Agenda packet — Carson City Council, March 4, 2025 (part 3 of 4)

LA Metro Complete Streets Policy (2014)
Although Metro does not own or operate most of the Metro region’s transportation systems in the public right-of- way, Metro does control County transportation funds for planning and funding regional transit systems and highway corridors. This policy document is intended to be a guide for local agencies to advance Metro’s transportation agenda and to create street infrastructure that helps community members reach their transit stops or final destinations. The following list of principles summarizes Metro’s Complete Streets Policy Statement. • Complete streets serving all users and modes- Modal priorities should be established to determine which streets should be prioritized for transit, walking, biking, vehicle travel, goods movement, and other types of modes. Regardless of the prioritized mode, all streets should be safe. 125 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

MEMORANDUM

Alta Planning + Design, Inc. City of Carson
16 • Context sensitivity- Improvements should consider safe travel for all users and remain sensitive to local businesses, residents, and other stakeholders.
• Complete streets routinely addressed by all departments- All Metro departments will work towards making Complete Streets an everyday approach to all relevant projects. • All projects and phases- Complete Streets infrastructure will be incorporated into all relevant transit and highway planning, design, and construction projects.

City of Carson Natural Hazards Mitigation Plan (2013)
The Natural Hazards Mitigation Plan includes resources and information to assist residents and organizations in the City of Carson in the event of a natural, man-made, or technical hazard including an earthquake, flood, or windstorm.

The goals of the plan are to protect life, environment and property; keep the public aware of the risks of natural hazards; balance resource management and land use planning with hazard mitigation; strengthen coordination between the public and organizations, businesses and industries and encourage leadership to prioritize hazard mitigation activities; and to establish a policy to ensure mitigation projects for critical facilities, services and infrastructure and strengthen emergency operations. The Plan includes matrices of potential natural hazards and the action items required to meet plan goals in mitigating these hazards.

County of Los Angeles Bicycle Master Plan (2012)
The County of Los Angeles Bicycle Master Plan identifies gaps in the regional bikeway network and proposes bicycle facilities to fill in those gaps. Chapter 3.9 summarizes the existing conditions and proposed network within the unincorporated parts of the South Bay Planning Area, some of which are immediately adjacent to the city of Carson.

South Bay Bicycle Master Plan (2011)
The South Bay Bicycle Master Plan is intended to guide the development and maintenance of a comprehensive bicycle network and set of programs and policies throughout the cities of El Segundo, Gardena, Hermosa Beach, Lawndale, Manhattan Beach, Redondo Beach, and Torrance for the next 20 years. Implementation of this plan is meant to promote and increase bicycle ridership for all levels of ability across the South Bay, with Carson being one of its constituent cities.

Carson Street Mixed-Use District Master Plan (2006)
The Carson Street Mixed-Use District Master Plan provides a framework for future public improvements, private development and community action for projects located along the Carson Street corridor. The vision of the Carson Street Mixed-Use Master Plan is the creation of a distinct district along the Carson Street corridor with a “main street” character, featuring a unique pedestrian-friendly mixed-use environment. The Carson Street Mixed-Use Master Plan outlines the objectives, concepts, and design proposals for public improvements in the Carson Street right-of-way in Section 5. The specific recommendations to help establish the pedestrian-friendly Carson Street corridor include:
• Sidewalk Widths and Use • Curb Extensions at Crosswalks CITY OF CARSON 126

MEMORANDUM

Alta Planning + Design, Inc. City of Carson
17 • Enhanced Crosswalk Paving
• Street Trees and Parkways
• Selecting Sustainable Street Trees
• Streetlights
• Landscaped Medians
• Gateway Landscaping
• Street Furniture
• Wayfinding Graphics
• Civic Identity
• Gateway Signage
• Typography / Logo
• Color/ Forms
• Circulation And Parking

City of Carson ADA Policies, Process, and Forms
The City of Carson lacks a comprehensive plan for the Americans with Disabilities Act (ADA), but has published a document titled "Carson ADA Policies, Process, and Forms" on its website. The City has stated that it will not discriminate against qualified individuals with disabilities and will comply with the requirements of Title II of the ADA and Section 504 of the Rehabilitation Act of 1973. The notice also promises that the City will make reasonable modifications to its policies and programs to ensure that individuals with disabilities have equal access to all its services, programs, and activities.

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APPENDIX B

EXISTING CONDITIONS
MEMO
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Alta Planning + Design | 1

Carson Active Transportation and Community
Connectivity Plan (CATCP)
Existing Conditions and Needs
Analysis

Administrative Draft
June 1, 2024
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2 Table of Contents
Introduction and Overview ................................................................................................................................................. 3 The City of Carson .......................................................................................................................................................... 3 Existing Conditions .............................................................................................................................................................. 5 Previous Plan and Policy Review .................................................................................................................................... 5 Existing Infrastructure and Facilities .............................................................................................................................. 6 Key Bicycle Improvement Corridors ............................................................................................................................. 16 Key Destinations ........................................................................................................................................................... 16 Needs Analysis .................................................................................................................................................................. 19 Equity Analysis .............................................................................................................................................................. 19 Safety Analysis .............................................................................................................................................................. 26 Level of Traffic Stress Analysis ...................................................................................................................................... 30 Demand Analysis .......................................................................................................................................................... 35 Bicycle and Pedestrian Connectivity Analysis .............................................................................................................. 38 Shade and Cooling Assessment .................................................................................................................................... 43 Next Steps .................................................................................................................................................................... 51

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 3 Introduction and Overview
The Carson Active Transportation and Community Connectivity Plan (CATCP) is a City-initiated effort to bring safety and connectivity to communities in Carson. The CATCP is an update to the 2013 Master Plan of Bikeways and the 2015 Pedestrian Master Plan. The CATCP is an opportunity to expand on ideas presented in these previous planning efforts, identify a suite of Safe Routes to School projects, and address challenges of providing the public with viable alternative transportation options. The CATCP will consider the City’s needs in upcoming years, including the role of Carson’s Dignity Health Sports Park in the 2028 Olympic and Paralympic Games, which is slated to be only accessible by high occupancy vehicles. The CATCP will also focus on the implementation of the recommended pedestrian and bicyclist projects to allow the City to move forward with rapid action on identified project and programming needs.

The CATCP reflects the unique challenges and opportunities in the city of Carson and addresses active transportation mobility gaps that negatively impact access to neighborhood schools, parks, hospitals, retail centers, employment, recreation, grocery stores, and regional and local transit options. The CATCP will identify existing conditions in Carson that present community-wide challenges and builds on previous planning efforts to create a comprehensive plan which will become the catalyst toward transformative social and health benefits to its residents and labor force.

The purpose of this memo is to identify existing demographics, infrastructure, and commuting trends as well as review existing City and regional plans related to active transportation travel. Using this existing data, analyses were completed to find gaps in the existing active transportation network. This information identifies opportunities for active transportation improvements to enhance the safety and comfort of people walking and biking. The findings from this memo will directly inform program and infrastructure recommendations as a part of the CATCP.

The City of Carson
The City of Carson, California (Figure 1), is bordered by the cities of Los Angeles, Compton, Torrance, and Long Beach, and Los Angeles County unincorporated communities Rancho Dominguez, West Rancho Dominguez, Wilmington, and West Carson. Within its 19 square miles are 95,000 residents, 19 schools, and regional destinations including California State University, Dominguez Hills (CSU Dominguez Hills); Dignity Health Sports Park; and South Bay Pavilion Mall. The Metro A (Blue) and J (Silver) lines run along the east and west sides of Carson, respectively, making the city accessible to visitors throughout Los Angeles County. Carson is divided diagonally in the center by the Dominguez Flood Control Channel and the I-405 freeway, and east-west by the Alameda Freight Corridor. Much of the southeast of the city is dedicated to industry and manufacturing.

Carson became an incorporated city in 1968, much later than the surrounding cities of Long Beach and Torrance.

Lacking as much political influence as these cities, Carson became host to industries, plants, and landfills that served the South Bay. Since its incorporation, the City of Carson has successfully closed many of its unwanted heavy industry, replacing it with responsible industry with better environmental standards. Carson is now home to large industrial facilities such as Marathon’s Los Angeles refinery, a major employer in the city.

Carson is just a few miles from the ports of Los Angeles and Long Beach, globally known as the busiest and largest ports in the United States, handling 40% of all imports in the country. The proximity of these ports to the City of Carson has allowed warehousing, storage, and distribution industries in the city to thrive, but also brings in significant truck and rail traffic, particularly through the Alameda Freight Corridor, the busiest freight corridor in the country. This port traffic creates a significant barrier for active transportation travel through Carson and affects the air quality for Carson’s residents.
131 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 4

Figure 1. City of Carson
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 5 Existing Conditions
Previous Plan and Policy Review
A comprehensive review of previous local, regional, and state plan and policy documents pertinent to Complete Streets, mobility, and sustainability was completed to ensure consistency between these plans and the CATCP. A full list of reviewed documents can be found in Appendix A.

City of Carson 2040 General Plan (2023)
The City of Carson adopted its 2040 General Plan (General Plan) in April 2023. The General Plan is the City’s overarching policy document to guide growth and development. The General Plan outlines the City’s long-term vision and goals and identifies future needs related to land use, transportation, housing, open space, conservation, safety, noise, and other topics germane to Carson’s development and conservation.

The General Plan establishes comprehensive goals and policies related to transportation including specific goals to improve the ability for residents to walk and bike throughout the city. Guiding policies help establish the vision for the City of Carson CATCP and provide important context on how active transportation will play a central role in the future of transportation in Carson.

The Carson Neighborhood Villages Plan Study is a part of the General Plan that aims to create sustainable, vibrant, and complete neighborhoods. The plan's objective is to reduce greenhouse gas emissions and vehicle miles traveled by bringing amenities closer to residents and to promote the use of walking, biking, and other low-impact modes of transportation through mobility infrastructure improvements and programs. The plan is a study that was meant to inform the General Plan rather than be adopted by the City. Thus, this plan does not necessarily represent adopted City policy.

One of the policies and strategies in the plan is the Slow Speed Network for bicycle improvements and a Neighborhood Electric Vehicle (NEV) Network. The plan includes design practices to guide new development within the Neighborhood Villages such as locating active transportation paths near neighborhood centers and improving the streetscape with amenities like wider sidewalks, street trees, and pedestrian-scale lighting to create walkable and bikeable human scale neighborhoods.

City of Carson Local Roadway Safety Plan (LRSP) (2023)
LRSPs are intended to help local roadway owners contribute to the goals of Caltrans’ statewide Strategic Highway Safety Plan (SHSP) by focusing on local-level concerns. An LRSP analyzes collision data, assesses infrastructure deficiencies through an inventory of roadway system elements, and identifies roadway safety solutions citywide. The Carson LRSP highlights that bicycle- and pedestrian-related collisions accounted for about 35% of fatal and severe injury collisions as identified in SWITRS (2017 to 2021). The LRSP identifies four locations with the highest collision frequency and four corridors with the highest rates of collisions (including vehicles, pedestrians, and bicyclists).
• Locations
o Wilmington Avenue and 223rd Street
o Avalon Boulevard and Albertoni Street
o Avalon Boulevard and Victoria Street
o Main Street and Sepulveda Boulevard
• Corridors
o Turmont Street from Avalon Boulevard to Central Avenue o W 220th Street from Figueroa Street to I-405
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 6 o Carson Street (west to east City limits)
o Alameda Street, Santa Fe Avenue, and Wilmington Avenue (full extents within the City) The Carson LRSP proposes engineering countermeasures and non-engineering safety measures (education and enforcement) to create safe spaces for all road users at the identified locations and corridors.

Complete Streets and Green Streets Policy for the City of Carson (2022) The City of Carson adopted a Complete Streets and Green Streets Policy in 2022, which aims to create a comprehensive, integrated transportation network with infrastructure and design that allows safer and more convenient travel along and across streets for users of all ages, including pedestrians, bicyclists, persons with disabilities, motorists, movers of commercial goods, and users and operators of public transportation. Complete Streets policies can be found within the City’s Plans (the General Plan, transportation plans, and specific plans) and official City policies. The Complete Streets and Green Streets Policy outlines the recommended policy language, exceptions, considerations of establishing a well-connected network, performance measures, green streets policies, implementation plan, and other additional elements of implementing Complete Streets.

City of Carson Active Transportation Plan (Part I adopted 2015, Part II adopted 2013) The Carson Active Transportation Plan (ATP) is organized into two parts: The Carson Pedestrian Master Plan and the Carson Master Plan of Bikeways. The ATP aims to improve community health by creating safer, connected, attractive, and convenient active transportation networks that encourage biking and walking. The measurable goals for the ATP are connectivity, livability, safety, health, and economic development.

The Carson Pedestrian Master Plan, adopted in 2015, includes recommendations for Carson’s streets and sidewalks, like pedestrian-scale lighting, sidewalks, intersection improvements (high-visibility crosswalks and pedestrian count-down signals), urban canopy, and neighborhood access (easements). The Plan also recommends education and encouragement programs, design guidelines, and an implementation plan.

The Carson Master Plan of Bikeways, adopted in 2013, creates a strategic vision for enhancing bicycle transportation in the city. The Master Plan of Bikeways is the guiding document for all bicycle infrastructure, policies, and programs in Carson. The Master Plan of Bikeways proposes a 20-year plan for a comprehensive network of streets designed to prioritize comfort and safety for bicyclists to enhance the practical use of bicycles as a transportation choice. The Master Plan of Bikeways also includes bikeway design guidelines and recommended programs and policies to encourage bicycle travel and increase safety.

Existing Infrastructure and Facilities
Existing Bikeways
There are 16.9 miles of existing bikeways in Carson. This includes a 0.7-mile-long Class I shared-use path, 11.4 miles of Class II bike lanes, and 4.8 miles of Class III bike routes. There are no Class IV separated bikeways in Carson. There are 29.8 miles of in-design or in-construction bikeways throughout the city. These bikeways are expected to be constructed near or shortly after the completion of the CATCP.

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 7 Table 1. Miles of Existing and In-Design Bikeways

The small segment of existing shared-use path is along the Dominguez Flood Control Channel across Figueroa Street. While there are existing Class II bike lanes on major streets in Carson such as Avalon Boulevard, Del Amo Boulevard, University Drive, Central Avenue, and Sepulveda Boulevard, the bike lanes do not extend the length of the street within the city boundaries. Additionally, these Class II bike lanes are not consistent with current design standards. For example, according to guidelines described in the Carson Master Plan of Bikeways, bike lanes should be at least 5-feet wide and up to 8-feet wide on busy arterial streets, yet Carson’s existing bike lanes are as narrow as 4-feet (University Drive).

Except for the most confident bicyclists, the gaps in the existing bicycle facilities on Carson’s roads limit the destinations that bicyclists can reach. A disconnected network results in bicyclists needing to travel out of their way to continue their journey on bicycle facilities, or to ride on roads without bikeways which may result in a high level of stress. If a bicyclist determines any part of their ride to be too uncomfortable it is more likely they will choose another transportation mode, like driving, instead. Many of the in-design bikeways will fill these gaps.

A segment of Carson Street between the west city boundary and the Dominguez Channel is identified with signage and sharrow markings as a Class III bike route. This route connects to another bike route on Dolores Street between 213th Street and 223rd Street. There is also a bike route on Turmont Street between Avalon Boulevard and Wilmington Avenue.

In order to help bicyclists as they travel near City parks and to provide places to rest, the City has begun to install amenities like bicycle repair stations, water bottle refill stations, tables, benches, and bike racks. The City has also purchased new tools to better maintain park infrastructure such as pedestrian lighting. However, currently the City municipal code does not allow bicyclists to ride in parks. Bicyclists must dismount and walk their bikes to use these park amenities. The bicycle ban in city parks presents a barrier to overall citywide bicycle connectivity.

Class I

0.7 Class II

11.4 Class III

4.8 In-Design or In-
Construction
Bikeways

29.8 Miles of Bikeways
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 8 US Bike Route 95
Identified by the Adventure Cycling Association and approved by the American Association of State Highways and Transportation Officials (AASHTO) and Caltrans, portions of Carson Street, Main Street, and 223rd Street are a part of US Bike Route (USBR) 95. The USBR system features signed routes and navigation on identified route bikeways throughout the country. USBR 95 traverses western California along the Pacific Coast for over 1,000 miles. The route in Carson connects bicyclists from the coast, through Torrance, and towards Long Beach. The recommendations made in this Plan will support bicyclists using USBR 95.

Figure 2 shows the existing and previously proposed bikeways in Carson.

Class I shared-use path on the Dominguez Channel
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 9 Figure 2: Bikeways

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 10 Existing Pedestrian Infrastructure
Sidewalks line most of the streets in Carson allowing pedestrians a safer and more comfortable place to walk to their destinations. Sidewalks are mostly absent in the industrial areas of Carson, like the area north of Walnut Street and much of the southeast portion of the city, although this is by design; according to the 2004 Carson General Plan, sidewalks are not required in some industrial areas of the city. While Sepulveda Boulevard and 223rd Street have some sidewalks, it is generally only on one side of the street and in some places disappears, requiring pedestrians to walk on the side of the road.

Figure 3 shows the distances between crosswalks on major roads in the city. In the southwest neighborhoods, there are generally crosswalks at every major intersection, although the length of these street segments can be as long as ½ mile. In the northern half of the city, block lengths are longer. Even though most intersections have crosswalks, pedestrians must walk far distances to reach them. For example, a pedestrian walking on University Drive from Avalon Boulevard must walk one mile to reach the next marked crossing opportunity at Central Avenue. On Victoria Street, pedestrians must walk nearly ½ mile from Avalon Boulevard. There are fewer crosswalks in the east and southeast areas of Carson. Most of the major block lengths in these areas are at least ½ mile long. Research has shown that pedestrians are more likely to cross at mid-block locations rather than walk out of direction to use a crosswalk.

Curb ramps can be found at most crossing locations in Carson, although not all existing ramps meet current standards. Curb ramps should conform to the 2023 Caltrans Standard Plans Books which include detectable warning surfaces and either a two-ramp or one-ramp installation. These upgrades create safer crossings, particularly for pedestrians with low vision or those using mobility devices.

Some large intersections near popular destinations have preferred pedestrian infrastructure compared to other areas in the city. The intersection of Victoria Street and Avalon Boulevard has bus stops on three corners of the intersection and is near Dignity Health Sports Park and California State University, Dominguez Hills, two key destinations for pedestrians and bicyclists. The intersection has pedestrian refuge islands to allow pedestrians to cross the large intersection in two phases. The intersection also has curb ramps that are perpendicular to the crosswalks (two-ramps), rather than diagonal curb ramps (one-ramp). In some cases, diagonal curb ramps are not preferred as they are more difficult to navigate for pedestrians using mobility devices or with visibility impairments. While the existing facilities are beneficial for pedestrians, the intersection could be further improved with high-visibility crosswalks, wider sidewalks, and additional ADA considerations. A conceptual design has been completed for a transit center at California State University, Dominguez Hills (CSU Dominguez Hills). This transit center will consolidate bus stops along Victoria Street, eliminating the need for community members to cross multiple intersections or walk far distances to make transit connections.

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11 The intersection of Victoria Street and Avalon Boulevard has pedestrian refuge islands and different styles of curb ramps. 139 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 12

Figure 3. Crosswalk Spacing

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 13 Inter-Modal Connections
Active transportation infrastructure can help
community members make first-last mile
connections to and from transit stops and their final
destinations. While community members may be
able to use transit for longer parts of their trips, if it is too difficult or uncomfortable to reach the transit
stop by walking or biking, community members may
choose to drive instead. Enhancing connections to
transit stops also improves equitable transportation
options in the city, by providing access to
destinations for community members that do not
have access to a vehicle.

The city is mostly served by Long Beach Transit and
Los Angeles Metro bus lines. Long Beach Transit
operates three fixed bus routes in Carson through an
interagency agreement with the City, as well as east-
west connections beyond the city limits. Additionally,
City staff operates the Carson Circuit bus system,
providing two additional fixed routes. The Carson
Circuit connects riders to the South Bay Pavilion Mall, CSU Dominguez Hills, Dignity Health Sports Park, City
Hall, and other local destinations for $1.00 fare. The
Carson Circuit only operates during commuting
periods in the morning and afternoon.

Metro operates bus lines along many streets
in the city, which take riders to destinations
throughout Los Angeles County. Riders on
both Long Beach Transit and Metro can pay
for fares using a TAP card. Fares are typically
$1.25 for Long Beach Transit and $1.75 for
Metro.

The City of Gardena G Trans operates one
bus line in north Carson and the City of
Torrance operates several Torrance Transit
lines in north and south Carson, connecting
to destinations in Torrance.

Some transit stops in Carson have shelters, benches, and other amenities.

Many bus stops have a bench for transit riders.
141 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 14 Just outside of the city at Del Amo Boulevard and Santa Fe Avenue is the Metro A (formerly Blue) Line rail station, which riders can take to connect to destinations from Azusa to Downtown Los Angeles to Long Beach.

Riders at the Del Amo Station can use the Galaxy Express shuttle during LA Galaxy soccer game days to reach Dignity Health Sports Park as well as other Long Beach Transit and Metro bus lines. The Harbor Gateway Transit Center in Gardena is another regional transit hub for community members in Carson, featuring twelve bus bays and connections to the Metro J (formerly Silver) Line, a rapid transit bus line. The Metro C (formerly Green) Line is slated for extension into Torrance, terminating at the Torrance Transit Center, just a few miles from Carson. At the time of writing this Plan, the C Line extension is in the environmental studies phase. At its completion riders will be able to connect to the LAX airport via a free shuttle and cities along the line such as El Segundo and Norwalk. A conceptual design has also been completed for a transit center at CSU Dominguez Hills near the intersection of Victoria Street and Tamcliff Avenue. This transit center would serve community members including students and staff of the University and visitors to Dignity Health Sports Park.

As shown in Figure 4, bus routes run along most of the major roads in the city. Bus stops typically feature shelters and benches along Avalon Boulevard and Carson Street west of I-405. Most other stops only have benches, though some stops do not have any amenities. Existing bike lanes connect to transit stops along parts of Sepulveda Boulevard, Carson Street, Del Amo Boulevard, University Drive, Victoria Street, and Albertoni Street. The gaps in bicycle facilities on Avalon Boulevard prevent connections to stops north and south of CSU Dominguez Hills. There are also gaps in the bikeway network connecting to transit stops along Alameda Street and to stops in the residential area in the southwest corner of the city.

Pedestrians can generally connect to bus
stops in Carson via the sidewalk network,
however far distances between crosswalks
make it difficult to reach bus stops on the
other side of the road. For example, on Del
Amo Boulevard between Central Avenue
and Wilmington Avenue, there is over ¾
mile between crosswalks, yet there are bus
stops for eastbound buses on the opposite
side of Del Amo Boulevard from residences
and businesses from where pedestrians
would be walking. Reaching these
eastbound bus stops requires pedestrians
walking out of direction to the crosswalks,
or to cross at unmarked crosswalks at
intersections of Del Amo Boulevard where
traffic speeds are posted at 50 mph.

Though few, there are transit stops without any amenities in the city.

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 15 Figure 4. Transit Service

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 16 Key Bicycle Improvement Corridors
While this Plan includes pedestrian recommendations citywide, bicycle recommendations will be created with a focus on select corridors and schools. These corridors were chosen based on their potential for connectivity to key destinations and for improving active transportation safety. Bicycle improvements will also be recommended near five priority schools/ school clusters in Carson. These schools were chosen based on criteria including their proximity to disadvantaged communities and bicycle and pedestrian collisions. The CATCP will consider first-last mile improvements as well, to help residents and visitors make their final connections to and from transit stops. The CATCP will consider the South Bay Local Travel Network (LTN) when identifying first-last mile connections, as the LTN works to identify routes that are appropriate for neighborhood electric vehicles (NEVs) like golf carts, bikes, and scooters. Carson’s future Bicycle Master Plan, expected to be completed in 2026, will incorporate and broaden the recommendations made in the CATCP to enhance a comprehensive and inclusive citywide bicycle network.

The key bicycle corridors included in this study are:
• Main Street
• Avalon Boulevard
• Wilmington Avenue
• Victoria Street
• University Drive
• Carson Street
• 223rd Street
• Sepulveda Boulevard

The priority schools are:
• Carson Street Elementary
• Carson High and Dolores Street Elementary cluster
• Bonita Elementary and Carnegie Middle cluster
• Broadacres Avenue Elementary
• Ralph Bunche Elementary

Key Destinations
Key destinations are those that a large number of community members and visitors travel to every day.

Providing safer, convenient, comfortable and connected active transportation infrastructure to these destinations typically reduces vehicle miles traveled (VMT) and will help the South Bay region achieve greenhouse gas (GHG) reduction targets. Recommendations in this CATCP were made with these key destinations in mind. While most of these key destinations are within the city of Carson, some are just outside of the city boundaries within the sphere of influence and unincorporated County islands. Carson will need to coordinate with neighboring jurisdictions to create a connected first-last mile network to these key destinations.

The key destinations are:
• Schools
• Parks
• Childcare Centers
• Medical Facilities
• Mobile Home parks
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 17 • Supermarkets
• Civic Buildings and Libraries
• California State University, Dominguez Hills (CSU Dominguez Hills) • Carson City Hall
• Carson Event Center
• Kaiser Permanente's Carson Medical Offices
• Harbor-UCLA Medical Center (outside of city boundaries) • Del Amo Station on the A (Blue) Line (outside of city boundaries) • Dignity Health Sports Park
• Goodyear Blimp
• Harbor Gateway Transit Center (outside of city boundaries) • Los Angeles Harbor College (outside of city boundaries) • Porsche Experience
• South Bay Pavilion Mall
• Transit Hub at CSU Dominguez Hills (future)
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 18

Figure 5. Key Destinations
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 19 Needs Analysis
This needs analysis outlines the findings of the equity analysis, safety analysis, level of traffic stress analysis, demand analysis, connectivity analysis, and shade and cooling assessment. These analyses helped the project team understand where there are gaps in the bikeway network and where new or improved active transportation facilities are needed. The equity and safety analyses assign an equity score to neighborhoods in the city and analyze historic pedestrian and bicycle collisions. The level of traffic stress analysis estimates the level of comfort for people walking or biking on any given roadway segment. The demand analysis shows the potential market for active transportation use in different areas of the city. Using data from the level of traffic stress analysis, the connectivity analysis provides connectivity scores to routes leading to key destinations and land use types. The shade and cooling assessment analyzes shade and cooling conditions in the city and the relation to comfort levels for people walking and biking.

The needs analysis concludes with a summary of the network gaps for active transportation users in Carson.

These gaps were determined through the review of the existing conditions and needs analysis data.

Equity Analysis
The equity analysis is a review of regional equity tools to identify disadvantaged communities in Carson. The CalEnviroScreen tool (Figure 6), created by the California Office of Environmental Health Hazard Assessment1, identifies communities that are disproportionately burdened by pollution. CalEnviroScreen uses pollution indicators like levels of ozone concentration and drinking water contaminants and social and health indicators like poverty levels, rates of disease, and housing burdens on residents to provide a score for each census tract in the state. For grant funding purposes, the state considers communities that score higher than 75% as disadvantaged. In Carson, much of the city is considered disadvantaged. These high scores are likely due to the industrial land use in the city and the presence of the busy I-405 freeway. According to CalEnviroScreen, most census tracts in the city score very high for the toxic release indicator, which identifies facilities that make or use toxic chemicals. Census tracts in the city also score highly for the percentage of PM2.5 pollution in the air which comes from cars, trucks, and factories. As shown in the CalEnviroScreen map, mobile homes in Carson are aligned with the disadvantaged areas of the city, indicating that residents living in low-cost housing are also facing the highest pollution burdens. Carson has a mobile home rent control ordinance, making it one of the least expensive cities in the regional to rent a mobile home. However, many of these mobile home parks are in poor condition.

1 https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-40 147 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 20 The Healthy Places Index (Figure 7), developed by the Public Health Alliance of Southern California2, determines how healthy a census tract is using characteristics such as level of education, healthcare access, housing availability, transportation access, and social environment. In general, the city of Carson has healthier community conditions than half of other California cities. The census tract in the south of the city that scores lowest on the Healthy Places Index is mostly industrial and therefore residents in the area have more limited access to community destinations like healthcare centers and parks. Residents here also face severe housing cost burdens, indicating residents pay more than 50% of their income on housing costs. There are two mobile home community in this census tract. All other census tracts in Carson face pollution from diesel particulate matter (PM). Diesel PM can increase the risk of cardiovascular and respiratory diseases and comes from exhaust from diesel engines such as in trucks and trains. The high levels of diesel PM in Carson is likely from the I-110 and I-405 freeways and the Alameda Freight Corridor.

Justice40 (Figure 8) is a federal initiative to identify disadvantaged communities that are marginalized, underserved, and overburdened by pollution to ensure these communities have access to federal investments 3.

Justice40 uses the Climate and Economic Justice Screening Tool which considers health indicators related to categories like climate change, energy, health, housing, pollution, and transportation. The tool considers census tracts in the north and south of the city to be disadvantaged, in part due to pollution levels, transportation barriers, and the number of low-income households.
2021 median household income (MHI)4 (Figure 9) in California is $84,097. The state classifies communities with less than 80% of the MHI as disadvantaged (<$67,277). Most of the communities in west Carson have MHIs above 80% of the statewide total. Industrial areas south of Del Amo Boulevard, north of Gardena Boulevard, and just west of Dominguez Park are considered disadvantaged, as is the mobile home community south of Sepulveda Boulevard between Wilmington Avenue and Main Street.

The National School Lunch Program5 is a federally assisted meal program that provides free or reduced-priced lunches to school children. Eligibility for the program is based on household size and income. The state considers schools in which at least 75% of students receive free or reduced-priced lunch as disadvantaged (Figure 10). In Carson, all schools except 232nd Place Elementary, Leapwood Avenue School, Caroldale Learning Community, and Ralph Bunche School have more than 75% of students in the program. Curtiss Middle School and Catskill Avenue School have the highest percentage of students receiving free or reduced-priced meals, indicating there are disadvantaged families throughout the city of Carson.

2 https://www.healthyplacesindex.org/
3 https://www.whitehouse.gov/environmentaljustice/justice40/ 4 https://data.census.gov/
5https://www.cde.ca.gov/ls/nu/sn/eligmaterials.asp

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 21 Figure 6: CalEnviroScreen

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 22 Figure 7: Healthy Places Index

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 23 Figure 8: Justice40 Initiative

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 24 Figure 9: Median Household Income

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 25 Figure 10: Free and Reduced-Price Meals

153 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 26

Safety Analysis
Historical data on bicycle and pedestrian collisions in Carson helps in understanding the safety of the active transportation network and in the identification of countermeasures to prevent collisions in the future. Collision data was pulled from the Statewide Integrated Traffic Records System (SWITRS), a University of California, Berkeley tool. Within a five-year period between 2017 and 2021, there were 164 pedestrian or bicycle collisions in Carson, 9 of which resulted in a fatality.

Pedestrian Collisions
Between 2017 and 2021, there were 115 pedestrian collisions in Carson. Thirty-three percent (33%) of these collisions resulted in a visible injury, 19% resulted in a severe injury, and 7% resulted in a fatality. The most frequent crash violations for these pedestrian collisions were pedestrian violations (38%) and pedestrian right- of-way violations (36%). Pedestrian violations occur when a pedestrian does not respect a motor vehicle’s right- of-way such as when a pedestrian is walking on or crossing the road. A lack of designated sidewalks or crossing facilities can sometimes account for these violations. Pedestrian right-of-way violations refer to instances in which a driver does not respect a pedestrian’s right-of-way such as a driver turning at an intersection where a pedestrian is crossing. Half (50%) of the total pedestrian collisions occurred at a crosswalk at an intersection, while another 29% occurred while a pedestrian was crossing outside of a crosswalk. Improved crossing infrastructure and pedestrian signals, such as leading pedestrian intervals (LPIs) can help prevent these types of violations by better placing the pedestrian in the intersection and allowing them ample time to cross.

As shown in Figure 11, most of the pedestrian collisions, including the fatalities, have occurred on major roads in Carson such as 223rd Street, Sepulveda Boulevard, Alameda Street, and Avalon Boulevard. There are fewer pedestrian collisions in the southeast corner of the city where there are fewer destinations for pedestrians.

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 27 Figure 11: Pedestrian Collisions

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 28 Bicycle Collisions
Forty-nine (49) bicycle collisions occurred in Carson between 2017 and 2021. Fifty-three percent (53%) of these collisions resulted in a visible injury, 8% resulted in a severe injury, and 2% resulted in a fatality. The most frequent crash causes were automobile right-of-way violations (27%), improper turning by motor vehicle drivers (16%), and riding a bicycle on the wrong side of the road (14%). Bicycle facilities can prevent wrong side of the road bicycle riding as they point bicyclists in the correct direction. Some facilities can also prevent collisions due to motor vehicle turning movements by keeping the bicyclist separated from traffic in an intersection.

Like the pedestrian collisions in the city, most bicycle collisions occurred on major roads like 223rd Street, Sepulveda Boulevard, Del Amo Boulevard, Avalon Boulevard, and Main Street. Collisions were mostly concentrated near CSU Dominguez Hills and the residential area in the southwest corner of the city (Figure 12).

Some of the roads with bicycle collisions, like Avalon Boulevard, Del Amo Boulevard, and Carson Street, have existing bicycle facilities. However, these facilities should be reviewed for additional treatments to improve conditions and reduce future collisions.

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 29 Figure 12. Bicycle Collisions

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 30 Level of Traffic Stress Analysis
The level of traffic stress considers the perceived stress that a pedestrian or bicyclist will face on a roadway segment. A perceived stressful journey is often the greatest barrier to more frequent active transportation travel. Routes should feel as comfortable as possible to increase active transportation in the city. The level of traffic stress analysis accounts for roadway characteristics and gives each roadway a score from 1 to 4.

Roadways scoring a 1 have the lowest level of traffic stress while roadways scoring a 4 have the highest level of traffic stress.

Based on methods developed by the Mineta Transportation Institute6, the traffic stress analysis accounts for roadway characteristics including roadway width, posted speed limits, the number of traffic lanes, motor vehicle volume, the type of existing pedestrian and bicycle infrastructure, and the presence of on-street parking. In general, as roadway speeds and widths increase, and the level of separation between active transportation users decreases, the more stressful the roadway will feel. • LTS 1 - These routes are appropriate for bicyclists and pedestrians of all ages and abilities.

Facilities are usually completely separated from vehicle traffic or are along roadways with low speeds. Intersections feel comfortable and are easy to cross. • LTS 2 - These routes are appropriate for most adult active transportation users. Facilities may not be physically separated, but are delineated from traffic, such as a buffered bike lane. Roadways are lower speeds with 1-2 traffic lanes. Intersections feel comfortable for most adults. • LTS 3 - Confident adult active transportation users would feel comfortable using these routes.

Active transportation facilities are closer in proximity to high-speed and high-volume traffic.

Intersections feel uncomfortable but are manageable for most adults. • LTS 4 - These routes are only appropriate for the most confident active transportation users.

Active transportation facilities may not be available and may require interaction with high-speed traffic on multiple travel lanes. Intersections feel uncomfortable and may not have crossing infrastructure.

Pedestrian Level of Traffic Stress Scores
As described in the existing pedestrian infrastructure section of this memo, most streets in Carson have sidewalks, crosswalks, and curb ramps. However, there are sections of the City with few sidewalks, long block lengths between crosswalks, and a number of curb ramps that are not up to current standards. The pedestrian level of traffic stress considers these factors along with other factors included in the bicycle level of traffic stress scoring such as roadway width and posted speed limits.

6Mekuria, Maaza C., Peter G Furth, and Hilary Nixon. “Low-Stress Bicycling and Network Connectivity.” Mineta Transportation Institute , May 2012.

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 31 Like the bicycle level of traffic stress scores, most local streets are low stress, indicating that walking along these streets would feel comfortable for pedestrians of all ages and abilities. However, these low stress islands are surrounded by higher stress collector and arterial roadways with higher speeds, longer distances between crossings, and other factors that make walking feel less comfortable. This may limit pedestrians from walking to destinations beyond their neighborhoods and instead choosing to drive. Uncomfortable walking environments can also negatively impact the number of residents that take public transit and may create unsafe conditions for pedestrians trying to access bus stops.

The intersection of Del Amo Blvd and Wilmington Ave has a high level of pedestrian stress due to long crossing distances, high speeds, and multiple travel lanes.
189th St and Towne Ave has a low level of traffic stress due to its low speed, low volume roadway crossing. 159 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 32 Figure 13: Pedestrian Level of Traffic Stress

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 33 Bicycle Level of Traffic Stress Scores
Each level of traffic stress corresponds with a bicyclist level of confidence. As the level of traffic stress increases, the more confidence is required of the bicyclist. As shown in Figure 14, most adult bicyclists would not be willing to ride on a level 4 or level 3 traffic stress roadway. These high stress roadways act as a barrier to active transportation travel and prevent bicyclist connectivity beyond the low stress network.

As shown in Figure 15, level 4 traffic stress roadways can be found throughout Carson. Level 1 or level 2 traffic stress roadways that would be comfortable for most bicyclists to use are limited to neighborhood streets which often do not lead to destinations in the city. While there are many low stress networks in the city, these networks are cut off by high stress roadways like Main Street, 223rd Street, Avalon Boulevard, and Central Avenue.

Figure 14: Bicycle Level of Traffic Stress Scale

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 34 Figure 15: Bicycle Level of Traffic Stress

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 35 Reducing the Level of Traffic Stress
The level of traffic stress can be reduced on a roadway by providing facilities for bicyclists and pedestrians to use that are physically separated from traffic, particularly on roadways with high speeds and wide travel lanes. This can include Class I shared-use paths and Class IV separated bikeways as well as sidewalks with buffers like landscaping or fencing. Traffic calming can also reduce the level of traffic stress on a roadway by reducing travel lane widths and slowing vehicle speeds.

In general, Class II bike lanes only reduce the level of bicyclist traffic stress implemented on lower speed narrow streets.7 Class III bike routes are unlikely to reduce the level of traffic stress, especially on any roadway above 25 mph.8

Demand Analysis
The demand analysis identifies routes with potential demand for walking and biking. Using Replica trip data 9, the demand analysis identified trips that people in Carson are already taking that are less than one mile and less than three miles between block groups in the city. These short trips have a high potential to be converted into walking or biking trips. This analysis illustrates where there is a demand for these shorter trips, and where facility improvements are needed to provide a wider range of transportation choices.

Trips Less than One Mile
The dots on Figure 16 represent block group centroids throughout the city. The lines from the dots represent popular trips less than one mile between each block group, and the blue overlays represent the percentage of trips that are less than one mile within each block group. Over 500 trips of less than one mile were identified to and from blocks groups containing CSU Dominguez Hills, the South Bay Pavilion Mall, and Calas Park. More than 30% of trips are less than one mile long in the southwest portion of the city which includes residences, schools, parks, and retail. Note that block groups with multiple community destinations, or larger, popular destinations may have more trips however, the lines do not necessarily represent travel to a certain destination. Instead, these lines represent travel between the block groups themselves.

Trips less than Three Miles
Figure 17 shows three-mile trips from popular destinations in the city of Carson. Many of these trips are taken to and from beyond the city boundaries into neighboring jurisdictions. More than 750 trips of three miles or less are taken to and from the retail area in the northwest corner of the city, CSU Dominguez Hills, the South Bay Pavilion Mall, and the Calas Park area. More than 55% of trips are less than three miles long in the southwest corner and in the center of the city.

7 Mekuria, Maaza C., Peter G Furth, and Hilary Nixon. “Low-Stress Bicycling and Network Connectivity.” Mineta Transportation Institute , May 2012, 17-21. 8 ibid
9 https://www.replicahq.com/
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 36 Figure 16: Walk Trip Potential

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 37 Figure 17: Bike Trip Potential

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 38 Bicycle and Pedestrian Connectivity Analysis
Using the level of traffic stress (LTS) analysis networks, a connectivity analysis was completed to identify average connectivity to key destinations in the city of Carson. This analysis provides estimates for the number of people both inside and outside of the city boundaries that can reach a certain type of destination either by walking or biking. The analysis shows the number of people that could walk or bike to a certain type of destination in a certain amount of time. The analysis also shows the number of people that would realistically walk or bike to a certain type of destination in the same amount of time (identified as LTS). For example, it may be possible to walk to a school in five minutes using sidewalks on a wide roadway with high traffic speeds. However, it is realistic that it would actually take ten minutes to walk to that school as most pedestrians would use lower- stress neighborhood roads to get there.

Connectivity to Points of Interest
Figure 18 shows the relative connectivity to key destinations in Carson by biking. Bicyclists in Carson can access nearly every corner of the city boundaries within 20 minutes. Regional destinations outside of the city can also be accessed within reasonable biking distances. However, as shown in Figure 19, accessing the city’s key destinations on roadways that feel comfortable greatly reduces the distances that bicyclists can travel in 20 minutes and reduces the number of people (both inside and outside of Carson) that can bicycle to these destinations by over 50%. Barriers to bicycling, like the I-405 freeway prevent bicyclists from accessing destinations in a timely manner. Safer, connected bicycling infrastructure could encourage residents to take more bicycling trips to reach key destinations and could also encourage regional residents to bike to destinations like Dignity Health Sports Park and the Carson Event Center.

Figure 20 shows relative connectivity to key destinations by walking. Within 15 minutes most pedestrians could walk to neighborhoods beyond each key destination. Using only lower-level traffic stress streets reduces the distances most pedestrians could walk to just beyond the boundaries of the destinations. Barriers like the I-405 freeway and the Dominguez Channel significantly limit how far pedestrians can walk within 15 minutes. As shown in Figure 21, at destinations like the Carson Event Center, South Bay Pavilion Mall, and the Porsche Experience pedestrians cannot cross these barriers within 15 minutes. As it is likely that visitors are coming to these destinations beyond these walksheds, having safer and accessible transit stops may be effective in encouraging visitors to arrive using transportation other than a motor vehicle.

For map legibility purposes, Figure 18- Figure 21 only show connectivity to city amusements. However, these results are applicable for all community destinations in Carson, including public services like schools, libraries, post offices, police stations and medical centers, as well as transit services including stations and bus stops.

Table 2 and Table 3 shows the walking and biking “sheds” for these destinations. The tables show the number of people that could walk or bike to a destination in 5, 10, and 15 minutes; the number of people that would realistically walk or bike to a destination in those times; and the difference between the two, showing the number of people that cannot comfortably access destinations in Carson by walking or biking. Public services refers to destinations such as schools, parks, the post office, and grocery stores. Transit refers to transit stops in Carson, and amusement destinations refers to Dignity Health Sports Park, the Carson Event Center, the South Bay Pavilion Mall, and other retail or event destinations in Carson.

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 39 Figure 18. Bicycle Connectivity

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 40 Figure 19. Bicycle Connectivity Low Stress Network

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 41 Figure 20. Pedestrian Connectivity

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 42 Figure 21. Pedestrian Connectivity Low Stress Network

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 43 Table 2. Population within Timeframe Walk Access
Access Shed Analysis 5 minutes 10 Minutes 15 Minutes
Public Services Walk 111618 150822 171005
Public Services Walk LTS 103772 115604 127605
Public Service Difference 7846 35218 43400
Transit Walk 8058 17617 28610
Transit Walk LTS 5321 8058 11376
Transit Difference 2737 9559 17234
Amusement Walk 32280 45541 56670
Amusement Walk LTS 24362 35186 37568
Amusement Difference 7918 10355 19102

Table 3. Population within Timeframe Bike Access
Access Shed Analysis 10 minutes 15 Minutes 20 Minutes
Public Services Bike 292298 375442 413965
Public Services Bike LTS 215557 259714 304706
Public Service Difference 76741 115728 109259
Transit Bike 85700 147854 242723
Transit Bike LTS 13840 25547 43923
Transit Difference 71860 122307 198800
Amusement Bike 110634 189232 267391
Amusement Bike LTS 57536 72173 101867
Amusement Difference 53098 117059 165524

Shade and Cooling Assessment
As an urban area in Los Angeles County, Carson is vulnerable to the effects of climate change and extreme heat.

The shade and cooling assessment identifies current shade and cooling conditions in Carson, as well as possible future decreases in comfort levels for walking and biking, attributable to climate change. Facility improvements in this Plan will include recommendations that improve shade and reduce the urban heat island effect. 171 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 44 The shade and cooling assessment was completed by assessing Carson’s street tree canopy, reviewing tree planting constraints, documenting areas of pervious and impervious surfaces, and considering access to parks and cooling centers on hot days. Tree canopy data was obtained from Ecopia.10 Trees completely within residences, such as in backyards, were removed from the analysis as they do not provide shade in public spaces.

Residential trees that extend into public space like the sidewalk were kept in the analysis.

Assessment Results
As shown in Figure 22 and Figure 23, the number of comfortable walking and biking days will decrease in the future. Between the years 2045 and 2055, there are estimated to be 107 days above 81°F, twenty-nine more days than temperatures in the last ten years, further reducing the number of days it will be comfortable to walk outside. There are estimated to be two more days of temperatures above 91°F by 2050 compared to the last ten years, making it continually feasible to comfortably bike for most days of the year.

The heat vulnerability map in Figure 24 shows CalHeat’s Heat Health Action Index11. This index represents relative heat vulnerability and is calculated using demographic, health, and environmental data. The census tracts with the highest heat vulnerability are in the north, northeast, west, and south parts of the city. These tracts scored higher on indicators such as the percentage of the population in poverty, the percentage of the population without transit access, and the percentage of residents with asthma or cardiovascular disease. Figure 23 shows the Heat Health Action Index overlayed with existing tree canopy coverage in Carson. Bright yellow hexagons indicate areas where tree canopy coverage is low and the Health Heat Action Index is high. These areas are mostly concentrated in the west and center of the city, though some of these high Heat Health Action Index areas also have high tree canopy coverage which can help mitigate the effects of extreme heat.

10 https://www.ecopiatech.com/
11 https://www.cal-heat.org/about
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 45 Figure 22: Pedestrian Thermal Comfort Zone

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 46 Figure 23: Bicyclist Thermal Comfort Zone

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 47 Figure 24: Heat Vulnerability

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 48 Figure 25. Heat Vulnerability and Tree Canopy
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Administrative Draft| Alta Planning + Design, Inc. City of Carson 49 Network Gap Analysis
The network gap analysis identifies gaps in the active transportation network such as areas that have high demand for walking and biking, but a lack of infrastructure, or in areas where there are physical barriers to active transportation travel.

Barriers
The Dominguez
Channel is a
flood control
channel
managed by the
County of Los
Angeles that
runs diagonally
through Carson.

The 200-foot-
wide channel
requires all
transportation
users to use
bridges to cross
the channel.

Most of these
bridges are on
major road
corridors, none
of which have
existing bicycle infrastructure. Other than grade separation, the sidewalks on most of these bridges provide no physical buffer between traffic reaching 45 mph. Sidewalks on 213th Street have a fence separating the sidewalk from travel lanes; however, the sidewalk is only on the south side of the street, and there is no crossing infrastructure to direct pedestrians from the sidewalk on the north side. At the time of writing this Plan, preliminary design has been completed for a shared-use path alongside the channel from Main Street to Carson Street. This path will create a safer, off-street option for active transportation users, but the City should also consider designing connections across the channel such as separate bridges exclusive for path users.

Parallel to much of the Dominguez Channel, the I-405 freeway is another significant barrier to walking and bicycling. Active transportation users must use overpasses or underpasses to navigate around the freeway, most of which are large corridors that are not comfortable for bicycling or walking. Similarly, State Route 91 (Gardena Freeway) limits comfortable active transportation access between residences and businesses in the northern portion of the city. These overpasses can be designed with pedestrian and bicyclists in mind, such as adding lighting or public art to increase comfort of traveling under them.

Sidewalks on the 213th Street bridge are separated with fencing on one side of the road. 177 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 50

On the east side of the city, the Alameda Freight Corridor is a considerable active transportation barrier. The rail and truck travel here makes Alameda the busiest freight corridor in the country. To cross the freight corridor, active transportation users must use the existing roadway crossings at either 223rd Street, Del Amo Boulevard, Carson Street, or Sepulveda Boulevard, all of which have no bikeways and minimal pedestrian facilities. There are also no facilities to ride or walk alongside the freight corridor. Due to the volume of traffic on this corridor, active transportation improvements here will require multi-million-dollar improvements and coordination with Metro, the Alameda Corridor Transportation Authority, and BNSF and Union Pacific Railways.

The land use in Carson can also act as a barrier to active transportation use. Much of the land use in the north, east, and southeast is warehousing, industry, and manufacturing. Truck traffic is more frequent in these areas, making walking and biking uncomfortable and high stress. While there are few destinations for pedestrians and bicyclists in industrial areas, it is necessary to navigate these areas to reach regional destinations outside of the city of Carson. It is also necessary for active transportation users to travel through industrial areas to reach bus stops along major roads like 223rd Street, Alameda Street, Avalon Boulevard, Carson Street, Central Avenue, Del Amo Boulevard, and Wilmington Avenue.

Navigating underpasses is generally uncomfortable for bicyclists and pedestrians due to vehicle volumes and speeds.

