I. Introduction/Summary

I. INTRODUCTION/SUMMARY

1. INTRODUCTION The purpose of this Environmental Impact Report (EIR) is to inform decision-makers and the general public of the potential environmental impacts resulting from the proposed Metro Universal Project (Project). The Project Applicant is Thomas Properties Group, LP, 515 S. Flower Street, 6th Floor, Los Angeles, California 90071. A detailed description of the Project is contained in Section II, Project Description, of this EIR.

The Project will require approval of certain discretionary actions by the City of Los Angeles and other governmental agencies. Therefore, the Project is subject to environmental review requirements under the California Environmental Quality Act (CEQA).1 For purposes of complying with CEQA, the City of Los Angeles, Department of City Planning, 200 N. Spring Street, Room 601, Los Angeles, California 90012 (City) is identified as the Lead Agency for the Project.

As described in Section 15121(a) and 15362 of the Guidelines for CEQA,2 an EIR is an informational document which will inform public agency decision-makers and the public of the significant environmental effects of a project, identify possible ways to minimize any significant effects, and describe reasonable project alternatives. Therefore, the purpose of this EIR is to focus the discussion on the Project’s potential environment effects which the Lead Agency has determined to be, or may be significant. In addition, feasible mitigation measures are recommended, when applicable, that could reduce or avoid significant environmental impacts.

This EIR was prepared in accordance with Section 15151 of the State CEQA Guidelines which defines the standards for EIR adequacy:

An EIR should be prepared with a sufficient degree of analysis to provide decisionmakers with information which enables them to make a decision which intelligently takes account of environmental consequences. An evaluation of the environmental effects of a proposed project need not be exhaustive, but the sufficiency of an EIR is to be reviewed in the light of what is reasonably feasible. Disagreement among experts does not make an EIR inadequate, but the EIR should summarize the main points of disagreement among the experts. The courts have looked not for perfection but for adequacy, completeness, and a good faith effort at full disclosure.

a. Notice of Preparation for Current Project

Comments from identified responsible and trustee agencies, as well as interested parties on the scope of the Draft EIR, were solicited through a Notice of Preparation (NOP) process. The NOP for the Draft EIR

1 Public Resources Code Sections 21000-21177.

2 California Code of Regulations (CCR) Title 14, Chapter 3, Sections 15000-15387.

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was circulated for a 30-day review period starting on June 16, 2007 and ending on July 16, 2007. A public scoping meeting was held on June 25, 2007 at the Marvin Braude San Fernando Valley Constituent Service Center, 6262 Van Nuys Boulevard, Van Nuys, CA 91401 to receive community input on the Project and the Scope of the EIR. Refer to Appendices I-1 and I-2 to this EIR for a copy of the NOP and written comments submitted to the Planning Department in response to the NOP and scoping meeting.

b. Environmental Issues to be Analyzed in the EIR

Based on public comments in response to the NOP and a review of environmental issues by the Lead Agency, this EIR analyzes the following impact areas:

• Aesthetics;

• Air Quality; • Biological Resources; • Cultural Resources, including:

o Historic Resources; and

o Archaeological and Paleontological Resources;

• Geology and Soils; • Hazards and Hazardous Materials; • Hydrology and Water Quality; • Land Use and Planning;

• Noise; • Population, Housing, and Employment; • Public Services, including:

o Fire Protection;

o Police Protection;

o Schools;

o Recreation and Parks; and

o Libraries;

• Traffic/Transportation/Parking; and • Utilities, including:

o Water;

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o Sewer;

o Solid Waste;

o Electricity Supply; and

o Natural Gas Supply.

The City has determined that the Project would not result in significant environmental effects with respect to: agricultural resources and mineral resources. Therefore, these issues are not examined in detail in the EIR.3 In accordance with State CEQA Guidelines Section 15128, brief statements of the reasons that these possible significant effects were determined not to be significant are contained in the Initial Study for the Project, Appendix I-1 to this EIR.

c. Environmental Review Process

The Draft EIR will be circulated for review and comment by the public and other interested parties, agencies, and organizations for a period of 90 days, which is longer than the standard 45-day review period required by CEQA. After completion of the public review period, a Final EIR will be prepared that responds to comments on the Draft EIR that are submitted during the review period and modifies the Draft EIR as required. Public hearings on the Project will be held after completion of the Final EIR. The City will make the Final EIR available to agencies and the public prior to considering certification of the EIR. Notice of the time and location will be published prior to the public hearing date. All comments or questions about the Draft EIR should be addressed to:

Jon Foreman, City Planner/Project Coordinator Department of City Planning Universal City Projects Unit 200 N Spring Street, Room 601 Los Angeles, California 90012 Fax: (213) 978-6566 [email protected]

d. Organization of the Draft EIR

The Draft EIR is organized into seven sections as follows:

Section I. Introduction and Summary: This section provides an introduction to the environmental review process and a summary of the project description, alternatives, environmental impacts, and mitigation measures.

3 Per State CEQA Guidelines Section 15126.2(a), “an EIR shall identify and focus on the significant environmental effects of the proposed project.”

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Section II. Project Description: A complete description of the Project including Project location, Project Site characteristics, Project characteristics, Project objectives, and required discretionary actions is presented.

Section III. Environmental Setting: An overview of the environmental setting of the Project is provided including a description of existing and surrounding land uses, and a list of related projects.

Section IV. Environmental Impact Analysis: The Environmental Impact Analysis section is the primary focus of this EIR. Each environmental issue contains a discussion of existing conditions, an assessment and discussion of the significance of impacts associated with the Project, mitigation measures, cumulative impacts, and level of impact significance after mitigation.

Section V. Alternatives to the Project: This section includes an analysis of a reasonable range of alternatives to the Project. The range of alternatives selected is based on their ability to feasibly attain most of the basic objectives of the project and alternatives that would avoid or substantially lessen any of the significant effects of the project.

Section VI. Summary of Significant Unavoidable Impacts: This section provides a summary of significant and unavoidable impacts of the Project.

Section VII. Growth Inducing Impacts: This section provides a discussion of potential growth inducing effects of the Project.

Section VIII. Significant Irreversible Environmental Changes: This section provides an explanation of significant irreversible environmental changes associated with the Project.

Section IX. Preparers of the EIR and Persons Consulted: This section presents a list of City, County of Los Angeles, and other agencies and consultant team members that contributed to the preparation of the EIR.

2. PROJECT DESCRIPTION The Project Site is located approximately 1.2 miles south and east of the junction of U.S. Route 101 (Hollywood Freeway) and State Route 134 (Ventura Freeway). The Project Site is generally bounded by Bluffside Drive to the north and west, Lankershim Boulevard to the east, and Ventura Boulevard to the south and east. Campo de Cahuenga Way and the Hollywood Freeway bisect the Project Site at the central and southern portions of the site, respectively.

Five separate parcels comprise the Project Site. These parcels are referred to as Sites A, B, C, D, and E respectively. Sites A and B are located north of Campo de Cahuenga Way, Site C is located south of Campo de Cahuenga Way and north of the Hollywood Freeway, and Sites D and E are located on the north side of Ventura Boulevard and south of the Hollywood Freeway.

The Project Site is located entirely within the City of Los Angeles, north of the foothills of the north face of the Santa Monica Mountains and contains generally flat topography. The Project Site presently

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operates as a transit/transportation hub associated with the Universal City Metro Red Line station. The Metro Red Line subway runs under the Project Site and the underground station is located just west of the corner of Lankershim Boulevard and Campo de Cahuenga Way. North of the Project Site, the subway runs under Lankershim Boulevard to the North Hollywood Metro Red Line station, which is the terminus of the Red Line. South of the Project Site, the subway runs in a tunnel beneath the Santa Monica Mountains to the Hollywood/Highland Metro Red Line station.

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

a. Phase 1

Phase 1 of the Project would involve new development on the north side of Campo de Cahuenga Way and would include demolition of the existing surface park & ride lots and construction of a maximum of 995,200 gross square feet of floor area, including an office and media production facility, retail/restaurant uses, and associated parking structures. To assure continuous Metro bus, rail, and park & ride operations during construction, Phase 1 improvements would include relocating the existing Metro park & ride parking spaces to Site D and Site E (with proposed shuttle bus service provided to and from Site E) while keeping the Metro bus loading/drop-off, transfer, and layover facilities in their current locations on Site C.

Phase 1 would involve the removal of the existing parking and drop-off facilities on Sites A and B. This activity would not take place until replacement park & ride facilities are provided on Sites D and E. Once the replacement spaces are provided, existing pavement, curbs, sidewalks, and landscaping would be removed as needed to allow for construction of the proposed development on Sites A and B.

Development on Site A would include an office and media production facility consisting of an office building with a maximum of 655,200 square feet of gross floor area, 24 stories, with building height 382 feet above grade (943 feet above mean sea level (msl)),4, along with a connected media production facility with a maximum of 315,000 square feet of gross floor area, five stories, with a building height 114 feet above grade (675 feet above msl). The office and media production facility would have connecting floors that would allow employees to move easily between the buildings. The media production facility would house a maximum of three studios that would accommodate live studio audiences and up to seven digital production studios. The media production facility would be designed to house state-of-the-art, digital production facilities that would support the ongoing industry-wide transition of television broadcast signals from analog to digital and high-definition formats. The office building

4 Building heights are defined at fixed elevations expressed in terms of feet above mean sea level (msl), measured to the highest point of any roof structures or parapet wall, where mean sea level is defined as the level of the surface of the sea at its mean position midway between mean high and low tide. Because of the variations in topography on and in the areas surrounding the Project Site, expression of building heights in terms of height above msl allows for direct comparison of the top levels of the various buildings in the area.

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would be designed to house headquarters, media-related office, production, and post-production functions associated with media production facility operations, as well as other media-related and non-media related tenants.

In addition to the office and media production facility, up to 25,000 square feet of project-serving retail/restaurant uses would be provided in a 2-story, 46 feet above grade (616 feet above msl) building located adjacent to the landscaped walkway/plaza area surrounding the Campo de Cahuenga historic site. This area would be designed to provide a pedestrian connection between the office and media production facility and the parking garage located on Site B and between the parking garage and the Metro portal on the northwest corner of Lankershim Boulevard and Campo de Cahuenga Way. The existing escalator and stairway portal entrance to the underground Metro Red Line station and elevator would remain.

Parking facilities and the Metro Bus Transit Plaza on Sites A and B would be designed to support current and projected future levels of bus operations (to accommodate projected ridership growth) at the Universal City Metro Red Line station and provide parking to accommodate Metro patrons, as well as employees and visitors to the office and media production facility, and the Campo de Cahuenga historic site. Parking facilities would include underground parking beneath the office and media production facility on Site A and a separate parking garage on Site B.

The new Metro Bus Transit Plaza would accommodate a total of up to 20 buses consisting of a mix of 45- foot and 60-foot articulated buses. The Metro Bus Transit Plaza would provide off-street circulation, passenger pick-up/drop-off, and bus layover areas for Metro bus services. Occupying the entire ground level of the Site B parking garage at Campo de Cahuenga Way, this facility would match or exceed the capacity of the existing bus loading/drop-off, transfer and layover facilities currently located on Site C. Park & ride patrons would be able to access the bus level via elevator or stairway. New restrooms and lounge facilities for Metro employees would be provided within this level.

The parking garage on Site B would contain up to two levels of underground parking and a maximum of seven levels of above ground parking, with a maximum of 1,780 parking spaces. Parking supply within this structure would include: (a) 800 spaces set aside for use by Metro and on an interim basis Hollywood Bowl patrons; (b) 955 spaces to serve the media production facility and retail/restaurant uses; and (c) 25 spaces to serve the Campo de Cahuenga historic site (currently, the site has a 20-space-surface parking lot).

Parking to serve the Phase 1 office and media production facility and retail/restaurant uses would also be provided in a subterranean parking structure on Site A. Access to this parking would be provided via entry and exit driveways on Lankershim Boulevard and an exit only driveway on Bluffside Drive. Six levels of underground parking would be provided below the office and media production facility on Site A and would contain a maximum of 1,929 spaces.

The Project would include construction and relocation of utilities, including relocation of an existing storm drain that currently crosses Sites B and C, replacement of existing water lines on and adjacent to the Project Site, relocation of street lights, and relocation of existing above-grade electrical utility lines on

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Bluffside Drive to an underground location within the proposed widened Bluffside Drive right-of-way. Various alternate routes for this line are under consideration.

The Project would install a conduit bank to the Project Site. In order to complete the placement of this conduit bank, coordination with the City of Los Angeles and County of Los Angeles may be required. In addition, up to 40 wireless telecommunication facilities, i.e., satellite or microwave dishes, measuring two to three meters in diameter, antennas, and cellular facilities, could be located on the rooftops of the office building on Site A and the parking garage on Site B. A maximum of 10 of the 40 wireless telecommunication facilities could be located on the rooftop of the Site B parking garage.

In Phase 1 of the Project, the existing Metro bus plaza facilities for loading, drop-off, transfer and layover located on Site C would remain in their current location and configuration. No changes in operational activities or patterns on Site C would occur.

During Phase 1, the existing Metro park & ride facility on Site D, currently striped for 68 spaces, would be resurfaced and restriped to accommodate a maximum of 98 park & ride spaces, an increase of 30 spaces over the existing parking supply on this lot. Pedestrian access to Site C and the portal entrance to the Metro Red Line station would remain the same as currently configured.

In Phase 1, the existing park & ride facility on Site E would be resurfaced and restriped to accommodate a maximum of 344 park & ride spaces on the site as temporary replacement for park & ride spaces presently located on Sites A and B, an increase of 183 spaces over the 161 existing spaces. These spaces would be provided in tandem configuration, with attendant parking provided at no charge, and a shuttle would be provided between this parking lot and the Metro Red Line station portal.

b. Phase 2

Phase 2 of the Project would involve new development on Site C south of Campo de Cahuenga Way at Lankershim Boulevard near the Hollywood Freeway. Phase 2 would include relocating the existing bus transit facilities to the Metro Bus Transit Plaza on the ground level of the Site B parking structure and construction of one of the two following development options:

Option A Option A for Phase 2 development would include an office building with a maximum of 489,100 square feet of floor area (see Figure II-13), in a maximum of 24 stories, 357 feet above grade (936 feet above msl). This includes a maximum of either 19 stories of office space above a maximum of five levels of above ground parking, or 18 stories of office space above a maximum of six levels of above ground parking. Two subterranean parking levels would also be included. This office building would be developed as a multi-tenant building that may or may not be related to the office and media production facility located on Site A; or

Option B Option B for Phase 2 development would consist of a 300-room hotel and 400-unit residential building (totaling up to 700 units, see Figure II-14), with a maximum of 11,000 square feet ancillary meeting rooms, retail space, restaurant and lounge areas, and

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spa, in a maximum of 34 stories, 457 feet above grade (1035 feet above msl). This includes a maximum of 28 stories of hotel/residential uses above a maximum of six levels of above ground parking. Two subterranean parking levels would also be included.

No new development on Sites A and B would occur during Phase 2. Bus operations would be permanently relocated to the Metro Bus Transit Plaza located in the parking garage on Site B prior to the start of Phase 2 construction.

Under both Phase 2 Options on Site C, parking supply would be provided in two levels underground and a maximum of six levels above ground and would include a maximum of 1,467 spaces that would serve the uses located on Site C.

In Phase 2, Site D, owned by Caltrans, would remain as a parking lot, with 98 spaces. During construction, this site may be used for construction purposes such as storage, equipment layover area, or parking for construction workers. Upon completion of construction, this lot would revert to the control of Caltrans and may or may not be operated as a park & ride, depending upon demand for park & ride spaces after completion of Phase 2, and the Applicant would no longer use this lot.

In Phase 2, Site E, owned by Los Angeles County, would initially remain configured as a parking lot, with 344 tandem spaces. During Project construction, this site may be used for construction purposes such as storage, equipment layover area, or parking for construction workers. At the time of Project completion, Site E would revert to the control of the County and may or may not be restriped to its previous configuration of 161 single parking spaces in place of tandem spaces, and the Applicant would no longer use this lot.

For the entire Project, the Applicant is pursuing Leadership in Energy and Environmental Design (LEED) certification from the United States Green Building Council (USGBC) for its efforts toward an energy efficient, sustainable, and environmentally-friendly design. The Project would be designed obtain LEED Silver certifications at a minimum.

The Project would also include a system of signs and identity elements for the Project intended to establish an image of a studio, entertainment, and business community. Signage regulations set forth in the proposed Signage Supplemental Use District (Metro Universal SUD) would establish criteria for both opportunities and constraints of new identity elements of the Project.

c. Project Design Features

The Project includes specific Project Design Features that the Project Applicant has committed to implementing, and are incorporated into the Project as part of the Project Description. Project Design Features are not mitigation measures, but instead are aspects of the Project. They are made enforceable as conditions of approval imposed by the City. Unlike mitigation measures, a project design feature is not imposed on the Project to reduce or avoid potential significant environmental effects. Rather, the Project Design Features are considered part of the Project prior to evaluating the potential environmental effects of the Project.

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The following Project Design Features (PDFs) are incorporated as part of the Project:

LEED Certification

• The Project shall be designed to obtain LEED Certification at the Silver level, at a minimum. Transportation

• All construction workers shall be prohibited from parking on neighborhood streets off-site and to the extent that parking is not available on-site, parking shall be provided at off-site locations. Shuttle service shall be provided if an offsite parking lot is not within reasonable walking distance of the Project Site. Artificial Light

Construction Lighting

• All lighting related to construction activities shall be shielded or directed to restrict any direct illumination onto property located outside of the Project Site boundaries that is improved with residential uses. Building Interior and Exterior Lighting

• Exterior lighting included within the Project would incorporate fixtures and light sources that focus light on-site to minimize light trespass.

