Metropolis Mixed Use

PHOTO EXHIBIT APPLICANT: Greenland LA Metropolis Acquisition, LLC

Site Address: 811 – 899 S. Francisco Street and 1000 W. Eighth Street

February 10, 2014 Page 1 of 13 Prepared by Craig Lawson & Co., LLC

Metropolis Project Site

Staples Center

110/Harbor Freeway

LASED




Metropolis Project Area

8th Street Francisco Street

110/Harbor Freeway 9th Street Offramp

James M. Wood Boulevard

8th Place




5 1

3

2

4

6

11

8

15

16

14

12

17

13

9

10

18

7




1. View of project site from James M. Wood Boulevard, northeasterly facing.

2. View of project site frontage on James M. Wood Boulevard, easterly facing.




3. View of adjacent properties on James M. Wood Boulevard, southwesterly facing.

4. View of adjacent properties on James M. Wood Boulevard and 110/Harbor Freeway 9th Street exit, westerly

facing.




5. View of southerly adjacent properties on James M. Wood Blvd., southerly facing from Francisco Street.

6. View of project site, northwesterly facing across James M. Wood Boulevard at the end of the 110/Harbor

Freeway 9th Street offramp.




7. View of the project site frontage on Francisco Street, northerly facing from James M. Wood Boulevard.




8. View of the project site frontage along Francisco Street, southwesterly facing from 8th Place.

9. View of the project site frontage along Francisco Street, northeasterly facing from 8th Place.




10. View of adjacent property across Francisco Street, southeasterly facing from southern portion of project site.

11. View of adjacent property on 8th Place and Francisco Street, southeasterly facing from project site.




12. View of project site, westerly facing from James M. Wood Boulevard and 8th Street.

13. View of project site from 8th Street, southerly facing.




14. View of project site frontage on 8th Street, easterly facing.

15. View of northern portion of project site, southerly facing from 8th Street.



February 10, 2014 Prepared by Craig Lawson & Co., LLC

Page 12 of 13

16. View of adjacent properties along 8th Street, westerly facing.

17. View of adjacent property across 8th Street, northeasterly facing.




18. View of southeastern portion of project site, easterly facing from the 110/Harbor Freeway offramp.

METROPOLIS PHASE I & IIDLANC PRESENTATION / July 15, 2014

I. PROJECT DESIGN

II. ENTITLEMENTS

GREENLAND USA 1

GREENLAND USA 2

I. PROJECT DESIGN

GREENLAND USA 3

The Avenue of Angels

MetropolisSite

GREENLAND USA 4GREENLAND USA

H1

FRANCISCO STREET

8TH STR

EET

JAM

ES M

. WO

OD

BL

VD

110 FWY

R2

4

R1 R3

GREENLAND USA 5

OVERALL GROUND LEVEL PLAN

LOT 4

GREENLAND USA 6

Hotel350-Rooms19-Stories (271 FT High)274,224 SF of Building Floor Area 4,598 SF RetailParking in 2 Levels Below Grade

Residential (R1 Tower)310 Residential Condominium Units38 Stories (442 FT High)335,226 SF of Building Floor Area2,728 SF RetailParking in 2 Levels Below Grade and 5 Levels Above Grade

FRANCISCO STREET

PHASE I PROJECT INFORMATION

GREENLAND USA 7

PHASE II PROJECT INFORMATION

XX

GENERAL NOTES1. ALL PLANTING AREAS ARE TO RECEIVE A PERMANENT IRRIGATION SYSTEM.2. THE SITE IS CLEAR AND THERE ARE NO PROTECTED TREES ON SITE AS DEFINED BY L.A.M.C. 17.02.3. ALL EXTERIOR SPACES ON LEVEL 5 ARE PRIVATE AND HAVE NOT BEENINCLUDED IN THE COMMON OPEN SPACE CALCULATIONS.

SHEET INDEXOVERALL COMPOSITE LANDSCAPE PLAN:LEVEL 01 ILLUSTRATIVE LANDSCAPE PLAN:LEVEL 03 ILLUSTRATIVE LANDSCAPE PLAN:LEVEL 05 ILLUSTRATIVE LANDSCAPE PLAN:LEVEL 09 ILLUSTRATIVE LANDSCAPE PLAN:LEVEL 19 ILLUSTRATIVE LANDSCAPE PLAN:LEVEL 22 ILLUSTRATIVE LANDSCAPE PLAN:LANDSCAPE ELEVATIONS:LANDSCAPE ELEVATIONS:

LP-L1.00LP-L1.01LP-L1.02LP-L1.03LP-L1.04LP-L1.05LP-L1.06LP-L1.07LP-L1.08

EXTERIOR COMMON OPEN SPACEEXTERIOR COMMON OPEN SPACE PROVIDED: 73,248 SF

PLANTED EXTERIOR COMMON OPEN SPACE REQUIRED: 73,248 X 0.25 = 18,312 SF

PLANTED EXTERIOR COMMON OPEN SPACE PROVIDED: 33,026 SF

TREES REQUIRED (1 TREE/4 UNITS): UP TO 313 TREESTREES PROVIDED: 250 TREES

1” = 20’

LP-L1.00

OVERALL COMPOSITE LANDSCAPE PLANAND CALCULATIONS

PHASE IIPHASE I

PHASE I

Greenland Drive

W. 8

th S

treet

Francisco Street

Residential (R2 and R3 Towers)1,250 Residential Condominium UnitsR2 Tower – 40 Stories (451 FT High)R3 Tower – 58 Stories (647 FT High)1,403,754 SF of Building Floor Area67,577 SF RetailParking in 2 ½ Levels Below Grade & 8 Levels Above Grade

FRANCISCO STREET

8TH

STR

EET

GREENLAND USA 8

PHASE 1 PHASE 2

H1 (19)

R1 (38)

RETAIL RETAIL RETAIL

R2 (40)

R3 (59)

GREENLAND USA 8


H1

FRANCISCO STREET

8TH STR

EET

JAM

ES M

. WO

OD

BL

VD

110 FWY

R1

R2

R3

9

1560 Residential Units and 350-key Hotel(R1: 310 units, R2: 510 units, R3: 740 units) Active and open courtyard for residents + public

GREENLAND USA 10

LEED SILVER COMPLIANCECONFORMS TO DTDG + OPA

GREENLAND USA 10

GREENLAND USA 11

OPEN SPACEProvides over 3.5 acres of open space over entire site.Phase II has a total of 123,121 sf of open space, including 61,000 sf of open space just on the Level 9 amenity deck (larger than a football field!)

GREENLAND USA 11

110 FWY

JAM

ES M. W

OO

D BLV

D

GREENLAND USA 12

Phase I & Phase II Composite Plan

FRANCISCO ST

8TH

ST

JAM

ES M

. WO

OD

ST

FRANCISCO ST

8TH

ST

JAM

ES M

. WO

OD

BLV

DAMENITY DECKS

GREENLAND USA 13

Phase I & Phase II Composite Plan

FRANCISCO ST

8TH

ST

JAM

ES M

. WO

OD

BLV

DSIDEWALKSDouble row of trees on Francisco St. & 8th St.Francisco St: 24’ sidewalk required per OPA (10’ sidewalk required by City). 26’ provided on project.

8th St: 12’ sidewalk required per OPA (10’ sidewalk required by City), 12’ minimum provided on project.

GREENLAND USA 14

XXLEVEL 01 ILLUSTRATIVE LANDSCAPE PLANSCALE: 1” = 20’

B

1” = 20’

LP-L1.01

LEVEL 01 ILLUSTRATIVE LANDSCAPE PLAN (STREET LEVEL)

KEYNOTES

1. VEHICLE ENTRY2. GARAGE ENTRY3. GARAGE EXIT4. RAISED PLANTER5. PROPOSED 48” BOX STREET TREE IN PLANTED PARKWAY

6. PROPOSED 48” BOX STREET TREE IN ENLARGED 7. INTEGRAL COLOR CONCRETE SIDEWALK8. INTEGRAL COLOR CONCRETE WITH SEED AGGREGATE9. STONE BANDING10. 48” BOX TREE IN POTTERY 11. 12” BLACK GRANITE EDGE BAND12. MID-STREET CROSSING13. LOADING AREA

W. 8

th S

treet

Francisco Street

PHASE I

4

1

2

3

TYPICAL LAYOUT ON W. 8TH ST.SCALE: 1” = 10’

10’-0”

25’-0

”

12’-0” 4’

A

TYPICAL LAYOUT ON FRANCISCO ST.SCALE: 1” = 10’

24’-0” MIN.

12’-0”

5’-0

”

42’-0”

6’-0

” 5’

-0”

6’-6

”

B

Greenland Drive

10

2

7

1

4

8

9

11

A

B

65

3

3

12

13

SIDEWALKS & STREETSCAPE4 ft planted parkway along Francisco St & 8th St6 ft clear pedestrian path along Francisco St & 8th StSeparate tree planters to provide double row9 ft wide possible outdoor dining zone along Francisco St

FRANCISCO STREET

8TH

STR

EET

GREENLAND USA 15

PHASE II PARKING

Code required parking for retail

Provides 1821 residential parking spaces

1.40 parking spaces for each residential condo unit

146 clean air vehicle stalls (8% of total)

GREENLAND USA 15

GREENLAND USA 16

PHASE II BUILDING PODIUM (FRONTING ON FRANCISCO & 8TH STREETS)2 floors of double height retail on an 8-level podium4 floors of loft units screen most of the parking on the 8-level podium

GREENLAND USA 16

GREENLAND USA 17

PHASE II GROUND FLOOR TREATMENTRetail wraps Francisco + 8th Street corner Active, pedestrian friendly streetscape for DT community

GREENLAND USA 17

GREENLAND USA 18

GROUND FLOOR TREATMENT TransparencyVisual connection at grade

GREENLAND USA 18

GREENLAND USA 19

II. ENTITLEMENTS

GREENLAND USA 20

LIST OF ENTITLEMENT REQUESTS1. Pursuant to L.A.M.C. Section 17.11, the Applicant requests approval of the Mod-

ification of Vesting Tentative Tract Map No. 66352-M3 (Tract No. VTT-66352-M4), to

create the following:

a. A revised subdivision with 35 airspace lots for a mixed-use project containing ho-

tels, commercial uses, and residential condominium units with above and below grade

parking. Phase 1 encompasses Lot 1 (which includes 3 airspace lots) and Phase 2 en-

compasses Lot 4 (which includes 32 airspace lots).

b. A maximum of 1,560 Residential Units & 32 Commercial Condominiums (two

Commercial Condominiums on Lot 1 and 30 Commercial Condominiums on Lot 4).

c. The Applicant is requesting permission to deviate from the number of parking

spaces defined in the Advisory Agency’s Parking Policy Memo AA-2000-1 for Phase 2.

This policy requires 2.25 parking spaces per condominium unit. The Applicant requests

permission to provide 1.40 parking spaces per residential dwelling unit for Phase 2, in-

clusive of guest parking, in consideration of its proximity to jobs and public transit. The

Phase 1 approved parking ratio of 1.49 would remain unchanged.

2. Pursuant to L.A.M.C. Section 12.27, the Applicant requests approval of the follow-

ing Zone Variances:

a. A Zone Variance from LAMC Section 12.21-A.16(a)(6)(e)(2)(ii) to deviate from the

location and access standards to allow short-term bicycle parking spaces to be located

on the ground level of the: 1) building, 2) parking garage, and 3) outside the building

along Francisco Street and Eighth Street in lieu of being located outside the building

within 50 feet of a main pedestrian entrance.

b. A Zone Variance from LAMC Section 12.21-A.16(a)(6)(e)(2)(iii) to deviate from the

location and access standards to allow long-term bicycle parking spaces to be located

within the building and in the parking garage on the second, third and fourth floors of

the building podium in lieu of being located on the ground level of the parking garage,

or the level closest to the ground floor, with direct access to a public street.

c. A Zone Variance from LAMC Section 12.21-G.2(a)(3) to permit 344 trees in lieu of

the 391 trees required for 1,560 residential units (a 12% reduction for the entire site).

Phase 2 proposes 250 trees in lieu of the 313 trees required for 1,250 residential units,

a 20% reduction.

d. A Zone Variance from LAMC Section 12.21-G to deviate from the Open Space

regulations below:

i) To allow 156,764 square feet of Open Space in lieu of 165,625 square feet of

Open Space required for 1,560 residential units (a 5.4% reduction for the entire site).

Phase 2 proposes 123,121 square feet of Open Space in lieu of the 132,575 square feet

of Open Space required for 1,250 residential units, a 7% reduction.

ii) To allow a maximum of 33,143 square feet of interior Common Open Space (ap-

proximately 27%) in lieu of the maximum 30,780 square feet allowed (25%) for Phase 2.

3. Pursuant to L.A.M.C. Section 16.05 the Applicant requests that Site Plan Review

Findings for Phase 2 be made as part of this discretionary approval.


THANK YOU!

21

6/23/2014

ATTACHMENT “A” Modification of Vesting Tentative Tract Map No. 66352-M3

& Associated Zoning Administrator’s Requests (Case Number: VTT-66352-M4)

Applicant: Greenland LA Metropolis Acquisition, LLC Site Address: 811, 899 S. Francisco Street and 1000 W. Eighth Street

Los Angeles, CA 90017

Greenland LA Metropolis Acquisition, LLC Prepared by Craig Lawson & Co., LLC Tract Map Modification & ZA Case Application VTT-66352-M4 Page 1 of 64

SECTION I. LIST OF DISCRETIONARY REQUESTS

The Applicant, Greenland LA Metropolis Acquisition, LLC, is seeking approval of the following entitlement requests:

1. Pursuant to L.A.M.C. Section 17.11, the Applicant requests approval of the Modification of Vesting Tentative Tract Map No. 66352-M3 (Tract No. VTT-66352-M4), to create the following:

a. A revised subdivision with 35 airspace lots for a mixed-use project containing hotels, commercial uses, and residential condominium units with above and below grade parking. Phase 1 encompasses Lot 1 (which includes 3 airspace lots) and Phase 2 encompasses Lot 4 (which includes 32 airspace lots).

b. A maximum of 1,560 Residential Units & 32 Commercial Condominiums (two Commercial Condominiums on Lot 1 and 30 Commercial Condominiums on Lot 4).

c. The Applicant is requesting permission to deviate from the number of parking spaces defined in the Advisory Agency’s Parking Policy Memo AA-2000-1 for Phase 2. This policy requires 2.25 parking spaces per condominium unit. The Applicant requests permission to provide 1.40 parking spaces per residential dwelling unit for Phase 2, inclusive of guest parking, in consideration of its proximity to jobs and public transit. The Phase 1 approved parking ratio of 1.45 will remain unchanged.

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Greenland LA Metropolis Acquisition, LLC Prepared by Craig Lawson & Co., LLC Tract Map Modification & ZA Application VTT-66352-M4

Page 2 of 64

2. Pursuant to L.A.M.C. Section 12.27, the Applicant requests approval of the following Zone Variances: a. A Zone Variance from LAMC Section 12.21-A.16(a)(6)(e)(2)(ii) to

deviate from the location and access standards to allow short-term bicycle parking spaces to be located on the ground level of the: 1) building, 2) parking garage, and 3) outside the building in lieu of being located outside the building within 50 feet of a main pedestrian entrance.

b. A Zone Variance from LAMC Section 12.21-A.16(a)(6)(e)(2)(iii) to deviate from the location and access standards to allow long-term bicycle parking spaces to be located within the building and in the parking garage on the second1, third and fourth floors of the building podium in lieu of being located on the ground level of the parking garage, or the level closest to the ground floor, with direct access to a public street.

c. A Zone Variance from LAMC Section 12.21-G to allow 156,764

square feet of Open Space in lieu of 165,625 square feet of Open Space required for 1,560 residential units (a 5.4% reduction for the entire site). Phase 2 proposes 123,121 square feet of Open Space in lieu of the 132,575 square feet of Open Space required for 1,250 residential units, a 7% reduction.

d. A Zone Variance from LAMC Section 12.21-G.2(a)(3) to permit

344 trees in lieu of the 391 trees required for 1,560 residential units (a 12% reduction for the entire site). Phase 2 proposes 250 trees in lieu of the 313 trees required for 1,250 residential units, a 20% reduction.

3. Pursuant to L.A.M.C. Section 16.05 the Applicant requests that Site

Plan Review Findings for Phase 2 be made as part of this discretionary approval.

Pursuant to various sections of the Los Angeles Municipal Code, the Applicant will request approvals and permits from the Department of Building and Safety (and other municipal agencies) for project construction activities including, but not limited to, the following: demolition, excavation, shoring, grading, foundation, haul route, building and tenant improvements. 1 LAMC 12.21 A.16 Bicycle Parking and Shower Facilities requires long-term bicycle parking spaces to be located on the “on the level of the parking garage closest to the ground floor…” which allows long-term bicycle parking on the first basement level and the second level.