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Administrative Draft| Alta Planning + Design, Inc. City of Carson 51 Network Gaps
Gaps in the existing bikeway network create challenges for most bicyclists. By the completion of the CATCP, gaps in existing east-west bicycle facilities on Victoria Street, University Drive, Del Amo Boulevard and Carson Street will be filled in with new bikeways. However, other east-west routes are incomplete, like those on Albertoni Street and Sepulveda Boulevard. Some existing east-west bikeways are also not appropriate for the roadway conditions; most bicyclists would not feel comfortable riding in 35mph traffic on the Class III bike route on Carson Street or on the Class III on 223rd Street on the bridge across the Alameda Freight Corridor. According to the Caltrans Design Information Bulletins (DIB) 94, Class III facilities should only be used for very low speed and volume locations and as a last resort when there are no other viable options. North-south bikeways are in design and construction on Figueroa Street, Main Street, Avalon Boulevard and Central Avenue. Still, the existing Class II bike lanes on these level 4 traffic street streets may not feel comfortable for most bicyclists. A lack of comfortable north-south bikeway options can limit the number of destinations that bicyclists can reach in the city.

Large intersection crossings can be a barrier to pedestrian travel. Large intersections with heavy traffic or inadequate crossing infrastructure can be stressful and uncomfortable for pedestrians that may perceive the intersection as unsafe. Significant distances between intersections and marked crossings also create gaps in the pedestrian network. The inability to safely cross the street to reach a destination may deter pedestrians from making the trip at all. Large distances between crossings may encourage unsafe behavior like dashing across the street during gaps in traffic.

Next Steps
Bike lanes ending on major streets like Avalon Boulevard may deter bicyclists from using the existing facility. 179 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

Administrative Draft| Alta Planning + Design, Inc. City of Carson 52 The findings in this existing conditions memo will be used to inform the recommendations process of the CATCP.

Recommendations will be made to address the barriers to active transportation travel in Carson, including high stress roadways, corridors with higher rates of collisions, physical barriers like freeways and railways, and communities most vulnerable to high temperatures. Recommendations will also be prioritized in disadvantaged communities that may have historically been left out of planning processes. Findings from this memo will also be summarized during future CATCP engagement events to inform community members about the planning process.

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181 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

APPENDIX C

DESIGN ELEMENTS

TOOLBOX

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Guidance Basis
This toolbox includes brief descripti ons of the recommended bicycle facility types included in this project.

The types of bicycle faciliti es described are not meant to provide an exhausti ve list of soluti ons. Exact soluti ons for each locati on should be selected based on professional engineering and planning judgment and best practi ces to maximize safety and pedestrian accessibility. The following standards and guidelines are referred to in this guide:

Nati onal Guidance
A blueprint for designing 21st
century streets, the NACTO Urban
Street Design Guide (2013) unveils
the toolbox and tacti cs citi es
use to make streets safer, more
livable, and more economically
vibrant. The Guide outlines both
a clear vision for complete streets
and a basic road map for how
to bring them to fruiti on. The
document charts the principles
and practi ces of the nati on’s
foremost engineers, planners, and
designers working in citi es.

The Nati onal Associati on of
City Transportati on Oﬃ cials’
(NACTO) Urban Bikeway Design
Guide (2012) provides citi es
with state-of-the-practi ce
soluti ons that can help create
complete streets that are safe
and enjoyable for bicyclists.

The designs were developed
by citi es for citi es, since unique
urban streets require innovati ve
soluti ons. In August 2013, the
Federal Highway Administrati on
issued a memorandum
oﬃ cially supporti ng use of the
document.

Separated Bike Lane Planning
and Design Guide (2015) provides
nati onal guidance on the planning
and design of separated bike
lane faciliti es. Released by the
Federal Highway Administrati on
(FHWA), this guide documents
best practi ces as demonstrated
around the U.S., and oﬀ ers ideas
on future areas of research,
evaluati on, and design ﬂ exibility.

NCHRP’s Improving Pedestrian
Safety at Unsignalized
Crossings Report recommends
engineering treatments to
improve pedestrian safety at
unsignalized locati ons with high
speeds and traﬃ c volumes.

A blueprint for designing 21st
century streets with a focus
on transit, the NACTO Transit
Street Design Guide (2016)
provides design guidelines for the
development of transit faciliti es
on city streets to prioriti ze and
improve transit service quality.

The Associati on of Pedestrian
and Bicycle Professionals’
(APBP) Essenti als of Bike Parking
provides guidance for people
planning to purchase or install
bike parking ﬁ xtures on a limited
scale. It is a brief overview of
APBP’s comprehensive Bicycle
Parking Guidelines Handbook,
available at www.apbp.org.

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Guidance Basis
This toolbox includes brief descripti ons of the recommended bicycle facility types included in this project.

NCHRP’s Improving Pedestrian
Safety at Unsignalized
Crossings Report recommends
engineering treatments to
improve pedestrian safety at
unsignalized locati ons with high
speeds and traﬃ c volumes.

Context
183 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

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The California Highway Design
Manual (HDM) (Updated 2015)
establishes uniform policies and
procedures to carry out highway
design functi ons for the California
Department of Transportati on.

Complete Intersecti ons: A Guide
to Reconstructi ng Intersecti ons
and Interchanges for Bicyclists
and Pedestrians (2010) is a
reference guide that presents
informati on and concepts
related to improving conditi ons
for bicyclists and pedestrians
at major intersecti ons and
interchanges. The guide can be
used to inform minor signage and
striping changes to intersecti ons,
as well as major changes and
designs for new intersecti ons.

Main Street, California: A Guide
for Improving Community and
Transportati on Vitality (2013)
reﬂ ects California’s current
manuals and policies that improve
multi -modal access, livability
and sustainability within the
transportati on system. The guide
recognizes the overlapping and
someti mes competi ng needs of
main streets.

The Caltrans Memo: Design
Flexibility in Multi modal Design
(2014) encourages ﬂ exibility
in highway design. The memo
stated that “Publicati ons such as
the NACTO “Urban Street Design
Guide” and “Urban Bikeway
Design Guide,” ... are resources
that Caltrans and local enti ti es
can reference when making
planning and design decisions on
the State highway system and
local streets and roads.”
The Caltrans resource Class IV
Bikeway Guidance (2018) provides
enhanced guidance for two-way
separated bikeways, with added
informati on on transit stops and
separated bikeways adjacent to
street parking. It also provides a
discussion of maintenance using
Caltrans equipment.

The California Manual on
Uniform Traﬃ c Control Devices
(CAMUTCD) (2014) is an amended
version of the FHWA MUTCD
2009 editi on modiﬁ ed for use
in California. While standards
presented in the CA MUTCD
substanti ally conform to the
FHWA MUTCD, the state of
California follows local practi ces,
laws and requirements with
regards to signing, striping and
other traﬃ c control devices.

California Guidance
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The City of Carson California
The City of Carson Public Works
Standards (1987) have been
prepared for the guidance of
engineers, contractors, and
developers who have an interest
in the preparati on of plans and
the constructi on of faciliti es
and improvements under
the jurisdicti on of the City of
Carson. Conformance with these
standards will reduce design costs
and the processing ti me needed
to review and approve plans.

Local Guidance
The Caltrans resource California
Department of Transporati on
Design Informati on Bulleti n
Number 82-06 (2017) establishes
pedestrian accessibility
guidelines for highway projects
for the California Department of
Transportati on.

The Caltrans memo Design
Informati on Bulleti n-94 Complete
Streets: Contextual Design
Guidance (2024) identi ﬁ es
best practi ces and establishes
standards for development
of Complete Street faciliti es
to support the design of
comfortable and convenient
streetscapes by uti lizing space-
eﬃ cient forms of mobility such as
people walking, biking, rolling, or
accessing transit.

The Caltrans resource T raﬃ c
Calming Guide: A Compendium of
Strategies (2023) was developed
with a focus on building
self-enforcing roadways that
encourage users to travel at safe
speeds. This guide supersedes
the previous traﬃ c calming
techniques memorandum, Traﬃ c
Calming Guidance, published on
January 28, 2022.
185 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-7
Bicycle as a Design Vehicle
Similar to motor vehicles, bicyclists and
their bicycles exist in a variety of sizes and
conﬁ gurati ons. These variati ons occur in
the types of vehicle (such as a conventi onal
bicycle, a recumbent bicycle or a tricycle),
and behavioral characteristi cs (such as the
comfort level of the bicyclist). The design
of a bikeway should consider reasonably
expected bicycle types on the facility and
uti lize the appropriate dimensions.

The ﬁ gure to the right illustrates the
operati ng space and physical dimensions of
a typical adult bicyclist, which are the basis
for typical facility design. Bicyclists require
clear space to operate within a facility. This
is why the minimum operati ng width is
greater than the physical dimensions of the
bicyclist. Bicyclists prefer ﬁ ve feet or more
operati ng width, although four feet may be
minimally acceptable.

In additi on to the design dimensions of
a typical bicycle, there are many other
commonly used pedal-driven cycles and
accessories to consider when planning
and designing bicycle faciliti es. The most
common types include tandem bicycles,
recumbent bicycles, and trailer accessories.

The ﬁ gure to the left summarizes the
typical dimensions for bicycle types.

Bicycle Rider - Typical Dimensions
Operati ng
Envelope
8’ 4”
Eye Level
5’
Handlebar
Height
3’8”
Preferred Operati ng Width
5’
Minimum Operati ng
Width
4’
Physical Operati ng
Width
2’6”
User Design Dimensions
The purpose of this secti on is to provide the facility designer with an understanding of how bicyclists operate and how their bicycle inﬂ uences that operati on. Bicyclists, by nature, are much more aﬀ ected by poor facility design, constructi on, and maintenance practi ces than motor vehicle drivers.

Bicyclists lack the protecti on from the elements and roadway hazards provided by an automobile’s structure and safety features. By understanding the unique characteristi cs and needs of bicyclists, a facility designer can provide quality faciliti es and minimize user risk.

CITY OF CARSON 186

The ﬁ gure to the left summarizes the
typical dimensions for bicycle types.

CITY OF CARSON
A-8
Source: AASHTO Guide for the Development of Bicycle Faciliti es, 4th Editi on Bicycle as Design Vehicle - Design Speed Expectati ons * Typical speed for causal riders per AASHTO 2013.

Bicycle Type Feature
Typical
Speed
Upright Adult Bicyclist Paved level surfacing 8-12 mph* Crossing Intersecti ons 10 mph
Downhill 30 mph
Uphill 5 -12 mph
Recumbent Bicyclist Paved level surfacing 18 mph
3’ 11” 2’ 6” 3’ 9”
8’
5’ 10”
6’10”
The expected speed that diﬀ erent types
of bicyclists can maintain under various
conditi ons also inﬂ uences the design of
faciliti es such as shared use paths. The
table to the right provides typical bicyclist
speeds for a variety of conditi ons.
187 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-9
Pedestrian Design Needs
Types of Pedestrians
Pedestrians have a variety of characteristi cs and the transportati on network should accommodate a variety of needs, abiliti es, and possible impairments. Age is one major factor that aﬀ ects pedestrians’ physical characteristi cs, walking speed, and environmental percepti on. Children have low eye height and walk at slower speeds than adults.

They also perceive the environment diﬀ erently at various stages of their cogniti ve development. Older adults walk more slowly and may require assisti ve devices for walking stability, sight, and hearing. The table below summarizes common pedestrian characteristi cs for various age groups.

Pedestrian Characteristi cs by Age
Age Characteristics
0-4 Learning to walk
Requires constant adult supervision
Developing peripheral vision and depth percepti on
5-8 Increasing independence, but sti ll requires supervision Poor depth percepti on
9-13 Suscepti ble to “darti ng out” in roadways
Insuﬃ cient judgment
Sense of invulnerability
14-18 Improved awareness of traﬃ c environment
Insuﬃ cient judgment
19-40 Acti ve, aware of traﬃ c environment
41-65 Slowing of reﬂ exes
65+ Diﬃ culty crossing street
Vision loss
Diﬃ culty hearing vehicles approaching from behind
Walking
2’ 6” (0.75 m)
Preferred Operati ng Space
5’ (1.5 m)
Eye Level
4’ 6” - 5’ 10”
(1.3 m - 1.7 m)
Shoulders
1’ 10” (0.5 m)
The MUTCD recommends a normal walking speed of 3.5
feet per second when calculati ng the pedestrian clearance interval at traﬃ c signals. The walking speed can drop to 3 feet per second for areas with older populati ons and persons with mobility impairments. While the type and
degree of mobility impairment varies greatly across the populati on, the transportati on system should accommodate these users to the greatest reasonable extent.

Additi onal References and Guidelines
AASHTO. Guide for the Planning, Design, and Operati on of Pedestrian Faciliti es, Exhibit 2-1. 2004.

CITY OF CARSON 188

Additi onal References and Guidelines
AASHTO. Guide for the Planning, Design, and Operati on of Pedestrian Faciliti es, Exhibit 2-1. 2004.

CITY OF CARSON
A-10
Design Needs of Dog Walkers
Dog walking is a common and anti cipated use on
shared use paths. Dog sizes vary largely, as does leash length and walking style, leading to wide variati on in possible design dimensions.

Shared use paths designed to accommodate wheelchair
users are likely to provide the necessary dimensions for the average dog walker. Ameniti es such as dog waste
stati ons may enhance conditi ons for dog walkers.

Preferred Operati ng Space
5’ (1.5 m)
Shoulders
1’ 10” (0.5 m)
Sweep Width

4.3’ (1.3 m)
Sweep Width
Varies
Eye Level
4’ 6” - 5’ 10”
(1.3 m - 1.7 m)
Runner Typical Speed
User Typical Speed
Runner 6.2 mph
Physical Length
Up to 5’ (1.5 m)
Design Needs of Runners
Running is an important recreati on and ﬁ tness acti vity commonly performed on shared use paths. Many runners
prefer soft er surfaces (such as rubber, bare earth or crushed rock) to reduce impact. Runners can change their speed
and directi on frequently. If high volumes are expected, controlled interacti on or separati on of diﬀ erent types of users should be considered.

Additi onal References and Guidelines
FHWA. Characteristi cs of Emerging Road and Trail Users and Their Safety. (2004). 189 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-11
Design Needs of Wheelchair Users
As the American populati on ages, the number of
people using mobility assisti ve devices (such as manual wheelchairs, powered wheelchairs) increases.

Manual wheelchairs are self-propelled devices. Users
propel themselves using push rims att ached to the
rear wheels. Braking is done through resisti ng wheel
movement with the hands or arm. Alternati vely, a second individual can control the wheelchair using handles
att ached to the back of the chair.

Minimum Operati ng Width
3’ (0.9 m)
Minimum Operati ng Width
3’ (0.9 m)
Minimum to Make a 180 Degree Turn
5’ (1.5 m)
Minimum to Make a 180 Degree Turn
5’ (1.5 m)
Physical Width
2’6” (0.75 m)
Physical Width
2’2” (0.7 m)
Armrest
2’5” (0.75 m)
Handle
2’9” (0.9 m)
Eye Height
3’8” (1.1 m)
Wheelchair User Typical Speed
User
Typical
Speed
Manual Wheelchair 3.6 mph
Power Wheelchair 6.8 mph
Wheelchair User Design Considerati ons
Eﬀ ect on Mobility Design Solution
Diﬃ culty propelling over
uneven or soft surfaces.

Firm, stable surfaces and
structures, including ramps or
beveled edges.

Cross-slopes cause wheel-
chairs to veer downhill.

Cross-slopes of less than two
percent.

Require wider path of
travel.

Suﬃ cient width and maneuver-
ing space.

Power wheelchairs user batt ery power to move the
wheelchair. The size and weight of power wheelchairs limit their ability to negoti ate obstacles without a ramp. Various control units are available that enable users to control the wheelchair movement, based on their ability (e.g., joysti ck control, breath controlled, etc).

Maneuvering around a turn requires additi onal space for wheelchair devices. Providing adequate space for 180
degree turns at appropriate locati ons is an important element for accessible design.

Additi onal References and Guidelines
FHWA. Characteristi cs of Emerging Road and Trail Users and Their Safety. 2004. USDOJ. 2010 ADA Standards for Accessible Design. 2010.

CITY OF CARSON 190

CITY OF CARSON
A-12
Strong and Fearless – Characterized by bicyclists
that will typically ride anywhere regardless of roadway conditi ons or weather. These bicyclists can ride faster than other user types, prefer direct routes and will
typically choose roadway connecti ons (even if shared
with vehicles) over separate bicycle faciliti es such as shared-use paths.

Enthused and Conﬁ dent - This user group
encompasses bicyclists who are fairly comfortable
riding on all types of bikeways but usually choose low
traﬃ c streets or shared-use paths when available.

These bicyclists may deviate from a more direct
route in favor of a preferred facility type. This group includes all kinds of bicyclists such as commuters,
recreati onalists, racers and uti litarian bicyclists.

Interested but Concerned – This user type
comprises the bulk of the cycling populati on and
represents bicyclists who typically only ride a bicycle on low traﬃ c streets or shared-use paths under
favorable weather conditi ons. These bicyclists
perceive signiﬁ cant barriers to their increased use
of cycling, speciﬁ cally traﬃ c and other safety issues.

These people may become “Enthused & Conﬁ dent”
with encouragement, educati on and experience.

No Way, No How – Persons in this category are
not bicyclists, and perceive severe safety issues
with riding in traﬃ c. Some people in this group may
eventually become more regular cyclists with ti me and educati on. A signiﬁ cant porti on of these people will not ride a bicycle under any circumstances.

Typical Distributi on of Bicyclist Types
1%
5-10%
60%
30%
Interested but
Concerned
No Way, No How
Enthused and
Conﬁ dent
Strong and
Fearless
Bicyclist User Type
The 2012 AASHTO Guide to the Development of Bicycle Faciliti es encourages designers to identi fy their rider type based on the trip purpose (Recreati onal vs Transportati on) and on the level of comfort and skill of the rider (Causal vs Experienced). A user-type framework for understanding a potenti al rider’s willingness to bike is illustrated in the ﬁ gure below. Developed by planners in Portland, OR and supported by research, this classiﬁ cati on identi ﬁ es four disti nct types of bicyclists. 191 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-15
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Facility Selecti on
Selecti ng the best bikeway facility type for a given roadway can be challenging, due to the range of factors that inﬂ uence bicycle users’ comfort and safety. There is a signiﬁ cant impact on bicycling comfort when the speed diﬀ erenti al between bicyclists and motor vehicle traﬃ c is high and motor vehicle traﬃ c volumes are high.

Facility Selecti on Table
As a starti ng point to identi fy a preferred facility, the chart below can be used to determine the recommended type
of bikeway to be provided in parti cular roadway speed and volume situati ons. To use this chart, identi fy the appropriate daily traﬃ c volume and travel speed on or the existi ng or proposed roadway, and locate the facility types indicated by those key variables.

Other factors beyond speed and volume which aﬀ ect
facility selecti on include traﬃ c mix of automobiles and heavy vehicles, the presence of on-street parking,
intersecti on density, surrounding land use, and roadway sight distance. These factors are not included in the facility selecti on chart below, but should always be considered in the facility selecti on and design process.

Bicycle Facilities
CITY OF CARSON 192

CITY OF CARSON
A-15
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CITY OF CARSON
A-16
Design Features
• 8 feet is the absolute minimum width (with 2 foot
shoulders) allowed for a two-way bicycle path and
is only recommended for constrained situati ons
(Caltrans Design Manual).
• 10 feet is recommended in most situati ons and will be adequate for moderate to heavy use.
• 12 feet is recommended for heavy use situati ons with high concentrati ons of multi ple users. A separate track (5 foot minimum) can be provided for pedestrian use.

Shared Use Path (Class I)
Shared use paths (Class I) are oﬀ -street faciliti es that can provide a desirable transportati on and recreati on connecti on for users of all skill levels who prefer separati on from traﬃ c. They oft en provide low-stress connecti ons to local and regional att racti ons that may be diﬃ cult, or not be possible on the street network. Typical Use
• In abandoned rail corridors (commonly referred to as
Rails-to-Trails or Rail-Trails.
• In acti ve rail corridors, trails can be built adjacent to acti ve railroads (referred to as Rails-with-Trails.
• In uti lity corridors, such as powerline and sewer
corridors.
• In waterway corridors, such as along canals, drainage ditches, rivers, and creeks.
• Along or in parks.
• Along roadways, typically high-speed corridors such as expressways.

A
A
193 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-17
Overhead Clearance
• Clearance to overhead obstructi ons should be an 8
foot minimum, with 10 feet recommended.

Lateral Clearance
• A 2 foot or greater shoulder on both sides of the
path should be provided. An additi onal foot of lateral clearance (total of 3 feet) is required by the MUTCD
for the installati on of signage or other furnishings. • If bollards are used at intersecti ons and access points, they should be colored brightly and/or supplemented
with reﬂ ecti ve materials to be visible at night.

Striping
• When striping is required, use a 4 inch dashed yellow centerline stripe with 4 inch solid white edge lines.
• Solid centerlines can be provided on ti ght or blind corners, and on the approaches to roadway crossings.

Materials and Maintenance
Shared use paths must be regularly maintained so that they are free of potholes, cracks, root lift , and debris. Signage and lighti ng should also be regularly maintained to ensure shared use path users feel comfortable, especially where visibility is limited.

Adjacent landscaping should be regularly pruned, to allow adequate sightlines, daylight, and pedestrian-scale lighti ng, and so as not to obstruct the path of travel of trail users.

Prince Memorial Greenway connects users to downtown Santa Rosa, CA. Source: Peter Stetson.

CITY OF CARSON 194

CITY OF CARSON
A-18
On-Street Bicycle Lanes (Class II)
On-street bike lanes (Class II) designate an exclusive space for bicyclists through the use of pavement markings and signs. The bike lane is located directly adjacent to motor vehicle travel lanes and is used in the same directi on as motor vehicle traﬃ c. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge or parking lane.

Typical Applicati on
• Bike lanes may be used on any street with adequate
space, but are most eﬀ ecti ve on streets with moderate traﬃ c volumes greater than or equal to 6,000 ADT
(with a greater than 3,000 ADT min.).
• Bike lanes are most appropriate on streets with low to moderate speeds of 25 mph.
• Appropriate for skilled adult riders on most streets. • May be appropriate for children when conﬁ gured as
6+ feet wide lanes on lower-speed,
lower-volume streets with one lane in each directi on.

Design Features
• Mark inside line with 6” stripe. Mark 4“ parking lane line or “Ts”.
• Include a bicycle lane marking at the beginning of
blocks and at regular intervals along the route (MUTCD
9C.04).
• 6–7 feet width preferred adjacent to on-street parking (5 feet min.).
• 5–7 feet preferred adjacent to curb and gutt er (4 feet min.) or 4 feet more than the gutt er pan width.
• Where feasible, the City should use a 2-foot curb,
reducing the width of curb that extends into the
bikeway.

A
A
B
B
D
D
C
C
E
E
195 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-19
Bike lane word, symbol, and/or arrow markings
(MUTCD Figure 9C-3) shall be placed outside of the
motor vehicle tread path in order to minimize wear
from the motor vehicle path (NACTO 2012).

Bicycle lanes provide an exclusive space, but may
be subject to unwanted encroachment by motor
vehicles.

Place Bike Lane Symbols to Reduce Wear
Bicycle Lane
Further Considerati ons
• On high speed streets (greater than or equal to 40
mph) the minimum bike lane should be 6 feet.
• On streets where bicyclists passing each other is
to be expected, where high volumes of bicyclists
are present, or where added comfort is desired,
consider providing extra wide bike lanes up to 7
feet wide, or conﬁ gure as a buﬀ ered bicycle lane.
• It may be desirable to reduce the width of general
purpose travel lanes in order to add or widen
bicycle lanes.
• On multi -lane and/or high speed streets, the
most appropriate bicycle facility to provide for
user comfort may be buﬀ ered bicycle lanes or
physically separated bicycle lanes.

Materials and Maintenance
• Manhole surfaces should be manufactured with
a shallow surface texture in the form of a ti ght,
nonlinear patt ern
• If manholes or other uti lity access boxes are
to be located in bike lanes within 50 feet of
intersecti ons or within 20 feet of driveways or
other bicycle access points, special manufactured
permanent nonsti ck surfaces will be required
to ensure a controlled travel surface for cyclists
breaking or turning.
• Manholes, drainage grates, or other obstacles
should be set ﬂ ush with the paved roadway.

Roadway surface inconsistencies pose a threat to
safe riding conditi ons for bicyclists. Constructi on of manholes, access panels or other drainage
elements will be constructed with no variati on in
the surface. The maximum allowable tolerance in
verti cal roadway surface will be 1/4 of an inch.

CITY OF CARSON 196

CITY OF CARSON
A-20
Design Features
• The minimum bicycle travel area (not including buﬀ er) is 4 feet wide, 5–7 feet wide is preferred.
• Buﬀ ers should be at least 2 feet wide. If buﬀ er area is 4 feet or wider, white chevron or diagonal markings
should be used (CA MUTCD 9C-104).
• For clarity at driveways or minor street crossings,
consider a dott ed line.
• There is no standard for whether the buﬀ er is
conﬁ gured on the parking side, the travel side, or a
combinati on of both.

A
A
B
B
Buﬀ ered Bicycle Lanes (Class IIB)
Buﬀ ered bike lanes (Class II) are conventi onal bicycle lanes paired with a designated buﬀ er space, separati ng the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane.

Typical Applicati on
• Anywhere a conventi onal bike lane is being
considered.
• On streets with high speeds and high volumes or high
truck volumes. A buﬀ er provides additi onal comfort
and space from motor vehicles, and/or parking.
• On streets with extra lanes or lane width.
• Appropriate for skilled adult riders on most streets. 197 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-21
The use of pavement markings delineates space for
cyclists to ride in a comfortable facility.

The use of pavement markings delineates space for
cyclists to ride in a comfortable facility.

Buﬀ ered Bicycle Lanes
Further Considerati ons
• Color may be used within the lane to discourage
motorists from entering the buﬀ ered lane.
• A study of buﬀ ered bicycle lanes found that, in order to make the faciliti es successful, there needs to also be driver educati on, improved signage and proper
pavement markings.
• On multi -lane streets with high vehicles speeds, the most appropriate bicycle facility to provide for user
comfort may be physically separated bike lanes.
• NCHRP Report #766 recommends, when space in
limited, installing a buﬀ er space between the parking lane and bicycle lane where on-street parking is
permitt ed rather than between the bicycle lane and
vehicle travel lane.

CITY OF CARSON 198

CITY OF CARSON
A-21
The use of pavement markings delineates space for
cyclists to ride in a comfortable facility.

The use of pavement markings delineates space for
cyclists to ride in a comfortable facility.

CITY OF CARSON
A-22
A
B
C
Bicycle Boulevards (Class III)
Bicycle boulevards (Class III) are low-volume, low-speed streets modiﬁ ed to enhance bicyclist comfort by using treatments such as signage, pavement markings, traﬃ c calming and/or traﬃ c reducti on, and intersecti on modiﬁ cati ons. These treatments allow through movements of bicyclists while discouraging similar through-trips by non-local motorized traﬃ c. Typical Applicati on • Parallel with and in close proximity to major
thoroughfares (1/4 mile or less).
• Follow a desire line for bicycle travel that is ideally long and relati vely conti nuous (2-5 miles).
• Avoid alignments with excessive zigzag or circuitous
routi ng. The bikeway should have less than 10
percent out of directi on travel compared to
shortest path of primary corridor.
• Streets with travel speeds at 25 mph or less and
with traﬃ c volumes of fewer than 3,000 vehicles
per day. Per California SB 1216, sharrows are
prohibited on roadways with posted speed limits
greater than 30 mph.

Design Features
• Signs and pavement markings, such as shared roadway
markings, are the minimum treatments necessary to
designate a street as a bicycle boulevard.
• Implement volume control treatments, such as speed
bumps, based on the context of the bicycle boulevard,
using engineering judgment. Target motor vehicle
volumes range from 1,000 to 3,000 vehicles per day.
• Intersecti on crossings should be designed to
enhance safety and minimize delay for bicyclists and
pedestrians.

A
B
C
199 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-23
Bicycle boulevards are established on streets that
improve connecti vity to key desti nati ons and
provide a direct, low-stress route for bicyclists,
with low motorized traﬃ c volumes and speeds,
designated and designed to give bicycle travel
priority over other modes.

Neighborhood bikeways may require additi onal
traﬃ c calming measures to discourage through trips
by motor vehicles.

Bicycle Boulevards
Traﬃ c Calming
Further Considerati ons
• Bicycle boulevards are typically located on streets
without existi ng signalized accommodati on at
crossings of collector and arterial roadways. Without
treatments for bicyclists and pedestrians, these
intersecti ons can become major barriers along the
bicycle boulevard and compromise safety.
• Traﬃ c calming can lower speeds along bicycle
boulevards and even deter motorists from driving on
a street. Anti cipate and monitor vehicle volumes on
adjacent streets to determine whether traﬃ c calming
results in inappropriate volumes. Traﬃ c calming can
be implemented on a trial basis.

CITY OF CARSON 200

Neighborhood bikeways may require additi onal
traﬃ c calming measures to discourage through trips
by motor vehicles.

CITY OF CARSON
A-24
A
B
C
One-Way Separated Bikeways (Class IV)
When retroﬁ tti ng separated bike lanes onto existi ng streets, a one-way street-level design may be most appropriate. This design provides protecti on through physical barriers and can include ﬂ exible delineators, curbs, on-street parking, medians, planters, post, or other barriers. A street level separated bike lane shares the same elevati on as adjacent travel lanes.

Typical Applicati on
• Street retroﬁ t projects with limited funds for relati ng curbs and drainage.
• Streets with high motor vehicle volumes and/or speeds and high bicycle volumes.
• Streets for which conﬂ icts at intersecti ons can be eﬀ ecti vely miti gated using parking lane setbacks, bicycle markings through the intersecti on, and other
signalized intersecti on treatments.
• Appropriate for most riders on most street, and more
comfortable for people of all ages and abiliti es.

Design Features
• Pavement markings, symbols and/or arrow
markings must be placed at the beginning of the
separated bike lane and at intervals along the
facility (CA MUTCD 9C.04).
• 5–9 foot width preferred to allow passing (4 foot
minimum).
• 3 foot minimum buﬀ er width adjacent to parking.
18 inch minimum adjacent to travel lanes.

Channelizing devices should be placed in the
buﬀ er area (NACTO, 2012).
• If buﬀ er area is 4 feet or wider, white chevron or
diagonal markings should be used.

A
B
C
201 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-25
Street Level Separated Bicycle Lanes can be separated from the street with parking, planters, bollards, or other design elements.

Further Considerati ons
• Separated bike lane buﬀ ers and barriers are
covered in the CA MUTCD as preferenti al lane
markings (secti on 3D.01) and channelizing devices
(secti on 3H.01). Curbs may be used as a channeling
device, see the secti on on islands (secti on 3I.01). • A retroﬁ t separated bike lane has a relati vely
low implementati on cost compared to road
reconstructi on by making use of existi ng pavement
and drainage and by using parking lane as a barrier.
• Gutt ers, drainage outlets and uti lity covers should be designed and conﬁ gured as not to impact
bicycle travel.
• Special considerati on should be given at
transit stops to manage bicycle and pedestrian
interacti ons.

CITY OF CARSON 202

CITY OF CARSON
A-26
Design Features
• 12 foot operati ng width preferred (10 ft minimum) width for two-way facility.
• In constrained locati ons an 8 foot minimum operati ng width may be considered (HDM 1003.1(1)).
• Adjacent to on-street parking a 3 foot minimum
width channelized buﬀ er or island shall be provided
to accommodate opening doors (NACTO, 2012) (CA
MUTCD 3H.01, 3I.01).
• A separati on narrower than 5 feet may be permitt ed if a physical barrier is present (AASHTO, 2013).
• Additi onal signalizati on and signs may be necessary to manage conﬂ icts.

Typical Applicati on
• Works best on the left side of one-way streets.
• Streets with high motor vehicle volumes and/or speeds • Streets with high bicycle volumes.
• Streets with a high incidence of wrong-way bicycle
riding.
• Streets with few conﬂ icts such as driveways or cross- streets on one side of the street.
• Streets that connect to shared use paths.
• Appropriate for most riders on most street, and more
comfortable for people of all ages and abiliti es.

Two-Way Separated Bikeways (Class IV)
Two-Way Separated Bikeways are bicycle faciliti es that allow bicycle movement in both directi ons on one side of the road. Two-way separated bikeways share some of the same design characteristi cs as one-way separated bikeways, but oft en require additi onal considerati ons at driveway and side-street crossings, and intersecti ons with other bikeways.

A
A
B
B
203 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-27
A two-way facility can accommodate cyclists in two directi ons of travel.

Two-Way Separated Bikeway
Further Considerati ons
• On-street bikeway buﬀ ers and barriers are covered
in the CA MUTCD as preferenti al lane markings
(secti on 3D.01) and channelizing devices, including
ﬂ exible delineators (secti on 3H.01). Curbs may be
used as a channeling device, see the secti on on
islands (secti on 3I.01).
• A two-way separated bikeway on one way street
should be located on the left side.
• A two-way separated bikeway may be conﬁ gured at
street level or as a raised separated bikeway with
verti cal separati on from the adjacent travel lane.
• Two-way separated bikeways should ideally be
placed along streets with long blocks and few
driveways or mid-block access points for motor
vehicles.
• See Caltrans Design Informati on Bulleti n No. 89 for more details.

Materials and Maintenance
• Bikeway striping and markings will require higher
maintenance where vehicles frequently traverse over
them at intersecti ons, driveways, parking lanes, and
along curved or constrained segments of roadway.

Green conﬂ ict striping (if used) will also generally
require higher maintenance due to vehicle wear.
• Bikeways should be maintained so that there are no
pot holes, cracks, uneven surfaces or debris.
• Access points along the facility should be provided for street sweeper vehicles to enter/exit the separated
bikeway.

CITY OF CARSON 204

CITY OF CARSON
A-27
A two-way facility can accommodate cyclists in two directi ons of travel.

CITY OF CARSON
A-28
Short-Term Bike Parking
Bicyclists expect a safe, convenient place to secure their bicycle when they reach their desti nati on. This may be short-term parking of two hours or less, or long-term parking for employees, students, residents, and commuters. Dedicated bicycle parking should be strategically placed and easily accessible.

Informati on on short- and long-term bike parking has been informed by the Associati on of Pedestrian and Bicycle Professionals (APBP) Bicycle Parking Guide, which is updated frequently and is available online at www.apbp.org.

Typical Applicati on
• Bicycle parking faciliti es shall be located in highly visible well-lighted areas. In order to maximize
security, whenever possible short-term bicycle parking
faciliti es shall be located in areas highly visible from the street and from the interior of the building they
serve (i.e. placed adjacent to windows).
• Bike racks provide short-term bicycle parking and
is meant to accommodate visitors, customers, and
others expected to depart within two hours. It should
be an approved standard rack, appropriate locati on
and placement, and weather protecti on.
• On-street bike corrals (also known as on-street bicycle parking) consist of bicycle racks grouped together in
a common area within the street traditi onally used
for automobile parking. Bicycle corrals are reserved
exclusively for bicycle parking and provide a relati vely inexpensive soluti on to providing high-volume
bicycle parking. Bicycle corrals can be implemented
by converti ng one or two on-street motor vehicle
parking spaces into on-street bicycle parking. Each
motor vehicle parking space can be replaced with
approximately 6-10 bicycle parking spaces.
205 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-29
Design Features
• All bicycle faciliti es shall provide a minimum 4
foot aisle to allow for unobstructed access to the
designated bicycle parking area.
• Bicycle parking faciliti es within auto parking faciliti es shall be protected from damage by cars by a physical
barrier such as curbs, wheel stops, poles, bollards,
or other similar features capable of preventi ng
automobiles from entering the designated bicycle
parking area.
• Bicycle parking faciliti es should be securely anchored so they cannot be easily removed and shall be of
suﬃ cient strength and design to resist vandalism and t h e ft .

Bike Racks
• 2 foot minimum from the curb face to avoid
‘dooring.’
• 4 feet between racks to provide maneuvering room.
• Locate close to desti nati ons; 50 foot maximum
distance from main building entrance.
• Minimum clear distance of 6 feet should be provided
between the bicycle rack and the property line.
• Two points of contact to improve security.

Bike Corrals
• Bicyclists should have an entrance width from the
roadway of 5-6 feet for on-street corrals.
• Can be used with parallel or angled parking.
• Parking stalls adjacent to curb extensions are good
candidates for on-street bicycle corrals since the
concrete extension serves as delimitati on on one
side.
• Oﬀ -street bike corrals are appropriate where there is a wide sidewalk furnishing zone (7 feet or greater), or as part of a curb extension.

Perpendicular Bike Racks
Bike Corral
A
A
B
B
C
C
CITY OF CARSON 206

Perpendicular Bike Racks
Bike Corral
A
A
B
B
C
C

CITY OF CARSON
A-30
Types of Bike Racks to Use
These racks provide two points of contact with
the bicycle, accommodate varying styles of bike,
allow for the frame of a bicycle and at least one
wheel to be secured by most U-locks, and are
intuiti ve to use.

INVERTED-U

POST & RING WHEELWELL
SECURE
Types of Bike Racks to Avoid
These racks do not provide support at two places
on the bike, can damage the wheel, do not provide
an opportunity for the user to lock the frame of
their bicycle easily, and are not intuiti ve to use. Be- cause of performance concerns, the APBP Essen-
ti als of Bike Parking Report recommends selecti ng
other racks instead of these.

WAVE

COATHANGER BOLLARD
COMB
SPIRAL

WHEELWELL
Graphics courtesy of Association of Pedestrian and Bicycle Professionals Essentials of Bike Parking report (2015). 207 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-32
Long-Term Bike Parking
Users of long-term parking generally place high value on enhanced security and weather protecti on.

Long-term parking is designed to meet the needs of employees, residents, public transit users, and others with similar needs. It is oft en located at transit hubs to enable ﬁ rst and last mile trips.

Design Features
Bike Lockers
• Minimum dimensions: width (opening) 2.5 feet; height
4 feet; depth 6 feet.
• 4 foot side clearance and 6 foot end clearance. 7 foot minimum distance between facing lockers.

Typical Applicati on
• At transit stops, bike lockers or a sheltered secure
enclosure may be appropriate long term soluti ons.
• On public or private property where secure, long-term bike parking is desired.
• Near routi ne desti nati ons, such as workplaces,
universiti es, hospitals, etc.

CITY OF CARSON 208

CITY OF CARSON
A-32
Long-Term Bike Parking
Users of long-term parking generally place high value on enhanced security and weather protecti on.

CITY OF CARSON
A-33
Further Considerati ons
• As the APBP Bike Parking Guide notes, increasing
density of bike racks in a long-term facility without
careful att enti on to user needs can exclude users with less-common types of bicycles which may be essenti al
due to age, ability, or bicycle type.
• To accommodate trailers and long bikes, a porti on of the racks should be on the ground and should have an
additi onal 36” of in-line clearance.

High Density Bike Racks
Racks may be used that increase bike parking density,
like the ones below. While these types of racks provide more spaces, racks that require lift ing should not be used exclusively. People with heavier bikes (i.e. cargo bikes) or people with disabiliti es or people who are simply small in stature may be unable to lift their bikes easily.

STAGGERED WHEELWELL-SECURE

VERTICAL TWO-TIER
Bike lockers
Secured parking areas
Bike Parking Rooms
Long term bike parking may be available in dedicated rooms in residenti al and commercial buildings. Bicycle parking can be accommodated in 15 square feet per space or less.

Secure Parking Area
• Closed-circuit television monitoring or on-site staﬀ
with secure access for users.
• Double high racks & cargo bike spaces.
• Bike repair stati on with bench and bike tube and
maintenance item vending machine.
• Bike lock “hitching post” – allows people to leave
bike locks.
209 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-34
2 ft Preferred Minimum
3 in - 6 in
Height Typical
3 ft Typical
Maintain
consistent
space
1 to 2 ft
Shy distance
between
planters
6 ft Spacing
(variable)
6 ft
Typical
4 in Minimum
Height
1 ft - 2 ft Typical
10 ft - 40 ft
Typical
Spacing
3 ft Preferred
Continuous
Spacing
3 ft Typical
Minimum
Continuous
(Can allow
drainage gaps)
Planting Strips
(optional)
6 in Typical
Curb Height
16 in Preferred
Minimum
2 ft Preferred Minimum
3 in - 6 in
Height Typical
3 ft Typical
Maintain
consistent
space
1 to 2 ft
Shy distance
between
planters
6 ft Spacing
(variable)
6 ft
Typical
4 in Minimum
Height
1 ft - 2 ft Typical
10 ft - 40 ft
Typical
Spacing
3 ft Preferred
Continuous
Spacing
3 ft Typical
Minimum
Continuous
(Can allow
drainage gaps)
Planting Strips
(optional)
6 in Typical
Curb Height
16 in Preferred
Minimum
Delineator Posts
Raised Median
Concrete Barrier
Raised Lane
Curbing
Planters
Bikeway Barriers - Separati on Methods
Separated bikeways may use a variety of verti cal elements to physically separate the bikeway from adjacent travel lanes and provide physical protecti on. Barriers may be robust constructed elements such as curbs, or may be more interim in nature, such as ﬂ exible delineator posts.

Typical Applicati on
Appropriate barriers for retroﬁ t projects:
• Parked Cars
• Flexible delineators
• Bollards
• Planters
• Parking stops
Appropriate barriers for reconstructi on projects:
• Curb separati on
• Medians
• Landscaped Medians
• Raised separated bike lane with verti cal or
mountable curb
• Pedestrian Safety Islands

CITY OF CARSON
A-35
Raised separated bikeways are bicycle faciliti es that are verti cally separated from motor vehicle traﬃ c.

Bikeway Separati on Methods
Design Features
• Maximize eﬀ ecti ve operati ng space by placing curbs or delineator posts as far from the through bikeway
space as practi cable.
• Allow for adequate shy distance of 1 to 2 feet from
verti cal elements to maximize useful space.
• When next to parking allow for 3 feet of space in
the buﬀ er space to allow for opening doors and
passenger unloading.
• The presences of landscaping in medians, planters
and safety islands increases comfort for users and
enhances the streetscape environment.

Further Considerati ons
• Separated bikeway buﬀ ers and barriers are covered
in the MUTCD as preferenti al lane markings (secti on 3D.01) and channelizing devices (secti on 3H.01). Curbs may be used as a channeling device, see the secti on
on islands (secti on 3I.01).
• With new roadway constructi on a raised separated
bikeway can be less expensive to construct than a
wide or buﬀ ered bicycle lane because of shallower
trenching and sub base requirements.
• Parking should be prohibited within 30 feet of the
intersecti on to improve visibility.

CITY OF CARSON 210

CITY OF CARSON
A-35
Raised separated bikeways are bicycle faciliti es that are verti cally separated from motor vehicle traﬃ c.

CITY OF CARSON
A-36
Colored Pavement
Colored pavement increases the visibility of bicycle faciliti es and reinforces the priority of bicycles in high traﬃ c areas Paint can also be used to highlight conﬂ ict zones at driveways, intersecti ons, and transit stops.

Typical Applicati on
• Within a weaving or conﬂ ict area to identi fy the
potenti al for bicyclist and motorist interacti ons and assert bicyclist priority.
• Across intersecti ons, driveways and Stop or Yield-
controlled cross-streets.
• At bike boxes and two-stage turn boxes.

Design Features
• Typical white bike lane striping (solid or dott ed 6” stripe) is used to outline the green colored pavement.
• In weaving or turning conﬂ ict areas, preferred striping is dashed, to match the bicycle lane line extensions.
• The colored surface should be skid resistant and retro- reﬂ ecti ve (MUTCD 9C.02.02).
• In exclusive use areas, such as bike boxes, color
applicati on should be solid green.

A
B
A
B
CITY OF CARSON 212

CITY OF CARSON
A-37
Green colored conﬂ ict striping indicates the path of travel of people on bicycles, and alerts people intending to turn across the bike lane to yield when bicyclists are present.

Further Considerati ons
• Green colored pavement shall be used in compliance
with the CA MUTCD and FHWA Interim Approval
(FHWA IA-14.10).
13 • While other colors have been used (red, blue, yellow), green is the recommended color in the US.
• The applicati on of green colored pavement within
bicycle lanes is an emerging practi ce. The guidance
recommended here is based on best practi ces in citi es around the county.
13/uni2002 FHWA. Interim Approval for Optional Use of Green Colored Pavement for Bike Lanes (IA-14). 2011.

Materials and Maintenance
As intended, paint or thermoplasti c are placed in
locati ons that are traﬃ cked by vehicles, and are subject to high vehicle wear. Colored pavement treatments will
experience higher rates of wear at locati ons with higher turning vehicles, buses, and heavy trucks. At these
locati ons, green coloring will require more frequent
replacement over ti me.

The life of the green coloring will depend on vehicle
volumes and turning movements, but thermoplasti c is
generally a more durable material than paint.

Colored Pavement
213 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-38
Design Features
• Setback bicycle crossing of 19.5 feet allows for
one passenger car to queue while yielding. Smaller
setback distance is possible in slow-speed, space
constrained conditi ons.
• Corner island with a 15-20 foot corner radius slows
motor vehicle speeds. Larger radius designs may
be possible when paired with a deeper setback or a
protected signal phase, or small mountable aprons.

Two-stage turning boxes are provided for queuing
bicyclists adjacent to corner islands.
• Use intersecti on crossing markings.

Typical Use
• Streets with separated bikeways protected by wide
buﬀ er or on-street parking.
• Where two separated bieways intersect and two-
stage left -turn movements can be provided for
bicycle riders.
• Helps reduce conﬂ icts between right-turning
motorists and bicycle riders by reducing turning
speeds and providing a forward stop bar for bicycles.
• Where it is desirable to create a curb extension at
intersecti ons to reduce pedestrian crossing distance.

Protected Intersecti on
A protected intersecti on, or “Bend Out”, uses a collecti on of intersecti on design elements to maximize user comfort within the intersecti on and promote a high rate of motorists yielding to people bicycling. The design maintains a physical separati on within the intersecti on to deﬁ ne the turning paths of motor vehicles, slow vehicle turning speed, and oﬀ er a comfortable place for people bicycling to wait at a red signal.

A
A
B
B
C
C
CITY OF CARSON 214

Two-stage turning boxes are provided for queuing
bicyclists adjacent to corner islands.
• Use intersecti on crossing markings.

A
A
B
B
C
C

CITY OF CARSON
A-39
Protected intersecti ons feature a corner safety
island and intersecti on crossing markings.

Protected intersecti ons incorporate queuing
areas for two-stage left turns.

Further Considerati ons
• Pedestrian crosswalks may need to be further set
back from intersecti ons in order to make room for
two-stage turning queue boxes.
• Wayﬁ nding and directi onal signage should be
provided to help bicycle riders navigate through the
intersecti on.
• Colored pavement may be used within the corner
refuge area to clarify use by people bicycling and
discourage use by people walking or driving.
• Intersecti on approaches with high volumes of right
turning vehicles should provide a dedicated right
turn only lane paired with a protected signal phase.

Protected signal phasing may allow diﬀ erent design
dimensions than are described here.

Materials and Maintenance
• Green conﬂ ict striping (if used) will also generally require higher maintenance due to vehicle wear.
• Bikeways should be maintained so that there are no
pot holes, cracks, uneven surfaces or debris.
• Bikeways protected by concrete islands or other
permanent physical separati on, can be swept by street sweeper vehicles with narrow widths.
215 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

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A-40
Separated Bike Lanes at Floati ng Transit Islands
Separated bikeways at ﬂ oati ng transit/bus islands reduce conﬂ icts between transit vehicles and bicyclists at transit stops. This applicati on eliminates bikes and buses “leapfrogging” near stops by providing each street users with their own space.
• Pedestrian ramp into crosswalks should be ADA
compliant with detectable warning surfaces.
(DIB 82-06, Secti on 4.3.3.)
• Direct pedestrians to crossing locati ons to minimize conﬂ icts between modes. High volume stops should
have room
for appropriately sized shelters and
transit ameniti es.
• Pavement markings and signage should clarify
expectati ons among users. The bikeway could also
ramp up to sidewalk level at this crossing to reduce
bicycle speeds and enhance ADA access to the stop.
• Pavement markings on the bikeway
should deﬁ ne the bicycle path of travel to minimize
intrusion by pedestrians, except at designated
crossings. (NACTO, 2013)
Typical Applicati on
• Routes where bike lanes or separated bikeways and
transit operati ons overlap.
• Provides an in-lane stop for buses, reducing delay at stops.
• Median refuge also provides a shorter crossing for
pedestrians at intersecti on
Design Features
• Pedestrian median refuge islands shorten the crossing distance at intersecti ons.
• Raised islands in crossings shall be cut through level with the street or have curb ramps at both sides. (DIB
82-06, ADA Standards 406.7)
E
F
D
A
B
C
E
F
D
A B
C

CITY OF CARSON
A-41
A transit side boarding island clariﬁ es user spaces and minimizes conﬂ ict between bicyclists. pedestrians, transit passengers, buses, and vehicles.

Separated Bike Lanes at Floati ng Transit Islands
Further Considerati ons
• Transit island should be wide enough to
accommodate mobility devices. An 8’x5’
accessible clear space is required at the front
door per ADA requirements.
• Transit platf orms should feature pedestrian
scale lighti ng.
• Side boarding island will require detectable
warning surfaces along full length of platf orm if
greater than 6” high.

