Dt5 — Compton City Council, June 28, 2022 (part 2 of 11)

COMPTON BLVD & KEMP AVE SITE SP-1

COMPTON, CA CITY SUBMITTAL
© 2019 WILLIAM HEZMALHALCH ARCHITECTS, INC. DBA WHA. | 2013039 | 08-19-19 0 15 30 60
Conceptual Site Plan

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 3|page

2.2 STUDY AREA
The following intersection in the vicinity of the project site have been included in the intersection level of service (LOS) analysis based on submission of a scoping letter and receipt of comments back from City staff. The scoping letter and City response is provided in Appendix A. • Dwight Avenue (NS) at Compton Boulevard (EW)
This traffic analysis follows the Los Angeles County Public Works Traffic Impact Analysis Report Guidelines (January 1, 1997).

Exhibit 2 shows the location of the study intersections, which are analyzed for the following study scenarios:
• Existing Conditions;
• Project Opening Year (2021) Without Project Conditions; and • Project Opening Year (2021) With Project Conditions.

Traffic operations are evaluated for the following time periods:
• Weekday AM Peak Hour occurring within 7:00 AM to 9:00 AM; and • Weekday PM Peak Hour occurring within 4:00 PM to 6:00 PM.

2.3 ANALYSIS METHODOLOGY
Level of Service (LOS) is commonly used to describe the quality of flow on roadways and at intersections using a range of LOS from LOS A (free flow with little congestion) to LOS F (severely congested conditions). The City of Compton and Los Angeles County utilize the Intersection Capacity Utilization (ICU) methodology for signalized intersection analysis. The ICU methodology expresses the LOS of an intersection in terms of the remaining capacity at an intersection (or lack thereof). The ICU methodology compares the volume-to-capacity (V/C) ratios of conflicting turn movements at an intersection, sums the critical conflicting V/C ratios for each intersection approach, and determines the intersection’s overall capacity utilization. The resulting V/C ratio is converted to an LOS as shown in Table 1.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT

Page 4 ends

Exhibit 2: Study Intersection Locations
Legend:

Project SiteStudy Intersection Location

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 5|page
Table 1
LOS & V/C Ranges
Level of
Service
Volume to
Capacity
Ratio
Description
A 0.000 – 0.600 Free Flow: No approach phase is fully utilized and no vehicle waits longer than one cycle
B 0.601 – 0.700 Stable Flow: An occasional approach phase is fully utilized. Some drivers feel restricted in platoons.

C 0.701 – 0.800 Stable Flow: Major approach phases fully utilized. Most drivers feel restricted in platoons.

D 0.801 – 0.900 Tolerable Delays: Drivers may have to wait more than one cycle on occasion.

Queues develop but dissipate rapidly and without excessive delays.

E 0.901 – 1.000 Unstable Operations: Volumes at or near capacity. Vehicles may wait several signal cycles. Long queues form upstream from intersection.

F >1.000 Excessive Delays: Traffic flow breaks down, representing jammed conditions.

Intersection operates below capacity. Queues may block upstream intersections.

This study utilizes a 1,900 vehicle per lane per hour saturation flow rate and a clearance interval of ten percent for the ICU analysis.

2.4 PERFORMANCE CRITERIA
The City of Compton has established level of service “D” or better as acceptable LOS for all intersections along the designated street and highway system in the General Plan Circulation Element.

2.5 THRESHOLDS OF SIGNIFICANCE
According to California Environmental Quality Act (CEQA) guidelines, a project is considered to cause a significant impact to a transportation system if it:
• Conflict with program plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities? • Conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b)?1 • Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? • Result in inadequate emergency access?
For the purposes of analyzing CEQA impacts, the City of Compton utilizes the following Los Angeles County thresholds of significant to identify significant transportation impacts:

1CEQA Guidelines section 15064.3(c) provides that a lead agency “may elect to be governed by the provisions” of the section immediately; otherwise, the section’s provisions apply July 1, 2020. Here, the City has not elected to be governed by Section 15064.3. Accordingly, an analysis of vehicles miles traveled (VMT) is not necessary to determine whether a proposed project will have a significant transportation impact.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 6|page
• If an intersection is projected to operate at LOS C with the proposed project, and the proposed project increases the ICU by 0.040 or more, a significant impact is deemed to occur.
• If an intersection is projected to operate at LOS D with the proposed project, and the proposed project increases the ICU by 0.020 or more, a significant impact is deemed to occur.
• If an intersection is projected to operate at LOS E/F with the proposed project, and the proposed project increases the ICU by 0.010 or more, a significant impact is deemed to occur.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 7|page

3.0 Existing Conditions

3.1 EXISTING CIRCULATION NETWORK/STUDY AREA CONDITIONS
The characteristics of the roadway system in the vicinity of the proposed project site are described in Table 2.

Table 2
Roadway Characteristics Within Study Area
Roadway Classification1 Direction Existing
Travel Lanes Median Type Speed Limit (mph)
On-Street
Parking
Compton
Boulevard
Secondary
Highway East-West 4 None 35 Yes
Dwight
Avenue Local Street NorthSouth 2 None 25 Yes
Kemp Avenue Local Street NorthSouth 2 None 25 Yes
151st Street Local Street East-West 2 None 25 Yes
1: Sources: City of Compton General Plan Circulation Element Exhibit 3 shows existing conditions study area intersection and roadway geometry.

3.2 CITY OF COMPTON GENERAL PLAN CIRCULATION ELEMENT
The proposed project site is located within the City of Compton. Appendix B contains the current Compton General Plan Circulation Element future transportation network and roadway classifications.

3.3 EXISTING BICYCLE AND PEDESTRIAN FACILITIES
There are no bicycle lanes on study area roadways. Sidewalks and curb ramps at intersections are present in the study area, except on the east side of Dwight Avenue along the project’s frontage and on the north side of 151st Street along the project’s frontage, where they are absent.

The proposed project is consistent with the City of Compton Bicycle Master Plan (May, 2015).

Appendix B contains Compton General Plan Circulation Element Bikeway Plan.

3.4 EXISTING PUBLIC TRANSIT SERVICES
The City of Compton is served by Los Angeles Metro which provides bus service throughout Los Angeles County. Figure 2 shows the Metro routes in the vicinity of the City of Compton. Additionally, the Compton Renaissance Transit System provides limited local service within the City of Compton.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 3: Existing Lane Geometry & Intersection Control Legend:
4D
4U
2U
4U 4-lane Undivided Roadway
Signal-Controlled IntersectionExisting Lane
X
2U 2-lane Undivided Roadway
1 2
Source: Google Earth, 2019

Page 8 ends

2U
2U
2U
4U 4U

COMPTON BLVD

DWIGHT AVE
Project Site

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 9|page
Figure 2– LA Metro Transit Routes
There is one bus route within one-quarter mile of the proposed project site.

Metro Route 51/351 travels between the Wilshire/Vermont Purple Lane Station to the Compton Transit Center. In the vicinity of the proposed project, Route 51/351 runs along Compton Boulevard with a stop at the Compton Boulevard/Dwight Avenue intersection adjacent to the project site. Route 51/351 runs from 5:00 AM to 10:00 PM on weekdays with headways of 20-35 minutes and on weekends with 30-45 minute headways.

3.5 EXISTING TRAFFIC VOLUMES
To determine the existing operation of the study intersection, AM and PM peak period traffic counts at the study intersections were collected on Thursday June 6th, 2019. The traffic volumes used in this analysis are from the highest hour within the peak period counted. Detailed traffic count data is provided in Appendix C.

Exhibit 4 shows existing AM and PM peak hour volumes at the study intersection.

3.6 EXISTING CONDITIONS INTERSECTION LEVEL OF SERVICE ANALYSIS Existing conditions AM and PM peak hour intersection analysis is shown in Table 3. Calculations are based on the existing geometrics at the study intersection as shown in Exhibit 3. ICU analysis sheets are provided in Appendix D.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 4: Existing AM/PM Peak Hour Traffic Volumes
1 4
5 6
13/70
577/1210
26/53
30/60865/49346/43
34/13
15/25
48/43
29/17
14/27
41/30
Legend:

XX/XX AM/PM Peak Hour Volumes

Page 10 ends

Project Site

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 11|page
Table 3
Intersection Analysis – Existing Conditions
Intersection
Control
Type
Peak Hour
Existing Conditions
V/C – LOS
Dwight Avenue/Compton Boulevard Signal AM
PM

0.490 – A

0.626 – B
Note: V/C = volume-to-capacity ratio. Delay shown in seconds. Delay/LOS at project driveway shown for worst operating minor street movement.

As shown in Table 3, the study intersection is currently operating at an acceptable LOS (LOS B or better) during the AM and PM peak hours.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 12|page

4.0 Proposed Project

4.1 Project Description
The proposed project is bound by Compton Boulevard to the north, Kemp Avenue to the east, 151st Street to the south and Dwight Avenue to the west. The proposed project would consist of 24-single family dwelling units. The site is currently vacant. Site access is planned at two driveways on 151st Street.

The proposed project is anticipated to be built and generating trips in 2021.

Exhibit 1 previously showed the proposed site plans for the proposed project.

4.2 Project Trip Generation
Trip generation represents the amount of traffic, both inbound and outbound, produced by a development. Determining trip generation for a proposed project is based on projecting the amount of traffic that the specific land uses being proposed will produce.

Industry standard Institute of Transportation Engineers (ITE) Trip Generation Manual (10th Edition, 2017) trip generation rates were used to determine trip generation of the proposed project.

Table 4 shows the ITE 10th Edition trip generation rates used to calculate forecast trip generation of the proposed project.

Table 4
Trip Generation Rates for Proposed Project Land Use
Land Use (ITE Code) Unit
AM Peak Hour PM Peak Hour
Daily Trips
In Out Total In Out Total
Single Family Residential (210) DU 0.185 0.555 0.74 0.624 0.366 0.99 9.44 Note: DU = Dwelling Unit
Source: ITE Trip Generation, 10th Edition (2017).

Table 5 shows the projected increase in trip generation resulting from the proposed project.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 13|page
Table 5
Trip Generation of Proposed Project
Land Use Quantity
AM Peak Hour PM Peak Hour
Daily Trips
In Out Total In Out Total
24 Single - Family Dwelling
Units
24 DU 5 13 18 15 9 24 227
Note: DU = Dwelling Unit

As shown in Table 5, the proposed project is forecast to generate approximately 18 AM peak hour trips, 24 PM peak hour trips and 227 daily trips.

4.3 Project Trip Distribution
Projecting trip distribution involves the process of identifying probable destinations and traffic routes that will be utilized by the proposed project’s traffic. The potential interaction between the proposed land use and surrounding regional access routes are considered to identify the probable routes onto which project traffic would distribute. The projected trip distribution for the proposed project is based on anticipated travel patterns to and from the project site.

Exhibit 5 shows the projected trip distribution of proposed project trips.

4.4 Modal Split
The traffic reducing potential of public transit, walking and bicycling have not been considered in this analysis since transit facilities in the study area are limited.

4.5 Project Trip Assignment
Exhibit 6 shows the corresponding projected AM/PM peak hour trip assignment of project trips.

4.6 Traffic Management Plan
Stop signs will be installed at the project driveways for vehicles exiting the project site onto 151st street. Fire access will not be needed, in case of fires the fire department will fight the fires from outside the development. No parking signs will be posted throughout the site as needed or required by City standards.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 5: Projected Trip Distribution of Proposed Project Trips Legend:

XX%
Project SiteStudy Intersection LocationPercent Trip Distribution X
1 50%
50%
60%
50%

Page 14 ends

6 50% 10% 40%
10%20%
40%
20%
1 20% 610%
20%30%
10%
30%
1 40%
Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY
PROJ ECTLegend:

XX/XX AM/PM Peak Hour Trip Assignment
Exhibit 6: Projected Trip Assignment of Proposed Project Trips

Page 15 ends

1 4
1/2 62/6
1/11/3
5/4
3/2
Project Site

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 16|page

5.0 Project Opening Year Without Project Conditions

5.1 ROADWAY IMPROVEMENTS
The lane configurations and traffic controls assumed to be in place for the project opening year without project scenario are consistent with those previously shown in Exhibit 3.

5.2 PROJECT OPENING YEAR WITHOUT PROJECT TRAFFIC VOLUMES Project Opening Year Without Project traffic volumes consist of existing volumes plus application of an annual ambient growth rate to the project opening year, which in this case is 2021. The ambient growth rate used in this analysis is based on feedback provided on the scoping letter, which recommended a growth rate of 2% per year, applied for two years, to existing volumes to account for ambient traffic growth and any small cumulative development that occurs.

Project Opening Year Without Project Volumes = (Existing (2019) Counts * 1.02^2) Exhibit 7 shows project opening year without project AM and PM peak hour volumes at the study intersections.

5.3 PROJECT OPENING YEAR WITHOUT PROJECT LEVEL OF SERVICE ANALYSIS Project opening year without project conditions AM and PM peak hour intersection analysis is shown in Table 6. Calculations are based on the existing geometrics at the study intersection as shown in Exhibit 3. ICU analysis sheets are provided in Appendix D.

Table 6
Intersection Analysis – Project Opening Year Without Project Conditions Intersection
Control
Type
Peak Hour
Existing Conditions Project Opening Year
Without Project
V/C – LOS V/C – LOS
Dwight Avenue/Compton
Boulevard Signal AM PM

0.490 – A

0.626 – B

0.501 – A

0.648 – B
Note: V/C = volume-to-capacity ratio. Delay shown in seconds. Delay/LOS at project driveway shown for worst operating minor street movement.

As shown in Table 6, the study intersection is projected to continue to operate at an acceptable LOS (LOS B or better) during the AM and PM peak hours for project opening year without project conditions.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 7: Project Opening YearWithout Project AM/PM Peak Hour Traffic Volumes Legend:

XX/XX AM/PM Peak Hour Volumes
Project Site
1 4
5 6
14/73
600/1259
27/55
31/62900/51348/45
35/14
16/26
50/45
30/18
15/28
43/31

Page 17 ends

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 18|page

6.0 Project Opening Year With Project Conditions
Project opening year with project conditions analysis is intended to identify the project-related impacts on the existing circulation system.

6.1 ROADWAY IMPROVEMENTS
The lane configurations and traffic controls assumed to be in place for the project opening year with project scenario are consistent with those previously shown in Exhibit 3.

6.2 PROJECT OPENING YEAR WITH PROJECT TRAFFIC VOLUMES
Project Opening Year With Project traffic volumes consist of existing volumes plus application of an annual ambient growth rate to the project opening year, which in this case is 2021, plus project trips.

The ambient growth rate used in this analysis is based on feedback provided on the scoping letter, which recommended a growth rate of 2% per year, applied for two years, to existing volumes to account for ambient traffic growth and any small cumulative development that occurs.

Project Opening Year With Project Volumes = (Existing (2019) Counts * 1.02^2) + Project Traffic Exhibit 8 shows project opening year with project AM and PM peak hour volumes at the study intersection.

6.3 PROJECT OPENING YEAR WITH PROJECT INTERSECTION LEVEL OF SERVICE ANALYSIS Project opening year with project conditions AM and PM peak hour intersection analysis is shown in Table 7. ICU analysis sheets are provided in Appendix D.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 8: Project Opening YearWith Project AM/PM Peak Hour Traffic Volumes Legend:

XX/XX AM/PM Peak Hour Volumes
Project Site

Page 19 ends

1 4
5 6
14/73
6001/1261
29/61
31/62901/51449/48
35/14
16/26
50/45
35/22
15/28
46/33

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 20|page
Table 7
Intersection Analysis – Project Opening Year With Project Intersection
Control
Type
Peak
Hour
Existing
Conditions
Project Opening
Year Without
Project
Project Opening Year With Project
V/C – LOS V/C – LOS V/C – LOS Change in
V/C
Significant
Impact?
Dwight Avenue/Compton
Boulevard Signal AMPM

0.490 – A

0.626 – B

0.501 – A

0.648 – B

0.505 – A

0.656 – B

0.004

0.008
No
Note: V/C = volume-to-capacity ratio. Delay shown in seconds. Delay/LOS at project driveway shown for worst operating minor street movement.

As shown in Table 7, the study intersection is projected to continue to operate at an acceptable LOS (LOS B or better) for project opening year with project conditions.

Based on the thresholds of significance previously discussed in section 2.4, the addition of project generated trips does not result in any significant impacts at the study intersection.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 21|page

7.0 Site Access and Sight Distance
This section summarizes proposed site access and on-site circulation recommendations.

7.1 ON-SITE ROADWAY IMPROVEMENTS
The recommended site-adjacent roadway improvements are described below.

Wherever necessary, roadways adjacent to the proposed project site and site access points should be constructed in compliance with recommended roadway classifications and respective crosssections in the City of Compton General Plan Circulation Element or as directed by the City Engineer.

7.2 SIGHT DISTANCE ANALYSIS
A sight distance analysis for the proposed project driveway has been prepared based on the “stopping sight distance” requirements determined by Topic 201 and Table 201.1 of the Caltrans Highway Design Manual (HDM), latest edition. Table 8 shows the minimum stopping sight distances based on the design speed, as displayed in Table 201.1 of the HDM.

Table 8
Stopping Sight Distance
Design Speed (mph) Stopping Sight Distance (ft)
25 150
30 200
35 250
40 300
45 360
50 430
Source: Table 201.1, Highway Design Manual (July 2, 2018) Note: mph = miles per hour; ft = feet
In this analysis, the movements being analyzed at the Project Driveway intersections are movements from the exiting vehicles onto 151st Street. Since there is no posted speed limit on 151st Street between Dwight Avenue and Kemp Avenue, the 85th percentile speed is assumed to be 25 miles per hour.

Exhibit 9 displays the sight distance conditions at the project driveway in relation to the existing sidewalk, striping, and parking on 151st Street. The exhibit shows the required 15-foot setback from the edge of travel way and the 15-feet of sight distance required based on the assumed 85th percentile speed of 25 miles per hour.

CVR-19-001 COMPTON & KEMP TRAFFIC IMPACT ANALYSIS Traffic Engineering and Transportation Planning Consultants www.tjwengineering.com P: 949.878.3509 Date: 09/30/21 EXHIBIT 9: SIGHT DISTANCE ANALYSIS SCALE: 1" = 20' 10 0 10 20 30

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 23|page
As shown in Exhibit 9, the stopping sight distance requirements would be impaired by existing parking 151st Street west and east of the driveways. To meet the stopping sight distance standard, approximately 348 feet of red-curb would need to be painted on the north side of 151st Street.

TJW notes that Section 405.1 of the Highway Design Manual recommends that parking restrictions on urban driveways be set per California Manual on Uniform Traffic Control Devices (CA MUTCD) Section 3B.19. Section 3B.19 recommends a clearance of 6-feet measured from the curb return should be provided at both sides of a driveway. It is TJW’s recommendation that the CA MUTCD guidance be followed and a clearance of 6-feet be provided at both sides of the driveway.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 24|page

8.0 Parking
The proposed project consists of 24 single family dwelling units. Table 30.-21.A Parking Space Requirements in the City of Compton Zoning Code contains minimum parking requirements for various land uses in the City.

Single family dwelling units are required to provide two enclosed spaces per dwelling unit. The proposed project would be required to provide 48 enclosed parking spaces.

The proposed project is providing two-car garages for every dwelling unit, with driveways that provide an additional two uncovered parking spaces per unit, as well as six on-street guest parking spaces, meeting code requirements whether analyzed as single family dwelling units.

Providing access to the proposed project will result in the loss of up to 6-8 on-street parking spaces on the north side of 151st Street between Dwight Avenue and Kemp Avenue due to the construction of two driveways with 6-feet of red curb on both sides of the driveways.

TJW collected on-street parking counts on the streets surrounding the project site in the afternoon and evening on Wednesday June 19th, 2019 from 4:00 PM to 12:00 AM to assess the existing parking inventory and occupancy. Evening hours were chosen since the overnight period is the peak period of parking demand for the residential uses adjacent to the site. Since the on-street parking supply is not striped, the inventory of each block face was projected based on observations in the field. And measurements of curb space.

The parking areas assessed were the south side of Compton Boulevard between Dwight Avenue and Kemp Avenue, both sides of Dwight Avenue between Compton Boulevard and 151St Street, both sides of 151st Street between Dwight Avenue and Kemp Avenue, and both sides Kemp Avenue between Compton Boulevard and 151st Street.

Table 9 summarizes the results of the parking inventory and occupancy counts. Detailed data, which was collected in 30 minute increments, is available in Appendix E.

As shown in Table 9, there are approximately 94 on-street parking spaces on the streets surrounding the project site. The peak period of observed parking demand was at 11:00 PM – 12:00 AM, when 61 vehicles were parked in the survey area, for an overall occupancy of 65%. While certain streets, such as 151st Street and Kemp Avenue were over 80% occupied, Dwight Avenue and Compton Boulevard were under 50% full.

Based on the parking data collection, there is adequate on-street parking availability nearby to accommodate any displacement from the loss of 6-8 on-street parking spaces on 151st Street.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 25|page
Table 9
Parking Survey Results
Inventory 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM 12:00 AM South Side of Street 19 8 9 5 7 6 6 4 5 4
Subtotal 19 8 9 5 7 6 6 4 5 4
Total Occupancy 19 8 9 5 7 6 6 4 5 4
Total Percent 42% 47% 26% 37% 32% 32% 21% 26% 21%
Inventory 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM 12:00 AM East Side of Street 7 Construction 0 0 3 4 4 4 5 5
West Side of Street 9 Construction 5 4 8 9 9 9 9 9
Subtotal 16 0 5 4 11 13 13 13 14 14
Total Occupancy 16 0 5 4 11 13 13 13 14 14
Total Percent 0% 31% 25% 69% 81% 81% 81% 88% 88%
Inventory 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM 12:00 AM North Side of Street 25 15 18 18 20 17 19 20 21 21
South Side of Street 21 13 14 13 14 17 16 18 17 18
Subtotal 46 28 32 31 34 34 35 38 38 39
Total Occupancy 46 28 32 31 34 34 35 38 38 39
Total Percent 61% 70% 67% 74% 74% 76% 83% 83% 85%
Inventory 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM 12:00 AM East Side of Street 8 3 4 2 2 3 3 3 4 4
West Side of Street 5 1 1 1 1 1 1 0 1 1
Subtotal 13 3 4 2 2 3 3 3 4 4
Total Occupancy 13 3 4 2 2 3 3 3 4 4
Total Percent 23% 31% 15% 15% 23% 23% 23% 31% 31%
Grand Total Occupancy 94 39 50 42 54 56 57 58 61 61
Grand Total Percent 41% 53% 45% 57% 60% 61% 62% 65% 65% Compton Blvd between
Dwight Ave - Kemp Ave
Kemp Ave between
Compton Blvd - 151st St
151st St between Dwight
Ave - Kemp Ave
Dwight Ave between
Compton Blvd - 151st St

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 26|page

9.0 Signal Warrant Analysis
A signal warrant analysis was conducted at the intersection of Compton Boulevard and Kemp Avenue.

Compton Boulevard is classified as a four-lane secondary highway and has a posted speed limit of 35 miles per hour. Kemp Avenue is classified as a two-lane local street and has no posted speed limit.

The intersection currently operates as a two-way stop intersection with the off-set Kemp Avenue approaches being stop controlled. Traffic counts were conducted at the intersection on Wednesday August 21, 2019.

Traffic signal warrants for project opening year with project conditions were prepared. Because the speed limit on Compton Boulevard is 35 miles per hour, Figure 4C-3 of the California Manual on Traffic Control Devices was used to evaluate the conditions at the intersection. Table 10 summarizes the results of the signal warrant analysis. Detailed warrant analysis sheets are included in Appendix F.

Table 10
Signal Warrant Analysis
Intersection
Signal Warrants Met?
AM Peak Hour PM Peak Hour
Compton Boulevard/Kemp Avenue No No
As shown in Table 10, peak hour signal warrants are not met for project opening year with project conditions. Signalization of the Compton Boulevard/Kemp Avenue intersection is not recommended.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA‐Pkng 25|page
Appendices

APPENDIX A
SCOPING AGREEMENT/SCOPING EMAILS
6 Venture, Suite 225 | Irvine, California 92618 | t: (949) 878-3509 | www.tjwengineering.com May 7, 2019
Mr. Hien Nguyen, PE
Assistant City Engineer
City of Compton
205 S Willowbrook Ave
Compton CA 90220
Report: Scoping Agreement for the Compton & Kemp Residential Project Traffic Impact Analysis Dear Mr. Nguyen:

TJW ENGINEERING, INC. (TJW) is pleased to submit this scoping agreement for the proposed Compton & Kemp residential project in the City of Compton. The project site is bound by Compton Boulevard to the north, Kemp Avenue to the east, W 151st Street to the south and Dwight Avenue to the west. The proposed project consists of 24 single-family dwelling units.

The Project’s site plan is attached to this scoping letter. The project is anticipated to be built and generating trips in 2021. Site access is planned at two driveways on W 151st Street.

The traffic impact analysis will follow applicable City of Compton and Los Angeles County guidelines for traffic impact analysis.

Trip Generation
Trip generation for the proposed project will be developed using rates from the Institute of Transportation Engineers (ITE) Trip Generation Manual (10th Edition) for Land Use 210 – Single-Family Detached Housing.

As shown in Table 1, the project is anticipated to generate 227 daily trips, 18 AM peak hour trips, and 24 PM peak hour trips.

Mr. Hien Nguyen Compton & Kent
May 7, 2019 Traffic Analysis Scoping Letter
TJW Engineering, Inc. 2 | Page
Compton & Kent TIA Scoping Letter 05072019
Table 1: Proposed Project Trip Generation
Proposed Land Use1 Qty/
Unit
Daily Trips
(ADTs) AM Peak Hour PM Peak Hour
Rate Volume Rate In:Out
Split
Volume
Rate In:Out
Split
Volume
In Out Total In Out Total
Single-Family
Detached Housing
(210)
24 DU 9.44 227 0.74 25:75 4 14 18 0.99 63:37 15 9 24
1 : Rates from ITE Trip Generation (10th Edition, 2017) Trip Distribution and Assignment
The project site is situated within a large rectangle formed by the 105, 110, 710 and 91 freeways. Project trips are generally projected to arrive/depart via Compton Boulevard and head to/from other major arterials to access freeways for work related trips, and to utilize local streets for other trips. The proposed project’s trip distribution assumes that 50% of project trips will arrive/depart from/to the west on Compton Boulevard and 50% of project trips will arrive/depart from/to the east on Compton Boulevard.

Study Area
Based on the trip generation, the following two (2) intersections will be analyzed in the level of service analysis:

1. Compton Boulevard/Dwight Avenue; and

2. Compton Boulevard/Kemp Avenue.

Study Analysis Scenarios
Consistent with Los Angeles traffic study guidelines, the analysis of peak hour operations at study area intersection will occur for the following scenarios:
(1) Existing Traffic Conditions;
(2) Existing Plus Project Conditions;
(3) Project Opening Year Without Project Conditions; and (4) Project Opening Year With Project Conditions.

The Intersection Capacity Utilization (ICU) methodology will be used in the analysis per the Los Angeles County traffic impact analysis guidelines.

Level of Service Criteria
The City of Compton target for peak hour intersection operations is LOS D or better.

For the purposes of analyzing California Environmental Quality Act (CEQA) impacts, the City of Compton identifies significant impacts based on a comparison of the without and with project ICU at study intersections according to the following criteria:

PM
With opening year
being 2021,
assume existing
traffic volumes will
increase by 4% in
2 years.
turning movement counts to be conducted on 5/29,
5/30, 6/4, 6/5, or 6/6/19 between 4p and 6p
County
Mr. Hien Nguyen Compton & Kent
May 7, 2019 Traffic Analysis Scoping Letter
TJW Engineering, Inc. 3 | Page
Compton & Kent TIA Scoping Letter 05072019
• If an intersection is projected to operate at LOS C with the proposed project, and the proposed project increases the ICU by 0.040 or more, a significant impact is deemed to occur. • If an intersection is projected to operate at LOS D with the proposed project, and the proposed project increases the ICU by 0.020 or more, a significant impact is deemed to occur. • If an intersection is projected to operate at LOS E/F with the proposed project, and the proposed project increases the ICU by 0.010 or more, a significant impact is deemed to occur.

Cumulative Projects
TJW will obtain a list of cumulative projects from the City. TJW will utilize this list to determine which cumulative projects should be included in the cumulative conditions analysis. If the City has any information on the cumulative projects such as trip generation and trip distribution patterns for each project, or prior completed traffic studies, TJW requests that this information be forwarded to us electronically.

Please feel free to call us at (949) 878-3509 if you have any questions regarding this scoping letter.

Sincerely,
TJW ENGINEERING, INC.

Recommended by: Approved by:
______________________
Thomas Wheat, PE, TE Hien Nguyen, City of Compton
TJW Engineering, Inc.

Registered Civil Engineer #69467
Registered Traffic Engineer #2565
Signal Warrant Analysis
TJW will conduct turning movement counts at West Compton Blvd. and Kemp Ave. from 4p to 6p on 5/29, 5/30, 6/4, 6/5 or 6/6/19. Based on these counts, TJW will evaluate Signal Warrants 2 (Four Hour) and 3 (Peak Hour) for the intersection under Opening Year (2021) with Project Conditions.

Comments by:

GL, 5/21/19

From: Hien Nguyen <[email protected]>
Sent: Wednesday, May 22, 2019 4:50 PM
To: Thomas Wheat; David Chew; Jeff Weckstein
Cc: Delores Jones; Troy Gunter; Kim Prijatel
Subject: 930 W. COMPTON BLVD PROJECT‐‐‐1ST COMMENTS ON SCOPE OF TRAFFIC STUDY

Hello Gentlemen,
Per your request, please find Public Works Dept.’s Comments on “TIA Scope” as follows:

1. The TIA shall follow the LACDPW’s guidelines

2. For safety of the public: The TIA shall include, but not limited to, the following:
 A “Line Sight Study” [LSS] for traffic exiting the site onto 151st Street.  Traffic Management Plan for the site development including, but not limited to, fire lanes, no parking signs, stop signs for traffic exiting the site onto 151st Street, etc.

3. For info on list of related projects [within 1.5-mile radius of the site]: Please contact Mr. Troy Gunther of Planning Dept.

4. Impact of on-street parking surrounding the site and mitigation measures

5. PW Dept. will accept the ICU methodology, and the following softwares:
 HCS version 2000 or later version,
 Synchro V7 or later version
 Traffix (Dowling) v.7.6 or later version
 VISTRO
 or other equivalent softwares
Please find the attached file prepared by Public Works Plan Check Consultant Willdan Engineering as a part of the composite PW Dept.’s comments on your proposed TIA Scope.

Thanks
Hien Nguyen, P.E.

Assistant City Engineer
City of Compton
205 S Willowbrook Ave
Compton, CA 90220
Phone (310) 761-1476,
Fax (310) 605‐6326
City Hall is closed Fridays
APPENDIX B
COMPTON GENERAL PLAN ROADWAY CLASSIFICATIONS AND CROSS SECTIONS

CIRCUI,ATION PI,AN
The 'CirqJation Issues' disqrssion in this element identilies the long-term transponadon and circulation concems in Compton This seaion describes the programs and strategies &e City wiU pursue to addiess $ess issues and to move towards a balanced transportalion system that meets the futue mobility needs of C.ompton residenls, as well as &e business sectot's demand to move goods most efficiendy and efieclively.

MASTER PIAN OF STREETS AND HIGTIWAYS
Srreets and highways in Complon are described and dassified accordiag to their prinary function" This hierarchical system of roadways consists of the following four basic classifications:
o Major Highway;
o Secondary Highway;
o Colleclor; and
o [rcal Stleet.

Figure C-1 illusrales the roadway cross-section standards (geometrics) for these Jive classifications. Roadway functiors and standards may be described as follows.

Mqjor Highway
A Major Highway is the highest capacity street within the Cit/s street system- Major Highwal,s are designed to carry bigh volumes of traffig primarily for through trips. They sewe as the principal connectos from lower classilicatioa streels !o the freeway system and other regioDal routes. The standard calls for 100 feet of right-of-way and four to six travel lanes within a minimum 8Gfoot wide, cub-!o-o[b
paved streel secliorl The right-of-way and paved road width can be increased at and Dear interseclioDs 1o allow for median strips and extra tum lanes.

