4. Environmental Impact Analysis

4.10 Transportation and Traffic 4.10.1 Introduction This section describes potential impacts associated with construction and operational transportation. The section analyzes construction traffic; intersection capacity; the regional transportation system; public transit; and access and circulation, including pedestrian and bicycle safety. The evaluation of intersection capacity examines the impact of the Project relative to existing and future conditions. This section is based on the traffic study prepared by Gibson Transportation Consulting, Inc. dated April 2017 (Traffic Study), which provides more detailed information, data, and analysis and is and provided in Appendix K of this Draft EIR. The Traffic Study was prepared pursuant to a Memorandum of Understanding with the Los Angeles Department of Transportation (LADOT), which is included as Appendix A of the Traffic Study. The methodology and findings of the Traffic Study were approved by LADOT in an Inter- Departmental Correspondence to the Department of City Planning on May 8, 2017; this correspondence is provided in Appendix K of this Draft EIR.

The Project entitlements include the installation of signage and implementation of a Sign District on the Project Site and surrounding parcels, and implementation of the Sign District would not affect transportation or traffic. Thus, this issue is not addressed further in this Transportation and Traffic section. 4.10.2 Environmental Setting Existing Conditions Study Area Street System The Project Site is located in the South Park district of Downtown Los Angeles. For the purposes of this analysis, the Study Area includes a geographic area generally bounded by W. 9th Street to the north, S. Grand Avenue to the east, I-10/18th Street to the south, and SR-110/Blaine Street to the west. Figure 4.10-1, Traffic Study Area and Analyzed Intersection Locations, depicts the Study Area and the intersections analyzed.

Freeways Primary regional access to the Project Site is provided by SR-110 and I-10. I-110/SR-110 generally runs in the northeast-south direction and is located approximately 0.3-mile west of the Project Site. In the vicinity of the Project Site, I-110/SR-110 provides three travel lanes in each direction. Access to and from I-110/SR-110 is available via interchanges at 11th Street/Chick Hearn Court and 9th Street. I-10 generally runs in the east-west direction and is located approximately 0.3-mile south of the Project Site. In the vicinity of the Project Site, I-10 provides four travel lanes in each direction. Access to and from I-10 is available via interchanges at S. Flower Street, S. Grand Avenue, and S. Los Angeles Street.

City of Los Angeles 4.10-1 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 Fig+Pico Conference Center Hotels SOURCE: Gibson, 2017 Figure 4.10-1 Traffic Study Area and Analyzed Intersection Locations 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Analysis was conducted on mainline segments, including CMP monitoring locations along SR-110/I-110, US 101, and I-10. LOS is a measure used to describe traffic flow conditions or the freedom to maneuver within traffic stream. Generally, LOS levels measure the quality of service and range from nearly free-flow traffic at LOS A to breakdown and oversaturation at LOS F. The definitions of the LOS levels are shown in Table 4.10-1, Congestion Management Program Level of Service Definitions for Freeway Segments. As shown in Table 14 and 15 of the Traffic Study, the freeway segment of SR-110 between Olympic Boulevard and I-10 currently operates at LOS F during the AM peak hour; the other study freeway segments, including the CMP freeway monitoring segments, currently operate at LOS D or better during the A.M. and P.M. peak hours.

TABLE 4.10-1 CONGESTION MANAGEMENT PROGRAM LEVEL OF SERVICE DEFINITIONS FOR FREEWAY SEGMENTS

Level of Volume/Capacity Service Ratio Flow conditions

A 0.00 - 0.35 Highest quality of service. Free traffic flow, low volumes and densities. Little or no restriction on maneuverability or speed.

B 0.36 - 0.54 Stable traffic flow, speed becoming slightly restricted. Low restriction on maneuverability.

C 0.55 - 0.77 Stable traffic flow, but less freedom to select speed, change lanes, or pass. Density increasing.

D 0.78 - 0.93 Approaching unstable flow. Speeds tolerable but subject to sudden and considerable variation. Less maneuverability and driver comfort.

E 0.94 - 1.00 Unstable traffic flow with rapidly fluctuating speeds and flow rates. Short headways, low maneuverability and low driver comfort.

F(0) 1.01 - 1.25 Forced traffic flow. Speed and flow may be greatly reduced with high densities.

F(1) 1.26 - 1.35 Forced traffic flow. Severe congested conditions prevail for more than 1 hour. Speed and flow may drop to zero with high densities.

F(2) 1.36 - 1.45 Forced traffic flow. Severe congested conditions prevail for more than 1 hour. Speed and flow may drop to zero with high densities.

F(3) > 1.45 Forced traffic flow. Severe congested conditions prevail for more than 1 hour. Speed and flow may drop to zero with high densities.

SOURCE: Los Angeles County Metropolitan Transportation Authority, 2010 Congestion Management Program, https://www.metro.net/projects/congestion_mgmt_pgm/.

Roadways The Project Site is served by a grid of streets that are generally oriented toward the north-south and east-west directions. The major arterials providing regional and sub-regional access to the Project vicinity include S. Figueroa Street and W. Olympic Boulevard. The Mobility Plan 2035 (Mobility Plan) was originally adopted by City Council in August 2015 as a comprehensive update of the General Plan Transportation Element (Transportation Element), and provides the City's classification system for roadways. The Mobility Plan also provides revised street standards in an effort to provide a more enhanced balance between traffic flow and other important street functions including transit routes and stops, pedestrian environments, bicycle routes, building design, and site access. The Mobility Plan was amended and re-adopted by City

City of Los Angeles 4.10-3 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Council in September 2016. The major roadways in the Study Area are described below according to the classifications in the adopted Mobility Plan:

Blaine Street is a designated Collector Street. Blaine Street runs in the north-south direction and is located west of the Project Site. Blaine Street provides two travel lanes, one in each direction, north of Olympic Boulevard and two southbound travel lanes south of W. Olympic Boulevard. Unmetered parking is generally available on both sides of the street north of W. Olympic Boulevard and south of W. 11th Street. Unmetered parking with afternoon peak hour restrictions is generally unavailable on the west side of the street between W. Olympic Boulevard and W. 11th Street.

LA Live Way is a designated Collector Street between W. Pico Boulevard and W. 11th Street/Chick Hearn Court and a designated Local Street south of W. Pico Boulevard and north of 11th Street/Chick Hearn Court. LA Live Way runs in the north-south direction and is located west of the Project Site. It provides four travel lanes, two in each direction, and left-turn lanes at intersections between W. Pico Boulevard and W. 11th Street/Chick Hearn Court, and four travel lanes in the northbound direction south of W. Pico Boulevard. Parking is unavailable on either side of the street.

Georgia Street is a designated Collector Street. Georgia Street runs in the north-south direction and is located northwest of the Project Site. Georgia Street provides four travel lanes, two in each direction. Two-hour unmetered daytime parking with nighttime restrictions (except by parking permit) is available north of W. Olympic Boulevard. Parking is generally unavailable south of W. Olympic Boulevard.

Francisco Street is a designated Collector Street that runs in the north-south direction. Francisco Street is located northwest of the Project Site, and provides three travel lanes, two northbound lanes north of W. 9th Street and two southbound lanes south of W. 9th Street. Four-hour unmetered parking is generally unavailable on the west side of the street north of W. 9th Street.

Figueroa Street is a designated Avenue I north of W. 9th Street/James M. Wood Boulevard, a designated Modified Avenue I between James M. Wood Boulevard and Olympic Boulevard, and a designated Modified Boulevard II south of W. Olympic Boulevard. Figueroa Street, which is also designated a “Comprehensive Transit Enhanced Street”, runs in the north-south direction and is located adjacent to the western boundary of the Project Site. Figueroa Street provides five travel lanes, two to three in each direction, and left-turn lanes at intersections south of Olympic Boulevard. Figueroa Street provides four northbound travel lanes north of Olympic Boulevard. Two-hour and 4-hour metered daytime parking with peak hour restrictions is generally available on both sides of the street north of Olympic Boulevard within the Study Area. Two-hour and 4- hour metered daytime parking with peak-hour restrictions is generally available on the east side of the street south of W. Pico Boulevard within the Study Area.

Flower Street is a designated Modified Avenue II/north of W. 11th Street and a designated Modified Avenue I between W. 11th Street and Venice Boulevard. Flower Street runs in the north-south direction and is located adjacent to the eastern boundary of the Project Site. Flower Street provides four southbound lanes north of Olympic Boulevard and three southbound travel

City of Los Angeles 4.10-4 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic lanes within the Study Area. One-hour and 2-hour metered daytime parking with peak hour restrictions is generally available on the west side of the street and 2-hour daytime metered parking is generally available on the east side of the street north of 9th Street within the Study Area. Two-hour and 4-hour metered daytime parking is generally available on both sides of the street north of 11th Street. One-hour unmetered daytime parking with afternoon peak hour restrictions is generally available on the west side of the street south of W. Pico Boulevard within the Study Area.

Hope Street is a designated Avenue II that runs in the north-south direction. Hope Street is located east of the Project Site and provides four travel lanes, two in each direction. One-hour and 2-hour metered daytime parking is generally available south of W. Olympic Boulevard within the Study Area.

Grand Avenue is a designated Modified Avenue II that runs in the north-south direction. Grand Avenue is located east of the Project Site and provides three southbound travel lanes. Daytime 4- hour metered parking is generally available on both sides of the street within the Study Area.

9th Street/James M. Wood Boulevard is a designated Modified Avenue II that runs in the east- west direction. 9th Street/James M. Wood Boulevard is located north of the Project Site and provides four eastbound travel lanes. Two-hour and 4-hour metered daytime parking is generally available on both sides of the street, with peak hour restrictions on the north side, east of S. Flower Street within the Study Area.

Olympic Boulevard is a designated Modified Avenue I east of S. Hope Street, Modified Boulevard II between S. Hope Street and S. Flower Street, and a designated Boulevard II west of S. Flower Street. Olympic Boulevard runs in the east-west direction and is located north of the Project Site. Olympic Boulevard provides four travel lanes, two in each direction, and left-turn lanes at intersections. Four-hour daytime metered parking is generally available on the north side of the street with peak hour restrictions within the Study Area.

11th Street/Chick Hearn Court – 11th Street/Chick Hearn Court is a designated Modified Collector Street east of Blaine Street and a Collector Street west of Blaine Street. 11th Street/Chick Hearn Court runs in the east-west direction and is located north of the Project Site. West of S. Figueroa Street, 11th Street/Chick Hearn Court provides four travel lanes, two in each direction, with left-turn lanes at intersections. East of S. Figueroa Street, 11th Street/Chick Hearn Court provides two westbound travel lanes. Daytime 2-hour metered parking is generally available east of S. Flower Street on both sides of the street within the Study Area.

12th Street is a designated Avenue II between S. Figueroa Street and S. Flower Street and a Modified Collector Street east of S. Flower Street. 12th Street runs in the east-west direction and is located north of the Project Site. 12th Street provides two eastbound travel lanes east of S. Flower Street. Four-hour metered daytime parking is generally available on both sides of the street east of S. Flower Street within the Study Area.

Pico Boulevard is a designated Avenue I east of S. Flower Street, a designated Modified Boulevard II between S. Flower Street and S. Figueroa Street, and a designated Modified Avenue II west of S. Figueroa Street. Pico Boulevard runs in the east-west direction and is located along

City of Los Angeles 4.10-5 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic the southern boundary of the Project Site. Pico Boulevard provides four travel lanes, two in each direction. Four-hour metered daytime parking is generally available on both sides of the street, with peak hour restrictions, east of Hope Street within the Study Area, and 1-hour metered daytime parking is generally available on both sides of the street, with morning peak hour restrictions on the south side and afternoon peak hour restrictions on the north side, west of SR-110 within the Study Area.

Venice Boulevard is a designated Modified Avenue II that runs in the east-west direction. Venice Boulevard is located south of the Project Site and provides four travel lanes, two in each direction. Unmetered nighttime parking is generally permitted on both sides of the street west of S. Figueroa Street within the Study Area.

17th Street is a designated Collector Street that runs in the east-west direction and is located south of the Project Site. 17th Street provides two westbound travel lanes. Four-hour metered daytime parking is generally available on both sides of the street east of Broadway within the Study Area.

18th Street is a designated Collector Street between Georgia Street and Figueroa Street and a designated Local Street east of S. Figueroa Street. 18th Street runs in the east-west direction and is located south of the Project Site. It provides two eastbound travel lanes. Four-hour metered daytime parking is generally available on both sides of the street within the Study Area.

Existing Intersection Traffic Volumes and Levels of Service In consultation with LADOT, 29 intersections were selected for the Project traffic analysis. Intersection turning movement counts were collected at each of the study intersections during the weekday morning (7:00 A.M. to 10:00 A.M.) and afternoon (3:00 P.M. to 6:00 P.M.) peak periods. Due to the amount of construction-related traffic management measures (e.g., lane closures) currently implemented within Downtown Los Angeles, per LADOT policy (in order to accurately represent existing [Project Notice of Preparation (NOP) December 2016] conditions), the most-recent pre-construction peak-hour traffic volume data was used for those study intersections temporarily operating at reduced capacity due to construction-related activity.1 New peak-hour turning movement volume data was collected at those study intersection not affected by the construction-related activity (i.e., operating at full capacity).

Level of Service (LOS) is a qualitative measure used to describe traffic flow conditions, which range from excellent, nearly free-flow, traffic at LOS A to stop-and-go conditions at LOS F. Intersection capacity has been analyzed using the Critical Movement Analysis (CMA) methodology in accordance with the LADOT Transportation Impact Study Guidelines. The definitions of the LOS levels and their related volume-to-capacity (V/C) ratios for signalized intersections are shown in Table 4.10-2, Level of Service Definitions for Intersections. As shown in Table 4.10-3, Existing Conditions Intersection Levels of Service, all 29 study intersections currently operate at LOS C or better during both the A.M. and P.M. peak hours.

1 Although the pre-construction peak-hour traffic volumes at the Project study intersections have remained relatively constant since year 2010, in order to be conservative, the pre-construction peak-hour traffic volumes were increased at a rate of 1 percent per year in order to represent the Existing Year 2016 traffic volumes.

City of Los Angeles 4.10-6 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

TABLE 4.10-2 LEVEL OF SERVICE DEFINITIONS FOR SIGNALIZED INTERSECTIONS

Level of Service V/C Ratio Definition

A 0.000 - 0.600 EXCELLENT. No vehicle waits longer than one red light and no approach phase is fully used. B 0.601 - 0.700 VERY GOOD. An occasional approach phase is fully utilized; many drivers begin to feel somewhat restricted within groups of vehicles. C 0.701 - 0.800 GOOD. Occasionally drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D 0.801 - 0.900 FAIR. Delays may be substantial during portions of the rush hours, but enough lower volume periods occur to permit clearing of developing lines, preventing excessive backups. E 0.901 - 1.000 POOR. Represents the most vehicles intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles. F > 1.000 FAILURE. Backups from nearby locations or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with continuously increasing queue lengths.

SOURCE: Transportation Research Board, Transportation Research Circular No. 212, Interim Materials on Highway Capacity, 1980.