Materials and Maintenance
Similar to median refuge islands, side boarding islands may require frequent maintenance of road debris. If at
street grade, the bikeway can be swept by street sweeper vehicles with narrow widths.

CITY OF CARSON 216

CITY OF CARSON
A-41
A transit side boarding island clariﬁ es user spaces and minimizes conﬂ ict between bicyclists. pedestrians, transit passengers, buses, and vehicles.

217 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

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A-42
Signage
• Check regulatory and wayﬁ nding signage along
bikeways for signs of vandalism, graﬃ ti , or
normal wear.
• Replace signage along the bikeway network
as-needed.
• Perform a regularly-scheduled check on the
status of signage with follow-up as necessary.
• Create a Maintenance Management Plan.

MAINTENANCE
Sweeping
• Establish a seasonal sweeping schedule that prioriti zes roadways with major bicycle routes.
• Sweep walkways and bikeways whenever there is an
accumulati on of debris on the facility.
• In curbed secti ons, sweepers should pick up debris; on open shoulders, debris can be swept onto gravel
shoulders.

A
A
G
C
D
B
B
E
F
Bikeway Maintenance
Regular bicycle facility maintenance includes sweeping, maintaining a smooth roadway, ensuring that the gutt er-to-pavement transiti on remains relati vely ﬂ ush, and installing bicycle-friendly drainage grates. Pavement overlays are a good opportunity to improve bicycle faciliti es. The following recommendati ons provide a menu of opti ons to consider to enhance a maintenance regimen.

CITY OF CARSON 218

CITY OF CARSON
A-43
Roadway Surface
• Maintain a smooth pothole-free surface.
• Ensure that on new roadway constructi on, the
ﬁ nished surface on bikeways does not vary more
than ¼ inch.
• Maintain pavement so ridge buildup does not
occur at the gutt er-to-pavement transiti on or
adjacent to railway crossings.
• Inspect the pavement 2 to 4 months aft er
trenching constructi on acti viti es are completed
to ensure that excessive sett lement has not
occurred.

Pavement Overlays
• Extend the overlay over the enti re roadway
surface to avoid leaving an abrupt edge.
• If the shoulder or bike lane pavement is of good
quality, it may be appropriate to end the overlay
at the shoulder or bike lane stripe provided no
abrupt ridge remains.
• Ensure that inlet grates, manhole and valve
covers are within ¼ inch of the ﬁ nished pavement
surface and are made or treated with slip
resistant materials.

Drainage Grates
• Require all new drainage grates be bicycle-
friendly, including grates that have horizontal
slats on them so that bicycle ti res and assisti ve
devices do not fall through the verti cal slats.
• Create a program to inventory all existi ng
drainage grates, and replace hazardous grates
as necessary – temporary modiﬁ cati ons such
as installing rebar horizontally across the grate
should not be an acceptable alternati ve to
replacement.

Gutt er to Pavement Transiti on
• Ensure that gutt er-to-pavement transiti ons have
no more than a ¼ inch verti cal transiti on.
• Examine pavement transiti ons during every
roadway project for new constructi on,
maintenance acti viti es, and constructi on project
acti viti es that occur in streets.

Maintenance Activity Frequency
Inspecti ons Seasonal – at beginning and
end of Summer
Pavement sweeping/blowing As needed, with higher
frequency in the early Spring
and Fall
Pavement sealing 5 - 15 years
Pothole repair 1 week – 1 month aft er
report
Culvert and drainage grate
inspecti on
Before Winter and aft er
major storms
Pavement markings
replacement
As needed
Signage replacement As needed
Shoulder plant trimming
(weeds, trees, brambles)
Twice a year; middle of
growing season and early Fall
Tree and shrub planti ngs,
trimming
1 – 3 years
Major damage response
(washouts, fallen trees,
ﬂ ooding)
As soon as possible
C
D
E
F
Landscaping
• Ensure that shoulder plants do not hang into or
impede passage along bikeways
• Aft er major damage incidents, remove fallen
trees or other debris from bikeways as quickly as
possible
• Maintenance Management Plan
• Provide ﬁ re and police departments with map of
system, along with access points to gates/bollards
• Enforce speed limits and other rules of the road
• Enforce all trespassing laws for people att empti ng to enter adjacent private properti es
G
219 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-45
Midblock Crossings
Midblock crossings are an important street design element for pedestrians. They can provide a legal crossing at
locati ons where pedestrians want to travel, and can be safer than crossings at intersecti ons because traﬃ c is only moving in two directi ons. Locati ons where midblock crossings should be considered include:
• Long blocks (longer than 600 feet) with desti nati ons on both sides of the street.
• Locati ons with heavy pedestrian traﬃ c, such as
schools, shopping centers.
• At midblock transit stops, where transit riders must
cross the street on one leg of their journey.
'"$*-*5:5:1&
1&%&453*"/$3044*/(
$0/5&956"-(6*%"/$&
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At unsignalized locations
2 lane 3 l ane 2 l ane
2 lane with
median
refuge 3 l ane 2 l ane
2 lane with
median
refuge 3 l ane 4 l ane
4 lane with
median
refuge 5 l ane 6 l ane
6 lane with
median
refuge
Crosswalk Only
(high visibility)   EJ EJ X EJ EJ X X X X X X
Crosswalk with warning
signage and yield lines EJ     EJ EJ EJ X X X X X
Active Warning Beacon
(RRFB) X EJ       X  X X X
Hybrid Beacon X X EJ EJ EJ EJ       
Full Traﬃc Signal X X EJ EJ EJ EJ EJ EJ     
Grade separation X X EJ EJ EJ X EJ EJ EJ EJ EJ  
Most Desirable 
Engineering Judgement EJ
Not Recommended X
Local Streets
15-25 mph
Collector Streets
25-30 mph
Arterial Streets
30-45 mph
1 1
4 2
5 3
6 2
3 4
5 6
Crossing Treatment Selecti on
The speciﬁ c type of treatment at a crossing may range from a simple marked crosswalk to full traﬃ c signals or grade separated crossings. Crosswalk lines should not typically be used by themselves, and appropriate selecti on of crossing enhancements should be evaluated in an engineering study.

The engineering study should consider the number of
lanes, the presence of a median, the distance from adjacent signalized intersecti ons, the pedestrian volumes and delays, the average daily traﬃ c (ADT), the posted or statutory speed limit or 85th-percenti le speed, the geometry
of the locati on, the possible consolidati on of multi ple crossing points, the availability of street lighti ng, and other appropriate factors.

Pedestrian Crossing Locati on & Facility Selecti on

CITY OF CARSON
A-46
Frontage ZonePedestrian /T_h rough ZoneBuﬀ er ZoneCurbside Lane The through zone is the area
intended for pedestrian
travel. This zone should be
enti rely free of permanent and
temporary objects.

Wide through zones are needed
in downtown areas or where
pedestrian ﬂ ows are high.

The frontage zone allows
pedestrians a comfortable
“shy” distance from the
building fronts. It provides
opportuniti es for window
shopping, to place signs,
planters, or chairs.

The buﬀ er zone, also
called the furnishing or
landscaping zone, buﬀ ers
pedestrians from the
adjacent roadway, and
is also the area where
elements such as street
trees, signal poles, signs,
and other street furniture
are properly located.

The curbside lane
can act as a ﬂ exible
space to further
buﬀ er the sidewalk
from moving
traﬃ c., and may be
used for a bike lane.

Curb extensions and
bike corrals may
occupy this space
where appropriate.

In the edge zone
there should be a 6
inch wide curb.

Sidewalk Zones & Widths
Sidewalks are the most fundamental element of the walking network, as they provide an area for pedestrian travel separated from vehicle traﬃ c. Providing adequate and accessible faciliti es can lead to increased numbers of people walking, improved accessibility, and the creati on of social space.

Pedestrian Facilities
CITY OF CARSON 220

Wide through zones are needed
in downtown areas or where
pedestrian ﬂ ows are high.

The frontage zone allows
pedestrians a comfortable
“shy” distance from the
building fronts. It provides
opportuniti es for window
shopping, to place signs,
planters, or chairs.

The curbside lane
can act as a ﬂ exible
space to further
buﬀ er the sidewalk
from moving
traﬃ c., and may be
used for a bike lane.

Curb extensions and
bike corrals may
occupy this space
where appropriate.

In the edge zone
there should be a 6
inch wide curb.

CITY OF CARSON
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City of Carson
Sidewalk Designations Use Case
Case I: Sidewalk with
Parkway
Low and Medium Density
Residenti al Areas
Case 2: Full Width Sidewalk
with Tree Wells
High Density Residenti al and
Commercial Areas
Case 3: Full Width Sidewalk Industrial Areas
Case 4: Meandering
Sidewalk Special Development Areas
Typical Applicati on
• Wider sidewalks should be installed near schools, at
transit stops, in downtown areas, or anywhere high
concentrati ons of pedestrians exist.
• At transit stops, an 8 ft by 5 ft clear space is required for accessible passenger boarding/alighti ng at the
front door locati on per ADA requirements.
• Sidewalks should be conti nuous on both sides of urban commercial streets, and should be required in areas of
moderate residenti al density.
• When retroﬁ tti ng gaps in the sidewalk network,
locati ons near transit stops, schools, parks, public
buildings, and other areas with high concentrati ons of pedestrians should be the highest priority.

Materials and Maintenance
Sidewalks are typically constructed out of concrete
and are separated from the roadway by a curb or
gutt er and someti mes a landscaped boulevard. Less
expensive walkways constructed of asphalt, crushed
stone, or other stabilized surfaces may be appropriate.

Ensure accessibility and properly maintain all surfaces regularly. Surfaces must be ﬁ rm, stable, and slip
resistant. Colored, patt erned, or stamped concrete
can add disti ncti ve visual appeal.

Place Type Parking Lane or
Enhancement Zone
Buﬀ er
Zone
Pedestrian
/T_h rough Zone
Frontage
Zone
Urban Area - City Center Varies 4 -8 ft 6 - 12 ft 2 - 4 ft Urban Area - Urban Community Varies 4 - 8 ft 6 - 12 ft 2 - 4 ft Suburban Area Varies 2 - 7 ft 5 - 8 ft 0 - 5 ft
Rural Main Street Varies 2 - 7 ft 5 - 8 ft 2 - 5 ft
Design Features
• Sidewalks must be a minimum of 5 feet wide. (City of
Carson Public Works Standards)
• Provide 6” minimum between the rear porti on of
the sidewalk zone and the property line, leaving a
landscaping strip between the back of the curn and
the sidewalk.
• Refer to the City of Carson’s four types of Sidewalk
Designati ons when designing sidewalks and the best
use case for each type, below.
(City of Carson Public Works Standards)
(DIB 94)
CITY OF CARSON 222

Ensure accessibility and properly maintain all surfaces regularly. Surfaces must be ﬁ rm, stable, and slip
resistant. Colored, patt erned, or stamped concrete
can add disti ncti ve visual appeal.

CITY OF CARSON
A-48
Design Features
• Because the eﬀ ecti veness of marked crossings
depends enti rely on their visibility, maintaining marked crossings should be a high priority.
• Thermoplasti c markings oﬀ er increased durability than conventi onal paint.
• The City of Carson uses piano style crosswalks,
featured in the photo below.

Conti nental markings provide
additi onal visibility
The crosswalk should be located
to align as closely as possible with
the through pedestrian zone of the
sidewalk corridor
Transverse markings are the most
basic crosswalk marking type
Typical Applicati on
• The County is currently installing high-visibility
crosswalks with new/retroﬁ t constructi on projects.
• High-visibility crosswalks are marked with thick
bars, drawing additi onal att enti on and awareness
to the crossing.

At signalized intersecti ons, all crosswalks should be marked. At unsignalized intersecti ons, crosswalks may be marked under the following conditi ons:
• At a complex intersecti on, to orient pedestrians in ﬁ nding their way across.
• At an oﬀ set intersecti on, to show pedestrians
the shortest route across traﬃ c with the least
exposure to vehicular traﬃ c and traﬃ c conﬂ icts. • At an intersecti on with visibility constraints, to
positi on pedestrians where they can best be seen
by oncoming traﬃ c.
• At an intersecti on within a school zone on a
walking route. In school zones, these crossings are
yellow instead of the standard white color.

High Visibility Crosswalks
A high visibility crosswalk signals to motorists that they must stop for pedestrians and encourages pedestrians to cross at designated locati ons. Installing crosswalks alone will not necessarily make crossings safer; especially on multi -lane roadways. At mid-block locati ons, crosswalks must be marked to establish a legal crossing.

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Example of a marked piano style crosswalk on Carson Street and Main Street.

Further Considerati ons
Pedestrians are sensiti ve to out-of-directi on travel, and reasonable accommodati ons should be made
to make crossings both convenient at locati ons with
adequate visibility.

Conti nental crosswalk markings should be used
at crossings with high pedestrian use or where
vulnerable pedestrians are expected, including: school
crossings, across arterial streets for pedestrian-only
signals, at mid-block crosswalks, and at intersecti ons where there is expected high pedestrian use and the
crossing is not controlled by signals or stop signs.

High-visibility crosswalks are not appropriate for
all locati ons. Other crosswalk marking patt erns are provided for in the CA MUTCD.

Some citi es prohibit omitti ng or removing a marked crosswalk at intersecti ons in order to require a
three-stage pedestrian crossing. Intersecti ons with
three-stage crossings lead to arduous and increased
crossing distances, pedestrian frustrati on, encourages jaywalking, and exhibits modal bias favoring motor
vehicle level-of-service over other modes. There
are circumstances when only three crosswalks are
uti lized and typically occur at or near interchanges and freeway ramps.

Materials and Maintenance
Because the eﬀ ecti veness of marked crossings depends enti rely on their visibility, maintaining marked crossings should be a high priority. Thermoplasti c markings oﬀ er increased durability than conventi onal paint.

CITY OF CARSON 224

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A-50
Curb Ramps
Curb ramps are the design elements that allow all users to make the transiti on from the street to the sidewalk, and are required by the ADA. A sidewalk without a curb ramp can be useless to someone in a wheelchair, forcing them back to a driveway and out into the street for access. There are a number of factors to be considered in the design and placement of curb ramps.

Design Features
• The level landing at the top of a ramp shall be at least 4 feet long and at least the same width as the ramp
itself. The slope of the ramp shall be compliant to
current standards.
• If the ramp runs directly into a crosswalk, the landing at the bott om will be in the roadway.
• If the top landing is within the sidewalk or corner area where someone in a wheelchair may have to change
directi on, the landing must be a minimum of 4’-0” long (in the directi on of the ramp run) and at least as wide as the ramp, although a width of 5’-0” is preferred.

Typical Applicati on
• Curb ramps must be installed at all intersecti ons and midblock locati ons where pedestrian crossings exist,
as mandated by federal legislati on (1973 Rehabilitati on Act and ADA 1990). All newly constructed and
altered roadway projects must include curb ramps.

In additi on, existi ng faciliti es must be upgraded to current standards when appropriate.
• The edge of an ADA compliant curb ramp shall
be marked with a tacti le warning device (also
known as truncated domes) to alert people with
visual impairments to changes in the pedestrian
environment. Contrast between the raised tacti le
device and the surrounding infrastructure is important
so that the change is readily evident to parti ally
sighted pedestrians. These devices are most eﬀ ecti ve when adjacent to smooth pavement so the diﬀ erence
is easily detected.

Curb ramps shall be located so that they do not project into vehicular traﬃ c lanes, parking spaces, or parking access aisles. Three conﬁ gurati ons are illustrated below. (Crosswalk spacing not to scale. For illustrati on purposes only) Perpendicular
Curb Ramps
(Recommended)
Parallel Curb Ramp
Diagonal Curb Ramp
Diagonal ramps shall include a clear
space of at least 48” within the
crosswalk for user maneuverability
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Materials and Maintenance
It is criti cal that the interface between a curb ramp and the street be maintained adequately. Asphalt street
secti ons can develop potholes at the foot of the ramp, which can catch the front wheels of a wheelchair.

Not recommended: diagonal curb ramp conﬁ gurati on.

Source: Google Streetview
Recommended: Bulb-Out with bidirecti onal curb ramps for crossing in both directi ons. Source: Google Streetview
Further Considerati ons
• Where feasible, separate directi onal curb ramps
for each crosswalk at an intersecti on should be
provided rather than having a single ramp at a
corner for both crosswalks. Although diagonal curb
ramps might save money, they orient pedestrians
directly into the traﬃ c zone, which can be
challenging for wheelchair users and pedestrians
with visual impairment. Diagonal curb ramp
conﬁ gurati ons are not recommended.
• Curb return radii need to be considered when
designing directi onal ramps. While curb ramps are
needed for use on all types of streets, the highest
priority locati ons are in downtown areas and on
streets near transit stops, schools, parks, medical
faciliti es, shopping areas.

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Curb extension length can be
adjusted to accommodate bus
stops or street furniture.
1‘ buﬀ er from edge of
parking lane preferred
(Curb radii not to scale. For illustrati on purposes only) Crossing
distance is
shortened
Curb Extensions
Curb extensions minimize pedestrian exposure during crossing by shortening crossing distance and giving pedestrians a bett er chance to see and be seen before committi ng to crossing. They are appropriate for any crosswalk where it is desirable to shorten the crossing distance and there is a parking lane adjacent to the curb.

Typical Applicati on
• At signalized intersecti ons with marked crosswalks
should be marked.
• At unsignalized intersecti ons with marked crosswalks. • At an intersecti on with visibility constraints, to
positi on pedestrians where they can best be seen by
oncoming traﬃ c.
• At an intersecti on within a school zone on a walking route.

Design Features
• In most cases, the curb extensions should be designed to transiti on between the extended curb and the
running curb in the shortest practi cable distance.
• For purposes of eﬃ cient street sweeping, the
minimum radius for the reverse curves of the
transiti on is 10 feet and the two radii should be
balanced to be nearly equal.
• Curb extensions should terminate one foot short of
the parking lane to maximize bicyclist safety.
• Planted curb extensions may be designed as a
bioswale, a vegetated system for stormwater
management.
• Turning performance of larger vehicles including buses may be impacted by curb extensions
Materials and Maintenance
Planted curb extensions may be designed as a bioswale, a vegetated system for stormwater management. To maintain proper stormwater drainage, curb extensions can be
constructed as refuge islands oﬀ set by a drainage channel or feature a covered trench drain.
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Typical Applicati on
• Can be applied on any roadway with a left turn
center lane or median that is at least 6 feet wide.
• Appropriate at signalized or unsignalized crosswalks. • On multi -lane roadways, consider conﬁ gurati on
with acti ve warning beacons for improved yielding
compliance.

Cut-through median refuge
islands are preferred over curb
ramps to bett er accommodate
wheel chairs users.

Pedestrian Refuge Island
Pedestrian refuge islands are located at the mid-point of a marked crossing and help improve pedestrian safety by allowing pedestrians to cross one directi on of traﬃ c at a ti me. Refuge islands minimize pedestrian exposure by shortening crossing distance and increasing the number of available gaps for crossing.

W11-2,
W16-7P
Design Features
• The refuge island must be accessible, preferably with an at-grade passage through the island rather than
ramps and landings.
• The island should be at least 6 feet wide to be a legal refuge and be wider to accommodate cargo bikes or
bikes with child trailers.
• The island should be at least 20 feet long.
• On streets with speeds higher than 25 mph there
should also be double centerline marking, reﬂ ectors,
and “KEEP RIGHT” signage (CA MUTCD R4-7a).
• If a refuge island is landscaped, the landscaping should not compromise the visibility of pedestrians crossing in the crosswalk. Shrubs and ground planti ngs should be
no higher than 1 and a half feet.

Materials and Maintenance
Refuge islands may require frequent maintenance of road debris. Trees and planti ngs in a landscaped median must be maintained so as not to impair visibility, and should be no higher than 1 foot 6 inches.

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Raised Crosswalk
A raised crosswalk or intersecti on can eliminate grade changes from the pedestrian path and give pedestrians greater prominence as they cross the street. Raised crosswalks also functi ons as speed tables, and encourage motorists to slow down. As such, they should be used only in cases where a special emphasis on pedestrians is desired.

Raised crosswalks are typically implemented on low-speed streets, Bike Boulevards and other areas of very high pedestrian acti vity. They are oft en paired with other treatments such as curb extensions for greater traﬃ c calming eﬀ ect.

Typical Use
• Like a speed hump/table, raised crosswalks have a
traﬃ c slowing eﬀ ect which may be unsuitable on
high-speed streets, roadways with sharp curves,
designated transit or freight routes, and in locati ons that would reduce access for emergency responders.

Use detectable warnings at the curb edges to alert
vision-impaired pedestrians that they are entering
the roadway.
• Approaches to the raised crosswalk may be designed
to be similar to speed humps/tables.
• Can be used in partnership with Class IIIB
neighborhood greenway bicycle routes.

Design Features
• Use detectable warnings at the curb edges to alert
vision-impaired pedestrians that they are entering
the roadway.
• Approaches to the raised crosswalk may be designed
to be similar to speed humps.
• Drainage improvements may be required depending
on the grade of the roadway.
• Special paving materials can be used to increase
conspicuity of the crossing, and alert drivers to the
presence of pedestrians.
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Materials and Maintenance
Because the eﬀ ecti veness of marked crossings depends enti rely on their visibility, maintaining marked crossings should be a high priority. Ensure drainage pipes used to channel stormwater past the raised intersecti on are kept free of debris, to prevent stormwater from backing up
and pooling.

Example of a raised pedestrian crossing.

Further Considerati ons
• The noise of vehicles traveling over raised crosswalks may be of concern to nearby residents and businesses.
• Refer to Americans with Disabiliti es Act (ADA)
and California Building Code (CBC) for additi onal
requirements.

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W11-2
Should be installed at least 100 feet
from side streets or driveways that are
controlled by STOP or YIELD signs
Push butt on
actuati on
Hybrid Beacons or High-intensity Acti vated
Crosswalk (HAWK)
Hybrid beacons are used to improve non-motorized crossings of major streets. A hybrid beacon consists of a signal-head with two red lenses over a single yellow lens on the major street, and a pedestrian signal head for the crosswalk.

Typical Applicati on
• At unsignalized intersecti ons with high volumes
of pedestrians.
• At an intersecti on within a school zone on a
walking route.
• Each crossing, regardless of traﬃ c speed
or volume, requires additi onal review by a
registered engineer to identi fy sight lines,
potenti al impacts on traﬃ c progression, ti ming
with adjacent signals, capacity, and safety.

Design Features
• Hybrid beacons have less stringent warrants than full signals.
• If installed within a signal system, signal engineers should evaluate the need for the hybrid signal to be coordinated with other signals.
• Parking and other sight obstructi ons should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk to provide adequate sight
distance.
• Hybrid beacon signals are normally acti vated by push butt ons, but may also be triggered by infrared, microwave or video detectors. The maximum delay for acti vati on of the signal should be two minutes, with minimum crossing ti mes determined by the width of the street
• HAWK beacons should be installed at least 100 feet from side streets or driveways that are controlled by STOP or YIELD signs. Parking and other sight obstructi ons should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk to provide
adequate sight distance. (CA MUTCD 4F)
Pedestrian Hybrid
Beacon
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Providing secondary installati ons of
RRFBs on median islands improves
visibility and driver yielding behavior .

W11-2,
W16-7P
Rectangular Rapid Flash Beacons
(RRFB) dramati cally increase
compliance over conventi onal
warning beacons.

Acti ve Warning Beacons (RRFBs)
Acti ve warning beacons are user actuated illuminated devices designed to increase motor vehicle yielding compliance at crossings of multi lane or high volume roadways. Types of acti ve warning beacons include conventi onal circular yellow ﬂ ashing beacons, in-roadway warning lights, or Rectangular Rapid Flash Beacons (RRFB). Design Features
• Warning beacons shall not be used at crosswalks
controlled by YIELD signs, STOP signs, or traﬃ c signals. • Warning beacons shall initi ate operati on based on pedestrian or bicyclist actuati on and shall cease
operati on at a predetermined ti me aft er actuati on or, with passive detecti on, aft er the pedestrian or bicyclist clears the crosswalk.

Typical Applicati on
• At unsignalized, marked crosswalks where increased
pedestrian visibility is needed.
• Designed to increase driver yielding compliance on
multi -lane or high-volume roadways. RRFBs have the
most increased compliance of all the warning beacon
enhancement opti ons. A study of the eﬀ ecti veness of going from a no-beacon arrangement to a two-beacon
RRFB installati on increased yielding from 18 percent to 81 percent.
• RRFBs are recommended as the preferred beacon
treatment.

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Typical Applicati on
• Countdown pedestrian signals are parti cularly valuable for pedestrians, as they indicate whether a pedestrian
has ti me to cross the street before the signal phase
ends. Countdown signals should be used at all new
and rehabilitated signalized intersecti ons.
• Adequate pedestrian crossing ti me is a criti cal element of the walking environment at signalized intersecti ons.

The length of a signal phase with parallel pedestrian
movements should provide suﬃ cient ti me for a
pedestrian to safely cross the adjacent street.
• There are several types of signal ti ming for pedestrian signals, including concurrent, exclusive, “Leading
pedestrian interval” (LPI), and all-red interval. In
general, shorter cycle lengths and extended walk
intervals provide bett er service to pedestrians and
encourage bett er signal compliance. For opti mal
pedestrian service, ﬁ xed-ti me signal operati on
usually works best.
• Leading Pedestrian Intervals (LPI) are used
to reduce right turn and permissive left turn
vehicle and pedestrian conﬂ icts. The through
pedestrian interval is initi ated ﬁ rst, in advance of the concurrent through/right/permissive left turn
interval. The LPI minimizes vehicle-pedestrian
conﬂ icts because it gives pedestrians a 3-10 second
headstart into the intersecti on, thereby making
them more visible, and reducing crossing exposure
ti me. Accessible Pedestrian Signals (APS) are
recommended with an LPI.

Pedestrian Signalizati on Improvements:

Leading Pedestrian Interval (LPI)
Pedestrian signal heads indicate to pedestrians when to cross at a signalized crosswalk. All traﬃ c signals should be equipped with pedestrian signal indicati ons except where pedestrian crossing is prohibited by signage. Pedestrian signals should be used at traﬃ c signals wherever warranted, according to the CA MUTCD.

Leading Pedtrian Interval (LPI) is type of signal ti ming strategy that gives pedestrians a head start into the crosswalk and is designed to increase driver yielding compliance when turning by increasing pedestrian visibility.

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A Pedestrian Island with pedestrian actuati on butt ons in Downtown Culver City. Source: Google StreetView Design Features
• The CA MUTCD recommends that traﬃ c signal ti ming assumes a pedestrian walking speed of 3.5 ft per
second.
• At crossings where older pedestrians or pedestrians
with disabiliti es are expected, crossing speeds as
low as 3 ft per second should be assumed. Special
pedestrian phases can be used to provide greater
visibility or more crossing ti me for pedestrians at
certain intersecti ons.
• Pedestrian pushbutt ons may be installed at locati ons where pedestrians are expected intermitt ently. When
used, pushbutt ons should be well signed and within
reach and operable from a ﬂ at surface for pedestrians in wheelchairs and with visual disabiliti es. They should be conveniently placed in the area where pedestrians
wait to cross. Secti on 4E.09 within the CA MUTCD
provides detailed guidance for the placement of push
butt ons to ensure accessibility.

Future Considerati ons
• When push butt ons are used, they should be located
so that someone in a wheelchair can reach the butt on
from a level area of the sidewalk without deviati ng
signiﬁ cantly from the natural line of travel into the crosswalk. Push button should be marked (for
example, with arrows) so that it is clear which
signal is aﬀ ected.
• In areas with very heavy pedestrian traﬃ c, consider an all-pedestrian signal phase to give pedestrians free passage in the intersecti on when all motor vehicle
traﬃ c movements are stopped.
• At locati ons with very high pedestrian volumes, such as downtown, an exclusive pedestrian signal phase
called a “Pedestrian Scramble” can be provided to
reduce vehicle turning conﬂ icts.

Maintenance and Materials
It is important to perform ongoing maintenance of traﬃ c control equipment. Consider semi-annual inspecti ons of controller and signal equipment, intersecti on hardware, and detectors.

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Turn Restricti ons: No Right on Red
This type of turn restricti ons prevents vehicles taking right turns on red and creates a safer crossing environment for pedestrians and cyclists. This type of restricti on is required with the implementati on of all-way pedestrian crossing phasing (scramble crosswalks, see image below).

Design Features
• A NO RIGHT TURN sign should be installed adjacent to
a signal face viewed by drivers in the right lane. Install NO RIGHT TURNS (MUTCD R3-1).
• For bus lanes with turn restricti ons, a solid lane line should be marked at the approach to the intersecti on
along the bus lane.
• If dedicated bicycle infrastructure is present on
a street, bikes should be excepted from the turn
restricti on and provided with a short approach lane or other facility. Install NO TURNS EXCEPT BICYCLES.

Typical Applicati on
• Turn restricti ons may be applied on streets with or without dedicated transit lanes.
• Right-turn prohibiti ons are especially useful for
intersecti ons in downtown areas with high walking
and bicycling levels, or for streets with right-side bike faciliti es, where permitti ng turns would result in long delays for transit vehicles running in the right lane.
• Bicycle turns have minimal impact on transit and
pedestrian traﬃ c, and can be permitt ed even where
other turns are prohibited.
• Right-turn restricti ons for curbside and oﬀ set transit lanes prevent transit delays from turning vehicles and
may reduce the frequency of pedestrian injuries.
• Bicycle turns have minimal impact on transit and
pedestrian traﬃ c, and can be permitt ed even where
other turns are prohibited.

A
R3-1
A
Image source: Los Angeles Magazine, L.A.’s New Diagonal Crosswalks Are Literally Saving Lives, 2016. 235 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

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Pedestrian-Scale Lighti ng
Pedestrian-scale lighti ng improves safety by illuminati ng dark areas and acti ng as an alert to drivers that they are in a pedestrian-oriented zone. Lighti ng can also highlight the identi ty of an area through unique architectural details.

Design Features
• Pedestrian and bicycle faciliti es should be well lit, including crosswalks, bus stops, and corners.
• Commercial districts and wide streets should have
lighti ng on both sides of the street. These can be
arranged diﬀ erently to achieve diﬀ erent eﬀ ects
(staggered vs opposite arrangements).
• Pedestrian-scale lighti ng should complement motor
vehicle-scale lighti ng to ensure both sidewalks and
travel lanes are eﬀ ecti vely illuminated.
• Locate lighti ng at least 10 feet away from the full growth canopy of adjacent trees.
• Hoods, cut-oﬀ , and shielded light ﬁ xtures are more cost-eﬀ ecti ve opti ons as they use less energy by
directi ng the light down towards the ground. They also reduce light polluti on and minimize glare.
• A consistent approach to color temperature should be
applied throughout the lighti ng plan. 3000 Kelvin (K) is oft en used for pedestrian paths.

Typical Applicati on
• Lighti ng should be used to increase visibility, security, safety, and awareness by illuminati ng sidewalks,
crosswalks, curbs, and signs, as well as barriers and
potenti al hazards.
• Frequent lampposts of lower height and illuminati on are preferred over few lampposts that are very tall and bright.
• Pedestrian-scale lighti ng should be implemented
in areas of high pedestrian acti vity and where
implementati on is practi cal.
• Lighti ng aids in geographic orientati on, as people can sue well-lit focal points as landmarks to help them
ﬁ nd their way, in additi onal to well-lit directi onal and informati onal signage.
• Well-lit historic details draw att enti on to the
uniqueness of an area.
• A pedestrian-lit street signals to drivers that they have entered a new zone and encourages them to slow
speeds.

Image source: Valley Transportati on Authority, Intersecti ons, 2024.

A
A
B
B
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Overcrossings and Undercrossings for
Pedestrians and Bicyclists
Overpasses or underpasses for pedestrians and bicyclists allow for safe crossings of roads with high speeds and volumes that are highly complex or not suitable for controlled crossings. These can be built over highways and major arterials to improve bicycle and pedestrian connecti vity.

Design Features
• The overpass or underpass must meet ADA standards.
• The minimum width of walkway for pedestrian
overcrossing should be 8 feet. The minimum verti cal
clearance of a pedestrian undercrossing should be 10
feet. Skewed crossings should be avoided. (Caltrans
HDM. 208.6)
• Verti cal clearance must be 80 inches high minimum.
(DIB 82-06)
Typical Applicati on
• Pedestrian overcrossings (POC) or undercrossings
(PUC) connect pedestrians walkways.
• Bicycle overcrossings (BOC) or undercrossings (BUC)
connect bikeways or bike routes and can be built to
Class I or Class IV standards.
• Helical (curved) ramps are someti mes used at
pedestrian overcrossings locati ons. However, because
of their complexity, curved ramps should not be
constructed if a straight ramp can accomplish the
same accessibility. (DIB 82-06)
Two examples of pedestrian/bicycle crossings: The Pleasant Hill Iron Horse overcrossing (top) and the Santa Clara Stati on Pedestrian Undercrossing (bott om).

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Bus Bulb / Bus Islands
Bus bulbs and bus islands are dedicated waiti ng areas for transit passengers that enables in-lane stops and streamlines bus services by reducing transit vehicle dwell ti mes. They create level boarding areas away from main walkway zone and may be separated from the curb as a ﬂ oati ng transit/bus island.

Typical Applicati on
• Bus bulbs and side boarding bus islands may be
combined with other ameniti es, including wayﬁ nding
maps, planti ngs, and trees to enhance the overall
transit user experience.
• Use cut-throughs for curbside bike lanes and cycle
tracks at intersecti ons and midblock bus bulbs.
• Streets with moderate to high transit frequency, or
pedestrian/bicycling volume can uti lize boarding
islands to maintain in-lane stops and provide
separati on to more users.

Design Features
• A bus bulb should be roughly equal to the width of the parking lane (at least 6 feet, but ideally 8-10 feet) with a return angle of 45 degrees.
• Bus bulb length should be the equivalent of two buses for a frequent service route (e.g., 140 feet), while
routes with less frequent service may have a length
equivalent of one bus (e.g., 30 feet)
• Use reﬂ ecti ve signage or other visible raised elements on the leading corner of the island.
• Detectable warning strips must be placed on both
sides of every crossing over the bike lane.
• An accessible ramp should be placed at the
intersecti on end of the island entering the crosswalk. • Boarding island stops should include shelters, seati ng, wayﬁ nding, and passenger informati on when feasible. • Shelters should be located at least 10 feet from
crosswalks over the bike lane. Leaning rails may be
located along this gap.
• Install leaning rails along the edge of the island along the bike channel on porti ons of the island without a
shelter or accessible boarding area.

B
A
B
E
C
D
A
C
D
E
Image source: NACTO
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Transit Shelter
This amenity should be prioriti zed with the goal of increasing comfort for bus passengers while they wait. Transit shelters provide numerous beneﬁ ts, including shade, cooling, seati ng, bike parking, and transit informati on.

Design Features
• Ensure the waiti ng passengers can be seen from
outside by using glass or open design for the
back wall. Include lighti ng in the shelter, or locate shelters in a well-lit area.
• Pole and bus stop signs must indicate criti cal
informati on including the stop name, route
number, stop number, directi on or desti nati on,
and system logo.
• Shelter should include stop name and further
system informati on.

Typical Applicati on
• Shelters should be provided at transfer points, at
stops in weather-exposed locati ons or without nearby
potenti al sheltering locati ons, and at stops with a relati vely high use by senior and child passengers.
• Provision of comfortable shelter and seati ng can
signiﬁ cantly improve percepti on of wait ti me and rider sati sfacti on.

A
B
A
B
Image source: NACTO
239 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-65
Transit Stop Ameniti es
Transit stop improvements can greatly improve the user experience. Improvements can include benches, shelters, route informati on, ti cket stands, trashcans and other ameniti es. • Include trash bins, especially at high-volume stops.

Ensure maintenance plan is in place.
• Trash cans should be within easy reach of the bus
stop waiti ng area but must not block accessible paths, landing pads, bus door opening zones, shelters, or
posted informati on.

ROUTE INFORMATION

SEATING & PLACES TO REST

TICKET STANDS

TRASHCANS
• Include space to rest, either a bench or leaning rail, and space for a wheelchair user next to the bench.
• Seats should be designed or selected on the basis of
comfort relati ve to expected wait ti me and boarding demand at a stop.

Image source: Bloomberg, 2017
• Each stop shall include a stop name or identi ﬁ er
(desti nati on/cross street, or numbered/lett ered
identi ﬁ er); route identi ﬁ cati on; network and route map; schedule and route informati on; and clear
indicati on of stop locati on and positi on.
• Bus stop signs must adhere to ADA sign and
display design requirements, including visual
contrast, glare, appropriate character size and
spacing, and iconography.

Image source: NACTO
• Use on high-frequency or high-volume corridors
where reduced dwell ti me is a priority.
• Install an adequate number of machines to handle the
expected number of passengers purchasing ti ckets
during peak hours.
• Operable parts (including butt ons or touch screens) must be placed at a height between 34 and 48 inches
to accommodate users in wheelchairs. (NACTO, 2016)
Image source: NACTO

CITY OF CARSON 240

CITY OF CARSON
A-66
Parti al / Full Street Closure
Parti al or full street closures are volume management tools to restrict through traﬃ c on select streets.

They may be implemented using diverters or other tools to redirect vehicle traﬃ c but permit pedestrian and bicyclist movements, as well as allow for emergency vehicle access. Parti al / full street closures limit traﬃ c to local and resident streets and discourage cut through traﬃ c.

Design Features
• Planters, bollards, medians or other type of barriers can be used to create a parti al or full street closure. • Provide a turn-around area for motor vehicles
including service vehicles. If a parti al closure only eliminates an entrance to a street, a turnaround is
not needed.
• Emergency vehicle access can be achieved with
a barrier or gate that permits large vehicles to
traverse it but not automobiles, mountable curbs,
or by providing an access way with raised center
elements.
• Parking restricti ons may be required.

Typical Applicati on
• These applicati ons be used to improve safety along
Class IIIB bicycle routes.
• Parti al street closures are good for locati ons
with extreme traﬃ c volumes and where non-
restricti ve measures have been unsuccessful, or in
neighborhoods with high non-local traﬃ c volumes.
• Full street closures should only be used in rare
circumstances and only on local streets (not
appropriate for collector streets).
• While parti al / full street closures can reduce traﬃ c volume, they do not solve speeding issues.
• Do not use these measures on a emergency or
school bus route.

Image source: pedbikesafe.org
241 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-68
Traﬃ c Calming for Bike Boulevards
Traﬃ c calming may include elements intended to reduce the speeds of motor vehicle traﬃ c to be closer to bicyclist travel speeds, or may include design elements that restrict certain movements for motorized travel to discourage the use of bicycle boulevard corridors for through travel by automobiles. Traﬃ c calming treatments can cause drivers to slow down by constricti ng the roadway space or by requiring careful maneuvering. Such measures may reduce the design speed of a street, and can be used in conjuncti on with reduced speed limits to reinforce the expectati on of lowered speeds. They can also lower vehicle volumes by physically or operati onally reconﬁ guring corridors and intersecti ons along the route.

Typical Applicati on
• Bicycle boulevards should have a maximum
posted speed of 25 mph. Use traﬃ c calming
to maintain an 85th percenti le speed below 20
mph (25 mph maximum). Bikeways with average
speeds above this limit should be considered for
traﬃ c calming measures.
• Maintain a minimum clear width of 14 feet with
a constricted length of at least 20 feet in the
directi on of travel.

D
C
BAE
• Bring traﬃ c volumes down to 1,500 cars per day
(4,000 cars per day maximum). Bikeways with daily
volumes above this limit should be considered for
traﬃ c calming measures.
• Traﬃ c calming is subject to drainage analysis and
ﬁ re department approval.
• Center Median
Traffic Calming
CITY OF CARSON 242

CITY OF CARSON
A-69
Design Features: Speed Reducti on
• Median islands create pinchpoint for traﬃ c in the
center of the roadway and oﬀ ers shorter crossing
distances for pedestrians when used in tandem with a
marked crossing.
• Chicanes slow drivers by requiring vehicles to shift
laterally through narrowed lanes and which avoids
uninterrupted sightlines.
• Pinchpoints, chokers, or curb extensions restrict
motorists from operati ng at high speeds on local
streets by visually narrowing the roadway.
• Neighborhood traﬃ c circles reduce speed of traﬃ c at intersecti ons by requiring motorists to move
cauti ously through conﬂ ict points.
• Street trees narrow a driver’s visual ﬁ eld,
subconsciously queuing drivers to slow down.
• Speed humps slow drivers through verti cal deﬂ ecti on.

To minimize impacts to bicycles, use a sinusoidal
proﬁ le and leave a gap along curb so that bicyclists
may bypass the hump when appropriate. Speed
cushions operate in a similar fashion to speed humps,
but allow for unimpeded travel by emergency vehicles.

A
B
C
D
Design Features: Volume Reducti on
• Parti al closure diverters allows bicyclists to proceed straight across the intersecti on but forces motorists to turn left or right. All turns from the major street onto the bikeway are prohibited. Can incorporate curb
extensions with stormwater management features
and/ora mountable island.
• Right-in/right-out diverters force motorists to turn
right while bicyclists can conti nue straight through the intersecti on. The island can provide a through bike
lane or bicycle access to reduce conﬂ icts with-right- turning vehicles. Left turns from the major street onto the bikeway are prohibited, while right turns are sti ll allowed.
• Median refuge island diverters restrict through and
left -turn vehicle movements along the bikeway while
providing refuge for bicyclists to cross one directi on of traﬃ c at a ti me. This treatment prohibits left turns from the major street onto the bikeway, while right
turns are sti ll allowed.
• Full diverters block all motor vehicles from conti nuing on a neighborhood bikeway, while bicyclists can
conti nue unrestricted. Full closures can be constructed to be permeable to emergency vehicles.

E
243 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-70
Raised Median Islands / Center Medians
Center medians can help reduce lane width and slow driving speeds by providing visual fricti on. They can also help with pedestrian crossings.

Design Features
• Raised islands in crossings shall be cut through level with the street or have curb ramps at both sides
(DIB 82).
• Since the cut for the path through the raised median
or island is adjacent to traﬃ c and with a “barrier”, it must have a detectable warning surface.
• Landscaping the raised median island contributes
to community livability and environmental
sustainability. The proposed landscaping should not
impair sight distances.

Typical Applicati on
• Traﬃ c Islands are typically used for
channelizati on but could also be used for traﬃ c
calming, since it introduces a curb adjacent to
vehicles and has the eﬀ ect of slowing vehicles.
• Use along roadways under 35 MPH posted
speed limits.
• Pedestrian refuge islands and raised median
islands are commonly used together.

Image source: Caltrans Traﬃ c Calming Guide, Google Earth Raised median island on State Route 131 in Tiburon, CA.

CITY OF CARSON 244

CITY OF CARSON
A-71
Chicanes
Chicanes are a series of narrowing or curb extensions that alternate from one side of the street to the other, forming an S-shaped, curvilinear roadway alignment. When uti lized on residenti al and low volume streets, they slow traﬃ c speeds by providing horizontal deﬂ ecti on and breaking up the “runway eﬀ ect” of wide and straight streets.

Design Features
• Chicanes can provide additi onal space for landscaping, benches, bicycle parking, and other ameniti es.
• Use reﬂ ecti ve pavement markers (opti onal).
• Place signage on bulbout.
• Use an object marker for 2-way traﬃ c.
• Maintain driveway access.
• Where applicati on of a curb extension adversely
impacts drainage, curb extensions may be designed
as edge islands with a 1–2-foot gap from the curb.
(NACTO)
Typical Applicati on
• Best suited to mid-block locati ons along local road where there are balanced traﬃ c volumes in both
directi ons to discourage drivers from crossing the
center line.
• Adequate distance is needed between driveways
and intersecti ons.
• Chicanes may be uti lized at the approaches of the
roundabout to reduce speeds prior to entering the
roundabout.
• Use along roadways at 35 MPH posted speed limits
or lower.

Image source: NACTO Image source: NACTO
245 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON
A-72
Speed Humps and Speed Cushions
These verti cal traﬃ c calming devices are used to slow traﬃ c Design Features
• The SPEED HUMP (W17-1) sign should be used to give
warning of a verti cal deﬂ ecti on in the roadway. The SPEED HUMP sign should be supplemented by an
Advisory Speed plaque.
• If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identi fy
its locati on.
• A speed hump is typically 12 feet in length (in the
directi on of travel) and 3 to 4 inches in height.
• A speed cushion width should be wide enough to slow
personal passenger vehicles and yet narrow enough
to permit ﬁ re trucks and transit vehicles to pass easily without overloading the rear axles of those heavier
vehicles.
• Place speed humps and speed cushions
mid-block. Do not place speed humps near an
intersecti on, in front of driveways, or on a sharp curve. • Consider street lighti ng near speed humps or speed
cushions.

Typical Applicati on
• Speed humps should be located on low volume, low
speed roads
• Speed humps be used in partnership with Class IIIB
neighborhood greenway bicycle routes.
• Speed cushions can also be used in place of speed
humps. Speed cushions typically have a wheel cutout
in the center which makes them easily traversable for
bicyclists and large emergency vehicles.
• A speed cushion is oft en the preferred alternati ve to a speed hump on a primary emergency response route,
a transit route with frequent service, or when higher
truck volumes are anti cipated.
• Use along roadways up to 30 MPH maximum.

Image source: NACTO

SPEED HUMP
Image source: NACTO

SPEED CUSHION
A
A
A
CITY OF CARSON 246

CITY OF CARSON
A-73
Traﬃ c Circle / Roundabouts
A roundabout is a form of circular intersecti on in which traﬃ c travels counterclockwise around a central island and entering traﬃ c must yield to the circulati ng traﬃ c. They feature, among other things, a central island, a circulatory roadway, and splitt er islands on each approach. Mini roundabouts and neighborhood traﬃ c circles lower speeds at minor intersecti on crossings.Design Features • The sidewalk at a roundabout should be designed
as a shared use path, since the path will serve both
pedestrians and bicyclists, who are not comfortable
taking the lane to proceed through the roundabout
• A landscape buﬀ er/strip, detectable by cane and
underfoot, between the sidewalk and the back of
curb for the circular roadway of the roundabout
should be a minimum of 2 feet wide.
• Pedestrian acti vated push butt ons should be
considered for crossing more than one lane.
• Chicanes may be uti lized at the approaches of the
roundabout to reduce speeds prior to entering the
roundabout.

Typical Applicati on
• Can be used as part of a Class IIIB neighborhood
greenway and bicycle route.
• Roundabouts can accommodate existi ng site
constraints, such as intersecti ons with skewed angles or other nontypical conﬁ gurati ons.
• They are inherently ﬂ exible, which can lead to
successful installati ons within or near main streets, schools, and railroads, among others.
• These are best installed with landscaping and raised
curbs to beauti fy the street.

Roundabout on State Route 29 in Napa, California.
247 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

APPENDIX D

RECOMMENDATIONS

MAPS AND LIST
CITY OF CARSON 248
!
!
!
!
!
!
!
!
!
!
¥110
¥405
¥710
Ä91

N WILMINGTON BLVD

FIGUEROA
ST
S V

ERMONT AVE

AVALON BLVD

WWARDLOW
RD

S ALAMEDA ST

N LONG B

EACH BL
VD

S FIGUEROA S
T

TERMINAL

ISLAND F
W
Y

S MAIN ST

E SEPULVEDA BLVD
E 223RDST

E DEL AMO BLVD

S CENTRAL AVE

LOMITA BLVD

VERA ST

WILMINGTON AVE

MAIN ST
W 190TH ST
S
BRO
ADWAY
TOR

RANCE BLVD

W GREENLEAF BLVD

W CARSON ST
NO
RMAN

DIE AVE
W 161ST ST

E CARSON ST

ALAMEDA ST
W 52ND ST

W WILLOW ST
W 182ND ST

N PACIFIC AVE

W CALDWELL ST

W ALONDRA BLVD

W SPRING ST

PACIFIC AVE
SANT
A
FE AV
E

N AVALON BLVD

E LOMITA BLVD

MARKET ST

E WALNUT ST

W VICTORIA ST

W LOMITA BLVD

W ARTESIA BLVD

W DEL AMO BLVD

E ALBERTONI ST

E UNIVERSITY DR

S SUSANA RD
Vernon
Hemingway Park
Stevenson
Park
Victoria
Park
Victoria
Golf
Course
Del
Amo Park
Dolphin Park
Dominguez
Park
Veterans
Park
Foisia
Park
Calas
Park
Compton Creek
Dominguez Channel
Los Angeles River

LONG BEACH
CARSON

PARAMOUNT

COMPTON

LOS ANGELES

GARDENA

SPHERE OF

INFLUENCE
California State
University,
Dominguez Hills
Future CSUDH
Transit Center

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

BOUNDARIES
! Transit Stations
Metro A Line (Blue)
Metro J Line (Silver)
Railroad
Sphere of Influence
City Boundary

PEDESTRIAN RECOMMENDATIONS
Crossing Facilities
Curb Treatments
Signals and Beacons
Traffic Circle
Transit Stop Improvements
Pedestrian Lighting
Traffic Calming
Enhance/Widen Sidewalk
Data provided by the City of Carson. Date saved: 12/30/2024. 0 1 2 MILES

CITYWIDE

RECOMMENDATIONS
249 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN !
Victoria Golf Course Del Amo Park
Dr. Thomas G. Mills
Park
Dolphin
Park
Carson Park
Friendship
Park
Veterans Park
Foisia Park
Carriage
Crest
Park
Perry St
Mini Park
Calas
Park
Reflections
Mini
Park
Veterans
Sports
Complex
¥405

FIGUEROA
ST

W DEL AMO BLVD

AVALON BLVD
E 223RD ST

S FIGUEROA ST

E SEPULVEDA BLVD

E DEL AMO BLVD

VERA ST

W SEPULVEDA BLVD

MAIN ST

WILMINGTON AVE

E CARSON ST
Domi
nguez Channel
CARSON
LOS

ANGELES

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

BOUNDARIES
! Transit Stations
Metro J Line (Silver)
Railroad
Sphere of Influence
City Boundary

SOUTH CARSON

RECOMMENDATIONS
CITY OF CARSON 250
!
!
!
Vernon Hemingway
Park
Walnut
Street
Park
Stevenson
Park
Victoria Park
Victoria
Golf Course
Del Amo
Park
Dr.