• Project lighting will comply with LAMC Section 93.0117. As such, Project lighting shall not cause more than two footcandles of lighting intensity or direct glare from the light source at any residential property. Signage

• The Project shall be subject to a Metro Universal Signage Supplemental Use District to set forth requirements governing the maximum area per sign, maximum height, and maximum area for total new signage and for individual signage types. Glare

• All buildings, parking structures, and signage within the Project Site shall be prohibited from using highly reflective building materials such as mirrored glass in exterior façades. Examples of commonly used non-reflective building materials include cement, plaster, concrete, metal, and non-mirrored glass, and will likely include additional materials as technology advances in the future. Air Quality

The following Project Design Features shall be utilized during Project construction:

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• The Project will comply with SCAQMD Rule 403 regarding fugitive dust; • 80% of all diesel-emitting equipment shall use diesel particulate filters (DPF) having 85% removal efficiency;5 and

• The Project will use a DPF regeneration technology that does not increase exhaust emissions of

NO2. Public Services (Police)

• The Project shall include adequate and strategically positioned security lighting to enhance public safety. Visually obstructed and infrequently accessed “dead zones” shall be limited and, where possible, security shall be controlled to limit public access to such areas. The building and layout design of the Project shall also include crime prevention features, such as nighttime security lighting, video surveillance, 24-hour controlled access, and an on-site security patrol. Public Services (Parks & Recreation)

• Landscaping: As part of the Project, a landscaped walkway/plaza would be provided surrounding the Campo de Cahuenga historic site adjacent to the 25,000 square feet of restaurant/retail uses. This landscaped area would also provide a pedestrian connection with the Site A office and media production facility with the Site B parking structure, the Metro portals, and the Campo de Cahuenga historic site.

• Proposed Open Space: No open space would be required for Phase 1 or Phase 2 Option A of the Project. Open space would be required for the development of the Phase 2 Option B hotel/residential development. In accordance with Section 12.21.G of the LAMC, the development of 400 residential units would require approximately 70,000 square feet of open space to be provided.6 The Project would provide a total of 72,449 square feet of open space, consisting of approximately 52,449 square feet of common open space and approximately 20,000 square feet of private open space. Public plazas account for approximately 21,931 square feet of the common open space and the other approximately 30,158 square feet of common open space consists of residential terraces, roof decks, and recreation rooms.

• Recreational Amenities: With Phase 2 Option B of the Project, a 1,000 square foot health club/spa would be developed.

• Potential Land Exchange: As part of the Project, a potential land exchange is being considered that would increase the land area within Weddington Park (South) and reconfigure parking and open space within the existing park, while allowing for an increased footprint for the Site B parking garage that would meet Metro’s programmatic and operational needs for the Metro Bus Transit Plaza. The resulting configuration of Weddington Park (South) and the Project Site, in

5 Based on CARB verified technologies (http://www.arb.ca.gov/diesel/verdev/vt/cvt.htm).

6 Assumes 2-bedroom residential units with three or more habitable rooms, thereby requiring 175 square feet of open space per dwelling unit.

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the event this land exchange is implemented, is shown in Figure II-11 in Section II (Project Description) of this EIR. The potential land exchange consists of the following elements: (1) Metro acquire by eminent domain 13,450 square feet of Department of Recreation and Parks’ property that would become part of the Project Site, and in consideration, Metro would convey 18,180 square feet of the project site to Recreation and Parks; (2) Bluffside Drive west of the cul- de-sac (the park access road) would be realigned to follow the new park property line; (3) the existing surface parking lot located next to the baseball field would be relocated to a portion of the land transferred to the Department of Recreation and Parks that is adjacent to Project Site; and (4) the site of the existing surface parking lot would be converted to open space and/or additional athletic facilities as determined by the Department of Recreation and Parks. The land exchange would increase the total land area of Weddington Park (South) by approximately 4,730 square feet. Utilities (Water)

• The construction of new water mains, fire hydrants, and water laterals as required shall be undertaken as a design feature of the Project. More specifically, the improvements and additions include:

o The removal and replacement of sections of DWP’s 8-inch-diameter water line located on Site C that conveys water between the 60-inch water distribution trunk line and the 12- inch-diameter water line in Lankershim Boulevard with a new 12-inch-diameter water line, and

o The construction and installation of a new 8-inch-diameter and 12-inch-diameter water lines in Lankershim Boulevard and Campo de Cahuenga Way. The new 12-inch- diameter water line in Lankershim Boulevard would replace the existing 8-inch-diameter water line in Lankershim Boulevard. A portion of this new 12-inch-diameter water line would be constructed within the same alignment as the existing 8-inch-diameter water line to avoid additional disturbance of the historic Feliz Adobe foundation remains under Lankershim Boulevard. In the event that previously undisturbed remnants of the foundation are uncovered during construction, the alignment of the 12-inch-diameter water line would be altered to avoid impact via an alternate route. The construction of these improvements would provide a redundant system to meet the fire-flow demand of 7,550 gpm.

o New fire hydrants and water laterals installed throughout the Project Site would conform to the City’s Fire Code and in consultation with the Los Angeles Fire Department, which would occur during the building permit plan check process.

• The Project also includes the installation of domestic, fire, and recycled water meters at various locations:

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o An 8-inch-diameter fire-flow water meter, a 2-inch-diameter domestic water meter, and a 2-inch recycled water meter for toilet facilities on Site B would be installed along Campo De Cahuenga Way;

o An additional set of meters along Campo de Cahuenga Way would be installed to serve the proposed retail facilities;

o An 8-inch-diameter fire water meter, a 4-inch-diameter domestic water meter, and a 4- inch-diameter recycled water meter for toilet facilities on Site would be installed along Lankershim Boulevard;

o The proposed office building on Site A would be served by an 8-inch-diameter fire-flow water meter, a 3-inch domestic water meter, and a 4-inch-diameter recycled water meter for toilet facilities along Lankershim Boulevard; the remainder of Site A would be served by an 8-inch-diameter fire-flow water meter, a 3-inch-diameter domestic water meter, and a 3-inch-diameter recycled water meter for toilet facilities; and

o Two additional 2-inch-diameter recycled water meters, one along Bluffside Drive and the other along Lankershim Boulevard, would be developed for Project Site irrigation.

o Dual plumbing would be installed in the Project buildings that would allow the use of recycled water for irrigation and toilet flushing when recycled water becomes available for use at the Project Site.

• The Project design shall also incorporate the following water conservation measures:

o Construct the additional domestic and fire protection systems to City standards required to support the additional development, including connections to the existing systems, as appropriate.

o Construct water use reduction fixtures in accordance with the standard DWP water savings guidelines and 2005 Title 24.

o To the extent feasible, the Project Applicant shall implement the following water conservation practices to further reduce the Project water demand:

a. Low flow fittings, fixtures, and equipment including low-flush toilets and urinals.

b. Use of efficient irrigation system such as drip irrigation and automatic systems that use moisture sensors.

c. Include self-closing valves for faucets and drinking fountains.

d. Incorporate low water use or drought tolerant landscaping where appropriate.

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e. Water efficient ice machines, dishwashers and clothes washers and any other washing appliances.

f. Cooling towers recirculating system.

g. Public information/awareness on water conservation via bathroom stickers, table tents, etc.

h. Maximize the use of water efficient technologies and practices in any new facilities.

Utilities (Sewer)

• As part of the normal construction/building permit process, the Project Applicant shall confirm with the City that the capacity of the local and trunk lines are sufficient to accommodate the Project’s sewer flows during the construction and operation phases.

• The Project Applicant shall implement any upgrades to the sewer system serving the Project that would be needed to accommodate the Project’s sewer generation. Utilities (Solid Waste)

• A demolition and construction debris recycling plan shall be implemented during site preparation and building construction. Off-site recycling centers, such as asphalt or concrete crushers, would be utilized to provide crushed materials for roadbed base. In addition, trees unsuitable for relocation would be recycled and used for landscape mulch;

• All structures constructed or uses established within any part of the Project shall be designed to be permanently equipped with clearly marked, durable, source sorted recycling bins at all times to facilitate the separation and deposit of recyclable materials;

• Primary collection bins shall be designed to facilitate mechanized collection of such recyclable wastes for transport to on- or off-site recycling facilities; and

• The Project Applicant shall continuously maintain in good order clearly marked, durable, and separate recycling bins on the same lot or parcel to facilitate the deposit of recyclable or commingled waste metal, cardboard, paper, glass, and plastic therein; maintain accessibility to such bins at all times for the collection of such wastes for transport to on- or off-site recycling plants; and require waste haulers to utilize local or regional material recovery facilities as feasible and appropriate. Utilities (Electricity Supply)

• The Project shall design the building envelope, heating, ventilation, and air-conditioning (HVAC), lighting, other systems such as electric motor equipments, to maximize energy performance.

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• Additionally, as part of the Project and to reduce its overall demand for electricity, one (or both) of the following electrical systems could be employed to exceed the current Title 24 requirements:

o Cool roofs or high reflectance, high emittance roof surfaces in all low-slope applications;

o Basic building commissioning for electrical and mechanical equipment;

o High efficiency HVAC equipment and indoor and outdoor lighting;

o Energy Star appliances; and

o Other building envelope components such as glazing, insulation, and windows.

Environmental Hazards & Safety

• Prior to and/or during construction activities that occur around the Metro Red Line subway tunnel, routine monitoring for the presence of methane gas shall be conducted prior to screen for the presence of methane gas in confined spaces; and

• If methane gas is detected at or greater than 10 percent of the LEL or 5,000 parts per million during construction activities, all construction activities in the affected area shall be stopped, and all appropriate measures shall be undertaken to ensure safe working conditions prior to construction activities being resumed in the affected area. Hydrology

• Changes and/or modifications to the on-site private drainage system and relocation of the public storm drain systems that currently cross the Project Site shall be designed and sized according to the Los Angeles County and City of Los Angeles’ Hydrology Manuals. Water Quality: SUSMP

1. Peak Stormwater Runoff Discharge Rates

• 25-year post-development peak flows shall be controlled to levels that are equal to or less than existing conditions. 2. Conserve Natural Areas

• The Project shall include landscape features with native vegetation and trees.

• Treatment BMPs shall be incorporated into landscape areas, which would help to reduce runoff volumes. 3. Minimize Stormwater Pollutants of Concern

• Treatment control BMPs shall be selected to address the pollutants of concern for the Project. These BMPs are designed to minimize introduction of pollutants to the maximum extent

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practicable and to promote treatment and some volume reduction (given constraints on infiltration) to a level beyond the minimum SUSMP requirement.

• The Project shall include a number of source control measures to control pollutants to the maximum extent practicable, including proper design of loading docks and trash storage areas, regular street sweeping of parking areas and pedestrian areas, proper storage and use of fertilizers and pesticides used in common area landscaping, use of native and/or non-invasive vegetation, and directing parking lot and road runoff to vegetated areas as feasible.

• Roof runoff shall be directed to vegetated planter boxes located in common areas to the extent feasible (no space constraints).

• Public education materials available from the Los Angeles County Department of Public Works shall be distributed to building tenants. These materials promote awareness and activities for preventing the introduction of pollutants into the storm drain system. Example topics are trash and litter awareness, motor oil recycling programs, and the importance of animal waste management.

• The introduction of pollutants of concern into the underlying groundwater shall be minimized by:

o 1) use of efficient irrigation systems (soil moisture or climate controlled) to reduce over- watering, o 2) limiting use of fertilizers and pesticides in landscape areas, o 3) selection of native and drought tolerant plants to reduce watering needs, and fertilizer/pesticide application, and o 4) treatment of runoff in biofiltration systems prior to percolation to the groundwater. 4. Protect Slopes and Channels

• Landscape areas shall be designed and maintained to limit soil erosion. The channel receiving runoff from the Project Site is a concrete-lined reach of the LARFCC, which is not subject to erosion. 5. Provide Storm Drain System Stenciling and Signage

• All storm drain inlets and water quality inlets shall be stenciled or labeled. • The building facilities managers shall maintain stencils and signs.

• The Applicant and its successors-in–interest shall be responsible for maintaining storm drain stencils within their property. The City of Los Angeles shall be responsible for maintaining storm drain stencils within the public right-of-way. 6. Properly Design Outdoor Material Storage Areas

• The Project shall include proper site designs of outdoor storage areas and would reduce risk of discharge to the storm drain. Building facilities managers shall be responsible for ensuring the proper use, handling, and storage of any pesticides, fertilizers, paints, fuels, and other hazardous materials.

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7. Properly Design Trash Storage Areas

• All trash facilities shall be covered and isolated from stormwater runoff. 8. Provide Proof of Ongoing BMP Maintenance

• Building facilities managers shall be responsible for ensuring and providing verification of the ongoing maintenance of BMPs. 9. Design Standards for Structural or Treatment Control BMPs

• Stormwater treatment facilities shall be designed to meet or exceed the sizing standards outlined in the LA County SUSMP manual.

• Volume-based treatment control BMPs for the Project shall be designed to collect and treat, at a minimum, the volume of runoff produced from a 0.75 inch storm event at a minimum, prior to its discharge to a stormwater conveyance system.

• Flow-based BMPs shall be sized to collect and treat the flow of runoff produced from a rain event equal to at least 0.2 inches per hour intensity. The types of treatment control BMPs that would be employed are bioretention (stormwater boxes) and media filtration. 10.B.1. Properly Design Loading/ Unloading Dock Areas (100,000 Square Foot Commercial Developments)

• Loading dock areas shall be covered or designed to preclude run-on and runoff. • Direct connections to storm drains from depressed loading docks (truck wells) shall be prohibited. • Below grade loading docks for fresh food items shall drain through a Treatment Control BMP applicable to the use, such as a catch basin media filtration system.

• Loading docks shall be kept in a clean and orderly condition through weekly sweeping and litter control, at a minimum. Spills and broken containers would be cleaned immediately without the use of water. 10.B.2. Properly Design Repair/ Maintenance Bays (100,000 ft2 Commercial Developments

• Commercial areas shall not have repair/maintenance bays. 10.B.3. Properly Design Vehicle/Equipment Wash Areas (100,000 Square Foot Commercial Developments)

• The Project could include vehicle wash areas. The design and operation of vehicle wash areas shall comply with stormwater quality design requirements, including pretreatment clarifiers and plumbing connections to the sanitary sewer.

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10.B.4. Properly Design Equipment/ Accessory Wash Areas (Restaurants)

• Food preparation areas shall have either contained areas or sinks, each with sanitary sewer connections for disposal of wash waters containing kitchen and food wastes.

• If located outside, the containment areas or sinks shall also be structurally covered to prevent entry of storm water. Adequate signs shall be provided and appropriately placed stating the prohibition of discharging washwater to the storm drain system. 10.F.1. Properly Design Parking Area and Properly Design to Limit Oil Contamination and Perform Maintenance (Parking Lots)

• Stormwater runoff from parking lots shall be directed to treatment control BMPs in compliance with SUSMP requirements.

• Parking lot runoff shall be treated with bioretention where there is adequate space. Bioretention would provide treatment by filtration, sedimentation, and absorption and would contribute to runoff volume reduction by soil soaking and drying. Media filtration BMPs (i.e. StormFilters or equivalent) would be used in areas where bioremediation is not feasible.

• Treatment of runoff in bioretention areas and media filtration facilities shall be used to address oil and petroleum hydrocarbons from high-use parking lots as appropriate. 11. Limitation of Use of Infiltration BMPs

• Bioretention planter boxes that are open to the underlying soils could provide significant volume reduction by incidental infiltration. If these systems are not acceptable due to geotechnical constraints, then flow through planters with underdrains would be used. Such systems could provide runoff volume reduction through soil soaking and drying.

d. Project Objectives

The overall purpose of the Project is to provide for the future development of the Project Site. The overall goal for future development is to provide new development that is consistent with and complementary to the key defining characteristics of the area in which the Project Site is located: (1) its location atop, and adjacent to, a bus and rail transit station; (2) its proximity to a major film and television industry production and entertainment facility; (3) its proximity and sensitivity to single-family residential neighborhoods in the vicinity and (4) its proximity to the Campo de Cahuenga historic site. The specific objectives of the Project are as follows:

• Provide Transit-Integrated Development and Encourage Use of the Transit System

• Provide Substantial Employment Opportunities at a Transit Station • Enhance the Identity of the Site as a Media-Oriented Regional Center • Provide New State-of-the Art Facilities for News and Entertainment Production that Create Synergy with Existing Facilities in the Project Vicinity

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• Improve the Local and Regional Economy through Job Generation, Increased Tax Revenues, and by Providing Needed Office and Production Space for the Entertainment Industry

• Enhance Local and Regional Transportation Infrastructure • Recognize Important Relationships with Residential Areas • Recognize and Enhance the Importance of Campo de Cahuenga • Provide Revenue and Revenue-Sharing Opportunities to the Metropolitan Transit Authority • Fulfill Adopted Land Use and Transportation Policies

3. AREAS OF CONTROVERSY Concerns raised at the public scoping meeting and in letters submitted to the City in response to the NOP included the project description, project objectives, traffic, parking, land use/planning, impacts on the residential community located around the Project Site, impacts to the Campo de Cahuenga historic site, public services, utilities, air quality, aesthetics and views, artificial light, noise, and alternatives. The letters submitted in response to the NOP are contained in Appendix I-2 to this EIR.