COMPTON

GENERAL PIJIN
CTRC:TJLAUON ELEMENT
18 DECEWER 3, 191
Major Highway (a)
Secondary Highway
Standard Collector
Residential Collector
Compton Gensral Plan
centarllne
40' 10'
0'
't2/3/91
(!) tLao. t{Shnay ,ishr€t*ly m.y b€ hE €a3od ro a....nocr!r6 odlbr n$dar or oda tlrn !116 !t htors€.dou
(b) ,I la E€d r6tt! 6tr*n,ra,rnrfflllu.

Figure C - 1
Standard Street
19 Cross Sections

COMPTON
CENERAL PI.4N
Major Highwalr in the Compton planning area include El
Segundo Boulevard (west of Satrta Fe Avenue), Rosecra.ns Avenue, Alondm Boulevar4 Arta3ia Boulevard (east of
Alameda), Victoria,/Apra Streel Avalon Boulevar( Cenlral Avenue, Wilnin$on Avenue, Santa Fe Avenug long Beach
Boulevard, and Adanlic Aveaue.

S€condary Htghway
Secondary Higirways connect Major Highways to coUector and local steets and are inlended to carry relatively high ffifi6 volumes for both through and local trips. A Secondary
Highway consists of 80 feet of right-of-way and four tavel lanes within a 6Gfoo! crrib-tccrub paved section
The secondary Highways in Compton are 135th strest,
Comptotr Boulevard, Greenleaf Boulerard, Wahut Street,
Willowbrook Avenue, Tamarind Avenue, Mona Boulevard,
Temple Avenue, Bullis Road, Compton Avetrue, and Artesia Boulevard (west of Alameda).

Collectors
Two Collector classifications are hcluded wirhin the slreet system - the Standard Colleclor and the Residential Colleaor.

Standard Colleclors sewe the Cit/s major industrial and comnercial areas and high density residential developmenls and are designed to carry moderate to relatively high volumes of traffrc to the Secondary and Major Highways, while
avoiding lower density residential neighborhoods. The
Residential Colleclor accommodates modsrate traffic volumes and is intended to carry residenrial traffic from the
neighborhoods 10 schools, parks, and shopping areas.

Standard Collecton contain slighdy more right-of-way thaa Residential Collectors, consisii'rg of 40 feet of paving within a 6Gfoot right-of-way width. The Residenlial Collector has a 4Gfoot paved section ald a minimum 54foot right-of-way.

CoUedor s[eets will be designated as part of a special study.

CIRATATION ELEMENT
DECEMBER J 1991
cowToN

GENERAL PI,IN
Ircal Streets
Ircal Steets are designed to carry low volumes of local (non-rhrough) trallic. Ircals cornect to CoUectors aEd
Highways for thrcugh trips. Standards lor Ircal SEeeE are variablq given ihe variety of residential subdivisions whic.h have been developed since Comptoa incorporated as a City.

Stualy Str€et
Alameda Street i! desigDated as a Sludy Steet sinca slreet width and configuration will be determined as part of the Alameda Corridor design sludy.

Crldcal Intemectlons
Figure C-2 identilies several inlersections as "critical inteneclions.' These are locations where, over time, right-ofway beyond the standad rights-olway illustraled in Figure C-1 mav be needed to accommodate additional turn lanes.

Traffic 'volumes may be more easily managed if a dedicated right-lurn lane, dual left-turu lanes, or otber non-slandard confgurations are provided.

Master Plar
Figure C-2 prese s the Master Plan of Streets and Highways for Comptor. This plan shows lhe ultimale circulation systen needed to move people and goocls within and tbrough rhe City while maintaining roadway service levels of t-evel of Service D or betler. The qatem incorporates regional inAastucture aad public tansit improvements and plang and accommodates the Cit/s specific trar:sportation needs. Physical road
improvemenls will be necessary to achieve rhis s)Blerq
including road wideniugs, roadway reconiigurarior,
coDstruclion of the Alameda Corridor, and grade separations at raikoad crossings.

Road Wleningr: Several Major and Secondary Highways will require widening and restriping to provide coDsistent widtbs and to accommodale future tmflic volunes. In particular, &e following improvements will be made.

CIRCT]TJITION EI.EMENT
D DECEMBER 3, 1991

COMPTON

GENERAL PIJIN
o C€ ral.Avenue between Rosecaans AvgDue atrd Compton
Boulevard will be widened and restriped to provide a
six-lane divided highway.
o Wilmington Avenue between the Artesia Freeway and
Vicloria Street wil be widened and restriped to provide a six-laae divided highvay.
o Greenleaf Boulevard between Wilmington Avenue and
Santa Fe Avenue will be widened to provide a four-lane
divided roadway.
o Irng Beacrh Boulevard, from the north City limit to
Rosecans Avenue, will be widened and resrriped to
provide a six-lane divided roadway.

To accomplish steet widenings, lhe City will undertake a comprehensive approach. This requires that the City schedde the improvemenl in a Capital Improvement Plan (CIP) and acqute rigbl-of-way through eminent domain or permanenl on-street parking resfictions.

These identified widenings will be performed over the 2}year General Plan planning period (before the year 2010). The City vill monitor roadway volumes over time to determhe the rirning and approach for tbe improvements.

Roafuvay Reconfrgrdiot Along many road sections,
rightof-way width exis6 consistent with fte Master Plan However, effrcieDt taffic movemeDt is hiudered by
urcoDfolled access from feeder slreets and from development frontiug on Highways and Collecton. To allow for better flow, the City may provide raised medians (divided road*ays) along the following street segments:
o Witnington Avenue belween Compton Boulevard and tbe
Artesia Freeway;
o Long Beach Boulevard belween the north City limits and the Artesia Freeway (vinuaUy its entire len$h &rough
Compton); and
o Rosecra[s Avenue belween Santa Fe Avenue and l-ong
Beach Boulevard.

CTRCT]I-AZION ELEMENT
)a DECEMBER J 191
If studies indicate these improvements can siguifrcandy improve trafic llow, improvements will be completed before the year 2005.
lloneda Conidor As described previously ia this element, the Alameda Corridor represents a major improvemenl to the regional transponadoD sy$em (Figuie C-2). The corridor, plamed to coDnect the porls of Los Angeles and Iang Beach to multi-modal goods disrribution facilities near dowtrtown Irs Ansele,s- is described as 'a critical link for lhe movenent of ldt anb international cargo.'l This road and rail fteight route is inlended to rcduce though tuck traffic on parallel streets and fteeways, especially beavily-traveled InteElate 710, and to consolidate freigh! rail traffic to a single corridor, tbus reducing railsurface slreet coDilicls'
As a member of the Alameda Corridor Transportation
Authority, Compton will parricipate in the selectioa of the corridor design Prinary optioDs include: 1) a four-lane road with parallel, multi-track rail lines; 2) a six-laae, one-way road couplet with at-grade rail tracks betwe€n tbe one-way routes; and 3) the six-lane road couplet separated by a depressed rail way. Grade separations are conlemplated at principal
east-west sreels, Compron will encourage grade separations a1 several locatiotrs in the City, as descnted below.

Gmde Sepatubns: Construction of new rail and sudace street grade separations involves [emendous costs. However, trafric congestion can be grealy mitigaled by removing hindrance.s to frce east-west traflic flow. Thus, the City sroDgly supPor6 elfons to consolidate freight rail traffic along a single coridor and to provide grade separations in the design of the
Alameda Corridor. Priority sueets in Compton for grade
separation include Compton Boulevar4 Alondra Boulevar4
aud Greenleaf Boulevard.

Compton will work to include these streols in the design of the Alameda Conidor. In the event the Alameda Corridor i3 not bui[ or coDstruction is significantly delayeq ComPton will seek other funding sources atrd establish accelerated time schedules for coDstruction of grade separatiotrs.
rProjec Memorandum, 'IheALameda corridor Proje.t ' Alaaeda conidor Tralspofiatiotr Authority.

COWTON
GENEfu4L PI,4N
CIRC:ITANON ELEMENT
DECEMBER E ,991
The City wiU co inue construction ellorts 10 complete the Mealy Streel rail line relocalion, which involves completion of lhe Rosecrans Avenue overpass al Alameda Streel and
depression of West Alameda Stleet belo\r the relocated
Wilmington Branch rail line, among other improvemenls.

Trafu Signal Syncfuonizatioa' The City will complete its program 10 computerize trallic siFtls Citys,ide so that tralEc flow can be syncbronized and better managed. Complete
synchronizaliou wili be accomplisbed by 1995.

ROADVgAY MAINTENANCE AND REIIABILITATION
Potholed slreets, crumbling curbq and oacked sidewalls
citywide conlribute to traffic safely problems and a general unkempl appearaDce. By implementing stronger roadway
rehabittalion and maintenance programs, the City wil achieve two important goals - reducilg mngeslion and enhancing &e visual character of Compto!-
Addirional funds lor infrastructure improvements wiU be availabb Aom State gas tax revenues increased via legislation passed in 1990. The Iegislation ties a jurisdiction's eligibility for futrds to that jurisdiction s coEpliatrce wirb adopted Congestion Managemenl Plals. ComptoD will comply with
the provisioas o, the Irs Angeles Crunty CMP, as discussed in this element, to ersure the City receives its share of lhe revenues. A C.apital Improvement Plan (CIP) will bo
submitted io the LAgfC as required.

The City will place priority on rehabiutating residential sireets within target neighborhoods, as disclssed in the Housing Element" toward the end of improving overall neighborhood quality. General Futrd, Commudty Development Block Granl (CDBG), and tax inoement resources will be used for this program. Tax increment and CMP funds will be the primary resources used to finance roadway improvemeDls wirhin the commercial and industrial districs.

COMPTON

AENERAL PIJIN
CNCL"TANON EI.EMENT
?5 DECEMBER E D91

PIJBLIC IRANSPORTATION

COMPTON

GENERAL PIJ'N
As growth throughoul Soulhem Califomia adds vehicles to the region's overburdened freeway and anerial highway systemsr people will rely more heavily upon public transportatioD, especially for commute lrips. Compton's ready acc6s to RTD and other bus lines and to the Blue Line passenger rail will continue to offer Compton residents and persons working in the City altemalives to the private aliomobile.

Bus Servlce
To enmurage use of public transit the City wiU pursue
several programs. Foremost, City olfrcials will work with the RTD to monitor bus tansil demands and serice leve\ and
to adjust schedules and routes to best serve residents and commute$ into lbe City. Figure C-3 illustrates preferred bus routes. Bus stops will be clearly identilied wi& sigr," and benches or bus shelten. The City will cooperate with the RTD in funding these necesities.

In reviewirg uelv developmen! proposall the City wil
consider the need for bus turtrouts for projects abutting Major and Secoudary Highways ard Collector streels. If such
improvements are necessary, the City will rely largely upon developer firancing of fte improvement&
Passenger Rrll
To maximize use of passenger rail, Comptotr's multi-modal transit center at the Blue Line station will be expanded to accommodate shuttle bus and vanpool service to and &om
major employment ce ers. The center may have dssigtated parking and loading areas for shutlle vehicles. Figure C-3 shows potential destination for shultle services.

The City will support RTD's and other bus service providers' use of the tat:sit center by providing adequate park-and-ride lots. The City, together with RTD, iviU monitor uses of the lols and wiU expand lots as necessary to suppon increased

CIRCVI,ATION ELEMENT
26 DECEMBER 3, 1991
E
ID G.
+o e
..o 6
rr., Cf
o
Et
a\E
r ED i, E
lLF 6
BI5E
l_!_l
ltl
Tr-l
6E
EE
ev
tt
ao
ffi r
Imu
.ot,al AI;
!
Ei
<r=
8 F€E
lr{
Sanle F6
Ln*"li
NHE
(,)oT g€E
Eoi
6Eo
=EB g
*)
\ lll
ti lt l.
lF'
fr
1) "',i
-lI
:i
rr;a8t@n
B'l
r{5=ls
"
Ll
* .rl l*"{a "J.= -,!
tH Is
I llll
'
ls 1,,
E iF !s!eb -'
*.\'*$ IIIIIIt I
le
IE
t&
,l
"l)
ilToao=-E
tn
lrl
Irlomooz(fn-oE
,{
!ooFmat {o
f,
Rffi
L]o
l,mot
i-a-tcoooaIEor
$tq
fBE ;s. 1
tp t
Bsfr --
.i ()
tg i E
!,ocIom;€oI3
<fl
q, Gr OC
qo
'o?
!)N5o
(nooa
!,=CL -
(o5{o
an
oo3.Eo5oo5oa!
at 3
t)
I T I
EHE
(!ro!
il; I
3Cts
+€ E
o
.rfi
J1
Eil
< :q<
flfi3
Ef;E
$EE J rm otr
z2
ln
TFl
lrl
L!_l Imaoz@C(D
trzm6oI{o
u]
lrl
Ial
lal
t!-l
(tc
EI
:Dmaozr@C(t
trzm
Eo-cIHom
fl
()momaIzjoz
aocIo
!!
oo
€9
;"o
9o
6€
d^
q8aEa
f!
(oc
d-oI
OJ
l,cg
6' {6f

9. T
!,3
oo3
ito
:,oo:oEp
!,5
N{
Saturday,Sunday and Holiday Schedules
No service on Saturday, Sunday, New Year’s Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day and
Christmas Day.

Horarios de sábado, domingo y días feriados
No hay servicio en sábados, domingo, New Year’s Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day y
Christmas Day.

Nextrip Nextrip
Text “metro” and your intersection or stop number to 41411 (example: metro vignes&cesarechavez or metro 1563).

You can also visit m.metro.net or call 511 and say “Nextrip”

Envíe un mensaje de texto con “Metro” y la intersección de la calle o el número de su parada al 41411. Nextrip le enviará un mensaje de texto con la próxima llegada de cada autobús en esa parada.

También puede visitar m.metro.net o llamar al 511 y decir “Nextrip”

ROUTE MAP
5 605
710
91 91
b
c
a
258
265
266
N3
N3
N3
N1 127
127
460
460 62 N1 N2
460
127
202
LB72
LB21
LB22
LB172 LB173 N2
LB91 LB93
N1
N1
N5 N5
LB92
60 260 762
LB72 LB71
125
125 460
130
125
51 GA3 351
130
4 5
6 Acacia Av
Alameda St
Tamarind Av
Isadore Hall Dr
Santa Fe Av
Alondra Bl
Long Beach Bl
Somerset Bl
Artesia Bl

COMPTON

PARAMOUNT
Atlantic Av
Atlantic Av
Orange Av
Garfield Av
Downey Av
Lakewood Bl
Clark Av
Bellflower Bl
Woodruff Av
Norwalk Bl
Bloomfield Av
Carmenita Rd
Rosecrans Av
183rd St
Rosecrans Av
Alondra Bl

NORWALK

METRO BLUE LINE
Compton Bl
Valley View

NORTH LONG BEACH
Paramount Bl
Hunsaker Av
Towne Center Dr
Shoemaker Av
Studebaker Rd
Pioneer Bl
Gridley Rd
Willowbrook Av
Artesia Bl
Compton

BELLFLOWER
Artesia Bl

MAP NOTES
a Compton Metro Blue Line Station/
Martin Luther King Jr. Transit Center
Metro Blue Line,
Metro 51, 60 (owl), 125, 127, 128, 351;
Compton Renaissance Transit: 1, 2, 3,
4, 5; GA3
b Cerritos College
c Cerritos Towne Center
128

CERRITOS
Los Angeles Long Beach
1 2
3 LEGEND
Line 128 Route
Local Stop Timepoint
Metro Rail
Metro Rail Station
Metro Rail Station & Timepoint
Transit Center
GTrans (Gardena)
Long Beach Transit
Norwalk Transit
GA
LB
N
6 5 4 3 2 1
1 2 3 4 5 6
Monday through Friday
Effective Jun 25 2017 128
Eastbound Al Este (Approximate Times/Tiempos Aproximados)

COMPTON PARAMOUNT BELLFLOWER NORWALK CERRITOS
Martin Luther King Jr. TC /
Compton Station
Alondra & Paramount Alondra & Bellflower Alondra & Pioneer Alondra & Carmenita Cerritos Towne Center
6:00A 6:23A 6:32A 6:43A 6:50A 7:05A
6:28 6:51 7:00 7:13 7:20 7:35
6:57 7:20 7:30 7:43 7:50 8:05
7:26 7:50 8:00 8:13 8:20 8:35
8:03 8:27 8:37 8:50 8:57 9:11
8:51 9:15 9:25 9:38 9:45 9:59
9:46 10:10 10:20 10:33 10:40 10:54
10:41 11:05 11:15 11:28 11:35 11:49
11:35 11:59 12:10P 12:23P 12:30P 12:44P
12:29P 12:53P 1:04 1:17 1:24 1:38
1:23 1:47 1:58 2:11 2:18 2:32
2:15 2:41 2:52 3:05 3:12 3:26
3:07 3:33 3:45 3:59 4:06 4:20
3:58 4:24 4:36 4:51 4:58 5:12
4:51 5:16 5:28 5:43 5:50 6:04
5:46 6:11 6:21 6:35 6:42 6:56
6:44 7:07 7:16 7:28 7:34 7:47
7:40 8:02 8:10 8:20 8:26 8:39
Monday through Friday 128
Westbound Al Oeste (Approximate Times/Tiempos Aproximados)

CERRITOS NORWALK BELLFLOWER PARAMOUNT COMPTON
Cerritos Towne
Center
Alondra & Carmenita Alondra & Pioneer Alondra & Bellflower Alondra & Paramount Martin Luther King Jr. TC / Compton Station
6:00A 6:10A 6:18A 6:29A 6:37A 6:56A
6:35 6:45 6:53 7:04 7:13 7:35
7:13 7:25 7:33 7:44 7:53 8:14
7:52 8:03 8:12 8:24 8:33 8:54
8:35 8:45 8:54 9:06 9:15 9:36
9:25 9:35 9:44 9:56 10:06 10:27
10:13 10:24 10:33 10:46 10:56 11:17
11:05 11:16 11:25 11:38 11:48 12:09P
11:59 12:10P 12:19P 12:32P 12:42P 1:03
12:53P 1:04 1:13 1:26 1:36 1:57
1:46 1:57 2:06 2:20 2:31 2:54
2:41 2:52 3:01 3:15 3:26 3:49
3:35 3:47 3:56 4:10 4:21 4:43
4:28 4:41 4:51 5:05 5:16 5:38
5:20 5:33 5:43 5:57 6:07 6:27
6:15 6:27 6:35 6:47 6:56 7:14
7:10 7:20 7:27 7:37 7:45 8:03
8:00 8:10 8:17 8:27 8:34 8:52
APPENDIX C
EXISTING TRAFFIC COUNTS
File Name : 01_CPT_Dwight_Compton_AM
Site Code : 99919409
Start Date : 6/6/2019
Page No : 1
City of Compton
N/S: Dwight Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Dwight Avenue
Southbound
Compton Boulevard
Westbound
Dwight Avenue
Northbound
Compton Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 5 0 10 15 3 167 5 175 2 0 7 9 4 82 4 90 289
07:15 AM 7 3 5 15 4 213 6 223 6 0 9 15 4 100 1 105 358
07:30 AM 16 8 14 38 12 223 1 236 5 6 11 22 0 111 7 118 414 07:45 AM 10 3 11 24 18 217 7 242 6 3 12 21 5 161 6 172 459 Total 38 14 40 92 37 820 19 876 19 9 39 67 13 454 18 485 1520 08:00 AM 12 3 4 19 10 211 10 231 11 2 7 20 6 153 7 166 436 08:15 AM 10 1 5 16 6 214 12 232 7 3 11 21 2 152 6 160 429 08:30 AM 6 0 10 16 5 137 5 147 7 1 2 10 5 105 4 114 287 08:45 AM 7 5 2 14 4 184 2 190 5 0 4 9 3 77 1 81 294
Total 35 9 21 65 25 746 29 800 30 6 24 60 16 487 18 521 1446 Grand Total 73 23 61 157 62 1566 48 1676 49 15 63 127 29 941 36 1006 2966 Apprch % 46.5 14.6 38.9 3.7 93.4 2.9 38.6 11.8 49.6 2.9 93.5 3.6 Total % 2.5 0.8 2.1 5.3 2.1 52.8 1.6 56.5 1.7 0.5 2.1 4.3 1 31.7 1.2 33.9 Dwight Avenue
Southbound
Compton Boulevard
Westbound
Dwight Avenue
Northbound
Compton Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 16 8 14 38 12 223 1 236 5 6 11 22 0 111 7 118 414 07:45 AM 10 3 11 24 18 217 7 242 6 3 12 21 5 161 6 172 459 08:00 AM 12 3 4 19 10 211 10 231 11 2 7 20 6 153 7 166 436 08:15 AM 10 1 5 16 6 214 12 232 7 3 11 21 2 152 6 160 429 Total Volume 48 15 34 97 46 865 30 941 29 14 41 84 13 577 26 616 1738 % App. Total 49.5 15.5 35.1 4.9 91.9 3.2 34.5 16.7 48.8 2.1 93.7 4.2 PHF .750 .469 .607 .638 .639 .970 .625 .972 .659 .583 .854 .955 .542 .896 .929 .895 .947 Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_CPT_Dwight_Compton_AM
Site Code : 99919409
Start Date : 6/6/2019
Page No : 2
Dwight Avenue
Compton Boulevard
Compton Boulevard
Dwight Avenue
Right
34 Thru
15 Left
48 Out In Total
57 97 154
Right
30 Thru
865
Left
46 Out Total In
666 941 1607
Left
29 Thru
14 Right
41 Out In Total
87 84 171
Left
13 Thru
577
Right
26 Total Out In
928 616 1544
Peak Hour Begins at 07:30 AM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
07:30 AM 07:30 AM 07:30 AM 07:30 AM
+0 mins. 16 8 14 38 12 223 1 236 5 6 11 22 0 111 7 118
+15 mins. 10 3 11 24 18 217 7 242 6 3 12 21 5 161 6 172 +30 mins. 12 3 4 19 10 211 10 231 11 2 7 20 6 153 7 166 +45 mins. 10 1 5 16 6 214 12 232 7 3 11 21 2 152 6 160
Total Volume 48 15 34 97 46 865 30 941 29 14 41 84 13 577 26 616 % App. Total 49.5 15.5 35.1 4.9 91.9 3.2 34.5 16.7 48.8 2.1 93.7 4.2 PHF .750 .469 .607 .638 .639 .970 .625 .972 .659 .583 .854 .955 .542 .896 .929 .895 Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_CPT_Dwight_Compton_PM
Site Code : 99919409
Start Date : 6/6/2019
Page No : 1
City of Compton
N/S: Dwight Avenue
E/W: Compton Boulevard
Weather: Clear
Groups Printed- Total Volume
Dwight Avenue
Southbound
Compton Boulevard
Westbound
Dwight Avenue
Northbound
Compton Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 14 6 5 25 7 127 8 142 8 3 3 14 14 294 5 313 494 04:15 PM 11 6 3 20 12 155 9 176 5 7 7 19 6 284 12 302 517 04:30 PM 9 2 2 13 7 125 12 144 4 3 6 13 11 254 16 281 451 04:45 PM 14 4 2 20 7 119 14 140 1 8 11 20 9 293 13 315 495 Total 48 18 12 78 33 526 43 602 18 21 27 66 40 1125 46 1211 1957 05:00 PM 13 6 9 28 11 125 16 152 7 8 5 20 12 331 12 355 555 05:15 PM 8 10 1 19 13 143 14 170 3 6 5 14 20 306 10 336 539 05:30 PM 8 5 1 14 12 106 16 134 6 5 9 20 29 280 18 327 495 05:45 PM 6 2 6 14 7 113 11 131 7 3 3 13 9 250 15 274 432 Total 35 23 17 75 43 487 57 587 23 22 22 67 70 1167 55 1292 2021 Grand Total 83 41 29 153 76 1013 100 1189 41 43 49 133 110 2292 101 2503 3978 Apprch % 54.2 26.8 19 6.4 85.2 8.4 30.8 32.3 36.8 4.4 91.6 4 Total % 2.1 1 0.7 3.8 1.9 25.5 2.5 29.9 1 1.1 1.2 3.3 2.8 57.6 2.5 62.9 Dwight Avenue
Southbound
Compton Boulevard
Westbound
Dwight Avenue
Northbound
Compton Boulevard
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 14 4 2 20 7 119 14 140 1 8 11 20 9 293 13 315 495 05:00 PM 13 6 9 28 11 125 16 152 7 8 5 20 12 331 12 355 555 05:15 PM 8 10 1 19 13 143 14 170 3 6 5 14 20 306 10 336 539 05:30 PM 8 5 1 14 12 106 16 134 6 5 9 20 29 280 18 327 495 Total Volume 43 25 13 81 43 493 60 596 17 27 30 74 70 1210 53 1333 2084 % App. Total 53.1 30.9 16 7.2 82.7 10.1 23 36.5 40.5 5.3 90.8 4 PHF .768 .625 .361 .723 .827 .862 .938 .876 .607 .844 .682 .925 .603 .914 .736 .939 .939 Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
File Name : 01_CPT_Dwight_Compton_PM
Site Code : 99919409
Start Date : 6/6/2019
Page No : 2
Dwight Avenue
Compton Boulevard
Compton Boulevard
Dwight Avenue
Right
13 Thru
25 Left
43 Out In Total
157 81 238
Right
60 Thru
493
Left
43 Out Total In
1283 596 1879
Left
17 Thru
27 Right
30 Out In Total
121 74 195
Left
70 1210
Thru Right
53 Total Out In
523 1333 1856
Peak Hour Begins at 04:45 PM
Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:15 PM 04:15 PM 04:45 PM 04:45 PM
+0 mins. 11 6 3 20 12 155 9 176 1 8 11 20 9 293 13 315
+15 mins. 9 2 2 13 7 125 12 144 7 8 5 20 12 331 12 355
+30 mins. 14 4 2 20 7 119 14 140 3 6 5 14 20 306 10 336 +45 mins. 13 6 9 28 11 125 16 152 6 5 9 20 29 280 18 327 Total Volume 47 18 16 81 37 524 51 612 17 27 30 74 70 1210 53 1333 % App. Total 58 22.2 19.8 6 85.6 8.3 23 36.5 40.5 5.3 90.8 4 PHF .839 .750 .444 .723 .771 .845 .797 .869 .607 .844 .682 .925 .603 .914 .736 .939 Counts Unlimited
PO Box 1178
Corona, CA 92878
(951) 268-6268
DATE: LOCATION: PROJECT #: SC
Wed, Aug 21, 19 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: STOP N/S
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL
LANES: 010 0 1002002 0
7:00 AM 3 0 3 5 0 5 1 95 2 3 217 2 336
7:15 AM 1 0 6 6 0 7 1 139 0 0 240 2 402
7:30 AM 1 0 8 7 0 17 3 197 1 5 254 3 496
7:45 AM 1 0 2 3 0 20 1 211 0 4 259 4 505
8:00 AM 0 0 3 4 0 7 6 166 0 6 234 9 435
8:15 AM 0 0 0 0 0 7 4 153 0 2 176 3 345
8:30 AM 0 0 4 1 0 1 3 127 0 5 174 4 319
8:45 AM 1 1 2 1 0 6 2 132 1 2 132 4 284
VOLUMES 7 1 28 27 0 70 21 1,220 4 27 1,686 31 3,122
APPROACH % 19% 3% 78% 28% 0% 72% 2% 98% 0% 2% 97% 2%
APP/DEPART 36 / 51 97 / 27 1,245 / 1,279 1,744 / 1,765 0

BEGIN PEAK HR
VOLUMES 3 0 19 20 0 51 11 713 1 15 987 18 1,838
APPROACH % 14% 0% 86% 28% 0% 72% 2% 98% 0% 1% 97% 2%
PEAK HR FACTOR 0.611 0.740 0.855 0.955 0.910
APP/DEPART 22 / 28 71 / 15 725 / 753 1,020 / 1,042 0
4:00 PM 0 0 4 0 1 3 5 273 1 3 140 5 435
4:15 PM 0 1 4 3 0 8 7 241 1 4 176 5 450
4:30 PM 1 0 1 3 0 6 9 289 0 2 153 12 476
4:45 PM 0 0 2 2 0 3 11 294 0 4 144 4 464
5:00 PM 0 0 4 1 0 3 5 306 3 5 141 12 480
5:15 PM 0 0 7 2 0 5 3 301 2 1 129 6 456
5:30 PM 0 0 3 0 0 3 4 312 1 0 149 1 473
5:45 PM 0 0 4 2 1 3 10 288 4 0 122 4 438
VOLUMES 1 1 29 13 2 34 54 2,304 12 19 1,154 49 3,672
APPROACH % 3% 3% 94% 27% 4% 69% 2% 97% 1% 2% 94% 4%
APP/DEPART 31 / 101 49 / 31 2,370 / 2,348 1,222 / 1,192 0

BEGIN PEAK HR
VOLUMES 1 0 14 8 0 17 28 1,190 5 12 567 34 1,876
APPROACH % 7% 0% 93% 32% 0% 68% 2% 97% 0% 2% 92% 6%
PEAK HR FACTOR 0.536 0.694 0.974 0.918 0.977
APP/DEPART 15 / 59 25 / 16 1,223 / 1,213 613 / 588 0
AM
7:15 AM
PM
4:30 PM
Kemp
Queue EB PM
Kemp Compton Compton

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Compton
Kemp
Compton
APPENDIX D
ICU ANALYSIS WORKSHEETS
EXISTING CONDITIONS

EXAM Fri Jun 28, 2019 08:54:43 Page 3-1
-------------------------------------------------------------------------------- Compton & Kemp Residential TIA
Existing Conditions
AM Peak Hour
-------------------------------------------------------------------------------- Level Of Service Computation Report
ICU 1(Loss as Cycle Length %) Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Dwight Ave/Compton Blvd
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.490
Loss Time (sec): 10 Average Delay (sec/veh): xxxxxx
Optimal Cycle: 33 Level Of Service: A
******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Permitted Permitted
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 0 0 1! 0 0 0 0 1! 0 0 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 29 14 41 48 15 34 13 577 26 46 865 30
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 29 14 41 48 15 34 13 577 26 46 865 30
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 31 15 43 51 16 36 14 607 27 48 911 32
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 31 15 43 51 16 36 14 607 27 48 911 32
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 31 15 43 51 16 36 14 607 27 48 911 32
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.34 0.17 0.49 0.50 0.15 0.35 1.00 1.91 0.09 1.00 1.93 0.07 Final Sat.: 552 267 781 792 247 561 1600 3062 138 1600 3093 107 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.02 0.06 0.06 0.03 0.06 0.06 0.01 0.20 0.20 0.03 0.29 0.29 Crit Moves: **** **** **** ****
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to TJW Engineering 3 EXPM Fri Jun 28, 2019 08:55:10 Page 3-1
-------------------------------------------------------------------------------- Compton & Kemp Residential TIA
Existing Conditions
PM Peak Hour
-------------------------------------------------------------------------------- Level Of Service Computation Report
ICU 1(Loss as Cycle Length %) Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Dwight Ave/Compton Blvd
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.626
Loss Time (sec): 10 Average Delay (sec/veh): xxxxxx
Optimal Cycle: 42 Level Of Service: B
******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Permitted Permitted
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 0 0 1! 0 0 0 0 1! 0 0 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 17 27 30 43 25 13 70 1210 53 43 493 60
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 17 27 30 43 25 13 70 1210 53 43 493 60
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 18 29 32 46 27 14 74 1287 56 46 524 64
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 18 29 32 46 27 14 74 1287 56 46 524 64
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 18 29 32 46 27 14 74 1287 56 46 524 64
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.23 0.36 0.41 0.53 0.31 0.16 1.00 1.92 0.08 1.00 1.78 0.22 Final Sat.: 368 584 649 849 494 257 1600 3066 134 1600 2853 347 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.01 0.05 0.05 0.03 0.05 0.05 0.05 0.42 0.42 0.03 0.18 0.18 Crit Moves: **** **** **** ****
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to TJW Engineering 3 PROJECT OPENING YEAR WITHOUT PROJECT CONDITIONS