Thomas G.

Mills Park
Hemingway Aquatic
Center
¥405
¥110
Ä91

W DEL AMO BLVD

W CALDWELL ST

PEPPERDINE DR

W ALONDRA BLVD

AVALON BLVD

S MAIN ST

E DEL AMO BLVD

S CENTRAL AVE

E ALONDRA BLVD

MAIN ST

MONETA AVE
W 190TH ST

S BROADWAY
W182ND ST

W WALNU
T ST

E WALNUT ST

W VICTORIA ST

S FIGUEROA ST

E ALBERTONI ST

E VICTORIA ST

E UNIVERSITY DR

W GREENLEAF BLVD

E GARDENA BLVD

W ARTESIA BLVD
Domin
guez Channel
CARSON

COMPTON
LOS

ANGELES
California State
University,
Dominguez Hills
Future CSUDH
Transit Center

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

BOUNDARIES
! Transit Stations
Metro J Line (Silver)
Railroad
Sphere of Influence
City Boundary

NORTH CARSON

RECOMMENDATIONS
251 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN !
!
Anderson
Park
Dr.

Thomas G.

Mills Park
Dolphin
Park
Dominguez
Park
Friendship
Park
Perry St
Mini Park
Calas Park
Dominguez
Aquatic Center
¥405
S
AL

AMEDA S
T

E DEL AMO BLVD

S CENTRAL AVE

VERA ST

WILMINGTON AVE

E CARSON ST

S SANTA FE AVE
SA
NTA
FE
AVE

W VICTORIA ST

E VICTORIA ST

W CARSON ST

E UNIVERSITY DR
Doming
uez Channel
Compto
nCreek

LONG BEACH
CARSON

COMPTON
LOS

ANGELES

SPHERE OF

INFLUENCE
Future CSUDH
Transit Center

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

BOUNDARIES
! Transit Stations
Metro A Line (Blue)
Railroad
Sphere of Influence
City Boundary

EAST CARSON

RECOMMENDATIONS
CITY OF CARSON 252

STREET STARTSTREET ENDSTREET RECOMMENDATION
163rd St McKinley Ave High Visibility Crosswalk
168th St Main St High Visibility Crosswalk
168th St Main St HAWK
169th St Avalon Blvd High Visibility Crosswalk
169th St Avalon Blvd Leading Pedestrian Interval (LPI)
169th St Avalon Blvd Curb Extensions
169th St Avalon Blvd Transit Stop Improvements
184th St Avalon Blvd High Visibility Crosswalk
184th St Avalon Blvd Leading Pedestrian Interval (LPI)
186th St Avalon Blvd High Visibility Crosswalk
186th St Avalon Blvd Traffic Signal Improvement
189th St Avalon Blvd High Visibility Crosswalk
189th St Avalon Blvd Curb Extensions
213th St Selwyn Ave Dominguez Channel Pedestrian Lighting 213th St Main St High Visibility Crosswalk
213th St Bolsa Ave High Visibility Crosswalk
213th St Orrick Ave High Visibility Crosswalk
213th St Dolores St High Visibility Crosswalk
213th St Grace Ave High Visibility Crosswalk
213th St Avalon Blvd High Visibility Crosswalk
213th St Avalon Blvd Leading Pedestrian Interval (LPI)
213th St Avalon Blvd Transit Stop Improvements
213th St Wilmington Ave High Visibility Crosswalk
213th St Wilmington Ave Curb Extensions
214th St Main St High Visibility Crosswalk
215th St Main St High Visibility Crosswalk
215th St Main St Curb Extensions
215th St Main St Leading Pedestrian Interval (LPI)
216th St Main St Bolsa St Pedestrian Lighting
216th St Main St High Visibility Crosswalk
218th St Main St HAWK
218th St Main St High Visibility Crosswalk
219th St Avalon Blvd High Visibility Crosswalk
219th St Avalon Blvd Daylight Intersection
220th St Avalon Blvd Bonita St Enhance/Widen Sidewalk
220th St Bonita St Avalon Blvd Pedestrian Lighting
220th St Main St High Visibility Crosswalk
220th St Main St Curb Extensions
220th St Bonita St High Visibility Crosswalk
220th St Bonita St Traffic Circle
220th St Between Newkirk Ave
and Bonita St
Raised Crosswalk
220th St Newkirk Ave High Visibility Crosswalk

ALL PEDESTRIAN RECOMMENDATIONS
253 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

STREET STARTSTREET ENDSTREET RECOMMENDATION
220th St Newkirk Ave Curb Extensions
220th St Avalon Blvd High Visibility Crosswalk
220th St Avalon Blvd Leading Pedestrian Interval (LPI)
220th St Edgar St High Visibility Crosswalk
220th St Edgar St Traffic Circle
220th St Dolores St High Visibility Crosswalk
220th St Grace Ave High Visibility Crosswalk
220th St Moneta Ave Traffic Circle
220th St Moneta Ave High Visibility Crosswalk
220th St Grace Ave Traffic Circle
220th St Figueroa St High Visibility Crosswalk
222nd St Main St High Visibility Crosswalk
223rd St Dolores St Main St Pedestrian Lighting
223rd St Avalon Blvd Wilmington Ave New Sidewalk
223rd St Main St High Visibility Crosswalk
223rd St Main St Leading Pedestrian Interval (LPI)
223rd St Main St No Right on Red
223rd St Bonita St High Visibility Crosswalk
223rd St Bonita St Leading Pedestrian Interval (LPI)
223rd St Avalon Blvd High Visibility Crosswalk
223rd St Grace Ave High Visibility Crosswalk
223rd St Dolores St High Visibility Crosswalk
223rd St Dolores St Leading Pedestrian Interval (LPI)
223rd St Catskill Ave High Visibility Crosswalk
223rd St Moneta Ave High Visibility Crosswalk
223rd St Moneta Ave Leading Pedestrian Interval (LPI)
223rd St Moneta Ave Curb Extensions
223rd St Figueroa St High Visibility Crosswalk
223rd St Figueroa St Leading Pedestrian Interval (LPI)
223rd St Lucerne St Leading Pedestrian Interval (LPI)
223rd St Wilmington Ave High Visibility Crosswalk
223rd St Avalon Blvd Leading Pedestrian Interval (LPI)
223rd St Wilmington Ave Leading Pedestrian Interval (LPI) 224th Pl 224th Pl 226th Pl Traffic Calming
225th St Main St No Right on Red
225th St Kinard Ave High Visibility Crosswalk
228th St Main St High Visibility Crosswalk
228th St Main St Leading Pedestrian Interval (LPI)
228th St Catskill Ave High Visibility Crosswalk
228th St Catskill Ave Curb Extensions
228th St Dolores St High Visibility Crosswalk
228th St Dolores St Curb Extensions
228th St Grace Ave Traffic Circle
CITY OF CARSON 254

STREET STARTSTREET ENDSTREET RECOMMENDATION
228th St Avalon Blvd High Visibility Crosswalk
229th St 229th Pl High Visibility Crosswalk
231st St Main St High Visibility Crosswalk
234th St Main St High Visibility Crosswalk
234th St Main St Leading Pedestrian Interval (LPI)
234th St Main St Transit Stop Improvements
91 Off-ramp Main St High Visibility Crosswalk
91 Off-ramp Main St Pedestrian Refuge Island
Abbottson St Dalfsen Ave High Visibility Crosswalk
Abbottson St Harlan Ave High Visibility Crosswalk
Acoma Dr Haskins Ln High Visibility Crosswalk
Alameda St Overpass Pedestrian Lighting
Albertoni St Main St High Visibility Crosswalk
Albertoni St Main St Leading Pedestrian Interval (LPI)
Albertoni St Avalon Blvd High Visibility Crosswalk
Albertoni St Avalon Blvd Leading Pedestrian Interval (LPI) Albertoni St Avalon Blvd Pedestrian Refuge Island
Alondra Blvd Haskins Ln Leading Pedestrian Interval (LPI) Alondra Blvd Haskins Ln High Visibility Crosswalk
Alondra Blvd McKinley Ave High Visibility Crosswalk
Alondra Blvd Avalon Blvd Transit Stop Improvements
Alondra Blvd Avalon Blvd High Visibility Crosswalk
Artesia Blvd Avalon Blvd High Visibility Crosswalk
Artesia Blvd Avalon Blvd Leading Pedestrian Interval (LPI) Avalon Blvd 405 On-ramp Carson St Pedestrian Lighting
Avalon Blvd Alondra Blvd Albertoni St Enhance/Widen Sidewalk Avalon Blvd 91 Overpass Pedestrian Lighting
Bolsa St 216th St 215th St Traffic Calming
Bolsa St 216th St 215th St Pedestrian Lighting
Bonita St Carson St 220th St Enhance/Widen Sidewalk
Bonita St Carson St 220th St Pedestrian Lighting
Calbas St Bonita St High Visibility Crosswalk
Calstock St Dalfsen Ave High Visibility Crosswalk
Carson St Avalon Blvd Bonita St Traffic Calming
Carson St Civic Plaza Dr Vera St Enhance/Widen Sidewalk Carson St 405 Underpass Pedestrian Lighting
Carson St Figueroa St Avalon Blvd Pedestrian Lighting
Carson St In front of Carson
Library
Enhance/Widen Sidewalk
Carson St Moneta Ave Leading Pedestrian Interval (LPI)
Carson St Moneta Ave Curb Extensions
Carson St Main St Leading Pedestrian Interval (LPI)
Carson St Orrick Ave High Visibility Crosswalk
255 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

STREET STARTSTREET ENDSTREET RECOMMENDATION
Carson St Orrick Ave Curb Extensions
Carson St Dolores St Leading Pedestrian Interval (LPI)
Carson St Dolores St Traffic Signal Improvement
Carson St Ravenna Ave High Visibility Crosswalk
Carson St Grace Ave Curb Extensions
Carson St Grace Ave Leading Pedestrian Interval (LPI)
Carson St Grace Ave High Visibility Crosswalk
Carson St Via Verde Leading Pedestrian Interval (LPI)
Carson St Avalon Blvd Pedestrian Refuge Island
Carson St Avalon Blvd Leading Pedestrian Interval (LPI) Carson St Civic Center Dr High Visibility Crosswalk
Carson St Civic Center Dr Signage
Carson St Civic Center Dr Signal Warrant
Carson St Civic Plaza Dr Curb Extensions
Carson St Civic Plaza Dr Leading Pedestrian Interval (LPI) Carson St Civic Plaza Dr High Visibility Crosswalk
Carson St SB On-ramp High Visibility Crosswalk
Carson St SB On-ramp Curb Extensions
Carson St Recreation Rd High Visibility Crosswalk
Carson St Perry St High Visibility Crosswalk
Carson St Acarus Ave High Visibility Crosswalk
Carson St Vera St High Visibility Crosswalk
Carson St Between Moneta Ave
and Main St
HAWK
Carson St Between Moneta Ave
and Main St
High Visibility Colorful Crosswalk
Carson St Orrick Ave Leading Pedestrian Interval (LPI)
Carson St Wilmington Ave High Visibility Crosswalk
Carson St Wilmington Ave Leading Pedestrian Interval (LPI) Carson St Orrick Ave High Visibility Crosswalk
Carson St Main St Gateway
Carson St Avalon Blvd High Visibility Crosswalk
Carson St Between Dolores St
and Ravenna Ave
Raised Colorful Crosswalk
Carson St In front of Carson
Library
Colorful Crosswalk
Carson St In front of Carson
Library
HAWK
Cashdan St Kemp Ave Curb Extensions
Cashdan St Kemp Ave High Visibility Crosswalk
Cashdan St Wilmington Ave High Visibility Crosswalk
Cashdan St Wilmington Ave HAWK
Cashdan St Craigjon Ave High Visibility Crosswalk
Catskill Ave 228th St 223rd St Pedestrian Lighting
CITY OF CARSON 256

STREET STARTSTREET ENDSTREET RECOMMENDATION
Clarion Dr Main St High Visibility Crosswalk
Clarion Dr Main St Curb Extensions
Claude St Haskins Ln High Visibility Crosswalk
Claude St Haskins Ln Curb Extensions
Claude St S Tarrant Ave High Visibility Crosswalk
Claude St Visalia Ave High Visibility Crosswalk
Claude St McKinley Ave High Visibility Crosswalk
Claude St McKinley Ave Curb Extensions
Cyrene Dr Harlan Ave High Visibility Crosswalk
Del Amo Blvd Alvo Ave High Visibility Crosswalk
Del Amo Blvd Alvo Ave Curb Extensions
Del Amo Blvd Avalon Blvd High Visibility Crosswalk
Del Amo Blvd Avalon Blvd Leading Pedestrian Interval (LPI) Del Amo Blvd Leapwood Ave Leading Pedestrian Interval (LPI) Del Amo Blvd Leapwood Ave High Visibility Crosswalk
Dimondale Dr Dalfsen Ave High Visibility Crosswalk
Dimondale Dr Dalfsen Ave Curb Extensions
Dimondale Dr Wilmington Ave High Visibility Crosswalk
Dimondale Dr Wilmington Ave Curb Extensions
Dimondale Dr Harlan Ave High Visibility Crosswalk
Dolores St 223rd St 227th St Pedestrian Lighting
Dolores St In front of Dolores
School
High Visibility Crosswalk
Dolores St In front of Dolores
School
Pedestrian Refuge Island
Dolores St In front of Dolores
School
RRFB
Dolores St In front of Dolores
School
Curb Extensions
Dominguez Channel Underpass Pedestrian Lighting
Dominguez St Main St High Visibility Crosswalk
Double St Grace Ave Traffic Circle
Edom St Harlan Ave High Visibility Crosswalk
Elsmere Dr Nestor Ave High Visibility Crosswalk
Elsmere Dr Nestor Ave Curb Extensions
Existing midblock S of
Albertoni St
Broadway Remove Crosswalk
Fernrock St Harlan Ave High Visibility Crosswalk
Fernrock St Dalfsen Ave High Visibility Crosswalk
Figueroa St Moneta Ave North of 405
underpass
Pedestrian Lighting
Gardena Blvd Avalon Blvd High Visibility Crosswalk
Gardena Blvd Avalon Blvd Leading Pedestrian Interval (LPI) Gardena Blvd Avalon Blvd Transit Stop Improvements
257 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

STREET STARTSTREET ENDSTREET RECOMMENDATION
Gardena Blvd Main St High Visibility Crosswalk
Gardena Blvd Main St Leading Pedestrian Interval (LPI)
Gardena Blvd Ishida Ave High Visibility Crosswalk
Gardena Blvd Ishida Ave Curb Extensions
Gladwick St Wilmington Ave High Visibility Crosswalk
Gladwick St Gunlock Ave High Visibility Crosswalk
Gladwick St Gunlock Ave Curb Extensions
Gladwick St Gunlock Ave Raised Crosswalk
Gladwick St Earlie Ave High Visibility Crosswalk
Gladwick St Harlan Ave High Visibility Crosswalk
Gladwick St Tajauta Ave High Visibility Crosswalk
Grace Ave 213th St Curb Extensions
Haskins Ln Acoma Dr Tarrant Ave Enhance/Widen Sidewalk
Helmick St Wilmington Ave High Visibility Crosswalk
Helmick St Wilmington Ave Curb Extensions
Helmick St Camba Ave Curb Extensions
Helmick St Earlie Ave High Visibility Crosswalk
Helmick St Harlan Ave High Visibility Crosswalk
Jay St Main St High Visibility Crosswalk
Jay St Main St Pedestrian Refuge Island
Jay St Main St HAWK
Kamm St Wilmington Ave Gate
Kramer Dr Broadacres Ave Gunlock Ave Traffic Calming
Kramer Dr Gunlock Ave High Visibility Crosswalk
Kramer Dr Gunlock Ave Curb Extensions
Kramer Dr Andmark Ave High Visibility Crosswalk
Kramer Dr Grandee Ave High Visibility Crosswalk
Kramer Dr Broadacres Ave High Visibility Crosswalk
Kramer Dr Broadacres Ave Signage
Lucerne St 223rd St High Visibility Crosswalk
Main St Dominguez St Clarion Dr Enhance/Widen Sidewalk
Main St 405 On-ramp 405 Off-ramp Pedestrian Lighting
Main St 91 Overpass Pedestrian Lighting
Main St Alondra Blvd Del Amo Blvd Traffic Calming
Main St Between Albertoni St
and Victoria St
High Visibility Crosswalk
Main St Between Albertoni St
and Victoria St
Pedestrian Refuge Island
Main St Between Albertoni St
and Victoria St
HAWK
Millmont St Nestor Ave Kemp Ave Traffic Calming
Millmont St Grandee Ave Traffic Circle
Millmont St Nestor Ave High Visibility Crosswalk
CITY OF CARSON 258

STREET STARTSTREET ENDSTREET RECOMMENDATION
Millmont St Nestor Ave Curb Extensions
MLK Jr St Main St High Visibility Crosswalk
MLK Jr St Avalon Blvd High Visibility Crosswalk
MLK Jr St Avalon Blvd Pedestrian Refuge Island
MLK Jr St Avalon Blvd Curb Extensions
Moneta Ave 212th St Carson St Enhance/Widen Sidewalk
Nordby St McKinley Ave High Visibility Crosswalk
Orrick Ave Carson St 213th St Enhance/Widen Sidewalk
Orrick Ave Carson St 213th St Pedestrian Lighting
Orrick Ave 215th St High Visibility Crosswalk
Presidio Dr Santa Fe Ave Transit Stop Improvements
Presidio St Santa Fe Ave High Visibility Crosswalk
Sepulveda Blvd Main St High Visibility Crosswalk
Sepulveda Blvd Main St Leading Pedestrian Interval (LPI) Sepulveda Blvd Avalon Blvd High Visibility Crosswalk
Sepulveda Blvd Avalon Blvd Leading Pedestrian Interval (LPI) Sepulveda Blvd Wilmington Ave High Visibility Crosswalk Sepulveda Blvd Wilmington Ave Leading Pedestrian Interval (LPI) Sepulveda Blvd Dolores St High Visibility Crosswalk
Tarrant Ave Haskins Ln High Visibility Crosswalk
Torrance Blvd Main St High Visibility Crosswalk
Torrance Blvd Main St Leading Pedestrian Interval (LPI) Turmont St Broadacres Ave Gunlock Ave Pedestrian Lighting Turmont St Craigjon Ave High Visibility Crosswalk
Turmont St Kemp Ave High Visibility Crosswalk
Turmont St Craigjon Ave Curb Extensions
Turmont St Gunlock Ave High Visibility Crosswalk
Turmont St Gunlock Ave Traffic Circle
Turmont St Broadacres Ave High Visibility Crosswalk
Turmont St Broadacres Ave Curb Extensions
Turmont St Cliveden Ave High Visibility Crosswalk
Turmont St Northwood Ave High Visibility Crosswalk
Turmont St Harlan Ave High Visibility Crosswalk
Turmont St Tajauta Ave Traffic Circle
Turmont St Tajauta Ave High Visibility Crosswalk
Turmont St Nestor Ave High Visibility Crosswalk
Turmont St Annalee Ave Traffic Circle
Turmont St Eddington Dr Traffic Circle
Turmont St Galway Ave Traffic Circle
Turmont St Coslin Ave Curb Extensions
Turmont St Coslin Ave High Visibility Crosswalk
Turmont St Annalee Ave High Visibility Crosswalk
Turmont St Campaign Dr Curb Extensions
259 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

STREET STARTSTREET ENDSTREET RECOMMENDATION
Turmont St Galway Ave High Visibility Crosswalk
Turmont St Eddington Dr High Visibility Crosswalk
Turmont St Central Ave High Visibility Crosswalk
University Dr Wilmington Ave High Visibility Crosswalk
University Dr Central Ave High Visibility Crosswalk
University Dr Central Ave Leading Pedestrian Interval (LPI) Victoria St Avalon Blvd Tamcliff Ave Traffic Calming
Victoria St Central Ave Wilmington Ave Traffic Calming
Victoria St Main St High Visibility Crosswalk
Victoria St Main St Leading Pedestrian Interval (LPI)
Victoria St Avalon Blvd High Visibility Crosswalk
Victoria St Avalon Blvd Leading Pedestrian Interval (LPI) Victoria St Avalon Blvd Transit Stop Improvements
Victoria St Wilmington Ave High Visibility Crosswalk
Victoria St Wilmington Ave Leading Pedestrian Interval (LPI) Victoria St Figueroa St High Visibility Crosswalk
Victoria St Figueroa St Leading Pedestrian Interval (LPI) Victoria St Broadway High Visibility Crosswalk
Victoria St Broadway Leading Pedestrian Interval (LPI)
Victoria St Tamcliff Ave High Visibility Crosswalk
Victoria St Tamcliff Ave Curb Extensions
Victoria St Birch Knoll Dr High Visibility Crosswalk
Victoria St Birch Knoll Dr Curb Extensions
Victoria St Central Ave High Visibility Crosswalk
Victoria St Central Ave Leading Pedestrian Interval (LPI) Victoria St Tamcliff Ave Traffic Signal Improvement
Visalia Ave End of Street Gate
Walnut St Avalon Blvd High Visibility Crosswalk
Walnut St Avalon Blvd Leading Pedestrian Interval (LPI) Walnut St Avalon Blvd Pedestrian Refuge Island
Wilmington Ave On-ramp Off-ramp Pedestrian Lighting
Wilmington Ave 213th St Carson St Traffic Calming
Wilmington Ave Railroad Gate
CITY OF CARSON 260
!
!
!
!
!
!
!
!
!
!
¥110
¥405
¥710
Ä91
E 213TH ST

N WILMINGTON BLVD

FIGUEROA ST
S VERM
ON
T AVE

AVALON BLVD

W WARDLOW RD

S ALAMEDA ST
E 223RD ST

E DEL AMO BLVD

N LONG BEACH
BLVD
TERM
IN

AL ISLAND FW
Y
S M
AIN ST

E SEPULVEDA BLVD

E ALONDRA BLVD

LOMITA BLVD

S CENTRAL AVE

VERA ST

WILMINGTON AVE
M
AIN ST
W 190TH ST

S BROADW
AY

TORRANCE BLVD

W GREENLEAF BLVD

W CARSON ST
NORM

ANDIE AVE
W 161ST ST

ALAMEDA ST
W 52ND ST

W WILLOW ST
W 182ND ST

N PACIFIC AVE

W CALDWELL ST

W ALONDRA BLVD

W SPRING ST

E V A C I F I C A P

SANTA FE AVE

N AVALON BLVD

E LOMITA BLVD

MARKET ST

E WALNUT ST

STW VICTORIA

W LOMITA BLVD

W ARTESIA BLVD

S FIGUEROA ST

W DEL AMO BLVD

E CARSON ST

E ALBERTONI ST

E VICTORIA ST

E UNIVERSITY DR

E GARDENA BLVD

S SUSANA RD
Vernon Hemingway Park
Stevenson Park
Victoria
Park
Victoria
Golf
Course
Del Amo
Park
Dolphin Park
Dominguez
Park
Carson
Park
Veterans
Park
Foisia Park
Calas Park
Compton Creek
Dominguez Channel
Los Angeles River

LONG BEACH
CARSON

PARAMOUNT

COMPTON

LOS ANGELES

GARDENA

SPHERE OF

INFLUENCE
California State
University,
Dominguez Hills
Future CSUDH
Transit Center

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

BOUNDARIES
! Transit Stations
Metro A Line (Blue)
Metro J Line (Silver)
Railroad
City Boundary
Class IV - Protected Bike Lanes
Class IIIB - Bicycle Boulevards
Class IIB - Buffered Bike Lanes
Bike Facility in Design
Class III - Bike Routes
Class II - Bike Lanes
Class I - Shared-Use Paths

EXISTING/PROPOSED BIKEWAYS

BICYCLE RECOMMENDATIONS
Data provided by the City of Carson. Date saved: 12/30/2024. 0 1 2 MILES

CITYWIDE

RECOMMENDATIONS
261 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN !
Victoria Golf Course Del Amo Park
Dr. Thomas G. Mills
Park
Dolphin
Park
Carson Park
Friendship
Park
Veterans Park
Foisia Park
Carriage
Crest
Park
Perry St
Mini Park
Calas Park
Reflections
Mini
Park
Veterans Sports Complex
¥405

FIGUEROA
ST

W DEL AMO BLVD

AVALON BLVD
E 223RD ST

S FIGUEROA ST

E SEPULVEDA BLVD

E DEL AMO BLVD

VERA ST

W SEPULVEDA BLVD

W TORRANCE BLVD

MAIN ST

WILMINGTON AVE

W CARSON ST E CARSON ST
Domi
nguez Channel
CARSON
LOS

ANGELES

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

BOUNDARIES
! Transit Stations
Metro J Line (Silver)
Railroad
Sphere of Influence
City Boundary
Class IV - Protected Bike Lanes
Class IIIB - Bicycle Boulevards
Class IIB - Buffered Bike Lanes
Bike Facility in Design
Class III - Bike Routes
Class II - Bike Lanes
Class I - Shared-Use Paths

EXISTING/PROPOSED BIKEWAYS

BICYCLE RECOMMENDATIONS
Data provided by the City of Carson. Date saved: 12/30/2024. 0 0.4 0.8 MILES

SOUTH CARSON

RECOMMENDATIONS
CITY OF CARSON 262
!
!
!
Vernon
Hemingway
Park
Walnut
Street
Park
Stevenson
Park
Victoria Park
Victoria
Golf Course
Del Amo
Park
Dr.

Thomas G.

Mills Park
Hemingway Aquatic
Center
¥405
¥110
Ä91

W DEL AMO BLVD

W CALDWELL ST

PEPPERDINE DR

W ALONDRA BLVD
AVA

LON BLVD

S MAIN ST

E DEL AMO BLVD

S CENTRAL AVE

E ALONDRA BLVD

MAIN ST

MONETA AVE
W 190TH ST

S BROADWAY
W182ND ST

W WALNU
T ST

E WALNUT ST

W VICTORIA ST

S FIGUEROA ST

E ALBERTONI ST

E VICTORIA ST

E UNIVERSITY DR

W GREENLEAF BLVD

E GARDENA BLVD

W ARTESIA BLVD
Domin
guez Channel
CARSON

COMPTON
LOS

ANGELES
California State
University,
Dominguez Hills
Future CSUDH
Transit Center

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

EXISTING/PROPOSED BIKEWAYS

BICYCLE RECOMMENDATIONS
Data provided by the City of Carson. Date saved: 12/30/2024. 0 0.4 0.8 MILES

NORTH CARSON

RECOMMENDATIONS
263 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN !
!
Anderson
Park
Dr.

Thomas G.

Mills Park
Dolphin
Park
Dominguez
Park
Friendship
Park
Perry St
Mini Park
Calas Park
Dominguez
Aquatic Center
¥405
E 213TH ST
S
AL

AMEDA S
T

E DEL AMO BLVD

S CENTRAL AVE

VERA ST

WILMINGTON AVE

E CARSON ST

S SANTA FE AVE
SA
NTA
FE
AVE

W VICTORIA ST

E VICTORIA ST

W CARSON ST

E UNIVERSITY DR
Doming
uez Channel
Compto
nCreek

LONG BEACH
CARSON

COMPTON
LOS

ANGELES

SPHERE OF

INFLUENCE
Future CSUDH
Transit Center

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

BOUNDARIES
! Transit Stations
Metro A Line (Blue)
Railroad
Sphere of Influence
City Boundary
Class IV - Protected Bike Lanes
Class IIIB - Bicycle Boulevards
Class IIB - Buffered Bike Lanes
Bike Facility in Design
Class III - Bike Routes
Class II - Bike Lanes
Class I - Shared-Use Paths

EXISTING/PROPOSED BIKEWAYS

BICYCLE RECOMMENDATIONS
Data provided by the City of Carson. Date saved: 12/30/2024. 0 0.4 0.8 MILES

EAST CARSON

RECOMMENDATIONS
CITY OF CARSON 264
!
!
Anderson
Park
Dr.

Thomas G.

Mills Park
Dolphin
Park
Dominguez
Park
Friendship
Park
Perry St
Mini Park
Calas Park
Dominguez
Aquatic Center
¥405
E 213TH ST
S
AL

AMEDA S
T

E DEL AMO BLVD

S CENTRAL AVE

VERA ST

WILMINGTON AVE

E CARSON ST

S SANTA FE AVE
SA
NTA
FE
AVE

W VICTORIA ST

E VICTORIA ST

W CARSON ST

E UNIVERSITY DR
Doming
uez Channel
Compto
nCreek

LONG BEACH
CARSON

COMPTON
LOS

ANGELES

SPHERE OF

INFLUENCE
Future CSUDH
Transit Center

CITY OF CARSON

ACTIVE TRANSPORTATION
PLAN
DESTINATIONS +

EXISTING/PROPOSED BIKEWAYS

BICYCLE RECOMMENDATIONS
Data provided by the City of Carson. Date saved: 12/30/2024. 0 0.4 0.8 MILES

EAST CARSON

RECOMMENDATIONS

STREET START STREET END STREET MILEAGE RECOMMENDATION
Alameda Corridor W Domingez St E Domingez St 0.06 I
Alameda St Del Amo Blvd Lomita Blvd 3.33 I
Avalon Blvd Carson St Del Amo Blvd 1.12 I
Class I Avalon Blvd Alondra Blvd 0.75 I
Dominguez Channel 223rd St City Limit 2.66 I
213th St Vera St Wilmington Ave 0.60 II
213th St Chico St Vera St 0.50 II
Dolores St 228th St 223rd St 0.37 II
University Dr Campaign Dr Central Ave 0.64 II
Carson St Avalon Blvd East of 405 On-ramp 0.44 IIB
Dominguez St Alameda St City Limit 0.86 IIB
Dominguez St Wilmington Ave East dead end 0.72 IIB
E Dominguez St Avalon Blvd Annalee Ave 0.60 IIB
Leapwood Ave E Del Amo Blvd E 213th St 0.83 IIB
Vera St 213th St Carson St 0.25 IIB
214th St Figueroa St Main St 0.43 IIIB
220th St Figueroa St 223rd St 2.21 IIIB
220th St Vera St Carson St 1.27 IIIB
228th St City Boundary Avalon Blvd 1.35 IIIB
Bonita St Carson St 223rd St 0.51 IIIB
Campaign Dr University Dr Turmont St 0.41 IIIB
Cashdan St Craigjon St Wilmington Ave 0.08 IIIB
Craigjon Ave Cashdan St Turmont St 0.15 IIIB
Dolores St 223rd St 213th St 0.76 IIIB
Galway Ave Turmont St Del Amo Blvd 0.31 IIIB
Gardena Blvd / Claude St Avalon Blvd S McKinley Ave 0.48 IIIB Grace Ave Dead End 223rd St 1.01 IIIB
Haskins Ln Alondra Blvd Claude St 0.24 IIIB
Moneta Ave 214th St 228th St 1.06 IIIB
Turmont St Avalon Blvd Wilmington Ave 1.78 IIIB
Vera St Carson St 220th St 0.26 IIIB
223rd St Figueroa St Wilmington Ave 2.51 IV
Avalon Blvd Alondra Blvd Del Amo Blvd 2.68 IV
Avalon Blvd City boundary Carson St 1.86 IV
Carson St Wilmington Ave Alameda St 0.78 IV
Del Amo Blvd West City Boundary Wilmington Ave 2.96 IV
Del Amo Blvd Wilmington Ave City Limit 1.61 IV
Main St 214th St 223rd St 0.72 IV
Main St Del Amo Blvd 213th St 0.75 IV
Sepulveda Blvd Figueroa St E City Limit 3.69 IV
Victoria St Main St Avalon Blvd 0.55 IV
Victoria St Figueroa St Main St 0.40 IV
Victoria St Avalon Blvd Wilmington Ave 1.75 IV

ALL BICYCLE RECOMMENDATIONS
265 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

APPENDIX E

CONCEPT SCHEMATICS
CITY OF CARSON 266

267 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

268 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

269 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

270 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

271 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

272 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

273 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

274 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

275 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

276 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

277 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

278 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

279 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

280 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

281 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

282 ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

CITY OF CARSON 299

RESOLUTION NO. 25-019

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARSON, CALIFORNIA,

APPROVING THE CITY OF CARSON ACTIVE TRANSPORTATION AND

COMMUNITY CONNECTIVITY PLAN

WHEREAS, the California Department of Transportation (Caltrans) has established a program for cities to conduct transportation studies and planning.

Under the scope of the Restricted Grant Agreement, the City of Carson (City) was required to develop the Carson Active Transportation and Community Connectivity Plan (CATCP) to enable a safer experience and connectivity to disadvantaged communities within the City by addressing active transportation mobility gaps that negatively impact access to everyday destinations; and

WHEREAS, the City was awarded a grant fund from the State of California to develop the CATCP for $358,000 in State funds; and

WHEREAS, the City adopted the Master Plan of Bikeways in August 2013 as a strategic vision for improved bicycle transportation in the City, guiding bike infrastructure, policy and programs; and

WHEREAS, the City drafted an Active Transportation Plan in 2015 that, although never formally adopted, sought to tie together the Master Plan of Bikeways and a Pedestrian Master Plan; and

WHEREAS, the City adopted the 2040 General Plan in April 2023 which included an interim update to the Master Plan of Bikeways; and

WHEREAS, the City intends to initiate updates to the Bicycle Master Plan as noted in the 5-Year CIP approved by City Council on June 18, 2024; and

WHEREAS, this CATCP was developed by Alta Planning + Design, Inc., working with City staff. The projects and programs identified in the CATCP will address mobility challenges in the City and provide a blueprint for improving active transportation citywide. The CATCP was created through a collaborative effort between the City and the community and builds upon previous planning efforts. The CATCP is designed to inform the update of the Bicycle Master Plan and associated policies; and

WHEREAS, Public Resources Code Section 21080.20 (as amended by SB 922) exempts active transportation plans from review under CEQA. The proposed plan qualifies for a Statutory Exemption under SB 922 as an active transportation plan because it is a plan developed by a local jurisdiction (City of Carson) that promotes and encourages residents to choose walking or bicycling through the creation of safe, comfortable, connected and accessible pedestrian and bicycling networks. Therefore, the project is exempt from CEQA requirements pursuant to Public Resources Code Section 21080.20; and

WHEREAS, pursuant to Section 21080.20 of Public Resources Code, the City Council has, following notice duly given, held a public hearing on March 4, 2025 regarding the approval of the CATCP and heard and considered public testimony thereon.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF CARSON, CALIFORNIA, DOES HEREBY FIND, DETERMINE AND RESOLVE AS FOLLOWS:

Section 1. The City Council hereby adopts and approves the City of Carson Active Transportation and Community Connectivity Plan, attached hereto as Exhibit “A” and made part of this Resolution.

Section 2. The City Council declares that, should any provision, section, paragraph, sentence or word of this Resolution be rendered or declared invalid by any final court action in a court of competent jurisdiction or by reason of any preemptive legislation, the remaining provisions, sections, paragraphs, sentences or words of this Resolution as hereby adopted shall remain in full force and effect.

Section 3. The City Clerk shall certify to the adoption of this resolution and enter it into the book of original Resolutions.

Section 4. This Resolution shall be effective immediately upon its adoption.

PASSED, APPROVED, AND ADOPTED this 4th day of March, 2025.

APPROVED AS TO FORM: CITY OF CARSON:

__________________________ _______________________________ Sunny K. Soltani, City Attorney Lula Davis-Holmes, Mayor

ATTEST:

_______________________________
Dr. Khaleah K. Bradshaw, City Clerk

STATE OF CALIFORNIA )
COUNTY OF LOS ANGELES ) ss.

CITY OF CARSON )

I, Dr. Khaleah K. Bradshaw, City Clerk of the City of Carson, California, hereby attest to and certify that the foregoing resolution, being Resolution No. 25-019 adopted by the City of Carson City Council at its meeting held on March 4, 2025, by the following vote:

AYES: COUNCIL MEMBERS: None
NOES: COUNCIL MEMBERS: None
ABSTAIN: COUNCIL MEMBERS: None
ABSENT: COUNCIL MEMBERS: None

_________________________________________
Dr. Khaleah K. Bradshaw, City Clerk

EXHIBIT “A”

CITY OF CARSON

ACTIVE TRANSPORTATION AND COMMUNITY CONNECTIVITY PLAN

SEE ATTACHED

NOTICE OF EXEMPTION
To: County Clerk/ Registrar-Recorder FROM: Public Works/ Engineering County of Los Angeles City of Carson
Environmental Filings 701 E. Carson Street
12400 E. Imperial Highway Carson, CA 90745
Norwalk, CA 90650
Project Title:

City of Carson Active Transportation and Community Connectivity Plan Project Applicant:

City of Carson, Public Works Division

Project Location - Specific:

Citywide

Project Location – City & County
Carson, County of Los Angeles

Description of Nature, Purpose and Beneficiaries of Project:

The Carson Active Transportation and Community Connectivity Plan (CATCP) is intended to bring safer and more connected streets to the city of Carson by eliminating active transportation mobility gaps that negatively impact access to neighborhood schools, parks, grocery stores, hospitals and health centers, and employment centers, as well as regional transit centers, transit stops.

Name of Public Agency Approving Project:

City of Carson

Name of Person or Agency Carrying Out Project:

City of Carson, Public Works Division

Exempt Status: (check one):

Ministerial (Sec. 21080(b)(1); 15268);
Declared Emergency (Sec. 21080(b)(3); 15269(a));
Emergency Project (Sec. 21080(b)(4); 15269(b)(c));
Categorical Exemption: Section: Class:

Statutory Exemption: 21080.20 Section: Class:

Reasons why project is exempt:

Public Resources Code Section 21080.20 (as amended by SB 922) exempts active transportation plans from review under CEQA. The proposed plan qualifies for a Statutory Exemption under SB 922 as an active transportation plan because it is a plan developed by a local jurisdiction (City of Carson) that promotes and encourages residents to choose walking or bicycling through the creation of safe, comfortable, connected and accessible pedestrian and bicycling networks. Therefore, the project is exempt from CEQA requirements pursuant to Public Resources Code Section 21080.20

Lead Agency Contact Person:

John Merrill (310)830-7600

Signature: ____________________________ Date:_________________

CITY OF CARSON 701 East Carson Street
Report to Honorable Mayor and City Council
Tuesday, March 4, 2025, 5:00 PM
SPECIAL ORDERS OF THE DAY 25. To: Honorable Mayor and City Council From: Saied Naaseh, Director of Community Development CD Administration Subject: A PUBLIC HEARING TO CONSIDER ADOPTION OF RESOLUTION NO. 25-031 FOR APPROVALOF GENERAL PLAN AMENDMENT NO. 2-24 AMENDING THE CORRIDOR MIXED USE (CMU) LAND USEDESIGNATION DESCRIPTION TO ALLOW FOR THE PERMITTED USES SET FORTH IN THE PERRY STREETSPECIFIC PLAN AND FOR APPROVAL OF SPECIFIC PLAN AMENDMENT NO. 2-24 AMENDING THE PERRYSTREET SPECIFIC PLAN TO ALLOW FOR DEVELOPMENT OF A 62-UNIT RESIDENTIAL TOWNHOMEDEVELOPMENT, AS AN ALTERNATIVE TO THE PREVIOUSLY-APPROVED SELF-STORAGE PROJECT, ANDCONSIDER INTRODUCTION OF ORDINANCE NO. 25-2506 FOR APPROVAL OF DEVELOPMENTAGREEMENT NO. 2-24 (DA) AMENDING DEVELOPMENT AGREEMENT NO. 27-21 TO PROVIDE CERTAINCOMMUNITY BENEFITS TO THE CITY, AND CONSIDER APPROVING AN ADDENDUM TO THE CARSON 2040GENERAL PLAN UPDATE ENVIRONMENTAL IMPACT REPORT WITH RESPECT TO THE ABOVEAPPLICATIONS FOR A 2.8 ACRE SITE LOCATED AT 21611 PERRY STREET, APN 7327-010-014 AND 015 (CITYCOUNCIL).

I. SUMMARY
In October 2022, the City approved the development of a self-storage facility on the site consisting of approximately 121,775 square feet (“Self-Storage Project”). The Applicant now proposes to develop the site with 62 market rate townhomes (“Residential Project”) but also wishes to maintain the option of developing the Self-Storage Project on the site.

On February 11, 2024, the Planning Commission considered the applicant’s request for the Residential Project and unanimously adopted Resolution No. 25-2881, conditionally approving an Addendum to the Carson 2040 General Plan Update EIR, Site Plan and Design Review No. 20-24, and Vesting Tentative Tract Map No. 3-24, all contingent upon City Council approval of GPA No. 2-24, SPA No. 2-24, and DA No. 2-24. The Planning Commission further recommended the City Council to approve the associated General Plan Amendment (GPA No. 2-24), Speciﬁc Plan Amendment (SPA No. 2-24), and Development Agreement (DA No. 2-24) which are subject of this item.

The Planning Commission was informed that the applicant has secured initial approvals from the California Regional Water Quality Control Board (“Water Board”) to amend the existing land use covenant for the property to allow residential uses on the site subject to approval and oversight by the California Department of Toxic Substances Control (“DTSC”). Staff has included conditions of approval requiring the applicant to obtain ﬁnal clearances from the Water Board and DTSC prior to issuance of any permits and occupancy of the units. These clearances will ensure the homes are safe to be built and occupied.

II. RECOMMENDATION
TAKE the following actions:

1. OPEN the Public Hearing, TAKE public testimony, and CLOSE the Public Hearing;

2. WAIVE FURTHER READING AND ADOPT RESOLUTION NO. 25-031, “A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARSON, CALIFORNIA, APPROVING (1) AN ADDENDUM TO THE 2040 GENERAL PLAN UPDATE ENVIRONMENTAL IMPACT REPORT WITH RESPECT TO GENERAL PLAN AMENDMENT NO. 2-24 AND SPECIFIC PLAN AMENDMENT NO. 2-24, (2) GENERAL PLAN AMENDMENT NO. 2-24 TO AMEND THE CORRIDOR MIXED USE GENERAL PLAN LAND USE DESIGNATION, AND (3) SPECIFIC PLAN AMENDMENT NO. 2-24 TO AMEND THE PERRY STREET SPECIFIC PLAN, RELATED TO THE DEVELOPMENT OF A 62-UNIT RESIDENTIAL TOWNHOME CONDOMINIUM PROJECT ON A 2.80-ACRE PROPERTY LOCATED AT 21611 STREET (APNS 7327-010-014 & 7327-010-015)”; AND

3. INTRODUCE for ﬁrst reading, by title only and with full reading waived, ORDINANCE NO. 25-2506, “AN UNCODIFIED ORDINANCE OF THE CITY OF CARSON, CALIFORNIA, APPROVING (1) AN ADDENDUM TO THE 2040 GENERAL PLAN UPDATE ENVIRONMENTAL IMPACT REPORT WITH RESPECT TO DEVELOPMENT AGREEMENT NO. 2-24, AND (2) DEVELOPMENT AGREEMENT NO. 2-24, AN AMENDMENT TO DEVELOPMENT AGREEMENT NO. 27-21 BETWEEN THE CITY OF CARSON AND 21611 PERRY STREET LLC, FOR A PROPOSED 62-UNIT RESIDENTIAL TOWNHOME CONDOMINIUM DEVELOPMENT AS AN ALTERNATIVE TO A SELF- STORAGE FACILITY AT 21611 PERRY STREET”.

III. ALTERNATIVES
TAKE another action the City Council deems appropriate.

IV. BACKGROUND
Project Description
The Residential Project conditionally approved by the Planning Commission included Site Plan and Design Review No. 20-24, and Vesting Tentative Tract Map No. 3-24, which pave the way for development of a residential condominium townhome development consisting of 62 market-rate townhomes. The project will include eight (8) two-bedroom units, 27 three-bedroom units, and 27 four-bedroom units, ranging from 1,168 square feet to 1,783 square feet. All townhome structures are three stories, Exhibit No. 1.

The project would provide common amenities such as a barbecue area, pedestrian paseos and courtyard gardens. Each townhome unit will have an average of approximately 76 square feet of private open space in the form of a patio or a balcony. Each townhome will have an attached two-car garage totaling 124 residential parking spaces. In addition, the project includes 26 off-street guest spaces.

The approval of the Planning Commission, in addition to being subject to conditions of approval, was contingent on City Council approving (i) GPA No. 2-24, (ii) SPA No. 2-24, and (iii) DA No. 2-24 which are all subjects of this item and further described below, Exhibit No. 2.

General Plan Amendment
The site is located in the Corridor Mixed Use General Plan land use designation and the Residential Project is consistent with the requirements of this land use designation, provided the Applicant provides community beneﬁts, which the Applicant has agreed to do in the proposed DA Amendment (discussed below). The Applicant also has an existing vested right to develop the Self-Storage Project on the site under Development Agreement No. 27-21, regardless of the current land use designation. However, for the sake of ensuring/clarifying that the Self-Storage Project is a permitted uses of the site that is consistent with the General Plan, and to ensure consistency of the Perry Street Speciﬁc Plan with the General Plan, the Applicant has proposed to amend the description of the Corridor Mixed Use land use designation in the General Plan to add the following language to the end of ﬁrst paragraph of the Corridor Mixed Use (CMU) land use description:
“Notwithstanding any other provision governing the Corridor Mixed Use land use designation, properties located within the Corridor Mixed Use land use designation that are also within the Perry Street Speciﬁc Plan area shall be developed in accordance with the permitted land uses in the Perry Street Speciﬁc Plan, including any amendments thereto, as well as any other provisions of the Corridor Mixed Use land use designation.”
This amendment would permit any use on the site that is permitted in the Perry Street Speciﬁc Plan, which effectively means that both the Self-Storage Project and the Residential Project uses would be permitted on the site. The self-storage project is consistent with the General Plan since measures have been included in the Speciﬁc Plan development standards as well as the design guidelines, design of the project, and conditions of approval of the self-storage facility that have made the self-storage facility compatible with the surrounding areas.

Speciﬁc Plan Amendment
The site is located in the Perry Street Speciﬁc Plan (PSSP), which serves as its zoning. The PSSP, in its current form, allows for development of the Self-Storage Project, but does not permit the development of the Residential Project. The proposed amendment to the PSSP would make the Residential Project a permitted use in the PSSP, giving the applicant the option to develop the Residential Project on the Property as an alternative to developing the Self-Storage Project, Exhibit No. 3.

Amended and Restated Development Agreement
The applicant originally entered into a development agreement with the City for the Self-Storage Project. The development agreement includes the obligations of both the applicant and the City and speciﬁes standards and conditions that will govern the project for the term of the DA. The term of the development agreement is through 2037, Exhibit No. 4.

The site is currently subject to Development Agreement No. 27-21, which gives the Applicant a vested right to develop the Self-Storage Project on the site. The Applicant has requested amendments to the Development Agreement, which would give the Applicant certain vested rights to develop the Residential Project on the property as an alternative to developing the approved Self-Storage Project, in exchange for the provision of community beneﬁts to the City.

The site is located in the Corridor Mixed Use General Plan land use designation. The Applicant is required to provide community beneﬁts to the City under the Corridor Mixed Use General Plan land use designation, as the Floor Area Ratio (FAR) of the Residential Project is 1.1 and the Corridor Mixed Use General Plan land use designation provides for a maximum FAR of 1.0 but states that said maximum FAR may be increased by up to 15% with community beneﬁts. The Residential Project also requires community beneﬁts because it does not contain active ground ﬂoor commercial uses.

The Corridor Mixed Use General Plan land use designation also requires residential developments to provide a commercial component creating a mixed-use development. The General Plan allows purely residential projects only in circumstances where ground ﬂoor or commercial use is not desirable or practical, in which case it permits substitution of commercial uses with community beneﬁt.

In exchange for the City granting the Applicant a vested right to develop the Residential Project on the site and allow development of this purely residential project, the Applicant has agreed to provide the following community beneﬁts, for a total of $1,817,327:

Payment of Development Impact Fees of $1,267,327 prior to issuance of any building permits; Payment of $250,000 prior to issuance of any building permits or annexation to the Community Facilities District (CFD) prior to recordation of the map; Payment of $250,000 as a contribution to the Citywide Commercial Façade Improvement Program within 30 days of City’s request;
Payment of a $50,000 Development Agreement fee, prior to issuance of any building permits.

