Revised HOLLYWOOD TRANSPORTATION PLAN I - CRA/LARevised HOLLYWOOD TRANSPORTATION PLAN Hollywood...

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Revised HOLLYWOOD TRANSPORTATION PLAN Hollywood Redevelopment Project Area I Final Draft Hollywood Transportation Plan (Revised) The Community Redevelopment Agency of the City of Los Angeles Barton-Aschman Associates, Inc. in association with: Kaku Associates Recht Hausrath & Associates MacDorman & Associates, Inc. K.T. Analytics, Inc. Keyser Marston Associates

Transcript of Revised HOLLYWOOD TRANSPORTATION PLAN I - CRA/LARevised HOLLYWOOD TRANSPORTATION PLAN Hollywood...

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Revised HOLLYWOOD TRANSPORTATION PLAN

Hollywood Redevelopment Project Area I

Final Draft Hollywood Transportation Plan (Revised)

The Community Redevelopment Agency of the City of Los Angeles

Barton-Aschman Associates, Inc.

in association with:

Kaku Associates Recht Hausrath & Associates

MacDorman & Associates, Inc. K.T. Analytics, Inc.

Keyser Marston Associates

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The development of the Hollywood Transportation Plan is supported by a Contract for Planning Services between the Community Redevelopment Agency of the City of Los Angeles and Barton Aschman Associates, Inc., Pasadena, California, dated June 7, 1987 (Contract 500717).

The Phase I Report, Summary of Land-Use/Transportation Conditions and Assumptions, Barton- Aschman Associates, Inc., et al., published October 14, 1987, consists of Technical Memoranda on Land-Use Update and Base Population Forecasts, Description and Inventory of Existing Traffic Conditions, and Real Estate Market Forecasts.

The Phase I1 Report, Feasible Transportation Improvements and Policies, Barton-Aschman Associates, Inc., et al., published April 1988, consists of the following Technical Memoranda: Short- Range Parking, Long-Range Parking, Feasible Traffic Control Operation Measures, Public Transit Improvements, Transportation Demand Management Techniques, Through Trip Impacts, and Capacity Improvement Summary.

The Phase Ill Report, Evaluation of Transportation Alternatives, Barton-Aschman Associates, Inc., et el., published October 30, 1988, contains an evaluation of those transportation measures found to be most effective in establishing a viable transportation system to support the future traffic conditions in Hollywood.

The Phase IV Report, Hollywood Transportation Plan, was first published in November 1988 for carnmunlty re vie^ 2nd cnmmm!. ? k s ~ i ~ A r ~ k - ? . c _ n n - : ! ! & - ! ~ ? ~ r - ? ~ ' F ? 5 ! ~ r ~ , ~ e ~ ~ ~ d e r ~ ~ - a d o p t i e R . - - and then resubmitted in Se~tember 1990.

the Los Anaeles Citv Council.

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CONTENTS

Preface

Chapter 1 : INTRODUCTION

Chapter 2: HOLLYWOOD TRANSPORTATION PLAN SUMMARY

Chapter 3: ROADWAY IMPROVEMENT COMPONENT

Chapter 4: NEIGHBORHOOD PROTECTION COMPONENT.

Chapter 5: TRANSPORTATION DEMAND MANAGEMENT COMPONENT

Chapter 6: TRANSIT COMPONENT

Chapter 7: SHORT- AND LONG-RANGE PARKING COMPONENT

Chapter 8: RECOMMENDED ACTIONS TO IMPROVE THE PEDESTRIAN ENVIRONMENT

Chapter 9: FINANCING AND IMPLEMENTATION PLAN

List of Exhibits Inside Back Cover

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PREFACE

This document, Hdlywood Transportation Plan (Revised), is a revised and updated version of a previous document circulated in N w m W 9 8 8 Se~tember 1990. It reflectd 6 extensive review and comment by residents, community groups, puMic agencies, and other interested persons concerned with transportation planning in Hollywood.

Since the Proposed Hdlywood Transportation Plan a n d _ c o n s e a u e n t l v v i s e d 1990) was rdeased, numerous public meetings and workshops have been conducted to discuss the concepts and proposals presented in the Proposed Plan. Based on comments, suggestions, and alternatives presented or submitted during this review period, Agency staff and consultants have corrected, revised, updated, or rewritten sections of the w i g i r & ~ ~ i t ~ ) . - HTP (revised 1990L

W o v e m b e r 7, 1991, the Aaencv Board of Commissioners took the followina actions r e a a m e Hdlvwood Trawr ta t ion Plan {Revised):

Mtxiifv the Se~tember 1990 draft of the HdlwOOd Transmrtation Plan as recommended in the 1. attached 'Staff Analvsis and Recommended Actions re-aa Issues Raised Durina the Public Commrnent Period for the Hdlvwood Transwrtation Plan (Revised) (HTP).

2. *to C&TransDortationCouncil review at$ a~~rovai&he interim Hdlwood transeortation M i c v off the Comrnunitv Redevelo~rnent -do~tion of a T r - a Proararn Ordinance bv the C i Council as set forth in s e c t i o n ~ m e n t Plan.

A D D ~ O V ~ ~ transmittal of the amended HdIwood Transoortation Plan to the Citv Planning 3. Commission for its information as mrt of its review of the Hollvwood Boulevard District Urban Desian Plan.

4. c e Hollvwood C o r n m a Advisorv Council and other Hollvwood citizen arouos.

This doc ment a Hdl vwood Transwrtation Plan is beina forwarded to Citv Council review and w. \evelo~ment~ Proiect

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Revised Hollvwood Transmrtation Plan-Chaoter 1 Paae 1-1

CHAPTER 1

INTRODUCTION

The Hollywood Redevelopment Plan, adopted by the Los Angeles City Council in May, 1986, required the preparation of a transportation plan and implementation program for the Hollywood Redevelopment Area. W & m i & e Hdlywood Transportation Plan (Revised), is was the culmination of many months of community review and comment since a draft plan was circulated in November, 1988, and a public hearing on the draft plan was conducted in May, 1989 by the Community Redevelopment Agency Board of Commissioners. It also reflects the input received from the many participants involved in a series of public workshops and communrty meetings over the last year.

On November 7, 1991, the Aaencv Board of Commissioners took the followina actions reqardina the HoIIvwood Transoortation Plan (Revised.&

1. M o d i f v the Se~tember 1990 draft of the Hollvwood Transportation Plan as recommended in the attached "Staff Analvsis and Recommended Actions reaardina Issues Raised Durina t k ? u b l & s.

2. Adooted the amended Hollvw soortation Plan, s-the Citv Council review and terim- transoortation oolicv of the Comm-Red-t

ce b m C i t v Councus set forth in section 51 8 of the Hollywood R F l m e n t Plan.

3. _ Aooroval transmittal of the amend9 Hollvwood Transoortation Plan to the Citv Planninq omm mission for its i n f o w a r t of its review of the-levard District Urban Desian Plan.

Amroved communication of the above actions of the Aqencv to thesvwood- 4. Advisorv Council and other Hollvwood citizen arouDs.

This document is intendedfo serve as the Final Draft Plan for submission to the Sitv Council. €hfnmtm$ R ~ m e n € - ~ y ~ d - d G o ~ ~ 6 ~ 6 f c R A j - f w - ~ ~ - ~ ~ a t i e ~ & ~ ~ . t h e - P A a ~ ; t n d ~ ~ y - & - L f ) 6 - ~ ~ W ~ 4 e v i e w a & - a p f 3 c . & a 6 ~ t b P k ~ * ~ De next step will be ore~aration of a Transoortation Ordinance for Hollywood Redevelooment oroiect a 2 U e c t to Citv Council's review and a~oroval.

1.1 STUDY PHASES

The Hollywood Transportation Plan study effort consisted of a four-phased program of transportation analysis and progrm deve!nprr?en?:

o Phase 1: Existina Land Useflrans~ortation Conditions. Phase 1 of the Hollywood Transportation Plan program documented existing transportation conditions in the Hollywood Redevelopment Area (HRA) and forecasted future land-use growth patterns, which were then used to define transportation demand levels.

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Revised Hollvwood Transwrtation Plan-Cha~ter 1 Paae 1-2

o Phase 2: Feasible Trans~ortation lmorovements and Policv Alternatives. Phase 2 of the Hdlywood Transportation Plan included the identification of transportation improvements and policies which appeared to be the most feasible for implementation in H d l y w d . Combinations of improvements and policies were then developed into sets of alternatives for detailed analysis in Phase 3 of the study.

o Phase 3: Evaluatlon of Trans~ortation Alternatives. Phase 3 of the Hollywood Transportation Plan included the evaluation of those transportation measures found to be the most effective

, in establishing a viable transportation system to support future travel demands within Hollywood.

o Phase 4: Recommended Plan. Through consultation with citirens, community groups, and other public agencies, the most effecthe transportation measures identified in Phase 3 of the study have been further refined and packaged into a proposed Hollywood Transportation Plan, which sets forth a comprehensive program of transportation policies and programs to meet the future mobility and access needs of the Hollywood Community.

Exhibit 1-1 shows the boundaries of the Hollywood Redevelopment Area.

1.2 PLAN ORGANIZATION

o Chapter 2, Plan Summary, presents in annotated outline form a summary of the Hollywood Transportation Plan. Each of the six Plan components is identified and within each component the specific improvement programs and the elements of each of those programs are listed.

o Chapters 3 through 8 present a detailed description of each of the Plan components:

o Roadway Improvements o Neighborhood Protection o Transportation Demand Management o Transit o Parking o Pedestrian Environment

o Chapter 9, Financing and lmpiementation Plan, presents a financing plan for funding Hollywood Transportation Plan programs and discusses how the Plan will be implemented.

1.3 HOLLYWOOD TRANSPORTATION PLAN GOALS

The intent of the Hollywood transportation planning effort was to prepare a comprehensive transportation plan to accommodate travel demands within the Hollywood Redevelopment Area over the next 20-year time period. The resulting proposed Hollywood Transportation Plan includes a series of integrated transportation components, each containing specific policies and actions designed to provide mobility for Hdlywood residents, empioyees, and visitors. The Hdlywood Transportation Plan components, as shown in Exhibit 1-2, are:

o Rwdway impro'dement Compnsn: o Neighborhood Protection Component o Transportation Demand Management Component o Transit Component o Parking Component o Pedestrian Environment Component

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HOLLYWOOD TRANSPORTATION PLAN COMPONENTS

=YEAR MARKET-BASED LANDUSE PROJECTION

LOCAL AND THROUQH TRAmC PROJECTIOM

ENvlROHYEKT

In order to develop a functional 20-year transportation plan, the Hollywood Transportation Plan must not only incrgase transportation capacity but also manage transportation demand. The Plan components will work together to encourage alternates to the automobile, shift travel outside of the peak hours, increase system capacity where appropriate, and protect the livability of the residential neighborhoods within Hdlywood.

1.4 STUDY METHODOLOGY

The Hdlywocd Transportation Plan is based on projected travel conditions in the year 2010, and the transportation impact of various land-use scenarios within the Hollywood Redevelopment Area were tested for this period. In addition, due to Hollywood's strategic position within the Los Annnlnn Mntrnpnlitnn Area, i! $vgg ~ ! S Q !mwflant 10 ana!qe thmugh ?&f!c t~val!ng through . .. .a-.-- --. - --.-. .

Hollywood for the year 2010. The Hdlywood Transportation Plan is based upon the assumption of continued growth In Metropolitan Los Angeles. Year 2010 projections of background traffic growth from the Southern California Association of Governments (SCAG) were used to establish background traffic conditions. These 2010 projections assumed the development of Metro Rail service to Hollywood. Although the alignment of Metro Rail and the precise station locations within Hollywood have changed since the preparation of the SCAG 2010 projections, the station locations

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Fievised H o l l W Transportation Plan-Chapter 1 Paae 1-4

remained within the same SCAG traffic analysis zones (TAZ). Therefore, for the purposes of future travel pattern projections, SCAG's 2010 projections are still considered to be valid. Land-use levels for the Hollywood Redevelopment Area were projected both on the basis of a 20- year market absorption of new land use development and on the basis of a 'modified buildout' condition. The new traffic ("trips* generated by this possible new land use development) within the Redevelopment Area was then added to the growth in background traffic growth described above, in order to develop an estimate of future travel demands on the streets within Hollywood.

The Hdlywood Transportation Plan proposes a comprehensive, multl-modal transportation system to service Holly~ood's future access and mobility needs. Alternate roadway patterns, parking scenarios, and residential protection programs were evaluated as were varying levels of transportation demand management and transit service within the Hollywood Redevelopment Area.

1.5 FUTURE LAND-USE IN HOLLYWOOD

A. PO-Year Market Land-Use Forecast

As part of the Hollywood Transportation Plan study, a 20-year market forecast was prepared by the economic and real estate research firm of Recht Hausrath & Associates. Exhibit 13, 20-Year Market Land-Use Forecast, summarizes the amount of development forecast to occur within the next 20 years, based upon market potential and absorption trends. The Exhibit also shows the equivalent P.M. peak-hour trips that such land use would generate. This 20-year market-based forecast assumes that approximately 2,080 new dwelling units and approximately 5.5 million additional square feet of new commercial and industrial land use could be built in Hollywood within the overall Southern California real estate market during this time period. Employment levels within the Hollywood Redevelopment Area are projected to increase by 34 percent and residential population by 19 percent.

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The Year 2010 Market Land Use Forecast is one of the key variables used In predicting future travel demand for Hollywood. Information from Recht Hausrath & Associates on the type and intensity of f i e specific land uses has been used to estimate the number of trips (travel demand) expected from future development in Hollywood. In essence, the land-use forecast is translated into peak-hour trips for the purpose of preparing the transportation plan. For transportation planning, the actual future changes in the type or amount of specific land uses are not as important as the total number of trips generated by the overall combination of land uses.

Included in Exhibit 1-3 Is the number of equivalent afternoon peak-hour trips expected to be generated by the Year 2010 Market Land-Use Forecast. The addition of 5.5 million square feet of commercial and industrial development and 2080 new residential units is expected to generate approximately 13,500 afternoon peak hour trips by the Year 2010.

B. Lana-Ranae Land-Use Forecast

In addition to the "market land-use projection," a "modified buildout land-use potential' has been evaluated in order to determine the maximum transportation system likely to be required within the Hollywood Redevelopment Area. A long-range travel forecast, based upon the modified buildout analysis, was used to establish the ultimate right-of-way requirements for the Hollywood street system, as set forth in Chapter 3.

1.6 PLAN CAPACITY REQUIREMENTS

The streets within the Hollywood Redevelopment Area must carry both Hollywood and non- Hollywood traffic. The Hollywood Transportation Plan must therefore be designed to satisfactorily accommodate both local and through traffic.

A. 2010 Backaround Conditions

In order to get an indication of overall future transportation system capacity requirements, the Southern California Association of Governments' (SCAG) Year 2010 growth projections for the greater Los Angeles region (which includes the Hollywood subregion) have been evaluated. The SCAG Year 2010 growth and traffic projections indicate that even tf land uses and densities were to remain constant in the Hollywood Redevelopment Area (essentially no growth in the Hollywood core), through traffic generated by the regional/subregional growth will continue to increase on Hollywood streets. Exhibit 1-4 shows the traffic impact of SCAG's Year 2010 growth on Hollywood's street system, assuming 'continued population growth in the Los Angeles region but only minimal changes within the Hollywood Redevelopment Area. The analysis in Exhibit 1-4 assumes no major changes to the street system serving the Hollywood Redevelopment Area, but does assume that by the year 2010 Metro Rail would be operating and that regional jobs and housing would be developed in a more balanced pattern so that overall regional commute trips would be somewhat reduced (see SCAG Regional Mobility Plan for a detailed discussion on jobs/housing balance).

Even with these assumptions of a jobs/housing balance and Metro Rail in operation, but no significant growth in the Hollywood Redevelopment Area itself, the color coding of projected Levels of Service depicted in Exhibit 1 4 show that significant portions of the Hollywood street system will experience congestion in the future. The Level of Service ranges illustrated in Exhibit 1-4 are coded according to the following colors:

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Level of Service Key

Color LOS

Green A - D

Yellow E

Red F

See Exhibit 1-5 for LOS Description

------ Hollywood Redeveloprnen t Area Boundary

Based on

A. Existing Roadway System B. 2010 SCAG Reg~onal Land

Use Growth Projections C. 'No Growth in HAM

Scenar~o D. PM Peak-Hour Condilions

2010 Projected Roadway Levels of Service A u NO GROWTH IN HRA SCENARIO N

I BARTON-ASCHMAN ASSOCIATES. INC EXHIBIT

Hollywood Tranaportatlon Plan L m

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Revised Hollvwood Transwrtation Plan-Cha~ter 1 Paae 13

Color Code Green Yellow Red

Level of Service A through D

E F

* See Exibit 1-5 for an explanation of Levels of Services.

In the 'no growth' scenario, those street sections shown in red on Exhibit 1-4 are projected to experience future traffic demand levels higher than the physical capacity of the street system. As the map illustrates, significant portions of Franklin, Fountain, Melrose, Highland, and Gower would experience congestion even if no growth occurs in Hollywood, and if no improvements are made to the transportation system.

The results of Exhibit 1 4 clearly show that planning efforts must develop enough capaclty for both Hollywood Redevelopment Area traffic and regional through trips. Some changes to Hollywood's street system are necessary and unavoidable in order to accommodate Year 2010 travel demand. Otherwise, Hollywood will experience significant additional traffic congestion over the next twenty years.

6. Throuah T r i ~ s

Previous sections in this chapter discussed the projected 20-year land-use growth patterns within the Hollywood Redevelopment Area, which as was explained earller is a surrogate for future travel demand or trips. In order to determine and evaluate the growth in trips on the Hollywood street system, 1984 afternoon peak-hour trips on the existing street system were compared to 201 0 projected trips.

To conduct this comparison, a 'screenline" was drawn around the Hollywood Redevelopment Area. This screenline was used to separate through trips from local trips. Exhibit 1-6 shows the general location of the HRA screenline within the SCAG subregion used in this analysis.

EXHIBIT 14 HOLLYWOOD AND REGIONAL SCREENUNES

SR 134 \ 5 FRANKLIN

Ch---------- $1,

- I p5 ;; 5 4 u'

I .--------- l - L r - - % / ? Hollywood Redevelopment /

Area Screenll~ SANTA MONICA

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LEVELIOF-SERVICE DESCRIPTIONS r

Level ol Service

A

B

C

D

E

F

C

Description

Low volumes; primarily frecB-flow operations. Density Is low and vehicles can freety maneuver within the traffic stream. Drivers can maintain their desired speeds with little or no delay.

Stabie flow wtth potential for some restridion d operating speeds due to WIG conditions. Maneuvering is only slightty restricted. The stopped delays are n d bothersome, and drivers are nat subject to appredaMe tension

Stable operations; however, the abiii to maneuver is more restricted by the increase in traffic volumes. Relatively satisfactory operating speeds prevail, but adverse signed -nation or longer queues cause dehys.

Approaching unstaMe traffic fkw, where small incresses in volume mid substantial delays. Most drivers are restrkXed in their 8biUty to manewer and In their seleaion of travel speeds. Comfort and c x m m h a are kcir hut toiararble.

Opeations charaaerhed by signtffcant approactl delays and average travel speeds of onehatf to wre-third the free-flaw speed Flow is wtstaMe and potential for stoppages of brief duration. High signal densfty, extensive queuing, or signal progressionftiming are the typrcal causes 04 the delays.

Forced flow operations with high approach delays at critical signalized ~ntersections Speeds are reduced substantialty, and stoppages may occw for short or long periods of time because of dormstream congestion

'Lwei of Service:' The ability of a street system or roadway to handle prevailing and/or Mum trafiic volumes is commonly expressed in transportation planning temundogy as 'Level of Service,' which is tyPicalty measured along key roadway segments or at key intersections. Lev& d Servica (LoS) ange from 'A" (whkh represents free-flow, uncongested conditions) through 'P (which represents extreme congestion). The table above describes the operating charaueristics for the various Levels of Service as defined h the Highway Clpaclry Manual (Transportation Research Board, Special Report No. 209, 1985).

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Revised Hollywood Trans~ortation Plan-Chapter 1 Paae 1-7

Exhibit 1-7 shows that in 1984, there were approximately 207,600 automobile trips crossing a "screenline" surrounding the Hollywood Redevelopment Area (I.e., trips entering or leaving the Hollywood Redevelopment Area). Of the total 207,600 trips, some 64,300 trips (or about 31 percent) actually stopped within the Hollywood Redevelopment Area. Another 6,500 trips had both ends of their trip within the Hollywood Redevelopment Area. These trips operated on Hollywood streets, but they are not included in the 207,600 total because they never crossed the screenline.

In the year 2010, with the Hdlywood Redevelopment Area developed according to the growth assumptions discussed earlier in this chapter, traffic projections show that the screenline crossings will Increase by 17%, to 243,100 trips. This represents traffic growth due to a combination of possible growth within the Hollywood Redevelopment Area combined with the general growth in through traffic due to increased population growth and deveiopment in the rest of the Los Angeles region (as projected by SCAG for the Year 201 0).

C. Total Future Traffic

Exhibit 1-8 graphically depicts this growth in both through traffic and traffic generated in the Hollywood Redevelopment Area. The key conclusion drawn from Exhibit 1-8 Is that the Hdlywood street system will be impacted by the year 2010 with 35,500 more peak-hour trips crossing the screenline than were handled in 1984. With internal trips included, this number would be 37,500. Expressed in simple terms, the overall twenty year transportatloo plan for Hollywood must ideally provide enough capacity by the Year 2010 to accommodate these additional P.M. peak-hour trips.

Of the 35,500 peak trips crossing the screenlines into Hollywood, 10,900 trips, or 3196, are new trips destined to/from the Hollywood Redevelopment Area. The remaining 24,600 screenline crossings, or 69%, are due to projected growth in regional through traffic. Assuming equal growth over the twenty year time period, development activity in the Hollywood Redevelopment Area will add approximately 425 peak-hour trips per year across the screenline (average), while regional through trips, not stopping in Hollywood, would increase the screenline counts by approximately 960 peak-hour trips per year.

