II. Project Description (Metro)
II. PROJECT DESCRIPTION A. PROJECT LOCATION
The purpose of this Section is to identify the primary objectives and project characteristics of the Metro Universal Project (the “Project”). As discussed on the following pages, the Project would involve the construction and operation of new development on sites currently occupied by park & ride and transit bus facilities operated by the Los Angeles County Metropolitan Transportation Authority (“Metro”) above the Universal City Metro Red Line station. The Project is proposed to be developed on an approximately 14.34-acre site, which is located in the City of Los Angeles approximately 2 miles north of Hollywood and 10 miles northwest of downtown Los Angeles (the “Project Site”).
Organization of the Section
A. PROJECT LOCATION
B. PROJECT CHARACTERISTICS
1. EXISTING CONDITIONS
a. Project Site
i. Sites A & B
ii. Site C
iii. Site D
iv. Site E
b. Description of Surrounding Area
i. Campo de Cahuenga Historic Site
ii. Surrounding Land Uses
iii. Surrounding Neighborhoods
2. PROJECT CHARACTERISTICS
a. Phase 1
i. Sites A and B
(1) Proposed Development
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(2) Parking and Transit Facilities
(a) Metro Bus Transit Plaza
(b) Site B Parking Garage
(c) Parking to Serve the Project
(d) Loading Dock
(3) Access and Circulation
(4) Site Plan and Design Elements
(a) Pedestrian and Retail Facilities
(b) Outdoor Dining Patio
(c) Potential Land Exchange
(d) Communication Facilities
(e) Utility Improvements
ii. Site C
iii. Site D
iv. Site E
b. Phase 2
i. Sites A and B
ii. Site C
(1) Proposed Development
(2) Parking Facilities
(3) Access and Circulation
(4) Site Plan and Design Elements
iii. Site D
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iv. Site E
c. Additional Project Features in Phase 1 and 2
i. Sustainability and Energy Efficiency Features
ii. Signs and Identity Elements
C. PROJECT OBJECTIVES
D. PROJECT DEVELOPMENT TIMEFRAME
E. INTENDED USE OF EIR, RESPONSIBLE AGENCIES, AND DISCRETIONARY ACTIONS
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PROJECT LOCATION 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 west. Campo de Cahuenga Way and the Hollywood Freeway bisect the Project Site at the central and southern portions of the site, respectively. The Project region and vicinity are shown in Figure II-1.
Five separate parcels comprise the Project Site. These parcels are respectively referred to as Sites A, B, C, D, and E and are shown on Figure II-2. 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. Approximate acreage and current ownership for each of the parcels comprising the Project Site are shown in Table II-1.
Table II-1 Project Site Parcels
Site Acreage Current Ownership A 3.85 Metro B 3.58 Metro C 3.58 Metro D 1.25 State of California Department of Transportation (Caltrans)1 E 2.08 County of Los Angeles (County) 1 This site is leased from Caltrans by Metro for use as a park & ride lot.
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Figure II-1, Regional Vicinity Map
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Figure II-2, Project Site Parcels
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II. PROJECT DESCRIPTION B. PROJECT CHARACTERISTICS
1. EXISTING CONDITIONS
a. Project Site
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 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 (see Figure II-1). South of the Project Site, the subway runs in a tunnel beneath the Santa Monica Mountains to the Hollywood/Highland Metro Red Line station. Figure II-3 shows the existing site plan for the Project Site. Figure II-4 shows an aerial view of the Project Site and surrounding areas. The existing uses/operations located on each of the parcels that comprise the Project Site are:
i. Sites A & B Sites A and B contain surface park & ride lots that provide 564 parking spaces for Metro patrons and is also used by the John Anson Ford Amphitheatre for remote parking from time to time. Except for 80 spaces that are reserved for permit holders, these spaces are made available on a first-come, first-served basis, 24 hours per day, 7 days per week. There is presently no charge to park in the non-reserved park & ride spaces. For the 80 reserved spaces located within Sites A and B, Metro operates a Paid-For-Parking program that allows patrons to purchase permits that allow them to park in any space within the designated "RESERVED" parking area before 11 a.m., Monday through Friday. After 11 a.m. on weekdays and all day on weekends, all parking, including reserved areas, is available to all Metro patrons. The park & ride lots are accessed by driveways located on Lankershim Boulevard and Campo de Cahuenga Way (Figure II-3).
A drop-off area for transit patrons (“kiss & ride”) is located in the central part of Sites A and B, just west of the Campo de Cahuenga historic site. This area provides curbside space for approximately four automobiles to stop and discharge passengers. No parking is permitted in this area. An open plaza with landscaping is provided between the kiss & ride facility and the portal entrance to the underground Metro station located at the northwest corner of Lankershim Boulevard and Campo de Cahuenga Way. This portal provides stairway and escalator access to a mezzanine level that crosses under Campo de Cahuenga Way to the station entrance that leads down one additional level to the station platform.
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Figure II-3, Existing Site Plan
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Figure II-4, Aerial Photo of Project Site and Surrounding Area
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In addition, an elevator providing access to the mezzanine and station platform levels is located adjacent to the escalator/stairway entrance, at the northwest corner of the intersection of Campo de Cahuenga Way and Lankershim Boulevard.
A decorative concrete block wall and landscaped buffer area presently separate the park & ride facilities on Sites A and B from the adjacent Bluffside Drive roadway and the Weddington Park (South) recreation facility.
ii. Site C Site C presently contains Metro bus loading/drop-off, transfer, and layover facilities, and a portal entrance to the Metro station (Figures II-3 and II-4). Access to this facility (bus only; no automobile access allowed) is provided from Campo de Cahuenga Way. Buses enter the facility and then proceed to the south end of Site C where they loop around to access one of ten bus loading bays, five of which are actively used at present,1 where passenger drop-off and loading take place. An open plaza with landscaping is provided between the bus bays and the portal, located at the southwest corner of Lankershim Boulevard and Campo de Cahuenga Way. This plaza provides a convenient pedestrian way for patrons to access both the buses and the Metro station. Similar to the portal on the north side of Campo de Cahuenga Way, the southwest portal provides stairway and escalator access to a mezzanine level that crosses under Campo de Cahuenga Way to the station entrance that leads down one additional level to the station platform. In addition, an elevator providing access to the mezzanine and station platform levels is located adjacent to the escalator/stairway entrance.