Developer has expended signiﬁcant time with the DTSC and the Water Board to address site remediation issues, and has spent over $1,000,000 in foregoing the previously approved redevelopment of the Property with Project A and creating a viable path for residential redevelopment. The Developer’s actions and commitments related to the remediation and productive re-development of the Property for Project B provides a substantial community beneﬁt to the City by (a) remediating a previously contaminated site, and (b) allowing for the removal of the Environmental Covenant and the use of the Property for residential development in the form of Project B, which is both a desirable and much- needed use in the City.

Environmental Review
The proposed development constitutes a project within the scope of the California Environmental Quality Act (CEQA) and the City’s CEQA Guidelines. Accordingly, the applicant has prepared an Addendum to the Carson 2040 General Plan Update Environmental Impact Report (“EIR”) (SCH #2001091120) for the Project. The EIR included an environmental impact (and/or effects) analysis of the full build out of the residential density allowed in the General Plan. The proposed project does not exceed the residential density permitted in the General Plan, nor does it include any other project features that would result in impacts not already suﬃciently analyzed the EIR.

Section 15164(a) of the CEQA Guidelines (Title 14 of the California Code of Regulations) states that: “The lead agency or responsible agency shall prepare an addendum to a previously certiﬁed EIR if some changes or additions are necessary but none of the conditions described in Section 15162 calling for preparation of a subsequent EIR have occurred.” The conditions in Section 15162 requiring a subsequent EIR are as follows:
(1) Substantial changes are proposed in the project which will require major revisions of the previous EIR or negative declaration due to the involvement of new signiﬁcant environmental effects or a substantial increase in the severity of previously identiﬁed signiﬁcant effects; (2) Substantial changes occur with respect to the circumstances under which the project is undertaken, which will require major revisions of the previous EIR or negative declaration due to the involvement of new signiﬁcant environmental effects or a substantial increase in the severity of previously identiﬁed signiﬁcant effects; or
(3) New information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the previous EIR was certiﬁed as complete or the negative declaration was adopted, shows any of the following:
(A) The project will have one or more signiﬁcant effects not discussed in the previous EIR or negative declaration;
(B) Signiﬁcant effects previously examined will be substantially more severe than shown in the previous EIR;
(C) Mitigation measures or alternatives previously found not to be feasible would in fact be feasible, and would substantially reduce one or more signiﬁcant effects of the project, but the project proponents decline to adopt the mitigation measure or alternative; or (D) Mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more signiﬁcant effects on the environment, but the project proponents decline to adopt the mitigation measure or alternative.

The residential density of the proposed project (22.14 dwelling units/acre) is signiﬁcantly less than the 40 du/ac analyzed in the EIR. Also, any potential effects from including any of the higher intensity industrial uses also studied in the EIR are being avoided by the proposed fully-residential project. As demonstrated by the detailed environmental analysis included in the Addendum, the project would not result in any new signiﬁcant impacts or effects, nor would it substantially increase the severity of previously identiﬁed signiﬁcant impacts or effects. Rather, all of the impacts or effects associated with the project are within the envelope of impacts addressed in the EIR and do not constitute a new or substantially increased signiﬁcant impact or effect. Therefore, the modiﬁcations resulting from the project do not meet the criteria for a Supplemental or Subsequent EIR pursuant to Public Resources Code Section 21166 and CEQA Guidelines Section 15162 and 15163.

V. FISCAL IMPACT
Through the Development Agreement, the applicant would provide the following community beneﬁts for the Residential Project for a total of $1,817,327:

Payment of Development Impact Fees of $1,267,327;
Payment of $250,000 or annexation to the Community Facilities District (CFD); Payment of $250,000 a contribution to the Citywide Commercial Façade Improvement Program; and Payment of a $50,000 Development Agreement fee.

VI. EXHIBITS

1. Development Plans
https://ci.carson.ca.us/content/ﬁles/pdfs/planning/docs/projects/PerrySt/Att%201%20Development%20Plans%20CO

2. Planning Commission Resolution No. 25-2881

3. Resolution 25-031 - Addendum, Speciﬁc Plan Amendment No. 2-24 and General Plan Amendment No.2-24 a. Legal Description
b. Addendum https://ci.carson.ca.us/CommunityDevelopment/PerrySt.aspx c. General Plan Amendment
d. Speciﬁc Plan Amendment 00.PERRY STREET SPECIFIC PLAN AMENDMENT (SP-2-24).pdf

4. Ordinance 25-2506 - Addendum and Development Agreement No. 2-24 a. Legal Description
b. Addendum https://ci.carson.ca.us/CommunityDevelopment/PerrySt.aspx c. Development Agreement
Prepared by: Leila Carver, Contract Planner/Saied Naaseh, Community Development Director

Attachments
Exhibit No. 1 - Development Plans - Link
Exhibit No. 2 - Resolution 25-2881
Exhibit No. 3 - Resolution No. 25-031 Addendum Speciﬁc Plan Amendment No. 2-24 & GP Amendment 2-24 Exhibit No. 4 - Ordinance No. 25-2506_ Addendum and DA No. 2-24

CITY OF CARSON

EXHIBIT NO. 1

1. Development Plans
https://ci.carson.ca.us/content/files/pdfs/planning/docs/projects/PerrySt/Att %201%20Development%20Plans%20COMBINED%20SET.pdf

CITY OF CARSON

PLANNING COMMISSION
RESOLUTION NO. 25-2881

A RESOLUTION OF THE PLANNING COMMISSION OF
THE CITY OF CARSON: (1) CONDITIONALLY
APPROVING AN ADDENDUM TO THE CARSON 2040

GENERAL PLAN UPDATE ENVIRONMENTAL IMPACT
REPORT, SITE PLAN AND DESIGN REVIEW NO. 20-24,
AND VESTING TENTATIVE TRACT MAP NO. 3-24, ALL

CONTINGENT UPON CITY COUNCIL APPROVAL OF
GENERAL PLAN AMENDMENT NO. 2-24, SPECIFIC PLAN
AMENDMENT NO. 2-24, AND DEVELOPMENT
AGREEMENT NO. 2-24 (AMENDED AND RESTATED
DEVELOPMENT AGREEMENT NO. 27-21), AND SUBJECT
TO CONDITIONS OF APPROVAL; AND _ (2)

RECOMMENDING THAT THE CITY COUNCIL APPROVE
GENERAL PLAN AMENDMENT NO. 2-24, SPECIFIC PLAN
AMENDMENT NO. 2-24, AND DEVELOPMENT
AGREEMENT NO. 2-24 (AMENDED AND RESTATED
DEVELOPMENT AGREEMENT NO. 27-21), SUBJECT TO

CONDITIONS OF APPROVAL AS APPLICABLE, FOR THE
DEVELOPMENT OF A_4 62-UNIT RESIDENTIAL
TOWNHOME CONDOMINIUM DEVELOPMENT AT 21611
PERRY STREET, APNS 7327-010-014 & 015
WHEREAS, on or about December 5, 2024, the Department of Community Development received an application from 21611 Perry Street LLC (<Applicant=) for the following entitlements/approvals for a proposed 62-unit residential townhome condominium development (<Project=), including 62 townhomes on a 2.8-acre site consisting of two parcels located at 21611 Perry Street (APNS 7327-010-014 & 015) and legally described in Exhibit <A= attached hereto (the <Property=), as an alternative to the self-storage project previously approved for the Property in 2022 by adoption of Development Agreement No. 27-21, the Perry Street Specific Plan (SP No. 29-22), Zone Change No. 185-21, and Site Plan and Design Review No. 1858-21:
¢ General Plan Amendment (<GPA=) No. 2-24, to amend the description of the Corridor Mixed Use land use designation in the Land Use and Revitalization Element;
° Specific Plan Amendment (<SP=) No. 2-24, to amend the Perry Street Specific Plan (PSSP), to allow for development of the Project for the Property; ¢ Site Plan and Design Review (<DOR=) No. 20-24, to approve the development plan for the Project;
¢ Vesting Tentative Tract Map (<TTM=) No. 3-24 for TTM 84598 for condominium purposes, to accommodate 62 for-sale townhome condominium units; and 01007.0005/1050170.4
* Development Agreement (<DA=) No. 2-24, amending and restating DA No. 27-21, to grant Developer a vested right to develop the Project on the Property in exchange for provision of specified community benefits.

WHEREAS, on April 4, 2023, the City of Carson certified an Environmental Impact Report (EIR) prepared for the Carson 2040 General Plan Update (General Plan Update) (State Clearinghouse No. 2001091120, December 2022) (<Certified EIR9). In accordance with the California Environmental Quality Act (CEQA), the City has prepared an Addendum to the Certified EIR for the Project pursuant to CEQA Guidelines Section 15164 (<Addendum=).

WHEREAS, studies and investigations were made, and a staff report with recommendations was submitted, and the Planning Commission, upon giving the required notice, did on the 11th day of February, 2025, conduct a duly noticed public hearing as required by law to consider the Project application. Notice of the hearing was given as required by Carson Municipal Code (<CMC=) Sections 9412.5 and 9173.22. Notice of the public hearing was (i) posted in at least three public places within the City, as designated by the Council, and at the Property, by January 27, 2025; (ii) was mailed to all property owners and occupants within a 2,000- foot radius on January 23, 2025; and (iii) was published in the Daily Breeze on January 24, 2025.

The agenda was posted at City Hall no less than 72 hours prior to the Planning Commission meeting.

WHEREAS, the Planning Commission has considered the Addendum with the Certified EIR prior to making a decision and recommendation on the Project.

WHEREAS, the Planning Commission, having duly reviewed and considered the Project and all associated documents and evidence in the record, hereby intends to: (1) approve the Addendum, DOR-20-24, and TTM-3-24 for the Project, all subject to the conditions of approval set forth in Exhibit <B= attached hereto (<Conditions=) and contingent on the City Council9s approval of GPA-2-24, SP-2-24, and DA-2-24; and (2) recommend City Council approval of GPA- 2-24, SP-2-24, and DA-2-24, subject to the Conditions applicable to SP 2-24 and DA 2-24.

WHEREAS, all legal prerequisites to the adoption of this Resolution have occurred.

NOW, THEREFORE, THE PLANNING COMMISSION OF THE CITY OF CARSON, CALIFORNIA, HEREBY FINDS AND RESOLVES AS FOLLOWS:

SECTION 1. The Planning Commission finds that the foregoing recitals are true and correct, and the same are incorporated herein by this reference as findings of fact.

SECTION 2. With respect to Site Plan and Design Review (DOR) No. 20-24, the Planning Commission finds that, with the inclusion of the Conditions:
a) The proposed development plan complies with all applicable specific standards and criteria in the Carson Municipal Code. The Property is zoned Perry Street Specific Plan, 01007.0005/1050170.4
and the Project will comply with all of the development standards in the Perry Street Specific Plan as proposed to be amended by SP-2-24. The Project is consistent with all the zoning requirements that are applicable to the Project.

The Property is located in a neighborhood characterized by a mix of residential and commercial uses. The site is located on the north side of Carson Street bounded by the Dominguez Channel to the west and S. Perry Street to the east. Commercial uses including auto repair facilities and truck dealers are located to the east and south, two- and three-story multi-family housing are located across to the east, and Perry Street Mini-Park and single-family neighborhoods are located to the north and northeast. b) The proposed development plan is consistent and compatible with the General Plan as proposed to be amended by GPA-2-24 and the Perry Street Specific Plan as proposed to be amended by SP-2-24, and is compatible with the surrounding uses. The General Plan land use designation for the Project is Corridor Mixed Use (CMU). The CMU designation allows purely residential uses including the Project, and as proposed to be amended by GPA-2-24, permits all uses on the Property that are consistent with the Perry Street Specific Plan. Consistent with the CMU land use description in the General Plan, the Project is entitled to (a) a 15% increase in floor area ratio (FAR) above the maximum base FAR of 1.0 in the CMU and (b) a waiver of the minimum commercial space requirement otherwise required in the CMU, due to the Project9s provision of community benefits, as further described and required in DA-2-24. Furthermore, the Project is consistent with the following General Plan policies, without limitations:

Policy Project Consistency
LUR-P-2 Promote development of a The Project includes 62 townhomes. range of housing types, including single-
family homes on small lots, accessory
dwelling units, townhomes, lofts, live-
work spaces in transitioning industrial
districts, and senior and student housing
to meet the needs of future demographics
and changing family sizes.

LUR-P-15 Focus new residential, The Project is located along Carson commercial and employment-generating | Street and in close proximity to the land uses along Carson Street and Avalon | Downtown/Core area and adjacent to a Boulevard in order to support higher- bus stop for Long Beach Transit Bus frequency transit service. Route 4 along Carson Street.

CCD-P-4 Require high-quality building |The Project proposes a modern materials and locate windows and agrarian/farmhouse architectural entrances to support active and attractive | aesthetic that integrates harmoniously frontages along primary streets. with the design vernacular of the neighborhood. Additionally,
Landscaped setbacks and massing
orientation of buildings ensure a
01007.0005/1050170.4
comfortable environment for occupants,
visitors, and the general community.

HE 2-1 Facilitate production ofa variety | The Project includes 62 townhomes of housing types in a diversity of settings | that will be adjacent to an existing and neighborhoods. residential neighborhood and park.

HE 2-5 Increase the number of owner- The Project includes 62 condominiums occupied units within condominiums and | that will be available for sale, which planned unit developments. will create needed home ownership opportunities in the City.

This Project is also located within the Perry Street Specific Plan. SP-2-24 proposes to amend the Perry Street Specific Plan to allow development of this Project on the Property, and the Project is consistent with Perry Street Specific Plan, as amended by SP-2-24.
c) The proposed development plan provides for compatibility of architecture and design with existing and anticipated development in the vicinity, including the aspects of site planning, land coverage, landscaping, appearance and scale of structures and open spaces, and other features relative to a harmonious and attractive development of the area. The Project also complies with any design conditions, standards, or requirements imposed by a discretionary approval including but not limited to a Major or Minor Use Permit, Variance, Specific Plan, Planned Development, or tentative map applicable to the project or the location where it is proposed. As discussed above, the Project is consistent with the Perry Street Specific Plan, as amended by SP-2-24, which applies to the Property. Development of the Property is also subject to Development Agreement No. 27-21. Development Agreement No. 27-21, as proposed to be amended and restated by approval of DA-2-24, governs development of the Project on the Property, and the Project complies with all requirements of DA-2-24. No other prior discretionary approvals have been issued for this Project. d) The proposed development plan provides for convenience and safety of circulation for pedestrians and vehicles. The Project9s residents and visitors would utilize one main point of ingress/egress on Perry Street and a secondary access point for emergency vehicles from Carson Street. The Project will provide a dedication of an area up to 250 sq. ft. at or near the southwest corner of the Property to help facilitate the City9s planned Dominguez Channel Trail bike path. The main driveway on Perry Street would provide direct access to surface parking spaces. The Project will include various interior walkable paseos, common open spaces, and landscaped setbacks from the public right- of-way. The setbacks along Perry Street and Carson Street support a safe, engaging, pleasant, and walkable environment within the existing neighborhood, encouraging pedestrian and bicycle access to the neighborhood park and commercial uses, and bicycle and pedestrian networks.
01007.0005/1050170.4
The perimeter landscape is intended to encourage walkability and pedestrian use.

Internal streetscape design would likewise encourage pedestrian connectivity to the broader community. The Project, with the Conditions, will facilitate connectivity to the bike path along the Dominguez Channel abutting the Project. The Project includes a total of 150 parking spaces, including two spaces within a garage for each of the 62 townhomes, and 0.42 guest spaces per unit per SP-2-24. The Project would provide 26 unassigned guest parking spaces, including two accessible spaces, located away from the public right of way to facilitate the creation of a more livable and human-scaled public space, and encouragement of non-auto travel.

A traffic assessment was conducted by Fehr & Peers for the Project, the findings of which were summarized in a memorandum that the applicant submitted to the City in connection with the application materials (the <Traffic Memo=). The project would generate an estimated net increase of 446 daily trips, including 30 trips (8 inbound/22 outbound) during the AM peak hour and 35 trips (21 inbound/14 outbound) during the PM peak hour. The proposed trip generation estimates are lower than the previously approved Perry Street self-storage project. Because the assessment compares this project to the self-storage project, the trip generation envelope for this project is covered by the intersection level of service (LOS) analysis that was previously prepared, there are no changes to the conclusions of previous study, and no additional analysis is required. For the purposes of providing a conservative analysis, no trip generation credits were applied in either analysis.
e) Signage associated with the Project will be pursuant to a separate sign permit, including the submittal of a comprehensive sign program, subject to review and approval by the Planning Division, as conditioned. No signage is proposed at this time. f) Development Phasing. If the development is a phased development, a phasing plan would be provided to the Community Development Department during plan check as conditioned, to include the location of the model sales office and parking complex. g) The Project is in substantial compliance with any applicable adopted design guidelines.

The Project is in substantial compliance with the policies of Carson9s General Plan and the design standards in the Perry Street Specific Plan and promotes several design objectives.
h) The Project promotes the following design objectives:
i. The design of buildings, structures, and the site, including exterior design and landscaping, is appropriate to the function of the project and will provide an attractive and comfortable environment for occupants, visitors, and the general community. The Project9s architecture and design will be compatible with existing and anticipated development in the vicinity, including the aspects of site 01007.0005/1050170.4
il.
iil.
01007.0005/1050170.4
planning, land coverage, landscaping, appearance and scale of structures and Open spaces, and other features promoting harmonious and attractive development of the area.

The development generally consists of for-sale three-story attached townhomes.

Landscaped setbacks and massing orientation of buildings ensure a comfortable environment for occupants, visitors, and the general community. The Project proposes a modern agrarian/farmhouse architectural aesthetic that integrates harmoniously with the design vernacular of the neighborhood.

The project contributes to the creation of a visually interesting built environment that includes well-articulated structures with varied building facades, rooflines, and building heights that are designed to encourage increased pedestrian activity and support transit use. The Project would include a mix of building types in different three-story attached townhome dwelling configurations, which are further differentiated by use of colors and materials. The perimeter landscape is intended to encourage walkability and pedestrian use and would be designed to blend into the surrounding community and streetscape character. There are shopping and employment areas along Carson Street within a mile of the project site, which is within the distance residents may be willing to walk, bike, or take transit for local trips.

The development would include an integrated townhome neighborhood whose buildings would have maximum eave heights of approximately 30 feet and no more than 40 feet to the peak of some roof elements.

The site design also implements strong vehicular and pedestrian connectivity to the neighboring communities and nearby uses. The Project will include various interior walkable paseos, common open spaces, and landscaped setbacks from the public right-of-way.

Street frontages are attractive and interesting for pedestrians, address the street and provide for greater safety by allowing for views of the street by people inside buildings. The Project will incorporate landscaping along the public right-of-way with a variety of trees and plants as a transition towards the residential buildings, which engage with the public realm by orienting massing and articulation in a manner that contributes to a comfortable and inviting pedestrian experience while maintaining privacy for its residents. Parking will be internal to the Project and located away from the public right of way to facilitate the creation of a more livable and human-scaled public space, and encouragement of non-auto travel.

The proposed design is compatible with the historical and visual character of any area recognized by the City as having such character. The Project continues Vi.

Vii.

Viil.
01007.0005/1050170.4
support for growing the Core into a vibrant, connected center and surrounds its range of housing types with a streetscape design that conveys a physically attractive and functionally efficient environment to promote Carson9s image as a safe and enjoyable place to live by promoting a diversity of building types and variety of options for living.

The design preserves significant public views and vistas from public streets and Open spaces and enhances them by protecting areas for pedestrian activity. The Project9s design limits building height to three-story structures within the applicable height limit. These site design elements encourage an attractive pedestrian experience by reducing the number of existing curb cuts to a main access point on Perry Street and a secondary access point for emergency vehicles from Carson Street. As a result, pedestrian safety is improved and automobile confusion reduced by providing longer continuous, unbroken curb lengths.

The proposed landscaping plan is suitable for the type of project and will improve the appearance of the community by enhancing the building, minimizing hardscape, and softening walls, incorporates plan materials that are drought- tolerant, will minimize water usage, and are compatible with Carson9s climate.

The proposed landscaping plan details a variety of ground-cover plantings to reduce hardscape and the addition of climbing vines to soften the appearance of walls. In addition, the project proposes different types of trees in the form of large canopy, perimeter, background trees and shrubs to improve the appearance of the community and enhance the buildings. All landscaping will conform to the State9s Water Efficient Landscape Ordinance (WELO) using native, drought-tolerant plantings and appropriate irrigation. Water-conserving landscaping will be utilized as required by city and state mandate SB 1881 characteristics such as exposure, light intensity, soil analysis, site drainage, and irrigation. Proper plant selection will be based on the above as coordinated with site characteristics.

The project has been designed to be energy efficient including, but not limited to, landscape design, solar access, and green or eco-friendly design and materials.

The Project will meet or exceed all applicable Title 24 energy standards and include features such as all-electric appliances and solar panels, and electric vehicle charging stations.

The project design protects and integrates natural features, including creeks, open space, significant vegetation, and geologic features. The Project replaces a vacant and undeveloped lot. The Project is designed to provide ample open space with a variety of natural features and would integrate a variety of vegetation. The Project will include approximately 29,000 SF of landscaped area. i) The required findings pursuant to CMC Section 9172.23(D), <Site Plan and Design Review,= can be and are made in the affirmative.

SECTION 3. With respect to Vesting Tentative Tract Map (TTM) No. 3-24, pursuant to CMC Section 9203.14 and in accordance with the terms and provisions of the Subdivision Map Act, the Planning Commission finds that, with the inclusion of the Conditions:
a) The TIM was reviewed by the City Engineer and Community Development Department, for compliance with the City9s Municipal Code and Subdivision Map Act, and all recommended conditions for the final map approval have been included in the Conditions. Per the Conditions, the map will be required to comply with all Conditions of Approval recommended by City staff, and the LA County Fire Department. b) The TTM, together with the provisions for its design and improvement, is consistent with the City9s 2040 General Plan as proposed to be amended by GPA-2-24, including being compatible with the objectives, policies, general land uses, and programs specified in such plan. The TTM, together with the provisions for its design and improvement, is also consistent with the Perry Street Specific Plan, as proposed to be amended by SP-2-24.
c) None of the findings requiring denial pursuant to California Government Code Section 66474 can be made. Conversely:
i. The site is physically suitable for the proposed type of residential development at the proposed density. The site is currently vacant, the density does not exceed the maximum density allowed in the applicable General Plan land use designation (CMU), and the General Plan, as well as the Specific Plan as proposed to be amended by SP No. 2-24, allow residential uses on the site. ii. The design of the subdivision and proposed improvements is not likely to cause substantial environmental damage or substantially or avoidably injure fish or wildlife or their habitat as demonstrated in the Addendum prepared for this Project.
iii. Neither the design of the subdivision nor the type of improvements is likely to cause serious health problems as the Project consists solely of residential uses, which will meet all applicable health and safety-related standards and requirements, and Conditions have been included to that effect. iv. Neither the design of the subdivision nor the type of improvements will conflict with existing public easements for access through or use of the Property, as confirmed by the City Engineer, and Conditions have been included to that effect. 01007.0005/1050170.4
d) In accordance with Government Code Section 66474.6, the discharge of waste from the proposed subdivision into an existing community sewer system would not result in violation of existing requirements prescribed by a California regional water quality control board.

SECTION 4. With respect to General Plan Amendment No. 2-24, which is attached hereto as Exhibit <D= and incorporated herein by reference, the Planning Commission finds that:
a) The proposed amendment will contribute to the public health, safety, and general welfare or will be of benefit to the public. The proposed amendment modifies the text of the Corridor Mixed Use (CMU) General Plan land use designation description to provide that notwithstanding any otherwise-conflicting provisions or restrictions of the CMU land use designation, areas so designated that are within the Perry Street Specific Plan Area shall be developed in accordance with the permitted land uses in the Perry Street Specific Plan, as well as any other provisions of the CMU land use designation.

The effect of the proposed amendment is to allow the previously approved Perry Street self-storage project to be consistent with the General Plan. The Project (as defined in the first recital of the resolution to refer to the townhome development) is consistent with the General Plan with or without the proposed General Plan amendment. The Project will be developed in accordance with a proposed amendment to the existing Development Agreement No. 27-21, under which the Applicant will provide public benefits as detailed in Section 6 below.
b) The proposed amendment is consistent with the General Plan goals. The proposed amendment will allow the development of townhome condominiums on the Property.

The development of a residential condominium project on the Property is consistent with General Plan policies LUR-P-2, HE 2-1, and HE 2-5, as discussed in Section 2, above.
c) The proposed amendment retains the internal consistency of the General Plan and is consistent with other adopted plans unless a concurrent amendment to those plans is also prepared and will result in consistency. The proposed amendments will not create any inconsistencies in the General Plan. A concurrent amendment to the Perry Street Specific Plan has also been prepared and its adoption would result in consistency between the General Plan land use element and the Perry Street Specific Plan. d) The proposed amendment has been reviewed in compliance with the requirements of the California Environmental Quality Act. An Addendum to the Certified EIR for the 2040 Carson General Plan Update has been prepared for this Project and will be reviewed by the City Council prior to approval of the General Plan Amendment.

SECTION 5. With respect to Specific Plan Amendment No. 2-24, which is attached hereto as Exhibit <E= and incorporated herein by reference, the Planning Commission finds that:
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a) The proposed Specific Plan Amendment will contribute to the health, safety, and general welfare or will be of benefit to the public. The proposed amendment allows for the development of 62 townhomes on the Property, which will benefit the public by creating new opportunities for homeownership. The Project will be developed in accordance with Development Agreement No. 27-21, as proposed to be amended and restated by approval of DA No. 2-24, under which the Applicant will provide public benefits as detailed in Section 6 below.
b) The proposed Specific Plan Amendment is consistent with the General Plan goals. The proposed amendment will allow for the development of townhome condominiums on the Property. The development of a residential condominium project on the Property is consistent with General Plan policies LUR-P-2, HE 2-1, and HE 2-5, as discussed in Section 2, above.
c) The proposed Specific Plan Amendment retains the internal consistency of the Perry Street Specific Plan and is consistent with other adopted plans unless concurrent amendments to those plans are also proposed and will result in consistency. The Perry Street Specific Plan, as amended by SP-2-24, will be consistent with the General Plan, as amended by GPA-2-24.
d) With the inclusion of the Conditions, the Perry Street Specific Plan, as proposed to be amended by SP No. 2-24, includes, or prior to approval will include, all required contents set forth in Government Code Section 65451.
e) The proposed Specific Plan Amendment has been reviewed in compliance with CEQA, if applicable, and the applicable requirements of the Carson Zoning Ordinance/Code.

An Addendum to the Certified EIR for the 2040 Carson General Plan Update has been prepared for this Project and will be reviewed by the City Council prior to approval of the Specific Plan Amendment.
f) Based on any applicable environmental review, no potentially significant environmental impacts would result, or any potentially significant environmental impacts have been reduced to less than significant levels because of mitigation measures incorporated in the project, or a Statement of Overriding Considerations has been adopted, as discussed in Section 7 below.

SECTION 6. With respect to Development Agreement No. 2-24, (the Amended and Restated <DA= No. 27-21), which is attached hereto as Exhibit <F= and incorporated herein by reference, the Planning Commission finds that:
a) The DA is consistent with the provisions of Government Code Sections 65864 through 65869.5.
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b) The DA is in compliance with the procedures established by City Council as required by Government Code Section 65865(c).
c) The DA is consistent with the General Plan, as proposed to be amended by GPA-2-24, and is consistent with the Perry Street Specific Plan, as proposed to be amended by SP- 2-24.
d) The DA provides for a project that is located within an area suitable for the proposed use and is in conformance with the General Plan as proposed to be amended by GPA- 2-24 and the Perry Street Specific Plan as proposed to be amended by SP-2-24. e) The DA provides for a public convenience through significant monetary benefits which will contribute directly or indirectly to programs and services designed to provide for the health, safety, and welfare of the public, thereby exhibiting good land use practices.

Such benefits are outlined in Article 3 of the DA, without limitation. f) The DA will not be detrimental to the public9s health, safety, and general welfare, nor will it adversely affect the orderly development or property values for the subject Property or areas surrounding it.
g) Article 6 of the Development Agreement, as amended and restated by the DA, provides for an annual review to ensure good faith compliance with the terms of the Development Agreement, as required in Section 65865.1 of the Government Code. h) Article 4 of the Development Agreement, as amended and restated by the DA, includes conditions, terms, restrictions, and requirements for development of the Property as permitted in Section 65865.2 of the Government Code.
i) Article 7 of the Development Agreement, as amended and restated by the DA, contains provisions for termination of the Agreement prior to expiration of its term. j) The Development Agreement, as amended and restated by the DA, provides for amendment or cancellation in whole or in part, by mutual consent of the parties to the Agreement or their successors in interest, as required in Section 65868 of the Government Code.
k) The Development Agreement, as amended and restated by the DA, is in the best public interest of the City and its residents and will achieve a number of City objectives including ensuring compatibility of the development and use of the site with surrounding uses and helping achieve a sustainable balance of residential and non- residential development and a balance of traffic circulation through the City, in furtherance of General Plan goals and objectives.
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SECTION 7. CEQA. In accordance with CEQA, the <Addendum to the Carson 2040 General Plan Update EIR 4 21611 Perry Street Project,= dated February, 2025, which is attached hereto as Exhibit <C= (<Addendum=), analyzes proposed modifications (the <Modified Project9) to the Carson 2040 General Plan Update approved by the City in 2023, for which an Environmental Impact Report (<EIR=) was certified (<Certified EIR=). Having considered the Addendum and the Certified EIR, as well as the entire administrative record, the Planning Commission finds that, based on substantial evidence in the record, none of the conditions described in CEQA Guidelines Section 15162 calling for preparation of a subsequent EIR have occurred with respect to the Modified Project, and therefore preparation of a subsequent EIR is not required, nor is preparation of a supplemental EIR pursuant to CEQA Guidelines Section 15163.

The Addendum demonstrates that the Modified Project does not meet the standards that would require a Supplemental or Subsequent EIR pursuant to Public Resources Code (<PRC=) Section 21166 or CEQA Guidelines Section 15162 and 15163. As demonstrated by the discussion and analysis in the Addendum: the Modified Project does not propose substantial changes which will require major revisions of the Certified EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; no substantial changes will occur with respect to the circumstances under which the Modified Project is undertaken which will require major revisions of the Certified EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; and, no new information of substantial importance has become available relative to any of the environmental topic categories that shows any of the following: (i) the Modified Project will have one or more significant effects not discussed in the Certified EIR; (ii) significant effects previously examined will be substantially more severe than shown in the Certified EIR; (iii) mitigation measures or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the Modified Project, but the project proponents decline to adopt the mitigation measure or alternative; or (iv) mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation measure or alternative.

The applicable mitigation measures included as part of the Certified EIR will continue to be implemented under the Modified Project, as conditioned pursuant to the Conditions. Therefore, the Modified Project would not create any potential adverse impacts beyond those evaluated in the Certified EIR, and the preparation of an addendum that amends the Project Description in the Certified EIR to include the Modified Project is appropriate and fully complies with the requirements of PRC Section 21166 and CEQA Guidelines Sections 15162, 15163, and 15164, and the Addendum properly does so.

The Planning Commission determines, in the exercise of its independent judgment, after consideration of the whole of the administrative record, that the Modified Project was assessed in the Certified EIR, and pursuant to CEQA Guidelines 15162 and 15164, some changes or additions to the Certified EIR are necessary in order to provide an environmental review of the Modified Project in accordance with the requirements of CEQA, but that none of the conditions described in CEQA Guidelines Section 15162 calling for the preparation of a subsequent EIR have occurred, 01007.0005/1050170.4
and the Addendum has been prepared for that purpose and includes the necessary changes or additions. The Planning Commission further finds that the Addendum reflects the independent judgment of the City as lead agency for the Modified Project and has been prepared in compliance with all requirements of CEQA and the CEQA Guidelines.

SECTION 8. Based on the findings and conclusions set forth above, the Planning Commission hereby: (1) approves the Addendum, DOR-20-24, and TTM-3-24, all subject to the Conditions and contingent upon City Council approval of GPA-2-24, SP-2-24, and DA-2-24; and (2) recommends that the City Council approve GPA-2-24, SP-2-24, and DA-2-24 (including adopting an ordinance appropriate to approve DA 2-24), subject to the Conditions applicable to SP 2-24 and DA 2-24.

SECTION 9. This decision of the Planning Commission shall become effective and final 15 days from the date of adoption of this Resolution, in accordance with CMC Section 9173.33, unless an appeal is timely filed in accordance with CMC Section 9173.4.

SECTION 10. The Secretary shall certify to the adoption of the Resolution and shall transmit copies of the same to the applicant.

APPROVED and ADOPTED this 11" day of February 2025.

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EXHIBIT “A”

LEGAL DESCRIPTION

Real property in the City of Carson, County of Los Angeles, State of California, described as follows:

ALL THAT CERTAIN REAL PROPERTY SITUATED IN THE COUNTY OF LOS ANGELES, STATE OF CALIFORNIA, DESCRIBED AS FOLLOWS: THAT PORTION OF LOT 15 OF TRACT NO. 4054, IN THE

CITY OF CARSON, COUNTY OF LOS ANGELES, STATE OF CALIFORNIA, AS PER MAP RECORDED IN BOOK 44, PAGES 39 THROUGH 41 INCLUSIVE OF MAPS, IN THE OFFICE OF THE COUNTY RECORDER OF SAID COUNTY, DESCRIBED AS FOLLOWS:

BEGINNING AT THE INTERSECTION OF THE NORTHERLY LINE OF THE SOUTHERLY 20 FEET OF SAID LOT WITH A LINE PARALLEL WITH AND NORTHEASTERLY 27 FEET, MEASURED AT RIGHT ANGLES, FROM THE SOUTHWESTERLY LINE OF SAID LOT; THENCE ALONG SAID PARALLEL LINE NORTH 39°21’48” WEST 245.64 FEET; THENCE SOUTH 89°22’27” WEST 25.48 FEET; THENCE NORTH 39°21’48” WEST 2.11 FEET; THENCE NORTH 00°37’33” WEST 17.38 FEET TO A LINE PARALLEL WITH AND NORTHEASTERLY 18 FEET, MEASURED AT RIGHT ANGLES, FROM SAID SOUTHWESTERLY LINE; THENCE ALONG SAID LAST MENTIONED PARALLEL LINE NORTH 39°21’48” WEST TO THE SOUTHERLY LINE OF TRACT NO. 29360, AS PER MAP RECORDED IN BOOK 734, PAGES 45 AND 46 OF MAPS; THENCE EASTERLY ALONG SAID SOUTHERLY LINE TO THE EASTERLY LINE OF SAID LOT 15; THENCE SOUTHERLY ALONG SAID EASTERLY LINE TO SAID NORTHERLY LINE; THENCE WESTERLY ALONG SAID NORTHERLY LINE TO THE POINT OF BEGINNING.

EXCEPT THEREFROM THAT PORTION OF SAID LAND DESIGNATED AS PARCELS 2 -36 INCLUSIVE

IN THE FINAL DECREE OF CONDEMNATION ENTERED IN SUPERIOR COURT, LOS ANGELES COUNTY, CASE NO. 909,461, A CERTIFIED COPY OF WHICH WAS RECORDED AUGUST 26, 1969 AS INSTRUMENT NO. 2734, IN BOOK D-4478, PAGE 350 OF OFFICIAL RECORDS OF SAID COUNTY AND MORE PARTICULARLY DESCRIBED AS FOLLOWS:

BEGINNING AT THE INTERSECTION OF THE EASTERLY LINE OF SAID LOT WITH THE NORTHERLY LINE OF THE SOUTHERLY 20 FEET OF SAID LOT; THENCE WESTERLY ALONG SAID NORTHERLY LINE 19.99 FEET TO THE BEGINNING OF A CURVE CONCAVE TO THE NORTHWEST, HAVING A RADIUS OF 15 FEET, TANGENT TO SAID NORTHERLY LINE AND TANGENT TO THE WESTERLY LINE OF THE EASTERLY 5 FEET OF SAID LOT; THENCE NORTHEASTERLY ALONG SAID CURVE 23.55 FEET TO SAID WESTERLY LINE; THENCE EASTERLY AT RIGHT ANGLES FROM SAID WESTERLY LINE 5 FEET TO SAID EASTERLY LINE; THENCE SOUTHERLY ALONG SAID EASTERLY LINE 14.99 FEET TO THE POINT OF BEGINNING. ALSO EXCEPT 1/2 OF ALL OIL,

GAS, HYDROCARBON, AND MINERAL SUBSTANCES IN AND UNDER SAID LAND, BUT WITHOUT RIGHT OF SURFACE ENTRY, AS RESERVED BY MARY M. REGAN, IN DEED RECORDED OCTOBER 04, 1957 AS INSTRUMENT NO. 504, IN BOOK 44767, PAGE 300 OF OFFICIAL RECORDS.

APN: 7327-010-014
APN: 7327-010-015

01007.0005/1050170.4

CITY OF CARSON

COMMUNITY DEVELOPMENT

PLANNING DIVISION

CONDITIONS OF APPROVAL
EXHIBIT "B"

Site Plan and Design Review 20-24
Vesting Tentative Tract Map 3-24
Addendum to Carson 2040 General Plan Update EIR
Development Agreement 2-24 - Amended and Restated DA No. 27-21 (Project B) Specific Plan Amendment No. 2-24

GENERAL CONDITIONS

1. Site Plan and Design Review (DOR) 20- 24 and Vesting Tentative Tract Map 3-24 for VTTM No. 83598 is for the development of a 62-unit residential townhome development and related site improvements at 21611 S. Perry Street (APNs: 7327-010-014 & 015).

2. Prior to Building and Safety plan check submittal and prior to issuance of any building permit, the Applicant shall submit a complete set of electronic Construction Drawings that conform to all the Conditions of Approval (COA) to be reviewed and approved by the Planning Division.

3. The applicant, property owner, and tenant(s), and successor(s) to whom these project entitlements or approvals are assigned ("Developer"), shall comply with all General Plan Environmental Impact Report (EIR) Mitigation Measures, Project Design Features, and Project Characteristics applicable to the Project as described in the Addendum to the General Plan EIR.

4. The Developer shall make any and all site plan and design revisions to the site plan and elevations as necessary to conform the same to the Project entitlements or approvals as conditionally approved by the Planning Commission. All plans shall be consistent with all project approvals.

5. Submit development plans in conformance to these COA and Development Agreement 2-24 (Amended and Restated Development Agreement No. 27- 21; hereinafter, the “DA”) for plan check review and approval prior to issuance of permits.

6. City Approvals. All approvals by City, with respect to the Project and/or the Conditions of Approval set forth herein, unless otherwise specified, shall be acknowledged by the department head of the department or agency requiring the applicable condition. All agreements, covenants, easements, deposits and other documents required herein where City is a party shall be in a form approved by the City Attorney.

7. Indemnification. Except as otherwise provided in the DA, the Applicant, property owner, and tenant(s), for themselves and their successors in interest (“Indemnitors”), agree to defend, indemnify and hold harmless the City of Carson, its agents, elected and appointed officers, and employees, and each of them (“Indemnitees”) from and against any and all claims, liabilities, damages, losses, costs, fees, expenses, penalties, errors, omissions, forfeitures, actions, and proceedings (collectively, “Claims”) against Indemnitees with respect to the project entitlements or approvals that are the subject of these Conditions of Approval, and any Claims against Indemnitees which are in any way related to Indemnitees’ review of or decision upon the project that is the subject of these Conditions of Approval (including, without limitation, any Claims related to any finding, determination, or claim of exemption made by Indemnitees pursuant to the requirements of the California Environmental Quality Act), or that of other local or State Agencies, and any Claims against Indemnitees which are in any way related to any damage or harm to people or property, real or personal, arising from Indemnitors’ construction or operation of the Project, or to any of the Project entitlements , 01007.0005/1050170.4
permits or other approvals that are the subject of these Conditions of the Approval, including any and all post entitlement permits such as building and grading permits and certificates of occupancy. Indemnitors shall provide a deposit to the City in the amount of 100% of the City’s reasonable estimate, in its sole discretion, of the costs of any and all anticipated work performed on the matter by the City’s attorneys and the City’s other costs of litigation of the matter, and shall make additional deposits as requested by the City to keep the deposit at such level. City retains the right to settle or abandon the matter as to Claims against the City without Indemnitors’ consent. If Indemnitors fail to provide or maintain the deposit, Indemnitees may abandon the action, and Indemnitors shall pay all costs resulting therefrom and Indemnitees shall have no liability to Indemnitors. Obtain all appropriate permits and an approved final inspection for the proposed Project.

8. The adopted Conditions of Approval contained herein, and the signed Affidavit of Acceptance, shall be copied in their entirety and placed directly onto a separate plan sheet behind the cover sheet of the development plans prior to Building and Safety plan check submittal. Said copies shall be included in all development plan submittals, including any revisions and the final working drawings.

9. Prior to filing or recordation of the Final map, Developer shall submit the approved vesting tentative map and a proposed final map for review and approval by the City of Carson, the Los Angeles County Department of Public Works (LADPW) as required by the City Engineer, the Los Angeles County Fire Department, the Los Angeles County Sanitation District, and any other agencies/entities required by the City Engineer, for compliance with these Conditions, the City's Municipal Code, the Subdivision Map Act, and other applicable laws and regulations, and requirements. All plans shall be consistent with all project approvals.

10. Except as otherwise provided in the DA, the Developer shall comply with all City, county, state, and federal regulations applicable to the Project.

11. Prior to Building and Safety plan check submittal and prior to issuance of building permits, Developer shall submit an updated title report. If, based on the City's review of the title report, there are any easements acquired by the public at large for access through or use of the Property, the Developer shall modify the Project plans to ensure the Project will not conflict with such easements as necessary to comply with Government Code Section 66474(g).

12. Interim Development Impact Fee (DIF). Refer to the DA for Interim DIF requirements.

13. Dust Control . The Developer shall ensure that the fugitive dust control program is implemented during construction per SCAQMD’s Rule 403 for controlling fugitive dust regulations. The program shall be depicted on the construction drawings/grading plans and the contractor shall be responsible for implementation.

SPECIAL CONDITIONS

14. Site Plan Substantial Conformance . The final Construction Documents shall comply with the provisions and requirements of the Specific Plan and the final approved Site Plan; provided, however, that modifications within substantial conformance of the final approved Site Plan which are consistent with the Specific Plan shall be permitted if approved by the Community Development Director in accordance with Section 12.4 of Amended and Restated Development Agreement No. 27-21.
a. Final Site Plan (“Final Site Plan”) shall be submitted to the Planning Division for review and subject to approval of the Community Development Director.

15. Phasing: Project phasing shall require the submittal of a Phasing Plan to the Community Development Director for review and approval.

16. Developer shall remove any and all graffiti that may occur on the Project buildings or structures within 72 hours.
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17. Proof of compliance with regulatory agency requirements related to the project site, including but not limited to the Regional Water Board and Department of Toxic Substances Control (DTSC), shall be submitted to the Community Development Division prior to the issuance of any certificates of occupancy.

18. Prior to issuance of any permits , Developer shall submit a fully -executed copy of (i) an amendment to the existing Regional Water Board “Covenant and Environmental Restriction on Property” encumbering the Property, which amendment shall be entered into with the California Regional Water Quality Control Board, Los Angeles Region (“Regional Water Board”), and shall be in substantially the form that was tentatively approved by the Regional Water Board via email to the applicant on December 6, 2024, (ii) a “California Land Reuse and Revitalization Act Agreement ” entered into with the California Department of Toxic Substances Control (“DTSC”), which shall be in substantially the form that was tentatively approved by DTSC via email to the applicant on September 24, 2024, and (iii) any other land use covenants or agreements entered into with the Regional Water Board or DTSC encumbering or affecting the Property, as necessary to evidence a path to residential uses on the Property that is lawful and approved by the R egional Water Board and DTSC (as applicable), including but not limited to via additional oversight of the DTSC.

19. On the grading plans, all existing groundwater monitoring wells on the Project site shall be shown to be relocated within the Project site to locations that are outside the footprint of any Project buildings or other structures as shown on the approved plans, to the satisfaction of the Director and regulatory agencies. Such relocation shall be completed prior to the issuance of any building permits including foundation permits.

20. The project shall include the following project design features related to Tribal Cultural Resources (TCR):
a. TCR-1. Prior to Commencement of Ground-Disturbing Activities, retain a Native American Monitor. The project applicant/lead agency shall retain a Native American Monitor from or approved by the Gabrieleño Band of Mission Indians – Kizh Nation. The monitor shall be retained prior to the commencement of any “ground-disturbing activity” for the subject project at all project locations (i.e., both on-site and any off-site locations that are included in the project description/definition and/or required in connection with the project, such as public improvement work).
i. “Ground-disturbing activity” shall include, but is not limited to, demolition, pavement removal, potholing, auguring, grubbing, tree removal, boring, grading, excavation, drilling, and trenching.
ii. A copy of the executed monitoring agreement shall be submitted to the lead agency prior to the earlier of the commencement of any ground- disturbing activity, or the issuance of any permit necessary to commence a ground-disturbing activity. iii. The monitor will complete daily monitoring logs that will provide descriptions of the relevant ground-disturbing activities, the type of construction activities performed, locations of ground -disturbing activities, soil types, cultural -related materials, and any other facts, conditions, materials, or discoveries of significance to the Tribe.

Monitor logs will identify and describe any discovered TCRs, including but not limited to, Native American cultural and historical artifacts, remains, places of significance, etc., (collectively, tribal cultural resources, or “TCR”), as well as any discovered Native American (ancestral) human remains and burial goods. Copies of monitor logs will be provided to the project applicant/lead agency upon written request to the Tribe.
iv. On-site tribal monitoring shall conclude upon the latter of the following (1) written confirmation to the Kizh from a designated point of contact for the project applicant/lead agency that all ground- disturbing activities and phases that may 01007.0005/1050170.4
involve ground- disturbing activities on the project site or in connection with the project are complete; or (2) a determination and written notification by the Kizh to the project applicant/lead agency that no future, planned construction activity and/or development/construction phase at the project site possesses the potential to impact Kizh TCRs.
b. TCR-2. Unanticipated Discovery of Tribal Cultural Resource Objects. i. Upon discovery of any TCRs, all construction activities in the immediate vicinity of the discovery shall cease (i.e., not less than the surrounding 50 feet) and shall not resume until the discovered TCR has been fully assessed by the Kizh monitor and/or Kizh archaeologist. The Kizh will recover and retain all discovered TCRs in the form and/or manner the Tribe deems appropriate, in the Tribe’s sole discretion, and for any purpose the Tribe deems appropriate, including for educational, cultural and/or historic purposes.
c. TCR-3. Unanticipated Discovery of Human Remains and Associated Funerary or Ceremonial Objects; Procedures for Burials and Funerary Remains. i. Native American human remains are defined in PRC 5097.98 (d)(1) as an inhumation or cremation, and in any state of decomposition or skeletal completeness. Funerary objects, called associated grave goods in Public Resources Code Section 5097.98, are also to be treated according to this statute. ii. If Native American human remains and/or grave goods are discovered or recognized on the project site, then Public Resource Code 5097.9 as well as Health and Safety Code Section 7050.5 shall be followed.
iii. Human remains and grave/burial goods shall be treated alike per California Public Resources Code section 5097.98(d)(1) and (2).
iv. Preservation in place (i.e., avoidance) is the preferred manner of treatment for discovered human remains and/or burial goods.
v. Any discovery of human remains/burial goods shall be kept confidential to prevent further disturbance.

AESTHETICS

21. No air conditioning unit or utility cabinet shall be roof-mounted, except if appropriately screened as approved by the Community Development Director. Solar PV shall be permitted.

COVENANTS, CONDITIONS, AND RESTRICTIONS (CC&Rs)

22. CC&Rs shall be submitted to the Planning Division for review before approval of the final map and approved prior to the sale of any units.

23. CC&Rs shall be executed by the property owner, not the HOA.

24. Any loans on the property will need to be subordinated to the CC&Rs at the time of recordation, which will be concurrently with the Final Map.

FENCE/WALLS

25. The Applicant shall submit a Final Wall and Fence Plan to the Planning Division for review and approval prior to issuance of any building permit (including grading permit). a) The final wall and fence design along the property line with the Dominguez Channel shall provide a wrought iron or tubular steel fence on top of retaining wall as required per Final Grading Plan.

26. All walls shall include graffiti-resistant coating.

27. Landscaping shall be used in conjunction with walls and fences to visually soften blank surfaces and deter graffiti.
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28. Permanent chain link fencing is prohibited on the exterior of the property, any location that is visible from the public right of way, any other public areas, and any location that is visible to any adjacent properties.

LANDSCAPE/IRRIGATION

29. Landscaping shall comply with the provisions of Carson Municipal Code (CMC) Section 9168, “Water Efficiency Landscaping”.

30. Prior to City issuance of any permit, the applicant shall electronically submit landscape and irrigation plans drawn, stamped, and signed by a licensed landscape architect. Such plans are to be approved by the Planning Division.

31. Landscaping shall be provided with a permanently installed, automatic irrigation system and operated by an electronically -timed controller station set for early morning or late evening irrigation. Installation, maintenance, and repair of all onsite landscaping shall be the responsibility of the property owner.

32. Installation of 6" high concrete curbs are required around all landscaped planter areas, except for areas determined by National Pollutant Discharge Elimination System (NPDES) permit or other applicable condition of approval that requires certain landscaped areas to remain clear of concrete curbs for more efficient storm water runoff flow and percolation as deemed necessary by the City Engineer. Revised landscaping and irrigation plans shall be reviewed and approved by the Planning Division should subsequent modifications be required by other concerned agencies regarding the removal of concrete curbs.