While growth is not likely to occur on an absolute "straight-line' basis over the next twenty years, Exhibit 1-8 does indicate that the growth in through traffic is expected to be approximately twice as great as the traffic growth generated in the Hdlywood Redevelop.ment Area itself.

The recommended transportation plan for the Hollywood Redevelopment Area should accommodate at least 35,500 more afternoon peak-hour trips across a screenline sunounding Hollywood if the capacity of the streets is to keep pace with the future travel demand.

1.6 PLAN PERFORMANCE

Chapters 3 through 8 in this document detail the various program components and phasing that m-ke UP the rota! H r ? ! ! y d Tmsp=irtki?ion Plan fF?&,d). These c~mp~nents w3rk In cmcer? ts add system capacity, reduce peak-hour travel demand, and protect Hollywood neighborhoods. The Hdlywood Transportation Plan (Re- is designed to add capacity to the transportation system in four phases over a 20 year time horizon, in order to match and balance improvements to the system's capacity with the projected travel demand by the Year 2010.

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GROWTH IN PM PEAK-HOUR TRIPS IN HOLLYWOOD REGION '

Additional Tdps

Year 201 0

2,050

10,868

' 12.910

10,868

24,669

projected our Trlps 7izmmr

8,580

75,167

03,747

75,167

167,984

Percent Change 31 %

17%

, i0%

17%

1 7%

'N 2

',; 174

10%

Category d P.M. Peak-Hour Trips Trips made entlrely within the Hollywood

Trips t o m dhw parts of the r e g h beginnins/ ending h the Hollywood Rsdevdopment Area (crossing over the HdlywOOdl screenllne)

Totrl: Hollyuvood-Oenerated Trlpa

H o l w Orlgln Trips

Hollywvud Thmugh Trips

Trlps tofirom other parts d the region beglnnlngl ending In the Hollywood Redevdopmmt Area (crossing over the Hdlywood screenline)

Trips passlng through the Hollywood Redevebpment h a (w cnrer the Hollywood screenline without stopplng In HoRpmod)

Totrl: Volume Acroru Hollywood Screenllne*

Additl om/ 8~bntgiOnal Trips ** Other trips made In the Subregion that do not cross wer the Hollywood scrmllne (la., do not enter or leave the Redevelopment Area)

I . I

js4,638 thin the Ht

Tom Subregilond Trips* * lotes: *Va4tnne across the Hc

Area. **Subregional trips Include all trips made In the general area bounded by SR 134 to the north, 1-405 to the west, 1-1 0 to the south, and 1-5 to the east, which Includes the Hd)ywood R e d w ~ m e n t Area

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Exhibit 1-8

PM Peak Hour Growth in Traffic Across ollywood Redevelo merit Area Screenline

From 1984 to 201 0

Total Trips Across Screenline (rounded)

243,100 in Yr. 2010

207.600 In Yr. 1984

35.500 Growth

I @ HRA Destined Trips I

Hollywood Redevelopment Area Generated Trips Holywood hlemal

w i n w Total

Year 201 0: 75,200 + 8,600 = 83,800 Year 1984: 64,300 + 6.500 = 70,800

Growth = 13,000 Trips (rounded)

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Revised Hollywood Transportation Plan-Chapter 1 Paae 14

Exhibit 1-9 illustrates the resulting traffic impact of the Hollywood Transportation Plan {Revised) in the Year 2010 under the growth assumptions discussed previously. Exhibit 1-9 uses the same color legend as Exhibit 1-4. The results shown in Exhibit 1-9 indicate that, with the exception of short pieces of Franklin Avenue near Highland Avenue, a section of Gower Street and Vine Street near Sunset Boulevard, and Highland Avenue north of Sunset Boulevard, all of the arterial, collector, and local streets within the Hollywood Redevelopment Area will operate within their capacity under the growth assumptions for the Year 2010. Thus, even with the traffic generated by anticipated development activity within the Hollywood Redevelopment Area, the improvements recommended in the Hollywood Transportation Plan ( R e v i w d ) represent an improvement over the taffic conditions projected to occur in Year 2010 if 'no growth' occurs within the Hollywood Redevelopment Area. (See Exhibit 1-4 for the "No Growth' scenario).

As an additional measure of plan performance, vehicle hours and vehicle miles of travel on Hollywood streets were compared between the Year 2010 Background Conditions ("no growth" scenario) (Exhibit 14) and the Hollywood Transportation Plan (Revised) (Exhibit 1-9). As summarized in Exhibit 1-10, even though afternoon peak-hour vehiclemiles of travel within the HRA increases by 9.4%, vehicle-hours of travel lncrease by only 6.8% and a greater proportion of travel occurs on streets operating at Level of Service A-D. This means that the improvements included In the plan are effective at balancing capacity and demand. The proportions of travel on streets operating at Levels of Service A-D, as opposed to Level of Service E or F, actually increases as a result of Plan implementation.

EXHIBIT 1 - 10 PLAN PERFORMANCE - VEHICLE HOURS & MILES OF TRAVEL

HOLLYWOOD TRANSPORTATION PLAN

P.M. Peak-Hour of Travel on Hollywood Streets

Vehicle Hours of Travel

- % of Streets with Level of Service: A through D E

- % of Streets with Level of Service: A through D E F

2010 Hollywood

lncrease

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Level of Service Key

Color LOS

G r e e n A - D

Yel low E

R e d F

See Exhibrt 1-5 lor LOS D e s c r ~ p t ~ o n

------- H o l l y w o o d

R e d e v e l o p m e n t Area Boundary

Based on

A Recommended Transpor (Ion Plan

B 2010 SCAG Reg~onal Land Use Growth Projecl~ons

C. 2010 Market Based HRA Land Use Prolecl~ons

D PM Peak Hour Condilions

2010 Projecteld Roadway Levels of Service RECOMME I3ED PLAN

J I v

BARTON-ASCHMAN ASSOCIATES NC EXHIBIT

Hollywood Transportation plan 1-9

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Revised Hollvwood Transportation Plan-Chapter 1 Paae 1-9

While tt Is important to answer the question of whether the Plan provides adequate capacity given the travel demand projections, Exhibit 1-1 1 also shows that the phasing program proposed in the Plan will add capacity in a manner that will keep pace with the demands placed upon the transportation system. The incremental increases in capacity provided by the four phases of improvements will, in fact, actually exceed the projected travel demand after the year 1995.

An interpretation of data presented in Exhibit 1-1 1 indicates that given projected growth patterns within the Hollywood Redevelopment Area after 1995, potential additional capacity would be ayailable on the street system at various points in the future. In addition, since some major development projects proposed within the Hollywood Redevelopment Area are unlikely to be built

- and fully occupied and generating traffic before 1995, the phasing program presented in the roadway improvement component of the Hollywood Transportatlon Plan therefore becomes more flexible and, yet, provides the necessary capacity to keep up with the increased traffic demand on the Hollywood street system.

1.7 RELATIONSHIP TO OTHER PLANS

The Hollywood Transportation Plan will, upon adoption, set forth a variety of transportation requirements, plans, and programs to guide transportation policy in Hollywood over the next twenty years.

Other related plans guiding public policy in Hollywood include:

o Hollywood Community Plan:

The Hollywood Community Plan is one of 35 such plans which make up the land use element to the Los Angeles City General Plan. This key planning document for Hollywood was adopted in 1973, and was revised in 1988 to establish consistency with zoning designations. The 23-square mile Hollywood Community Plan, which incorporates the Hollywood Redevelopment Project Area, regulates the type of land use and development density (residential, commercial, and Industrial) permitted In a particular area.

The Hollywood Community Plan identifies a long term program of general transportation improvements and traffic reduction measures to accommodate development levels permitted under the Plan, but does not establish a funding mechanism to implement such Improvements or measures. The Hollywood Transportation Plan, intended mainly for the Redevelopment Project Area, establishes a dedicated funding source to implement transportation improvements that will benefit the greater Hollywood community. The Hdlywood Transportatlon Plan incorporates or refines most of the Community Plan's recommended transportation lmprovements/measures, but differs from the Community Plan by recornmending modification of the street standard designation for several arterial and collector streets (downgrading their original intended traffic carrying role in Hollywood's street system). See Chapter 3 for further discussion on recommendations for modifying the Hollywood Community Plan transportation program.

o Hollywood Redevelopment Plan:

The HoiiyNo- R&.rie"elopmeni pian i s the principai &cumeni "secj to ,.&ide Wure

development and revitalization efforts within the 1100 acres of the Hdlywood Redevelopment Area. The Redevelopment Plan, adopted by the City Council in May, 1986, specifies the powers, duties and obligations for the Redevelopment Agencys implementation of redevelopment, rehabiiitation, and housing programs. A key element in the Redevelopment Plan is the definition of the land uses permitted in the Redevelopment

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Exhibit 1-1 1

PM Peak Hour Screenline Capacity Added by Phase of the

Hollywood Transportation Plan Improvement Program -.

1 995 2000

Year

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Project Area. In addition, the preparation of a Transportation Plan is mandated by the Redevelopment Plan.

o Hollywood Boulevard District Urban Design Plan:

The Hollywood Boulevard District Urban Design Plan Is the primary policy framework to guide future development in the 230 acre area known as the Hollywood Boulevard District. This policy document focuses on measures to conserve the cultural landmarks, history and geographic setting of Hollywood Boulevard, and establishes the priorities for the economic revitalization of Hollywood's commercial core. The Urban Design Plan recommends policies and standards for land use, densities, historically significant buildings, and open space, in order to guide the long term development of Hollywood Boulevard.

The Hollywood Transportation Plan is complementary to the Urban Design Plan, but is distinctive in that it establishes specific policies and programmatic and funding approaches to improve the transportation Infrastructure for the entire 1100 acre Redevelopment Project Area. The Transportation Plan also differs from the Urban Design Plan because its time horizon is restricted to twenty years (1990-2010), whereas the Urban Design Plan is an expression of a long range vision of how the Hollywood Boulevard District should develop, regardless of the time frame in which changes occur.

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CHAPTER 2

HOLLYWOOD TRANSPORTATION PLAN SUMMARY

The Hdlywood Transportation Plan recommends a comprehensive series of transportation programs, pdicies, and projects, divided into six Plan Components:

o Roadway Improvements o Neighborhood Protection o Transportation Demand Management o Transit o Parking o Pedestrian Environment

In addition, the proposed Plan indudes a Financing and Implementation Plan. This chapter provides an annotated outline of the recommended pdicies, programs, and elements of the Hdlywood Transportation Plan.

C q L 9 9 0 Revised Plan and the Final Draft. This serves as a f i t chanaes or additions in this dan document.

3. ROADWAY IMPROVEMENT COMPONENT

3.4 PLAN PROGRAM: CORRIDOR IMPROVEMENT

A. Hiahland Avenug 0

Extend the reversible lane operations southerly to Santa Monica Boulevard.

S t u d y e v e r s a b l e lane o-peration.

Implement a 'gateway program within the existing street configuration.

Widen Highland Avenue to provide an additional travel lane in each direction and additional turn capacity at the intersection with Franklin South.

6. Santa Monica Boulevard

Create a high-capacity east-west corridor improvement Monica Boulevard W#wpeFfit& and sdected roadwav wideninag

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Revised Hdlvwood Transwrtation Plan-Chapter 2 Pam 2-2

C. Fountain Avenue

Increase the capacity of this conidor to serve local east-west traffic circulation; provide a smoother transition around Le Conte Junior High School.

,

D. Franklin Avenue West (Hiahland to Outwst)

Widen Franklin to allow a center two-way left-turn lane in order to improve accessibUity in and out of the resMential neighborhoods north and south of Franklin. Studv the effectiveness of modifled intersection sianalization a: Franklin/La Brea: and, if found necessq7 F--..Mw&reet we&&b-Brs lrndement a series of trip dhrerters to decrease throuqh traffic on Franklin west of La Brea,

Install double left-lanes at La Brea, Highland and Vine.

F. La Brea Avenue (between Franklin Avenue and Sunset Boulevard)

If a cul-de-sac is formed at Franklin west of La Brea, w i d e n & B r e ~ to allow for an additional southbound travel lane.

G. Hdlvwood Boulevard horn Gower to Western)

WMen to allow for an additional travel lane In each direction. Reauire additional ~idewalk width adlacent to Metro Rail mrtals.

. Franklin Avenue (between Hiahland and Wilcox)

Widen Frankiin Avenue between Highland and the WUcox/Cahuenga one-way pair in order to provide two travel lanes in each direction.

&.L Cahuenoa Boulevard Frontage Roads

Widen the Cahuenga Boulevard frontage roads both east and west of the Hdlywood Freeway In order to provide additlonal capacity to the Barharn Boulevard corridor.

3.5 PLAN PROGRAM: CORRIDOR OPERATIONS

A. Wilcox Avenue and Cahuenaa Boulevaqj

,Study the omm?ionaI and cnrnmerck! !mnnc!s nf 9 n w a ~ o~eration of Wilcos and, if found to be beneficial and with CRA Board aoaroval, Bgperate Wilcox and Cahuenga as a one-way pair with WUcox operating one-way southbound and Cahuenga operating one-way northbound.

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PLAN PROGRAM: FREEWAY ACCESS IMPROVEMENTS

A. Southbound Hollvwood Freewav On-Ram at Santa Monica Boulevard

EHetd-the lmnrovq access to the southbound Hdlywood Freeway southbound on-ramp to Western Avenue: bv sianina and sianal modification.

6. Northbound Hollvwood Freewav On-Ram at Cahuenag

Add a new northbound on-ramp to the Hdlywood Freeway.

PLAN PROGRAM: SITE-SPECIFIC IMPROVEMENTS

A Com~uterized Traffic Sianal Svstem

Install ATSAC computerized signal contrd throughout the Hdlywood Redevelopment Area.

6. Directional Sianinq

Install directional signing dong the Hdlywood Freeway to better organize and manage trafflc-especially event traffic.

C. intersection l m~rovementg

Institute spot-widening or peak-hour parking prohibitions to increase the peak- hour capacity through key intersections within the study area.

D. Corridor Parkina Restrictiong

Implement corridor parking restrictions during the peak hours in order to increase the capacity d the arterial street system.

E. Local Street Chanaeg

Implement local street changes on a case-by-case basis to implement the provisions of the Hdlywood Boulevard District Urban Design Plan and the Ndghbomood Protection Component of the Hdlywood Transportation Plan.

RIGHT-OF-WAY IMPACTS

A. Vduntarv Earlv Purchase Proararn

6. Housina Redacement Reauirement

IMPROVEMENT COSTS fr)

LONG-RANGE THOROUGHFARE PLAN

A Standard Desianation~

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4. NEIGHBORHOOD PROTECTION COMPONENT

4.2 PLAN PROGRAM: NEIGHBORHOOD TRAFFIC PROTECTION

Establish a systematic neighborhood traffic protection program, including provision of professional traffic engineering staff to work with individual neighborhoods in evaluating probiems and identifying possible sdutions; provide funding for implementation.

4.3 PLAN PROGRAM: RESIDENTIAL PERMIT PARKING

EstaMish blanket legislation to allow expedited residential permit parking, at the choice of individual residential neighborhoods, within the smaller definition of Hdlywood Redevelopment Area neighbomoods.

Implement individual neighborhood permit systems on a case-by-case basis as residents request.

5. TRANSPORTATION DEMAND MANAGEMENT COMPONENT

5.2 PLAN PROGRAM: HOLLYWOOD TRANSPORTATION MANAGEMENT ORGANIZATION

Establish a dues-paying public-private Hollywood Transportation Management Organization for the Hollywood Redevelopment Area with membership of Transportation Coordinators of aH new buildings.

A. Formation of Hdlvwoad TMO Oraanlzatbn

B. Transmrtation Coordinator

C. TMO Funding

D. Exwinded TMO Partici~ation

5.3 PLAN P R O G W : TDM/RIDESHARING PLANS FOR NEW DEVELOPMENT

Require the preparation and implementation of a TDM/Ridesharing Plan for every new office and.industrial development in the Hdlywood Redevelopment Area that exceeds 50,000 square feet of new or additional development.

A TDM/RMesharina Plan Annual Review

B. TDM Plan Performance and Fee Scheduig 0

6. TRANSIT COMPONENT

6.2 PLAN PROGRAM: REGIONAL BUS SERVlCE SUPPORT

A. Transit Promotion and Ma rketin g

Adopt a transit promotion and marketing program funded and managed by the Hollywood Transportation Management Organization.

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Revised Hollvwood Tranwrtation Plan-Chwtw 2 Paae 2-9

B. Parkina Rairements/TransR Unkaae Establish parking requirements for new offlce buildings within one-quarter mile of Metro Raii station portals to a maximum of 2.0 spaces per thousand square feet, effectbe once Metro Raii construction begins in Hdlywood. Implement parking intercept program linked to completion of Metro Rail service to the San Fernando Valley.

C. Transit Owrational lm~rovement~

PLAN PROGRAM: LOCAL TRANSIT SERVICE

Support implementation of a Hdlywood Local Area Transit System, local shuttles, to connect transitdependent residents to shopping, medical, recreation, and social services.

PLAN PROGRAM: METRO RAIL STATION ACCESS PLANNING

Prepare station area access plans for all three Hdlywood Metro Rail Stations, including detailed planning for bus/rail interface, park and ride facilities, kiss-n-ride facilltles, and station entrances.

PLAN PROGRAM: METRO RAlL STATlON PORTAL IMPROVEMENTS (3

Provide funding or in-kind contributions for additional entrances to Hdlywood Metro Rail Stations, and require new, adjacent development to provide easements for additional entrances.

PLAN PROGRAM: METRO RAlL CONSTRUCTION MITIGATION

Require RCC to prepare detailed construction mitigation plans for Metro Rail, in cooperation with the CRA and W O T , which reflect the unique commercial activities and traffic patterns along Hollywood Boulevard.

FUTURE ALTERNATIVES

A. Local Transit Service Ex~ansions

B. M I Bus Termid

PARKING COMPONENT

7.4 PLAN PROGRAM: SHORT-RANGE PARKING MANAGEMENT PROGRAM

A OnStreet Curb Manaaement

Implement an On-Street Curb Management program to provide additional curb spaces for local merchants, visitors, and residents, and to ensure more efficient 3~ &d exi-&ing cu* vL%.

6. Shared Parking

Implement a Shared Parking program in the commercial core to make avaiiabie additional evening and weekend spaces in existing buiMing parking garages and lots.

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Revised Hollvwood Trans~ortation PlanChaoter 2 Paae 2 4

C. ResMential Permit Parking implement a Residential Permit Parking program to provide expedited procedures to protect residential areas from spiiiover commercial/institutional parking by establishing zones eligible for preferential parking measures.

7.5 PLAN PROGRAM: LONG-RANGE PARKING PROGRAM

A Develo~ Off-Strwt Public Parkina Facilities

Begin immediate acquisition and development of sites identified for use as off- street public parking facilities. initial &-street parking program development should focus on sites located in the Hollywood commercial core.

B. Establish New Develo~ment Reauirementq

C. Waive Historic Buikfina Parkina Reauirementa

Grant complete or partial waiver from on-site code parking requirements for buiidings contributing to the Hollywood Boulevard Historic District and other buiidings listed on, or eligible for, the National Register or listed as a Cultural Heritage Monument by the City of Los Angeles as an incentive for rehabilitation and reuse of designated buiidings.

7.6 FUTURE ACTIONS

8. ACTlONS TO lMPROVE THE BEDESTflalLaW ENVIRONMENT

8.2 HOUYWOD TRANSPORTATION PLAN

A. Revisions to Cttv Thwouahfare Plan

Recommend modified street dassification system for pedestrian oriented streets in Hollywood.

6&. Neiahbomood Traffic Protection

Designates local residential streets which are eligibie for special treatment.

€2 s. Metro Rail Station Access Planning

Coordination of station design with above-grade pedestrian activities.

&k. Construction Mitioath Manaaement

Mitigation program to maintain functional and attractive pedestrian space near major construction sites.

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Revised Hollywood Transportation Plan-Chanter 2 P a s 2-7

8.3 HOLLYWOOD BOULEVARD URBAN DESIGN PLAN

A. Land Use and Density Encourages uses which are compatible with the Boulevard's pedestrian orientation.

B. Own Smce Desian GuMdines

Framework to retain sidewalks and streets as primary open space network.

C. Hdlvwood Boulevard lm~rovementg

9. FINANCING AND IMPLEMENTATION PLAN

9.2 P U N PROGRAM: FINANCING PLAN

A. Hdlvwood Transwrtation Plan Costs @

B. Potential Fundina Sourceq

C. Local vs. R e a i d Cost Allocations

Adopt the Hdlywood Transportation Plan as the funding priority plan for transportation improvements within Hdlywod and transmit to all local, state, and federal agencies for use in determining annual transportation budget authorizations and long-term financial plans.

D. Devdo~rnent lm~act F ~ Q

A direct development impact fee shall be established to assess new developments in Hdlywood a portkm of the cost of implementing the provisions of the Hdlywood Transportation Plan.

E. East-West Allocation Strateay

F. East/West D e v e l m n t Immct Feg

Adopt a differential development impact fee with a higher fee appiying to new development in the western zone-recognizing the higher congestion levels now existing in the western zone.

G. Parkina Financing

H. Irndementation Schedule

9.3 PLAN PROGRAM: PLAN IMPLEMENTAnQN

A. East-West T r i ~ Allocation Reserves 0

B. Proiect Amrwd

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Transmrtation Plan-Chaoter 2 Paae 2 4 Revised Hollywood

1. Trip Generation

2. Employee Density

3. Traffic Impact Report

C. Imwovement Phasing

D. Plan Evaluation and Monitoring

E. Plan Revisions

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Revised Holhmood Transwrtation Plan-Chapter 3 Paae 3-1

CHAPTER 3

ROADWAY IMPROVEMENT COMPONENT

CHAPER OVERVIEW

In order to provide mobility in the year 2010, the Hdlywood Transportation Plan must provide a combination of increased capacity within the transportation system and incentives to decrease the overall travel demand-especiaily within the aftemoon peak commute hours. The Roadway improvement Component of the Hdlywood Transportation Plan (Revieed) adds capacity to the existing transportation system and emphasizes a functional hierarchy of streets to better accommodate increased automobile, pedestrian, and bus traffic within Hdlywood.