2021NPAM Fri Jun 28, 2019 09:05:29 Page 3-1
-------------------------------------------------------------------------------- Compton & Kemp Residential TIA
Project Opening Yea (2021) Without Project
AM Peak Hour
-------------------------------------------------------------------------------- Level Of Service Computation Report
ICU 1(Loss as Cycle Length %) Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Dwight Ave/Compton Blvd
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.501
Loss Time (sec): 10 Average Delay (sec/veh): xxxxxx
Optimal Cycle: 33 Level Of Service: A
******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Permitted Permitted
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 0 0 1! 0 0 0 0 1! 0 0 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 29 14 41 48 15 34 13 577 26 46 865 30
Growth Adj: 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 Initial Bse: 30 15 43 50 16 35 14 600 27 48 900 31
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 30 15 43 50 16 35 14 600 27 48 900 31
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 32 15 45 53 16 37 14 632 28 50 947 33
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 32 15 45 53 16 37 14 632 28 50 947 33
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 32 15 45 53 16 37 14 632 28 50 947 33
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.02 0.06 0.06 0.03 0.07 0.07 0.01 0.21 0.21 0.03 0.31 0.31 Crit Moves: **** **** **** ****
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to TJW Engineering 3 2021NPPM Fri Jun 28, 2019 09:06:26 Page 3-1
-------------------------------------------------------------------------------- Compton & Kemp Residential TIA
OPening Year (2021) Without Project
PM Peak Hour
-------------------------------------------------------------------------------- Level Of Service Computation Report
ICU 1(Loss as Cycle Length %) Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Dwight Ave/Compton Blvd
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.648
Loss Time (sec): 10 Average Delay (sec/veh): xxxxxx
Optimal Cycle: 44 Level Of Service: B
******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Permitted Permitted
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 0 0 1! 0 0 0 0 1! 0 0 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 17 27 30 43 25 13 70 1210 53 43 493 60
Growth Adj: 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 Initial Bse: 18 28 31 45 26 14 73 1259 55 45 513 62
Added Vol: 0 0 0 0 0 0 0 0 0 0 0 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 18 28 31 45 26 14 73 1259 55 45 513 62
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 19 30 33 48 28 14 77 1339 59 48 546 66
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 19 30 33 48 28 14 77 1339 59 48 546 66
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 19 30 33 48 28 14 77 1339 59 48 546 66
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Vol/Sat: 0.01 0.05 0.05 0.03 0.06 0.06 0.05 0.44 0.44 0.03 0.19 0.19 Crit Moves: **** **** **** ****
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to TJW Engineering 3 PROJECT OPENING YEAR WITH PROJECT CONDITIONS
2021WPAM Fri Jun 28, 2019 09:17:40 Page 3-1
-------------------------------------------------------------------------------- Compton & Kemp Residential TIA
Opening Year (2021) With Project
AM Peak Hour
-------------------------------------------------------------------------------- Level Of Service Computation Report
ICU 1(Loss as Cycle Length %) Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Dwight Ave/Compton Blvd
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.505
Loss Time (sec): 10 Average Delay (sec/veh): xxxxxx
Optimal Cycle: 34 Level Of Service: A
******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Permitted Permitted
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 0 0 1! 0 0 0 0 1! 0 0 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 29 14 41 48 15 34 13 577 26 46 865 30
Growth Adj: 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 Initial Bse: 30 15 43 50 16 35 14 600 27 48 900 31
Added Vol: 5 0 3 0 0 0 0 1 2 1 1 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 35 15 46 50 16 35 14 601 29 49 901 31
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 37 15 48 53 16 37 14 633 31 51 948 33
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 37 15 48 53 16 37 14 633 31 51 948 33
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 37 15 48 53 16 37 14 633 31 51 948 33
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.37 0.15 0.48 0.50 0.15 0.35 1.00 1.91 0.09 1.00 1.93 0.07 Final Sat.: 590 244 766 792 247 561 1600 3053 147 1600 3093 107 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.02 0.06 0.06 0.03 0.07 0.07 0.01 0.21 0.21 0.03 0.31 0.31 Crit Moves: **** **** **** ****
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to TJW Engineering 3 2021WPPM Fri Jun 28, 2019 09:08:19 Page 3-1
-------------------------------------------------------------------------------- Compton & Kemp Residential TIA
Opening Year (2021) With Project
PM Peak Hour
-------------------------------------------------------------------------------- Level Of Service Computation Report
ICU 1(Loss as Cycle Length %) Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Dwight Ave/Compton Blvd
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.656
Loss Time (sec): 10 Average Delay (sec/veh): xxxxxx
Optimal Cycle: 45 Level Of Service: B
******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Permitted Permitted
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 0 0 1! 0 0 0 0 1! 0 0 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

Base Vol: 17 27 30 43 25 13 70 1210 53 43 493 60
Growth Adj: 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 Initial Bse: 18 28 31 45 26 14 73 1259 55 45 513 62
Added Vol: 4 0 2 0 0 0 0 2 6 3 1 0
PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0
Initial Fut: 22 28 33 45 26 14 73 1261 61 48 514 62
User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 23 30 35 48 28 14 77 1341 65 51 547 66
Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 23 30 35 48 28 14 77 1341 65 51 547 66
PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 23 30 35 48 28 14 77 1341 65 51 547 66
------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 1600 Adjustment: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lanes: 0.26 0.34 0.40 0.53 0.31 0.16 1.00 1.91 0.09 1.00 1.78 0.22 Final Sat.: 418 542 640 849 494 257 1600 3052 148 1600 2853 347 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.01 0.06 0.06 0.03 0.06 0.06 0.05 0.44 0.44 0.03 0.19 0.19 Crit Moves: **** **** **** ****
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to TJW Engineering 3 APPENDIX E
PARKING DATA
Compton Parking Survey
Wednesday June 19th, 2019
Inventory 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM 6:30 PM 7:00 PM 7:30 PM 8:00 PM 8:30 PM 9:00 PM 9:30 PM 10:00 PM 10:30 PM 11:00 PM 11:30 PM 12:00 AM South Side of Street 19 89975777666645554
Subtotal 19 89975777666645554
Total Occupancy 19 89975777666645554
Total Percent 42% 47% 47% 37% 26% 37% 37% 37% 32% 32% 32% 32% 21% 26% 26% 26% 21% Inventory 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM 6:30 PM 7:00 PM 7:30 PM 8:00 PM 8:30 PM 9:00 PM 9:30 PM 10:00 PM 10:30 PM 11:00 PM 11:30 PM 12:00 AM East Side of Street 7 Construction Construction 000033444445555 West Side of Street 9 Construction Construction 544789999999999 Subtotal 16 0 0 5 4 4 711 12 13 13 13 13 13 14 14 14 14 Total Occupancy 16 0 0 5 4 4 711 12 13 13 13 13 13 14 14 14 14 Total Percent 0% 0% 31% 25% 25% 44% 69% 75% 81% 81% 81% 81% 81% 88% 88% 88% 88% Inventory 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM 6:30 PM 7:00 PM 7:30 PM 8:00 PM 8:30 PM 9:00 PM 9:30 PM 10:00 PM 10:30 PM 11:00 PM 11:30 PM 12:00 AM North Side of Street 25 15 17 18 17 18 19 20 20 17 19 19 20 20 21 21 21 21 South Side of Street 21 13 14 14 14 13 15 14 16 17 17 16 18 18 18 17 17 18 Subtotal 46 28 31 32 31 31 34 34 36 34 36 35 38 38 39 38 38 39 Total Occupancy 46 28 31 32 31 31 34 34 36 34 36 35 38 38 39 38 38 39 Total Percent 61% 67% 70% 67% 67% 74% 74% 78% 74% 78% 76% 83% 83% 85% 83% 83% 85% Inventory 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM 6:30 PM 7:00 PM 7:30 PM 8:00 PM 8:30 PM 9:00 PM 9:30 PM 10:00 PM 10:30 PM 11:00 PM 11:30 PM 12:00 AM East Side of Street 8 33452222333434444
West Side of Street 5 12111111111100111
Subtotal 13 33452222333434444
Total Occupancy 13 33452222333434444
Total Percent 23% 23% 31% 38% 15% 15% 15% 15% 23% 23% 23% 31% 23% 31% 31% 31% 31% Grand Total Occupancy 94 39 43 50 47 42 50 54 57 56 58 57 61 58 62 61 61 61 Grand Total Percent 41% 46% 53% 50% 45% 53% 57% 61% 60% 62% 61% 65% 62% 66% 65% 65% 65% Compton Blvd between
Dwight Ave - Kemp Ave
Kemp Ave between
Compton Blvd - 151st St
151st St between Dwight
Ave - Kemp Ave
Dwight Ave between
Compton Blvd - 151st St
Counts Unlimited, Inc.

P.O. Box 1178
Corona, CA 92878
951-268-6268
APPENDIX F
SIGNAL WARRANT ANALYSIS WORKSHEETS
8/27/2019
Peak Hour: AM
Major Street: Minor Street:
1822 74
21 * Note:

Lower Threshold Volume for a Minor Street Approach with One Lane.

Source: MUTCD 2014 California Supplement Including Revision 3 (March 9, 2018) Prepared by TJW Engineering, Inc.

URBAN CONDITIONS
Compton Boulevard
Project Opening Year With Project Conditions
AM Peak Hour Volume Warrant
Compton Boulevard/Kemp Avenue
150 vph Applies as the Lower Threshold Volume for a Minor Street Approach with Two or More Lanes and 100 vph Applies as the

SIGNAL WARRANT NOT SATISFIED
Higher Volume Approach (VPH):

Number of Approach Lanes:

Kemp Avenue

PROJECT OPENING YEAR WITH PROJECT PEAK HOUR VOLUME WARRANT Total of Both Approaches (VPH):

Number of Approach Lanes:
0 100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 Minor Street-Higher Volume Approach (VPH)
Major Street-Total of Both Approaches (VPH)
Figure 4C-3. Peak Hour Warrant (Urban)
1 Lane Major & 1 Lane Minor
2 or More Lanes Major & 1 Lane Minor
2 or More Lanes Major & 2 or More Lanes Minor
*
*
8/27/2019
Peak Hour: PM
Major Street: Minor Street:
1920 26
21 * Note:

Lower Threshold Volume for a Minor Street Approach with One Lane.

Source: MUTCD 2014 California Supplement Including Revision 3 (March 9, 2018) Prepared by TJW Engineering, Inc.

URBAN CONDITIONS
Compton Boulevard
Project Opening Year With Project Conditions
PM Peak Hour Volume Warrant
Compton Boulevard/Kemp Avenue
150 vph Applies as the Lower Threshold Volume for a Minor Street Approach with Two or More Lanes and 100 vph Applies as the

SIGNAL WARRANT NOT SATISFIED
Higher Volume Approach (VPH):

Number of Approach Lanes:

Kemp Avenue

PROJECT OPENING YEAR WITH PROJECT PEAK HOUR VOLUME WARRANT Total of Both Approaches (VPH):

Number of Approach Lanes:
0 100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 Minor Street-Higher Volume Approach (VPH)
Major Street-Total of Both Approaches (VPH)
Figure 4C-3. Peak Hour Warrant (Urban)
1 Lane Major & 1 Lane Minor
2 or More Lanes Major & 1 Lane Minor
2 or More Lanes Major & 2 or More Lanes Minor
*
*
Compton & Kemp Residential
Traffic Impact Analysis
City of Compton, California
Prepared for:

CITY VENTURES
3121 Michelson Drive, Suite 150
Irvine, CA 92618
Prepared by:

TJW ENGINEERING, INC.
6 Venture, Suite 225
Irvine, CA 92618
September 24, 2019
6 Venture, Suite 225 | Irvine CA 92618 | t: (949) 878-3509 www.tjwengineering.com
September 24, 2019
Ms. Kim Prijatel

CITY VENTURES
3121 Michelson Drive, Suite 150
Irvine, CA 92612
Subject: Traffic & Parking Analysis: Compton & Kemp Residential Project, City of Compton Dear Ms. Prijatel:

TJW ENGINEERING, INC. (TJW) is pleased to present you with this revised traffic impact analysis for the proposed Compton & Kemp Residential project in the City of Compton.

This traffic study has been prepared to meet the traffic study requirements for the City of Compton and address comments provided on the draft report by City staff on August 8, 2019. This report is being submitted to you for review and forwarding to the City of Compton.

Please contact us at (949) 878-3509 if you have any questions regarding this analysis.

Sincerely,

Thomas Wheat, PE, TE Jeff Weckstein
President Transportation Planner
Registered Civil Engineer #69467
Registered Traffic Engineer #2565

6 Venture, Suite 225 | Irvine CA 92618 | t: (949) 878-3509 www.tjwengineering.com

COMPTON & KEMP RESIDENTIAL PROJECT

TRAFFIC IMPACT ANALYSIS
City of Compton
Prepared for:

CITY VENTURES
3121 Michelson Drive, Suite 150
Irvine, CA 92612
Prepared by:
6 Venture, Suite 225
Irvine, CA 92618
Thomas Wheat, PE, TE
Jeffrey Weckstein
September 24, 2019
JN: CVR-19-001

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 i|page
Table of Contents
Section Page

1.0 Executive Summary ........................................................................................... iv

1.1 Summary of Analysis Results iv

1.2 Sight Distance Analysis Summary iv

2.0 Introduction ...................................................................................................... 1

2.1 Project Description 1

2.2 Study Area 3

2.3 Analysis Methodology 3

2.4 Performance Criteria 5

2.5 Thresholds of Significance 5

3.0 Existing Conditions ............................................................................................ 7

3.1 Existing Circulation Network and Study Area Conditions 7

3.2 City of Compton Circulation Element 7

3.3 Existing Bicycle and Pedestrian Facilities 7

3.4 Existing Public Transit Services 7

3.5 Existing Traffic Volumes 9

3.6 Existing Conditions Intersection Level of Service Analysis 9

4.0 Proposed Project ............................................................................................... 12

4.1 Project Description 12

4.2 Project Trip Generation 12

4.3 Project Trip Distribution 13

4.4 Modal Split 13

4.5 Project Trip Assignment 13

5.0 Project Opening Year Without Project Conditions .............................................. 16

5.1 Roadway Improvements 16

5.2 Project Opening Year Without Project Traffic Volumes 16

5.3 Project Opening Year Without Project Intersection Level of Service Analysis 16

6.0 Project Opening Year With Project Conditions ................................................... 18

6.1 Roadway Improvements 18

6.2 Project Opening Year With Project Traffic Volumes 18

6.3 Project Opening Year With Project Intersection Level of Service Analysis 18

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 ii|page

7.0 Site Access and Sight Distance ........................................................................... 21

7.1 On-Site Roadway Improvements 21

7.2 Sight Distance Analysis 21

8.0 Parking .............................................................................................................. 23

9.0 Signal Warrant Analysis ..................................................................................... 25

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 iii|page
List of Tables ................................................................................................................ Page Table 1: LOS & V/C Ranges 5
Table 2: Roadway Characteristics Within Study Area 7
Table 3: Intersection Analysis – Existing Conditions 11 Table 4: Trip Generation Rates for Proposed Project Land Use 12 Table 5: Trip Generation of Proposed Project 13
Table 6: Intersection Analysis – Project Opening Year Without Project Conditions 16 Table 7: Intersection Analysis – Project Opening Year With Project 20 Table 8: Stopping Sight Distance 21
Table 9: Parking Survey Results 25
Table 10: Signal Warrant Analysis 26
List of Exhibits ............................................................................................................. Page

Exhibit 1: Proposed Project Site Plan ........................................................................................ 2 Exhibit 2: Project Location and Study Area ................................................................................ 4 Exhibit 3: Existing Lane Geometry and Intersection Controls ..................................................... 8 Exhibit 4: Existing AM/PM Peak Hour Intersection Volumes ...................................................... 10 Exhibit 5: Trip Distribution of Proposed Project Trips ................................................................ 14 Exhibit 6: Proposed Project Trip Assignment ............................................................................. 15 Exhibit 7: Project Opening Year Without Project Traffic Volumes............................................... 17 Exhibit 8: Project Opening Year With Project Traffic Volumes .................................................... 19 Exhibit 9: Site Distance Exhibit.................................................................................................. 21 Appendices

Appendix A: Scoping Letter/Email
Appendix B: Compton Roadway Classifications and Cross Sections Appendix C: Existing Traffic Counts
Appendix D: ICU Analysis Sheets
Appendix E: Parking Data
Appendix F: Signal Warrant Analysis Worksheets
................................................................................................................................................

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 iv|page

1.0 EXECUTIVE SUMMARY

This traffic impact analysis (TIA) analyzes the projected traffic operations associated with the proposed Compton and Kemp Residential project in the City of Compton. The purpose of this TIA is to evaluate potential circulation system deficiencies that may result from development of the proposed project, and to recommend improvements to achieve acceptable operations, if applicable.

This analysis has been prepared pursuant to applicable City of Compton/Los Angeles County traffic impact analysis guidelines.

The proposed project is bounded by Compton Boulevard to the north, Kemp Avenue to the east, 151st Street to the south and Dwight Avenue to the west. The proposed project would consist of 24-single family dwelling units. The site, located at 930 West Compton Boulevard, is currently vacant. Site access is planned at two driveways on 151st Street.

The proposed project is anticipated to be built and generating trips in 2021.

The following signalized intersection in the vicinity of the project site has been included in the intersection level of service (LOS) analysis based on submission of a scoping letter and receipt of comments back from City staff.
• Dwight Avenue [runs north-south (NS)] at Compton Boulevard [runs east-west (EW)].

This traffic analysis follows the Los Angeles County Public Works Traffic Impact Analysis Report Guidelines (January 1, 1997).

1.1 SUMMARY OF ANALYSIS RESULTS
No significant impacts are projected in the study area as a result of the proposed project, based on the City of Compton’s thresholds of significance. Therefore, the proposed project should not be responsible for implementing any off-site improvements, except for improvements related to the project driveways.

The study intersection is projected to operate at an acceptable LOS (LOS D or better) for all analysis scenarios.

The proposed project will result in the loss of 6-8 on-street parking spaces on the north side of 151st Street between Dwight Avenue and Kemp Avenue based on California Manual on Uniform Traffic Control Devices (CA MUTCD) guidelines for urban driveways. There would still remain adequate onstreet parking capacity on the streets adjacent to the proposed project site. The proposed project satisfies minimum off-street parking requirements.

2.0 INTRODUCTION

This analysis has been prepared pursuant to applicable City of Compton/Los Angeles County traffic impact analysis guidelines.

2.1 PROJECT DESCRIPTION
The proposed project is bounded by Compton Boulevard to the north, Kemp Avenue to the east, 151st Street to the south and Dwight Avenue to the west. The proposed project would consist of 24-single family dwelling units. The site is currently vacant. Site access is planned at two driveways on 151st Street.

The proposed project is anticipated to be built and generating trips in 2021.

Figure 1 shows the project site location. Exhibit 1 shows the proposed project site plan.

Figure 1– Project Location
Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
Exhibit 1: Compton & Kemp Conceptual Site Plan

Page 2 ends

COMPTON BLVD & KEMP AVE SITE SP-1

COMPTON, CA CITY SUBMITTAL
© 2019 WILLIAM HEZMALHALCH ARCHITECTS, INC. DBA WHA. | 2013039 | 08-19-19 0 15 30 60
Conceptual Site Plan

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 3|page

Traffic operations are evaluated for the following time periods:
• Weekday AM Peak Hour occurring within 7:00 AM to 9:00 AM; and • Weekday PM Peak Hour occurring within 4:00 PM to 6:00 PM.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT

Page 4 ends

Exhibit 2: Study Intersection Locations
Legend:

Project SiteStudy Intersection Location

TJW Engineering, Inc.

C 0.701 – 0.800 Stable Flow: Major approach phases fully utilized. Most drivers feel restricted in platoons.

D 0.801 – 0.900 Tolerable Delays: Drivers may have to wait more than one cycle on occasion.

Queues develop but dissipate rapidly and without excessive delays.

E 0.901 – 1.000 Unstable Operations: Volumes at or near capacity. Vehicles may wait several signal cycles. Long queues form upstream from intersection.

F >1.000 Excessive Delays: Traffic flow breaks down, representing jammed conditions.

Intersection operates below capacity. Queues may block upstream intersections.

This study utilizes a 1,900 vehicle per lane per hour saturation flow rate and a clearance interval of ten percent for the ICU analysis.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 7|page

3.0 Existing Conditions

3.1 EXISTING CIRCULATION NETWORK/STUDY AREA CONDITIONS
The characteristics of the roadway system in the vicinity of the proposed project site are described in Table 2.

The proposed project is consistent with the City of Compton Bicycle Master Plan (May, 2015).

Appendix B contains Compton General Plan Circulation Element Bikeway Plan.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

Page 8 ends

2U
2U
2U
4U 4U

COMPTON BLVD

DWIGHT AVE
Project Site

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 9|page
Figure 2– LA Metro Transit Routes
There is one bus route within one-quarter mile of the proposed project site.

Exhibit 4 shows existing AM and PM peak hour volumes at the study intersection.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 4: Existing AM/PM Peak Hour Traffic Volumes
1 4
5 6
13/70
577/1210
26/53
30/60865/49346/43
34/13
15/25
48/43
29/17
14/27
41/30
Legend:

XX/XX AM/PM Peak Hour Volumes

Page 10 ends

Project Site

TJW Engineering, Inc.

0.490 – A

0.626 – B
Note: V/C = volume-to-capacity ratio. Delay shown in seconds. Delay/LOS at project driveway shown for worst operating minor street movement.

As shown in Table 3, the study intersection is currently operating at an acceptable LOS (LOS B or better) during the AM and PM peak hours.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 12|page

4.0 Proposed Project

The proposed project is anticipated to be built and generating trips in 2021.

Exhibit 1 previously showed the proposed site plans for the proposed project.

Industry standard Institute of Transportation Engineers (ITE) Trip Generation Manual (10th Edition, 2017) trip generation rates were used to determine trip generation of the proposed project.

Table 4 shows the ITE 10th Edition trip generation rates used to calculate forecast trip generation of the proposed project.

Table 5 shows the projected increase in trip generation resulting from the proposed project.

TJW Engineering, Inc.

As shown in Table 5, the proposed project is forecast to generate approximately 18 AM peak hour trips, 24 PM peak hour trips and 227 daily trips.

Exhibit 5 shows the projected trip distribution of proposed project trips.

4.4 Modal Split
The traffic reducing potential of public transit, walking and bicycling have not been considered in this analysis since transit facilities in the study area are limited.

4.5 Project Trip Assignment
Exhibit 6 shows the corresponding projected AM/PM peak hour trip assignment of project trips.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 5: Projected Trip Distribution of Proposed Project Trips Legend:

XX%
Project SiteStudy Intersection LocationPercent Trip Distribution X
1 50%
50%
60%
50%

Page 14 ends

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY
PROJ ECTLegend:

XX/XX AM/PM Peak Hour Trip Assignment
Exhibit 6: Projected Trip Assignment of Proposed Project Trips

Page 15 ends

1 4
1/2 62/6
1/11/3
5/4
3/2
Project Site

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 16|page

5.0 Project Opening Year Without Project Conditions

Project Opening Year Without Project Volumes = (Existing (2019) Counts * 1.02^2) Exhibit 7 shows project opening year without project AM and PM peak hour volumes at the study intersections.

0.490 – A

0.626 – B

0.501 – A

0.648 – B
Note: V/C = volume-to-capacity ratio. Delay shown in seconds. Delay/LOS at project driveway shown for worst operating minor street movement.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 7: Project Opening YearWithout Project AM/PM Peak Hour Traffic Volumes Legend:

XX/XX AM/PM Peak Hour Volumes
Project Site
1 4
5 6
14/73
600/1259
27/55
31/62900/51348/45
35/14
16/26
50/45
30/18
15/28
43/31

Page 17 ends

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 18|page

6.0 Project Opening Year With Project Conditions
Project opening year with project conditions analysis is intended to identify the project-related impacts on the existing circulation system.

Not to Scale
Traffic Engineering & Transportation Planning Consultants www.tjwengineering.com CVR-19-001 Compton & Kemp Traffic Impact Analysis
151ST ST

DRIVEWAY

PROJ ECT

COMPTON BLVD

DWIGHT AVE

KEMP AVE

DRIVEWAY

PROJ ECT
Exhibit 8: Project Opening YearWith Project AM/PM Peak Hour Traffic Volumes Legend:

XX/XX AM/PM Peak Hour Volumes
Project Site

Page 19 ends

1 4
5 6
14/73
6001/1261
29/61
31/62901/51449/48
35/14
16/26
50/45
35/22
15/28
46/33

TJW Engineering, Inc.

0.490 – A

0.626 – B

0.501 – A

0.648 – B

0.505 – A

0.656 – B

0.004

0.008
No
Note: V/C = volume-to-capacity ratio. Delay shown in seconds. Delay/LOS at project driveway shown for worst operating minor street movement.

As shown in Table 7, the study intersection is projected to continue to operate at an acceptable LOS (LOS B or better) for project opening year with project conditions.

Based on the thresholds of significance previously discussed in section 2.4, the addition of project generated trips does not result in any significant impacts at the study intersection.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 21|page

7.0 Site Access and Sight Distance
This section summarizes proposed site access and on-site circulation recommendations.

7.1 ON-SITE ROADWAY IMPROVEMENTS
The recommended site-adjacent roadway improvements are described below.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 24|page

Single family dwelling units are required to provide two enclosed spaces per dwelling unit. The proposed project would be required to provide 48 enclosed parking spaces.

Table 9 summarizes the results of the parking inventory and occupancy counts. Detailed data, which was collected in 30 minute increments, is available in Appendix E.

Based on the parking data collection, there is adequate on-street parking availability nearby to accommodate any displacement from the loss of 6-8 on-street parking spaces on 151st Street.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA-Pkng 20211004 26|page

9.0 Signal Warrant Analysis
A signal warrant analysis was conducted at the intersection of Compton Boulevard and Kemp Avenue.

Compton Boulevard is classified as a four-lane secondary highway and has a posted speed limit of 35 miles per hour. Kemp Avenue is classified as a two-lane local street and has no posted speed limit.

TJW Engineering, Inc.

CVR19001 Compton & Kemp TIA‐Pkng 25|page
Appendices

The Project’s site plan is attached to this scoping letter. The project is anticipated to be built and generating trips in 2021. Site access is planned at two driveways on W 151st Street.

The traffic impact analysis will follow applicable City of Compton and Los Angeles County guidelines for traffic impact analysis.

As shown in Table 1, the project is anticipated to generate 227 daily trips, 18 AM peak hour trips, and 24 PM peak hour trips.

Study Area
Based on the trip generation, the following two (2) intersections will be analyzed in the level of service analysis:

1. Compton Boulevard/Dwight Avenue; and

2. Compton Boulevard/Kemp Avenue.

The Intersection Capacity Utilization (ICU) methodology will be used in the analysis per the Los Angeles County traffic impact analysis guidelines.

Level of Service Criteria
The City of Compton target for peak hour intersection operations is LOS D or better.

Please feel free to call us at (949) 878-3509 if you have any questions regarding this scoping letter.

Sincerely,
TJW ENGINEERING, INC.

Recommended by: Approved by:
______________________
Thomas Wheat, PE, TE Hien Nguyen, City of Compton
TJW Engineering, Inc.

Comments by:

GL, 5/21/19

Hello Gentlemen,
Per your request, please find Public Works Dept.’s Comments on “TIA Scope” as follows:

1. The TIA shall follow the LACDPW’s guidelines

3. For info on list of related projects [within 1.5-mile radius of the site]: Please contact Mr. Troy Gunther of Planning Dept.

4. Impact of on-street parking surrounding the site and mitigation measures

Thanks
Hien Nguyen, P.E.

Figure C-1 illusrales the roadway cross-section standards (geometrics) for these Jive classifications. Roadway functiors and standards may be described as follows.

COMPTON

Figure C - 1
Standard Street
19 Cross Sections

Collectors
Two Collector classifications are hcluded wirhin the slreet system - the Standard Colleclor and the Residential Colleaor.

CoUedor s[eets will be designated as part of a special study.

CIRATATION ELEMENT
DECEMBER J 1991
cowToN

Stualy Str€et
Alameda Street i! desigDated as a Sludy Steet sinca slreet width and configuration will be determined as part of the Alameda Corridor design sludy.

Traffic 'volumes may be more easily managed if a dedicated right-lurn lane, dual left-turu lanes, or otber non-slandard confgurations are provided.

CIRCT]TJITION EI.EMENT
D DECEMBER 3, 1991

COMPTON

AENERAL PIJIN
CNCL"TANON EI.EMENT
?5 DECEMBER E D91

PIJBLIC IRANSPORTATION

COMPTON

9. T
!,3
oo3
ito
:,oo:oEp
!,5
N{
Saturday,Sunday and Holiday Schedules
No service on Saturday, Sunday, New Year’s Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day and
Christmas Day.

Horarios de sábado, domingo y días feriados
No hay servicio en sábados, domingo, New Year’s Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day y
Christmas Day.

Nextrip Nextrip
Text “metro” and your intersection or stop number to 41411 (example: metro vignes&cesarechavez or metro 1563).

You can also visit m.metro.net or call 511 and say “Nextrip”

También puede visitar m.metro.net o llamar al 511 y decir “Nextrip”

COMPTON

PARAMOUNT
Atlantic Av
Atlantic Av
Orange Av
Garfield Av
Downey Av
Lakewood Bl
Clark Av
Bellflower Bl
Woodruff Av
Norwalk Bl
Bloomfield Av
Carmenita Rd
Rosecrans Av
183rd St
Rosecrans Av
Alondra Bl

NORWALK

METRO BLUE LINE
Compton Bl
Valley View

NORTH LONG BEACH
Paramount Bl
Hunsaker Av
Towne Center Dr
Shoemaker Av
Studebaker Rd
Pioneer Bl
Gridley Rd
Willowbrook Av
Artesia Bl
Compton

BELLFLOWER
Artesia Bl

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Compton
Kemp
Compton
APPENDIX D
ICU ANALYSIS WORKSHEETS
EXISTING CONDITIONS

Vol/Sat: 0.02 0.06 0.06 0.03 0.07 0.07 0.01 0.21 0.21 0.03 0.31 0.31 Crit Moves: **** **** **** ****
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to TJW Engineering 3 2021WPPM Fri Jun 28, 2019 09:08:19 Page 3-1
-------------------------------------------------------------------------------- Compton & Kemp Residential TIA
Opening Year (2021) With Project
PM Peak Hour
-------------------------------------------------------------------------------- Level Of Service Computation Report
ICU 1(Loss as Cycle Length %) Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Dwight Ave/Compton Blvd
******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.656
Loss Time (sec): 10 Average Delay (sec/veh): xxxxxx
Optimal Cycle: 45 Level Of Service: B
******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Permitted Permitted
Rights: Include Include Include Include
Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 0 0 1! 0 0 0 0 1! 0 0 1 0 1 1 0 1 0 1 1 0
------------|---------------||---------------||---------------||---------------| Volume Module:

P.O. Box 1178
Corona, CA 92878
951-268-6268
APPENDIX F
SIGNAL WARRANT ANALYSIS WORKSHEETS
8/27/2019
Peak Hour: AM
Major Street: Minor Street:
1822 74
21 * Note:

Lower Threshold Volume for a Minor Street Approach with One Lane.

Source: MUTCD 2014 California Supplement Including Revision 3 (March 9, 2018) Prepared by TJW Engineering, Inc.

SIGNAL WARRANT NOT SATISFIED
Higher Volume Approach (VPH):

Number of Approach Lanes:

Kemp Avenue

PROJECT OPENING YEAR WITH PROJECT PEAK HOUR VOLUME WARRANT Total of Both Approaches (VPH):

Lower Threshold Volume for a Minor Street Approach with One Lane.

Source: MUTCD 2014 California Supplement Including Revision 3 (March 9, 2018) Prepared by TJW Engineering, Inc.