TABLE 4.10-3 EXISTING CONDITIONS INTERSECTION LEVELS OF SERVICE

No. Intersection Peak Hour V/C LOS

1. Blaine Street & Olympic Boulevard AM 0.585 A PM 0.512 A 2. Blaine Street & SR-110 Southbound Off-Ramp AM 0.237 A PM 0.237 A 3. Blaine Street & 11th Street AM 0.259 A PM 0.513 A 4. LA Live Way & 11th Street AM 0.171 A PM 0.269 A 5. LA Live Way & Pico Boulevard AM 0.513 A PM 0.625 B 6. LA Live Way & Bond Street AM 0.289 A PM 0.339 A 7. Georgia Street & 9th Street AM 0.419 A PM 0.287 A 8. Georgia Street & Olympic Boulevard AM 0.370 A PM 0.445 A 9. Francisco Street & 9th Street / SR-110 Northbound Off-ramp AM 0.235 A PM 0.229 A 10. Francisco Street & Olympic Boulevard AM 0.327 A PM 0.404 A

City of Los Angeles 4.10-7 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

No. Intersection Peak Hour V/C LOS

11. Figueroa Street & 9th Street AM 0.587 A PM 0.391 A 12. Figueroa Street & Olympic Boulevard AM 0.610 B PM 0.542 A 13. Figueroa Street & 11th Street AM 0.453 A PM 0.429 A 14. Figueroa Street & 12th Street AM 0.361 A PM 0.266 A 15. Figueroa Street & Pico Boulevard AM 0.629 B PM 0.545 A 16. Figueroa Street & Venice Boulevard AM 0.579 A PM 0.689 B 17. Flower Street & 9th Street AM 0.234 A PM 0.374 A 18. Flower Street & Olympic Boulevard AM 0.558 A PM 0.624 B 19. Flower Street & 11th Street AM 0.128 A PM 0.445 A 20. Flower Street & 12th Street AM 0.093 A PM 0.332 A 21. Flower Street & Pico Boulevard AM 0.303 A PM 0.560 A 22. Flower Street & Venice Boulevard AM 0.412 A PM 0.606 B 23. Flower Street & I-10 Eastbound On-Ramp/18th Street AM 0.300 A PM 0.438 A 24. Hope Street & Pico Boulevard AM 0.321 A PM 0.339 A 25. Hope Street & Venice Boulevard AM 0.225 A PM 0.273 A 26. Grand Avenue & Pico Boulevard AM 0.256 A PM 0.437 A 27. Grand Avenue & Venice Boulevard AM 0.186 A PM 0.412 A 28. Grand Avenue & 17th Street AM 0.267 A PM 0.711 C 29. Grand Avenue & 18th Street AM 0.400 A PM 0.430 A

SOURCE: Gibson Transportation Consulting, Inc. 2017.

City of Los Angeles 4.10-8 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Congestion Management Program Monitoring Stations The following Congestion Management Program (CMP) arterial monitoring intersection is located within approximately 2 miles of the Study Area:  Alvarado Street and Wilshire Boulevard (1.25 miles northwest of the Project Site)

Public Transit The Project area is served by bus lines operated by Los Angeles County Metropolitan Transportation Authority (Metro), LADOT’s Downtown Area Short Hop (DASH), LADOT Commuter Express, Santa Monica Big Blue Bus, Foothill Transit, Orange County Transportation Authority (OCTA), and Torrance Transit. Figure 4.10-2, Existing Transit Service, illustrates the existing transit service in the Study Area. The following is a summary of the bus lines providing service in the Project vicinity:

Metro Local 14 travels from Downtown Los Angeles to Beverly Hills via Beverly Boulevard. It provides service to West Hollywood, Park La Brea, and the Metro Red Line Vermont/Beverly Station. This line travels along Grand Avenue in the vicinity of the Project Site with stops at S. Grand Avenue & W. 11th Street and S. Grand Avenue &W. Pico Boulevard.

Metro Local 28 travels from Downtown Los Angeles to Century City via W. Olympic Boulevard. It provides service to Beverly Hills, the Miracle Mile community, and Koreatown. This line travels along Olympic Boulevard in the vicinity of the Project Site with a stop at S. Figueroa Street & W. Olympic Boulevard.

Metro Local 30 travels from West Hollywood to the Metro Gold Line Indiana Station. It provides service to the Miracle Mile community, Downtown Los Angeles, and Boyle Heights. This line travels along Pico Boulevard in the vicinity of the Project Site with stops at S. Figueroa Street & W. Pico Boulevard and S. Hope Street & W. Pico Boulevard.

Metro Local 33 travels from Downtown Los Angeles to Santa Monica via Venice Boulevard. It provides service to Venice, Culver City, and the Mid-City community. This line travels along Venice Boulevard in the vicinity of the Project Site with a stop at S. Figueroa Street & Venice Boulevard.

Metro Local 37 travels from Downtown Los Angeles to the Washington/Fairfax Transit Hub via Adams Boulevard. It provides service to Culver City, University of Southern California (USC), and North University Park. This line travels along Grand Avenue with a stop at S. Grand Avenue & W. Pico Boulevard.

Metro Local 55 travels from Downtown Los Angeles to the Metro Willowbrook Station via Compton Avenue. It provides service to the Martin Luther King Jr. Transit Center/Metro Blue Line Compton Station, Watts, and the Metro Blue Line Grand Station. This line travels along 17th Street and 18th Street in the vicinity of the Project Site with a stop at S. Main Street & W. Pico Boulevard.

City of Los Angeles 4.10-9 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 Fig+Pico Conference Center Hotels SOURCE: Gibson, 2017 Figure 4-10.2 Existing Transit Service 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Metro Local 66 travels from Wilshire Center to Montebello via 8th Street and Olympic Boulevard. It provides service to Koreatown, Downtown Los Angeles, and East Los Angeles. This line travels along 8th Street and 9th Street in the vicinity of the Project Site with stops at S. Flower Street & W. 8th Street and S. Figueroa Street & W. 9th Street.

Metro Local 70 travels from Downtown Los Angeles to El Monte via Garvey Avenue. It provides service to Boyle Heights, Monterey Park, and the L.A. County USC (LAC+USC) Medical Center. This line travels along S. Grand Avenue in the vicinity of the Project Site with stops at S. Grand Avenue & W. Pico Boulevard and S. Grand Avenue & W. 11th Street.

Metro Local 71 travels from Downtown Los Angeles to California State University, Los Angeles (Cal State L.A.) via Wabash Avenue and City Terrace Drive. It provides service to the LAC+USC Medical Center. This line travels along S. Grand Avenue in the vicinity of the Project Site with stops at S. Grand Avenue & W. Pico Boulevard and S. Grand Avenue & W. 11th Street.

Metro Local 76 travels from Downtown Los Angeles to El Monte via Valley Boulevard. It provides service to Lincoln Heights, Alhambra, and Rosemead. This line travels along S. Grand Avenue in the vicinity of the Project Site with a stop at S. Grand Avenue & W. Pico Boulevard.

Metro Local 78 and 79 travel from Downtown Los Angeles to Arcadia and provides service to El Sereno, Alhambra, and South Arcadia. This line travels along S. Grand Avenue in the vicinity of the Project Site with a stop at S. Grand Avenue & W. Pico Boulevard.

Metro Local 81 travels from Eagle Rock to the Metro Green Line Harbor Freeway Station via Figueroa Street. It provides service to Exposition Park, Downtown Los Angeles, and Highland Park. This line travels along S. Figueroa Street and S. Flower Street in the vicinity of the Project Site with a stop at S. Figueroa Street & W. Pico Boulevard.

Metro Local 96 travels from Downtown Los Angeles to the Burbank Station via Riverside Drive and the Los Angeles Zoo. It provides service to Chinatown, Silver Lake, and Griffith Park. This line travels along S. Grand Avenue in the vicinity of the Project Site with a stop at S. Grand Avenue & W. Pico Boulevard.

Metro Limited 330 travels from Downtown Los Angeles to West Hollywood via San Vicente Boulevard, W. Pico Boulevard, and 1st Street. It provides service to the Miracle Mile community, Downtown Los Angeles, and Boyle Heights. This line travels along Pico Boulevard in the vicinity of the Project Site with a stop at S. Figueroa Street & W. Pico Boulevard.

Metro Limited 355 travels from Downtown Los Angeles to the Metro Willowbrook Station via Compton Avenue. It provides service to the Martin Luther King Jr. Transit Center/Metro Blue Line Compton Station, Watts, and the Metro Blue Line Grand Station. This line travels along 17th Street and 18th Street in the vicinity of the Project Site with a stop at S. Main Street & W. Pico Boulevard.

Metro Express 442 travels from Downtown Los Angeles to the Metro Green Line Hawthorne/ Lennox Station via Manchester Boulevard. It provides service to Union Station, Inglewood, and

City of Los Angeles 4.10-11 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Lennox. This line travels along Figueroa Street and S. Flower Street in the vicinity of the Project Site with a stop at S. Figueroa Street & W. Pico Boulevard.

Metro Express 460 travels from Downtown Los Angeles to Disneyland via the Harbor Transitway and the Century Freeway (I-105). It provides service to Knott’s Berry Farm, the Metro Green Line Norwalk Station, and the Convention Center. This line travels along S. Figueroa Street and S. Flower Street in the vicinity of the Project Site with stops at S. Figueroa Street & W. 11th Street and S. Flower Street & W. 11th Street.

Metro Rapid 728 travels from Downtown Los Angeles to Century City via Olympic Boulevard. It provides service to Beverly Hills, the Miracle Mile community, and Koreatown. This line travels along W. Olympic Boulevard in the vicinity of the Project Site with a stop at S. Figueroa Street & W. Olympic Boulevard.

Metro Rapid 733 travels from Downtown Los Angeles to Santa Monica Boulevard via Venice Boulevard. It provides service to Venice, Culver City, and the Mid-City community. This line travels along Venice Boulevard in the vicinity of the Project Site with a stop at S. Figueroa Street & Venice Boulevard.

Metro Rapid 770 travels from Downtown Los Angeles to the Metro Gold Line El Monte Station via Garvey Boulevard and Caesar Chavez Avenue. It provides service to East Los Angeles, Monterey Park, and South El Monte. This line travels along Grand Avenue in the vicinity of the Project Site with a stop at Grand Avenue & S. Pico Boulevard.

Metro Silver Line is a bus rapid transit (BRT) service that travels from the Harbor Gateway Transit Center to El Monte. It provides service to Gardena, Downtown Los Angeles, and the LAC+USC Medical Center. This line travels along the Harbor Transitway in the vicinity of the Project Site with stops at S. Figueroa Street & W. Pico Boulevard and S. Flower Street & S. Pico Boulevard.

DASH D travels from Union Station to South Park. It travels along S. Grand Avenue in the vicinity of the Project Site with a stop at S. Grand Avenue & Venice Boulevard.

DASH F travels from the Financial District to Exposition Park/USC. It travels along S. Figueroa Street and S. Flower Street in the vicinity of the Project Site with a stop at S. Figueroa Street & W. Pico Boulevard.

Commuter Express 419 travels from Chatsworth to Downtown Los Angeles. It provides service to Northridge, Granada Hills, and Mission Hills. This line travels along Figueroa Street and S. Flower Street in the vicinity of the Project Site with a stop at Figueroa Street & W. Pico Boulevard.

Commuter Express 431 travels from Westwood to Downtown Los Angeles. It provides service to Rancho Park and Palms. This line travels along Grand Avenue in the vicinity of the Project Site with a stop at Grand Avenue & W. Pico Boulevard.

City of Los Angeles 4.10-12 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Commuter Express 437 travels from Venice to Downtown Los Angeles. It provides service to Marina Del Rey, Mar Vista, and Culver City. This line travels along Grand Avenue in the vicinity of the Project Site with a stop at Grand Avenue & W. Pico Boulevard.

Commuter Express 438 travels from Redondo Beach to Downtown Los Angeles. It provides service to Hermosa Beach, Manhattan Beach, and El Segundo. This line travels along Figueroa Street and S. Flower Street in the vicinity of the Project Site with stops at Figueroa Street & W. Pico Boulevard and S. Flower Street & W. Pico Boulevard.

Commuter Express 448 travels from Rancho Palos Verdes to Downtown Los Angeles. It provides service to Rolling Hills Estates and Harbor City. This line travels along S. Figueroa Street and S. Flower Street in the vicinity of the Project Site with stops at S. Figueroa Street & W. Pico Boulevard and S. Flower Street & W. Pico Boulevard.

Commuter Express 534 travels from Westwood to Downtown Los Angeles. It provides service to Century City and West Los Angeles. This line travels along Olympic Boulevard in the vicinity of the Project Site with stops at S. Figueroa Street & W. Olympic Boulevard and S. Flower Street & W. Olympic Boulevard.

Foothill Transit 493 is a weekday peak-hour express line that travels from Industry City Park and Ride to Downtown Los Angeles. It provides service to Cal State L.A., and the LAC+USC Medical Center. This line travels along S. Figueroa Street and S. Hope Street in the vicinity of the Project Site with stops at S. Figueroa Street & W. 9th Street and S. Hope Street & W. 9th Street.

Foothill Transit 497 is a weekday peak hour express line that travels from the Chino Park and Ride to Downtown Los Angeles. It provides service to the Industry City Hall Park and Ride, Cal State L.A., and the LAC+USC Medical Center. This line travels along Figueroa Street and Hope Street in the vicinity of the Project Site with stops at Figueroa Street & 9th Street and Hope Street & 9th Street.

Foothill Transit 498 is a weekday peak hour express line that travels from Azusa to Downtown Los Angeles. It provides service to the Citrus College Park and Ride, Cal State L.A., and the LAC+USC Medical Center. This line travels along Figueroa Street and Hope Street in the vicinity of the Project Site with stops at Figueroa Street & 9th Street and Hope Street & 9th Street.

Foothill Transit 499 is a weekday peak hour express line that travels from the San Dimas Park and Ride to Downtown Los Angeles. It provides service to the Via Verde Park and Ride, Cal State L.A., and the LAC+USC Medical Center. This line travels along Figueroa Street and Hope Street in the vicinity of the Project Site with stops at Figueroa Street & 9th Street and Hope Street & 9th Street.

Foothill Transit 699 is a weekday peak hour express line that travels from Montclair to Downtown Los Angeles. It provides service to the Fairplex Park and Ride, Cal State L.A., and the LAC+USC Medical Center. This line travels along Figueroa Street and Hope Street in the vicinity of the Project Site with stops at Figueroa Street & 9th Street and Hope Street & 9th Street.

City of Los Angeles 4.10-13 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Foothill Transit Silver Streak is an express line that travels from Montclair to Downtown Los Angeles. It provides service to the Pomona Transit Center, Cal State L.A., and the LAC+USC Medical Center. This line travels along Flower Street in the vicinity of the Project Site with stops at Flower Street & 11th Street and Figueroa Street & 12th Street.

OCTA 701 is a weekday peak-hour express line that travels from Huntington Beach to Downtown Los Angeles. It provides service to Los Alamitos, Garden Grove, and Seal Beach. This line travels along Figueroa Street and S. Flower Street in the vicinity of the Project Site with stops at Figueroa Street & W. Pico Boulevard and S. Flower Street & W. Pico Boulevard.

OCTA 721 is a weekday peak-hour express line that travels from Fullerton to Downtown Los Angeles. It provides service to the Metro Green Line Harbor Freeway Station, the Manchester Transitway Station, and the Slauson Transitway Station. This line travels along S. Figueroa Street and S. Flower Street in the vicinity of the Project Site with stops at Figueroa Street & W. Pico Boulevard and S. Flower Street & W. Pico Boulevard.

Santa Monica Big Blue Bus Rapid 10 travels from Santa Monica to Downtown Los Angeles. It provides service to Third Street Promenade, the Music Center, and Union Station. This line travels along Grand Avenue in the vicinity of the Project Site with a stop at Grand Avenue & W. Pico Boulevard.

Torrance Transit 4 is a weekday peak-hour local line that travels from Torrance to Downtown Los Angeles. It provides service to the Harbor Gateway Transit Center, the Carson/Hawthorne Hub, and USC. This line travels along S. Figueroa Street and S. Flower Street in the vicinity of the Project Site with a stop at S. Figueroa Street & W. Pico Boulevard.

In addition to the bus lines that provide service within the Project vicinity, Metro Rail operates several rail lines in the Study Area. The Metro Blue Line runs between the City of Long Beach and Downtown Los Angeles, the Metro Expo Line runs between Santa Monica and Downtown Los Angeles, the Metro Red Line runs between North Hollywood and Downtown Los Angeles, and the Metro Purple Line runs between Koreatown and Downtown Los Angeles. The Metro Blue Line and Expo Line have a station at S. Flower Street & W. Pico Boulevard, located adjacent to the Project Site. The Metro Red Line and Metro Purple Line have connecting service to the Metro Blue Line and Metro Expo Line at the 7th Street/Metro Center station, approximately 0.5-mile northeast of the Project Site.