3.1 INTRODUCTION

The Roadway lmprwements Component of the Hdlywood Transportation Plan is made up of four specific programs:

o Corridor improvements. o Corridor Operations. o Freeway Access Improvements. o Site-Speck improvements.

Corridor lmprovements tie together a series of intersection improvements and/or roadway widenings in order to increase the roadway capacity and improve the traffic flow along key corridors within and through the Hdlywood Redevelopment Area.

Corridor Operations focus more on the organization and management of traffic within specific corridors to increase capacity than they do on physical changes or widenings. The corridor operations elements of the Hollywood Transportation Plan (Revised) include reversible peak-hour lanes and one-way street operations.

Freeway Access Improvements add a freeway ramp to the existing street system in one case and improve the accessibility to an existing ramp in another case.

Site4pecific Improvements concentrate on individual intersection improvements, traffic signal system improvements, or peak-hour parking restrictions along specific street sections in order to increase morning and aftemoon peak-hour system capacity.

O V E W HOLLYWOOD TRANSPORTATION PLAN STRATEGY

The intent of the Hdlywood Transportation Plan is to develop a transportation system that matches the overrill sapcity of the Hdiyood transpwhtion system to the expected increases in transportation demand so that, to the maximum extent possible, the roadways within Hollywood operate wlhin capacity even under the year 2010 projected conditions. The overall goal of the Hdlywood Transportation Plan is to support the revitalization goals of the Hdiywood Redevelopment Plan to permit commercial and industriai revttalization and improve the quality of residential neighborhoods.

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In order to accomplish this goal, one must recognize the impact that through traffic (i.e., non- Hollywood traffic) has on the Hollywood street system. As described in earlier phases of the Hollywood Transportation Plan study, through traffic ranges between 30 and 70 percent of the total amount of traffic on the key arterial streets within Hollywood. This has a tremendous impact on the existing and projected performance of the Hollywood street system.

In preparing the Hollywood Transportation Plan it was felt that it was not possible or desirable to simply expand the capacity of all the streets to accommodate all of the through traffic that simply wanted to pass through Hollywood. One of the strategies of the Plan is to identify certain corridors where the Hollywood community (rather than the through traffic driver) decides through traffic should be accommodated to the maximum extent possible. This strategy led to the identification of Highland Avenue and Santa Monica Boulevard as streets in the future that ought to carry the bulk of the through traffic.

By increasing capacity along the Santa Monica Boulevard and Highland Avenue corridors, through traffic will be encouraged to travel in these two routes. In addition, it Is important to provide enough capacity on the remaining arterial streets within the Hollywood Redevelopment Area so that traffic will not be tempted to "shortcut" through the local neighborhood streets. Chapter 4 of this report describes a Neighborhood Traffic Protection program that is intended to work in concert with the Roadway Improvement component of the plan. However, to the extent that this Plan is successful in its strategy to provide enough capacity to accommodate future travel demands on the arterial street system, the desire of through drivers to divert from that system is dramatically reduced, lessening the pressure on local streets.

The Hollywood Transportatlon Plan was developed through extensive testing aimed ar :lancing future travel demand with transportation system capacity. The recommended Plan, described in this report, accomplishes the goal of balanced capacity and demand. With the exception of two short pieces of Franklin Avenue near Highland Avenue, a section of Gower Street and Vine Street near Sunset Boulevard, and Highland Avenue north of Sunset Boulevard, all the arterial, collector, and local streets within the Hollywood Redevelopment Area will operate within their capacity under Year 2010 projected conditions. in addition, an improvement phasing plan is included in the recommended Plan in order to balance capacity and demand as the lmplementatlon process progresses over time.

ROADWAY IMPROVEMENT RECOMMENDATIONS

Exhibit 3-1, Recommended Roadway Improvements, summarizes the locations of the various elements of the Roadway Improvement Component of the Hollywood Transportation Plan. As stated above, ~ighland Avenue and Santa Monica Boulevard will be enhanced to encourage travd by through traffic on these streets.

Improvements to Franklin Avenue, La Brea Avenue, the eastern portions of Hollywood Boulevard, Fountain Avenue, Wilcox Avenue, and Cahuenga Boulevard will all tie together to form an improved system of arterial streets serving future Hollywood travel demands. Exhibit 3-1 also shows the location of the two freeway access improvements and the location of a series of site- specific improvements aimed primarily at improved intersection operations during the peak travd hours of the day.

-. I ne remainder oi this chapter briefiy describes the rationale for each of the improvements shown on Exhibit 3-1 and it describes the proposed improvement itself.

The following discussion also includes a description of the proposed staging of improvements over the 20-year time period. Each improvement is identified as to whether it should be implemented in Phases 1, 2, 3, or 4 of the Hollywood Transportation Plan implementation schedule. Each of these

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Revised Hollywood Transportation Plan-Cha~ter 3 Paae 3-3

phases has been defined as a five-year increment (0-5 years, 5-10 years, etc.), although it should be remembered that the stated five-year increments are a current projection. The actual implementation requirements for the roadway elements will not be a function of calendar time, but instead will be a function of the actual progress of the market-base land-use projection over the 20- year time period. In other words, if the pace of land use changes occurs faster than projected, components of the Hollywood Transportation Plan will likewise have to be implemented sooner.

3.4 PLAN PROGRAM: CORRIDOR IMPROVEMENTS

the improvements recommended in the Corridor Improvements Program concentrate on - Increasing the capacity of the Hollywood street system along selected arterial streets.

A. Hiahland Avenue: Corridor lm~rovements and Gatewav Proaram

Extend the reversible lane operations southerly to Santa Monica Boulevard. Redevelop the parkway and pedestrian areas along Highland Avenue with high quality design standards and tree plantings so that the Highland Corridor serves as a major visual gateway to Hollywood.

. Discussion: One of the goals of the Hollywood Transportation Plan is to encourage north- south through traffic to utilize selected arterials to reduce intrusion into the Hollywood residential neighborhoods. After an extensive set of testing of north-south alternatives, Highland Avenue was selected as the corridor that 1) best accommodated north-south through traffic and traffic destined for Hollywood and 2) best protected the residential neighborhoods and other critical streets in Hollywood.

Caltrans is currentlv undertakina a studv investiaatina o~erational alternattves for the _Hiahland Avenue reversible lane includina various technoloav i.e., ROW-UR cones, perhead sians, overhead lane usage sianals, etc.

The Draft Hollywood Boulevard District Urban Design Plan calls for the treatment of the Highland corridor as a major gateway to Hollywood. Extending the reversible lanes, thereby retaining the width of the existing parkways and sidewalks, will retain and enhance the current street capacity as well as provide flexibility in designing and implementing a gateway program for Highland Avenue.

0 _Phase 1 (0-5 vears): Evaluate the advantaqes and disadvantaaes of add iy gverhead reversible lane control sianals alona Hiahland.

o Phase 4 2 (0-4 5-10 years): E m d lm~lement reversible lane extensions. H _recommended bv Phase 1 evaluation studv.

o Extend the existing reversible lane operations southerly to Santa Monica Boulevard. This will require peak-hour parking prohibitions.

o Phases 2 1-4 (5-20 years): Continue to implement the Highland Corridor Gateway elements as called for in the Urban Design Plan.

Note: See the Draft Hollywood Boulevard District Urban Design Plan (Sept., 1990) for discussion of alternatives that reduce the street width to accommodate either a landscaped median or widened sidewalks in order to create Highland Avenue as a gateway into Hollywood.

B. Hiahland Avenue: Franklin North to Franklin South

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Revised Hollvwood Transportation Plan-Chapter 3 Paae 34

Widen Highland Avenue at the intersection with Franklin South to provide an additional travd lane in each direction and additional turn capacity.

Discussion: The intersection of Hlahland Avenue with F-t conqestedintersections in the Citv of Los Anaeles. Widenina Hiahland Avenue-rovide additional lane in each direction from Franklin North southerlv almost to HollvwoocJ Boulevard has been on the Caoital lmorovement Proaram list as a hiah D ) for a n u m b e r o f h i s increased caaacitv, c o u ~ l e d ~ d d i t i o n a l turn lane from eachbound Franklin Avenue, will helo alleviate existina conaestion throuah the critic@

Lhis remesents a recommended chanae in the Hollvwood Communitv Plan (adooted by the C h Plannina Commission on Auaust 11, 1988, and bv the Citv Council o m 1990). U m a e -unitv Plan calls for: "Improvements of the Highland/Frankl& intersections_which includes joa elimination either throuah realian-e

A & ? u l d have an u m e m s area of Hollvwood. It would create additional travel demands in the Frank& _Avenue corridor to the detriment of adiacent neiahborhoods. It would have neaative visual

iahland corridor, esoeciallv on historic buildinas. It would res-s tocommercial and residential land uses in the area.

The action stem for im~rovements for the intersection of Hiahland Avenue and Franklb -are described below;

o Phase 1 (0-5 years): Widen Highland Avenue between Franklin North and Franklin South.

o Widen Highland Avenue between the two sections of Franklin Avenue to provide nine travel lanes.

o Widen eastbound Franklin along the south side of the street in order to provide a right-turn lane for the eastbound to southbound right turn.

o Phases 2-4 (5-20 vears): No improvements necessary.

C. Santa Monica Boulevard

G i ~ a ~ ~ - e a d - w e s t - ~ - f i d o ~ - - ~ ~ v e m ~ ~ ~ ~ i n g - ~ ~ o ~ Bo~d-to-"r;upeFstr~-opeFatio~

Disouss~-4mp~fweme~t~-~i lC.~e&~-be~de-~-swrta-Monioa-B~wdin-0fdec-)8 i R o f e ~ ~ - - ~ - - k , - ~ 0 ~ ~ ~ m o d a t e - - ~ t - ~ e s t - - ? h i o u g k - k a f f ' e - ~ - S a ~ o ~ ~ ( 3 a

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&crease the capacitv of this corridor to accommodate east-west throuah traffic.

Discussion: Im~rovements will need t o bemade to Santa Monica Boulevard in order tp increase its camcity to accommodate east-west throuah traffic. Santa Monica Boulevard jsrrent lvdesianated as a Maior Hiahwav, with an ultimate roadwqv width of 80 feet U m w gdditional dedications throuah new development and phasina of interim improvements tq &de additional travel capacity throuah the Citv of Los Anaeles ~ort ions of the corr ido~ ,These interim improvements include:

The two-block section from Vine Street to Gower Street would be widened from 55 a) Lo 60 feet: and

b) Double left turn lanes would be provided at five kev intersections bv wideninqfrom 60 to 84 feet at the intersections Cahuenaa Boulevard, Vine Street. La Brea *

&e addition of the double left turn lanes to the existina 60-feet wide corrido-w a ree travel lanes in each direction durina the mornina and afternoon peak periods by ~estrictina peak period parkina and limitina left turns to the five widened in-

Jt should also be noted that Santa Monica Boulevard is a heavilv used transit-. ,&umerous studies have been conducted in the last two decades reaardina possibl-iJ and roadway im~rovements on Santa Monica Boulevard. SCRTD's Route 4/304 along Santa Monica Boulevard is one of the fifteen bus routes beina considered for electrification m a _corridor-wide studv: "The Santa Monica Boulevard Transit ParkwaV" a t tem~t inq to intearatetherevious studies in order to preoare a-conce~tua- bounded bv the San Dieao Freewav (4051, the Hollywood Red Line Met roa i l Stations, pand the Hollywood Freewav (101). It is crucial to continue lookina at Santa Monica _Boulevard as an important future transit corridor.

The a c t i o n s for the proposed interim imorovement recommended earlier are m. o Phase 1 10-5 vears): Install double left-turn lanes at key intersections to better

accommodate peak-hour turning demands.

o Widen Santa Monica Boulevard from its existing 60-foot wide cross section to 84 feet wide in the vicinity of Cahuenga, Vlne, and Highland in order Its provide double ieh-turn lanes at each of these ihree inierseai~ns.

o Widen Highland Avenue in the vicinity of Santa Monica Boulevard to provide double left-turn lanes from Highland onto Santa Monica Boulevard in both the north and the south directions.

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o Phase 2 6-10 vears): Widen in some sections to allow three continuous travel lanes in each direction; continue peak-period left-turn restrictions and parking restrictions.

o Widen Santa Monica Boulevard at La Brea and Western In order to implement double left-turn lanes from Santa Monica Boulevard in both directions at each intersection. (Note: The intersection of La Brea Avenue and Santa Monica Boulevard is fully within the City of West Hollywood. Therefore, the Hollywood Transportation Plan has no authority to implement this improvement. Future travel projections, however, indicate that double left turns would be needed at this intersection regardless of whether or not the superstreet concept was implemented. Therefore, the intersection has been included within the Hollywood Transportation Plan so funding from the Plan could be made available to the Clty of West Hollywood to implement this improvement.)

o Prohibit left turns at any street or driveway along the corridor except La Brea, Highland, Cahuenga, Vine, Western, and the Hollywood Freeway, from 7:00 to 930 AM and from 3:00 to 7:00 PM.

o Prohibit left turns at all other traffic signals from 7:00 AM to 7:00 PM (except those locations listed above) such that left turns are permitted at non-signalized intersections and driveways only from 9:30 AM to 3:00 PM and again from 7:00 PM to 7:00 AM.

o Continue existing curb parking prohibitions, extending the hours from 7:00 to 930 AM and from 3:00 to 7:00 PM.

o Widen the existing two-block long, 55-foot wide section from Vlne to Gower to 60 feet in order to allow three lanes of travel in each directlon.

o Stripe the resulting 60-foot wide cross sections to allow for three lanes of travel in each direction during both the morning and afternoon peak periods.

o Phases 3 and 4 (1 0-20 vears): No improvements necessary.

D. Fountain Avenue

Increase the capacity of this corridor to serve local east-west traffic circulation; provide a smoother transition around Le Conte Junior High School.

Discussion: With Santa Monica Boulevard designed to accommodate additional through trips, Fountain Avenue will play a key role in the arterial street system serving local east- west circulation. Because of the potential residential impacts of widening Fountain Avenue, a three-phase improvement program has been designed. The first phase of the program would widen Fountain Avenue to 58 56 - feet only in those sections where it can be accom@ish& withob? s~bstantizi impact c~ existing residentk! bciidinn.- a-* Tha . --- next ntlace r. .--L

of the improvement, to be accomplished in the 10- to 15-year time period, would involve smoothing the transition around Le Conte Junior High School to allow for continuous flow of east-west traffic along the entire length of Fountain within the study area. The final phase of the improvement program for Fountain Avenue involves the additional widenings of the central section of the roadway in order to provide a 58L6-foot wide cross section. To the

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extent that the Phase 1 improvements are adequately accommodating traffic into the future, this final phase of the improvement program may never be needed.

o Phase 1 (0-5 years): Widen specific portions of the corridor where it can be implemented without substantial residential impact.

o Widen the existing 24-foot, 33-foot, and 43-foot wide sections of Fountain to 68 L6 feet to allow for two parking lanes, two through lanes, and a center two-way left-turn lane. This cross section would be implemented between La Brea and Bronson except for the four-block section from McCadden easterly to Seward Street. !n locations where t h a t standard roadwav would reauire excessive orooertv acquisition, w-o an interim imorovernent of 40 feet plus a minimum 5-foot sidewalk on _each side,

o Widen the section of Fountain between McCadden and Seward from its existing 33-foot width to 40 feet in order to provide two parking lanes and one travel lane in each direction.

o Widen the major intersections along the corridor to 54 feet in width in order to provide two travel lanes and a turn lane at each major intersection.

o Phase 2 (5-10 years): Operate Fountain as a four-lane street in the peak periods when traffic conditions warrant.

o Monitor peak-hour travel conditions and implement peak-period parking restrictions then travel demand creates the need for two lanes of travel in each direction during the peak periods.

o Phase 3 110-15 vears): Transition Fountain Avenue to La Mirada Avenue around Le Conte Junior High School and provide a center left-turn lane if traffic conditions warrant.

o Provide a smooth transition around the south side of Le Conte Junior High School according to the City's capital improvement program description. Provide a minimum of 50-foot roadway width along La Mirada

. and transition back to the Fountain Avenue bridge over the Hollywood Freeway.

o If traffic conditions warrant in the future, widen the 40-foot section of Fountain between McCadden and Seward to 56 feet in order to allow two lanes of travel and a center left-turn lane in each direction during the morning and afternoon peak periods. In locations where this 56-foot t r t v acauisition, widen t~ an interim im~rovement of 40 feet plus a minimum 5-foot sidewalk on ea_ch side.

o Phase 4 (1 5-20 vears): No improvements necessary,

E. Sunset Boulevard Channelization/lntersection lm~rovements

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At key Sunset Boulevard intersections with north-south arterials, improve the intersection operations by upgrading the capacity of these intersections with installation of double left-turn lanes.

Discussion: Deletion of a previously proposed grade separation for Santa Monica Boulevard at Highland Avenue (see Proposed Hollywood Transportation Plan, November, 1988) will diminish some of the traffic carrying capacity of Santa Monica Boulevard as a high-capacity arterial. As a consequence, tests indicate that, given future traffic movement and volumes, some of the traffic from the Santa Monica Boulevard corridor will seek other east-west arterial streets, particularly Sunset Bouievard. Therefore, new improvements to Sunset Boulevard are proposed that will increase the capacity of the turning movements to north-south arteriils from Sunset Boulevard, At the Sunset intersections of La Brea, Highland, and Vine, improvements in the form of double left-turn lanes are necessary to preserve the traffic carrying capacity of the Sunset Boulevard corridor.

0 - Phase 1 and 2 (0-10 vears!: Work with LADOT to finalize width requirements for the northbound lanes. lnvestiaate the desianof a double left turn lane at HiahlandL

Work with LADOT to finalize width reauirements for the northbound lanes. o Ifnecessarv, acauire additional riaht-of-wav on the northeast face of the intersection of Sunset Bouievard at La Brea Avenue to accommodate

~astbound to northbound left turns.

0 - Further investiaate the desian of the double left turn to SunsetJBouleva@ & H ~ o minimize im~acts to the ~ a l m trees adiacent to Hollvwood H-.

o Phase 3 (1 0-1 5 vears): Provide dual left-turn lanes along Sunset Boulevard.

o Widen Sunset Boulevard at its intersections with La Brea, Highland, and Vine in order to provide double left-turn lanes on both the eastbound and westbound approaches.

o Phase 4 (15-20 years): No improvements necessary.

F. Franklin Avenue West (Hiahland to Outpost)

Widen Franklin to allow a center two-way left-turn lane in order to improve accessibility in and out of the residential neighborhoods north and south of Franklin. F o r ; m - s - ~ - ~ f - F c a n k l i R ~ - ~ e s l ~ - L s t B F O ; Implement a series of traffic

Discussion: Improvements to Franklin Avenue west of Highland would help improve local circulation for the neighborhoods in this area. A center two-way left-turn lane would allow residents to enter end leave their neighborhoods more easily and provide better neighborhood access for emergency vehicles. A+?td&wwdLaf f ic diverters~n Franklin Avenue west of La Brea isare recommended in order to stop the substantial diversion of through traffic shortcutting through the neighborhood located west of La Brea and north of Hollywood Boulevard.

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0 -5 years): Modifv intersection sianalization of Franklin Avenue at La Brea. - o Modifv sianallzation of the intersection of Franklin Avenue and La Brea

Avenue in order to discouraae east-west throuah trios from usina Franklin - west of La Brea.

o Evaluate the effectiveness of the modified sianalization.

o 0 years): Widen Franklin in soecific locations a-is not effective as imolemented in Phase 1, implement traffic d-.

o Widen Franklin from its existina 45-foot wide cross section to 54 feel between Hiahland and Outpost in order to allow for the addition of a center two-wav left turn lane ~ l u s two travel lanes in each directio~.

o If the sianalization is deemed ineffective in Phase 1, form a cul-de-sac on Franklin west of La Brea allowina onlv riaht turns from eastbound Franklin ksouthbound La Brea. This culde-sac would ~rohibi t east-west t h rou~h traffic along Franklin at La.Brea.

odeinstate the southbound to eastbound left turn from La Brea to Franklin.

o Phase 3 and 4 (10-20 years): No improvement necessarv.

G. La Brea Avenue (between Franklin Avenue and Sunset Boulevard)

Widen to allow for an additional southbound travel lane.

Discussion: Improvements would be made to La Brea as part of the proposedperrnanenJ c&&sc cn crank!in mention& &me in Phase 2. These imp:oveme~& wog!rl, incrsafe capacity of La Brea in order to accommodate the traffic diverted from Franklin. 3 additional southbound throuah lane is imolemented onlv if-s made of Franklin west of La Brea,

o Phase 1 (0-5 vears): No improvements necessary.

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Revised Holhmood Transooitation Plan-Chapter 3 Pape 3-1Q

o Phase 2 (5-10 vears):

o Widen La Brea between Franklin Avenue and Sunset Boulevard from its existing 57-foot-wide cross section to 62 ,feet in order to allow an additional southbound lane.

o Widen Hollywood Boulevard west of La Brea in order to provide dual left- turn lanes for eastbound to northbound left turns.

o Phase 3 and 4 (1 0-20 vears): No improvements necessary.

- H. Hollvwood Boulevard (from Gower to Western)

Widen to allow for an additional travel lane in each direction.

Discussion: Improvements to Hollywood Boulevard between Gower and Western would be made to accommodate future traffic due to the growth expected to occur in the eastern portion of the study area over the next 20 years. Hollywood Boulevard would be widened by one lane in each direction in this section by narrowing the existing sidewalks and implementing peak-period parking restrictions.

-

o Phases 1-3 10-15 vears): No improvements necessary.

o Phase 4 (1 5-20 vears):

o Widen Hollvwood Boulevard between Gower and Western from ttg 3xistina 60-foot wide cross section to 80 feet of riaht-of-wav as-e %accommodate an additional lane in each direction. In those sections xhere the 100 feet of riaht-of-wav is not available, imolement an interim ~oadwav widenina imorovement orovidina a 74 to 80 foot wide roadwun order to maintain a minimum of 10 foot sidewalks. In locations near t@ u s t e r n Avenue Metro Rail Station oortals, orovide additional building =backs for new develo~ments to allow for additional sidewalk widths.