4. ALTERNATIVES This EIR considers a range of alternatives to the Project to provide informed decision-making in accordance with Section 15126.6 of the CEQA Guidelines. As described below in greater detail, the alternatives to the Project that are analyzed in this EIR include:

Alternative 1: No Project Alternative;

Alternative 2: Reduced Density Alternative;

Alternative 3: Alternate Design Alternative;

Alternative 4: Reduced Height/Reduced Density Alternative;

Alternative 5: Alternate Use Alternative;

Alternative 6: Pedestrian Tunnel Alternative;

Alternative 7: Reduced Signage Alternative; and

Alternative 8: Existing Land Use Policy Alternative.

a. Alternative 1 – No Project Alternative

The No Project Alternative is the circumstance under which the project does not proceed. The CEQA Guidelines (Section 15126.6(e)) provide that the “no project” analysis shall discuss the existing conditions at the time the Notice of Preparation is published, as well as what would be reasonably expected to occur in the foreseeable future if the Plan Amendments and Project is not approved based on

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current plans and consistent with available infrastructure and community services. Under the No Project Alternative, it is assumed that no development would occur and that the Project Site will remain in its current condition and current uses would continue. Under the No Project Alternative, the existing park & ride, kiss & ride, bus loading/drop-off, transfer and layover facilities and Metro Rail station currently located on the Project Site would remain at their current levels of operation. Although no new development would occur on the Project Site under the No Project Alternative, this alternative assumes the development of the related projects in the area of the Project Site.

b. Alternative 2 – Reduced Density Alternative

Under the Reduced Density Alternative, only Phase 1 of the Project would be constructed, while the parameters of the Project would remain the same. This alternative would consist of removal of the existing park & ride and kiss & ride lots and construction of a 655,200 square foot, 24-story office building and a 315,000 square foot, five story, media production facility with six levels of underground parking totaling 1,929 parking spaces on Site A, along with a parking structure on Site B containing two subterranean levels, and seven levels of above ground parking totaling 1,780 spaces, including a new Metro Bus Transit Plaza at ground level. Eight hundred parking spaces would be set aside for Metro park & ride within this structure. Up to 25,000 square feet of retail uses would be provided, along with pedestrian circulation improvements to facilitate pedestrian movements between the Project uses and the Metro Red Line station. Replacement parking for the existing park & ride lots would be provided at Sites D and E until completion of the replacement Metro park & ride spaces in the Site B parking structure. After completion of construction of the Alternative and relocation of Metro Bus operations to Site B, Site C would be converted to a park & ride lot containing 451 spaces, which would be provided in addition to the 800 spaces provided in the Site B parking structure.

c. Alternative 3 – Alternate Design Alternative

The Alternative Design Alternative would include the same total square footage and types of uses as would be included in the Project; however, the alternative’s design would reflect a different configuration of building heights. Under this alternative, in Phase 1, the height and square footage of the office building on Site A would be reduced as compared to the Project. The reduction in office square footage would be offset by and increase in the square footage of the media production facility building. Because of site constraints, the footprints of the respective buildings would remain the same as under the Project. The resulting buildings on Site A under this alternative would include an 18-story, 491,400 square-foot office building and 8-story, 478,800 square-foot media production facility and office building. The total square footage of office and media production facility uses would be the same as the Project under this Alternative. Because the resulting uses and square footage on Site A would remain the same as the Project, the parking requirements and parking garage components on Site B would remain the same as the

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Project under this alternative. The Alternative would include the Metro Bus Transit Plaza and 800 Metro park & ride spaces and office/media center parking spaces within the Site B Garage. Sites D and E would be used to provide replacement park & ride spaces in Phase 1, the same as under the Project. Phase 2 of this alternative would consist of buildings with reduced building height as compared to the Project. The reduced height would be offset by increased building footprints, resulting in buildings of lower height, but greater footprint. Under Phase 2 Option A of this alternative, the office portion of the building would be reduced from 18 to 12 stories, with a corresponding 50% increase in the building footprint (40,800 square feet per floor vs. 27,200 sq. ft. under the Project) for the 489,100 square feet of office use. The required number of above ground parking levels would remain at six, since the parking footprint already occupies the majority of the site, resulting in a total building height of 18 stories under Option A of this alternative. For Phase 2, Option B of this alternative, the hotel/residential component of the building would be reduced from 28 to 19 stories, with a corresponding 48% increase in building footprint. Coupled with the six required above ground parking levels, a total building height of 25 stories would result under Option B of this alternative.

Except as described above, other characteristics (e.g., lighting, landscaping, and utility connections) are assumed to be generally similar to those of the Project, for the purpose of analyzing this alternative. In addition, all applicable Project mitigation measures and design features would be implemented under this alternative. The potential environmental impacts associated with this alternative are described below and are compared to the environmental impacts associated with the Project.

d. Alternative 4 – Reduced Height/Reduced Density Alternative

Under the Reduced Height/Reduced Density Alternative, both height and density of buildings would be reduced by approximately 25% compared to the Project. Under this alternative, Phase 1 would include a 491,000 square foot, 18-story office building and 236,000 square foot, 4-story media production facility on Site A. The media production facility would accommodate two live stages under the Alternative, compared to three under the Project. Retail uses located between Sites A and B would remain at 25,000 square feet under this alternative. Pedestrian circulation improvements between Sites A and B and the Metro Red Line station portal would be the same as the Project under this alternative. Underground parking on Site A would be reduced to four levels and 1,447 spaces, while the Site B parking garage would be reduced to 1,554 spaces, consisting of 800 Metro park & ride spaces, 25 spaces for Campo de Cahuenga and 729 spaces to serve the proposed development. While the parking garage would be reduced from seven to five stories above ground under this alternative, it would include the Metro Bus Transit Plaza at ground level and two stories subterranean. Sites D and E would be utilized for replacement park & ride spaces in Phase 1, the same as under the Project. In Phase 2 Option A, this alternative would provide for a 17-story, 367,000 square foot, including 14 stories of office use over three levels of above ground and two levels of below ground parking containing a total of 1,101 parking spaces. In Phase 2 Option B, the Alternative would provide for a hotel/residential building containing 225 hotel rooms and 300 residential units in a 21-story building, including 18 stories of hotel/residential uses over three levels of above ground parking and two levels of below ground parking containing a total of 1,101 spaces.

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e. Alternative 5 – Alternate Use Alternative

Under the Alternate Use Alternative, the Project Site would be developed for a different purpose than would be associated with the Project. Under this alternative, the Project Site would be developed with uses that would be consistent with a tourist-oriented destination that is complementary to the neighboring Universal Studios Hollywood and Universal CityWalk uses located within the Universal Studios property, across Lankershim Boulevard from the Project Site. Development would consist of a combination of hotel rooms, residential condominium and apartment units, along with entertainment retail uses. The mix of uses and per acre development density under this alternative would be similar to the development approved at the Hollywood & Vine Metro Red Line station that is presently under construction. Under this alternative, in Phase 1, Site A would be developed with a 24-story residential building containing 850 apartments and 260 condominium units with ancillary uses and amenities, and a two story, 148,000 square foot entertainment retail center adjacent to the building, containing 119,000 square feet of retail uses and 29,000 square feet of restaurant uses. Building heights on Site A would be similar to the Project. Approximately 2,650 parking spaces would be provided to serve this development, with approximately 1,900 spaces serving the residential uses located in a subterranean structure below the residential building. The Site B parking structure would include 800 Metro park & ride spaces, 25 spaces for the Campo de Cahuenga historic site and the remaining 750 spaces to serve the proposed development, along with the Metro Bus Transit Plaza. Under this alternative, the Site B parking structure would consist of two below ground levels, the Metro Bus Transit Plaza and seven above ground parking levels. Sites D and E would be utilized for replacement park & ride spaces in Phase 1, same as under the Project. In Phase 2, Site C would be developed with a hotel containing 1,100 rooms with amenities and ancillary uses in an 18-story building over six levels of above ground parking and two levels of subterranean parking. The Site C parking structure would provide 1,045 spaces to serve the development under this Alterative.

f. Alternative 6 - Pedestrian Tunnel Alternative

Under the Pedestrian Tunnel Alternative, the development parameters would remain the same as the Project for both Phases 1 and 2. Phase 1 would continue to consist of a 655,200 square foot, 24 story office building and 315,000 square-foot, five-story media production facility and six levels of subterranean parking on Site A, and a parking structure containing two levels of underground parking, the Metro Bus Transit Plaza and five levels of above-ground parking. This Alternative would include the same total amount of retail/restaurant uses as the Project (25,000 square feet); however, these uses would

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be distributed differently throughout Sites A and B. Instead of the pedestrian bridge that would be constructed over Lankershim Boulevard to provide a pedestrian connection between Site C and the 10 Universal City Plaza building, a tunnel would be constructed under Lankershim Boulevard, north of Campo de Cahuenga Way, in Phase 1 to provide this connection. The pedestrian tunnel would provide a grade-separated connection between the Metro Rail portal at the northwest corner of Campo de Cahuenga Way and Lankershim Boulevard and the east side of Lankershim Boulevard. The pedestrian tunnel would be designed to provide a pleasant pedestrian experience and would be activated with lighting, limited retail uses (up to approximately 1,500 square feet), displays, and signage. The tunnel would be constructed by cut-and-cover process that could require a complete closure of Lankershim Boulevard for a short period of time at the commencement of construction, followed by periodic nighttime closures of Lankershim Boulevard for a period extending up to 10 months in duration. In addition to a portion of the retail uses being located in conjunction with the pedestrian tunnel, a portion of the retail uses would be located along the Lankershim Boulevard frontage of Site A. This reallocation would reduce the retail/restaurant area between Site B and the Campo de Cahuenga historic site from two stories to one. With the exception of removal of the pedestrian bridge, Phase 2 under the Alternative would be the same as the Project, consisting of either a 24-story, 489,100 square-foot office building including six levels of above-ground parking and two levels of below ground parking containing a total of 1,467 parking spaces; or a 34-story, residential/hotel building containing 300 hotel rooms and 400 residential units including 6 levels of above-ground parking and two levels of below-ground parking containing a total of 1,467 parking spaces.

The pedestrian tunnel was originally proposed by Metro as part of the original construction of the Red Line Station.

g. Alternative 7 – Reduced Signage Alternative

Under the Reduced Signage Alternative, the development parameters would remain the same as the Project for both Phases 1 and 2. Phase 1 would continue to consist of a 655,200 square foot, 24 story office building and 315,000 square foot, five story media production facility and six levels of subterranean parking on Site A, and a parking structure containing two levels of underground parking, the Metro Bus Transit Plaza and five levels of above ground parking. This Alternative would include the same total amount of retail/restaurant uses as the Project (25,000 square feet). Phase 2 under the Alternative would be the same as the Project, consisting of either a 24-story, 489,100 square foot office building including 6 levels of aboveground parking and two levels of below ground parking containing a total of 1,467 parking spaces; or a 34-story, residential/hotel building containing 300 hotel rooms and 400 residential units including 6 levels of aboveground parking and two levels of below ground parking containing a total of 1,467 parking spaces.

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Under the Reduced Signage Alternative, the Signage Supplemental Use District for the Project (Metro Universal SUD) would include the same components as under the Project regarding sign districts, vertical sign levels, sign classification, sign area and sign hours of operation. Under the Reduced Signage Alternative, however, the provisions of the Metro Universal SUD related to permitted signage would be modified to prohibit animated signs, graphic signs, changeable copy signs, electronic message display signs, and projected image signs within Vertical Sign Level 3 (100 feet or more above grade). Changeable copy signs, animated signs, graphic signs, electronic message display signs, and projected image signs would continue to be permitted from 0 to 100 feet above grade.

h. Alternative 8 – Existing Land Use Policy Alternative

Under the Existing Land Use Policy Alternative, the development parameters would conform to the existing zoning, land use designation, and Los Angeles Municipal Code requirements that apply to the site. The Project Site is located within the Sherman Oaks-Studio City-Toluca Lake-Cahuenga Pass Community Plan area, which designates the Project Site as Regional Center, Open Space, and Public Facilities, with corresponding existing City of Los Angeles zoning classifications of [Q]C2-1-CDO, OS- 1XL, and PF-1XL. This alternative contemplates development on only the portions of the site zoned [Q] C2-1-CDO. The [Q]C2-1-CDO designates that the site may be developed with commercial and residential uses, is within Height District 1, and within a Community Design Overlay District. The mix of land uses and square footages included in this alternative was determined based on the land use types and sizes of development currently allowed under the site’s existing development parameters and the ability of the alternative to meet as many of the basic project objectives under this zoning scenario as possible.

This alternative would be developed in a single phase. The following would be constructed on Sites A and B: 1) a 638,913 square- foot, 26-story mixed-use office and residential (with 439 units) building with a maximum height of approximately 375 feet; 2) a 344,344 square foot, 7-story media production facility, positioned on top of a 10-level parking structure, with an approximate total height of 240 feet; 3) 25,000 square feet of retail space in 2 buildings with approximate heights of 22 feet each; and 4) two parking structures of varying levels (3-10) and heights (25-110 feet), providing a total of 3,404 parking spaces. Site C would have the following construction: 1) a 352,000 square foot mixed-use office and residential (with 440 units) building, positioned on top of a 10-level parking structure, with a maximum total height of approximately 310 feet; and 2) a 10-level parking structure with a maximum height of approximately 110 feet, a portion of which is located under the mixed use building, providing a total of 1,870 parking spaces. The proposed building massing for both construction phases adheres to the transitional height requirements, stepping up from the western edge of the property adjacent to areas zoned OS, and increasing in height towards Lankershim Blvd to the east and Campo de Cahuenga Way and the Hollywood Freeway to the south. Signage would be limited to that currently permitted under the zoning code.

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i. Environmentally Superior Alternative

In addition to the discussion and comparison of impacts of a Project and the alternatives, Section 15126.6 of the State CEQA Guidelines requires that an “environmentally superior” Alternative be selected and the reasons for such a selection disclosed. In general, the environmentally superior alternative is the alternative that would be expected to generate the fewest adverse impacts. Based on the alternatives analysis provided in Section V, Alternatives, the No Project Alternative would be environmentally superior to the Project, as it would avoid all of the significant and unavoidable impacts of the Project. The No Project Alternative would not meet any of the objectives of the Project.

In accordance with CEQA Guidelines Section 15126.6(e), if the environmentally superior alternative is the “no project” alternative, the EIR shall also identify an environmentally superior alternative among the other alternatives. The Reduced Height/Reduced Density Alternative would be environmentally superior to the Project. The Reduced Height/Reduced Density Alternative would reduce, but not avoid, the significant and unavoidable impacts of the Project regarding air quality, noise (construction), transportation/traffic, artificial light, cumulative solid waste, physical land use, shade/shadow, and visual resources (visual character). The Reduced Height/Reduced Density Alternative would meet all of the objectives of the Project but to a lesser extent than the Project.

5. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES Table I-1 summarizes the various environmental impacts associated with the construction and operation of the Project. Mitigation measures are proposed for significant impacts, and the level of significance after mitigation is also identified.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation LAND USE LAND USE PLANS/ZONES The City of Los Angeles Planning Department is the lead agency for the No Mitigation Measures are required. No mitigation measures are Project. In order to permit development of the Project, the City may require required and no significant land approvals for one or more of the following actions: use consistency impacts would result from the Project. • Zone Change/Height District Change from [Q]C2-1-CDO, OS- 1XL, and PF-1XL to C2-2D-SN; • General Plan Amendment from Open Space and Public Facilities to Regional Center; • Vesting Tentative Tract Map; • Incidental Building Line Removal of 10-foot line on Lankershim Boulevard; • Conditional Use Permit(s) for alcohol sales; • Conditional Use Permit for hotel use; • Site Plan Review; • Development Agreement; • Transitional Height Adjustments; • Supplemental Use District for signage; • Haul Route Approval; • Conditional Use Permit for wireless telecommunication facilities; • Approvals for modification to the non-historic portions of the Campo de Cahuenga historic site; • Approvals for the park land exchange by the City Department of Recreation and Parks and Metro, including but not limited to adoption of a resolution of necessity; • Approvals by other governmental agencies may be necessary to implement off-site mitigation measures; • Approvals by Metro and other governmental agencies for the construction of the pedestrian bridge across Lankershim; and

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

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

Phase 1 Phase 1 of the Project would conform to objectives set forth in the RCPG, including those objectives provided in the Growth Management and Regional Mobility Chapters, the Draft 2008 Regional Comprehensive Plan, and the Southern California Compass Blueprint Growth Vision.

Phase 1 of the Project would conform to the policies identified in the various components of the Framework Element. However, for implementation of the Project a General Plan Amendment that would change small areas of the Project Site from Open Space and Public Facilities to Regional Center is requested.

Phase 1 of the Project would conform to the existing Regional Center land use designation of the Community Plan.

Phase 1 of the Project would implement a number of Community Plan policies, thereby assisting the City in meeting many of the Community Plan’s goals and objectives.

Phase 2 Phase 2 Option B of the Project would conform to objectives set forth in the RCPG, including those objectives provided in the Growth Management and Regional Mobility Chapters, the Draft 2008 Regional Comprehensive Plan,

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation and the Southern California Compass Blueprint Growth Vision.

Phase 2 of the Project would conform to the policies identified in the various Elements of the General Plan.

Phase 2 of the Project would conform to the existing Regional Center land use designation of the Community Plan.

Phase 2 of the Project would implement a number of Community Plan policies, thereby assisting the City in meeting many of the Community Plan’s goals and objectives.

Ventura-Cahuenga Boulevard Corridor Specific Plan Consistency Analysis The Project would conform to the Ventura-Cahuenga Boulevard Corridor Specific Plan, and more specifically to the development regulations applicable to projects within the Studio City/Cahuenga Pass Community, one of five separate communities defined in the Plan.

Zoning Code Requirements In accordance with Section 12.14 of the City of Los Angeles Planning and Zoning Code, the Project uses are permitted in and consistent with the C2 zone. Project impacts would be less than significant. However, a portion of Site C is currently zoned PF-1XL and a portion of Site B is zoned OS-1XL and both are proposed to be rezoned to C2-2D-SN. With approval of these proposed zone changes/Height District changes the proposed uses on Site B and Site C would be consistent with the zoning on-site.

Pursuant to LAMC Section 12.14.C, front yard setbacks are not required for commercial uses within the C2 zone. Furthermore, side and rear yard setbacks are not required for buildings used exclusively for commercial

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation purposes. Additionally, pursuant to LAMC Section 12.22.A.18, no front, side, or rear setbacks for the Phase 2 Option B development are required since the hotel/residential development on Site C is considered a mixed-use development. Therefore, Project impacts would be less than significant.

The Project would provide a total of approximately 1,586,200 gross square feet of floor area for Phase 2 Option B. This is equal to an FAR of 3.30:1, which is not within the maximum allowable FAR of 1.5:1. Therefore, with the approval of the discretionary requests for a zone change/height district change, the Project would result in a less-than-significant impact with respect to consistency with the density regulations of the LAMC for the C2 zone.

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

The [Q] condition requires a conditional use permit for a Transit Oriented District (TOD) Plan. However, the City has not established a CUP process for TODs. The requested re-zoning of the Project Site would remove the [Q] condition and would therefore remove this requirement. Therefore, removal of this requirement would not pose any inconsistency with regional or community plans and impacts related to land use regulation in this regard would be less than significant.