Table 4.10-4, Existing Transit Service Patronage – Lines Serving the Project Site, summarizes the total average residual capacity of the Metro, DASH, Commuter Express, and Santa Monica Big Blue Bus during the A.M. and P.M. peak hours based on the frequency of service of each line and the maximum seated and standing capacity of each bus. As shown in that table, the total residual capacity of the bus lines within the Project periphery during the A.M. and P.M. peak hours is approximately 4,587 and 4,162 transit trips, respectively. Further, the Metro Red Line, Purple Line, Blue Line, Expo Line, and Silver Line have an average residual capacity of 17,387 transit trips during the A.M. peak hour and 12,696 transit trips during the P.M. peak hour. The Foothill Transit, OCTA, and Torrance Transit bus lines also provide additional capacity for transit trips during both the A.M. and P.M. peak hours.

City of Los Angeles 4.10-14 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

TABLE 4.10-4 EXISTING TRANSIT SERVICE PATRONAGE – LINES SERVING THE PROJECT SITE

Number of Load Factor - Runs During Maximum Residual Capacity Residual Capacity Provider Route Peak Hour a Capacity b Maximum Load c Load/Capacity per Run in Peak Hour d

A.M. Peak Period Metro 14-37 16 50 13 0.26 37 592 30-330 14 50 25 0.50 25 350 33 9 50 32 0.64 18 162 70 10 50 16 0.32 34 340 71 5 50 4 0.08 46 230 76 7 50 4 0.08 46 333 78-79-378 9 50 5 0.10 45 405 81 13 50 23 0.46 27 344 96 4 50 2 0.04 48 192 442 1 50 15 0.30 35 35 460 5 50 25 0.50 25 131 733 8 75 28 0.37 47 376 770 8 75 5 0.07 70 577 LADOT DASH F 12 30 20 0.67 10 120 LADOT CE 419 2 49 2 0.04 47 94 431 1 49 16 0.33 33 33 437 2 49 19 0.39 30 45 438 3 49 35 0.71 14 38 448 2 49 42 0.86 7 10 Foothill Transit SS 4 50 ------no data provided------OCTA 701 1 50 ------no data provided------721 2 50 ------no data provided------Santa Monica BBB R10 6 60 30 0.50 30 180 Torrance Transit 4 1 50 ------no data provided------

City of Los Angeles 4.10-15 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Number of Load Factor - Runs During Maximum Residual Capacity Residual Capacity Provider Route Peak Hour a Capacity b Maximum Load c Load/Capacity per Run in Peak Hour d

Total Residual Capacity in Peak Hour 4,587 Metro Rail Red 12 750 300 0.40 450 5,400 Purple 12 500 128 0.26 372 4,464 Blue 18 399 182 0.46 217 3,797 Expo 10 399 121 0.30 278 2,780 Metro Transitway Silver 22 75 32 0.43 43 946 Total Residual Capacity in Peak Hour - Rail Line/Transitway 17,387 P.M. Peak Period Metro 14-37 15 50 15 0.30 35 525 30-330 11 50 34 0.68 16 176 33 13 50 29 0.58 21 273 70 9 50 21 0.42 29 268 71 ------76 8 50 4 0.08 46 368 78-79-378 11 50 4 0.08 46 494 81 11 50 26 0.52 24 270 96 4 50 3 0.06 47 176 442 1 50 15 0.30 35 35 460 5 50 31 0.62 19 95 733 9 75 25 0.33 50 462 770 9 75 5 0.07 70 595 LADOT DASH F 10 30 45 1.50 0 0 LADOT CE 419 2 49 3 0.06 46 92 431 1 49 14 0.29 35 35 437 2 49 20 0.41 29 43 438 3 49 32 0.65 17 51 448 2 49 41 0.84 8 12

City of Los Angeles 4.10-16 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Number of Load Factor - Runs During Maximum Residual Capacity Residual Capacity Provider Route Peak Hour a Capacity b Maximum Load c Load/Capacity per Run in Peak Hour d

Foothill Transit SS 10 50 ------no data provided------OCTA 701 1 50 ------no data provided------721 2 50 ------no data provided------Santa Monica BBB R10 6 60 28 0.47 32 192 Torrance Transit 4 1 50 no data provided Total Residual Capacity in Peak Hour 4,162 Metro Rail Red 12 750 530 0.71 220 2,640 Purple 12 500 226 0.45 274 3,288 Blue 19 399 214 0.54 185 3,515 Expo 10 399 141 0.35 258 2,580 Metro Transitway Silver 22 75 32 0.43 43 946 Total Residual Capacity in Peak Hour - Rail Line/Transitway 12,969

a Number of runs in both directions combined during peak hour. b Capacity assumptions based on discussions with agencies: Metro Regular Bus - 40 seated / 50 seated and standing. Metro Articulated Bus - 66 seated / 75 seated and standing. LADOT DASH - 25 seated / 30 seated and standing. LADOT Commuter Express Bus - 49 seated Foothill Transit - 50 seated and standing OCTA - 50 seated and standing Santa Monica Big Blue Bus - 50 seated / 60 standing Torrance Transit - 50 seated and standing c Maximum Load is the maximum number of people per bus in the peak direction, based on ridership data provided by Metro in July 2015. d Maximum residual capacity in peak hours = (Maximum residual capacity per run) x (number of peak hour runs).

SOURCE: Gibson Transportation Consulting, Inc. 2017.

City of Los Angeles 4.10-17 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Bicycle Network Based on the Bicycle Plan (Los Angeles Department of City Planning, 2010), the existing bicycle system in the study area consists of a limited number of bicycle lanes (Class II) and bicycle routes (Class III). Bicycle lanes are a component of street design with dedicated striping, separating vehicular traffic from bicycle traffic. These facilities offer a safer environment for both cyclists and motorists. Bicycle routes and bicycle-friendly streets, which are located on collector and lower volume arterial streets, are those where motorists and cyclists share the roadway, and there is no dedicated striping of a bicycle lane. Bicycle routes with shared lane markings, or “sharrows,” remind bicyclists to ride farther from parked cars to prevent collisions, makes motorists aware of bicycles potentially in the travel lane, and shows bicyclists the correct direction of travel.

There are designated bicycle facilities on several streets within the Study Area, including dedicated bicycle lanes and bicycle routes as follows:

Bicycle Lanes (Class II)  S. Grand Avenue  11th Street east of Broadway

Bicycle Routes (Class III)  S. Figueroa Street south of Olympic Boulevard  Venice Boulevard west of S. Figueroa Street

Pedestrian Routes The Mobility Plan (Map F, Pedestrian Enhanced Districts) identifies S. Figueroa Street, S. Flower Street, W. Pico Boulevard and most of the street segments in Downtown Los Angeles as “Pedestrian Segments.” The walkability of existing facilities is based on the availability of pedestrian routes necessary to accomplish daily tasks without the use of an automobile. These attributes are quantified by WalkScore.com and assigned a score out of 100 points. With the various commercial businesses and entertainment facilities adjacent to residential uses, the walkability of the area is approximately 91 points (compared to the citywide score of 64 points).2

The sidewalks that serve as routes to the Project Site provide proper connectivity and adequate widths for a comfortable and safe pedestrian environment. The sidewalks provide connectivity to pedestrian crossings at study intersections. The following signalized intersections provide pedestrian facilities to limit illegal mid-block crossings to the Project Site (all intersections have marked pedestrian crossings on all approaches): 15. Figueroa Street & W. Pico Boulevard

2 WalkScore.com rates the Project Site (601 W. Pico Boulevard) with a score of 91 of 100 possible points (scores accessed on May 15, 2017 for the Downtown Los Angeles district). WalkScore.com calculates the walkability of specific addresses by taking into account the ease of living in the neighborhood with a reduced reliance on automobile travel.

City of Los Angeles 4.10-18 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

21. Flower Street & W. Pico Boulevard

Each of the listed signalized intersections provides pedestrian phasing, crosswalk striping, and Americans with Disabilities Act (ADA) wheelchair ramps.

Future Improvements The analysis of future conditions took into account roadway improvements that are funded and expected to be implemented prior to the buildout of the proposed Project. These roadway improvements result in changes to the physical configuration at the study intersections. Other more speculative future improvements (which are known but uncertain) in the study area were conservatively omitted from the Future Conditions analyses. The following future improvements are relevant to the study area, and were either included or not in the future year analysis as identified below.

Los Angeles Streetcar The Los Angeles Streetcar project will revive the historic streetcar service that once spanned 600 miles of the City in the early 20th Century. The proposed 4-mile route of the Los Angeles Streetcar project will closely follow the alignments that originally ran through downtown. The Los Angeles Streetcar will enhance mobility and transit circulation and support the growth and revitalization of downtown. The Los Angeles Streetcar is anticipated to begin operation in year 2020. However, the design of the Los Angeles Streetcar has not been finalized, remains speculative and was not included in the future year analyses.

MyFigueroa MyFigueroa is a 4-mile-long streetscape project that includes Figueroa Street between 7th Street and 41st Street, 11th Street between Figueroa Street and Broadway, and Martin Luther King, Jr. Boulevard between Figueroa Street and Vermont Avenue. The project proposes to convert the corridors to provide a complete, multimodal street that better serves the needs of pedestrians, bicyclists, and transit riders, while still accommodating drivers, by adding better signalization and signage, high-visibility crosswalks, transit platforms, and more street trees; developing a 3-mile- long bikeway to connect Downtown Los Angeles with south Los Angeles and expanding the City’s bicycle network; and creating separated cycle tracks, where bicycles will be separated from roadway traffic to decrease injury crashes between non-motorized and motorized users.

Within the Study Area, Figueroa Street between 11th Street and Venice Boulevard will be improved to include four travel lanes, two in each direction, as well as a bus-only lane and a 2- way left-turn median. Between 7th Street and Olympic Boulevard, Figueroa Street will be improved to include three travel lanes in the northbound direction, as well as a bus-only lane. 11th Street between Figueroa Street and Broadway will be reduced from two lanes westbound to one lane westbound. Upgraded signal controllers will be installed along Figueroa Street and 11th Street within the Study Area; however, the improved operations at specific intersections are unknown at this time and, therefore, were conservatively not considered as part of the future analyses.

City of Los Angeles 4.10-19 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

A raised bus platform will be installed along Figueroa Street north of 11th Street. The improvements are currently under construction. MyFigueroa would result in the following intersection configurations, which were included in the future analysis, and are detailed in the Traffic Study: (1) Figueroa Street & James M. Wood/9th Street; (2) Figueroa Street & Olympic Boulevard; (3) Figueroa Street & 11th Street; (4) Figueroa Street & 12th Street; (5) Figueroa Street & Pico Boulevard; and (6) Flower Street & 11th Street. Overall, the Traffic Study considered how the Project would be consistent with, and interact with, the improvements associated with MyFigueroa, but conservatively did not take quantitative credits for improved levels of traffic service that could result from implementation of the program.

Bicycle Network The City’s 2010 Bicycle Plan is incorporated into the Mobility Plan. As with the street designations of the 1999 Transportation Element, the Mobility Plan re-designates the bicycle facilities based on the Bicycle Enhanced Network (Low-Stress Network) and a Bicycle Lane Network. The Bicycle Enhanced Network comprises protected bicycle lanes and bicycle paths. Although some routes are incorporated into the Bicycle Enhanced Network and Bicycle Lane Network, the Backbone Bikeway Network and Neighborhood Bikeway Network are relatively unchanged from the 2010 Bicycle Plan.

Within the Project vicinity, a Tier 1 Protected Bicycle Lane is proposed on W. Figueroa Street south of the Site and north to Wilshire Boulevard. dedicated Dedicated Class Tier II 2 bicycle lanes are proposed on S. Figueroa Street (north of Wilshire Boulevard) and Flower Street, Hill Street, 11th Street east of Main Street. Dedicated Tier 3 bicycle lanes are proposed on S. Flower Street, S. Hill Street, W. Pico Boulevard west of Hope Street, and Venice Boulevard. Class III bicycle routes/bicycle-friendly streets are proposed in the 2010 Bicycle Plan on Hope Street north of Pico Boulevard, 11th Street west of Main Street, and Pico Boulevard east of Hope Street. The dedicated bicycle lanes on S. Figueroa Street are anticipated to be installed by the buildout of the Project and, therefore, were included in the Future Year 2022 analysis. The remaining proposed bicycle facilities are not anticipated to be complete by buildout of the Project in year 2022 and, therefore, were not included in the analysis.

Within the Study Area, the Bicycle Enhanced Network designates S. Figueroa Street between W. 7th Street and W. 11th Street, and 11th Street between S. Figueroa Street and Broadway, for priority planned bicycle lanes, and W. 11th Street west of S. Figueroa Street for inclusion in the Priority Neighborhood Enhanced Network. The Bicycle Plan Network consists of protected bicycle lanes, priority bicycle lanes, and planned bicycle lanes. The Bicycle Lane Network would include priority planned bicycle lanes on Venice Boulevard/16th Street and planned bicycle lanes on S. Flower Street, S. Hill Street, and W. Pico Boulevard.

Pedestrian Routes The Mobility Plan (Map F, Pedestrian Enhanced Districts) identifies S. Figueroa Street, S. Flower Street, W. Pico Boulevard and most of the street segments in Downtown Los Angeles as “Pedestrian Segments.” The walkability of existing facilities is based on the availability of pedestrian routes necessary to accomplish daily tasks without the use of an automobile. These attributes are quantified by WalkScore.com and assigned a score out of 100 points. With the

City of Los Angeles 4.10-20 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic various commercial businesses and entertainment facilities adjacent to residential uses, the walkability of the area is approximately 91 points (compared to the citywide score of 64 points).3

The sidewalks that serve as routes to the Project Site provide proper connectivity and adequate widths for a comfortable and safe pedestrian environment. The sidewalks provide connectivity to pedestrian crossings at study intersections. The following signalized intersections provide pedestrian facilities to limit illegal mid-block crossings to the Project Site (all intersections have marked pedestrian crossings on all approaches): 15. Figueroa Street & W. Pico Boulevard 21. Flower Street & W. Pico Boulevard

Each of the listed signalized intersections provides pedestrian phasing, crosswalk striping, and ADA wheelchair ramps.

Regulatory Framework State Congestion Management Program The CMP is a State-mandated program enacted by the State legislature and was last updated in 2010. The program is intended to address the impact of local growth on the regional transportation system. Statutory requirements of the CMP include monitoring LOS on the CMP Highway and Roadway network, measuring frequency and routing of public transit, implementing the Transportation Demand Management and Land Use Analysis Program, and helping local jurisdictions meet their responsibilities under the CMP.

Metro, the local CMP agency, has established a Countywide approach to implement the statutory requirements of the CMP. This approach includes designating a highway network that includes all State highways and principal arterials within the County and monitoring traffic conditions on the designated transportation network; performance measures to evaluate current and future system performance; promotion of alternative transportation methods; analysis of the impact of land use decisions on the transportation network; and mitigation to reduce impacts on the network. If LOS standards deteriorate, then local jurisdictions must prepare a deficiency plan to be in conformance with the Countywide plan.

3 WalkScore.com (www.walkscore.com) rates the Project Site area (zip code 90015) with a score of 91 of 100 possible points (scores accessed on January 24, 2017 for the Downtown Los Angeles district). Walk Score calculates the walkability of specific addresses by taking into account the ease of living in the neighborhood with a reduced reliance on automobile travel.

City of Los Angeles 4.10-21 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

The CMP requires an EIR to evaluate traffic and public transit impact analyses for select regional facilities based on the quantity of project traffic expected to use those facilities. The CMP guidelines state that areas selected for analysis should be those that include the following locations:  All CMP arterial monitoring intersections, including monitored on- or off-ramp intersections, where the proposed project will add 50 or more trips during either the A.M. or P.M. weekday peak hours of adjacent street traffic; and  Mainline freeway monitoring locations where the project will add 150 or more trips, in either direction, during either the A.M. or P.M. weekday peak hours.