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SECTION II. BACKGROUND OF PREVIOUS PROJECT APPROVALS Vesting Tentative Tract Map No. 66352 for the Metropolis Mixed-Use Project was approved by the Advisory Agency on October 5, 2007. The first Vesting Tentative Tract Map Modification was approved by the Advisory Agency on February 11, 2009, and the second Vesting Tentative Tract Map Modification was approved by the Advisory Agency on January 15, 2013. The third Vesting Tentative Tract Map Modification was approved by the Advisory Agency on May 14, 2014. Modification 2 included the construction of a mixed-use development on a 6.33 acre site (275,751 square feet) with a total of 1.94 million gross square feet of Floor Area (1,654,506 net square feet of Floor Area) to be built over four phases. It also included a merger and resubdivision of 46 lots into 5 lots. The Modification 2 mixed-use development consists of residential, office, hotel and retail uses in five high rise buildings with associated parking and open space. Modification 3, the Currently Approved Project, reduced the build-out to two phases and subtracted lot area from the second phase and added that lot area to the portion of the Project in the first phase. Phase 1 would occur on Lot 1 (Parcel AB) and Phase 2 would occur on Lots 2, 3 and 4 (Parcels C, D, and E). The modification increased the size of the newly created Lot 1 by 8,550 square feet by decreasing the size of Lot 2. Lot 1 is approved for development of two towers: a hotel tower, and a residential tower. The Currently Approved Project consists of five towers on the overall site with a mix of hotel, residential, retail and office uses allowed with a total of up to 575 residential dwelling units, up to 1,226 hotel rooms, up to 67,326 gross square feet of commercial uses, and up to 495,164 gross square feet of office uses. The Floor Area Ratio (FAR) is 6.0:1 for the entire site except 3.0:1 for the Caltrans Parcel (The Applicant is currently in the process of acquiring a 2,152 square-foot parcel of land owned by Caltrans.) The maximum building heights would range from 260 feet to 456 feet high (exclusive of antennas or other incidental mechanical equipment). Currently Approved Project on Lot 1 Parcel AB (Phase 1) Hotel Tower 1 Lot 1 is the southern portion of the Project Site containing 101,792 square feet of lot area. The site is approved for a 19-story tower totaling 271 feet in height with approximately 350 hotel rooms and 269,626 square feet of hotel Floor Area. The tower will also contain approximately 4,598 square feet of retail Floor Area within a commercial condominium unit, for a total Floor Area of approximately 274,224 square feet. A swimming pool and other recreational/hotel amenities will be located on the top deck of the podium. The hotel lobby, retail, and other support functions will be located at grade.

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Residential Tower 1 The residential tower is located immediately to the north of the proposed hotel. It would include a 310-unit residential condominium tower with 332,498 square feet of residential Floor Area and approximately 2,728 square feet of retail Floor Area for a total Floor Area of approximately 335,226 square feet with a building height of up to 442 feet and 38 stories. The five level podium may contain parking, hotel uses, or amenities. Pool areas, open space, and amenities will be located atop the podium. The total proposed Phase 1 Floor Area is 609,450 square feet and the maximum allowed Phase 1 Floor Area is 610,752 square feet. SECTION III PROPOSED PROJECT DESCRIPTION The Applicant, Greenland LA Metropolis Acquisition LLC, requests changes and refinements to Phase 2 of the Metropolis site. Except for referencing Lot 1 as Master Lot 1 and adding a total of 3 airspace lots to Phase 1 (Lot 1, 2 and 3 are airspace lots in Phase 1), Modification 4 revises previous project approvals only for Phase 2. Phase 1 approvals, consisting of the hotel and residential towers and retail uses would remain as previously approved. Phase 2/Lot 4 would be located on 4.0 acres (approximately 173,959 square feet of lot area) with approximately 1,403,754 square feet of Floor Area and 3.0 million square feet of gross building area. The Project could additionally include area from a Caltrans land acquisition (2,152 square feet). The proposed residential Floor Area is 1,336,177 square feet and the proposed retail Floor Area is 67,577 square feet. The modifications to Phase 2 consolidate Parcels C, D, and E into Lot 4 and adds 32 airspace lots within an air space subdivision. The Proposed Project eliminates one of the five previously approved towers and consolidates the Phase 2 development into two towers with a shared podium, referred to as Residential Tower 2 and Residential Tower 3, for a total of four towers on the overall site. Redesigning the site with only two towers allows for more variation in building heights, creating more striking visual interest and reducing mass. Double height retail uses would be on the ground floor and third floor of the Phase 2 podium. Additional residential condominium units are requested instead of the approved hotel and office uses previously approved for Phase 2. Development on Lot 4 (Phase 2), the former Parcels C, D and E Residential Tower 2 Residential Tower 2 is located along Francisco Street in the central portion of the overall site to the north of Residential Tower 1 in Phase 1. Residential Tower 2

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will have up to 510 residential condominium units. The tower is designed with two elements. The tallest element will be up to 40 stories and approximately 451 feet in height. The lower element will be up to 16 stories. Two amenity decks will be available for the residents and guests of Residential Tower 2. The larger residential amenity deck will be located on the roof of the podium on level nine and includes a pool, spa and fitness center. The second, smaller amenity deck will be located on the roof of Residential Tower 2’s lower stack, on or near the 17th floor and will also provide open space for residents and guests. There would also be terraces on Level 3 as common open space and on Level 5 available as private open space to abutting units. Further, many of the residences on Levels 9 to 16 would have balconies with usable private open space. The outdoor areas will be finished with concrete pavers, turf, and landscaping. The 510 residential condominium units are located on levels five through forty of Residential Tower 2 and include studio, one-bedroom, two-bedroom and loft units. The 27 double height loft units would be located on levels 5 to 8 and wrap portions of the Podium. A helipad for emergency access as required by the LAMC would be located on the roof of Residential Tower 2. Residential Tower 3 Residential Tower 3 will be located on the northern portion of the site at the corner of Eighth Street and Francisco Street. Residential Tower 3 will also be designed with two components of varying heights. The lower component rises to up to 21 floors and fronts on Francisco Street, with the higher component, up to 58 floors, to the west. Residential Tower 3 contains up to 740 residential condominium units, including studio, one, two, and three-bedroom and loft units. The building, at its highest level, will achieve approximately 647 feet in height. Two amenity decks will be available for the residents and guests of Residential Tower 3. The larger amenity deck is located atop the Podium on level nine and includes a pool, spa and garden areas for use by residents and guests. The gardens would include a number of defined outdoor useable areas and gathering spaces. The areas will be finished with concrete pavers, turf, and landscaping. A second amenity deck is located on the rooftop of the lower component of the tower. In addition, an amenity room would be located on the top floor of the building. There would also be terraces on Level 5, available to abutting units. Further, many of the residences on Levels 10 to 22 would have balconies with usable private open space. The residential units would be located on levels five through 58 and include studio, one-bedroom, two, three-bedroom, and loft units. As with Residential Tower 2, the double height loft units are located on levels 5 to 8 to integrate with the Podium. The loft units would face Francisco Street and

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Eighth Street. As with Residential Tower 2, a helipad for emergency access, as required by the LAMC, would be located on the roof of the Residential Tower 3. Phase 2 Circulation and Parking Residential Towers 2 and 3 will share a vehicular access point. A landscaped driveway and plaza with ingress and egress from Francisco Street provides access to both towers and the parking structure. The driveway would also serve the restaurant/retail spaces located on the ground floor. The driveway would allow pedestrians, vehicles, and bicyclists to drop off and exit the site or proceed to the two buildings. The Phase 2 Podium will contain up to two and one-half levels of subterranean parking and eight levels of above grade parking totaling approximately 1,821 parking spaces. Secondary access to the parking structure would be via the frontage road (Greenland Drive) parallel to the Harbor Freeway. In addition, access to the parking structure in Phase 2 would be available for valet parking for Phase 2 visitors via the Phase 1 plaza area. Phase 2 Site and Podium The Podium would cover most of the Phase 2 site. Up to two and one-half levels of subterranean parking would be developed below Residential Towers 2 and 3 with eight levels of structured parking above grade with habitable space fronting along Francisco Street and 8th Street. At the street-level, the Podium would serve as the public face for the Project along Francisco Street and Eighth Street. In addition to providing parking, the Podium would include ground-level lobbies for the two residential towers and two floors of double height retail/restaurant space on the ground-level and third level along Francisco Street and Eighth Street with up to 67,577 square feet of Floor Area. The retail and restaurant space as well as the double height loft units located on levels five and seven of the Podium would serve to screen the parking within the Podium from Francisco Street and Eighth Street. The western façade of the Podium would include architectural treatments, such as folded sculptural aluminum screens and glass, to screen views of the parked autos from the Harbor Freeway. The podium would also include a terrace on the 3rd level at the south end and terraces on the 5th level fronting along Francisco Street and Eighth Street. The Podium would also include one level of back-of-house uses. Pedestrian access would be provided along Francisco Street and Eighth Street. The Project would include a four foot dedication along Francisco Street and a five foot dedication along Eighth Street. With the dedication of land areas and adjacent private property, the sidewalk along Francisco would be a minimum of 26 feet in width which is comprised of a required 10-foot wide sidewalk in the public right-of-way in addition to the on-site 14-foot wide sidewalk. This would exceed the 24-foot wide sidewalk required by the CRA/LA, A Designated Local Authority (Successor Agency to the Community Redevelopment Agency of the

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City of Los Angeles) (“CRA/LA”) Fourth Implementation Agreement to the Amended and Restated Owner Participation Agreement (“OPA”). An additional 2’-0” of sidewalk is provided on private property, for a total of 26’-0”. The sidewalk on Eighth Street would be a minimum of 12 feet in width, satisfying the OPA requirement. The sidewalk consists of a required 10-foot wide sidewalk in the public right-of-way in addition to the on-site 2-foot wide sidewalk easement. Additional sidewalk is provided along Eighth Street. A double row of street trees would be planted along Francisco Street in front of the two buildings. The LAMC required number of bicycle parking spaces would be provided in various locations as proposed within Phase 2. A total of 34 short-term and 34 long-term bicycle parking spaces for the 67,577 square feet of retail uses are required and will be provided. A total of one long-term bicycle parking space per residential unit is required and will be provided and a total of one short-term bicycle parking space for every 10 residential units is required and will be provided. This results in a total of 1,250 long-term bicycle parking spaces required and provided if a maximum of 1,250 units are provided. This results in a total of 125 short-term bicycle parking spaces required and provided if a maximum of 1,250 units are provided. The Code required number of bicycle parking spaces will be provided with variances requested to deviate from location and access requirements. Loading docks for the residential towers and commercial uses would be located on the west side of the towers on a one-way frontage road, Greenland Drive, which would be accessed from Eighth Street. The roadway would run parallel to the Harbor Freeway with egress through the Phase 1 site onto James M. Wood Boulevard. Building Design Similar to the Currently Approved Project, Project Modification 4 would incorporate a modern, grand, and dramatic architectural style comparable to other Class A development projects in the Downtown area. The prominent architectural feature of Phase 2 would be the articulation of the towers. The towers would be positioned in a staggered pattern to allow for maximum daylight and view corridors within and through the project site. Residential Tower 2 would be offset from Residential Tower 3. The Podium would be terraced at the fifth level along the Francisco Street and Eighth Street frontages as well as around the Phase 2 entry driveway and pedestrian walkways. Similar to the Current Approved Project and consistent with Phase 1 development, the Phase 2 modifications would be designed with colors and materials that are compatible with the surrounding urban development. The towers would be clad with clear vision glass with low reflectivity. Highly reflective

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glass materials would be prohibited on the building towers and podium, and glazing at street level would allow indoor functions to be visible from outside. The Podium parking would be partially screened from view by an outdoor garden terrace along Francisco Street and Eighth Street. In addition, commercial space and double height loft residential units would front Francisco Street and Eighth Street and would screen the parking structure. The western façade of the Podium would include architectural treatments, such as folded sculptural aluminum screens and glass, to screen the parking within the Podium from the Harbor Freeway. Other building materials would include aluminum and concrete. Landscaping and Other Project Features At street level, Phase 2 would provide a 26-foot wide landscaped sidewalk, 10 feet of which is a required sidewalk in the public right-of-way, for 700-feet along Francisco Street. Similar to the Current Approved Project, the design would include landscaped sidewalks and plazas to create a pedestrian friendly and vibrant streetscape environment. Landscaping would be provided in outdoor areas with a mix of trees, groundcover, shrubs, vines and large planters. A double row of street trees would be provided along Francisco Street. New sidewalk landscaping would also wrap the corners onto James M. Wood Boulevard and Eighth Street. Additional pedestrian elements along Francisco Street include a public court, retail shops, restaurants, residential tower entries, outdoor seating, and vehicular drop-off and automotive entry to the parking structure. A landscaped sidewalk, retail space and outdoor seating would wrap the corner along Eighth Street. Street-level bicycle parking would be provided along Francisco Street. Decorative paving would be used on the internal driveway and drop-off area as well as on the public sidewalk. Lighting would be incorporated into the design for safety and security and to accentuate building features. Lighting would be shielded and focused as appropriate in compliance with City code requirements. Signage would be provided in compliance with City requirements. As with the Current Approved Project, the Phase 2 Modified Project would implement a Security Master Plan. The Modified Project would incorporate principles set out in the City’s “Design Out Crime” initiative using Crime Prevention Through Environmental Design techniques, including perimeter access control, lighting, and landscaping to clearly define public and private spaces. In addition, state-of-the-art technology, including Closed Circuit Television Systems (CCTV) with comprehensive coverage of key areas, would be implemented. Also, a 24-hour visible security team would be employed on the site.

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Construction Construction of Phase 2 is anticipated to begin in 2015 and would entail an approximately 60-month construction period with completion in 2020. The sequence of Phase 2 construction would include site clearing, grading and excavation; construction of the parking structure and the two towers; and outdoor hardscape and landscaping. Some overlap of the construction of Phase 2 with the construction of Phase 1 would occur. LAMC requirements prohibit construction between the hours of 9:00 p.m. and 7:00 a.m. Monday through Friday and from 6:00 p.m. and 8:00 a.m. on Saturday, and at any time on Sunday. However, LAMC Section 41.40(b) allows exceptions. The proposed construction would occur generally from 6:00 a.m. to 9:00 p.m. Monday through Friday and from 7:00 A.m. to 5:00 p.m. on Saturday. These hours would be outside the timeframes allowed by the LAMC (a one hour earlier start time). The earlier start time would provide generally for labor starting time and would allow the use of hand tools. In addition, exportation of excavated soil and associated construction activities, and a continuous concrete pour for the mat foundation, would occur during night-time hours and on weekends, although construction would only occur on one Sunday during a two-day continuous concrete pour. Exceptions to the LAMC construction hours would be sought for these additional hours. Comparison with Currently Approved Project The Phase 2 Modified Project changes the mix of proposed uses on Phase 2, resulting in an increase of 985 to 1,250 residential units. The Project would eliminate 500 to 876 allowed hotel rooms and 495,164 gross square feet of office Floor Area. The Modified Project would increase total Floor Area by 360,000 square feet, including 7,244 square feet of additional retail uses. One of the five approved towers on the Project is completely eliminated and therefore the Phase 2 Floor Area is consolidated into two, instead of three, towers. The resulting maximum building height of the tallest Phase 2 tower would increase by up to 191 feet and up to 17 stories up to a maximum 647 foot high building with 58 stories. The Modified Project’s FAR in Phase 2 would be 8.07 times the area of the Lot 4 (8.07:1). The Modified Project’s FAR in both Phase 1 and Phase 2 would be 7.306 times the area of Lots 1 and 4 (7.30:1).