With regard to Phase 2 Option B, the LAMC allows multiple residences on the Project Site, as the C2 zone permits R4 zone dwellings. Hotels are permitted in the R4 Zone. However, LAMC Section 12.24 W.24 requires a

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Conditional Use permit for a hotel in the C2 zone when the hotel structure is located within 500 feet of property zoned A or R. Since the Project Site is within 500 feet of the R3 zoned property to the north of Valleyheart Drive, a discretionary approval is requested for a hotel should that option be chosen.

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

The Project Site is designated as Regional Center with a maximum FAR of 6 to 1. Moreover, the RCPG, General Plan Framework Element and Community Plan all encourage increased density at transit stations. Therefore, the proposed building heights are compatible with adopted plans. With Zoning Administrator approval, Project impacts would be less than significant.

Under Phase 2, Option B, the Project would provide a total of 400 dwelling units and 300 hotel rooms. The Project would provide a pool along with streetscape improvements and pedestrian amenities including paths, seating, thematic elements, landscaping, street trees, pedestrian lights, and marked street crossings along pedestrian routes that would enhance pedestrian activity. The amount of open space provided throughout the Project Site, would meet or exceed the open space expected to be required for the proposed residential units. Therefore, the Project would have a less-than- significant impact with respect to the open space required as set forth in the LAMC.

Signage regulations set forth in the proposed Signage Supplemental Use

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation District (Metro Universal SUD) would establish criteria for both opportunities for and constraints of new identity elements of the Project. The Metro Universal SUD would set forth requirements governing the maximum area per sign, maximum height, and total maximum area for new signage. Therefore, with approval of the Metro Universal SUD, Project impacts with respect to land use plans and zoning from sign regulations and policies would be less than significant.

While the walkability guidelines addressed in the Walkability Checklist are not mandatory and are not a part of the LAMC, incorporating them to the maximum extent feasible would create a more walkable environment and a higher quality of urban form for the Project. The Project is consistent with the walkability Checklist. LAND USE PHYSICAL LAND USE An analysis of potential land use impacts on surrounding land uses located A.2-1 With implementation of the at each edge of the Project Site was conducted, which encompassed the The Project Applicant shall work with the City of Los Angeles mitigation measures, physical following areas: Department of Recreation and Parks in consultation with the land use impacts on the Campo East of the Project Site City Office of Historic Resources to minimize disruption on de Cahuenga historic site • Universal Studios Property the operation of the Campo de Cahuenga historic site. related to increased activity • Tower Area Measures shall be developed that fully protect the historic levels would be reduced to less • Campo de Cahuenga Historic Site components of the site, including the archaeological site, than significant. No feasible South of the Project Site portions of the perimeter wall, the one-story visitor’s center mitigation measures are • Cahuenga/Ventura Boulevard Area building, and existing landscape features, from damage and available to reduce impacts • Cahuenga Pass Residential Area disruption to the character-defining features of those associated with increased West of the Project Site: Studio City Residential and Commercial Areas components. Such measures shall include screening, building height, mass, and North of the Project Site landscaping and design elements to route pedestrian traffic density or signage adjacent to • Weddington Park (North) and Weddington Park (South) around sensitive areas. Such measures shall also include on- the Campo de Cahuenga site security presence to ensure that artifacts are protected from historic site and impacts would • The Island Neighborhood and City View Lofts damage or theft. A pedestrian circulation plan and security be significant and unavoidable • North Hollywood and Valley Village Residential and Commercial plan shall be developed and approved by the Department of at the Campo de Cahuenga Areas

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation • Los Angeles River Flood Control Channel Recreation and Parks in consultation with the Office of historic site. However, this EIR • Lakeside Golf Club Historic Resources prior to the issuance of building permits for includes alternatives with • Toluca Estates Residential Area building construction on Sites A and B of the Project Site. reduced height and/or massing, • Toluca Lake Residential Area as well as alternatives with no A2-2 or reduced signage. Impacts An analysis of potential impacts related to Project buildings (height and The Project Applicant shall install a landscaping buffer along related to building height, mass, massing) and Project signage was conducted to determine whether the the western edge of Bluffside Drive between Valleyheart and density on Weddington Project would disrupt, divide, or isolate existing neighborhoods or Drive and the southern edge of Site B consisting of trees and Park (South) would remain communities, which identified the following: bushes of sufficient height to provide additional visual significant and unavoidable buffering of the areas of Weddington Park (South) from the after mitigation. Impacts Project Buildings: Significant physical land use impacts due to the buildings located on Sites A and B. A detailed landscaping related to Project signage on introduction of increased building height and mass and increased activity plan shall be developed by the Project Applicant and approved Weddington Park (South), and adjacent to the Campo de Cahuenga historic site and increased building by the Department of City Planning in conformance with the the Island neighborhood and height and mass adjacent to Weddington Park (South). conceptual landscape plan prior to the issuance of building City View Lofts would be permits for building construction on Sites A and B of the significant and unavoidable. No Project Site. feasible mitigation measures are Project Signage: Significant physical land use impacts on Campo de available to reduce impacts to Cahuenga historic site, Weddington Park (South) and the Island these areas from animated or Neighborhood and City View Lofts would result from animated or moving moving signage or from signage or supergraphics in the immediate vicinity of these locations; supergraphics. additionally, there are cumulative signage impacts on these locations. TRANSPORTATION Intersection LOS B-1 Significant and unavoidable. The Project would result in significant intersection LOS impacts at 22 of the Prior to issuance of a Certificate of Occupancy for Phase 1, the 164 study intersections as a result of Phase 1, 52 study intersections as a Project Applicant shall prepare and implement a TDM result of Phases 1 and 2, Option A, and 42 study intersections as a result of program to reduce traffic impacts of the Project encouraging Phases 1 and 2, Option B. With implementation of the mitigation measures Project employees and patrons to reduce vehicular traffic on identified in Section IV.B, Transportation, temporary significant and the street and freeway system during the most congested time unavoidable impacts would occur at 7 intersections as a result of Phase 1 periods of the day. The TDM program shall include that would be reduced to less than significant after implementation of implementation of several TDM strategies, including, but not mitigation for Phase 2 (both options). With implementation of all identified limited to the following:

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation mitigations, the Project would result in significant and unavoidable impacts at 3 study intersections as a result of Phase 1, 9 study intersections as a • Flexible work schedules and telecommuting result of Phases 1 and 2, Option A, and 9 study intersections as a result of programs; Phases 1 and 2, Option B. • Alternative work schedules; • Bicycle and pedestrian-friendly environment; • Rideshare/carpool/vanpool promotion and support; • Education and information on alternative transportation modes; • Transportation Information Center (TIC); • Join an existing or form a new Transportation Management Association (TMA); and • On-site flex cars.

B-2 Lankershim Boulevard & Valleyheart Drive/James Stewart Avenue (Intersection 34) – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall: a. Realign the intersection of Valleyheart Drive & Bluffside Drive to provide access to the parking garage at Site B while minimizing Project traffic interference with the existing neighborhood traffic; and b. Widen Valleyheart Drive at its intersection with Lankershim Boulevard to provide dual eastbound left-turn lanes and a shared thru/right lane.

B-3 Lankershim Boulevard & Main Street (Intersection 35) – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall widen Main Street at

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation its intersection with Lankershim Boulevard to improve ingress/egress to/from the Site A parking garage.

B-4 Lankershim Boulevard & Campo de Cahuenga Way/Universal Hollywood Drive (Intersection 36) – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall: a. Restripe Campo de Cahuenga Way at its intersection with Lankershim Boulevard to provide an additional left-turn lane; b. Provide additional signal equipment to provide overlapping right-turn arrow signal indications for southbound Lankershim Boulevard; c. Restripe southbound Lankershim Boulevard to provide dual left-turn lanes, two thru lanes, one shared thru/right- turn lane, and one right-turn lane; and d. Widen northbound Lankershim Boulevard at the intersection to provide dual left-turn lanes, two thru lanes, one shared thru/right-turn lane, and one right-turn lane.

B-5 Lankershim Boulevard & Muddy Waters Drive (Intersection 72) – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall provide a signal at the intersection with protected left-turn phasing for southbound Lankershim Boulevard.

B-6 Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall:

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation a. Provide one additional articulated bus (capacity = 66 seated + 75 standing), to be operated by Metro, to supplement regional bus transit service along the Ventura Boulevard corridor in Phase 1; and b. Make a contribution equal to 100 percent of the net operations and maintenance (O&M) costs for the new bus during peak hours (7:00 a.m. to 10:00 a.m. and 3:00 p.m. to 6:00 p.m.) for the first three years of the bus’s operation and shall compensate for the unsubsidized portion of these costs for an additional seven years of the bus’s operation. Farebox revenues and state/federal transit subsidies would be credited against O&M costs for years 1 through 10 of the bus’s operation.

B-7 Prior to issuance of a Certificate of Occupancy for Phase 1 development, the Project Applicant shall fund the installation of a CCTV camera at the intersection of Vineland Avenue & Ventura Boulevard to supplement the Transit Priority System (TPS) previously installed by LADOT along Ventura Boulevard.

B-8 Prior to issuance of a Certificate of Occupancy for Phase 1 development, the Project Applicant shall contribute toward upgrade of the signal controllers at two intersections along Moorpark Street, which runs parallel to the Ventura Boulevard corridor, to improve the traffic flow on the Coldwater Canyon and Moorpark Street/Colfax Avenue and Moorpark Street corridor.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation B-9 Tujunga Avenue & Riverside Drive/Camarillo Street (Intersection 3), a.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall contribute to the upgrade of the signal controller at the intersection from 170 to 2070.

B-10 Vineland Avenue/Lankershim Boulevard & Camarillo Street (Intersection 9), a.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall contribute to the upgrade of the signal controller at the intersection from 170 to 2070.

B-11 Vineland Avenue & Riverside Drive (Intersection 10), a.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall contribute to the upgrade of the signal controller at the intersection from 170 to 2070.

B-12 Lankershim Boulevard & Ventura Freeway westbound off- ramp (Intersection 18), a.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall contribute to the upgrade of the signal controller at the intersection from 170 to 2070. This improvement would increase the intersection capacity by one percent.

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Level of Impact After Environmental Impact Mitigation Measures Mitigation B-13 Lankershim Boulevard & Riverside Drive (Intersection 19), a.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall provide a westbound right-turn-only lane so that the Lankershim Boulevard westbound approach would have a left-turn lane, two thru lanes and a right-turn lane.

B-14 Lankershim Boulevard & Moorpark Street (Intersection 20), a.m. and p.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall widen the eastbound approach to provide a 12-foot right- turn lane so that the approach would have a left-turn lane, one thru lane, and a right-turn lane.

B-15 Cahuenga Boulevard & Magnolia Boulevard (Intersection 24), a.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall: a. Restripe the eastbound approach to provide an eastbound right-turn lane so that the Magnolia Boulevard eastbound approach would have a left-turn lane, one thru lane, and a right-turn lane; and b. Contribute to the upgrade of the signal controller at the intersection from 170 to 2070.

B-16 Cahuenga Boulevard & Camarillo Street (Intersection 26), a.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall provide an

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation upgrade to the signal controller from 170 to 2070.

B-17 Cahuenga Boulevard & Ventura Freeway eastbound off-ramps (Intersection 28), a.m. and p.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall widen the Ventura Freeway eastbound off- ramp to provide a 14-foot left-turn-only lane, a 12-foot shared left/right-turn lane, and one 14-foot right-turn-only lane.

B-18 Cahuenga Boulevard & Riverside Drive (Intersection 29), a.m. and p.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall: a. Provide a westbound right-turn lane so that the Riverside Drive westbound approach would have a left-turn lane, two thru lanes, and a right-turn lane; and b. Contribute to the upgrade of the signal controller at the intersection from 170 to 2070.

B-19 Cahuenga Boulevard & Moorpark Street (Intersection 30), a.m. and p.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall contribute to the upgrade of the signal controller at the intersection from 170 to 2070.

B-20 Ledge Avenue/Moorpark Way & Riverside Drive (Intersection

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation 40), a.m. and p.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall: a. Provide dual left-turn lanes for westbound Riverside Drive. The second lane from the median would be for vehicles turning left onto Moorpark Way from westbound Riverside Drive; b. Widen eastbound Moorpark Way to provide an 11-foot left-turn pocket, one 10-foot shared-thru/left-turn lane, and an 11-foot shared thru/right-turn lane; and c. Contribute to upgrade the signal controller at the intersection from 170 to 2070.

B-21 Barham Boulevard & Cahuenga Boulevard (Intersection 47), p.m. – Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall widen the Cahuenga Boulevard westbound approach to provide an additional thru lane to match the existing westbound departure. However, this improvement would require use of the Caltrans right-of-way and would not be feasible unless Caltrans grants approval for such use.

B-22 Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall restripe James Stewart Avenue at its intersection with Lankershim Boulevard to provide one left-turn, one shared thru/left-turn lane, and dual right-turn lanes in the westbound direction.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation B-23 Vineland Avenue & Moorpark Street (Intersection 11), p.m. (Option A), a.m. and P.M. (Option B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development the Project Applicant shall contribute to the upgrade of the signal controller at the intersection from 170 to 2070.

B-24 Metro Driveway & Campo de Cahuenga Way (Intersection 23), p.m. (Option A) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall install additional signal equipment to provide protected left-turn phasing for eastbound Campo de Cahuenga Way and overlapping right-turn arrow signal indications for the southbound driveway from the Site B parking garage.

B-25 Cahuenga Boulevard & Valley Spring Lane (Intersection 32), a.m. and p.m. (Options A and B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall contribute toward the signalization of the intersection with permitted left-turn phasing for all approaches. Signal warrant worksheets are included in Appendix I of the Transportation Study dated July 2008 included in Appendix IV.B to this EIR. As shown in the signal warrants, the intersection does not meet signal warrants with the traffic projections in 2015. Based on consultation with LADOT, this intersection would be monitored a part of the Neighborhood Traffic Management program outlined later in this section as mitigation for Neighborhood Intrusion impacts, and signalization would be installed when traffic

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation volumes warrant signalization of the intersection.

B-26 Forman Avenue & Riverside Drive (Intersection 41), p.m. (Options A and B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall: a. Provide a westbound right-turn lane so that the Riverside Drive westbound approach would have a left-turn lane, two thru lanes, and a right-turn lane; and b. Contribute to the upgrade of the signal controller at the intersection from 170 to 270.

B-27 Mulholland Drive & Cahuenga Boulevard (Intersection 50), a.m. (Options B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall contribute to upgrade the signal controller at the intersection from 170 to 2070. This improvement would be required only if Option B is developed in Phase 2.

B-28 Highland Avenue & Franklin Place/Franklin Avenue (Intersection 66), a.m. and p.m. (Option A) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall contribute to upgrade the signal controller at the intersection from 170 to 2070. This improvement would be required only if Option A is developed in Phase 2.

B-29

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Pass Avenue & Alameda Avenue (Intersection 79), p.m. (Options A and B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall contribute funds sufficient to provide for additional signal equipment to connect the intersection to the City of Burbank’s CSCS.

B-30 Hollywood Way & Alameda Avenue (Intersection 84), a.m. (Option B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall contribute funds sufficient to provide for additional signal equipment to connect the intersection to the City of Burbank’s CSCS. This improvement would be required only if Option B is developed in Phase 2.

B-31 Cordova Street/Ventura Freeway westbound off-ramp & Alameda Avenue (Intersection 85), p.m. (Options A and B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall contribute funds sufficient to provide for additional signal equipment to connect the intersection to the City of Burbank’s CSCS.

B-32 Hollywood Way & Verdugo Avenue (Intersection 153), p.m. (Options A and B) – Prior to issuance of the Certificate of Occupancy for Phase 2 development, the Project Applicant shall contribute funds sufficient to provide for additional signal equipment to connect the intersection to the City of

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Burbank’s CSCS.

B-33 Prior to issuance of the Certificate of Occupancy for Phase 2 development (under either option), the Project Applicant shall construct new southbound on-ramps and reconfigure the existing northbound off-ramp at Campo de Cahuenga Way for the purpose of completing the interchange with the Hollywood Freeway at Campo Cahuenga Way. This improvement would be subject to Caltrans Project Study Review (PSR) and the final design shall be determined through the PSR, but is anticipated to include the following components: a. Relocation of the existing Hollywood Freeway southbound on-ramp east of Fruitland Drive at Ventura Boulevard. b. Construction of a new southbound off-ramp to Ventura Boulevard connecting to Ventura Boulevard at its intersection with the above relocated Hollywood Freeway southbound on-ramp at Fruitland Drive. c. Installation of a signal at the intersection of Ventura Boulevard at its intersection with the relocated Hollywood Freeway southbound on-ramp at Fruitland Drive. d. Construction of a new, additional southbound on-ramp from the existing intersection of Universal Terrace Parkway (Campo de Cahuenga Way) and Hollywood Freeway northbound ramps connecting with the relocated southbound on-ramp at Fruitland Drive (see item b). e. Widening of the existing freeway bridge over Lankershim Boulevard by approximately one lane width. f. Widening of the off-ramp to provide a free-flow right-turn lane from the off-ramp at Universal Terrace Parkway

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation (Campo de Cahuenga Way).