State of California Senate Bill No. 743 State of California Senate Bill 743 (Steinberg, 2013) (SB 743), made effective in January 2014, requires the Governor’s Office of Planning and Research to change the California Environmental Quality Act (CEQA) Guidelines (State CEQA Guidelines) regarding the analysis of transportation impacts. Under SB 743, (codified as Chapter 2.7: Modernization of Transportation Analysis for Transit Oriented Infill Projects in the CEQA Statute (Section 21099)) the focus of transportation analysis will shift from driver delay to reduction of greenhouse gas (GHG) emissions, creation of multimodal networks and promotion mixed-use developments. Although originally scheduled to be fully implemented in guidelines by January 1, 2016, an extension has allowed cities more time to establish an analysis methodology. The City is currently in the process of updating its travel demand model and transportation impact thresholds based on vehicle miles traveled (VMT). To better align with the State’s multimodal transportation and environmental action goals, Caltrans is also pursuing VMT as a metric of Project impacts, which is outlined in Local Development – Intergovernmental Review Program Interim Guide (Caltrans, approved September 2016).

The analysis of future conditions accounted for roadway improvements that were funded and expected to be implemented prior to the buildout of the proposed Project. These roadway improvements result in changes to the physical configuration at the study intersections. Other proposed traffic/trip reduction strategies such as Transportation Demand Management (TDM) programs for individual buildings and developments were conservatively omitted from the Future Conditions analyses.

The Project Site represents an urban/compact infill location within Downtown Los Angeles and is located adjacent to (e.g., within approximately 100 feet of) Metro’s Pico Station, as well as numerous transit lines. The Project is also located along two major corridors, W. Pico Boulevard and S. Figueroa Street. The location efficiency of the Project Site would result in synergistic benefits that would reduce vehicle trips and VMT. Further, the Project is located within an area that offers access to other nearby retail and entertainment destinations, including L.A. Live, Staples Center, and the Los Angeles Convention Center. Access to on-site uses would be provided from existing pedestrian pathways, as well as adequate bicycle parking. Streets within 0.5 mile of the Project Site are equipped with sidewalks and intersections that include marked crosswalks and/or countdown signal timers. The combined effects of these factors would reduce the Project’s anticipated vehicle trips and VMTs and encourage walking and non-auto forms of transportation, which results in corresponding reductions in transportation-related emissions. At

City of Los Angeles 4.10-22 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic this time, the transportation analysis herein is pursuant to currently adopted rules and policies, while recognizing the benefits of transit oriented development and the context of reduced VMT goals.

In addition, SB 743 provides that aesthetic and parking impacts of a residential, mixed-use residential, or employment center project on an infill site within a transit priority area shall not be considered significant impacts on the environment.

Local Mobility Plan 2035 and 2010 Bicycle Plan As previously discussed, the Mobility Plan, originally adopted by City Council in August 2015 and re-adopted in amended form in September 2016,4 is a comprehensive update of the City’s Transportation Element and incorporates “complete streets” principles. Government Code Sections 65302(b)(2)(A) and (B) require a circulation element (i.e., Mobility Plan) to provide for a balanced, multimodal transportation network that meets the needs of all users of street, roads, and highways. “All users” by definition in the statute is “bicyclists, children, persons with disabilities, motorists, movers of commercial goods, pedestrians, users of public transportation, and seniors.” This requirement was established as part of Assembly Bill 1358, which is referred to as the California Complete Streets Act, as well as Caltrans Deputy Directive DD-64-R1, Complete Streets: Integrating the Transportation System.

The Mobility Plan includes goals that define the City’s five main priorities: (1) Safety First; (2) World Class Infrastructure; (3) Access for All Angelenos; (4) Collaboration, Communication and Informed Choices; and (5) Clean Environmental & Healthy Communities. The Plan serves to meet the goal in the Regional Transportation Plan to decrease the vehicle miles traveled (VMT) per capita by 5 percent every five years, to 20 percent by 2035 and to meet a 9 percent per capita greenhouse gas reduction by 2020 and a 16 percent per capita reduction by 2035.

The Mobility Plan identifies Transit Enhanced Network (TEN), a Neighborhood Enhanced Network (NEN) to support pedestrian activity, and an expanded Bicycle Enhanced Network (BEN). Among other provisions the Mobility Plan includes roadway designations pursuant to updated policies and current transportation needs in the City.

The 2010 Bicycle Plan, which is part of the Mobility Plan, guides the development of a Citywide bicycle transportation system and establishes standards for development of these facilities, as well as criteria for prioritization of development of designated routes. With a stated policy to reduce automobile trips and GHG emissions by making 5 percent of all daily trips and 3 percent of commute trips bicycle trips by 2020, the 2010 Bicycle Plan establishes a Backbone Bikeway Network and Neighborhood Bikeway Network linking Regional Centers to promote bicycle usage.

4 City of Los Angeles Department of City Planning, Mobility Plan 2015 An Element of the General Plan, adopted by City Council, January 20, 2016.

City of Los Angeles 4.10-23 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Central City Community Plan The Central City Community Plan includes the following transportation and circulation objectives and policies that are applicable to the Project:

Objective 11-6: To accommodate pedestrian open space and usage in Central City.

Policy 11-6.1: Preserve and enhance Central City’s primary pedestrian-oriented streets and sidewalks and create a framework for the provision of additional pedestrian friendly streets and sidewalks which complement the unique qualities and character of the communities in Central City.

Objective 11-7: To provide sufficient parking to satisfy short-term retail/business users and visitors but still find ways to encourage long-term office commuters to use alternate modes of access.

Policy 11-7.1: Encourage transportation strategies that include parking and TDM policies and actions that increase ridesharing and give priority to visitor/shopper parking.

Policy 11-7.10: Employers should be encouraged or mandated to participate in transit/rides share programs that match or exceed their automobile subsidies.

Policy 11-7.13: The specific roles of both employers and developers in terms of ongoing support for TDM should be clearly specified.

The consistency of the Project with these objectives and policies is addressed in Section 4.7, Land Use and Planning, of this Draft EIR.

Los Angeles Municipal Code Section 12.21.A.4 (Off-Street Automobile Parking Requirements) of the Los Angeles Municipal Code (LAMC) sets forth parking requirements for a range of land uses. The parking space capacity required in garages or parking areas shall be determined by the amount of dwelling units, guest rooms, beds for institutions, floor area or seats provided. The Project would comply with the parking requirements of the LAMC, and environmental impacts associated with parking are not analyzed in detail in this Draft EIR because CEQA does not require such analysis.

Bicycle Parking and Shower Facilities (LAMC Section 12.21.A.16) Section 12.21.A.16(a)(2) (Bicycle Parking and Shower Facilities) of the LAMC requires bicycle parking spaces for new development and additions that increase the floor area of a building. The Project would comply with the bike parking requirements of the LAMC, and environmental impacts associated with parking are not analyzed in detail in this Draft EIR because CEQA does not require such analysis.

City of Los Angeles 4.10-24 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

4.10.3 Environmental Impacts Methodology The analysis of potential transportation and traffic impacts considers potential Project effects related to construction, intersection service levels, the regional transportation system (i.e., CMP and Caltrans facilities), public transit, and access and circulation. The methodology and base assumptions used in the analysis were established in conjunction with the LADOT, as found in the Memorandum of Understanding (MOU) dated October 11, 2016 in Appendix A of the Traffic Study.

Construction Impacts The analysis of construction traffic includes a determination of the number of construction-related trips (i.e., construction worker trips and construction truck trips) that would occur as a result of the Project, the contributions of those trips to the local traffic system, and an analysis of the potential conflicts between construction activity and ongoing activity in the Project vicinity. The potential impact of construction traffic, including haul trucks, would be a lessening of the capacities of access streets and haul routes due to slower movements and larger turning radii of trucks. Potential conflicts, including vehicular, pedestrian, bicyclists, site access, transit, and parking are evaluated.

Study Scope and Analysis Conditions The scope of analysis was developed in consultation with LADOT. The base assumptions and technical methodologies (i.e., trip generation, study locations, analysis methodology, etc.) were identified as part of the study approach and were outlined in the MOU dated October 11, 2016, which was reviewed and approved by LADOT. As part of the MOU, a review of the freeway impact analysis screening criteria on the California Department of Transportation (Caltrans) facilities was prepared pursuant to the First Amendment to the Agreement between LADOT and Caltrans District 7 on Freeway Impact Analysis Procedures (State of California and City of Los Angeles, December 15, 2015) (Caltrans Agreement). A copy of the signed MOU is provided in Appendix A.

This study analyzed the potential transportation impacts on the street system in the vicinity of the Project Site as compared to existing conditions and projected future conditions at the time the Project is expected to be occupied (year 2022). Potential intersection impacts were evaluated for typical weekday morning (7:00 A.M. to 10:00 A.M.) and afternoon (3:00 P.M. to 6:00 P.M.) commuter peak periods. Consistent with Transportation Impact Study Guidelines,5 the following traffic conditions were developed and analyzed as part of this study:  Existing Conditions: The analysis of existing traffic conditions provides a basis for the assessment of future traffic conditions. The Existing Conditions analysis includes a description of key area streets and highways, traffic volumes and current operating conditions, and transit service in the Study Area. For the purposes of this analysis, the Existing Conditions in this transportation study reflect conditions as of the time the NOP was

5 City of Los Angeles Department of Transportation, Transportation Impact Study Guidelines, December 2016.

City of Los Angeles 4.10-25 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

issued in December 2016. Fieldwork (lane configurations and signal phasing) for the analyzed intersections is provided in Appendix B of the Traffic Study. Intersection turning movement counts were collected at each of the selected study intersections during the morning (7:00 A.M. to 10:00 A.M.) and afternoon (3:00 P.M. to 6:00 P.M.) peak periods, and the detailed traffic count worksheets are provided in Appendix C of the Traffic Study. Detailed level of service (LOS) worksheets are provided in Appendix D of the Traffic Study.  Existing With Project Conditions: This analysis represents the potential intersection operating conditions that could be expected if the Project were built under existing conditions. This analysis evaluates the potential Project-related transportation impacts as compared to Existing Conditions.  Future Without Project Conditions (Year 2022): This analysis condition projects the potential intersection operating conditions that could be expected as a result of regional growth and related project traffic in the Study Area by year 2022. This analysis provides the conditions by which the Project impacts are evaluated in the future at completion of the Project.  Future With Project Conditions (Year 2022): This analysis condition projects the potential intersection operating conditions that could be expected if the Project were occupied in the projected buildout year. In this analysis, the Project-generated traffic is added to Future Without Project Conditions (Year 2022).

Trip Generation The number of trips expected to be generated by the Project was estimated using rates published for hotel, quality restaurant, and high-turnover restaurant developments in Trip Generation Manual, 9th Edition (Institute of Transportation Engineers [ITE], 2012). These rates are based on surveys of similar land uses at sites around the country and are provided as both daily rates and morning and afternoon peak hour rates. The number of vehicle trips traveling to and from the Project Site is related to the size of development of each land use. It is anticipated that due to its proximate location, the Project would serve patrons of the Convention Center, Downtown Los Angeles and surrounding entertainment centers such as L.A. Live and Staples Center. As such, it is anticipated that there would be a large pedestrian interaction between the Project and surrounding uses.

Appropriate trip generation adjustments to account for public transit usage, walk-ins, internal capture, and pass-by trips were made in consultation with LADOT, and were based on engineering judgment and published data from Trip Generation Handbook, 3rd Edition (Institute of Transportation Engineers, August 2014) supported by surveys conducted at similar land use developments. In accordance with LADOT’s Transportation Impact Study Guidelines (LADOT, December 2016), a transit/walk-in adjustment was applied to the Project for a development adjacent to a transit station to account for transit usage and walking arrivals from the surrounding neighborhoods and adjacent commercial development, as well as arrivals via taxi, tour bus, and carpool services. Similarly, a 20 percent internal capture adjustment was applied to the quality restaurant and high-turnover restaurant estimates to account for person trips made between distinct land uses within a mixed-use development (e.g., hotel guests visiting the restaurant uses). Again, in accordance with LADOT’s Transportation Impact Study Guidelines, a 10 and 20 percent pass-by reduction was also applied to the quality restaurant and high-turnover

City of Los Angeles 4.10-26 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic restaurant uses, respectively, to account for Project trips made as an intermediate stop on the way from an origin to a primary trip destination without route diversion.

Trip Distribution/Assignment The geographic distribution of trips generated by the Project is largely dependent on the location of commercial and entertainment centers from which guests and visitors of the Project would be drawn, characteristics of the street system serving the Project Site, and the level of accessibility of the routes to and from the Project Site, existing intersection traffic volumes, the Project ingress/egress availability based on the proposed site access and circulation scheme, the location of the proposed driveways, as well as input from LADOT staff.

Based on these considerations, traffic entering and exiting the Project was assigned to the surrounding street system. Generally, the regional pattern for the residential uses is as follows:  25 percent to/from the north (SR-110, Figueroa Street, Flower Street)  40 percent to/from the south (SR-110, Figueroa Street, Flower Street)  10 percent to/from the east (I-10)  25 percent to/from the west (I-10, Pico Boulevard)

Signalized Intersection Analysis in conformance with LADOT’s Transportation Impact Study Guidelines, intersection capacity was analyzed using the Critical Movement Analysis (CMA)- Planning methodology. This methodology describes the operating characteristics of an intersection in terms of the LOS, based on intersection traffic volumes and other variables such as the number and type of signal phases, lane geometries, and other factors which determine both the quantity of traffic that can move through an intersection (Capacity) and the quality of that traffic flow (Level of Service).

The traffic analysis also takes into account that each of the signalized study intersections is equipped with the Automated Traffic Surveillance and Control (ATSAC) and the Adaptive Traffic Control System (ATCS). LADOT estimates that implementation of the ATSAC system improves intersection capacity by an average of 7 percent and the ATCS system improves intersection capacity by an additional 3 percent over those operating under the ATSAC system alone. Therefore, in accordance with standard LADOT procedures, a capacity increase of 10 percent (0.10 V/C adjustment) was applied to each intersection to reflect the benefits of ATSAC and ATCS control.

Cumulative Analysis (Future Conditions) The future traffic scenarios include two factors, ambient growth and ongoing and continued development (either proposed, approved, or under construction [collectively, the related projects]). Ambient growth relates to increases in existing traffic resulting from regional growth and development outside the Study Area. The CMP provides general growth factors based on regional modeling, and the Central Los Angeles area is estimated to experience a total regional growth in traffic of 0.70 percent between the years of 2015 and 2020, which equates to an ambient growth factor of approximately 0.15 percent per year. However, based on consultation with LADOT, an ambient growth factor of 1 percent per year compounded annually was

City of Los Angeles 4.10-27 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic conservatively used to adjust the existing traffic volumes to reflect the effects of the regional growth and development by year 2022. The total adjustment applied over the 6-year period was 6.15 percent.

The related projects were identified by the Department of City Planning and LADOT, as well as recent studies of projects in the area. A total of 191 related projects were identified (see Table 3-1 and Figure 3-1 of this Draft EIR for a list and location of those projects). Though the buildout years of many of these related projects are uncertain and may be well beyond the buildout year of the Project, and notwithstanding that some may never be approved or developed, they were all considered as part of the Traffic Study and conservatively assumed to be completed by the Project buildout year 2022. The traffic growth due to the development of related projects considered in this analysis is highly conservative and, by itself, substantially overestimates the actual traffic volume growth in Downtown Los Angeles that would likely occur prior to Project buildout years.

Trip generation estimates for the related projects were provided by LADOT or were calculated using a combination of previous study findings and the relevant trip generation rates contained in Trip Generation Manual, 9th Edition (Institute of Transportation Engineers, 2012) for the proposed land uses. The related projects trip generation estimates are very conservative in that they do not in every case account for either the trips generated by the existing uses to be removed or for the internal capture trips within a multi-use development or for the interaction of trips between multiple related projects within Downtown Los Angeles, in which one related project serves as the origin for a trip destined for another related project.