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1. Hol lvwo~Boulevard Improvement

Discussion: As Dart of the Hollvwood Boulevard District Urban Design-r the visual and functional enhancement of the Boulevard have been established to enrich theoedestrian exoerience and positivelv influence the historic and retail identh o- -makina toward the aoal of an enhanced pedestrian environment, the A a s currentlv directina the coordination and comoletion of t h m o o d i d Landsca~Demonstration Project. These irn~rovernent's include the following:

o Enhancement of the Walk of Fame.

o Palms interspersed with different shade and decorative tree tvpes m e lenath of the Boulevard and creatina a visuallv strikina and continuous oedestrian -protected from the sun and buffered from traffic,

e sidewalk wideninas where north-south streets terminate at&e

and Hudson Avenue have staaaered intersections with the Boulevard. Sidewalk widenina to increase the amenitv areas for landsca~ina, dinino, performance, sndina, observina parades, sittina, and/or relaxina are oro~osed. Selective -wideninas or "bumo-outs" shall not exceed 130 feet in lenc&.

0 Jhtlna, street furniture, cross walks and sianaoe.

J. Franklin Avenue East (between Hiahland and Wilcox)

Widen Franklin Avenue between Highland and the Wilcox/Cahuenga one-way pair in order to provide two travel lanes in each direction.

Discussion: The Hollywood Transportation Plan investigated alternative treatments of Franklin Avenue across the northern portion of the study area. Both a widening of Franklin and a Franklin/Yucca one-way pair were evaluated. Both alternatives were found to be

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feasibie in terms of future traffic-carrying ability, but the residents of the area preferred to retain the two-way traffic flow on both streets. Therefore, the final recommendation of the Hollywood Transportation Plan (Revised) recommends widening Franklin Avenue between Highland and Cahuenga and leaving Yucca Street in its present operation.

o Phases 1 and 2 (0-10 vears): No improvements necessary.

o Widen Franklin Avenue from Hiahland to Grace to 54 feet in order to allow two travel lanes in each direction plus a 12 foot center two-wav left-turn lane. In locat~ons where a 54-foot roadway would affect buildinas throuah a riaht-of-wav purchase, widen to 52 feet as an interim- irnoro~=ment~o provide two travel lanes in each direction-- left-turn lane. Prohibit oarkina from 7:00 a.m to 7:00 w.

o Operate Franklin Avenue between Grace and Wilcox as four lanes, providing two travel lanes in each direction. Prohibit parking from 7:00 AM to 7:00 PM.

o Phase 4 (1 5-20 vearsj: No improvements necessary.

K. Cahuenaa Boulevard Frontaae Roads

Widen the Cahuenga Boulevard frontage roads both east and west of the Hollywood Freeway in order to provide additional capacity to the Barham Boulevard corridor.

Discussion: The ourpose of widenina the Cahuenaa Boulevard frontaae-o provide additional caoacitv to the Barham Corridor outside the oroiect area. a s imorovement, in concert with a new northbound Hollwvood Freewav on-ramp at s i n t e n d e d to e n h a n c e ~ r o p o s e d Cahuenaa Bouievard/Wilcox Avenueone s recommendation and ~rovide additional access and connection-e northbound Hollvwood Freewx.

LADOT is currentlv studvina alternatives to imorove reaional traffic and conaestlon in the m a a Passsea immediatelv north of the studv area. These alternatives include a -ements to the Barham Bridae and adiacent HoIIwvood Freewav ramps, e o v e to be more effective to the trans~ortation needs in this area. If the C L s recommended imorovernents prove more effective than those outlined in thisplan for the h t Cahuenaa, then LADOTs oroiect could be implemented as a substitution ~roiect and funds set aside bv the HTP could be allocated to the imolementation of LADOLs recommend@ alternatives.

o Phases 1-3 (0-1 5 vears): No improvements necessary.

o Phase 4 (15-20 vears): Widen frontage road to increase capacity.

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Revised Hollvwood Transportation Plan-Cha~ter 3 Paae 3-13

o Widen the northwest-bound section of Cahuenga Boulevard in order to provide three travel lanes from the Highland interchange area northerly to Barham Boulevard.

o Operate the Cahuenga frontage roads as one-way frontage roads or as two-way roadways with offset center lines giving northbound priority on the east frontage road and southbound priority on the west frontage road.

3.5 PLAN PROGRAM: CORRIDOR OPERATIONS

- The improvements recommended in the Corridor Operations Program concentrate on improving the traffic operations on Cahuenga and Wilcox. In the Wilcox/Cahuenga corridor tt is recommended that these two streets be operated as a one-way pair.

A. Wilcox Avenue and Cahuenoa Boulevard

Operate Wilcox and Cahuenga as a one-way pair with Wilcox operating one-way southbound and Cahuenga operating one-way northbound.

Discussion: The purpose of the Wilcox/Cahuenga one-way pair would be to provide better north-south circulation in the centrai portion of the Hollywood Redevelopment Area. In addition, the one-way pair would relieve some of the congestion on Highland and provide better access to the Hollywood Freeway on the north by connecting to a new northbound freeway on-ramp at Cahuenga. Also, by concentrating traffic on Wilcox and Cahuenga, traffic would be diverted away from the local neighborhoods in the centrai portion of the study area.

There have been a number of concerns expressed reaardina the operational imoacts pJ ~ n t at the ~e able to travel in both directions on Wilcox Avenue, since thev currentlv have no d w p c e s s to Cahuenaa Boulevard. A review of the ~roposed police and fire station site ~ l a q LdicateQat there are omortunities to ~rovide a common drivewavthat would accas b c b c .

Sec~nd~residents of Wilcox Avenue between Franklin Avenue and Hollvwood Boulevag ,gpDose the recommendation because the two block street widenina on Wilcox Avenue - W f -eir streetAnurnber of business owners a l o n m u e n a a Boulevzd omose the recommendation because thev believe it will affect their visibil-d

Traffic studies indicate that if the one-wav pair is imdemented, total traffic levels on Wilcox Avenue and Cahuenaa Boulevard will increase over two-wav operation levels. Thus, there

a o u i d actuallv increase overall business visibiiitv in the Wilcox/Cahuenoa Corrido~

o Wilcox Avenue

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Revised Hollvwood Transportation Plan-Chapter 3 Paae 3 1 4

Convert to one-way southbound street with selected widenings to increase street capacity.

o Phase 1 (0-5 vears): Conduct a feasibilitv studv to address parkina anp =rational issues-.

o Conduct a feasibilitv study to address loss of neiahborhood parkina, exolore a possible residential parkina ~ e r m i t m n Wilcox Avenue between Franklin and Yucca Street and work with the Citv of Los Anaeles Police and Fire Departments on an internal site nlan.

o Present results of the feasibility studv to the Aaencv Board g obtain approval before im~lernentation,

o Phase 4 2 (05 a 0 years): If warranted bv P h a s z , Institute a one-way street and implement selecteTwidenings.

o Operate Wilcox as one-way southbound, from FranMin to Santa Monica Boulevard.

o Between Franklin Avenue and Hollywood Boulevard, widen the existing 35-foot wide section to 44 feet wide in those locations where it is possible to do so without purchasing buildings. This will provide three southbound lanes plus parking on one side at all times.

o Between Hollywood and Sunset, operate as three southbound lanes plus parking on both sides.

o Between Sunset and Fountain, operate as three lanes southbound with parking on one side from 7:00 to 9:30 AM, and operate as two lanes southbound plus two parking lanes at all other times.

o Between Fountain and Santa, Monica, operate as two lanes southbound with parking on both sides all day.

o Phases 2-43 (510-20 years): No improvements necessary.

o As necessarv, re~ai r and replace deteriorated sidewalks, curbs, autters, street trees, street liahts, drivewavs, and roadbed alonq Wilcox Avenue between Hollvwood Boulevard and Franklin Avenue. =

o Cahuenga Boulevard

Phase 1 (0-5 vears): Conduct a feasibilitv studv to address operational o issues. -

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Revised Hollywood Transportation Plan-Chapter 3 Paae 3-15

o Conduct a feasibilitv studv to address commercial accessibilQ alonq Cahuenaa Boulevard.

o Present results of feasibilitv studv to the A~encv Board t o a n approval before implementation.

o Phase 4 2 (0-5 5-10 years): If warranted bv Phase I, institute one-way street.

o Operate Cahuenga as one-way northbound, from Santa Monica Boulevard to Franklin Avenue.

o Operate Cahuenga as three or four lanes northbound (depending on the available width) with parking on both sides all day.

o Phases ?and 3 (6LO-15 years): No improvements necessary.

o Phase 4 (15-20 vears): Selective widening to increase number of lanes. -

o Between Sunset and Franklin, widen the existing 55-foot-wide section to 60 feet to allow for four lanes northbound with parking on both sides.

3.6 PLAN PROGRAM: FREEWAY ACCESS IMPROVEMENTS

The improvements recommended in the Freeway Access Improvements Program improve freeway access at two locations. A new northbound on-ramp at Cahuenga Boulevard is proposed as are improvements to the accessibilitv of the existing southbound on-ramp in the vicinity of Santa Monica Boulevard and Western Avenue.

A. Southbound Hollvwood Freewav On-Ramp at Santa Monica Boulevard

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-0-staae sianina and sianalization prouram to improve accessibil i tvtve _southbound Holl~wood Freewav On-Ramp at Santa Monica Boulevard from Santa Monica Boulevard and Western Avenue.

_Discussion: lmorovements to the accessibility of the southbound Hollvwood Freewarn- R a m r , n i c a Boulevard and Western Avenue relieve conaestion on Western !venue north of Santa Monica and alona Santa Monica Boulevard adiacent t o m r a m p , e l l as the intersection of these two roadwavs.

o (0-5 vears): Install directional sianina on Western Aven-a Monicaoulevard.

o Install directional traffic sians on Western Avenue to direct traffic from yestern Avenue to Virainia/Oxford Avenues, to ~rovide a w r southbound traffic on Western to the southbound o n - r a m w a Monica Boulevard, Install sianaae at intersectionwestern Avenue at Santa Mon~ca Boulevard to ~rohibit westbound Santa Monica Boulead t o northbound Western Avenue so that it mav occur on VirainialO-d Avenues. -

o Phase 2 (5-10 years): Sianalize intersection of Western Avenue and Virainia Avenue, if further conaestion imorovements are necessarv bevond Phasel.

0 Je southbound left turn lane from Western to Virainia to improve access f o r _southbound Western Avenue traffic to the sou thund on-ramp at Santa &Monica Boulevard.

B. Northbound Hollvwood Freewav On-Ramp at Cahuenqa

Add a new northbound on-ramp to the Hollywood Freeway.

Discussion: With the implementation of the Wilcox/Cahuenga one-way pair, some traffic could be diverted from Highland Avenue. Additional freeway access from the Wilcox/Cahuenga one-way pair would make this a more effective alternate route to the Highland Avenue corridor. The additional traffic on the one-way pair would operate more effectively during the afternoon peak hour if additional freeway access for northbound trips destined for the Hollywood Freeway were available. This new on-ramp would also reduce travel impacts on the residential neighborhoods located north of the freeway.

LADOT is currentlv studvina alternatives to improve reaional traffic and conaestion in the CahuenqaPass area immediatelv north of the studv area. If the Citv's recommended B e Roads and a new northbound Hollvwood Freewav on-ramp at Cahuenaa, then LADOT? proiect could be im~lemented as a substitute oroiect and funds set aside bv the HTE could be allocated to the - im~lementation of LADOTS recommended alternatives.

o Phase 1 (0-5 vears): No improvements necessary.

o Phase 2 6-10 years): Install a new freeway on-ramp.

o Build a new freeway on-ramp from Cahuenga, to be located immediately north of the Hollywood Freeway.

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o Phases 3 and 4 (10-20 vears): No improvements necessary.

3.7 PLAN PROGRAM: SITE-SPECIFIC IMPROVEMENTS

The improvements recommended in the Site-Specific Improvements Program are specific to a location or a single corridor, while others (such as the signal system upgrading) are systemwide improvements.

4 ComDuteriZf3d Traffic Siqnal System

lnstall ATSAC computerized signal control throughout the Hollywood Redevelopment Area.

Discussion: There are presently 117 traffic signals within and adjacent to the Hollywood Redevelopment Area. The implementation of the ATSAC system (Automated Traffic Signal Contrd) has already begun within the Hollywood Redevelopment Area. The desion and installation of the first 54 locations is now under wav.

o Phases 1 and 2 (0-10 vears): Install ATSAC.

o Implement the ATSAC automated signal computerized control at the remaining 63 signalized intersections within the Hollywood A reads individual fiscal vear budaets allow.

o Phases 3 and 4 (10-20 vears): No improvements necessary.

B. Directional S i ~ n i n q

lnstall directional signing along the Hollywood Freeway, to better organize and manage traffic-especially event traffic.

o Phase 1 (0-5 vears): Install directional signs.

o Install changeable message signs along the Hollywood Freeway in order to direct traffic to/frorn the Hollywood Bowl in order to direct peak-hour commute traffic to both the Highland and Wilcox/Cahuenga corridors.

0 . Install signs at Santa Monica Boulevard, Sunset Boulevard, Hollywood Boulevard, and Franklin Avenue advising motorists that they can reach northbound Hollywood Freeway by using the Cahuenga corridor once the Cahuenga/Hollywood Freeway (U.S. 101) northbound on-ramp is constructed.

o Phases 2-4 6-20 vears): No improvements necessary.

C. Intersection lm~rovements

o Phase 1 10-5 years): No improvements necessary.

o Phase 2 6-10 vears): Improve selected intersections.

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o Prohibit parking on the north and south approaches of Vine Street at its intersections with Hdlywood Boulevard, Fountain Avenue, and Santa Monica Boulevard in order to increase the capacity through the intersection during the peak periods of the day.

o Prohibit parking on the north and south approaches and exits on Western Avenue at tts intersections with Sunset and Fountain in order to increase the peak-hour traffic-carrying capacity of these intersections.

o Phase 3 (10-15 yead: improve selected intersections.

o Spot-widen the intersection of Sunset/Highland in order to provide a southbound right-turn iane from Highland onto Sunset.

o Spot-widen Hdlywood Boulevard at La Brea in order to provide dual left- turn lanes in both the eastbound and westbound directions.

o Phase 4 (15-20 vwrsj: Complete improvements at additional intersections as required.

D. Corridor Parkina Restrictions

Implement corridor parking restrictions during the peak hours in order to increase the capacity ofthe arterial street system.

o Phase 1 10-5 veard: No improvements necessary.

o Phase 2 6-10 vearg): Institute peak-hour parking restrictions along the Vine and Western corridors.

o Prohibit parking from 7:00 to 9:30 AM and from 3:00 to 7:00 PM on both sides of the Vine and Western corridors from Santa Monica Bouievard northerly to Franklin Avenue.

o Phase 3 and 4 (10-20 years): Implement additional parking restrictions as required.

E. Local Street Chanaeq

Implement local street changes on r caseby-case basis to impiement the provisions of the Hollywood Boulevard District Urban Design Plan and the Neighborhood Protection Component of the Hollywood Transportation Plan.

Discussion: There are a number of local streets in Hdlywood which may need to be modified, dosed, or operated differently over the life of the Hdlywood Transportation Plan. Since these local streets are not part of the arterial street system (collector, secondary, major), they may be changed on a case-by-case basis as required to implement approved Hans Qr prqE;p,ms such as .Yd!bv- Bo&e\zd !J+ar: Desig:: ?!an o: ?k Neighborhood Protection Component of'the Hollywood Transportation Plan. Examples would inciude.possible modifkatlons to Vista Del Mar between Hdiywood Bouiward and Carlos Avenue, Cosmo Street south of Hdlywood Boulevard, Hawthorne Avenue between Highland Avenue and McCadden Place, and other similar local streets in individual residential neighborhoods or commercial areas.

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Revised Hollwod Transportation Plan-Ch-er 3 Pacle 3-19

o Phases 1-4 (0-20 vearS): Modify local streets as required on a case-by-case basis.

3.8 RIGHT-OF-WAY IMPACTS

Exhibits 3-2 and 3 3 summarize the locations within the Hdlywood Redevelopment Area where additional right-of-way will have to be purchased in order to implement the roadway improvements described in this chapter. Exhibit 3-2 indicates that a maximum of 27 residential buildings and 27 commercial buildings could be affected by the increased right-of-way requirements over the life of the Plan, depending on final Plan phasing and detailed engineering. All of these building impacts are concentrated along Santa Monica Boulevard and Fountain Avenue, with the exception of one commercial buildlng on Sunset Boulevatd near Vine Street.

Exhibit 3-4, Additional Rlght-of-Way Purchase, and Exhibit 3-5, Buildings Affected by Additional Right-of-way Requirements, provide maps of the additional right-of-way requirements. Exhibit 3-3 shows the locations where strips of land wiil have to be purchased from the frontage of existing land parcels. In all of these cases, land will be purchased but no buildings would be affected. The land strips required range from 3 to 24 feet wide.

A. Voluntarv Early Purchase Proaram

Although many of the potential impacts on residential and commercial buildings will not be required until the later phases of the implementation program, vduntary early acquisition of the affected buildings would enhance the implementation process for the roadway improvements and provide individual property owners additional options if they wish to seil their properties prior to the tlme the right-of-way is needed.

Under this element of the Hdlywood Transportation Plan the CRA, or other government entity, could agree to purchase propertles as they come on the market, thus avoiding a potential future condemnation process. Under the early purchase plan individual property owners will have the option, on a completely vduntary basis, to offer their properties for purchase at any tlme and, If all parties agree, the propertles would be purchased by the public in advance of the normal right-of-way acquisition process.

Once these vduntary early purchases are made, the dlspositlon of the property would be determined on a case-by-case basis. Owners or tenants could remain, for example, as tenants until the roadway project is begun. In other cases the properties might be tom down or moved and the vacant land retained as off-street pocket parking lots, or the portion of the property not needed for the future right-of-way could be resddfor rebuilding with the new right-of-way setback in place.

8. Housina Replacement Reauirement

The Hdlywood Transportatkm Plan recommends roadway improvements that could, in the future, require the elimination of up to 27 residential buildings. A requirement of the Transportation Plan will be that whenever dwelling units housing persons and families of low or moderate income are removed from the low- and moderate-income housing market as p r ! &!he imp!emantlth &?ha Tmnsprtir!!an Plan, the CRA shall, within four years of such ciesiruciion or removal, replace such units for rental or lo persons 3rd families of low or moderate income at a ratio of 1.25 units for each unit removed. To the maximum extent feasible, residential units shall be replaced within the Hollywood Redevelopment Area prior to their removal. The housing replacement requirement of the Hollywood Transportation Plan shall conform to all provisions of the requirements of the adopted Hdlywood Redevelopment Pian.

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EXHIBIT 3-2 IMPROVEMENT COSTS: ROADWAY IMPROVEMENT COMPONENT

HOLLYWOOD TRANSPORTATION PLAN

Program

:orridor

mproviments

reeway Access

nprovements

ite Specific

nprovernents

Element

Santa Monica Boulevard

Santa Monica Boukvard

Sunut Boulevard

Fountain Avenue

Fountain Avenue

Franklin East

Franklin West

La Brea

Hollywood Boulevard (East)

Cahuonga Frontage Road

HighlandIFranklin

Highland Avenw

W~icox One Way

Zahuenga One Way

Zahuenga One Way

Santa Monica/lOl Southbound On Ramp

Santa MonicdlOl Southbound On Ramp

:ahuenga/lOl Northbound On-Ramp

ATSAC

)irectional Signing

ntersection Improvements

'eak Parking Restrictions

Total

Number of Buldinns Affoctoc

Residential Commercial

Cost

Required

(1) 'Euilding Affected' means that new right-of-way requirements will encroach upon existing building footprint. In many cases, minor alterations to the building would result in the retention of the building. In other cams, howver, the building would have to be dernolishod. For the purpose of this analysis, any building that was even slightly affected was considered to be a total purchase.

(2) See Table 3-2 tor a more complete description of required right-of-way purchaws.

(3) All Costs are shown in 1992 dollars (thousands).and includo estimates for rigth-of-way acquisitiin and construction costs.

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EXHIBIT 3-3 PROJECTED RIGHT-OF-WAY ACQUISITIONS

(NOT INCLUDING BUILDINGS PURCHASES) HOLLYWOOD TRANSPORTATION PLAN

Street

Santa Monica at La Brea

Santa Monica at Highland . -

Highland at Santa Monk

1 Santa Monica at Cahuenga

Santa Monica at Vine

Santa Monica at Westem

Sunset at Vine

Sunset at Highland

Franklin

Franklin

Wilcox

Fountain

Street Section

Detroit to Sycamore

Mansfield to McCadden Highland to Las Palmas

Lexington to Romaine

Wilcox to Vine

Cahuenga to Lilliam Lilliam to El Centrol.

St. Andrews to Oxford

Momingside to Argyle

Mansfield to Highland

Highland to Whitley Whitley to Grace Grace to Wilcox

Outpost to Highland Outpost to Highland

Franklin to Hollywood

C i t ~ s to Highland Seward to Wilcox Cole to Cahuenga Cahuenga to Vine

Franklin to H o l W Hollywood to Sunset

lm provement Phase

Number of teet or

Property Acquisiton Side of Stree

South North

South North

East

North

South South

South

North

North

North North North

North south

East

North South south South

East West

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Revised Hollwood Transportation Plan-Cha~ter 3 Paae 3-8

3.9 IMPROVEMENT COSTS

Exhibit 3-2 shows the implementation costs for each of the Individual elements of the Roadway lmprovement Component. In total, $51.9 million would be required to impiement all of the roadway improvements described in this chapter. Of the $51.9 million implementation cost estimate, a total of $25.0 million would be required for construction costs and $26.8 million for right-of-way purchases. Approximately $26.8 million in right-of-way purchases have been allocated to the Santa Monica Boulevard and Fountain Avenue corridors. These right-of-way cost estimates include an allowance for relocation costs.