B-34 Prior to issuance of the Certificate of Occupancy for Phase 2 development (under either option), the Project Applicant shall widen the Hollywood Freeway northbound off-ramp to provide an additional shared thru/right-turn lane and access to the parking garage on Site C. This mitigation shall include construction of a new west leg of the existing signalized intersection to provide direct access to the Site C parking garage via a driveway along the south side of the Project Site. Project traffic shall be allowed to exit the site at this intersection via a right-turn only driveway onto southbound Lankershim Boulevard. A detailed description of this improvement has been provided in Appendix J of the Transportation Study dated July 2008 included in Appendix IV.B to this EIR. Caltrans Analysis – On- and Off-Ramps B-35 Significant and unavoidable At the request of Caltrans, the EIR included an analysis of Project impacts The Project Applicant shall make a fair-share contribution on the study on- and off-ramps and weaving freeway segments. Based on toward any improvements to the study on- and off-ramps that Caltrans’ criteria, the Project would result in significant impacts at eight on- would mitigate the Project’s on- and off-ramp impacts and that ramps, nine off-ramps, and six freeway segments. With implementation of are implemented by the year 2015. mitigation, these impacts would remain significant and unavoidable. B-36 The Project Applicant shall make a fair-share contribution toward any improvements to the study freeway segments that would mitigate the Project’s freeway segment impacts and that are implemented by the year 2015. CMP Arterial Monitoring Station Impacts No additional mitigation measures beyond those identified for Less than significant. Full buildout of the Project (Option A) would result in a significant impact intersection LOS impacts are required to address Project at the monitoring location at Laurel Canyon & Ventura Boulevard. impacts related to CMP arterial monitoring stations.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Implementation of the mitigation measures identified in Section IV.B, Transportation, would reduce the impact to less than significant. CMP Freeway Segment Impacts No feasible mitigation measures beyond those identified in Significant and unavoidable. Phase 1 of the Project would result in significant impacts along three CMP Section IV.B, Transportation, are available to address Project freeway segments; after mitigation, one significant and unavoidable impact impacts to CMP freeway segments. would remain. Phases 1 and 2, Option A, would result in significant impacts along five CMP freeway segments; after mitigation, significant and unavoidable impacts would remain along four freeway segments. Phases 1 and 2, Option B, would result in significant impacts along four CMP freeway segments; after mitigation, significant and unavoidable impacts would remain along three freeway segments. Impacts under Other Jurisdictions No additional mitigation measures beyond those identified for Less than significant. Based on the use of the other jurisdictions’ methodologies and thresholds, intersection LOS impacts are required to address Project the Project would not result in any additional significant impacts beyond impacts related to intersection LOS under other jurisdictions. those impacts identified based on LADOT criteria. Transit Impacts No additional mitigation measures beyond those identified in Less than significant. The potential additional trips added by the Project could worsen the Section IV.B, Transportation, are required to address Project operating condition of one of the transit lines on Ventura Boulevard if no impacts on transit. additional service improvements are made, and impacts related to transit would be significant. Implementation of mitigation would reduce this impact to less than significant. Construction-Related Street Use Impacts B-37 Significant and unavoidable. The physical construction of the Project would cause temporary lane The Project shall prepare construction traffic management closures, temporary and intermittent reduction in roadway operating plans, including street closure information, detour plans, haul capacity caused by construction vehicle traffic, and temporary loss of on- routes, and staging plans satisfactory to the affected street parking. Given that some the lane closures could extend through the jurisdiction. Project’s entire construction period and could affect access to the Island neighborhood on Valleyheart Drive, it is conservatively concluded that the impact due to lane closures would be significant and unavoidable. Neighborhood Intrusion Impacts B-38 Temporarily significant and Under both phases, the Project would result in significant impacts related to Egress from the parking garages on Sites A and B to Bluffside unavoidable.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation neighborhood intrusion (i.e., Bluffside Drive/Valleyheart Drive impacts and Drive shall be limited to a total of 295 trips per day. other neighborhood intrusion impacts). With implementation of mitigation, the Project’s neighborhood intrusion impacts on Bluffside Drive/Valleyheart B-39 Drive would be less than significant under both phases. Mitigation would Left turns out of the Site B parking garage onto eastbound reduce the Project’s other neighborhood intrusion impacts that would occur Campo de Cahuenga Way shall be restricted to Metro buses during Phase 2. However, because if the residents in affected leaving the Metro Bus Transit Plaza only. neighborhoods may do not agree on calming/traffic management improvements, Project impacts related to neighborhood intrusion would B-40 remain significant and unavoidable. Pursuant to the schedule established in the final adopted sub- phasing program, the Applicant shall provide a funding mechanism, up to $250,000, acceptable to LADOT for necessary City staff support for development of neighborhood traffic management plan(s), and for subsequent implementation of traffic calming measures contained in the plan(s). Of the $250,000, 10 to 15 percent shall be reserved for the development of the plans by the City staff. Development of a plan for any particular community shall be initiated at the request of the residents in the community. Eligible communities shall be limited to the residential neighborhoods within the boundaries of Ventura Freeway to the north, Forman Avenue to east, Valley Spring Lane to the south, and Vineland Avenue to the west. Site Access and Circulation Impacts No feasible mitigation measures beyond those identified in Temporarily significant and Under Phases 1 and 2, Options A and B, access at Lankershim Boulevard & Section IV.B, Transportation, are available to address Project unavoidable. Main Street would operate at LOS E during the afternoon peak hour, and impacts related to pedestrian safety. access at Lankershim Boulevard & Hollywood Freeway northbound off- ramp would operate at LOS E during the morning peak hour. Therefore, Project impacts related to site access and circulation would be significant. Implementation of the mitigation measures identified in Section IV.B, Transportation, would reduce the access impacts to less than significant. Through conformance to City sidewalk, driveway, and signalization

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation standards, Project impacts related to bicycle and vehicular safety would be less than significant. Sidewalk closures would occur throughout the Project’s construction phase, requiring some pedestrians in the area to cross back and forth over streets in order to access a sidewalk, potentially causing an increase in pedestrian-vehicle interaction. Therefore, Project impacts related to pedestrian safety would be temporarily significant, and unavoidable, and the Project’s contribution to cumulative impacts related to pedestrian safety would be temporarily significant and unavoidable. Parking Impacts B-41 Less than significant. With implementation of the mitigation identified in Section IV.B, Prior to issuance of a demolition permit for Sites A or B, the Transportation, after completion of Phases 1 and 2, Options A and B, the Project Applicant shall provide a minimum of 296 spaces at Project would provide an adequate parking supply to meet the projected one or more offsite locations within walking distance of Sites parking demands of the Project. However, until then or until suitable offsite D and E or at another location with a shuttle service until parking could be provided, the Project would result in temporary, short-term completion of the Site B garage. significant unavoidable parking impacts associated with the Metro park & ride, Hollywood Bowl, and John Anson Ford Amphitheatre operations. B-42 Prior to issuance of the Certificate of Occupancy for Phase 1 development, the Project Applicant shall provide an additional 21 parking spaces, either on or offsite. Impacts Associated with Traffic Mitigation Measures No additional mitigation measures beyond those identified in Significant and unavoidable. Implementation of some of the mitigation measures outlined in this Section Section IV.B, Transportation, are available to address Project would result in the following additional significant and unavoidable impacts impacts associated with mitigation measures. related to: intersection LOS; access; loss of on-street parking; temporary lane closures; and reduction in sidewalk widths. Additionally, implementation of some of the mitigation measures would contribute to significant and unavoidable impacts identified for the Project related to construction-related air quality and noise impacts. NOISE The Project Site will generate noise from the following sources: C-1 Acoustical noise models were Construction and Operational: As a mitigation measure and safety precaution, a vibration created to evaluate the potential • Traffic Noise; measurement program shall be implemented, requiring noise impact of the Project to

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation • Loading Dock; construction activities to monitor or reduce to within the 0.12 the community surrounding the • Parking Areas; inch/sec peak particle velocity to ensure that construction Project Site. Noise associated • Building Mechanical and Electrical Equipment; activity does not impact the Campo de Cahuenga historic site. with construction, the parking • Relocated Bus Plaza; Furthermore, the Project Applicant shall be required to move structure, and stationary noise • Cogeneration System; and heavy construction equipment farther from the Campo de sources such as HVAC • Public Assembly. Cahuenga historic structure and/or replace such equipment equipment, and traffic noise with equipment that generates less vibration if vibration were evaluated. Construction reaches a peak particle velocity of 0.12 inch/sec at the Campo Construction of the Project is expected to extend over an approximate five- de Cahuenga historic structure. Construction noise calculations to seven-year period. Construction of Phase 1 is expected to be completed in show significant unavoidable three years. The pedestrian bridge across the Lankershim Boulevard would C-2 temporary impacts to the be constructed concurrently with Phase 2 construction. At all 13 The use of driven piles shall be prohibited and piles shall adjacent construction noise construction noise receptor locations, refer to Section IV.C for exact instead be drilled. receptor locations both from the locations, a potential impact can be expected due to construction activities. Project individually and The noise levels with pile driving will cause ambient noise levels to increase C-3 cumulatively with the by more than the 5 dBA threshold for a significant noise level at all of the 13 Construction noise shall be addressed by utilizing the most simultaneous construction of construction noise receptor locations. current methods of noise control such as highly efficient the Vision Plan project and the mufflers, air inlet silencers on motors, and/or enclosures on Project. Careful planning and The Universal Studios property is located across Lankershim Boulevard motor compartments. In addition, noisier activities with the noise mitigation measures will from the Project Site. This construction noise receptor would experience exceptions of excavation, hauling, and concrete pours shall be help reduce this impact and noise levels up to 74 dBA during Project construction. Other areas of the staged to take place during business hours when less people should be implemented. Universal Studios property adjacent to Lankershim Boulevard would are home and ambient noise levels in the receptor areas are However, even with such experience similar noise levels, while receptors farther away would higher. Truck haul routes shall be planned to avoid streets measure the impact would generally experience lower noise levels as distance from the Project Site where the immediately adjacent zoning is predominantly remain temporary but increases. Because of the potential to disrupt sensitive studio operations, residential, and rubber-tired equipment shall replace track significant. Project construction noise is conservatively considered to have a temporary equipment where a rubber-tired option is available. but significant impact on studio operations. With implementation of C-5 Mitigation Measure C-2, the Part of the Project will include street improvements to reduce the Project’s Prior to issuance of certificate of occupancy for Phase 1, the most significant source of traffic impacts at various intersections. However, it is expected that this Applicant shall construct a sound wall on the north side of vibration from construction type of construction will only slightly and temporarily increase the ambient Bluffside Drive. The wall shall be at least 4-5 feet high to activity will be from heavy

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation noise levels in the vicinity of the construction project and result in a mitigate the noise produced by the loading dock. The wall equipment such as a large significant but temporary impact on sensitive receptors in the vicinity of the must be continuous and extend 8 feet past the loading dock in bulldozer. The closest this street improvements. both directions to effectively reduce the noise at LimA equipment will be operating to Receptor LR02. the Campo de Cahuenga historic To evaluate haul route noise, a noise model of the area was constructed site is approximately 30 feet. using FHWA’s TNM modeling software. Noise impacts from haul trucks C-6 This equates to a peak particle themselves will not have a significant impact on any of the construction The Project shall comply with City of Los Angeles Noise velocity of 0.068 in/sec at the noise receptor locations. Ordinance No. 144,331 and 161,574. historical structure. This level is safely below the criterion for “buildings extremely susceptible to vibration damage.” Therefore, C-7 after mitigation impacts to the Prior to the issuance of grading permits, the Project Applicant structures on the Campo de shall inform contractors that they are required to comply with Cahuenga historic site due to the City of Los Angeles Noise Ordinance Chapter XI and vibration from construction Section 41.40 of the LAMC. As part of this compliance activity will be less than program, the contractor shall have a construction noise significant. mitigation plan, which in addition to site-specific mitigation, shall also include a noise hotline to enable the public to call The cumulative impact of the and address specific issues or activities that may be causing Project and future traffic problems at on-and-off-site locations. conditions is not considered significant for any of the road C-8 segments modeled. In addition, Except for excavation, hauling, and concrete pours, as long as the Project includes construction and demolition shall be restricted to the hours of the sound limits documented 7:00 a.m. to 9:00 p.m. Monday through Friday, and 8:00 a.m. within the report, the stationary to 6:00 p.m. on Saturday. noise sources will not have a significant impact on the C-9 surrounding community. Construction and demolition activities shall be scheduled to the extent feasible so as to avoid operating several pieces of The conclusion of all of the

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation equipment simultaneously, which causes high noise levels. above discussion and analysis indicates that the Project will C-10 not result in a significant The use of those pieces of construction equipment or operational noise impact after construction methods with the greatest peak noise generation construction once the Project is potential shall be minimized to the extent feasible. Examples completed. With planning, include the use of drills, jackhammers, and pile drivers. design, and implementation, the noise from all Project-related noise sources will be in C-11 compliance with the noise Noise and groundborne vibration construction activities whose criteria throughout the specific location on the site may be flexible (e.g., operation of development process. compressors and generators, cement mixing, general truck idling) shall be conducted as far as possible from the nearest Based upon implementation of noise- and vibration-sensitive land uses. Mitigation Measure C-5 noise impacts from loading dock C-12 operations would be less than The Project contractor shall use power construction equipment significant. If this wall is with state-of-the-art noise shielding and muffling devices. constructed, LimA Receptor LR02 would experience only a C-13 1.1 dB increase in CNEL Barriers such as plywood structures or flexible sound control instead of a 7.9 dB increase in curtains shall be erected around the boundary of the Project CNEL due to loading dock Site adjacent to residential receptors in the vicinity of active noise; therefore impacts related construction at a height of 10 feet to minimize the amount of to loading dock noise would be construction noise on sensitive receptors. less than significant. However, such wall would be C-14 aesthetically unappealing as All construction truck traffic shall be restricted to truck routes viewed from within the approved by the City of Los Angeles Department of Building Weddington Park (South) and and Safety, which shall avoid areas that are predominantly the Island neighborhood. It

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation residentially zoned. would also make the park less open and inviting by creating C-15 both a physical and An information sign shall be posted at the entrance to the psychological barrier to park construction site that identifies the permitted construction access. Furthermore, such wall hours and provides a telephone number to call and receive would be a potential target for information about the construction Project or to report graffiti and would impede complaints regarding excessive noise levels. police protection of the park. Therefore, if the decision- makers reject Mitigation Measure C-5 due to aesthetic or other reasons, noise impacts from loading dock operations would be significant and unavoidable. Operational C-4 Traffic Equipment for the cogeneration equipment shall comply with All locations affected by traffic noise increases due to the Project will have the noise limits indicated in Table IV.C-20 and shall provide less than significant impacts from traffic noise. This is true for all areas the following: regardless of the noise exposure land use category under which they fall. This is also true whether considering Project specific or cumulative impacts. Gas turbine – The turbine and associated fans must be located within an acoustical enclosure. Sound traps with a significant Stationary Sources length (approximately 10 feet) are required at the supply and The expected 24- hour ambient noise level from the loading dock is exhaust air openings. expected to increase by 7.9 dB at LimA Receptor LR02. This increase would cause the noise level at the receptor location to be above what the Gas Block and Bleed –Silencers may be required for the City of Los Angeles deems acceptable for parks. It also is an increase above valves; alternate valves should be provided for emergency the 5 dB “Clearly Unacceptable” category at this location. Therefore, conditions to avoid any silencer restrictions due to code. loading dock noise would cause a significant impact at Weddington Park (South). Steam Boiler Vent –The pressure for the boiler system shall be limited to 120 psi. In addition, a Drag Valve shall be used

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation At this time, the extent and type of HVAC equipment has not yet been to reduce valve noise while in operation. As with the Gas identified. Thus, as long as the HVAC equipment meets the requirements of Block and Bleed valves, an alternate valve shall be provided the City Noise Ordinance at the Project Site property line, there will be no for any required venting in emergency conditions. impact with respect to noise by the HVAC equipment.

Relocating the Metro bus transfer and layover facility from its current location on Site C to the Metro Bus Transit Plaza (on the ground level of the Site B garage) presents a potential impact due to operating buses in closer proximity to the Campo de Cahuenga historic site and the Island neighborhood. Three locations in the Island neighborhood were analyzed, along with one location in Weddington Park (South) and the Campo de Cahuenga historic site. The locations chosen are considered the worst-case scenarios so it is accurate to conclude that none of the other receptor locations in the area would experience an increased CNEL because of the new relocation of the Metro Bus Transit Plaza. Impacts related to relocation of the bus operations would be less than significant.

The potential cogeneration system would operate consistently and consequently, would be subject to property line noise limits established by the LAMC. To avoid exceeding the most stringent CEQA threshold of significance (an increase of 3 dBA over ambient noise conditions), the equipment must be limited by the following; gas turbine, exhaust stack, gas block and bleed, and a steam boiler vent. Compliance with the foregoing conditions would result in a less than significant impact.

The Project includes a landscaped plaza that would provide a pedestrian connection with the office building on Site A, the garage on Site B, the Campo de Cahuenga historic site, and the Metro portals. Therefore, male voices were used to determine a worst-case analysis of impacts. Based on this assumption, the loudest hourly contribution expected due to a public assembly would be 26 dBA at LimA noise receptor location LR02. Since a

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation noise source must be within 10 dB of the loudest noise level to increase the noise level, there would be no increase at any of the receptor locations; and therefore, impacts related to noise generated by public assembly in the landscaped plaza would be less than significant.

An outdoor dining patio is planned for the rooftop of the media production facility on Site A. The loudest hourly contribution expected due to the occupancy of the rooftop patio would be 30 dBA at LimA noise receptor location LR02. This would be significantly less than the quietest hourly noise level (52 dBA at 3 a.m.) measured at the closest monitoring location M14. Typical hourly Leq levels during the expected hours of operation (9 a.m. to 10 p.m.) ranged from 63-56 dBA. Since a noise source must be within 10 dB of the loudest noise level to increase the noise level, there would be no increase at any of the receptor locations; and therefore, impacts related to noise generated by occupancy of the rooftop patio would be less than significant.