SIGNAL WARRANT NOT SATISFIED
Higher Volume Approach (VPH):

Number of Approach Lanes:

Kemp Avenue

PROJECT OPENING YEAR WITH PROJECT PEAK HOUR VOLUME WARRANT Total of Both Approaches (VPH):

Number of Approach Lanes:
0 100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 Minor Street-Higher Volume Approach (VPH)
Major Street-Total of Both Approaches (VPH)
Figure 4C-3. Peak Hour Warrant (Urban)
1 Lane Major & 1 Lane Minor
2 or More Lanes Major & 1 Lane Minor
2 or More Lanes Major & 2 or More Lanes Minor
*
*
Compton Residential Development
Noise Impact Study
City of Compton, CA
Prepared for:

Kim Prijatel
City Ventures
3121 Michaelson Drive, Suite 150
Irvine, CA 92555
Prepared by:

MD Acoustics, LLC
Mike Dickerson, INCE & Robert Pearson
1197 Los Angeles Ave, Ste C-256
Simi Valley, CA 93065
Date: 4/14/2021
Compton Residential Development
Noise Impact Study
City of Compton, CA Table of Contents
MD Acoustics, LLC ii
JN: 01632101_Report4.14.21.docx

TABLE OF CONTENTS

1.0 Introduction .................................................................................................................................... 1

1.1 Purpose of Analysis and Study Objectives 1

1.2 Site Location and Study Area 1

1.3 Proposed Project Description 1

2.0 Fundamentals of Noise ................................................................................................................... 4

2.1 Sound, Noise and Acoustics 4

2.2 Frequency and Hertz 4

2.3 Sound Pressure Levels and Decibels 4

2.4 Addition of Decibels 4

2.5 Human Response to Changes in Noise Levels 5

2.6 Noise Descriptors 5

2.7 Traffic Noise Prediction 6

2.8 Sound Propagation 7

3.0 Ground-Bourne Vibration Fundamentals....................................................................................... 8

3.1 Vibration Descriptors 8

3.2 Vibration Perception 8

4.0 Regulatory Setting......................................................................................................................... 10

4.1 Federal Regulations 10

4.2 State Regulations 10

4.3 City of Compton Noise Regulations 11

5.0 Study Method and Procedure....................................................................................................... 15

5.1 Noise Measurement Procedure and Criteria 15

5.2 Noise Measurement Locations 15

5.3 FHWA Traffic Noise Prediction Model/SoundPlan 15

5.4 Interior Noise Modeling 17

5.5 FHWA Roadway Construction Noise Model 17

6.0 Existing Noise Environment.......................................................................................................... 19

6.1 Short-Term Noise Measurement Results 19

7.0 Future Noise Environment Impacts and Mitigation ..................................................................... 20

7.1 Future Exterior Noise 20

7.1.1 Off-site Traffic Noise Impact 20

7.1.2 On-Site Traffic Noise Impact 21

7.2 Interior Noise Levels 21

8.0 Construction Noise Impact ........................................................................................................... 23

8.1 Construction Noise 23

8.2 Construction Vibration 24

8.3 Construction Noise Reduction Measures 25

9.0 References .................................................................................................................................... 27 Compton Residential Development
Noise Impact Study
City of Compton, CA Table of Contents
MD Acoustics, LLC iii
JN: 01632101_Report4.14.21.docx

LIST OF APPENDICES
Appendix A: Field Measurement Data ................................................................................................... 1 Appendix B: Traffic FHWA Worksheets.................................................................................................. 2 Appendix C: Construction Noise Modeling Output................................................................................ 3

LIST OF EXHIBITS
Exhibit A: Location Map ..................................................................................................................... 2 Exhibit B: Site Plan.............................................................................................................................. 3 Exhibit C: Typical A-Weighted Noise Levels....................................................................................... 4 Exhibit D: Land Use Compatibility Guidelines.................................................................................. 11 Exhibit E: Measurement Locations.................................................................................................. 18

LIST OF TABLES
Table 1: Roadway Parameters and Vehicle Distribution .......................................................................... 16 Table 2: Short-Term Nosie Measurement Data (dBA)1............................................................................ 19 Table 3: LOS D Scenario – Noise Levels Along Roadways (dBA CNEL)...................................................... 20 Table 4: Future Interior Noise Levels (dBA CNEL)..................................................................................... 21 Table 5: Typical Construction Noise Levels1............................................................................................. 23 Table 6: Guideline Vibration Damage Potential Threshold Criteria ......................................................... 25 Table 7: Vibration Source Levels for Construction Equipment1............................................................... 25 Compton Residential Development
Noise Impact Study
City of Compton, CA Introduction
1 1.0 Introduction

1.1 Purpose of Analysis and Study Objectives
This noise assessment was prepared to evaluate the potential noise impacts for the project study area and to recommend noise mitigation measures, if necessary, to minimize the potential noise impacts. The assessment was conducted and compared to the noise standards set-forth by the Federal, State and Local agencies. Consistent with the City’s Noise Guidelines, the project must demonstrate compliance to the applicable noise criterion as outlined within the City’s Noise Element and Municipal Code.

The following is provided in this report:
• A description of the study area and the proposed project • Information regarding the fundamentals of noise
• A description of the local noise guidelines and standards • An analysis of traffic noise impacts to and from the project site • An analysis of construction noise impacts

1.2 Site Location and Study Area
The project site is located at 930 W. Compton Boulevard in Compton, California, as shown in Exhibit A.

The site is currently zoned as Limited Commercial (CL) and Parking (P) and classified as Medium Density Residential (8.1-17.0 dwelling units per acre) in the City of Compton General Plan. The project includes a Change of Zone to General Commercial – Limited Commercial and Planned Development (C-L-D). The proposed use is single-family residential at approximately 24.5 dwelling units per acre. Land uses surrounding the site include single-family residential uses to the south (across 151st Street), single-family residential uses and commercial uses to the west (across Dwight Avenue), mixed-use commercial and residential uses to the north (across Compton Boulevard), and multi-family residential uses to the east (across Kemp Avenue).

1.3 Proposed Project Description
The Project proposes sixty (60) two story single-family buildings on an approximately 2.45-acres. As a worst-case scenario, this assessment assumes the project is built in one (1) complete phase. The site plan used for this project, provided by City Ventures, is shown in Exhibit B.

This study assesses the traffic noise to and from the project site and compares the results to the applicable City noise standards. In addition, the study reviews noise generated by construction activities.

Construction activities within the Project area will consist of on-site grading, building, paving, and architectural coating.

Compton Residential Development
Noise Impact Study
City of Compton, CA
Exhibit A
Location Map
2 SITE
Exhibit B
Site Plan
3 Compton Residential Development
Noise Impact Study
City of Compton, CA
Compton Residential Development
Noise Impact Study
City of Compton, CA Fundamentals of Noise
4 2.0 Fundamentals of Noise
This section of the report provides basic information about noise and presents some of the terms used within the report.

2.1 Sound, Noise and Acoustics
Sound is a disturbance created by a moving or vibrating source and is capable of being detected by the hearing organs. Sound may be thought of as mechanical energy of a moving object transmitted by pressure waves through a medium to a human ear. For traffic, or stationary noise, the medium of concern is air. Noise is defined as sound that is loud, unpleasant, unexpected, or unwanted.

2.2 Frequency and Hertz
A continuous sound is described by its frequency
(pitch) and its amplitude (loudness). Frequency
relates to the number of pressure oscillations per
second. Low-frequency sounds are low in pitch (bass
sounding) and high-frequency sounds are high in
pitch (squeak). These oscillations per second (cycles)
are commonly referred to as Hertz (Hz). The human
ear can hear from the bass pitch starting out at 20 Hz
all the way to the high pitch of 20,000 Hz.

2.3 Sound Pressure Levels and Decibels
The amplitude of a sound determines it loudness.

The loudness of sound increases or decreases as the
amplitude increases or decreases. Sound pressure
amplitude is measure in units of micro-Newton per
square inch meter (N/m2), also called micro-Pascal
(µPa). One µPa is approximately one hundred
billionths (0.00000000001) of normal atmospheric
pressure. Sound pressure level (SPL or Lp) is used to
describe in logarithmic units the ratio of actual
sound pressures to a reference pressure squared.

These units are called decibels abbreviated dB. Exhibit C illustrates references sound levels for different noise sources.

2.4 Addition of Decibels
Because decibels are on a logarithmic scale, sound pressure levels cannot be added or subtracted by simple plus or minus addition. When two sounds or equal SPL are combined, they will produce an SPL 3 dB greater than the original single SPL. In other words, sound energy must be doubled to produce a 3 dB increase. If two sounds differ by approximately 10 dB, the higher sound level is the predominant sound.

Exhibit C: Typical A-Weighted Noise Levels
Compton Residential Development
Noise Impact Study
City of Compton, CA Fundamentals of Noise
5 2.5 Human Response to Changes in Noise Levels
In general, the healthy human ear is most sensitive to sounds between 1,000 Hz and 5,000 Hz, (Aweighted scale) and it perceives a sound within that range as being more intense than a sound with a higher or lower frequency with the same magnitude. For purposes of this report as well as with most environmental documents, the A-scale weighting is typically reported in terms of A-weighted decibel (dBA). Typically, the human ear can barely perceive the change in noise level of 3 dB. A change in 5 dB is readily perceptible, and a change in 10 dB is perceived as being twice or half as loud. As previously discussed, a doubling of sound energy results in a 3 dB increase in sound, which means that a doubling of sound energy (e.g. doubling the volume of traffic on a highway) would result in a barely perceptible change in sound level.

Changes in Intensity Level,
dBA
Changes in Apparent
Loudness
1 Not perceptible
3 Just perceptible
5 Clearly noticeable
10 Twice (or half) as loud
https://www.fhwa.dot.gov/environMent/noise/regulations_and_guidance/polguide/polguide02.cfm

2.6 Noise Descriptors
Noise in our daily environment fluctuates over time. Some noise levels occur in regular patterns, others are random. Some noise levels are constant while others are sporadic. Noise descriptors were created to describe the different time-varying noise levels.

A-Weighted Sound Level: The sound pressure level in decibels as measured on a sound level meter using the A-weighted filter network. The A-weighting filter de-emphasizes the very low and very high frequency components of the sound in a manner similar to the response of the human ear. A numerical method of rating human judgment of loudness.

Ambient Noise Level: The composite of noise from all sources, near and far. In this context, the ambient noise level constitutes the normal or existing level of environmental noise at a given location.

Community Noise Equivalent Level (CNEL): The average equivalent A-weighted sound level during a 24- hour day, obtained after addition of five (5) decibels to sound levels in the evening from 7:00 to 10:00 PM and after addition of ten (10) decibels to sound levels in the night before 7:00 AM and after 10:00 PM.

Decibel (dB): A unit for measuring the amplitude of a sound, equal to 20 times the logarithm to the base 10 of the ratio of the pressure of the sound measured to the reference pressure, which is 20 micro-pascals. dB(A): A-weighted sound level (see definition above).

Equivalent Sound Level (LEQ): The sound level corresponding to a steady noise level over a given sample period with the same amount of acoustic energy as the actual time varying noise level. The energy average noise level during the sample period.

Compton Residential Development
Noise Impact Study
City of Compton, CA Fundamentals of Noise
6 Habitable Room: Any room meeting the requirements of the Uniform Building Code or other applicable regulations which is intended to be used for sleeping, living, cooking or dining purposes, excluding such enclosed spaces as closets, pantries, bath or toilet rooms, service rooms, connecting corridors, laundries, unfinished attics, foyers, storage spaces, cellars, utility rooms and similar spaces.

L(n): The A-weighted sound level exceeded during a certain percentage of the sample time. For example, L10 in the sound level exceeded 10 percent of the sample time. Similarly L50, L90 and L99, etc.

Noise: Any unwanted sound or sound which is undesirable because it interferes with speech and hearing, or is intense enough to damage hearing, or is otherwise annoying. The State Noise Control Act defines noise as "...excessive undesirable sound...".

Outdoor Living Area: Outdoor spaces that are associated with residential land uses typically used for passive recreational activities or other noise-sensitive uses. Such spaces include patio areas, barbecue areas, jacuzzi areas, etc. associated with residential uses; outdoor patient recovery or resting areas associated with hospitals, convalescent hospitals, or rest homes; outdoor areas associated with places of worship which have a significant role in services or other noise-sensitive activities; and outdoor school facilities routinely used for educational purposes which may be adversely impacted by noise. Outdoor areas usually not included in this definition are: front yard areas, driveways, greenbelts, maintenance areas and storage areas associated with residential land uses; exterior areas at hospitals that are not used for patient activities; outdoor areas associated with places of worship and principally used for short-term social gatherings; and, outdoor areas associated with school facilities that are not typically associated with educational uses prone to adverse noise impacts (for example, school play yard areas).

Percent Noise Levels: See L(n).

Sound Level (Noise Level): The weighted sound pressure level obtained by use of a sound level meter having a standard frequency-filter for attenuating part of the sound spectrum.

Sound Level Meter: An instrument, including a microphone, an amplifier, an output meter, and frequency weighting networks for the measurement and determination of noise and sound levels.

Single Event Noise Exposure Level (SENEL): The dB(A) level which, if it lasted for one second, would produce the same A-weighted sound energy as the actual event.

2.7 Traffic Noise Prediction
Noise levels associated with traffic depends on a variety of factors: (1) volume of traffic, (2) speed of traffic, (3) auto, medium truck (2–3 axle) and heavy truck percentage (4 axle and greater), and sound propagation. The greater the volume of traffic, higher speeds and truck percentages equate to a louder volume in noise. A doubling of the Average Daily Traffic (ADT) along a roadway will increase noise levels by approximately 3 dB; reasons for this are discussed in the sections above.

Compton Residential Development
Noise Impact Study
City of Compton, CA Fundamentals of Noise
7 2.8 Sound Propagation
As sound propagates from a source it spreads geometrically. Sound from a small, localized source (i.e., a point source) radiates uniformly outward as it travels away from the source in a spherical pattern. The sound level attenuates at a rate of 6 dB per doubling of distance. The movement of vehicles down a roadway makes the source of the sound appear to propagate from a line (i.e., line source) rather than a point source. This line source results in the noise propagating from a roadway in a cylindrical spreading versus a spherical spreading that results from a point source. The sound level attenuates for a line source at a rate of 3 dB per doubling of distance.

As noise propagates from the source, it is affected by the ground and atmosphere. Noise models use hard site (reflective surfaces) and soft site (absorptive surfaces) to help calculate predicted noise levels.

Hard site conditions assume no excessive ground absorption between the noise source and the receiver.

Soft site conditions such as grass, soft dirt or landscaping attenuate noise at a rate of 1.5 dB per doubling of distance. When added to the geometric spreading, the excess ground attenuation results in an overall noise attenuation of 4.5 dB per doubling of distance for a line source and 7.5 dB per doubling of distance for a point source.

Research has demonstrated that atmospheric conditions can have a significant effect on noise levels when noise receivers are located 200 feet from a noise source. Wind, temperature, air humidity and turbulence can further impact have far sound can travel.

Compton Residential Development
Noise Impact Study
City of Compton, CA Ground-Bourne Vibration Fundamentals 8 3.0 Ground-Bourne Vibration Fundamentals

3.1 Vibration Descriptors
Ground-borne vibrations consist of rapidly fluctuating motions within the ground that have an average motion of zero. The effects of ground-borne vibrations typically only cause a nuisance to people, but at extreme vibration levels, damage to buildings may occur. Although ground-borne vibration can be felt outdoors, it is typically only an annoyance to people indoors where the associated effects of the shaking of a building can be notable. Ground-borne noise is an effect of ground-borne vibration and only exists indoors, since it is produced from noise radiated from the motion of the walls and floors of a room and may also consist of the rattling of windows or dishes on shelves.

Several different methods are used to quantify vibration amplitude.

PPV – Known as the peak particle velocity (PPV) which is the maximum instantaneous peak in vibration velocity, typically given in inches per second.

RMS – Known as root mean squared (RMS) can be used to denote vibration amplitude VdB – A commonly used abbreviation to describe the vibration level (VdB) for a vibration source.

3.2 Vibration Perception
Typically, developed areas are continuously affected by vibration velocities of 50 VdB or lower. These continuous vibrations are not noticeable to humans whose threshold of perception is around 65 VdB.

Outdoor sources that may produce perceptible vibrations are usually caused by construction equipment, steel-wheeled trains, and traffic on rough roads, while smooth roads rarely produce perceptible groundborne noise or vibration. To counter the effects of ground-borne vibration, the Federal Transit Administration (FTA) has published guidance relative to vibration impacts. According to the FTA, fragile buildings can be exposed to ground-borne vibration levels of 0.3 inches per second without experiencing structural damage.

There are three main types of vibration propagation: surface, compression, and shear waves. Surface waves, or Rayleigh waves, travel along the ground’s surface. These waves carry most of their energy along an expanding circular wave front, similar to ripples produced by throwing a rock into a pool of water. P-waves, or compression waves, are body waves that carry their energy along an expanding spherical wave front. The particle motion in these waves is longitudinal (i.e., in a “push-pull” fashion).

P-waves are analogous to airborne sound waves. S-waves, or shear waves, are also body waves that carry energy along an expanding spherical wave front. However, unlike P-waves, the particle motion is transverse, or side-to-side and perpendicular to the direction of propagation.

As vibration waves propagate from a source, the vibration energy decreases in a logarithmic nature and the vibration levels typically decrease by 6 VdB per doubling of the distance from the vibration source.

As stated above, this drop-off rate can vary greatly depending on the soil but has been shown to be Compton Residential Development
Noise Impact Study
City of Compton, CA Ground-Bourne Vibration Fundamentals 9 effective enough for screening purposes, in order to identify potential vibration impacts that may need to be studied through actual field tests.

Compton Residential Development
Noise Impact Study
City of Compton, CA Regulatory Setting
10 4.0 Regulatory Setting
The proposed project is located in the City of Compton and noise regulations are addressed through the efforts of various federal, state and local government agencies. The agencies responsible for regulating noise are discussed below.

4.1 Federal Regulations
The adverse impact of noise was officially recognized by the federal government in the Noise Control Act of 1972, which serves three purposes:
• Publicize noise emission standards for interstate commerce • Assist state and local abatement efforts
• Promote noise education and research
The Federal Office of Noise Abatement and Control (ONAC) originally was tasked with implementing the Noise Control Act. However, it was eventually eliminated leaving other federal agencies and committees to develop noise policies and programs. Some examples of these agencies are as follows: The Department of Transportation (DOT) assumed a significant role in noise control through its various agencies. The Federal Aviation Agency (FAA) is responsible to regulate noise from aircraft and airports.

The Federal Highway Administration (FHWA) is responsible to regulate noise from the interstate highway system. The Occupational Safety and Health Administration (OSHA) is responsible for the prohibition of excessive noise exposure to workers.

The federal government advocates that local jurisdiction use their land use regulatory authority to arrange new development in such a way that “noise sensitive” uses are either prohibited from being constructed adjacent to a highway or, or alternatively that the developments are planned and constructed in such a manner that potential noise impacts are minimized.

Since the federal government has preempted the setting of standards for noise levels that can be emitted by the transportation source, the City is restricted to regulating the noise generated by the transportation system through nuisance abatement ordinances and land use planning.

4.2 State Regulations
Established in 1973, the California Department of Health Services Office of Noise Control (ONC) was instrumental in developing regularity tools to control and abate noise for use by local agencies. One significant model is the “Land Use Compatibility for Community Noise Environments Matrix.” The matrix allows the local jurisdiction to clearly delineate compatibility of sensitive uses with various incremental levels of noise.

The State of California has established noise insulation standards as outlined in Title 24 and the Uniform Building Code (UBC) which in some cases requires acoustical analyses to outline exterior noise levels and to ensure interior noise levels do not exceed the interior threshold. The State mandates that the legislative body of each county and city adopt a noise element as part of its comprehensive general plan.

Compton Residential Development
Noise Impact Study
City of Compton, CA Regulatory Setting
11 The local noise element must recognize the land use compatibility guidelines published by the State Department of Health Services. The guidelines rank noise land use compatibility in terms of normally acceptable, conditionally acceptable, normally unacceptable, and clearly unacceptable as illustrated in Exhibit D.

Exhibit D: Land Use Compatibility Guidelines

4.3 City of Compton Noise Regulations
The City of Compton outlines their noise regulations and standards within the Noise Element from the General Plan and the Noise Ordinance from the Municipal Code.

Compton Residential Development
Noise Impact Study
City of Compton, CA Regulatory Setting
12 City of Compton General Plan
Applicable policies and standards governing environmental noise in the City are set forth in the General Plan Noise Element. Table N-2 of the Compton Noise Element outlines the interior and exterior noise standardsfor community noise environments. According to Table N-2 multifamily residential noise limits are 45 dBA CNEL interior and 65 dBA CNEL exterior. It should be noted that if exterior levels exceed this limit, the architectural design should be such that interior noise levels are not greater than 45 dBA. The project will be compared to these noise limits.

In addition to the noise standards, the City has outlined goals, policies and implementation measures to reduce potential noise impacts and are presented below:

Goals, Policies, and Implementation Measures
Policies, goals and implementation program measures from the Noise Element that would mitigate potential impacts on noise include the following.

Goal 1.0: Reduce noise impacts from transportation noise sources.

Policy 1.1 (L): Construction of barriers along freeways, railroads, and Alameda Corridor when necessary to shield noise-sensitive uses from excessive noise.

Policy 1.2 (L): Include noise mitigation measures in the design of new roadway projects in Compton.

Policy 1.3 (L): Reduce transportation noise through proper design and coordination of new or remodeled transportation and circulation facilities.

Policy 1.4 (L): Enforce City, State, and Federal noise standards, especially those for mufflers and modified exhaust systems.

Policy 1.5 (S): Monitor noise from buses and other heavy vehicles in residential areas. If necessary, consider alternative circulation routes for those types of vehicles.

Policy 1.6 (M): Discourage through-traffic in residential neighborhoods by use of speed bumps.

Policy 1.7 (L): Require that new transportation equipment purchased by the City of Compton comply with noise performance standards.

Policy 1.8 (S): Ensure that noise mitigation considerations are incorporated into the design of the Alameda Corridor.

Policy 1.9 (S): Encourage the SCRTD to implement measures to reduce impact of Blue Line horn.

Policy 1.10 (L): Encourage Compton Airport to implement noise reduction methods for aircraft, especially at landing and take-off.

Compton Residential Development
Noise Impact Study
City of Compton, CA Regulatory Setting
13 Goal 2.0: Incorporate noise considerations into land use planning decisions.

Policy 2.1 (S): Establish acceptable limits of noise for various land uses throughout the community, in accordance with Table N-2.

Policy 2.2 (L): Ensure acceptable noise levels near schools, hospitals, convalescent homes, and other noise sensitive areas, in accordance with Table N-1.

Policy 2.3 (S): Establish standards for all types of noise not already governed by local ordinances or preempted by state or federal law.

Policy 2.4 (L): Require noise reduction techniques in site and architectural design and construction where noise reduction is necessary.

Policy 2.5 (L): Discourage and, if necessary, prohibit location of noise-sensitive land uses in noisy environments, including near railroad tracks, freeways, and Compton Airport.

Goal 3.0: Minimize noise spillover from commercial and industrial uses into nearby residential neighborhoods.

Policy 3.1 (L): Enforce the 65 db(A) State standard for exterior noise levels for all commercial uses.

Policy 3.2 (S): Require that a minimum 15-foot, landscaped buffer be provided between a commercial or mixed-use structure and an adjoining residential parcel.

Policy 3.3 (S): Require that automobile and truck access to commercial or industrial properties located adjacent to residential parcels be located at the maximum practical distance from residential parcel.

Policy 3.4 (L): Prohibit truck deliveries to commercial and industrial properties abutting residential uses before 7 a.m. and after 9 p.m., unless there is no feasible alternative.

Goal 4.0: Minimize the noise impacts associated with the development of residential units above ground floor commercial uses in mixed-use developments.

Policy 4.1 (S): Require that commercial uses development as part of a mixed-use project (with residential uses) not be noise intensive.

Policy 4.2 (S): Require that mixed-use structures be designed to prevent transfer of noise and vibration from the commercial to the residential use.

Policy 4.3 (L): Orient mixed-use residential units away from major noise sources.

Compton Residential Development
Noise Impact Study
City of Compton, CA Regulatory Setting
14 Policy 4.4 (L): Locate balconies and openable windows of residential units in mixed-use projects away from the primary street and other major noise sources.

Goal 5.0: Develop measures to control non-transportation noise impact.

Policy 5.1 (S): Adopt and updated comprehensive City Noise Ordinance to control excessive noise from lawn blowers, trimmers, machinery, or other disturbances.

Policy 5.2 (L): Reduce noise generated by construction activities by requiring sound attenuation devices on construction equipment.

Policy 5.3 (L): Establish and maintain coordination among the agencies involved in noise abatement.

Construction Noise Regulations
Section 7-12.22 of the City of Compton General Plan regulates construction noise. The General Plan states, No person shall cause or permit any work to be done or do any work on the erection (including excavation), unless the noise caused thereby is confined within a building, or use any pile driver, steam shovel, pneumatic hammer, derrick, steam or electric hoist, unless the noise caused thereby is confined within a building, other than between the hours of 7:00 AM and 7:00 PM on Monday through Sunday, except in cases of urgent necessity in the interest of public health and safety and then only with a permit from the building official. No such permit shall be granted for a period of more than three (3) days but may be renewed from time to time so long as the emergency exists.

Compton Residential Development
Noise Impact Study
City of Compton, CA Study Method and Procedure
15 5.0 Study Method and Procedure
The following section describes the noise modeling procedures and assumptions used for this assessment.

5.1 Noise Measurement Procedure and Criteria
Noise measurements are taken to determine the existing noise levels. A noise receiver or receptor is any location in the noise analysis in which noise might produce an impact. The following criteria are used to select measurement locations and receptors:
• Locations expected to receive the highest noise impacts, such as first row of houses • Locations that are acoustically representative and equivalent of the area of concern • Human land usage
• Sites clear of major obstruction and contamination
MD conducted the sound level measurements in accordance to the City of Compton which is similar to CalTrans technical noise specifications. All measurements equipment meets American National Standards Institute (ANSI) specifications for sound level meters (S1.4-1983 identified in Chapter 19.68.020.AA). The following gives a brief description of the Caltrans Technical Noise Supplement procedures for sound level measurements:
• Microphones for sound level meters were placed 5-feet above the ground for all measurements • Sound level meters were calibrated (Larson Davis CAL 200) before and after each measurement • Following the calibration of equipment, a wind screen was placed over the microphone • Frequency weighting was set on “A” and slow response
• Results of the long-term noise measurements were recorded on field data sheets • During any short-term noise measurements any noise contaminations such as barking dogs, local traffic, lawn mowers, or aircraft fly-overs were noted
• Temperature and sky conditions were observed and documented

5.2 Noise Measurement Locations
Noise monitoring locations were selected based on the distance from Compton Blvd to the nearest sensitive on-site receptors. Short-term noise measurements were conducted near the corner portions of the project site and are illustrated in Exhibit E. Appendix A includes photos, field sheet, and measured noise data.

Exhibit E illustrates the location of the measurements.

5.3 FHWA Traffic Noise Prediction Model/SoundPlan
Traffic noise from vehicular traffic was projected using a computer program that replicates the FHWA Traffic Noise Prediction Model (FHWA-RD-77-108). The FHWA model arrives at the predicted noise level through a series of adjustments to the Reference Energy Mean Emission Level (REMEL). Roadway volumes and percentages correspond to the project’s traffic impact study as prepared by TJW Engineering (TJW Engineering, TNC-18-01 – MHSR Apartments Traffic Impact Assessment, Jan 2019) and Compton Residential Development
Noise Impact Study
City of Compton, CA Study Method and Procedure
16 roadway classification. The referenced traffic data was applied to the model and is in Appendix B. The following outlines the key adjustments made to the REMEL for the roadway inputs:
• Roadway classification – (e.g. freeway, major arterial, arterial, secondary, collector, etc), • Roadway Active Width – (distance between the center of the outer most travel lanes on each side of the roadway)
• Average Daily Traffic Volumes (ADT), Travel Speeds, Percentages of automobiles, medium trucks and heavy trucks
• Roadway grade and angle of view
• Site Conditions (e.g. soft vs. hard)
• Percentage of total ADT which flows each hour through-out a 24-hour period Table 1 indicates the roadway parameters and vehicle distribution utilized for this study.

Table 1: Roadway Parameters and Vehicle Distribution
Roadway Segment LOS D ADT1LOS D + Project ADT1 Speed (MPH) Site Conditions Compton Blvd Secondary Highway 25,357 25,796 35 Soft
Compton Blvd Vehicle Distribution and Mix2
Motor-Vehicle Type Daytime %
(7AM to 7 PM)
Evening %
(7 PM to 10 PM)
Night %
(10 PM to 7 AM)
Total % of
Traffic Flow
Automobiles 77.5 12.9 9.6 97.42
Medium Trucks 84.8 4.9 10.3 1.54
Heavy Trucks 86.5 2.7 10.8 0.74
Notes:
1 Existing ADT and Existing + Project volumes for Compton Blvd are from the City of Compton’s Circulation element 2 Vehicle distribution data is based on typical Southern California roadway vehicle percentages for Secondary Arterials.

To determine the project’s noise impact to the surrounding land uses, MD generated noise contours for LOS D, and LOS D + project conditions. Noise contours are used to provide a characterization of sound levels experienced at a set distance from the centerline of a subject roadway. They are intended to represent a worst-case scenario and do not take into account structures, sound walls, topography, and/or other sound attenuating features which may further reduce the actual noise level. Noise contours are developed for comparative purposes and are used to demonstrate potential increases/decreases along subject roadways as a result of a project.

In addition, this assessment calculates future traffic noise levels at the project site associated with Compton Boulevard. For the purpose of this evaluation MD used the existing + project to represent the future noise level to the first row of residential units with direct line of sight to Compton Blvd. The traffic noise calculation worksheet outputs are located in Appendix B.

Compton Residential Development
Noise Impact Study
City of Compton, CA Study Method and Procedure
17 5.4 Interior Noise Modeling
The interior noise level is the difference between the projected exterior noise level at the structure’s facade and the noise reduction provided by the structure itself. Typical building construction will provide a conservative 12 dBA noise level reduction with a “windows open” condition and a very conservative 20 dBA noise level reduction with “windows closed”. MD estimated the interior noise level by subtracting the building shell design from the predicted exterior noise level.

With the “windows closed” the project will require mechanical fresh air ventilation (e.g. air conditioning) to the habitable dwelling units.

5.5 FHWA Roadway Construction Noise Model
The construction noise analysis utilizes the Federal Highway Administration (FHWA) Roadway Construction Noise Model (RNCM), together with several key construction parameters. Key inputs include distance to the sensitive receiver, equipment usage, % usage factor, and baseline parameters for the project site.

The project was analyzed based on the different construction phases. Construction noise is expected to be loudest during the grading, concrete and building phases of construction. The construction noise calculation output worksheet is located in Appendix C. The following assumptions relevant to short-term construction noise impacts were used:
• It is estimated that construction will occur over a year to year and a half time period. Construction noise is expected to be the loudest during the grading, concrete, and building phases. 18 SITE
X = Measurement
location
= boundary
Exhibit E
Measurement Location
Compton Residential Development
Noise Impact Study
City of Compton, CA
1 2
3 4
Compton Residential Development
Noise Impact Study
City of Compton, CA Existing Noise Environment
19 6.0 Existing Noise Environment
Four (4) short term ambient noise measurement was conducted at the project site. The measurements measured the 1-hour Leq, Lmin, Lmax and other statistical data (e.g. L2, L8). The noise measurement was taken to determine the existing baseline noise conditions.

6.1 Short-Term Noise Measurement Results
The results of the Short-term noise data are presented in Table 2.

Table 2: Short-Term Nosie Measurement Data (dBA)1
Location Date
Start
Time Leq Lmax Lmin L(2) L(8) L(25) L(50)
Site 1 5/14/2019 10:42 AM 69.6 85.8 45.2 44.9 46.9 54.5 53.9 Site 2 5/14/2019 11:08 AM 73.3 92.3 48.0 55.3 59.0 61.4 65.8 Site 3 5/14/2019 11:16 AM 49.7 91.2 37.4 46.8 47.1 52.4 55.4 Site 4 5/14/2019 11:23 AM 54.1 94.8 41.9 44.9 46.9 54.5 53.9 Notes:

1. Measurements were taken over a ten-minute interval. Measurement locations are indicated in Exhibit E.

Short-term noise data indicates the ambient noise levels range between 54.1 to 73.3 dBA Leq. The measured noise levels and field notes indicate that traffic noise is the main source of noise impacting the project site.

