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

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.

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

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

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.

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

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

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.

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:

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

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

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).

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.

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

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)

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

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

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

Exhibit 1-1 1

PM Peak Hour Screenline Capacity Added by Phase of the

Hollywood Transportation Plan Improvement Program -.

1 995 2000 Year

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.

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

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.

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~

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.

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.

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.

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

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

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.

Revised Hollvwood Transportation Plan-Chapter 3 Paae 3-2

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

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

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

&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.

Revised Hollvwood Trans~ortation Plan-Cha~ter 3 Page 36

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

Revised Hollvwood Transportation Plan-Chapter 3 Paae 3-7

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

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.

Revised Holh/wood Transportation Plan-Cha~ter 3 Paae 3 4

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.

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.

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

Revised Hollvwood Transportation Plan-Chapter 3 - Paas 3-1 2

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.

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

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. -

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

Revised Holhwood Transportation Plan-Chapter 3 Page 3-16

-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.

Revised Hollvwaod Transportation Plan-Chapter 3 Paoe 3-17

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.

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 inte