Program sound may be used in the landscaped plaza or the outdoor dining patio described above. It is assumed that the noise contribution from both systems operating simultaneously would comply with the requirements as set forth in the Chapter XI of the LAMC. The analysis assumed that as a worst case the program sound would occur from 7 a.m. until 12 a.m. at or below these levels. Since amplified program sound would be required to comply with the standards as set forth in the LAMC, impacts related to amplified program sound would be less than significant. VISUAL RESOURCES Public vantage points from which the observation of the Project Site is In order to reduce the significant visual character and view The Project, under Phase 1, possible are generally associated with public street and freeway corridors impacts of the Project structures to less than significant, the would cause significant and which approach or are located adjacent to the Project Site, or with public Project would need to be substantially downsized. Such a unavoidable impacts to the lands adjacent to the Project Site. The public locations and corridors include reduction would be contrary to the Project objectives, visual character of the Project the following: including the objectives to maximize the use of existing Site resulting from Phase 1

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation • Hollywood Freeway (Vantage Points P1 and P2); urbanized areas accessible to transit through infill and development as viewed from • Mulholland Drive (Universal City Overlook) (Vantage Point P3); redevelopment and offer a substantial concentration of the Vantage Points P6, P9, and • Ventura Boulevard (Vantage Points P4 and P5); employment opportunities at the location of the existing P10. The Project, under Phase • Weddington Park (South) (Vantage Points P6 and P7); Universal City Metro Red Line station. As such, any 1, would cause significant and • Lankershim Boulevard (Vantage Points P8 and P9); and mitigation measure addressing such a reduction deemed unavoidable impacts related to • Campo de Cahuenga Way (Vantage Point P10). infeasible. Reducing or eliminating signage would be contrary animated or moving signage to the Project objective of establishing a creative signage and supergraphics as viewed • program that identifies the Project Site as a media-oriented from Vantage Points P2, P5, P6, For analytical purposes, the many private vantage points from which Universal City and the immediate area can be observed are generally Regional Center, consistent with the site’s General Plan P7, P8, P9, and P10. The designation, provides signage opportunities for tenants, Project, under Phase 2 Options grouped into geographic areas sharing common characteristics with regard especially media and entertainment industry tenants, and A and B, would cause to distance from the Project Site, angle of view, and on- and off-site visual resources accessible from these locations. These locations include: creates dynamic and visually appealing place. No feasible significant and unavoidable mitigation measures are available to address the significant impacts to the visual character • The Island Neighborhood and City View Lofts (Vantage Point visual character impacts of signage within the Project. This of the Project Site resulting TI1); and EIR examines five alternatives (Reduced Density, Reduced from Phase 2 development as Cahuenga Pass West (Vantage Point CPW1). • Height/Reduced Density, Alternative Design, Reduced viewed from the Vantage Point

Signage, and Existing Land Use Policy) that have the potential P8. The Project, under Phase 2, Phase 1 to reduce significant impacts of the Project with regard to would cause significant and Visual Character visual qualities and view. unavoidable impacts related to Impacts to visual character of the Project Site resulting from Project animated or moving signage as development would be less than significant with regard to Public Vantage viewed from Vantage Points Points P1, P2, P3, P4, P5, P7, and P8. Significant impacts related to visual P2, P5, P6, P7, P8, and P10. character would be perceived from Public Vantage Points P6, P9, and P10. The Project, under Phase 1, Private views are not considered by the L.A. CEQA Thresholds Guide. would also cause significant However, if the criteria from the L.A. CEQA Thresholds Guide were applied, and unavoidable impacts to the impacts to visual character of the Project Site would be less than significant view resources available from from both Private Vantage Point TI1 and from Private Vantage Point CPW1. Vantage Points P9 and P10.

The Project, under Phase 2 Impacts relative to signage would be less than significant with regard to Options A and B, would also Public Vantage Points P1, P3, and P4. Significant impacts related to signage cause significant and would result at Public Vantage Points P2, P5, P6, P7, P8, P9, and P10. unavoidable impacts to the view Private views are not considered by the L.A. CEQA Thresholds Guide.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation However, if the criteria from the L.A. CEQA Thresholds Guide were applied, resources available from impacts of animated or moving Project signage in Phase 1 would be Vantage Point P8. In addition, significant from Vantage Point CPW1 and impacts of supergraphics would the visual impact of the be significant from Vantage Points TI1 and CPW1. pedestrian bridge from Vantage Point 8 would be significant Views and unavoidable. Impacts to scenic views would be less than significant with regard to Public Vantage Points P1, P2, P3, P4, P5, P6, P7, and P8. Significant impacts from Public Vantage Points related to views would occur from Vantage Point P9 and P10. If the criteria from L.A. CEQA Thresholds Guide, which does not consider the blockage of private views to be significant, were applied, impacts to views of the Project Site as seen from the two Private Vantage Points (TI1 and CPW1) would be less than significant.

Phase 2 Visual Character Impacts to visual character of the Project Site would be less than significant with regard to Public Vantage Points P1, P2, P3, P4, P5, P6, P7, P9, and P10 under both Option A and B. Significant impacts related to visual character would occur at Public Vantage Point P8. Private views are not considered by the L.A. CEQA Thresholds Guide. However, if the criteria from the L.A. CEQA Thresholds Guide were applied, impacts to visual character of the Project Site as seen from the two Private Vantage Points (TI1 and CPW1) would be less than significant.

Impacts relative to animated or moving signage and supergraphics would be less than significant with regard to Public Vantage Points P1, P3, P4 and P9. Significant impacts related to signage would be perceived from Public Vantage Points P2, P5, P6, P7, P8, and P10. Private views are not considered by the L.A. CEQA Thresholds Guide. However, if the criteria from the L.A. CEQA Thresholds Guide were applied, impacts of animated or

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation moving Project signage and supergraphics in Phase 2 would be significant at Vantage Points TI1 and CPW1.

Views Impacts to scenic views would be less than significant with regard to Public Vantage Points P1, P2, P3, P4, P5, P6, P7, and P10 under both Options A and B. Significant impacts related to views would be perceived from Public Vantage Point P8. If the criteria from L.A. CEQA Thresholds Guide, which does not consider the blockage of private views to be significant, were applied, impacts to views of the Project Site as seen from the two Private Vantage Points (TI1 and CPW1) would be less than significant from Private Vantage Point TI1 and from Private Vantage Point CPW1 under Options A and B. LIGHT & GLARE SHADE/SHADOW Development of the Project would result in Project-specific shadow impacts No Mitigation Measures are required. Project-specific Impacts: on the: 1) Weddington Park (South) under Phase 1 (winter and spring), Significant and Unavoidable. Phases 1 and 2, Option A (winter), and Phases 1 and 2, Option B (winter); 2) City View Lofts under Phase 1 (winter); and 3) Campo de Cahuenga historic Cumulative Impacts: site under Phases 1 and 2, Option A (winter) and Phases 1 and 2, Option B Significant and Unavoidable. (winter and spring). Additionally, the Project would contribute to cumulative shadow impacts on the: 1) Weddington Park (South) under Phases 1 and 2, Options A and B (winter and spring); 2) City View Lofts under Phases 1 and 2, Options A and B (winter); and 3) Campo de Cahuenga historic site under Phases 1 and 2, Options A and B (winter and spring). Other than reducing the height of the buildings, no feasible mitigation is available, and these impacts would be significant and unavoidable. LIGHT & GLARE ARTIFICIAL LIGHT & GLARE An analysis of potential artificial light impacts on the sensitive receptor No feasible mitigation measures are available to address the Impacts of the Project related to areas surrounding the Project Site was conducted, which encompassed the significant impacts of upper level signage within the Project. upper level (Sign Levels 2 and

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation following areas: However, Section V (Alternatives) of this EIR includes 3) animated or moving signage • Island Neighborhood; analyses of three alternatives, including the Reduced Signage would be significant and • City View Lofts; Alternative, that address these impacts. unavoidable in Phase 1 as • Valley Village, North Hollywood, Toluca Estates and Toluca Lake; perceived from the eastern • Cahuenga Pass; portion of the Island • Sheraton Universal Hotel and Universal City Hilton Hotel; and neighborhood, City View Lofts, • Hollywood Manor. Valley Village, North Hollywood, Toluca Estates, and An analysis of potential impacts related to Project activities that would Toluca Lake; Cahuenga Pass generate nighttime lighting and daytime and nighttime glare was conducted and Hollywood Manor areas. to determine whether the Project would impact nearby sensitive receptors, Impacts of the Project related to which identified the following: upper level (Sign Levels 2 and 3) animated or moving signage Construction: Impacts on all sensitive receptors would be less than would be significant and significant in both Phase 1 and Phase 2. unavoidable in Phase 2 as perceived from the whole of the Building Interior and Exterior Lighting: Impacts on all sensitive Island neighborhood, Valley receptors would be less than significant in both Phase 1 and Phase 2. Village, North Hollywood, Toluca Estates, and Toluca Project Signage: Phase 1 upper level (Sign Levels 2 and 3) animated or Lake; and Cahuenga Pass. All moving signage would result in significant impacts with respect to artificial other impacts related to Project light on the eastern portion of the Island neighborhood and City View Lofts; artificial light would be less Valley Village, North Hollywood, Toluca Lake, and Toluca Estates; than significant. Impacts Cahuenga Pass and Hollywood Manor. Phase 2 upper level (Sign Levels 2 related to glare would be less and 3) animated or moving signage would result in significant impacts with than significant. respect to artificial light on the whole of the Island neighborhood; Valley Village/North Hollywood; Toluca Lake; Toluca Estates; and Cahuenga Pass.

Glare: Impacts on all sensitive receptors would be less than significant in both Phase 1 and Phase 2. GEOLOGY AND SOILS

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Project impacts related to fault rupture, groundshaking, and expansive soils F-1 Less than significant. would be less than significant. With implementation of the mitigation Site-specific geotechnical reports shall be prepared for each measures identified in the section, Project impacts related to liquefaction, phase of the Project prior to construction. The reports shall liquefaction-induced settlement, and dewatering induced settlement would address site preparation, fill placement, and compaction, be less than significant. foundations, pavement design, footings, and pile foundations.

F-2 During construction of the Project, a qualified representative of the Project’s geotechnical engineer shall be present on-site to ensure implementation of all relevant requirements outlined in the final geotechnical reports.

F-3 Geotechnical observation and testing shall be completed during the placement of new compacted fills, foundation construction, buttresses, stabilization fills, ground improvement, and any other geotechnical-related construction. The geotechnical firm performing these services shall be approved by the City.

F-4 To mitigate potential settlement impacts on the Campo de Cahuenga historic site, structural monitoring, including surveys, shall be performed during dewatering to determine the condition and susceptibility of the building to settlement distress. If during construction, the settlement is observed to cause distress to the building, the building shall be repaired to mitigate the distress.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation F-5 The design of the temporary dewatering system shall be performed by a qualified dewatering contractor and be based on pump tests performed from wells installed at the Project Site. AIR QUALITY Phase 1 Construction-Related Project Impacts, Phase 1 and Phase2 Mass daily emissions of NOx in Construction The following measures are recommended to reduce the Phase 1 and Phase 2 during Mass Daily Emissions potential emissions associated with construction activities to construction would be Mass daily emissions of NOx in Phase 1 construction would exceed the the maximum extent feasible: significant and unavoidable. SCAQMD threshold and would be significant. Mass daily emissions of all Phase 2 construction emissions other criteria pollutants would be less than significant. G-1 combined with Phase 1 The Project Applicant shall implement measures to reduce the Operational emissions would Localized Emissions of CO, NOx, PM10, and PM2.5 emissions of pollutants generated by heavy-duty diesel- generate significant and Phase 1 construction emissions would result in maximum ambient air powered equipment operating at the Project site throughout the unavoidable daily mass concentrations that would exceed SCAQMD thresholds for 1 hour NO2, Project construction phases. The Project Applicant shall emissions of VOCs, NOx, CO, annual NO2, 24 hour PM10, annual NO2 and 24 hour PM2.5. Impacts include in construction contracts the control measures required PM2.5, and PM10. associated with these concentration levels would be significant. Localized and recommended by the SCAQMD at the time of concentrations of all other criteria pollutants would be less than significant. development. Examples of the types of measures currently Phase 1 of the Project would required and recommended include the following: generate mass daily operational Toxic Air Contaminants emissions of VOC, NOx, CO, The estimated maximum cancer risk at the nearest residential and worker • Keep all construction equipment in proper tune in and PM10 that would be location may be above SCAQMD’s risk threshold during Phase 1 accordance with manufacturer’s specifications. significant and unavoidable. construction. Impacts associated with toxic air contaminants during Phase 1 Phase 2 of the Project under construction would therefore be significant at these locations. The • Use the most current grade of low-emission diesel fuel both Option A and Option B maximum cancer risk for recreational receptors would be below the approved by CARB and available in the South Coast would generate mass daily threshold. Impacts at these locations would be less than significant. Air Basin for all heavy-duty diesel-powered equipment operational emissions of VOC, Chronic and acute non-cancer hazards would be below SCAQMD’s hazard operating and refueling at the Project site. Limit truck NOx, PM10 and PM2.5 that

7 Based on CARB verified technologies (http://www.arb.ca.gov/diesel/verdev/vt/cvt.htm).

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation index threshold of 1.0 for all receptors types. Impacts associated with and equipment idling time to five minutes or less, when would be significant and chronic and acute non-cancer exposures in Phase 1 would be less than equipment is not in active use, as required by CARB. unavoidable. significant. Phase 1 construction, Phase 1 • Rely on the electricity infrastructure surrounding the operation, Phase 2 construction, construction sites rather than electrical generators Phase 2 construction in powered by internal combustion engines wherever combination with Phase 1 possible.7 operation, and Phase 2 Option A and Option B would result in G-2 maximum ambient air The required application of paints and primer at the Project concentrations of 1-hour NO2 , site during construction shall have a VOC rating of 125 grams annual NO2, 24-hour PM10 and per liter or less. 24-hour PM2.5 that would be significant and unavoidable.

TAC emissions from Phase 1 construction and Phase 1 construction followed by Phase 2 construction would be significant and unavoidable at the nearest residential and worker receptor locations. TAC emissions from Phase 2 construction and from TAC emissions from Phase 2 construction in combination with Phase 1 operational emissions would be significant and unavoidable at the nearest worker receptor location.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Impacts associated with locating a residential receptor in proximity to a freeway would be significant and unavoidable under Phase 2 Option B.

All other air quality impacts would be less than significant. Operations Operational Impacts Mass Daily Emissions The following measures are recommended to reduce the Phase 1 of the Project would generate mass daily operational emissions of potential emissions associated with operational activities: VOC, NOx, CO, and PM10 that exceed the SCAQMD thresholds of significance. Impacts associated with these criteria pollutants would be G-3 significant. Mass daily emissions of all other criteria pollutants would be Energy efficient natural gas heating and cooking equipment less than significant. shall be installed in the Project buildings.

Localized Emissions of CO, NOx, PM10, and PM2.5 G-4 Phase 1 operational emissions would result in maximum ambient air Energy efficient air conditioners with automated controls shall concentrations that exceed SCAQMD air quality significance thresholds for be installed in the Project buildings. 1-hour NO2, annual NO2, 24-hour PM10 and 24-hour PM2.5. Impacts associated with these concentration levels would be significant. CO, annual G-5 PM10, and sulfate concentrations would be below SCAQMD thresholds and Energy-efficient parking structure lights shall be installed would be less than significant. throughout the Project site.

Toxic Air Contaminants G-6 Maximum cancer risk associated with Phase 1 operational emissions would Energy efficient lighting shall be installed in the Project be below the SCAQMD threshold for all receptors. Maximum chronic and buildings. acute hazard indices would be below the SCAQMD threshold for all receptor types. Impacts associated with toxic air contaminants during Phase G-7 1 operations would be less than significant. Project buildings shall use light-colored roof materials to reflect heat.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Localized CO Concentrations from Motor Vehicles Future CO concentrations would not exceed the national and State ambient air quality standards for CO. Impacts associated with localized CO concentrations from motor vehicles would be less than significant.

Phase 2 Construction Mass Daily Emissions Mass daily emissions of NOx associated with Phase 2 construction would be significant and unavoidable. Mass daily emissions of all other criteria pollutants would be less than significant. Phase 2 construction activities would overlap with the operation of the buildings constructed in Phase 1. When Phase 2 construction emissions are combined with Phase 1 Operational emissions, the maximum mass daily emissions generated on-site would exceed SCAQMD thresholds for VOC, NOx, CO, PM2.5, and PM10. Mass daily emissions of these criteria pollutants would be significant. Mass daily emissions of SOx would be less than significant under this scenario.

Localized Emissions of CO, NOx, PM10, and PM2.5 Phase 2 construction emissions would result in maximum ambient air concentrations that would exceed SCAQMD thresholds for 1-hour NO2, annual NO2, 24-hour PM10, annual PM10, and 24-hour PM2.5. Impacts associated with these concentration levels would be significant. Localized concentrations of all other criteria pollutants would be less than significant. Phase 2 construction emissions in combination with Phase 1 operational emissions would result in maximum ambient air concentrations that exceed SCAQMD air quality significance thresholds for 1-hour NO2, annual NO2, 24-hour PM10, annual PM10, and 24-hour PM2.5. Impacts associated with these concentration levels would be significant. Localized concentrations of all other criteria pollutants would be less than significant.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Toxic Air Contaminants TAC emissions from Phase 2 construction and from TAC emissions from Phase 2 construction in combination with Phase 1 operational emissions may lead to a maximum cancer risk above SCAQMD thresholds for the nearest worker receptor. Impacts to this receptor would be significant. TAC emissions from Phase 2 construction and from TAC emissions from Phase 2 construction in combination with Phase 1 operational emissions may lead to a maximum cancer risk that would be below the SCAQMD threshold for the nearest residential and recreational receptors. Impacts on these receptors would be less than significant. The non-cancer chronic and acute hazard index would be below the SCAQMD threshold. Impacts associated with chronic and acute non-cancer exposures in Phase 1would be less than significant.

TAC emissions from the total construction effort (Phase 1 construction followed by Phase 2 construction) may lead to a maximum cancer risk for residential and worker receptors that is greater than the SCAQMD cancer risk threshold. Impacts to these receptors would be significant. TAC emissions from Phase 1 construction followed by Phase 2 construction would result in a maximum cancer risk that would be below the SCAQMD threshold for the nearest recreational receptor. Impacts on these receptors would be less than significant. The non-cancer chronic and acute hazard index would be below the SCAQMD threshold. Impacts associated with chronic and acute non-cancer exposures from Phase 1 construction followed by Phase 2 construction emissions would be less than significant.

Operations Mass Daily Emissions Phase 2 of the Project under both Option A and Option B would generate mass daily operational emissions of VOCs, NOx, PM10 and PM2.5 that exceed the SCAQMD thresholds of significance. Impacts associated with

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation these criteria pollutants would be significant. Mass daily emissions of SOx and CO would be less than significant.