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Project Description Approved in VTT-66352-M3

Proposed Lot 1 Lot 2 Lot 3 Lot 4 Totals Entire Site

Use Hotel & Residential

Hotel Hotel/Residential Office NA

Number of Residential Units

310 NA 265 NA Up to 575

Number of Hotel Rooms

350 500 376 NA Up to 1,226

Retail Floor Area

7,326 SF 12,519 SF

Residential = 22,039 SF Hotel = 5,541 SF

25,775 SF Up to 67,659 SF

Residential Floor Area

332,498 SF

NA 246,275 SF NA Up to 578,773 SF

Office Floor Area

NA NA NA 395,299 SF

Up to 395,299 SF

Hotel Floor Area

269,626 SF

341,847 SF

262,773 SF Up to 874,246 SF

Total Floor Area

609,450 SF

354,366 SF

268,314 SF 421,074 SF

Up to 1,653,204 SF (6 .0:1 FAR)]

Podium Stories

5 5 5 5 NA

Total Stories

19 and 38 28 or 41 26/27 19 or 21 Max. 41

Building Height

271 FT and 442 FT

313 FT or 456 FT

291 FT/302 FT 260 FT or 288 FT

Max. 456

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Project Description for Modified Project Proposed in VTT-66352-M4 and Associated Zoning Administrator Cases Submitted to City Planning on 6/23/2014

Proposed Lot 1 (Phase 1) Lot 4 (Phase 2) Totals Use Hotel & Residential Residential Tower 2 &

Residential Tower 3 NA

Number of Residential Units

310 Up to 1,250 1,560

Number of Hotel Rooms

350 NA 350

Retail Floor Area

7,326 SF 67,577 SF 74,903 SF

Residential Floor Area

332,498 SF 1,336,177 SF 1,668,675 SF

Hotel Floor Area

269,626 SF NA 269,626 SF

Total Floor Area

609,450 SF* 1,403,754 SF (8.07: 1 FAR)**

2,013,204 SF (7.30:1 FAR)

Podium Stories

5 8 NA

Total Stories

Hotel Tower 1 = 19 Residential Tower 1 = 38

Residential Tower 2 = 40 Stories Residential Tower 3 = 58 Stories

Maximum 58

Building Height

Hotel Tower 1 = 271 FT Residential Tower 1 = 442 FT

Residential Tower 2 = 451 Feet Residential Tower 3 = 647 Feet

Maximum 647 Feet

*Note: The total proposed Phase 1 Floor Area is 609,450 square feet and the maximum allowed Phase 1 Floor Area is 610,752 square feet. ** CRA/LA approved 360,000 square feet of TFAR on June 13,2014 PROJECT LOCATION AND EXISTING SITE INFORMATION Project Location Greenland LA Metropolis Acquisition, LLC is the applicant and owner of the Project Site. The Project Site is located with Eighth Street to the north, the Ninth Street off-ramp of the northbound Harbor Freeway (SR-110) to the south, Francisco Street to the east, and the Harbor Freeway to the west. The Project

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Site is located one block to the west of Figueroa Street. It is also located within the Central City Community Plan Area and is located within a former Redevelopment Project Area. Potential Acquisition of Caltrans Parcel The Applicant is currently in the process of acquiring a 2,152 square-foot parcel of land owned by Caltrans. The Caltrans Parcel is an irregularly shaped parcel of land located to the west of the Project Site adjacent to the Harbor Freeway (SR-110) and has a PF-1 Zone designation and a 3.0:1 FAR. Upon acquisition of the Caltrans Parcel, the Applicant intends to merge the Caltrans Parcel with the Project Site, increasing the total lot area and plans to use it as part of the Project Site’s internal circulation. Surrounding Uses The property to the north, across Eighth Street, is developed with the high-rise Ernst & Young Plaza and the FIGat7th shopping center. Properties to the south are developed with smaller commercial buildings and surface parking lots. Further south of James M. Wood Boulevard and Olympic Boulevard is the Los Angeles Sports and Entertainment District (LASED). Properties to the east are developed with a parking structure currently under construction, the 801 Tower located on South Figueroa Street and associated parking. The Harbor Freeway (SR-110) is located to the west of the Project Site. Existing Conditions The Project Site has a C2-4D Zone designation and is located in the Central City Community Plan with a Regional Center Commercial land use designation. It is currently improved with a surface parking lot and is comprised of 46 tax parcels The Project Site’s addresses include 811 and 899 S. Francisco Street and 1000, 1004, 1010, 1016, 1018, 1020, 1026, 1028, 1030, and 1032 W. Eighth Street. The area of Lot 4 (Phase 2) is approximately 173,959 square feet (4.0 acres) before street dedications. There are required street dedications along 8th Street and James M. Wood Boulevard and a portion of the Francisco Street vacation will be dedicated as a public street. The adopted Central City Community Plan designates the Caltrans Parcel for Public Facilities land use with a corresponding zone of PF. General Plan Footnote 2 of the Central City Community Plan states that for public facilities with a corresponding Height District No. 2D, the D limitation allows a 3.0:1 FAR, except for a Transfer of Development Rights (TFAR), allowing up to 6.0:1 FAR. Furthermore, General Plan Footnote 14 states the following: “The Plan also intends that when a board or governing body of a government agency officially determines that a property zone PF is surplus, and no other public agency has indicated an intent to acquire, and the City is notified that the agency intends to

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offer the property for sale to a private purchaser, then the property may be rezoned to the zone(s) most consistent within 500 feet of the property boundary and still be considered consistent with the adopted Plan.” The intent of General Plan Footnote 14 is that the PF Zone is equivalent to the most consistent zone within 500 feet of the property boundary which is the C2-4D Zone. Therefore, once the Caltrans Parcel is acquired, the 6,456 square feet of Floor Area based on a 3.0:1 FAR may be used on Lot 4 of the Project Site. Environmental Review and CRA/LA Approvals An Environmental Impact Report (EIR) (SCH No. 1988062220) was adopted for the Approved Project by the CRA/LA under Resolution No. 4066 on October 18, 1989. Subsequent Addenda were approved in 2000, 2005, and 2007 (Resolution Nos. 5933, 6902, and 7079, respectively) and a Supplement to the Certified EIR was approved in 2007. The Fourth EIR Addendum was adopted on September 20, 2012 by the CRA/LA as Resolution Number 025 under State Clearinghouse Number 1988062220. The Sixth Addendum was adopted on June 13, 2014 by the CRA/LA as Resolution No. XXX under State Clearinghouse Number 1988062220. The Resolution No. is yet to be issued. Due to changes in the Proposed Project, the CRA/LA prepared and adopted a Sixth Addendum to the Certified EIR (as modified and updated by the 2000 Addendum, the 2005 Addendum, the Final 2007 SEIR, the 2007 Third Addendum, the 2012 Fourth Addendum and the 2014 Fifth Addendum). The Sixth Addendum determined that modifications to the Project would not result in any of the circumstances requiring that a subsequent or supplemental EIR be prepared under Public Resources Code (PRC) Section 21166 and CEQA Guidelines Sections 15162 and 15163. The Proposed Project focuses on Phase 2 and merges Parcels C, D and E within this approximately 4.00 acre (173,959 square feet) portion of the Metropolis site.

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ZONING ISSUES AND CODE COMPLIANCE Lot Area and Maximum Allowed Floor Area Calculation Floor Area: The Project Site has a C2-4D Zone designation. While Height District No. 4 permits a FAR of 13 times the buildable area of the lot, the maximum permitted Floor Area of the Project Site is restricted by the “D” limitation, which restricts the FAR to 6 times the buildable area of the lot (per Ordinance 164,307). An FAR of 6.0:1 permits a total Floor Area of approximately 1,654,506 square feet. On June 13, 2014, the CRA/LA reinstated 360,000 square feet of TFAR in order to exceed the 6.0:1 Floor Area imposed by the “D” limitation as stated above. Under the LAMC, for projects in the Greater Downtown Housing Incentive Area, the Applicant is allowed to use the total lot area prior to any required dedications for calculating Floor Area. Therefore, the buildable area is the same as the lot area used to calculate FAR. As noted above, the maximum FAR is 6.0:1 under the “D” Limitation. However, under the Community Plan, an FAR of up to 13.0:1 is allowed with the transfer of surplus Floor Area obtained from another site. This is a discretionary process that was reinstated by the CRA/LA on June 13, 2014. The Caltrans Parcel has a PF-1 Zone designation allowing up to a 3.0:1 FAR. General Plan Footnote 2 of the Central City Community Plan states that for public facilities, with a corresponding Height District No. 2D, the D limitation allows a 3.0:1 FAR, allowing up to 6.0:1 FAR. The Approved Project’s maximum allowable Floor Area has been consistently calculated based on a pre-dedicated lot area of 6.3 acres (275,751 square feet). Residential Density The Project Site has a C2-4D zone designation. Normally, the R4 Zone lot area requirements apply to the C2 Zone. However, the Project Site is located in the Central City Community Plan Area and has a Regional Center Commercial land use designation, making it eligible for the incentives of LAMC 12.22 A.18., Developments Combining Residential and Commercial Uses. This allows for an unlimited number of dwelling units within the maximum floor area permitted in the zone. Phase 2 Residential Parking One of the requests is for a deviation from the Advisory Agency Parking Policy for Phase 2 residential condominiums. Advisory Agency Parking Policy memo AA 2000-1 requires 2 parking spaces for each residential condominium unit (2 x 1,250) units = 2,500 spaces) and 1/4 guest parking spaces for each residential condominium unit (0.25 X 1,250 = 313 spaces) for a total of 2,813 spaces. This

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policy is directed at low density suburban environments. Parking policies or exceptions directed for the high density Downtown area are more suitable for this site. The previously approved 1.49 residential condominium parking ratio approved in VTT-66352-M3 on May 15, 2014 will continue to apply to Phase 1 as the Phase 1 project description does not change. The Central City Parking Exception area (LAMC Section 12.21-A.4(p)), which permits one (1) space for each dwelling unit, except where there are more than six (6) dwelling units of more than three (3) habitable rooms per unit on any lot, the ratio of parking spaces required for all of such units shall be at least one and one-quarter (1¼) parking spaces for each dwelling unit of more than three (3) habitable rooms recognizes the reduced need for apartment parking. This parking exception is designed for the high density environment of the Downtown area and differs greatly from the standard Advisory Agency Parking Policy that is more directed for lower density suburban environment. Description of Required Parking For the Phase 2 residential towers, 2,813 parking spaces are required for the 1,250 residential condominium units per the Advisory Agency’s Parking Policy. Pursuant to LAMC 12.21 A.4.(i), 68 parking spaces are required for the up to 67,577 square feet of retail and 3 parking spaces are required for the residential sales and leasing office space. See the parking table below.

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PHASE 2 REQUIRED & PROPOSED PARKING PHASE 2: Residential 2 &

Tower Residential 3 Tower Total

Code Required Parking

1,319 Parking Spaces for 1,250 Dwelling Units Per LAMC 12.21.A 4 (p) Central City Parking Exception – one (1) parking space for each dwelling unit with 3 or fewer habitable rooms or 1.25 parking spaces for each dwelling unit with more than 3 habitable rooms 71 Parking Spaces for Retail Uses & Leasing Office

1,390 Parking Spaces (Per Zoning Code)

Advisory Agency Parking Policy Required Parking

2,813 Residential Condominium Parking Spaces 2,500 Residential Parking Spaces and 313 Guest Parking Spaces for 1,250 Residential Condominium Units per Advisory Agency Parking Policy of 2 spaces + 0.25 guest parking spaces per unit 71 Parking Spaces for Retail Uses & Residential Leasing Office

2,884 Parking Spaces (Assumes No Deviation from the Advisory Agency Parking Policy)

Proposed Parking

1,750 Residential Parking Spaces (1.40 Parking Spaces Per Residential Condominium Unit, inclusive of guest parking spaces) 71 Parking Spaces for Retail Uses & Residential Leasing Office

1,821 Parking Spaces (With Approval of a Deviation from the Advisory Agency’s Parking Policy)

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The Phase 2 portion of the Project proposes to provide a ratio of 1.40 residential parking spaces per one (1) dwelling unit, for a total of 1,750 residential parking spaces for the proposed 1,250 residential condominium units. The 1.49 parking ratio approved in VTT-66352-M3 for residential condominium units will continue to apply to the 310 residential condominium units in Phase 1. In summary, a total of 1,821 automobile parking spaces are being proposed for Phase 2 (1,750 spaces for residential uses, and 71 for the new commercial retail and residential leasing office) and Phase 1 parking ratios will remain unchanged. Bicycle Parking Phase 1 provides the required 387 bicycle parking spaces, 42 spaces for the hotel and 345 spaces for the Residential Tower 1, inclusive of both short-term and long-term bicycle parking spaces. Phase 2 will provide the required 1 short-term bicycle parking space for every 2,000 square feet of retails uses (34 bicycle spaces) and 1 long-term bicycle parking space for every 2,000 square feet of retail uses (34 bicycle spaces). The Project will provide the required 1 long-term bicycle parking space for each residential unit (1,250 bicycle spaces) and 1 short-term bicycle parking space for every 10 residential units (125 bicycle spaces) as required by the Code. A total of 1,443 bicycle parking spaces are required. Phase 2 will provide up to 1,375 residential bicycle parking spaces (125 short-term and 1,250 long term) within the building and parking garage on the ground, second, third and fourth levels of the Podium and outside of the building. The Project will provide up to 159 short-term bicycle parking spaces (34 retail and 125 residential), and up to 1,284 long-term bicycle parking spaces (34 retail + 1,250 residential) for longer-term parking. The 34 required short-term bicycle parking spaces will be located outside the building within 50 feet of the retail entries. As part of this Application, the Applicant is seeking a variance to deviate from the Code required location and access standards to allow the short-term bicycle parking spaces to be located on the ground level of the: 1) building, 2) parking garage, and 3) outside the building in lieu of being located outside the building within 50 feet of a main pedestrian entrance. The Applicant is also seeking a variance to deviate from the Code required location and access standards to allow the long-term bicycle parking spaces to be located within the building and in the parking garage on the second, third and fourth floors of the building podium in lieu of being

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located on the ground level of the parking garage, or the level closest to the ground floor, with direct access to a public street. In summary, a total of up to 1,443 bicycle parking spaces will be provided (up to 1,284 long-term spaces and up to 159 short-term spaces) for Phase 2. Public Transit The Modified Project is located in a transit rich area of Downtown reducing the need for using an automobile. There are numerous entertainment, office, and retail uses in close proximity to the Proposed Project. The Proposed Project is also located within 1,500 feet of the 7th Street / Metro Center Red Line and Purple Line Metro Station and approximately 2,100 feet from the Blue Line connection to Long Beach and Expo Line connection to Culver City. A multitude of transit bus lines are also located within walking distance of the Project Site, along Figueroa Boulevard, Olympic Boulevard, 7th Street, and Wilshire Boulevard. There also are numerous major bus routes, defined as one with peak-hour headways of 15 minutes or less, that run along Figueroa Street. The Project is within walking distance of thousands of jobs in the Downtown area. The City Council has acknowledged the area’s unique proximity to jobs and housing by creating the Central City Parking District for projects in this area. Because many trips can be made by transit and walking, there is less need for a car in a downtown environment (a major attraction to people purchasing residential units in the downtown), and therefore less of a need for parking spaces. Setbacks Per the Greater Downtown Housing Incentive Area, LAMC Section 12.22-C,3(a), no yard requirements shall apply except as required by the Downtown Design Guide. The Urban Design Standards for the Downtown area encourages variations in setbacks along street frontages, but does not specify dimensions for non-retail designated streets, such as the Project Site. The Proposed Project will comply with all applicable requirements for the setbacks Open Space LAMC Section 12.21-G requires Open Space for new developments with 6 or more dwelling units. However, the Greater Downtown Housing Incentive Area, LAMC Section 12.22-C,3(d), permits any percentage of the required open space that must be provided may be either private or common open space. Per LAMC Section 12.21-G, there shall be 100 square feet of open space provided for each residential unit having less than three habitable rooms; 125 square feet of open

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space provided for each residential unit containing three habitable rooms; and 175 square feet of open space provided for each residential unit containing more than three habitable rooms. The Proposed Project requires a total up to 165,625 square feet of open space for the entire Project Site and 132,575 square feet of open space for Phase 2. Phase 1 exceeds the open space requirement by providing 33,643 square feet of open space which is greater than the required 33,050 square feet of open space. The Applicant is requesting a zone variance to allow 156,764 square feet of open for the entire Project Site (a 5.4% reduction) and 123,121 square feet of open space for Phase 2 (a 7% reduction). Pursuant to LAMC Section 12.22-C.3(d) there shall be no prescribed percentage of the required open space that must be provided as either common open space or private open space. The Applicant is proposing to provide a total of approximately up to 123,121 square feet of open space for up to 1,250 residential units in Phase 2. Once complete, the Phase 2 will provide 78,128 square feet of exterior common open space on the 1st level on-site sidewalk, the 3rd level terrace, the 9th level amenity deck, the 17th level amenity deck and the 22nd level amenity deck. The 9th level amenity deck includes open space shared by Residential Towers 2 and 3, and the 17th level amenity deck is to be used by Residential Tower 2 and the 22nd level amenity deck is to be used by Residential Tower 3. A total of 33,143 square feet of interior open common space will be used as fitness center, business center, and residents’ lounge. Please note that there are other areas of open space throughout the Proposed Project that contain open spaces usable for residents but are not credited against the open space requirement. These areas include the additional sidewalk area provided on private property along Francisco Street and Eighth Street as required by the CRA/LA OPA.