33. Backflows shall be screened with min. 5' wide planters and landscape screen material, with plant material per the Specific Plan. Paint device green color similar to Frazee, aeroplate 'Forest Green' or equal. Transformers shall be screened with shrubs and ground covers.

34. Existing and new irrigation system shall include best water conservation practices.

35. Installation, maintenance, and repair of all landscaping shall be the responsibility of the property owner.

36. All new and retrofitted landscape of 500 square feet or greater is subject to the Model Water Efficient Landscape Ordinance (MWELO) per Department of Water Resources Title 23, Chapter 2.7. The Developer shall include the signed MWELO project information, W ELO water budget calculations and compliance checklist items on landscape plans, prior to the issuance of building permits.

LIGHTING

37. Two sets of onsite lighting plans are to be drawn, stamped, and signed by a licensed lighting consultant or an electrical engineer and submitted and approved by the Planning Division prior to the issuance of building permits.

38. All lighting within the project shall be directed on- site in such a manner as to not create a nuisance or hazard to adjacent streets and properties. A photometric plan shall be submitted for review and approval of the Planning Division prior to issuance of any permits.

PARKING

39. All parking areas and driveways shall remain clear. No encroachment into parking areas and/or driveways shall be permitted.

40. All areas used for the movement, parking, loading, repair or storage of vehicles shall be paved with either:
a) C
oncrete or asphaltic concrete to a minimum thickness of three and one- half inches over
four inches of crushed aggregate base (or as otherwise recommended by a licensed soils engineer); or
b) O
ther surfacing material which, in the opinion of the Director of Public Works, provides equivalent life, service and appearance.
01007.0005/1050170.4

SIGNAGE

41. Prior to issuance of any building permits, the Applicant shall submit and obtain approval of a Comprehensive Sign Program for the Project to the Planning Division.

42. Prior to issuance of any building permits, the Applicant shall provide plans to the Planning Division for approval of entry monument signage consistent with the Comprehensive Sign Program.

43. Prior to issuance of building permits, the Applicant shall provide plans to the Planning Division for approval of directional/wayfinding signage consistent with the Comprehensive Sign Program.

TRASH

44. Trash collection shall comply with the requirements of the City's trash hauler (Waste Resources). If common trash collection are not used and instead individual trash bins are provided to each unit, prior to issuance of building permits, plans shall be sub mitted to the City and approved to ensure there are areas in the garage for all trash bins required by the trash hauler.

UTILITIES

45. All utilities and aboveground equipment shall be constructed and located pursuant to Section 9126.8 (Utilities) of the Zoning Ordinance, unless otherwise provided for in these conditions.

46. Public utility easements shall be provided in the location as required by all utility companies with easements free and clear of obstructions, and new electrical utilities shall be installed underground.

47. Developer shall remove at its own expense any obstructions within the utility easements that would interfere with the use for which the easements are intended.

48. Any aboveground air conditioning unit, utility cabinet or equipment cabinet shall be screened from the public right -of-way by a decorative block wall or landscaping, to the satisfaction of the Planning Division, and in compliance with public utility access requirements.

LOS ANGELES COUNTY FIRE DEPARTMENT

49. The proposed development for the project shall obtain approval from the Los Angeles County Fire Department and comply with all Los Angeles County Fire Department requirements prior to the issuance of any permits.

BUILDING AND SAFETY DIVISION

50. The second sheet of building plans is to list all conditions of approval and to include a copy of the Planning Commission Decision letter. This information shall be incorporated into the plans prior to the first submittal for plan check.

51. Plans prepared in compliance with the current Building Code shall be submitted to Building Division for review prior to permit issuance.

52. School Developmental Fees shall be paid to School District prior to the issuance of the building permit.

53. Fees shall be paid to the County of Los Angeles Sanitation District prior to issuance of the building permit.

54. The project address for plan submittal purposes shall be designated as 21611 South Perry Street or an alternative address as approved by the City, and an application to assign unit numbers shall be filed with the City prior to plan check submittal.

55. In accordance with paragraph 5538{b) of the California Business and Professions Code, plans are to be prepared and stamped by a licensed architect. 01007.0005/1050170.4

56. Structural calculations prepared under the direction of an architect, civil engineer or structural engineer shall be provided.

57. The Developer shall retain the soils engineer preparing the Preliminary Soils and/or Geotechnical Investigation accepted by the City for observation of all grading, site preparation, and compaction testing. Observation and testing shall not be performed by other soils and/or geotechnical engineer unless the subsequent soils and/or geotechnical engineer submits and has accepted by the City, a new Preliminary Soils and/or Geotechnical Investigation.

58. A geotechnical and soils investigation report is required, the duties of the soils engineer of record, as indicated on the first sheet of the approved plans, shall include the following:
a. Observation of cleared areas and benches prepared to receive fill; b. Observation of the removal of all unsuitable soils and other materials; c. The approval of soils to be used as fill material;
d. Inspection of compaction and placement of fill;
e. The testing of compacted fills; and
f. The inspection of review of drainage devices.

59. Prior to the application for a building or grading permit, a preliminary Geotechnical report that specifically identifies and proposes mitigation measures for any soils or geological problems that may affect site stability or structural integrity shall be approved by the Building Official or his/her designee. The applicant shall submit and pay a separate review fee for the soils report prior to submitting building and grading plans for review. The approval letter of the geotechnical report review shall be copied and pasted on the first sheet of building and grading plans.

60. A Hydrology Study shall be reviewed with the grading plan review. The Hydrology Study shall specifically indicate the existing and proposed conditions of the development to determine the impact to stormwater runoff generated and leaving the site.

61. A soil gas investigation to identify the concentration and pressure of methane gas in the subsurface is required, and a methane mitigation plan shall be submitted and approved prior to building permit issuance if any of the following situations apply: . a. The development is within 300 feet of an active, idle, orphaned or abandoned oil and gas well. (Oil and Gas Wells can be found here:
https://www.conservation.ca.gov/calgem/Pages/WellFinder.aspx) b. The development is within 1,000 feet of a current or historical landfill (Landfill locations can be found here:
https://egis-lacounty.hub.arcgis.com/datasets/lacounty::methane-producing- landfills/explore?location=33.821256%2C-118.214832%2C11.95)

62. A grading and drainage plan shall be approved prior to issuance of any building permit. The grading and drainage plan shall indicate how all storm drainage including contributory drainage from adjacent lots is carried to the public way or drainage structure approved to receive storm water.

63. Stormwater Planning Program LID Plan Checklist {MS4-1 FORM) completed by Engineer of Record shall be copied on the first sheet of Building Plans and on the first sheet of Grading Plans.

64. Approval from the Los Angeles County Flood Control District is required for any proposed connection to Dominguez Channel prior to the issuance of grading permit. The form can be found at the following link:
(https://www.dropbox.com/scl/fi/up1jbcg2e9sv4i0t6vrp3/CARSON-LID-PLAN-CHECKLIST- MS4-1-FORM.pdf?rlkey=1y5bsf2iladt6mzv56qgyz7cj&dl=0)

65. Row-town buildings which do not meet the requirements the townhouses Common (or Double) Wall provisions, having a continuous wall separation between units from the foundation to the roof, per Section R302.2 of the Residential Code do not meet the code defi nition of “Townhouses” of R-3 Occupancy, and shall not be considered as such. Instead, they shall be 01007.0005/1050170.4
designed as multifamily dwellings of R-2 Occupancy classification per the Building Code and be subject to the applicable requirements for that occupancy.

66. All State of California disability access regulations for accessibility and adaptability shall be complied with.

67. Project shall comply with the CalGreen Residential mandatory requirements.

68. The surface parking facility with unassigned or guest parking spaces serving common use facilities shall provide at least one electric vehicle charging station (EVCA) for all residents or guests to use and shall meet accessibility requirements per Item 2 under Section 4.106.4.2.2 and Section 4.106.4.2.2.1 of the CalGreen Code. Note that this common EVCS along with its required accessible features may result in reduction of available parking spaces.

69. The property shall be surveyed, and the boundaries marked by a land surveyor licensed by the State of California.

70. Foundation inspection will not be made until the excavation has been surveyed and the setbacks determined to be in accordance with the approved plans by a land surveyor licensed by the State of California. THIS NOTE IS TO BE PLACED ON THE FOUNDATION PLAN I N A PROMINENT LOCATION.

71. Separate application and plan review is required for Electrical plans.

72. Separate application and plan review is required for Mechanical plans.

73. Separate application and plan review is required for Plumbing plans.

74. No form work or other construction materials will be permitted to encroach into adjacent property without written approval of the affected property owner.

75. Demolition permit is required for any existing buildings/structures which are to be demolished.

76. Prior to the issuance of building permit, the City Engineer may require the Developer to obtain a written consent from the current easement holder(s) for any proposed development encroaching into existing easement(s).

77. All fire sprinkler hangers must be designed, and their location approved by an engineer or an architect. Calculations must be provided indicating that the hangers are designed to carry the tributary weight of the water -filled pipe plus a 250- pound point load. A plan indicating this information must be stamped by the engineer or the architect and submitted for approval prior to issuance of the building permit.

78. Separate permit is required for Fire Sprinklers.

79. Building permits shall not be issued until the final map has been prepared and submitted for plan check to the satisfaction of the Building Official.

BUSINESS LICENSE

80. All parties involved in the development of the Project, including but not limited to contractors and subcontractors, are required to obtain a City business license per CMC Section 6310.

PUBLIC WORKS DEPARTMENT, TRAFFIC ENGINEER

81. Prior to issuance of any permits, the Developer shall submit a plan that is consistent with the Final Site Plan, subject to review and approval by the City Engineer and Traffic Engineer.

82. Prior to issuance of any permits, the Developer shall submit an offsite improvement plan that is consistent with the Final Site Plan to provide an emergency vehicle access gate and curb ramp for the emergency vehicle access from the project site to Carson Street. The Developer shall design the curb ramp per Caltrans Standard Plans “modified” Case “A” or Case “C” curb ramp, and to the width required by Los Angeles County Fire Department. Prior to issuance of the first occupancy permit, the Developer shall construct the curb ramp or pay an in-lieu fee subject to approval by the City Engineer.

83. A corner distance diagram for exit driveway(s) shall be submitted to the City Traffic Engineer for review and approval.

01007.0005/1050170.4

PUBLIC WORKS DEPARTMENT, ENGINEERING DIVISION

General

84. Any existing off -site improvements damaged during the construction shall be removed and reconstructed per City of Carson Public Works (PW) Standard Drawings and to the satisfaction of the City Engineer.

85. Public utility easements shall be provided in the locations as required by all utility companies with easements free and clear of obstructions if such obstructions would interfere with the use for which the easement is intended.

86. Developer shall remove at its own expense any obstructions within the utility easements that would interfere with the use for which the easements are intended.

87. The applicant shall modify the development plan as necessary to avoid design or improvements conflicting with existing public easements.

88. Any existing off -site improvements damaged during the construction shall be removed and reconstructed per City of Carson PW Standard Drawings and to the satisfaction of the City Engineer.

89. A construction permit is required for any work to be done in the public right-of-way.

90. Construction bond for all work to be done within the public right of way shall be submitted and approved by Engineering Division prior to issuance of permit by Engineering Division.

91. Proof of Worker's Compensation and Liability Insurance to the satisfaction of the City's Risk Manager shall be submitted to the City prior to issuance of permit by Engineering Division or any grading or building permits.

92. The Developer shall submit a copy of approved Grading plans on bond paper to the City of Carson - Engineering Division, prior to issuance of grading permits.

93. The Developer shall submit an electronic copy of approved plans (such as, Sewer, Street and/or Storm Drain Improvements, whichever applies), to the City of Carson - Engineering Division, prior to the issuance of construction permits.

94. The Developer shall submit improvement plans to the Engineering Division showing all the required improvements in the public right of way for review and approval of the City Engineer.

A copy of approved conditions of approval shall be attached to the plans when submitted. The following are required as part of the projects improvement plans. The following are required as a part of the project’s improvement plans.
a. Repair any broken or raised/sagged sidewalk, curb and gutter within the public right of way along Perry Street and Carson Street abutting this proposed development per City of Carson PW Standard Drawings and to the satisfaction of the City Engineer. b. Remove and replace any broken/damaged driveway approach within the public right of way along Perry Street and Carson Street abutting this proposed development per City of Carson PW Standard Drawings and to the satisfaction of the City Engineer. c. Remove unused driveway approach if any, within the public right of way along Perry Street abutting this proposed development and replace it with full height curb and gutter and sidewalk per City of Carson PW Standard Drawings and to the satisfaction of the City Engineer.
d. Plant approved parkway trees on locations where trees in the public right of way along Carson Street and Perry Street abutting this proposed development are missing per City of Carson PW Standard Drawings Nos. 117, 132, 133 and 134. i. All existing City trees on Carson Street, including the one previously removed with tree well paved over, shall be replanted with 24” box size Gold Medallion Tree (Cassia leptophylla). The tree wells shall be expanded to five (5) feet long at the existing depth across the sidewalk. The existing Carrotwood trees will sprout profusely from any 01007.0005/1050170.4
remaining roots so herbicide treatment may be needed as determined/directed by the Engineering Division.
e. Install the irrigation system for the purpose of maintaining the parkway trees to be planted within the public right-of-way along Perry Street abutting this proposed development. f. Paint Curbs Red along Perry Street within or abutting this proposed development. Plans showing the proposed red curbs shall be submitted to the Traffic Engineer for review and approval.
g. Streets abutting the development shall be slurry sealed from curb-to-curb or from median- to-curb when medians are existing or as approved by the City Engineer. Slurry Seal materials shall be rubberized emulsion aggregate slurry (REAS). Developer may pay a fee in-lieu of application of Slurry Seal. ($0.45 per square foot $1,350.00 minimum fee for first location up to 3,000 square feet)

95. Off-site improvements (e.g. driveways, sidewalk, parkway drains, trees, curb/gutter etc.) shown on the grading plans must provide a concurrent submittal to City of Carson Engineering Division.

Off-site improvements shall be shown on a separate set of street improvement plans. Prior to issuance of Grading permit, Developer shall obtain clearance from City of Carson Engineering Division.

96. Pursuant to Section 9161.4 of the Zoning Ordinance, Developer shall underground all existing overhead utility lines 12 kilovolts and less both onsite (except where such existing overhead utility lines also serve neighboring residential uses) and along project frontage on the west side of Perry Street to the satisfaction of the City Engineer and only to the extent that the estimated cost of this, and all such required improvements, does not exceed fifty (50) percent of the valuation of the nearest proposed project structure for which a building permit is requested.

Pursuant to Section 9161.7 of the Zoning Ordinance, the City may accept an in-lieu fee in an amount determined by the City Engineer to be sufficient to cover the costs of such undergrounding provided the applicant deposits the full amount of the in-lieu fee before issuance of Building Permits. The in- lieu fee, and fees for all such required improvements, shall not exceed fifty (50) percent of the valuation of the structure for which a building permit is requested.

Undergrounding cost estimate shall be prepared by Southern California Edison and shall be submitted to the City Engineer for his determination.

Prior to Building Permits
Prior to issuance of Building Permit, the proposed development is subject to the following:

97. Building permits can be issued prior to recordation of the final map, as determined by the City Engineer.

98. The hydrology report shall be submitted to the Engineering Division for review and approval of the City Engineer, to include the following:
a. Provide additional context in the hydrology report justifying the use of the existing condition as a historically developed site. Current site conditions appear to have pervious surfaces. b. Incorporate the Final approved Site Plan as an exhibit in the Final Hydrology Report.

99. Drainage/Grading plan shall be submitted for approval of the Building and Safety Division. 100. The Developer shall submit a sewer area study to the Los Angeles County Department of Public Works (LACDPW) to determine if capacity is adequate in the sewerage system to be used as the outlet for the sewer of this development. If the system is found to have insufficient capacity, the problem must be addressed and resolved to the satisfaction of the L.A. County Sewer Department.
101. Quitclaim or relocate any easements interfering with building locations to the satisfaction of the City, appropriate agency or entity.
102. Per CMC Section 5809, Developer shall comply with all applicable Low Impact Development (LID) requirements and shall include Best Management Practices necessary to control storm 01007.0005/1050170.4
water pollution from construction activities and facility operations to the satisfaction of the City Engineer.
103. Per CMC Section 5809(d)(2), Developer shall comply with the requirement that all street and road construction of 10,000 square feet or more of impervious surface shall follow USEPA guidance regarding managing wet weather with Green Infrastructure: Green Streets (December 2008 EPA-833-F-08-009) to the maximum extent practicable. 104. Developer shall apply for a Construction Activities Stormwater General Permit from the State Water Resources Control Board.
105. Developer shall provide a copy of an approved SWPPP along with WDID number. 106. Developer shall provide contact information of the Qualified Storm Water Developer (QSD) and/or Qualified SWPPP (Storm Water Pollution Prevention Plan) Developer (QSP) of the site to the City via e-mail to [email protected].
107. Developer shall submit digital copies of the LID/NPDES/Grading Plans, Hydrology and Hydraulic analysis concurrently to City of Carson, Engineering Services Department and Los Angeles County Building & Safety Division. Deliver City copy via e-mail to [email protected]. 108. Developer shall complete, sign and return the Stormwater Planning Program LID Plan Checklist form and return to the City via e-mail to [email protected]

Prior to issuance of Certificate of Occupancy

Prior to issuance of Certificate of Occupancy, the proposed development is subject to the following:
109. Final Map shall be recorded (i.e., filed for record with the County Recorder) as determined by the City Engineer.
110. The Developer shall comply with all requirements from L.A. County Sewer Maintenance Division for maintenance of new and/or existing sewer main relating to this development, prior to release of all improvement bonds.
111. The Developer shall execute and provide to the City Engineer a written statement from the water purveyor indicating that the water system will be operated by the purveyor and that under normal conditions, the system will meet the requirements for the development and that water service will be provided to each building.
a. Comply with mitigation measures recommended by the water purveyor. 112. The Developer shall construct and guarantee the construction of all required and previously approved Street Improvements to the satisfaction of the City of Carson Public Works Inspector and the City Engineer.
113. The Developer shall construct and guarantee the construction of all required drainage infrastructures in accordance with the requirements and recommendations of the hydrology study, subject to the approval of the City Engineer
114. All new utility lines servicing the proposed development shall be underground to the satisfaction of the City Engineer, except the existing overhead power lines serving the existing residential to the north.
115. Comply with any additional requirements, if any, as means of mitigating any traffic impacts as identified in the traffic study approved by the City Traffic Engineer. 116. If needed, easements shall be granted to the City, appropriate agency, or entity for the purpose of ingress, egress, construction, and maintenance of all infrastructures constructed and disability access for this development to the satisfaction of the City Engineer and/or appropriate agency or entity determined by the City Engineer. 117. All infrastructures necessary to serve the proposed development (water, sewer, storm drain, and street improvements) shall be in operation prior to the issuance of Certificate of Occupancy.
01007.0005/1050170.4
118. For any structural and/or treatment control device installed, Developer shall record a maintenance covenant pursuant to Section 106.4.3 of the County of Los Angeles Building Code and title 12, Chapter 12.80 of the Los Angeles County Code relating to the control of pollutants carried by storm water runoff. In addition, an exhibit shall be attached to identify the location and maintenance information for any structural and/or treatment control device installed.
119. Developer shall complete and submit digital BMP Reporting Template Spreadsheet to Roland Jen at [email protected].
120. Covenant shall be reviewed and approved by the City Engineer prior to recordation with the Los Angeles County Registers Recorder/County Clerk. 121. RECORDATION is the responsibility of the Developer. Provide a copy of the recorded covenant agreement to the City Engineer
122. Inspection will be conducted once a year after all Post Construction Best Management Practices (BMP) are constructed.
123. Developer shall provide an approved Notice of Termination (NOT) by the Regional Water Resources Control Board.

FINAL MAP
124. Submit the Final Map for review and approval prior to recordation/filing. Submittals are to be made to the Los Angeles County Fire Department and the City of Carson. 125. Label the driveway "Private Driveway and Fire Lane" on the Final Map and clearly depict the required Fire Department width as approved per the tentative map review. 126. The final map must be approved by the City of Carson's designated geotechnical expert to assure that all geotechnical requirements have been properly depicted. 127. A final guarantee will be required at the time of the filing of the final map with the Registrar- Recorder/County Clerk's office.

SHERIFF DEPARTMENT –LOS ANGELES COUNTY
128. Prior to issuance of any permits, a Construction Traffic Management Plan shall be implemented as part of the proposed Project to address construction-related traffic congestion and emergency access issues. If temporary lane closures are necessary for the installation of utilities, emergency access shall be always maintained. Flag persons and/or detours should also be provided as needed to ensure safe traffic operations, and construction signs shall be posted to advise motorists of reduced construction zone speed limits. On-site inspector shall notify the Carson Station when these measures are in place.

01007.0005/1050170.4
EXHIBIT “C”

ADDENDUM TO THE GENERAL PLAN EIR

Available at https://ci.carson.ca.us/CommunityDevelopment/PerrySt.aspx

01007.0005/1050170.4
EXHIBIT “D”

GENERAL PLAN AMENDMENT

The section entitled “Corridor Mixed Use” on page 2-14 of the Land Use and Revitalization Element of the City of Carson 2040 General Plan is hereby amended as follows (new language in bold underline):

Corridor Mixed Use (CMU)

This designation is applied to corridors where a mix of commercial and residential uses are permitted—although purely commercial or purely residential uses are allowed—to support retail and services that cater to the daily needs of local residents. Permitted uses include housing, retail, restaurants, personal services, public uses, and professional business offices. Mixed use may be in either a vertical format (multiple uses in the same building) or horizontal format (multiple single-use buildings on the same parcel). Other uses that are determined to be compatible with surrounding areas, including sensitive uses, would require a conditional use permit.

Notwithstanding any otherwise-conflicting provision governing the Corridor Mixed Use land use designation, properties located within the Corridor Mixed Use land use designation that are also within the Perry Street Specific Plan area shall be developed in accordance with the permitted land uses in the Perry Street Specific Plan, including any amendments thereto, as well as any other provisions of the Corridor Mixed Use land use designation.

Typically, mid-rise building heights would be found in this designation. The maximum FAR is 1.0. Residential development up to 40 units per acre is permitted with provision of new or retention of existing 0.2 FAR minimum commercial space. Base FAR and base residential density may be increased by up to 15 percent with inclusion of additional (beyond minimum) active ground floor commercial use and/ or community benefits, independent of increases permitted under State density bonus laws for affordable housing. Ground level active commercial uses are not included in FAR calculations, and the City may, in circumstances where ground floor commercial use is not desirable or practical, permit substitution of commercial uses with community benefits.

For provisions relating to existing (as of 2021) commercial development replacement, see Policy LUR-P-16.

01007.0005/1050170.4
EXHIBIT “E”

SPECIFIC PLAN AMENDMENT

Available at https://ci.carson.ca.us/CommunityDevelopment/PerrySt.aspx

01007.0005/1050170.4
EXHIBIT “F”

AMENDED AND RESTATED DEVELOPMENT AGREEMENT

Available at https://ci.carson.ca.us/CommunityDevelopment/PerrySt.aspx

1 RESOLUTION NO. 25-031

A RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF CARSON, CALIFORNIA, APPROVING (1) AN
ADDENDUM TO THE 2040 GENERAL PLAN UPDATE

ENVIRONMENTAL IMPACT REPORT WITH RESPECT
TO GENERAL PLAN AMENDMENT NO. 2 -24 AND
SPECIFIC PLAN AMENDMENT NO. 2 -24, (2) GENERAL
PLAN AMENDMENT NO. 2-24 TO AMEND THE

CORRIDOR MIXED USE GENERAL PLAN LAND USE
DESIGNATION, AND (3) SPECIFIC PLAN AMENDMENT
NO. 2 -24 TO AMEND THE PERRY STREET SPECIFIC
PLAN, RELATED TO THE DEVELOPMENT OF A 62 -UNIT

RESIDENTIAL TOWNHOME CONDOMINIUM PROJECT
ON A 2 .80-ACRE PROPERTY LOCATED AT 21611 STEET
(APNS 7327-010-014 & 7327-010-015)

WHEREAS, on or about December 5, 2024, the Department of Community Development received an application from 21611 Perry Street LLC (“Developer”) for a proposed residential development (“Project”) with 62 townhouses on two parcels (APNS 7327-010-014 & 015) located at 21611 Perry Street and legally described in Exhibit “A” attached hereto (the “Property”), as an alternative to the self-storage project previously approved for the Property in 2022 by adoption of Development Agreement No. 27-21, the Perry Street Specific Plan (SP No. 29-22), Zone Change No. 185-21, and Site Plan and Design Review No. 1858-21; and

WHEREAS, the Property is located in the Corridor Mixed Use General Plan land use designation and the Perry Street Specific Plan, and is subject to Development Agreement No. 27- 21; and

WHEREAS, Developer has requested the following entitlements for the Project:

• General Plan Amendment (“GPA”) No. 2 -24, to amend the description of the Corridor Mixed Use land use designation in the Land Use and Revitalization Element;

• Specific Plan Amendment (“SP”) No. 2-24, to amend the Perry Street Specific Plan (PSSP), to allow for development of the Project on the Property;

• Development Agreement Amendment (“DA”) No. 2 -24, amending and restating DA No. 27 -21, to grant Developer a vested right to develop the Project on the Property in exchange for provision of specified community benefits (“DA Amendment”);

• Site Plan and Design Review (“DOR”) No. 20-24, to approve the development plan for the Project; and

2 • Vesting Tentative Tract Map (“TTM”) No. 3-24, for TTM 84598 for condominium purposes, to accommodate 62 for-sale townhome condominium units; and

WHEREAS, on April 4, 2023, the City of Carson certified an Environmental Impact Report (EIR) prepared for the Carson 2040 General Plan Update (General Plan Update) (State Clearinghouse No. 2001091120, December 2022) (“Certified EIR”). In accordance with the California Environm ental Quality Act (CEQA), the City has prepared an Addendum to the Certified EIR for the Project pursuant to CEQA Guidelines Section 15164 (“Addendum”); and

WHEREAS, after notice of the time, place, and purpose of a public hearing was duly given, the City’s Planning Commission held a public hearing and heard testimony and considered all factors both oral and written on the 11th day of February, 2025, to consider Develo per’s applications for the Project. Following such public hearing, the Planning Commission adopted Planning Commission Resolution No. 25 -2881, whereby it: (1) approved the Addendum, DOR No. 20-24, and TTM No. 3-24 for the Project, all subject to the conditions of approval set forth in Exhibit “B” attached to said resolution (“Conditions”) and contingent on the City Council’s approval of GPA No. 2 -24, SP No. 2 -24, and DA No. 2 -24; and (2) recommended City Council approval of GPA No. 2-24, SP No. 2-24, and DA No. 2-24, subject to the Conditions applicable to SP No. 2-24 and DA No. 2-24; and

WHEREAS, on March 4, 2025, the City Council held a duly noticed public hearing to consider Developer’s applications for GPA No. 2 -24, SP No. 2 -24, and DA No. 2 -24, and the Addendum with respect thereto, pursuant to the Planning Commission’s recommendation, and during such hearing, the City Council heard testimony and considered all factors both oral and written; and

WHEREAS, California Government Code Section 65356 requires that a legislative body shall adopt or amend a general plan by resolution; and

WHEREAS, the City Council intends, by this resolution, to approve the Addendum with respect to GPA No. 2-24 and SP No. 2-24, and to approve GPA No. 2-24 and SP No. 2-24, subject to the Conditions to the extent applicable to SP No. 2 -24, as recommended by the Planning Commission, in connection with the City Council’s introduction and adoption of Ordinance No. 25-2506 approving the Addendum in compliance with the CEQA with respect to DA No. 2-24 and approving DA No. 2 -24 for the Project, subject to the Condit ions to the extent applicable to DA No. 2-24.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF CARSON
HEREBY FINDS, DETERMINES, AND RESOLVES AS FOLLOWS:

3 SECTION 1. The foregoing recitals are true and correct and are incorporated herein by reference.

SECTION 2 . CEQA. In accordance with CEQA, the “Addendum to the Carson 2040 General Plan Update EIR – 21611 Perry Street Project,” dated February, 2025, which is attached hereto as Exhibit “B” (“Addendum”), analyzes proposed modifications, including but not limited to GP No. 2-24 and SP No. 2-24 (the “Modified Project”), to the Carson 2040 General Plan Update approved by the City in 2023, for which an Environmental Impact Report (“EIR”) was certified (“Certified EIR”). Having considered the Addendum and the Certified EIR, as well as the entire administrative record, the City Council finds that, based on substantial evidence in the record, none of the conditions described in CEQA Guidelines Section 15162 calling for preparation of a subsequent EIR have occurred with respect to the Modified Project, and therefore preparation of a subsequent EIR is not required, nor is preparation of a supplemental EIR pursuant to CEQA Guidelines Section 15163.

The Addendum demonstrates that the Modified Project does not meet the standards that would require a Supplemental or Subsequent EIR pursuant to Public Resources Code (“PRC”) Section 21166 or CEQA Guidelines Section 15162 and 15163. As demonstrated by the discussion and analysis in the Addendum: the Modified Project does not propose substantial changes which will require major revisions of the Certified EIR due to the involvement of new significant environmental effects or a substantial increase in the seve rity of previously identified significant effects; no substantial changes will occur with respect to the circumstances under which the Modified Project is undertaken which will require major revisions of the Certified EIR due to the involvement of new sign ificant environmental effects or a substantial increase in the severity of previously identified significant effects; and, no new information of substantial importance has become available relative to any of the environmental topic categories that shows a ny of the following: (i) the Modified Project will have one or more significant effects not discussed in the Certified EIR; (ii) significant effects previously examined will be substantially more severe than shown in the Certified EIR; (iii) mitigation mea sures or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the Modified Project, but the project proponents decline to adopt the mitigation measure or alternative; or (iv) mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation me asure or alternative.

4 requirements of PRC Section 21166 and CEQA Guidelines Sections 15162, 15163, and 15164, and the Addendum properly does so.

The City Council determines, in the exercise of its independent judgment, after consideration of the whole of the administrative record, that the Modified Project was assessed in the Certified EIR, and pursuant to CEQA Guidelines 15162 and 15164, some changes or additions to the Certified EIR are necessary in order to provide an environmental review of the Modified Project in accordance with the requirements of CEQA, but that none of the conditions described in CEQA Guidelines Section 15162 calling for the preparation of a subsequent EIR have occurred, and the Addendum has been prepared for that purpose and includes the necessary changes or additions. The City Council further finds that the Addendum reflects the independent judgment of the City as lead agenc y for the Modified Project and has been prepared in compliance with all requirements of CEQA and the CEQA Guidelines.

SECTION 3. With respect to General Plan Amendment No. 2-24, which is attached hereto as Exhibit “C” and incorporated herein by reference, the City Council finds that:

a) The proposed amendment will contribute to the public health, safety, and general welfare or will be of benefit to the public. The proposed amendment modifies the text of the Corridor Mixed Use (CMU) General Plan land use designation description to provide that notwithstanding any otherwise-conflicting provisions or restrictions of the CMU land use designation, areas so designated that are within the Perry Street Specific Plan Area shall be developed in accordance with the permitted land uses in the Perry Street Specific Plan, as well as any other provisions of the CMU land use designation.

The effect of the proposed amendment is to allow the previously approved Perry Street self-storage project to be consistent with the General Plan. The Project (as defined in the first recital of this resolution to refer to the townhome development) is consistent with the General Plan with or without the proposed General Plan amendment. The Project will be developed in accordance with a proposed amendment to the existing Development Agreement No. 27 -21, under which Developer will provide public benefits as detailed in Ordinance No. 25-2506.

b) The proposed General Plan Amendment for the Property is consistent with the spirit and the intent of the existing CMU land use designation in that it allows the self-storage use which has been determined to be compatible with surrounding areas through the specific plan rather than via a conditional use permit requirement.

c) The proposed amendment retains the internal consistency of the General Plan and is consistent with other adopted plans unless a concurrent amendment to those plans is also prepared and will result in consistency. The proposed amendments will not create any inconsistencies in the General Plan. The concurrent amendment to the Perry Street

5 Specific Plan (SP No. 2-24), approval of which is included in this resolution, will result in consistency between the General Plan land use element and the Perry Street Specific Plan.

d) The proposed General Plan Amendment has been reviewed in compliance with the requirements of the California Environmental Quality Act, as discussed in Section 2 above. The City Council is approving the Addendum with respect to the General Plan Amendment as set forth in Section 5 below.

SECTION 4. With respect to Specific Plan Amendment No. 2-24, which is attached hereto as Exhibit “D” and incorporated herein by reference, the City Council finds that:

a) The proposed Specific Plan Amendment will contribute to the health, safety, and general welfare or will be of benefit to the public. The proposed amendment allows for the development of 62 townhomes on the Property, which will benefit the public by creating new opportunities for homeownership. The Project will be developed in accordance with Development Agreement No. 27 -21, as proposed to be amended and restated by approval of DA No. 2 -24, under which Developer will provide public benefits as detailed in Ordinance No. 25-2506.

b) The proposed Specific Plan Amendment is consistent with the General Plan goals. The proposed amendment will allow the development of townhome condominiums on the Property. The development of the residential condominium project on the Property is consistent with the following General Plan policies:

1. Policy LUR -P-2: “Promote development of a range of housing types, including single-family homes on small lots, accessory dwelling units, townhomes, lofts, live- work spaces in transitioning industrial districts, and senior and student housing to meet the needs of future demographics and changing family sizes.” The Specific Plan Amendment will allow for the development of a project with 62 townhomes, which is consistent with General Plan policy of providing a range of housing types.

2. Policy LUR-P-15 Focus new residential, commercial and employment -generating land uses along Carson Street and Avalon Boulevard in order to support higher - frequency transit service. The Property fronts on Carson Street.

3. Policy HE 2-1: “Facilitate production of a variety of housing types in a diversity of settings and neighborhoods.” The Specific Plan Amendment will allow for the development of a project with 62 townhomes, which is consistent with General Plan policy of providing a range of housing types.

4. Policy HE 2 -5: “Inc rease the number of owner -occupied units within condominiums and planned unit developments.” The Specific Plan Amendment will allow for the development of a project with 62 townhome condominiums,

6 which is consistent with the General Plan policy of increasing the number of owner- occupied units within condominiums.

c) The proposed Specific Plan Amendment retains the internal consistency of the Perry Street Specific Plan and is consistent with other adopted plans unless concurrent amendments to those plans are also proposed and will result in consistency. The Perry Street Specific Plan, as amended by SP-2-24, will be consistent with the General Plan, as amended by GPA-2-24.

d) The Perry Street Specific Plan, as proposed to be amended by SP No. 2 -24, includes all required contents set forth in Government Code Section 65451.

e) The proposed Specific Plan Amendment has been reviewed in compliance with the requirements of the California Environmental Quality Act, as discussed in Section 2 above. The City Council is approving the Addendum with respect to the Specific Plan Amendment as set forth in Section 5 below.

SECTION 5. Based on the aforementioned findings, the City Council hereby (1) approves the Addendum with respect to General Plan Amendment No. 2-24 and Specific Plan Amendment No. 2 -24, (2) approves General Plan Amendment No. 2 -24, and (3) approves Specific Plan Amendment No. 2 -24, subject to the Conditions to the extent applicable to Specific Plan Amendment No. 2-24.

SECTION 6. This resolution shall take effect upon the effectiveness of City of Carson Ordinance No. 25-2506.

SECTION 7. The City Council declares that, should any provision, section, paragraph, sentence or word of this resolution be rendered or declared invalid by any final court action in a court of competent jurisdiction or by reason of any preemptive legislation, the r emaining provisions, sections, paragraphs, sentences or words of this resolution as hereby adopted shall remain in full force and effect.

SECTION 8. The City Clerk shall certify to the passage and adoption of this Resolution and enter it into the book of original Resolutions.

[signatures on the following page]

7 PASSED, APPROVED and ADOPTED this ___ day of _____ 2025.

Lula Davis-Holmes, Mayor
ATTEST:

______________________________
Dr. Khaleah K. Bradshaw, City Clerk

APPROVED AS TO FORM

______________________________
Sunny K. Soltani, City Attorney

8 EXHIBIT “A”

PROPERTY LEGAL DESCRIPTION

THE LAND REFERRED TO HEREIN BELOW IS SITUATED IN THE CITY OF CARSON,

IN THE COUNTY OF LOS ANGELES, STATE OF CALIFORNIA, AND IS DESCRIBED AS FOLLOWS:

THAT PORTION OF LOT 15 OF TRACT NO. 4054, IN THE CITY OF CARSON, COUNTY OF LOS ANGELES, STATE OF CALIFORNIA, AS PER MAP RECORDED IN BOOK 44 PAGE 39 OF MAPS, .IN THE OFFICE OF THE COUNTY RECORDER OF SAID COUNTY, DESCRIBED AS FOLLOWS:

BEGINNING AT THE INTERSECTION OF THE NORTHERLY LINE OF THE SOUTHERLY 20 FEET OF SAID LOT WITH A LINE PARALLEL WITH AND NORTHEASTERLY 27 FEET, MEASURED AT RIGHT ANGLES, FROM THE SOUTHWESTERLY LINE OF SAID LOT; THENCE ALONG SAID PARALLEL LINE NORTH 39° 21' 48" WEST 245.64 FEET; THENCE SOUTH 89° 22' 27" WEST 25.48 FEET; THENCE NORTH 39° 21' 48" WEST 2.11 FEET; THENCE NORTH 0° 37' 33" WEST 17.38 FEET TO A LINE PARALLEL WITH AND NORTHEASTERLY 18 FEET, MEASURED AT RIGHT ANGLES, FROM SAID SOUTHWESTERLY LINE; THENCE ALONG SAID LAST MENTIONED PARALLEL LINE NORTH 39° 21' 48" WEST TO THE SOUTHERLY LINE OF TRACT NO. 29360 , AS PER MAP RECORDED IN BOOK 734, PAGE 45 OF MAPS ;

THENCE EASTERLY ALONG SAID SOUTHERLY LINE TO THE EASTERLY LINE OF SAID LOT 15; THENCE SOUTHERLY ALONG SAID EASTERLY LINE TO SAID NORTHERLY LINE; THENCE WESTERLY ALONG SAID NORTHERLY LINE TO THE POINT OF BEGINNING.

EXCEPT THEREFROM THAT PORTION OF SAID LAND DESIGNATED AS PARCELS 2-36 INCLUSIVE IN THE FINAL DECREE OF CONDEMNATION ENTERED IN SUPERIOR COURT, LOS ANGELES COUNTY, CASE NO. 909461, A CERTIFIED COPY OF WHICH WAS RECORDED AUGUST 26, 1969, AS INSTRUMENT NO. 2734, IN BOOK D-4478, PAGE 350, OFFICIAL RECORDS OF SAID COUNTY AND MORE PARTICULARLY DESCRIBED AS FOLLOWS:

TO SAID NORTHERLY LINE AND TANGENT TO THE WESTERLY LINE OF THE EASTERLY 5 FEET OF SAID LOT; THENCE NORTHEASTERLY ALONG 'SAID CURVE

23.55 FEET TO SAID WESTERLY LINE; THENCE EASTERLY AT RIGHT ANGLES FROM SAID WESTERLY LINE 5 FEET TO SAID EASTERLY LINE; THENCE SOUTHERLY ALONG SAID EASTERLY LINE 14.99 FEET TO THE POINT OF BEGINNING.

9 ALSO, EXCEPT l/2 OF ALL OIL, GAS, HYDROCARBON AND MINERAL SUBSTANCES

IN AND UNDER SAID LAND, BUT WITHOUT RIGHT OF SURFACE ENTRY, AS RESERVED BY MARY M. REGAN, IN DEED RECORDED OCTOBER 4, 1957 AS INSTRUMENT NO. 504, IN BOOK 44767, PAGE 300, OFFICIAL RECORDS.

APNs: 7327-010-014 & 015

EXHIBIT “B”

ADDENDUM

Available at https://ci.carson.ca.us/CommunityDevelopment/PerrySt.aspx

EXHIBIT “C”

GENERAL PLAN AMENDMENT NO. 2-24

Corridor Mixed Use (CMU)

For provisions relating to existing (as of 2021) commercial development replacement, see Policy LUR-P-16.

EXHIBIT “D”

SPECIFIC PLAN AMENDMENT NO. 2-24

Available at: 00.PERRY STREET SPECIFIC PLAN AMENDMENT (SP-2-24).pdf

01007.0005/1054715.1
ORDINANCE NO. 25-2506

AN UNCODIFIED ORDINANCE OF THE CITY OF CARSON,
CALIFORNIA, APPROVING (1) AN ADDENDUM TO THE 2040

GENERAL PLAN UPDATE ENVIRONMENTAL IMPACT REPORT
WITH RESPECT TO DEVELOPMENT AGREEMENT NO. 2 -24, AND (2) DEVELOPMENT AGREEMENT NO. 2 -24, AN AMENDMENT TO
DEVELOPMENT AGREEMENT NO. 27 -21 BETWEEN THE CITY OF
CARSON AND 21611 PERRY STREET LLC, FOR A PROPOSED 62-UNIT

RESIDENTIAL TOWNHOME CONDOMINIUM DEVELOPMENT AS AN
ALTERNATIVE TO A SELF -STORAGE FACILITY AT 21611 PERRY
STREET

WHEREAS, California Government Code Section 65864 et seq. authorizes the City of Carson (“City”) to enter into binding development agreements with persons having a legal or equitable interest in real property for the development of such property in order to establish certain development rights, for the purpose of strengthening the public planning process, encouraging private participation and comprehensive planning and identifying the economic costs of such development; and

WHEREAS, on October 18, 2022, the City of Carson approved Development Agreement (“DA”) No. 27 -21 with 21611 Perry Street LLC (“Developer”) for the development of a self - storage facility consisting of approximately 121,775 square feet in a mix of three buildings, with a maximum height of 36 feet, with storage units for rent (“Project A”), upon real property located at 21611 Perry Street having Assessor’s Parcel Numbers 7327 -010-014 & 015 and legally described in Exhibit “A” attached hereto and incorporated h erein by this reference (the “Property”); and

WHEREAS, the Property is located in the Corridor Mixed Use General Plan land use designation and the Perry Street Specific Plan; and

WHEREAS, on or about December 5, 2024, the Department of Community Development received an application from Developer for certain entitlements to develop a residential project on the Property consisting of 62 townhome condominiums (“Project B”) as an alternative to developing Project A, while maintaining the option to develop Project A; and

WHEREAS, Developer’s requested entitlements consist of the following: (1) General Plan Amendment (“GPA”) No. 2 -24, to amend the description of the Corridor Mixed Use land use designation in the Land Use and Revitalization Element, (2) Specific Plan Amendment (“SP”) No. 2-24 to amend the Perry Street Specific Plan to allow for the development of Project B as an alternative to Project A, (3) Development Agreement (“DA”) No. 2 -24, amending and restating DA No. 27-21, to grant Developer a vested right to develop Project B on the Property in exchange for provision of specified community benefits (“DA Amendment” or DA No. 2-24), (4) Site Plan and Design Review (“DOR”) No. 20 -24, to approve the development plan for Project B, and (5) Vesting Tentative Tract Map (“T TM”) No. 3-24 for TTM 84598 for condominium purposes, to accommodate 62 for-sale townhome condominium units for Project B; and

01007.0005/1054715.1
California Environmental Quality Act (CEQA), the City has prepared an Addendum to the Certified EIR for the Project pursuant to CEQA Guidelines Section 15164 (“Addendum”); and

WHEREAS, the application for the DA Amendment was submitted pursuant to Government Code Sections 65864 through 65869.5; and

WHEREAS, after notice of the time, place, and purpose of a public hearing was duly given, the City’s Planning Commission held a public hearing and heard testimony and considered all factors both oral and written on the 11th day of February, 2025, to consider Develo per’s application. Following such public hearing, the Planning Commission adopted Planning Commission Resolution No. 25-2881, whereby it: (1) approved the Addendum, DOR No. 20 -24, and TTM No. 3-24 for the Project, all subject to the conditions of approval set forth in Exhibit “B” attached to said resolution (“Conditions”) and contingent on the City Council’s approval of GPA No. 2-24, SP No. 2 -24, and DA No. 2 -24; and (2) recommended City Council approval of GPA No. 2-24, SP No. 2-24, and DA No. 2-24, subject to the Conditions applicable to SP No. 2-24 and DA No. 2-24; and

WHEREAS, after notice of the time, place and purpose of a public hearing was duly given, the City Council held a public hearing on the 4th day of March, 2025, to consider Developer’s applications for GPA No. 2 -24, SP No. 2 -24, and DA No. 2 -24, and the Addendum with respect thereto, pursuant to the Planning Commission’s recommendation, and during such hearing, the City Council heard testimony and considered all factors both oral and written. Immediately following such hearing, the City Council adopted Resolu tion No. 25-031, approving the Addendum in compliance with CEQA with respect to GPA No. 2 -24 and SP No. 2 -24, and approving GPA No. 2-24 and SP No. 2-24 and introduced this Ordinance; and

WHEREAS, the City Council now intends, by adoption this Ordinance, to approve DA No. 2-24, subject to the Conditions to the extent applicable to DA No. 2-24.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF CARSON DOES HEREBY ORDAIN AS FOLLOWS:

Section 1. The above recitals are true and correct and are hereby incorporated into this Ordinance as findings of fact.

Section 2. CEQA. In accordance with CEQA, the “Addendum to the Carson 2040 General Plan Update EIR – 21611 Perry Street Project,” dated February, 2025, which is attached hereto as Exhibit “B” (“Addendum”), analyzes proposed modifications, including but not limited to DA No. 2-24 (the “Modified Project”), to the Carson 2040 General Plan Update approved by the City in 2023, for which an Environmental Impact Report (“EIR”) was certified (“Certified EIR”). Having considered the Addendum and the Certified EIR, as well as the entire administrative record, the City Council finds that, based on substantial evidence in the record, none of the conditions described in CEQA Guidelines Section 15162 calling for preparation of a subsequent EIR have occurred with respect to the Modified Project, and therefore preparation of a subsequent EIR is not required, nor is preparation of a supplemental EIR pursuant to CEQA Guidelines Section 15163.

01007.0005/1054715.1
The Addendum demonstrates that the Modified Project does not meet the standards that would require a Supplemental or Subsequent EIR pursuant to Public Resources Code (“PRC”) Section 21166 or CEQA Guidelines Section 15162 and 15163. As demonstrated by the discussion and analysis in the Addendum: the Modified Project does not propose substantial changes which will require major revisions of the Certified EIR due to the involvement of new significant environmental effects or a substantial increase in the seve rity of previously identified significant effects; no substantial changes will occur with respect to the circumstances under which the Modified Project is undertaken which will require major revisions of the Certified EIR due to the involvement of new sign ificant environmental effects or a substantial increase in the severity of previously identified significant effects; and, no new information of substantial importance has become available relative to any of the environmental topic categories that shows a ny of the following: (i) the Modified Project will have one or more significant effects not discussed in the Certified EIR; (ii) significant effects previously examined will be substantially more severe than shown in the Certified EIR; (iii) mitigation mea sures or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the Modified Project, but the project proponents decline to adopt the mitigation measure or alternative; or (iv) mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation me asure or alternative.

The applicable mitigation measures included as part of the Certified EIR will continue to be implemented under the Modified Project, as conditioned pursuant to the Conditions. Therefore, the Modified Project would not create any potential adverse impacts beyond those evaluated in the Certified EIR, and the preparation of an addendum that amends the Project Description in the Certified EIR to include the Modified Project is appropriate and fully complies with the requirements of PRC Se ction 21166 and CEQA Guidelines Sections 15162, 15163, and 15164, and the Addendum properly does so.

Section 3. Based upon all oral and written reports and presentations made by City staff, Developer, and members of the public, including any attachments and exhibits, the City Council hereby finds that:

a) The DA Amendment is consistent with the provisions of Government Code Sections 65864 through 65869.5.

01007.0005/1054715.1
b) The Development Agreement, as amended by the DA Amendment, is consistent with the General Plan, as amended by GPA No. 2-24, and is consistent with the Perry Street Specific Plan, as amended by SP No. 2-24.

c) The DA Amendment provides for a project that is located within an area suitable for the proposed use and is in conformance with the General Plan as amended by GPA No. 2-24 and the Perry Street Specific Plan as amended by SP No. 2-24.

d) The DA Amendment provides for a public convenience through significant monetary benefits which will contribute directly or indirectly to programs and services designed to provide for the health, safety, and welfare of the public, thereby exhibiting good land use practices. The Development Agreement, as amended by the DA Amendment, specifies the Community Benefits in Article 3, and more specifically in Section 3.B for Project B.

e) The DA Amendment will not be detrimental to the public’s health, safety, and general welfare, nor will it adversely affect the orderly development or property values for the subject Property or areas surrounding it.

f) The DA Amendment is in compliance with the procedures established by the City as required by Government Code Section 65865(c).

g) Article 6 of the Development Agreement, as amended by the DA Amendment, provides for an annual review to ensure good faith compliance with the terms of the Development Agreement, as required in Section 65865.1 of the Government Code.

h) Article 4 of the Development Agreement, as amended by the DA Amendment, includes conditions, terms, restrictions, and requirements for development of the Property as permitted in Section 65865.2 of the Government Code.

i) Article 7 of the Development Agreement, as amended by the DA Amendment, contains provisions for termination of the Agreement prior to expiration of its term.

j) The Development Agreement, as amended by the DA Amendment, provides for amendment or cancellation in whole or in part, by mutual consent of the parties to the Agreement or their successors in interest, as required in Section 65868 of the Government Code.

k) The Development Agreement, as amended by the DA Amendment, is in the best public interest of the City and its residents and will achieve a number of City objectives including ensuring compatibility of the development and use of the site with surrounding us es and helping achieve a sustainable balance of residential and non - residential development and a balance of traffic circulation through the City, in furtherance of General Plan goals and objectives.