. Chapter 9 of this report presents a financing plan to implement the Roadway lmprovement Component.

3.10 FUTURE ALTERNATIVES

During the course of the Hollywood Transportation Plan study a number of alternatives were developed for treating certain corridors within the transportation system. In each case, one of those alternatives has been recommended for inclusion in the Hollywood Transportation Plan. Over time conditions may change enough that other alternatives evaluated become appropriate for implementation. Also, over time, additional right-of-way may become available if new building occurs along a particular corridor and new buildings are set back according to the right-of-way requirements outlined In the Recommended Thoroughfare Plan.

Thus, it is important to recognize that the Hollywood Transportation Plan should be flexible and should be able to respond to changing conditions. The following paragraphs describe some of the alternatives that should be considered for future implementation.

A. Future Alternatives: Corridor lm~rovements

o Widen Wilcox from Franklin to Hollywood in order to provide a fourth southbound lane.

o Widen Santa Monica Boulevard from La Brea to Cahuenga in order to provide a center left-turn lane. This center left-turn lane could be used as a reversible lane during the morning and afternoon peak periods, thus increasing the peak direction capacity.

/

o Study the feasibility of developing a tunnel under the Laurel Canyon corridor in order to connect the San Fernando Valley to the Beverly Hills/Century City area. This would greatly alleviate the amount of through traffic in the northwest section of Hdlywood.

B. Future Alternatives: Corridor O~eration$

o Operate Franklin and Yucca as a one-way pair between Highland Avenue and Gower Street. This improvement could become more desirable over time as more off-street parking is developed between Hollywood Boulevard and Yucca Street esst af Hir;hlaM.

o Operate Van Ness and Wilton as a one-way pair in the eastern portion of the study area. While it does not appear that this is a necessary improvement today, the continued expansion of the studio activities In the Melrose corridor might make this a worthwhile connection between the studio areas and the Hdlywood Freeway.

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Revised Hollywood Transportation Plan-Chapter 3 Paas 3-21

o In order to decrease the through traffic intrusion within the residential neighborhoods located south of Hollywood Boulevard and west of La Brea, peak- period left tum prohibitions onto residential streets from Hollywood Boulevard between La Brea and Laurel Canyon could be implemented. Although this street section is outside of the Redevelopment Area, additional through traffic could end up on this section of Hollywood Boulevard as a result of Redevelopment Area growth and as a result of closing Franklin Avenue west of La Brea.

C. Future Alternatives: Freewav Access lm~rovementg

o The widening of overcrowded freeway off-ramps along the entire Hollywood Freeway corridor could provide significant relief to arterial street congestion because, if the freeway off-ramps are widened, less signal time has to be dedicated to clearing the ramps. This would allow green signal time to be given back to the arterial streets, thus increasing the capacity of the arterial street system.

3.11 LONG-RANGE THOROUGHFARE PLAN

The focus of the Hollywood Transportation Plan has been the development of a recommended transportation system that would accommodate the anticipated regional and local growth over the next 20 years. It would be shortsighted, however, to not look beyond that 20-year period in order to identify the ultimate requirements needed to satisfy the travel demands that might be placed on the roadway system beyond this 20-year time horizon. The purpose of this distant look into the future is to establish right-of-way requirements for each of the individual arterial street corridors, so that new buildings are not placed within areas that may some day be needed to accommodate future travel ways.

Land planners projected the amount of development that could theoretically be deveioped within the Hollywood Redevelopment Area based on a series of factors, including the presence of historic buildings, the amount of existing development, and the recent proposed down-zoning capacity within the Hollywood Redevelopment Area.

Exhibit 3-6, Modified Buildout Land Use Potential, shows the amount of development which could occur beyond the twenty year time horizon (Yr. 2010) in each land-use category under the 'modified buildout' analysis. Traffic levels generated by this "modified buildout" of the Hollywood Redevelopment Area were assigned to the improved recommended roadway system as shown in Exhibit 3-1.

EXHIBIT 3-6 MODIFIED BUILDOUT LAND-USE POTENTIAL

c I J

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Revised Holtvwood Trans~ortation Plan-Cha~ter 3 Paae 3-22

The increased land use that could theoretically be built within the Hollywood Redevelopment Area, based on 'modified buildout* of the area, would generate substantially more trips on the roadway system. Under the 'modified buildout" scenario, travel demands increase in virtually all corridors within the study area, and substantial increases in travel would be expected along Hollywood Boulevard, Sunset Boulevard, Santa Monica Boulevard, Westem Avenue, and the Wilcox/Cahuenga one-way pair.

A. Recommended Thorouahfare Plan

The results of the long-range travel assignments were evaluated in order to determine the ultimate right-of-way requirements for each corridor within the study area. Exhibit 3-7, Recommended Thoroughfare Plan, shows the recommended long-range Thoroughfare Plan for the Hollywood Redevelopment Area.

1. Standard Desicrnations

Exhibit 3-8, Recommended Thoroughfare Plan, shows the standard roadway and right-of-way widths for City of Los Angeles Street and Highway classifications along with recommended amendments under the Hollywood Transportation Plan. In most cases the cross sections in the Recommended Thoroughfare Plan are identical to existing City standards.

The Recommended Thoroughfare Plan shown in Exhibit 3-7 retains the 1988 Hollywood Community Plan designation for the following streets:

o Maior Hiahwav~

Sunset Boulevard Santa Monica Boulevard La Brea Avenue Highland Avenue Western Avenue

o Secondarv Hiahwav~

Franklin Avenue Wilcox Avenue Cahuenga Boulevard Gower Street Bronson Avenue Wilton Place

Orange Drive Van Ness Avenue

There are cases, however, where the Hollywood Transportation Plan Recommended Thoroughfare Plan recommends a change in designation from that recommended in the 1988 Community Plan. Each of these is described below:

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Revised Hollywood Transmrtatlon Plan-Chapter 3 Paas 3-23

o Yucca Street-Yucca Street between Cahuenga Boulevard and Vine Street carried a Secondary Highway designation in the 1988 Community Plan. Exhibit 3-7 recommends that Yucca be designated as a Collector Street from Highland to Gower. This new designation will allow Yucca to better serve the proposed increase in parking supply to be located north of Hollywood Boulevard and it requires greater building setbacks for new construction along Yucca.

o Cole Avenue-We Avenue south of its intersection with Cahuenga Boulevard was designated as a Secondary Highway in the 1988 Community Plan. With the increased traffic-canying rde of the Wilcox/Cahuenga one-way pair, the rde of W e Avenue is reduced. Therefore, a change to Collector Street designation is recommended.

The remaining changes to the 1988 Community Plan designations involve modifications to the roadway and/or right-of-way standards. These recommendations are discussed below.

2. Modified Desianations

There are a number of corridors within the Hollywood Redevelopment Area that house significant historical structures and pedestrian ways. Because of the importance of these structures in the fabric of the Hollywood community, a number of modifications to the citywide thoroughfare standards have been recommended. These modifications would allow enough roadway capacity to accommodate future travel demands, but they would also recognize the desirability of consistent building setbacks along a particular corridor.

The Recommended Thoroughfare Plan in the Hollywood Transportation Plan calls for modifying the official City Street Standards in f i e locations:

o A 'Modified Major Highway" designation is recommended for Hollywood Boulevard (between La Brea and Gower) and Vine Street. In both cases the existing street cross section appears adequate to accommodate the modified buildout traffic levels and therefore it is recommended that the standard be revised to recognize the existing street width as the ultimate Thoroughfare Plan requirement. Existing building setbacks in these corridors will not change since the 100-foot right-of-way is already in place. This modified standard will result in permanent wide sidewalks along both of these important pedestrian corridors.

o A 'Modified Secondary' designation is recommended for Fountain Avenue through the Redevelopment Area. A 50-foot wide street within a 70-foot right-of-way will accommodate four lanes of traffic if peak-hour parking restrictions are enforced. This modified standard will dramatically reduce the residential property takes that would be necessary to implement the standard Secondary Roadway designation currently in the Hollywood Community Plan.

o A "Modified Cdiector designation is recommended for Yucca Street (Cahuenga to Argyle) and for Cole Avenue. The modified standard retain the existlng roadway and right-of-way widths along these street sections.

3. Thorouahfare Plan Summary

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Revised Hol lwod Transporhitton Ran-Chapter 3 - Paoe 3-24

Exhibit 3-8 sets forth the recommended street standards for the Hollywood Long- Range Thoroughfare Plan. Existing conditions along each of the arterial and collector streets within the Redevelopment Area are summarized, as are the recommendations from the 1988 Community Plan and the recommended modified standards presented in this 1990 Hollywood Transportation Plan.

There are some differences between the recommended cross sections and roadway operations in the Hollywood Transportation Plan Thoroughfare Plan as compared to the 1988 Community Plan Study recommendations. The major differences are shown on Exhibit 3-9, Roadway Operations, and summarized below:

o Cahuenga Avenue from the Hollywood Freeway to Odln-The 1988 Community Plan recommends parking prohibitions in this area and restriping the street to operate as five lanes in the afternoon peak hour. Because of the new on-ramp from Cahuenga to the northbound freeway, recommended as part of the 1989 Hollywood Transportation Plan, there is no need for this increased capacity along Cahuenga north of the freeway.

o Santa Monica Boulevard from La Brea to the Hollywood Freeway-Both plans call for six travel lanes on Santa Monica Boulevard during the afternoon and morning peak periods. The 1990 Hollywood Transportation Plan calls for left-turn restriction at all but five locations where spot- widenings would be accomplished in order to accommodate double left- turn lanes.

o Wiltonpan Ness from the Freeway to Third Street-The 1988 Community Plan calls for these two streets to form a one-way pair in the eastern portion of the study area. The traffic analysis for the 1990 Hollywood Transportation Plan does not anticipate a need to change the two-way operations of these two streets during the 20-year time horizon.

o Franklin/Highland intersection--The 1988 Community Plan discusses a grade separation at this location. Analysis undertaken through the Hdlywood Transportation Plan Study suggests that a grade separation at this location is not necessary, and would have substantial negative impacts on the residential communities north and south of the Franklin corridor. In addition, due to the topography in the area, the design and engineering requirements of a grade separation at the FranklinIHighland intersection would result in substantial negative urban design impacts at this location. Accordingly, the Hollywood Transportation Plan (Revised) recommends deletion of further consideration of a grade separation at the FrankiinIHighland intersection.

Exhibit 3-9 compares the roadway operational characteristics of the street system under existing conditions versus conditions at modified buildout of the 1990 Hdlywood Transportation Plan. The number of travel lanes and peak-hour curb r;z;&ing piohibitioiis will cha_nge av'er tiwe in order increase the ~ p a c i t y of the roadway system.

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Franklin to Fourtain

Fr#anklin to Fourtain

Fnanklin to Fourtain

Franklin to Fourtain

DeLongpre to Fourlain

Fmnklin to Fourtain

Franklin to Fourtain

Franklin to Santa Monica

Franklin to Santa Monica

Frenklin l o Santa Monlca

Franklin to Santa Monica

Franklin to Santa Monlca

La Brea to H~ghland

Hi!ahland to Cahuenga

Cs~huenga to Western

Iilghland l o Cahuenga

Cahuenga to Vine

Vine to Gower

La Brea to Gower

Guwer to Western

La Brea to Western

La Brea lo Bmnson

Bronson to Western

La Brea to Western

EXHIBIT 3-8 RECOMMENDED THOROUGHFARE PLAN HOLLYWOOD TRANSPORTATION PLAN

Standard Width

Existing Width 1966 Community Plan 1969 Hollywood Transporlation Conditions Current Requirements Plan Recommendations

- .

Se&mdsry Highway Colledor Streel bc-d Street

Roadway RI I-of-W ClersYlw1bn +I Major

Collector

Major

Secondary

Secondary

Secondary

Major

Secondary

Secondary

Collector

Secondary

Major

64' 44' 40'

Secondary

Secondary

Secondary

Local

Secondary

Local

Major

Major

Major

Secondary

Secondary

Major

06-00' 04. 00'

Stan zoadray

80'

44'

80'

64'

64'

64'

80'

64'

64'

46

64'

80'

64'

64'

64'

40'

64'

40

80'

80-

80'

04'

64'

80'

NOTES: Roadlwey widh range indicates range of mad widths found In the street sedion.

sd Width

Major

Collector

Major

Secondary

Modifled Colleclor

Secondary

Modified Major

Secondary

Secondary

Collector

Secondary

~ 4 0 r

Secondary

Secondary

Secondary

Collector

Modified Colleclor

Collector

Modified Major

M4or

Major

Modfled Secondary

Modlfied Secondsry

Major

Stan, Roadway

80'

4 4'

80'

64'

60'

64'

70'

64'

64'

44'

64'

80' - 64'

64'

64'

44'

73'

4 4'

66'

80

80'

56'

56

80'

100'

64'

100'

Q0'

83'

00'

1 off 86

8C

64'

86'

1 W

r d Widlh light-of-Wq

Ow-way liow

Downgrd* to Colledrx. h l d sdslng ROW 6 rodway

Om-way Mv.

R e d m almdsrd rosdwq Adlh lo lnaeaps ddwslk Amh.

Cornmen(s

Righi -of-way w~dth' F ~ n t number lndlcates predomlnant ROW wldth in the street sedlon Range in parentheses lndlcales range of ROW wldths found in that street sedlon

86

86

64'

84'

64'

100'

1W

100'

76'

76'

1 W

CMngs dedgmtlon

Relm od.rng roa&sy snd ROW Mdth

Ctung. d.dgnaIlon

Hold rdalng selbacklna., red- str~elrridlh rtadard

R.duo. roarhay rvfdth sxcapl where RON n s b i d a

ROducr r0abr.y Adlh *iwl when RON r.stkh

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Street Section

-a Brea

Orange

Highland

W~icox

Cole

Cahuenga

Franklin

Frankltn

Franklin

Yucca

Yucca

Yucca

Hollywood

Hollywood

Franklin to Fountain

Franklin to Fountain

Franklin to Fountain

Frankltn to Fwntain

DuLongpre to Fountaln

Franklin to Fountain

Vine

Gower

Bronson

Van Ness

W~llon

Western

La 13rea to Highland

Highland to Cahuenga

Cuhuenga to Western

Highland to Cahuenga

Cethuenga to V~ne

Vine to Gower

La Brea to Gower

G o w r to Western

Franklin to Fountain

Franklin to Santa Monica

Franklin to Santa Monica

Fra,nklin to Santa Monica

Franklin to Santa Monica

Franklin to Santa Monica

Sunset La Brea to Western

Fountain La Brea to Brunson

Fountain Bmnson to Western

Santa ! Monica La Brea to Western

EXHIBIT 3-9 ROADWAY OPERATIONS

HOLLYWOOD TRANSPORTATION PLAN

I 1969 Hollywood Transportation Existing Conditions Plan Recommendatioru

No. of Travel Lanes 7 Major 4 0

Zoilector 2

Major ED

Secondary 2

Secondary 4

Secondary 4

Major 4D

Secondary 2-4

Secondary 2

2ollector 2

Secondary 2

Major 4D

Secondary

Secondary

Secondary

s€aI

Secondary

.ma1

Wapr

Major

Wapr

Secondary

Secondary

M a p

Parking Contillon ClassUks(lon

NPAT ISecondary I

NP Peak Hwrs Major

Both Sides . Collector

NP Peak Hours Major

Both Sides Secondary

Both Sides Modified Coltedor

Both Sides Secondary

Both Sides Modiiied Major

Both Sides Secondary

Both Sides Secondary

Both Sides Collector

Both Sides Secondary

Both Sides Major

Both Sides Secondary

Both Sides Secondary

S Side Only Colleclor

Both Sides ModHid Cdledcf

Both Sides Collector

Both Sides Modified Major

Bolh Sides Major

NPAT

NP 7A-7P

Both sides

S Side Only

Both Sides

Both Sides

Both Sides

NP Peak Houn

Parking C o n d i i i m

Standard Width

4-5D

2

BD

2-3

4

4

4 0

2-4

2

2

2

4D

NP Peak Houn

NP Peak Hours

NP Peak Hours

NP Peak Hours

Roadwq Commenta

iP n n dde h m Frmldln (o Sunul In h u e 2 (5-10 yn)

RlgM-d-Wmy

5-ED

2

7

2-3

4

4

6 0

2-4

2

2

2

4D ,star. peak-harm p d n g r.rtnxtion In hw 2 (5-10 yn)

NP Peak Houn

Both sides

NP Peak Houn

See Comment

Both Sides

Both Sides

Np Peak Hours

Both Sides

Both Sides

Both Sides

Both Sides

NP Peak Hours

NOTES: 4D - Four (4) travel lanes plus a continuous center len-turn lane or left-turn lanes at ail key intersections. , NP Peek Hours - 'No P d i n g ' in morning and afternoon periods. NPAT - No Parking Any time. Both Sides - Parking allowed at all limes on both sides of the street.

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CHAPTER 4

NEIGHBORHOOD PROTECTION COMPONENT

CHAPTER OVERVIEW

Actions shall be taken to protect existing and future residential neighborhoods within Hdlywood from increased traffic and commercial parking intrusions. A Neighborhood Traffic Protection Program will be established to evaluate individual neighborhood traffic problems and to provide funds for sdutions. In addition, an expedited process will be adopted for implementing residential permit parking districts. In both programs individual neighborhood residents will have a strong voice in the planning of traffic protection and parking programs for their own neighborhood.

4.1 INTRODUCTION

The purpose of the Neighborhood Protection Component of the Hdlywood Transportation Plan is to improve the quality of the residential neighborhoods by keeping excessive through traffic and spillover parking out of the residential neighborhoods of Hdlywood. The goal is to protect the livability of Hdlywood's residenthl areas.

This chapter describes two programs intended to accomplish these goals. The first program establishes an active and aggressive set of procedures for discouraging and, if warranted, physically prohibiting excessive through traffic from shortcutting through individual neighborhoods. The second program establish r simplHied procedure to implement residential permit parking for any neighborhood where commercial or industrial parking intrusion is a problem.

4.2 PLAN PROGRAM: NEIGHBORHOOD TRAFFIC PROTECTlON

A program of neighborhood traffic protection will be established in order to further the Redevelopment Plan's goals of improving the residential quality of Hdlywood neighborhoods.

Action: Estabiish a systematic neighborhood traffic protection program, including provision of professional traffic=. engineering staff to work with individual neighborhoods in evaluating probiems and identifying possible solutions; provide funding for implementation.

Discussion: The most effective way to protect residential neighborhoods from "shortcutting' traffic is to make the arterial streets operate at a level of service adequate to make shortcutting through the neighborhoods unnecessary. This is precisely the strategy that underlies the development of the overall Hdlywood Transportation Plan. However, in the event that a particular neighborhood experiences excessive non-residential traffic intrusion, the Hdlywood Transportation Plan establishes a procedure that allows neighbors to work with the Los Angeles Department of Transportation (LADOT) staff in order to develop tailor-made solutions which will discourage thrwgh tr,?fic, while at the same time not adverdp affecting the mobility and convenience of ttw residents themselves.

Exhibit 4-1, Neighborhood Traffic Protection Process, shows a Row chart that summarues the key steps in the residential traffic protection program. Since this program could resun in the dosing of some streets, the criteria for participation in the program must be carefully

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EXHIBIT 4-1 NEIGHBORHOOD TRAFFIC PROTECTION PROCESS

Cdlea Base Data

I 4

Define Criteria for ProMem Streets

1

Neighbchood Residents Petition LADOT 0 Conditions Conditions

Meet Do Not Criteria Meet Criteria

J Conduct Local Circulation St*

\ STOP

Evaluate Temporary i

!rnpwsrnents C=I

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Revised Hallvwood Transportation Plan-Chapter 4 Paas 4-2

defined. Exhibit 4-2, Local Residential Streets, shows the local residential streets within the Hollywood Redevelopment Area that are eligible for participation in this program.

Upon adoption of the Hollywood Transportation Plan, LADOT will collect data on the entire local residential street system in order to establish a baseline condition. This baseline condition will be used to define the criteria that will be used to identify a neighborhood "problem street." In order to be considered a 'problem street' the particular residential street must be impacted by a 24-hour traffic volume of over 2,000 vehicles or it must have over 1,000 vehicles per day and have

,experienced greater than two percent annual growth over the base conditions measured above. These criteria are suggested so that both the residents and the Los Angeles Department of

- Transportation can have some basis for establishing priorities among neighborhood problem streets. The intent is to focus on solutions for those neighborhood streets that are experiencing the greatest problem today, or those that experience the greatest traffic growth in the future.

If the residents within a particular neighborhood believe that they have an excessive amount of non-residential through traffic, they will be able to petition the City of Los Angeles Department of Transportation and the CRA asking for a residential traffic protection study.

LADOT will conduct a traffic analysis for the street or streets where the complaints or concerns have been voiced, along with other streets within the neighborhood. If two or more streets within a neighborhood meet the criteria described above, then a detailed traffic study will be completed, in conjunction with any other detailed neighborhood planning efforts being undertaken by CRA. Working with the residents of the neighborhood, LADOT and CRA will suggest approaches for reducing the non-residential traffic intrusion. These suggestions could include turn prohibitions to keep traffic out of the neighborhood, establishment of one-way streets, traffic Row restrictions at the entry/exit points to the neighborhood, diverters, street closures, and so on.

streets hiahliahted in Exhibit 4-2 are all eliaible for traffic analvsis and Drotect ion,however,aI pf these neiahborhood streets should be considered for all kinds of im~rovements. For example, =ma Avenue and Yucca street carrv both Hollvwood core and r e s i d e n t i a l ! are not candidates for full street closure: but other traffic reducina measures mav be amro~riate f o r e streets. - A range of possible solutions will be presented to the neighborhood for consideration by the residents. It is likely that LADOT will recommend a phased implementation of improvements. Most residential traffic studies have found that the neighbors themselves are much happier with the least onerous restrictions to start (e.g., a no-left-turn sign from 4:00 to 690 PM from a secondary street would be preferable to beginning the program with a full street closure).

After these potential solutions are presented to the residents within the neighborhood and they have had a chance to consider the solutions, a vote of the entire neighborhood would be taken to approve the implementation of a set of improvements on a trial basis. If a majority of the neighborhood approves of a trial, the improvements would be implemented on a 6 to 12 month trial basis.