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OPEN SPACE TABLE Phase 1 Open Space Required 33,050 SF Open Space Proposed 33,643 SF Phase 2 Open Space Required 132,575 SF Open Space Proposed 123,121 SF

BREAKDOWN OF PHASE 2 OPEN SPACE PROPOSED Open Space Type Location Level 1 Sidewalk On-Site 4,880 SF Exterior Common Level 3 Terrace 6,248 SF Level 9 Amenity Deck 61,000 SF Level 17 Amenity Deck 3,000 SF Level 22 Amenity Deck 3,000 SF Total Exterior Common 78,128 SF Total Planted Common Open Space Required

78,128 SF x 0.25 19,532 SF

Total Planted Common Open Space Provided

38,243 SF

Interior Common Level 9 R2 and R3 Residential

Towers 33,143 SF

Private Open Space Level 5 Terrace 800 SF R2 Tower Balconies 3,850 SF R3 Tower Balconies 7,200 SF Total Private Open Space 11,850 SF TOTAL OPEN SPACE PROVIDED

123,121 SF

Uncredited Open Space Level 1 Sidewalk 2,571 SF Level 5 Terrace 8,900 SF R2 Tower Balconies 6,550 SF R3 Tower Balconies 15,120 SF TOTAL UNCREDITED OPEN SPACE

33,141 SF

TOTAL OPEN SPACE PROVIDED + TOTAL UNCREDITED OPEN SPACE

156,262 SF

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Additionally, the Applicant is proposing to provide 11,850 square feet of private open space within residential balconies, and on the 5th level terraces which front along Francisco Street and 8th Street. Further, many of the Residential Tower 2 residences on Levels 9 to 16 would have balconies with usable private open space. Many of the Residential Tower 3 residences on Levels 10 to 22 would have balconies with usable private open space. Additional open space will be provided on the ground floor (Level 1), with a total of 2,571 square feet located on a portion of the on-site 16-foot wide sidewalk along Francisco Street that consists of the 14-foot sidewalk required by the OPA and the additional 2 feet provided. There are also portions of the 5th level terrace and residential balconies that contain a total of 30,570 square feet of exterior space that does not count towards Code required open space but nonetheless provides and outdoor amenity. Although the Applicant is requesting a variance for a 5.4% reduction of required open space for the entire site and a 7% reduction for Phase 2, the Project will actually be providing almost 156,262 square feet of open (123,121 SF open space provided + 33,141 SF of uncredited open space) space through roof deck areas and balconies. The Project is limited, however, by the zoning code to count only the first 50 square feet of balcony area towards open space requirement and also because common exterior open space must be open to the sky, and necessitates the requested open space variance. CASE HISTORY VTT-66352-M3

The third Modification to Vesting Tentative Tract Map No. 66352 shifted 8,550 square feet of lot area from Lot 2 to Lot 1 and 51,300 square feet of floor area, merged previous Lots 1 & 2 into Lot 1, reduced the Lot 2 hotel rooms from 400 to 350 rooms, increased the Lot 1 dwelling units from 290 to 310 units, decreased the Lot 1 retail square footage from 21,031 square feet to 7,326 square feet and slightly modified the maximum building height to 442 feet from 432 feet. It would allow 310 residential condominium units and two commercial condominium units on Lot 1. Lot 1 would contain two buildings and the other three parcels (Lots 2, 3 and 4) would contain one building each. The components of the Project, comprising 1.94 million gross square feet (1,654,506 square feet of floor area or 1,660,962 square feet including the Caltrans parcel) include the following: up to 575 dwelling units (condominiums and apartments); up to 1,226 hotel rooms; up to 67,659 square feet of commercial uses; and up to 495,164 square feet of office uses. Approved on May 14, 2014.

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VTT-66352-M2

The second Modification to Vesting Tentative Tract Map No. 66352 reduced the square footage from approximately 3.27 million gross square feet to 1.94 million gross square feet, reduced the maximum building heights from 620 feet to 456 feet and reduced the FAR from 10.1:1 to 6.0:1 and 3.0:1 for the Caltrans parcel acquisition. The Project would have resulted in one building on each of the five parcels and changed the proportional mix of land uses, in terms of square footage, hotel rooms, retail and residential uses. The request proposed revisions to the project description and conversion of the Vesting Tentative Tract Map from airspace subdivision to a conventional five lot subdivision. The components of the Project, comprising 1.94 million gross square feet (1,654,506 square feet of floor area or 1,660,962 square feet including the Caltrans parcel) include the following: up to 555 residential units (apartments); up to 1,676 hotel rooms; up to 93,569 square feet of commercial uses; and up to 495,164 square feet of office uses. Approved on January 15, 2013.

VTT-66352-M1

The Modification to Vesting Tentative Tract Map No. 66352 included modifications to the conditions of approval which increase and modify the areas of street dedication in order to accommodate the ultimate configuration of 8th Street, to widen the Harbor Freeway (SR-110) 9th Street Off-ramp, and to revise street dedications along Francisco Street. Approved on February 11, 2009.

ZA-2006-3449-ZAA-SPR

A related case to VTT-66352 which approved Zoning Administrator’s Adjustments to allow zero yard setbacks at a northerly side yard, to permit Open Space in the required side yard, and to permit the reduction of on-site trees. Site Plan Review was also approved. This approval includes a mixed-use project (Phase I) with 351 residential condominium units and 7,492 square feet of retail use. Approved on November 19, 2007.

VTT-66352

The Advisory Agency approved Vesting Tentative Tract Map No. 66352 composed of 14 lots, located at 899 South Francisco Street for a new maximum 351-unit residential condominium and 7,492 square feet of commercial use. The 14 lots include 2 master lots (one below and one above), 4 surface lots, 6 airspace lots, and 2 podium face lots. The CEQA findings note a project at full build out which consists of 3.275 million gross square feet of residential, office, hotel and retail uses in four high rise buildings with associated parking and open space. The components of the

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Project, comprising 3.275 million gross square feet (2,757,510 net square feet of floor area), include the following: up to 836 residential units; up to 480 hotel rooms, up to 48,949 square feet of retail uses; and up to 1,007,056 square feet of office uses. Approved on October 5, 2007.

CPC-2008-4557-SN

Establishment of the Metropolis Project Signage Supplemental Use District. Filed on November 10, 2008. Pending – Not approved.

CPC 2006-1816-DA-TDR

Application for a Development Agreement Amendment and Transfer of Development Rights (TFAR) for a four-phase office/retail/hotel/residential project containing approximately 2,751,510 million square feet of Floor Area with 6 levels of aboveground parking. Filed on March 10, 2006 and withdrawn on January 24, 2014.

CF 05-2165

Approved the Amended and Restated Owner Participation Agreement for the development of the Metropolis Mixed-Use Project that comprises a 6.3 acre site located between the Harbor Freeway, James M. Wood Boulevard, Francisco Street, and Eighth Street. Approved December 21, 2005 and re-approved on February 21, 2006. Below is a history of the CRA/LA and CRA/LA Owner Participation and Implementation Agreements. The CRA/LA and City Centre Development (“CCD”) entered into an Owner Participation Agreement in 1991 which became effective on March 3, 1993, as modified by that certain letter agreement dated January 27, 1994 and those certain five Implementation Agreements, dated May 5, 1997, May 14, 1999, March 24, 2000, February 6, 2001 and undated (approved by CRA/LA Board on February 20, 2003), respectively (hereinafter collectively referred to as the “Original OPA”). On October 6, 2005, the CRA/LA Board approved an Amended and Restated Owner Participation Agreement (“Restated OPA”), by and between CRA/LA and CCD. The Restated OPA contemplated the assignment and assumption of the Restated OPA from CCD to IDS, Equities, LLC (“IDS”) as the Participant under the Restated OPA. On October 6, 2005, the CRA/LA Board also approved the Assignment and Assumption Agreement by and among the CRA/LA, CCD and LA Metropolis that authorized the assignment by CCD and assumption by IDS affiliate, LA Metropolis, of the Restated OPA. The Assignment and Assumption

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Agreement (“LA Metropolis Assignment”) was executed and entered into as of December 1, 2005. On January 20, 2006, the CRA/LA’s approval of the Restated OPA pursuant to the 2005 Addendum to the Final Environmental Impact Report was challenged by owners of nearby property in Mani Brothers Real Estate Group and 8th & Francisco v. City of Los Angeles, et al., Los Angeles Superior Court Case No. BS 101354; Court of Appeal Case No. B 194309. The Superior Court upheld the use of the 2005 Addendum for approval of the Restated OPA in all respects except for the analysis of impacts related to police services. The Superior Court granted a peremptory writ of mandate, which was upheld by the Court of Appeal on August 3, 2006, commanding the CRA/LA, City Council and IDS to prepare and issue a Supplemental Environmental Impact Report (“SEIR”) that deals with the issue of police services required by the Proposed Project’s residential component. The SEIR was prepared in accordance with the California Environmental Quality Act and certified by the CRA/LA Board on February 15, 2007. On September 20, 2007, the CRA/LA took the actions required by the peremptory writ of mandate, which included among other things reconsideration and re-approval of the Restated OPA after review and consideration of the information contained in the certified SEIR. The CRA/LA also considered a Third Addendum related to modifications to Phase 1 of the Metropolis Mixed-Use Project and approved a revised Master Plan which includes those modifications. On January 29, 2008, the CRA/LA Board approved the First Implementation Agreement to Amended and Restated Owner Participation Agreement (Metropolis Project) in order to (1) modify the pertinent Effective Date of the Restated OPA due to the delays caused by the litigation, (2) affirm LA Metropolis as the Participant under the Restated OPA and (3) replace the Mitigation Monitoring and Reporting Program (“MMRP”) attached as Attachment No. 18 to the Restated OPA with the new applicable MMRP as updated by the SEIR and Third Addendum. On December 29, 2011, the California Supreme Court issued a decision upholding Assembly Bill 1x-26 and invalidating Assembly Bill 1x-27. This resulted in the dissolution of the CRA/LA and the CRA/LA Board as of February 1, 2012. Pursuant to Assembly Bill 1x-26, the DLA became the successor agency to the CRA/LA. On September 20, 2012, the CRA/LA approved the Second Implementation Agreement, the parties intended to further implement the Restated OPA, as

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implemented by the First Implementation Agreement (collectively hereinafter referred to as the “Restated OPA”), including (1) replacing the Concept Master Plan, Scope of Development and Schedule of Performance under the Restated OPA with a new Concept Master Plan, Scope of Development and Schedule of Performance to take into consideration the current market conditions and potential continued adverse market conditions for development of the Site, (2) deleting Participant’s TFAR Option and Participant’s obligation to make the Guaranteed TFAR Payment, and to provide for an option by either Participant or the DLA to terminate the Restated OPA within limited time periods and upon satisfaction of certain conditions. On January 31, 2014, an Assignment and Assumption Agreement by LA Metropolis, LLC to Greenland LA Metropolis Acquisition, LLC, was executed and recorded.

On March 6, 2014 the CRA/LA approved the Third Implementation Agreement. The parties intended to modify the adopted Concept Master Plan as to previously approved Phase 1 and Phase 2, combining them into a new Phase 1 and allow for additional square footage in the Phase 1 development while reducing the square footage in the Phase 2 development and make minor modifications to clarify language on Remedies and Rights of Termination. On June 13, 2014 the CRA/LA approved the Fourth Implementation Agreement. The parties intended to modify the adopted Concept Master Plan including the Concept Design Drawings for Phase 2, Scope of Development, and Schedule of Performance as to previously approved Phase 1 and Phase 2. Additionally, the previous Phase 2 parcels are combined into one parcel, a total of 360,000 square feet of TFAR is reinstated and the Phase 2 project description is changed by replacing the proposed hotels and office tower with residential units.

ORD 168,318

Authorized the execution of the Development Agreement by and between the City of Los Angeles and City Centre Development. Effective December 11, 1992. The Development Agreement expired on February 1, 2013 according to the Director of Planning designee.

ORD 168,023

Limited vacation (VAC-E1400116) of the following: 1. Francisco Street between 8th Street and 9th Street (subsurface), 2. Florida Street between Francisco Street and 8th Place,

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3. 8th Place between Francisco Street and Florida Street, and 4. The alley northeasterly of 8th Place between Francisco Street and

Florida Street. The Ordinance became effective July 2, 1992.

TT 48412

Tentative Tract Map for original Metropolis mixed-use project. Approved by the Advisory Agency on March 5, 1991. This approval has expired.

CPC 1991-535-DA

Development Agreement for a 5-phase mixed-use office/retail/hotel and cultural project containing approximately 2.7 million square feet of gross Floor Area with 5 levels of subterranean parking. Approved by the CRA/LA on February 15, 1990 and by the City Council on August 24, 1990, expired on February 1, 2013 according to the Director of Planning designee.

CPC 1990-114-TDR

Transfer of Development Rights (TFAR). Approved by the CRA/LA on February 15, 1990 and by the City Council on August 24, 1990.

ORD 164,307

Established D Limitations on the portions of the subject site that have a C2-4D Zone that limit the allowable FAR to 6.0:1, reduced from 13.0:1. Projects that obtain an approved Transfer of Floor Area may exceed the 6.0:1 FAR up to 13.0:1 FAR, effective January 30, 1989.

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SECTION IV. ZONE VARIANCE REQUESTS AND FINDINGS 1. Pursuant to L.A.M.C. Section 12.27, the Applicant requests approval of the

following Zone Variances: a. A Zone Variance from LAMC Section 12.21-A.16(a)(6)(e)(2)(ii) to

deviate from the location and access standards to allow short-term bicycle parking spaces to be located on the ground level of the: 1)building, 2) parking garage, and 3) outside the building in lieu of being located outside the building within 50 feet of a main pedestrian entrance.

b. A Zone Variance from LAMC Section 12.21-A.16(a)(6)(e)(2)(iii) to

deviate from the location and access standards to allow long-term bicycle parking spaces to be located within the building and in the parking garage on the second2, third and fourth floors of the building podium in lieu of being located on the ground level of the parking garage, or the level closest to the ground floor, with direct access to a public street.

c. A Zone Variance from LAMC Section 12.21-G to allow 156,764 square

feet of Open Space in lieu of 165,625 square feet of Open Space required for 1,560 residential units (a 5.4% reduction for the entire site). Phase 2 proposes 123,121 square feet of Open Space in lieu of the 132,575 square feet of Open Space required for 1,250 residential units, a 7% reduction.

d. A Zone Variance from LAMC Section 12.21-G.2(a)(3) to permit 344

trees in lieu of the 391 trees required for 1,560 residential units (a 12% reduction for the entire site). Phase 2 proposes 250 trees in lieu of the 313 trees required for 1,250 residential units, a 20% reduction.

2 LAMC 12.21 A.16 Bicycle Parking and Shower Facilities requires long-term bicycle parking spaces to be located on the “on the level of the parking garage closest to the ground floor…” which allows long-term bicycle parking on the first basement level and the second level.

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ZONE VARIANCE FINDINGS

1. That the strict application of the provisions of the zoning ordinance would result in practical difficulties or unnecessary hardships inconsistent with the general purpose of the zoning regulations.

Bicycle Parking Deviation – Short Term Bicycle Parking Location & Long-Term Bicycle Parking Location Strict application of the siting and access requirements for long-term bicycle parking spaces for a maximum of 1,250 residential units in Phase 2 will result in practical difficulties and unnecessary hardships inconsistent with the general purpose of the zoning regulations. Phase 1 provides the required 345 short-term and long-term bicycle parking spaces. Phase 2 provides the required amount of short-term and long-term bicycle parking, but requests a deviation from the specific location. The short-term bicycle parking spaces for the retail uses (34 bicycle spaces required and proposed) will be provide outside the building within 50 feet of a main pedestrian entrance to the retail uses on the on-site sidewalk area, in conformance to the Code. However, the short-term residential parking spaces (125 bicycle parking spaces required and proposed) will be provided on the ground floor of the building and parking garage and outside the building. Although the Code requires that short-term bicycle parking spaces be located outside the building within 50 feet of a main pedestrian entrance, the high-density residential tower project using multiple level podium parking necessitates the variance request. If all the short-term bicycle parking spaces were provided outside the building, it would form a nearly continuous streetwall that would front nearly the entire Phase 2 perimeter along Francisco Street and Eighth Street. This full street wall of bicycle parking spaces would not encourage pedestrian mobility, would minimize usability of open space and would be inconsistent with the Downtown Design Guides sidewalk standards which require a parkway, a 6-foot wide continuous path of travel and an outdoor dining zone. While some of the bicycle parking is appropriate, a wall of bicycle parking spaces facing the street would present practical difficulties and unnecessary hardships. The long-term bicycle parking would be located on the second, third and fourth floors of the Phase 2 building podium. Although the Code requires that long-term bicycle parking be located along the shortest walking distance to the nearest pedestrian entrance, or on the level of the parking garage closest to the ground floor and with direct access to a public street, the high-density residential tower project using multiple level podium parking necessitates the variance request.