Compton Residential Development
Noise Impact Study
City of Compton, CA Future Noise Environment Impacts and Mitigation 20 7.0 Future Noise Environment Impacts and Mitigation
This assessment analyzes future noise impactsto the project and compares the results to the City’s Noise Standards. The analysis details the estimated exterior noise levels associated with traffic from adjacent roadway sources.

7.1 Future Exterior Noise
The following outlines the exterior noise levels associated with the proposed project.

7.1.1 Off-site Traffic Noise Impact
The potential off-site noise impacts caused by the increase in vehicular traffic as a result of the project were calculated at a distance of 50 feet. The distance to the 55, 60, 65, and 70 dBA CNEL noise contours are also provided for reference. The noise level at 50 feet is representative of approximate distances to existing homes along the subject roadway. The noise contours were calculated for the following scenarios and conditions:
• LOS D Condition: This scenario refers to the existing year traffic noise condition and is demonstrated in Table 3.
• LOS D + Project Condition: This scenario refers to the existing year plus project traffic noise condition and is demonstrated in Table 3.

LOS D/LOS D + Project Scenario Comparison
Table 3 provides the LOS D and LOS D + Project noise conditions and shows the change in noise level as a result of the proposed project. As shown in Table 3, the increase in traffic noise for the Existing and Existing + Project scenario would have a nominal increase of 0.1 dBA at 50 feet from the centerline of the subject roadway.

Table 3: LOS D Scenario – Noise Levels Along Roadways (dBA CNEL) LOS D Without Project Exterior Noise Levels
CNEL
at 50 Ft
(dBA)
Distance to Contour (Ft)
Roadway Segment 70 dBA
CNEL
65 dBA
CNEL
60 dBA
CNEL
55 dBA
CNEL
Compton Blvd Wilmington Ave to S Central Ave 68 36 78 169 363 Change in LOS D + Project Exterior Noise Levels
CNEL
at 50 Ft
(dBA)
Distance to Contour (Ft)
Roadway Segment 70 dBA
CNEL
65 dBA
CNEL
60 dBA
CNEL
55 dBA
CNEL
Compton Blvd Wilmington Ave to S Central Ave 68 37 79 171 367 Compton Residential Development
Noise Impact Study
City of Compton, CA Future Noise Environment Impacts and Mitigation 21 Change in LOS D Noise Levels as a Result of Projects CNEL at 50 Feet dBA2
Roadway1 Segment
Existing
Without
Project
Existing
With
Project
Change
in
Noise
Level
Potential
Significant
Impact
Compton Blvd Wilmington Ave to S Central Ave 68 68.0 0.1 No Notes:
1 Exterior noise levels calculated at 5 feet above ground level. 2 Noise levels calculated from centerline of subject roadway.

7.1.2 On-Site Traffic Noise Impact
Traffic noise from the local roadway network was evaluated and compared to the City’s Exterior Noise Standard. Per the City’s Exterior Noise Standard (Table N-2 from the City’s General Plan, Noise Element), multi-family residential noise limit is 65 dBA CNEL. As shown in Table 3, Existing Plus Project traffic 65 dBA CNEL noise projections from Compton Blvd will reach up to 79 feet from the centerline of the road.

Residential structures are located approximately 50 feet away from the centerline of Compton Blvd and have a projected noise level of 68 dBA. It should be noted that the existing noise level exceeds the 65 dBA noise limit so 68 dBA becomes the standard.

7.2 Interior Noise Levels
The future interior noise level was calculated for the sensitive receptor locations using a typical “windows open” and “windows closed” condition. A “windows open” condition assumes 12 dBA of noise attenuation from the exterior noise level. A “windows closed” condition” assumes 20 dBA of noise attenuation from the exterior noise level. Table 4 indicates the first and second floor interior noise levels for the project site.

Table 4: Future Interior Noise Levels (dBA CNEL)
Location Roadway
Noise Source
Exterior Facade
Study Location
Noise
Level at
Building
Facade1
Interior Noise
Reduction
Required to
Meet Interior
Noise Standard
of 45 dBA CNEL
Interior Noise Level w/
Typical Residential
Windows (STC≥ 25)
STC Rating
for Windows
Facing
Subject
Roadway4
Window
Open2
Windows
Closed3
1st Row Units
Along Northern
Property Line
Compton
Blvd
1st Floor 68 23 56 48 26
2nd Floor 68 23 56 48 26
Notes:

1. Noise level from Table 5 and from worksheets Appendix C.

2. A minimum of 12 dBA noise reduction is assumed with a "windows open" condition.

3. A minimum of 20 dBA noise reduction is assumed with a "windows closed" condition.

4. Indicates the required STC rating to meet the interior noise standard.

As shown in Table 4, the interior noise level will range from 56 dBA CNEL with the windows open and 48 dBA CNEL with the windows closed.

Compton Residential Development
Noise Impact Study
City of Compton, CA Future Noise Environment Impacts and Mitigation 22 To meet the City’s interior 45 dBA CNEL standard a “windows closed” condition is required. The windows and sliding glass doors directly facing the Compton Blvd will require a minimum STC rating of 26 for the 1st floor and 2nd floors. A “windows closed” condition simply means that in order to achieve a 45 dBA CNEL interior noise level, the windows must be closed and does not mean the windows must be fixed.

Compton Residential Development
Noise Impact Study
City of Compton, CA Construction Noise Impact
23 8.0 Construction Noise Impact
The degree of construction noise may vary for different areas of the project site and also vary depending on the construction activities. Noise levels associated with the construction will vary with the different phases of construction. The construction noise and vibration level projections are provided in the sections below.

8.1 Construction Noise
The Environmental Protection Agency (EPA) has compiled data regarding the noise generated characteristics of typical construction activities. The data is presented in Table 5.

Table 5: Typical Construction Noise Levels1
Equipment Powered by Internal Combustion Engines
Type Noise Levels (dBA) at 50 Feet
Earth Moving
Compactors (Rollers) 73 - 76
Front Loaders 73 - 84
Backhoes 73 - 92
Tractors 75 - 95
Scrapers, Graders 78 - 92
Pavers 85 - 87
Trucks 81 - 94
Materials Handling
Concrete Mixers 72 - 87
Concrete Pumps 81 - 83
Cranes (Movable) 72 - 86
Cranes (Derrick) 85 - 87
Stationary
Pumps 68 - 71
Generators 71 - 83
Compressors 75 - 86
Impact Equipment
Type Noise Levels (dBA) at 50 Feet
Saws 71 - 82
Vibrators 68 - 82
Notes:
1 Referenced Noise Levels from the Environmental Protection Agency (EPA) Construction is anticipated to occur during the permissible hours according the City’s General Plan.

Construction noise is considered a short-term impact and would be considered significant if construction activities are taken outside the allowable times as described in the City’s General Plan (Section 7-12.22).

Construction noise will have a temporary or periodic increase in the ambient noise level above the existing within the project vicinity. Furthermore, noise reduction measures are provided to further reduce construction noise. The construction noise impact is considered less than significant; however, construction noise level projections are provided.

Compton Residential Development
Noise Impact Study
City of Compton, CA Construction Noise Impact
24 Typical operating cycles for these types of construction equipment may involve one or two minutes of full power operation followed by three to four minutes at lower power settings. Noise levels will be loudest during grading phase. A likely worst-case construction noise scenario during grading assumes the use of a grader, a dozer, an excavator, and three (3) backhoes operating at 80 feet from the nearest sensitive receptor.

To ensure that construction activities do not disrupt the adjacent land uses, the following noise reduction measures should be taken:

1. Construction shall occur during the hours of 7:00 AM to 8:00 PM.

2. Stationary construction noise sources such as generators or pumps should be located as far as feasibly possible from any existing adjacent residential units, as feasible.

3. Construction staging areas should be located as far as feasibly possible from any adjacent sensitive land uses, as feasible.

4. During construction, the contactor shall ensure all construction equipment is equipped with appropriate noise attenuating devices.

5. Equipment shall be maintained so that vehicles and their loads are secured from rattling and banging.

8.2 Construction Vibration
Construction activities can produce vibration that may be felt by adjacent land uses. The construction of the proposed project would not require the use of equipment such as pile drivers, which are known to generate substantial construction vibration levels. The primary vibration source during construction may be from a bull dozer. A large bull dozer has a vibration impact of 0.089 inches per second peak particle velocity (PPV) at 25 feet which is perceptible but below any risk to architectural damage.

The fundamental equation used to calculate vibration propagation through average soil conditions and distance is as follows:

PPVequipment = PPVref (100/Drec)
n
Where: PPVref = reference PPV at 100ft.

Drec = distance from equipment to receiver in ft.
n = 1.1 (the value related to the attenuation rate through ground) The thresholds from the Caltrans Transportation and Construction Induced Vibration Guidance Manual in Table 6 (below) provides general thresholds and guidelines as to the vibration damage potential from vibratory impacts.

Compton Residential Development
Noise Impact Study
City of Compton, CA Construction Noise Impact
25 Table 6: Guideline Vibration Damage Potential Threshold Criteria Structure and Condition
Maximum PPV (in/sec)
Transient Sources
Continuous/Frequent
Intermittent Sources
Extremely fragile historic buildings, ruins, ancient monuments 0.12 0.08 Fragile buildings 0.2 0.1
Historic and some old buildings 0.5 0.25
Older residential structures 0.5 0.3
New residential structures 1.0 0.5
Modern industrial/commercial buildings 2.0 0.5
Source: Table 19, Transportation and Construction Vibration Guidance Manual, Caltrans, Sept. 2013.

Note: Transient sources create a single isolated vibration event, such as blasting or drop balls. Continuous/frequent intermittent sources include impact pile drivers, pogo-stick compactors, crack-and-seat equipment, vibratory pile drivers, and vibratory compaction equipment.

Table 7 gives approximate vibration levels for particular construction activities. This data provides a reasonable estimate for a wide range of soil conditions.

Table 7: Vibration Source Levels for Construction Equipment1 Equipment
Peak Particle Velocity Approximate Vibration Level
(inches/second) at 25 feet LV (dVB) at 25 feet
Pile driver (impact) 1.518 (upper range) 112

0.644 (typical) 104
Pile driver (sonic) 0.734 upper range 105

0.170 typical 93
Clam shovel drop (slurry wall) 0.202 94
Hydromill 0.008 in soil 66
(slurry wall) 0.017 in rock 75
Vibratory Roller 0.21 94
Hoe Ram 0.089 87
Large bulldozer 0.089 87
Caisson drill 0.089 87
Loaded trucks 0.076 86
Jackhammer 0.035 79
Small bulldozer 0.003 58
1 Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006.

At a distance of 80 feet, a large bulldozer would yield a worst-case 0.025 PPV (in/sec) which slightly perceptible but sustainably below any risk of damage (0.5 in/sec PPV is the threshold of residential structures). The impact is less than significant, and no mitigation is required.

8.3 Construction Noise Reduction Measures
Construction operations must follow the City’s General Plan and the Noise Ordinance, which states that construction, repair or excavation work performed must occur within the permissible hours. To further Compton Residential Development
Noise Impact Study
City of Compton, CA Construction Noise Impact
26 ensure that construction activities do not disrupt the adjacent land uses, the following measures should be taken:

1. Construction should occur during the permissible hours as defined in Section 7-12.22.

2. During construction, the contactor shall ensure all construction equipment is equipped with appropriate noise attenuating devices.

3. The contractor should locate equipment staging areas that will create the greatest distance between construction-related noise/vibration sources and sensitive receptors nearest the project site during all project construction.

4. Idling equipment should be turned off when not in use.

5. Equipment shall be maintained so that vehicles and their loads are secured from rattling and banging.

Compton Residential Development
Noise Impact Study
City of Compton, CA References
27 9.0 References
State of California General Plan Guidelines: 1998. Governor’s Office of Planning and Research City of Compton : Noise Element .

County of LA: Noise Ordinance.

Caltrans Noise Technical Manual. 2013
Konan Vibration Criteria

Appendix A:

Field Measurement Data
www.mdacoustics.com
AZ Office
4960 S. Gilbert Rd, Ste 1-461
Chandler, AZ 85249
CA Office
1197 E Los Angeles Ave, C-256
Simi Valley, CA 93065
Project: Residental Construction Site Observations:

Site Address/Location: Compton Ave. and S Dwight Ave
Date:

Field Tech/Engineer: Jason Schuyler / Robert Pearson
General Location:

Sound Meter: NTi Audio SN: A2A-05967-E0 Site Topo:

Settings: A-weighted, slow, 1-sec, 10-minute interval Ground Type:

Meteorological Con.: 63 degrees F, no wind.

Site ID: ST-1 thru ST-4
Figure 2: ST-1 Photo
Figure 3: ST-2 Photo
NM4 is 22' to C/L of 151st, 27' to C/L of Dwight
NM 3 is 23' to C/L of Kemp, 25' to C/L of 151st
10-Minute Noise Measurement Datasheet
NM1 is 50' from C/L of Dwight, 32' from C/L of Compton Ave NM2 is 32' toC/L of Kemp, 34' to C/L of Compton Ave.

Cloudy 63 Degrees, No wind. Lots of local residents and activity in the area made a 24hr measurement impossible. An Ambulance drove past durring NM2 readings.

Noise Source(s) w/ Distance:

Flat
Hard site conditions, reflective
Figure 1: Monitoring Locations
5/14/2019
4 1 2
3 10Min_Field Sheet Awtg ST1-4
www.mdacoustics.com
AZ Office
4960 S. Gilbert Rd, Ste 1-461
Chandler, AZ 85249
CA Office
1197 E Los Angeles Ave, C-256
Simi Valley, CA 93065
Project: Residental Construction
Site Address/Location: Compton Ave. and S Dwight Ave
Site ID: ST-1 thru ST-4
Location Start Stop Leq Lmax Lmin L2 L8 L25 L50 L90
1 10:42 AM 10:47 AM 69.6 85.8 45.2 44.9 46.9 54.5 53.9 51.2 2 11:08 AM 11:13 AM 73.3 92.3 48.0 55.3 59.0 61.4 65.8 65.3 3 11:16 AM 11:21 AM 49.7 91.2 37.4 46.8 47.1 52.4 55.4 52.2 4 11:23 AM 11:28 AM 54.1 94.8 41.9 44.9 46.9 54.5 53.9 51.2 Noise Measurement Datasheet - Cont.

Table 1: Morning - Baseline Noise Measurement Summary
Figure 4: ST-3 Photo Figure 5: ST-4 Photo
10Min_Field Sheet Awtg ST1-4
www.mdacoustics.com
AZ Office
4960 S. Gilbert Rd, Ste 1-461
Chandler, AZ 85249
CA Office
1197 E Los Angeles Ave, C-256
Simi Valley, CA 93065
Project: Residental Construction
Site Address/Location: Compton Ave. and S Dwight Ave
Site ID: ST-1
Noise Measurement Datasheet - Cont.
0 10
20 30
40 50
60 70
80 90
10:42:07 AM10:42:22 AM10:42:37 AM10:42:52 AM10:43:07 AM10:43:22 AM10:43:37 AM10:43:52 AM10:44:07 AM10:44:22 AM10:44:37 AM10:44:52 AM10:45:07 AM10:45:22 AM10:45:37 AM10:45:52 AM10:46:07 AM10:46:22 AM10:46:37 AM10:46:52 AM10:42:07 AM10:42:22 AM10:42:37 AM10:42:52 AM10:43:07 AM10:43:22 AM10:43:37 AM10:43:52 AM10:44:07 AM10:44:22 AM10:44:37 AM10:44:52 AM10:45:07 AM10:45:22 AM10:45:37 AM10:45:52 AM10:46:07 AM10:46:22 AM10:46:37 AM10:46:52 AM dBA
Time
ST-1: Ambient Noise Level (1-sec) ST-1
dBA, Leq
10Min_Field Sheet Awtg ST1-4
www.mdacoustics.com
AZ Office
4960 S. Gilbert Rd, Ste 1-461
Chandler, AZ 85249
CA Office
1197 E Los Angeles Ave, C-256
Simi Valley, CA 93065
Project: Residental Construction
Site Address/Location: Compton Ave. and S Dwight Ave
Site ID: ST-2
Noise Measurement Datasheet - Cont.

0.0 10.0

20.0 30.0

40.0 50.0

60.0 70.0

80.0 90.0
100.0
11:08:27 AM11:08:42 AM11:08:57 AM11:09:12 AM11:09:27 AM11:09:42 AM11:09:57 AM11:10:12 AM11:10:27 AM11:10:42 AM11:10:57 AM11:11:12 AM11:11:27 AM11:11:42 AM11:11:57 AM11:12:12 AM11:12:27 AM11:12:42 AM11:12:57 AM11:13:12 AM11:08:27 AM11:08:42 AM11:08:57 AM11:09:12 AM11:09:27 AM11:09:42 AM11:09:57 AM11:10:12 AM11:10:27 AM11:10:42 AM11:10:57 AM11:11:12 AM11:11:27 AM11:11:42 AM11:11:57 AM11:12:12 AM11:12:27 AM11:12:42 AM11:12:57 AM11:13:12 AM dBA
Time
ST-2: Ambient Noise Level (1-sec) ST-2
dBA, Leq
10Min_Field Sheet Awtg ST1-4
www.mdacoustics.com
AZ Office
4960 S. Gilbert Rd, Ste 1-461
Chandler, AZ 85249
CA Office
1197 E Los Angeles Ave, C-256
Simi Valley, CA 93065
Project: Residental Construction
Site Address/Location: Compton Ave. and S Dwight Ave
Site ID: ST-3
Noise Measurement Datasheet - Cont.

0.0 10.0

20.0 30.0

40.0 50.0

60.0 70.0
11:16:11 AM11:16:26 AM11:16:41 AM11:16:56 AM11:17:11 AM11:17:26 AM11:17:41 AM11:17:56 AM11:18:11 AM11:18:26 AM11:18:41 AM11:18:56 AM11:19:11 AM11:19:26 AM11:19:41 AM11:19:56 AM11:20:11 AM11:20:26 AM11:20:41 AM11:20:56 AM11:16:11 AM11:16:26 AM11:16:41 AM11:16:56 AM11:17:11 AM11:17:26 AM11:17:41 AM11:17:56 AM11:18:11 AM11:18:26 AM11:18:41 AM11:18:56 AM11:19:11 AM11:19:26 AM11:19:41 AM11:19:56 AM11:20:11 AM11:20:26 AM11:20:41 AM11:20:56 AM dBA
Time
ST-3: Ambient Noise Level (1-sec) ST-3
dBA, Leq
10Min_Field Sheet Awtg ST1-4
www.mdacoustics.com
AZ Office
4960 S. Gilbert Rd, Ste 1-461
Chandler, AZ 85249
CA Office
1197 E Los Angeles Ave, C-256
Simi Valley, CA 93065
Project: Residental Construction
Site Address/Location: Compton Ave. and S Dwight Ave
Site ID: ST-4
Noise Measurement Datasheet - Cont.

0.0 10.0

20.0 30.0

40.0 50.0

60.0 70.0

80.0 11:23:55 AM11:24:10 AM11:24:25 AM11:24:40 AM11:24:55 AM11:25:10 AM11:25:25 AM11:25:40 AM11:25:55 AM11:26:10 AM11:26:25 AM11:26:40 AM11:26:55 AM11:27:10 AM11:27:25 AM11:27:40 AM11:27:55 AM11:28:10 AM11:28:25 AM11:28:40 AM11:23:55 AM11:24:10 AM11:24:25 AM11:24:40 AM11:24:55 AM11:25:10 AM11:25:25 AM11:25:40 AM11:25:55 AM11:26:10 AM11:26:25 AM11:26:40 AM11:26:55 AM11:27:10 AM11:27:25 AM11:27:40 AM11:27:55 AM11:28:10 AM11:28:25 AM11:28:40 AM dBA
Time
ST-4: Ambient Noise Level (1-sec) ST-4
dBA, Leq
10Min_Field Sheet Awtg ST1-4
Appendix B:

Traffic Data
FHWA-RD-77-108 HIGHWAY NOISE PREDICTION MODEL
PROJECT: ACOUSTICAL STUDY JOB #: 0163-21-01
ROADWAY: COMPTON BLVD - LOS D -EXISTING DATE: 23-Feb-21 LOCATION: 1ST FLOOR FACADE ENGINEER:M. Dickerson
ADT = 25,357 RECEIVER DISTANCE = 50
SPEED = 35 DIST C/L TO WALL = 45
PK HR % = 10 RECEIVER HEIGHT = 5.0
NEAR LANE/FAR LANE DIST = 0 WALL DISTANCE FROM RECEIVER = 5 ROAD ELEVATION = 0.0 PAD ELEVATION = 0.5
GRADE = 1.0 % ROADWAY VIEW: LF ANGLE= -90
PK HR VOL = 2,536 RT ANGLE= 90
DF ANGLE= 180
AUTOMOBILES = 15 HTH WALL= 0.0
MEDIUM TRUCKS = 15 (10 = HARD SITE, 15 = SOFT SITE) AMBIENT= 0.0 HEAVY TRUCKS = 15 BARRIER = 0 (0 = WALL, 1 = BERM)

VEHICLE TYPE EVENING NIGHT DAILY VEHICLE TYPE HEIGHT SLE DISTANCE AUTOMOBILES 0.129 0.096 0.9742 AUTOMOBILES 2.0 50.12
MEDIUM TRUCKS 0.049 0.103 0.0184 MEDIUM TRUCKS 4.0 50.02 HEAVY TRUCKS 0.027 0.108 0.0074 HEAVY TRUCKS 8.0 50.06

VEHICLE TYPE PK HR LEQ DAY LEQ EVEN LEQ NIGHT LEQ LDN CNEL AUTOMOBILES 67.0 65.1 63.3 57.3 65.9 66.5
MEDIUM TRUCKS 59.5 58.0 51.6 50.1 58.5 58.7
HEAVY TRUCKS 60.7 59.3 50.3 51.5 59.9 60.0
NOISE LEVELS (dBA) 68.5 66.7 63.8 58.9 67.4 67.9

NOISE CONTOUR (FT)
- -

0.00 0.848

0.865

NOISE OUTPUT DATA

NOISE IMPACTS (WITHOUT TOPO OR BARRIER SHIELDING)

NOISE IMPACTS (WITH TOPO AND BARRIER SHIELDING)
VEHICLE MIX DATA MISC. VEHICLE INFO

0.775 - -

DAY GRADE ADJUSTMENT

NOISE INPUT DATA

ROADWAY CONDITIONS RECEIVER INPUT DATA

SITE CONDITIONS WALL INFORMATION
FHWA-RD-77-108 HIGHWAY NOISE PREDICTION MODEL
PROJECT: ACOUSTICAL STUDY JOB #: 0163-21-01
ROADWAY: COMPTON BLVD - LOS D -EXISTING DATE: 23-Feb-21 LOCATION: 2ND FLOOR FACADE ENGINEER:M. Dickerson
ADT = 25,357 RECEIVER DISTANCE = 50
SPEED = 35 DIST C/L TO WALL = 45
PK HR % = 10 RECEIVER HEIGHT = 15.0
NEAR LANE/FAR LANE DIST = 0 WALL DISTANCE FROM RECEIVER = 5 ROAD ELEVATION = 0.0 PAD ELEVATION = 0.5
GRADE = 1.0 % ROADWAY VIEW: LF ANGLE= -90
PK HR VOL = 2,536 RT ANGLE= 90
DF ANGLE= 180
AUTOMOBILES = 15 HTH WALL= 0.0
MEDIUM TRUCKS = 15 (10 = HARD SITE, 15 = SOFT SITE) AMBIENT= 0.0 HEAVY TRUCKS = 15 BARRIER = 0 (0 = WALL, 1 = BERM)

VEHICLE TYPE EVENING NIGHT DAILY VEHICLE TYPE HEIGHT SLE DISTANCE AUTOMOBILES 0.129 0.096 0.9742 AUTOMOBILES 2.0 51.79
MEDIUM TRUCKS 0.049 0.103 0.0184 MEDIUM TRUCKS 4.0 51.31 HEAVY TRUCKS 0.027 0.108 0.0074 HEAVY TRUCKS 8.0 50.56

VEHICLE TYPE PK HR LEQ DAY LEQ EVEN LEQ NIGHT LEQ LDN CNEL AUTOMOBILES 66.8 64.9 63.1 57.0 65.7 66.3
MEDIUM TRUCKS 59.3 57.8 51.4 49.9 58.3 58.6
HEAVY TRUCKS 60.7 59.2 50.2 51.4 59.8 59.9
NOISE LEVELS (dBA) 68.3 66.5 63.6 58.7 67.3 67.7

NOISE CONTOUR (FT)

DAY GRADE ADJUSTMENT

0.775 - -

0.848 - -

0.865 0.00

NOISE OUTPUT DATA

NOISE IMPACTS (WITHOUT TOPO OR BARRIER SHIELDING)

NOISE IMPACTS (WITH TOPO AND BARRIER SHIELDING)
VEHICLE MIX DATA MISC. VEHICLE INFO

NOISE INPUT DATA

ROADWAY CONDITIONS RECEIVER INPUT DATA

SITE CONDITIONS WALL INFORMATION
FHWA-RD-77-108 HIGHWAY NOISE PREDICTION MODEL
PROJECT: ACOUSTICAL STUDY JOB #: 0163-21-01
ROADWAY: COMPTON BLVD - LOS D -E+P DATE: 23-Feb-21
LOCATION: 1ST FLOOR FACADE ENGINEER:M. Dickerson
ADT = 25,796 RECEIVER DISTANCE = 50
SPEED = 35 DIST C/L TO WALL = 45
PK HR % = 10 RECEIVER HEIGHT = 5.0
NEAR LANE/FAR LANE DIST = 0 WALL DISTANCE FROM RECEIVER = 5 ROAD ELEVATION = 0.0 PAD ELEVATION = 0.5
GRADE = 1.0 % ROADWAY VIEW: LF ANGLE= -90
PK HR VOL = 2,580 RT ANGLE= 90
DF ANGLE= 180
AUTOMOBILES = 15 HTH WALL= 0.0
MEDIUM TRUCKS = 15 (10 = HARD SITE, 15 = SOFT SITE) AMBIENT= 0.0 HEAVY TRUCKS = 15 BARRIER = 0 (0 = WALL, 1 = BERM)

VEHICLE TYPE PK HR LEQ DAY LEQ EVEN LEQ NIGHT LEQ LDN CNEL AUTOMOBILES 67.0 65.1 63.4 57.3 65.9 66.6
MEDIUM TRUCKS 59.5 58.0 51.7 50.1 58.6 58.8
HEAVY TRUCKS 60.8 59.4 50.3 51.6 59.9 60.1
NOISE LEVELS (dBA) 68.6 66.8 63.9 59.0 67.5 68.0

NOISE INPUT DATA

ROADWAY CONDITIONS RECEIVER INPUT DATA

SITE CONDITIONS WALL INFORMATION
VEHICLE MIX DATA MISC. VEHICLE INFO

0.775 - -

DAY GRADE ADJUSTMENT

NOISE CONTOUR (FT)
- -

0.00 0.848

0.865

NOISE OUTPUT DATA

NOISE IMPACTS (WITHOUT TOPO OR BARRIER SHIELDING)

NOISE IMPACTS (WITH TOPO AND BARRIER SHIELDING)
FHWA-RD-77-108 HIGHWAY NOISE PREDICTION MODEL
PROJECT: ACOUSTICAL STUDY JOB #: 0163-21-01
ROADWAY: COMPTON BLVD - LOS D -E+P DATE: 23-Feb-21
LOCATION: 2ND FLOOR FACADE ENGINEER:M. Dickerson
ADT = 25,796 RECEIVER DISTANCE = 50
SPEED = 35 DIST C/L TO WALL = 45
PK HR % = 10 RECEIVER HEIGHT = 15.0
NEAR LANE/FAR LANE DIST = 0 WALL DISTANCE FROM RECEIVER = 5 ROAD ELEVATION = 0.0 PAD ELEVATION = 0.5
GRADE = 1.0 % ROADWAY VIEW: LF ANGLE= -90
PK HR VOL = 2,580 RT ANGLE= 90
DF ANGLE= 180
AUTOMOBILES = 15 HTH WALL= 0.0
MEDIUM TRUCKS = 15 (10 = HARD SITE, 15 = SOFT SITE) AMBIENT= 0.0 HEAVY TRUCKS = 15 BARRIER = 0 (0 = WALL, 1 = BERM)

VEHICLE TYPE PK HR LEQ DAY LEQ EVEN LEQ NIGHT LEQ LDN CNEL AUTOMOBILES 66.8 64.9 63.2 57.1 65.7 66.3
MEDIUM TRUCKS 59.4 57.9 51.5 50.0 58.4 58.7
HEAVY TRUCKS 60.7 59.3 50.3 51.5 59.9 60.0
NOISE LEVELS (dBA) 68.4 66.6 63.7 58.8 67.3 67.8
NOISE LEVELS 70 dBA 65 dBA 60 dBA 55 dBA
CNEL 36 77 166 357
LDN 33 72 154 332
VEHICLE MIX DATA MISC. VEHICLE INFO

NOISE INPUT DATA

ROADWAY CONDITIONS RECEIVER INPUT DATA

SITE CONDITIONS WALL INFORMATION

NOISE CONTOUR (FT)

DAY GRADE ADJUSTMENT

0.775 - -

0.848 - -

0.865 0.00

NOISE OUTPUT DATA

NOISE IMPACTS (WITHOUT TOPO OR BARRIER SHIELDING)

NOISE IMPACTS (WITH TOPO AND BARRIER SHIELDING)
Appendix C:

