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 Page IV.A.1-1
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 (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 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 vi. Los Angeles River Revitalization Master Plan 3. CUMULATIVE IMPACTS 4. MITIGATION MEASURES 5. LEVEL OF SIGNIFICANCE AFTER MITIGATION Page IV.A.1-2
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 Page IV.A.1-3
Figure IV.A.1-1, SCAG Los Angeles Subregion Page IV.A.1-4
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 longterm 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. Page IV.A.1-5
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. Page IV.A.1-6
locate new housing near existing jobs and new jobs near existing housing; (c) encourage transitoriented 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 Page IV.A.1-7
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. Page IV.A.1-8
Figure IV.A.1-2, Long-Range Land Use Diagram Page IV.A.1-9
(independent of commercial); major transit facilities; and inclusion of small parks and other communityoriented 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 8 Op. Cit., Table 3-1, Land Use Standards, page 3-23. 9 Op. Cit., page 3-40. 10 Op. Cit., Table 3-1, Land Use Standards, page 3-23. 11 Op. Cit., page 3-40. 12 Op. Cit., page 3-40. 13 Op. Cit., Table 3-1, Land Use Standards, page 3-23. 14 Op. Cit., Table 3-1, Land Use Standards, page 3-23. Page IV.A.1-10
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. 16 Op. Cit., page 4-1. 17 Op. Cit., page 4-1. 18 Op. Cit., page 4-2. 19 Op. Cit., page 8-2. Page IV.A.1-11
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. Page IV.A.1-12
Figure IV.A.1-3, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan Page IV.A.1-13
Figure IV.A.1-4, Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan Existing Land Use Designations Page IV.A.1-14
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 singlefamily 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. Page IV.A.1-15
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. 27 Op. Cit., page III-11. Page IV.A.1-16
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. Page IV.A.1-17
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 29 Op. Cit., page III-14. 30 Op. Cit., page III-15. Page IV.A.1-18
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. 32 Op. Cit., page III-17. Page IV.A.1-19
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. 33 Op. Cit., page III-18. 34 Op. Cit., page III-18. 35 Op. Cit., page III-20. Page IV.A.1-20
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 nonmotorized 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 36 Op. Cit., page III-24. 37 Op. Cit., page III-25. 38 Op. Cit., page IV-2. Page IV.A.1-21
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 multifamily 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 multifamily 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. Page IV.A.1-22