For bus lines where the Universal City Metro Red Line station serves as the “end of the line,” a bus layover facility is provided at the north end of Site C. After discharging passengers at the bus bay, buses laying over at Site C proceed north to a parking area where the bus can remain until the driver’s next route starts. Restroom and lounge facilities accessible to Metro employees are also provided on Site C.
iii. Site D Site D is owned by the State of California Department of Transportation (“Caltrans”). It is currently leased by Metro for use by the Metro transit patrons as a park & ride surface lot and contains approximately 68 striped parking spaces. This lot is available to Metro transit patrons on a first-come, first-served basis, 24 hours per day, 7 days per week. A pedestrian tunnel under the Hollywood Freeway provides direct access between the Universal City Metro Red Line station and Site D. Alternatively, a sidewalk is provided along Lankershim Boulevard underneath the Hollywood Freeway overpass. Patrons can use the sidewalk on the eastern edge of Site C to access the Metro station portal. Vehicular access is provided from Ventura Boulevard.
iv. Site E Site E is owned by the County of Los Angeles. It is currently used as a park & ride surface lot and contains 161 striped parking spaces. This lot is available to Metro transit patrons on a first-come, first-
1 Source: Fehr & Peers/Kaku Associates, 2008, Appendix IV.B.
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served basis. This lot is typically under-utilized during the day, as only limited pedestrian access is available from this lot to the Metro station and, therefore, the lot is less suitable for park & ride patrons than other, more convenient lots. However, during the summer, Site E is utilized as a park & ride facility for the Hollywood Bowl. On Hollywood Bowl event nights, parking is limited to Bowl patrons after 6 p.m. Although the Hollywood Bowl season runs early spring to late fall, the most frequent use of this lot for Hollywood Bowl park & ride occurs during high attendance events, primarily on Friday and Saturday nights between July and September.
b. Description of Surrounding Area
The following provides a brief overview of the areas surrounding the Project Site. More extensive descriptions of these areas can be found in Section III, Environmental Setting, of this EIR.
i. Campo de Cahuenga Historic Site The Campo de Cahuenga historic site is located adjacent to the Project Site. This location was the site of the signing of the Treaty of Cahuenga in 1847, which ended the Mexican-American War in California. The Campo de Cahuenga historic site is listed in the National Register of Historic Places, is designated as a State of California Historic Landmark, and is a City of Los Angeles Historic-Cultural Monument. The site includes the archaeological trace of the original foundation of the adobe building where the Treaty was signed,2 along with the one-story visitor’s center and plaza that were built in the 1940s by the City Department of Recreation and Parks as part of a City-wide parks master plan that dates to the 1920s. The site also includes a non-historic asphalt surface parking lot with approximately 20 spaces. Additional information regarding the Campo de Cahuenga historic site is contained in Section IV.H, Cultural Resources, of this EIR.
ii. Surrounding Land Uses The Project Site is surrounded by a mix of commercial and residential uses, most of which are physically separated from the site by adjacent facilities, such as the Weddington Park (South) recreation facility, the Hollywood Freeway, and arterial roadways. The neighborhood located immediately north of Weddington Park (South) is a single-family residential area and is commonly referred to as “the Island neighborhood.” Additionally, the City View Lofts residential building, and the Los Angeles River Flood Control Channel (LARFCC) are located to the north of the Project Site. The movie studio, office, entertainment production facilities, and retail uses on the Universal Studios property are located east of the Project Site across Lankershim Boulevard, along with commercial, office, hotel and related uses including 10 Universal City Plaza (commonly referred to as “10 UCP” and formerly known as the MCA World Headquarters or the Texaco Building), the Sheraton Universal Hotel, and the Universal City Hilton Hotel to the east/southeast of the Project Site. Ventura Boulevard, with various commercial uses, is located to the south and west of the Project Site; the Hollywood Freeway and Campo de Cahuenga Way bisect the Project Site.
2 The original adobe foundations were partially excavated, the remainder of which lies intact beneath the surface from the courtyard of the historic site to beneath Lankershim Boulevard itself. Source: EDAW, Inc., 2007.
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The Weddington Park (South) recreation facility is an approximately 14-acre community park located just north of the Project Site, and separates the Project Site from the Island neighborhood. The park contains open space areas and a baseball field, which are accessed via a roadway (Bluffside Drive) that runs adjacent to the Project Site boundary (see Figure II-3). This roadway provides automobile access to a surface parking lot located adjacent to the baseball field.
iii. Surrounding Neighborhoods With regard to nearby residential areas, the Island neighborhood is located directly north of Weddington Park (South), which abuts the Project Site to the west and north, and the City View Lofts are located north of the Project Site. City View Lofts is a 145-unit, four-story over parking, multi-family residential building located at the northwest corner of Lankershim Boulevard and Valleyheart Drive. The Toluca Lake and Toluca Estates communities are located to the northeast of the Project Site. Hillside areas containing the Cahuenga Pass neighborhoods are located south of the Project Site. The Project Site and its relationship to certified neighborhood council boundaries, surrounding communities, and major uses are shown in Figure II-5.
2. PROJECT CHARACTERISTICS 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, as described below, 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 square feet of floor area, including an office and media production facility, retail/restaurant uses, and associated parking structures. The site plan for Phase 1 development is shown in Figure II-6. To assure continuous Metro bus, rail, and park & ride operations during construction, Phase 1 improvements would include providing replacement Metro park & ride parking spaces on 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 (see Figure II-6). An overview of Phase 1 of the Project is presented in Table II-2 and a summary of the Phase 1 parking is presented in Table II-3.
