) SCAG Regional Comprehensive Plan and Guide, Regional Transportation Plan, and Growth Vision Report SCAG is a joint powers agency with responsibilities pertaining to regional issues. SCAG s responsibilities include preparation of the RCPG in conjunction with its constituent 146 Zoning information per Zone Information & Map Access System (ZIMAS), accessed March Page 398

20 members and other regional planning agencies. The RCPG is intended to serve as a framework for decision-making with respect to regional growth that is anticipated through the year 2015 and beyond, including growth management and regional mobility. In addition, the RCPG proposes a voluntary strategy for local governments to use in addressing issues related to future growth and in assessing the potential impacts of proposed development projects within the regional context. For planning purposes, the SCAG region has been divided into 14 subregions. The project site is located within the Los Angeles City subregion. The RCPG includes five core chapters, Growth Management, Regional Mobility, Air Quality, Water Quality, and Hazardous Waste Management. Ancillary chapters within the RCPG including Economy, Housing, Human Resources and Services, Finance, Open Space and Conservation, Water Resources, Energy, and Integrated Waste Management, reflect other regional plans but do not contain actions or policies required of local governments. Adopted policies related to land use are contained primarily in the Growth Management chapter of the RCPG. The purpose of the Growth Management chapter is to present forecasts that establish the socio-economic parameters for the development of the Regional Mobility and Air Quality chapters of the RCPG and to address issues related to growth and land consumption. These parameters encourage local land use actions that could ultimately lead to the development of an urban form that will help minimize development costs, protect natural resources, and enhance the quality of life in the region. The Growth Management policies that relate to the proposed project are discussed in the analysis of impacts below. DESTINATION 2030 is the 2004 Regional Transportation Plan (RTP) for the six-county region in southern California including Los Angeles, Orange, San Bernardino, Riverside, Ventura and Imperial. The RTP is a multi-modal Plan representing SCAG s vision for a better transportation system, integrated with the best possible growth pattern for the region over the RTP horizon of The RTP provides the basic policy and program framework for long-term investment in the vast regional transportation system in a coordinated, cooperative and continuous manner. Transportation investments in the SCAG Region that receive State or federal transportation funds must be consistent with the RTP and must be included in the Regional Transportation Improvement Program (RTIP) when ready for funding. The RTP goals that relate to the proposed project are discussed in the analysis of impacts below. In an effort to maintain the region s prosperity, continue to expand its economy, house its residents affordably, and protect its environmental setting as a whole, SCAG has collaborated with interdependent sub-regions, counties, cities, communities and neighborhoods in a process referred to by SCAG as Southern California Compass, which resulted in the development of a shared Growth Vision for Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura Counties. SCAG began Compass in 2002, spearheaded by the Growth Visioning Subcommittee, which consists of civic leaders from throughout the region. The shared regional Page 399

21 vision sought to address issues such as congestion and housing availability, which may threaten the region s livability. The underlying goal of the growth visioning effort is to make the SCAG region a better place to live, work, and play for all residents regardless of race, ethnicity or income. To organize the strategies for improving the quality of life in the SCAG region, a series of principles was established by the Growth Vision Subcommittee. These goals are contained in the Growth Vision Report. The four principles are intended to promote and maximize regional mobility, livability, prosperity and sustainability. Decisions regarding growth, transportation, land use and economic development should support and be guided by these principles. Specific policy and planning strategies also are provided as a way to achieve each of the principles. The project s consistency with the Growth Vision goals is discussed in the analysis of impacts below. In addition, the Compass Blueprint 2% Strategy provides guidance for how and where SCAG can implement the Growth Vision for Southern California s future. It calls for modest changes to current land use and transportation trends on only 2% of the land area of the region. As indicated on the 2% Strategy Opportunity Areas map for the Central, the project site is not located within a Compass 2% Strategy Opportunity Area. (b) SCAQMD Air Quality Management Plan (AQMP) The SCAQMD was established in 1977 pursuant to the Lewis-Presley Air Quality Management Act. The SCAQMD is responsible for bringing air quality in the South Coast Air Basin (Basin) into conformity with federal and State air pollution standards. The SCAQMD is also responsible for monitoring ambient air pollution levels throughout the Basin and for developing and implementing attainment strategies to ensure that future emissions will be within federal and State standards. The SCAQMD s AQMP, last amended in 2007, presents strategies for achieving the air quality planning goals set forth in the Federal and California Clean Air Acts (CAA), including a comprehensive list of pollution control measures aimed at reducing emissions. Further discussion of the AQMP can be found in Section IV.B, Air Quality, of this Draft EIR. (c) MTA Congestion Management Program (CMP) The Los Angeles County Metropolitan Transportation Authority administers the CMP, a State-mandated program designed to provide comprehensive long-range traffic planning on a regional basis. The CMP, revised in 2004, includes a hierarchy of highways and roadways with minimum level of service standards, transit standards, a trip reduction and travel demand management element, a program to analyze the impacts of local land use decisions on the regional transportation system, a seven-year capital improvement program, and a county-wide Page 400