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The bicycle ordinance (LAMC Sec. 12.21-A.16.(a)(6)(e)(2) (ii) and (iii)) specifies very specific locations for the short-term and long-term bicycle parking, but the intent of the requirements is based on making the short-term bicycle parking convenient to retail patrons and employees and residential guests and making the long-term bicycle parking convenient and accessible to residents. The variance can be granted as the Project will meet the intent of the ordinance. The Applicant will provide the Code-required number of long-term and short-term bicycle parking spaces, and will make the spaces available and convenient to all residents. Given the high-rise nature of the Project, the configuration of the towers, the need to comply with American with Disabilities Act (“ADA”) requirements, circulation, ingres and egress requirements, and the need to have retail and restaurant uses on the lower floors, it would be a practical difficulty and severe hardship to locate all of the long-term bicycle parking on the ground floor, or floor closest to the ground floor, of the Phase 2 building podium. Devoting the ground Floor Area to bicycle parking would reduce the amount of retail/restaurant Floor Area, required circulation areas, lobbies and emergency access. The retail/restaurant uses are an integral component of the mix of uses and are essential to increasing the pedestrian activity at street level. These uses serve both residents and others who live, work or visit the area. Relocating the retail/restaurant uses to a higher floor would be an extreme hardship and make the Project infeasible. Shrinking the emergency access routes, lobbies, circulation areas also would create unnecessary hardships and practical difficulties. The proposed long-term bicycle parking would be located within the Phase 2 building podium on levels two, three and four, adjacent to the elevators and with convenient access to a building entrance/exit. A variance is required for the second, third and fourth floor long-term bicycle parking locations which do not meet strict Code requirements. However, the location is actually more convenient for residents given the slim Phase 2 tower configuration and the horizontally large podium. Locating the bicycle parking on more floors and closer to the elevators, makes for a much shorter distance for residents to get from their bicycle to their unit and vice versa. If located as part of the automobile parking in the inner portion of the podium, the parking would be much farther from the street exits and less convenient for riders. This would also reduce the number of automobile spaces available or increase the depth or height of the Phase 2 podium. The City’s requirement of one long-term bicycle parking space for every residential unit makes it difficult to build a high-density residential development in the Downtown area. The subject site is located in the Financial Core area of Downtown, an urban area planned for high-density uses where real estate is at a

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premium. Providing long-term bicycle parking in the specific locations required by Code would result in a loss of ground floor commercial Floor Area which would pose an unnecessary hardship on the Applicant and be less consistent with the policies and objectives of the Community Plan and the Downtown Design Guide which encourage ground level retail to activate the street. Reduced Open Space Requirement The Los Angeles Municipal Code Sec. 12.21-G requires the following amounts of open space for buildings with 6 or more units: 100 sq. ft. for each unit having less than three habitable rooms; 125 sq. ft. for each unit having three habitable rooms; 175 sq. ft. for each unit having more than three habitable rooms. Using these calculations with the proposed unit mix results in 165,625 square feet of required open space for the entire site if developed to the maximum of 1,560 residential units and a required 132,575 square feet of open space for Phase 2 if developed to the maximum of 1,250 units. The Project proposes to provide a maximum of 156,764 square feet of open space if developed to the maximum of 1,560 residential units (entire site) and 123,121 square feet of open space if developed to the maximum of 1,250 units (Phase 2). The Project would provide 94.6% of the open space required if developed with 1,560 units (entire site) and 93% of the required open space if developed with 1,250 units (Phase 2). The open space will be composed of terraces, amenity decks, plazas and balconies. The City’s open space requirements make it difficult to build a high-density residential development in a Downtown area. The subject site is located in the Financial Core of Downtown, an urban area planned for high-rise uses where real estate is at a premium. Providing the required open space on-site would result in a loss of residential units and/or ground floor commercial space which would pose a hardship on the Applicant. Per LAMC Sec. 12.21 G only 50 square feet of a balcony can be counted toward the total required usable open space. Additional Phase 2 balcony open space of approximately 21,670 square feet is not included in the open space calculation. Additionally, more than 8,900 square feet of terrace may not be included, nor is the over 2,571 square feet of a landscaped pedestrian walkway located on private property within Phase 2. While the specific LAMC open space calculations are suitable for a smaller project, they do not allow the applicant to count many areas of usable open space that will actually be utilized by the residents of this project. Crediting even a small percentage of these Phase 2 outdoor areas against the Code requirements would cause the Project to far exceed the open space square footage requirement.

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Phase 2 will include landscaped terraces at street level, an amenity deck and garden with pools and spas on the podium deck. Other recreational amenities include a lounge, activity/game room and fitness center. Like other Downtown projects past and present, providing all of the Code required open space on-site would be impractical and would make the Project infeasible. Thus, for the reasons stated above, strict application of the provision of the zoning ordinance would result in practical difficulties or unnecessary hardships inconsistent with the general purpose of the zoning regulations. Reduced Tree Requirement The requirement to provide one box tree on-site for every four dwelling units creates an unnecessary hardship by forcing the Project to reduce units in order to achieve a standard that is intended for a different building type. The Applicant proposes to provide 344 trees in lieu of the required 391 trees for 1,560 residential units on the entire site and 250 trees in lieu of the required 313 trees for 1,250 residential units in Phase 2. The proposed trees on Lot 1 remain the same as approved in the VTT-66352-M3 application, located along the Francisco Street and James M. Wood Boulevard sidewalks, in the ground level courtyard and the fifth level amenity deck. As part of an extensive landscape plan, the Phase 2 trees will be disbursed throughout the terraces on the ground floor of the site. A double row of trees will line the 700–foot length of the 26-foot wide sidewalk (which includes a required 10-foot wide sidewalk in the public right-of-way and a 16-foot wide sidewalk on private property) fronting along Francisco Street. Trees will also line the perimeter along Eighth Street. A variety of canopy and ornamental trees will be provided at the podium level consistent with Urban Forestry requirements. The subject site is located in the Central City area of Downtown, an urban area planned for high-density uses where real estate is at a premium. In order to provide the required 391 trees for the maximum 1,560 units for the entire site and the 313 trees for the maximum 1,250 units for Phase 2, the vast majority of the open space area would need to be dedicated to tree planting that would not allow the trees to successfully grow nor would it allow the exterior open space to be actively used by the residents. Other aspects of the Project could be affected as well, such as the number of units provided or the amount of neighborhood-oriented commercial space. While trees have many aesthetic and environmental benefits due to the limited space for canopy growth and roots, it is unrealistic for a Downtown high-density urban oriented project to achieve consistency with a Code provision designed for suburban development. The suburban ideal pursued for at least a generation has been detrimental not only to city centers through the loss of a predominantly work-based population in

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the evenings, but also to the global environment due to increased energy consumption and climate change emissions associated with the expansion of the suburban periphery beyond the urban core. Inner-city living and dense, concentrated cities are gaining broader acceptance as essential elements for the ongoing success of a diverse, sustainable future city. Given this need, coupled with high urban core land values, tall buildings have grown increasingly common in order to increase the urban residential population.3 Sustainability is not necessarily defined by the number of trees one has on a Project Site. One of the benefits of trees is the shade they produce, but in this environment, surrounded by high-rise development, the creation of shaded areas is not as critical as creating usable well-designed open space. The Project’s proposed open space maximizes the area available to the residents to enjoy passive recreation such as sunbathing by the pool but also provides for more active recreational uses such as swimming, working out in the fitness and yoga room, or utilizing other amenities. Like other Downtown projects (both Phase 1 and Phase 2 of the Metropolis Project), meeting the strict interpretation of the Code’s requirement would be impractical and would make the Project infeasible. Thus, for the reasons stated above, strict application of the provisions of the zoning ordinance would result in practical difficulties or unnecessary hardships inconsistent with the general purpose of the zoning regulations.

2. That there are special circumstances applicable to the subject property such as size, shape, topography, location or surroundings that do not apply generally to other property in the same zone and vicinity.

Bicycle Parking Deviation – Short Term Bicycle Parking Location & Long-Term Bicycle Parking Location There are special circumstances relative to the subject property that do not apply to other project sites in the vicinity. As the Project Site is located in a high-density, mixed-use urban area of the Financial Core district of Downtown Los Angeles. The Project will provide up to a maximum of 1,560 residential units for the entire site and up to a maximum of 1,250 residential dwelling units for Phase 2 within two high-rise towers, adding much sought-after housing in the area. The high-density development is desirable and encouraged by the City, as the Project replaces an under-utilized surface parking lot. The floor plate, configuration, high-rise nature and the size of the Project and the need to place bicycle parking

3 Urban Land, “Integrity of Place”, Antony Wood, November/December 2007.

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within the podium structure makes it infeasible to meet one of the specific requirements of the LAMC. The sheer number of long-term bicycle parking spaces required for up to 1,250 residential units in Phase 2 makes it difficult to situate the bicycle parking exactly as required by Code. LAMC Sec. 12.21-A.16(a)(6)(e)(2)(iii) requires that long-term bicycle parking be located inside the parking garage and along the shortest walking distance to the nearest pedestrian entrance, or located on a level of the parking garage closest to the ground floor and with direct access to a public street. Providing long-term bicycle parking spaces within those siting requirements is difficult within a multi-use podium structure of eight levels. Just as in the tree requirement, density is encouraged Downtown but regulations such as the bike parking requirements, which are tied to the number of provided units, become very out of balance. The intent of the regulations is to make sure that the placement of long-term bicycle parking is accessible and convenient to the residents. It is essential for the Phase 2 retail/restaurant uses to be on the exterior ground floor of the podium. These are designed as double height commercial spaces in Phase 2. Adding all of the long-term bicycle parking to these levels would significantly reduce the square footage available for retail and restaurant use, especially after taking into account ADA, circulation, and access requirements. Since there are multiple elevators and entrances to the Phase 2 building, the location of the long-term bicycle parking on levels three and four, in addition to level two, of the podium will provide privacy and still have easy access for residents. The bicycle parking is situated adjacent to elevators and more convenient than if it were placed in the automobile parking section of the podium. The Applicant will provide all the necessary long-term bicycle parking spaces, but requests deviation from the siting and access requirements to allow the long-term bicycle parking spaces to be provided within the building and the parking garage on parking levels two, three and four. As was previously stated, the site is close to major transit infrastructure. Accordingly, the location of the Project near these numerous transit options provides additional options for residents to utilize. Reduced Open Space Requirement The surroundings of the subject property present a special circumstance for the proposed development. Typically, multi-family residential uses in a commercial zone can be found in less urbanized settings and developed consistent with the R3 or R4 multiple family zone regulations. Since their surroundings are not similar to Downtown settings, the code requirements for open space, written on a citywide basis, do not take into account the unique characteristics of the Downtown setting that is comprised of high density buildings with limited or no open space.

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If a maximum of 1,560 units are developed on the entire Project Site and a maximum of 1,250 units are developed in Phase 2, 165,625 square feet of open space would be required and 156,754 square feet would be provided for the entire Project Site (94.6%). Also, a total of 132,575 square feet of open space would be required for Phase 2 and the Project would provide 123,121 square feet (93%). However, these two amounts do not reflect the more substantial amount of private and common open that will actually be provided on-site. An additional 33,141 square feet of open space, not credited by the LAMC specifications, is provided on Phase 2. This is open space for terraces, additional balcony square footage and a pedestrian landscaped walkway on private property. The high-rise tower and podium configuration means that more open space will be in balconies or on shared terraces. While the LAMC does not allow this amount in the calculation, it is very tangible open space and will be available and used by the residents. The subject property is situated within the Central City area and is planned for high-density development. Residents choose to live in the Downtown community to take advantages of the amenities associated with high-density areas and proximity to cultural and entertainment options and generally not because of the low density open space offered by an individual development. Reduced Tree Requirement The special circumstances that hinder placement of all 391 trees on the entire site and 313 trees on Phase 2 relate to both with the scale and high-rise nature of the Project. With passage of the Adaptive Reuse Ordinance, Central City Parking Exemption, Transfer of Floor Area Ordinance and the Downtown Housing Ordinance, the City repeatedly acknowledges the uniqueness of Downtown and the need for development regulations appropriate to an urban lifestyle as well as the need to encourage revitalization of the City Center. As density is encouraged in Downtown, regulations such as the tree requirement which are typically tied to the number of provided units become imbalanced considering the multilple City ordinances, encourages a highly urbanized Downtown. Similar to the City’s parking requirements, allowing fewer parking spaces with a shared parking study, and for hotels (which allows greatly fewer parking spaces per room the more hotel rooms are present), logically, this tree ratio should not stay the same. Since housing is a desirable use in Downtown, providing more housing requires more floors. Since land is limited, the only option available is to build vertically. However, more floors and more units in a high-rise structure also require structured parking and coverage of a high

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percentage of the site by the podium building structure. This reduces the area available for trees. While open space can take a myriad of forms, and even this requirement has been relaxed through the Downtown Housing Ordinance by eliminating the need to differentiate between private and public open space, the tree requirement issue has not been addressed. Site spatial constraints, the desire to provide open space without completely covering it with a tree canopy, and the Downtown location are all special circumstances that justify approval of the variance. Lastly, if more trees had to be provided on-site, the residential units would likely be reduced in number. There is still a shortage of housing in the City, including the Downtown area, and the site’s ability to locate housing without eliminating existing units, being within walking distance of Downtown’s multitude of jobs and proximate to transit, are special circumstances and unique opportunities warranting the approval of a variance.

3. That such variance is necessary for the preservation and enjoyment of a substantial property right or use generally possessed by other property in the same zone and vicinity but which, because of special circumstances and practical difficulties or unnecessary hardships is denied to the property in question.

Bicycle Parking Deviation – Short Term Bicycle Parking Location & Long-Term Bicycle Parking Location The site is located in the Financial Core district, an area dominated by office towers and with limited residential opportunities. Residential and mixed uses are allowed by the Community Plan and would help to achieve a more balanced 24-hour neighborhood. Increased residential development and precisely the type of development the Applicant is proposing will enable more residents to live close to work and entertainment venues and support the nearby large retail uses such as City Target and Ralphs. The Project will provide a maximum of up to 1,560 units for the entire site and up to 1,250 residential dwelling units on Phase 2 within two high-rise towers, adding much sought-after housing. There are special circumstances, practical difficulties or unnecessary hardships that would be created by situating bicycle parking spaces in the manner required by the Code. For long-term bicycle parking, the size of the Project and the need to place bicycle parking within the podium structure makes it infeasible to meet one of the specific requirements of the code. LAMC Sec. 12.21-A.16(a)(6)(e)(2)(iii) requires long-term bicycle parking be located inside the parking garage and along the shortest walking distance to the nearest pedestrian entrance, or located on a level of the parking garage closest to the ground floor and with direct access to a public street. Providing up to one long-term bicycle

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parking space per unit within those siting requirements is difficult within a multi-use podium structure of eight levels. Although the bicycle ordinance (LAMC Sec. 12.21-A.16(a)(6)(e)(2)(iii)) specifies the location of the long-term bicycle parking, the requirements are based on making the long-term bicycle parking convenient and accessible to residents. The difficulty in providing the Code-required number of long-term bicycle parking spaces in a podium structure with retail/restaurant uses on the ground floor and requiring direct access to the exterior can only be managed with the request to utilize parking levels three and four to provide some of the bike parking spaces. Other developed property in the area does not comply with the bicycle parking requirements and a variance is necessary to preserve and enjoy the ability to develop a high-density project in the urban core, similarly to surrounding uses. Reduced Open Space Requirement The subject site is located in the Financial Core district of Downtown, an urban area planned for high-density regional center purposes. The LAMC was written for primarily suburban type developments and is not responsive to the issues facing high-rise urban development. Providing LAMC required open space on site would result in a loss of residential units and/or ground floor commercial space which is contrary to the City’s goal of achieving a better jobs to housing balance in the city and particularly Downtown. For 1,560 units on the entire site and 1,250 units in Phase 2, the LAMC requires the Project to provide 165,625 square feet of open space and 132,575 square feet of open space, respectively. The Applicant is providing a maximum of 156,764 square feet of open space for the entire site and 123,121 square feet of open space for Phase 2 as calculated by the LAMC, including most of the roof top decks and a portion of the balconies. However, per LAMC Sec. 12.21-G only 50 square feet of a balcony can be counted toward the total required usable open space. An additional 33,141 square feet of various types of open space are provided but are not counted because of the strict limitations of the LAMC method of calculation. Other Downtown developments, similar to Phase 2 have been granted deviations from the City’s open space requirements. Projects listed below have received approval for similar requests for reduced open space requirements:

• 1155 S. Grand Ave. (Evo), Case No. ZA-2005-1867-ZV-CU-YV-ZAA-SPR

• 710-798 S. Grand Ave., Case No. ZA 2005-7403-CU-ZV-SPR

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• 1050 S. Grand Ave., (Glass Tower), Case No. ZA 2005-1041-ZV-ZAA-SPR

• 1111 S. Grand Ave., (Elleven and Luma) Case No. ZA -2003-9146-ZV-ZAA.