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Figure II-5, Surrounding Neighborhood and Communities
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Figure II-6, Phase 1 Site Plan
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Proposed uses and locations in Phase 1 would be:
i. Sites A and B
(1) Proposed Development Phase 1 would involve the removal of the existing park & ride and kiss & ride facilities on Sites A and B. This activity would not take place until replacement park & ride facilities are provided, as discussed below. Once the replacement park & ride 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 a 24-story office building with a maximum of 655,200 square feet of floor area, 382 feet above grade (943 feet above mean sea level (msl)),3 along with a five-story connected media production facility with a maximum of 315,000 square feet of floor area, 114 feet above grade (675 feet above msl) (see Table II-2). The office and media production facility would have connecting floors that would allow employees to move between the buildings. The media production facility would house a maximum of three studios that would accommodate live studio audiences with up to 200 seats each 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 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. At 24 stories, 382 feet above grade (943 feet above msl), the office building would be comparable to or lower than the height of other buildings in the area, including 10 UCP that is 36 stories, 506 feet above grade (1,089 feet above msl), the Sheraton Universal Hotel that is 20 stories, 188 feet above grade (848 feet above msl), and the Universal City Hilton Hotel that is 25 stories, 286 feet above grade (1,022 feet above msl) (see Table II-2). The locations of the adjacent buildings are shown in Figures II-7(a) and II-7(b), along with the comparison of building heights.
3 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 ground level elevations 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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Table II-2 Phase 1 Uses and Building Height Comparisons
Height of Height of Square Footage Building Top Building Building in Building in of Proposed (Feet Above Msl) Feet1 Stories Office Building 655,200 943 382 24
Media Production 315,000 675 114 5 Facility Retail/Restaurant 25,000 616 46 2 Uses Proposed Site B Parking -- 675 108 7 Structure 10 UCP 1089 506 36 Sheraton Hotel 848 188 20
Hilton Hotel 1022 286 25 Wasserman 755 185 15 Building John R Ford 635 65 5 Building City View Lofts 625 65 4 Existing Nearby Laemmle 665 103 9 Stein 622 (639 w/PH*) 51 (68 w/PH) 4 Technicolor 603 (613 w/PH) 52 (62 w/PH) 3 1 Pursuant to LAMC §§ 12.03 and 12.21. * PH = penthouse. Source: DMJM Design, 2008.
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), 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 (see discussion below under Site Plan and Design Elements) and between the parking garage and the Metro portal on the northwest corner of Lankershim Boulevard and Campo de Cahuenga Way. The retail area and walkway/plaza area would be located on the site of the current kiss & ride facility.
The existing escalator and stairway portal entrance to the underground Metro Red Line station and elevator would remain. However, additional minor improvements to the plaza areas intended to facilitate pedestrian circulation, such as landscaping alterations, would be included in the Project.
(2) Parking and Transit Facilities 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, Hollywood Bowl, and John Anson Ford Amphitheatre 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
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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 for bus loading and layover would be provided within the Site B parking garage on the ground level at Campo de Cahuenga Way.
(a) Metro Bus Transit Plaza 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 (see Figure II-8(b)). 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.
(b) Site B Parking Garage 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, including the ground level Metro Bus Transit Plaza described above that would be constructed in Phase 1 and occupied prior to the start of construction of Phase 2. A maximum of 1,780 parking spaces would be provided (see Figure II-8(a)). Parking supply within this structure would include: (a) 800 spaces set aside for use by Metro and, on an interim basis, for Hollywood Bowl and John Anson Ford Amphitheatre 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, as shown in Table II-3. Currently, the Campo de Cahuenga historic site has a surface parking lot with 20 spaces. The Metro park & ride spaces would be located to provide convenient access to the Metro Bus Transit Plaza and the Metro Red Line station portal. This total would include complete replacement of the existing park & ride spaces presently located on Sites A and B, as well as increasing the available park & ride supply by 236 spaces over the existing 564 spaces. Allocation of spaces to general parking and Paid-For- Parking (reserved) would be determined by Metro.
Access to the Site B parking structure would be provided from two driveways on Campo de Cahuenga Way (Figure II-8(b)) and a driveway from Bluffside Drive (Figure II-8(c)). The Bluffside Drive entrance would be one level below the Campo de Cahuenga Way entrance. The Campo de Cahuenga Way entrances include separate entry and exit lanes for automobiles and buses, and a right-turn-only exit lane (Figure II-8(b)).
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Figure II-7(a), Phase 1 Building Height Comparisons
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Figure II-7(b), Phase 1 Building Height Comparisons
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(c) Parking to Serve the Project Parking to serve the Phase 1 office and media production facility and retail/restaurant uses would be provided in two locations. 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 (Figure II-9(c)). These parking spaces would serve the office and media production facility. The remaining parking supply after park & ride replacement within the Site B parking garage beyond the 800 spaces for Metro and 25 spaces to serve the Campo de Cahuenga historic site, as described below, would be available to serve employees and visitors to the media production facility, live audience stages and retail/restaurant uses, staff and visitors to the Campo de Cahuenga historic site, and Metro, Hollywood Bowl, and John Anson Ford Amphitheatre, Metro Bus Transit Plaza, and park & ride patrons. These parking spaces would be located on the above ground levels of the Site B parking garage.
Table II-3 Phase 1 Parking Supply
Site A Parking Garage Site B Parking Garage Use (Spaces) (Spaces) Metro, Hollywood Bowl, John Anson - 800 Ford Amphitheatre, Park & Ride Office 1,929 - Media Production Facility - 630 Live Audience Stages - 120 Retail/Restaurant - 205 Campo de Cahuenga Historic Site - 25 TOTAL 1,929 1,780 Source: Thomas Properties Group, 2008.
(d) Loading Dock The loading dock for the office and media production facility in Phase 1 would be provided on the west side of the media production facility with vehicular access provided from Bluffside Drive (see Figure II- 9(a)). A gated security entrance would be constructed on the east side of Bluffside Drive in order to control access and maintain security in the loading dock. Delivery trucks to the loading dock would include tractor-trailers, as well as small and medium-sized delivery trucks and vans, including news vans. Operating hours for the loading dock would be 24 hours per day.
(3) Access and Circulation Ingress to and egress from Phase 1 of the Project would be provided from Lankershim Boulevard, Campo de Cahuenga Way, and Bluffside Drive. Vehicular access to the Site A parking structure would be provided at two points on Lankershim Boulevard and one point on Bluffside Drive (see Figures II-9(a) and 9(b)). The first would be at the existing signalized intersection on Lankershim Boulevard opposite the Main Gate entrance to the Universal Studios property (see Figures II-6 and 9(a)). This Project driveway would be incorporated into the west leg of this intersection. The second would be a right-turn only driveway for ingress only, located on Lankershim Boulevard between Valleyheart Drive and the signalized intersection on Lankershim Boulevard opposite the Main Gate entrance to the Universal
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Studios property. The Bluffside Drive driveway would be an outbound, right-turn only driveway, available only during the morning and afternoon peak traffic hours (refer to Section IV.B, Transportation, of this EIR, for a description of peak traffic hours). Truck access to the loading dock on Site A is provided via Bluffside Drive.