Localized Emissions of CO, NOx, PM10, and PM2.5 Both Phase 2 Option A and Option B operational emissions would result in maximum ambient air concentrations that would exceed SCAQMD thresholds for 1-hour NO2, annual NO2, 24-hour PM10, annual PM10, and 24- hour PM2.5. Impacts associated with these concentration levels would be significant. Localized concentrations of all other criteria pollutants would be less than significant.

Toxic Air Contaminants Maximum cancer risk associated with Phase 2 operational emissions would be below the SCAQMD threshold for all receptors. Maximum chronic and acute hazard indices would be below the SCAQMD threshold for all receptor types. Impacts associated with toxic air contaminants during Phase 2 operations would be less than significant.

Localized CO Concentrations from Motor Vehicles Future CO concentrations would not exceed the national and State ambient air quality standards for CO. Impacts associated with localized CO concentrations from motor vehicles would be less than significant.

Greenhouse Gas (GHG) Emissions Project Design Alternatives would reduce GHG emissions compared to what would otherwise be expected from the Project in 2020. Implementation of these design alternatives would not impact the State’s ability to achieve targeted reductions in GHG emissions and impacts associated with GHG emissions under these design alternatives would be less than significant.

Sensitive Receptors in Proximity to a Freeway

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation In Phase 2, the Project would include a residential building adjacent to the freeway, which would conflict with guidance from the California Air Resources Board regarding siting of sensitive receptors within 500 feet of a freeway. Impacts associated with locating a residential receptor in proximity to a freeway would be significant for Phase 2 Option B.

Airborne Odors and AQMP Consistency Impacts associated with airborne odors would be less than significant in both Phase 1 and Phase 2. Both Phase 1 and Phase 2 would be consistent with the regional AQMP. CULTURAL RESOURCES HISTORIC RESOURCES Campo de Cahuenga: No Mitigation Measures are required with implementation of Impacts related to historic • While the identified historic resources within the Campo de the Project Design Features. resources would be less than Cahuenga historic site are not within the Project Site boundaries, significant. the Project involves new construction and landscape alterations adjacent to historic resources. • The landscape improvements proposed for the Campo de Cahuenga involve the removal of the non-historic portion of the wall on the north, west, and south sides of the property. CULTURAL RESOURCES ARCHAEOLOGICAL RESOURCES Phase 1 construction activities would include installation of a new H-1 With the implementation of the approximate 12” water line in Lankershim Boulevard adjacent to the Campo Consultation with a Native American Heritage Commission- mitigation measures listed de Cahuenga historic site. appointed Most Likely Descendent shall commence prior to above, Projects impacts to the commencement of any ground disturbing activities. The archaeological resources would Phase 1 would involve ground-disturbing activities and subterranean goal of consultation is to discuss the effects, if any, to the be less than significant. excavation for parking. The removal of the non-historic wall and the human bone element previously repatriated on the Project Site, proposed landscape improvements would also potentially involve ground and to elicit input concerning future disposition, if needed. If

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Level of Impact After Environmental Impact Mitigation Measures Mitigation disturbance. additional human remains are encountered, the same NAHC consultation process shall be used.

H-2 Archaeological monitoring shall be implemented during Project construction. Monitoring shall be conducted by a qualified archaeological monitor who is working under the direct supervision of a Project Manager or Principal Investigator certified by the Register of Professional Archaeologists (RPA). A pre-construction information and safety meeting shall be held to make construction personnel aware of archaeological monitoring procedures and the types of archaeological resources that might be encountered. Specific monitoring recommendations are made for each of the parcels (Sites A through E), the Campo de Cahuenga historic site, and off-site locations as follows:

Site A: An archaeologist shall monitor all ground disturbing activities below 4 feet in depth.

Site B: An archaeologist shall monitor all ground disturbing activities below 5 feet in depth, with the exception of any ground disturbance at the previously excavated Metro Red Line station entrance located on the northwest corner of Campo de Cahuenga Way and Lankershim Boulevard.

Site C: An archaeologist shall monitor ground-disturbing activities at all depths, with the exception of any ground disturbance at the previously excavated Metro station entrance located on the southwest corner of Campo de Cahuenga Way and Lankershim Boulevard.

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Level of Impact After Environmental Impact Mitigation Measures Mitigation

Site D: An archaeologist shall monitor all ground disturbing activities at all depths.

Site E: An archaeologist shall monitor all ground disturbing activities at all depths.

Campo de Cahuenga Historic Site: An archaeologist shall monitor all ground-disturbing activities at all depths. (See Mitigation Measure H-3 below for additional recommendations pertaining to the Campo de Cahuenga historic site and adjacent portion of Lankershim Boulevard.)

Off-Site Locations: An archaeologist shall monitor all ground-disturbing activities in the roadway and sidewalks on Lankershim Boulevard between Campo de Cahuenga Way and Valleyheart Drive; Valleyheart Drive between Lankershim Boulevard and Riverton Avenue; Bluffside Drive south of Valleyheart Drive; in Weddington Park (South); Campo de Cahuenga Way between Lankershim Boulevard and the Hollywood Freeway; and in those areas east of Lankershim Boulevard that may include ground disturbance for construction of the pedestrian bridge. An archaeologist shall be consulted prior to the commencement of ground-disturbing activities in all other off-site locations to determine the need for archaeological monitoring. (See Mitigation Measure H-3 below for additional recommendations pertaining to the Campo de Cahuenga historic site and adjacent portion of Lankershim Boulevard.)

In the event archaeological resources are encountered during

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Level of Impact After Environmental Impact Mitigation Measures Mitigation ground disturbing activities, work in the immediate vicinity shall be suspended until the discovery is assessed by the archaeologist. Copies of the archaeological assessments report/s shall be submitted to the South Central Coastal Information Center.

In the event human remains are discovered, work in the immediate vicinity of the discovery will be suspended and the County Coroner will be contacted. If the remains are deemed Native American in origin, the NAHC will be contacted to request consultation with an NAHC-appointed MLD pursuant to Public Resources Code Section 5097.98 and CEQA Guidelines Section 15064.5. Work may be resumed at the landowner’s discretion but shall only commence once consultation and treatment have been concluded. Work may continue on other parts of the Project Site while consultation and treatment are conducted.

H-3 Controlled grading (or controlled excavation) shall be implemented for any ground disturbance conducted on the Campo de Cahuenga historic site and adjacent portion of Lankershim Boulevard. Controlled grading consists of the removal of soil in measured increments of no more than 2- inches per pass using smooth edged or blunted excavation equipment (e.g., boxscraper, plated bucket). CULTURAL RESOURCES PALEONTOLOGICAL RESOURCES Phase 1 would involve the removal of the existing park & ride and kiss & H-4 With the implementation of the ride facilities on Sites A and B. Development on Site A would include the Paleontological monitoring shall be implemented during mitigation measures listed construction of an office building and a media production facility. In Project construction. A qualified paleontologist shall monitor above, Project impacts related

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Level of Impact After Environmental Impact Mitigation Measures Mitigation addition, up to 25,000 square feet of project-serving retail/restaurant uses during any substantial subterranean excavation. Monitoring to paleontological resources would be provided in a landscaped walkway/plaza area located west of the shall include the inspection of exposed surfaces and would be less than significant. western edge of the Campo de Cahuenga historic site. A parking garage microscopic examination of matrix in potential fossil bearing with two levels of subterranean parking would be constructed on Site B. A formations. new Metro Bus Transit Plaza for bus loading and layover would be provided within the Site B parking garage on the ground level at Campo de Cahuenga H-5 Way. This portion of the Project Site is deemed of moderate to high In the event microfossils are discovered, the monitor shall sensitivity for paleontological resources. While it is unlikely that shallow collect matrix for processing. In the event paleontological excavation would uncover significant fossils, Phase 1 of the Project on Sites resources are encountered during earthmoving activities, A and B would involve substantial subterranean excavation. As such, recovered specimens shall be prepared by the paleontologist to paleontological resources could be potentially discovered during Project a point of identification and permanent preservation. development activities. H-6 During Phase 1, Site C would continue in use as a Metro bus loading/drop- Recovered specimens shall be identified and curated into an off, transfer and layover facilities, and a portal entrance to the Metro Red established, accredited, professional museum repository with Line station. Work on Sites D and E would involve the resurfacing, permanent retrievable paleontological storage. preparatory grading, repair, and re-striping of asphalt. The Paleontological Records Search concludes that it is unlikely that shallow excavation would uncover significant fossils. As the development activities associated with Phase 1 on Site C, D, and E involve shallow excavation, it is highly unlikely paleontological resources would be encountered.

During Phase 2, Site C would be developed with either an office building (Option A) or a hotel and residential building (Option B). Both options would include two levels of subterranean parking, and ground-disturbing activities. The Project Site is deemed of moderate to high sensitivity for paleontological resources. While it is unlikely that shallow excavation would uncover significant fossils, Phase 2 of the Project on Site C (Options A and B) would involve substantial subterranean excavation.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation PUBLIC SERVICES FIRE PROTECTION Construction Impacts I-1 With implementation of the Project construction would not be expected to tax fire fighting and Access for Fire Department apparatus and personnel to and mitigation measures, Project emergency services during construction to the extent that there would be a into all structures shall be required. impacts on fire protection need for any additional new or expanded fire facilities in order to maintain services would be less than acceptable service ratios, response times, or other performance objectives of I-2 significant. the LAFD. Therefore, construction-related impacts to fire protection No building or portion of a building shall be constructed more services would be less than significant. than 300 feet from an approved fire hydrant. Distance shall be computed along the path of travel, except for dwelling units, Operational Impacts where travel distances shall be computed to the front door of Response Distance the unit. Phase 1 The Project Site is within 1.2 miles of LAFD Fire Station 86, which houses I-3 an Engine Company, thereby meeting the response distance standard for The Applicant shall submit plot plans for Fire Department residential development (Phase 2 Option B only) and not meeting the approval of access and fire hydrants. response distance standard for commercial development. Therefore, the Project would be required to install automatic fire sprinklers in the Project I-4 buildings. The Project’s compliance with the LAMC would result in less The Project shall provide adequate private and public fire than significant impacts for the Project with regard to response distance. hydrants for the Project Site as required by the Fire Department. Response Time Phase 1 I-5 The LAFD has stated that the Project Site is within the desired response time The construction traffic control plan, as required by the Los from Fire Station 86. Although intersections along the route from Fire Angeles Department of Transportation and discussed in Station 86 to the Project Site are expected to be significantly impacted, Section IV.B (Transportation) will be provided to the LAFD. response times are not anticipated to be greatly affected as emergency vehicles normally have a variety of options for avoiding traffic, such as using their sirens to clear a path of travel or driving in the lanes of opposing traffic. Therefore, Project impacts to response times would be less than significant.

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Level of Impact After Environmental Impact Mitigation Measures Mitigation

Emergency Access All access improvements, described in IV.B (Transportation) that are proposed as part of the Project would be compliant with the requirements of the LAFD in accordance with the LAMC. Therefore, Project impacts to emergency access would be less than significant.

Fire Flows The Water Operations Division of the LADWP would perform a fire flow study at the time of permit review for Phase 1 and Phase 2 in order to ascertain whether further water system or site-specific improvements would be necessary. Hydrants, water lines, and water tanks would be installed for the Project per Fire Code requirements. As such, with respect to fire flows, fire protection services would be adequate and the associated impact for Phase 1 and Phase 2 would be less than significant.

LAFD Review According to the LAFD, implementation of the Project could result in the need for the expansion of Stations 86 and 76. As such, the Project would have a potentially significant impact with respect to fire protection services. PUBLIC SERVICES POLICE PROTECTION Construction Impacts I-6 With implementation of the The Project applicant will employ common sense precautions to ensure that The Project design shall address: mitigation measures, Project there is less need for local law enforcement at the construction site. impacts on police protection Although minor traffic delays may result from construction activities at • Access control to proposed structures including parking service would be less than times, these impacts would be temporary in nature and lane closures would areas; significant. be coordinated with local police and emergency officials. Therefore, • Proposed security lighting; construction impacts would be less than significant. • Landscaping planning and minimization of dead space to eliminate areas of concealment; and Operational Impacts • Provision of 24-hour security throughout the Project Site.

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Level of Impact After Environmental Impact Mitigation Measures Mitigation Project Design and Security Features • The Project shall comply with The Design Out Crime All crime prevention features shall be reviewed by the LAPD prior to the Guidelines: Crime Prevention Through Environmental issuance of a building permit. In addition, the Metro Red Line station would Design, published by LAPD. Additionally, all crime continue to be regularly patrolled by deputies from the Los Angeles County prevention features shall be reviewed by the LAPD prior Sheriff’s Department. to the issuance of a building permit.

Officer-to-Population Ratio The Project in total would require up to an additional six police officers to maintain the current officer-to-population ratios, regardless of whether Phase 2 Option A or Phase 2 Option B is implemented. Consequently, the Project’s demand for police services in may result in a reduction to the current officer-to-population ratio, which would constitute a significant impact of the Project.

Response Times Although intersections surrounding the Project Site are expected to be significantly impacted with Project implementation, response times are not anticipated to be greatly affected as emergency vehicles normally have a variety of options for avoiding traffic, such as using their sirens to clear a path of travel or driving in the lanes of opposing traffic. Therefore, Project impacts to response times would be less than significant.

Emergency Access All access improvements would be compliant with the requirements of the LAFD in accordance with the LAMC. Maintenance of adequate access for LAFD would also ensure adequate access for LAPD in the event of an emergency. Therefore, Project impacts to emergency access would be less than significant. PUBLIC SERVICES SCHOOLS Phase 1 I-7 With implementation of the

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Students generated by the Project would attend Rio Vista Elementary, The Project Applicant shall pay all applicable school fees to mitigation measure, the Project Walter Reed Middle School, and North Hollywood High School. Phase 1 of the Los Angeles Unified School District to offset the impact of would have a less than the Project would generate approximately 22 elementary school students, additional student enrollment at schools serving the Project significant impact with respect which would not result in overcapacity at Rio Vista Elementary. Walter area. to school services. Reed Middle School and North Hollywood High School are currently considered overcrowded as they are on a multi-track calendar. Implementation of Phase 1 of the Project would add approximately 10 middle school students and 10 high school students, further contributing to the overcrowded situation.

Phase 2 Option A Phase 2 Option A of the Project would generate approximately 11 elementary school students, five middle school students, and five high school students, further contributing to the overcrowded situation at Walter Reed Middle School and North Hollywood High School. When combined with Phase 1 of the Project, the number of students generated would exceed the capacity of Walter Reed Middle School by seven students and North Hollywood High School by 83 students.

Option B Phase 2 Option B of the Project would generate approximately 69 elementary school students, 39 middle school students, and 35 high school students, further contributing to the overcrowded situation at Reed Middle School and North Hollywood High School. When combined with Phase 1 of the Project, the number of students generated would exceed the capacity of Walter Reed Middle School by 41 students and North Hollywood High School by 113 students.

However, LAUSD is planning the construction of additions to schools that would relieve overcrowding at Walter Reed Middle School and North

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Hollywood High School. East Valley Area New Middle School #1 (to be named Roy Romer Middle School) is located at 6501 Laurel Canyon Boulevard in North Hollywood. These schools would help relieve overcrowding at Walter Reed Middle School and North Hollywood High School. Nonetheless, implementation of the mitigation measure identified below, requiring the mandatory payment of school fees in conformance with SB 50 would be mandatory and would provide full and complete mitigation of school impacts for the purposes of CEQA. PUBLIC SERVICES PARKS AND RECREATION Potential Land Exchange I-8 With implementation of the The potential land exchange consists of the following elements: (1) Metro The Applicant shall dedicate land or pay a parks fee, to be mitigation measure above, the would acquire by eminent domain 13,450 square feet of Department of determined by the Department of Recreation and Parks. This Project would have a less than Recreation and Parks’ property that would become part of the Project Site, is only required for Phase 2 Option B of the Project. significant impact with respect and in consideration, Metro would convey 18,180 square feet of the project to parks and recreation. site to Recreation and Parks, resulting in a net increase of approximately 4,730 square feet of land area within Weddington Park (South). The potential land exchange would be consistent with the requirement of City Charter Section 594(d)(3). Additionally, the land exchange would need to be approved by Metro and the City of Los Angeles Board of Recreation and Park Commissioners. Therefore, impacts of the potential land exchange in Phase 1 would be less than significant with respect to recreation and park facilities.

Construction Project construction would not interfere with existing park usage in a manner that would substantially reduce the service quality of Weddington Park (South), and Project impacts during construction would be less than significant.

Demand for Recreation and Park Facilities

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Level of Impact After Environmental Impact Mitigation Measures Mitigation Phase 1 The estimated 3,448 employees generated by Phase 1 may occasionally patronize the local parks and recreation facilities; thus, employees would only minimally increase demand for parks and recreational facilities and Phase 1 impacts would be less than significant.

Phase 2 Option A The estimated 1,711 employees generated by Phase 2 Option A may occasionally patronize the local parks and recreation facilities; thus, employees would minimally increase demand for parks and recreational facilities.

Option B The increase in approximately 1,251 residents under Phase 2 Option B would increase demand for parks and recreational facilities that would exceed existing demand and would be a significant impact.

City of Los Angeles Code-Required Open Space Phase 1and Phase 2 Option A Phase 1 and Phase 2 Option A of the Project do not involve the development of residential uses and are not subject to open space requirements.

Phase 2 Option B Phase 2 Option B of the Project would involve the development of residential units and would be subject to the open space requirements of LAMC Section 12.21.G. While the Project would meet the open space requirement pursuant to LAMC Section 12.21.G, this would not ensure that the Project would have a less than significant impact under CEQA with respect to parks and recreational facilities. Therefore, the open space

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Level of Impact After Environmental Impact Mitigation Measures Mitigation included in the Project does not directly address the Project’s demand for parks and recreational facilities under CEQA and further discussion is provided below regarding parkland-to-population ratios.