Additionally, projects which qualify under the Zoning Code’s Adaptive Reuse regulations are not required to comply with the open space requirements as they are constrained by the conditions of the existing building that is being converted. Grand Avenue Lofts at 1100 S. Grand Avenue received discretionary approval to permit zero open space for the new construction units, thereby providing precedent for zero open space for new construction. The applicant is not requesting to provide zero open space, but rather 94.6% of the required open space for the entire site and 93% of the required open space for Phase 2 similar to other nearby projects in Downtown. The granting of this variance for open space is necessary for the preservation and enjoyment of a substantial property right or use generally possessed by other property in the same zone or vicinity. Reduced Tree Requirement The requested variance to provide a maximum of 344 trees (entire Project Site) and 250 trees (Phase 2) is necessary for the preservation and enjoyment of a substantial property right or use generally possessed by other properties in the same zone and vicinity. Providing all required trees on-site is a practical difficulty and unnecessary hardship which would overwhelm and shade the provided open space, contrary to one of the purposes of the open space requirement of providing access to natural light. The Project Site is located in the Financial Core of Downtown, one of the areas of Los Angeles planned for high-density uses. Recent passage of the Transfer of Floor Area Ordinance and the Downtown Housing Ordinance has showed the City’s desire for high-density mixed-use projects in the Central City. While density, Floor Area, setback and open space requirements have all been addressed, the requirement of providing one tree for every four units has not. As more trees cannot feasibly be placed on-site, a dramatic reduction of the number of units could eliminate the need for a variance; however, given the number of ordinances passed encouraging growth in the Downtown area, it would be an impractical difficulty and hardship to comply with the tree requirement. Even reducing ground floor commercial space would not be enough, as there is little room to plant trees on that level. According to the strict interpretation of the Code, 1,560 dwelling units would require 391 trees (entire Project Site) and 1,250 dwelling units would require

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planting 313 trees on-site (Phase 2). As stated above, due to the permitted density of the Project, the Code’s tree requirement is unrealistic. Empirical evidence demonstrates that the majority of the existing and/or proposed projects in the area have not been able to achieve this unrealistic standard. New projects are unable to achieve this suburban style development standard and typically request and receive a variance from the tree requirement. For example, the Elleven project at 11th Street and Grand Avenue (ZA-2003-9146) received approval to allow 25 trees for each phase in lieu of the 49 trees (Phase I) and 56 trees (Phase II); similarly, a mixed-use project at 9th and Figueroa (ZA-2005-1673(ZV)(ZAA)(SPR)) received approval of a variance to allow 20 trees in lieu of the required 157; and, finally, the project at 710-798 South Grand Avenue (ZA 2005-7403(CU)(ZV)(SPR)) received approval to allow 89 trees in lieu of the required 218 trees. Therefore, for the reasons stated above, the requested variances are necessary for the preservation and enjoyment of a substantial property right or use generally possessed by other property in the same zone and vicinity but which, because of special circumstances and practical difficulties or unnecessary hardships is denied to the property in question.

4. That the granting of such variance will not be materially detrimental to the public welfare or injurious to the property or improvements in the same zone or vicinity in which the property is located.

The granting of these variances will permit the construction of a project materially beneficial to the public welfare. The Project helps create a critical mass of residents required to create the urban environment envisioned by the City for the Financial Core area. Bicycle Parking Deviation – Short Term Bicycle Parking Location & Long-Term Bicycle Parking Location The high-density development is desirable and encouraged by the City, as the Project replaces an under-utilized surface parking lot. The Applicant is not requesting relief from providing the Code-required bicycle parking. The Applicant only seeks to deviate from the siting requirements by providing the necessary Phase 2 long-term bicycle parking with bicycle parking located on the second, third and fourth parking levels. This deviation will not prevent resident’s easy access to their bicycles. LAMC Sec. 12.21-A.16(a)(6)(e)(2)(iii) requires long-term bicycle parking be located inside the parking garage and along the shortest walking distance to the nearest pedestrian entrance, or located on a level of the parking garage closest to the ground floor and with direct access to a public street. However, providing

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up to 1,250 long-term bicycle parking spaces for Phase 2 and meeting this specific siting requirement is difficult within a multi-level building podium constrained by the double-height retail/restaurant uses on the ground level and third level. Reducing the square footage or moving the retail/restaurant uses to another location in the parking podium would have a detrimental effect on the ability of workers, visitors, and residents of other buildings to access these uses. Relocating all the ground floor retail uses to a second or third floor in order to locate bicycle parking spaces on the ground floor would make the retail uses economically infeasible. Such location would also be contrary to the goals and objectives of the Community Plan and Design Guidelines which encourage ground level retail to active the street. The sheer number of 1,250 long-term bicycle spaces for Phase 2 make it impossible to provide all the necessary bike parking at grade level or closest to grade level. The Applicant requests a deviation from the siting requirements to allow some of the long-term bicycle parking spaces to be provided within parking levels two, three and four. Reduced Open Space Requirement The Applicant is requesting a maximum 5.4% reduction in open space (entire site) and a maximum 7% reduction in open space (Phase 2). If the Project is developed with 1,560 dwelling units for the entire Project Site, 156,764 square feet would be provided, or 94.6% of the 165,625 square feet required. If the project is developed with 1,250 dwelling units for Phase 2, the Project would provide 123,131 or 93% of the 132,575 square feet required. Phase 2 would provide exterior common open space on the 1st level on-site sidewalk, 3rd level terrace, 9th, 17th and 22nd level amenity decks. Interior common space will be provided on Level 9. Extensive recreation amenities will be available including yoga/dance room, pool, and fitness room. Further, private open space would be provided on the 5th level terraces, on private balconies in Residential Tower 2 on Levels 9 to 16 in in Residential Tower 3 on Levels 10 to 22. The Phase 2 open space provided is also adequate for this particular site because of the site’s proximity to recreational venues such as LA Live, Staples Center and Grand Hope Park. Downtown residents do not choose a high-rise lifestyle for low density and open space attributes but rather to be in a high density city center with many cultural and entertainment options nearby. The variance would not be materially detrimental to the public welfare or injurious since the Project would pay in full all Quimby fees for residential condominiums, would pay the South Park Open Space fee and would provide millions of dollars in public benefit payments that will directly improve park and open space in the area, such as soccer fields near the 6th Street bridge, Pershing Square, and Venice Hope Park.

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Reduced Tree Requirement Granting the variance to permit 344 trees for the entire site and 250 trees for Phase 2 will not be materially detrimental to the public welfare or injurious to the property or improvements in the same zone or vicinity in which the property is located. In total 344 trees (entire Project Site) and 250 trees (Phase 2) will be provided in combination with approximately 148,984 square feet (entire site) and 115,341 square feet (Phase 2) of open space to be enjoyed by residents. Street trees and landscaping at street level around the exterior of the building will also be provided, including a double row of trees for the more than 700-foot length of a 24-foot wide sidewalk along Francisco Street comprised of a required 10-foot wide sidewalk in the public right-of-way and a 14-foot wide sidewalk on private property required by the OPA. This will be a marked improvement over the existing surface parking lot that now occupies the property. Trees will also line the perimeter along Eighth Street. A variety of canopy and ornamental trees will be provided at the podium level consistent with Urban Forestry requirements. Based on the above, the inability to plant all 344 trees (entire site) and 250 trees (Phase 2) on-site will not be materially detrimental to the public welfare or injurious to the property and improvements in the same zone or vicinity, especially considering that the Project’s Public Benefit Plan requires contribution to the Skid Row & Industrial Area trees for 75 to 100 new trees and streetscape improvements to Broadway and Avenue of the Angels. The landscaping and trees that will be provided will not be detrimental to the public welfare or injurious to the property or improvements in the vicinity.

5. That the granting of the variance(s) will not adversely affect any element of the General Plan.

The General Plan will not be adversely affected by the granting of these variances. In fact, the Project promotes many of the goals and policies of the General Plan. The following will discuss the Project’s consistency with various elements of the General Plan, including the Central City Community Plan. Central City Community Plan The following Central City Community Plan’s residential land use objectives are consistent with the proposed development: Objective 1-2: To increase the range of housing choices available to Downtown employees and residents

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The high-rise towers with multiple amenities provide a viable alternative for Downtown employees to enjoy an attractive lifestyle without the need for long commutes. The alternative is for increased use of transit, less dependence on an automobile and the ability to walk to work, restaurants, retail services and world class entertainment venues. Transportation Element of the General Plan The objectives outlined in the Land Use – Transportation Policy within the Transportation Element (adopted by the City Council on September 18, 1999) are as follows: 1. to focus future growth on the City around transit stations 2. increase land use intensity in transit station areas, 3. reduce reliance on the automobile, and 4. create a pedestrian friendly oriented environment. The Project is consistent with the objectives listed above as it proposes a maximum of 1,560 units and 74,903 square feet of retail for entire site and a maximum of 1,250 units and 67,577 square feet of retail for Phase 2, is located in close proximity to public transit, reduces use of automobiles and provides improvements to pedestrian connectivity between neighborhoods of Downtown. Bicycle Parking Deviation – Short Term Bicycle Parking Location & Long-Term Bicycle Parking Location The granting of this variance will be in conformance with the intent and purpose of the General Plan. The Applicant will provide the total number of required long-term bicycle parking spaces for the 1,560 residential condominium units (entire site) and the 1,250 residential condominium units (Phase 2), and is only requesting relief from the siting and access requirements for Phase 2. Restricting Phase 2’s 1,250 long-term bicycle parking spaces to locations inside the parking garage and along the shortest walking distance to the nearest pedestrian entrance, or on a level of the parking garage closest to the ground floor and with direct access to a public street is difficult and would result in reductions to other ground floor uses of the parking podium. The Community Plan and City policy encouraging mixed-use and location of retail and restaurant uses on the ground floor would be adversely affected by strict adherence to the bicycle parking requirement. Therefore, the proposed alternative location is more compatible with to the General and Community Plan policies. By providing the necessary number of bicycle parking spaces, the Project is meeting the intent of, and will not adversely affect any element of the General Plan.

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Reduced Open Space and Trees Requirement The following Central City Community Plan Open Space and Recreation objectives are consistent with the proposed development: Objective 4-1: To encourage the expansion and addition of open space as opportunities arise. Objective 4-2.1: To foster physical and visual links between a variety of open spaces and public spaces in Downtown. Objective 4-3: To encourage increased use of existing park and recreational spaces. Policy 4-4.1: Improve Downtown’s pedestrian environment in recognition of its important role in the efficiency of Downtown’s transportation and circulation systems and in the quality of life for its residents, workers, and visitors. None of the Objectives in the Community Plan directly reference the use of trees on a Project Site, but rather an emphasis on open space and creating a more pedestrian-friendly environment. The Project will provide a significant portion of the required open space. By providing a total of 94.6% (entire Project Site) and 93% (Phase 2) of the required open space, the Project goes a long way in attempting to achieve a requirement that is difficult to fulfill in a dense urban site. This open space includes terraces, pools, spas, amenity decks and gardens, as well as interior common open space. Other Downtown open space areas, such as Grand Hope Park and Central Plaza of the L.A. Live project add to the public open space provided a short walk from the Project Site. The following discusses the adequacy of providing 344 trees in lieu of the 391 trees required (entire Project Site) and providing 250 trees in lieu of the 313 trees required (Phase 2) as well as the benefits inherent in the Project’s abundance of open space: Downtown Design Guide, Section 07 On-Site Open Space - Standard Number 6 states that “Variances from the required number of trees shall not be permitted; however, required trees may be planted off-site if the Reviewing Agency determines that they cannot be accommodated on-site”… In satisfaction of the Downtown Design Guide, funds for 75 to 100 new trees and maintenance are provided by the Project as part of the public benefits payment through the Fourth Implementation Agreement to the OPA. Although the Downtown Design Guide allows for the required number of trees to be provided off-site, LAMC 12.21 G 2(A)(3) requires that they be provided on-site. In accordance with the Downtown Design Guide: “Where the Municipal Code is more restrictive than these

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Guidelines, and a request has been made to deviate from the Municipal Code to conform to the Design Guide, then the Decision-Making body must find a project is in conformance with the Design Guide and the Urban Design chapter of the Community Plan in the consideration of affirmative findings”. A double row of trees will be planted along Francisco Street and a single row along Eighth Street, in addition to the trees distributed on terraces and the podium. Ground floor retail in combination with these improvements will help activate the sidewalks. As stated above, the granting of the variance will not adversely affect any element of the General Plan.

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SECTION V. FINDINGS AND JUSTIFICATIONS FOR VARIATION FROM ADVISORY AGENCY’S PARKING POLICY NO. AA 2000-1 The 1.49 parking ratio approved in VTT-66352-M3 for residential condominium units will continue to apply to the 310 residential condominium units in Phase 1. For Phase 2/Lot 4, the Applicant requests a deviation from the Advisory Agency’s Residential Parking Policy No. AA 2000-1 (2 parking spaces + 0.25 guest parking spaces per unit) to allow a total of 1.40 parking spaces per unit for a maximum of 1,250 residential condominium units for Phase 2. Phase 2 would provide a total of 1,750 residential condominium parking spaces in lieu of the 2,500 parking spaces and 313 guest parking spaces required by the Advisory Agency’s Parking Policy for 1,250 units.

Metropolis Project Phase 2 (Minimum and Maximum) Required and Proposed Residential Condominium Parking

Required Parking for Phase 2 Residential Uses Only

LAMC 12.21.A 4 (p) Central City Parking Exception (1 parking space for each dwelling unit with 3 or fewer habitable rooms 1.25 spaces for each dwelling unit with more than 3 habitable rooms

1,250 apartment units = 1,319 Parking Spaces

Advisory Agency Parking Policy Requirement (2 spaces + 0.25 guest parking spaces per unit)

Parking Spaces for 1,250 condominiums: 2,500 Parking Spaces + 313 Guest Parking Spaces= 2,813 Total Spaces

Proposed Parking

1.40 Parking Spaces Per Residential Condominium Unit 1,750 Parking Spaces for 1,250 Residential Condominium Units

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While this policy may be appropriate in other more suburban parts of the City, it is far less appropriate in the Central City Downtown area. The Project is within walking distance of thousands of jobs in the Downtown area. The Project Site is well serviced by existing public transit, including the 7th Street / Metro Center (at 7th Street and Figueroa Street), located within one-quarter mile, which serves the Metro Red, Purple and Blue Lines, as well as the Metro Expo Line providing service to Culver City, and under construction for service to Santa Monica. Within one-quarter mile of the Project Site, there are approximately 12 bus routes operated by Metro and an additional 13 operated by LADOT. Additionally, Metrolink, Foothill Transit, Santa Clarita Transit, Antelope Valley Transit Authority, Santa Monica Big Blue Bus, City of Norwalk, City of Montebello, and the Orange County Transportation Authority also operate local and commuter express transit service, all of which can be accessed with ease from the Project Site. Because many trips can be made by transit and walking, there is less need for a car in a downtown environment (a major attraction to people purchasing residential units in the Downtown area), and therefore less of a need for parking spaces. The City Council has acknowledged Downtown’s unique proximity to jobs, housing, and entertainment by creating the Central City Parking District parking exception in LAMC Section 12.21.A.4 (p), which establishes parking requirements for residential projects in this area. Based on the City Council-approved Central City Parking District, the Project’s mix of studio, one-two- and three-bedroom units for 1,250 residential condominium units in Phase 2 would only be required to provide 1,319 residential parking spaces if it were an apartment building, This is 1,494 spaces less than the same project built as condominiums. In addition, the Los Angeles Sports and Entertainment District Specific Plan (LASED), which is located one block to the south of the Project Site and was also approved by City Council, requires only 1.25 parking spaces per dwelling unit for residential projects located within its boundaries (LASED Specific Plan Section 14.D). Phase 2’s maximum development of up to 1,250 residential condominium units will provide up to 1,750 residential parking spaces, 431 spaces more than required by Code for apartments units of these sizes. Phase 2’s maximum of 1,250 residential units would include 333 studio units, 640 one-bedroom units, 264 two-bedroom units and 13 three-bedroom units. The proposed residential parking ratio of 1.40 spaces per unit is in conformance with the residential parking ratio of other approved and/or constructed mixed-use residential-commercial projects in the Downtown area, as shown in the table below.

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Table of Approved Parking Ratios for Condominium Projects Downtown

Address & Case No.