After the trial period, the Los Angeles Department of Transportation would evaluate the effectiveness of the improvements and prepare a report for submittal to the neighborhood. The resuirs of the evaluation wouia be presented to the neighbors and the residents would take a iiwil vote on making the improvement permanent.

The cost for individual neighborhood studies and implementation will be borne by the Hdlywood Transportation Plan. Moneys will be accumulated within a transportation improvement fund and these moneys would come primarily from the development impact fee placed on new developments within the Hollywood Redevelopment Area. The establishment of the overall

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Revised Hollywood Transportation Plan-Chapter 4 Paae 4-3

neighborhood traffic protection program will not, however, relieve a new development from its responsibility to mitigate, to the extent feasible, any direct traffic impact it might have on an immediate adjacent residential neighborhood. Individual new projects adjacent to residential neighborhoods must mitigate any direct residential impacts as part of their project mitigation.

4.3 PLAN PROGRAM: RESIDENTIAL PERMIT PARKING

In order to give the Hollywood residential neighborhoods an opportunity to protect themselves from commercial or industrial spillover parking, a set of simplified procedures will be established ' making it easier to institute residential permit parking protections on a neighborhood-by-

- neighborhood basis.

Action: *Work wlth LADOT to develo~ ~rocedures to establish blanket legislation to allow expedited residential permit parking, at the choice of individual residential neighborhoods, within the smaller definition of Hollywood Redevelopment Area neighborhoods.

Action: Implement individual neighborhood permit systems on a case-by-case basis as residents request,and im~lemented as fiscal vear budaets allow.

Discussion: During the course of the preparation of the Hollywood Transportation Plan, one of the concerns expressed by Hollywood residents was that the present procedures for requesting and implementing a neighborhood parking permit system were cumbersome and time-consuming. The intent of this portion of the Hollywood Transportation Plan is to make the establishment of a residential permit parking system much easier and more ,efficient to accomplish within the Hollywood Redevelopment Area, for those individual neighborhoods who desire such a program.

Exhibit 4-3, Candidate Areas for Residential Permit Parking, shows the general outline of the existing residential neighborhoods within the Hollywood Redevelopment Area. One of the action steps of the Hollywood Transportation Plan will be to propose to the City Council blanket legislation that allows residential permit parking areas to be studied and implemented within each of these small neighborhoods on an expedited basis.

The procedure for implementing a residential permit parking area will be basically the same as that now used by the City of Los Angeles Department of Transportation (LADOT). However, because the new blanket legislation will have already defined specific small neighborhoods as eligible for permit parking, the task of beginning the implementation process will be greatly simplified. In addition, as part of the Hollywood Transportation Plan, a new full-time staff position will be added to the LADOT Hollywood Division office. This new staff member will have the implementation of the Neighborhood Protection & S r m p o ~ o n D e ~ ~ a & ~ n i t g e m e n € component of the Hdlywood Transportation Plan as his/her priority work assignment. This priority should allow residential permit parking systems within Hollywood to be implemented in a much shorter time period than has been experienced by other neighborhoods within the City of Los Angeles. Because the eligible neighborhoods will be smalier than that normally required under the Citys current criteria for residential parking permit systems, it should be much easier to begin the implementation process because there will not be nearly as many signatures to coliect.

The smaller size of the individual neighborhoods will also make it much easier to design a permit "+- nins sy'&e;,ll a ..------ ;:tcli specificiiily i i d d i ~ ~ ~ e ~ the spliicrvei paiking probiei-ii unique to each pwieular

neighborhood. For example, some neighborhoods in Hollywood face commercial/entertainment parking intrusion at night or on the weekends as a result of nearby entertainment land uses. Other neighborhoods may face weekday daytime intrusion from nearby employment centers. These individualized neighborhood parking problems require individualized parking restriction programs, designed with the active participation of residents within each neighborhood.

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The smaller neighborhood area, the increased local LADOT staffing, and the active participation of the neighbors in the planning process will allow the rapid implementation of parking sdutions geared for a specific neighborhood. Portions of the implementation costs for this program will be borne by the Hollywood Transportation Plan. The Hollywood Transportation Plan Financing Plan (Chapter 9) discusses the funding of the additional local LADOT staff which will make response time to the neighbors much better. The financing plan also proposes subsidizing the actual parking permits so that Hollywood residents could get parking permits for their automobiles at a reduced rate.

Exhibit 4-3 shows the three neighborhoods where field parking studies have indicated an existing - spillover parking problem. These three neighborhoods should be given priority in the development

of individualized residential permit parking systems if the residents desire. Other neighborhoods, also included in the proposed blanket legislation, will be able to implement residenthl permit protections as future conditions require. macent neighborhoods shall be able to oarticb-e -0tection Proaram but w i u i o r i t y aiven to the plan's desianat&neiahborhoods within the Hollvwood Redevelopment Area.

4.4 NEIGHBORHOOD PROTECTION COMPONENT COSTS

The Neighborhood Protection Component of the Hollywood Transportation Plan will have both capital and ongoing maintenance and operation costs. The traffic protection program portlon is estimated to require a total of $675,000 in capital costs over the 20-year life of the plan. Of this total, $275,000 has been allocated to work with the neighborhoods in collecting the necessary data to evaluate problems and to define appropriate solutions. Another $400,000 will be required for the actual implementation of the recommended neighborhood improvements.

In terms of the residential parking permit system, it is anticipated that over the 20-year life of the plan there will be a maximum of 10 neighborhoods applying for a parking permit system. At a cost of $2,000 each to defray 'the cost of printing and distributing the stickers and printing the no- parking signs, a total of $20,000 in capital cost will be required for this program.

Ongoing operation and maintenance costs for the Neighborhood Protection Component have also been estimated in the two program areas. In order to facilitate the neighborhood traffic protection program, the Hollywood Transportation Plan will fund one halful-time position in the Hollywood division of the Los Angeles Department of Transportation. This will require approximately $26;008 50,000 per year in funding or one-half million dollars over the 20-year life of the plan. -g o n h e specific iob classification and future costs of staffina, this cost may increase bv the time of Plan implementation.)

Assuming that one-third of the households in Hollywood participate in a residential parking permit system, an allocation of $25.000 per year would help subsidize the cost of permits for Hollywood residents. This subsidy would keep the cost of permits below those charged in other residential permit programs within the Crty of Los Angeles. There would, however, still be a nominal fee charged for a residential parking permit so as to be sure that only those people who really wanted to use the permit would actually buy one.

The capital and ongoing costs for the Neighborhood Protection Component of the Hollywood T~.,nspo@tlon P!ar! are f~rther discussed in Chapter 9.

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CHAPTER 5

TRANSPORTATION DEMAND MANAGEMENT COMPONENT

Action shall be taken to establish a joint public-private Transportation Management Organization in Hdlywood and to require large new development projects to prepare transportation demand management plans. Traffic growth in Los Angeles and Hdlywood has now increased to the point where possible roadway widenings to increase capacity are not enough to meet future demand. Future traffic and travel patterns must be managed better to most efficiently and effectively use the existing roadway facilities. This can be accomplished by reducing automobiie travel (especially single-occupant automobile travel) and shifting travel from peak periods to off-peak time peticds of the day.

5.1 INTRODUCTION

Transportation Demand Management (TDM) refers to a set of programs or policies which, taken together, provide a set of strategies aimed at increasing the use of transportation modes which are alternative to the private automobile and/or represent commuting outside normal peak periods.

The TDM components of the Hdlywood Transportation Plan indudes two specific programs:

o Transportation Management Organization-Requirements for all new buildings in the Hdlywood Redevelopment Area (except residential buildings) to join and help fund a Transportation Management Organization (TMO).

o Trip Reduction Plans for New Development-Requirements for all new office and industrial buildings larger than 50,000 square feet or buildings which are enlarged by 50,000 square feet to develop an individual trip reduction plan which outlines, implements, and maintains a TDM/RMesharing Program for that building. Buildings which are required to submit Trip Reduction Plans to the Southern California Air Quality Management District (AQMD) will continue tq do so. All buildings not required to submit plans to the AQMD will submit their trip reduction plans to the Los Angeles Department of Transportation (LADOT).

The target of the Hdlywood TDM Component is to reduce the number of commercial peak-hour trips leaving the redevelopment area by 15 percent. This can be accomplished by increasing the average vehide ridership (AVR) for employees in the redevelopment area to 1.5 riders per vehicle.

5.2 PLAN PROGRAM: HOLLYWOOD TRANSPORTATION MANAGEMENT ORGANIZATION

Action: Establish a dues-paying public-private Hollywood Transportation Management i5rgankiim for the Hd!ywcl Fa&gve!cprnent Arw with a membership requirement of Transportation Coordinators of all new buiidings.

Discussion: All new buildings in the Hollywood Redevelopment Area will be required to participate in a Transportation Management Organization. The goal of the TMO is to provide TDM and ridesharing services to all residents and employees of the Hdlywood Redevelopment Area. The

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TMO will work with new developments, major rehabilitation projects, and existing small and large buildings to encourage:

o Increased transit usage (subsidized transit passes, on-site sales and information, lobby displays, etc.).

o Rideshare promotion (personalized carpod matching services, preferential parking, etc.).

o Compressed work weeks.

- 0 Parking management (elimination or reduction of parking subsidy for employees, restrictions on parking supply, etc.).

An additional goal of the Hdlywood TMO is to help indMdual employers throughout Hdlywood meet the requirements of the Air Quality Management District's Regulation XV in developing ridesharing plans and meeting ridesharing goals. It is expected that the Hdiywood TMO will offer rideshare services which will assist employers in meeting their Regulation XV requirements.

A. Formation of Hdlvwood TMQ

To implement an effective TDM strategy in Hdlywood, it will be necessary to develop, over time, as broad-based a Transportation Management Organization as possible. The Hdlywood TMO wll be a joint public-private, non-profit organization with a Board of Directors consisting of a majortty of private-sector representatives, which will set policy and direct the activities of the TMO budget and staff resources.

Every new development in the Hdiywood Redevdopment Area will participate in the TMO through direct representation and by paying dues to the TMO as a condition of project approval. The TMO itself will be comprised of an Executive Director, an unpaid Board of Directors, and a general membership made up of the Transportation Coordinators from every building.

B. Transwrtation Coordinator

Every new building in the Hdlywood Redevelopment Area (except residential) over 20,000 square feet or anv existina buildina which is en la raed over 20.000 sauare&t will designate a Transportation Coordinator. The Transportation Coordinator for each building will range from a full-time assignment to a part-time adjunct to the regular duties of a given employee on-site, depending on the size of the individual project.

The function of ttre Transportation Coordinator will be to prwkie a focal point for TDM information and activities and to represent the individual building or employer in setting TDM programs and policies for Hdlywood through the TMO. The designation of such a coordinator is essential to the successful implementation of all of the TDM techniques and strategies which are available, such as supervision of ridesharing activities, distribution of information on transit routes and passes, and effective parking management.

m u.

The TMO will be funded by annual dues cdiected from the new buildings which qualify for membership in the TMO. The dues are calculated according to the number of employees in the new or redeveloped buikiing. Annual dues for buildings that have prepared Trip Reduction Plans may increase or decrease, depending on their programs achieving the

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1.5 AVR target. Additional funds could come from city or state demonstration grant programs, depending on funding availability.

Owners of all new building projects in Hollywood over 20,000 square feet (except residential) o r anv existina buildina which is enlaraed to over 20,000 sauare feet will pay an annual fee per square foot to finance the activities of the TMO. This will begin at the issuance of the building permit and continue each year thereafter for each building. Office and industrial projects 50,000 square feet and larger will have their fee adjusted annually based on their actual AVR performance. Other projects, while not required to submit an annual Trip Reduction Plan, could, at their option, submit an annual report in order to have their per-employee fee reduced. The following section of this chapter presents an illustrative calculation of the TMO fee.

The amount of the fee will be determined by the TMO and approved by LADOT. The fee will be based on the annual TMO budget, available public funds, the amount of new development to be assessed, and the amount of existing development willing to voluntarily join the TMO.

D. Ex~anded TMO Partici~ation

Existing buildings or employers in the Hollywood Redevelopment Area which are not required to be members of the TMO may want to join. The benefit to their membership is that since they may be required to meet the trip reduction plan requirements of the Air Quality Management District Regulation XV, the TMO can offer services to help them meet those AQMD requirements. Membership of existing buildings would greatly expand the TMO membership base and funding sources and improve the potential for effective transportation demand management throughout the Hollywood Redevelopment Area. A similar TMO strategy is now being proposed for downtown Pasadena. It Is expected that the Hollywood TMO, once estabiished, will actively recruit existing employers for membership in the TMO.

E. Illustrative TMO Budaet

Exhibit 5-1 shows a projected illustrative budget for a fully functioning Hollywood TMO.

EXHIBIT 5.1 ILLUSTRATIM TRANSPORTATION MANAGEMENT ORGANIZATION

ANNUAL BUDGET

I I s 120,000 ( Tobf I NO=

Thia budg.1 w u m m Mce apace and .om. aupplia will k dorud.d by prtvde Wmrr or rubeidhod by tho CRCc

Percent of Budget BUdg.1

S X),000 24,000 46,000

5.3 PLAN PROGRAM: TDM/RIDESHARING PLANS FOR NEW DEVELOPMENT

krp#. -

SM SJuy and O U b Support to TMO Mornborn Mukdng uzd Pmmdbnd &cWth and M.trri.k D i m Suboidim: Thn& Cupod, Puking, dc.

I

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Action: Require the preparation and implementation of a Trip Reduction Plan for every new office and industrial development in the Hollywood Redevelopment Area that exceeds 50,000 square feet of new or additional development.

Discussion: The focus of this program is to require specific trip reduction plans for those land uses and sizes of development that are most likely to be effective in reducing peak-hour traffic demand. These types of developments include new office and industrial land uses with new buildings larger than 50,000 square feet and existing buildings which are expanded by at least 50,000 square feet. Once an existing building is expanded by 50,000 square feet or more, the entire building will be s'ubject to TDM participation. The key difference between this requirement and the AQMD's Regulation XV is that multi-tenant buildings which meet the size criterion must prepare trip reduction plans, not just those large employers located in the building which are subject to Regulation XV.

The intent behind requiring new large office and industrial developers/owners to prepare and submit Trip Reduction Plans is to achieve a 1.5 AVR. Each building will be required to prepare its own individual plan to allow each project to develop the most effective mix of TDM measures to achieve the AVR target based upon its unique circumstances.

Types of measures which could be included in a Trip Reduction Plan include:

o Ridesharing promotion (carpool matching services, formation of vanpools, preferential parking to carpool users, financial rewards to carpool users).

o Transit encouragements (subsidized transit passes, on-site sales and information, lobby informational displays, bus shelters, bus turnouts).

o Compressed work weeks.

o Parking management (elimination of parking subsidies to employees, restriction of parking supply to employees).

The AVR target for each project will apply to the building as a whole, In addition, the developer will be required to pass on the TDM requirements through a condition of lease or deed which runs with land ownership. The reason for this is to ensure that, over the life of this transportation plan, a mechanism will be instituted to carry on the TDM program.

The TDM/ridesharing program requirements of the Hollywood Transportation Plan will not apply to residential uses.

A. Initial TDMJRidesharina Plan A ~ ~ r o v a l

All new develo~ment ~roiects are rewired to submit their initial TDM ~ l a n s to LADOT durina the desian gwproval arerocess. This reauirement is to insure that TDM s u ~ ~ o r t i v g fac i l i t iesareorated into the desian of the ~roiects.

A . TDM/Ridesharing Plan Annual Review

Included in the Trip Reduction Plan will be a requirement for an annual review of effectiveness of the TDM plan. The format and procedures will be the same as required by Regulation XV.

BC-, TDM Plan Performance and Fee Schedule

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Upon review of the annual Trip Reduction Plan by the LADOT, new TMO dues for the next year will be calculated based upon the AVR. Exhibit 5-2 provides a summary of the calculation of dues based upon the effectiveness of the Trip Reduction Plan. The greater the building AVR, the lower the annual dues.

TMO EMPLOYEE FEE OFFICE AND INDUSTRIAL PROJECTS 50,000 SQUARE FEET OR LARGER

EXAMPLE: 15o,oWsquudoot O E h Bullding, 4cISquua Foot &Iw F n

. Administrative Cost of Individual TDM Plans

In addition to the assessed dues paid to the TMO, each new building/developer will be required to finance the costs incurred to produce and implement the individualized Trip Reduction Plan, maintain the plan, and measure its effectiveness. Each developer will also be required to pay the cost of review and approval by either the LADOT or the AQMD.

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CHAPTER 6

TRANSIT COMPONENT

Action shall be taken to strengthen the rde of transh services in improving the mobility of residents, visitors, and workers in Hdlywood. The public transportation system will be enhanced by strengthening the awareness and usage of the regional bus system, implementing a local transit shuttle service, and buiiding the Metro Rail subway through Hdlywood.

6.1 INTRODUCTION

Transit service will be one of the key components of a successful Hdlywood Transportation Plan. To achieve the goal of higher transit ridership within Hdlywood, the Transit Component of the Hollywood Transportation Plan concentrates on fnre different programs:

o Regional Bus Service Improvements. o Local Transit Service. o Metro RaH Station Access Planning. o Metro RaH Station Portal Improvements. o Metro Rail Construction Mitigation.

The Transit Component of the Hdlywood Transportation Plan Uiustrates the interdependence of each of the individual components uf the Plan. Elements of the Transportation Demand Management, Roadway Imprwements, and Parking Components all must work together with the transit improvements to successfully improve overall access and moblity in Hdlywood.

Furthermore,&> CRA staff shall c o n t i n u e - m n d -~ ~~~ ~ ~~~~ SCRTD,DLADOT to address on-aoina issues concern& Rail station dannim;l, aoDeratlons co mmuter mrkinq.

6.2 PLAN PROGRAM: REGIONAL TRANSIT SERVICE

The Hdlywood Redevelopment Area is now served by 21 SCRTD regional bus routes. One of the goals of the Transit Component is to take better advantage of the existing bus service to, from, and within the study area. As Hdlywood employment increases, the transit system should be strengthened and promoted so that the proportion of employees using transit will also increase.

A. Transit Promotion and Marketing

The Hollywood Transportation Management Organizath (TMO) will be used to promote a d maricer rhe senrises diered by the r m d system within iddiywd.

Action: Adopt a transit promotion and marketing program funded and managed by the Hdlywood Transportation Management Organization.

Discussion: The general levd of information regarding the transit system will improve as a consequence of the formation and subsequent activities of the Hdlywood TMO. The

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individual employer's dues to the TMO will be directly converted into an operating budget to support the program administered by the TMO Board of Directors. The staff of the TMO will supervise production and dissemination of promotional materials designed to create increased awareness of alternatives to the single-occupant automobile. The primary focus of at least the early TMO activities will likely be to: a) improve mobility in Hdlywood by promoting and marketing all forms of ridesharing (including conventional bus services) and b) help the individual employer satisfy the TDM requirements for his/her facility.

In addition to supplying information on ridesharing, transit, and TDM activities to residents and employees within Hollywood, the TMO will also develop a marketing program aimed at Hollywood visitors. Portland and Eugene, Oregon, for example, have visitor-oriented transit information offices and waiting areas located on their heavily used transit routes through their respective downtowns. These manned information offices offer the transit system operator not only the opportunity to answer visitors' questions, but also the opportunity to disseminate information to a wide variety of potential transit customers. Unmanned informational kiosks may initially be more cost effective and still be able to provide the appropriate level of information to aid out-of-town visitors to Hollywood. Such kiosks could be similar to those in Portland in which television monitors display route information continuously. Or it may be appropriate to utilize the interactive graphics techniques that are employed by the SCRTD at its El Monte terminal in which the rider inquires as to his travel needs by a series of video prompts. Another, simpler technique, but one which has proven to be extremely effective as well, is the use of graphic illustrations and maps.

The principal thrust of these marketing concepts would be a) to provide ridesharing and other TDM information for Hollywood residents and employees, b) to demonstrate the transit service and interconnections that already exist in Hollywood (probably with an emphasis along Hollywood and Sunset Boulevards), and c) to identify the connections which can be made from within Hollywood to other points of general interest within the metropolitan area of Los Angeles.

8. Parkina Reauirements/lransit Linkaae

The long-term supply of code-required commuter parking in Hollywood must be balanced with the overall goal of encouraging transit usage to ensure that an over-supply of commuter parking does not create an incentive for single-car occupant usage.

Action: Establish parking requirements for new office buildings within onequarter mile of Metro Rail station portals at a maximum of 2.0 spaces per thousand square feet, effective once Metro Rail construction begins in Hollywood.

Action: Intercept up to 20% of total code required parking for office use (at 2.0/1,000 sf) at the planned park-n-ride facility adjacent to the North Hdlywmd Metro Rail Station. This pdicy would apply only to new office development within one-quarter mile of the three Metro Rail stations in Hollywood (see Exhibit 6-I), and would only take effect once the Metro Rail system is completed to North Hollywood (anticipated to be year 2001). The intercept spaces would be cnven.anted to the North Ho!!pnod park-n-ride faci!:V! BN! a!! ar same prtinr! G! the cost to provide these additional spaces at the park-n-ride facility would be borne by the office developer through contributions to a parking trust fund.

Discussion: There is an inverse relationship between the availability of abundant. inexpensive or free parking and the relative success of mass transit and other TDM strategies. Experience clearly shows that the use of the automobile is encouraged when

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the parking supply is abundant or when the price of long-term parking is not a discouragement. This often relegates transit to the role of providing strictly for the transit dependent population and does not provide the necessary inducement toward increasing transit usage among various segments of the work force.

For transit to be a successful component of an overall transportation plan, it will require the Hollywood Transportation Plan to implement a policy which limits the supply of long- term commuter parking to encourage transit use, but provides adequate parking for visitors, shoppers, and residents. A continual program review will ensure that the parking supply, location, and cost is adequate to meet the needs of the tourists, visitors, shoppers, and residents.