Ingress to and egress from the Site B parking structure would be provided from Bluffside Drive via Valleyheart Drive and from two driveways located on Campo de Cahuenga Way (see Figures II-6, 8(b) and 8(c)). Transit bus access to the Metro Bus Transit Plaza would be provided by a separate bus-only driveway located on Campo de Cahuenga Way (see Figure II-8(b)).
(4) Site Plan and Design Elements
(a) Pedestrian and Retail Facilities Development in Phase 1 would include a landscaped pedestrian plaza at ground level that would provide pedestrian connections between the Site A office and media production facility, the Site B parking structure, the Metro Red Line Station, and the Metro Bus Transit Plaza (see Figure II-6). The pedestrian plaza could be used for gatherings of up to 100 people from time to time, and could include amplified program sound, which would not exceed existing ambient noise levels at the property line. The pedestrian plaza would also include a maximum of 25,000 square feet of retail/restaurant uses to serve the Project and increased pedestrian activity in this area of the Project Site. Retail/restaurant uses would be designed to serve employees and visitors to the office and media production facility, as well as visitors to the Campo de Cahuenga historic site and Metro patrons. Pedestrian circulation would also be maintained on the public sidewalks adjacent to Lankershim Boulevard (Figure II-9(b)). Construction of the plaza may necessitate alteration and/or removal of non-historic features on the existing Campo de Cahuenga historic site, including the non-historic portions of the concrete block wall of the Campo de Cahuenga historic site that were constructed in 2004. The existing Campo de Cahuenga surface parking lot would be removed, and 25 spaces allocated within the Site B parking structure. The Project would not involve alterations to or removal of any of the historic components of the Campo de Cahuenga historic site including the visitor center building, archaeological site, landscaping, and portions of the walls located on the eastern and southern edges of the site. The Project’s design in this area would provide buffering between new and existing uses, while promoting pedestrian circulation and enhancing visibility of the Campo de Cahuenga historic site by including landscape and hardscape elements that continue and integrate the Campo de Cahuenga’s Early California Spanish architecture.
(b) Outdoor Dining Patio An outdoor dining patio would be located on the roof above the media production facility on Site A, with an occupancy capacity of 105 people (Figure II-10). Amplified program sound may be used at the patio area.
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Figure II-8(a), Site B Parking Garage Cross Section
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Figure II-8(b), Site B Parking Garage Campo de Cahuenga Entrance
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Figure II-8(c), Site B Parking Garage Bluffside Entrance
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Figure II-9(a), Site A Parking Garage, Lankershim Entrance
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Figure II-9(b), Site A Parking Garage, Pedestrian Level
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Figure II-9(c), Site A Parking Garage, Typical Underground Level
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(c) Potential Land Exchange As noted above, Bluffside Drive would provide automobile access to the Site B parking structure as well as access to the loading facilities of the Site A development. The Project proposes to widen Bluffside Drive within the existing right-of-way, underground the overhead utilities, and relocate the existing street lights. In addition, a potential land exchange is being considered as a component of the Project 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 facilitate circulation and storage of at least two additional articulated 60-foot buses within the Metro Bus Transit Plaza. This configuration would also result in improved circulation on the automobile parking levels, but would not change the number of automobile parking spaces to be provided within the parking garage on Site B. The modifications and resulting configuration of Weddington Park (South) and the Project Site, in the event this land exchange is implemented, are shown in Figures II-11(a), 11(b) and 11(c). The potential land exchange consists of the following elements: (1) Metro would acquire by eminent domain 13,450 square feet of the City of Los Angeles 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 the Department of 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 land area of Weddington Park (South) by approximately 4,730 square feet.
As noted, a goal of the potential land exchange would be to improve and enhance circulation and parking for transit buses within the Metro Bus Transit Plaza and provide increased usable green space in Weddington Park (South). As shown in Figure II-12, bus storage would increase under the land exchange option to up to 20 buses, consisting of a mix of 45-foot and articulated 60-foot buses. Additionally, increased Metro bus turning area and improved sight lines for bus drivers would be provided as part of the Project if the potential land exchange occurs. Access points to the Metro Bus Transit Plaza and parking levels under the potential land exchange would be the same as under the Project. Furthermore, the exchange would provide for more total park area and more usable park area by increasing the total square footage within Weddington Park (South) and relocating the existing surface parking lot closer to the perimeter of the park.
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FIGURE II-10, POTENTIAL ROOF PATIO LOCATIONS
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Figure II-11(a) Weddington Park Land Exchange - Existing Site Conditions
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Figure II-11(b) Weddington Park Land Exchange - Property Line Modification
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Figure II-11(c) Conceptual Layout at Completion of Land Exchange
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(d) Communication Facilities The Project would install a conduit bank at the Project Site. The conduit bank would consist of cables for electrical or telecommunication lines and would be placed underneath roads, parking lots, or structures. In order to complete the placement of this conduit bank, coordination with the City of Los Angeles and the 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. Additional details regarding these facilities are provided in Section IV.J, Utilities, of this EIR.
(e) Utility Improvements The Project would include construction and relocation of utilities, including relocation of an existing storm drain that presently crosses Sites B and C, replacement of existing water lines on and adjacent to the Project Site, relocation of street lights, and the undergrounding of existing above-grade electrical utility lines on Bluffside Drive within the Bluffside Drive right-of-way. Additional details regarding these facilities are provided in Sections IV.L.1, Hydrology, and IV.J, Utilities, of this EIR.
Activities associated with the remaining sites during Phase 1 are as follows:
ii. Site C 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.
iii. Site D During Phase 1, the existing Metro park & ride facility on Site D, currently striped for 68 spaces, would be resurfaced and re-striped 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.
iv. Site E 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.