Approved Density

Allowable FAR

Approved FAR

Residential Parking Ratio

9th & Figueroa VTT 62367

629 Residential Condominium Units

6.0:1 7.44:1 1.52

948-950 Figueroa & 717 Olympic VTT 62006


6.0:1 8.3:1 (prior to street dedications)

1.46

1155 South Grand Avenue VTT 62799


6.0:1 8.1:1 1.366


194 Units (Phase I) 223 Units (Phase II)

6.0:1 8.1:1 (Phase I) 7.45:1 (Phase II)

1.37 (Phase I) 1.43 (Phase II)



6.0:1 8.1:1

1.62

Additionally, there are other parking regulations that apply to projects within Downtown Specific Plan areas that are similar to the Proposed Project in size, scale, high-rise nature, and in close proximity to fixed transit stations. The Bunker Hill Specific Plan and the Los Angeles Sports and Entertainment District (“LASED”) Specific Plan include parking requirements lower than the Project’s proposed parking. While these Specific Plan parking regulations do not apply to the Proposed Project, they support the appropriateness of the proposed 1.40 parking ratio proposed for Phase 2. Bunker Hill Specific Plan The Bunker Hill Specific Plan, established by Ordinance 182,576 and effective on July 22, 2013, is the most recently approved Specific Plan in Downtown Los Angeles which demonstrates the City’s current policy direction regarding required parking in Downtown. The Bunker Hill Specific Plan encourages mixed-use projects with residential and retail uses, hotels, office buildings, and cultural developments. The Transfer of Floor Area (TFAR) is also allowed in the Bunker

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Hill Specific Plan area which allows projects to exceed the maximum allowable 6 to 1 FAR, encouraging large scale projects. The southwest boundary of the Bunker Hill Specific Plan is in close proximity of the Project Site, approximately four blocks to the north, on 5th Street and the 110 Freeway, The Bunker Hill Specific Plan includes reduced parking requirements for residential, commercial and hotel uses. For example, projects within the Bunker Hill Specific Plan that are located within 1,500 feet of a fixed rail station are required to provide 0.25 parking spaces for each residential unit with less than 2 habitable rooms and 0.50 parking spaces for each residential unit with 2 or more habitable rooms. Zero parking spaces are required for hotel guest rooms and for non-residential uses such as retail and commercial uses. While the Proposed Project is not located within the Bunker Hill Specific Plan area, the site is in very close proximity and if the Bunker Hill Specific Plan parking requirements were applied to the Project Site, the following parking would be required: Metropolis Phase 2 Parking Comparison Table – Compares Required Parking,

Proposed Parking and the Bunker Hill Specific Plan Parking Requirements Phase 2 Code

Required Parking

Advisory Agency’s Parking Policy (2.25 Parking Spaces Per Unit)

Proposed Residential Condominium Parking at 1.40 Spaces Per Unit

Bunker Hill Parking Requirements for Project within 1,500 feet of a Fixed Rail Station

Retail 67,577 SF

71 spaces NA NA 0

Residential 1,250 Units

1,319 spaces 2,813 spaces 1,750 spaces 625 spaces (1,250 units x 0.5 spaces/unit)

Applying the Bunker Hill Specific Plan parking requirements to the Proposed Project would significantly reduce the parking below the proposed parking. The Project Site is within 1,500 feet of the 7th Street Metro Station similar to Bunker Hill Specific Plan projects located within 1,500 feet of a fixed rail station. Therefore, the proposed 1.40 parking ratio for the Phase 2 residential condominium units is a reasonable parking ratio in a transit rich and job rich area

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and is more than adequate in comparison to the parking regulations of the nearby Bunker Hill Specific Plan. LASED Specific Plan The Los Angeles Sports and Entertainment District (“LASED”) Specific Plan (amended by Ordinance No. 181,334, effective November 16, 2010) allows entertainment, restaurant, retail, bar, hotel and mixed-use developments with residential and retail uses. For example, the Figueroa Central Subarea has the development potential for a project which includes a maximum of 860 dwelling units, 222 hotel rooms, and 271,286 square feet of retail floor area (a total of 1,488,101 square feet for the subarea). The Figueroa Central project was approved on September 11, 2007 under case number DIR-2005-7453-SPP-M2 and is currently unbuilt. The LASED Specific Plan area is located approximately ½ block south of the Project Site where the Marriott Courtyard and Marriott Residence Inn were recently constructed. Section 14 of the LASED Specific Plan requires a minimum of 1.25 parking spaces per dwelling unit and a minimum of 1 parking space for every 1,000 square feet of retail or restaurant use. While the Proposed Project is not located within the LASED Specific Plan area, the site is in very close proximity and if the LASED Specific Plan parking requirements were applied to the Project Site, the following parking would be required: Metropolis Phase 2 Parking Comparison Table – Compares Required Parking,

Proposed Parking and the LASED Specific Plan Parking Requirements Phase 2 Code

Required Parking



LASED Specific Plan Parking Requirements

Retail 67,577 SF

71 spaces NA NA 68 spaces (67,577 SF x 1 space/1,000SF)


1,319 spaces 2,813 spaces 1,750 spaces 1,562 spaces (1,250 units x 1.25 spaces/unit)

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Applying the LASED Specific Plan parking requirements results in lower required parking for both the Phase 2 retail uses and the residential use. While the Project Site is not subject to the LASED parking requirements, the type of large mixed-use projects proposed in the LASED Specific Plan are similar in size and scale and are both close to a fixed rail station. Providing a 1.40 parking ratio for Phase 2’s 1,250 residential units is feasible given that a 1.25 parking ratio for projects in the LASED Specific Plan is allowed within close proximity to the Proposed Project. Bicycle Parking Ordinance The bicycle parking ordinance was established by Ordinance 182,386, effective on March 13, 2013, which added the requirement of bicycle parking spaces for residential projects, increased the number of required bicycle parking spaces, specifies the size, type and dimension of allowed bicycle parking spaces, and amends the number of bicycle parking spaces that may replace automobile parking spaces. The replacement of required automobile parking spaces with bicycle parking space applies to Code required parking spaces and not to the Advisory Agency’s Parking Policy as it is not included in the Code. Code required automobile parking spaces for all uses in new developments may be replaced by bicycle parking spaces at a ratio of one automobile parking space for every four bicycle parking spaces. Non-residential uses within 1,500 feet of a portal of a fixed transit station may replace up to 30% of its required parking with bicycle parking spaces. Residential uses within 1,500 feet of a portal of a fixed transit station may replace up to 15% of its required parking with bicycle parking spaces. If the Proposed Project included rental dwelling units and not residential condominium units, replacing Code required automobile parking spaces with bicycle parking spaces would allow 257 fewer parking spaces to be provided for 1,250 residential units than the Code required spaces (1,319 parking spaces – 1,062 parking spaces = 257 parking spaces). The proposed parking ratio of 1.40 parking spaces per unit (1,750 parking spaces) for the 1,250 residential condominium units is feasible and justified when compared to the by-right replacement of parking spaces listed in the table below.

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Metropolis Phase 2 Parking Comparison Table – Compares Required Parking,

Proposed Parking and Reduced Parking per Bicycle Parking Ordinance Phase 2 Code

Required Parking



Apartment Parking Requirements with Bicycle Parking Replacement

Retail 67,577 SF

71 spaces NA NA 50 spaces [30% Retail Parking Reduction Near Transit: 71 spaces – (71 spaces x 0.30)]


1,319 spaces 2,813 spaces 1,750 spaces 1,062 spaces [15% Residential Parking Reduction Near Transit: 1,250 spaces – (1,250 spaces x 0.15)]

EVC & CA Parking Spaces Phase 2 will include 91 Electrical Vehicle Charging stations (EVC) and 55 Clean Air parking spaces (CA). The CA parking spaces will be designated as preferred parking for hybrid and electric vehicles. Of the 1,821 parking spaces provided for Phase 2, 5% will be designated as EVC spaces and 3% as CA spaces. Providing the EVC and CA parking spaces is a benefit to residents and retail patrons and will encourage more vehicles which use “clean fuel” technology to park on-site.

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Given Phase 2’s location in a high-density neighborhood, with close proximity to entertainment and jobs, a Metro Rail transit station, numerous bus lines and the Dash bus system, extensive on-site parking facilities are not warranted. The Project Site is located within 1,500 feet of a Metro Rail transit station at 7th and Figueroa (7th St / Metro Center), a traditional criterion used by the City for reduced parking. This proximity allows transit to Long Beach (via the Blue Line), transit to Koreatown (via the Purple Line), transit to North Hollywood, Hollywood, Pasadena, and other areas via the Red Line, as well as transit to Culver City currently and under construction to Santa Monica (via the Expo Line). The DASH bus system operates weekdays and weekends and serves the entire Downtown area. Project residents and their guests are also within walking distance of thousands of employment opportunities, as well as nearby restaurants, nightclubs, theaters, retail stores, and the Staples Center. It is anticipated that a substantial number of Phase 2 residents and their guests will utilize public transit or simply walk to their Downtown destinations and, thus, will not generate a need for additional on-site parking spaces. A transportation article (“People, Parking, and Cities” by Michael Manville and Donald Shoup, published in Access, see Attachment “B”) explains that off-street parking in the Downtown Los Angeles area is much more expensive than other areas of the state and that a high parking ratio may encourage increased and unnecessary single occupancy vehicle use for commuting:

“In the end, what sets Downtown LA apart from other cities is not its sprawl, or its human density, but its high human density combined with its high parking density. If you took all of the parking spaces in the Los Angeles CBD and spread them horizontally in a surface lot, they would cover 81 percent of the CBD's land area. We call this ratio-of parking area to total land area-the "parking coverage rate," and it is higher in Downtown LA than in any other downtown on earth. In San Francisco, for instance, the coverage rate is 31 percent, and in New York it is only 18 percent. . . . . This car-oriented density creates something different from plain old sprawl. Los Angeles is dense and getting denser, but so long as its zoning assumes that almost every new person will also bring a car – and requires parking for that car – it will never develop the sort of vital core we associate with older urban centers. The need to house humans might push toward an increasingly dense center, but the zoning requirement to house cars pushes back, sending development outward. With off-street parking requirements,

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higher density simply brings more cars and more congestion, as well as increased disruptions in the urban fabric, with money directed away from buildings and toward parking lots”.

The amount of parking proposed is in line with the needs of the market to be served by the Project. Providing 2.25 parking spaces per unit for the residential condominium component of the Proposed Project is excessive considering the large number of public transit options in the immediate vicinity. Such a high parking ratio may encourage increased and unnecessary single occupancy vehicle use for commuting. Such a scenario would only lead to increased traffic congestion. Therefore, permitting a reduced parking ratio for the Phase 2 proposed 1,250 residential condominium units in Phase 2 follows good planning and public policy principles and is consistent with other condominium projects in the Downtown area. SECTION VI. SITE PLAN REVIEW FINDINGS FOR PHASE 2 1. The project is in substantial conformance with the purposes, intent and

provisions of the General Plan, applicable community plan, and any application specific plan.

Phase 1 is exempt from Site Plan Review pursuant to a letter from City Planning dated February 11, 2014 acknowledging the Metropolis Project’s location in relation to the former Community Redevelopment Project Area with an approved discretionary agreement. The findings below apply to Phase 2. The Project Site is zoned C2-4D and the Phase 2 proposal is for two mixed-use, high-rise towers consisting of up to 1,250 residential condominium units, and approximately 67,577 square feet of new retail/restaurant space, totaling approximately 1,403,754 square feet of Floor Area. The proposal would develop the 173,959 square foot lot area that is currently used for surface parking. The proposal calls for Residential Tower 2, fronting on Francisco Street to rise to up to 40 stories with up to 510 residential units. Residential Tower 3 would rise up to 58 stories and contain up to 740 residential units with the building fronting on Eighth Street. Residential Towers 2 and 3 share a podium. The Proposed Project is consistent with many of the goals and policies of the General Plan. The following will discuss the Project’s consistency with various elements of the General Plan, including the Central City Plan, the city Center Redevelopment Plan, the Housing Element and the Transportation Element.

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General Plan Framework The General Plan’s Downtown center designation, applicable to this site, is described as the “location for major cultural and entertainment facilities, hotels, high-rise residential towers, regional transportation facilities and the Convention Center.” Generally, the Downtown Center is characterized by FARs up to 13:1 and high-rise buildings. While acknowledging the importance of the downtown area’s economic role in the regional economy, the Framework Element “emphasizes the development of new housing opportunities and services to enliven the downtown and capitalize on the diversity of the City’s population.” The Framework Element maintains the Downtown Center as the “primary economic, governmental, and social focal point of Los Angeles, while increasing its residential community. In this role, the Downtown Center will continue to accommodate the highest development densities in the city and function as the principal transportation hub for the region.” The General Plan Framework includes the following goals and objectives: Goal 3G: A Downtown Center as the primary economic, governmental and social focal point of the region with an enhanced residential community. Objective 3.11: Provide for the continuation and expansion of government, business, cultural, entertainment, visitor-serving, housing, industries, transportation, supporting uses, and similar functions at a scale and intensity that distinguishes and uniquely qualifies the Downtown Center. The Project is located in the vibrant Downtown Center, which the General Plan identifies as the proper location for new housing, in addition to major cultural and entertainment facilities as well as hotels and other visitor-serving uses. The General Plan identifies the Downtown Center for the highest development densities. The Framework Element also emphasizes the development of new housing opportunities and services to enliven Downtown. The Framework Element seeks to expand housing along with business, cultural, entertainment and other supporting uses. The Project Site is envisioned by the Framework Element as the appropriate location for a mixed-use development that adds to the city’s housing stock and expands business opportunities with the neighborhood-serving retail uses. The Framework Element recognizes that the Downtown Center functions as the principal transportation hub for the region, and as such, the Project’s location in proximity to many transit options allows for residents to not only use mass transit in the Downtown area, but to also access the vast network of bus and rail lines that operate throughout the greater Los Angeles area. The Proposed Project will increase the amount of neighborhood-serving retail space and will add up to 1,250 residential units that will increase

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the amount of pedestrian activity, while adding to the safety of the community by introducing more 24-hour per day residents. Downtown Design Guide On April 24, 2009 the Los Angeles City Council approved a General Plan Amendment to the Central City Community Plan to revise Chapter V of the Central City Community Plan text to incorporate the Downtown Design Guidelines, Urban Design Standards and Guidelines. The Proposed Project substantially complies with the applicable regulations, standards and provisions of the Downtown Design Guide. The Downtown Design Guide encourages Downtown Los Angeles to develop as a more sustainable community with an emphasis on walkability and the making of great streets, districts and neighborhoods. The focus of the Design Guidelines are the relationship of the buildings to the street, including sidewalk treatment, the character of the building as it adjoins the sidewalk and connections to transit. The Proposed Project is substantially consistent with aspects of the Downtown Design Guide, including Sustainable Design; Sidewalks and Setbacks; Ground Floor Treatment; Parking and Access; Massing and Street Wall; On-Site Open Space; Architectural Detail; Streetscape Improvements; Signage; Public Art; and Civic and Cultural Life. The Proposed Project will redevelop an underutilized site with an urban mixed-use development, which maximizes allowable density convenient to a light rail station, multiple bus lines, numerous high-rise office buildings and neighborhood serving household stores and markets. Thus, the Project’s location provides opportunities for resident, guests and customers to use public transit to reduce vehicle trips. Residents, guests and customers would also be able to walk to restaurants and shops adjacent and near to the Project Site. The Phase 2 development will enhance pedestrian walkability providing wider sidewalks, including a 24-foot wide sidewalk along Francisco which is comprised of a required 10-foot wide sidewalk in the public right-of-way in addition to the on-site 14-foot wide sidewalk required by the OPA and featuring neighborhood serving retail at ground level with direct access from both Francisco Street and Eighth Street, which serve as the front doors to the Project. Central City Community Plan The Proposed Project is consistent with the purpose of the Central City Community Plan to promote “an arrangement of land use, infrastructure, and services intended to enhance the economic, social, and physical health, safety,

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welfare and convenience of the people who live, work, and invest in the Central City community.” The Central City area is the historic, political, social, governmental and economic center of the City. The Project Site is located within the Financial Core of the Central City Community Plan area, which is identified as an area dominated by high-rise office towers and some historic buildings. While residential development has always been allowed in the C2 zone, it is only recently that the advantage of including mixed-use in all Downtown neighborhoods has been encouraged. The Phase 2 proposed development is consistent and complementary to those that have just been approved and/or constructed. The Wilshire Grand project, also located in the Financial Core, is currently under construction approximately one block east and two blocks to the north of the subject site. It is approved for a 560-room hotel, 100 dwelling units, 1,500,000 square feet of office and 275,000 square feet of retail/restaurant uses. The Proposed Project is close to the Los Angeles Sports and Entertainment District (LASED) and adjacent to the Harbor Freeway. The height of Residential Tower 2 and Tower 3 and the parking podium are consistent with other buildings in the area. The Ernst & Young Plaza at 725 S. Figueroa is 41 stories in height. The Ritz Carlton tower, also adjacent to the Harbor Freeway and just south of the Metropolis site is 55 stories. The LASED allows podium parking ranging from 90 feet to 175 feet. The Phase 2 Metropolis podium is proposed for the first eight floors. Interior parking will be wrapped with two floors of double height retail and up to four levels of above-grade parking screened by outdoor gardens and residential loft condominiums fronting on Eighth and Francisco Streets. Other Community Plan residential land use issues include the following:

• Lack of sufficient housing investment to achieve a “critical mass” in some underserved areas

• Lack of neighborhood-oriented businesses to support residential areas. • Lack of a strong sense of neighborhood unity.