C. Transit Operational Improvements

Action: Implement Hollywood Transportation Plan roadway improvements and operational strategies to increase bus transit efficiency and effectiveness.

Discussion: The roadway improvements set forth in Chapter 3 will have a direct benefit to the operational efficiency of the bus transit system. The decrease in congestion on the arterials, for example, will have the ripple effect of simultaneously improving the operating speed of the buses serving those streets.

Specifically, the improvements in the operation of the arterial street network will have favorable impacts upon the bus system as a consequence of the following:

o Increased hours for peak-hour parking restrictions. o Increased number of' streets where peak-hour parking restrictions will apply. o One-way street sections. o Widened street sections.

6.3 PLAN PROGRAM: LOCAL TRANSIT SERVICE

Although the principal travel corridors through Hollywood are well served by the regional bus service, there are significant areas of Hollywood in which there is little or no convenient transit service.

Action: Support implementation of a Hollywood Local Area Transit System. Implement local shuttles, as initially proposed for consideration by Councilman Michael Woo and the Los Angetes Department of Transportation, to connect transitdependent residents to shopping, medical, and recreation/social services.

Discussion: Hollywood has a large number of transitdependent residents, including senior citizens. Through a study conducted by Barton-Aschman Associates, Inc., for the Los Angeles Department of Transportation, it was identified that there is a substantial unmet (and undermet) transit need of the residents of Hollywood, particularly in the category of local area circulation. This need is most acutely felt by senior citizens who are:

o afraid to walk to the SCRTD bus stops for fear of bodily harm; 8 unable to walk to the SCRTD bus stops due to physical limitations; o afraid to ride the SCRTD buses.

The primary destinations of these and similar transitdependent uses are:

o grocery shopping,

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o Hollywood Senior Multipurpose Center, o medical visits, o nutrition centers, and o Social Security Administration.

The October 1988 Barton-Aschman study led to a recommendation for a single bus shuttle system aimed at serving these local trips. Initial shuttle service began operation in summer 1990.

6.4 , PLAN PROGRAM: METRO RAIL STATION ACCESS PLANNING

Local government jurisdictions have approved the route for the second phase of the Metro Rail subway, and funding commitments for project construction have been secured. The all-subway alignment from Union Station to North Hollywood will traverse through Hdlywood and will include three stations within the Hollywood Redevelopment Project Area. The three stations, as depicted on Exhibit 6-1, will be located on Hollywood Boulevard at the Western Avenue, Vine Street, and Highland Avenue intersections. Each of these locations will present significant opportunities and design challenges to successfully integrate each of the Metro Rail Stations with adjacent land uses, particularly within the Hollywood Boulevard Historic District. Final design engineering is now being conducted to define baseline station design. Metro Rail system construction in Hdlywood is expected to begin about mJ993-1994 with operation to begin in the late 199CTs.

A. Metro Rail Station Access Plan Pre~aration

Action: Prepare station area access plans for all three Hollywood Metro Rail Stations, including detailed planning for bus/rail interface, park and ride facilities, kiss-n-ride facilities, and station entrances.

Discussion: It is during the final design stage that the major decisions regarding station design and operations are reached. Among these decisions are the required number and location of entries for each station; the number/location of required stairs, escalators, and mechanical and electrical ancillary spaces; location of off-street station facilities such as parking, bus layover/loading areas, and automobile turnout lanes; all of which must be accommodated as efficiently as possible in order to minimize capital, operating, and maintenance expenses. A decision made regarding any of these elements affects other decisions. For example, the need to place an entrance at a specific location can require a particular mezzanine configuration; conversely, the selection of a particular mezzanine layout will affect where stairs/escalators can be placed and where the entrances are located. Each of these decisions can directly or indirectly affect patronage, the surrounding land-use, historic buildings, and traffic patterns. Therefore, it Is imperative to coordinate station design and operations with ongoing planning.

Detailed station area access plans should be jointly prepared by the Los Angeles County Transportation Commission/Rail Construction Corporation, CRA, and the City for each of the three stations in Hollywood. These plans should thoroughly describe the location of entrances, ancillary facilities above grade, bus operations requirements (transit lanes, loadinglunloading, and layover zones), and the needs for parking and kiss-n-ride facilities. Each of the station area access plans should be linked to redevelopment/revitaIization objedkvires.

Bus/Rail O~erations Interface

Required bus service to the three Hollywood stations will alter current bus operations along Hollywood Boulevard. A preliminary review of future bus/rail operations indicates that new bus layover/loading areas will be necessary in off-street locations. A layover is

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the time that a bus is out of service at the end of a trip in order to provide the driver needed rest time or schedule recovery time. Ideally, layover and passenger loading should take place at the same location, and as close as possible to the station entrance. An important question to be resolved during station area access planning is whether the future bus volumes and layover space requirements in Hollywood will require that this function be located off-street rather than on-street.

C. Park-n-Ride Facilities

The issue of adequate station parking has been the focus of attention for several new U.S. subway systems such as BART in the Bay Area and Washington, D.C.'s Metro. Park-n-Ride facilities for the Los Angeles Metro Rail Project are currently planned at stations in North Hollywood, Universal City, and Union Station. One of the issues to be addressed in station access planning is how much long-term station parking is deemed to be necessary in Hollywood and how it will be managed. The possibility of a specialized park-n-rue facility should be evaluated near the Western station.

D. Kiss-n-Ride/Auto Dropoff and Pick-Up

There will be demand for "kiss-n-ride" auto drop-off and pick-up at each of the Hdlywood stations, the exact amount depends on specific patronage projections, traffic volumes, and surrounding land uses. The Hollywood-Vine station has been initially planned to Include a 20-space kiss-n-ride lot near the station entrance on Hollywood-Argyle. Plans for such facilities must be coordinated with development plans for adjacent land uses. In addition, alternative auto drop-off and pick-up arrangements for other stations will need to be examined through the station access planning process.

Station Entrances

Another important issue to be detailed through station access planning is station entrance design. A station's entrances must be planned and designed to be integrated into existing/future development and street level activities. Coordination of planning and design effort should begin at the earliest stage of the development process to ensure conformance with the Draft Hollywood Boulevard District Urban Design Plan. Questions to be addressed include the number, location, and orientation of station entrances, and the provision for future entrances. Of particular concern to Hollywood will be the degree to which planned entrances will support redevelopment/revitalization objectives.

6.5 PLAN PROGRAM: METRO RAIL STATION PORTAL IMPROVEMENTS

Action: Provide the necessary funding or in-kind contributions for construction of additional entrances to Metro Rail Stations in Hollywood.

Action: New developments located adjacent to Metro Rail station 'knockout panels' will be required to provide both the surface and sub-surface easements for additional future station entrances.

Discussion: The baseline design for Metro Rail stations in Hollywood will be estabiished through the find eiigineeiing cfesigii phase iiow in progress, f t i ~ baseline design for each d the three Hollywood stations (see Exhibit 6-1) will construct one initial entrance or portal, with provision of 'knockout panels' to connect additional entrances in the future. Recognizing that Metro Rail entrance/portal location and design can have a significant impact on development patterns, pedestrian movement, and regional accessibility, the Hollywood Transportation Plan supports the

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Revised Hollvwood Trans~ortation Plan-Chapter 6 Paae 6+

provision of an additional entrance/portal at Hollywood station(s) to be funded in part or in whde through direct developer contributions, tax increment funds, and regional funding sources.

6.6 PLAN PROGRAM: METRO RAIL CONSTRUCTION MITIGATION

Action: Prepare detailed construction mitigation plans for Metro Rail which reflect the unique commercial activities and traffic patterns along Hollywood Boulevard.

Discussion: The physical impacts from the construction of the Metro Rail subway system under ' Hdlywood Boulevard will be significant for several years in the 1990's. These impacts will include

reduced pedestriin and vehicular access, reduced on-street parking, and disturbances from noise and dust and potential impact to historic buildings. The greatest impacts will be caused by sections requiring 'cut and cover* construction at each station site. This construction technique involves the opening of the surface and the installation of temporary decking so traffic and pedestrian movement can continue while construction is underway below ground. A concrete structure is then built underground, and the surface area is then restored. The exact location of cut and cover along Hollywood Boulevard will be determined during Metro Rail's final engineering.

In between the cut-and-cover sections, subsurface deep tunneling will be used to construct the other portions of the Metro Rail system. Tunneling creates an insignificant surface impact except where muck must be removed and where materials and equipment need to be stored and lowered.

The Los Anaeles Trans~ortation Commission recentlv took actions to consider minina-s _forhe Hollvwood/Hiahland Metro Rail Station Minina will considerablv mitiaate immct at a site with hiqh traffic activity and et-side commercial activitv. In addition, the relative low cost m i u r n , mitiaated communitv im~act, and omortunrtv to develo~ the mined conceDt fodvture D s

Traffic Row will be affected during the entire period of construction, which is anticipated to last approximately two to three years at a given cut-and-cover location. Depending on the traffic flow and location, a variety of methods will be used to control and maintain traffic in constricted intersections, primarily heavy wood decking to replace street pavement and still allow cars to drive on the street. Cross streets will be carried through intersections on these wooddecked bridges. Sidewalks may be narrowed, but pedestrian access to stores will be maintained by bridges, temporary walkways, and other means. Some streets will also have to be closed under certain circumstances. Some on-street parking will be eliminated during construction to accommodate construction operations and vehicular flow on streets where stations are to be iocated. Selected bus stops, scheduies, and routes will need to be temporarily changed.

Before Metro Rail construction begins, the Rail Construction Corporation, working in conjunction with the CRA and LADOT, wiW& required to develop a detailed traffic and pedestrian mitigation plan to minimize traffic and business disruption on Hollywood Boulevard during construction. The excavation and decking of arterial streets crossing the rail alignment wlll have to be phased so that the capacity of these streets is not reduced unnecessarily. Such plans will be developed to reflect the unique pedestrian character of Hollywood Boulevard. No designated major or secondary highway should be completely closed to vehicular or pedestrian traffic. No collector or local street or alley skou!d he cornp!etdy C ! O S ~ pgrewmtlni; IGCA to residences, b u s i i i ~ ~ s ~ ~ , O i ~ i h c i establishments. Cut-and-cover construction will be minimized and used only at stations and other special structure locations. ,The draft Hollvwood Construction lm~act ~roa iam is beina circulated m e community for ~ub l ic input and will soon be finalized. The Construction mitiga&~-pk~ &pact Proaram should designate an ombudsman to consult with residents and merchants, and attempt to resolve conflicts. There will have to be continuous monitoring, evaluation, reporting, and readjustment of the construction mitigation plan during the entire construction period.

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Revised Hollvwood Transportation Plan-Cha~ter 6 P a m 6-7

The Rail Construction Corporation should conduct an extensive public awareness program which would include informational newsletters, signage, a public information center on Hollywood Boulevard, etc., to regularly inform residents and businesses on upcoming construction activities.

6.7 FUTURE ALTERNATIVES

Travel patterns in Hollywood can be expected to change as a consequence of both changes to the land-use patterns and changes to the transportation system. The introduction of Metro Rail into the area will substantially increase ridership on mass transit. Once the full impact of Metro Rail implementation is realized, it will become more clear how some of the transit alternatives will contribute to the overall enhancement of mobility in the area.

A. Future Alternatives: Local Transit Service Expansions

One specific future action which can have an impact upon increasing mobility is the expansion of the shuttle b t t s - p r o g ~ m - f ~ ~ ~ ~ ~ - ~ e o ~ W - k i l i E t C - h - I d n d u d e - - ~ o l k e r - ~ - a n d - i i n e s r - P ~ s i M e - ~ i 0 e - e x p ~ ~ - i n o k t d ~ gervice a m Hollywood _Boulevard and ex~ansion to other services.

o Multipurpose Center to the Fairfax Trolley.

o Specialized, high-visibility trolley-type service along Hollywood Boulevard.

6. Future Alternatives: Local Bus Terminal

Hollywood currently experiences a significant number of tour buses arriving and departing from various locations in Hollywood, and these numbers are expected to increase. The possibility of developing a tour bus terminal should be explored for implementation in the future. Such a facility would provide, on either a surface lot or within a parking structure, an off-street location for buses to "layover" while their customers are touring locations in Hollywood, thereby reducing impacts on residential neighborhoods and commercial curb parking skces.

6.8 TRANSIT COMPONENT CAPITAL COSTS

The capital costs associated with implementing the proposed local shuttle service are relatively small. For the recommended initial line it is envisioned that a single midi- or minibus could provide the service. Depending upon whether a Fairfax Trolley-type or a DASH-type bus is used, the initial cost would be between $125,000 and $135,000. No other capital purchases are anticipated except for minor costs involved in route signage. .

Other Trans2 Component capitai costs outlined herein will be funded by the Metro Waii project, the Hollywood Transportation Management Organization, or other transit funding sources.

6.9 TRANSIT COMPONENT OPERATING COSTS

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Revised Hollvwood Transportation Plan-Chapter 6 Paae

Based on the assumption of a 9:00 AM to 500 PM service for the recommended intthl shuttle route, an annual operating cost of $€%;080$142,000 was calculated, given the present contractual costs being borne by LADOT for the Line 203 service. A change in hours or service frequency could alter this figure.

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CHAPTER 7

SHORT-AND-LONG-RANGE PARKING COMPONENT

CHAPTER OVERVIEW

Actions shall be taken to ensure an adequate supply of parking to meet projected needs, balanced with the Redevelopment Plan goals and incentives to use transit, carpools, and other alternatives to commuting by automobile. A short-range program shall be established to address existing parking needs through more efficient management of curbside parking, shared parking in private garages or lots, and permit parking for residential neighborhoods. Long-range, pemnent solutions to parking needs shall be implemented over the life of the Transportation Plan through development of additional off-street parking facilities, modifications to city parking requirements, shared parking, and accommodation of parking demand associated with Metro Rail stations. -

7.1 INTRODUCTION

This chapter represents the Parking Component of the Hollywood Transportation Plan. Included in the parking component are short- and long-range programs. Prior to discussing the parking ptan a discussion of the parking demand analysis is presented.

The short-range parking program contains recommendations addressing the existing parking deficiency. The implementation of the long-range parking program will take time to develop, and must be phased to match the changes in land use over time. In fact, the earliest that a new parking facility could be operational would be approximately 18 months.

Hdlywood Redevelopment parking analysis zones for the area are shown in Exhibit 7-1. The study area is divided into eight zones which approximately correspond to those of the previous parking studies and have similar parking characteristics. There are 180 Mocks within the study area.

7.2 EXISTING PARKING INVENTORY

The parking inventory for the study area is summarized in Exhibit 7-2. Of the total 31,144 spaces in the study area, 7,458 or approximately 24 percent are on-street; the remaining 23,686 spaces are &-street. The majority of the on-street spaces (4,344) are in the residential areas which do not currently have time limls on parking.

Of the 23,686 off-street spaces, 14,217 are dedicated to usage by customers and employees. Only 9,469 spaces are available to the general public, of which only 490 are currently provided by the Uty of Los Angeles.

7.3 PARKING DEFICIENCY ANALYSIS

The parking defiiency analysis was conducted in two phases. The firs^ was a ieterrnimtion of the existing shortage of parking spaces and the second was a projection of future deficiency based on land use trends expected over the next 20 years.

The terms 'short-range' and "long-range' shouM be distinguished from 'short-term" and "long- term.' 'Short-term' refers to parkers that are parked for a short period of time, usually less than

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Revised Hollvwood Transportation Plan-Chapter 7 . Pacle7-2

The terms 'short-range" and *long-rangen should be distinguished from 'short-term' and "long- term.' 'Short-termn refers to parkers that are parked for a short period of time, usually less than three hours. These parkers are shoppers, customers, and visitors. "Long-termu refers to parkers that typically park for the entire day, usually six to eight hours. Employees and residents fall under this category. 'Short-range program" refers to the parking program developed for immediate implementation and would address existing parking conditions for the next two years. The phrase "long-range programn describes a parking program which will correct existing shortage conditions, permanently, and expected parking deficiencies from future land uses.

A'. Existina Parkina Deficiency

The total existing parking space deficiency in the study area is 1,270 spaces. This deficiency is tabulated by zone in Exhibit 7-3. The existing deficiency of parking spaces occurs primariiy during the night, weekend day, or weekend night.

The largest existing parking deficiencies occur in Zones A and C for short-term (less that three hours) and A, C, and F for long-term (more than three hours). Zones A and C encompass the Hollywood Boulevard corridor between La Brea Boulevard and the Hollywood Freeway and adjacent portions of La Brea Boulevard and Hdlywood Boulevard. Approximately 750 spaces are required along this corridor to accommodate the parking deficiencies anticipated for the evenings and weekends. The other area experiencing a significant parking deficiency is Zone F, which encompasses the FOX Broadcasting Center, N Station KTLA, and the Pick-Gower Studios. Again, the deficiency occurs primarily during evening and weekend time periods. The remaining deficiencies are distributed among the other three parking analysis zones, but the combined total is less than 150 spaces.

EXHIBIT 7-3 SUMMARY OF EXISTING PARKING DEFICIENCY

HOLLYWOOD TRANSPORTATION PLAN

Nig 3HouraorLus

340

0

21 0

0

30

70

50

50

B. Proiected Future Parkina Deficiency

M

The future parking deficiency was estimated for the year 2010 using the land-use projections shown in Exhibit 7-4, Long-Range Parking Deficiency by Zone. In addition, the following land-use possibilities were considered: (1) currently vacant buildings would be

-5 Weekend Conditlam 3HoonwMore I T d s l

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EXHIBIT 7-4 LONG-RANGE PARKING DEFICIENCY BY ZONE

HOLLYWOOD TRANSPORTATION PLAN

C Fuhre Develpmmt Unnbk to Rwide Code-Required

Parkhg

Existing Deficiency - - luency ms a R a & t

Filling Existing 15% Vacant Omce Spa-

e r h g Demand) Weekend

340

0

400

0

80

310

Supply Rsquted

W&&y

0

75

100

0

125

0

Noto: *Satisfies nightime parking demand in Z o m F L H, u wellar tutu* daytime parking demand in all -

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occupied in the future, (2) some buildings may be used more intensively, and (3) some existing buildings may be rehabilitated in the future without having to provide additional parking.

To estimate future parking space deficiency, the following assumptions were made:

1. One-half of the projected small retail development (excluding the three major retail projects currently proposed which will provide full Code parking) would not be able to provide the required off-street parking for employees or customers because the size of the existing lots would prohibit construction of parking facilities.

2. The remaining retail and all of the office, hotel, industrial, and residential development would provide full Code-required parking.

3. The existing vacancy factor in Zones A, B, C, and D was assumed to be 15 percent of the existing office floor area.

4. It was assumed that 10 percent of the existing office floor areas in Zones A, B, and C is presently underutilized and could be occupied, or revitalized, in the future.

Using the assumptions listed above, the long-range future parking deficiency in Hollywood was estimated. The results of this analysis, as shown in Exhibit 7-4, indicate the total long-range future deficiency is 3,740 daytime spaces. Of this total, 3,340 new spaces will be needed to satisfy weekday daytime parking demand. The vast majority of these spaces (2,825 spaces) will be needed In Zones A, B, and C, primarily within the Hollywood Boulevard Commercial and Entertainment District, a National Register Historic District (referred to hereafter as "Hollywood Boulevard Historic District" or "Historic District").

PLAN PROGRAM: SHORT-RANGE PARKING MANAGEMENT PROGRAM

Providing an adequate parking supply is critical to maintaining the quality of life and vitality of Hollywood. Inadequate parking is detrimental to everyone; merchants, shoppers, tourists, and residents all suffer when the parking supply is inadequate. As indicated previously, there currently exists a shortage of some 1,270 on-street and off-street parking spaces in Hollywood. This shortage condition occurs mainly at night and/or on weekends. The most deficient areas are primarily in the commercial core along Hollywood and Sunset Boulevards.

The purpose of the Short-Range Parking Management program is to provide immediate, temporary relief for Hdlywood's current parking shortage. This can be accomplished by implementing a set low-cost parking management strategy that can help to increase the current parking supply. More permanent, long-range sdutions, to be discussed later in this chapter, will have to be implemented over a 20-year period and will require significant public and private investment. Whlle the Short- Range Parking Management program is less costly, it will require the active participation by Hdlywood's merchants, building owners, and residents. The short-range parking management program is composed of three elements, each of which could be implemented within a oneyear time frame.

A. On-Street Curb Manaaernent

Action: Implement an On-Street Curb Management program to provide additional curb spaces for local merchants, visitors, and residents, and to ensure more efficient use of existing curb spaces.

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Discussion: The On-Street Curb Management program for Hollywood will provide better use of existing and potential curb parking spaces that are either not in demand all day or where the demand can be more effectively controlled. This program will reduce evening/weekend shortages of short-term parking (less than three hours use). There are two categories of on-street curb management to be implemented in this program:

o Conversion of Existing Daytime Loading Zones to Public Use During Evenings/Weekends. Up to 312 spaces potentially can be added to the evening/weekend parking supply by metering and/or signing passenger and commercial loading zones for public use during the hours they are not reserved for commercial loading.

o Extension of Parking Meter Hours. There are a number of areas in the commercial core of Hollywood where curb parking is in heavy demand well into the evening hours. Extending existing meter hours into the evening in these locations will cause more turnover in metered spaces by encouraging long-term parkers to seek off-street lots, thereby freeing the curb spaces for their intended short-term use in supporting nearby retail businesses.

In order to implement the On-Street Curb Management program it will be necessary to take the following actions:

o Develop detailed criteria for changing the controls on passenger and commercial loading zones, taking into account location and current parking demand. ldentlfy specific locations for possible application and determine current usage patterns.

o Recommend specific locations to be metered and/or signed. Project level of use, enforcement requirements, and costs and determine projected revenue available for enforcement.

o Set schedule for implementation; notify public.

o Install appropriate signage and paint individual parking stall marks. Program meters for extended hours and install new meters where necessary. Begin enforcement.

B. Shared Parkinq

Aation: Implement a Shared Parking program in the commercial core to make available additional evening and weekend spaces in existing building parking garages and lots.