Construction Noise Modeling Output
Grading LMax at 180 feet dBA
Noise Level Calculation Prior to Implementation of Noise Attenuation Requirements Lmax Leq
1 Grader 86 1 40 180 0.5 0 72.1 68.1 6475953.76
2 Dozer 85 1 40 180 0.5 0 71.1 67.1 5144032.92
3 Excavator 86 1 40 180 0.5 0 72.1 68.1 6475953.76
4 Tractor/Backhoe 80 3 40 180 0.5 0 70.9 66.9 4880058.12 Source: MD Acoustics, May. 2019. Lmax* 75 Leq 74
1- Percentage of time that a piece of equipment is operating at full power. Lw 104 Lw 105 dBA – A-weighted Decibels
Lmax- Maximum Level
Leq- Equivalent Level
Feet Meters Ground Effect
No
Shielding
Leq dBA
1 dBA
Shielding
Leq dBA
2 dBA
Shielding
Leq dBA
3 dBA
Shielding
Leq dBA
4 dBA
Shielding
Leq dBA
5 dBA
Shielding
Leq dBA
6 dBA
Shielding
Leq dBA
7 dBA
Shielding
Leq dBA
8 dBA
Shielding
Leq dBA
9 dBA
Shielding
Leq dBA
10 dBA
Shielding
Leq dBA
11 dBA
Shielding
LeqdBA
12 dBA
Shielding
Leq dBA
13 dBA
Shielding
Leq dBA
14 dBA
Shielding
Leq dBA
15 dBA
Shielding
Leq dBA
50 15.2 0.5 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 60 18.3 0.5 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 70 21.3 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 80 24.4 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 90 27.4 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 100 30.5 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 110 33.5 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 120 36.6 0.5 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 130 39.6 0.5 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 140 42.7 0.5 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 150 45.7 0.5 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 160 48.8 0.5 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 170 51.8 0.5 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 180 54.9 0.5 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 190 57.9 0.5 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 200 61.0 0.5 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 210 64.0 0.5 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 220 67.1 0.5 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 230 70.1 0.5 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 240 73.1 0.5 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 250 76.2 0.5 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 260 79.2 0.5 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 270 82.3 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 280 85.3 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 290 88.4 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 300 91.4 0.5 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 310 94.5 0.5 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 320 97.5 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 330 100.6 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 340 103.6 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 350 106.7 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 360 109.7 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 370 112.8 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 Shielding
(dBA)
Calculated (dBA)
No. Equipment Description Reference (dBA) 50 ft Lmax Energy Ground
Quantity Effect
Usage
Factor1
Distance to
Receptor
(ft)
Building Construction LMax at 180 feet dBA
Noise Level Calculation Prior to Implementation of Noise Attenuation Requirements Lmax Leq
1 Cranes 82 1 40 180 0.5 0 68.1 64.1 2578123.63
2 Forklift/Tractor 80 3 40 180 0.5 0 70.9 66.9 4880058.12 3 Generator 80 1 40 180 0.5 0 66.1 62.1 1626686.04
4 Tractor/Backhoe 80 3 40 180 0.5 0 70.9 66.9 4880058.12 Source: MD Acoustics, May. 2019. Lmax* 73 Leq 71
1- Percentage of time that a piece of equipment is operating at full power. Lw 104 Lw 103 dBA – A-weighted Decibels
Lmax- Maximum Level
Leq- Equivalent Level
Feet Meters Ground Effect
No
Shielding
Leq dBA
1 dBA
Shielding
Leq dBA
2 dBA
Shielding
Leq dBA
3 dBA
Shielding
Leq dBA
4 dBA
Shielding
Leq dBA
5 dBA
Shielding
Leq dBA
6 dBA
Shielding
Leq dBA
7 dBA
Shielding
Leq dBA
8 dBA
Shielding
Leq dBA
9 dBA
Shielding
Leq dBA
10 dBA
Shielding
Leq dBA
11 dBA
Shielding
LeqdBA
12 dBA
Shielding
Leq dBA
13 dBA
Shielding
Leq dBA
14 dBA
Shielding
Leq dBA
15 dBA
Shielding
Leq dBA
50 15.2 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 60 18.3 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 70 21.3 0.5 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 80 24.4 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 90 27.4 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 100 30.5 0.5 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 110 33.5 0.5 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 120 36.6 0.5 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 130 39.6 0.5 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 140 42.7 0.5 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 150 45.7 0.5 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 160 48.8 0.5 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 170 51.8 0.5 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 180 54.9 0.5 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 190 57.9 0.5 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 200 61.0 0.5 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 210 64.0 0.5 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 220 67.1 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 230 70.1 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 240 73.1 0.5 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 250 76.2 0.5 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 260 79.2 0.5 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 270 82.3 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 280 85.3 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 290 88.4 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 300 91.4 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 310 94.5 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 320 97.5 0.5 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 330 100.6 0.5 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 340 103.6 0.5 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 350 106.7 0.5 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 360 109.7 0.5 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 370 112.8 0.5 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 No. Equipment Description Reference (dBA) 50 ft Lmax Quantity Usage
Factor1
Distance to
Receptor
(ft)
Ground
Effect
Shielding
(dBA)
Calculated (dBA)
Energy
Paving
Noise Level Calculation Prior to Implementation of Noise Attenuation Requirements Lmax Leq
1 Pavers 86 2 40 180 0.5 0 75.1 71.1 12951907.5
2 Rollers 80 2 40 180 0.5 0 69.1 65.1 3253372.08
3 Paving Equipment 80 2 40 180 0.5 0 69.1 65.1 3253372.08 Source: MD Acoustics, May. 2019. Lmax* 76 Leq 73
1- Percentage of time that a piece of equipment is operating at full power. Lw 108 Lw 105 dBA – A-weighted Decibels
Lmax- Maximum Level
Leq- Equivalent Level
Feet Meters Ground Effect
No
Shielding
Leq dBA
1 dBA
Shielding
Leq dBA
2 dBA
Shielding
Leq dBA
3 dBA
Shielding
Leq dBA
4 dBA
Shielding
Leq dBA
5 dBA
Shielding
Leq dBA
6 dBA
Shielding
Leq dBA
7 dBA
Shielding
Leq dBA
8 dBA
Shielding
Leq dBA
9 dBA
Shielding
Leq dBA
10 dBA
Shielding
Leq dBA
11 dBA
Shielding
LeqdBA
12 dBA
Shielding
Leq dBA
13 dBA
Shielding
Leq dBA
14 dBA
Shielding
Leq dBA
15 dBA
Shielding
Leq dBA
50 15.2 0.5 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 60 18.3 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 70 21.3 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 80 24.4 0.5 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 90 27.4 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 100 30.5 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 110 33.5 0.5 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 120 36.6 0.5 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 130 39.6 0.5 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 140 42.7 0.5 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 150 45.7 0.5 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 160 48.8 0.5 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 170 51.8 0.5 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 180 54.9 0.5 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 190 57.9 0.5 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 200 61.0 0.5 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 210 64.0 0.5 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 220 67.1 0.5 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 230 70.1 0.5 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 240 73.1 0.5 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 250 76.2 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 260 79.2 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 270 82.3 0.5 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 280 85.3 0.5 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 290 88.4 0.5 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 300 91.4 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 310 94.5 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 320 97.5 0.5 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 330 100.6 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 340 103.6 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 350 106.7 0.5 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 360 109.7 0.5 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 370 112.8 0.5 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 No. Equipment Description Reference (dBA) 50 ft Lmax Quantity Usage
Factor1
Distance to
Receptor
(ft)
Ground
Effect
Shielding
(dBA)
Calculated (dBA)
Energy
Project: Compton Residential Date: 2/23/21
Source: Large Bulldozer
Scenario: Unmitigated
Location:

Address:

PPV = PPVref(25/D)^n (in/sec)
Equipment = INPUT SECTION IN BLUE
Type
PPVref = 0.089 Reference PPV (in/sec) at 25 ft.

D = 50.00 Distance from Equipment to Receiver (ft)
n = 1.10 Vibration attenuation rate through the ground
PPV = 0.042 IN/SEC OUTPUT IN RED

DATA OUT RESULTS
2 Large Bulldozer
Note: Based on reference equations from Vibration Guidance Manual, California Department of Transportation, 2006, pgs 38-43.

VIBRATION LEVEL IMPACT
Project Site

DATA INPUT
Preliminary Low Impact Development Plan
Concord, Compton
Preparation Date: August 2019
Revised: March 2021
Preliminary Low Impact Development (LID) Plan
Prepared for:

City Ventures
3121 Michelson Drive, Suite 150
Irvine, CA 92612
Kim Prijatel
(949) 258-7555
Property:

TTM 82807
APN 6161-001-902
930 W. Compton Boulevard
Compton, CA 90220
Prepared by:

C&V Consulting, Inc.
9830 Irvine Center Drive
Irvine, CA 92618
(949) 916-3800
Philip Malcomson, P.E.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 100
March 2021 ii
Receipt of WDID

REPLACE THIS SHEET
To be provided prior to final approval
Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 100
March 2021 iii
Notice of Intent

REPLACE THIS SHEET
To be provided prior to final approval
Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 100
March 2021 iv
Table of Contents

SECTION PAGE
SECTION 100
COVER ............................................................................................................................................................ I RECEIPT OF WDID.......................................................................................................................................... II NOTICE OF INTENT...........................................................................................................................................III LIST OF FIGURES............................................................................................................................................ IV LIST OF APPENDICES ...................................................................................................................................... IV PROJECT OWNER’S CERTIFICATION.................................................................................................................. V ENGINEER CERTIFICATION .............................................................................................................................. VI SECTION 200 ...............................................................................................................................................1 A.Contact Information/List of Responsible Parties .......................................................................................1 SECTION 300 ...............................................................................................................................................2 A.References ................................................................................................................................................2 SECTION 400 – BODY OF LID....................................................................................................................3 A.Objectives ..................................................................................................................................................3 B.Project Background and Description .........................................................................................................3 C.Vicinity Map ...............................................................................................................................................3 D.Existing Site Drainage Condition...............................................................................................................4 E.Proposed Site Drainage Conditions ..........................................................................................................5 F.LID Project Types, Characteristics, & Activities.........................................................................................5 G.Pollutant Source Identification and BMP Selection...................................................................................5 H.Source Control BMPs................................................................................................................................6 I.Structural BMPs ........................................................................................................................................10 J.BMP Maintenance, Inspection, and Repair..............................................................................................13 K.Inspection, Maintenance, and Responsibility for BMPs ..........................................................................14 L.Operation/Maintenance Funding after Project Completion......................................................................16 List of Figures
Figure 1: Project Vicinity Map
Figure 2: BMP Exhibit
Figure 3: Impaired Waters
List of Appendices
Appendix A: Volume and Infiltration Calculations & Hydrologic Report Appendix B: Site BMPs
Appendix C: Modular Wetlands System (MWS) Biofiltration Vaults Appendix D: “NO DUMPING – DRAINS TO OCEAN” Stencil Examples Appendix E: Catch Basin Cleaning
Appendix F: General Education Materials
Appendix G: Operation and Maintenance Plan
Appendix H: Geotechnical Investigation
Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 100
March 2021 v
Project Owner’s Certification
of the
Preliminary Low Impact Development (LID) Plan
Project Name: Concord
Project Number: Tentative Tract Map No. 82807
APN 6161-001-902
Project Address: 930 W. Compton Boulevard
Compton, CA 90220
This Preliminary Low Impact Development (LID) Plan for the Concord (TM 82807) project has been prepared for City Ventures by C&V Consulting, Inc. It is intended to comply with the requirements of the City of Compton’s Conditions of Approval.

The undersigned is authorized to approve implementation of provisions of this plan as appropriate, and will strive to have the plan carried out by successors consistent with the County of Los Angeles LID Manual and the intent of the NPDES storm water requirements.
"I certify under penalty of law that this document and all attachments were prepared under my jurisdiction or supervision in accordance with a system designed to assure that qualified personnel properly gather and evaluate the information submitted. Based on my inquiry of the person or persons who manage the system or those persons directly responsible for gathered the information, to the best of my knowledge and belief, the information submitted is true, accurate, and complete. I am aware that there are significant penalties for submitting false information, including the possibility of fine and imprisonment for knowing violations.”
Owner’s Name: Kim Prijatel
Owner’s Title: Vice President of Development
Company: City Ventures
Address: 3121 Michelson Drive, Suite 150, Irvine, CA 92612 Email: [email protected]
Telephone No.: (949) 258-7555
Signature: Date:

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 100
March 2021 vi
Engineer Certification
Engineer’s Name: Philip Malcomson
Engineer’s Title: President
Company: C&V Consulting, Inc.

Address: 9830 Irvine Center Drive, Irvine, CA 92618
Email: [email protected]
Telephone No. (949) 916-3800
I hereby certify that this Low Impact Development Plan is in compliance with, and meets the requirements set forth in, Order No. R4-2012-0175, of the Los Angeles Regional Water Quality Control Board.

Engineer’s Signature Date
Place Stamp Here
Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 200
March 2021 1
Section 200
A. Contact Information/List of Responsible Parties
The property contact information is:

Kim Prijatel
Tel: (949) 258-7555
City Ventures
3121 Michelson Drive, Suite 150
Irvine, CA 92612
The property owner shall have primary responsibility and significant authority for the implementation, maintenance, and inspection of the property BMPs. Duties of the Owner include but are not limited to:
• Implementing all elements of the LID, including but not limited to:
o Implementation of prompt and effective erosion and sediment control measures
o Implementing all non-storm water management, and materials and waste management activities, such as: monitoring, discharges, general site clean-up; vehicle and equipment cleaning, spill control; good construction housekeeping to ensure that no materials other than storm water are discharged which may have an adverse effect on receiving waters or storm drain systems, etc.
• Pre-storm inspections
• Storm event inspections
• Post-storm inspections
• Routine inspections as described in the LID
• Ensuring elimination of all unauthorized discharges
• The Owner shall be assigned authority to mobilize crews in order to make immediate repairs to the control measures.
• Coordinate all of the necessary corrections/repairs are made immediately, and that the project complies with the LID at all times.
• Managing and report any Illicit Connections or Illegal Discharges.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 300
March 2021 2
Section 300
A. References
The following documents are made a part of this LID by reference:
• Project plans and specifications for the City of Compton to support the Concord (TM 82807) project, prepared by C&V Consulting, Inc., 9830 Irvine Center Drive, Irvine, CA 92618.
• County of Los Angeles Department of Public Works, Low Impact Development Standards Manual dated February 2014
• State Water Resources Control Board (SWRCB) National Pollutant Discharge Elimination System (NPDES) General Permit for Storm Water Discharges Associated with Construction and Land Disturbance Activities, Order No. 2009- 0009-DWQ, NPDES No. CAS000002 dated July 1, 2010
• California Stormwater BMP Handbook – Construction, January 2009. • California Stormwater BMP Handbook – New Development and Redevelopment, January 2003.
• Los Angeles County Municipal Stormwater/ NPDES Permit Order R4-2012-0175 Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 3
Section 400 – Body of LID
A. Objectives
This Low Impact Development (LID) Plan has four main objectives:
1) Identify all pollutant sources, including sources of sediment that may affect the quality of storm water discharges associated with daily use / activity (storm water discharges) from the property site.
2) Identify non-storm water discharges.
3) Identify, construct, implement and maintain Best Management Practices (BMPs) to reduce or eliminate pollutants in storm water discharges and authorized non-storm water discharges from the property site.
4) Develop a maintenance schedule for BMPs designed to reduce or eliminate pollutants.

B. Project Background and Description
The proposed project is located at 930 W. Compton Boulevard in the City of Compton, California and consists of approximately 2.45 acres. The site is bounded by W.

Compton Boulevard to the north, W. 151
st Street and existing single-family residential to
the south, S. Kemp Avenue and existing single-family residential to the east, and Dwight avenue and a liquor store to the west. The project proposes to construct eight buildings of 60 residential units with private garages, private drive aisles, and guest parking areas. The private drive aisle provides access to the residences via two driveway entrances/exits along W. 151
st Street. Drive aisles and parking areas will be composed of asphalt concrete pavement, and landscaping will be incorporated in open-space areas.

The project site is currently vacant with no visible traces of impervious coverage. Thus, pervious coverage is assumed to be 99% for the existing condition of the site per LACPW Hydrology Manual. Proposed condition coverage is assumed to be 86% impervious based on land use per Hydrology Manual.

C. Vicinity Map
The site is located at 930 W. Compton Avenue off of the I-110 freeway in the City of Compton, County of Los Angeles. The site is bounded by W. Compton Boulevard to the north, W. 151
st Street and existing single-family residential to the south, S. Kemp Avenue and existing single-family residential to the east, and Dwight avenue and a liquor store to the west.

Refer to Figure 1 for the Vicinity Map.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 4
D. Existing Site Drainage Condition
The existing site is relatively flat with elevations ranging between approximately 81 feet and 85 feet above mean sea level. Generally, the existing site drainage surface flows overland in the northeasterly direction and overflows into the rights-of-way of W.

Compton Boulevard and S. Kemp Avenue. Within the public rights-of-way, drainage is captured by existing catch basins within W. Compton Boulevard and S. Kemp Avenue and conveyed to an existing Los Angeles County Flood Control District (LACFCD) 66” Reinforced Concrete storm drain facility within W. Compton Boulevard which outlets to the existing Compton Creek. Compton Creek flows in the southeasterly direction and outlets to the existing Los Angeles River which ultimately drains to the Pacific Ocean at San Pedro Bay. Water bodies downstream of the project site are listed on the most current 303 (d) List as follows:
• Compton Creek
o Benthic-Macroinvertebrate Bioassessments
o Coliform Bacteria
o Copper
o Lead
o pH
o Trash
• Los Angeles River
o Ammonia
o Cadmium
o Coliform Bacteria
o Dissolved Copper
o Cyanide
o Diazinon
o Lead
o Nutrients (Algae)
o pH
o Trash
o Dissolved Zinc
• San Pedro Bay
o Chlordane
All facilities downstream of the project site are engineered, therefore the project is exempt from Hydromodification Control requirements.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 5
E. Proposed Site Drainage Conditions
The proposed development site comprises a total of 2.45 acres. The proposed site consists of 60 residential units with private garages, a private drive aisle, sidewalks, guest parking areas, and associated landscaping.

Proposed drainage will be directed as sheet flow overland and through a series of area drains towards proposed Modular Wetlands System (MWS) Biofiltration Vaults for water quality treatment prior to discharging to the existing LACFCD 66” storm drain within W.

Compton Boulevard. The proposed area drain system will collect surface runoff within landscaped and backyard areas and convey flows directly to the proposed MWS Biofiltration Vaults via proposed underground storm drain. Street surface flows will be conveyed via proposed curb and gutter towards two (2) proposed curb-inlet catch basins located along the private drive aisle. The proposed catch basins will be equipped with a Dvert system designed to divert low flows to the proposed MWS Biofiltration Vaults. Treated stormwater will be conveyed via proposed underground storm drain to proposed underground detention systems which will be outflow controlled to mitigate peak discharge to the existing LACFCD storm drain within W. Compton Boulevard.

During larger storm events and when the MWS Biofiltration Vaults are at capacity, the Dvert system within the catch basins and an internal bypass within the MWS Biofiltration Vaults will allow for high flows to bypass treatment and flow directly to the proposed detention systems via the proposed storm drain system. Drainage from the site will be conveyed from the detention system to the existing LACFCD 66” storm drain at two (2) points of connection. Upon discharging to the existing LACFCD storm drain, site runoff will follow the historic drainage pattern.

Refer to Figure 2, BMP Exhibit for additional information.

F. LID Project Types, Characteristics, & Activities
Per the Los Angeles Department of Public Works (LACDPW), Low Impact Development Standards Manual, dated February 2014, the proposed project is classified as a “Designated Project.” A “Designated Project” is defined by the LACDPW as follows:
“Redevelopment projects, which are developments that result in creation or addition or replacement of either: (1) 5,000 square feet or more of impervious surface on a site that was previously developed as described in the above bullets; or (2) 10,000 square feet or more of impervious surface area on a site that was previous developed as a single family home.”
G. Pollutant Source Identification and BMP Selection
The following is a list of materials to be used in the daily construction activities at the project site, which will potentially contribute to pollutants, other than sediment, to storm water runoff. Control Practices for each activity are identified below:

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 6
• Vehicle fluids, including oil, grease, petroleum, and coolants from personal vehicles
• Landscaping materials and wastes (topsoil, plant materials, herbicides, fertilizers, mulch, pesticides)
• General trash debris and litter
• Pet waste (bacteria/ fecal coliforms)
The Best Management Practices (BMPs) that have been selected for implementation on this project are detailed in the following sections.

H. Source Control BMPs
Project proponents shall implement Site Design concepts that achieve each of the following:
• Minimize Urban Runoff
• Minimize Impervious Footprint
• Conserve Natural Areas
• Minimize Directly Connected Impervious Areas (DCIAs)
Table-1 identifies the source control and treatment BMPs and how each is implemented to achieve each Site Design concept. BMP fact sheets are provided by the LACDPW Low Impact Development Standards Manual and the California Stormwater Quality Association.

Table-1: Source Control BMPs
BMP
BMP

DESCRIPTION

CHECK ONE IF NOT

APPLICABLE,

STATE BRIEF
INCLUDED? REASON
NOT

APPLICABLE
Non-Structural
Source Control
BMPs:

Education for
Leasers’, Operators,
Occupants, or
Employees
X
Activity Restrictions
(CC&Rs) X
S-8
Landscape Irrigation
Practices
X
Common Area Litter
Control X
SE-7
Street Sweeping
Private Streets and
Parking Lots
X
Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 7
BMP
BMP

DESCRIPTION

CHECK ONE IF NOT

APPLICABLE,

STATE BRIEF
INCLUDED? REASON
NOT

APPLICABLE
Drainage Facility
Inspection and
Maintenance
X
Structural Source
Control BMPs:

S-1
Storm Drain
Message and
Signage
X
S-8
Landscape Irrigation
Practices
X
SD-11
Roof Runoff
Controls
X
Protect Slopes and
Channels X
No proposed slopes
and channels
S-6
Outdoor
Vehicle/Equipment/
Accessory Washing
Area
X
No proposed car wash
racks
Proper Site
Design:

S-7
Fuel and
Maintenance Area X
No proposed fueling
areas
SD-33 Air/Water Supply
Area Drainage X
No proposed air/water
supply
S-3
Outdoor Trash
Storage and Waste
Handling Area
X
No proposed waste
handling areas
S-4
Outdoor Loading/
Unloading Dock
Area
X
No proposed
loading/unloading dock
areas
S-5
Outdoor
Vehicle/Equipment
Repair/Maintenance
Area
X
No proposed
maintenance bays
S-6
Outdoor
Vehicle/Equipment/
Accessory Washing
Area
X
No proposed wash
areas
S-2
Outdoor Material
Storage Area X
No proposed material
storage areas
SD-36
Outdoor Work
Areas or Processing
Areas
X
No proposed outdoor
work areas
Provide Wash
Water Controls for
Food Preparation
Areas
X
No proposed food
preparation areas
Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 8
Non-Structural Measures
Non-structural BMPs are generally managerial, educational, inspection and/ or maintenance oriented. These items consist of educating employees and occupants, developing and implementing HOA guidelines, implementing BMPs and enforcing Code requirements. Non-structural BMPs used for this project are summarized below:

Education for Employees and Occupants
Practical informational materials will be provided to homeowners, HOA and employees on general good housekeeping practices that contribute to protection of storm water quality. Among other things, these materials will describe the use of chemicals (including household type) that should be limited to the property, with no discharge of specified wastes via hosing or other direct discharge to gutters, catch basins and storm drains. Initially, the Owner will provide these materials. Thereafter, such materials will be available through the HOA education program.

This program must be maintained, enforced, and updated periodically by the HOA.

Educational materials including, but not limited to, the materials included in the Appendix F of this plan will be made available to the employees and contractors of the HOA.

Activity Restrictions
Activities on this site will be limited to activities related to residential living. The project’s Conditions, Covenants, and Restrictions (CC&Rs) will outline the activities that are restricted on the property. Such activities related to the LID include car washing, car maintenance and disposal of used motor fluids, pet waste cleanup, and trash container areas.

Efficient Landscape System & Landscape Maintenance
Management programs will be designed and established by the HOA, who will maintain the common areas within the project site. These programs will include how to mitigate the potential dangers of fertilizer and pesticide usage (refer to the Maintenance and Frequency Table). Ongoing maintenance will be consistent with the State of California Model- Water Efficient Landscape Ordinance. Fertilizer and pesticide usage shall be consistent with County Management Guidelines for use of Fertilizers and Pesticides.

Street Sweeping in Private Streets and Parking Lots
The HOA shall have all streets and parking lots swept on a weekly basis. This procedure will be intensified around October 15th of each year prior to and throughout rain storm period.

Drainage Facility Inspection & Maintenance
The HOA will be responsible for implementing each of the BMPs detailed in this plan.

The HOA will also be responsible for cleaning and maintaining the BMPs on a regular basis. Refer to Appendix G for the Operation and Maintenance Plan. Refer to Appendix C for site specific drainage BMP information.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 9
Storm Drain Stenciling/ Signage
Phrase "No Dumping – Drains to Ocean" or equally effective phrase to be stenciled on catch basins to alert the public to the destination of pollutants discharged into storm water. This stenciling will be inspected and re-stenciled on a periodic basis by the HOA.

Refer to Table 4 for maintenance frequency.

Landscape & Irrigation System Design
As part of the design of all common area landscape irrigation shall employ water conservation principals, including, but not limited to, such provisions as water sensors, programmable irrigation times (for short cycles), etc. will be used. Such common areas will be maintained by the HOA.

Common Area Litter Control
The HOA must implement trash management and litter control procedures in common areas aimed at reducing pollution of drainage water. The HOA may contract a landscape maintenance company to provide this service during regularly scheduled maintenance which will consist of litter patrol and noting trash disposal violations and reporting the violations to the HOA for investigation.

Title 22 CC&R Compliance
The HOA will comply with this Regulation as part of the development’s CC&Rs. CC&Rs will be prepared as a separate document and reviewed by the City’s Attorney.

Uniform Fire Code Implementation
The HOA will comply with this Code as part of the development’s CC&Rs. CC&Rs will be prepared as a separate document and reviewed by the City’s Attorney.

Employee Training
A training program will be established as it would apply to future employees, contractors, and homeowners of the HOA to inform and train in maintenance activities regarding the impact of dumping oil, paints, solvents, or other potentially harmful chemicals into storm drains; the proper use of fertilizers and pesticides in landscaping maintenance practices; and the impacts of littering and improper water disposal.

The HOA (or a hired firm) will conduct the training program which will include targeted training sessions with specific construction disciplines (landscaping, concrete finishers, painters, etc.). See Appendix F for examples of educational materials that will be provided to the Employees.

The project’s CC&Rs will include provisions for future employee training programs conducted on a yearly based prior to the rainy season.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 10
I. Structural BMPs
Structural BMPs shall be installed by the developer, through the construction and development of the project, for instance; landscaping and irrigation systems shall be designed by licensed landscape architects and installed by qualified contractors to specifications and standards of the City of Compton. The structural BMPs used for this project are summarized below:

Expected pollutants associated with this development include vehicle discharge fluids, landscaping materials and waste, litter, and pet waste. To mitigate these pollutants, the structural best management practices summarized below.

Table-2: Design BMPs

BMP TECHNIQUE
INCLUDED?

YES NO BRIEF DESCRIPTION OF METHOD
SD-10
Minimize Impervious
Area/Maximize
Permeability (CFactor Reduction)
X
We have incorporated landscape
areas wherever possible within the
project site. See Appendix B for
details.

Minimize Directly
Connected
Impervious Areas
(DCIAs) (C-Factor
Reduction)
X
We minimize DCIAs by limiting
sidewalks and parking areas to the
minimum necessary for proper use.

Stepping stones are used in areas
with minimal foot traffic.

Create Reduced or
“Zero Discharge”
Areas (Runoff
Volume Reduction)
X
The entire SWQDV will be infiltrated,
resulting in an overall runoff volume
reduction.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 11
Table-3: Treatment BMPs

BMP NAME
INCLUDED? IF NOT APPLICABLE, STATE BRIEF

YES NO REASON
VEG-5
Vegetated Filter
Strip
X Alternative BMP selected
VEG-4 Vegetated Swale X Space not available for BMP
MP-40 Media Filter X Alternative BMP selected
MP-52 Drain Inserts X Alternative BMP selected
T-3
Extended Detention
Basin X Alternative BMP selected
T-4 Wet Pond X Alternative BMP selected
T-2
Constructed
Wetland
X Alternative BMP selected
T-1 Sand Filter X Alternative BMP selected
RET-5
Permeable
Pavement without
an Underdrain
X Alternative BMP selected
RET-2 Infiltration Basin X Alternative BMP selected
RET-3 Infiltration Trench X Alternative BMP selected
TC-40 Media Filter X Alternative BMP selected
BIO-1 Biofiltration X MWS Biofiltration Vaults will be utilized in the proposed development.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 12
Biofiltration: Modular Wetlands System, Biofiltration Units Modular Wetland System (MWS) Biofiltration Vaults will be utilized to capture and treat the stormwater runoff prior to leaving the site. MWS utilizes a 3-phase treatment train by conveying stormwater runoff through a pre-treatment chamber, planting or “Wetland” chamber and discharge chamber. Treated stormwater will be discharged into the proposed underground storm drain system which connects directly to the an existing LACFCD 66” storm drain system within W. Compton Boulevard.

Based on the grading and drainage design, the site will be divided into two (2) Drainage Management Areas (DMA) and utilize two (2) MWS Biofiltration Vaults to provide treatment of stormwater runoff. The design flowrate and treatment capacity for each DMA are as follows:

Drainage
Management
Area (DMA)
Size (ac) Peak Flow
Rate (cfs)*
Peak Flow
Rate x 1.5 (cfs)
MWS Model

MWS HGL
Height (ft)
Treatment
Capacity (cfs)
1 1.085 0.237 0.356 MWS-L-8-16-V 3.4 0.462
2 1.365 0.298 0.447 MWS-L-8-16-V 3.4 0.462
Total 2.45 0.535 0.803 - 0.924
*Los Angeles County Department of Public Works (LACDPW) HydroCalc Software was utilized to calculate peak flowrates. The governing flowrate between the 0.75-inch storm event and the 85
th Percentile storm event was utilized for design. Refer to Appendix A for HydroCalc outputs.

The proposed site will generate a total design flowrate of approximately 0.535 cfs. After multiplying this value by a factor of 1.5, the required treatment flowrate equals 0.803 cfs.

The MWS Biofiltration Vaults provide a total treatment capacity of approximately 0.924 cfs and therefore provide more than enough treatment for the proposed development.

The MWS systems will address the pollutants of concern associated with the development type. Refer to Appendix C for more information on MWS Biofiltration Vaults.

Catch Basin Inspection
The HOA will maintain the drainage systems, including catch basins and culverts. The HOA is required to have catch basins inspected and, if necessary, cleaned prior to the storm season, no later than October 15th each year or prior to the first 24-hour storm event, whichever occurs first. These duties may be contracted out to the landscape maintenance firm hired by the HOA. Please see Appendix E for maintenance program.

Refer to Appendix G for the Operation and Maintenance Plan.

Runoff-Minimizing Landscape Design
As part of the design of all common area landscape areas, similar planting material with similar water requirements will be used in order to reduce excess irrigation runoff and promote surface filtration. Such common areas will be maintained by the HOA.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 13
Community Car Wash Racks
No community car wash rack or area will be provided, therefore, vehicle washing by residents on the property will not be allowed per the CC&Rs.

Self-Contained Washing
Self-contained washing of vehicles by residents or owners on the property will not be allowed per the CC&Rs.

Outdoor Material Storage Areas
Outdoor material storage areas refer to storage areas or storage facilities solely for the storage of materials. Improper storage of materials outdoors may provide an opportunity for toxic compounds, oil and grease, heavy metals, nutrients, suspended solids, and other pollutants to enter the storm water conveyance system. Outdoor Storage by residents or owners on the property will not be allowed per the CC&Rs.

J. BMP Maintenance, Inspection, and Repair
Inspections will be conducted as follows:
• Annually and prior to the start of the rainy season
• Every (1) month during rainy season
• At any other time(s) or intervals of time specified in the contract documents Repairs and/ or maintenance procedures shall be carried out at the soonest possible time.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 14
K. Inspection, Maintenance, and Responsibility for BMPs Table-4 and Table-5 show the lists of the post-construction BMPs (routine non-structural and structural), the required ongoing maintenance, the inspection and maintenance frequency, the inspection criteria, and the entity or party responsible for implementation, maintenance, and/or inspection.

Table-4: Non-Structural BMP Maintenance Responsibility/Frequency Matrix

BMP RESPONSIBILITY FREQUENCY
Homeowner/
Business owner
Education,
Activity
Restrictions
HOA will provide
educational materials.

Those materials and
responsibilities must be
passed onto subsequent
property owners.

Continuous. CC&Rs to be provided to
homeowners at the time they purchase the
property and updates provided by the HOA as
they occur.

Common Area
Landscape
Management
HOA will appoint a
landscape maintenance
contractor
Monthly during regular maintenance and use
with management guidelines for use of
fertilizers and pesticides.

Parking Areas
and Drive Aisle
Management
HOA
The Drives Aisles are to be swept on a routine
scheduled basis to facilitate the pickup of trash
and debris (plant or otherwise) and to remove
excessive oil, grease and build-up. During
sweeping, debris is to be removed from the
parking areas and drives and then scrubbed
and rinsed. This sweeping schedule will be at a
minimum occurrence of once a week and as
necessary to rid / reduce active pollutants from
the pavement areas. This maintenance
requirement will be listed in the Convent,
Conditions and Restrictions (CC&Rs) of this
project. These CC&Rs will be recorded to the
property at the County Recorder’s Office and
be included on the final Title report of these
properties.

Litter Control by
Sweeping HOA
Weekly inspection of trash receptacles to
ensure that lids are closed and pick up any
excess trash on the ground, noting trash
disposal violations to the HOA for remediation.

Employee
Training HOA
Monthly for maintenance personnel and
employees to include the educational materials
contained in the approved LID.

Common Area
Catch Basin
Inspection &
Cleaning
HOA will appoint a
landscape maintenance
contractor for common
areas and storm drain
facilities.

Inspect basins once a month. Clean debris and
silt in bottom of catch basins as needed.

Intensified on or about October 15th each year
or prior to the first 24-hour storm event,
whichever occurs first.