01007.0005/1054715.1

Section 4. Based on the aforementioned findings, the City Council hereby (1) approves the Addendum with respect to DA No. 2 -24, and (2) approves DA No. 2 -24, a copy of which is attached hereto as Exhibit “C” and incorporated herein by this reference, subject to the Conditions to the extent applicable to DA No. 2-24, and authorizes its execution by the Mayor and all actions necessary to comply with its terms.

Section 5. This Ordinance shall take effect on the 30th day following its adoption by the City Council. However, if and when the Amended and Restated Development Agreement No. 27- 21 should terminate pursuant to Article 7 thereof, this Ordinance will automatically ter minate concurrently therewith without any action needing to be taken by the City Council.

Section 6. Pursuant to Government Code Section 65868.5, the City Clerk of the City shall record a copy of DA No. 2-24 with the County Recorder within 10 days after execution thereof.

Section 7 . The City Council declares that, should any provision, section, paragraph, sentence or word of this Ordinance be rendered or declared invalid by any final court action in a court of competent jurisdiction or by reason of any preemptive legislation, the rema ining provisions, sections, paragraphs, sentences or words of this Ordinance as hereby adopted shall remain in full force and effect.

Section 8. The Mayor, City Manager, and City Clerk or their designees, are authorized and directed to take such actions and execute such documents and certifications as may be necessary to implement and affect execution, recordation and enforcement of this Ordinance and the DA Amendment.

Section 9. The City Clerk of the City of Carson shall certify to the passage and adoption of this Ordinance and shall cause this Ordinance or a summary of this Ordinance to be published in a newspaper of general circulation, printed and published within the City of Carson in accordance with Section 314 of the City’s Charter.

[signatures on the following page]

01007.0005/1054715.1
PASSED, APPROVED and ADOPTED this ___ day of _____ 2025.

Lula Davis-Holmes, Mayor
ATTEST:

______________________________
Dr. Khaleah K. Bradshaw, City Clerk

APPROVED AS TO FORM

______________________________
Sunny K. Soltani, City Attorney

01007.0005/1054715.1
EXHIBIT “A”

PROPERTY LEGAL DESCRIPTION

THE LAND REFERRED TO HEREIN BELOW IS SITUATED IN THE CITY OF CARSON,

IN THE COUNTY OF LOS ANGELES, STATE OF CALIFORNIA, AND IS DESCRIBED AS FOLLOWS:

BEGINNING AT THE INTERSECTION OF THE NORTHERLY LINE OF THE SOUTHERLY 20 FEET OF SAID LOT WITH A LINE PARALLEL WITH AND NORTHEASTERLY 27 FEET, MEASURED AT RIGHT ANGLES, FROM THE SOUTHWESTERLY LINE OF SAID LOT; THENCE ALONG SAID PARALLEL LINE NORTH 39° 21' 48" WEST 245.64 FEET; THENCE SOUTH 89° 22' 27" WEST 25.48 FEET; THENCE NORTH 39° 21' 48" WEST 2.11 FEET; THENCE NORTH 0° 37' 33" WEST 17.38 FEET TO A LINE PARALLEL WITH AND NORTHEASTERLY 18 FEET, MEASURED AT RIGHT ANGLES, FROM SAID SOUTHWESTERLY LINE; THENCE ALONG SAID LAST MENTIONED PARALLEL LINE NORTH 39° 21' 48" WEST TO THE SOUTHERLY LINE OF TRACT NO. 29360 , AS PER MAP RECORDED IN BOOK 734, PA GE 45 OF MAPS ;

TO SAID NORTHERLY LINE AND TANGENT TO THE WESTERLY LINE OF THE EASTERLY 5 FEET OF SAID LOT; THENCE NORTHEASTERLY ALONG 'SAID CURVE

23.55 FEET TO SAID WESTERLY LINE; THENCE EASTERLY AT RIGHT ANGLES FROM SAID WESTERLY LINE 5 FEET TO SAID EASTERLY LINE; THENCE SOUTHERLY ALONG SAID EASTERLY LINE 14.99 FEET TO THE POINT OF BEGINNING.

ALSO, EXCEPT l/2 OF ALL OIL, GAS, HYDROCARBON AND MINERAL SUBSTANCES

IN AND UNDER SAID LAND, BUT WITHOUT RIGHT OF SURFACE ENTRY, AS

01007.0005/1054715.1
RESERVED BY MARY M. REGAN, IN DEED RECORDED OCTOBER 4, 1957 AS INSTRUMENT NO. 504, IN BOOK 44767, PAGE 300, OFFICIAL RECORDS.

APNs: 7327-010-014 & 015

01007.0005/1054715.1
EXHIBIT “B”

ADDENDUM
Available at https://ci.carson.ca.us/CommunityDevelopment/PerrySt.aspx

01007.0005/1054715.1
EXHIBIT “C”

DEVELOPMENT AGREEMENT NO. 2-24

01007.0005/1049883.6

RECORDING REQUESTED BY AND
WHEN RECORDED MAIL TO:

City of Carson
701 E Carson Street
Carson, CA 90745
Attn: Planning Manager
SPACE ABOVE THIS LINE RESERVED FOR RECORDER’S USE

AMENDED AND RESTATED DEVELOPMENT AGREEMENT
This Amended and Restated Development Agreement (“Agreement”) is executed on the ____ day of ___________, 2025 (“Execution Date”), by and between the City of Carson, a municipal corporation of the State of California (“City”), and 21611 Perry Street LLC, a California limited liability company (“Developer”). The City and Developer shall be referred to jointly within this Agreement as the “Parties” and individually as a “Party.” This Agreement is an amendment to and restatement of Development Agreement No. 27 -21, which the Parties entered into on or around October 18, 2022, including all previous amendments to Development Agreement No. 27-21 through Minor Modifications and any other amendments thereto (“Original Agreement”).

RECITALS
A. The Development Agreement Statute. California Government Code Sections 65864 et seq. (“Development Agreement Law ”) authorizes cities to enter into binding development agreements with persons having a legal or equitable interest in real property for the development of such property, all for the purpose of strengthening the public planning process, encouraging private participation , and comprehensive planning and identifying the economic costs of such development.

B. Orderly Development; Public Benefits. The City Council finds that this Agreement is in the best public interest of the City and its residents, adopting this Agreement constitutes a present exercise of the City’s police power, and this Agreement is consistent with the City’s General Plan. This Agreement and the proposed Project will achieve a number of City objectives, including the orderly development of the Property and the provision of public benefits, or funds therefor, to the City and its residents.

C. The Property. The property is a vacant lot located in a region characterized by a mix of residential and commercial uses, and is located at 21611 Perry Street, Carson, California, on the northwest corner of East Carson Street and South Perry Street, having Assessor’s Parcel Number s 73 27-010-014 and 7327-010-015, legally described and depicted in Exhibit “A” and Exhibit “B” attached hereto and incorporated herein (the “ Property”).

Developer owns the Property and, as such, possesses the requisite equitable interest in the Property under Government Code Section 65865 that allows the Parties to enter into this Agreement.

D. Original Project. The Original Agreement concerned the development of a self -storage facility on the Property consisting of approximately 121,775 maximum square feet in a mix of three buildings, with a maximum height of 36 feet, referred to herein as Project A. 01007.0005/1049883.6 2
E. Original Project Approvals. Concurrently with the Original Agreement, the City approved the following legislative actions, entitlements, and environmental determinations for Project A:

1. General Plan Amendment (“ GPA”) No. 111 -21, changing the General Plan land use designation for the Property from Light Industrial to Heavy Industrial;

2. The Perry Street Specific Plan (SP No. 29-22);

3. Zone Change No. 185-21, changing the zoning of the Property from Manufacturing Light with a Design Overlay (ML-D) to Perry Street Specific Plan;

4. A Site Plan and Design Overlay Review (“DOR No. 1858-21”); and

5. A mitigated negative declaration, including a mitigation monitoring and reporting program (“MND”).

F. Amendments to General Plan and Specific Plan. Subsequent to the approval of the Original Agreement and GPA No. 111-21, the City amended the General Plan land use designation for the Property to Corridor Mixed Use. Concurrently, with the approval of this Agreement, the City has adopted an amendment to the description of the Corridor Mixed Use land use designation in the General Plan Land Use and Revitalization Element (“ GPA No. 00002- 24”) and an amendment to the Perry Street Specific Plan (“ SPA No. 00002-24”). GPA No. 00002-24 amends the Corridor Mixed Use land use designation to allow for self - storage uses on land that is both (i) designated as Corridor Mixed Use according to its General Plan land use designation and (ii) within the Perry St. Specific Plan area. SPA No. 00002-24 amends the Perry Street Specific Plan to allow for development of either Project A or a new Project B on the Property, as described below.

G. Project B. In addition to retaining its rights to develop Project A pursuant to the terms of the Original Agreement, as modified herein, Developer has requested the right to develop an alternative project on the Property consisting of 62 residential townhomes, parking, and open space for residents, as detailed in Section 1.24, referred to herein as Project B. Project B is consistent with the Corridor Mixed Use land use designation, as amended by GPA No. 00002-24, and with the Perry Street Specific Plan, as amended by SPA No. 00002-24.

H. Project B Entitlements. Developer has also applied for, and City has approved, Tentative Tract Map No. 00003-24 (“TTM No. 00003-24”), Site Plan and Design Review No. 20- 24 (“DOR No. 00020-24”), and an Addendum to the Environmental Impact Report for the Carson 2040 General Plan Update (SCH# 2001091120) (“ Addendum”) for the amendment this Agreement (“DA No. 0002-24”) and Project B.

I. Adoption of DIF Program. On April 16, 2019, the City Council adopted Ordinance No. 19- 1931 to implement the City’s Interim Development Impact Fee Program (“DIF Program”) to establish an interim Development Impact Fee (“ DIF”) schedule applicable to new development within the City. DIFs are valuable tools to fund infrastructure needs associated with new/additional development within the City pursuant to Government Code Sections 66000 et seq. DIFs serve the purpose of allowing the City to recover from each 01007.0005/1049883.6 3
new development project a reasonable and proportional share of the cost of public facilities and infrastructure improvements that serve or will benefit that development.

J. Agreed-Upon Payment of DIF Amount for Project A and Project B. Prior to the approval of the Original Agreement (with respect to Project A) and this Agreement (with respect to Project B), City staff and its rate consultants analyzed the draft “Development Impact Fee Study” and then-available fee study data, and potential impacts upon public facilities and infrastructure attributable to the Project, in order to accurately estimate the DIFs that would be applicable to Project s A and B. The Project A and B DIF Amounts in this Agreement were estimated by reviewing Project A and B and the impacts created by Projects A and B , and the fees collected, and it was determined that the amounts of the fees are roughly proportional to Project A and B’s specific impacts. Based on such analyses, the Parties hereto mutually agree that Project A impacts warrant a on e-time DIF payment of $392,115.50 calculated at $3.22 per square foot , subject to adjustment as set forth in Section 3.1.A, which amount is to be paid prior to issuance of Project A building permits.

The Project B impacts also warrant a minimum one-time DIF payment of $1,267,327.74 at a rate of $20,440.77 per unit , subject to adjustment as set forth in Section 3.1.B, which amount is to be paid prior to issuance of Project B building permits. All payments for DIFs for Projects A and B pursuant to this Agreement are hereinafter referred to as the “Project DIF Amount. ” The Parties agree that the Project A and Project B DIF Amounts are (1) directly related to the impacts of Project A and B, and (2) roughly proportional to the specific impacts upon public facilities and infrastructure attributable to Project A and B.

K. CFD Formation. On November 7, 2018, the City formed a Master CFD entitled City of Carson Community Facilities District No. 2018 -01 (Maintenance and Services) (the “Master CFD”) for the purpose of funding the maintenance of public infrastructure within the area of the Master CFD which is within the City’s jurisdictional boundaries (the “Services”). More specifically, the Services may include, but not be limited to, the provision of general City services and the maintenance of sidewalks, roadways, and parks to enhanced service levels. Additionally, the Master CFD may also fund any other public services as authorized under Section 53313 of the California Government Code. The Master CFD contemplates that the City will annex properties from time to time to the Master CFD to fund Services by unanimous writ ten consent or as otherwise permitted by the Mello-Roos Community Facilities Act of 1982 (the “ Act”), which properties may be annexed as a “Zone” or otherwise with special taxes related to such properties to be assessed on the property owner pursuant to the Act.

L. CFD Annexation for Project A and Project B. By entering into this Agreement, Developer has agreed that if Developer elects to construct Project A, the Property shall be annexed into the Master CFD and be subject to the Property’s special taxes, which will help finance on-going Services associated with Project A. If Developer elects to construct Project B, Developer has agreed to either annex into the Master CFD or pay a one-time in lieu fee of $250,000.00, due and payable prior to issuance of Project B building permits.

J. Previous Minor Modifications . On May 11, 2023, the City’s Director of Community Development approved a Minor Modification to the Original Agreement (“ First Minor Modification”), which clarified insurance provisions in the Original Agreement and modified Condition of Approval (“COA”) number 48 of Project A (“Project A COA 01007.0005/1049883.6 4
Modification”). The revisions made to the Original Agreement by the First Minor Modification have been incorporated into this Agreement. Notwithstanding any provision herein, the Project A COA Modification shall remain in full force and effect and shall not be superseded or rendered void by the approval of this Agreement. On November 16, 2023, the City’s Director of Community Development approved a second Minor Modification to the Original Agreement (“Second Minor Modification ”), which revised the project to include a 3,800 square foot office/business and retail space, as well as designated parking spaces on site for the charging of electrical vehicle equipment and electrical vehicles (“EV Project”). On March 14, 2024, the City’s Director of Community Development approved a third Minor Modification , which further revised the EV Project (“Third Minor Modification”). Developer has elected to abandon the EV Project, and the revisions in the Second and Third Minor Modifications have not been incorporated into this Agreement.

The Parties mutually intend that the Second and Third Minor Modification s shall be superseded by this Agreement and shall have no further force or effect beginning on the Effective Date for Project B, as defined herein.

K. Intent. The Parties now desire to amend and restate the Original Agreement upon the terms and conditions set forth herein, and specifically intend that:

1. Developer shall have a vested right to develop Project A on the Property under the terms and conditions of the Original Agreement as originally adopted, as modified herein; and

2. Developer shall also have a vested right to develop Project B on the Property as an alternative to developing Project A, subject to the terms and conditions herein.

COVENANTS
NOW, THEREFORE, in consideration of the above recitals and of the mutual covenants hereinafter contained and for other good and valuable consideration, the receipt and sufficiency of which is hereby acknowledged, the Parties agree as follows:

1. GENERAL DEFINITIONS.

In addition to those terms defined within the above Recitals and elsewhere within this Agreement, the following terms shall bear the meanings set forth below:

1.1 “Agreement” means this Amended and Restated Development Agreement, including all of its exhibits.

1.2 “Annual Review” means the annual review of the Developer’s performance under this Agreement in accordance with Article 6 of this Agreement.

1.3 “Applicable Rules” means, collectively, the following:
a. The Project Development Approvals, including the Conditions of Approval. b. The Existing Land Use Regulations.
01007.0005/1049883.6 5
c. Subsequent Development Approvals.
d. Those Subsequent Land Use Regulations to which Developer has agreed in writing.

The Applicable Rules for both Project A and Project B include GPA No. 00002-24 and SPA No. 00002-24.

1.4 “Approval Date” means:
a. For Project A, October 18, 2022.
b. For Project B, the date on which the City Council adopted the ordinance approving this Agreement.

1.5 “CEQA” means the California Environmental Quality Act (Public Resources Code § 21000, et seq.).

1.6 “City” means the City of Carson, a California Charter city.

1.7 “City Council” means the City Council of the City of Carson.

1.8 “Conditions of Approval ” means all conditions imposed on the Project by the City, including those recommended by the Los Angeles County Fire Department, as p art of the approval of the Project.

1.9 “Developer” means 21611 Perry Street LLC , a California limited liability company, and its successors and assigns to all or any part of the Property.

1.10 “Developer’s Vested Right ” means Developer’s right to complete the Project in accordance with, and to the full extent of, the Project Development Approvals.

1.11 “Development” means the improvement of the Property for the purposes of completing the structures, improvements, and facilities comprising the Project including, but not limited to: grading; the construction of infrastructure related to the Project whether located within or outside the Property; the construction of buildings and structures; and the installation of landscaping and other facilities and improvements necessary or appropriate for the Project, and the maintenance, repair, or reconstruction of any building, structure, improvement, landscaping or facility after the construction and completion thereof.

1.12 “Development Approvals ” means all Project-specific non-legislative approvals granted by the City. Development Approvals include, but are not limited to, plans, maps, permits, site plans, design guidelines, variances, conditional use permits, grading, building, and other similar permits, environmental assessments, including environmental impact report s, negative declarations, and other CEQA approvals, and any amendments or modifications to those matters. “Development Approvals” does not include (i) rules, re gulations, policies, and other enactments of general application within the City, (ii) legislative enactments, or (iii) any matter where City has reserved authority under Section 5 of this Agreement. Development Approvals are not Land Use Regulations.
01007.0005/1049883.6 6

1.13 “Development Plan ” means Developer ’s plan for completion of the Project in compliance with and to the full extent of the Project Development Approvals, the Applicable Rules, and this Agreement.

1.14 “DIF(s)” means Development Impact Fee s agreed to by Developer pursuant to Sections 3.1.A and 3.1.B hereof.

1.15 “Effective Date” means:
a. For Project A, January 17, 2023.
b. For Project B, the date on which the ordinance approving this Agreement became effective, typically thirty (30) days after the Approval Date.

1.16 “Entitlements” means this Agreement and:
a. For Project A, DOR No. 1858-21 and the MND.
b. For Project B, TTM No.00003-24, DOR No. 00020-24, and the Addendum.

1.17 “Exhibit” means an exhibit to this Agreement, unless otherwise specifically referenced to a different agreement or document. The following exhibits are incorporated into the Agreement by reference as though set forth in full:

Exhibit A Legal description of the Property
Exhibit B Depiction of the Property
Exhibit C Conceptual Depiction of Dedication

1.18 “Existing Land Use Regulations” means (i) all Land Use Regulations in effect on the Effective Date and (ii) any changes to Land Use Regulations enacted on or after the Approval Date and before the Effective Date for which Developer has provided its written consent to allow those changes to apply to the Project. Notwithstanding any other provision herein, the Existing Land Use Regulations for Project A and Project B include GPA No.00002-24 and SPA No. 00002-

24. 1.19 “Land Use Regulations ” are laws and regulations enacted through legislative actions of the City Council. Land Use Regulations include ordinances, laws, resolutions, codes, rules, regulations, policies, requirements, guidelines or other actions of City, including but not limited to the City’s General Plan, Specific Plans, Municipal Code, and Zoning Code which affect, govern or apply to the development and use of the Property, including, without limitation, the permitted use of land, the density or intensity of use, subdivision requirements, the maximum height and size of proposed buildings, the provisions for reservation or dedication of land for public purposes, and the design, improvement, and construction standards and specifications applicable to the Project. “Land Use Regulations” do not include (i) Development Approvals, (ii) regulations relating to the conduct of business, professions, and occupancies generally, (iii) taxes and assessments, (iv) regulations for the control and abatement of nuisances, (v) health and safety regulations, or (vi) any other matter reserved to the City pursuant to Article 5. 01007.0005/1049883.6 7

1.20 “Mortgage” means a mortgage, deed of trust, or other security instrument encumbering the Property.

1.21 “Mortgagee” means a mortgagee of a mortgage, a beneficiary under a deed of trust or any other security device, a lender, or each of their respective successors and assigns.

1.22 “Project,” when used without “A” or “B” refers to either Project A or Project B, whichever project Developer chooses to develop.

1.23 “Project A ” means the development of the Property with a self -storage project consistent with the Entitlements and Applicable Rules for Project A.

1.24 “Project B ” means the development of the Property with a residential project consisting of 62 townhome units, two parking spaces provided within a private garage for each of the 62 units , an additional 26 spaces dispersed throughout the site to provide for guest parking (resulting in a total of 150 vehicle parking spaces ), 4,722 square feet of private open space and 29,071 square feet of common open space, and 29,071 square feet of landscaping, consistent with the Entitlements and Applicable Rules for Project B.

1.25 “Project Development Approvals” means all Development Approvals, inclusive of the Entitlements, which meet the following criteria:
a. Were applied for by Developer;
b. Are acceptable to Developer (including all Conditions of Approval); and c. Are required or permitted by the Applicable Rules in order to complete the Project.

Project Development Approvals include, without limitation, all Development Approvals needed or desired by Developer to complete the Project, provided that those Development Approvals are consistent with Developer’s Vested Right, this Agreement, the City’s General Plan, and the City’s Zoning Code (subject to the provisions of this Agreement and Development Agreement Law). The Entitlements (minus this Agreement), as examples of Project Development Approvals, have been or are anticipated to be approved prior to or in conjunction with the approval of this Agreement.

1.26 “Property” means the real property described in Exhibit “A” and shown in Exhibit “B.”

1.27 “Reservation of Authority” means the limitations, reservations, and exceptions to Developer’s Vested Right set forth in Article 5 of this Agreement.

1.28 “Subsequent Land Use Regulations ” means those Land Use Regulations which are both adopted and effective on or after the Approval Date and which are not included within the definition of Existing Land Use Regulations.
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1.29 “Subsequent Development Approvals” means all Development Approvals issued subsequent to the Effective Date in connection with development of the Property, which shall include, without limitation, any changes to the Development Approvals.

1.30 “Term” shall have the meaning ascribed to it in Section 2.1, unless earlier terminated as provided in this Agreement.

2. TERM & GENERAL COVENANTS.

2.1 Term. The term of this Agreement (the “Term”) starts on the Effective Date and shall expire on October 18, 2037 , subject to any early termination provisions described in this Agreement.

2.2 Binding Effect of Agreement. From and following the Effective Date for Project B, the Original Agreement shall be replaced in its entirety with this Agreement, and actions by the City and Developer with respect to the development of the Property for completion of the Project, including actions by the City on applications for Subsequent Development Approvals affecting the Property shall be subject to the terms and provisions of this Agreement.

2.3 Agreement Runs with the Land. This Agreement shall be recorded and shall run with the land. Pursuant to Government Code Section 65868.5, the burdens of this Agreement and each of its provisions shall be binding upon, and the benefits of this Agreement shall inure to, all successors in interest to the Parties, including, but not limited to, all parties that enter into lease agreements with Developer for possession of any part of the Property.

2.4 Covenant Against Discrimination. The Developer covenants that, by and for itself, its heirs, executors, assigns, and all persons claiming under or through them, that there shall be no discrimination against or segregation of, any person or group of persons on account of race, color, creed, religion, sex, marital status, sexual orientation or gender preference, national origin, or ancestry in the performance of this Agreement. The Developer shall take affirmative action to ensure that employees are treated d uring employment without regard to their race, color, creed, religion, sex, marital status, sexual orientation or gender preference, national origin, or ancestry.

3.A DEVELOPER’S OBLIGATIONS REGARDING PROJECT A.

As consideration for the granting of Developer ’s Vested Right to develop Project A in accordance with Article 4 below and subject to the City ’s Reservation of Authority set forth in Article 5 below, Developer shall do the following:

3.1.A Development Impact Fees for Project A . Developer shall make a one -time payment to the City for the Project A DIF Amount of $392,115.50 calculated at $3.22 per square foot, subject to adjustment as provided in paragraph (b) below , at 121,775 square feet of storage facility approved as part of Project A. The Parties agree that the Project A DIF Amount is (1) directly related to the impacts of Project A, and (2) roughly proportional to the specific impacts upon public facilities and infrastructure attributable to Project A. Developer agrees to release, defend and hold the City h armless from any and all claims, costs (including attorneys’ fees) and liability for any damages, which may arise, directly or indirectly, from the City determination, calculation or imposition of, or Developer’s agreement to pay, the Project A DIF Amount. 01007.0005/1049883.6 9
a. Timing of Payment of Project A DIF Amount. The Project A DIF Amount is payable in full prior to the issuance of any building permits for Project A, and is a condition precedent thereto.
b. Project A DIF Amount Adjustments. The Project A DIF Amount shall be adjusted annually in accordance with the State of California Construction Cost Index (prior March to current March adjustment) on July 1 st of each year.

3.2.A CFD Annexation. Developer has voluntarily agreed that if Developer elects to construct Project A, the Property shall be annexed into the Master CFD No. 2018-01. Based on an analysis of the Services needed for Project A, Developer agrees the Property will be taxed at the rate in effect at the time of issuance of Project A building permits for Industrial – All Other, which amount shall be adjusted as described in Section 3.2 .A(b) below. Developer understands that there is an impact on the Services provided by the City in connection with its Projec t.

Developer agrees to become subject to the Property’s special taxes, which will help finance on - going Services associated with the Project.
a. Timing of CFD Annexation. Developer shall annex the Property into the Master CFD prior to issuance of any building permits for Project A b. Tax Rate Adjustments. On each July 1, commencing on July 1, 202 3 through and including July 1, 2024, the Maximum Special Tax Rate for the applicable tax zone (which applies to the Property) shall be increased by 7%. On each July 1, commencing on July 1, 2025 and thereafter, the Maximum Special Tax Rate for such t ax zone shall be increased by the percentage change in the November annualized Consumer Price Index for Los Angeles-Long Beach-Anaheim for all Urban Consumers.

3.3.A Project A Development Agreement Fee. If Developer chooses to develop Project A, Developer will operate a self -storage facility as part of Projec t A. In consideration for such allowance, Developer shall pay City a one -time Development Agreement fee in the amount of $175,000.00 prior to issuance of any building permits for Project A.

3.4.A Community Benefits and Fee. The City has established the Citywide Commercial Façade Improvement Program pursuant to City Council Resolution No. 22 -132 (“Façade Program”) whereby City provides grants to businesses to be used toward making exterior improvements and design approvals . In consideration for City’s allowance for Developer to develop the Project, Developer shall pay City a one-time payment of $250,000.00 to serve as seed money (to replace contribution from property owners) to be used toward the Façade Program in the north side of Carson Street between Harbor View Avenue and Santa Fe Avenue or any other area determined by the Community Development Director (“Façade Program Payment”) prior to issuance of building permits. However, should the City receive requests from property owners in the north side of Carson Street between Harbor View Avenue and Santa Fe Avenue or any other area determined by the Community Development Director seeking to participate in the program, the City in its sole and absolute discretion shall be entitled to receive the Façade Program Payment as early as thirty (30) days after the Effective Date for Project A . The City ’s Community Development Director shall notify the Developer of the City’s interest to receive the Façade Program Payment anytime between thirty (30) days after the Effective Date for Project A and prior 01007.0005/1049883.6 10
to issuance of building permits for Project A . Developer shall pay City the Façade Program Payment within thirty (30) days after receipt of City’s notice.

3.5.A Dominguez Channel Bike Lane Dedication: Developer shall, upon formal, written request by the City, dedicate to the City an area no more than 550 square feet near the south-west corner of the Property (for purposes of this paragraph, “Dedication”) to allow for the construction of a bike path along the Dominguez Channel ( for purposes of this paragraph , “Bike Path ”), provided the Dedication shall not result in the loss of any parking stalls, loss of or changes to self- storage facilities, or conflict with any driveways on the Property. Developer shall not be required to construct or maintain any portion of the Bike Path.

3.B DEVELOPER’S OBLIGATIONS REGARDING PROJECT B.

As consideration for the granting of Developer’s Vested Right to develop Project B in accordance with Article 4 below and subject to the City’s Reservation of Authority set forth in Article 5 below, Developer shall accomplish the following:

3.1.B Development Impact Fees for Project B. If Developer chooses to develop Project B, Developer shall pay development impact fees in accordance with the DIF Program based on the applicable DIF amount at the time of issuance of building permits for Project B. Notwithstanding the foregoing, the Project B DIF payment amount shall be no less than $1,267,327.74 (calculated at $20,440.77 per unit), the applicable DIF amount at the time of the Effective Date for Project B, which amount shall be adjusted annually in accordance with the State of California Construction Cost Index (prior March to current March adjustment) on July 1st of each year. The Project B DIF amount shall be due and payable in full prior to the issuance of any Project B building permit s, and is a condition precedent thereto . The Parties agree that the Project B DIF amount is (1) is directly related to the impacts of the Project B, and (2) roughly proportional to the specific impacts upon public facilities and infrastructure attributable to Project B. Developer agrees to release, defend and hold the City harmless from any and all claims, costs (including attorneys’ fees) and liability for any damages, which may arise, directly or indirectly, from the City determination, calculation or imposition of, or Developer’s agreement to pay, the Project B DIF amount.

3.2.B Project B Development Agreement Fee. If Developer chooses to develop Project B, Developer will develop a residential development as part of Project B. In consideration for such allowance, Developer shall pay City a one -time Development Agreement fee in the amount of $50,000.00 prior to the issuance of any building permits for Project B.

3.3.B Façade Program Payment. In consideration for City’s allowance for Developer to develop Project B, Developer has paid or will pay City the $250,000 Façade Program Payment as provided in Section 3.4.A.

3.4.B Site Remediation. The Property has a well -known history of environmental contamination, which resulted in the California Regional Water Quality Control Board, Los Angeles Region (“ Water Board”) requiring the recordation of a Covenant and Environmental Restriction on Property (“Environmental Covenant”) against the Property in 2015. Among other things, the Environmental Covenant prohibits residential use of the Property. As a result, since the recordation of the Environmental Covenant, there have been no development applications, nor any discussions with the City, by any party seeking to develop the Property for housing. Instead, there have been multiple attempts to redevelop the Property for industrial and heavy commercial uses. 01007.0005/1049883.6 11
Nevertheless, and despite having a fully entitled self -storage project for the Property, Developer is attempting a residential redevelopment of the site (Project B) . As part of those efforts, Developer has expended hundreds of hours working with the Department of Toxic Substances Control (DTSC) and the Water Board to address site remediation issues, and has spent over $1,000,000 in for egoing the previously approved redevelopment of the Property with Project A and creating a viable path for residential rede velopment. The Developer’s actions and commitments related to the remediation and productive re-development of the Property for Project B provide a substantial community benefit to the City by (a) remediating a previously contaminated site, and (b) allowing for the removal of the Environmental Covenant and the use of the Property for residential development in the form of Project B , which is both a desirable and much-needed use in the City.

3.5.B Project B CFD Obligation. Developer has voluntarily agreed to and shall annex the Property into the Master CFD No. 2018 -01 for Project B, unless the Project B CFD In Lieu Fee is paid as set forth in Section 3.5.B(c), below. Unless Developer elects to pay the CFD In Lieu Fee, based on an analysis of the Services needed for Project B, Developer agrees the Property will be taxed at the rate in effect at the time of issuance of Project B building permits for Residential – All Others, which amount shall be adjusted as described in Section 3. 5.B(b), below. Developer understands that there is an impact on the Services provided by the City in connection with Project B. Unless Developer elects to pay the CFD In Lieu Fee, Developer agrees to become subject to the Property’s special taxes, which will help finance on-going Services associated with the Project. a) Timing of CFD Annexation. Developer shall annex the Property into the Master CFD prior to recordation of the final map for Project B (unless Developer elects to pay the CFD In Lieu Fee set forth below in Section 3. 5.B(c)). Once the project is annexed into the CFD and provided that building permits have been issued, the CFD assessments on individual units shall commence.
b) Tax Rate Adjustments. On each July 1, commencing on July 1, 2025 and thereafter, the Maximum Special Tax Rate for the applicable tax zone (which applies to the Property) shall be increased by the percentage change in the November annualized Consumer Price Index for Los Angeles -Long Beach - Anaheim for all Urban Consumers.
c) Project B CFD In Lieu Fee. In lieu of the requirement to annex into the CFD for Project B, Developer may instead opt to pay a one -time two hundred and fifty thousand dollar ($ 250,000.00) in lieu fee, due and payable prior to and as a condition precedent of issuance of any Project B building permits (“CFD In Lieu Fee”).

3.6.B Dominguez Channel Bike Lane Dedication: Developer shall, upon formal, written request by the City, dedicate to the City an area no more than 550 square feet at or near the south- west corner of the Property , similar to the area depicted on “Exhibit C”, attached hereto and incorporated herein (for purposes of this paragraph, “Dedication”) to allow for the construction of a bike path along the Dominguez Channel (for purposes of this paragraph, “Bike Path”), provided the Dedication shall not result in the loss of more than one parking stall , loss of or changes to residential units, or conflict with any private driveways on the Property . For the avoidance of doubt, “private driveways,” as used in the preceding sentence, does not include the emergency 01007.0005/1049883.6 12
access gate on Carson Street or the curb cut therefor. Developer shall not be required to construct or maintain any portion of the Bike Path. City and Developer agree that further refinements may be made to Exhibit C to design the bike path with the least impact to the Developer’s property and provides necessary safety measures for the bike path as determined by the City Engineer.

4. DEVELOPMENT OF THE PROPERTY.

4.1 Scope of Developer’s Vested Right. Subject to the Reservation of Authority set forth in Article 5, Developer shall have the vested right to develop the Project to the full extent permitted under the Applicable Rules (“Developer’s Vested Right”) and this Agreement.

4.2 Effect of Agreement on Land Use Regulations . Except as otherwise provided under the terms of this Agreement, the rules, regulations and official policies governing permitted uses of the Property, the density and intensity of use of the Property, the maximum height and size of proposed buildings, and the design, improvement and construction standards and specifications applicable to the Development of the Property, shall be as set forth in the Existing Land Use Regulations, which shall include GPA No. 00002-24 and SPA No. 00002-24 for both Project A and Project B..

4.3 Rights under State and Federal Law. Developer shall retain all rights it has under state and federal law, including, but not limited to, Developer ’s rights under Government Code Section 65865.2, which provides that subsequent discretionary actions shall not prevent development of the Property for the uses and to the density or intensity of development set forth in the Project Development Approvals.

4.4 Apportionment. Developer shall have the right to apportion the uses, intensities, and densities of the Project between itself and any subsequent owners, upon the sale, transfer, or assignment of all or any portion of the Property, so long as such apportionment is consist ent with the Applicable Rules and this Agreement.

4.5 Lesser Development. Without amending this Agreement, Developer shall have the right to elect to develop and construct upon all or any portion of the Property a Project of lesser height or building size, or with fewer units, than that permitted by the Project Development Approvals provided that the Project otherwise complies with the Applicable Rules (including, in the case of Project B, applicable minimum and maximum residential density requirements) and this Agreement.

4.6 Project Development Approvals; Subsequent Development Approvals. The Project Development Approvals for the Project may require the processing of Subsequent Development Approvals. Subject to the provisions of Section 4.7 below, the City shall accept for processing, review and action all applications for Subsequent Development Approvals, and such applications shall be processed in the normal manner for processing such matters in accordance with the Existing Land Use Regulations. The parties acknowledge that subject to the Existing Land Use Regulations, under no circumstances shall City be obligated in any manner to approve any Subsequent Development Approval, or to approve any Subsequent Development Approval with or without any particular condition. However, unless otherwise requested by Developer, City shall not, without good cause, amend or rescind any Subsequent Development Approvals respecting the Property after such approvals have been granted by the City. Processing of Subsequent Development Appro vals or changes in the Project Development Approvals made 01007.0005/1049883.6 13
pursuant to Developer’s application shall not require an amendment to this Agreement. This Agreement shall not prevent City from denying or conditionally approving any application for a Subsequent Development Approval on the basis of the Existing Land Use Regulations.

4.7 Role of Project Development Approvals . Except as provided within this Agreement, the Project Development Approvals shall exclusively control the uses of the Property, the density or intensity of use, the maximum height and size of proposed buildings, the provisions for reservation or dedication of land for public purposes and the design, improvement, and construction standards and specifications applicable to the Project. Pursuant to Government Code Section 66452.6, the term of any tentative map for the Property or any portion thereof, if any, filed within the term of this Agreement shall automatically be extended for the term of this Agreement, as amended by the Project Development Approvals. All Project Development Approvals , including but not limited to Tentative Tract Maps, shall automatically expire concurrently with the expiration or termination of this Agreement.

4.8 Moratorium. Notwithstanding any other provision of this Agreement, no future amendment of any existing City ordinance or resolution or any subsequent ordinance, resolution or moratorium, enacted either by the City Council or by voter approved initiative, that purports to impose or result in a limitation on the Project, imposed by City, shall apply to govern, or regulate the Project or development or use of the Developer Property during the Term. In the event of any such subsequent action by City, Deve loper shall continue to be entitled to apply for and receive Development Approvals in accordance with the Existing Land Use Regulations, subject only to the exercise of the City’s Reservation of Authority set forth herein.

4.9 Maintaining Property. The Property must at all times be maintained and generally kept in a clean condition, in accordance with the City’s Code Enforcement regulations.

5. CITY’S RESERVATION OF AUTHORITY.

Notwithstanding Developer ’s Vested Right, the Project is subject to the following Subsequent Land Use Regulations:

5.1 City’s Discretion Under Applicable Rules. In considering future applications, if any, for a Subsequent Development Approval, the City may exercise its regulatory discretion to the extent permitted by the Applicable Rules and this Agreement.

5.2 Uniform Codes. Changes adopted by the International Conference of Building Officials, or other similar body, as part of the then most current versions of the Uniform Building Code, Uniform Fire Code, Uniform Plumbing Code, Uniform Mechanical Code, or National Electrical Code, or other such Uniform Codes, and also adopted by City as Subsequent Land Use Regulations, but only if applicable City-wide.

5.3 Emergencies. Emergency rules, regulations, laws, and ordinances within the City’s police power that would limit the exercise of Developer ’s Vested Right ( “Conflicting Emergency Regulations”), provided that the Conflicting Emergency Regulations:
a. Result from a sudden, unexpected emergency declared by the President of the United States, Governor of California, County Board of Supervisors and applicable to incorporated areas, including the City, or the City Council; 01007.0005/1049883.6 14
b. Address a clear and imminent danger, with no effective reasonable alternative available that would have a lesser adverse effect on Developer’s Vested Right;
c. Do not primarily or disproportionately impact the development of the Project; and
d. Are based upon findings of necessity established by a preponderance of the evidence at a public hearing.

5.4 Laws of Other Jurisdictions. Other public agencies not subject to control by City may possess authority to regulate aspects of the Project. This Agreement does not limit the authority of such other public agencies. Therefore:
a. Federal, state, county, and multi -jurisdictional laws and regulations (the “Additional Regulations”), including regional impact fees, which City is required to enforce against the Property or the Project, except if the Additional Regulations are for the purpose of mitigating a significant or potentially significant impact that has already been mitigated pursuant to Project A’s Mitigated Negative Declaration or other CEQA mitigation measures applicable to the Project.
b. If an Additional Regulation is enacted after the Effective Date and prevents or precludes compliance with one or more of the provisions of this Agreement, those provisions shall be modified or suspended as may be necessary to comply with the Additional Reg ulation. In that event, this Agreement shall remain in full force and effect to the extent it is not inconsistent the Additional Regulation and to the extent that the suspension or modification necessitated by the Additional Regulation does not deny one of the Parties its primary benefits under this Agreement. c. Developer shall apply in a timely manner for such other permits and approvals that are lawfully required by other governmental or quasi - governmental agencies in order to allow the Project to be constructed. City shall provide Developer reasonable cooperation in Developer ’s efforts to obtain such permits and approvals. The Parties shall cooperate and use reasonable efforts in coordinating the implementation of the Development with other public agencies, if any, having jurisdiction over the Property or the Project.

5.5 Modification or Suspension by Federal or State Laws. In the event that Federal or State laws or regulations, enacted after the Effective Date, prevent or preclude compliance with one or more of the provisions of this Agreement, such provisions of this Agreement shall be modified or suspended as may be necessary to comply with such Fede ral or State laws or regulations, and this Agreement shall remain in full force and effect to the extent it is not inconsistent with such laws or regulations and to the extent such laws or regulations do not render such remaining provision impractical to enforce.
01007.0005/1049883.6 15

5.6 Energy Efficient and Sustainable Building Design. All Project buildings shall promote sustainable and energy efficient practices through compliance with California Code of Regulations, Title 24.

5.7 Employment Outreach for Local Residents . A goal of the City with respect to this Project and other major projects within the City is to foster employment opportunities for Carson residents. To that end, Developer covenants that with respect to the construction, operation and maintenance of th e Project, the Developer shall make reasonable efforts to cause all solicitations for full or part -time, new or replacement, employment relating to the construction, operation and maintenance of the Project to be advertised in such a manner as to target local City residents and shall make other reasonable efforts at local employment outreach as the City shall approve. Developer shall also notify the City of jobs available at the Project such that the City may inform City residents of job availability at the Project. Developer will inform its purchasers and lessees of the provisions of these requirements. Nothing in this paragraph shall require Developer to offer employment to individuals who are not otherwise qualifi ed for such employment. Without limiting the generality of the foregoing, the provisions of this Section 5.7 are not intended, and shall not be construed, to benefit or be enforceable by any person whatsoever other than City.

5.8 Prevailing Wages. Developer’s cost of developing the Project and constructing all of the on-site and off-site improvements, if any, at or about the Property required to be constructed for the Project shall be borne by Developer. Developer is aware of the laws of the State governing the payment of prevailing wages on public projects and will comply with same and will defend, hold harmless, and indemnify City in the event Developer fails to do so. As the City is not providing any direct or indirect financia l assistance to Developer, the Project should not be considered to be a “public work” “paid for in whole or in part out of public funds, ” as described in California Labor Code Section 1720. Accordingly, it is believed by the parties that Developer is not required to pay prevailing wages in connection with any aspect of the Development or the construction of the Project. However, to the extent that (contrary to the parties ’ intent) it is determined that Developer was required to pay prevailing wage and has not paid prevailing wages for any portion of the Project, Developer shall defend , indemnify, and hold the City (which, for purposes of this section, shall include its related agencies, officers, employees, agents and assigns) harmless from and against any and all increase in construction costs, or other liability, loss, damage, costs, or expenses (including reasonable attorneys’ fees and court costs) arising from or as a result of any action or determination that Developer failed to pay prevailing wages in connection with the construction of the Project. City shall reasonably cooperate with Developer regarding any action by Developer hereunder challenging any determination that the Project is subject to the payment of prevailing wages. Notwithstanding the foregoing, the City retains the right to settle or abandon the matter without Developer ’s consent as to the City ’s liabilities or rights only, but should it do so, City shall waive the indemnification herein provided such waiver occurs prior to the issuance of any judgment in the matter.

5.9 Fees, Taxes, and Assessments.
a. Processing Fees. The Developer shall pay all processing fees and charges of every kind and nature imposed by City to cover the estimated actual costs to City of processing applications for the Project Development Approvals, the Original Agreement, this Agreement, and all legislative actions 01007.0005/1049883.6 16
associated with the Project (i.e., GPA No. 111-21, SP No. 29-22, ZCC No. 185-21, GPA No. 0002 -24, and SPA No. 0002 -24), including but not limited to, City Attorney fees incurred by City for the review, preparation and negotiation of the Entitlements, inclusive of this Agreement, at a rate of $425 per hour for partners and $395 per hour for associates, and for monitoring compliance with the Original Agreement, this Agreement and any Project Development Approvals granted or issued (“City Costs ”).

Developer ha s made an initial deposit to the City, which the City acknowledges is sufficient to pay for City Costs incurred up to the Execution Date (“ Initial Deposit ”). Developer shall deliver additional deposit amounts to replenish the Initial Deposit within five (5) business days of City’s written request to Developer. City’s written requests for additional deposits shall state what City Costs have been incurred to date, additional costs anticipated, and how City intends to apply any needed additional Developer deposits. The Initial Deposit plus any additional sums deposited hereunder are hereinafter referred to as the “ Deposit.” If deposited sums exceed the City Costs, City shall refund the difference as soon as City determines the amount of such excess, bu t City may request and shall have the right to retain additional deposits as necessary to maintain a minimum balance of the Deposit of Fifteen Thousand Dollars ($15,000). b. Permit Fees. Except as expressly provided in this Agreement, Developer shall pay all standard permit fees and other fees and charges which are standard and uniformly-applied to similar projects in the City. c. General Charges . Nothing herein shall prohibit the application of the following, if lawfully imposed upon the Property:
(i) Additional Taxes, Fee, and Charges. Developer, or Developer ’s Project occupants, shall pay all normal and customary taxes, fees, and charges applicable to all permits necessary for the Project, and any taxes, fees, and charges hereafter imposed by City , which are standard and uniformly-applied to similar properties in the City. (ii) Developer, or Developer ’s Project occupants, shall be obligated to pay any fees or taxes, and increases thereof, imposed on a City-wide basis such as business license fees or taxes, sales or use taxes, transient occupancy taxes, utility taxes, and public safety taxes. (iii) Developer, or Developer’s Project occupants, shall be obligated to pay any future fees or assessments imposed on an area -wide basis (such as landscape and lighting assessments and community services asse ssments such as the Master CFD/Property’s special taxes).
(iv) Developer, or Developer’s Project occupants, shall be obligated to pay any fees imposed pursuant to any assessment district such as the special taxes of the Master CFD established within the Project as of the date hereof or otherwise proposed or consented to by Developer; 01007.0005/1049883.6 17
(v) Developer, or Developer’s Project occupants, shall be obligated to pay any fees imposed pursuant to any Uniform Code.
(vi) Developer, or Developer’s Project occupants, shall be obligated to pay any utility fees and charges, including amended rates thereof, for City services such as electrical utility charges, water rates, and sewer rates.

5.10 Inconsistencies. It is expressly agreed that in the event of any inconsistency between the provisions or conditions of the Existing Land Use Regulations or Conditions of Approval and the provisions of this Agreement, the provisions of this Agreement shall govern.

The conditions of such Existing Land Use Regulations and Conditions of Approval shall be interpreted insofar as possible to prevent such inconsistency, and in the event this Agreement is silent concerning an issue, the conditions of the Existing Land Use Regulations and Conditions of Approval shall govern. As between several instruments and regulations governing the Project, in the event of a clear and explicit conflict which cannot be resolved through interpretation, the following interpretive priorities shall apply: (i) the terms of this Agreement shall pr evail over the provisions of the Existing Land Use Regulations and Conditions of Approval except where the Conditions of Approval are more restrictive in which event the Conditions of Appr oval shall prevail; (ii) the terms of the Project Development Approvals shall prevail over the terms of the Existing Land Use Regulations, except where such Existing Land Use Regulations are legally preemptive; and (iii) the terms of the Project Development Approvals shall take priority over the provisions of the CEQA instruments approved in conjunction with t he Project, except where the CEQA instruments are legally preemptive.

6. ANNUAL REVIEW.

6.1 Timing of Annual Review. Pursuant to Government Code Section 65865.1, at least once during every twelve (12) month period of the Term, City shall review the good faith compliance of Developer with the terms of this Agreement (“Annual Review”). No failure on the part of City to conduct or complete an Annual Review as provided herein shall have any impact on the validity of this Agreement, nor shall it be deemed a breach on the part of Developer. The cost of the Annual Review shall be borne by Developer and Developer shall pay the actual and reasonable costs incurred by the City for such review.

6.2 Special Review. The City Council may, in its sole and absolute discretion, order a special review of compliance with this Agreement at any time at City ’s sole cost ( “Special Review”). Developer shall cooperate with the City in the conduct of such Special Reviews.

6.3 Standards for Annual Review. During the Annual Review, Developer shall demonstrate good faith compliance with the terms of this Agreement. “Good faith compliance” shall be established if Developer is in substantial compliance with the material terms and conditions of this Agreement.

6.4 Procedure. Each party shall have a reasonable opportunity to assert matters which it believes have not been undertaken in accordance with the Agreement, to explain the basis for such assertion, and to receive from the other party a justification of its position on su ch matters.

The procedure for an Annual Review or Special Review shall be as follows:
01007.0005/1049883.6 18
a. As part of either an Annual Review or Special Review, within ten (10) days of a request for information by the City, the Developer shall deliver to the City all information and supporting documents r easonably requested by City (i) regarding the Developer ’s performance under this Agreement demonstrating that the Developer has complied in good faith with the terms of this Agreement, and (ii) as required by the Existing Land Use Regulations.
b. The City Manager, or his/her designee, shall prepare and submit to Developer a written report on the performance of this Agreement and identify any perceived deficiencies in Developer ’s performance of this Agreement. The Developer may submit written responses to the report and Developer’s written response shall be included in the City Manager ’s report. If the City Manager determines that the Developer has substantially complied with the terms and conditions of this Agreement, the Annual or Special Review shall be concluded.
c. If any deficiencies are noted, or if requested by a Councilmember, a public hearing shall be held before the City Council at which the Council will review the City Manager’s report. The report to Council shall be made at a regularly-scheduled City Council meeting occurring as soon as possible, subject to the requirements of the Brown Act, after the commencement of the Annual or Special Review process outlined in this Section 6.4. If the City Council finds and determines, based on substantial evidence, that the Developer has not substantially complied with the terms and conditions of this Agreement for the period under review, the City may declare a default by the Developer in accordance with Article 7.
d. Neither party hereto shall be deemed in breach if the reason for non - compliance is due to a “force majeure” as defined in, and subject to the provisions of, Section 13.10.