Standard and Preferred Parkland Ratios Phase 1and Phase 2 Option A Phase 1 and Phase 2 Option A of the Project do not include a residential component, and no new permanent population would be introduced to the area. Employees of the Project are less likely to patronize parks during working hours, and are more likely to use parks near their homes during non-work hours. Therefore, Phase 1 and Phase 2 Option A of the Project would not generate a substantial need for public parkland in the area.

Phase 2 Option B Phase 2 Option B would include the development of 400 residential units, which would generate a population of 1,251 new residents. Based on the new permanent residential population and the standard minimum parkland- to-population ratio provided in the City’s General Plan Framework Element, Phase 2 Option B of the Project would generate a need for approximately 2.5 acres of public parkland (neighborhood and community parks) in the Project area.

Therefore, Phase 2 Option B of the Project has the potential to decrease the parkland to population ratio, which would be a potentially significant impact.

City of Los Angeles - Quimby Fees Phase 1and Phase 2 Option A Phase 1 and Phase 2 Option A of the Project does not include a residential component and therefore, is not subject to Quimby fees.

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Phase 2 Option B The Project Applicant would be required to dedicate approximately 1.15 acres for park and recreation purposes or pay fees in lieu of parkland dedication. The provision of recreational and outdoor facilities, together with the payment of any required Quimby fees, would help to reduce the Project’s impact on parks and recreational facilities under Phase 2 Option B to a less than significant impact.

Payment of the park fees established by the City, in accordance with existing rules and regulations regarding the calculation and payment of such fees, would mitigate the Project’s direct and indirect impacts on parks. Therefore, Project-related impacts to parks would be less than significant. PUBLIC SERVICES LIBRARIES Phase 1 and Phase 2 Option A I-9 With the implementation of the Phase 1 of the Project is expected to generate approximately 3,448 With Phase 2 Option B only, the Project Applicant shall pay a mitigation measure above, employees and Phase 2 Option A of the Project is expected to generate mitigation fee of $200 per capita to the LAPL based upon Project impacts on library approximately 1,711 employees. Employees generated by Phase 1 and projected residential population of the development. The facilities would be less than Phase 2 Option A may occasionally patronize the local libraries; however, funds shall be used for books, computers, and other library significant. Similarly, the people tend to patronize libraries located near their place of residence during materials and information services at the North Hollywood Project’s contribution to non-work hours rather than their place of employment. Additionally, since Regional Branch and the Studio City Branch libraries. cumulative impacts on library the nearest library, the North Hollywood Regional Branch, is located facilities would not be approximately two miles away, it is unlikely that employees would patronize considerable. However, if there this library during work hours as it is not within walking distance. Thus, is a delay in the purchase of any increased employee demand would be negligible compared to current books, computers, and other and projected demand at the North Hollywood Regional Branch and Studio library materials and Branch libraries. Therefore, the impact of Phase 1 with respect to libraries information services with the would be less than significant. mitigation fees, Phase 2 Option B’s impact on libraries would Phase 2 Option B remain both significant on a Phase 2 Option B would generate approximately 1,251 new permanent Project-specific level and

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation residents and 388 employees. The LAPL has not established any facilities cumulatively considerable. criteria based on employment in a library’s service area. Employees of the Project are less likely to patronize libraries during working hours, and are more likely to use libraries near their homes during non-work hours. However, the addition of 1,251 new permanent residents to the Project Site has the potential to increase the demand for library facilities in the area.

As previously discussed, both the North Hollywood Regional Branch and the Studio City Branch do not meet the standards set forth in the Branch Facilities Plan. Phase 2 Option B would add 1,251 new permanent residents to the Project Site. The additional population generated by the Project would have a direct impact on library services with increased demands for library materials, computers, and information services. Therefore, Phase 2 Option B would have a significant impact on libraries. UTILITIES WATER The Project would result in an increased demand for domestic and fire-flow Although no significant water service impacts have been Less than significant. water service at the Project Site. According to the Los Angeles Department identified, the following measures are required as conditions of of Water and Power (DWP), with implementation of mitigation, the agency project approval by DWP: Construction emissions has adequate water supplies to serve the Project and projected growth. associated with the reclaimed Thus, project-specific impacts related to water supply would be less than J-1 water line mitigation measure is significant. Additionally, implementation of water line improvements as Prior to issuance of any Certificate of Occupancy for Phase 1 significant and unavoidable. part of the Project would ensure that impacts related to water conveyance or December 31, 2012, whichever is later, the Project and fire flow infrastructure would be less than significant. Applicant shall install a temporary water line to extend the existing recycled water system located at the LARFCC and Barham Boulevard to the Project Site.

J-2 Prior to issuance of any Certificate of Occupancy for Phase 2 or December 31, 2016, whichever is later, the Project

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Level of Impact After Environmental Impact Mitigation Measures Mitigation Applicant shall contribute funds to DWP toward the installation of a permanent recycled water line to the Project Site. The Project Applicant shall conduct all of the proposed water distribution system improvements and additions in conformance with applicable City standards.

J-3 When recycled water becomes available to the Project Site, to the extent permitted by applicable law, the Project shall use recycled water for irrigation, cooling towers, and toilet flushing in commercial spaces. UTILITIES SEWER The Project would result in an increased demand for wastewater treatment No Mitigation Measures are required. Less than significant. service at the Project Site. The Hyperion Treatment Plant (HPT) has adequate capacity to accommodate the wastewater treatment needs of the Project and related development, and thus, associated project-specific and cumulative impacts would be less than significant. Additionally, implementation of sewer line improvements as part of the Project would ensure that impacts related to wastewater conveyance would be less than significant. UTILITIES SOLID WASTE The Project would result in an increased generation of solid waste at the Beyond compliance with the solid waste reduction measures Project-specific: Project Site. Existing capacity at the landfills that would accept the that are part of the existing regulatory setting and Significant and unavoidable. Project’s demolition/construction waste could accommodate the Project’s implementation of the Project Design Features described in demand, and impacts would be less than significant. Additionally, existing detail in section IV.J., Utilities, of this EIR, no feasible Cumulative: daily landfill capacity available to the Project would be more than adequate mitigation measures are available to further reduce the Significant and unavoidable. to accommodate the Project’s solid waste generation. However, the landfills significant Project-specific and cumulative solid waste

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Level of Impact After Environmental Impact Mitigation Measures Mitigation that would serve the Project are anticipated to close by 2019 and 2029, impacts. respectively. It is likely that other landfills, transfer stations, and other solid waste disposal facilities would be opened prior to such time. Nonetheless, since no such facilities are currently identified, the EIR conservatively concludes that the Project’s impacts related to solid waste would be significant, and the Project’s contribution to cumulative solid waste impacts would be considerable. UTILITIES ELECTRICITY SUPPLY The Project would result in an increased demand for electricity supply at the No Mitigation Measures are required. Less than significant. Project Site. According to DWP, the existing electricity supplies could accommodate the Project’s demand, and impacts related to electricity supply would be less than significant. Additionally, the Project would not contribute to any cumulative electricity supply impacts. UTILITIES NATURAL GAS SUPPLY The Project would result in an increased demand for natural gas supply at No Mitigation Measures are required. Less than significant. the Project Site. According to the Southern California Gas Company (SCG), the existing natural gas supplies could accommodate the Project’s demand, and impacts related to natural gas supply would be less than significant. Additionally, the Project would not contribute to any cumulative natural gas supply impacts. ENVIRONMENTAL HAZARDS & SAFETY Development of Sites A and B during Phase 1 and Site C during Phase 2 K-1 Less than significant. could potentially expose construction workers to hazardous materials Prior to commencing any excavation or grading on the Project associated with unknown residual soil contamination, and Project impacts Site, the Applicant shall prepare a soil management plan that related to risk of upset/accidental release of hazardous materials would be includes air monitoring requirements, visual inspection of the significant. Implementation of Mitigation Measure IV.K-1 would reduce soil during excavation, soil sampling and waste profiling this impact to less than significant. During the construction of the Project, requirements, and soil segregation and disposal requirements. hazardous materials such as fuels, paints, and solvents would be temporarily If suspected soil contamination is observed (i.e., by sight, used and stored at the Project Site. Additionally, during operation of the smell, visual, etc.) during excavation and grading activities,

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Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Project, hazardous materials such as routine maintenance and cleaning excavation and grading within such an area shall be chemicals, fuels, paints, and solvents could be used and stored at the Project. temporarily halted and redirected around the area until the Compliance with existing regulatory standards related to the use, transport, appropriate evaluation and follow-up measures are storage, and disposal of these types of chemicals would ensure that Project implemented so as to render the area suitable for excavation impacts related to human health hazards would be less than significant. and grading activities to resume. The contaminated soil discovered shall be evaluated and excavated/disposed of, treated in-situ (in-place), or otherwise managed in accordance with all applicable regulatory requirements. HYDROLOGY & WATER QUALITY HYDROLOGY The Project would not: 1) cause flooding during the projected 50-year Although no significant impacts related to surface water Less than significant. developed storm event, which would have the potential to harm people or hydrology would occur, in addition to the identified Project damage property or sensitive biological resources; 2) substantially reduce or Design Features, the Applicant would implement the following increase the amount of surface water in a water body; or 3) result in a measure during the construction phase of the Project: permanent, adverse change to the movement of surface water sufficient to produce a substantial change in the current or direction of water flow. L-1 Therefore, Project impacts related to surface water hydrology would be less The Applicant shall prepare detailed drainage plans for each than significant. Additionally, the City’s existing stormdrain system and/or development area for review and approval by the appropriate the Hyperion Treatment Plant could accommodate the discharge associated responsible agency (i.e., Los Angeles County Department of with dewatering that would occur during the Project’s construction phase. Public Works or the City of Los Angeles Department of Public Further, the Project would not result in demonstrable and sustained Works) at the time that grading or building permit applications reductions of groundwater recharge capacity, and Project impacts related to are submitted. These drainage plans shall include detailed groundwater recharge would be less than significant. hydrologic/hydraulic calculations and drainage improvement plans, and show quantitatively how projected stormwater runoff in each specific area of the Project Site would be conveyed to off-site stormwater conveyance facilities. HYDROLOGY & WATER QUALITY WATER QUALITY Through compliance with federal, state, and local regulations, including the No Mitigation Measures are required. Less than significant. General Construction Permit requirements, surface water and groundwater quality impacts during the Project’s construction period would be less than

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Level of Impact After Environmental Impact Mitigation Measures Mitigation significant. Additionally, through implementation of best management practices (BMPs) that are included as Project Design Features, in compliance with Standard Urban Stormwater Mitigation Plan (SUSMP) requirements, surface water and groundwater quality would be less than significant. BIOLOGICAL RESOURCES Protected Trees M-1 Less than significant. There are no qualified Protected Trees within the Project Site. There are no To avoid impacting nesting birds, including migratory birds Coast Live Oaks (Quercus agrifolia), Southern California Black Walnuts and raptors, one of the following shall be implemented: (Juglans californica var. californica), or California Bays (Umbellularia californica) of a size to be included in the inventory on the Tree Information • Conduct vegetation removal associated with construction Matrix. There are 13 California Sycamores (Platanus racemosa) on the between September 1st and January 31st, when birds are Project Site (11 on Site C and two on Site D). There are an additional eight not nesting. Initiate grading activities prior to the sycamores within the Caltrans ROW and one sycamore located adjacent to breeding season (which is generally February 1st through the Project Site within Weddington Park (South). California Sycamores are August 31st) and keep disturbance activities constant a native species in Southern California and are included in the species list of throughout the breeding season to prevent birds from Protected Trees in the City of Los Angeles Protected Tree Ordinance. establishing nests in surrounding habitat (in order to However, these sycamores were planted as ornamental trees, as part of a tree avoid possible nest abandonment). If there is a lapse in planting program, when the Metro Red Line station was constructed. The activities of more than five days, pre-construction Protected Tree Ordinance excludes trees planted or grown as a part of a tree surveys shall be necessary as described below. planting program. Consequently, these trees are not considered Protected Trees by the City’s Urban Forestry Division and the LAMC. A potential - OR – land exchange is being considered as part of the Project, in which 18,180 square feet of Project Site property would be transferred to the City of Los • Conduct pre-construction surveys for nesting birds if Angeles Department of Recreation and Parks in exchange for 13,450 square vegetation removal or grading is initiated during the feet of Recreation and Parks property to be transferred by Metro via eminent nesting season. A qualified wildlife biologist shall domain to the Project Site. There are no qualified Protected Trees within the conduct weekly pre-construction bird surveys no more Potential Land Exchange Project Site. Therefore, no impacts related to than 30 days prior to initiation of grading to provide Protected Trees would occur as a result of the Project. confirmation on the presence or absence of active nests in the vicinity (at least 300 feet [or at least 500 feet if raptor nests may be present] around the individual

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City of Los Angeles August 2008

Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Interference with Habitat construction site, as access allows). The last survey The Project Site contains trees that may provide shelter for nesting birds should be conducted no more than three days prior to the protected under the Migratory Bird Treaty Act and California Fish and initiation of clearance/construction work. If active nests Game Code Sections 3503 & 3513. These include not only trees protected are encountered, clearing and construction activity in the under the City’s Tree Protection Ordinance, but also other ornamental vicinity of the nest shall be deferred until the young birds species identified in the Tree Report. Removal of these trees, if they have fledged and there is no evidence of a second attempt provided habitat for nesting birds, would affect habitat such that normal at nesting. A minimum exclusion buffer of 300 feet (500 species behaviors are disturbed. In addition, construction activity would feet for raptor nests) or as determined by a qualified introduce new sources of noise and lighting that could disturb normal biologist, shall be maintained during construction species behavior. Therefore, Project impacts would be potentially depending upon the species and location. The perimeter significant with respect to effects on birds protected by the MBTA and of the nest-setback zone shall be fenced or adequately California Fish and Game Code Sections 3503 & 3513. demarcated with staked flagging at 20-foot intervals, and construction personnel and activities restricted from the area. Construction personnel shall be instructed on the sensitivity of the area. A survey report by a qualified biologist documenting and verifying compliance with this mitigation measure and with applicable state and federal regulations protecting birds shall be submitted to the City. The qualified biologist shall serve as a construction monitor during those periods when construction activities would occur near active nest areas to ensure that no inadvertent impacts on those nests would occur. POPULATION, HOUSING & EMPLOYMENT Construction No Mitigation Measures are required. Less than significant. Project-related construction workers would not be likely to relocate their place of residence as a consequence of working on the Project. Therefore, housing and population impacts associated with the construction of the Project would be less than significant.

Operation

Metro Universal Project I. Introduction/Summary Draft Environmental Impact Report Page I-82

City of Los Angeles August 2008

Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation Employment Operation of Phase 1 of the Project, would provide employment for approximately 3,448 persons. This increase would be consistent with the SCAG forecast of 282,198 additional jobs in the City of Los Angeles subregion between 2000 and 2015. Therefore, projected employment growth associated with Phase 1 under the Project would be less than significant.

Operation of Option A under Phase 2 would provide employment for approximately 1,711 persons. Combined with the estimated employment generation for Phase 1, the Project would result in a total increase in employment of 5,159 jobs under Phase 2 Option A. This increase would be consistent with the SCAG forecast in the City of Los Angeles subregion between 2000 and 2015. Therefore, projected employment growth associated with operation of Option A under Phase 2 would be less than significant.

Operation of Option B under Phase 2 would provide employment for approximately 230 persons. Combined with the estimated employment generation for Phase 1, Phase 2 of the Project would result in a total increase in employment of 3,678 jobs. This increase would be consistent with the SCAG forecast for the City of Los Angeles subregion between 2000 and 2015. Impacts related to employment growth under Phase 2 Option B would be less than significant.

Housing Operation of Phase 1 of the Project would not include development of residential uses. Therefore, no permanent housing units would be associated with Phase 1 of the Project. Approximately 3,448 jobs would be generated

Metro Universal Project I. Introduction/Summary Draft Environmental Impact Report Page I-83

City of Los Angeles August 2008

Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation on Sites A and B during Phase 1 of the Project, which could result in induced housing growth in the area of the Project Site. It is reasonable to expect that some of the new employees will be drawn from the local labor force readily available. Nevertheless, the labor force requirements of the more specialized positions in entertainment services and production may cause some workers to look for new housing in the surrounding communities, and therefore, the Project may result in increased demand for housing. However, the Project would not cause growth (i.e., new housing or employment generators) or accelerate development in an undeveloped area that exceeds projected/planned levels for the year of Project occupancy/buildout, and that would result in an adverse physical change in the environment; or introduce unplanned infrastructure that was not previously evaluated in the adopted Community Plan or General Plan. Therefore, employee-related housing growth associated with Phase 1 of the Project would be less than significant.

Under Option A, operation of this portion of the Project would not include development of residential uses. This portion of the Project Site is expected to generate approximately 1,711 additional jobs of which a small percentage of employees may require new housing. Many of the employees who would be associated with the future office use would be long-term residents of other nearby communities that are unlikely to relocate as a result of the Project. Therefore, employment-induced housing growth under Option A in Phase 2 would be less than significant.

Under Option B, operation of this portion of the Project Site would include the development of up to 400 residential units (and 300 hotel rooms). The proposed 400 residential units would be consistent with the SCAG forecast of 148,123 additional housing units in the City of Los Angeles subregion between 2000 and 2015. Impacts related to housing under Phase 2 Option B would be less than significant.

Metro Universal Project I. Introduction/Summary Draft Environmental Impact Report Page I-84

City of Los Angeles August 2008

Table I-1 Summary of Environmental Impacts and Mitigation Measures

Level of Impact After Environmental Impact Mitigation Measures Mitigation

Population Operation of this portion of the Project would not include development of residential uses. Impacts related to population in Phase 1 of the Project would be less than significant.

Under Option A, operation of this portion of the Project would not include development of residential uses. Impacts related to population in Phase 2 Option A of the Project would be less than significant.

Under Option B, Phase 2 would be expected to result in approximately 1,251 new residents in the City of Los Angeles. The addition of the Project’s estimated 1,251 new residents would be consistent with the SCAG forecast of 416,156 additional residents in the City of Los Angeles Subregion between 2000 and 2015. Impacts related to population under Phase 2 Option B would be less than significant.

Metro Universal Project I. Introduction/Summary Draft Environmental Impact Report Page I-85