The analysis of future conditions accounted for certain roadway improvements in the MyFigueroa project and 2010 Bicycle Plan that were funded and expected to be implemented prior to the buildout of the proposed Project. These roadway improvements would result in changes to the physical configuration at the study intersections, and were included in the Year 2022 future baseline conditions. In addition, the Metro Regional Connector project (a 1.9-mile underground light rail system that will extend from the Metro Gold Line Little Tokyo/Arts District Station to the 7th Street/Metro Center Station) is anticipated to be complete and in operation by year 2021, but being underground, it will not affect the at-grade street configurations of the corridors in the Study Area. The proposed 4-mile route of the Los Angeles Streetcar project is envisioned to begin operation in year 2020, but it remains speculative (its design has not been finalized), and was not included in the future year analyses.

Regional Transportation System In accordance with the 2010 CMP, the impacts at all CMP arterial monitoring stations to which the Project would add 50 or more trips during either the A.M. or P.M. weekday peak hours, or 150 or more trips to a mainline freeway monitoring location during either the A.M. or P.M. weekday peak hours, are required to be examined.

City of Los Angeles 4.10-28 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

The CMP analysis identifies four mainline freeway monitoring locations:  SR-110 south of US 101 – approximately 1.50 miles northeast of the Project Site  SR-110 at Alpine Street – approximately 2.15 miles northwest of the Project Site  US 101 north of Vignes Street – approximately 2.25 miles northeast of the Project Site  I-10 at Budlong Avenue – approximately 1.65 miles southwest of the Project Site

Public Transit The estimated increase in the number of transit person trips generated by the Project are based on Section B.8.4 of the CMP, which provides a methodology based on the projected number of vehicle trips. The methodology assumes an average vehicle occupancy factor (AVO) of 1.4 in order to estimate the number of transit person trips to and from the Project. Based on the assumptions in the trip generation estimates shown in Table 4.10-5, approximately 25 percent of total Project person trips was conservatively assumed to use public transit to travel to and from the Project Site.

Access and Circulation The proposed vehicular access was evaluated to ensure that conflicts would not arise and that on- site circulation and driver and pedestrian visibility would be adequate. In addition, access for pedestrians and bicyclists was evaluated. The Project’s access and circulation scheme were evaluated to determine whether the Project would substantially increase the potential for conflicts between vehicles and pedestrians and/or cyclists.

Caltrans Caltrans facilities were evaluated according to the requirements of the Caltrans Agreement, which identifies a series of screening criteria that, if any are met by the Project, require a more detailed analysis of Caltrans facilities. As shown in the approved MOU, based on the Project-related increase on the freeway off-ramps, the screening criteria are met. Therefore, a supplemental analysis was conducted using the 2010 Highway Capacity Manual (HCM 2010) methodology,6 in accordance with the Guide for the Preparation of Traffic Impact Studies (Caltrans TIS Guide).7 Supporting data provided in Appendix E of the Traffic Study.

Thresholds of Significance Appendix G of the State CEQA Guidelines In accordance with Appendix G of the State CEQA Guidelines, the applicable thresholds of significance with regard to transportation and traffic are below. The Project would have a significant impact if it would:  Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation

6 Transportation Research Board, 2010. 7 Caltrans, December 2002.

City of Los Angeles 4.10-29 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit;  Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways;  Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks;  Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment);  Result in inadequate emergency access; or  Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities.

As discussed in the Initial Study, provided in Appendix A-2 of this Draft EIR, and in Chapter 6, Other CEQA Considerations, the Project would have a less than significant impact with respect to a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks. As such, no further analysis of this topic in this Draft EIR is necessary.

LA CEQA Thresholds Guide Intersection Capacity LADOT guidelines establish numeric standards that serve as thresholds for the determination of significant impacts on intersection capacity. Therefore, when applicable, the impact analysis below applies these numeric standards. Below, the factors contained in the 2006 City of Los Angeles CEQA Thresholds Guide (LA CEQA Thresholds Guide) are merely restated for informational purposes. However, not all of the factors apply to the Project, nor are all of the factors required for impact analysis because the thresholds of significance applied in the Traffic Study and EIR are based on Appendix G of the State CEQA Guidelines and the applicable traffic impact standards set forth in the Traffic Study.

A proposed project would normally have a significant impact on an intersection capacity if the project traffic causes an increase in the V/C ratio on the intersection operating condition after the addition of project traffic of one of the following:  V/C ratio increase > 0.040 if the final LOS is C  V/C ratio increase > 0.020 if the final LOS is D  V/C ratio increase > 0.010 if the final LOS is E or F

Street Segment Capacity A proposed project would normally have a significant street segment capacity impact if project traffic causes an increase in the V/C ratio on the street segment capacity operating condition after the addition of project traffic equal to or greater than the following:  V/C ratio increase > 0.080 if the final LOS is C

City of Los Angeles 4.10-30 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

 V/C ratio increase > 0.040 if the final LOS is D  V/C ratio increase > 0.020 if the final LOS is E or F

Freeway Capacity A project would normally have a significant freeway capacity impact if project traffic causes an increase in the D/C ratio on a freeway segment or freeway on- or off-ramp of 2 percent or more capacity (D/C increase (D/C increase ≥ 0.02), which causes or worsens LOS F conditions (D/C>1.00). Neighborhood Intrusion A project would normally have a significant neighborhood intrusion impact if project traffic increases the average daily traffic (ADT) volume on a local residential street in an amount equal to or greater than the following:  ADT increase ≥ 16 percent if final ADT < 1,000  ADT increase ≥ 12 percent if final ADT ≥ 1,000 and < 2,000  ADT increase ≥ 10 percent if final ADT ≥ 2,000 and < 3,000  ADT increase ≥ 8 percent if final ADT ≥ 3,000

Project Access A project would normally have a significant impact with respect to operational access if the intersection(s) nearest the primary site access is/are projected to operate at LOS E or F during the A.M. or P.M. peak hour, under cumulative plus project conditions.

Bicycle, Pedestrian, and Vehicular Safety The determination of impact significance shall be made on a case-by-case basis, considering the following factors:  The amount of pedestrian activity at project access points.  Design features/physical configurations that affect the visibility of pedestrians and bicyclists to drivers entering and exiting the site, and the visibility of cars to pedestrians and bicyclists.  The type of bicycle facility the project driveway(s) crosses and the level of utilization.  The physical conditions of the site and surrounding area, such as curves, slopes, walls, landscaping or other barriers, that could result in vehicle/pedestrian, vehicle/bicycle or vehicle/vehicle impacts.

Transit System Capacity The determination of significance shall be made on a case-by-case basis, considering the projected number of additional transit passengers expected with implementation of the proposed project and available transit capacity.

City of Los Angeles 4.10-31 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

In-Street Construction The determination of significance shall be made on a case-by-case basis, considering the following factors:  Temporary traffic impacts, including the length of time of temporary street closures or closures of two or more traffic lanes; the classification of the street (major arterial, state highway) affected; the classification of the street (major arterial, state highway) affected; whether the affected street directly leads to a freeway on- or off-ramp or other state highway; potential safety issues involved with street or lane closures; and the presence of emergency services (fire, hospital, etc.) located nearby that regularly use the affected street.  Temporary loss of access, including the length of time of any loss of vehicular or pedestrian access to a parcel fronting the construction area; the availability of alternative vehicular or pedestrian access within a 0.25 mile of the lost access; and the type of land uses affected, and related safety, convenience, and/or economic issues.  Temporary loss of bus stops or rerouting of bus lines, including the length of time that an existing bus stop would be unavailable or that existing service would be interrupted; the availability of a nearby location (within 0.25 mile) to which the bus stop or route can be temporarily relocated; the existence of other bus stops or routes with similar routes/destinations within a 0.25 mile radius of the affected stops or routes; and whether the interruption would occur on a weekday, weekend or holiday, and whether the existing bus route typically provides service that/those day(s).  Temporary loss of on-street parking, including the current utilization of existing on-street parking; the availability of alternative parking locations or public transit options (e.g., bus, train) within a 0.25 mile of the project site; and the length of time that existing parking spaces would be unavailable.

Project Characteristics and Project Design Features Project Characteristics Project Trip Generation As described above, the number of trips expected to be generated by the Project was estimated using rates published in Trip Generation Manual, 9th Edition, with adjustments appropriate for public transit usage, walk-ins, internal capture, and pass-by trips, in consultation with LADOT, and based on engineering judgment and published data from Trip Generation Handbook, 3rd Edition. As shown in Table 4.10-5, Project Trip Generation, after accounting for the appropriate adjustments, the Project is estimated to generate approximately 5,720 net new trips on a typical weekday, including 317 net new morning peak-hour trips (192 inbound, 125 outbound) and 415 net new afternoon peak-hour trips (203 inbound, 212 outbound).

Project Proximity to Transit and Event Centers The Project is located adjacent to the Metro Blue Line Pico Station and is served by numerous bus routes. The Project is a mixed-use development that locates hotel uses, retail establishments, and amenities in close proximity to the Los Angeles Convention Center and other nearby regional entertainment attractions such as Staples Center and LA Live. The location of the Project is thereby conducive to a reduction in VMT and facilitates pedestrian movement between the proposed hotels and nearby regional event and entertainment venues.

City of Los Angeles 4.10-32 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

TABLE 4.10-5 PROJECT TRIP GENERATION

AM Peak Hour PM Peak Hour Land Use Unit/Size Daily In Out Total In Out Total

Trip Generation Rates [a]

Hotel (ITE 310) [b] per room 8.17 59% 41% 0.53 51% 49% 0.60

Quality Restaurant (ITE 931) [c] per ksf 89.95 55% 45% 0.81 67% 33% 7.49 High-Turnover Restaurant (ITE 932) per ksf 127.15 55% 45% 10.81 60% 40% 9.85 Proposed Project Hotel (rooms) 1,162 9,494 363 253 616 355 342 697

Less Walk-in/Transit Reduction [d] -25% (2,374) (91) (63) (154) (89) (86) (175) Subtotal – Hotel 7,120 272 190 462 266 256 522 Quality Restaurant (sq. ft.) 6,573 591 3 2 5 33 16 49

Less Internal Capture Reduction [e] -20% (118) (1) (0) (1) (7) (3) (10)

Less Walk-in/Transit Reduction [d] -25% (118) (1) (0) (1) (7) (3) (10)

Pass-by Reduction [f] -10% (36) 0 0 0 (2) (1) (3) Subtotal – Quality Restaurant 319 1 1 2 17 9 26 High-Turnover Restaurant (sq. ft.) 6,573 836 39 32 71 39 26 65

Less Internal Capture Reduction [e] -20% (167) (8) (6) (14) (8) (5) (13)

Less Walk-in/Transit Reduction [d] -25% (167) (8) (7) (15) (8) (5) (13)

Pass-by Reduction [f] -20% (100) (5) (4) (9) (5) (3) (8) Subtotal – High-Turnover Restaurant 402 18 15 33 18 13 31 Subtotal – Proposed Project 7,841 291 206 497 301 278 579 Existing Uses to be Removed High-Turnover Restaurant (sq. ft.) 27,800 3,535 166 135 301 164 110 274

Less Walk-in/Transit Reduction [d] -25% (884) (42) (34) (76) (41) (28) (69)

Pass-by Reduction [f] -20% (530) (25) (20) (45) (25) (16) (41) Subtotal – High-Turnover Restaurant 2,121 99 81 180 98 66 164 Net New Project Trips 5,720 192 125 317 203 212 415

Notes: [a] Source: Trip Generation, 9th Edition, Institute of Transportation Engineers (ITE), 2012. [b] The Hotel trip generation rates are inclusive of ancillary uses (i.e., restaurants, retail, cocktail lounges, meeting/banquet spaces, etc.). However, the restaurant uses within the hotel were considered separately to provide a conservative analysis. [c] AM peak hour inbound/outbound information is unavailable for Quality Restaurant use in Trip Generation, 9th Edition, therefore, the AM peak hour inbound/outbound split for High-Turnover Restaurant use was utilized. [d] Per LADOT's Traffic Study Policies and Procedures, the Project Site is located within walking distance from the Metro Blue/Expo Line Pico Station and RapidBus stop, therefore a transit reduction is applied to account for transit usage and walking visitor arrivals from the surrounding neighborhoods and adjacent commercial developments, and for arrivals via taxi, tour bus, and carpool services. [e] Internal capture adjustments account for person trips made between distinct land uses within a mixed-use development (e.g., residents and hotel guests visiting the retail/restaurant uses). [f] Pass-by adjustments account for Project trips made as an intermediate stop on the way from an origin to a primary trip destination without route diversion, and are based on ITE's Trip Generation Handbook, 3rd Edition (2014) and LADOT's Traffic Study Policies and Procedures

SOURCE: Gibson Transportation Consulting, Inc. 2017.

City of Los Angeles 4.10-33 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Project Design Features The following Project Design Feature (PDF) is proposed to reduce construction-generated traffic and parking impacts:

PDF TRAF-1: Construction Management Plan: A detailed Construction Management Plan shall be submitted to the City’s Department of Transportation (LADOT) for review and approval prior to the start of any construction work. The Construction Management Plan shall show the location of any roadway or sidewalk closures, traffic detours, haul routes, hours of operation, protective devices, warning signs, and access to abutting properties. The Construction Management Plan shall formalize how construction shall be carried out and identify specific actions that shall be required to reduce effects on the surrounding community. The Construction Management Plan shall be based on the nature and timing of the specific construction activities and other projects in the vicinity of the Project Site, and shall include, but not be limited to, the following elements as appropriate:  Advance, bilingual notification of adjacent property owners and occupants of upcoming construction activities, including durations and daily hours of operation.  Prohibition of construction worker or equipment parking on adjacent streets.  Temporary pedestrian, bicycle, and vehicular traffic controls during all construction activities adjacent to Figueroa Street, Flower Street, and Pico Boulevard, to ensure traffic safety on public rights of way. These controls shall include, but not be limited to, flag people trained in pedestrian and bicycle safety at the Project Site’s Figueroa Street, Flower Street and Pico Boulevard driveways.  Temporary traffic control during all construction activities adjacent to public rights- of-way to improve traffic flow on public roadways (e.g., flag men).  Scheduling of construction activities to reduce the effect on traffic flow on surrounding arterial streets.  Potential sequencing of construction activity to reduce the amount of construction- related traffic on arterial streets.  Contain construction activity within the Project Site boundaries.  Coordination with LADOT to address any overlapping of construction with the MyFigueroa project.  Coordination with Metro to address any construction near the railroad right of way.  Safety precautions for pedestrians and bicyclists through such measures as alternate routing and protection barriers/fencing shall be implemented.  Scheduling of construction-related deliveries, haul trips, etc., so as to occur outside the commuter peak hours.

City of Los Angeles 4.10-34 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Project Impacts

Threshold TRAF-1: Would the Project conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit?

Construction Impacts Vehicle and Truck Trips to Project Site The Project would create construction jobs and thereby it would increase the amount of vehicle trips to and from the Project Site from construction workers. Construction activity would also include numerous truck trips to the Project Site. The impact of construction traffic (including haul trucks) would be a lessening of the capacities of access streets and haul routes due to slower movements and larger turning radii of trucks.

The Project is anticipated to be constructed as a single phase with overlapping construction activities with completion anticipated in the year 2022. The construction period would include sub-phases of site demolition, excavation and grading, foundations, and building construction. Peak haul truck activity occurs during excavation and grading, and peak worker activity occurs during building construction. These two sub-phases of construction were studied in greater detail.

The peak period of truck activity during construction would occur during excavation and grading of the Project Site. With the implementation of PDF TRAF-1, Construction Management Plan, it is anticipated that haul truck activity to and from the Project Site would occur outside of the morning and afternoon peak hours. In addition, as discussed in more detail in the following section, worker trips to and from the Project Site would also occur outside of the peak hours. Therefore, no peak hour construction traffic impacts are expected during the excavation and grading phase of construction.