6.5 Certificate of Agreement Compliance. If, at the conclusion of an Annual Review or a Special Review, Developer is found to be in compliance with this Agreement, City shall, upon written request by Developer, issue a Certificate of Agreement Compliance ( “Certificate”) to Developer stating that after the most recent Annual Review or Special Review and based upon the information known or made known to the City Manager, Planning Commission, and City Council that (i) this Agreement remains in effect and (ii) Dev eloper is in compliance. The Certificate, whether issued after an Annual Review or Special Review, shall be in recordable form, shall contain information necessary to communicate constructive record notice of the finding of compliance. Developer shall at its cost record the Certificate with the County Recorder.

Additionally, Developer may at any time request from the City a Certificate stating, in addition to the foregoing, which obligations under this Agreement have been fully satisfied with respect to the Property, or any lot or parcel within the Property.

6.6 Review Process Not a Prerequisite to Declaring a Default . Neither the Annual Review nor Special Review procedure is a prerequisite to either party declaring a default and 01007.0005/1049883.6 19
initiating the default and cure procedure in Article 7. In other words, either party may declare a default at any time without first undertaking the Annual Review or Special Review process.

6.7 Public Hearings. The public hearing prescribed by Section 6.4 is independent of, and in addition to, any further hearing procedures relating to defaults and remedies prescribed in Article 7 below. Thus, if the City Council finds that the Developer has not substantially complied with the terms and conditions of this Agreement as part of a review process pursuant to Section

6.4 and determines to declare a default, the City Council is still required to follow the notice/cure process (Section 7.2) and the ter mination hearing process (Section 7.4) before terminating this Agreement.

7. DEFAULTS AND REMEDIES.

7.1 Remedies Available. The parties acknowledge and agree that other than the termination of this Agreement pursuant to Article 7, specific performance, injunctive and declaratory relief are the only remedies available for the enforcement of this Agreement and knowingly, intelligently, and willingly waive any and all other remedies otherwise available in law or equity. Accordingly, and not by way of limitation, and except as otherwise provided in this Agreement, Developer shall not be entitled to any money damages from City by reason of any default under this Agreement. Further, Developer shall not bring an action against City nor obtain any judgment for damages for a regulatory taking, inverse condemnation, unreasonable exactions, reduction in value of property, delay in undertaking any action, or asserting any other liability for any matter or for any cause which existed or which the Developer knew of or should have known of prior to the time of entering into this Agreement, Developer’s sole remedies being as specifically provided above. Developer acknowledges that such remedies are adequate to protect Developer’s interest hereunder and the waiver made herein is made in consideration of the obligations assumed by the City hereunder.

7.2 Declaration of Default & Opportunity to Cure.
a. Rights of Non-Defaulting Party after Default. The parties acknowledge that both parties shall have hereunder all legal and equitable remedies as provided by law following the occurrence of a default or to enforce any covenant or agreement herein except as provided in Section 7.1. Before this Agreement may be terminated or action may be taken to obtain judicial relief the party seeking relief (“Non-Defaulting Party”) shall comply with the notice and cure provisions of this Section 7.2.
b. Notice and Opportunity to Cure. A Non-Defaulting Party in its discretion may elect to declare a default under this Agreement in accordance with the procedures hereinafter set forth for any failure or breach of the other party (“Defaulting Party ”) to perform any material duty or obligation of the Defaulting Party under the terms of this Agreement. However, the Non - Defaulting Party must provide written notice to the Defaulting Party setting forth the nature of the breach or failure and the actions, if any, required by the Defaulting Party to cure such breach or failure (the “Default Notice”).

The Defaulting Party shall be deemed in Default under this Agreement, if the breach or failure can be cured, but the Defaulting Party has failed to take such actions and cure such default within thirty (30) days after the date of 01007.0005/1049883.6 20
such notice or ten (10) days for monetary defaults (or such lesser time as may be specifically provided in this Agreement). However, if such non - monetary Default cannot be cured within such thirty (30) day period, and if and, as long as the Defaulting Party does each of the following:
(i) Notifies the Non -Defaulting Party in writing with a reasonable explanation as to the reasons the asserted default is not curable within the thirty (30) day period;
(ii) Notifies the Non -Defaulting Party of the Defaulting Party ’s proposed cause of action to cure the default;
(iii) Promptly commences to cure the default within the thirty (30) day period;
(iv) Makes periodic reports to the Non -Defaulting Party as to the progress of the program of cure; and
(v) Diligently prosecutes such cure to completion.

Then the Defaulting Party shall not be deemed in breach of this Agreement.

7.3 Termination Notice. Upon receiving a Default Notice, should the Defaulting Party fail to timely cure any default, or fail to diligently pursue such cure as prescribed above, the Non- Defaulting Party may seek termination of this Agreement, in which case the Non-Defaulting Party shall provide the Defaulting Party with a written notice of intent to terminate this Agreement (“Termination Notice”). The Termination Notice shall state that the Non -Defaulting Party will elect to terminate this Agreement within thirty (30) days and state the reasons therefor (including a copy of any specific charges of default or a copy of the Default Notice) and a description of the evidence upon which the decision to terminate is based. Once the Termination Notice has been issued, the Non-Defaulting Party’s election to terminate this Agreement will only be rescinded if so determined by the City Council pursuant to Section 7.4.

7.4 Hearing Opportunity Prior to Termination. If Developer is the Defaulting Party pursuant to Section 7.3, then the City’s Termination Notice to Developer shall additionally specify that Developer has the right to a hearing prior to the City ’s termination of this Agreement (“Termination Hearing”). The Termination Hearing shall be scheduled as an open public hearing item at a regularly -scheduled City Council meeting within thirty (30) days of the Termination Notice, subject to any legal requirements including but not limited to the Ralph M. Brown Act, Government Code Sections 54950-54963. At said Termination Hearing, Developer shall have the right to present evidence to demonstrate that it is not in default and to rebut any evidence presented in favor of termination. Based upon substantial evidence presented at the Termination Hearing, the Council may, by adopted resolution, act as follows:
a. Decide to terminate this Agreement; or
b. Determine that Developer is innocent of a default and, accordingly, dismiss the Termination Notice and any charges of default; or
01007.0005/1049883.6 21
c. Impose conditions on a finding of default and a time for cure, such that Developer’s fulfillment of said conditions will waive or cure any default.

Findings of a default or a conditional default must be based upon substantial evidence supporting the following two findings: (i) that a default in fact occurred and has continued to exist without timely cure, and (ii) that such default has caused or will cause a material breach of this Agreement and/or a substantial negative impact upon public health, safety and welfare, the environment, or such other interests that the City and public may have in the Project.

7.5 Rights and Duties Following Termination. Upon the termination of this Agreement, no Party shall have any further right or obligation hereu nder except with respect to (i) any obligations to have been performed prior to said termination, (ii) any default in the performance of the provisions of this Agreement which has occurred prio r to said termination, or (iii) the indemnification provisions of Article 8 . Termination of this Agreement shall not affect either Party’s rights or obligations with respect to any Development Approval granted prior to such termination.

7.6 Waiver of Breach. By not challenging any Development Approval within ninety (90) days of the action of City enacting the same, Developer shall be deemed to have waived any claim that any Condition of Approval is improper or that the action, as approved, constitutes a breach of the provisions of this Agreement.

7.7 Interest on Monetary Default. In the event Developer fails to perform any monetary obligation under this Agreement, Developer shall pay interest thereon at the rate of six and one-half percent (6.5%) per annum from and after the due date of said monetary obligation until payment is actually received by City.

8. THIRD PARTY LITIGATION.

8.1 Indemnity Obligations on Third-Party Claims
a. Developer hereby agrees to indemnify, defend, and hold City, its officers, agents, employees, members of its City Council and any commission, partners and representatives (" City Indemnitees ") harmless from and against any and all claims, actions, suits, damages, liabilities, losses, penalties, errors, omissions, forfeitures, fees (including attorneys’ fees), costs, expenses, and any other actions or proceedings (whether legal, equitable, declaratory, administrative, or adjudicatory in nature) (collectively, "Claims"), asserted against City or City Indemnitees arising out of or in connection with the Original Agreement, this Agreement and/or the Project, including, without limitation, (i) City's approval of the Original Agreement or this Agreement and all documents related to any of the legislative actions listed in Section 5.9, Project Development Approvals, Conditions of Approval, permits, or other entitlements or approvals for the Project and issues related thereto (including, City’s determinations regarding CEQA compliance and/or any other development incentives granted to the Project), (ii) the development of the Project, (iii) the 01007.0005/1049883.6 22
Environmental Covenant (including as may be modified ), the approval or development of the Project notwithstanding the existence of such covenant (whether or not such approval or development is consistent with such covenant and/or approved by the Water Board, DTSC or any other regulatory agency ), any environmental contamination affecting the Property, or the remediation or non-remediation of same; and (iv) liability for damage or claims for damage for personal injury including death and claims for property damage which may arise from, or are attributable to, Developer's (or Developer’s contractors, subcontractors, agents, employees or other persons acting on Developer's behalf (" Developer's Representatives")) performance of its rights or obligations under this Agreement and/or the negligence or misconduct of Developer or of Developer’s Representatives which relate to the Project or the Property. b. The City shall provide the Developer with notice of the pendency of such Claims within ten (10) days of being served or otherwise notified of such Claims and shall request that the Developer defend such action. The Developer may utilize the City Attorney’s office or use legal counsel of its choosing, but shall reimburse the City for any necessary legal cost incurred by City. In all cases, City shall have the right to utilize the City Attorney’s office in any legal action. The Developer shall provide a de posit in the amount of 100% of the City ’s estimate, in its sole and absolute discretion, of the cost of litigation, including the cost of any award of attorney ’s fees.

If the Developer fails to provide the deposit, and after compliance with the provisions of this Section 8.1, the City may abandon the action and the Developer shall pay all costs resulting therefrom and City shall have no liability to the Developer. The Developer’s obligation to pay the cost of the action, including judgment, shall extend until judgment. After judgment in a trial court, the parties must mutually agree as to whether any appeal will be taken or defended. City agrees that it shall fully cooperate with the Developer in the defense of any matter in which the Developer is defending and/or holding the City harmless.

8.2 Hold Harmless: Developer ’s Construction, and Other Activities. The Developer shall defend, save and hold the City and its elected and appointed boards, commissions, officers, agents, and employees harmless from any and all claims, costs (including attorneys’ fees) and liability for any damages, personal injury or death, which may arise, directly or indirectly, from the Developer’s or the Developer’s agents, contractors, subcontractors, agents, or employees’ Project construction activities and operations un der this Agreement or the Project Development Approvals or Subsequent Development Approvals , whether such Project construction activities and operations be by the Developer or by any of the Developer ’s agents, contractors or subcontractors or by any one or more persons directly or indirectly employed by or acting as agent for the Developer or any of the Developer’s agents, contractors or subcontractors. Nothing herein shall be construed to mean that the Developer shall hold the City harmless and/or defend it from any claims arising from, or alleged to arise from, the sole negligence or willful misconduct of the City’s officers, employees, agents, contractors of subcontractors. 01007.0005/1049883.6 23

8.3 Loss and Damage. City shall not be liable for any damage to property of Developer or of others located on the Property, nor for the loss of or damage to any property of Developer or of others by theft or otherwise. City shall not be liable for any injury or damage to persons or property resulting from fire, explosion, steam, gas, electricity, water, rain, dampness or leaks from any part of the Property or from the pipes or plumbing, or from the street, or from any environmental or soil contamination or hazard, or from any other latent or patent defect in the soil, subsurface or physical condition of the Property, or by any other cause of whatsoever nature.

Nothing herein shall be construed to mean that the Developer shall bear liability for the sole negligence or willful misconduct of the City ’s officers, employees, agents, contractors of subcontractors.

8.4 Non-liability of City Officers and Employees. No official, agent, contractor, or employee of the City shall be personally liable to the Developer, or any successor in interest, in the event of any default or breach by the City or for any amount which may become due to the Developer or to its successor, or for breach of any obligation of the terms of this Agreement.

8.5 Conflict of Interest. No officer or employee of the City shall have any financial interest, direct or indirect, in this Agreement nor shall any such officer or employee participate in any decision relating to this Agreement which affects the financial interest of any corporatio n, partnership or association in which he or she is, directly or indirectly, interested, in violation of any state statute or regulation.

8.6 Survival of Indemnity Obligations. All indemnity provisions set forth in this Agreement shall survive expiration or sooner termination of this Agreement for any reason other than a default by City.

9. INSURANCE.

9.1 Types of Insurance.
a. Public Liability Insurance. Prior to commencement and until completion of construction of improvements by Developer on the Property, Developer shall, at its sole cost and expense, keep or cause to be kept in force, for the mutual benefit of City and Developer, comprehensive broad form general public liability insurance against claims and liability for personal injury or death arising from the use, occupancy, disuse or c ondition of the Property, improvements or adjoining areas or ways, affected by such use o f the Property or for property damage. Such policy shall provide protection of a least $ 6,000,000 for bodily injury or death to any one person, at least $6,000,000 for any one accident or occurrence, and at least $ 6,000,000 for property damage, and $7,000,000 in the aggregate.
b. Worker’s Compensation . To the extent Developer and its contractors utilize employees for any portion of the Project , Developer and such contractors shall also furnish or cause to be furnished to City evidence reasonably satisfactory to it that Developer and any contractor with whom Developer has contracted for the performance of any work for which Developer is responsible hereunder carries workers ’ compensation insurance as required by law.
01007.0005/1049883.6 24
c. Automobile Liability Insurance. Developer shall ensure that all contractors with whom Developer has contracted for the performance of any work for which Developer is responsible hereunder maintains automobile insurance at least as broad as Insurance Services Office form CA 00 01 covering bodily injury and property damage for all activities of the Developer arising out of or in connection with work to be performed under this Agreement, including coverage for any owned, hired, non -owned or rented vehicles, in an amount not less than $5,000,000 combined single limit for each accident.
d. Pollution Liability Insurance. Environmental Impairment Liability Insurance shall be written on a Contractor’s Pollution Liability form or other form acceptable to City providing coverage for liability arising out of sudden, accidental and gradual pollution and remediation. The policy limit shall be no less than $1,000,000 dollars per claim and $2,000,000 in the aggregate. All activities contemplated in this Agreement shall be specifically scheduled on the policy as “covered operations.” The policy shall provide coverage for the hauling of waste from the project site to the final disposal location, including non-owned disposal sites. e. Other Insurance. Developer may procure and maintain any insurance not required by this Agreement, but all such insurance shall be subject to all of the provisions hereof pertaining to insurance and shall be for the benefit of City and Developer.

9.2 Insurance Policy Form, Sufficiency, Content, and Insurer. All insurance required by express provisions hereof shall be carried only by responsible insurance companies licensed and admitted to do business by California, rated “A” or better in the most recent edition of Best Rating Guide, The Key Rating Guide or in the Federal Register, and only if they are of a financial category Class VIII or better, unless waived by City. All such policies shall be non - assessable and shall contain language, to the extent obtainable, to the effect that (i) any loss shall be payable notwithstanding any act of negligence of City or Developer that might otherwise result in the forfeiture of the insurance, (ii) the insurer waives the right of subrogation against City and against City’s agents and representatives; (iii) the policies are primary and noncontributing with any insurance that may be carried by City; and (iv) the policies cannot be canceled or materially changed except after thirty (30) days ’ written notice by the insur er to City or City ’s designated representative. Developer shall furnish City with copies of all such policies promptly on receipt of them or with certificates evidencing the insurance. City shall be named as an additional insured on all policies of insurance required to be procured by the terms of this Agreement , except for all insurance required by Developer’s contractors, both City and Developer shall be named as an additional insured. Moreover, the insurance policy must specify that where the primary insured does not satisfy the self -insured retention, any additional insured may satisfy the self -insured retention. In the event the City ’s Risk Manager determines that the use, activities or condition of the Property, improvements or adjoining areas or ways, affected by such use of the Property under this Agreement creates an increased or decreased risk of loss to the City, Developer agrees that the minimum limits of the insurance policies required by Section 9.1 may be changed accordingly upon receipt of written notice from the City ’s Risk Manager; provided that Developer shall have 01007.0005/1049883.6 25
the right to appeal a determination of increased coverage to the City Council of City within ten (10) days of receipt of notice from the City’s Risk Manager.

9.3 Failure to Maintain Insurance and Proof of Compliance. Developer shall deliver to City, in the manner required for notices, copies of certificates of all insurance policies together with endorsements required hereunder together with evidence satisfactory to City of payment required for procurement and maintena nce of each policy within the following time limits:
a. For insurance required above, prior to issuance of the first permit, including (without limitation) any demolition permit, grading permit, building permit, electrical permit, etc.
b. For any renewal or replacement of a policy already in existence, at least ten (10) days before the expiration or termination of the existing policy. c. If Developer fails or refuses to procure or maintain insurance as required hereby or fails or refuses to furnish City with required proof that that insurance has been procured and is in force and paid for, such failure or refusal shall be a default hereunder.

9.4 Waiver of Subrogation. Developer agrees that it shall not make any claim against, or seek to recover from City or its agents, servants, or employees, for any loss or damage to Developer or to any person or property, except as specifically provided hereunder and Developer shall give notice to any insurance carrier of the foregoing waiver of subrogation, and obtain from such carrier, a waiver of right to recovery against City, its agents and employees.

9.5 Broader Coverages and Higher Limits. Notwithstanding anything else herein to the contrary, if Developer maintains broader coverages and/or higher limits than the minimums shown above, the City requires and shall be entitled to the broader coverages and/or higher limits maintained by Developer.

10. MORTGAGEE PROTECTION.

10.1 The parties agree that this Agreement shall not prevent or limit Developer, in any manner, at Developer’s sole discretion, from encumbering the Property or any portion thereof or any improvement thereon by any mortgage, deed, of trust or other security device securing financing with respect to the Property. City acknowledges that the lenders providing such financing may require certain Agreement interpretations, modifications, and estoppel certificates and City agrees upon request, from time to time, to communicate and meet with Developer and representatives of such lenders to negotiate in good faith any such estoppel certificates and/or requests for interpretation or modification. Subject to compliance with applicable laws, City will not unreasonably withhold its consent to any such requested estoppel certificate, interpretation or modification provided City determines such estoppel certificate, interpretation or modification is consistent with the intent and purposes of this Agreement. Any Mortgagee of the Pr operty shall be entitled to the rights and privileges set forth in this Article 10. 01007.0005/1049883.6 26

10.2 Neither entering into this Agreement nor a breach of this Agreement shall defeat, render invalid, diminish or impair the lien of any mortgage on the Property made in good faith and for value, unless otherwise required by law.

10.3 The Mortgagee of any Mortgage or deed of trust encumbering the Property, or any part thereof, wh ere Mortgagee has submitted a request in writing to the City in the manner specified herein for giving notices, shall be entitled to receive written notification from City of any default by Developer in the performance of Developer’s obligations under this Agreement.

10.4 If City timely receives a request from a Mortgagee requesting a copy of any notice of default given to Developer under the terms of this Agreement, City shall provide a copy of that notice to the Mortgagee within ten (10) days of sending the notice of defa ult to Developer. The Mortgagee shall have the right, but not the obligation, to cure the default during the period that is the longer of (i) the remaining cure period allowed such party under this Agreement, or (ii) sixty (60) days.

10.5 Any Mortgagee who comes into possession of the Property, or any part thereof, pursuant to foreclosure of the Mortgage or deed of trust, or deed in lieu of such foreclosure, shall take the Property, or part thereof, subject to the terms of this Agreement.

11. ASSIGNMENTS.

11.1 The experience, knowledge, capability and reputation of Developer, its principals, employees and affiliates were a substantial inducement for the City to enter into this Agreement.

The Developer may sell, transfer, lease or assign this Agreement, the Property, or any part thereof (such sale, transfer, lease or assignment shall be referred to as an “ Assignment”) with the prior written consent of the Community Development Director, which consent may not be unreasonably withheld, after providing reasonable documentation and evidence demonstrating that the person or entity to whom any of the rights or privileges granted herein are to be sold, transferred, leased, assigned, hypothecated, encumbered, merged, or consolidated, meets the following criteria: (i) the transferee has the financial strength and capability to perform its obligations under the Agreement, (ii) reasonably satisfactory evidence that the transferee has the experience and expertise to operate the Project, includin g reasonably satisfactory evidence that the transferee has experience with operations and projects with a similar s cale of this Project; and (iii) reasonably satisfactory evidence that the transferee’s key principals have no felony convictions. The proposed transferee shall execute and deliver to the City an assumption agreement assuming Developer ’s Project obligations, which assumption agreement shall be in a form approved by the City Manager and City Attorney (“Assignment and Assumption Agreement”). Notwithstanding the foregoing, if Developer should seek the Assignment prior to making the $250,000 Façade Program Payment, Developer shall make such payment to City prior to completion of the Assignment. The Assignment and Assumption Agreement shall state whether assignee intends to develop Project A or Project B. If assignee states an intent to develop Project A, then Developer shall pay the $175,000.00 fee required by Section 3.3.A prior to completion of the Assignment. If assignee states an intent to deve lop Project B, then Developer shall pay the $50,000.00 fee required by Section

3.2.B prior to completion of the Assignment. Developer making these payments will be a condition precedent to the Community Development Director providing consent to the Assignment. 01007.0005/1049883.6 27

11.2 City Consideration of Requested Assignment. The City agrees that it will not unreasonably withhold, condition, or delay approval of a request for approval of an Assignment required pursuant to this Article 11, provided that:
a. Developer delivers written notice to the City requesting that approval prior to the completion of the Assignment (the “Consent Request”); and b. The Assignment is not completed until either (i) City has provided its written consent or (ii) sixty (60) days have passed after delivery by Developer to City of the Consent Request without the City having rejected the Consent Request in writing.
c. The Consent Request shall be accompanied by (i) a proposed draft of the Assignment and Assumption Agreement described in Section 11.1, in a form acceptable to the City Attorney and City Manager, and (ii) evidence regarding the proposed assignee ’s development and/or operational qualifications and experience and its financial commitments and resources in sufficient detail to enable the City to evaluate the proposed assignee ’s ability to complete the Project.

11.3 Assignments Permitted Without City’s Consent. Notwithstanding any other provision of this Agreement, Assignments related to the following property conveyances and other transactions shall not require City consent:
a. The granting of easements or permits to facilitate construction of the Project or any public improvements.
b. The granting of easements or permits for utility purposes. c. Transactions for financing purposes, including the grant of a deed of trust to secure the funds necessary, but not to exceed the amounts reasonably required, for land acquisition, construction, and/or permanent financing of any portion of the Project.
d. The acquisition of some or all of the Property by a Mortgagee in its capacity as a Mortgagee, such as through foreclosure or a deed in lieu of foreclosure. e. A sale or transfer resulting from, or in connection with, a reorganization as contemplated by the provisions of the Internal Revenue Code of 1986, as amended or otherwise, in which the ownership interests of a corporation are assigned directly or by operat ion of law to a person or persons, firm or corporation which acquires the control of the voting capital stock of such corporation or all or substantially all of the assets of such corporation. f. A sale or transfer between members of the same family, or transfers to a trust, testamentary or otherwise, in which the beneficiaries consist primarily of family members of the trustor, or transfers to a corporation or partnership in which the family members or shareholders of the transferor own at least 01007.0005/1049883.6 28
ten percent (10%) of the present equity ownership and/or at least fifty percent (50%) of the voting control of Developer.
g. If Developer is a trust, corporation, real estate investment trust, or partnership, a transfer of stock or other interests, provided there is no material change in the actual management and control of Developer. h. Transactions with any member, partner, officer, employee, or affiliate of Developer or any trust or family member, provided that, following the transaction, the management of Developer on the Effective Date for Project B shall, subject to normal and customary business practices and personnel changes, remain the primary Developer representative(s) for purposes of communication with the City.

11.4 Effect of Assignment. Unless otherwise stated within the Assignment, upon an Assignment:
a. The assignee shall be liable for the performance of all remaining obligations of Developer with respect to those portions of the Property which are transferred (the “ Transferred Property ”) but shall have no obligations with respect to any portions of the Property not conveyed (the “ Retained Property”).
b. The owner of the Retained Property shall be liable for the performance of all obligations of Developer with respect to the Retained Property, but shall have no further obligations with respect to the Transferred Property. c. The Assignee’s exercise, use, and enjoyment of the Transferred Property shall be subject to the terms of this Agreement to the same extent as if the Assignee were the Developer.

12. AMENDMENT AND MODIFICATION.

12.1 Initiation of Amendment. Either party may propose an amendment to this Agreement.

12.2 Procedure. Except as set forth in Section 1 2.4, the procedure for proposing and adopting an amendment to this Agreement shall be the same as the procedure required for entering into this Agreement in the first instance as set forth in Government Code Section 65867.

12.3 Consent. Except as expressly provided in this Agreement, no cancellation of or amendment to all or any provision of this Agreement shall be effective unless set forth in writing and signed by duly authorized representatives of each of the parties hereto and recorded in the Official Records of Los Angeles County.

12.4 Administrative Minor Project Modifications. Notwithstanding any other provision and/or Condition of Approval contained in any Development Approval s, “Minor Modifications” to this Agreement, the Project, and/or the Development plans shall be made ministerially, with the approval of the Director. For Project B, the determination of whether a 01007.0005/1049883.6 29
requested or proposed modification constitutes a “Minor Modification ” shall be made by the Director in his or her sole discretion, except that any modification that the Director determines extends beyond the intent of the original approval or meets any of the criteria in the following sentence shall not be deemed to constitute a “Minor Modification.” For Project A, “Minor Modifications” shall be defined as , and for Project B, “Minor Modifications” may include, any modifications to this Agreement, the Project and/or the Development plans that do not (i) change the proposed uses analyzed in the MND (for a change to Project A) or the Addendum (for a change to Project B) , (ii) increase the total amount of square footage within Pro ject A beyond 121,775 square feet or increase the density or number of units for Project B in excess of the approved 62 units, (iii) increase building height s within the Property for Projects A and B in comparison to what was identified on the Development plans by more than ten (10) percent , (iv) reduce the number of parking stalls below the required parking amount in the approved Project A development plans or below the parking, open space or landscaping amounts specified for Project B in Section 1.24 of this Agreement by more than ten (10) percent , (v) modify t he approved exterior design for Project A or Project B in such a way that is not in substantial conformance with the approved set of plans , as determined by the Community Development Director, and /or (vi) modify the Project B financial benefit commitments , including those set forth in Section 3.B of this Agreement.. For the avoidance of confusion, subject to the foregoing, a deviation from the architectural designs is explicitly allowed for Projects A an d B provided the Community Development Director finds such a deviation to be in substantial conformance with the approved set of plans.

12.5 Hearing Rights Protected. Notwithstanding the foregoing, City will process any change to this Agreement consistent with state law and will hold public hearings thereon if so required by state law and the parties expressly agree nothing herein is intended to deprive any party or person of due process of law.

12.6 Effect of Amendment to Development Agreement. Except as expressly set forth in any such amendment, an amendment to this Agreement will not alter, affect, impair, modify, waive, or otherwise impact any other rights, duties, or obligations of either party under this Agreement.

13. MISCELLANEOUS PROVISIONS.

13.1 Recordation. The City Clerk shall cause a copy of this Agreement to be recorded against the Property with the County Recorder within ten (10) calendar days after the E xecution Date. The failure of the City to sign and/or record this Agreement shall not affect the validity of this Agreement.

13.2 Notices. Notices and correspondence required or permitted by this Agreement shall be in writing and either personally delivered or sent by registered, certified, or overnight mail or delivery service. Notices shall be deemed received upon personal delivery or on the second business day after registered, certified, or overnight mailing or delivery , or email if such email notice is acknowledged as received by the receiving party. Notices shall be addressed as follows:

To City: City of Carson
701 East Carson Street
Carson, California 90745
Attn: Planning Manager
01007.0005/1049883.6 30
With copy to: Aleshire & Wynder
18881 Von Karman Avenue, Suite 1700
Irvine, CA 92612
Fax: 949-223-1180
Attn: Sunny Soltani
To Developer: 21611 Perry Street LLC,
659 N. Robertson Blvd
West Hollywood, CA 90069
Attn: Darren Embry
A Party may change its address by giving written n otice to the other Party. Thereafter, Notices shall be addressed and transmitted to the new address.

13.3 Estoppel Certificates. Either Party (or a Mortgagee) may at any time deliver written notice to the other Party requesting an Estoppel Certificate stating:
a. The Agreement is in full force and effect and is a binding obligation of the Parties;
b. The Agreement has not been amended or modified or, if so amended, identifying the amendments; and
c. There are no existing defaults under the Agreement to the actual knowledge of the Party signing the Estoppel Certificate.

A Party receiving a request for an Estoppel Certificate shall provide a signed certificate to the requesting Party within thirty (30) days after receipt of the request. The City Manager may sign Estoppel Certificates on behalf of the City. An Estoppel Certificate may be relied on by assignees and Mortgagees.

13.4 Project as a Private Undertaking. It is specifically understood and agreed by the Parties that the Project is a private development, that neither Party is acting as the agent of the other in any respect, and that each Party is an independent contracting entity with respect to this Agreement. The only relationship between City and Developer is that of a government entity regulating the development of property owned by a private party. City agrees that by its approval of, and entering into, this Agreement that it is not taking any action which would transform this private Development into a “public work” project, and that nothing herein shall be interpreted to convey upon Developer any benefit which would transform Developer ’s private project into a public work project, it being understood that this Agreement is entered into by City and Developer upon the exchange of consideration described in this Agreement, including the Recitals to this Agreement, and that City is receiving by and through this Agreement t he full measure of benefit in exchange for the burdens placed on Developer by this Agreement, including but not limited to Developer’s obligation to provide the public improvements set forth herein.

13.5 Eminent Domain. No provision of this Agreement shall be construed to limit or restrict the exercise by City of its power of eminent domain. 01007.0005/1049883.6 31

13.6 Entire Agreement. This Agreement represents the entire agreement of the Parties with respect to the subject matter of this Agreement. No testimony or evidence of any such representations, understandings or covenants shall be admissible in any proceeding of any kind or nature to interpret or determine the terms or conditions of this Agreement.

13.7 Further Actions and Instruments. Each of the Parties shall cooperate with and provide reasonable assistance to the other to the extent necessary to implement this Agreement.

13.8 Severability. If any term, provision, covenant or condition of this Agreement shall be determined invalid, void or unenforceable, the remainder of this Agreement shall not be affected thereby to the extent such remaining provisions are not rendered impractical to perform taking into consideration the purposes of this Agreement.

13.9 Covenant Not To Sue. The parties to this Agreement, and each of them, agree that this Agreement and each term hereof is legal, valid, binding, and enforceable. The parties to this Agreement, and each of them, hereby covenant and agree that each of them will not commence, maintain, or prosecute any claim, demand, cause of action, suit, or other proceeding against any other party to this Agreement, in law or in equ ity, or based on any allegation or assertion in any such action, that this Agreement or any term hereof is void, invalid, or unenforceable.

13.10 Force Majeure. Neither Party shall be deemed to be in default where failure or delay in performance of any of its obligations under this Agreement is caused by earthquakes, other acts of God, fires, wars, terrorism, riots or similar hostilities, strikes, and other labor difficulties beyond the Party ’s control, government regulations, pandemics, government-ordered quarantine, court actions (such as restraining orders or injunctions), or other causes beyond the Party’s reasonable control. If any such events shall occur, the term of this Agreement and the time for performance shall be extended for the duration of the impacts on the Project of each such event.

13.11 Waiver. All waivers of performance must be in a writing signed by the Party granting the waiver. Failure by a Party to insist upon the strict performance of any provision of this Agreement shall not be a waiver of future performance of the same or any other provision of this Agreement.

13.12 Time of Essence. Time is of the essence in the performance of the provisions of this Agreement as to which time is an element.

13.13 Governing Law and Venue. This Agreement shall be governed and interpreted in accordance with California law, with venue for any litigation concerning this Agreement in Los Angeles, California.

13.14 Interpretation. This Agreement shall be construed as a whole according to its fair language and common meaning to achieve the objectives and purposes of the parties hereto, and the rule of construction to the effect that ambiguities are to be resolved against the drafting party or in favor of City shall not be employed in interpreting this Agreement, all parties having been represented by counsel in the negotiation and preparation hereof.

13.15 Corporate Authority. The person(s) executing this Agreement on behalf of each of the parties hereto represent and warrant that (i) such party, if not an individual, is duly organized and existing, (ii) they are duly authorized to execute and deliver this Agreement on behalf of said 01007.0005/1049883.6 32
party, (iii) by so executing this Agreement such party is formally bound to the provisions of this Agreement, and (iv) the entering into this Agreement does not violate any provision of any other agreement to which such party is bound.

13.16 Attorneys’ Fees. If either party to this Agreement is required to initiate or defend litigation against the other party, the prevailing party in such action or proceeding, in addition to any other relief which may be granted, whether legal or equitable, shall be entitled t o reasonable attorneys’ fees. Attorneys’ fees shall include attorneys ’ fees on any appeal, and, in addition, a party entitled to attorney’s fees shall be entitled to all other reasonable costs for investigating such action, taking depositions and discovery and all other necessary costs the court allows which are incurred in such litigation. All such fees shall be deemed to have accrued on commencement of such action and shall be enforceable whether or not such action is prosecuted to a final judgment.

13.17 Recitals. The recitals in this Agreement constitute part of this Agreement and each party shall be entitled to rely on the truth and accuracy of each recital as an inducement to enter into this Agreement.

13.18 No Brokers. City and Developer represent and warrant to the other that neither has employed any broker and/or finder to represent its interest in this transaction. Each party agrees to indemnify and hold the other free and harmless from and against any and all liability, loss, cost, or expense (including court costs and reasonable attorney ’s fees) in any manner connected with a claim asserted by any individual or entity for any commission or finder ’s fee in connection with this Agreement arising out of ag reements by the indemnifying party to pay any commission or finder’s fee.

13.19 Joint and Several Liability. In the event Developer should sell, transfer, lease or assign this Agreement, the Property, or any part thereof, Developer shall bear ultimate responsibility for all obligations, conditions, and restrictions set forth under this Agreement, it being understood that both Developer and any transferee, assignee, or lessee shall be jointly and severally liable.

13.20 Compliance with Laws. Developer must comply with all federal, state and local laws and regulations, including the City’s Municipal Code , subject to the provisions of this Agreement and Development Agreement Law.

13.21 Counterparts. This Agreement may be executed by the Parties in counterparts, which together shall have the same effect as if each of the Parties had executed the same instrument.
[SIGNATURES ON FOLLOWING PAGE(S)]

01007.0005/1049883.6 33
IN WITNESS WHEREOF, the Parties hereto have executed this Agreement on the day and year first set forth above.

CITY
CITY OF CARSON a municipal corporation
______
Lula Davis-Holmes, Mayor
ATTEST

Dr. Khaleah K. Bradshaw, City Clerk

APPROVED AS TO FORM

ALESHIRE & WYNDER, LLP

Sunny K. Soltani, City Attorney

DEVELOPER
21611 PERRY STREET LLC, a California
limited liability company

By:

Name:

Title:

By:

Name:

Title:

Two corporate officer signatures required when Consultant is a corporation, with one signature required from each of the following groups: 1) Chairman of the Board, President or any Vice President; and 2) Secretary, any Assistant Secretary, Chief Financial Officer or any Assistant Treasurer. CONSULTANT’S SIGNATURES

SHALL BE DULY NOTARIZED, AND APPROPRIATE ATTESTATIONS SHALL BE INCLUDED AS

MAY BE REQUIRED BY THE BYLAWS, ARTICLES OF INCORPORATION, OR OTHER RULES OR REGULATIONS APPLICABLE TO CONSULTANT’S BUSINESS ENTITY. 01007.0005/1049883.6 34

CALIFORNIA ALL-PURPOSE ACKNOWLEDGMENT

STATE OF CALIFORNIA

COUNTY OF LOS ANGELES

On __________, 2025, before me, ________________, personally appeared ________________, proved to me on the basis of satisfactory evidence to be the person(s) whose names(s) is/are subscribed to the within instrument and acknowledged to me that he/she/they executed the same i n his/her/their authorized capacity(ies), and that by his/her/their signature(s) on the instrument the person(s), or the entity upon behalf of which the person(s) acted, executed the instrument.

I certify under PENALTY OF PERJURY under the laws of the State of California that the foregoing paragraph is true and correct.

WITNESS my hand and official seal.

Signature: _____________________________________

OPTIONAL
Though the data below is not required by law, it may prove valuable to persons relying on the document and could prevent fraudulent reattachment of this form.

CAPACITY CLAIMED BY SIGNER DESCRIPTION OF ATTACHED DOCUMENT

INDIVIDUAL

CORPORATE OFFICER
_______________________________

TITLE(S)

PARTNER(S) LIMITED

GENERAL

ATTORNEY-IN-FACT

TRUSTEE(S)

GUARDIAN/CONSERVATOR
OTHER_______________________________
______________________________________
SIGNER IS REPRESENTING:
(NAME OF PERSON(S) OR ENTITY(IES))
_____________________________________________
_____________________________________________

___________________________________

TITLE OR TYPE OF DOCUMENT
___________________________________

NUMBER OF PAGES
___________________________________

DATE OF DOCUMENT
___________________________________

SIGNER(S) OTHER THAN NAMED ABOVE
A notary public or other officer completing this certificate verifies only the identity of the individual who signed the document to which this certificate is attached, and not the truthfulness, accuracy or validity of that document. 01007.0005/1049883.6 35

CALIFORNIA ALL-PURPOSE ACKNOWLEDGMENT

STATE OF CALIFORNIA

COUNTY OF LOS ANGELES

I certify under PENALTY OF PERJURY under the laws of the State of California that the foregoing paragraph is true and correct.

WITNESS my hand and official seal.

Signature: _____________________________________

OPTIONAL
Though the data below is not required by law, it may prove valuable to persons relying on the document and could prevent fraudulent reattachment of this form.

CAPACITY CLAIMED BY SIGNER DESCRIPTION OF ATTACHED DOCUMENT

INDIVIDUAL

CORPORATE OFFICER
_______________________________

TITLE(S)

PARTNER(S) LIMITED

GENERAL

ATTORNEY-IN-FACT

TRUSTEE(S)

___________________________________

TITLE OR TYPE OF DOCUMENT
___________________________________

NUMBER OF PAGES
___________________________________

DATE OF DOCUMENT
___________________________________

01007.0005/1049883.6 A-1
EXHIBIT “A”

PROPERTY LEGAL DESCRIPTION

THE LAND REFERRED TO HEREIN BELOW IS SITUATED IN THE CITY OF CARSON,

IN THE COUNTY OF LOS ANGELES, STATE OF CALIFORNIA, AND IS DESCRIBED AS FOLLOWS:

THAT PORTION OF LOT 15 OF TRACT NO. 4054 , IN THE CITY OF CARSON,

COUNTY OF LOS ANGELES, STATE OF CALIFORNIA, AS PER MAP RECORDED IN BOOK 44 PAGE 39 OF MAPS, .IN THE OFFICE OF THE COUNTY RECORDER OF SAID COUNTY, DESCRIBED AS FOLLOWS:

THENCE NORTH
39° 21' 48" WEST 2.11 FEET; THENCE NORTH 0° 37' 33" WEST 17.38 FEET TO A LINE PARALLEL WITH AND NORTHEASTERLY 18 FEET, MEASURED AT RIGHT ANGLES, FROM SAID SOUTHWESTERLY LINE; THENCE ALONG SAID LAST MENTIONED PARALLEL LINE NORTH 39° 21' 48" WEST TO THE SOUTHERLY LINE OF TRACT NO. 29360 , AS PER MAP RECORDED IN BOOK 734, PAGE 45 OF MAPS ;

EXCEPT THEREFROM THAT PORTION OF SAID LAND DESIGNATED AS PARCELS 2-36 INCLUSIVE IN THE FINAL DECREE OF CONDEMNATION ENTERED IN SUPERIOR COURT, LOS ANGELES COUNTY, CASE NO. 909461, A CERTIFIED COPY OF WHICH WAS RECORDED AUGUST 26, 1969, AS INSTRUMENT NO. 2734, IN BOOK D -4478, PAGE 350, OFFICIAL RECORDS OF SAID COUNTY AND MORE PARTICULARLY DESCRIBED AS FOLLOWS:

TANGENT TO SAID NORTHERLY LINE AND TANGENT TO THE WESTERLY LINE OF THE EASTERLY 5 FEET OF SAID LOT; THENCE NORTHEASTERLY ALONG 'SAID CURVE 23.55 FEET TO SAID WESTERLY LINE; THENCE EASTERLY AT RIGHT

01007.0005/1049883.6 A-2
ANGLES FROM SAID WESTERLY LINE 5 FEET TO SAID EASTERLY LINE; THENCE SOUTHERLY ALONG SAID EASTERLY LINE 14.99 FEET TO THE POINT OF BEGINNING.

ALSO, EXCEPT l/2 OF ALL OIL, GAS, HYDROCARBON AND MINERAL

SUBSTANCES IN AND UNDER SAID LAND, BUT WITHOUT RIGHT OF SURFACE ENTRY, AS RESERVED BY MARY M. REGAN, IN DEED RECORDED OCTOBER 4, 1957 AS INSTRUMENT NO. 504, IN BOOK 44767, PAGE 300, OFFICIAL RECORDS.

APNs: 7327-010-014 & 015

01007.0005/1049883.6 B-1
EXHIBIT “B”

DEPICTION OF THE PROPERTY

01007.0005/1049883.6 B-2
EXHIBIT “C”

CONCEPTUAL DEPICTION OF DEDICATION

C-1
CITY OF CARSON 701 East Carson Street
File #: Version:

Report to Honorable Mayor and City Council
Tuesday, March 4, 2025, 5:00 PM
DISCUSSION 26. To: Honorable Mayor and City Council From: Dr. Arlington Rodgers, Director of Public Works PW Operations Subject: CONSIDER INTRODUCTION AND FIRST READING, BY TITLE ONLY, OF ORDINANCE NO. 25-2505, "AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF CARSON, CALIFORNIA, REPEALING ANDREPLACING SECTION 4105 (ILLEGAL DUMPING) OF THE CARSON MUNICIPAL CODE AND APPROVE THEADMINISTRATIVE CITATION FINES TO BE ASSESSED FOR VIOLATIONS OF THE CITY’S ILLEGAL DUMPINGORDINANCE (CITY COUNCIL) I. SUMMARY
The Public Works Director is requesting the City Council adopt the attached Ordinance No. 25-2505, to provide additional requirements and enforcement options for illegal dumping throughout the City of Carson. Resolution 25- 025 is also being presented for City Council approval to increase the administrative citation ﬁne amounts for violations of the Illegal Dumping Ordinance.

The City has observed nuisances created throughout the City by persons who illegally dump solid waste, bulky furniture items, appliances, tires and potentially hazardous materials. The illegal dumping activities pose a danger to public health and safety, decrease property values, lower the quality of life and contribute to urban blight.

Despite proactive methods to curtail the illegal dumping, the problem persists. To minimize the illegal dumping, provisions of Section 4105 of the Carson Municipal Code “CMC” should be updated to provide additional requirements and enforcement options for the City; thereby bringing Section 4105 in line with the State of California statutes, concerning illegal dumping. (Exhibit 1) Failure to address illegal dumping often leads to more illegal dumping and other crimes, provides negative impacts to neighborhoods, reduces property values and presents signiﬁcant health and safety issues for residents and businesses. Furthermore, illegal dumping activities also place an undue burden on the City, which spends considerable funds every year in cleanup, public education and enforcement costs.

In an effort to deter illegal dumping, an increase to the administrative citation ﬁne amounts for violations should be adopted and reﬂected in the Illegal Dumping Ordinance, pursuant to CMC Section 1203.3(d). (Exhibit 2) II. RECOMMENDATION
TAKE the following actions:

1. WAIVE further reading and INTRODUCE for ﬁrst reading ORDINANCE NO. 25-2505, "AN ORDINANCE OF

THE CITY COUNCIL OF THE CITY OF CARSON, CALIFORNIA, REPEALING AND REPLACING SECTION 4105 (ILLEGAL DUMPING) OF THE CARSON MUNICIPAL CODE”

2. ADOPT Resolution No. 25-025, “A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARSON,

CALIFORNIA, INCREASING THE ADMINISTRATIVE CITATION FINES TO BE ASSESSED FOR VIOLATIONS OF THE CITY’S ILLEGAL DUMPING ORDINANCE”
III. ALTERNATIVES

1. TAKE another action the City Council deems appropriate that is consistent with the requirements of law.

IV. BACKGROUND
The City of Carson has observed nuisances created throughout the City by persons who illegally dump solid waste, bulky furniture items, appliances, tires and potentially hazardous materials. The illegal dumping activities pose a danger to public health and safety, decrease property values, lower the quality of life and contribute to urban blight.

Despite proactive methods to curtail the illegal dumping, the problem persists. To minimize the illegal dumping, provisions of Section 4105 of the Carson Municipal Code (CMC) should be updated to provide additional requirements and enforcement options for the City; thereby bringing Section 4105 in line with the State of California statutes, concerning illegal dumping. (Exhibit 1) Failure to address illegal dumping often leads to more illegal dumping and other crimes, negatively impacts neighborhoods, reduces property values, and presents signiﬁcant health and safety issues for residents.

Furthermore, illegal dumping activities also place an undue burden on the City, which spends considerable funds every year in cleanup, public education, and enforcement costs.

The CMC Section 1203.3(d) provides that the administrative ﬁnes assessed by means of administrative citations issued for violations of the CMC shall be in the amounts speciﬁed by resolution of the City Council, or where no amount is speciﬁed, $100 for a ﬁrst violation, $200 for a second violation of the same ordinance within one year from the date of the ﬁrst violation, and $500 for each additional violation of the same ordinance within one year from the date of the ﬁrst violation.

The CMC Section 4105 for Illegal Dumping prohibits the dumping of garbage or other waste in or upon any public or private road, highway, street, alley, public way, or any public or private property of any kind whatsoever. The City continues to see substantial illegal dumping in violation of CMC Section 4105.

In an effort to deter illegal dumping, an increase to the administrative ﬁne amounts for violations should be adopted and reﬂected in the Illegal Dumping Ordinance, pursuant to CMC Section 1203.3(d). (Exhibit 2) Illegal dumping frequently causes signiﬁcant blight and can pose health concerns which are inconsistent with the City’s vision for healthy, livable, and environmentally conscious communities. Failure to address illegal dumping often leads to more illegal dumping and other crimes, negatively impacts neighborhoods, reduces property values, and presents signiﬁcant health and safety issues for residents and businesses.

The remedies and penalties for illegal dumping are currently inadequate to discourage acts of illegal dumping. The City should continue to proactively combat illegal dumping through an enhancement of the administrative and civil penalties.

In addition to any criminal, civil or other legal remedies that may be available to the City to enforce violations of the CMC or applicable state codes, the proposed increase to the administrative ﬁne amounts for violations of the Illegal Dumping Ordinance, pursuant to CMC Section 1203.3(d), should be increased as follows:

1.“A violation of the City’s Illegal Dumping Ordinance, involving illegal dumping, shall be assessed an administrative ﬁne as follows: (1) $1,000 for a ﬁrst violation; (2) $1,500 for a second violation within one year from the date of the ﬁrst violation; and (3) $3,000 for each additional violation within one year from the date of the ﬁrst violation. Each day that waste placed, deposited, or dumped in violation of the Illegal Dumping Ordinance remains is a separate violation.” (Exhibit 2)

2. “A violation of the City’s Illegal Dumping Ordinance whereby “commercial quantities” are illegally dumped, shall be assessed an administrative ﬁne as follows: $3,000 for a ﬁrst violation, $6,000 for a second violation within one year from the date of the ﬁrst violation, and $10,000 for each additional violation within one year from the date of the ﬁrst violation. The administrative ﬁnes shall be mandatory;” (Exhibit 2) V. FISCAL IMPACT
There is no anticipated expenditure impact resulting from approval of this ordinance and resolution. However, there is anticipated revenue, contingent upon enforcement and issuance of administrative citations for violations.

VI. EXHIBITS

1. ORDINANCE NO. 25-2505, “An Ordinance of the City Council of the City of Carson, California, Repealing and Replacing Section 4105 (Illegal Dumping) of the Carson Municipal Code”.

2. Resolution No. 25-025, “A Resolution of the City Council of the City of Carson, California, Increasing the Administrative Citation Fines to be Assessed for Violations of the City’s Illegal Dumping Ordinance”.

Prepared by: Dr. Arlington Rodgers, Jr., Director of Public Works

Attachments
Exhibit No. 1-(Illegal Dumping) Ordinance-25-2505-Amending CMC 4105.pdf Exhibit No. 2-(Illegal Dumping) Resolution-25-025.pdf
01007.0011/1044844.1

Ordinance No. 25-2505

Page 1 ends

Carson City CouncilMarch 4, 2025

Carson City Council
March 4, 2025