Refer to Appendix E.

Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 15
Table-5: Structural BMP Maintenance Responsibility/ Frequency Matrix

BMP RESPONSIBILITY FREQUENCY
Common Area
Efficient Irrigation
HOA will appoint a
landscape
contractor after
construction
Once a week, in conjunction with maintenance
activities. Verify that runoff minimizing landscape
design continues to function by checking that
water sensors are functioning properly, that
irrigation heads are adjusted properly to eliminate
overspray to hardscape areas, and to verify that
irrigation timing and cycle lengths are adjusted in
accordance with water demands, given time of
year, weather and day or night time temperatures.

Common Area
Runoff Efficient
Landscape
Design
HOA will appoint a
landscaping
contractor
Once a week in conjunction with maintenance
activities and prior to finalizing any replanting
schemes. Verify that plants continue to be
grouped according to similar water requirements
in order to reduce excess irrigation runoff.

Modular Wetlands
System (MWS)
Biofiltration Vaults
HOA
MWS Biofiltration Vaults maintenance will conform
to manufacturer’s specifications. Please see
additional information in Appendix C
Preliminary Low Impact Development Plan
Concord, Compton
City Ventures Section 400
March 2021 16
L. Operation/Maintenance Funding after Project Completion The post-construction BMPs as described above will be funded and maintained by:

Kim Prijatel
Tel: (949) 258-7555
City Ventures
3121 Michelson Drive, Suite 150
Irvine, CA 92612
Maintenance and requirements of the maintenance for the properties will be listed in the Convent, Conditions and Restrictions (CC&Rs) of this project and will be the responsibility of the property owner at all times. These CC&Rs will be recorded to the property at the County Recorder’s Office and be included on the Title report of these properties.

Preliminary Low Impact Development Plan
Concord, Compton
Figure 1:

Project Vicinity Map

P
reliminaryLowImpactDevelopmentPlan
Concord,Compton
Figure 2:

BMP Exhibit
0 SCALE: 1" = 30' 15 30 60 EV
Preliminary Low Impact Development Plan
Concord, Compton
Figure 3:

Impaired Waters
Aà
%&(l
!"$`
!"$`
?q
?º
%&(e
%&(e
?Õ
%&(q
%&(q
%&(d
?»
AË
IÄ
IÄ
Aÿ
AV
BV
DR
ST
ST
ST
BV
N
N
RD
BV

FELIZ LOS
AV
BV
AV
RD
6TH
HY
BV
BV
BV

ARTESIA

WOODMAN
WY
BV LA
BV

VAN NUYS

VINELAND AV
TAMPA

SHERMAN
BALBOA

FALLBROOK
RD
HY

WILSHIRE
SUNSET

IMPERIAL
BL

VENTURA

BL VICTORY
WY
CARSON
COAST
25TH
ST

ALAMITOS AV
BV
MAIN
B ST

ARTESIA
BV

FIRESTONE

ATLANTIC
BV
AV

ST CARSON
7TH

ATLANTIC
WILLOW

MULHOLLAND
VALLEY
CIRCLE

GLENDALE

VERDUGO

HUNTINGTON

MISSION

PACIFIC

SEPULVEDA

HAWTHORNE

WESTERN

WILMINGTON

BROADWAY
VALLEY
MAIN

MANCHESTER
BREA

ROSECRANS
OCEAN

ALAMEDA

TOPANGA
SUNSET
CANYON

LINCOLN

SLAUSON
ST
GAFFEY

SEPULVEDA

PACIFIC AV
LOS

ANGELES
RIV ER
L
O
S
A
N
GEL
E
S
RIV
E
R
RIVER

LOS ANGELES
ENCINO

RESERVOIR
UPPER

FRANKLIN

RESERVOIR

HOLLYWOOD

RESERVOIR

SILVER LAKE

RESERVOIR

SEPULVEDA FLOOD

CONTROL BASIN
STONE
CANYON

RESERVOIR
LOWER

FRANKLIN
CANYON

RESERVOIR
HARBOR
LAKE
DEVIL
GATE
DAM
& RES

SANTA MONICA
RUSTIC
CANYON

MANDEVILLE CANYON CHANNEL

SULLIVAN CANYON

CHANNEL

CANYON CHANNEL

REXFORD CHANNEL

COLDWATERCANYON

CHANNEL

BENEDICT CANYON

CHANNEL COLDWATER

CHANNEL

BENEDICT CANYON CHANNEL

SYCAMORE CANYON

ARROYO SECO
CREEK

CABALLERO

ENCINO CHANNEL

TUJUNGA WASH

CENTRAL BRANCH WASH

BURBANK WESTERN
SYSTEM

VERDUGO WASH

SYCAMORE WASH DEAD HORSE CANYON CHANNEL

SYCAMORE-SCHOLL

DIVERSION ROYAL CANYON CHANNEL

REYNOLDS
COURT
LAT

DRY CANYON

SOUTH FORK

DRY CANYON CHANNEL

SAWTELLE CHANNEL

ARROYO SECO

CHANNEL
SCHOLL

CHANNEL

SYCAMORE
CANYON

CLEMENTS

LATERAL

CASCADIA

LATERAL

BALLONA CREEK
CREEK
DRAIN

WILLMINGTON

DOMINGUEZ

CHANNEL

RIO HONDO

COMPTON

DOMINGUEZ WASH

ANDERSON
CREEK

BALLONA

COMPTON CREEK
LAGUNA
DOMINGUEZ F.C.S

CHANNEL

EAST BRANCH
ATBELL

CHANNEL

CENTINELA CREEK

SEPULVEDA CHANNEL

SYSTEM WESTERN

BURBANK

ALISO CREEK

DAYTON CREEK
BULL

SOUTH CHANNEL - PACOIMA WASH

CHATSWORTH
CREEK

BELL CREEK
CREEK

CALABASAS
CREEK

CREEK BROWNS
SOUTH

BELL CREEK ESCORPION
FORK
CREEK
BELL

CENTRAL BRANCH WASH

UGO WASH

ALTADENA

BURBANK EASTERN SYSTEM

HILLCREST

CHANNEL

BRAND CANYON CHANNEL
CHILDS

CANYON CHANNEL

ELMWOOD

CANYON CHANNEL

ENGLEHEARD

CANYON CHANNEL
WASH

MCCLURE CHAN

VERDUGO

LOCKHEED

CHANNEL
STOUGH
CANYON

CHANNEL

HALLS CANYON CHAN

FLINT CANYON CHANNEL GOULD CA PARADISE CANYON CHANNEL CHAN

PACOIMA

PACIFIC OCEAN
Ballona Creek and other Urban Watersheds
LOS

ANGELES

GLENDALE

CARSON LONG
BEACH

TORRANCE

BURBANK

COMPTON

INGLEWOOD
VERNON

GARDENA
RANCHO
PALOS
VERDES
SANTA
MONICA
SOUTH
GATE
BELL

LYNWOOD

HAWTHORNE
MALIBU

REDONDO
BEACH
EL

SEGUNDO
LOMITA

MANHATTAN
BEACH
CUDAHY

PASADENA

CALABASAS
CULVER
CITY

BEVERLY
HILLS

PARAMOUNT
PALOS
VERDES

ESTATES

LAWNDALE

ROLLING
HILLS
LA
CANADA

FLINTRIDGE

ROLLING
HILLS

ESTATES

COMMERCE

HUNTINGTON
PARK
SIGNAL
HILL

MAYWOOD
WEST

HOLLYWOOD

HERMOSA
BEACH
SOUTH

PASADENA
WATTS
PALMS
ATHENS
MONETA
LENNOX
VENICE
RESEDA

TOPANGA

TARZANA

BIG ROCK

GLENVIEW

WALTERIA

ROSEWOOD

EL PORTO

FLORENCE

CRENSHAW

WESTLAKE

WESTWOOD

FERNWOOD

VAN NUYS

WINNETKA

SAN PEDRO

MIRALESTE

DOMINGUEZ

HOLLYDALE

HYDE PARK

VIEW PARK

FOX HILLS

MAR VISTA

KOREATOWN

BRENTWOOD

ECHO PARK

LOS FELIZ OLD CANYON

WILMINGTON

OCEAN PARK

EAGLE ROCK

WEST HILLS

HARBOR CITY

WALNUT PARK

WILLOWBROOK

WESTCHESTER

SYLVIA PARK

CANOGA PARK

BIXBY KNOLLS

LEIMERT PARK

CITY TERRACE

HANCOCK PARK PARK LA BREA

CENTURY CITY

CYPRESS PARK

BEVERLY GLEN

SHERMAN OAKS

VERDUGO CITY

PLAYA DEL REY

WINDSOR HILLS

BALDWIN HILLS

BOYLE HEIGHTS

CASTELLAMMARE

HIGHLAND PARK
MT WASHINGTON GLASSELL\PARK

MOUNT OLYMPUS

WARNER CENTER

HARBOR GATEWAY

MARINA DEL REY

JEFFERSON PARK

MONTEREY HILLS

UNIVERSAL CITY

VALLEY VILLAGE WOODLAND HILLS

TERMINAL ISLAND

PORTUGUESE BEND

ATWATER VILLAGE

BEL AIR ESTATES

NORTH HOLLYWOOD

RANCHO DOMINGUEZ

NORTH LONG BEACH

EAST LOS ANGELES

HOLLYWOOD RIVIERA

EL CAMINO VILLAGE

COUNTRY CLUB PARK

PACIFIC PALISADES

PALISADES HIGHLANDS

CALABASAS HIGHLANDS
REF: \\pwgisd02\mpmgis$\MPMGIS\projects\mpm\gismaps\wk_2627\ballonacreeketc_wtrsheds.mxd DATE: 08/22/07 Data contained in this map is produced in whole
or part from the Los Angeles County Department
of Public Works' digital database.
0 0.875 1.75 3.5
MILES
I
Mapping & Property Management Division, Mapping & GIS Services Section LEGEND

BALLONA CREEK & OTHER URBAN WATERSHED

UNINCORPORATED AREA

DAM / LAKE / RESERVOIR

MAJOR RIVER

MAJOR CHANNEL

COUNTY OF LOS ANGELES

BALLONA CREEK & OTHER URBAN WATERSHEDS
Project
Site
Preliminary Low Impact Development Plan
Concord, Compton
Appendix A:

Volume and Infiltration Calculations & Hydrologic Report The proposed development was analyzed for the 0.75-in storm event and the 85th Percentile storm event using the LACDPW HydroCalc software. The governing peak flowrate between the two storm events was utilized for design. In accordance with the LA County BMP Design Manual, a factor of 1.5 was applied to obtain the design flowrate. Below is a summary of the HydroCalc outputs:

DMA 85th Percentile Storm ✓ 0.75-in Storm Governing
Flowrate (cfs)
Flowrate
Volume (cf) Flowrate (cfs) Volume (cf) Flowrate (cfs) x 1.5 (cfs) 1 2678 0.237 2308 0.195 0.237 0.356
2 3369 0.298 2904 0.245 0.298 0.447
Refer to LACDPW HydroCalc Output Data within this Appendix for Volume and Flowrate Calculations.

Peak Flow Hydrologic Analysis
File location: P:/C/CVEN-125/Admin/Reports/Preliminary LID/Appendix A - Calculations/20210330/CVEN-125_LID - DA 1, 85TH.pdf Version: HydroCalc 1.0.3
Input Parameters
Project Name CVEN-125_LID
Subarea ID DA 1
Area (ac) 1.085
Flow Path Length (ft) 258.0
Flow Path Slope (vft/hft) 0.009
85th Percentile Rainfall Depth (in) 0.87
Percent Impervious 0.86
Soil Type 3
Design Storm Frequency 85th percentile storm
Fire Factor 0
LID True
Output Results
Modeled (85th percentile storm) Rainfall Depth (in) 0.87 Peak Intensity (in/hr) 0.2772
Undeveloped Runoff Coefficient (Cu) 0.1
Developed Runoff Coefficient (Cd) 0.788
Time of Concentration (min) 19.0
Clear Peak Flow Rate (cfs) 0.237
Burned Peak Flow Rate (cfs) 0.237
24-Hr Clear Runoff Volume (ac-ft) 0.0615
24-Hr Clear Runoff Volume (cu-ft) 2677.8096
Peak Flow Hydrologic Analysis
File location: P:/C/CVEN-125/Admin/Reports/Preliminary LID/Appendix A - Calculations/20210330/CVEN-125_LID - DA 1, 0.75IN.pdf Version: HydroCalc 1.0.3
Input Parameters
Project Name CVEN-125_LID
Subarea ID DA 1
Area (ac) 1.085
Flow Path Length (ft) 258.0
Flow Path Slope (vft/hft) 0.009

0.75-inch Rainfall Depth (in) 0.75
Percent Impervious 0.86
Soil Type 3
Design Storm Frequency 0.75 inch storm
Fire Factor 0
LID True
Output Results
Modeled (0.75 inch storm) Rainfall Depth (in) 0.75
Peak Intensity (in/hr) 0.2279
Undeveloped Runoff Coefficient (Cu) 0.1
Developed Runoff Coefficient (Cd) 0.788
Time of Concentration (min) 21.0
Clear Peak Flow Rate (cfs) 0.1949
Burned Peak Flow Rate (cfs) 0.1949
24-Hr Clear Runoff Volume (ac-ft) 0.053
24-Hr Clear Runoff Volume (cu-ft) 2308.4589
Peak Flow Hydrologic Analysis
File location: P:/C/CVEN-125/Admin/Reports/Preliminary LID/Appendix A - Calculations/20210330/CVEN-125_LID - DA 2, 85TH.pdf Version: HydroCalc 1.0.3
Input Parameters
Project Name CVEN-125_LID
Subarea ID DA 2
Area (ac) 1.365
Flow Path Length (ft) 259.0
Flow Path Slope (vft/hft) 0.0097
85th Percentile Rainfall Depth (in) 0.87
Percent Impervious 0.86
Soil Type 3
Design Storm Frequency 85th percentile storm
Fire Factor 0
LID True
Output Results
Modeled (85th percentile storm) Rainfall Depth (in) 0.87 Peak Intensity (in/hr) 0.2772
Undeveloped Runoff Coefficient (Cu) 0.1
Developed Runoff Coefficient (Cd) 0.788
Time of Concentration (min) 19.0
Clear Peak Flow Rate (cfs) 0.2981
Burned Peak Flow Rate (cfs) 0.2981
24-Hr Clear Runoff Volume (ac-ft) 0.0773
24-Hr Clear Runoff Volume (cu-ft) 3368.8572
Peak Flow Hydrologic Analysis
File location: P:/C/CVEN-125/Admin/Reports/Preliminary LID/Appendix A - Calculations/20210330/CVEN-125_LID - DA 2, 0.75IN.pdf Version: HydroCalc 1.0.3
Input Parameters
Project Name CVEN-125_LID
Subarea ID DA 2
Area (ac) 1.365
Flow Path Length (ft) 259.0
Flow Path Slope (vft/hft) 0.0097

Site BMPs
County of Los Angeles D-1 February 2014
S-1: Storm Drain Message and Signage
Purpose
Waste material dumped into storm drain inlets can adversely impact surface and ground waters. In fact, any material discharged into the storm drain system has the potential to significantly impact downstream receiving waters. Storm drain messages have become a popular method of alerting and reminding the public about the effects of and the prohibitions against waste disposal into the storm drain system. The signs are typically stenciled or affixed near the storm drain inlet or catch basin. The message simply informs the public that dumping of wastes into storm drain inlets is prohibited and/or that the drain ultimately discharges into receiving waters.

General Guidance
 The signs must be placed so they are easily visible to the public.  Be aware that signs placed on sidewalk will be worn by foot traffic.

Design Specifications
 Signs with language and/or graphical icons that prohibit illegal dumping, must be posted at designated public access points along channels and streams within the project area. Consult with Los Angeles County Department of Public Works (LACDPW) staff to determine specific signage requirements for channels and streams.
 Storm drain message markers, placards, concrete stamps, or stenciled language/icons (e.g., “No Dumping – Drains to the Ocean”) are required at all storm drain inlets and catch basins within the project area to discourage illegal or inadvertent dumping. Signs should be placed in clear sight facing anyone approaching the storm drain inlet or catch basin from either side (see Figure D-1 and Figure D-2). LACDPW staff should be contacted to determine specific requirements for types of signs and methods of application. A stencil can be purchased for a nominal fee from LACDPW Building and Safety Office by calling (626) 458-3171. All storm drain inlet and catch basin locations must be identified on the project site map.

Maintenance Requirements
Legibility and visibility of markers and signs should be maintained (e.g., signs should be repainted or replaced as necessary). If required by LACDPW, the owner/operator or homeowner’s association shall enter into a maintenance agreement with the agency or record a deed restriction upon the property title to maintain the legibility of placards and signs.

S-1: Storm Drain Message and Signage
County of Los Angeles D-2 February 2014
Figure D-1. Storm Drain Message Location – Curb Type Inlet Figure D-2. Storm Drain Message Location – Catch Basin/Area Type Inlet

CONCRETE

PERIMETER
County of Los Angeles D-19 February 2014
S-8: Landscape Irrigation Practices
Purpose
Irrigation runoff provides a pathway for pollutants (i.e., nutrients, bacteria, organics, sediment) to enter the storm drain system. By effectively irrigating, less runoff is produced resulting in less potential for pollutants to enter the storm drain system.

General Guidance
 Do not allow irrigation runoff from the landscaped area to drain directly to storm drain system.
 Minimize use of fertilizer, pesticides, and herbicides on landscaped areas.  Plan sites with sufficient landscaped area and dispersal capacity (e.g., ability to receive irrigation water without generating runoff).
 Consult a landscape professional regarding appropriate plants, fertilizer, mulching applications, and irrigation requirements (if any) to ensure healthy vegetation growth.

Design Specifications
 Choose plants that minimize the need for fertilizer and pesticides.  Group plants with similar water requirements and water accordingly.  Use mulch to minimize evaporation and erosion.
 Include a vegetative boundary around project site to act as a filter.  Design the irrigation system to only water areas that need it.  Install an approved subsurface drip, pop-up, or other irrigation system.1The irrigation system should employ effective energy dissipation and uniform flow spreading methods to prevent erosion and facilitate efficient dispersion.  Install rain sensors to shut off the irrigation system during and after storm events.  Include pressure sensors to shut off flow-through system in case of sudden pressure drop. A sudden pressure drop may indicate a broken irrigation head or water line.
 If the hydraulic conductivity in the soil is not sufficient for the necessary water application rate, implement soil amendments to avoid potential geotechnical hazards (i.e., liquefaction, landslide, collapsible soils, and expansive soils). 1 If alternative distribution systems (e.g., spray irrigation) are approved, the County will establish guidelines to implement these new systems.

S-8: Landscape Irrigation Practices
County of Los Angeles D-20 February 2014
 For sites located on or within 50 feet of a steep slope (15% or greater), do not irrigate landscape within three days of a storm event to avoid potential geotechnical instability.2
 Implement Integrated Pest Management practices.

For additional guidelines and requirements, refer to the Los Angeles County Department of Health Services.

Maintenance Requirements
Maintain irrigation areas to remove trash and debris and loose vegetation. Rehabilitate areas of bare soil. If a rain or pressure sensor is installed, it should be checked periodically to ensure proper function. Inspect and maintain irrigation equipment and components to ensure proper functionality. Clean equipment as necessary to prevent algae growth and vector breeding. Maintenance agreements between LACDPW and the owner/operator may be required. Failure to properly maintain building and property may subject the property owner to citation.
2 As determined by the City of Los Angeles, Building and Safety Division

County of Los Angeles E-53 February 2014
BIO-1: Biofiltration
Definition
A biofiltration area is a vegetated shallow depression
that is designed to receive and treat stormwater
runoff from downspouts, piped inlets, or sheet flow
from adjoining paved areas. A shallow ponding
zone is provided above the vegetated surface for
temporary storage of stormwater runoff. During
storm events, stormwater runoff accumulates in the
ponding zone and gradually infiltrates the surface
and filters through the biofiltration soil media before being collected by an underdrain system.

Stormwater runoff treatment occurs through a
variety of natural mechanisms as stormwater runoff filters through the vegetation root zone. In biofiltration areas, microbes and organic material in the biofiltration soil media help promote the adsorption of pollutants (e.g., dissolved metals and petroleum hydrocarbons) into the soil matrix. Plants utilize soil moisture and promote the drying of the soil through transpiration. Biofiltration areas are typically planted with native, drought-tolerant plant species that do not require fertilization and can withstand wet soils for at least 96 hours.

A schematic of a typical biofiltration area is presented in Figure E-7.

LID Ordinance Requirements
Biofiltration can be used as an alternative compliance measure.

Pollutant of Concern Treated by Biofiltration?
Suspended solids No
Total phosphorus No
Total nitrogen Yes
Total Kjeldahl nitrogen Yes
Cadmium, total No
Chromium, total Yes
Copper, total No
Lead, total Yes
Zinc, total No
Source: Treatment Best Management Practices Performance, Los Angeles Regional Water Quality Control Board, December 9, 2013.

BIO-1: Biofiltration
County of Los Angeles E-54 February 2014
Advantages
• Has a low cost for installation
• Enhances site aesthetics
• Requires little maintenance
Disadvantages
• May require individual owner/tenants to perform maintenance BIO-1: Biofiltration
County of Los Angeles E-55 February 2014
Figure E-7. Biofiltration Area Schematic
BIO-1: Biofiltration
County of Los Angeles E-56 February 2014
General Constraints and Implementation Considerations
• Biofiltration areas can be applied in various settings including, but not limited to:
o Individual lots for rooftop, driveway, and other on-site impervious surface o Shared facilities located in common areas for individual lots o Areas within loop roads or cul-de-sacs
o Landscaped parking lot islands
o Within right-of-ways along roads
o Common landscaped areas in apartment complexes or other multi-family housing designs
o Parks and along open space perimeter
• If tire curbs are provided and parking stalls are shortened, cars are allowed to overhang the biofiltration area.
• Biofiltration areas must be located sufficiently far from structure foundations to avoid damage to structures (as determined by a certified structural or geotechnical engineer).
• Any parking areas bordering the biofiltration area must be monolithically poured concrete or deepended curb concrete to provide structural stability to the adjacent parking section.
• Geomembrane liners must be used in areas subject to spills or pollutant hot spots.
• During construction activities should avoid compaction of native soils below planting media layer or gravel zone.
• Stormwater runoff must be diverted around the biofiltration area during the period of vegetation establishment. If diversion is not feasible, the graded and seeded areas must be protected with suitable sediment controls (i.e., silt fences).All damaged areas should be repaired, seeded, or re-planted immediately. • The general landscape irrigation system should incorporate the biofiltration area, as applicable.

Design Specifications
The following sections describe the design specifications for biofiltration areas.

Geotechnical
Due to the potential to contaminate groundwater, cause slope instability, impact surrounding structures, and potential for insufficient infiltration capacity, an extensive geotechnical site investigation must be conducted during the site planning process to verify site suitability for biofiltration. All geotechnical investigations must be performed according to the most recent GMED Policy GS 200.1. Soil infiltration rates and the BIO-1: Biofiltration
County of Los Angeles E-57 February 2014
groundwater table depth must be evaluated to ensure that conditions are satisfactory for proper operation of a biofiltration area. The project applicant must demonstrate through infiltration testing, soil logs, and the written opinion of a licensed civil engineer that sufficiently permeable soils exist on-site to allow the construction of a properly functioning biofiltration system.

Biofiltration areas are appropriate for soils with a minimum corrected in-situ infiltration rate of 0.3 in/hr. The geotechnical report must determine if the proposed project site is suitable for a biofiltration area and must recommend a design infiltration rate (see “Design Infiltration Rate” under the “Sizing” section). The geotechnical investigation should be such that a good understanding is gained as to how the stormwater runoff will move through the soil (horizontally or vertically) and if there are any geological conditions that could inhibit the movement of water.

Pretreatment
Pretreatment refers to design features that provide settling of large particles before stormwater runoff enters a stormwater quality control measure in order to reduce the long-term maintenance burden. Pretreatment should be provided to reduce the sediment load entering a biofiltration area in order to maintain the infiltration rate of the biofiltration area. To ensure that biofiltration areas are effective, the project applicant must incorporate pretreatment devices that provide sediment removal (e.g., vegetated swales, vegetated filter strips, sedimentation manholes, and proprietary devices). The use of at least two pretreatment devices is highly recommended for biofiltration areas.

Geometry
• Biofiltration areas must be sized to capture and treat 1.5 times the SWQDv that is not reliably retained on the project site with an 18-inch maximum ponding depth. • The planting soil depth must be a minimum of two feet, although three feet is preferred. The planting soil depth should provide a beneficial root zone for the chosen vegetation and adequate water storage for the stormwater runoff. A deeper planting soil depth will also provide a smaller surface area footprint. • A gravel storage layer below the biofiltration area soil media is required to provide adequate temporary storage to retain 1.5 times the SWQDv that is not reliably retained on the project site and to promote infiltration.

Sizing
Biofiltration areas are sized using a simple sizing method where 1.5 times the SWQDv that is not reliably retained on the project site must be completely filtered within 96 hours. If the incoming stormwater runoff flow rate is lower than the long term filtration rate, above ground storage does not need to be provided. If the incoming stormwater runoff flow rate is higher than the long term filtration rate, above ground storage shall be provided (see steps below).

BIO-1: Biofiltration
County of Los Angeles E-58 February 2014
Step 1: Calculate the design volume
Biofiltration areas should be sized to capture and treat 1.5 times the portion of the SWQDv (see Section 6 for SWQDv calculation procedures) that is not reliability retained on the project site, as calculated by the equation below:
%& = 1.5 × ) − %+
,
Where:

VB = Biofiltration volume [ft3];
SWQDv = Stormwater quality design volume [ft3
]; and
VR = Volume of stormwater runoff reliably retained on-site [ft3 ].

Step 2: Calculate the design infiltration rate
Determine the corrected in-situ infiltration rate (fdesign) of the native soil using the procedures described in the most recent GMED Policy GS 200.1.

Step 3: Calculate the surface area
Select a surface ponding depth (d) that satisfies the geometric criteria and meets the site constraints. Selecting a deeper ponding depth (up to 1.5 ft) generally yields a smaller footprint, however, it will require greater consideration for public safety, energy dissipation, and plant selection.

Calculate the time for the selected ponding depth to filter through the planting media using the following equation:
d = ×
f

!"
12 Where:
d = Ponding depth (max 1.5 ft) [ft];
tp = Required detention time for surface ponding (max 96 hr) [hr]; and fdesign = Design infiltration rate [in/hr].

If tp exceeds 96 hours, reduce surface ponding depth (d). In nearly all cases, tp should not approach 96 hours unless fdesign is low.

Calculate the required infiltrating surface (filter bottom area) using the following equation:
=
%&

Where:

BIO-1: Biofiltration
County of Los Angeles E-59 February 2014
A = Bottom surface area of biofiltration area [ft2];
VB = Biofiltration design volume [ft3]; and
d = Ponding depth (max 1.5 ft) [ft].

Flow Entrance and Energy Dissipation
Maintain a minimum slope of 1 percent for pervious surfaces and 0.5 percent for impervious surfaces to the biofiltration area inlet. The following types of flow entrance can be used for biofiltration cells:
• Level spreaders (i.e., slotted curbs) can be used to facilitate sheet flow. • Dispersed, low velocity flow across a landscape area. Dispersed flow may not be possible given space limitations or if the biofiltration area is controlling roadway or parking lot flows where curbs are mandatory. • Dispersed flow across pavement or gravel and past wheel stops for parking areas.
• Flow spreading trench around perimeter of biofiltration area. May be filled with pea gravel or vegetated with 3:1 side slopes similar to a swale. A vertical-walled open trench may also be used at the discretion of LACDPW. • Curb cuts for roadside or parking lot areas, if approved by LACDPW: curb cuts should include rock or other erosion controls in the channel entrance to dissipate energy. Flow entrance should drop two to three inches from curb line and provide an area for settling and periodic removal of sediment and coarse material before flow dissipates to the remainder of the biofiltration area. • Piped entrances, such as roof downspouts, should include rock, splash blocks, or other erosion controls at the entrance to dissipate energy and disperse flows. • Woody plants (trees, shrubs, etc.) can restrict or concentrate flows and can be damaged by erosion around the root ball and must not be placed directly in the entrance flow path.

Drainage
Biofiltration areas must be designed to drain below the planting soil in less than 96 hours. Soils must be allowed to dry out periodically in order to restore hydraulic capacity to receive stormwater runoff from subsequent storm events, maintain infiltration rates, maintain adequate soil oxygen levels for healthy soil biota and vegetation, and provide proper soil conditions for biodegradation and retention of pollutants.

Underdrain
Biofiltration areas require an underdrain to collect and discharge stormwater runoff that has been filtered through the soil media, but not infiltrated, to another stormwater quality control measure, storm drain system, or receiving water. The underdrain must have a mainline diameter of eight inches using slotted PVC SDR 26 or PVC C9000. Slotted PVC allows for pressure water cleaning and root cutting, if necessary. The slotted pipe BIO-1: Biofiltration
County of Los Angeles E-60 February 2014
should have two to four rows of slots cut perpendicular to the axis of the pipe or at right angles to the pitch of corrugations. Slots should be 0.04 to 0.1 inches wide with a length of 1 to 1.25 inches. Slots should be longitudinally-spaced such that the pipe has a minimum of one square inch opening per lineal foot and should face down.

The underdrain should be placed in a gravel envelope (Class 2 Permeable Material per Caltrans Spec. 68-1.025) that measures three feet wide and six inches deep. The underdrain is elevated from the bottom of the biofiltration area by six inches within the gravel envelope to create a fluctuating anaerobic/aerobic zone below the underdrain to facilitate denitrification within the anaerobic/anoxic zone and reduce nutrient concentrations. The top and sides of the underdrain pipe should be covered with gravel to a minimum depth of 12 inches. The underdrain and gravel envelope should be covered with a geomembrane liner to prevent clogging. The following aggregate should be used for the gravel envelope:

Particle Size
(ASTM D422)
% Passing by
Weight
¾ inch 100%
¼ inch 30-60%
#8 20-50%
#50 3-12%
#200 0-1%
Underdrains should be sloped at a minimum of 0.5 percent and must drain freely to an approved discharge point.

Rigid non-perforated observation pipes with a diameter equal to the underdrain diameter should be connected to the underdrain to provide a clean-out port as well as an observation well to monitor drainage rates. The wells/clean-outs should be connected to the perforated underdrain with the appropriate manufactured connections.

The wells/clean-outs should extend six inches above the top elevation of the biofiltration area mulch, and should be capped with a lockable screw cap. The ends of underdrain pipes not terminating in an observation well/clean-out should also be capped.

Hydraulic Restriction Layer
Lateral infiltration pathways may need to be restricted due to the close proximity of roads, foundations, or other infrastructure. A geomembrane liner, or other equivalent waterproofing, may be placed along the vertical walls to reduce lateral flows. This geomembrane liner must have a minimum thickness of 30 mils and meet the requirements of Table E-12. Generally, waterproof barriers should not be placed on the bottom of the biofiltration unit, as this would prevent incidental infiltration which is important to meeting the required pollutant load reduction.

Table E-12. Geomembrane Liner Specifications for Biofiltration Areas BIO-1: Biofiltration
County of Los Angeles E-61 February 2014
Parameter Test Method Specifications
Material Nonwoven geomembrane liner
Unit weight 8 oz/yd3 (minimum)
Filtration rate 0.08 in/sec (minimum)
Puncture strength ASTM D-751 (Modified) 125 lbs (minimum) Mullen burst strength ASTM D-751 400 lb/in2 (minimum)
Tensile strength AST D-1682 300 lbs (minimum)
Equiv. opening size US Standard Sieve No. 80 (minimum)
Planting/Storage Media
• The planting media placed in the biofiltration area should achieve a long-term, inplace infiltration rate of at least 5 in/hr. Higher infiltration rates of up to 12 in/hr are permissible. The biofiltration soil media must retain sufficient moisture to support vigorous plant growth.
• The planting media mix must consist of 60 to 80 percent sand and 20 to 40 percent compost.
• Sand should be free of wood, waste, coatings such as clay, stone dust, carbonate, or any other deleterious material. All aggregate passing the No. 200 sieve size should be non-plastic. Sand for biofiltration should be analyzed by an accredited laboratory using #200, #100, #40, #30, #16, #8, #4, and 3/8 sieves (ASTM D422 or as approved by the local permitting authority) and meet the following gradations (Note: all sand complying with ASTM C33 for fine aggregate comply with the gradation requirements listed below):

Particle Size
(ASTM D422)
% Passing by
Weight
3/8 inch 100%
#4 90-100%
#8 70-100%
#16 40-95%
#30 15-70%
#40 5-55%
#110 0-15%
#200 0-5%
Note: The gradation of the sand component of the biofiltration soil media is believed to be a major factor in the infiltration rate of the media mix. If the desired hydraulic conductivity of the biofiltration soil media cannot be achieved within the specified proportions of sand and compost (#2), then it may be necessary to utilize sand at the coarser end of the range specified minimum percent passing.