The opportunities for the residential land include the following:

• Ample supply of residentially zoned land. • Recent construction of new middle income housing towers.

The Proposed Project addresses the issues of lack of neighborhood-oriented businesses to support residential areas. The proposed mixed-use, high-density project will bring residents closer to the heart of the Central Core jobs. It will bring much-needed neighborhood-serving

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retail businesses to the community, a benefit for area residents as well as residents of the new project. The Proposed Project will eliminate an unsightly and unattractive surface parking lot, replacing it with an active community of residents, thereby removing blight and encouraging more housing with proximity to jobs and transit. The mixed-use project will also create a sense of neighborhood, creating a population of residents who will work, shop, eat and be a valuable resource and economic stimulus force in the neighborhood. The new retail space will also attract area residents as well as workers in neighboring commercial and office buildings. The proposed project is consistent with the following stated goals, objectives and policies of the Central City Community Plan: Residential Land Use Policies and Programs The Community Plan recognizes that residentially zoned land accounts for less than five per cent of the total Downtown land area, and that limited amount is one reason that more commercial zoned properties are moving to mixed use. However, the plan observes that the “continued economic and social viability of Central City depends on the contributions of a stable population and vibrant, cohesive neighborhoods.” Therefore, a primary objective of the Central City Plan is to “facilitate the expansion of housing choices in order to attract new and economically and ethnically diverse households.” Policy 1-1.1: Maintain zoning standards that clearly promote housing and limit ancillary commercial to that which meets the needs of neighborhood residents or is compatible with residential uses. Objective 1-2: To increase the range of housing choices available to Downtown employees and residents. With the development of up to 1,250 residential units (Phase 2) in a high density area, the Proposed Project fulfills the primary residential land use objective of promoting residential units in the Central City Community Plan. The Project Site is uniquely positioned at an under used southwest corner of the Financial Core where the environment is rich with job opportunities and transit options. As stated above, the Community Plan’s Policy in support of this primary residential objective is to “maintain zoning standards that clearly promote housing and limit ancillary commercial to that which meets the needs of neighborhood residents or is compatible with residential uses.” The Proposed Project will provide neighborhood-serving retail uses that will serve the tenants of the 1,250 units (Phase 2) as well as area residents. The mixed-use Project seeks

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to rectify one of the identified residential issues of the Community Plan, namely the lack of neighborhood-oriented businesses to support the residential uses in the area. A Program of the Policy to maintain zoning standards that promote housing seeks “ to implement policies’ as appropriate that “encourage residential development and promote transit-oriented, mixed-income and mixed-use neighborhoods downtown…” another primary Objective of the Plan seeks to increase the range of housing choices available to Downtown employees and residents. The Proposed Project will offer a range of unit sizes, with studio, lofts, and one, two, and three-bedroom units that will offer housing choices to those employed in the Downtown and to those who wish to live in an urban environment with the multitude of dining and entertainment options available. The Proposed Project clearly strives to meet the objectives, programs and policies of the Plan by expanding the number of residential units in an area that is already oriented to public transit and mixed-use projects. The Project is designed to address the residential issue of the lack of sufficient housing investment to achieve a “critical mass” in some underserved areas like the Financial Core. By providing up to 1,250 new residential units in two residential towers in Phase 2, the Applicant demonstrates a substantial investment in the community that moves the City closer to achieving a desired “critical mass” of residents in Central City. The site plan comprised of Metropolis Phases 1 and 2 are designed to achieve a critical mass of residents who can activate the streets and promote the ground floor retail uses. The Project’s retail uses will address the lack of neighborhood-oriented businesses providing retail opportunities serving the residents and the community. By developing a large parcel of under-utilized land used as a surface parking lot, the Applicant proposes an integrated high density mixed-use development that establishes a much-needed neighborhood identity in an area that currently lacks a strong sense of neighborhood unity and purpose. Housing Element The project is consistent with the following stated objectives of the Housing Element: Goal 1: A City where housing production and preservation result in an adequate supply of ownership and rental housing that is safe, health, sanitary and affordable to people of all income levels, races, ages, and suitable for their various needs.

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Objective 1.1: Plan the capacity and develop incentives for the production of an adequate supply of rental and ownership housing for households of all income levels and needs. Policy 1.14: Expand location options for residential development, particularly in designated Centers, Transit Oriented Districts and along Mixed-Use Boulevards. Goal 2: A City in which housing helps to create safe, livable and sustainable neighborhoods. Objective 2.2: Promote sustainable neighborhoods that have mixed-income housing, jobs, amenities, services and transit. Policy 2.2.3: Provide incentives and flexibility to generate new housing and to preserve existing housing near transit. Policy 2.24: Promote and facilitate a jobs/housing balance at a citywide level. Objective 2.4 Promote livable neighborhoods with mix of housing types, quality design and a scale and character that respects unique residential neighborhoods in the City. Policy 2.4.2: Develop and implement design standards that promote quality development. The Applicant proposes a mixed-use, high-rise development, with up to 1,250 new residential units (Phase 2) in the south end of the Financial Core area of Downtown Los Angeles, providing a residential option closer to the numerous office towers and retail uses found in this neighborhood. Other mixed-use developments, especially with hotel, residential and office components have begun to be built in this area. The Proposed Project promotes a more sustainable neighborhood where the residential units are in close proximity to jobs, amenities, services and transit. The proposed two towers will provide current and future Downtown employees with housing at a premium location, which is currently underutilized as a surface parking lot. The Proposed Project will add up to 1,250 dwelling units to the City’s Downtown housing stock, thereby promoting and facilitating an improved jobs/housing balance. The Project will be part of an emerging pedestrian-oriented district encouraging the use of mass transit. The Project will provide amenities to residents and is located in close proximity to services. The Project will be developed with a quality design that respects and enhances the scale and character of the neighborhood.

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The Housing Element of the General Plan encourages the production of housing and the Proposed Project is consistent with the all-encompassing Goal 1, stated above. Indeed, in Chapter 6 “Housing Goals, Objectives, Policies and Programs,” the Housing Element proclaims that it is the “overall housing goal of the City of Los Angeles to create for all residents a city of livable and sustainable neighborhoods with a range of housing types, sizes and costs in proximity to jobs, amenities, and services.” In its “Executive Summary,” the Housing Element observes that the City continues to grow and with that “growth comes the need for more housing – not only more units, but a broader array of housing types to meet evolving household types and sizes, and a greater variety of housing price points that people at all income levels can afford.” Growth and residential development must be accommodated in a sustainable way, while at the same time assuring all residents a high quality of life, a vibrant economy and accessibility to jobs, open space, and urban amenities. The Housing Element recognizes that the “City’s General Plan lays out the strategy to meet this challenge, by directing growth to transit-rich and jobs-rich centers.” Additionally, the Housing Element notes that at the core of the City’s housing strategy are “mixed-use, mixed-income neighborhoods strategically located across the City that provide opportunities for housing, jobs, transit and basic amenities for all segments of the population.” The Proposed Project is consistent with the City’s housing strategy that seeks to direct growth to transit-oriented centers and in strategic locations that offer opportunities related to jobs, transportation, and other amenities. The Housing Element also recognizes that the City faces an “unprecedented housing crisis. The City’s Housing Element (adopted by the City Council on January 14, 2009) states that that the population of Los Angeles will grow by 133,7894 persons from 2006 to 2014. The amount of housing needed to accommodate citywide growth is estimated to be 112,8765 dwelling units (from January 1, 2006 to June 30, 2014) or an annual need of 14,109 dwelling units. Additionally, the Proposed Project will contribute $2.9 million dollars to affordable housing and homeless services within 3 miles of the Project Site that is required to be paid per the Fourth Implementation Agreement to the OPA and furthers the goals of the City’s Housing Element.

Currently, there is also a shortage of residential condominium units according to a Los Angeles Times article (“Downtown Condo Shortage Shuts Out Buyers”) on June 12, 2014. The construction of residential condominium units came to an abrupt halt during the Great Recession which began in 2007. Phase 2 adds up 4 Page 1-2 of the City of Los Angeles Housing Element 5 Page 1-53 of the City of Los Angeles Housing Element

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to 1,250 new residential condominium units, and helps to address the housing shortage described in the Housing Element. Moreover, the new residential units are proposed for a desirable location that has easy access to public transit, including the Metro Rail Line and MTA Rapid Bus Line.

Transportation Element Approval of the mixed-use project in proximity to mass transit options will be consistent with the purposes of the General Plan’s Transportation Element. The Element recognizes that primary emphasis must be placed on maximizing the efficiency of existing and proposed transportation infrastructure through advanced transportation technology, through reduction of vehicle trips, and through focusing growth in proximity to public transit. The Proposed Project will address trip reduction measures via its location near several Metro Rapid Bus Lines and Metro Rail Lines. The Project’s location is ideal to address the issue of easy access to work opportunities and essential services. The Transportation Element sets forth goals, objectives and policies to establish a citywide strategy to achieve long-term mobility and accessibility within the City of Los Angeles. For example: Goal A: Adequate accessibility to work opportunities and essential services, and acceptable levels of mobility for all those who live, work, travel or move goods in Los Angeles. Objective 3: Support development in regional centers, community centers, major economic activity areas and along mixed-use boulevards as designated in the Community Plans. Policy 3.12: Promote the enhancement of transit access to neighborhood districts, community and regional centers, and mixed-use boulevards. Policy 3.13: Enhance pedestrian circulation in…appropriate locations in regional centers and along mixed-use boulevards; promote direct pedestrian linkages between transit portals/platforms and adjacent commercial development through facilities orientation and design. The objectives outlined in the Land Use-Transportation Policy within the Transportation Element are as follows:

1. To focus future growth of the City around transit stations, 2. Increase land use intensity in transit station areas, 3. Reduce reliance on the automobile, and

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4. Create a pedestrian friendly oriented environment. The Land Use-Transportation policy defines a Primary Influence Area as the area within a one-half mile radius of a transit station. These areas are identified as compatible with higher densities and intensities of land use because of their close proximity to public transit. The Proposed Project is located in such an area. The Project is located in a transit rich area of Downtown reducing the need for using an automobile. There are numerous entertainment, office, and retail uses in close proximity to the Phase 2. The Proposed Project is also located within 1,500 feet of the 7th Street/Metro Center Red Line and Purple Line Metro Station and approximately 2,100 feet from the Blue Line connection to Long Beach and Expo Line connection to Culver City, currently under construction to Santa Monica. A multitude of transit bus lines are also located within walking distance of the Project Site, along Figueroa Boulevard, Olympic Boulevard, 7th Street, and Wilshire Boulevard. The Project proposes a pedestrian-oriented environment by locating high density residential and retail uses in proximity to public transit and the jobs rich environment of Downtown. The Project encourages pedestrian activity with wider sidewalks along Francisco and Eighth Streets. With new residents most likely to work Downtown and to avail themselves of the recreational and cultural opportunities of the area, the need for automobile transportation is greatly reduced, because residents will either walk or use one of the many forms of public transportation available in the area. For these reasons outlined above the Project demonstrates consistency with the Transportation Element of the General Plan. 2. That the project consists of an arrangement of buildings and structures,

off-street parking facilities, loading areas, light, landscaping, trash collection, and other such pertinent improvements, that is or will be compatible with existing and future development on adjacent properties and neighboring properties.

The proposed mixed-use project will be constructed within two, high-rise residential towers with up to 1,250 residential condominium units and ground floor retail space, and is consistent and compatible with existing and future development on neighboring area and other properties in close proximity. Height, Bulk and Setbacks Residential Tower 2 is proposed to reach a maximum height of up to 451 feet and 40 floors. Residential Tower 3 will rise up to 647 feet and a maximum of 58

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floors in Phase 2. Residential Towers 2 and 3 will front on Francisco Street. The shared podium structure establishes a massing and bulk that takes up a majority of the lot area. The Project will also feature eight levels of podium parking, and two and one-half levels of subterranean parking. Consistent with other neighboring buildings, ground floor commercial space will provide a direct interface with the street frontages, creating pedestrian activity and will screen the parking podium from the street. The Project will be designed with architectural design treatments such as folded aluminum screens and glass which would serve to screen views of the parking located within the Podium. Building articulation will occur at ground level and each tower will have two components, a higher and lower component, to reduce bulk and provide visual interest. Off-street Parking Facilities If developed as 1,250 apartment units, Phase 2 would require a total of 1,319 residential parking spaces. This would be based on 333 studio units, 640 one-bedroom, 264 two-bedroom and 13 three-bedroom units. The Applicant is requesting a deviation from the Advisory Agency’s policy of requiring 2.25 parking spaces for residential condominiums. This policy would require 2,813 parking spaces if developed to 1,250 units. The Applicant is requesting a deviation of the Advisory Agency Policy and is proposing to provide 1.40 residential parking spaces per unit which is 1,750 spaces for 1,250 units for Phase 2. The commercial parking ratio for 67,577 square feet of new ground floor retail space will be based on the Exception Downtown Business District, according to LAMC Section 12.21-A,4(i)3 which requires at least one parking space per 1,000 square feet for business, commercial or industrial buildings, having a gross Floor Area of 7,500 square feet or more. The Applicant is proposing to provide Code-required parking for the retail uses. Two and one-half levels of underground parking and eight levels of above grade podium parking within the two towers will be provided. The primary entrance to parking is via Francisco Street. A secondary access is available from the service road west of the Project Site and adjacent to the Harbor freeway. Retail and commercial parking will be limited to parking Level B1 while residential parking will be allowed on all other levels. The Bicycle Parking Ordinance, which applies to projects citywide, became effective on March 13, 2013. It includes design standards and sitting requirements as well as requirements for short- and long-term bicycle parking. Pursuant to the requirements of LAMC 12.21 A.4, 12.21 A.4(c), 12.21A.16 and 12.21 A.5 (the Bicycle Parking Ordinance 182,386), Phase 2 is required to provide a total of 1,443 bicycle parking spaces. A total of 125 residential short-

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term bicycle parking spaces are proposed, and will be provided at the rate of one per ten dwelling units. A total of 1,250 long-term residential bicycle parking spaces will be provided at the Code-required one per residential unit. Sixty-eight retail long-term and short-term bicycle spaces will be provided, meeting the Code requirements for numbers of spaces. However, the bicycle parking does not meet the restricted specific location of bicycle sitting requirements within the podium and a variance has been requested for the location of long-term bicycle parking on Levels two, three and four. The Community Plan’s Chapter IV, “Transportation and Circulation,” promotes numerous transportation options that facilitate easier travel, without the use of an automobile, in the Downtown area. Similarly, the Downtown Design Guide seeks to “encourage the use of alternate modes of transportation by providing incentives for reduced automobile use,” adding the requirement that “no more than the minimum required parking may be provided unless provided for adjacent buildings that lack adequate parking.” The Proposed Project complies with the requirement for minimum parking and is consistent with policies to advance alternative means of travel, from increased pedestrian activity to the use of local mass transit. As such, project residents will reduce vehicular use consistent with the incentives provided to use alternative means of transportation. Load areas, Lighting, Landscaping and Trash Collections Access to loading docks will be from the new service road, west of the Project Site and adjacent to the Harbor Freeway. The new service road will provide for one-way north-to-south access to service docks, fire truck access and exit to James M. Wood Boulevard. The loading areas will serve the retail and residential uses. Lighting, landscaping and trash collection areas are provided consistent with code requirements for a high-rise mixed-use building in the Downtown area. Lighting and landscaping will be designed in conformance with applicable codes. 3. That any residential project provides recreational and service amenities

to improve habitability for the residents and minimize impacts on neighboring properties.

The Project includes recreational facilities and service amenities that will improve habitability for the residents and will minimize impacts on neighboring properties. The Project includes specific dedicated areas for community based social and recreation functions. The open space will provide both private and common outdoor space for the residents. The common open space on the ground floor consists of portions of the 16-foot wide on-site sidewalk provided. For Phase 2, common open space is provided on the 3rd level terrace, at the 9th level amenity deck, the 19th level amenity deck and the 22nd level amenity deck. The 61,000 square-foot 9th level amenity deck will include a swimming pool, sun deck, and

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garden. Indoor amenities will be provided on Level 9 in each residential tower, and will include a fitness center, yoga/dance studio, club room, screening room conference/multipurpose rooms and residents’ lounge. The Applicant is also proposing to provide private open space within residential balconies. The Applicant is providing 123,121 square feet of open space if developed with 1,250 units. This includes the podium deck and counting 50 square feet of a balcony, however much additional open space is provided but not allowed to be credited per LAMC Sec. 12.21-G. Therefore a variance for open space is requested. The Proposed Project will include ground floor commercial uses fronting on Francisco and Eighth Streets thus promoting the activation of pedestrian activity in an area near jobs and transit and in close proximity to other similar projects. Located within close proximity to the LA Live project and Staples Center, and other proposed mixed-use high-rise buildings, this proposed mixed-use project is compatible with existing and proposed development for this area.

Metropolis Mixed Use

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