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Figure II-12, Land Exchange Bus Plaza Floor Plan
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Metro park & ride spaces are currently provided on Sites A, B, D, and E. Between Sites D and E, a total of 442 temporary replacement park & ride spaces would be provided prior to commencing any construction on Sites A and B under Phase 1. A study of the actual usage of the 793 existing spaces observed that a maximum of 718 spaces are utilized during peak demand periods.4 At peak, park & ride lots within Sites A, B, and D are nearly fully utilized, while Site E is not used to capacity because of limited pedestrian access available between this park & ride lot and the Metro Red Line station. As a result, there would be 296 fewer spaces available on-site during Phase 1 construction than are currently used during peak periods. The shortfall would be made up by providing 296 spaces as needed at one or more off-site locations within walking distance of the Metro Red Line station or other locations with shuttle service. Parking is discussed further in Section IV.B, Transportation, of this EIR.
b. Phase 2
Phase 2 of the Project would involve new development on Site C south of Campo de Cahuenga Way at Lankershim Boulevard north of the Hollywood Freeway. Phase 2 would include relocating the existing bus transit facilities to the new 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 Office building, with subterranean and above ground parking; or
Option B Hotel and residential building, with ancillary hotel meeting rooms, retail space, restaurant and lounge areas, and spa, with subterranean and above ground parking.
i. Sites A and B 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 construction of Phase 2.
ii. Site C The Metro Bus Transit Plaza would be fully operational on Site B before any demolition or construction activity would take place on Site C.
(1) Proposed Development 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
4 Source: Fehr & Peers/Kaku Associates, 2008, see Appendix IV. B to this EIR.
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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 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.
At a maximum of 24 stories, 357 feet above grade (936 feet above msl) (see Table II-4), the Phase 2 Option A office building would be comparable to or lower than the height of other buildings in the area, including 10 UCP across Lankershim Boulevard that is 36 stories, 506 feet above grade (1089 feet above msl), the Sheraton Universal Hotel building that is 20 stories, 188 feet above grade (848 feet above msl), and the Universal City Hilton Hotel building that is 25 stories, 286 feet above grade (1022 feet above msl) (see Figures II-15(a) and II-15(b)). At 34 stories, 457 feet above grade (1035 feet above msl), the hotel/residential building would also be comparable in height to the other buildings in the area (see Figures II-16(a) and 16(b)). The hotel/residential building under Phase 2 Option B would be taller than the office building under Phase 2 Option A due to the hotel/residential building’s smaller floorplates, which are needed to provide exterior windows for guest rooms and dwelling units.
Table II-4 Phase 2 Uses and Building Height Comparisons
Height of Height of Square Footage Building Top Building Building in Building in of Proposed (Feet Above msl) Feet1 Stories
Office Building 489,100 936 357 24 (Project Option A) osed
p Hotel/Residential Building (Project 591,000 1035 457 34 Phase II Pro Option B) Office Building 655,200 943 382 24
Media Production 315,000 675 114 5 Facility Retail/Restaurant 25,000 616 46 2
Phase I Uses Proposed Site B Parking -- 675 108 7 Structure 10 UCP 1089 506 36 Sheraton Hotel 848 188 20
Hilton Hotel 1022 286 25 Wasserman Building 755 185 15 John R Ford 635 65 5 Building City View Lofts 625 65 4
Existing Nearby Laemmle 665 103 9 Stein 622 (639 w/PH*) 51 (68 w/PH) 4 Technicolor 603 (613 w/PH) 52 (62 w/PH) 3 1 Pursuant to LAMC §§ 12.03 and 12.21. Source: DMJM Design, 2008.
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(2) Parking Facilities 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 (see Figures II-13 and II-14).
Table II-5 Phase 2 Parking Supply
Option A Parking Garage Option B Parking Garage Use (Spaces) (Spaces) Office 1,467 - Hotel Uses: - - Health Club/Spa 10 Hotel 224 Lounge/Conference 229 Restaurant 4 Residential - 1,000 TOTAL 1,467 1,467 Source: Thomas Properties Group, 2008.
(3) Access and Circulation Under Options A and B, access to the development on Site C in Phase 2 would be provided from Campo de Cahuenga Way and Lankershim Boulevard (Figures II-13 and II-14). The Project would provide direct access from Lankershim Boulevard to the Site C parking garage via a driveway that runs along the south side of the site. As part of the traffic mitigation plan and to improve access to the Project Site, the Project proposes to integrate this driveway as a new west leg to the existing signalized intersection at Lankershim Boulevard and the Northbound Hollywood Freeway off-ramp. This intersection would be converted from a T-intersection to a 4-way intersection which would further improve direct access to Site C via the Hollywood Freeway off-ramp at Lankershim Boulevard.
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Figure II-13, Phase 2 Option A Site Plan
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Figure II-14, Phase 2 Option B Site Plan
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Figure II-15(a), Phase 2 Option A Cross Sections
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Figure II-15(b), Phase 2 Option A Cross Sections
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Figure II-16(a), Phase 2 Option B Cross Sections
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Figure II-16(b), Phase 2 Option B Cross Sections
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(4) Site Plan and Design Elements (a) Pedestrian Bridge The existing Metro entry portal, elevator, and pedestrian plaza on Site C would remain in the current location in Phase 2 of the Project. Several Phase 2 improvements would enhance pedestrian access to and within the Project and to adjacent uses. The mitigation program for the original Metro Station construction by Metro included a pedestrian tunnel beneath Lankershim Boulevard to provide a pedestrian connection between the Red Line Station and the east side of Lankershim Boulevard. The pedestrian tunnel was never constructed. Pursuant to a settlement agreement unrelated to the Project, it is contemplated that Metro will construct a pedestrian bridge in lieu of the originally proposed tunnel. While not a part of the Applicant’s Project, the pedestrian bridge will be constructed concurrently with Phase 2 of the Project and the environmental impacts of this facility are considered in this EIR. The pedestrian bridge may also include accessory pedestrian-oriented and non-pedestrian-oriented services, and would be constructed in one of two configurations; either from the Metro Red Line plaza located south of Campo de Cahuenga Way to the southeast corner of Lankershim Boulevard and Universal Hollywood Drive (Bridge Option A) (see Figure II-17a), or from the Metro Red Line plaza located north of Campo de Cahuenga Way to the northeast corner of Campo de Cahuenga Way and Universal Hollywood Drive, continuing across Universal Hollywood Drive to the south side of that roadway, adjacent to 10 UCP (Bridge Option B) (see Figure II-17b).5 The Applicant may construct such a bridge on Metro’s behalf concurrently with construction of Phase 2 of the Project. The pedestrian bridge is included in the Metro District of the proposed Signage Supplemental Use District.