Haul trucks would travel on approved truck routes designated within the City. Given the Project Site’s proximity to SR-110 and I-10, haul truck traffic would take the most direct route to the appropriate freeway ramps. The haul route will be reviewed and approved by the City. Up to 78 daily haul truck trips (39 inbound, 39 outbound) are forecast to occur during the excavation and grading period, with approximately 10 trips per hour (five inbound, five outbound) uniformly over a typical 8-hour workday.

The estimated number of construction workers each day depends on the stage of construction. According to construction projections prepared for the Project, the building subphase of construction would employ the most construction workers, with a maximum of approximately 218 workers per day. However, because the different building components would not be constructed or installed simultaneously, this cumulative estimate likely overstates the number of workers that would be expected on the peak construction day. Furthermore, on most of the estimated workdays to complete the Project, there would be far fewer workers than on the peak

City of Los Angeles 4.10-35 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic day. Therefore, the estimate of 218 workers per day used for the purposes of this analysis represents a very conservative estimate.

Assuming an AVO of 1.135 persons per vehicle, 218 workers would result in a total of 192 vehicles that would arrive and depart from the Project Site each day. The estimated number of daily trips associated with the construction workers is approximately 384 (192 inbound, 192 outbound trips), but nearly all of those trips would occur outside of the peak hours, as described above. The Traffic Study demonstrates that the number of daily trips associated with construction workers would not exceed applicable service standards.

Potential Impacts on Access and Transit Construction activities are expected to be primarily contained within the Project Site boundaries, including construction materials storage and truck staging. However, it is expected that construction fences may encroach into the public right-of-way (e.g., sidewalks and roadways) adjacent to the Project Site (i.e., the curb lanes on S. Figueroa Street, S. Flower Street, and W. Pico Boulevard). The curb lane on S. Figueroa Street is currently utilized as a bus lane; therefore, the proposed lane closure would not affect the assumed lane configuration of the S. Figueroa Street approach to the Pico Boulevard intersection. Temporary traffic controls would be provided to direct traffic around any closures as required in the Construction Management Plan. The impacts associated with the lane closures on S. Flower Street and W. Pico Boulevard would affect the intersection approach lanes, and as shown in Table 32 of the Traffic Study, the lane closure on S. Flower Street would result in a temporary significant impact at the intersection of S. Flower Street & W. Pico Boulevard during the afternoon peak hour.

The use of the public right-of-way along S. Figueroa Street, S. Flower Street, and W. Pico Boulevard would require temporary re-routing of pedestrian and bicycle traffic, as the sidewalks fronting the Project Site would be closed. As construction of the Project may coincide with the construction of the MyFigueroa project, any construction activity on S. Figueroa Street would be planned in coordination with the installation of the proposed MyFigueroa project street improvements. The Construction Management Plan would include measures to ensure pedestrian and bicycle safety along the affected sidewalks, bicycle facilities, and temporary walkways (e.g., use of directional signage, maintaining continuous and unobstructed pedestrian paths, and/or providing overhead covering).

Existing bus stops are located at the northeast corner of S. Figueroa Street & W. Pico Boulevard, adjacent to the Project Site along both S. Figueroa Street and W. Pico Boulevard. During construction, the stops will be maintained as feasible or relocated consistent with the needs of Metro Bus Operations. The Metro Blue Line and Expo Line operate on a railroad right-of-way adjacent to the southeast boundary of the Project Site. Construction would not encroach onto the railroad right-of-way and would not adversely affect Metro property or equipment; however, Metro would be notified should Project construction affect any Metro facilities. Construction of the Project would occur in compliance with applicable Metro requirements for development adjacent to a Metro rail facility.

City of Los Angeles 4.10-36 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Parking is currently not allowed on S. Figueroa Street, S. Flower Street, or W. Pico Boulevard adjacent to the Project Site, so construction would not result in a loss of on-street parking spaces. During construction, adequate parking for construction workers would be secured in local public parking facilities or, if needed, a remote site with shuttle service provided. Restrictions against workers parking in the public right-of-way in the vicinity of (or adjacent to) the Project Site will be identified as part of the Construction Management Plan.

Construction worker and haul truck trips would occur outside of the commuter morning and afternoon peak hours and thus the number of trips independently would not result in significant traffic impacts. However, lane closures adjacent to the Project Site would result in significant impacts at the S. Flower Street & S. Pico Boulevard intersection during construction. A Construction Management Plan would be implemented to reduce the potential construction traffic impacts due to the lane closures. Still, temporary construction impacts would be significant and unavoidable.

Operational Impacts Intersection Capacity Existing with Project Conditions As shown on Table 4.10-6, Existing With Project Conditions (Year 2016) – Level of Service Impact Analysis, all 29 study intersections would operate at LOS C or better during both the A.M. and P.M. peak hours (28 of 29 at LOS B or better) after addition of Project-generated traffic. The Project would cause a significant impact at an intersection operating at LOS C, D, E, or F if the incremental change in V/C ratio due to the Project exceeds the thresholds described in Table 4.10-4. An intersection operating at LOS A or B after the addition of Project traffic would not cause a significant impact, regardless of the volume of traffic added to that intersection by the Project or the incremental change to V/C ratio. As shown in Table 4.10-6, the incremental increase in V/C ratios attributable to the Project during the peak hours at the 29 study intersections would be below the maximum allowable increase, as set forth under the LADOT guidelines, under Existing With Project Conditions. Therefore, the Project would have a less than significant intersection service level impact at all 29 study intersections.

TABLE 4.10-6 EXISTING WITH PROJECT CONDITIONS (YEAR 2016)

Existing With Existing Project Peak V/C V/C Change Significant No Intersection Hour Ratio LOS Ratio LOS in V/C Impact?

1. Blaine Street & Olympic Boulevard AM 0.585 A 0.594 A 0.009 NO PM 0.512 A 0.527 A 0.015 NO 2. Blaine Street & SR-110 SB Off-Ramp AM 0.237 A 0.249 A 0.012 NO PM 0.237 A 0.251 A 0.014 NO 3. Blaine Street & 11th Street AM 0.259 A 0.273 A 0.014 NO PM 0.513 A 0.534 A 0.021 NO

City of Los Angeles 4.10-37 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Existing With Existing Project Peak V/C V/C Change Significant No Intersection Hour Ratio LOS Ratio LOS in V/C Impact?

4. LA Live Way & 11th Street AM 0.171 A 0.175 A 0.004 NO PM 0.269 A 0.273 A 0.004 NO 5. LA Live Way & Pico Boulevard AM 0.513 A 0.531 A 0.018 NO PM 0.625 B 0.654 B 0.029 NO 6. LA Live Way & Bond Street AM 0.289 A 0.307 A 0.018 NO PM 0.339 A 0.358 A 0.019 NO 7. Georgia Street & 9th Street AM 0.419 A 0.424 A 0.005 NO PM 0.287 A 0.293 A 0.006 NO 8. Georgia Street & Olympic Boulevard AM 0.370 A 0.374 A 0.004 NO PM 0.445 A 0.453 A 0.008 NO 9. Francisco Street & 9th Street / SR-110 NB Off-ramp AM 0.235 A 0.237 A 0.002 NO PM 0.229 A 0.231 A 0.002 NO 10. Francisco Street & Olympic Boulevard AM 0.327 A 0.331 A 0.004 NO PM 0.404 A 0.409 A 0.005 NO 11. Figueroa Street & 9th Street AM 0.587 A 0.593 A 0.006 NO PM 0.391 A 0.399 A 0.008 NO 12. Figueroa Street & Olympic Boulevard AM 0.610 B 0.613 B 0.003 NO PM 0.542 A 0.547 A 0.005 NO 13. Figueroa Street & 11th Street AM 0.453 A 0.460 A 0.007 NO PM 0.429 A 0.443 A 0.014 NO 14. Figueroa Street & 12th Street AM 0.361 A 0.369 A 0.008 NO PM 0.266 A 0.279 A 0.013 NO 15. Figueroa Street & Pico Boulevard AM 0.629 B 0.672 B 0.043 NO PM 0.545 A 0.576 A 0.031 NO 16. Figueroa Street & Venice Boulevard AM 0.579 A 0.586 A 0.007 NO PM 0.689 B 0.689 B 0.000 NO 17. Flower Street & 9th Street AM 0.234 A 0.237 A 0.003 NO PM 0.374 A 0.381 A 0.007 NO 18. Flower Street & Olympic Boulevard AM 0.558 A 0.558 A 0.000 NO PM 0.624 B 0.624 B 0.000 NO 19. Flower Street & 11th Street AM 0.128 A 0.136 A 0.008 NO PM 0.445 A 0.455 A 0.010 NO 20. Flower Street & 12th Street AM 0.093 A 0.098 A 0.005 NO PM 0.332 A 0.342 A 0.010 NO 21. Flower Street & Pico Boulevard AM 0.303 A 0.319 A 0.016 NO PM 0.560 A 0.585 A 0.025 NO 22. Flower Street & Venice Boulevard AM 0.412 A 0.429 A 0.017 NO PM 0.606 B 0.626 B 0.020 NO

City of Los Angeles 4.10-38 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Existing With Existing Project Peak V/C V/C Change Significant No Intersection Hour Ratio LOS Ratio LOS in V/C Impact?

23. Flower Street & I-10 EB On-Ramp/18th Street AM 0.300 A 0.309 A 0.009 NO PM 0.438 A 0.453 A 0.015 NO 24. Hope Street & Pico Boulevard AM 0.321 A 0.321 A 0.000 NO PM 0.339 A 0.343 A 0.004 NO 25. Hope Street & Venice Boulevard AM 0.225 A 0.225 A 0.000 NO PM 0.273 A 0.273 A 0.000 NO 26. Grand Avenue & Pico Boulevard AM 0.256 A 0.256 A 0.000 NO PM 0.437 A 0.441 A 0.004 NO 27. Grand Avenue & Venice Boulevard AM 0.186 A 0.188 A 0.002 NO PM 0.412 A 0.412 A 0.000 NO 28. Grand Avenue & 17th Street AM 0.267 A 0.271 A 0.004 NO PM 0.711 C 0.718 C 0.007 NO 29. Grand Avenue & 18th Street AM 0.400 A 0.402 A 0.002 NO PM 0.430 A 0.433 A 0.003 NO

SOURCE: Gibson Transportation Consulting, Inc., Transportation Study for the Fig+Pico Conference Center Hotels, 2017.

Future With Project Conditions As shown on Table 4.10-7, Future With Project Conditions (Year 2022), 12 of the 29 study intersections would operate at LOS B or better during both the A.M. and P.M. peak hours. The remaining 17 intersections would operate at LOS C or worse during at least one of the peak hours, and as stated above, the Project would cause a significant impact at an intersection operating at LOS C, D, E, or F if the incremental change in V/C ratio due to the Project exceeds the thresholds described in Table 4.10-4. As shown in Table 4.10-7, the Project’s incremental increase in the V/C ratios at 25 of the 29 study intersections would be less than significant during the peak hours under Future With Project Conditions. However, the Project would cause a significant impact at the following four intersections: 5. L.A. Live Way & W. Pico Boulevard (A.M. and P.M. peak hours) 13. Figueroa Street & W. 11th Street (A.M. and P.M. peak hours) 15. Figueroa Street & W. Pico Boulevard (A.M. and P.M. peak hours) 21. Flower Street & W. Pico Boulevard (P.M. peak hour)

As discussed below, mitigation measures are required to reduce impacts at these intersections.

The feasible mitigation program for the Project that quantitatively reduced significant impacts includes: (1) implementation of a TDM program for the Project Site to promote peak period trip reduction; and (2) Transportation Systems Management (TSM) improvements, including signal controller upgrades at key intersections within the Study Area. These mitigation measures are consistent with Transportation Impact Study Guidelines and the City’s goals to reduce

City of Los Angeles 4.10-39 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

greenhouse gas emissions by reducing the use of single-occupant vehicle trips, encourage developers to construct transit and pedestrian-friendly projects with safe and walkable sidewalks, and promote other modes of travel.

The TDM program details a set of strategies proposed for the Project designed to reduce peak hour vehicular traffic to and from the Project Site. It is a comprehensive program of design features, transportation services, education programs, and incentive programs intended to reduce the impact of traffic from employees and visitors to the Project Site during the most congested periods of the day. The combined effect of the strategies detailed above implemented as part of the TDM program would result in a reduction in peak hour trip generation by offering services, actions, specific facilities, incentives, and contributions, aimed at encouraging use of alternative transportation modes (e.g., transit, bus, walking, bicycling, carpool, etc.). Trip Generation Handbook, 3rd Edition provides a summary of research of TDM programs at many different sites. At places that had the most comprehensive programs, including both economic incentives (e.g., transit passes, etc.) and support services, the programs resulted in an average 24 percent reduction in commuter vehicles. Thus, as an achievable but conservative estimate, an overall TDM trip reduction credit of 10 percent was assumed.

In addition, the Project would contribute funding toward TSM improvements that would better accommodate intersection operations and increase intersection capacity. LADOT has determined that TSM improvements would improve traffic operations and increase intersection capacity by approximately 1 percent along a corridor. The funding provided as part of the mitigation would be used by LADOT to implement the TSM improvements and thereby reduce impacts at identified intersections. The TSM improvements would target the Figueroa Street corridor, as well as the intersection of LA Live Way & W. Pico Boulevard.

TABLE 4.10-7 FUTURE WITH PROJECT CONDITIONS (YEAR 2022)

Future w/o Future With Project Project Peak V/C V/C Change Significant No Intersection Hour Ratio LOS Ratio LOS in V/C Impact?

1. Blaine Street & Olympic Boulevard AM 0.972 E 0.981 E 0.009 NO PM 0.835 D 0.849 D 0.014 NO 2. Blaine Street & SR-110 SB Off-Ramp AM 0.480 A 0.492 A 0.012 NO PM 0.499 A 0.515 A 0.016 NO 3. Blaine Street & 11th Street AM 0.583 A 0.597 A 0.014 NO PM 0.760 C 0.782 C 0.022 NO 4. LA Live Way & 11th Street AM 0.298 A 0.301 A 0.003 NO PM 0.426 A 0.431 A 0.005 NO 5. LA Live Way & Pico Boulevard AM 0.903 E 0.920 E 0.017 YES PM 0.995 E 1.025 F 0.030 YES 6. LA Live Way & Bond Street AM 0.397 A 0.415 A 0.018 NO PM 0.534 A 0.553 A 0.019 NO

City of Los Angeles 4.10-40 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Future w/o Future With Project Project Peak V/C V/C Change Significant No Intersection Hour Ratio LOS Ratio LOS in V/C Impact?

7. Georgia Street & 9th Street AM 0.735 C 0.739 C 0.004 NO PM 0.625 B 0.631 B 0.006 NO 8. Georgia Street & Olympic Boulevard AM 0.646 B 0.651 B 0.005 NO PM 0.713 C 0.720 A 0.007 NO 9. Francisco Street & 9th Street / SR-110 NB Off-ramp AM 0.379 A 0.381 A 0.002 NO PM 0.437 A 0.439 A 0.002 NO 10. Francisco Street & Olympic Boulevard AM 0.486 A 0.491 A 0.005 NO PM 0.624 B 0.629 B 0.005 NO 11. Figueroa Street & 9th Street AM 1.029 F 1.035 F 0.006 NO PM 0.838 D 0.849 D 0.011 NO 12. Figueroa Street & Olympic Boulevard AM 1.067 F 1.072 F 0.005 NO PM 0.937 E 0.944 E 0.007 NO 13. Figueroa Street & 11th Street AM 1.065 F 1.076 F 0.011 YES PM 0.963 E 0.982 E 0.019 YES 14. Figueroa Street & 12th Street AM 0.717 C 0.727 A 0.010 NO PM 0.562 A 0.580 A 0.018 NO 15. Figueroa Street & Pico Boulevard AM 1.059 F 1.083 F 0.024 YES PM 1.021 F 1.055 F 0.034 YES 16. Figueroa Street & Venice Boulevard AM 0.880 D 0.891 D 0.011 NO PM 1.053 F 1.053 F 0.000 NO 17. Flower Street & 9th Street AM 0.345 A 0.351 A 0.006 NO PM 0.626 B 0.633 B 0.007 NO 18. Flower Street & Olympic Boulevard AM 0.685 B 0.685 B 0.000 NO PM 0.842 D 0.842 D 0.000 NO 19. Flower Street & 11th Street AM 0.380 A 0.389 A 0.009 NO PM 0.939 E 0.948 E 0.009 NO 20. Flower Street & 12th Street AM 0.214 A 0.224 A 0.010 NO PM 0.561 A 0.570 A 0.009 NO 21. Flower Street & Pico Boulevard AM 0.540 A 0.557 A 0.017 NO PM 0.848 D 0.874 D 0.026 YES 22. Flower Street & Venice Boulevard AM 0.542 A 0.560 A 0.018 NO PM 0.713 C 0.733 C 0.020 NO 23. Flower Street & I-10 EB On-Ramp/18th Street AM 0.452 A 0.461 A 0.009 NO PM 0.491 A 0.506 A 0.015 NO 24. Hope Street & Pico Boulevard AM 0.585 A 0.585 A 0.000 NO PM 0.597 A 0.597 A 0.000 NO 25. Hope Street & Venice Boulevard AM 0.365 A 0.367 A 0.002 NO PM 0.443 A 0.447 A 0.004 NO

City of Los Angeles 4.10-41 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Future w/o Future With Project Project Peak V/C V/C Change Significant No Intersection Hour Ratio LOS Ratio LOS in V/C Impact?

26. Grand Avenue & Pico Boulevard AM 0.415 A 0.415 A 0.000 NO PM 0.678 B 0.681 B 0.003 NO 27. Grand Avenue & Venice Boulevard AM 0.363 A 0.365 A 0.002 NO PM 0.583 A 0.587 A 0.004 NO 28. Grand Avenue & 17th Street AM 0.708 C 0.712 A 0.004 NO PM 1.182 F 1.189 C 0.007 NO 29. Grand Avenue & 18th Street AM 0.545 A 0.547 A 0.002 NO PM 0.659 B 0.661 B 0.002 NO SOURCE: Gibson Transportation Consulting, Inc. 2017.

LADOT and the Traffic Study considered physical intersection improvements (e.g., widening to provide additional travel lanes or capacity) at the four significantly impacted study intersections where the implementation of the TDM program would not mitigate the impacts to a level of insignificance. LADOT determined that other physical traffic mitigation improvements at these impacted intersections were infeasible because of existing physical condition, existing right-of- way limitations, or conflicts with adopted plans and policies.

As discussed in detail in the Traffic Study, the proposed mitigation measures reduced impacts to less than significant levels at one of the four significantly impacted intersections. Accordingly, the incremental impacts at the following three study intersections would be reduced, though not fully mitigated. Therefore, impacts at the following three study intersections would remain significant and unavoidable with the addition of Project traffic after mitigation: 5. L.A. Live Way & W. Pico Boulevard (afternoon peak hour) 15. Figueroa Street & W. Pico Boulevard (morning and afternoon peak hours) 21. Flower Street & W. Pico Boulevard (afternoon peak hour)

Therefore, based on the analysis above, the Project would exceed the certain established measures of effectiveness for the performance of the circulation system for the three intersections listed above. Accordingly, operational traffic impacts would be considered significant and unavoidable.

Caltrans Analysis As discussed above, the Caltrans analysis was prepared according to the First Amendment to the Agreement between LADOT and Caltrans District 7 on Freeway Impact Analysis Procedures, referenced as the Caltrans Agreement. The analysis also considered Caltrans' comment letter dated January 23, 2017, submitted in response to the NOP for the Draft EIR. The Traffic Study contains detailed information and analysis (summarized below) of the potential impacts on Caltrans facilities. As previously noted, under SB 743, the focus of transportation analysis will shift from driver delay to reduction of GHG, creation of multimodal networks and promotion mixed-use developments. To better align with the State’s multimodal transportation and

City of Los Angeles 4.10-42 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic environmental action goals, Caltrans is pursuing VMT as a metric of impacts, as outlined in Local Development – Intergovernmental Review Program Interim Guide. This interim guidance will remain in effect until superseded by new Caltrans transportation impact study guidelines, which are currently under development.

The Project characteristics (e.g., its location, proximity to transit, access to the Convention Center and other nearby destinations, pedestrian connections, bicycle amenities, etc.) would encourage non-auto modes of transportation such as walking, bicycling, carpool, vanpool, transit, etc. and, therefore, would reduce VMT to the Project Site and associated transportation-related GHG emissions. The Project Site represents an urban/compact infill location within Downtown Los Angeles and is located adjacent to the Metro Blue/Expo Line Pico Station, as well as numerous transit lines. The location efficiency of the Project Site would result in synergistic benefits that would reduce vehicle trips and VMT. Further, the Project would be located within an area that offers access to other nearby retail and entertainment destinations, including L.A. Live, Staples Center, and the Convention Center. Access to the Project Site would be provided from pedestrian pathways, as well as adequate bicycle parking. The combined effects of these factors would reduce the Project’s anticipated vehicle trips and VMTs and encourage walking and non-auto forms of transportation and transit ridership, which results in corresponding reductions in transportation-related emissions.

Nonetheless, at this time, the analysis follows the guidelines found in the Caltrans TIS Guide. Initial analysis determined that Project exceeds the screening thresholds identified in the Caltrans Agreement at the freeway mainline segments and the freeway off-ramps. Thus, further analyses of Caltrans facilities were conducted in order to provide further information to the decision- makers. See Appendix A of the Traffic Study for the screening analysis.

Analyzed Facilities Four freeway mainline segments on I-110/SR-110 and two freeway mainline segments on I-10 were analyzed using HCM 2010 methodology to determine density, speed, and LOS. Nine intersections (all freeway ramp locations) were analyzed using HCM 2010 methodology to identify average vehicle delay and LOS. The three freeway off-ramps along I-110/SR-110 and two freeway off-ramps along I-10 were analyzed for ramp queue lengths using the Synchro software to estimate queues. The LOS worksheets for each type of analysis are found in Appendix E of the Traffic Study.

Analysis Criteria The Caltrans TIS Guide states that Caltrans’ target LOS is “at the transition between LOS C and LOS D,” which is generally interpreted to mean in the lower half of the range of LOS D (where the LOS is determined based on the freeway mainline density or the intersection delay). When that threshold has already been exceeded, the existing condition (or projected future condition) should be maintained with the addition of Project traffic.

However, the Caltrans TIS Guide does not identify specific incremental criteria by which to measure the significance of impacts to freeway mainline segments or intersections with ramp termini and, therefore, it is not possible to identify whether a specific facility would be significantly impacted under Caltrans criteria. Similarly, the lack of a definitive threshold to

City of Los Angeles 4.10-43 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic determine whether there is a significant impact results in the inability to precisely identify mitigation measures that have a direct nexus to the potential impacts of a project.

Freeway Mainline Segments Tables 20 to 23 of the Traffic Study provide traffic volumes (existing and projected) and summarizes the results of the HCM 2010 analysis for Existing 2016, Year 2022, and Year 2035 without and with Project Conditions. As described previously, the Project alone would not result in significant impacts at any of the analyzed freeway mainline segments by causing an increase in the (D/C) ratio of 2 or more percent, causing or worsening LOS F conditions. The Project would, however, contribute to the cumulative future traffic volumes under certain modeled scenarios.

Intersections This Caltrans analysis focuses on the nine signalized freeway ramp locations associated with I-110/SR-110 and I-10, which are Caltrans-operated facilities with the City. In response to significant impacts identified using City significance criteria, the Project would implement a TDM program, which will reduce Project traffic throughout the Study Area, and generally improve intersection operating conditions. The nine signalized intersections under Caltrans jurisdiction were analyzed using the HCM 2010 (delay-based) methodology according to Caltrans TIS Guidelines and implemented using the Synchro software.

Off-Ramp Queues Five off-ramps from I-110/SR-110 and I-10 were analyzed to determine whether the length of the ramps were sufficient to accommodate vehicle queue lengths. As shown in Tables 29, 30, and 31 in the Traffic Study, none of the five off-ramps exceed the available storage on the ramp during either the A.M. or P.M. peak hours, with or without Project traffic (for Existing Year 2016 and Future Year 2022 conditions).

Threshold TRAF-2: Would the Project conflict with an applicable congestion management program, including but not limited to level of service standards and travel demand measures, or their standards established by the county congestion management agency for designated roads or highways?

The Traffic Study provides a detailed Congestion Management Program (CMP) analysis in Chapter 9. It analyzes the regional transportation facilities in the vicinity of the Project Site in accordance with the procedures outline in the CMP. A summary of such analysis is presented below. The CMP requires that a Traffic Impact Analysis (TIA) be performed on three types of facilities, including: (1) arterial intersections; (2) mainline freeway segments; and (3) the public transit system. The CMP also identifies specific arterial and freeway mainline locations for analysis.

The CMP requires that a TIA be performed for all CMP arterial monitoring intersections where a project would add 50 or more trips during either the weekday morning or afternoon peak hours. A detailed analysis is not required if the project adds fewer than 50 trips to an arterial monitoring intersection. The CMP analysis uses the same CMA methodology as used in earlier chapters for City intersections to determine intersection V/C ratio and LOS. Based on the 2010 CMP, a

City of Los Angeles 4.10-44 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic significant impact requiring mitigation occurs if project traffic causes an incremental increase in intersection V/C ratio of 0.02 or greater to a facility projected to operate at LOS F (V/C > 1.00) after the addition of project traffic.

In addition, The CMP requires that a TIA be performed for all CMP mainline freeway monitoring locations where a project would add 150 or more trips (in either direction) during the weekday morning or afternoon peak hours. A detailed analysis is not required if the project adds fewer than 150 trips to a mainline freeway monitoring location (in either direction) during either the weekday morning or afternoon peak hour. The CMP analysis uses a demand-to-capacity (D/C) ratio to determine facility LOS based on capacity identified in Appendix A of the CMP. Based on the 2010 CMP, similar to arterial monitoring intersections, a significant impact requiring mitigation occurs if project traffic causes an incremental increase in intersection V/C ratio of 0.02 or greater to a facility projected to operate at LOS F (D/C > 1.00) after the addition of project traffic.

Also, the CMP requires that a transit system analysis be performed to determine whether a project would increase transit ridership beyond the current capacity of the transit system.

CMP Arterial Monitoring Stations The CMP identifies one arterial monitoring intersection within approximately 2 miles of the Study Area (i.e., Alvarado Street & Wilshire Boulevard, which is located approximately 1.25 miles northwest of the Study Area boundary (Intersection #7 Georgia Street/SR-110 Northbound Off-Ramp & 9th Street). The Project is expected to add 10 trips during the A.M. and P.M. peak hours at this arterial monitoring intersection, which is fewer than the 50 peak-hour trip threshold set by the CMP for analysis of arterial monitoring intersections. Therefore, the Project’s CMP arterial intersection impacts are considered to be less than significant and no further analysis is required.

CMP Freeway Segment Analysis The CMP identifies four mainline freeway monitoring location within the vicinity of the Project Site. The monitoring locations are located at the following:  SR-110 south of US 101 – approximately 1.50 miles northeast of the Project Site  SR-110 at Alpine Street – approximately 2.15 miles northwest of the Project Site  US 101 north of Vignes Street – approximately 2.25 miles northeast of the Project Site  I-10 at Budlong Avenue – approximately 1.65 southwest of the Project Site

As detailed in the Traffic Study, the Project would add no more than 33 trips during the A.M. and P.M. peak hours in either direction on these freeway mainline monitoring locations, which is fewer than the 150 peak-hour trip threshold set by the CMP for analysis of mainline freeway segments. Nonetheless, to provide conservative and robust analysis, further CMP analysis was conducted to provide additional information related to the Project’s potential incremental effects on the freeway mainline facilities based on the measured flow compared to the estimated capacity of the freeway mainline section. The Future Without Project Conditions freeway segment traffic volume forecasts were developed by applying an ambient growth rate of 1.0 percent per year

City of Los Angeles 4.10-45 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic compounded annually to account for growth in traffic over existing conditions and by adding the related projects traffic volumes. The corresponding Project-only traffic volumes were added to the Existing and Future Without Project Conditions traffic volumes to determine the Existing With Project and Future With Project Conditions traffic volumes.

As presented in the Traffic Study, Tables 14 to 17 summarize the weekday A.M. and P.M. peak hour D/C ratio and corresponding LOS for the CMP mainline freeway monitoring locations under Existing and Future Conditions. As previously detailed, a significant impact would occur at a CMP mainline freeway segment if Project traffic caused an incremental increase in the D/C ratio of 0.02 or greater to a segment projected to operate at LOS F (D/C>1.00) after the addition of Project traffic. As shown in these Traffic Study tables, the changes in the D/C ratio during the A.M. and P.M. peak hour at the four CMP mainline freeway monitoring locations with the addition of Project traffic would not exceed the CMP significance threshold of 0.02 under either Existing or Future Conditions. Therefore, the Project would result in a less than significant impact on the CMP freeway segments.

Threshold TRAF-3: Would the Project substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)?

Vehicular access would be provided via three driveways along W. Pico Boulevard, S. Figueroa Street, and S. Flower Street, the three major roadways surrounding the Project Site. Hotel pick- up/drop-off areas would be primarily accessed via the existing alley along W. Pico Boulevard. LADOT reviewed and approved the Traffic Study wherein the Project design includes an eastbound left-turn lane along W. Pico Boulevard that would be provided to minimize the potential for blocking through-vehicles and creating vehicle queues on W. Pico Boulevard. Access to the parking structure would be provided via the inbound-only driveway on S. Figueroa Street, which currently provides both inbound and outbound access, and the primary Project driveway which would be located in the same location as the current alley along W. Pico Boulevard. Secondary access to the hotel pick-up/drop-off and the parking garage would be provided via a new driveway on S. Flower Street. The driveways would be designed based on LADOT standards. The driveways would not require the removal or relocation of existing transit stops and would be designed and configured to avoid potential conflicts with transit services and pedestrian traffic.

With respect to access and compatibility with neighboring land uses, the Project Site is bordered by commercial uses to the east and the Metro Pico Station; commercial uses to the west (the Los Angeles Convention Center); the under-construction Circa high-rise mixed-use commercial and residential project to the north; and a mix of commercial retail and residential uses to the south.

The ingress/egress driveway for the parking structure for residential property south of the Project Site, City Lights on Fig, aligns with the existing alley/future driveway for the Project Site and therefore there is no conflict along W. Pico Boulevard with respect to Project Site access. Similarly, the future Project Site driveway on S. Figueroa Street, against the northern property

City of Los Angeles 4.10-46 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic boundary, would be in the same location as the existing driveway in that location. The Project would limit access to in-bound only traffic at the S. Figueroa Street driveway rather than the current inbound and outbound traffic. The driveway onto S. Flower Street would allow right-turn- only Project Site ingress and egress since it is a 1-way street.

Pedestrian access to the hotels would be provided from the porte-cochères along the alley, primarily accessed via W. Pico Boulevard. Pedestrian access to the commercial uses would be provided from S. Figueroa Street, S. Flower Street, and W. Pico Boulevard. The Project access locations would be designed to City standards and would provide adequate sight distance, sidewalks, crosswalks, and pedestrian movement controls that meet the City’s requirements to protect pedestrian safety. All roadways and driveways intersect at right angles, and street trees and other potential impediments to adequate driver and pedestrian visibility would be minimal.

Therefore, the Project would not create or substantially increase hazards due to a design feature or incompatible uses.

Threshold TRAF-4: Would the Project result in inadequate emergency access?

See Section 4.9.1, Fire Protection, of this Draft EIR for discussion of emergency access to the Project Site. As stated therein, existing emergency access to the Project Site is considered adequate based on the response distances of the first-due Engine Company and first-due Truck Company, which are both housed at Fire Station No. 10, located 0.33 mile from the Project Site. Project construction activities could potentially affect emergency response times and emergency access to the Project Site and the vicinity due to Project construction traffic and temporary street closures. However, because of the close proximity of the first-due and other fire stations, and with implementation of PDF TRAF-1, Construction Management Plan, which is intended to minimize disruptions to through-traffic flow and maintain emergency vehicle access to the Project Site and neighboring land uses, construction impacts on emergency access were determined to be less than significant.

With respect to Project operations, the Project Site is bordered by three major streets and would provide: (1) an ingress/egress driveway alley off W. Pico Boulevard, (2) an ingress-only driveway off S. Figueroa Street, and (3) an ingress/egress driveway off S. Flower Street. The final design of emergency access features would be subject to the review and approval of the LAFD for compliance with emergency access requirements, prior to the issuance of building permits. Therefore, adequate emergency access would be provided. Operational impacts on emergency access would be adequate and impacts would be less than significant.

Threshold TRAF-5: Would the Project conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities?

City of Los Angeles 4.10-47 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Public Transit Capacity and Facilities As shown previously in Table 4.10-5, prior to the implementation of mitigation measures and trip reduction adjustments, the Project would generate approximately 425 AM peak hour trips and 555 P.M. peak hour trips. Assuming an AVO of 1.4, the Project vehicle trips would result in an estimated increase of 595 person trips during the AM peak hour and 777 person trips during the P.M. peak hour. Using the 25 percent mode split, the Project would generate approximately 149 net new transit trips during the AM peak hour and 194 net new transit trips in the P.M. peak hour.

The Study Area is well-served by numerous established transit routes. The total residual capacity of the bus lines within the Study Area during the morning and afternoon peak hours is approximately 17,787 and 12,969 transit trips, respectively. The Project’s estimated morning and afternoon peak hour person trips by transit would be less than 1.5 percent of the total existing residual capacity of the transit lines within the Study Area. Therefore, the Project would not exceed regional transit capacity and impacts with respect to transit would be less than significant.

As detailed in Table 4.10-4, the Project Site is served by numerous bus lines, as well as the Metro Red Line, Purple Line, Blue Line and Expo Line, and Foothill Transit, OCTA, and Torrance Transit bus lines. Although the Project (and other related projects) will cumulatively add transit ridership, the Project Site, Downtown Los Angeles, and the Study Area are well served by a vast amount of transit service with regional connectivity. It follows that capacity constraints in one transit resource or station do not necessarily translate directly into impacts on capacity of the transit system to service ridership regionally. Overall, this study demonstrates that the total transit capacity along the routes of those lines can accommodate the Project’s transit trips. Therefore, the Project impact to the regional transit system is anticipated to be less than significant.

Furthermore, Los Angeles County voters approved Measure R, a half-cent sales tax increase for transportation, which has allowed Metro to develop projects to improve the existing transportation system. 2009 Long Range Transportation Plan (Metro, adopted 2009) (2009 LRTP), which outlined a range of transit and highway projects throughout Los Angeles County that were aimed to improve mobility and address future growth, is currently in the process of an update to address transportation issues and projects identified by local jurisdictions, Councils of Governments, and transportation agencies. 2014 Short Range Transportation Plan (Metro, adopted 2014) identifies projects and programs that will be implemented in accordance with the project priorities and funding scheduled of the 2009 LRTP. It is recognized that with these plans in place, Metro will continue to maintain and expand regional transit service in order to accommodate cumulative demand in the region. Therefore, cumulative impacts on public transit are considered to be less than significant.

The Project would be consistent with policies, plans, and programs that support alternative transportation, including the Mobility Plan and 2010 Bicycle Plan, Central City Community Plan, MyFigueroa project, and Los Angeles Streetcar project. The Project would support alternative transportation by: enhancing the pedestrian experience through the provisions of wide sidewalks and landscaping, and providing a connection with the Convention Center, Staples Center, and LA LIVE; concentrating mixed use development within the Downtown Center near public transit;

City of Los Angeles 4.10-48 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic supporting bicycle and pedestrian uses along Figueroa Street and 11th Street consistent with MyFigueroa project and the Los Angeles Streetcar project; implementing a comprehensive Transportation Demand Management Program, as described in MM-TRAF-1 to encourage the use of alternative transportation; and providing bicycle parking in compliance with LAMC requirements. Therefore, the Project would not conflict with policies, plans, and programs that support alternative transportation, and impacts would be less than significant.

Pedestrian Facilities, Access, and Safety Pedestrian access to the hotels would be provided from the porte-cochères along the alley, primarily accessed via W. Pico Boulevard. Pedestrian access to the commercial uses would be provided from S. Figueroa Street, S. Flower Street, and W. Pico Boulevard. The Project access locations would be designed to City standards and would provide adequate sight distance, sidewalks, crosswalks, and pedestrian movement controls that meet the City’s requirements to protect pedestrian safety. All roadways and driveways intersect at right angles, and street trees and other potential impediments to adequate driver and pedestrian visibility would be minimal. Separate pedestrian entrances would provide access from the adjacent streets, parking facilities, and transit stops.

As previously described, the Project is located in a neighborhood with a high amount of pedestrian activity that also rates highly for general walkability. Consistent with this rating, pedestrian patronage is anticipated at the Project. Further, the Project is located adjacent to the Metro Blue Line/Expo Line Pico Station, as well as the Convention Center, L.A. Live, and Staples Center, and provides pedestrian connectivity and interaction. Also, S. Figueroa Street, S. Flower Street, and W. Pico Boulevard are designated as Pedestrian Segments in the Mobility Plan. The site design facilitates external connections and internal movement within the Project. The Project would also be designed to include pedestrian improvements such as wayfinding signage and other amenities along the street frontages which are proposed to further promote walkability. The retail and restaurant uses would be accessed through storefronts on S. Figueroa Street, S. Flower Street, and W. Pico Boulevard, and each retail store and restaurant would have an individual street level entryway. Although various criteria are used to gauge walkability, the guiding principle is based on maintaining a direct and safe path of travel with minimal obstructions for all pedestrians. The sidewalk widths adjacent to the Project Site are wide and would be consistent with the design standards of the Mobility Plan.

Bicycle Facilities, Access, and Safety Visitors, guests, and employees arriving by bicycle would have the same access opportunities as pedestrian visitors. No dedicated bicycle lanes currently exist on S. Figueroa Street, S. Flower Street, or W. Pico Boulevard; however, they are proposed under the 2010 Bicycle Plan, Mobility Plan, and MyFigueroa project. The street standards of the Mobility Plan allow for future roadway configurations, including bicycle lanes. In order to facilitate bicycle use, bicycle parking spaces would be provided on-site, consistent with the Bicycle Parking Ordinance, Los Angeles Municipal Code (City of Los Angeles, October 24, 2016) (LAMC) Section 12.21 A16(a)(2).

City of Los Angeles 4.10-49 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Parking As described above under Subsection 2.b(b), Regulatory Framework, SB 743 (CEQA Statute Section 21099(d)(1)), states that “[p]arking impacts of a residential, mixed-use residential, or employment center project on an infill site within a transit priority area shall not be considered significant impacts on the environment.” As the Project is an infill project within a transit priority area, its impacts on parking are considered to be less than significant. The Project would provide vehicular and bicycle parking as required by the LAMC.

Cumulative Impacts Construction Impacts Impacts on traffic associated with construction are typically considered short-term adverse impacts. As previously discussed, construction worker and haul truck trips would occur outside of the commuter morning and afternoon peak hours and thus the number of trips independently would not result in significant traffic impacts. However, lane closures adjacent to the Project Site would result in significant impacts at the S. Flower Street & W. Pico Boulevard intersection during construction. A Construction Management Plan would be implemented to reduce the potential construction traffic impacts due to the lane closures. Therefore, overall, the Project would have a temporary construction impact that would be considered significant and unavoidable.

The construction of the related projects in the vicinity of the Project could also contribute to the impacts of the Project during construction. There are several related projects under construction that have contributed to temporary lane closures and other construction activities that impact traffic levels of service in the vicinity. Notwithstanding, as with the Project, many, and likely most, of the construction workers for the related projects are anticipated to arrive and depart the individual construction sites during off-peak hours thereby minimizing construction-related trips during the A.M. and P.M. peak traffic periods. In addition, the haul truck routes for all of the related projects would be approved by LADOT according to the location of the individual construction site and the ultimate destination. Also, each cumulative project would be required to comply with City requirements regarding haul routes and would implement mitigation measures and/or include project characteristics, such as traffic controls and scheduling, notification, and safety procedures, to reduce potential traffic impacts during construction. However, even though the Project Site is located in proximity to the freeway and would implement PDF TRAF-1, Construction Management Plan, due to the number of cumulative projects in the vicinity and the uncertainty in terms of timing for each cumulative project and the potential overlap of development, it is conservatively concluded that the Project would contribute to a cumulatively significant construction impact.

Operation Impacts The Traffic Study analyzed Project impacts in the context of existing baseline conditions (Year 2016) and future (Year 2022) conditions. Future conditions take into account traffic caused by the 191 related projects identified in Chapter 3, General Description of Environmental Setting, as well as a growth factor to account for other ambient growth occurring in the region. Therefore,

City of Los Angeles 4.10-50 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic the analysis of future traffic conditions in 2022 provides the cumulative analysis because it considers the combined traffic generated by the Project, related projects, and future growth.

Specifically, under the Future With Project Conditions scenario the Project would result in a significant impact at four study intersections (Intersection Nos. 5, 13, 15, and 21) during the A.M. and/or P.M. peak hours. Therefore, cumulative impacts on these intersections are potentially significant and mitigation measures were implemented to reduce impacts of the Project, combined with the related projects, to the extent feasible. Those mitigation measures reduced impacts to a less than significant level at one of the four intersections (No. 13) and thereby results in three study intersections that remain significant and unavoidable as a result of the Project and cumulative traffic generated by the related projects.

As discussed above regarding the CMP, the Project would result in a less than significant impact at arterial intersections, mainlines freeway segments, and the public transit system. The analysis incorporates cumulative development considering the related projects and anticipated growth.

In addition, the analysis reviewed public transit capacity considering the Project, related projects and cumulative growth. The Project Site is served by numerous bus lines, as well as the Metro Red Line, Purple Line, Blue Line and Expo Line, and Foothill Transit, OCTA, and Torrance Transit bus lines. Although the Project (and other related projects) will cumulatively add transit ridership, the Project Site, Downtown Los Angeles, and the Study Area are well served by a vast amount of transit service with regional connectivity. It follows that capacity constraints in one transit resource or station do not necessarily translate directly into impacts on capacity of the transit system to service ridership regionally. Overall, the Traffic Study demonstrates that the total transit capacity along the routes of those lines can accommodate the Project and cumulative impacts of the related projects and anticipated growth. Therefore, the Project impact to the regional transit system would be less than significant.

Overall, the Project would have a cumulatively considerable traffic impact temporarily during construction and on three intersections during operation, according to the traffic methodologies applied in the Traffic Study. 4.10.4 Mitigation Measures Construction The Project would include PDF TRAF-1, Construction Management Plan, to reduce construction traffic and transportation impacts to the extent feasible. However, given the amount of development in the area, the uncertainty in terms of timing for each cumulative project, and the potential overlap of development, the Project is conservatively concluded to have a cumulatively considerable contribution to cumulative construction impacts, and therefore the Project’s cumulative construction impacts are considered significant and unavoidable. Beyond compliance with City requirements regarding haul routes, notification, scheduling, and implementation of traffic controls and safety procedures, no other feasible mitigation measures have been identified.

City of Los Angeles 4.10-51 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

Operation The Project would result in less than significant impacts with regard to the regional transportation system, public transit, access and circulation, and vehicle and bicycle parking. However, the Project would result in significant impacts at the following four study intersections under Future With Project Conditions before mitigation: 5. L.A. Live Way & W. Pico Boulevard (morning and afternoon peak hours) 13. Figueroa Street & W. 11th Street (morning and afternoon peak hours) 15. Figueroa Street & W. Pico Boulevard (morning and afternoon peak hours) 21. Flower Street & W. Pico Boulevard (afternoon peak hour)

The traffic mitigation program was approved by LADOT for the Project and includes a Transportation Demand Management Program (TDM Program) and Transportation Systems Management Improvements (TSM Improvements). Consistent with City policies on sustainability and smart growth, and with LADOT’s trip reduction and multi-modal transportation goals, the Project’s mitigation focuses on trip reduction and solutions that promote other modes of travel. The Project Site location adjacent to the Metro Blue Line Pico station, and within walking distance to the Los Angeles Convention Center and regional attractions, further facilitates a reduction in vehicle trips. The mitigation measures include:

MM-TRAF-1 (Transportation Demand Management Program): A Transportation Design Management (TDM) program shall be prepared to reduce the use of single occupant vehicles (SOV) during commute hours by increasing the number of trips by walking, bicycle, carpool, vanpool and transit. A preliminary TDM program shall be prepared and provided for LADOT review prior to the issuance of the first building permit for this Project and a final TDM program approved by LADOT is required prior to issuance of the first certificate of occupancy for the Project. As recommended by the transportation study, the TDM program shall include, but is not limited to, the following:  Provide a transportation information center and on-site TDM coordinator to educate employers, employees, hotel guests, and customers of surrounding transportation options  Promote bicycling and walking through amenity upgrades such as exclusive access points, secured bicycle parking, sidewalk pavement improvements, wayfinding signage, etc. around the Project Site  Promote and support carpool/vanpool/rideshare use through parking incentives and administrative support  Incorporate incentives for using alternative travel modes  Support existing and/or future efforts by LADOT for Mobility Hubs by providing amenities such as bicycle parking, rentals, shared vehicle rentals, transit information, etc. at the Project Site (subject to design feasibility)  Make a one-time fixed-fee financial contribution of $100,000 to the City’s Bicycle Plan Trust Fund to implement bicycle improvements in the general Downtown Los Angeles area of the Project

City of Los Angeles 4.10-52 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017 4. Environmental Impact Analysis 4.10 Transportation and Traffic

MM-TRAF-2 (Transportation Systems Management Improvements): The Project shall contribute up to $30,000 toward Transportation Systems Management (TSM) improvements that would better accommodate intersection operations and increase intersection capacity throughout the study area. LADOT’s ATSAC Section has identified the following upgrades as part of the TSM improvements:  Fiber optic upgrades along South Figueroa Street from Pico Boulevard to Olympic Boulevard for ($20,000)  Two CCTV camera upgrades at Pico Boulevard and Figueroa St, and LA Live Way and Pico Boulevard ($10,000)

These upgrades would improve the network capacity for real-time video monitoring of intersection, corridor, transit, and pedestrian operations in Downtown Los Angeles by reducing delays experienced by motorists at study intersections. A final determination on how to implement these CCTV installations will be made by LADOT prior to the issuance of the first building permit. These installations will be implemented either by the Applicant through the B-Permit process of the Bureau of Engineering (BOE), or through payment of a one-time fixed fee of $30,000 to LADOT to fund the cost of the upgrades. If LADOT selects the payment option, then a required payment of $30,000 shall be provided to LADOT, and LADOT shall design and construct the upgrades. If the installations are implemented by the Applicant through the B-Permit process, then these improvements must be guaranteed prior to the issuance of any building permit and completed prior to the issuance of any certificate of occupancy. Temporary certificates of occupancy may be granted in the events of any delay through no fault of the Applicant, provided that, in each case, the Applicant has demonstrated reasonable efforts and due diligence to the satisfaction of LADOT.

The TDM Program and TSM Improvements would reduce the significant impact identified at one of the four significant impacted intersections. Impacts at the following three intersections would be considered significant and unavoidable after mitigation: 5. L.A. Live Way & Pico Boulevard (P.M. peak hour) 15. Figueroa Street & Pico Boulevard (A.M. and P.M. peak hours) 21. Flower Street & Pico Boulevard (P.M. peak hour) 4.10.5 Level of Significance After Mitigation Construction Project construction would result in significant and unavoidable impacts to transportation and traffic.

Operation Project operation would result in significant and unavoidable impacts to transportation and traffic.

City of Los Angeles 4.10-53 Fig+Pico Conference Center Hotels SCH No. 2016121063 September 2017