Discussion: The current commercial parking shortage in Hollywood occurs mainly during evenings and weekends in locations where office building parking normally closed for business could be made available. The Shared Parking Program will encourage these existing businesses to keep their garages or lots open later in the evening to meet this immediate demand.

in ~ r d e r to implement the Shared Parking program it will be necessary to taka the fdlowing actions:

o Confirm priority areas for Shared Parking Program along Hollywood and Sunset Boulevards and determine potential parking supply in currently closed existing garages or lots.

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Wsed Hollvwood Transportation Plan-Chapter 7 Paae7-5

o Evaluate candidate garage- or lot-usage patterns. Interview owners as necessary to verify hours of operation, operatorlownership, capacity/size, occupancy (day, night, weekend), security, proximity/walking distance/ingress-egress (traffic impact).

o Identify and document potential solutions for possible liability, operational, security, and validation issues. Prepare prototype financial analysis (pro forma) projecting level of use and potential revenue for discussion with owners/operators.

o Present materials to garage owners; negotiate agreements as necessary.

C. Residential Permit Parking

Action: Implement a Residential Permit Parking program to provide expedited procedures to protect residential areas from spillover commercial/institutional parking by establishing zones eligible for preferential parking measures.

Discussion: The Residential Permit Parking program for Hollywood will accelerate and simplify the residential permit parking process by enabling residents, through expedited procedures, to initiate permit parking in areas of the Hollywood community where spillover commercial parking has severely impacted residential streets. The Residential Permit Parking program will establish one or more 'enabling zonesn within which smaller groups of residential blocks will be able to petition for individualized permit requirements.

In order to implement the Residential Permit Parking program it will be necessary to take the following actions:

o Establish residential areas eligible for permit parking treatment:

o Evaluate and map residential streets impacted by commercial/institutional parking spillover (includes number of housing units and businesses affected, proximity to commercial areas, etc.).

o Discuss options with merchants and residents.

o Specify boundaries and set priorities for residential areas eligible for permit parking.

o Identify and secure additional off-street parking to offset reduction in curbside parking in residential areas.

o Estimate administrative costs and set annual fees.

o Prepare "master ordinance' enabling new permit parking process to cover targeted neighborhoods within the Hollywood Redevelopment Project Area. conduct public hearings, and submit to City Council for approval.

See Chapter 4, Neighborhood Traffic Protection Component, for a more detailed discussion of the Residential Permit Parking process.

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Rsviaed Hollywood Transmrtation Plan-Chapter 7 F'am7-g

7.4 PLAN PROGRAM: LONG-RANGE PARKING PROGRAM

The long-range projection for parking demand in Hollywood estimates a 3,740-space shortage by the year 2010 if present land use trends continue. In order to meet a 20-year demand for parking, an integrated and phased program which includes the construction of off-street parking facilities, new development parking requirements, and expanded parking management strategies must be implemented. The long-range parking program must be linked with redevelopment/revitalization objectives, and be flexible enough to accommodate shifting land use trends. The recommended long-range parking program includes the following elements:

o Develop.Off-Street Public Parking Facilities. o Establish New Development Requirements. o Waive Historic Building Parking Requirements.

A. Develo~ Off-Street Public Parkina Facilities

Action: Begin immediate acquisition and development of sites identified for use as off-street public parking facilities. Initial off-street parking program development should focus on sites located in the Hollywood commercial core.

Discussion: To meet existing and expected year 2010 parking-space deficiencies a number of candidate sites have been identified for public parking facilities (see Exhlbtt 7- 5). Each of the candidate sites is either vacant or in use as surface parking and form a checkerboard pattern serving the areas of Hollywood expected to experience parking shortages. Many of the candidate sites were previously recommended in the 1981 Associated Parking Consultants study and were targeted by the Los Angeles Department of Transportation's Off-Street Parking Division as potential public parking sites. Taken together, these sites could yield up to 3,780 public spaces. Exhibit 7-6, Description/Evaiuation of Candidate Sites by Zone, has been prepared to describe the potential parking program for each site. Because of the significant site acquisition and design/construction costs involved, the development of these sites into public parking facilities should be phased over twenty years to match land use trends.

The CRA and IADOT should initiate an acquisition program to land-bank sites identified for off-street parking facilities. Initial effort should target sites in the Hollywood commercial core. Joint development/joint use opportunities for sites should be aggressively pursued. Sites located near Hollywood Boulevard have been evaluated under the Draft Hdlywood Boulevard Urban Design Plan and are compatible with and support that plan. Financing for a long-range parking program will include parking meter funds, tax increment funds, and bonding. Multi-level parking structures, probably no more than four levels, should be constructed over time on the acquired sites, with possible appropriate additional uses such as ground-fioor retail, housing, and office space. Other public parking spaces will have to be developed within new development sites as they are constructed.

Construction of all parking structures within the Hollywood Boulevard Historic District shall conform to the design standards of the Hollywood District Urban Design Plan.

In addition to the additional public parking spaces to be provided in the commercial core areas oi Hoilywod, smaiier public lots will be developed to sewe residenriai or smalier commercial areas, possibly using additional right-of-way acquired for the roadway improvements as discussed in Chapter 3.

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EXHIBIT 7-6 CANDIDATE OFF-STREET PARKING SITE ANALYSIS

Future Demand Location I spaces

Hollywood Boulevard La Brea - Wilcok 1,23C

Sunset Boulevard La &ea - Wilcok 705

Hollywood Boulevard Wilcox - Gower 220

Sunset Boulevard Wilcox Gower

Hollywood Boulevard Gower - Freeway 1 35

Sunset Boulevard Gordon - Freeway 310

Western Avenue Hollywood - Sunset 160

Nestern Avenue Ssnta Monica Blvd 90

HOLLYWOOD REDEVELOPMENT PLAN

Candidate Sites A CherokeelWhitley B Las Palmas Avenue C Farmers Market Site

DIE

F YMCA

G Orange Drive HII

. Existing Parking Use I Spaces

City 1 2( Private Private

YMCA lo(

Private to(

Private 21C AdJ. Theater 2%

Cineadome Private

Studio Private 10C

Potential Program 1 Space8

ParkIngMousing Joint Venture 40 Build 4 Levels x 125 50 Build 4 Levels x 130 52 Other Development Sites

Joint Development with YMCA 4 Levels x 90 381

Build 3 Levels x 143 4 3 Other Development sites

Build 4 Levels x 180 72( Build 4 Levels x 170 7%

Joint VenturelBuIld 2 Levels x 100 22( Mher Development sites

Mher Development

Joint VentwefBuild 3 Levels x 100 30(

Dther Development Sites

3her Development Sites

%er Development Sites

See Exhibit 7- 1 for descripton of zone boundaries & ' '?it 7-5 for location of candidate sites.

Appiox. Net lnaease

200 320 340 300

'me Total

260

Zone Total

510

Zone Total

Zone Total

Zone Total

200

Zone Total

Zone Total uib Zone Total

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5. Establish New DeveIoDment Reauirement~

Action: Require new projects, sited within a zone considered to have critical parking deficiencies, to assist in a program to relieve the zone's parking shortage.

Discussion: The ability of the City to develop public parking facilities is contingent upon several factors, including site availability, land values, finances, timing, and land use trends. Each of these factors is relevant to Hollywood, particularly site availability, land values, and finance. As Hollywood is revitalized, there will likely be fewer vacant parcels to develop for public parking. This situation is further exacerbated by the overall trend of increasing land values, especially for vacant lots, and limited public funds to pursue acquisition of currently available sites.

Therefore, the development of off-street public parking facilities should be supplemented with new development requirements for large-scale projects sited within one of Hollywood's parking analysis zones considered to have a critical parking deficiency. Depending on zone characteristics, projected deficiency, and the City's progress in constructing off-street facilities within the zone, large-scale projects may be required to assist in relieving the zone's parking shortage. There are several options in which a project could fulfill this new development requirement: (1) Provide additional parking spaces within the project for general public use, above code requirements; (2) make an In-lieu fee payment contribution to a Public Parking Facilities Fund; (3) donate land to the City for public parking purposes; (4) participate with the City in a joint venture to develop off-street public parking facilities. The options described above are not mutually exclusive nor is it intended to be a complete list of options. The concept underlying new development requirements is that zonal parking deficiencies in Hollywood will become a shared responsibility of both public and private sectors, and any new requirements should be responsive and flexible to both public and private needs.

C. Waive Historic Buildina Parkina Reauirement~

Action: Grant complete or partial waiver from on-site code parking requirements for buildings contributing to the Hollywood Boulevard Historic District and other buildings listed on, or eligible for, the National Register of Historic Places or listed as a Cultural Heritage Monument by the City of Los Angeles as an incentive for rehabilitation and reuse of designated buildings.

Discussion: It is not possible for all existing buildings in the Hollywood Boulevard Historic District to .provide sufficient current code-required parking either on-site or immediately adjacent to the building. Where a strict application of the code parking requirements would make a reuse or revitalization project infeasible, additional pressure to remove the building or avoid revitalization can occur. In such cases a complete or partial waiver of current parking code requirements should occur. Buildings receiving such a waiver will be required to submit a parking management plan showing how they will meet the parking needs of their building through public or private spaces in nearby locations, including the possibility of providing an in-lieu parking fee to help construct pubiic parking facilities within Hollywood.

LTe Citv Council has recent!^ addressed this issge bv directina the Plannh-wrtment i_n coo~eration with the Citv Attornev and the Communitv Redevelo~ment Aaency, to draft an ordinance amendina the Los Anaeles Plannina and Zonina Code to allow for a waiver o_f ~ark ina reauirements e Hollvwood Redevelo~ment Proiect A m reus: proiects that are located within 1,500 feet of a citv-owned Darkinq lot.

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@Aaencv, in cooperation with the Planninq q d e l i n e s and requirements to be used bv the Planning Co~missiowhen cons idea ~arkinqreauirement waiverreauests.

7.5 PARKING PROGRAM COSTS AND FINANCING

A. Short-Ranae Parkina Manaaement Proaram Costs

The implementation costs for the short-range parking program include expenditures to convert loading zones to nighttime parking spaces and to change the hours and rates for the existing parking meters. The loading zone changes are expected to cost $30,000 while the parking meter revisions will cost $239,000.

Lona-Ranae Parkina Proaram Costs

In order to provide a net increase in parking supply of 3,740 new spaces, approximately 4,460 new spaces must be constructed. At an average construction cost of $&W $8,500 per space and considering the land acquisition costs involved in securing new sites, a total of Mu million will be required.

At an average annual cost of $125 per space the annual operation and maintenance cost for a 4,460-space public parking system would be $557,500.

The overall costs for the long-range parking program are detailed in Chapter 9, Financing and Implementation Plan. Current funds available, mainly parking meter revenue funds, are not sufficient to implement the parking program described in this chapter. Therefore, other sources of revenue must be used to finance the program. Potential funding sources include the following:

o In lieu of Parking Fees-developer contributions to a fund to construct public parking facilities.

o Tax Increment Funds-dedicate and direct some portion of tax increment funds for Hollywood to public parking facilities.

o Bonds--issue a bond series to cover the costs for site acquisition and construction of one or more parking facilities, with funds for retiring the bond generated through parking revenues or tax increment funds.

o Joint Development/Air Rights-Crty enters into an agreement with private interest to construct and operate facility as a public garage or City enters into an agreement with priiate interest to construct facility in exchange for air rights development.

o Capital Improvement Program--parking facilities added to a list of City's capital improvement projects scheduled over a five-year period and constructed as funds made available from various sources, including parking meter funds.

7.6 FUTURE ACTIONS

It is important to recognize the positive impact of Metro Rail stations on reducing parking demand in Hollywood, but it must also be recognized that parking demand must be accommodated in the interim period before the system is in operation. The greatest impact is expected for office parking, \,

particularly for commuting employees. It is recommended that parking requirements for new office

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buildings within one-quarter mile of Metro Rail stations be established at a maximum of 2.0 spaces per thousand square feet effective once Metro Rail construction begins in Hollywood. See Chapter 6, Transit Component, page 6-3, for further details.

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CHAPTER 8

RECOMMENDED ACTIONS TO IMPROVE THE PEDESTRIAN ENVIRONMENT

This chapter describes objectives and measures for improving the pedestrian environment in Hdlywood. The intent of these diverse set of actions is to ensure that Hdlywood is enhanced as an inviting, comfortable, safe and stimulating pedestrian environment. What fdiows is a description of the i f&wwe~ elements contained in botk the Hdlywood Transportation Plan 0 eRd-8Faft-CleiIw-Beulev& QisM&U-Pb w h i c h ~ ~ o g e t k e F ; will create an improved pedestrian environment in Hdlywood.

- INTRODUCTION

Throughout Hdlywood, the adequacy and qualtty of the pedestrian environment is a paramount concern. The need to provide additional capacity to accommodate increasing vehicular traffic must be carefully balanced by the sometimes competing need to increase and improve the available space and quality of environment for the pedestrian. Betk tzhe Transportation Plan & H e l w BouleuEtFd-QieMozw-litR recommends standards, measures, and programs which will improve the movement and comfort of pedestrhns. Inherit in these recommendations is a recognition that the pedestrian environment is intluenced by the limits of the public street space (public right-of-way), the physical form of buildings bordering and defining the public street space, and the type of activity occurring at the street level (building ground floor, sidewalk, and internal private building spaces).

Since the pubiic streets and sidewalks have historically been, and will continue to be, the organizing structure of both the built environment and pedestrian environment in Hollywood, their rde as the primary network linking the great diversity of uses and activities in Hdlywood cannot be replaced by other pedestrian movement systems. Therefore, above-street pedways and below- grade tunnels are not recommended in Hdlywood by e#keF the Transportation Plan w-tke ~ - ~ w d - D i e k i o t . ~ . These pedestrian movement systems are inappropriate given the existing urban vitality now experienced by the pedestrian at street level.

The Transportation P la~n$-Ur lwR-DedgR-PWk assumg that the current arrangement of public street space and built form in Hdlywood are basically f ~ e d , and make recommendations to improve the form and quality of the pedestrian environment within these historical constraints. The two plans propose the following measures and programs to enhance the pedestrian environment in Hdlywood:

HOLLYWOOD TRANSPORTATION PLAN

The Hdlywood Transportation Plan fw recommends establishing a more realistic street dassifmtion system for pedestrian oriented streets in Hdlywood by modifying the existing official City roadway standards that estabiish right-of-way and setback requirements for each City street.

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Revised Hdlywood Transportation PIan-Chmtar 8 W e 8-2

Hdlywood Boulevard is most directly impacted by this recommendation because it would be redesignated as a 'Modified Major Highway" between La Brea and Gower. This would permanently set the public Right-of-way standard at its current 100 foot width and maintains the sidewalk width by setting its minimum standard at 15 feet. The ultimate result of the Modified Major Highway street standard is that this stretch of Hollywood Boulevard would be protected from future street widenings or building setbacks requirements that would have the effect of narrowing the sidewalk width or changing the basic "street environment.' This action is a recognition of the necessity to preserve adequate space for the pedestrian on Hollywood's busiest and most pedestrian-oriented street. Similar actions are recommended on Vine and Yucca streets.

o For additional information sye Chapter 3, Roadway Improvements, Recommended Thoroughfare Plan, Hdlywood Transportation Plan pages 3-23 to 3-29.

Discussion: As oart of the Hdlvwwd Boulevard District Urban Desian Plan, auidelines for t h e m - v e been established to enri$ the Dedistrian exmrience and mitivelv influence the historic and retail identitv of the -makina toward the aoai of an enhanced Mestrian environment, the Aaencv is ~ o l l w o o d LandscaDe Demonstration Proiect.

C. Neiahborhood Traffic Protection:

The Hdlywood Transportation Plan recommends a program of local residential street designations, and restrictions on through-traffic, in order to improve designated streets for residential activities. The Plan detalls actions to be taken to protect existing and future residential neighborhoods within Hdlywood. The purpose of this program is to improve the quality of Hdlywood's residential neighborhoods by keeping excessive through traffic and spillover parking out of residential areas. A key feature of this program is to empower residentkd neighlmfbuds with the ability to identify problem streets and develop solutions appropriate for their neighborhood, all with the assistance of an assigned Ctty traffic engineer. Adoption of the Plan will also specifically designate local residential streets which are eligible for special treatment. The intent of this program is to preserve the livability and quality of residential neighborhoods, and hence improve the pedestrian experience.

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Revised Hollvwood Transportation Plan-Cha~ter 8 Paas &?

o For more information see Chapter 4, Neighborhood Protection Component, Hollywood Transportation Plan (Revised).

D. Metro Rail Station Access Plannina

The introduction of Metro Rail service in Hollywood requires that station portals/entrances be planned to accommodate expected pedestrian volumes and relate better to adjacent land use/street level activities.

The Hollywood Transportation Plan calls for the Rail Construction Corporation, Community Redevelopment Agency, and various City departments to coordinate efforts in the final design of Metro Rall stations. The purpose of this effort is to ensure that station entrances, above-grade facilities, bus operations (transit lanes, passenger loading/unloading, layover zones, etc.) and the needs for parking and kiss-n-ride lots are all accounted for the design of the Metro Rail system. Key to this effort is to ensure that system is as "user friendly' as possible, recognizing that direct access to any station is ultimately made via walking. This coordinated station access planning effort between the Rail Construction Corporation, Community Redevelopment Agency, and other City departments is now in progress and will continue through the design and construction phase of the Metro Rail Project.

o For more information see Chapter 6, Transit Component, Hdlywd Transportation Plan (Revised).

E. Construction Mitiaation Manaaement:

In addition to station access planning, the Hollywood Transportation Plan calls for a Metro Rail Construction Mitigation Program to effectively deal with the impacts on the pedestrian environment resulting from construction of the Metro Rail Project.

This program, to be developed and implemented by the Rail Construction Corporation, will be designed to reflect the unique pedestrian character of Hollywood Boulevard and adjacent streets. The focus of this program is to maintain a functional and attractive pedestrian environment by setting standards for access and qualtty within the Metro Rall construction zones.

These same standards for access and quality shall be applied to other largescale construction projects (both public and prwate) where there is likely to be a direct impact on the pedestrian environment. These construction mitigation standards shall be implemented by the Community Redevelopment Agency through development agreements.

8.3 HOLLYWOOD BOULEVARD URBAN DESIGN PLAN

A Land'Use and Densitv Policies:

The Hollywood Boulevard Urban Design Plan encourages uses which are compatibie with the E~~ ;I- e~ald's pedestrian-ei.isnt& envlroniilent and creates inceniiues for residential development off the Boulevard. The intent of these policies is to reinforce Hollywood's traditional character and land use patterns, as well as encourage new uses, such as residential, which can create an urban live/work community. Certain uses not consistent with the pedestrian nature of the Boulevard are to be prohibited.

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Revised Holhmood Transportation Plan-Chapter 8 Paas 8-4

The Urban Design Plan recommends a set of mixed use designations and standards to enhance the pedestrian environment. These designations allow for active retail uses at ground level while other commercial uses are limited. The intent is to maximize the use of Hollywood Boulevard, Highland Avenue, Vine Street and other streets in their traditional role by encouraging intensive retail and other high pedestrian generating uses at the ground floor level. This policy would have the effect of concentrating retail and pedestrian activity on streets which could best accommodate such activity.

o For additional information see Chapter 3, Land Use and Density, Draft Hollywood Boulevard District Urban Design Plan.

B. O ~ e n S ~ a c e Desian Guidelines:

The Urban Design Plan proposes a framework for preserving and enhancing the Boulevard's primary open space network, its sidewalks and streets. The enhancement of the street and sidewalk spaces is emphasized, through design guidelines that retain the access, small scale, and view corridors provided by the existing grid of short blocks. Incentives for private provision of open space is provided through a density bonus, but the standards will assure that the open space will always be consistent with the desire for an improved pedestrian environment.

o For additional information on Open Space Guidelines refer to Chapter 5, Open Space, Draft Hollywood Boulevard District Urban Design Plan.

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CHAPTER 9

FINANCING AND IMPLEMENTATION PLAN

CHAPT~R OVERVIEW

The Financing and Implementation Plan for the Hdiywood Transportation Plan establishes the cost of the Plan over a 20-year period, identifies potential funding sources for PIan implementation, and allocates the "fair share' proportions of the implementation costs between Hdlywood development and regional development. A development Impact fee is established to assess individual new Hdlywood development projects a portion of the cost of implementing the provisions of the Plan. Mechanisms for project approvals, improvement phasing, and plan modifications are also established.

INTRODUCTION

The Hollywood Plan has been developed to support land-use growth that could occur over the next 20 years. The purpose of the Financing and Implementation Plan is to provide mechanisms that will allow transportation improvements to be implemented along wtth this growth in land use within the Redevelopment Area. Funds are not currently available to implrnent all aspects of the Hdlywood Transportation Plan; since the transportation improvements are needed to support land-use growth over many years, funding appropriations and specific plan implmentation decisions will be required over many years.

P U N PROGRAM: FINANCING P U N

The fdiowing paragraphs summarize the toal implementation and annual operating costs for the various components of the Hdlywood Transportation Plan. Funding sources are identified to help implement the Plan components and implmentation costs are allocated between Hdlywood and regional responsibilities. Plan implmentation mechanisms are established.

A Hdlvw ood Translaortation Plan Costs

Exhibit $I., Cost Summary, presents a summary of the one-time implementation and annual operating costs for the various components of the Hdlywood Transportation Plan. In total, the Hdlywood Plan will require an expenditure of $@i% $139.7 million to implement the recommendations contained in the Plan. A total of approximately $l4 $1.25 milion would be required each year to operate and maintain the various plan components.

The Roadway improvement component of the Hdlywood Transportation Plan will cost approximately $4&6 $519 mllion to implement. Of this total, more than half is needed to purchase right-of-way within the Hdlywood Redevelopment Area. The Neighborhood PidecAbx~, ?rmsp?atbn Bemint Marigellgent, arid Trs=,n& compments at1 +aye bath initial costs to establish and implement programs and improvements as well as annual ongoing costs required to continue the programs. Approximately one-half of the cost of the Hdiywood Transportation Plan invdves the provision d long-range parking withing the Hollywood Redevelopment Area. A total of $534 a 4 million will be required to provide the needed parking supply throughout the Redevelopment Area, and a total of