(b) Communication Facilities Up to ten wireless telecommunications facilities, two to three meters in diameter, could be located on the rooftop of the Site C building. Additional details regarding the communication facilities are provided in Section IV.J, Utilities, of this EIR.
iii. Site D 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.
iv. Site E 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.
5 An underground tunnel alternative for this facility is discussed in Section VI, Alternatives, of this EIR.
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Figure II-17a, Conceptual Site Plan for Pedestrian Bridge, Bridge Option A
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Figure II-17b, Conceptual Site Plan for Pedestrian Bridge, Bridge Option B
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c. Additional Project Features in Phase 1 and 2
(1) Sustainability and Energy Efficiency Features 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 is targeting LEED Gold certification, with design features that may include off-site concrete recycling during construction, on-site cogeneration of electricity, on-site energy generation from renewable sources, water efficient fixtures, energy efficient designs that exceed the requirements of the State of California Title 24 regulations, and use of municipal recycled water. Sustainable design features may include green roof areas, daylighting of work areas, use of high-efficiency building envelopes, stormwater-retaining planter boxes, and dual piping for use of recycled water. A few of the major features are discussed below.
(a) Cogeneration Facility The Project could utilize a combined cycle cogeneration facility to produce electrical power on-site and also produce thermal energy which can be used to respond to the heating and cooling needs of the buildings on the Project Site. Thermal Energy Storage (TES) would be considered in conjunction with this system, to level out the thermal load profile and minimize peak demand on the electricity grid operated by the Los Angeles Department of Water and Power (LADWP). The cogeneration facility would be powered by natural gas, from the Southern California Gas Company pipelines serving the Project Site. The on-site electrical power generation would be provided in parallel with the grid power provided by LADWP, but the on-site power generation would reduce the total electrical peak demand of the Project on the LADWP grid. The cogeneration facility would be designed to support the Project, and would have an electrical generation capacity of up to 4.6 megawatts (MW) or less. The cogeneration facility would be located at one of the four locations shown in Figure II-18. On-grade cogeneration facilities would have the appearance of a walled utility area within the Project Site.
(b) Photo-Voltaic Power Systems The Project may utilize renewable solar energy produced by photo-voltaic (PV) panels on the Project Site. The location of the PV panels may be a combination of horizontal surfaces (roofs, tops of parking structures) and vertical surfaces (integrated into the facades of the buildings). In the case of the horizontal applications, the PV panels would be shielded from view from surrounding areas on grade. The vertical PV panels would be incorporated into the curtain wall façade of the buildings, in a manner referred to as “building integrated PV” (BIPV). These panels are oriented to the east, south, and west in order to achieve maximum solar exposure. The power produced by the PV systems would be converted to AC power by electronic inverters and then connected to the electrical system of the building, which in turn is connected to the LADWP grid. Possible locations for installation of photo-voltaic panels within the Project are shown in Figure II-19.
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Figure II-18, Potential Cogeneration Facilities Location
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Figure II-19, Potential Photo-Voltaic Locations
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(2) Signs and Identity Elements The system of signs and identity elements for the Project is intended to establish an image of a media- oriented Regional Center. 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. The Metro Universal SUD would set forth requirements governing the types, locations, maximum area per sign, maximum height, and maximum area for new signage on Sites A, B, C, and the pedestrian bridge. The Signage District Plan for the Project Site is provided in Figure II- 20.
The Project could include supergraphic or other large-scale animated and non-animated signs designed for on- and off-site advertising, with animated and moving signage and supergraphics primarily oriented away from the Island neighborhood.
(a) Permitted Signs The Metro Universal SUD lists permitted sign types, which include animated, architectural ledge, awning, banner, building ID, freestanding, graphic, ground mounted, information, marquee, non-animated, off- site, on-site, open panel roof, pedestrian, pillar, projecting, projected image, roof, skyline logo/icon, solid panel roof, supergraphic, temporary special display, tenant identification, wall, and window signs, electronic message displays, and wall murals (“Permitted Signs”). The Metro Universal SUD would also permit other signage that is allowed by the Los Angeles Municipal Code (LAMC).
(b) Sign Districts The Metro Universal SUD establishes five Sign Districts, as shown in Figure II-20. The following are the specific signage requirements for each of these Sign Districts:
• District 1: This district generally encompasses building facades that face west and north adjacent to Bluffside Drive and Weddington Park (South). Due to the proximity of these facades to the recreational uses to the west and residential communities to the north, no advertising signage is allowed in this District, and only information signs and code-required signage would be permitted in this District.
• District 2: This district generally encompasses building facades fronting the Hollywood Freeway on the south side of the Project Site. Due to the proximity of these facades to a designated landscaped freeway, signage would be limited to on-site signage only, in compliance with the California Outdoor Advertising Act, (California Business & Professions Code Section 5200 et. seq.).
• District 3: This district generally encompasses building and parking structure facades that face west adjacent to Bluffside Drive and Weddington Park (South). For these limited surfaces building/tenant identification and wall signs (including high-rise identification signs above 100 feet) would be permitted in addition to information signs and code-required signage. Animated or moving signage is only permitted at Sign Level 1 (described below).
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Figure II-20, Sign District Plan
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3. District 4: This district generally encompasses building facades and uses along Lankershim Boulevard and Campo De Cahuenga way facing north, south, and east of the Project Site. These streets will be active and engaging places, with the signs supporting the vitality and action along these streets. Signage that enhances the presences of the various uses along these streets will be encouraged, and would likely incorporate innovative and dynamic signage formats. 4. Metro District: This district generally encompasses the location of a proposed pedestrian bridge over Lankershim Boulevard which would be constructed in one of two configurations; either from the Metro Red Line plaza located south of Campo de Cahuenga Way to the southeast corner of Lankershim Boulevard and Universal Hollywood Drive (Bridge Option A), or from the Metro Red Line plaza located north of Campo de Cahuenga Way to the northeast corner of Campo de Cahuenga Way and Universal Hollywood Drive, continuing across Universal Hollywood Drive to the south side of that roadway, adjacent to 10 UCP (Bridge Option B). Animated and other moving signs would be permitted in this District.
(a) Sign Levels For sign regulation purposes, the Metro Universal SUD area is divided into three Sign Levels, as shown on Figure II-21. The purpose of the Sign Levels is to address different sign viewing distances, including pedestrian views from street level, pedestrian views from a distance, views from surrounding hillside areas and views from vehicles. The Sign Levels are applicable to Permitted Signs in the Metro Universal SUD and include the following zones:
• Level 1: Applicable to all signs located at street level, defined as 0 to 25 feet above grade;6 • Level 2: Applicable to all signs located at the mid-level of multi-story buildings, defined as 25 to 100 feet above grade; and
• Level 3: Applicable to all signs located at the upper levels of mid- to high-rise buildings, defined as 100 feet or more above grade.
(b) Sign Classification • Table II-6 sets forth the permitted signage in each of the Sign Districts.
(c) Permitted Sign Area
6 For Sign Levels, grade is defined as the highest point of elevation of the finished surface of the ground, paving, or sidewalk within the area between the building and the property line nearest the primary pedestrian access point of the building.
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Figure II-21, Sign Levels
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• The total Permitted Sign Area within the Metro Universal SUD is a percentage of the building façade area, which is the general surface of any exterior wall of a building, not including cornices, bay windows, projections, indentations or other architectural features or articulation of the exterior surface, as shown in Table II-7. The maximum area of Permitted Signs within the Metro Universal SUD shall not exceed those amounts permitted by the table shown in Table II-8; however, supergraphic signs shall not be subject to the limitations set forth in Table II-7 and Table II-8.
(d) Sign Hours of Operations • Signs that are illuminated, animated, or otherwise moving shall be not limited in their hours of illumination, animation and/or movement.
• Non-animated but illuminated signs shall not be limited in their hours of operation. Table II-6 Sign Classification
Permitted Sign District in Which Off- Permitted Sign Type District Site Signs Permitted Animated or Moving Architectural Ledge Sign 2, 4 Prohibited Yes Awning Sign 2, 4 Prohibited No Banner Sign 2, 4, Metro 4 No Building I.D. Sign 2, 3, 4, Metro 3, 4 Yes Changeable Copy Sign 2, 3,a 4 n/a Yes Electronic Message Display 2, 3,a 4 3, 4 Yes Graphic Sign 2, 3,a 4 3, 4 Yes Illuminated Architectural Canopy Sign 2, 4 4 No Information Sign all n/a Yes Marquee Sign 2, 4 4 Yes Monument Sign 2, 4 4 Yes Mural Sign 2, 3, 4, Metro 3, 4 Yes Open Panel Roof Sign 2,4 4 Yes Pedestrian Sign all n/a No Pillar Sign 2, 4 4 No Projected Image Sign 2, 4 4 Yes Projecting Sign 2, 4, Metro 4 Yes Roof Sign 2, 3, 4 3, 4 Yes Skyline Logo/Icon Sign 2, 3, 4 3, 4 Yes Solid Panel Roof Sign 2, 4 4 Yes Supergraphic Sign 2, 3, 4 3, 4 No Temporary Signs 2, 4, Metro 4 Yes Temporary Signs on Construction Walls 2, 3, 4 4 No Temporary Special Display Sign 2, 3, 4, Metro 4 Yes Tenant I.D. Sign 2, 3, 4 n/a Yes Wall Sign 2, 3, 4, Metro 3, 4 No Window Sign 2, 4 4 Yes a Animated signs in Sign District 3 are permitted only on Sign Level 1. Source: Proposed Metro Universal Signage Supplemental Use District, 2008.
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Table II-7 Maximum Permitted Sign Area7
Vertical Sign Maximum Percentage of Non-Animated Animated Levels Building Facade Level 1 Permitted Permitted 20% Level 2 Permitted Permitted 60% Level 3 Permitted Permitted 5% Source: Proposed Metro Universal Signage Supplemental Use District, 2008.
Table II-8 Maximum Permitted Individual Sign Area8
Vertical Sign Levels Non-Animated Animated Level 1 500 sf 500 sf Level 2 4,000 sf 4,000 sf Level 3 2,000 sf 2,000 sf Source: Proposed Metro Universal Signage Supplemental Use District, 2008.
7 Supergraphic signs shall not be subject to the limitations set forth in Table II-7 and Table II-8.
8 Supergraphic signs shall not be subject to the limitations set forth in Table II-7 and Table II-8.
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II. PROJECT DESCRIPTION C. 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 The Project Site is a major rail and bus transit node serving Universal City and surrounding areas. The Project aims to physically and functionally integrate with the existing bus and rail transit facilities located on the Project Site. The Project would provide a new Metro Bus Transit Plaza and park & ride facility. The sidewalks, plazas, landscaping, and signage between the Universal City Metro Red Line station portals and Project buildings would create efficient pedestrian circulation and a pleasant pedestrian experience for employees and visitors to the Project Site, thus encouraging use of the transit system to access the site.
• Provide Substantial Employment Opportunities at a Transit Station Consistent with Metro’s objectives, the Project aims to offer a substantial concentration of employment opportunities at the location of the existing Universal City Metro Red Line station.
• Enhance the Identity of the Site as a Media-Oriented Regional Center The Project aims to provide an architecturally distinct development that includes a creative signage program integral to the building design that identifies the Project Site as a media-oriented Regional Center, consistent with the site’s General Plan Land Use designations and provides signage opportunities for tenants, especially media and entertainment industry tenants, and creates a dynamic and visually appealing place.
• Provide New State-of-the Art Facilities for News and Entertainment Production that Create Synergy with Existing Facilities in the Project Vicinity The Project aims to build on the tradition of film and television production facilities within the Universal City area by providing a new state-of-the art production facility that complements the existing studio production facilities in the vicinity of the Project Site and enables the local television industry transition from analog to digital and HDTV in compliance with federal requirements. The Project aims to offer opportunities for media-related and entertainment-related office and production facilities, consistent with the program needs of future tenants, to be located near major studio production uses in the area.
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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 The Project aims to provide a development program that would improve and enhance the economy of the City of Los Angeles as well as the surrounding region through construction and permanent jobs and long-term enhancement of business opportunities, especially within the entertainment industry, and foster economic growth in the area.
• Enhance Local and Regional Transportation Infrastructure The Project aims to promote the continued evolution of the Project Site as an important regional transit node, as well as enhance the existing transit-related facilities. In order to accommodate the traffic generated by the Project, the Project would provide enhancements to existing roadways, street intersections, and freeway ramps.
• Recognize Important Relationships with Residential Areas The Project aims to be designed to respect neighbors by including design features that buffer the Project edges and reduce the Project’s impacts on residential areas in the Project vicinity.
• Recognize and Enhance the Importance of Campo de Cahuenga The Project Site abuts the Campo de Cahuenga, which is a historic site of importance in the history of California and the United States, to the north, south, and west of that site. Presently, the Campo de Cahuenga historic site is surrounded by block walls that limit its visibility and public access. Although the Campo de Cahuenga historic site is not part of the Project Site, the Project would include design features that complement and respect the site and its history and would promote access to and enhance visibility of the Campo de Cahuenga historic site, while at the same time protecting its historically important features.
• Provide Additional Revenue and Revenue-Sharing Opportunities to the Metropolitan Transportation Authority Metro's policy is to increase transit ridership and generate revenues through transit-oriented development at Metro's transit facilities. Metro can generate revenue from its property in the form of ground lease rent and shared revenue generated by the development itself. The Project Applicant will enter into a ground lease with Metro that will provide for the payment of ground lease rent based primarily on the actual square footage of the Project.
In addition, as the Project is a major rail and bus transit node serving Universal City and surrounding areas, Project signage will present valuable opportunities to reach transit-related visitors to the Project site in a dynamic and visually appealing place. The volume of transit- related visitors increases the value of Project signage. Therefore, the Project Applicant intends to enter into a signage revenue-sharing agreement with Metro. Metro's participation in these
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revenues, together with the ground lease rent, will provide additional funding to Metro and to its transit endeavors.
• Fulfill Adopted Land Use and Transportation Policies As more fully discussed in Section IV.A.1, Land Use Plans, of this EIR, the Project aims to implement a number of key city and regional land use and transportation policies by focusing growth at a regional transportation hub, such as:
• Regional (from the Regional Comprehensive Plan and Guide, prepared by the Southern California Association of Governments, Chapter 3, Growth Management) Encourage patterns of urban development and land use which reduce costs on infrastructure and development. Encourage existing or proposed local jurisdictions’ programs aimed at designing land uses which encourage the use of transit. Encourage local jurisdiction plans that maximize the use of existing urbanized areas accessible to transit through infill and redevelopment.
• City (from the General Plan Framework) Provide for the spatial distribution of development that promotes an improved quality of life by facilitating a reduction of vehicle trips, vehicle miles traveled, and air pollution (Objective 3.2). Encourage new multi-family residential, retail commercial, and office development in the City’s neighborhood districts, community, regional, and downtown centers as well as along primary transit corridors/boulevards, while at the same time conserving existing neighborhoods and related districts (Objective 3.4). Focus mixed commercial/residential uses, neighborhood-oriented retail, employment opportunities, and civic and quasi-public uses around urban transit stations, while protecting and preserving low density neighborhoods from the encroachment of incompatible land uses (Objective 3.18) Encourage future development in centers and in nodes along corridors that are served by transit and are already functioning as centers for the surrounding neighborhoods, the community, or the region (Objective 5.2).
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II. PROJECT DESCRIPTION D. PROJECT DEVELOPMENT TIMEFRAME
The Project would be developed over a period of approximately eight years in two phases.
a. Phase 1 Phase 1 construction would take place over a 24-36 month schedule, with completion anticipated in 2011. Construction activities in Phase 1 would include:
• Restriping of Sites D and E as park & ride lots; • Relocation of utilities; • Demolition of park & ride lots on Sites A and B; • Excavation of underground garages on Sites A and B; • Garage construction on Sites A and B; • Building construction on Site A; and • Site/landscaping improvements at grade-level on Sites A and B and certain non-historic components of the Campo de Cahuenga historic site. The above activities would generally be undertaken in the sequence indicated above. Demolition, excavation and construction activities on Sites A and B would overlap, either on a concurrent (i.e., excavation on Site A at the same time as excavation on Site B) or staggered (i.e., excavation on Site A at the same time as demolition on Site B) basis.
b. Phase 2 Phase 2 construction would take place over a 36-42 month schedule, with completion anticipated in 2015. Construction activities in Phase 2 would include:
• Relocation of utilities; • Construction of Pedestrian Bridge; • Relocation of Metro bus operations to Metro Bus Transit Plaza constructed within Site B parking garage;
• Demolition of existing bus facilities on Site C; • Excavation of underground garage on Site C; • Garage construction on Site C; and • Building construction on Site C. The above activities would generally be undertaken in the sequence indicated above.
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II. PROJECT DESCRIPTION E. INTENDED USE OF EIR, RESPONSIBLE AGENCIES, AND DISCRETIONARY ACTIONS
INTRODUCTION This EIR serves as the environmental document for all actions associated with development of the Project. The EIR is a Project-level EIR that is intended to be the primary reference document in the formulation and implementation of a mitigation report or monitoring program for the Project. This EIR is also intended to cover all State, regional and local government discretionary approvals that may be required to construct or implement the Project, whether or not they are explicitly listed below. State and regional agencies which may have jurisdiction over the Project include, but are not limited to:
• County of Los Angeles; • California Department of Transportation (Caltrans Freeway Division); • South Coast Air Quality Management District; • Regional Water Quality Control Board, Los Angeles Region; and • Los Angeles County Metropolitan Transportation Authority (Metro).
DISCRETIONARY ACTIONS The City of Los Angeles is the lead agency for the Project, with discretionary authority of the land use approvals for the Project. Approvals to be requested from the City may include, but are not necessarily limited to, the following:
• 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 telecommunications facilities;
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City of Los Angeles August 2008
• Approvals for modifications 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 governmental agencies, as may be necessary to implement off-site mitigation measures;
• Approvals by Metro and other governmental agencies for the construction of the pedestrian connection across Lankershim; and
• Other discretionary and ministerial permits and approvals for the implementation of the Project or related off-site improvements, including, but not limited to, demolition, excavation, grading, shoring, foundation, building, engineering permits such as “A,” “B,” “U,” street or lane closure permits, and exemptions from Mayor’s Executive Directive No. 2 – Rush Hour Construction on City Streets. The environmental analysis in this EIR evaluates the environmental impacts of all of the various approvals, permits, and actions required to approve and implement the Project.
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