BIO-1: Biofiltration
County of Los Angeles E-62 February 2014
• Compost should be a well-decomposed, stable, weed-free organic matter source derived from waste materials including yard debris, wood wastes, or other organic material not including manure or biosolids meeting standards developed by the USCC. The product shall be certified through the USCC STA Program (a compost testing and information disclosure program). Compost quality shall be verified via a laboratory analysis to be:
o Feedstock materials must be specified and include one or more of the following: landscape/yard trimmings, grass clippings, food scraps, and agricultural crop residues.
o pH between 6.5 and 8.0 (may vary with plant palette)
o Organic Matter: 35 to 75 percent dry weight basis
o Carbon and Nitrogen Ratio: 15:1 < C:N < 25:1
o Maturity/Stability: Compost must have a dark brown color and a soil-like odor. Compost exhibiting a sour or putrid smell, containing recognizable grass or leaves, or is hot (120°F) upon delivery or rewetting is not acceptable.
o Toxicity: any one of the following measures is sufficient to indicate nontoxicity:
NH4:NH3 < 3
Ammonium < 500 ppm, dry weight basis
Seed germination > 80 percent of control
Plant trials > 80 percent of control
Solvita® > 5 index value
o Nutrient content:
Total Nitrogen content ≥ 0.9 percent preferred
Total Boron should be < 80 ppm; soluble boron < 2.5 ppm o Salinity: < 6.0 mmhos/cm
o Compost for biofiltration area should be analyzed by an accredited laboratory using #200, ¼-inch, ½-inch, and 1-inch sieves (ASTM D422) and meet the gradation requirements in the table below:

Particle Size
(ASTM D422)
% Passing by
Weight
1 inch 99-100
½ inch 90-100
¼ inch 40-90
#200 2-10
BIO-1: Biofiltration
County of Los Angeles E-63 February 2014
Tests should be sufficiently recent to represent the actual material that is anticipated to be delivered to the site. If processes or sources used by the supplier have changed significantly since the most recent testing, new tests should be requested.

The gradation of compost used in biofiltration soil media is believed to play an important role in the saturated infiltration rate of the media. To achieve a higher saturated infiltration rate, it may be necessary to utilize compost at the coarser end of the range (minimum percent passing). The percent passing the #200 sieve (fines) is believed to be the most important factor in hydraulic conductivity.

In addition, coarser compost mix provides more heterogeneity of the biofiltration soil media, which is believed to be advantageous for more rapid development of soil structure needed to support healthy biological processes. This may be an advantage for plant establishment with lower nutrient and water input. • Biofiltration soil media not meeting the above criteria should be evaluated on a case-by-case basis. Alternative biofiltration soil media must meet the following specifications:
“Soils for biofiltration facilities must be sufficiently permeable to infiltrate stormwater runoff at a minimum of rate of 5 in/hr during the life of the facility, and provide sufficient retention of moisture and nutrients to support healthy vegetation.” The following steps shall be followed by LACDPW to verify that alternative biofiltration soil media mixes meet the specification:
o Submittals – The applicant must submit to LACDPW for approval:
A sample of mixed biofiltration soil media.
Certification from the soil supplier or an accredited laboratory that the biofiltration soil media meets the requirements of this specification.
Certification from an accredited geotechnical testing laboratory that the biofiltration soil media has an infiltration rate between 5 and 12 in/hr.
Organic content test results of the biofiltration soil media. Organic content test shall be performed in accordance with the Testing Methods for the Examination of Compost and Composting
(TMECC) 05.07A, “Loss-On-Ignition Organic Matter Method”. Organic grain size analysis results of mixed biofiltration soil media performed in accordance with ASTM D422, Standard Test Method for Particle Size Analysis of Soils.
A description of the equipment and methods used to mix the sand and compost to produce the biofiltration soil media.
o The name of the testing laboratory(ies) and the following information:

BIO-1: Biofiltration
County of Los Angeles E-64 February 2014
Contact person(s)
Address(es)
Phone contact(s)
E-mail address(es)
Qualifications of laboratory(ies) and personnel including date of current certification by STA, ASTM, or approved equal.
o Biofiltration soils shall be analyzed by an accredited laboratory using #200 and ½-inch sieves (ASTM D422 or as approved by LACDPW), and meet the gradation described in the table below:

Particle Size
(ASTM D422)
% Passing by
Weight
½ inch 97-100
#200 2-5
• Biofiltration soil media shall be analyzed by an accredited geotechnical laboratory for the following tests:
o Moisture – density relationships (compaction tests) must be conducted on biofiltration soil media. Biofiltration soil media for the permeability test shall be compacted to 85 to 90 percent of the maximum dry density (ASTM D1557).
o Constant head permeability testing in accordance with ASTM D2434 shall be conducted on a minimum of two samples with a 6-inch mold and vacuum saturation.
• Mulch is recommended for the purpose of retaining moisture, preventing erosion, and minimizing weed growth. Projects subject to the California Model Water Efficiency Landscaping Ordinance (or comparable local ordinance) will be required to provide at least 2 inches of mulch. Aged mulch, also called compost mulch, reduces the ability of weeds to establish, keeps soil moist, and replenishes soil nutrients. Biofiltration areas must be covered with two to four inches (average three inches) of mulch at the start and an annual placement (preferably in June after weeding) of one to two inches of mulch beneath plants. • The planting media design height must be marked appropriately, such as a collar on the overflow device or with a stake inserted two feet into the planting media and notched, to show biofiltration surface level and ponding level.

Vegetation
Prior to installation, a licensed landscape architect must certify that all plants, unless otherwise specifically permitted, conform to the standards of the current edition of American Standard for Nursery Stock as approved by the American Standards Institute, Inc. All plant grades shall be those established in the current edition of American Standards for Nursery Stock.

BIO-1: Biofiltration
County of Los Angeles E-65 February 2014
• Shade trees must have a single main trunk. Trunks must be free of branches below the following heights:

CALIPER (in) Height (ft)
1½-2½ 5
3 6
• Plants must be tolerant of summer drought, ponding fluctuations, and saturated soil conditions for 96 hours.
• It is recommended that a minimum of three types of tree, shrubs, and/or herbaceous groundcover species be incorporated to protect against facility failure due to disease and insect infestations of a single species. • Native plant species and/or hardy cultivars that are not invasive and do not require chemical inputs must be used to the maximum extent practicable.

The biofiltration area should be vegetated to resemble a terrestrial forest community ecosystem, which is dominated by understory trees, a shrub layer, and herbaceous ground cover. Select vegetation that:
• Is suited to well-drained soil;
• Will be dense and strong enough to stay upright, even in flowing water; • Has minimum need for fertilizers;
• Is not prone to pests and is consistent with Integrated Pest Management practices; and
• Is consistent with local water conservation ordinance requirements.

Irrigation System
Provide an irrigation system to maintain viability of vegetation, if applicable. The irrigation system must be designed to local code or ordinance specifications.

Restricted Construction Materials
The use of pressure-treated wood or galvanized metal at or around a biofiltration area is prohibited.

Overflow Device
An overflow device is required at the 18-inch ponding depth. The following, or equivalent, should be provided:
• A vertical PVC pipe (SDR 26) to act as an overflow riser. • The overflow riser(s) should be eight inches or greater in diameter, so it can be cleaned without damage to the pipe.

BIO-1: Biofiltration
County of Los Angeles E-66 February 2014
• The inlet to the riser should be at the ponding depth (18 inches for fenced biofiltration areas and 6 inches for areas that are not fenced), and be capped with a spider cap to exclude floating mulch and debris. Spider caps should be screwed in or glued (e.g., not removable). The overflow device should convey stormwater runoff in excess of 1.5 times the SWQDv that is not reliably retained on the project site to an approved discharge location (another stormwater quality control measure, storm drain system, or receiving water).

Maintenance Requirements
Maintenance and regular inspections are important for proper function of biofiltration areas. Biofiltration areas require annual plant, soil, and mulch layer maintenance to ensure optimal infiltration, storage, and pollutant removal capabilities. In general, biofiltration maintenance requirements are typical landscape care procedures and include:
• Irrigate plants as needed during prolonged dry periods. In general, plants should be selected to be drought-tolerant and not require irrigation after establishment (two to three years).
• Inspect flow entrances, ponding area, and surface overflow areas periodically, and replace soil, plant material, and/or mulch layer in areas if erosion has occurred. Properly-designed facilities with appropriate flow velocities should not cause erosion except potentially during in extreme events. If erosion occurs, the flow velocities and gradients within the biofiltration area and flow dissipation and erosion protection strategies in the pretreatment area and flow entrance should be reassessed. If sediment is deposited in the biofiltration area, identify the source of the sediment within the tributary area, stabilize the source, and remove excess surface deposits.
• Prune and remove dead plant material as needed. Replace all dead plants, and if specific plants have a high mortality rate, assess the cause and, if necessary, replace with more appropriate species.
• Remove weeds as needed until plants are established. Weed removal should become less frequent if the appropriate plant species are used and planting density is attained.
• Select the proper soil mix and plants for optimal fertility, plant establishment, and growth to preclude the use of nutrient and pesticide supplements. By design, biofiltration facilities are located in areas where phosphorous and nitrogen levels are often elevated such that these should not be limiting nutrients. Addition of nutrients and pesticides may contribute pollutant loads to receiving waters. • In areas where heavy metals deposition is likely (i.e., tributary areas to industrial, vehicle dealerships/repair, parking lots, roads), replace mulch annually. In areas where metals deposition is less likely (i.e., residential lots), replace or add mulch as needed to maintain a two to three inch depth at least once every two years.

BIO-1: Biofiltration
County of Los Angeles E-67 February 2014
• Analyze soil for fertility and pollutant levels if necessary. Biofiltration soil media are designed to maintain long-term fertility and pollutant processing capability. • Eliminate standing water to prevent vector breeding.
• Inspect overflow devices for obstructions or debris, which should be removed immediately. Repair or replace damaged pipes upon discovery. • Inspect, and clean if necessary, the underdrain.

A summary of potential problems that need to be addressed by maintenance activities is presented in Table E-13.

The County requires execution of a maintenance agreement to be recorded by the property owner for the on-going maintenance of any privately-maintained stormwater quality control measures. The property owner is responsible for compliance with the maintenance agreement. A sample maintenance agreement is presented in Appendix H.

BIO-1: Biofiltration
County of Los Angeles E-68 February 2014
Table E-13. Biofiltration Troubleshooting Summary
Problem Conditions When Maintenance Is
Needed Maintenance Required
Vegetation Overgrown vegetation Mow and prune vegetation as appropriate.

Presence of invasive, poisonous,
nuisance, or noxious vegetation or
weeds
Remove this vegetation and
plant native species as needed.

Trash and Debris Trash, plant litter, and dead leaves
present
Remove and properly dispose of
trash and debris.

Irrigation (if applicable) Not functioning correctly Check irrigation system for clogs or broken lines and repair as
needed.

Inlet/Overflow Inlet/overflow areas clogged with
sediment and/or debris
Remove material.

Overflow pipe blocked or broken Repair as needed.

Erosion/Sediment
Accumulation
Splash pads or spreader incorrectly
placed
Presence of erosion or sediment
accumulation
Check inlet structure to ensure
proper function. Repair, or
replace if necessary, the inlet
device. Repair eroded areas
with gravel as needed. Re-grade
the biofiltration area as needed.

Contaminants and Pollution Any evidence of oil, gasoline, contaminants, or other pollutants
Remove any evidence of visual
contamination from floatables
such as oil and grease.

Standing water Standing water observed more
than 96 hours after storm event
Inspect, and clean as needed,
the underdrain to ensure proper
function. Clear clogs as needed.

Remove and replace planter
media (sand, gravel, topsoil,
mulch) and vegetation.

Preliminary Low Impact Development Plan
Concord, Compton
Appendix C:

Modular Wetlands System (MWS) Biofiltration Vaults
Typical MWS Biofiltration Vault details have been provided for this Preliminary LID.

Project specific details will be provided during final engineering.

MWS – Linear
Hybrid Stormwater Filtration System

SPECIFICATIONS

Modular Wetland Systems, Inc. www.modularwetlands.com
P.O. Box 869 P 760-433-7640
Oceanside, CA 92049 F 760-433-3179
MWS – Linear
Hybrid Stormwater Filtration System
Save valuable space with small
otprint for urban sites.
d tropical
ndscape plants.
er and
ss expensive maintenance
ystem
unoff is
in
d
ischarge chamber the rate of discharge is controlled by valves set to a desired rate”. ested Pollutant Removal Efficiencies:
fo
Improve BMP aesthetics with
attractive native an
la
Reduce lifetime costs with saf
le
“The MWS – Linear hybrid stormwater
treatment system is described as a self contained treatment train. This system utilizes an innovative combination of l treatment processes. Stormwater runoff flows into the s via pipe or curb/grate type catch basin opening. Polluted runoff first encounters a screening device to remove larger pollutants and then enters a hydrodynamic separation chamber which settles out the sediments and larger suspended solids. Next the r treated by a revolutionary filter media, BioMediaGREEN that removes fines and associated pollutants, including bacteria. From there runoff enters of bioretention filter the form of a subsurface flow vegetated gravel wetland. Within the wetland physical, chemical, and biological mechanisms remove the remaining particulate and dissolve pollutants. The purified runoff leaves the system via the discharge chamber. In the d
T
Removal
Di d
Removal
D
Removal
TPH Removal Removal
TSS ssolve
Lead
issolved
Copper E. coli Turbidity
98% 81% 92% 99% 60.2% 92%

“Nature and Harmony Working Together in Perfect Harmony” SPECIFICATIONS – MWS- LINEAR
gaged in the engineering design and
roduction of treatment systems for stormwater.
treat the entire water quality
olume when used with pre-storage and properly sized.
ls.
g
¾” x 1
nels are
g
ted of UV protected/marine grade
berglass and stainless steel hinge and mount.
uires
tails of this are provided in the installation section of the WS-Linear Design Kit.

Track Record: The MWS- Linear Hybrid Stormwater Treatment System is manufactured by a company whom is regularly en
p
Coverage: The MWS- Linear is designed to treat the water quality volume or water quality flow. For flow based design, high flow bypass is internal, for volume based design, high flow bypass is external and prior to pre-detention system. For offline volume based designs the MWS - Linear has the ability to v
Non-Corrosive Materials: The MWS – Linear is designed with non-corrosive materia All internal piping is SD35 PVC. Catch basin filter components, including mountin hardware, fasteners, support brackets, filtration material, and support frame are constructed of non-corrosive materials (316 stainless steel, and UV protected/marine grade fiberglass). Fasteners are stainless steel. Primary filter mesh is 316 stainless steel welded screens. Filtration basket screens for coarse, medium and fine filtration is ¾“expanded, 10 x 10 mesh, and 35 x 35 mesh, respectively. No polypropylene, monofilament netting or fabrics shall be used in this system. Media Protective Pa constructed of UV protected/marine grade fiberglass. Mounts are constructed of stainless steel. BioMediaGREEN is an inert rock substrate and is non-corrosive.

Perimeter filter structure is constructed of lightweight injection molded plastic. Mountin brackets are constructed of SD40 PVC and are mounted with 3/8” diameter stainless steel redheads. Drain down filter cover is construc
fi
Weight: Each complete unit weighs approximately 29,000 to 40,000 pounds and req a boom crane to install. De
M
Transportation: The Modular Wetland System – Linear is designed to be transported a standard flat bed t
on
ruck. The unit easily fits on a flat bed truck without the need of pecial permitting.
d
noff can enter the system through a pipe, and/or a
uilt in curb or grate type opening.
etland System – Linear is completely passive and
quires no external energy sources.
he
tation. As a precaution a footing can
lso be built into the systems concrete structure.
re
o slippage, breaking, or tearing. All filters are warranted for a minimum of five (5) years. e
hydrocarbon removal abilities. Within the wetland filter biological processes capture and s
Alternative Technology Configurations: The Modular Wetland System – Linear is modular is design. Each module will be up to 22 feet long and 5 feet wide. The system can be made in lengths varying from 13 to 100s of feet long. For lengths longer than 22 feet the system will shipped in modules and assembled on site. The Modular Wetlan System – Linear has many alternative configurations. This allows the system to be adapted to many site conditions. Ru
b
Energy Requirements: The Modular W
re
Buoyancy Issues: Buoyancy is only a an issue when ground water levels rise above t bottom of the Modular Wetland System – Linear’s concrete structure. With 8.5 cubic yards of wetland media there is no concern of floa
a
Durability: The structure of the box will be precast concrete. The concrete will be 28 day compressive strength fc = 5,000 psi. Steel reinforcing will be ASTM A – C857. Structu will support an H20 loading as indicted by AASHTO. The joint between the concrete sections will ship lap and joint sealed with ram-nek. Filter (excluding oil absorbent media) and support structures are of proven durability. The filter and mounting structures are of sufficient strength to support water, sediment, and debris loads when the filter is full, with n
Oil Absorbent Media: The MWS – Linear utilizes both physical and biological mechanisms to capture and filter oil and grease. A skimmer and boom system will b positioned on the internal perimeter of the catch basin insert. The primary filtration media, BioMediaGreen, utilized in the perimeter and drain down filters, has excellent break down oil and grease. Much of the breakdown and transformation of oil and grease performed by natural occurring bacteria.
n system. For
eak flows that exceed internal bypass capacity, external bypass is use. for internally bypassed flows. External bypass will bypass of eatment processes.
ze. Annual
een and quarter-scale
boratory tests on the MWS – Linear flow based system.

POLLUTANT

FICIENCY
is
Overflow Protection: The grate and curb type MWS – Linear are designed with an internal bypass consisting of two SD PVC pipes which direct high flows around the perimeter and wetland filter, directly into the discharge chamber. For the volume based vault type configuration, bypass should be located prior to the pre-detentio p
Filter Bypass: Runoff will bypass filtration (BioMediaGREEN and wetland filter) components of the MWS - Linear. The system will still provide screening and settling during higher flow rates
tr
Pollutant Removal Efficiency: The MWS - Linear is capable of removing over 90% of the net annual total suspended solids (TSS) load based on a 20-micron particle si TSS removal efficiency models are based on documented removal efficiency performance from full-scale laboratory tests on BioMediaGr la

REMOVAL
EF
Trash & Litter 99%
TPH (mg/L) 99%
TSS (mg/L) 98%
E. Coli (MPN/100ml) 60%
Turbidity (NTU) 92%
Dissolved Metals (mg/L) 76%
Non-Scouring: During heavy storm events the runoff bypasses perimeter and wetland lter components. The system will not re-suspend solids at design flows. rticle
diameter = 19 microns
Sil-Co-Sil 106. Mean pa
fi
Uniqueness: The Modular Wetland System – Linear is a complete self contain treatment train that incorporates capture, screening, sedimentation, filtration, bioretention, high flow bypass, and flow control into a single modular structure. This system provides four stages of treatment making it the only 4 stage treatment train stormwater filtration system, therefore making it unique to the industry. Other s not incorporate all the necessary attributes to make it a complete stormwater management device as
ed
ystems do
with the Modular Wetland System – Linear. Therefore, no equal xists for this system.
ter management system no external
retreatment of preconditioning is necessary.

PECIFICATIONS – BioMediaGREEN
se
nd is also biodegradable. It is stable with no
nown adverse environmental effects.
injection) studies have
hown that the products disappear very rapidly from the lung. dies that show no relation between inhalation exposure
nd the development of tumors.
e
Pretreatment & Preconditioning: Since the Modular Wetland System – Linear is a complete capture and treatment train stormwa
p
S

BioMediaGREEN is a proprietary engineered filter media. Made of a unique combination of the inert naturally occurring material this product is non-combustible and do not po a fire hazard, stable and non-reactive, a
k
This product has been tested in long-term carcinogenicity studies [inhalation and intraperitoneal injection (i.p.)] with no significant increase in lung tumors or abdominal tumors. Short-term biopersistent (inhalation and intra-tracheal s
In October 2001, IARC classified this product as Group 3, "not classifiable as to its carcinogenicity to humans". The 2001 decision was based on the latest epidemiological studies and animal inhalation stu
a
The product can typically be disposed of in an ordinary landfill (local regulations may apply). If you are unsure of the regulations, contact your local Public Health Department r the local office of the Environmental Protection Agency (EPA). nt
REEN
ut
ut filters, catch basin inserts,
ater polishing units, and hydrodynamic separators.
ve Materials: The BioMediaGreen material is made of non-corrosive aterials.

MediaGREEN material has been tested through
gorous flow and loading conditions.
has been proven to capture and
tain hydrocarbons.
and
liage, sediments, TSS, particulate and dissolved
etals, nutrients, and bacteria.
le
o
Coverage: When properly installed BioMediaGREEN Filter Blocks provide sufficie contact time, at rated flows, of passing contaminate water. The BioMediaG material will capture and retain most pollutants that pass through it. The BioMediaGREEN material is made of a proprietary blend of inert substances. The BioMediaGREEN Filter Blocks can be used in different treatment devices, including b not limited to flume filters, trench drain filters, downspo w
Non-Corrosi
m
Durability: The BioMediaGREEN material has been chosen for its proven durability, with an expected life of 2 plus years. The BioMediaGREEN material is of sufficient strength to support water, sediment, and debris loads when the media is at maximum flow; with no slippage, breaking, or tearing. The Bio
ri
Oil Absorbent Media: The BioMediaGREEN material
re
Pollutant Removal Efficiency: The BioMediaGREEN Filter Blocks are designed to capture high levels of Hydrocarbons including but not limited to oils & grease, gasoline, diesel, and PAHs. BioMediaGREEN Filter Blocks have the physical ability to block filter trash and litter, grass and fo
m
BioMediaGREEN technology is based on a proprietary blend of synthetic inert natural substances aimed at removal of various stormwater pollutants. BioMediaGREEN was created to have a very porous structure capable of selectively removing pollutants whi allowing high flow through rates for water. As pollutants are captured by its structure, ioMediaGREEN captures most pollutants and maintains porosity and filtering rge percentage of TSS, hydrocarbons, nutrients, and heavy metals. Microbial reduction ary depending on colony size, flow rates and site specific conditions.

REMOVAL

EFFICIENCY
B
capabilities.

Field and laboratory tests have confirmed the BioMediaGREEN capability to capture la
efficiency will v

POLLUTANT
Oil & Grease (mg/L) 90%
TPH (mg/L) 99%
TSS (mg/L) 85%
Turbidity (NTU) 99%
Total Phosphorus (mg/L) 69.6%
Dissolved Metals (mg/L) 75.6%
Replacement: Removal and replacement of the blocks is simple. Remove blocks from ltration system. Replace with new block of equal size.

Sil-Co-Sil 106. Mean particle
diameter = 19 microns
fi
www.modularwetlands.com

Maintenance Guidelines for
Modular Wetland System - Linear
Maintenance Summary
o Remove Trash from Screening Device – average maintenance interval is 6 to 12 months.  (5 minute average service time).
o Remove Sediment from Separation Chamber – average maintenance interval is 12 to 24 months.  (10 minute average service time).
o Replace Cartridge Filter Media – average maintenance interval 12 to 24 months.  (10-15 minute per cartridge average service time).
o Replace Drain Down Filter Media – average maintenance interval is 12 to 24 months.  (5 minute average service time).
o Trim Vegetation – average maintenance interval is 6 to 12 months.  (Service time varies).

System Diagram

Access to screening device, separation
chamber and cartridge filter
Access to drain
down filter
Pre-Treatment
Chamber
Biofiltration Chamber
Discharge
Chamber
Outflow
Pipe
Inflow Pipe
(optional)
www.modularwetlands.com
Maintenance Procedures
Screening Device

1. Remove grate or manhole cover to gain access to the screening device in the PreTreatment Chamber. Vault type units do not have screening device. Maintenance can be performed without entry.

2. Remove all pollutants collected by the screening device. Removal can be done manually or with the use of a vacuum truck. The hose of the vacuum truck will not damage the screening device.

3. Screening device can easily be removed from the Pre-Treatment Chamber to gain access to separation chamber and media filters below. Replace grate or manhole cover when completed.

Separation Chamber

1. Perform maintenance procedures of screening device listed above before maintaining the separation chamber.

2. With a pressure washer spray down pollutants accumulated on walls and cartridge filters.

3. Vacuum out Separation Chamber and remove all accumulated pollutants. Replace screening device, grate or manhole cover when completed.

Cartridge Filters

1. Perform maintenance procedures on screening device and separation chamber before maintaining cartridge filters.

2. Enter separation chamber.

3. Unscrew the two bolts holding the lid on each cartridge filter and remove lid.

4. Remove each of 4 to 8 media cages holding the media in place.

5. Spray down the cartridge filter to remove any accumulated pollutants.

6. Vacuum out old media and accumulated pollutants.

7. Reinstall media cages and fill with new media from manufacturer or outside supplier. Manufacturer will provide specification of media and sources to purchase.

8. Replace the lid and tighten down bolts. Replace screening device, grate or manhole cover when completed.

Drain Down Filter

1. Remove hatch or manhole cover over discharge chamber and enter chamber.

2. Unlock and lift drain down filter housing and remove old media block. Replace with new media block. Lower drain down filter housing and lock into place.

3. Exit chamber and replace hatch or manhole cover.
www.modularwetlands.com
Maintenance Notes

1. Following maintenance and/or inspection, it is recommended the maintenance operator prepare a maintenance/inspection record. The record should include any maintenance activities performed, amount and description of debris collected, and condition of the system and its various filter mechanisms.

2. The owner should keep maintenance/inspection record(s) for a minimum of five years from the date of maintenance. These records should be made available to the governing municipality for inspection upon request at any time.

3. Transport all debris, trash, organics and sediments to approved facility for disposal in accordance with local and state requirements.

4. Entry into chambers may require confined space training based on state and local regulations.

5. No fertilizer shall be used in the Biofiltration Chamber.

6. Irrigation should be provided as recommended by manufacturer and/or landscape architect. Amount of irrigation required is dependent on plant species. Some plants may require irrigation.

www.modularwetlands.com

Maintenance Procedure Illustration
Screening Device
The screening device is located directly
under the manhole or grate over the
Pre-Treatment Chamber. It’s mounted
directly underneath for easy access
and cleaning. Device can be cleaned by
hand or with a vacuum truck.

Separation Chamber
The separation chamber is located
directly beneath the screening device.

It can be quickly cleaned using a
vacuum truck or by hand. A pressure
washer is useful to assist in the
cleaning process.

www.modularwetlands.com

Cartridge Filters
The cartridge filters are located in the
Pre-Treatment chamber connected to
the wall adjacent to the biofiltration
chamber. The cartridges have
removable tops to access the
individual media filters. Once the
cartridge is open media can be
easily removed and replaced by hand
or a vacuum truck.

Drain Down Filter
The drain down filter is located in the
Discharge Chamber. The drain filter
unlocks from the wall mount and hinges
up. Remove filter block and replace with
new block.
www.modularwetlands.com
Trim Vegetation
Vegetation should be maintained in the
same manner as surrounding vegetation
and trimmed as needed. No fertilizer shall
be used on the plants. Irrigation
per the recommendation of the
manufacturer and or landscape
architect. Different types of vegetation
requires different amounts of
irrigation.

www.modularwetlands.com
Inspection Form
Modular Wetland System, Inc.

Yes No
Modular Wetland System Type (Curb, Grate or UG Vault): Size (22', 14' or etc.):

Other Inspection Items:

Type of Inspection Routine Follow Up Complaint Storm Storm Event in Last 72-hours? No Yes Office personnel to complete section to
the left.
2972 San Luis Rey Road, Oceanside, CA 92058 P (760) 433-7640 F (760) 433-3176 Inspection Report
Modular Wetlands System

Is the filter insert (if applicable) at capacity and/or is there an accumulation of debris/trash on the shelf system? Does the cartridge filter media need replacement in pre-treatment chamber and/or discharge chamber? Any signs of improper functioning in the discharge chamber? Note issues in comments section.

Chamber:

Is the inlet/outlet pipe or drain down pipe damaged or otherwise not functioning properly? Structural Integrity:

Working Condition:

Is there evidence of illicit discharge or excessive oil, grease, or other automobile fluids entering and clogging the unit?
Is there standing water in inappropriate areas after a dry period? Damage to pre-treatment access cover (manhole cover/grate) or cannot be opened using normal lifting pressure?
Damage to discharge chamber access cover (manhole cover/grate) or cannot be opened using normal lifting pressure?
Does the MWS unit show signs of structural deterioration (cracks in the wall, damage to frame)? Project Name
Project Address
Inspection Checklist
No Comments
Does the depth of sediment/trash/debris suggest a blockage of the inflow pipe, bypass or cartridge filter? If yes, specify which one in the comments section. Note depth of accumulation in in pre-treatment chamber.

Is there a septic or foul odor coming from inside the system? Is there an accumulation of sediment/trash/debris in the wetland media (if applicable)? Is it evident that the plants are alive and healthy (if applicable)? Please note Plant Information below.

Sediment / Silt / Clay
Trash / Bags / Bottles
Green Waste / Leaves / Foliage
Waste: Plant Information
No Cleaning Needed
Recommended Maintenance
Additional Notes:

Damage to Plants
Plant Replacement
Plant Trimming
Schedule Maintenance as Planned
Needs Immediate Maintenance
www.modularwetlands.com
Maintenance Report
Modular Wetland System, Inc.

P. 760.433-7640
F. 760-433-3176
E. [email protected]
For Office Use Only
(city) (Zip Code) (Reviewed By)
Owner / Management Company
(Date)
Contact Phone ( ) _
Inspector Name Date / / Time AM / PM
Weather Condition Additional Notes
Site
Map #
Comments:
2972 San Luis Rey Road, Oceanside, CA 92058 P. 760.433.7640 F. 760.433.3176 Inlet and Outlet
Pipe Condition
Drain Down Pipe
Condition
Discharge Chamber
Condition
Drain Down Media
Condition
Plant Condition
Media Filter
Condition
Long:

MWS
Sedimentation
Basin
Total Debris
Accumulation
Condition of Media
25/50/75/100
(will be changed
@ 75%)
Operational Per
Manufactures'
Specifications
(If not, why?)
Lat: MWS
Catch Basins
GPS Coordinates
of Insert
Manufacturer /
Description / Sizing
Trash
Accumulation
Foliage
Accumulation
Sediment
Accumulation
Type of Inspection Routine Follow Up Complaint Storm Storm Event in Last 72-hours? No Yes Office personnel to complete section to
the left.

Project Address
Project Name
Cleaning and Maintenance Report
Modular Wetlands System
Preliminary Low Impact Development Plan
Concord, Compton
Appendix D:
“NO DUMPING – DRAINS TO OCEAN” Stencil Examples
Sample Stencil 1
Sample Stencil 2
Preliminary Low Impact Development Plan
Concord, Compton
Appendix E:

Catch Basin Cleaning

Preliminary Low Impact Development Plan
Concord, Compton
Appendix F:

General Education Materials
To be provided during final engineering
Preliminary Low Impact Development Plan
Concord, Compton
Appendix G:

Operation and Maintenance Plan
To be provided during final engineering
Preliminary Low Impact Development Plan
Concord, Compton
Appendix H:

Geotechnical Investigation

Preliminary Low Impact Development Plan
Concord, Compton
Preparation Date: August 2019
Revised: March 2021
Preliminary Low Impact Development (LID) Plan
Prepared for: