Compton City Council
October 18, 2022

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 18 611 183 160 778 33 128 88 84 64 120 18 Future Volume (vph) 18 611 183 160 778 33 128 88 84 64 120 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.98
Satd. Flow (prot) 1770 3417 1770 3518 1770 1863 1583 1812 Flt Permitted 0.95 1.00 0.95 1.00 0.58 1.00 1.00 0.88
Satd. Flow (perm) 1770 3417 1770 3518 1087 1863 1583 1614 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 20 671 201 176 855 36 141 97 92 70 132 20 RTOR Reduction (vph) 0 28 003000 5 9030
Lane Group Flow (vph) 20 844 0 176 888 0 141 97 33 0 219 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 2 6
Actuated Green, G (s) 2.2 31.1 13.9 42.8 32.4 32.4 32.4 32.4 Effective Green, g (s) 2.2 31.1 13.9 42.8 32.4 32.4 32.4 32.4 Actuated g/C Ratio 0.02 0.34 0.15 0.47 0.35 0.35 0.35 0.35 Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 42 1162 269 1647 385 660 561 572
v/s Ratio Prot 0.01 c0.25 c0.10 0.25 0.05
v/s Ratio Perm 0.13 0.02 c0.14
v/c Ratio 0.48 0.73 0.65 0.54 0.37 0.15 0.06 0.38
Uniform Delay, d1 44.0 26.4 36.5 17.3 21.9 20.1 19.4 22.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.3 2.3 5.6 0.3 2.7 0.5 0.2 1.9
Delay (s) 52.3 28.7 42.1 17.6 24.6 20.6 19.6 24.0
Level of Service D C D B C C B C
Approach Delay (s) 29.2 21.7 22.0 24.0
Approach LOS CCCC
Intersection Summary
HCM 2000 Control Delay 24.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 91.4 Sum of lost time (s) 14.0 Intersection Capacity Utilization 61.8% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
2: Willowbrook Ave West & Rosecrans Ave Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 13 897 23 48 1216 164 19 100 10 150 144 38 Future Volume (vph) 13 897 23 48 1216 164 19 100 10 150 144 38 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00
Frt 1.00 1.00 1.00 0.98 0.99 0.98
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.98
Satd. Flow (prot) 1770 3526 1770 3476 1830 1794
Flt Permitted 0.08 1.00 0.21 1.00 0.92 0.79
Satd. Flow (perm) 141 3526 389 3476 1701 1441
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 14 975 25 52 1322 178 21 109 11 163 157 41 RTOR Reduction (vph) 0200 1 00030040
Lane Group Flow (vph) 14 998 0 52 1490 0 0 138 0 0 357 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 53.0 53.0 53.0 53.0 37.0 37.0
Effective Green, g (s) 53.0 53.0 53.0 53.0 37.0 37.0
Actuated g/C Ratio 0.53 0.53 0.53 0.53 0.37 0.37
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 74 1868 206 1842 629 533
v/s Ratio Prot 0.28 c0.43
v/s Ratio Perm 0.10 0.13 0.08 c0.25
v/c Ratio 0.19 0.53 0.25 0.81 0.22 0.67
Uniform Delay, d1 12.3 15.4 12.8 19.3 21.6 26.4
Progression Factor 1.00 1.00 0.25 0.17 1.00 1.00
Incremental Delay, d2 1.2 0.3 0.4 1.5 0.8 3.2
Delay (s) 13.5 15.7 3.5 4.8 22.4 29.6
Level of Service B B A A C C
Approach Delay (s) 15.7 4.8 22.4 29.6
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 12.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 73.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
3: Rosecrans Ave & Willowbrook Ave East Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 42 989 31 21 1359 109 28 53 34 208 120 50 Future Volume (vph) 42 989 31 21 1359 109 28 53 34 208 120 50 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.94 1.00 0.96
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3523 1770 3500 1770 1753 1770 1780 Flt Permitted 0.08 1.00 0.18 1.00 0.61 1.00 0.70 1.00
Satd. Flow (perm) 141 3523 328 3500 1127 1753 1297 1780 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 45 1063 33 23 1461 117 30 57 37 224 129 54 RTOR Reduction (vph) 0200600 2 300 1 50
Lane Group Flow (vph) 45 1094 0 23 1572 0 30 71 0 224 168 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 53.0 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Effective Green, g (s) 53.0 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Actuated g/C Ratio 0.53 0.53 0.53 0.53 0.37 0.37 0.37 0.37 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 74 1867 173 1855 416 648 479 658
v/s Ratio Prot 0.31 c0.45 0.04 0.09
v/s Ratio Perm 0.32 0.07 0.03 c0.17
v/c Ratio 0.61 0.59 0.13 0.85 0.07 0.11 0.47 0.26
Uniform Delay, d1 16.3 16.0 11.9 20.0 20.4 20.7 24.0 21.9 Progression Factor 0.51 0.39 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.4 0.4 0.4 3.8 0.3 0.3 0.7 0.2
Delay (s) 19.6 6.6 12.2 23.8 20.7 21.0 24.7 22.1
Level of Service B A B C C C C C
Approach Delay (s) 7.1 23.7 20.9 23.6
Approach LOS A C C C
Intersection Summary
HCM 2000 Control Delay 17.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 69.9% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
4: Willowbrook Ave West & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 20 637 66 0 866 34 17 87 9 0 162 67 Future Volume (vph) 20 637 66 0 866 34 17 87 9 0 162 67 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 1.00 0.91 0.95 1.00 1.00
Frt 1.00 0.99 0.99 0.99 0.96
Flt Protected 0.95 1.00 1.00 0.99 1.00
Satd. Flow (prot) 1770 5013 3519 1830 1789
Flt Permitted 0.95 1.00 1.00 0.78 1.00
Satd. Flow (perm) 1770 5013 3519 1441 1789
Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 23 741 77 0 1007 40 20 101 10 0 188 78
RTOR Reduction (vph) 0800200300 1 50
Lane Group Flow (vph) 23 810 0 0 1045 0 0 128 0 0 251 0 Turn Type Prot NA NA Perm NA NA
Protected Phases 5 2684
Permitted Phases 8
Actuated Green, G (s) 2.7 61.2 59.4 18.0 18.0
Effective Green, g (s) 2.7 61.2 59.4 18.0 18.0
Actuated g/C Ratio 0.03 0.66 0.64 0.19 0.19
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 51 3295 2245 278 345
v/s Ratio Prot c0.01 0.16 c0.30 c0.14
v/s Ratio Perm 0.09
v/c Ratio 0.45 0.25 0.47 0.46 0.73
Uniform Delay, d1 44.5 6.5 8.7 33.2 35.2
Progression Factor 1.00 1.00 0.19 1.00 1.00
Incremental Delay, d2 6.2 0.2 0.6 1.2 7.4
Delay (s) 50.7 6.7 2.3 34.4 42.7
Level of Service D A A C D
Approach Delay (s) 7.9 2.3 34.4 42.7
Approach LOS A A C D
Intersection Summary
HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 93.1 Sum of lost time (s) 13.0 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
5: Willowbrook Ave East & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 590 51 12 859 16 0 46 15 19 47 37 Future Volume (vph) 0 590 51 12 859 16 0 46 15 19 47 37 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00 1.00
Frt 0.99 1.00 1.00 0.97 1.00 0.93
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5025 1770 3530 1801 1770 1739
Flt Permitted 1.00 0.95 1.00 1.00 0.71 1.00
Satd. Flow (perm) 5025 1770 3530 1801 1326 1739
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 0 670 58 14 976 18 0 52 17 22 53 42
RTOR Reduction (vph) 0700100 1 200 3 00
Lane Group Flow (vph) 0 721 0 14 993 0 0 57 0 22 65 0
Turn Type NA Prot NA NA Perm NA
Protected Phases 2 1 6 8 4
Permitted Phases 4
Actuated Green, G (s) 61.2 0.9 59.4 18.0 18.0 18.0
Effective Green, g (s) 61.2 0.9 59.4 18.0 18.0 18.0
Actuated g/C Ratio 0.66 0.01 0.64 0.19 0.19 0.19
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 3303 17 2252 348 256 336
v/s Ratio Prot 0.14 c0.01 c0.28 0.03 c0.04
v/s Ratio Perm 0.02
v/c Ratio 0.22 0.82 0.44 0.16 0.09 0.19
Uniform Delay, d1 6.4 46.0 8.5 31.3 30.8 31.5
Progression Factor 0.18 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 132.1 0.6 0.2 0.1 0.3
Delay (s) 1.3 178.1 9.1 31.5 30.9 31.8
Level of Service A F A C C C
Approach Delay (s) 1.3 11.5 31.5 31.6
Approach LOS A B C C
Intersection Summary
HCM 2000 Control Delay 9.6 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.38
Actuated Cycle Length (s) 93.1 Sum of lost time (s) 13.0 Intersection Capacity Utilization 39.5% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
8: Douglas Dollarhide Dr & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 71 512 53 48 711 71 61 13 50 25 19 79 Future Volume (vph) 71 512 53 48 711 71 61 13 50 25 19 79 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.95 0.95
Frt 1.00 0.99 1.00 0.99 0.94 0.90
Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99
Satd. Flow (prot) 1770 3489 1770 3491 3246 3167
Flt Permitted 0.95 1.00 0.95 1.00 0.78 0.89
Satd. Flow (perm) 1770 3489 1770 3491 2595 2841
Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 82 589 61 55 817 82 70 15 57 29 22 91
RTOR Reduction (vph) 0900800 3 500 5 60
Lane Group Flow (vph) 82 641 0 55 891 0 0 107 0 0 86 0
Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 6
Actuated Green, G (s) 7.5 31.6 5.1 29.2 32.0 32.0
Effective Green, g (s) 7.5 31.6 5.1 29.2 32.0 32.0
Actuated g/C Ratio 0.09 0.38 0.06 0.35 0.39 0.39
Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 160 1333 109 1232 1004 1099
v/s Ratio Prot c0.05 0.18 0.03 c0.26
v/s Ratio Perm c0.04 0.03
v/c Ratio 0.51 0.48 0.50 0.72 0.11 0.08
Uniform Delay, d1 35.9 19.3 37.6 23.2 16.2 16.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.8 0.3 3.6 2.1 0.2 0.1
Delay (s) 38.6 19.6 41.2 25.4 16.4 16.2
Level of Service D B D C B B
Approach Delay (s) 21.7 26.3 16.4 16.2
Approach LOS C C B B
Intersection Summary
HCM 2000 Control Delay 23.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.41
Actuated Cycle Length (s) 82.7 Sum of lost time (s) 14.0 Intersection Capacity Utilization 47.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
9: Alameda St West & Palmer St Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 18 21 28 122 49 178 29 535 26 50 827 14 Future Volume (vph) 18 21 28 122 49 178 29 535 26 50 827 14 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 1.00 0.88 1.00 0.99 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1733 1770 1644 1770 3514 1770 3530
Flt Permitted 0.69 0.81 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1219 1509 1644 1770 3514 1770 3530
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 19 22 30 130 52 189 31 569 28 53 880 15 RTOR Reduction (vph) 0 25 0 0 159 0020010
Lane Group Flow (vph) 0 46 0 130 82 0 31 595 0 53 894 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 12.7 12.7 12.7 2.8 47.2 4.7 49.1
Effective Green, g (s) 12.7 12.7 12.7 2.8 47.2 4.7 49.1 Actuated g/C Ratio 0.16 0.16 0.16 0.04 0.59 0.06 0.62
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 194 240 262 62 2083 104 2177
v/s Ratio Prot 0.05 0.02 0.17 c0.03 c0.25
v/s Ratio Perm 0.04 c0.09
v/c Ratio 0.24 0.54 0.31 0.50 0.29 0.51 0.41
Uniform Delay, d1 29.2 30.8 29.6 37.7 7.9 36.3 7.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.6 2.5 0.7 6.2 0.3 3.9 0.6
Delay (s) 29.8 33.3 30.3 43.9 8.3 40.2 8.4
Level of Service C C C D A D A
Approach Delay (s) 29.8 31.3 10.0 10.2
Approach LOS C C B B
Intersection Summary
HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46
Actuated Cycle Length (s) 79.6 Sum of lost time (s) 15.0 Intersection Capacity Utilization 58.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
10: Alameda St West & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 54 489 51 28 742 92 48 428 18 84 734 60 Future Volume (vph) 54 489 51 28 742 92 48 428 18 84 734 60 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3489 1770 3481 1770 3517 1770 3499 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1770 3489 1770 3481 1770 3517 1770 3499 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 59 532 55 30 807 100 52 465 20 91 798 65 RTOR Reduction (vph) 060080030050
Lane Group Flow (vph) 59 581 0 30 899 0 52 482 0 91 858 0 Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases
Actuated Green, G (s) 6.5 45.2 7.4 46.1 7.4 32.9 8.4 33.9 Effective Green, g (s) 6.5 45.2 7.4 46.1 7.4 32.9 8.4 33.9 Actuated g/C Ratio 0.06 0.40 0.07 0.41 0.07 0.29 0.07 0.30 Clearance Time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 102 1403 116 1427 116 1029 132 1055
v/s Ratio Prot c0.03 0.17 0.02 c0.26 0.03 0.14 c0.05 c0.25 v/s Ratio Perm
v/c Ratio 0.58 0.41 0.26 0.63 0.45 0.47 0.69 0.81
Uniform Delay, d1 51.6 24.1 49.9 26.4 50.5 32.6 50.7 36.3 Progression Factor 1.00 1.00 1.65 0.13 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.7 0.9 1.0 1.7 2.7 0.3 14.0 4.9
Delay (s) 59.3 25.0 83.3 5.2 53.3 32.9 64.7 41.2
Level of Service E C F A D C E D
Approach Delay (s) 28.1 7.7 34.9 43.5
Approach LOS C A C D
Intersection Summary
HCM 2000 Control Delay 27.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70
Actuated Cycle Length (s) 112.4 Sum of lost time (s) 18.5 Intersection Capacity Utilization 76.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
11: Alameda St East & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 17 543 30 26 814 47 33 149 34 64 238 10 Future Volume (vph) 17 543 30 26 814 47 33 149 34 64 238 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.97 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3512 1770 3539 1583 1770 1810 1770 1851 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.46 1.00 0.53 1.00 Satd. Flow (perm) 1770 3512 1770 3539 1583 849 1810 980 1851 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 18 584 32 28 875 51 35 160 37 69 256 11 RTOR Reduction (vph) 03000 3 0070010
Lane Group Flow (vph) 18 613 0 28 875 21 35 190 0 69 266 0 Turn Type Prot NA Prot NA Perm Perm NA Perm NA
Protected Phases 5 2 1 6 8 4
Permitted Phases 6 8 4
Actuated Green, G (s) 6.5 45.2 7.4 46.1 46.1 32.9 32.9 33.9 33.9 Effective Green, g (s) 6.5 45.2 7.4 46.1 46.1 32.9 32.9 33.9 33.9 Actuated g/C Ratio 0.06 0.40 0.07 0.41 0.41 0.29 0.29 0.30 0.30 Clearance Time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 102 1412 116 1451 649 248 529 295 558 v/s Ratio Prot 0.01 0.17 c0.02 c0.25 0.10 c0.14
v/s Ratio Perm 0.01 0.04 0.07
v/c Ratio 0.18 0.43 0.24 0.60 0.03 0.14 0.36 0.23 0.48
Uniform Delay, d1 50.4 24.3 49.8 26.0 19.8 29.3 31.4 29.5 32.0 Progression Factor 1.60 0.44 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 0.9 1.1 1.9 0.1 0.3 0.4 0.4 0.6 Delay (s) 81.5 11.6 50.9 27.8 19.9 29.6 31.8 29.9 32.6
Level of Service F B D C B C C C C
Approach Delay (s) 13.6 28.1 31.5 32.1
Approach LOS B C C C
Intersection Summary
HCM 2000 Control Delay 24.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 112.4 Sum of lost time (s) 18.5 Intersection Capacity Utilization 52.7% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
12: Alameda St West & Myrrh St Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 56 254 48 53 408 72 61 384 22 48 701 77 Future Volume (vph) 56 254 48 53 408 72 61 384 22 48 701 77 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1818 1770 1863 1583 1770 3510 1770 3487 Flt Permitted 0.30 1.00 0.43 1.00 1.00 0.15 1.00 0.39 1.00 Satd. Flow (perm) 565 1818 793 1863 1583 271 3510 730 3487 Peak-hour factor, PHF 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 Adj. Flow (vph) 74 334 63 70 537 95 80 505 29 63 922 101 RTOR Reduction (vph) 06000 4 9050090
Lane Group Flow (vph) 74 391 0 70 537 46 80 529 0 63 1014 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2 6 6 8 4
Actuated Green, G (s) 45.3 45.3 45.3 45.3 45.3 38.7 38.7 38.7 38.7 Effective Green, g (s) 45.3 45.3 45.3 45.3 45.3 38.7 38.7 38.7 38.7 Actuated g/C Ratio 0.48 0.48 0.48 0.48 0.48 0.41 0.41 0.41 0.41 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 272 876 382 897 762 111 1445 300 1435 v/s Ratio Prot 0.21 c0.29 0.15 0.29
v/s Ratio Perm 0.13 0.09 0.03 c0.30 0.09
v/c Ratio 0.27 0.45 0.18 0.60 0.06 0.72 0.37 0.21 0.71
Uniform Delay, d1 14.5 16.1 13.8 17.7 13.0 23.1 19.2 17.8 22.9 Progression Factor 1.00 1.00 0.51 0.45 0.10 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.5 1.6 0.7 2.1 0.1 20.4 0.2 0.4 1.6 Delay (s) 17.0 17.7 7.8 10.0 1.4 43.6 19.3 18.2 24.6
Level of Service B B A B A D B B C
Approach Delay (s) 17.6 8.6 22.5 24.2
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 18.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 94.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
13: Myrrh St & Alameda St East Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 61 244 27 8 436 19 11 90 11 25 234 100 Future Volume (vph) 61 244 27 8 436 19 11 90 11 25 234 100 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 0.99 1.00 0.98 1.00 0.96
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1835 1851 1770 1832 1770 1779
Flt Permitted 0.31 1.00 0.99 0.30 1.00 0.66 1.00
Satd. Flow (perm) 576 1835 1839 561 1832 1238 1779
Peak-hour factor, PHF 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 Adj. Flow (vph) 87 349 39 11 623 27 16 129 16 36 334 143 RTOR Reduction (vph) 0400200500 1 60
Lane Group Flow (vph) 87 384 0 0 659 0 16 140 0 36 461 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2684
Actuated Green, G (s) 45.3 45.3 45.3 38.7 38.7 38.7 38.7 Effective Green, g (s) 45.3 45.3 45.3 38.7 38.7 38.7 38.7 Actuated g/C Ratio 0.48 0.48 0.48 0.41 0.41 0.41 0.41
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 277 884 886 230 754 509 732
v/s Ratio Prot 0.21 0.08 c0.26
v/s Ratio Perm 0.15 c0.36 0.03 0.03
v/c Ratio 0.31 0.43 0.74 0.07 0.19 0.07 0.63
Uniform Delay, d1 14.9 16.0 19.7 16.7 17.6 16.8 22.0
Progression Factor 0.57 0.56 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.8 1.5 5.6 0.1 0.1 0.1 1.7
Delay (s) 11.3 10.5 25.3 16.9 17.7 16.8 23.7
Level of Service B B C B B B C
Approach Delay (s) 10.6 25.3 17.7 23.2
Approach LOS B C B C
Intersection Summary
HCM 2000 Control Delay 20.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 94.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 67.0% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
14: Santa Fe Ave & Rosecrans Ave Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 73 680 241 78 1002 75 202 392 62 108 730 159 Future Volume (vph) 73 680 241 78 1002 75 202 392 62 108 730 159 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.96 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3400 1770 3502 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3400 1770 3502 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 81 756 268 87 1113 83 224 436 69 120 811 177 RTOR Reduction (vph) 0 35 006000 4 700 7 4
Lane Group Flow (vph) 81 989 0 87 1190 0 224 436 22 120 811 103 Turn Type Prot NA Prot NA Prot NA Perm Prot NA Perm
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 84
Actuated Green, G (s) 5.0 36.9 5.5 38.4 13.9 31.9 31.9 11.0 29.0 29.0 Effective Green, g (s) 5.0 36.9 5.5 38.4 13.9 31.9 31.9 11.0 29.0 29.0 Actuated g/C Ratio 0.05 0.37 0.06 0.39 0.14 0.32 0.32 0.11 0.29 0.29 Clearance Time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 89 1263 98 1354 247 1136 508 196 1033 462 v/s Ratio Prot 0.05 0.29 c0.05 c0.34 c0.13 c0.12 0.07 c0.23 v/s Ratio Perm 0.01 0.06
v/c Ratio 0.91 0.78 0.89 0.88 0.91 0.38 0.04 0.61 0.79 0.22 Uniform Delay, d1 46.9 27.7 46.6 28.3 42.1 26.1 23.2 42.1 32.3 26.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 66.4 3.2 55.8 6.8 33.2 1.0 0.2 5.6 6.0 1.1 Delay (s) 113.3 30.9 102.4 35.1 75.3 27.1 23.4 47.7 38.3 27.7 Level of Service F C F D E CCDDC
Approach Delay (s) 36.9 39.7 41.5 37.6
Approach LOS DDDD
Intersection Summary
HCM 2000 Control Delay 38.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 99.3 Sum of lost time (s) 14.0 Intersection Capacity Utilization 78.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
15: Compton Blvd & Santa Fe Ave Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11/05/2019 Existing Conditions Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 40 462 149 189 807 131 104 416 120 75 986 65 Future Volume (vph) 40 462 149 189 807 131 104 416 120 75 986 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 46 531 171 217 928 151 120 478 138 86 1133 75 RTOR Reduction (vph) 0 0 117 0 0 56 0 0 89 0 0 48
Lane Group Flow (vph) 46 531 54 217 928 95 120 478 49 86 1133 27 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Actuated Green, G (s) 3.9 24.6 24.6 13.3 34.0 34.0 7.8 34.2 34.2 7.5 33.9 33.9 Effective Green, g (s) 3.9 24.6 24.6 13.3 34.0 34.0 7.8 34.2 34.2 7.5 33.9 33.9 Actuated g/C Ratio 0.04 0.26 0.26 0.14 0.36 0.36 0.08 0.36 0.36 0.08 0.35 0.35 Clearance Time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 72 910 407 246 1258 562 144 1266 566 138 1254 561 v/s Ratio Prot 0.03 0.15 c0.12 c0.26 c0.07 0.14 0.05 c0.32 v/s Ratio Perm 0.03 0.06 0.03 0.02
v/c Ratio 0.64 0.58 0.13 0.88 0.74 0.17 0.83 0.38 0.09 0.62 0.90 0.05 Uniform Delay, d1 45.2 31.0 27.3 40.4 26.9 21.1 43.3 22.8 20.4 42.7 29.3 20.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 17.1 1.0 0.1 28.7 2.3 0.1 31.9 0.9 0.3 8.5 10.8 0.2 Delay (s) 62.3 32.0 27.4 69.1 29.2 21.3 75.2 23.7 20.7 51.1 40.1 20.4 Level of Service E C C E C C E CCDDC
Approach Delay (s) 32.8 35.0 31.5 39.7
Approach LOS CCCD
Intersection Summary
HCM 2000 Control Delay 35.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.86
Actuated Cycle Length (s) 95.6 Sum of lost time (s) 16.0 Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
1: Compton Blvd & Acacia Ave Timing Plan: PM Peak Hour
Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 22 942 72 71 575 59 170 103 121 57 57 15 Future Volume (vph) 22 942 72 71 575 59 170 103 121 57 57 15 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 0.98
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.98
Satd. Flow (prot) 1770 3502 1770 3490 1770 1863 1583 1795 Flt Permitted 0.95 1.00 0.95 1.00 0.67 1.00 1.00 0.84
Satd. Flow (perm) 1770 3502 1770 3490 1253 1863 1583 1532 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 24 1035 79 78 632 65 187 113 133 63 63 16 RTOR Reduction (vph) 06008000 8 6050
Lane Group Flow (vph) 24 1108 0 78 689 0 187 113 47 0 137 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 2 6
Actuated Green, G (s) 2.1 37.2 7.3 42.4 31.9 31.9 31.9 31.9 Effective Green, g (s) 2.1 37.2 7.3 42.4 31.9 31.9 31.9 31.9 Actuated g/C Ratio 0.02 0.41 0.08 0.47 0.35 0.35 0.35 0.35 Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 41 1441 142 1636 442 657 558 540
v/s Ratio Prot 0.01 c0.32 c0.04 0.20 0.06
v/s Ratio Perm c0.15 0.03 0.09
v/c Ratio 0.59 0.77 0.55 0.42 0.42 0.17 0.08 0.25
Uniform Delay, d1 43.7 22.9 40.0 15.9 22.3 20.2 19.5 20.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 19.5 2.5 4.3 0.2 3.0 0.6 0.3 1.1
Delay (s) 63.2 25.4 44.3 16.1 25.2 20.7 19.8 21.9
Level of Service E C D B C C B C
Approach Delay (s) 26.2 18.9 22.4 21.9
Approach LOS C B C C
Intersection Summary
HCM 2000 Control Delay 23.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.60
Actuated Cycle Length (s) 90.4 Sum of lost time (s) 14.0 Intersection Capacity Utilization 60.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
2: Willowbrook Ave West & Rosecrans Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 22 1368 22 23 786 133 33 150 18 96 96 28 Future Volume (vph) 22 1368 22 23 786 133 33 150 18 96 96 28 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00
Frt 1.00 1.00 1.00 0.98 0.99 0.98
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.98
Satd. Flow (prot) 1770 3531 1770 3462 1826 1791
Flt Permitted 0.24 1.00 0.10 1.00 0.92 0.76
Satd. Flow (perm) 444 3531 179 3462 1698 1400
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 22 1396 22 23 802 136 34 153 18 98 98 29 RTOR Reduction (vph) 0100 1 40030050
Lane Group Flow (vph) 22 1417 0 23 925 0 0 202 0 0 220 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 55.0 55.0 55.0 55.0 35.0 35.0
Effective Green, g (s) 55.0 55.0 55.0 55.0 35.0 35.0
Actuated g/C Ratio 0.55 0.55 0.55 0.55 0.35 0.35
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 244 1942 98 1904 594 490
v/s Ratio Prot c0.40 0.27
v/s Ratio Perm 0.05 0.13 0.12 c0.16
v/c Ratio 0.09 0.73 0.23 0.49 0.34 0.45
Uniform Delay, d1 10.7 16.9 11.6 13.8 24.0 25.1
Progression Factor 1.00 1.00 0.21 0.17 1.00 1.00
Incremental Delay, d2 0.2 1.4 1.1 0.2 1.6 0.7
Delay (s) 10.8 18.3 3.5 2.6 25.5 25.7
Level of Service B B A A C C
Approach Delay (s) 18.2 2.6 25.5 25.7
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 14.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 73.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
3: Rosecrans Ave & Willowbrook Ave East Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 79 1381 28 28 905 126 11 103 24 139 75 40 Future Volume (vph) 79 1381 28 28 905 126 11 103 24 139 75 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.98 1.00 0.97 1.00 0.95
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3529 1770 3474 1770 1809 1770 1766 Flt Permitted 0.19 1.00 0.09 1.00 0.68 1.00 0.67 1.00
Satd. Flow (perm) 362 3529 165 3474 1269 1809 1250 1766 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 81 1424 29 29 933 130 11 106 25 143 77 41 RTOR Reduction (vph) 0100 1 100800 1 90
Lane Group Flow (vph) 81 1452 0 29 1052 0 11 123 0 143 99 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 55.0 55.0 55.0 55.0 35.0 35.0 35.0 35.0 Effective Green, g (s) 55.0 55.0 55.0 55.0 35.0 35.0 35.0 35.0 Actuated g/C Ratio 0.55 0.55 0.55 0.55 0.35 0.35 0.35 0.35 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 199 1940 90 1910 444 633 437 618
v/s Ratio Prot c0.41 0.30 0.07 0.06
v/s Ratio Perm 0.22 0.18 0.01 c0.11
v/c Ratio 0.41 0.75 0.32 0.55 0.02 0.19 0.33 0.16
Uniform Delay, d1 13.0 17.2 12.3 14.5 21.3 22.7 23.9 22.4 Progression Factor 0.24 0.23 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.0 1.1 2.1 0.3 0.1 0.7 0.4 0.1
Delay (s) 4.0 5.1 14.4 14.9 21.4 23.3 24.3 22.5
Level of Service A A B B C C C C
Approach Delay (s) 5.1 14.9 23.2 23.5
Approach LOS A B C C
Intersection Summary
HCM 2000 Control Delay 11.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 73.6% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
4: Willowbrook Ave West & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 35 1007 45 0 638 66 13 126 14 0 118 47 Future Volume (vph) 35 1007 45 0 638 66 13 126 14 0 118 47 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 1.00 0.91 0.95 1.00 1.00
Frt 1.00 0.99 0.99 0.99 0.96
Flt Protected 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1770 5053 3490 1832 1791
Flt Permitted 0.95 1.00 1.00 0.96 1.00
Satd. Flow (perm) 1770 5053 3490 1766 1791
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 37 1071 48 0 679 70 14 134 15 0 126 50
RTOR Reduction (vph) 0300600400 1 70
Lane Group Flow (vph) 37 1116 0 0 743 0 0 159 0 0 159 0 Turn Type Prot NA NA Perm NA NA
Protected Phases 5 2684
Permitted Phases 8
Actuated Green, G (s) 4.6 55.4 51.8 12.4 12.4
Effective Green, g (s) 4.6 55.4 51.8 12.4 12.4
Actuated g/C Ratio 0.06 0.68 0.63 0.15 0.15
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 99 3422 2210 267 271
v/s Ratio Prot c0.02 c0.22 0.21 0.09
v/s Ratio Perm c0.09
v/c Ratio 0.37 0.33 0.34 0.59 0.59
Uniform Delay, d1 37.2 5.5 7.0 32.4 32.3
Progression Factor 1.00 1.00 0.28 1.00 1.00
Incremental Delay, d2 2.4 0.3 0.4 3.5 3.2
Delay (s) 39.6 5.7 2.4 35.9 35.5
Level of Service D A A D D
Approach Delay (s) 6.8 2.4 35.9 35.5
Approach LOS A A D D
Intersection Summary
HCM 2000 Control Delay 9.7 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.38
Actuated Cycle Length (s) 81.8 Sum of lost time (s) 13.0 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
5: Willowbrook Ave East & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 961 69 10 636 22 0 112 15 18 33 68 Future Volume (vph) 0 961 69 10 636 22 0 112 15 18 33 68 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00 1.00
Frt 0.99 1.00 0.99 0.98 1.00 0.90
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5034 1770 3521 1832 1770 1674
Flt Permitted 1.00 0.95 1.00 1.00 0.64 1.00
Satd. Flow (perm) 5034 1770 3521 1832 1197 1674
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 1001 72 10 662 23 0 117 16 19 34 71
RTOR Reduction (vph) 0500200600 6 00
Lane Group Flow (vph) 0 1068 0 10 684 0 0 127 0 19 45 0 Turn Type NA Prot NA NA Perm NA
Protected Phases 2 1 6 8 4
Permitted Phases 4
Actuated Green, G (s) 55.4 1.0 51.8 12.4 12.4 12.4
Effective Green, g (s) 55.4 1.0 51.8 12.4 12.4 12.4
Actuated g/C Ratio 0.68 0.01 0.63 0.15 0.15 0.15
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 3409 21 2229 277 181 253
v/s Ratio Prot c0.21 c0.01 0.19 c0.07 0.03
v/s Ratio Perm 0.02
v/c Ratio 0.31 0.48 0.31 0.46 0.10 0.18
Uniform Delay, d1 5.4 40.1 6.8 31.6 29.9 30.3
Progression Factor 0.19 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 16.0 0.4 1.2 0.3 0.3
Delay (s) 1.3 56.2 7.2 32.8 30.2 30.6
Level of Service A E A C C C
Approach Delay (s) 1.3 7.9 32.8 30.5
Approach LOS A A C C
Intersection Summary
HCM 2000 Control Delay 7.4 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.34
Actuated Cycle Length (s) 81.8 Sum of lost time (s) 13.0 Intersection Capacity Utilization 41.9% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
8: Douglas Dollarhide Dr & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 119 764 77 58 406 154 110 40 106 74 55 124 Future Volume (vph) 119 764 77 58 406 154 110 40 106 74 55 124 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.95 0.95
Frt 1.00 0.99 1.00 0.96 0.94 0.93
Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99
Satd. Flow (prot) 1770 3490 1770 3393 3250 3231
Flt Permitted 0.95 1.00 0.95 1.00 0.71 0.78
Satd. Flow (perm) 1770 3490 1770 3393 2372 2565
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 131 840 85 64 446 169 121 44 116 81 60 136 RTOR Reduction (vph) 0800 4 200 7 000 8 20
Lane Group Flow (vph) 131 917 0 64 573 0 0 211 0 0 195 0 Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 6
Actuated Green, G (s) 11.6 30.9 6.9 26.2 33.6 33.6
Effective Green, g (s) 11.6 30.9 6.9 26.2 33.6 33.6
Actuated g/C Ratio 0.14 0.36 0.08 0.31 0.39 0.39
Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 240 1262 143 1040 933 1009
v/s Ratio Prot c0.07 c0.26 0.04 0.17
v/s Ratio Perm c0.09 0.08
v/c Ratio 0.55 0.73 0.45 0.55 0.23 0.19
Uniform Delay, d1 34.4 23.6 37.4 24.7 17.2 17.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.5 2.1 2.2 0.6 0.6 0.4
Delay (s) 37.0 25.7 39.7 25.3 17.8 17.4
Level of Service D C D C B B
Approach Delay (s) 27.1 26.7 17.8 17.4
Approach LOS C C B B
Intersection Summary
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 85.4 Sum of lost time (s) 14.0 Intersection Capacity Utilization 58.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
9: Alameda St West & Palmer St Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 34 20 28 88 25 84 26 805 76 53 701 10 Future Volume (vph) 34 20 28 88 25 84 26 805 76 53 701 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.95 1.00 0.88 1.00 0.99 1.00 1.00
Flt Protected 0.98 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1740 1770 1647 1770 3493 1770 3532
Flt Permitted 0.77 0.71 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1372 1319 1647 1770 3493 1770 3532
Peak-hour factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Adj. Flow (vph) 41 24 34 107 30 102 32 982 93 65 855 12 RTOR Reduction (vph) 0 22 0 0 87 0050010
Lane Group Flow (vph) 0 77 0 107 45 0 32 1070 0 65 866 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 12.0 12.0 12.0 3.4 50.4 7.0 54.0
Effective Green, g (s) 12.0 12.0 12.0 3.4 50.4 7.0 54.0 Actuated g/C Ratio 0.14 0.14 0.14 0.04 0.60 0.08 0.64
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 195 187 234 71 2085 146 2259
v/s Ratio Prot 0.03 0.02 c0.31 c0.04 c0.25
v/s Ratio Perm 0.06 c0.08
v/c Ratio 0.39 0.57 0.19 0.45 0.51 0.45 0.38
Uniform Delay, d1 32.9 33.8 31.9 39.6 9.9 36.9 7.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.3 4.2 0.4 4.5 0.9 2.2 0.5
Delay (s) 34.2 38.0 32.3 44.1 10.8 39.0 7.7
Level of Service C D C D B D A
Approach Delay (s) 34.2 34.9 11.7 9.9
Approach LOS C C B A
Intersection Summary
HCM 2000 Control Delay 14.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 84.4 Sum of lost time (s) 15.0 Intersection Capacity Utilization 51.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
10: Alameda St West & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 92 816 49 35 498 85 106 636 71 131 576 44 Future Volume (vph) 92 816 49 35 498 85 106 636 71 131 576 44 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.99 1.00 0.98 1.00 0.98 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3509 1770 3462 1770 3486 1770 3501 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1770 3509 1770 3462 1770 3486 1770 3501 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 102 907 54 39 553 94 118 707 79 146 640 49 RTOR Reduction (vph) 0400 1 10070040
Lane Group Flow (vph) 102 957 0 39 636 0 118 779 0 146 685 0 Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases
Actuated Green, G (s) 11.2 48.7 7.8 45.3 11.5 29.7 12.9 31.1 Effective Green, g (s) 11.2 48.7 7.8 45.3 11.5 29.7 12.9 31.1 Actuated g/C Ratio 0.10 0.41 0.07 0.39 0.10 0.25 0.11 0.26 Clearance Time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 168 1453 117 1333 173 880 194 925
v/s Ratio Prot c0.06 c0.27 0.02 0.18 0.07 c0.22 c0.08 0.20 v/s Ratio Perm
v/c Ratio 0.61 0.66 0.33 0.48 0.68 0.88 0.75 0.74
Uniform Delay, d1 51.1 27.8 52.4 27.2 51.3 42.3 50.8 39.6 Progression Factor 1.00 1.00 1.62 0.16 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.1 2.4 1.5 1.1 10.6 10.5 15.2 3.2 Delay (s) 57.2 30.1 86.3 5.5 61.8 52.8 66.0 42.8
Level of Service E C F A E D E D
Approach Delay (s) 32.7 10.1 54.0 46.8
Approach LOS C B D D
Intersection Summary
HCM 2000 Control Delay 37.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 117.6 Sum of lost time (s) 18.5 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
11: Alameda St East & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 19 978 17 13 574 23 29 159 66 43 132 11 Future Volume (vph) 19 978 17 13 574 23 29 159 66 43 132 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.96 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3530 1770 3539 1583 1770 1781 1770 1841 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.62 1.00 0.41 1.00 Satd. Flow (perm) 1770 3530 1770 3539 1583 1155 1781 758 1841 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 21 1063 18 14 624 25 32 173 72 47 143 12 RTOR Reduction (vph) 01000 1 50 1 30020
Lane Group Flow (vph) 21 1080 0 14 624 10 32 232 0 47 153 0 Turn Type Prot NA Prot NA Perm Perm NA Perm NA
Protected Phases 5 2 1 6 8 4
Permitted Phases 6 8 4
Actuated Green, G (s) 11.2 48.7 7.8 45.3 45.3 29.7 29.7 31.1 31.1 Effective Green, g (s) 11.2 48.7 7.8 45.3 45.3 29.7 29.7 31.1 31.1 Actuated g/C Ratio 0.10 0.41 0.07 0.39 0.39 0.25 0.25 0.26 0.26 Clearance Time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 168 1461 117 1363 609 291 449 200 486 v/s Ratio Prot c0.01 c0.31 0.01 0.18 c0.13 0.08
v/s Ratio Perm 0.01 0.03 0.06
v/c Ratio 0.12 0.74 0.12 0.46 0.02 0.11 0.52 0.23 0.31
Uniform Delay, d1 48.7 29.1 51.7 27.0 22.4 33.8 37.8 33.9 34.7 Progression Factor 1.56 0.47 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 2.5 0.5 1.1 0.0 0.2 1.0 0.6 0.4 Delay (s) 76.4 16.1 52.1 28.1 22.4 34.0 38.8 34.5 35.1
Level of Service E B DCCCD CD
Approach Delay (s) 17.2 28.4 38.2 34.9
Approach LOS B C D C
Intersection Summary
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 117.6 Sum of lost time (s) 18.5 Intersection Capacity Utilization 57.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
12: Alameda St West & Myrrh St Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 102 466 50 25 176 91 24 669 42 76 541 53 Future Volume (vph) 102 466 50 25 176 91 24 669 42 76 541 53 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1835 1770 1863 1583 1770 3508 1770 3492 Flt Permitted 0.63 1.00 0.32 1.00 1.00 0.29 1.00 0.21 1.00 Satd. Flow (perm) 1182 1835 598 1863 1583 534 3508 390 3492 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 113 518 56 28 196 101 27 743 47 84 601 59 RTOR Reduction (vph) 03000 4 7060090
Lane Group Flow (vph) 113 571 0 28 196 54 27 784 0 84 651 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2 6 6 8 4
Actuated Green, G (s) 42.3 42.3 42.3 42.3 42.3 26.3 26.3 26.3 26.3 Effective Green, g (s) 42.3 42.3 42.3 42.3 42.3 26.3 26.3 26.3 26.3 Actuated g/C Ratio 0.54 0.54 0.54 0.54 0.54 0.33 0.33 0.33 0.33 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 636 987 321 1002 851 178 1173 130 1168 v/s Ratio Prot c0.31 0.11 c0.22 0.19
v/s Ratio Perm 0.10 0.05 0.03 0.05 0.22
v/c Ratio 0.18 0.58 0.09 0.20 0.06 0.15 0.67 0.65 0.56
Uniform Delay, d1 9.3 12.2 8.8 9.4 8.7 18.3 22.4 22.2 21.4 Progression Factor 1.00 1.00 0.47 0.45 0.12 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 2.5 0.5 0.4 0.1 0.4 1.5 10.5 0.6 Delay (s) 9.9 14.6 4.7 4.7 1.2 18.7 23.9 32.7 22.0
Level of Service A B AAABC CC
Approach Delay (s) 13.9 3.6 23.7 23.2
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 78.6 Sum of lost time (s) 10.0 Intersection Capacity Utilization 71.6% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
13: Myrrh St & Alameda St East Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 77 497 11 2 252 21 17 153 24 23 104 25 Future Volume (vph) 77 497 11 2 252 21 17 153 24 23 104 25 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.99 1.00 0.98 1.00 0.97
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1857 1843 1770 1825 1770 1808
Flt Permitted 0.57 1.00 1.00 0.67 1.00 0.61 1.00
Satd. Flow (perm) 1064 1857 1839 1245 1825 1133 1808
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 83 534 12 2 271 23 18 165 26 25 112 27
RTOR Reduction (vph) 0000200700 1 10
Lane Group Flow (vph) 83 546 0 0 294 0 18 184 0 25 128 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2684
Actuated Green, G (s) 42.3 42.3 42.3 26.3 26.3 26.3 26.3 Effective Green, g (s) 42.3 42.3 42.3 26.3 26.3 26.3 26.3 Actuated g/C Ratio 0.54 0.54 0.54 0.33 0.33 0.33 0.33
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 572 999 989 416 610 379 604
v/s Ratio Prot c0.29 c0.10 0.07
v/s Ratio Perm 0.08 0.16 0.01 0.02
v/c Ratio 0.15 0.55 0.30 0.04 0.30 0.07 0.21
Uniform Delay, d1 9.1 11.9 10.0 17.7 19.3 17.8 18.7
Progression Factor 0.50 0.45 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.5 1.8 0.8 0.0 0.3 0.1 0.2
Delay (s) 5.0 7.1 10.7 17.7 19.6 17.9 18.9
Level of Service A A B B B B B
Approach Delay (s) 6.8 10.7 19.5 18.7
Approach LOS ABBB
Intersection Summary
HCM 2000 Control Delay 11.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.45
Actuated Cycle Length (s) 78.6 Sum of lost time (s) 10.0 Intersection Capacity Utilization 71.0% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
14: Santa Fe Ave & Rosecrans Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 102 916 188 98 715 74 182 650 102 107 412 92 Future Volume (vph) 102 916 188 98 715 74 182 650 102 107 412 92 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3449 1770 3489 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3449 1770 3489 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 104 935 192 100 730 76 186 663 104 109 420 94 RTOR Reduction (vph) 0 17 008000 7 000 6 6
Lane Group Flow (vph) 104 1110 0 100 798 0 186 663 34 109 420 28 Turn Type Prot NA Prot NA Prot NA Perm Prot NA Perm
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 84
Actuated Green, G (s) 8.3 34.9 7.8 35.4 13.2 31.9 31.9 10.3 29.0 29.0 Effective Green, g (s) 8.3 34.9 7.8 35.4 13.2 31.9 31.9 10.3 29.0 29.0 Actuated g/C Ratio 0.08 0.35 0.08 0.36 0.13 0.32 0.32 0.10 0.29 0.29 Clearance Time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 148 1217 139 1248 236 1141 510 184 1037 464 v/s Ratio Prot c0.06 c0.32 0.06 0.23 c0.11 c0.19 0.06 0.12 v/s Ratio Perm 0.02 0.02
v/c Ratio 0.70 0.91 0.72 0.64 0.79 0.58 0.07 0.59 0.41 0.06 Uniform Delay, d1 44.1 30.5 44.5 26.4 41.5 27.9 23.2 42.3 28.0 25.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 14.0 10.4 16.3 1.1 15.9 2.2 0.2 5.0 1.2 0.2 Delay (s) 58.1 40.9 60.8 27.5 57.4 30.1 23.4 47.3 29.2 25.4 Level of Service E D E C E CCDCC
Approach Delay (s) 42.4 31.2 34.7 31.8
Approach LOS DCCC
Intersection Summary
HCM 2000 Control Delay 35.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 98.9 Sum of lost time (s) 14.0 Intersection Capacity Utilization 74.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Existing Conditions
15: Compton Blvd & Santa Fe Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 82 885 81 79 457 129 99 786 214 125 446 62 Future Volume (vph) 82 885 81 79 457 129 99 786 214 125 446 62 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 84 903 83 81 466 132 101 802 218 128 455 63 RTOR Reduction (vph) 0 0 58 0 0 92 0 0 117 0 0 39
Lane Group Flow (vph) 84 903 25 81 466 40 101 802 101 128 455 24 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Actuated Green, G (s) 6.1 28.9 28.9 6.1 28.9 28.9 7.4 33.5 33.5 10.6 36.7 36.7 Effective Green, g (s) 6.1 28.9 28.9 6.1 28.9 28.9 7.4 33.5 33.5 10.6 36.7 36.7 Actuated g/C Ratio 0.06 0.30 0.30 0.06 0.30 0.30 0.08 0.35 0.35 0.11 0.39 0.39 Clearance Time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 113 1075 481 113 1075 481 137 1246 557 197 1365 610 v/s Ratio Prot c0.05 c0.26 0.05 0.13 c0.06 c0.23 c0.07 0.13 v/s Ratio Perm 0.02 0.03 0.06 0.02
v/c Ratio 0.74 0.84 0.05 0.72 0.43 0.08 0.74 0.64 0.18 0.65 0.33 0.04 Uniform Delay, d1 43.7 30.9 23.4 43.7 26.5 23.6 42.9 25.8 21.3 40.5 20.6 18.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 22.9 5.9 0.0 19.4 0.3 0.1 18.5 2.6 0.7 7.2 0.7 0.1 Delay (s) 66.7 36.9 23.5 63.0 26.8 23.7 61.4 28.4 22.0 47.7 21.2 18.3 Level of Service E D C E C C E CCDCB
Approach Delay (s) 38.2 30.5 30.1 26.2
Approach LOS DCCC
Intersection Summary
HCM 2000 Control Delay 31.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 95.1 Sum of lost time (s) 16.0 Intersection Capacity Utilization 72.5% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group

Compton Station TOD
Traffic Impact Analysis

Iteris, Inc.

Buildout Year 2040 Without Project Conditions

Compton Station TOD Traffic Study Buildout 2040 Without Project 1: Compton Blvd & Acacia Ave Timing Plan: AM Peak Hour
Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 20 654 196 172 833 36 137 95 90 69 129 20 Future Volume (vph) 20 654 196 172 833 36 137 95 90 69 129 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.98
Satd. Flow (prot) 1770 3417 1770 3517 1770 1863 1583 1811 Flt Permitted 0.95 1.00 0.95 1.00 0.56 1.00 1.00 0.87
Satd. Flow (perm) 1770 3417 1770 3517 1048 1863 1583 1603 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 22 719 215 189 915 40 151 104 99 76 142 22 RTOR Reduction (vph) 0 28 003000 6 5030
Lane Group Flow (vph) 22 906 0 189 952 0 151 104 34 0 237 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 2 6
Actuated Green, G (s) 2.2 32.6 14.5 44.9 32.3 32.3 32.3 32.3 Effective Green, g (s) 2.2 32.6 14.5 44.9 32.3 32.3 32.3 32.3 Actuated g/C Ratio 0.02 0.35 0.16 0.48 0.35 0.35 0.35 0.35 Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 41 1192 274 1690 362 644 547 554
v/s Ratio Prot 0.01 c0.27 c0.11 0.27 0.06
v/s Ratio Perm 0.14 0.02 c0.15
v/c Ratio 0.54 0.76 0.69 0.56 0.42 0.16 0.06 0.43
Uniform Delay, d1 45.1 26.9 37.3 17.3 23.4 21.2 20.4 23.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.8 2.9 7.1 0.4 3.5 0.5 0.2 2.4
Delay (s) 57.9 29.8 44.4 17.7 26.9 21.7 20.6 25.9
Level of Service E C D B C C C C
Approach Delay (s) 30.5 22.1 23.6 25.9
Approach LOS CCCC
Intersection Summary
HCM 2000 Control Delay 25.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 93.4 Sum of lost time (s) 14.0 Intersection Capacity Utilization 65.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 2: Willowbrook Ave West & Rosecrans Ave Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 14 960 25 52 1302 176 21 107 11 161 155 41 Future Volume (vph) 14 960 25 52 1302 176 21 107 11 161 155 41 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00
Frt 1.00 1.00 1.00 0.98 0.99 0.98
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.98
Satd. Flow (prot) 1770 3526 1770 3476 1829 1793
Flt Permitted 0.08 1.00 0.18 1.00 0.92 0.78
Satd. Flow (perm) 141 3526 344 3476 1686 1424
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 15 1043 27 57 1415 191 23 116 12 175 168 45 RTOR Reduction (vph) 0200 1 00030040
Lane Group Flow (vph) 15 1068 0 57 1596 0 0 148 0 0 384 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 53.0 53.0 53.0 53.0 37.0 37.0
Effective Green, g (s) 53.0 53.0 53.0 53.0 37.0 37.0
Actuated g/C Ratio 0.53 0.53 0.53 0.53 0.37 0.37
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 74 1868 182 1842 623 526
v/s Ratio Prot 0.30 c0.46
v/s Ratio Perm 0.11 0.17 0.09 c0.27
v/c Ratio 0.20 0.57 0.31 0.87 0.24 0.73
Uniform Delay, d1 12.4 15.8 13.2 20.4 21.8 27.2
Progression Factor 1.00 1.00 0.24 0.17 1.00 1.00
Incremental Delay, d2 1.4 0.4 0.5 2.2 0.9 5.0
Delay (s) 13.7 16.3 3.7 5.7 22.7 32.2
Level of Service B B A A C C
Approach Delay (s) 16.2 5.7 22.7 32.2
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 13.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 77.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 3: Rosecrans Ave & Willowbrook Ave East Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 45 1059 34 23 1455 117 30 57 37 223 129 54 Future Volume (vph) 45 1059 34 23 1455 117 30 57 37 223 129 54 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.94 1.00 0.96
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3523 1770 3500 1770 1752 1770 1780 Flt Permitted 0.08 1.00 0.15 1.00 0.59 1.00 0.69 1.00
Satd. Flow (perm) 141 3523 282 3500 1093 1752 1288 1780 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 48 1139 37 25 1565 126 32 61 40 240 139 58 RTOR Reduction (vph) 0200600 2 300 1 30
Lane Group Flow (vph) 48 1174 0 25 1685 0 32 78 0 240 184 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 53.0 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Effective Green, g (s) 53.0 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Actuated g/C Ratio 0.53 0.53 0.53 0.53 0.37 0.37 0.37 0.37 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 74 1867 149 1855 404 648 476 658
v/s Ratio Prot 0.33 c0.48 0.04 0.10
v/s Ratio Perm 0.34 0.09 0.03 c0.19
v/c Ratio 0.65 0.63 0.17 0.91 0.08 0.12 0.50 0.28
Uniform Delay, d1 16.8 16.6 12.1 21.3 20.4 20.8 24.4 22.1 Progression Factor 0.49 0.39 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 14.8 0.5 0.5 6.9 0.4 0.4 0.8 0.2
Delay (s) 23.1 7.0 12.7 28.2 20.8 21.1 25.2 22.4
Level of Service C A B C C C C C
Approach Delay (s) 7.6 28.0 21.1 23.9
Approach LOS A C C C
Intersection Summary
HCM 2000 Control Delay 20.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 74.1% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 4: Willowbrook Ave West & Compton Blvd Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 22 682 71 0 927 37 19 94 10 0 174 72 Future Volume (vph) 22 682 71 0 927 37 19 94 10 0 174 72 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 1.00 0.91 0.95 1.00 1.00
Frt 1.00 0.99 0.99 0.99 0.96
Flt Protected 0.95 1.00 1.00 0.99 1.00
Satd. Flow (prot) 1770 5013 3519 1828 1789
Flt Permitted 0.95 1.00 1.00 0.76 1.00
Satd. Flow (perm) 1770 5013 3519 1406 1789
Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 26 793 83 0 1078 43 22 109 12 0 202 84
RTOR Reduction (vph) 0900200300 1 50
Lane Group Flow (vph) 26 867 0 0 1119 0 0 140 0 0 271 0 Turn Type Prot NA NA Perm NA NA
Protected Phases 5 2684
Permitted Phases 8
Actuated Green, G (s) 2.8 59.8 58.8 19.6 19.6
Effective Green, g (s) 2.8 59.8 58.8 19.6 19.6
Actuated g/C Ratio 0.03 0.63 0.62 0.21 0.21
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 52 3182 2196 292 372
v/s Ratio Prot c0.01 0.17 c0.32 c0.15
v/s Ratio Perm 0.10
v/c Ratio 0.50 0.27 0.51 0.48 0.73
Uniform Delay, d1 45.0 7.6 9.8 32.8 34.8
Progression Factor 1.00 1.00 0.18 1.00 1.00
Incremental Delay, d2 7.4 0.2 0.8 1.2 7.0
Delay (s) 52.4 7.8 2.5 34.0 41.8
Level of Service D A A C D
Approach Delay (s) 9.1 2.5 34.0 41.8
Approach LOS A A C D
Intersection Summary
HCM 2000 Control Delay 11.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 94.2 Sum of lost time (s) 13.0 Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 5: Willowbrook Ave East & Compton Blvd Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 632 55 13 920 18 0 50 17 21 51 40 Future Volume (vph) 0 632 55 13 920 18 0 50 17 21 51 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00 1.00
Frt 0.99 1.00 1.00 0.97 1.00 0.93
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5024 1770 3529 1800 1770 1741
Flt Permitted 1.00 0.95 1.00 1.00 0.71 1.00
Satd. Flow (perm) 5024 1770 3529 1800 1318 1741
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 0 718 62 15 1045 20 0 57 19 24 58 45
RTOR Reduction (vph) 0700100 1 300 2 90
Lane Group Flow (vph) 0 774 0 15 1064 0 0 63 0 24 74 0
Turn Type NA Prot NA NA Perm NA
Protected Phases 2 1 6 8 4
Permitted Phases 4
Actuated Green, G (s) 59.8 1.8 58.8 19.6 19.6 19.6
Effective Green, g (s) 59.8 1.8 58.8 19.6 19.6 19.6
Actuated g/C Ratio 0.63 0.02 0.62 0.21 0.21 0.21
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 3189 33 2202 374 274 362
v/s Ratio Prot 0.15 c0.01 c0.30 0.04 c0.04
v/s Ratio Perm 0.02
v/c Ratio 0.24 0.45 0.48 0.17 0.09 0.21
Uniform Delay, d1 7.4 45.7 9.5 30.6 30.1 30.9
Progression Factor 0.17 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 9.6 0.8 0.2 0.1 0.3
Delay (s) 1.4 55.3 10.3 30.8 30.2 31.1
Level of Service A E B C C C
Approach Delay (s) 1.4 10.9 30.8 31.0
Approach LOS A B C C
Intersection Summary
HCM 2000 Control Delay 9.3 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.41
Actuated Cycle Length (s) 94.2 Sum of lost time (s) 13.0 Intersection Capacity Utilization 41.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 8: Douglas Dollarhide Dr & Compton Blvd Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 76 548 57 52 761 76 66 14 54 27 21 85 Future Volume (vph) 76 548 57 52 761 76 66 14 54 27 21 85 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.95 0.95
Frt 1.00 0.99 1.00 0.99 0.94 0.90
Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99
Satd. Flow (prot) 1770 3489 1770 3491 3245 3167
Flt Permitted 0.95 1.00 0.95 1.00 0.77 0.88
Satd. Flow (perm) 1770 3489 1770 3491 2561 2828
Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 87 630 66 60 875 87 76 16 62 31 24 98
RTOR Reduction (vph) 0900800 3 800 6 10
Lane Group Flow (vph) 87 687 0 60 954 0 0 116 0 0 92 0
Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 6
Actuated Green, G (s) 7.8 31.5 6.7 30.4 32.0 32.0
Effective Green, g (s) 7.8 31.5 6.7 30.4 32.0 32.0
Actuated g/C Ratio 0.09 0.37 0.08 0.36 0.38 0.38
Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 163 1305 140 1260 973 1074
v/s Ratio Prot c0.05 0.20 0.03 c0.27
v/s Ratio Perm c0.05 0.03
v/c Ratio 0.53 0.53 0.43 0.76 0.12 0.09
Uniform Delay, d1 36.5 20.5 36.9 23.7 16.9 16.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.3 0.4 2.1 2.6 0.2 0.2
Delay (s) 39.8 20.9 39.0 26.3 17.2 16.9
Level of Service D C D C B B
Approach Delay (s) 23.0 27.0 17.2 16.9
Approach LOS C C B B
Intersection Summary
HCM 2000 Control Delay 24.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.44
Actuated Cycle Length (s) 84.2 Sum of lost time (s) 14.0 Intersection Capacity Utilization 49.7% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 9: Alameda St West & Palmer St Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 20 23 30 131 53 191 32 573 28 54 885 15 Future Volume (vph) 20 23 30 131 53 191 32 573 28 54 885 15 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 1.00 0.88 1.00 0.99 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1735 1770 1644 1770 3514 1770 3530
Flt Permitted 0.67 0.79 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1174 1469 1644 1770 3514 1770 3530
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 21 24 32 139 56 203 34 610 30 57 941 16 RTOR Reduction (vph) 0 27 0 0 157 0030010
Lane Group Flow (vph) 0 50 0 139 102 0 34 637 0 57 956 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 13.5 13.5 13.5 4.1 46.3 4.7 46.9
Effective Green, g (s) 13.5 13.5 13.5 4.1 46.3 4.7 46.9 Actuated g/C Ratio 0.17 0.17 0.17 0.05 0.58 0.06 0.59
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 199 249 279 91 2046 104 2082
v/s Ratio Prot 0.06 0.02 0.18 c0.03 c0.27
v/s Ratio Perm 0.04 c0.09
v/c Ratio 0.25 0.56 0.37 0.37 0.31 0.55 0.46
Uniform Delay, d1 28.6 30.3 29.2 36.5 8.5 36.4 9.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.7 2.7 0.8 2.6 0.4 5.8 0.7
Delay (s) 29.3 33.0 30.0 39.0 8.9 42.2 9.9
Level of Service C C C D A D A
Approach Delay (s) 29.3 31.1 10.4 11.7
Approach LOS C C B B
Intersection Summary
HCM 2000 Control Delay 15.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 79.5 Sum of lost time (s) 15.0 Intersection Capacity Utilization 62.4% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 10: Alameda St West & Compton Blvd Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 58 524 55 30 794 99 52 458 20 90 786 65 Future Volume (vph) 58 524 55 30 794 99 52 458 20 90 786 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3489 1770 3480 1770 3517 1770 3498 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1770 3489 1770 3480 1770 3517 1770 3498 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 63 570 60 33 863 108 57 498 22 98 854 71 RTOR Reduction (vph) 060080030050
Lane Group Flow (vph) 63 624 0 33 963 0 57 517 0 98 920 0 Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases
Actuated Green, G (s) 6.5 45.1 7.4 46.0 7.4 33.8 8.6 35.0 Effective Green, g (s) 6.5 45.1 7.4 46.0 7.4 33.8 8.6 35.0 Actuated g/C Ratio 0.06 0.40 0.07 0.41 0.07 0.30 0.08 0.31 Clearance Time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 101 1387 115 1411 115 1048 134 1079
v/s Ratio Prot c0.04 0.18 0.02 c0.28 0.03 0.15 c0.06 c0.26 v/s Ratio Perm
v/c Ratio 0.62 0.45 0.29 0.68 0.50 0.49 0.73 0.85
Uniform Delay, d1 52.3 25.1 50.5 27.7 51.2 32.8 51.3 36.8 Progression Factor 1.00 1.00 1.64 0.13 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.4 1.1 1.1 2.1 3.3 0.4 18.5 6.7 Delay (s) 63.7 26.1 83.6 5.7 54.5 33.1 69.7 43.5
Level of Service E C F A D C E D
Approach Delay (s) 29.5 8.3 35.2 46.0
Approach LOS C A D D
Intersection Summary
HCM 2000 Control Delay 29.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 113.4 Sum of lost time (s) 18.5 Intersection Capacity Utilization 79.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 11: Alameda St East & Compton Blvd Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 19 582 33 28 871 51 36 160 37 69 255 11 Future Volume (vph) 19 582 33 28 871 51 36 160 37 69 255 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.97 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3511 1770 3539 1583 1770 1810 1770 1851 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.44 1.00 0.50 1.00 Satd. Flow (perm) 1770 3511 1770 3539 1583 811 1810 938 1851 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 20 626 35 30 937 55 39 172 40 74 274 12 RTOR Reduction (vph) 03000 3 3070010
Lane Group Flow (vph) 20 658 0 30 937 22 39 205 0 74 285 0 Turn Type Prot NA Prot NA Perm Perm NA Perm NA
Protected Phases 5 2 1 6 8 4
Permitted Phases 6 8 4
Actuated Green, G (s) 6.5 45.1 7.4 46.0 46.0 33.8 33.8 35.0 35.0 Effective Green, g (s) 6.5 45.1 7.4 46.0 46.0 33.8 33.8 35.0 35.0 Actuated g/C Ratio 0.06 0.40 0.07 0.41 0.41 0.30 0.30 0.31 0.31 Clearance Time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 101 1396 115 1435 642 241 539 289 571 v/s Ratio Prot 0.01 0.19 c0.02 c0.26 0.11 c0.15
v/s Ratio Perm 0.01 0.05 0.08
v/c Ratio 0.20 0.47 0.26 0.65 0.03 0.16 0.38 0.26 0.50
Uniform Delay, d1 51.0 25.3 50.4 27.2 20.3 29.4 31.5 29.4 32.0 Progression Factor 1.59 0.44 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 1.0 1.2 2.3 0.1 0.3 0.5 0.5 0.7 Delay (s) 81.8 12.1 51.6 29.6 20.4 29.7 32.0 29.9 32.7
Level of Service F B DCCCC CC
Approach Delay (s) 14.2 29.7 31.6 32.1
Approach LOS B C C C
Intersection Summary
HCM 2000 Control Delay 25.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 113.4 Sum of lost time (s) 18.5 Intersection Capacity Utilization 55.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 12: Alameda St West & Myrrh St Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 60 272 52 57 437 78 66 411 24 52 751 83 Future Volume (vph) 60 272 52 57 437 78 66 411 24 52 751 83 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1818 1770 1863 1583 1770 3510 1770 3486 Flt Permitted 0.26 1.00 0.39 1.00 1.00 0.13 1.00 0.37 1.00 Satd. Flow (perm) 486 1818 729 1863 1583 235 3510 692 3486 Peak-hour factor, PHF 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 Adj. Flow (vph) 79 358 68 75 575 103 87 541 32 68 988 109 RTOR Reduction (vph) 06000 5 5050090
Lane Group Flow (vph) 79 420 0 75 575 48 87 568 0 68 1088 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2 6 6 8 4
Actuated Green, G (s) 45.2 45.2 45.2 45.2 45.2 40.9 40.9 40.9 40.9 Effective Green, g (s) 45.2 45.2 45.2 45.2 45.2 40.9 40.9 40.9 40.9 Actuated g/C Ratio 0.47 0.47 0.47 0.47 0.47 0.43 0.43 0.43 0.43 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 228 855 342 876 744 100 1493 294 1483 v/s Ratio Prot 0.23 c0.31 0.16 0.31
v/s Ratio Perm 0.16 0.10 0.03 c0.37 0.10
v/c Ratio 0.35 0.49 0.22 0.66 0.07 0.87 0.38 0.23 0.73
Uniform Delay, d1 16.1 17.5 15.0 19.5 13.9 25.2 18.9 17.6 23.1 Progression Factor 1.00 1.00 0.50 0.44 0.07 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.1 2.0 0.9 2.4 0.1 50.3 0.2 0.4 1.9 Delay (s) 20.2 19.5 8.4 10.9 1.1 75.4 19.1 18.0 25.0
Level of Service C B ABAEB BC
Approach Delay (s) 19.6 9.3 26.5 24.6
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 20.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 96.1 Sum of lost time (s) 10.0 Intersection Capacity Utilization 70.1% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 13: Myrrh St & Alameda St East Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 66 262 29 9 467 21 12 97 12 27 251 107 Future Volume (vph) 66 262 29 9 467 21 12 97 12 27 251 107 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 0.99 1.00 0.98 1.00 0.96
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1835 1850 1770 1832 1770 1779
Flt Permitted 0.28 1.00 0.99 0.28 1.00 0.65 1.00
Satd. Flow (perm) 521 1835 1835 518 1832 1219 1779
Peak-hour factor, PHF 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 Adj. Flow (vph) 94 374 41 13 667 30 17 139 17 39 359 153 RTOR Reduction (vph) 0400200500 1 60
Lane Group Flow (vph) 94 411 0 0 708 0 17 151 0 39 496 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2684
Actuated Green, G (s) 45.2 45.2 45.2 40.9 40.9 40.9 40.9 Effective Green, g (s) 45.2 45.2 45.2 40.9 40.9 40.9 40.9 Actuated g/C Ratio 0.47 0.47 0.47 0.43 0.43 0.43 0.43
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 245 863 863 220 779 518 757
v/s Ratio Prot 0.22 0.08 c0.28
v/s Ratio Perm 0.18 c0.39 0.03 0.03
v/c Ratio 0.38 0.48 0.82 0.08 0.19 0.08 0.66
Uniform Delay, d1 16.4 17.4 22.0 16.4 17.3 16.4 22.0
Progression Factor 0.57 0.56 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.2 1.8 8.6 0.2 0.1 0.1 2.1
Delay (s) 13.6 11.4 30.6 16.5 17.4 16.4 24.0
Level of Service B B C B B B C
Approach Delay (s) 11.8 30.6 17.3 23.5
Approach LOS B C B C
Intersection Summary
HCM 2000 Control Delay 22.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 96.1 Sum of lost time (s) 10.0 Intersection Capacity Utilization 71.2% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 14: Santa Fe Ave & Rosecrans Ave Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 79 728 258 84 1073 81 217 420 67 116 782 171 Future Volume (vph) 79 728 258 84 1073 81 217 420 67 116 782 171 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.96 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3400 1770 3502 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3400 1770 3502 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 88 809 287 93 1192 90 241 467 74 129 869 190 RTOR Reduction (vph) 0 36 005000 5 100 7 5
Lane Group Flow (vph) 88 1060 0 93 1277 0 241 467 23 129 869 115 Turn Type Prot NA Prot NA Prot NA Perm Prot NA Perm
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 84
Actuated Green, G (s) 5.0 35.9 7.0 38.9 14.0 31.6 31.6 11.4 29.0 29.0 Effective Green, g (s) 5.0 35.9 7.0 38.9 14.0 31.6 31.6 11.4 29.0 29.0 Actuated g/C Ratio 0.05 0.36 0.07 0.39 0.14 0.32 0.32 0.11 0.29 0.29 Clearance Time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 88 1221 124 1363 248 1119 500 201 1027 459 v/s Ratio Prot c0.05 0.31 0.05 c0.36 c0.14 c0.13 0.07 c0.25 v/s Ratio Perm 0.01 0.07
v/c Ratio 1.00 0.87 0.75 0.94 0.97 0.42 0.05 0.64 0.85 0.25 Uniform Delay, d1 47.5 29.8 45.6 29.3 42.8 26.9 23.7 42.3 33.4 27.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 95.9 6.8 22.2 12.1 49.0 1.1 0.2 6.8 8.6 1.3 Delay (s) 143.4 36.6 67.8 41.5 91.7 28.0 23.9 49.1 41.9 28.5 Level of Service F D E D F CCDDC
Approach Delay (s) 44.5 43.2 47.3 40.6
Approach LOS DDDD
Intersection Summary
HCM 2000 Control Delay 43.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 99.9 Sum of lost time (s) 14.0 Intersection Capacity Utilization 83.6% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 15: Compton Blvd & Santa Fe Ave Timing Plan: AM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 43 495 160 203 864 141 112 446 129 81 1056 70 Future Volume (vph) 43 495 160 203 864 141 112 446 129 81 1056 70 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 49 569 184 233 993 162 129 513 148 93 1214 80 RTOR Reduction (vph) 0 0 116 0 0 56 0 0 96 0 0 52
Lane Group Flow (vph) 49 569 68 233 993 106 129 513 52 93 1214 28 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Actuated Green, G (s) 3.9 25.6 25.6 13.3 35.0 35.0 7.8 34.0 34.0 7.7 33.9 33.9 Effective Green, g (s) 3.9 25.6 25.6 13.3 35.0 35.0 7.8 34.0 34.0 7.7 33.9 33.9 Actuated g/C Ratio 0.04 0.27 0.27 0.14 0.36 0.36 0.08 0.35 0.35 0.08 0.35 0.35 Clearance Time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 71 937 419 243 1282 573 142 1245 557 141 1241 555 v/s Ratio Prot 0.03 0.16 c0.13 c0.28 c0.07 0.14 0.05 c0.34 v/s Ratio Perm 0.04 0.07 0.03 0.02
v/c Ratio 0.69 0.61 0.16 0.96 0.77 0.18 0.91 0.41 0.09 0.66 0.98 0.05 Uniform Delay, d1 45.8 31.1 27.3 41.4 27.3 21.0 44.0 23.7 21.0 43.2 31.0 20.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.1 1.1 0.2 45.8 3.0 0.2 48.5 1.0 0.3 10.6 20.8 0.2 Delay (s) 70.8 32.2 27.4 87.1 30.3 21.2 92.6 24.7 21.3 53.8 51.8 20.9 Level of Service E C C F C C F CCDDC
Approach Delay (s) 33.5 38.8 35.2 50.2
Approach LOS CDDD
Intersection Summary
HCM 2000 Control Delay 40.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.93
Actuated Cycle Length (s) 96.6 Sum of lost time (s) 16.0 Intersection Capacity Utilization 77.6% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 1: Compton Blvd & Acacia Ave Timing Plan: PM Peak Hour
Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 24 1008 78 76 616 64 182 111 130 61 61 17 Future Volume (vph) 24 1008 78 76 616 64 182 111 130 61 61 17 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 0.98
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.98
Satd. Flow (prot) 1770 3501 1770 3489 1770 1863 1583 1792 Flt Permitted 0.95 1.00 0.95 1.00 0.66 1.00 1.00 0.83
Satd. Flow (perm) 1770 3501 1770 3489 1225 1863 1583 1519 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 26 1108 86 84 677 70 200 122 143 67 67 19 RTOR Reduction (vph) 06008000 9 4050
Lane Group Flow (vph) 26 1188 0 84 739 0 200 122 49 0 148 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 2 6
Actuated Green, G (s) 2.2 39.3 7.5 44.6 31.8 31.8 31.8 31.8 Effective Green, g (s) 2.2 39.3 7.5 44.6 31.8 31.8 31.8 31.8 Actuated g/C Ratio 0.02 0.42 0.08 0.48 0.34 0.34 0.34 0.34 Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 42 1485 143 1680 420 639 543 521
v/s Ratio Prot 0.01 c0.34 c0.05 0.21 0.07
v/s Ratio Perm c0.16 0.03 0.10
v/c Ratio 0.62 0.80 0.59 0.44 0.48 0.19 0.09 0.28
Uniform Delay, d1 44.8 23.2 41.1 15.8 23.9 21.4 20.6 22.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 24.2 3.2 6.0 0.2 3.8 0.7 0.3 1.4
Delay (s) 69.0 26.4 47.1 16.0 27.7 22.0 20.9 23.5
Level of Service E C D B C C C C
Approach Delay (s) 27.3 19.1 24.1 23.5
Approach LOS C B C C
Intersection Summary
HCM 2000 Control Delay 24.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 92.6 Sum of lost time (s) 14.0 Intersection Capacity Utilization 63.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 2: Willowbrook Ave West & Rosecrans Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 24 1464 24 25 842 143 36 161 20 103 103 30 Future Volume (vph) 24 1464 24 25 842 143 36 161 20 103 103 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00
Frt 1.00 1.00 1.00 0.98 0.99 0.98
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.98
Satd. Flow (prot) 1770 3531 1770 3462 1825 1791
Flt Permitted 0.21 1.00 0.07 1.00 0.92 0.74
Satd. Flow (perm) 399 3531 139 3462 1687 1356
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 24 1494 24 26 859 146 37 164 20 105 105 31 RTOR Reduction (vph) 0100 1 40040050
Lane Group Flow (vph) 24 1517 0 26 992 0 0 217 0 0 236 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 55.0 55.0 55.0 55.0 35.0 35.0
Effective Green, g (s) 55.0 55.0 55.0 55.0 35.0 35.0
Actuated g/C Ratio 0.55 0.55 0.55 0.55 0.35 0.35
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 219 1942 76 1904 590 474
v/s Ratio Prot c0.43 0.29
v/s Ratio Perm 0.06 0.19 0.13 c0.17
v/c Ratio 0.11 0.78 0.34 0.52 0.37 0.50
Uniform Delay, d1 10.8 17.8 12.5 14.2 24.2 25.6
Progression Factor 1.00 1.00 0.24 0.17 1.00 1.00
Incremental Delay, d2 0.2 2.1 2.2 0.2 1.8 0.8
Delay (s) 11.0 19.9 5.2 2.7 26.0 26.4
Level of Service B B A A C C
Approach Delay (s) 19.7 2.7 26.0 26.4
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 14.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 77.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 3: Rosecrans Ave & Willowbrook Ave East Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 85 1478 30 30 969 135 12 111 26 149 81 43 Future Volume (vph) 85 1478 30 30 969 135 12 111 26 149 81 43 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.98 1.00 0.97 1.00 0.95
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3529 1770 3474 1770 1809 1770 1767 Flt Permitted 0.17 1.00 0.07 1.00 0.67 1.00 0.66 1.00
Satd. Flow (perm) 318 3529 135 3474 1257 1809 1224 1767 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 88 1524 31 31 999 139 12 114 27 154 84 44 RTOR Reduction (vph) 0100 1 100800 1 90
Lane Group Flow (vph) 88 1554 0 31 1127 0 12 133 0 154 109 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4826
Actuated Green, G (s) 55.0 55.0 55.0 55.0 35.0 35.0 35.0 35.0 Effective Green, g (s) 55.0 55.0 55.0 55.0 35.0 35.0 35.0 35.0 Actuated g/C Ratio 0.55 0.55 0.55 0.55 0.35 0.35 0.35 0.35 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 174 1940 74 1910 439 633 428 618
v/s Ratio Prot c0.44 0.32 0.07 0.06
v/s Ratio Perm 0.28 0.23 0.01 c0.13
v/c Ratio 0.51 0.80 0.42 0.59 0.03 0.21 0.36 0.18
Uniform Delay, d1 14.0 18.1 13.2 15.0 21.3 22.8 24.2 22.5 Progression Factor 0.22 0.23 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 1.6 3.8 0.5 0.1 0.8 0.5 0.1
Delay (s) 4.6 5.7 17.0 15.5 21.4 23.5 24.7 22.7
Level of Service A A B B C C C C
Approach Delay (s) 5.7 15.5 23.4 23.8
Approach LOS A B C C
Intersection Summary
HCM 2000 Control Delay 11.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 4: Willowbrook Ave West & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 38 1078 49 0 683 71 14 135 15 0 127 51 Future Volume (vph) 38 1078 49 0 683 71 14 135 15 0 127 51 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 1.00 0.91 0.95 1.00 1.00
Frt 1.00 0.99 0.99 0.99 0.96
Flt Protected 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 1770 5052 3489 1832 1791
Flt Permitted 0.95 1.00 1.00 0.96 1.00
Satd. Flow (perm) 1770 5052 3489 1765 1791
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 40 1147 52 0 727 76 15 144 16 0 135 54
RTOR Reduction (vph) 0300600400 1 70
Lane Group Flow (vph) 40 1196 0 0 797 0 0 171 0 0 172 0 Turn Type Prot NA NA Perm NA NA
Protected Phases 5 2684
Permitted Phases 8
Actuated Green, G (s) 4.7 55.5 51.8 13.1 13.1
Effective Green, g (s) 4.7 55.5 51.8 13.1 13.1
Actuated g/C Ratio 0.06 0.67 0.63 0.16 0.16
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 100 3394 2188 279 284
v/s Ratio Prot c0.02 c0.24 0.23 0.10
v/s Ratio Perm c0.10
v/c Ratio 0.40 0.35 0.36 0.61 0.61
Uniform Delay, d1 37.6 5.8 7.4 32.4 32.3
Progression Factor 1.00 1.00 0.27 1.00 1.00
Incremental Delay, d2 2.6 0.3 0.5 3.9 3.6
Delay (s) 40.2 6.1 2.5 36.3 36.0
Level of Service D A A D D
Approach Delay (s) 7.2 2.5 36.3 36.0
Approach LOS A A D D
Intersection Summary
HCM 2000 Control Delay 10.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.41
Actuated Cycle Length (s) 82.6 Sum of lost time (s) 13.0 Intersection Capacity Utilization 55.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 5: Willowbrook Ave East & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 1029 74 11 681 24 0 120 17 20 36 73 Future Volume (vph) 0 1029 74 11 681 24 0 120 17 20 36 73 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00 1.00
Frt 0.99 1.00 0.99 0.98 1.00 0.90
Flt Protected 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5034 1770 3521 1831 1770 1676
Flt Permitted 1.00 0.95 1.00 1.00 0.62 1.00
Satd. Flow (perm) 5034 1770 3521 1831 1146 1676
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 1072 77 11 709 25 0 125 18 21 38 76
RTOR Reduction (vph) 0600200600 6 40
Lane Group Flow (vph) 0 1143 0 11 732 0 0 137 0 21 50 0 Turn Type NA Prot NA NA Perm NA
Protected Phases 2 1 6 8 4
Permitted Phases 4
Actuated Green, G (s) 55.5 1.0 51.8 13.1 13.1 13.1
Effective Green, g (s) 55.5 1.0 51.8 13.1 13.1 13.1
Actuated g/C Ratio 0.67 0.01 0.63 0.16 0.16 0.16
Clearance Time (s) 4.0 4.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 3382 21 2208 290 181 265
v/s Ratio Prot c0.23 c0.01 0.21 c0.07 0.03
v/s Ratio Perm 0.02
v/c Ratio 0.34 0.52 0.33 0.47 0.12 0.19
Uniform Delay, d1 5.8 40.6 7.2 31.6 29.8 30.1
Progression Factor 0.18 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 21.6 0.4 1.2 0.3 0.3
Delay (s) 1.3 62.1 7.7 32.8 30.1 30.5
Level of Service A E A C C C
Approach Delay (s) 1.3 8.5 32.8 30.4
Approach LOS A A C C
Intersection Summary
HCM 2000 Control Delay 7.6 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.37
Actuated Cycle Length (s) 82.6 Sum of lost time (s) 13.0 Intersection Capacity Utilization 43.9% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 8: Douglas Dollarhide Dr & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 128 818 83 63 435 165 118 43 114 80 59 133 Future Volume (vph) 128 818 83 63 435 165 118 43 114 80 59 133 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.95 0.95
Frt 1.00 0.99 1.00 0.96 0.94 0.93
Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99
Satd. Flow (prot) 1770 3490 1770 3393 3250 3232
Flt Permitted 0.95 1.00 0.95 1.00 0.70 0.77
Satd. Flow (perm) 1770 3490 1770 3393 2337 2523
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 141 899 91 69 478 181 130 47 125 88 65 146 RTOR Reduction (vph) 0800 4 100 7 700 9 00
Lane Group Flow (vph) 141 982 0 69 618 0 0 225 0 0 209 0 Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 6
Actuated Green, G (s) 12.3 32.8 7.1 27.6 33.6 33.6
Effective Green, g (s) 12.3 32.8 7.1 27.6 33.6 33.6
Actuated g/C Ratio 0.14 0.37 0.08 0.32 0.38 0.38
Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 248 1308 143 1070 897 968
v/s Ratio Prot c0.08 c0.28 0.04 0.18
v/s Ratio Perm c0.10 0.08
v/c Ratio 0.57 0.75 0.48 0.58 0.25 0.22
Uniform Delay, d1 35.1 23.8 38.4 25.1 18.4 18.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.0 2.5 2.6 0.8 0.7 0.5
Delay (s) 38.1 26.3 41.0 25.8 19.0 18.6
Level of Service D C D C B B
Approach Delay (s) 27.7 27.3 19.0 18.6
Approach LOS C C B B
Intersection Summary
HCM 2000 Control Delay 25.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 87.5 Sum of lost time (s) 14.0 Intersection Capacity Utilization 61.8% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 9: Alameda St West & Palmer St Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 37 22 30 95 27 90 28 862 82 57 751 11 Future Volume (vph) 37 22 30 95 27 90 28 862 82 57 751 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.95 1.00 0.88 1.00 0.99 1.00 1.00
Flt Protected 0.98 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1741 1770 1648 1770 3493 1770 3532
Flt Permitted 0.74 0.68 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1316 1272 1648 1770 3493 1770 3532
Peak-hour factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Adj. Flow (vph) 45 27 37 116 33 110 34 1051 100 70 916 13 RTOR Reduction (vph) 0 21 0 0 93 0050010
Lane Group Flow (vph) 0 88 0 116 50 0 34 1146 0 70 928 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 12.8 12.8 12.8 3.4 50.4 7.1 54.1
Effective Green, g (s) 12.8 12.8 12.8 3.4 50.4 7.1 54.1 Actuated g/C Ratio 0.15 0.15 0.15 0.04 0.59 0.08 0.63
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 197 190 247 70 2063 147 2240
v/s Ratio Prot 0.03 0.02 c0.33 c0.04 c0.26
v/s Ratio Perm 0.07 c0.09
v/c Ratio 0.45 0.61 0.20 0.49 0.56 0.48 0.41
Uniform Delay, d1 33.0 33.9 31.8 40.1 10.6 37.3 7.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.6 5.7 0.4 5.2 1.1 2.4 0.6
Delay (s) 34.6 39.6 32.2 45.3 11.7 39.7 8.3
Level of Service C D C D B D A
Approach Delay (s) 34.6 35.5 12.7 10.5
Approach LOS C D B B
Intersection Summary
HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 85.3 Sum of lost time (s) 15.0 Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 10: Alameda St West & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 99 874 53 38 533 91 114 681 76 141 617 48 Future Volume (vph) 99 874 53 38 533 91 114 681 76 141 617 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 Frt 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3509 1770 3462 1770 3486 1770 3501 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1770 3509 1770 3462 1770 3486 1770 3501 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 110 971 59 42 592 101 127 757 84 157 686 53 RTOR Reduction (vph) 0400 1 10070050
Lane Group Flow (vph) 110 1026 0 42 682 0 127 834 0 157 734 0 Turn Type Prot NA Prot NA Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases
Actuated Green, G (s) 11.4 48.5 7.9 45.0 11.6 30.6 13.2 32.2 Effective Green, g (s) 11.4 48.5 7.9 45.0 11.6 30.6 13.2 32.2 Actuated g/C Ratio 0.10 0.41 0.07 0.38 0.10 0.26 0.11 0.27 Clearance Time (s) 4.0 5.5 4.0 5.5 4.0 5.0 4.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 169 1433 117 1312 172 898 196 949
v/s Ratio Prot c0.06 c0.29 0.02 0.20 0.07 c0.24 c0.09 0.21 v/s Ratio Perm
v/c Ratio 0.65 0.72 0.36 0.52 0.74 0.93 0.80 0.77
Uniform Delay, d1 51.7 29.3 53.0 28.5 52.1 43.0 51.5 39.9 Progression Factor 1.00 1.00 1.60 0.16 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.7 3.1 1.7 1.3 15.2 15.4 20.5 4.0 Delay (s) 60.4 32.4 86.6 5.9 67.3 58.4 71.9 43.9
Level of Service E C F A E E E D
Approach Delay (s) 35.1 10.5 59.6 48.8
Approach LOS D B E D
Intersection Summary
HCM 2000 Control Delay 39.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 118.7 Sum of lost time (s) 18.5 Intersection Capacity Utilization 78.7% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 11: Alameda St East & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 1047 19 14 615 25 32 171 71 47 142 12 Future Volume (vph) 21 1047 19 14 615 25 32 171 71 47 142 12 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.96 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3530 1770 3539 1583 1770 1781 1770 1841 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.60 1.00 0.38 1.00 Satd. Flow (perm) 1770 3530 1770 3539 1583 1124 1781 709 1841 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 23 1138 21 15 668 27 35 186 77 51 154 13 RTOR Reduction (vph) 01000 1 70 1 30020
Lane Group Flow (vph) 23 1158 0 15 668 10 35 250 0 51 165 0 Turn Type Prot NA Prot NA Perm Perm NA Perm NA
Protected Phases 5 2 1 6 8 4
Permitted Phases 6 8 4
Actuated Green, G (s) 11.4 48.5 7.9 45.0 45.0 30.6 30.6 32.2 32.2 Effective Green, g (s) 11.4 48.5 7.9 45.0 45.0 30.6 30.6 32.2 32.2 Actuated g/C Ratio 0.10 0.41 0.07 0.38 0.38 0.26 0.26 0.27 0.27 Clearance Time (s) 4.0 5.5 4.0 5.5 5.5 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 169 1442 117 1341 600 289 459 192 499 v/s Ratio Prot c0.01 c0.33 0.01 0.19 c0.14 0.09
v/s Ratio Perm 0.01 0.03 0.07
v/c Ratio 0.14 0.80 0.13 0.50 0.02 0.12 0.55 0.27 0.33
Uniform Delay, d1 49.1 30.9 52.2 28.2 23.0 33.7 38.0 34.0 34.6 Progression Factor 1.56 0.46 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 3.3 0.5 1.3 0.1 0.2 1.3 0.7 0.4 Delay (s) 76.8 17.5 52.7 29.5 23.1 33.9 39.4 34.7 35.0
Level of Service E B DCCCD CD
Approach Delay (s) 18.7 29.8 38.7 34.9
Approach LOS B C D C
Intersection Summary
HCM 2000 Control Delay 25.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 118.7 Sum of lost time (s) 18.5 Intersection Capacity Utilization 60.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 12: Alameda St West & Myrrh St Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 110 499 54 27 189 98 26 716 45 82 579 57 Future Volume (vph) 110 499 54 27 189 98 26 716 45 82 579 57 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1835 1770 1863 1583 1770 3508 1770 3492 Flt Permitted 0.62 1.00 0.28 1.00 1.00 0.27 1.00 0.19 1.00 Satd. Flow (perm) 1161 1835 513 1863 1583 504 3508 363 3492 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 122 554 60 30 210 109 29 796 50 91 643 63 RTOR Reduction (vph) 03000 5 2060090
Lane Group Flow (vph) 122 611 0 30 210 57 29 840 0 91 697 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2 6 6 8 4
Actuated Green, G (s) 42.5 42.5 42.5 42.5 42.5 29.4 29.4 29.4 29.4 Effective Green, g (s) 42.5 42.5 42.5 42.5 42.5 29.4 29.4 29.4 29.4 Actuated g/C Ratio 0.52 0.52 0.52 0.52 0.52 0.36 0.36 0.36 0.36 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 602 952 266 966 821 180 1259 130 1253 v/s Ratio Prot c0.33 0.11 0.24 0.20
v/s Ratio Perm 0.11 0.06 0.04 0.06 c0.25
v/c Ratio 0.20 0.64 0.11 0.22 0.07 0.16 0.67 0.70 0.56
Uniform Delay, d1 10.6 14.2 10.1 10.7 9.8 17.9 22.1 22.5 21.0 Progression Factor 1.00 1.00 0.44 0.44 0.10 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 3.3 0.8 0.5 0.2 0.4 1.4 15.2 0.5 Delay (s) 11.3 17.5 5.3 5.2 1.2 18.3 23.5 37.7 21.6
Level of Service B B AAABC DC
Approach Delay (s) 16.5 4.0 23.3 23.4
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 19.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 81.9 Sum of lost time (s) 10.0 Intersection Capacity Utilization 75.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 13: Myrrh St & Alameda St East Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 83 532 12 3 270 23 19 164 26 25 112 27 Future Volume (vph) 83 532 12 3 270 23 19 164 26 25 112 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.99 1.00 0.98 1.00 0.97
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1857 1842 1770 1824 1770 1808
Flt Permitted 0.54 1.00 1.00 0.66 1.00 0.59 1.00
Satd. Flow (perm) 1014 1857 1836 1234 1824 1105 1808
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 89 572 13 3 290 25 20 176 28 27 120 29
RTOR Reduction (vph) 0000200700 1 10
Lane Group Flow (vph) 89 585 0 0 316 0 20 197 0 27 138 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2684
Actuated Green, G (s) 42.5 42.5 42.5 29.4 29.4 29.4 29.4 Effective Green, g (s) 42.5 42.5 42.5 29.4 29.4 29.4 29.4 Actuated g/C Ratio 0.52 0.52 0.52 0.36 0.36 0.36 0.36
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 526 963 952 442 654 396 649
v/s Ratio Prot c0.31 c0.11 0.08
v/s Ratio Perm 0.09 0.17 0.02 0.02
v/c Ratio 0.17 0.61 0.33 0.05 0.30 0.07 0.21
Uniform Delay, d1 10.4 13.8 11.4 17.1 18.9 17.2 18.2
Progression Factor 0.52 0.49 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.6 2.3 0.9 0.0 0.3 0.1 0.2
Delay (s) 6.0 9.0 12.4 17.1 19.1 17.3 18.4
Level of Service A A B B B B B
Approach Delay (s) 8.6 12.4 19.0 18.2
Approach LOS ABBB
Intersection Summary
HCM 2000 Control Delay 12.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 81.9 Sum of lost time (s) 10.0 Intersection Capacity Utilization 74.7% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 14: Santa Fe Ave & Rosecrans Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 110 981 202 105 766 80 195 696 110 115 441 99 Future Volume (vph) 110 981 202 105 766 80 195 696 110 115 441 99 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3449 1770 3489 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3449 1770 3489 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 112 1001 206 107 782 82 199 710 112 117 450 101 RTOR Reduction (vph) 0 17 008000 7 600 7 2
Lane Group Flow (vph) 112 1190 0 107 856 0 199 710 36 117 450 29 Turn Type Prot NA Prot NA Prot NA Perm Prot NA Perm
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 84
Actuated Green, G (s) 10.0 35.1 7.9 34.0 13.4 31.8 31.8 10.6 29.0 29.0 Effective Green, g (s) 10.0 35.1 7.9 34.0 13.4 31.8 31.8 10.6 29.0 29.0 Actuated g/C Ratio 0.10 0.35 0.08 0.34 0.13 0.32 0.32 0.11 0.29 0.29 Clearance Time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 178 1217 140 1193 238 1132 506 188 1032 461 v/s Ratio Prot 0.06 c0.34 c0.06 0.25 c0.11 c0.20 0.07 0.13 v/s Ratio Perm 0.02 0.02
v/c Ratio 0.63 0.98 0.76 0.72 0.84 0.63 0.07 0.62 0.44 0.06 Uniform Delay, d1 42.9 31.8 44.8 28.5 41.9 28.8 23.5 42.5 28.6 25.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.8 20.3 21.6 2.1 21.7 2.6 0.3 6.3 1.3 0.3 Delay (s) 49.7 52.1 66.4 30.6 63.6 31.4 23.8 48.8 29.9 25.7 Level of Service D D E C E CCDCC
Approach Delay (s) 51.9 34.6 36.8 32.6
Approach LOS DCDC
Intersection Summary
HCM 2000 Control Delay 40.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 99.4 Sum of lost time (s) 14.0 Intersection Capacity Utilization 78.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 Without Project 15: Compton Blvd & Santa Fe Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 88 947 87 85 489 139 106 842 229 134 478 67 Future Volume (vph) 88 947 87 85 489 139 106 842 229 134 478 67 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 90 966 89 87 499 142 108 859 234 137 488 68 RTOR Reduction (vph) 0 0 60 0 0 98 0 0 118 0 0 42
Lane Group Flow (vph) 90 966 29 87 499 44 108 859 116 137 488 26 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Actuated Green, G (s) 6.1 30.1 30.1 6.1 30.1 30.1 7.6 33.3 33.3 10.9 36.6 36.6 Effective Green, g (s) 6.1 30.1 30.1 6.1 30.1 30.1 7.6 33.3 33.3 10.9 36.6 36.6 Actuated g/C Ratio 0.06 0.31 0.31 0.06 0.31 0.31 0.08 0.35 0.35 0.11 0.38 0.38 Clearance Time (s) 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 112 1105 494 112 1105 494 139 1222 546 200 1343 601 v/s Ratio Prot c0.05 c0.27 0.05 0.14 c0.06 c0.24 c0.08 0.14 v/s Ratio Perm 0.02 0.03 0.07 0.02
v/c Ratio 0.80 0.87 0.06 0.78 0.45 0.09 0.78 0.70 0.21 0.69 0.36 0.04 Uniform Delay, d1 44.6 31.4 23.2 44.5 26.5 23.5 43.6 27.3 22.3 41.1 21.5 18.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 32.6 7.9 0.1 27.9 0.3 0.1 23.4 3.4 0.9 9.3 0.8 0.1 Delay (s) 77.2 39.2 23.3 72.4 26.8 23.5 66.9 30.7 23.2 50.4 22.3 19.0 Level of Service E D C E C C E CCDCB
Approach Delay (s) 41.0 31.6 32.5 27.5
Approach LOS DCCC
Intersection Summary
HCM 2000 Control Delay 34.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 96.4 Sum of lost time (s) 16.0 Intersection Capacity Utilization 76.6% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group

Compton Station TOD
Traffic Impact Analysis

Iteris, Inc.

Buildout Year 2040 With Project Conditions

Compton Station TOD Traffic Study Buildout 2040 With Project 1: Compton Blvd & Acacia Ave Timing Plan: AM Peak Hour
Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 556 216 190 709 40 165 143 108 83 194 24 Future Volume (vph) 21 556 216 190 709 40 165 143 108 83 194 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.99
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 1863 1583 1818 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.47 1.00 1.00 0.86 Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 874 1863 1583 1589 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 23 611 237 209 779 44 181 157 119 91 213 26 RTOR Reduction (vph) 0 0 149 0 0 22 0 0 80 0 3 0
Lane Group Flow (vph) 23 611 88 209 779 22 181 157 39 0 327 0 Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 2 6
Actuated Green, G (s) 2.3 36.2 36.2 15.6 49.5 49.5 32.1 32.1 32.1 32.1 Effective Green, g (s) 2.3 36.2 36.2 15.6 49.5 49.5 32.1 32.1 32.1 32.1 Actuated g/C Ratio 0.02 0.37 0.37 0.16 0.51 0.51 0.33 0.33 0.33 0.33 Clearance Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 41 688 585 282 941 800 286 610 519 521 v/s Ratio Prot 0.01 c0.33 c0.12 c0.42 0.08
v/s Ratio Perm 0.06 0.01 c0.21 0.02 0.21
v/c Ratio 0.56 0.89 0.15 0.74 0.83 0.03 0.63 0.26 0.08 0.63 Uniform Delay, d1 47.3 28.9 20.6 39.2 20.6 12.1 27.9 24.2 22.7 27.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.4 13.3 0.1 10.0 6.1 0.0 10.2 1.0 0.3 5.6 Delay (s) 63.7 42.2 20.7 49.3 26.7 12.1 38.1 25.2 23.0 33.5 Level of Service E DCDCBDCC C
Approach Delay (s) 36.9 30.6 29.7 33.5
Approach LOS DCCC
Intersection Summary
HCM 2000 Control Delay 32.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 97.9 Sum of lost time (s) 14.0 Intersection Capacity Utilization 81.9% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 2: Willowbrook Ave West & Rosecrans Ave Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 16 1056 0 0 1433 194 35 177 19 242 0 62 Future Volume (vph) 16 1056 0 0 1433 194 35 177 19 242 0 62 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00
Frt 1.00 1.00 0.98 0.99 0.97
Flt Protected 0.95 1.00 1.00 0.99 0.96
Satd. Flow (prot) 1770 3539 3476 1828 1742
Flt Permitted 0.07 1.00 1.00 0.92 0.55
Satd. Flow (perm) 138 3539 3476 1687 999
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 17 1148 0 0 1558 211 38 192 21 263 0 67 RTOR Reduction (vph) 0000 1 100300 1 40
Lane Group Flow (vph) 17 1148 0 0 1758 0 0 248 0 0 316 0 Turn Type Perm NA NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4 2 6
Actuated Green, G (s) 54.0 54.0 54.0 36.0 36.0
Effective Green, g (s) 54.0 54.0 54.0 36.0 36.0
Actuated g/C Ratio 0.54 0.54 0.54 0.36 0.36
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 74 1911 1877 607 359
v/s Ratio Prot 0.32 c0.51
v/s Ratio Perm 0.12 0.15 c0.32
v/c Ratio 0.23 0.60 0.94 0.41 0.88
Uniform Delay, d1 12.1 15.7 21.4 24.0 30.0
Progression Factor 1.00 1.00 0.14 1.00 1.00
Incremental Delay, d2 1.6 0.5 3.3 2.0 21.3
Delay (s) 13.7 16.2 6.3 26.0 51.3
Level of Service B B A C D
Approach Delay (s) 16.2 6.3 26.0 51.3
Approach LOS B A C D
Intersection Summary
HCM 2000 Control Delay 15.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 87.9% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 3: Rosecrans Ave & Willowbrook Ave East Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 59 1165 85 58 1601 123 0 0 0 235 323 57 Future Volume (vph) 59 1165 85 58 1601 123 0 0 0 235 323 57 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3503 1770 3501 1770 1821
Flt Permitted 0.07 1.00 0.11 1.00 0.95 1.00
Satd. Flow (perm) 138 3503 205 3501 1770 1821
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 63 1253 91 62 1722 132 0 0 0 253 347 61 RTOR Reduction (vph) 060060000060
Lane Group Flow (vph) 63 1338 0 62 1848 0000 2 5 3 4 0 20 Turn Type Perm NA Perm NA Perm NA
Protected Phases 4 8 6
Permitted Phases 4 8 6
Actuated Green, G (s) 54.0 54.0 54.0 54.0 36.0 36.0
Effective Green, g (s) 54.0 54.0 54.0 54.0 36.0 36.0
Actuated g/C Ratio 0.54 0.54 0.54 0.54 0.36 0.36
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 74 1891 110 1890 637 655
v/s Ratio Prot 0.38 c0.53 c0.22
v/s Ratio Perm 0.46 0.30 0.14
v/c Ratio 0.85 0.71 0.56 0.98 0.40 0.61
Uniform Delay, d1 19.6 17.1 15.2 22.4 23.9 26.3
Progression Factor 0.61 0.52 1.00 1.00 1.00 1.00
Incremental Delay, d2 47.0 0.9 6.5 15.6 0.4 1.7
Delay (s) 58.8 9.9 21.7 38.1 24.3 28.0
Level of Service E A C D C C
Approach Delay (s) 12.1 37.5 0.0 26.6
Approach LOS B D A C
Intersection Summary
HCM 2000 Control Delay 26.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 77.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 4: Willowbrook Ave West & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 55 546 0 0 742 93 48 235 25 0 0 0
Future Volume (vph) 55 546 0 0 742 93 48 235 25 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.99
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1770 3539 1863 1583 1770 1836
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1770 3539 1863 1583 1770 1836
Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 64 635 0 0 863 108 56 273 29 0 0 0
RTOR Reduction (vph) 00000 4 0030000
Lane Group Flow (vph) 64 635 0 0 863 68 56 299 0000
Turn Type Prot NA NA Perm Perm NA
Protected Phases 5 2 6 8
Permitted Phases 6 8
Actuated Green, G (s) 6.1 69.3 66.6 66.6 20.8 20.8
Effective Green, g (s) 6.1 69.3 66.6 66.6 20.8 20.8
Actuated g/C Ratio 0.06 0.65 0.63 0.63 0.20 0.20
Clearance Time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 101 2302 1165 989 345 358
v/s Ratio Prot c0.04 c0.18 c0.46 c0.16
v/s Ratio Perm 0.04 0.03
v/c Ratio 0.63 0.28 0.74 0.07 0.16 0.83
Uniform Delay, d1 49.1 7.9 13.9 7.8 35.6 41.2
Progression Factor 1.00 1.00 0.38 0.00 1.00 1.00
Incremental Delay, d2 12.3 0.3 3.1 0.1 0.2 15.3
Delay (s) 61.4 8.2 8.4 0.1 35.8 56.5
Level of Service E A A A D E
Approach Delay (s) 13.1 7.5 53.3 0.0
Approach LOS B A D A
Intersection Summary
HCM 2000 Control Delay 17.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 106.5 Sum of lost time (s) 13.0 Intersection Capacity Utilization 67.1% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 5: Willowbrook Ave East & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 506 138 33 736 0000 5 3 1 2 8 1 0 0 Future Volume (vph) 0 506 138 33 736 0000 5 3 1 2 8 1 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.93
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3539 1583 1770 1863 1770 1740
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3539 1583 1770 1863 1770 1740
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Adj. Flow (vph) 0 575 157 38 836 0000 6 0 1 4 5 1 1 4
RTOR Reduction (vph) 0 0 55 0000000 2 70
Lane Group Flow (vph) 0 575 102 38 836 0000 6 0 2 3 20
Turn Type NA Perm Prot NA Perm NA
Protected Phases 2 1 6 4
Permitted Phases 2 4
Actuated Green, G (s) 69.3 69.3 3.4 66.6 20.8 20.8
Effective Green, g (s) 69.3 69.3 3.4 66.6 20.8 20.8
Actuated g/C Ratio 0.65 0.65 0.03 0.63 0.20 0.20
Clearance Time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2302 1030 56 1165 345 339
v/s Ratio Prot c0.16 c0.02 c0.45 c0.13
v/s Ratio Perm 0.06 0.03
v/c Ratio 0.25 0.10 0.68 0.72 0.17 0.69
Uniform Delay, d1 7.8 6.9 51.0 13.6 35.7 39.8
Progression Factor 0.29 0.01 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.2 28.0 3.8 0.2 5.7
Delay (s) 2.5 0.2 79.0 17.4 35.9 45.5
Level of Service AAEB DD
Approach Delay (s) 2.0 20.0 0.0 43.7
Approach LOS A C A D
Intersection Summary
HCM 2000 Control Delay 17.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 106.5 Sum of lost time (s) 13.0 Intersection Capacity Utilization 59.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 8: Douglas Dollarhide Dr & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 190 439 143 130 609 190 165 21 135 68 32 213 Future Volume (vph) 190 439 143 130 609 190 165 21 135 68 32 213 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 0.94 0.90
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.97 0.99
Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 3233 3144 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.64 0.76
Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 2115 2401 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 218 505 164 149 700 218 190 24 155 78 37 245 RTOR Reduction (vph) 0 0 94 0 0 126 0 110 0 0 174 0
Lane Group Flow (vph) 218 505 70 149 700 92 0 259 0 0 186 0 Turn Type Prot NA Perm Prot NA Perm Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 14.9 41.3 41.3 12.8 39.2 39.2 28.0 28.0 Effective Green, g (s) 14.9 41.3 41.3 12.8 39.2 39.2 28.0 28.0 Actuated g/C Ratio 0.16 0.43 0.43 0.13 0.41 0.41 0.29 0.29 Clearance Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 274 800 680 235 759 645 616 699
v/s Ratio Prot c0.12 0.27 0.08 c0.38
v/s Ratio Perm 0.04 0.06 c0.12 0.08
v/c Ratio 0.80 0.63 0.10 0.63 0.92 0.14 0.42 0.27
Uniform Delay, d1 39.1 21.4 16.4 39.4 27.0 17.9 27.5 26.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 14.7 1.6 0.1 5.5 16.6 0.1 2.1 0.9 Delay (s) 53.8 23.1 16.4 44.9 43.6 18.0 29.6 27.1
Level of Service D C B D D B C C
Approach Delay (s) 29.4 38.6 29.6 27.1
Approach LOS CDCC
Intersection Summary
HCM 2000 Control Delay 32.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 96.1 Sum of lost time (s) 14.0 Intersection Capacity Utilization 77.9% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 9: Alameda St West & Palmer St Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 50 58 75 236 133 344 80 860 51 98 1328 38 Future Volume (vph) 50 58 75 236 133 344 80 860 51 98 1328 38 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 1.00 0.89 1.00 0.99 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1736 1770 1661 1770 3510 1770 3525
Flt Permitted 0.30 0.57 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 525 1068 1661 1770 3510 1770 3525
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 53 62 80 251 141 366 85 915 54 104 1413 40 RTOR Reduction (vph) 0 26 0 0 97 0040020
Lane Group Flow (vph) 0 169 0 251 410 0 85 965 0 104 1451 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 26.7 26.7 26.7 5.3 44.6 8.4 47.7
Effective Green, g (s) 26.7 26.7 26.7 5.3 44.6 8.4 47.7 Actuated g/C Ratio 0.28 0.28 0.28 0.06 0.47 0.09 0.50
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 148 301 468 99 1653 157 1775
v/s Ratio Prot 0.25 0.05 0.28 c0.06 c0.41
v/s Ratio Perm c0.32 0.24
v/c Ratio 1.14 0.83 0.88 0.86 0.58 0.66 0.82
Uniform Delay, d1 34.0 31.9 32.4 44.3 18.3 41.8 19.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 117.5 17.7 16.6 47.9 1.5 10.0 4.3 Delay (s) 151.5 49.6 49.0 92.2 19.8 51.8 24.1
Level of Service F D D F B D C
Approach Delay (s) 151.5 49.2 25.6 26.0
Approach LOS F D C C
Intersection Summary
HCM 2000 Control Delay 37.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 94.7 Sum of lost time (s) 15.0 Intersection Capacity Utilization 97.6% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 10: Alameda St West & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 87 420 66 36 636 149 63 596 21 108 944 78 Future Volume (vph) 87 420 66 36 636 149 63 596 21 108 944 78 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.0 4.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 3521 1770 3499 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 1770 3521 1770 3499 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 95 457 72 39 691 162 68 648 23 117 1026 85 RTOR Reduction (vph) 0 0 42 0 0 76 020050
Lane Group Flow (vph) 95 457 30 39 691 86 68 669 0 117 1106 0 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 2 6
Actuated Green, G (s) 8.0 49.7 49.7 7.8 49.5 49.5 7.8 30.9 12.0 35.1 Effective Green, g (s) 8.0 49.7 49.7 7.8 49.5 49.5 7.8 30.9 12.0 35.1 Actuated g/C Ratio 0.07 0.42 0.42 0.07 0.42 0.42 0.07 0.26 0.10 0.30 Clearance Time (s) 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.0 4.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 119 778 661 116 775 659 116 915 178 1032 v/s Ratio Prot c0.05 0.25 0.02 c0.37 0.04 0.19 c0.07 c0.32 v/s Ratio Perm 0.02 0.05
v/c Ratio 0.80 0.59 0.05 0.34 0.89 0.13 0.59 0.73 0.66 1.07 Uniform Delay, d1 54.7 26.7 20.5 53.1 32.2 21.4 54.0 40.2 51.5 41.9 Progression Factor 1.00 1.00 1.00 1.44 0.34 0.14 1.00 1.00 1.00 1.00 Incremental Delay, d2 30.0 3.2 0.1 0.9 8.2 0.2 7.4 3.0 8.5 49.3 Delay (s) 84.6 29.9 20.7 77.5 19.2 3.2 61.3 43.2 59.9 91.2 Level of Service F C C EBAED EF
Approach Delay (s) 37.2 18.8 44.9 88.3
Approach LOS D B D F
Intersection Summary
HCM 2000 Control Delay 52.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 118.9 Sum of lost time (s) 18.5 Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 11: Alameda St East & Compton Blvd Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 466 50 34 697 0 108 0 56 0 0 0
Future Volume (vph) 0 466 50 34 697 0 108 0 56 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 4.0 5.5 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1863 1583 1770 1863 1770 1583
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1863 1583 1770 1863 1770 1583
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 0 501 54 37 749 0 116 0 60 0 0 0
RTOR Reduction (vph) 0 0 31 00000 4 4000
Lane Group Flow (vph) 0 501 23 37 749 0 116 0 16 0 0 0
Turn Type NA Perm Prot NA Perm Perm
Protected Phases 2 1 6
Permitted Phases 2 8 8
Actuated Green, G (s) 49.7 49.7 7.8 49.5 30.9 30.9
Effective Green, g (s) 49.7 49.7 7.8 49.5 30.9 30.9
Actuated g/C Ratio 0.42 0.42 0.07 0.42 0.26 0.26
Clearance Time (s) 5.5 5.5 4.0 5.5 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 778 661 116 775 459 411
v/s Ratio Prot 0.27 c0.02 c0.40
v/s Ratio Perm 0.01 c0.07 0.01
v/c Ratio 0.64 0.03 0.32 0.97 0.25 0.04
Uniform Delay, d1 27.6 20.4 53.0 33.9 34.9 32.9
Progression Factor 0.58 0.78 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.4 0.1 1.6 25.1 0.3 0.0
Delay (s) 19.3 16.0 54.6 59.0 35.1 32.9
Level of Service B B D E D C
Approach Delay (s) 19.0 58.8 34.4 0.0
Approach LOS B E C A
Intersection Summary
HCM 2000 Control Delay 41.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 118.9 Sum of lost time (s) 18.5 Intersection Capacity Utilization 50.6% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 12: Alameda St West & Myrrh St Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 84 381 73 60 525 125 165 453 26 63 864 100 Future Volume (vph) 84 381 73 60 525 125 165 453 26 63 864 100 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.99 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1818 1770 1863 1583 1770 3511 1770 3484 Flt Permitted 0.10 1.00 0.19 1.00 1.00 0.10 1.00 0.35 1.00 Satd. Flow (perm) 194 1818 355 1863 1583 190 3511 661 3484 Peak-hour factor, PHF 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 Adj. Flow (vph) 111 501 96 79 691 164 217 596 34 83 1137 132 RTOR Reduction (vph) 07000 9 4040090
Lane Group Flow (vph) 111 590 0 79 691 70 217 626 0 83 1260 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2 6 6 8 4
Actuated Green, G (s) 42.0 42.0 42.0 42.0 42.0 48.0 48.0 48.0 48.0 Effective Green, g (s) 42.0 42.0 42.0 42.0 42.0 48.0 48.0 48.0 48.0 Actuated g/C Ratio 0.42 0.42 0.42 0.42 0.42 0.48 0.48 0.48 0.48 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 81 763 149 782 664 91 1685 317 1672
v/s Ratio Prot 0.32 0.37 0.18 0.36
v/s Ratio Perm c0.57 0.22 0.04 c1.14 0.13
v/c Ratio 1.37 0.77 0.53 0.88 0.11 2.38 0.37 0.26 0.75
Uniform Delay, d1 29.0 24.9 21.6 26.7 17.6 26.0 16.5 15.5 21.2 Progression Factor 1.00 1.00 0.40 0.36 0.12 1.00 1.00 1.00 1.00 Incremental Delay, d2 227.0 7.5 3.6 4.4 0.1 655.5 0.1 0.4 2.0 Delay (s) 256.0 32.4 12.3 14.0 2.2 681.5 16.6 15.9 23.2 Level of Service F C B B A F B B C
Approach Delay (s) 67.5 11.8 186.9 22.7
Approach LOS E B F C
Intersection Summary
HCM 2000 Control Delay 64.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.90
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 85.2% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 13: Myrrh St & Alameda St East Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 27 367 41 10 561 9 30 20 18 11 101 43 Future Volume (vph) 27 367 41 10 561 9 30 20 18 11 101 43 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.93 1.00 0.96
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1834 1857 1770 1731 1770 1780
Flt Permitted 0.19 1.00 0.95 0.61 1.00 0.72 1.00
Satd. Flow (perm) 361 1834 1764 1131 1731 1343 1780
Peak-hour factor, PHF 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 Adj. Flow (vph) 39 524 59 14 801 13 43 29 26 16 144 61
RTOR Reduction (vph) 0400100 1 400 1 50
Lane Group Flow (vph) 39 579 0 0 827 0 43 41 0 16 190 0 Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2684
Actuated Green, G (s) 42.0 42.0 42.0 48.0 48.0 48.0 48.0 Effective Green, g (s) 42.0 42.0 42.0 48.0 48.0 48.0 48.0 Actuated g/C Ratio 0.42 0.42 0.42 0.48 0.48 0.48 0.48
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 151 770 740 542 830 644 854
v/s Ratio Prot 0.32 0.02 c0.11
v/s Ratio Perm 0.11 c0.47 0.04 0.01
v/c Ratio 0.26 0.75 1.12 0.08 0.05 0.02 0.22
Uniform Delay, d1 18.9 24.6 29.0 14.1 13.9 13.7 15.1
Progression Factor 0.50 0.44 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.0 4.9 70.5 0.1 0.0 0.0 0.1
Delay (s) 12.4 15.9 99.5 14.1 13.9 13.7 15.3
Level of Service B B F B B B B
Approach Delay (s) 15.6 99.5 14.0 15.2
Approach LOS B F B B
Intersection Summary
HCM 2000 Control Delay 54.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 61.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 14: Santa Fe Ave & Rosecrans Ave Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 87 801 284 93 1181 86 250 483 78 128 861 189 Future Volume (vph) 87 801 284 93 1181 86 250 483 78 128 861 189 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.96 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3400 1770 3503 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3400 1770 3503 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 97 890 316 103 1312 96 278 537 87 142 957 210 RTOR Reduction (vph) 0 36 006000 5 900 7 5
Lane Group Flow (vph) 97 1170 0 103 1402 0 278 537 28 142 957 135 Turn Type Prot NA Prot NA Prot NA Perm Prot NA Perm
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 84
Actuated Green, G (s) 6.0 36.0 6.0 37.0 15.0 31.9 31.9 12.1 29.0 29.0 Effective Green, g (s) 6.0 36.0 6.0 37.0 15.0 31.9 31.9 12.1 29.0 29.0 Actuated g/C Ratio 0.06 0.36 0.06 0.37 0.15 0.32 0.32 0.12 0.29 0.29 Clearance Time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 106 1224 106 1296 265 1128 504 214 1026 459 v/s Ratio Prot 0.05 0.34 c0.06 c0.40 c0.16 c0.15 0.08 c0.27 v/s Ratio Perm 0.02 0.09
v/c Ratio 0.92 0.96 0.97 1.08 1.05 0.48 0.06 0.66 0.93 0.29 Uniform Delay, d1 46.7 31.2 46.9 31.5 42.5 27.3 23.6 42.0 34.6 27.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 60.6 16.2 77.9 50.4 68.7 1.4 0.2 7.5 15.9 1.6 Delay (s) 107.3 47.4 124.9 81.9 111.2 28.8 23.8 49.5 50.5 29.2 Level of Service F D F F F CCDDC
Approach Delay (s) 51.9 84.8 53.7 47.0
Approach LOS D F D D
Intersection Summary
HCM 2000 Control Delay 60.8 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.00
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 91.2% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 15: Compton Blvd & Santa Fe Ave Timing Plan: AM Peak Hour Compton Station TOD Traffic Study 11:59 pm 11/04/2019 Buildout 2040 With Project Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 39 421 144 214 735 184 96 580 168 98 1268 60 Future Volume (vph) 39 421 144 214 735 184 96 580 168 98 1268 60 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3404 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3404 1770 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow (vph) 45 484 166 246 845 211 110 667 193 113 1457 69 RTOR Reduction (vph) 0 35 0 0 0 55 0 0 128 0 0 44
Lane Group Flow (vph) 45 615 0 246 845 156 110 667 65 113 1457 25 Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2 6
Actuated Green, G (s) 3.8 29.9 10.0 36.1 36.1 6.5 32.5 32.5 9.1 35.1 35.1 Effective Green, g (s) 3.8 29.9 10.0 36.1 36.1 6.5 32.5 32.5 9.1 35.1 35.1 Actuated g/C Ratio 0.04 0.31 0.10 0.37 0.37 0.07 0.33 0.33 0.09 0.36 0.36 Clearance Time (s) 3.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 68 1043 181 689 586 118 1179 527 165 1274 569 v/s Ratio Prot 0.03 0.18 c0.14 c0.45 c0.06 0.19 0.06 c0.41 v/s Ratio Perm 0.10 0.04 0.02
v/c Ratio 0.66 0.59 1.36 1.23 0.27 0.93 0.57 0.12 0.68 1.14 0.04 Uniform Delay, d1 46.2 28.6 43.8 30.7 21.5 45.3 26.7 22.6 42.8 31.2 20.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 21.6 0.9 193.1 114.5 0.2 61.7 2.0 0.5 11.2 74.4 0.1 Delay (s) 67.8 29.5 236.9 145.2 21.7 106.9 28.7 23.1 54.0 105.6 20.4 Level of Service E C F F C F C C D F C
Approach Delay (s) 32.0 142.5 36.4 98.5
Approach LOS C F D F
Intersection Summary
HCM 2000 Control Delay 87.8 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.22
Actuated Cycle Length (s) 97.5 Sum of lost time (s) 16.0 Intersection Capacity Utilization 97.4% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 1: Compton Blvd & Acacia Ave Timing Plan: PM Peak Hour
Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 26 857 86 84 524 71 219 167 156 74 92 21 Future Volume (vph) 26 857 86 84 524 71 219 167 156 74 92 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.98
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.98 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 1863 1583 1799 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.58 1.00 1.00 0.75 Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 1074 1863 1583 1384 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 29 942 95 92 576 78 241 184 171 81 101 23 RTOR Reduction (vph) 0 0 39 0 0 35 0 0 124 0 4 0
Lane Group Flow (vph) 29 942 56 92 576 43 241 184 47 0 201 0 Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 2 6
Actuated Green, G (s) 3.5 53.1 53.1 6.0 55.6 55.6 28.0 28.0 28.0 28.0 Effective Green, g (s) 3.5 53.1 53.1 6.0 55.6 55.6 28.0 28.0 28.0 28.0 Actuated g/C Ratio 0.03 0.53 0.53 0.06 0.55 0.55 0.28 0.28 0.28 0.28 Clearance Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 61 978 831 105 1024 870 297 515 438 383 v/s Ratio Prot 0.02 c0.51 c0.05 0.31 0.10
v/s Ratio Perm 0.04 0.03 c0.22 0.03 0.14
v/c Ratio 0.48 0.96 0.07 0.88 0.56 0.05 0.81 0.36 0.11 0.52 Uniform Delay, d1 47.9 23.1 11.8 47.2 14.8 10.5 34.1 29.3 27.2 30.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.7 20.3 0.0 50.4 0.7 0.0 20.9 1.9 0.5 5.1 Delay (s) 53.6 43.3 11.8 97.6 15.5 10.5 55.0 31.3 27.7 36.0 Level of Service D D B F B B E C C D
Approach Delay (s) 40.8 25.1 39.9 36.0
Approach LOS DCDD
Intersection Summary
HCM 2000 Control Delay 35.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 101.1 Sum of lost time (s) 14.0 Intersection Capacity Utilization 87.9% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 2: Willowbrook Ave West & Rosecrans Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 27 1611 0 0 927 158 60 266 33 155 0 45 Future Volume (vph) 27 1611 0 0 927 158 60 266 33 155 0 45 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00
Frt 1.00 1.00 0.98 0.99 0.97
Flt Protected 0.95 1.00 1.00 0.99 0.96
Satd. Flow (prot) 1770 3539 3462 1824 1739
Flt Permitted 0.18 1.00 1.00 0.92 0.46
Satd. Flow (perm) 336 3539 3462 1686 824
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 28 1644 0 0 946 161 61 271 34 158 0 46
RTOR Reduction (vph) 0000 1 400400 1 40
Lane Group Flow (vph) 28 1644 0 0 1093 0 0 362 0 0 190 0 Turn Type Perm NA NA Perm NA Perm NA
Protected Phases 4826
Permitted Phases 4 2 6
Actuated Green, G (s) 55.0 55.0 55.0 35.0 35.0
Effective Green, g (s) 55.0 55.0 55.0 35.0 35.0
Actuated g/C Ratio 0.55 0.55 0.55 0.35 0.35
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 184 1946 1904 590 288
v/s Ratio Prot c0.46 0.32
v/s Ratio Perm 0.08 0.21 c0.23
v/c Ratio 0.15 0.84 0.57 0.61 0.66
Uniform Delay, d1 11.0 18.9 14.8 26.9 27.5
Progression Factor 1.00 1.00 0.15 1.00 1.00
Incremental Delay, d2 0.4 3.6 0.3 4.7 5.4
Delay (s) 11.4 22.5 2.6 31.6 32.8
Level of Service B C A C C
Approach Delay (s) 22.3 2.6 31.6 32.8
Approach LOS C A C C
Intersection Summary
HCM 2000 Control Delay 17.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 87.7% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 3: Rosecrans Ave & Willowbrook Ave East Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 111 1626 75 75 1066 142 0 0 0 157 203 46 Future Volume (vph) 111 1626 75 75 1066 142 0 0 0 157 203 46 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00
Frt 1.00 0.99 1.00 0.98 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 3516 1770 3477 1770 1811
Flt Permitted 0.14 1.00 0.07 1.00 0.95 1.00
Satd. Flow (perm) 260 3516 135 3477 1770 1811
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) 114 1676 77 77 1099 146 0 0 0 162 209 47 RTOR Reduction (vph) 0300 1 00000080
Lane Group Flow (vph) 114 1750 0 77 1235 0000 1 6 2 2 4 80 Turn Type Perm NA Perm NA Perm NA
Protected Phases 4 8 6
Permitted Phases 4 8 6
Actuated Green, G (s) 55.0 55.0 55.0 55.0 35.0 35.0
Effective Green, g (s) 55.0 55.0 55.0 55.0 35.0 35.0
Actuated g/C Ratio 0.55 0.55 0.55 0.55 0.35 0.35
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 143 1933 74 1912 619 633
v/s Ratio Prot 0.50 0.36 c0.14
v/s Ratio Perm 0.44 c0.57 0.09
v/c Ratio 0.80 0.91 1.04 0.65 0.26 0.39
Uniform Delay, d1 18.0 20.2 22.5 15.7 23.3 24.5
Progression Factor 0.31 0.31 1.00 1.00 1.00 1.00
Incremental Delay, d2 15.6 3.8 116.2 0.8 0.2 0.4
Delay (s) 21.2 10.1 138.7 16.5 23.5 24.9
Level of Service C B F B C C
Approach Delay (s) 10.7 23.6 0.0 24.3
Approach LOS B C A C
Intersection Summary
HCM 2000 Control Delay 17.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 4: Willowbrook Ave West & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 95 863 0 0 547 178 35 338 38 0 0 0 Future Volume (vph) 95 863 0 0 547 178 35 338 38 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.98
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1770 3539 1863 1583 1770 1835
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1770 3539 1863 1583 1770 1835
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 101 918 0 0 582 189 37 360 40 0 0 0
RTOR Reduction (vph) 00000 9 1040000
Lane Group Flow (vph) 101 918 0 0 582 98 37 396 0000
Turn Type Prot NA NA Perm Perm NA
Protected Phases 5 2 6 8
Permitted Phases 6 8
Actuated Green, G (s) 7.9 53.2 48.7 48.7 23.9 23.9
Effective Green, g (s) 7.9 53.2 48.7 48.7 23.9 23.9
Actuated g/C Ratio 0.08 0.57 0.52 0.52 0.26 0.26
Clearance Time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 149 2013 970 824 452 469
v/s Ratio Prot c0.06 0.26 c0.31 c0.22
v/s Ratio Perm 0.06 0.02
v/c Ratio 0.68 0.46 0.60 0.12 0.08 0.84
Uniform Delay, d1 41.6 11.7 15.6 11.4 26.5 33.0
Progression Factor 1.00 1.00 0.53 0.24 1.00 1.00
Incremental Delay, d2 11.6 0.7 2.3 0.2 0.1 13.0
Delay (s) 53.1 12.5 10.5 3.0 26.5 46.0
Level of Service D B B A C D
Approach Delay (s) 16.5 8.7 44.4 0.0
Approach LOS B A D A
Intersection Summary
HCM 2000 Control Delay 19.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 93.5 Sum of lost time (s) 13.0 Intersection Capacity Utilization 65.0% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 5: Willowbrook Ave East & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 824 185 28 545 0000 5 0 9 0 1 8 3 Future Volume (vph) 0 824 185 28 545 0000 5 0 9 0 1 8 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Lane Util. Factor 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.90
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3539 1583 1770 1863 1770 1675
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3539 1583 1770 1863 1770 1675
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 0 858 193 29 568 0000 5 2 9 4 1 9 1
RTOR Reduction (vph) 0 0 83 0000000 7 70
Lane Group Flow (vph) 0 858 110 29 568 0000 5 2 2 0 80
Turn Type NA Perm Prot NA Perm NA
Protected Phases 2 1 6 4
Permitted Phases 2 4
Actuated Green, G (s) 53.2 53.2 3.4 48.7 23.9 23.9
Effective Green, g (s) 53.2 53.2 3.4 48.7 23.9 23.9
Actuated g/C Ratio 0.57 0.57 0.04 0.52 0.26 0.26
Clearance Time (s) 4.0 4.0 4.0 4.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 2013 900 64 970 452 428
v/s Ratio Prot c0.24 c0.02 c0.30 c0.12
v/s Ratio Perm 0.07 0.03
v/c Ratio 0.43 0.12 0.45 0.59 0.12 0.49
Uniform Delay, d1 11.5 9.3 44.1 15.4 26.7 29.6
Progression Factor 0.23 0.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.6 0.3 5.0 2.6 0.1 0.9
Delay (s) 3.2 0.3 49.2 18.0 26.8 30.4
Level of Service A A D B C C
Approach Delay (s) 2.7 19.5 0.0 29.9
Approach LOS A B A C
Intersection Summary
HCM 2000 Control Delay 12.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 93.5 Sum of lost time (s) 13.0 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 8: Douglas Dollarhide Dr & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 320 655 208 158 348 413 295 65 285 200 89 333 Future Volume (vph) 320 655 208 158 348 413 295 65 285 200 89 333 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 0.95 0.95
Frt 1.00 0.96 1.00 0.92 0.93 0.92
Flt Protected 0.95 1.00 0.95 1.00 0.98 0.98
Satd. Flow (prot) 1770 3411 1770 3251 3231 3204
Flt Permitted 0.95 1.00 0.95 1.00 0.55 0.56
Satd. Flow (perm) 1770 3411 1770 3251 1802 1836
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 352 720 229 174 382 454 324 71 313 220 98 366 RTOR Reduction (vph) 0 31 0 0 218 0 0 138 0 0 203 0
Lane Group Flow (vph) 352 918 0 174 618 0 0 570 0 0 481 0 Turn Type Prot NA Prot NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 2 6
Actuated Green, G (s) 22.3 31.7 12.6 22.0 37.2 37.2
Effective Green, g (s) 22.3 31.7 12.6 22.0 37.2 37.2
Actuated g/C Ratio 0.23 0.33 0.13 0.23 0.39 0.39
Clearance Time (s) 4.0 5.0 4.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 413 1132 233 748 701 715
v/s Ratio Prot c0.20 c0.27 0.10 0.19
v/s Ratio Perm c0.32 0.26
v/c Ratio 0.85 0.81 0.75 0.83 0.93dl 0.67
Uniform Delay, d1 35.0 29.2 39.9 34.9 26.0 24.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 15.5 4.5 12.3 7.4 10.0 5.0
Delay (s) 50.5 33.7 52.2 42.4 36.0 29.1
Level of Service D C D D D C
Approach Delay (s) 38.2 44.1 36.0 29.1
Approach LOS DDDC
Intersection Summary
HCM 2000 Control Delay 37.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 95.5 Sum of lost time (s) 14.0 Intersection Capacity Utilization 95.0% ICU Level of Service F Analysis Period (min) 15
dl Defacto Left Lane. Recode with 1 though lane as a left lane. c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 9: Alameda St West & Palmer St Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 93 55 75 171 68 162 70 1293 148 103 1127 28 Future Volume (vph) 93 55 75 171 68 162 70 1293 148 103 1127 28 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.95 1.00 0.89 1.00 0.98 1.00 1.00
Flt Protected 0.98 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1742 1770 1666 1770 3485 1770 3526
Flt Permitted 0.51 0.53 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 901 980 1666 1770 3485 1770 3526
Peak-hour factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Adj. Flow (vph) 113 67 91 209 83 198 85 1577 180 126 1374 34 RTOR Reduction (vph) 0 18 0 0 86 0080020
Lane Group Flow (vph) 0 253 0 209 195 0 85 1749 0 126 1406 0 Turn Type Perm NA Perm NA Prot NA Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 27.0 27.0 27.0 6.0 47.7 10.3 52.0 Effective Green, g (s) 27.0 27.0 27.0 6.0 47.7 10.3 52.0 Actuated g/C Ratio 0.27 0.27 0.27 0.06 0.48 0.10 0.52
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 243 264 449 106 1662 182 1833
v/s Ratio Prot 0.12 0.05 c0.50 c0.07 c0.40
v/s Ratio Perm c0.28 0.21
v/c Ratio 1.04 0.79 0.43 0.80 1.05 0.69 0.77
Uniform Delay, d1 36.5 33.9 30.2 46.4 26.1 43.3 19.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 68.6 14.9 0.7 33.9 37.2 10.8 3.1
Delay (s) 105.1 48.8 30.9 80.3 63.4 54.1 22.3
Level of Service F D C F E D C
Approach Delay (s) 105.1 38.5 64.2 24.9
Approach LOS F D E C
Intersection Summary
HCM 2000 Control Delay 49.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.01
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 89.0% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 10: Alameda St West & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 149 700 64 46 427 137 137 886 80 170 741 58 Future Volume (vph) 149 700 64 46 427 137 137 886 80 170 741 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.0 4.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 3495 1770 3501 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 1770 3495 1770 3501 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 166 778 71 51 474 152 152 984 89 189 823 64 RTOR Reduction (vph) 0 0 42 0 0 96 060040
Lane Group Flow (vph) 166 778 29 51 474 56 152 1067 0 189 883 0 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 2 6
Actuated Green, G (s) 13.5 49.6 49.6 8.2 44.3 44.3 11.9 32.0 12.0 32.1 Effective Green, g (s) 13.5 49.6 49.6 8.2 44.3 44.3 11.9 32.0 12.0 32.1 Actuated g/C Ratio 0.11 0.41 0.41 0.07 0.37 0.37 0.10 0.27 0.10 0.27 Clearance Time (s) 4.0 5.5 5.5 4.0 5.5 5.5 4.0 5.0 4.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 198 768 652 120 686 582 175 929 176 934 v/s Ratio Prot c0.09 c0.42 0.03 0.25 0.09 c0.31 c0.11 0.25 v/s Ratio Perm 0.02 0.04
v/c Ratio 0.84 1.01 0.04 0.42 0.69 0.10 0.87 1.15 1.07 0.94 Uniform Delay, d1 52.3 35.3 21.2 53.8 32.2 24.9 53.4 44.1 54.1 43.2 Progression Factor 1.00 1.00 1.00 1.39 0.37 0.22 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.4 35.7 0.1 1.8 4.3 0.2 33.6 79.5 88.9 17.5 Delay (s) 77.8 71.1 21.3 76.6 16.0 5.8 87.1 123.7 143.0 60.8 Level of Service E E C E B A F F F E
Approach Delay (s) 68.7 18.3 119.1 75.2
Approach LOS E B F E
Intersection Summary
HCM 2000 Control Delay 77.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.06
Actuated Cycle Length (s) 120.3 Sum of lost time (s) 18.5 Intersection Capacity Utilization 97.0% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 11: Alameda St East & Compton Blvd Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 838 29 17 492 0 96 0 107 0 0 0
Future Volume (vph) 0 838 29 17 492 0 96 0 107 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 4.0 5.5 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1863 1583 1770 1863 1770 1583
Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1863 1583 1770 1863 1770 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 911 32 18 535 0 104 0 116 0 0 0
RTOR Reduction (vph) 0 0 19 00000 8 5000
Lane Group Flow (vph) 0 911 13 18 535 0 104 0 31 0 0 0
Turn Type NA Perm Prot NA Perm Perm
Protected Phases 2 1 6
Permitted Phases 2 8 8
Actuated Green, G (s) 49.6 49.6 8.2 44.3 32.0 32.0
Effective Green, g (s) 49.6 49.6 8.2 44.3 32.0 32.0
Actuated g/C Ratio 0.41 0.41 0.07 0.37 0.27 0.27
Clearance Time (s) 5.5 5.5 4.0 5.5 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 768 652 120 686 470 421
v/s Ratio Prot c0.49 c0.01 0.29
v/s Ratio Perm 0.01 c0.06 0.02
v/c Ratio 1.19 0.02 0.15 0.78 0.22 0.07
Uniform Delay, d1 35.3 20.9 52.8 33.7 34.4 33.1
Progression Factor 0.63 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 85.1 0.0 0.6 8.6 0.2 0.1
Delay (s) 107.4 21.0 53.4 42.2 34.7 33.1
Level of Service F C D D C C
Approach Delay (s) 104.5 42.6 33.9 0.0
Approach LOS F D C A
Intersection Summary
HCM 2000 Control Delay 75.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 120.3 Sum of lost time (s) 18.5 Intersection Capacity Utilization 59.5% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 12: Alameda St West & Myrrh St Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 154 699 76 29 227 157 65 788 48 99 666 69 Future Volume (vph) 154 699 76 29 227 157 65 788 48 99 666 69 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.99 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1835 1770 1863 1583 1770 3509 1770 3489 Flt Permitted 0.57 1.00 0.10 1.00 1.00 0.21 1.00 0.15 1.00 Satd. Flow (perm) 1067 1835 180 1863 1583 384 3509 286 3489 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 171 777 84 32 252 174 72 876 53 110 740 77 RTOR Reduction (vph) 04000 2 1040080
Lane Group Flow (vph) 171 857 0 32 252 153 72 925 0 110 809 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2 6 6 8 4
Actuated Green, G (s) 53.0 53.0 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Effective Green, g (s) 53.0 53.0 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Actuated g/C Ratio 0.53 0.53 0.53 0.53 0.53 0.37 0.37 0.37 0.37 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 565 972 95 987 838 142 1298 105 1290 v/s Ratio Prot c0.47 0.14 0.26 0.23
v/s Ratio Perm 0.16 0.18 0.10 0.19 c0.38
v/c Ratio 0.30 0.88 0.34 0.26 0.18 0.51 0.71 1.05 0.63
Uniform Delay, d1 13.2 20.7 13.4 12.8 12.2 24.4 26.9 31.5 25.8 Progression Factor 1.00 1.00 0.59 0.51 0.42 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 11.4 9.1 0.6 0.5 2.8 1.9 101.2 1.0 Delay (s) 14.5 32.1 17.0 7.1 5.6 27.3 28.8 132.7 26.8
Level of Service B C B A A C C F C
Approach Delay (s) 29.2 7.2 28.7 39.4
Approach LOS C A C D
Intersection Summary
HCM 2000 Control Delay 28.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 90.2% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 13: Myrrh St & Alameda St East Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 34 745 17 4 324 10 48 33 39 10 45 11 Future Volume (vph) 34 745 17 4 324 10 48 33 39 10 45 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.92 1.00 0.97
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1857 1854 1770 1710 1770 1807
Flt Permitted 0.50 1.00 0.99 0.72 1.00 0.71 1.00
Satd. Flow (perm) 935 1857 1843 1337 1710 1317 1807
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 37 801 18 4 348 11 52 35 42 11 48 12
RTOR Reduction (vph) 0100100 2 60080
Lane Group Flow (vph) 37 818 0 0 362 0 52 51 0 11 52 0
Turn Type Perm NA Perm NA Perm NA Perm NA
Protected Phases 2684
Permitted Phases 2684
Actuated Green, G (s) 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Effective Green, g (s) 53.0 53.0 53.0 37.0 37.0 37.0 37.0 Actuated g/C Ratio 0.53 0.53 0.53 0.37 0.37 0.37 0.37
Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 495 984 976 494 632 487 668
v/s Ratio Prot c0.44 0.03 0.03
v/s Ratio Perm 0.04 0.20 c0.04 0.01
v/c Ratio 0.07 0.83 0.37 0.11 0.08 0.02 0.08
Uniform Delay, d1 11.5 19.7 13.7 20.6 20.5 20.0 20.4
Progression Factor 0.50 0.42 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 3.7 1.1 0.1 0.1 0.0 0.1
Delay (s) 5.9 11.9 14.8 20.7 20.5 20.0 20.5
Level of Service A B B C C C C
Approach Delay (s) 11.7 14.8 20.6 20.4
Approach LOS B B C C
Intersection Summary
HCM 2000 Control Delay 13.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 10.0 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 14: Santa Fe Ave & Rosecrans Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 121 1080 223 116 843 84 225 801 127 127 486 109 Future Volume (vph) 121 1080 223 116 843 84 225 801 127 127 486 109 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3448 1770 3491 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3448 1770 3491 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 123 1102 228 118 860 86 230 817 130 130 496 111 RTOR Reduction (vph) 0 18 008000 8 500 7 7
Lane Group Flow (vph) 123 1312 0 118 938 0 230 817 45 130 496 34 Turn Type Prot NA Prot NA Prot NA Perm Prot NA Perm
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 84
Actuated Green, G (s) 9.6 37.0 7.0 35.4 13.0 32.3 32.3 9.7 29.0 29.0 Effective Green, g (s) 9.6 37.0 7.0 35.4 13.0 32.3 32.3 9.7 29.0 29.0 Actuated g/C Ratio 0.10 0.37 0.07 0.35 0.13 0.32 0.32 0.10 0.29 0.29 Clearance Time (s) 3.0 4.0 3.0 3.0 3.0 4.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 169 1275 123 1235 230 1143 511 171 1026 459 v/s Ratio Prot 0.07 c0.38 c0.07 0.27 c0.13 c0.23 0.07 0.14 v/s Ratio Perm 0.03 0.02
v/c Ratio 0.73 1.03 0.96 0.76 1.00 0.71 0.09 0.76 0.48 0.07 Uniform Delay, d1 43.9 31.5 46.4 28.5 43.5 29.8 23.6 44.0 29.3 25.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 14.5 33.0 67.6 2.7 59.3 3.8 0.3 17.9 1.6 0.3 Delay (s) 58.4 64.5 114.0 31.3 102.8 33.6 23.9 61.9 30.9 26.1 Level of Service E E F C F C C E C C
Approach Delay (s) 64.0 40.5 46.1 35.7
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay 48.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.93
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 85.9% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
Compton Station TOD Traffic Study Buildout 2040 With Project 15: Compton Blvd & Santa Fe Ave Timing Plan: PM Peak Hour Synchro 9 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 80 805 79 90 416 181 91 1095 298 161 574 57 Future Volume (vph) 80 805 79 90 416 181 91 1095 298 161 574 57 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 3492 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 3492 1770 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 82 821 81 92 424 185 93 1117 304 164 586 58 RTOR Reduction (vph) 08000 7 700 1 2 200 3 5
Lane Group Flow (vph) 82 894 0 92 424 108 93 1117 182 164 586 23 Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2 6
Actuated Green, G (s) 5.5 29.6 7.0 31.1 31.1 8.5 36.6 36.6 10.9 39.0 39.0 Effective Green, g (s) 5.5 29.6 7.0 31.1 31.1 8.5 36.6 36.6 10.9 39.0 39.0 Actuated g/C Ratio 0.05 0.30 0.07 0.31 0.31 0.08 0.37 0.37 0.11 0.39 0.39 Clearance Time (s) 3.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 97 1032 123 578 491 150 1293 578 192 1378 616 v/s Ratio Prot c0.05 c0.26 0.05 0.23 0.05 c0.32 c0.09 0.17 v/s Ratio Perm 0.07 0.12 0.01
v/c Ratio 0.85 0.87 0.75 0.73 0.22 0.62 0.86 0.32 0.85 0.43 0.04 Uniform Delay, d1 46.9 33.4 45.7 30.8 25.5 44.2 29.4 22.8 43.8 22.4 18.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 45.6 7.8 21.7 4.8 0.2 7.4 7.8 1.4 29.0 1.0 0.1 Delay (s) 92.5 41.2 67.4 35.6 25.7 51.7 37.3 24.2 72.8 23.3 19.0 Level of Service F D E DCDDCECB
Approach Delay (s) 45.4 37.2 35.5 33.0
Approach LOS DDDC
Intersection Summary
HCM 2000 Control Delay 37.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 100.1 Sum of lost time (s) 16.0 Intersection Capacity Utilization 83.9% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group

Compton Station TOD
Traffic Impact Analysis

Iteris, Inc.

APPENDIX C – BUILDOUT YEAR 2040 INTERSECTION

VOLUMES

Appendix C Compton Station TOD
Traffic Impact Analysis
Left Thru Right Left Thru Right Left Thru Right Left Thru Right 1 Acacia  Ave/Compton Blvd 137 95 90 69 129 20 20 654 196 172 833 36 2 Willowbrook  Ave (west)/Rosecrans Ave 21 107 11 161 155 41 14 960 25 52 1,302 176 3 Willowbrook  Ave (east)/Rosecrans Ave 30 57 37 223 129 54 45 1,059 34 23 1,455 117 4 Willowbrook  Ave (west)/Compton Blvd 19 94 10 0 174 72 22 682 71 0 927 37 5 Willowbrook  Ave (east)/Compton Blvd 0 50 17 21 51 40 0 632 55 13 920 18 6 Willowbrook  Ave (west)/Myrhh S t 000000000000
7 Willowbrook  Ave (east)/Myrhh S t 000000000000
8 Douglas  Dollarhide Dr/Compton Blvd 66 14 54 27 21 85 76 548 57 52 761 76 9 Alameda  St (west)/Palmer St 32 573 28 54 885 15 20 23 30 131 53 191 10 Alameda  St (west)/Compton Blvd 52 458 20 90 786 65 58 524 55 30 794 99 11 Alameda  St (east)/Compton Blvd 36 160 37 69 255 11 19 582 33 28 871 51 12 Alameda  St (west)/Myrrh St 66 411 24 52 751 83 60 272 52 57 437 78 13 Alameda  St (east)/Myrrh St 12 97 12 27 251 107 66 262 29 9 467 21 14 Santa  Fe Ave/Rosecrans Ave 217 420 67 116 782 171 79 728 258 84 1,073 81 15 Santa  Fe Ave/Compton Blvd 112 446 129 81 1,056 70 43 495 160 203 864 141 Buildout Year 2040 AM Peak Hour Volumes
# Intersection Northbound Southbound Eastbound Westbound Appendix C Compton Station TOD
Traffic Impact Analysis
Left Thru Right Left Thru Right Left Thru Right Left Thru Right 1 Acacia  Ave/Compton Blvd 182 111 130 61 61 17 24 1,008 78 76 616 64 2 Willowbrook  Ave (west)/Rosecrans Ave 36 161 20 103 103 30 24 1,464 24 25 842 143 3 Willowbrook  Ave (east)/Rosecrans Ave 12 111 26 149 81 43 85 1,478 30 30 969 135 4 Willowbrook  Ave (west)/Compton Blvd 14 135 15 0 127 51 38 1,078 49 0 683 71 5 Willowbrook  Ave (east)/Compton Blvd 0 120 17 20 36 73 0 1,029 74 11 681 24 6 Willowbrook  Ave (west)/Myrhh S t 000000000000
7 Willowbrook  Ave (east)/Myrhh S t 000000000000
8 Douglas  Dollarhide Dr/Compton Blvd 118 43 114 80 59 133 128 818 83 63 435 165 9 Alameda  St (west)/Palmer St 28 862 82 57 751 11 37 22 30 95 27 90 10 Alameda  St (west)/Compton Blvd 114 681 76 141 617 48 99 874 53 38 533 91 11 Alameda  St (east)/Compton Blvd 32 171 71 47 142 12 21 1,047 19 14 615 25 12 Alameda  St (west)/Myrrh St 26 716 45 82 579 57 110 499 54 27 189 98 13 Alameda  St (east)/Myrrh St 19 164 26 25 112 27 83 532 12 3 270 23 14 Santa  Fe Ave/Rosecrans Ave 195 696 110 115 441 99 110 981 202 105 766 80 15 Santa  Fe Ave/Compton Blvd 106 842 229 134 478 67 88 947 87 85 489 139 Buildout Year 2040 PM Peak Hour Volumes
# Intersection Northbound Southbound Eastbound Westbound Appendix C Compton Station TOD
Traffic Impact Analysis
Left Thru Right Left Thru Right Left Thru Right Left Thru Right 1 Acacia  Ave/Compton Blvd 165 143 108 83 194 24 21 556 216 190 709 40 2 Willowbrook  Ave (west)/Rosecrans Ave 35 177 19 242 0 62 16 1,056 0 0 1,433 194 3 Willowbrook  Ave (east)/Rosecrans Ave 0 0 0 235 323 57 59 1,165 85 58 1,601 123 4 Willowbrook  Ave (west)/Compton Blvd 48 235 25 0 0 0 55 546 0 0 742 93 5 Willowbrook  Ave (east)/Compton Blvd 0 0 0 53 128 100 0 506 138 33 736 0 6 Willowbrook  Ave (west)/Myrhh S t 000000000000
7 Willowbrook  Ave (east)/Myrhh S t 000000000000
8 Douglas  Dollarhide Dr/Compton Blvd 165 21 135 68 32 213 190 439 143 130 609 190 9 Alameda  St (west)/Palmer St 80 860 51 98 1,328 38 50 58 75 236 133 344 10 Alameda  St (west)/Compton Blvd 63 596 21 108 944 78 87 420 66 36 636 149 11 Alameda  St (east)/Compton Blvd 108 0 56 0000 4 6 6 5 0 3 4 6 9 7 0 12 Alameda  St (west)/Myrrh St 165 453 26 63 864 100 84 381 73 60 525 125 13 Alameda  St (east)/Myrrh St 30 20 18 11 101 43 27 367 41 10 561 9 14 Santa  Fe Ave/Rosecrans Ave 250 483 78 128 861 189 87 801 284 93 1,181 86 15 Santa  Fe Ave/Compton Blvd 96 580 168 98 1,268 60 39 421 144 214 735 184 Buildout Year 2040 With Project AM Peak Hour Volumes
# Intersection Northbound Southbound Eastbound Westbound Appendix C Compton Station TOD
Traffic Impact Analysis
Left Thru Right Left Thru Right Left Thru Right Left Thru Right 1 Acacia  Ave/Compton Blvd 219 167 156 74 92 21 26 857 86 84 524 71 2 Willowbrook  Ave (west)/Rosecrans Ave 60 266 33 155 0 45 27 1,611 0 0 927 158 3 Willowbrook  Ave (east)/Rosecrans Ave 0 0 0 157 203 46 111 1,626 75 75 1,066 142 4 Willowbrook  Ave (west)/Compton Blvd 35 338 38 0 0 0 95 863 0 0 547 178 5 Willowbrook  Ave (east)/Compton Blvd 0 0 0 50 90 183 0 824 185 28 545 0 6 Willowbrook  Ave (west)/Myrhh S t 000000000000
7 Willowbrook  Ave (east)/Myrhh S t 000000000000
8 Douglas  Dollarhide Dr/Compton Blvd 295 65 285 200 89 333 320 655 208 158 348 413 9 Alameda  St (west)/Palmer St 70 1,293 148 103 1,127 28 93 55 75 171 68 162 10 Alameda  St (west)/Compton Blvd 137 886 80 170 741 58 149 700 64 46 427 137 11 Alameda  St (east)/Compton Blvd 96 0 107 0000 8 3 8 2 9 1 7 4 9 2 0 12 Alameda  St (west)/Myrrh St 65 788 48 99 666 69 154 699 76 29 227 157 13 Alameda  St (east)/Myrrh St 48 33 39 10 45 11 34 745 17 4 324 10 14 Santa  Fe Ave/Rosecrans Ave 225 801 127 127 486 109 121 1,080 223 116 843 84 15 Santa  Fe Ave/Compton Blvd 91 1,095 298 161 574 57 80 805 79 90 416 181 Buildout Year 2040 With Project PM Peak Hour Volumes
# Intersection Northbound Southbound Eastbound Westbound E Elm St
N Alameda St
W School St
W Elm St
N Santa Fe Ave
W Poplar St
N Aranbe Ave
W Palmer St
S Pearl Ave
N Tamarind Ave N Rose Ave
S Acacia Ave
N Spring Ave
N Rose AveN Spring Ave
W Arbutus St
W Cedar St
N Matthisen Ave
S Alameda St
W Compton Blvd
N Mayo Ave
N Pearl Ave
E Compton Blvd
S Chester Ave
E Tucker St
W Rosecrans Ave
W Palm St
N Acacia Ave
S Santa Fe Ave
E Palmer St
W Plum St
N Willow Ave
N Willow Ave
E Laurel St
E Myrrh St
W Magnolia St
S Oleander Ave
N Oleander Ave
W Spruce St N Chester Ave
W Peach St
E Rosecrans Ave
W Cressey St
W Cherry St
N Van Ness Ave
S Willowbrook Ave
E Peck St
N Culver Ave
N Paulsen Ave
S Center Ave
N Willowbrook Ave
W Pear St
S Tamarind Ave
N Mona Blvd N McDivitt Ave
S Sherer Pl
E Indigo St
E Cypress St
W Laurel St
S Willow Ave
W Almond St
S Barron Ave
E Mealy St
E Cedar St
E Maple St
W Cypress St
W Maple St
E Spruce St
W Fig St
del Mar Ct
S Rose Ave
S Coral Ave
W Winona St
W Douglas St
N Hickory Ave
Mulberry Dr
S Grape Ave
N Magnolia Ct
S Paulsen Ave
E Poplar St
E Arbutus St
E Carson Pl
UF - Urban Flexible
NC - Neighborhood Corridor
DC - Downtown Core
DT - Downtown Transition
2 minute bike (1,760’)
5 minute walk (1,200’)
Feet
3,0002,0001,0005000
RU - Residential Urban
Zoning
Metro Line A (Blue)
City of Compton
TOD Specific Plan Area
Compton Creek
Alameda Corridor

Public Hearing Draft - September 7, 2022

COMPTON STATION
SPeCIfIC PlAN

CITY OF COMPTON
nextstopcompton.org

Acknowledgements

City Council
Emma Sharif, Mayor
Michelle Chambers, District 1
Isaac Galvan, District 2
Jonathan Bowers, District 3
Lillie Darden, District 4

City Staff
Thomas Thomas, City Manager
Triphenia Simmons, Assistant City Manager
Robert Delgadillo, Senior Planner, Acting Planning Manager

Planning Commission
Juanita Green-Wright
Susan Adams
Mona Jones
Barbra Keyes
Mark Smith

Stakeholders Advisory Committee
Rosalind McGary, Founder, Sepia Arts Collective
Candace Leos, Compton Advocates
Danny Bakewell, Jr., Bakewell Company
Courtney Trujillo, Watt Companies
Roberto Rodriguez, Compton YouthBuild
Pauline Brown, Compton 125 Historical Society

Consultants
The Arroyo Group
Stanley R. Hoffman Associates
Iteris
JMC2
Impact Sciences

Table of Contents

Chapter 1: Introduction

1.1 Introduction and Purpose

1.2 Specific Plan Location

1.3 Background and History

1.4 Community Outreach Process and Guidance

1.5 Goals and Actions

1.6 Organization and How to Use this Specific Plan

Chapter 2: Urban Design Framework

2.1 Introduction and Purpose

2.2 Specific Plan Area Districts and Land Use Growth Projections

2.3 Downtown Vision and Urban Design Framework

2.4 Civic Center

2.5 Commercial Core

2.6 Historic Core

2.7 The Compton Walk

2.8 Willowbrook Avenue

2.9 Alameda East

Ch 3: Zoning, Development, and Design Standards

3.1 Administration and Procedures

3.2 Zoning Districts

3.3 Downtown Core (DC) Zone

3.4 Downtown Transition (DT) Zone

3.5 Residential Urban (RU) Zone

3.6 Neighborhood Corridor (NC) Zone

3.7 Urban Flexible (UF) Zone

3.8 Frontage Standards

3.9 Standards for Active Ground Floor Design

3.10 Public Art Requirements

3.11 Inclusionary Zoning Requirement

3.12 Public Benefit Concessions Menu

3.13 Signage Standards

Ch 4: Design Guidelines

4.1 Introduction and Use of Design Guidelines

4.2 Building Siting and Orientation

4.3 Building Modulation and Articulation

4.4 Architectural Theme, Materials, Finishes and Color

4.5 On-Site Circulation

4.6 Parking Facility Design

4.7 Façade Enhancements and Activities

4.8 Residential Open Space and Amenities

4.9 Residential Privacy

4.10 Green and Active Roofs

4.11 Walls and Fences

4.12 Exterior Lighting

4.13 Outdoor Service, Storage, and Loading Areas

4.14 Compton Walk Placemaking

4.15 Compton Walk Private Development Interfacing

Ch 5: Mobility and Parking

5.1 Mobility Goals and Strategy

5.2 Street Network

5.3 Compton Boulevard

5.4 Willowbrook Avenue

5.5 Alameda East

5.6 Acacia Avenue

5.7 Commercial Core New Streets Network

5.8 New Streets

5.9 Pedestrian Mall

5.10 Mid-Block Passthrough

5.11 Shared Alley

5.12 Bicycle Network

5.13 Vehicular Access and Gateways

5.14 Parking Context and Parking District Strategy

5.15 Parking and Transportation Demand Management (TDM) Regulations

Ch 6: Infrastructure

6.1 Introduction

6.2 Water

6.3 Sewer

6.4 Storm Drain

6.5 Electrical

6.6 Natural Gas

6.7 Telecommunications

Ch 7: Implementation and Financing Strategies

7.1 Implementation and Financing Strategies

7.2 Downtown Compton Business Improvement District

7.3 Public Land Development

7.4 Arts and Culture Promotion

7.5 Historic Resources

7.6 Funding Sources

7.7 Capital Project Implementation

Appendix: Compton Walk Streetscape Design Concept
A.1 Streetscape Design Concept and Theme
A.2 ‘The Score Sheet’ Base Streetscape Improvements
A.3 Streetscape Customization: Historic, Art, and Placemaking Features A.4 Greening Features

List of Figures

Chapter 1: Introduction
1-1. Regional Setting and Transit Connections
1-2. Key Specific Plan Chapters by User Group

Chapter 2: Urban Design Framework
2-1. Districts
2-2. Land Use Growth Projections
2-3. Land Use Growth Projections Calculations
2-4. Urban Design Framework Axonometric View
2-5. Urban Design Framework Plan View
2-6. Civic Center Plan and Key Features
2-7. Commercial Core Plan and Key Features
2-8. Historic Core Plan and Key Features
2-9. Streetscape ‘Score Sheet’ Programming Concept
2-10. Overall Compton Walk Routing and ‘Places’ Concept 2-11. Compton Walk Concept
2-12. Willowbrook Avenue Plan and Key Features
2-13. Alameda East Greenway Plan and Key Features

Chapter 3: Zoning, Development and Design Standards
3-1. Designated Approving Authority
3-2. Type of Administrative Relief Allowed
3-3. Zoning Map
3-4. Permitted Uses, Downtown Core (DC) Zone
3-5. Development Standards, Downtown Core (DC) Zone
3-6. Projections into Setback Areas, Downtown Core (DC) Zone 3-7. Permitted Uses, Downtown Transition (DT) Zone
3-8. Development Standards, Downtown Transition (DT) Zone 3-9. Projections into Setback Areas, Downtown Transition (DT) Zone 3-10. Permitted Uses, Residential Urban (RU) Zone
3-11. Development Standards, Residential Urban (RU) Zone 3-12. Projections into Setback Areas, Residential Urban (RU) Zone 3-13. Permitted Uses, Neighborhood Corridor (NC) Zone
3-14. Development Standards, Neighborhood Corridor (NC) Zone 3-15. Projections into Setback Areas, Neighborhood Corridor (NC) Zone 3-16. Permitted Uses, Urban Flexible (UF) Zone
3-17. Development Standards, Urban Flexible (UF) Zone
3-18. Projections into Setback Areas, Urban Flexible (UF) Zone

3-19. Arcade Frontage Standards
3-20. Gallery Frontage Standards
3-21. Terrace Frontage Standards
3-22. Shopfront Frontage Standards
3-23. Parking Frontage Standards
3-24. Lobby Frontage Standards
3-25. Stoop/Porch Frontage Standards
3-26. Front Yard Frontage Standards
3-27. Sign Matrix
3-28. Permitted Signs

Chapter 4: Design Guidelines
4-1. Outdoor dining standards for areas other than the Compton Walk 4-2. Streetscape ‘Score Sheet’ Programming Concept

Chapter 5: Mobility and Parking
5-1. Downtown Street Network and Modified Corridors
5-2. Compton Boulevard Typical Cross-Section, Acacia Avenue to Santa Fe Avenue 5-3. Parallel Corridors to Compton Boulevard
5-4. Compton Boulevard Typical Segment and Key Features 5-5. Compton Walk Streetscape Zones
5-6. Typical ‘Score Sheet’ Streetscape
5-7. Compton Walk Landscape Infrastructure Systems
5-8. Common Safety Issues at Willowbrook Avenue Intersections 5-9. Willowbrook Avenue Design Alternatives
5-10. Willowbrook Avenue Preferred Alternative (B-Reverse Couplet) Plan and Key Features 5-11. North Willowbrook Avenue East (Palmer to Compton) Typical Cross-Section 5-12. North Willowbrook Avenue East (Rosecrans and Palmer) Typical Cross-Section 5-13. South Willowbrook Avenue East (Compton to Myrrh) Typical Cross-Section 5-14. Willowbrook Avenue West Typical Cross-Section
5-15. Willowbrook Avenue Couplet Extents and End Transitions 5-16. Alameda Street East – Existing Cross-Section
5-17. Alameda East Greenway Typical Cross-Section (Preferred Alternative) 5-18. Alameda East Greenway Typical Cross-Section (Reduced Greenway Alternative) 5-19. Alameda East Greenway Plan and Key Features
5-20. Acacia Avenue Typical Cross-Section, Compton Boulevard to Myrrh Avenue 5-21. Illustration of Commercial Core Street and Open Space Network Standards 5-22. Commercial Core New Street without Center Turn Lane Typical Cross-Section 5-23. Commercial Core New Street with Center Turn Lane Typical Cross-Section 5-24. Pedestrian Mall Typical Cross-Section
5-25. Mid-Block Passthrough Typical Cross-Section
5-26. Shared Alley Typical Cross-Section
5-27. Bicycle Network
5-28. Downtown Access and Gateways
5-29. Downtown Parking Locations
5-30. Minimum Bicycle Parking Requirements

Chapter 6: Infrastructure
6-1. Development Capacity Map.
6-2. Development Capacity by Infrastructure Analysis Area 6-3. Water System.
6-4. Sewer System.
6-5. Storm Drain System.
6-6. Gas System.

Chapter 7: Implementation and Financing Strategies
7-1. Funding Sources
7-2. Capital Projects
7-3. Capital Improvement Projects with Funding Sources

Appendix: Compton Walk Streetscape Design Concept
A-1. Overall Compton Walk Diagram and ‘Score Sheet’ Programming Concept A-2. Typical ‘Score Sheet’ Streetscape
A-3. Compton Walk Landscape Infrastructure Systems.

Compton Station Specific Plan - City of Compton | 1
What is a Specific Plan?

A Specific Plan is a regulatory tool that local governments use to implement their General Plan and to guide development in a localized area. While the General Plan is the overall guide for growth and development in a community, the goal of a Specific Plan is to focus on the unique characteristics of a special area by customizing the planning process and land use regulations to that area. The authority for preparation and adoption of specific plans is set forth in the California Government Code, Sections 65450 through 65457. The California Government Code authorizes jurisdictions to adopt specific plans by ordinance as regulatory documents. The law allows adoption of Specific Plans as may be required for the implementation of the General Plan.

Chapter 1: Introduction

1.1 Introduction and Purpose
The Compton Station Specific Plan lays out a vision, regulations, and implementation plan to build a better Downtown Compton, making it into a world-class destination that all our residents can enjoy.

1.2 Specific Plan Location
Compton is a city of approximately 10 0,000 residents located 10 miles south of Downtown Los Angeles, between the I-110, I-105, I-710, and CA-91 freeways. Compton is bordered by the City of Carson to the south, unincorporated Willowbrook to the west and north, the City of Lynwood to the Northeast, unincorporated East Compton to the east, and the City of Long Beach to the southeast.

The Metro A Line (B lue) provides all-day, frequent rapid transit access from two stations in the City, Compton and Artesia Stations, to the Los Angeles metropolitan area including Downtown Los Angeles, and Downtown Long Beach . It recently underwent a $1 billion refurbishment to improve speed, reliability, and customer experience.

The Compton Station Specific Plan Area encompasses 575.5 acres, encompassing roughly one half-mile buffer from Compton Station. The Plan Area is bordered by Matthisen Avenue to the west, Cressey Street, Douglas Street, and Peck Street to the north, Santa Fe Avenue to the east, and Myrrh Street, Indigo Street, Laurel Street, and Compton Boulevard to the south. The major thoroughfares within the Plan Area are Rosecrans Avenue, Compton Boulevard, Alameda Street, and Willowbrook Avenue, which runs through the middle of the Plan Area. Freeway access to the Plan Area is provided to I-110 by Compton Boulevard, to CA-91 by Alameda Street and Santa Fe Avenue, and to I-710 by Rosecrans Avenue.

2 | Chapter 1: Introduction

Figure 1-1. Regional Setting and Transit Connections.

Compton Station Specific Plan - City of Compton | 3

1.3 Background and History
Compton is one of the oldest cities in Southern California, the eighth to incorporate. Being located within a day’s walk of Los Angeles and Wilmington, and with connections to the Pacific Electric Long Beach Line along with Southern Pacific and Union Pacific freight rail lines in the early 20
th century led to Compton being nicknamed the “Hub City”. With a boom shortly after World War II, and a decline in the 70’s and 80’s, Compton has seen its share of ups and downs.

Compton Boulevard as seen in 1962 looking west from Alameda Street (left). Source: Compton (Images of America) by Robert Lee Johnson. The Renaissance Monument on Compton Boulevard (right) was dedicated to Dr. Martin Luther King, Jr. and Cesar Chavez in 2001 as a symbol of Black and Latino unity.

Despite its turbulent history, the City of Compton is a place that continues to inspire devotion and pride. The City has been an important venue for black political lead ership with the election of Douglas Dollarhide as the first black mayor in California, Doris A. Davis as the first female black mayor in the United States, and Aja Brown becoming the youngest elected mayor in the state of California. The City is known glob ally as the center of West Coast Hip -Hop, and its high school basketball games are legendary. Famous people from Compton include:
• Duke Snider, MLB Hall of Famer (Compton HS)
• William Hanna, cartoonist/animator, co-founder of Hanna-Barbera (Compton HS) • Kendrick Lamar, rapper (Centennial HS)
• N.W.A., rap group: Eazy E, MC Ren, Ice Cube, Dr. Dre, Arabian Prince, DJ Yella • Coolio, rapper
• Leslie Sykes, KABC-TV midday news anchor
• Larry Allen, Hall of Fame NFL player (Centennial HS)
• Tyson Chandler, NBA player (Dominguez HS)
• DeMar DeRozan, NBA player (Compton HS)
• Tayshaun Prince, former NBA player (Dominguez HS)
• Venus and Serena Williams, tennis players
• Ava DuVernay, film director/writer
• Richard Sherman, NFL player (Dominguez HS)
• Vince Staples, rapper

4 | Chapter 1: Introduction

Recent years have opened new opportunities for Compton. The development of the Metro A Line (formerly Blue Line) in 1990 uses most of the former Pacific Electric Long Beach Line right -of- way, connecting Compton to Long Beach, Los Angeles, and beyond. The C ompton Gateway Center, opened in 2007, has added more retail options to the city, building upon the existing Compton Renaissance Plaza. The completion of the Martin Luther King Jr. Transit Center in 2011 has increased the safety and connectivity of public transit, prompting new housing developments to be built in the station area and around the City. The City also has a brand new community center, the first Major League Baseball Urban Youth Academy, and the forthcoming Dr. Dre Performing Arts Center at Comp ton High School. The future has never looked brighter for The Hub City.

1.4 Community Outreach Process and Guidance
A key component of developing this Specific Plan has been engagement with and solicitation of input from the public. This consisted of workshops, stakeholder meetings, surveys (in-person and online), and information shared online via a website (www.nextstopcompton. org) and social media (@nextstopcompton on Instagram/Facebook).

Prior to the pandemic, some in-person outreach was conducted. Great comments from the City’s youth and other music fans were collected at the Compton Open Mic Night on September 26, 2019, at Dollarhide Community Center. Another focus group meeting was held at Compton YouthBuild on September 30 of the same year. Su rveys were collected during the 2019 Christmas parade. Finally, interviews were conducted with several community leaders, representing resident groups, the local creative community, business owners and property owners.

Pre-pandemic outreach activities at Compton Youth Build (left) and the Christmas parade (right).

Compton Station Specific Plan - City of Compton | 5
The early outreach process confirmed a vision that Compton deserves to have a great downtown, one which reflects the values of the community and the contributions the city and th ose hailing from there have made to the larger world. Those values which should be reflected were:

• Brother’s Keeper: Compton is a family-oriented community where people look out for each other.
• Compton Proud: Compton is proud of its unique and historic community. • Hub of Culture: Compton creates culture that spreads worldwide, yet contributes to the city.
• Building the Future: Compton invests in educational, artistic, recreational, and career opportunities for its youth.

The public also ranked its priorities for the downtown, which were in order of most to least important:

1. Maintenance and Security

2. Housing

3. Retail Amenities and Entertainment

4. Community Gardens and Urban Greening

5. Pedestrian and Bicycle Mobility

6. Arts and Culture

7. Quality Job Creation

Although arts and culture and job creation ranked lower than other topics, stakeholder interviews revealed that community leaders believed that the cultivation and celebration of culture could be a key ingredient to achieving many of the other objectives of the plan.

In April 2020, during the COVID-19 pandemic, the City and consultant team organized a virtual workshop consisting of an explanatory video, with questions posed by community stakeholders, and an accompanying survey. The purpose of this workshop was to evaluate different features of three alternatives (the Cultural Alternative, the Greening Alternative, and the Commercial Alternative) for the downtown area. Meetings were also held with the Stakeho lders Advisory Committee, Planning Commission and City Council in 2020 to receive feedback on these three alternatives. The ultimate Downtown Urban Design Framework (Section 2.3) is based on this feedback. An additional Stakeholders Advisory Committee meet ing was also held in summer 2020 to review the zoning, mobility strategy, and equity-focused initiatives.

The draft Specific Plan was reviewed by the Stakeholders Advisory Committee in April 2022; the Plan was then made available to the public for review with the Program Environmental Impact Report. A final virtual public workshop was held to gather the community’s feedback, support, and concerns prior to hearings with the Planning Commission and City Council.

Throughout the process, the Next Stop Compton social media accounts allowed the community the opportunity to follow the progress of the plan in real time, express their excitement, hopes, desires and fears for the development of Downtown Compton.

6 | Chapter 1: Introduction

1.5 Goals and Policies
Vision: In order to build a better downtown, transforming it into a world-class destination that all our community can enjoy, the Specific Plan sets out a suite of actions organized under six goals, which derive closely from the values and priorities expressed by the community.

Goal #1: An economically active and vibrant station area which attracts investment and provides quality amenities to the community.

Policy 1.1: Establish zoning and development standards which encourage new higher density housing and mixed-use development in commercial portions of the station area (see Chapter 3).

Policy 1.2: Allow development of appropriate uses, including multi -family housing, by-right (see Chapter 3).

Policy 1.3: Encourage the development of sit-down restaurants and other retail amenities strongly desired by the public. Provide favorable development standards for these uses, such as allowing outdoor dining and reducing parking requirements (see Chapter 3 and Section 4.7).

Goal #2: A safe and well-maintained Downtown where people enjoy public space.

Policy 2.1: Establish a business improvement district to maintain, clean, promote and provide security for the Downtown (see Section 7.2).

Policy 2.2: Create a range of comfortable and attractive publicly-accessible open spaces in large developments in the Downtown (see Chapters 2 and 7, Sections 3.3, 4.14, 4.15).

Policy 2.3: Ensure a mix of uses and orient structures to en courage widespread daytime and nighttime use of public spaces (see Chapter 4, Sections 3.3, 3.4, 3.8, 3.9).

Policy 2.4: Encourage new buildings to be multi -story to increase “eyes on the street” and to provide opportunities for increased residential density (see Section 3.3).

Policy 2.5: Enforce design standards which require appropriate levels of lighting, and avoid blank walls and other underutilized spaces (see Sections 3.8, 4.12).

Policy 2.6: Design streets that are intended for pedestrian activity and low vehicle speeds (see Chapter 5).

Policy 2.7: Address the safety of streets and intersections, including the intersections located along the Metro A Line and Alameda rail corridors (see Chapter 5).

Policy 2.8: Avoid dead spaces (hidden areas) that cannot be seen from the street, storefronts, or residences (see Section 3.8).

Goal #3: A built environment and programming which reflect the history, creativity, and excellence of Compton.

Policy 3.1: Construct, maintain and consistently renew the Compton Walk, the primary pedestrian network which connects all major open spaces and is experienced as a journey through cultural Compton Station Specific Plan - City of Compton | 7
Compton, with places and elements for history and the arts (see Sections 2.7, 4.14, 4.15, 5.3,

7.4).

Policy 3.2: Program cultural events, such as farmers markets, fairs, and concerts, in publicly - accessible open spaces in Downtown (see Section 7.2).

Policy 3.3: Work with partners to establish a cultural center in the station area (see Sections 2.4,

7.3, 7.4).

Policy 3.4: Engage the broader community to develop a museum or other destination venue that showcases field(s) in which the Compton community has excelled (see Sections 2.4, 7.3, 7.4).

Policy 3.5: Direct a portion of project development costs to public art or artistic facilities (see Section 3.10).

Policy 3.6: Create an Arts Commission for the City (see Section 7.4).

Goal #4: A station area which promotes good pedestrian routes and provides calm and attractive networks for pedestrians and bicycles.

Policy 4.1: Improve first/last mile access to the Metro A Line (Blue) Compton Station with additional infrastructure and programs that support walking and biking (see Chapter 5).

Policy 4.2: Cre ate a hierarchy of streets supportive of different modes of transportation, and develop infrastructure for those modes of transportation along the appropriate streets (see Section 5.2).

Policy 4.3: Reconfigure Willowbrook Avenue to reduce safety concerns , improve wayfinding and add low-stress bicycle facilities (see Sections 2.8, 5.4).

Policy 4.4: Develop a greenway on Alameda Street East for recreational/exercise and transportation uses (see Sections 2.9, 5.5).

Policy 4.5: Reduce minimum parking requirements to encourage station area residents to travel less by car (see Chapter 3, Section 5.15).

Policy 4.6: Use existing and new parking structures to create a shared parking district where residents, employees and visitors can park once and circulate around Downtown on foot (see Section 5.14).

Goal #5: Adequate and affordable housing that enables the re sidents of Compton to remain in the community for the long-term.

Policy 5.1: Make publicly-owned land available for affordable housing development, and pursue development which maximizes the amount of affordable housing produced on those sites (see Section 7.3).

Policy 5.2: Provide by -right development incentives for the development of affordable ho using and other public benefit projects (see Section 3.12).
8 | Chapter 1: Introduction

Policy 5.3: Create zoning and development standards which encourage the private production of quality market- rate housing which retains people who grew up in Compton and nearby communities and want to stay (see Chapter 3).

Goal #6: Increased opportunities for Compton residents to create and grow local businesses.

Policy 6.1: Recognize and strengthen Compton as a place where music, art, and entertainment is produced and exhibited to the communit y and wider world , and support the economic development of local residents engaged in this industry (see Sections 2.2, 2.6, 2.7, 3.10, 4.15,

7.4).

Policy 6.2: Develop an innovation hub which provides amenities and tools for Compton’s digital media producers (see Section 2.6).

Policy 6.3: Explore the opportunity to create a food incubator or other workforce or small business development facility at the corporate yard or other City facility inside the station area (see Section

2.9).

Policy 6.4: Encourage new commercial developments to set aside space for local small businesses and non-profit organizations (see Section 3.12).

Goal #7: Urban design which reinforces the vision and goals of the Specific Plan.

Policy 7.1: Build the Compton Walk as a network of sidewalks and public spaces which provide a high degree of comfort and activation for the pedestrian (see Sections 2.7, 4.14, 4.15, 5.3, 7.4).

Policy 7.2: Require large private developments along the Compton Walk to build publicly - accessible, active, and culturally expressive plazas (see Chapter 3, Section 4.15).

Policy 7.3: Widen sidewalks and buffer sidewalks from vehicular lanes with increased street tree canopy, on-street parking, and bicycle facilities where feasible (see Chapter 5).

Policy 7.4: Require ground-floor building frontages which engage and are transparent to the street and encourage the removal of any blank walls in the station area (see Section 3.8).

Policy 7.5: Encourage outdoor seating along sidewalks and in open spaces (see Section 4.7).

Policy 7.6: Implement design standards and guidelines to ensure that high -density development is livable and attractive (see Chapters 3, 4).

Policy 7.7: Encourage the creation of green and solar roofs (see Chapter 3, Section 4.10).

Policy 7.8: Provide appropriate accent lighting on buildings and landscaping to increase nighttime visual interest and activity (see Section 4.12).

Compton Station Specific Plan - City of Compton | 9

1.6 Specific Plan Organization
The Specific Plan is organized in seven c hapters. Beyond this Chapter 1 (Introduction) , the document is organized in the following manner:

Chapter 2 (Urban Design Framework) presents the master plan/vision for the Compton Station Specific Plan area, with a particular focus on the area designated as “Downtown Compton,” along Compton Boulevard between Acacia Avenue and Santa Fe Avenue.

Chapter 3 (Zoning, Development and Design Standards ) presents regulatory standards for real estate development in the Specific Plan area. The standards regulate both the physical form and use of property.

Chapter 4 (Design Guidelines) presents guidelines to be used in the design review of projects in the Specific Plan area, including arts and cultural projects.

Chapter 5 (Mobility, Parking and Street Standards) contains both conceptual design and regulatory standards for mobility networks in the Specific Plan area, including modifications to current street right-of-ways and the creation of new streets and passageways.

Chapter 6 (Infrastructure) contains an analysis of the infrastructural needs of the area to accommodate the Specific Plan.

Chapter 7 (Implementation) highlights major activities that the City and community can undertake to realize the plan vision and identifies procedures and funding sources.

All of the Specific Plan chapters are relevant and applicable to projects and actions within the Specific Plan area. However, for expediency, Figure 1 -2 below highlights the most relevant sections for different users of the Plan with the abbreviation “MR.”

Key Specific Plan Chapters by User Group
Chapter
Plan Adopting
Authority or
Community
Member
Property Owner/Developer
Project Review
Authority
City Operating
Dept (non-
Planning)
Downtown/
Major Site Other
1 (Introduction) MR MR
2 (Urban Design
Framework) MR MR MR MR
3 (Zoning,
Development and
Design Standards)

MR MR MR
4 (Design Guidelines) MR MR MR
5 (Mobility, Parking
and Street Standards) MR MR MR
6 (Infrastructure) MR MR
7 (Implementation) MR MR
10 | Chapter 1: Introduction

Compton Station Specific Plan - City of Compton | 11
Chapter 2: Urban Design Framework

2.1 Introduction and Purpose
This chapter describes the Urban Design Framework for the Compton Station area. The U rban Design Framework translates the community vision and Specific Plan Goals and Actions (Section

1.5) into a physical master plan for the development of the Compton Station area to be executed through public and private real estate development projects, and public infrastructure projects.

It represents a vision for Compton Station area in 2040, the planning horizon year for this project.

The contents of this chapter are to be interpreted as strong guidelines for all implementing projects. Some flexibility may be warranted as circumstances and conditions change; however, implementation of the key concepts of this Urban Design Framework is critical to ensuring a cohesive, functional, and vibrant Compton Station area.

2.2 Specific Plan Area Planning Districts and Land Use Growth Projections Figure 2-1 defines the planning districts of the Compton Station Specific Plan area. These districts express the overall structure of the Specific Plan area and represent areas with a common character.

The Civic Center, Commercial Core, and Historic Core districts together make up the historic and future Downtown Compton. The Urban Design Framework for Downtown Compton and its component districts is described in detail in the sections that follow.

Growth projec tions were created for the purposes of environmenta l, infrastructure, and transportation analysis. These were determined by consulting the project’s market study, recent development trends taking place in the Specific Plan area, and the desire to achieve a critical mass of development that could implement the Urban Design Framework and bring vibrancy and safety to the area. In total (entitled + future entitled projects) , growth during the 2022 -2040 period is projected to be:
• 2,468 residential units (1,676 market-rate and 792 affordable) • 137,000 square feet of office/institutional space
• 150 hotel rooms

Total retail space is projected to decline by 25,000 square feet. The projected decline reflects an intended recycling of some large-format, big box stores with mixed-use development and inline stores and restaurants which occupy a much smaller footprint. Despite the square footage decline, the quality, variety, and quantity of retail sales is anticipated to increase markedly.

These growth projection s include the development entitled by the 501/601 E. Compton Boulevard Specific Plan, which was adopted in June 2021. As described in Section 2.6, this project is comprised of 290 residential units (232 market-rate and 58 affordable), 14,000 square feet of retail space, and a 40,000 square foot innovation hub office space.

12 | Chapter 3: Zoning, Development and Design Standards Future entitlement growth projections , analyzed by the environmental analysis accompanying this Specific Plan, are expected to be:
• 2,178 residential units (1,444 market-rate and 734 affordable) • 97,000 square feet of office/institutional space
• 150 hotel rooms
• -39,000 square feet of retail space

Figure 2-2 and Figure 2-3 describe how this growth is anticipated to be distributed across the Specific Plan area. While i t is anticipated that growth during the planning period will be concentrated in the Downtown districts, it is impossible to predict the exact location and extent of growth that will result from the Specific Plan because the majority of land and growth is planned for land which is under private control.

Compton Station Specific Plan - City of Compton | 13

Figure 2-1. Planning Districts.
2 1
6 5
4 3
8 7
8 8
8 8 8
8 8
7 7
1 2
4 3 6
5 8 7
14 | Chapter 3: Zoning, Development and Design Standards

Figure 2-2. Land Use Growth Projections.
9 9
Compton Station Specific Plan - City of Compton | 15

Change in Land Uses
Land Use Growth
Projections
Public/
Institutional
Residential
Market
Units
Residential
Affordable
(units)
Retail
('000s) (sf)
Office
('000s) (sf)
Hotel
(rooms)
Key Sites

1. Renaissance Center N 570 30 (45) 97

2. Civic Center Y 150 10 150

2. Towne Center N 570 30 (18)

3. 409 N. Alameda St. W Y 106 4

4. 398 N. Willowbrook
Ave. E Y 77

5. 117-215 N. Willowbrook
Ave. W N 26 1

6. 458 S. Alameda St. E Y 90

7. 600 N. Alameda St. E Y 78

8. 501/601 E. Compton Bl.
(PREVIOUSLY ENTITLED) N 232 58 14 40
Total Key Sites 1,398 620 (35) 137 150
Other Opportunity Districts
A. Compton Bl, north side,
Acacia to Willowbrook N 72 3
B. Compton Bl, both sides,
east of Alameda N 76 4 10
C. Rosecrans Av, north
side, west of Willowbrook N 15
D. Rosecrans Av, south side,
west of Willowbrook Y 80
E. Willowbrook Av W N 43 2
F. Rosecrans Center district N 43 2
G. Santa Fe/Laurel,
NW corner N 29 1
H. Santa Fe, Laurel to
Myrrh Y 80
Total Opportunity Districts 278 172 10
TOTAL 1,676 792 (25) 137 150
Figure 2-3. Land Use Growth Projections Calculations.

16 | Chapter 3: Zoning, Development and Design Standards District Descriptions

Civic Center
The Compton Civic Center is the political and symbolic heart of the City, in part because it is a product of and testament to achievements of the African -American community in Compton.

Under this Plan, it will be strengthened in those roles as it invites the community and visitors in with new uses such as a hotel/cultural center, and small retail.

Commercial Core
The Commercial Core consists of two large shopping centers located in the heart of Downtown Compton and immediately proxim ate to the Metro station. This area, which was the original center of the city, will again become the most vibrant and active district in the region with improved restaurant, shopping and entertainment options, open space, housing, and offices in a new walkable urban pattern.

Compton Station Specific Plan - City of Compton | 17
Historic Core
The Historic Core is located along a stretch of Compton Boulevard which retains more of its original built character as a pedestrian-friendly main street . This area is envisioned as a more locally-focused downtown district providing opportunities for entrepreneurs and small businesses, including arts uses.

Right photo credit: Stan Kaady.

Social Service and Institutional Area
This area features a concentration of educational, community services and religious uses, mostly oriented toward Santa Fe Avenue. The Plan envisions strengthening connections between these uses and new affordable housing and park or community garden uses located at the City Yard at 458 S. Alameda St. E. Large parking lots and vacant land also provide opportunities for community-serving development.

18 | Chapter 3: Zoning, Development and Design Standards Alameda East Greenway Corridor
This district, currently occupied mostly by public uses and a wide, underutilized street, is envisioned overtime to become a green residential and educational corridor connected to Downtown Compton by a pedestrian and bicycle greenway replacing Alameda Street East. This district also includes Wilson Park, the only park within the generally park-poor Specific Plan area.

This park is well used and includes a skate park, picnic tables, basketball courts, playground, and an indoor recreation center.

Rosecrans Center
This district is located north of the Commercial Core between Willowbrook Avenue and Alameda Street. Bisected by the Rosecrans Avenue viaduct, it is a mix of residential and industrial uses heavily impacted by industrial pollution, noise, vehicle emissions, pedestrian barriers, and poor infrastructure quality. As Downtown Compton gains strength as a center of cultural production, however, this area could receive additional interest from artisans and artists, small -scale local manufacturing with limited hours of operation, live/work development, and housing. Vacant and underutilized properties along Rosecrans Avenue present nearer -term opportunities for development.

Compton Station Specific Plan - City of Compton | 19
Neighborhood Corridors
The Plan defines neighborhood corridors along Rosecrans Avenue west of Willowbrook Avenue and east of Alameda Street, and along Compton Boulevard west of Acacia Avenue. These are older strip commercial corridors with residential uses behind the mostly narrow co mmercial parcels. Occasional residential uses are also interspersed along the corridors. Despite high vacancies, particularly in the western portion of Compton Boulevard and the eastern portion of Rosecrans Avenue, parts of these corridors have good “bones ,” with a walkable street pattern and buildings that meet the street.

The neighborhood corridors are envisioned to become pleasant, safe, and walkable corridors, combining local-serving retail with three story multifamily residential uses.

Residential Areas
The Compton Station Specific Plan’s residential areas are densely populated single - and multi- family neighborhoods. The Specific Plan envisions few changes to these residential areas; however, they will benefit from greatly increased access t o services, jobs and destinations present in the Downtown.

20 | Chapter 3: Zoning, Development and Design Standards

2.3 Downtown Vision and Urban Design Framework
The vision for the Compton Station Specific Plan is to build a better downtown, transforming it into a world- class destination that the whole Compton community can enjoy. The physical framework for creating this world-class destination was guided by the following principles:
• Increase the density of development in Downtown to enable new investment, provide more customers for businesses, and create an active and vibrant center of the City • Prioritize access to and convenience of public transit, pedestrian, and bicycling access to accommodate growth in the most sustainable fashion possible • Activate the public realm, and create new open spaces on privately-owned land in order to enable secure and well -maintained urban environments that are open to the entire community
• Create outdoor public spaces for different kinds of activities and events, including cultural events and large gatherings
• Develop a framework for unique expressions of Compton’s culture, history, and creativity.

Figures 2-4 and 2-5 portray the Urban Design Framework for Downtown Compton. The Downtown will consist of three unique districts (Civic Center, Commercial Core and Historic Core) linked to each other and to Metro through the Compton Walk. Each of these districts, and the Compton Walk, are described in detail in the sections that follow.

Compton Station Specific Plan - City of Compton | 21

Figure 2-4. Urban Design Framework Axonometric View.

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

22 | Chapter 3: Zoning, Development and Design Standards

Figure 2-5. Urban Design Framework Plan View.

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

Compton Station Specific Plan - City of Compton | 23

2.4 Civic Center
The Compton Civic Center was completed in 1977 based on a design by African -American architect Harold L. Williams. Its ten -story Courthouse and large ceremonial plaza with a monument to Martin Luther King, Jr. are ic onic in the City and hold great symbolic value in recognition of Compton’s role in achievements of the African-American community. Despite this important symbolic value, however, the day-to-day experience in the MLK Plaza and other Civic Center open spaces is isolating due to the extremely small numbers of people who use the spaces on a regular basis.

In order to activate the Civic Center and strengthen its role as the symbolic heart of Compton, the Specific Plan envisions a mixed-use district focused on an MLK Plaza activated by new uses, including a cultural center and hotel, coffee kiosks and restaurants, and which plays host to large events, such as concerts, demonstrations, and public celebrations. The southern portion of the Civic Center feeds this focal plaza with shared parking and neighborhood park space.

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

24 | Chapter 3: Zoning, Development and Design Standards

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

Compton Station Specific Plan - City of Compton | 25

Figure 2-6. Civic Center Plan and Key Features.
4 3
5 1
2 9
7 6
8 Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

26 | Chapter 3: Zoning, Development and Design Standards Key Features:

1. Martin Luther King, Jr. Memorial Plaza programmed and equipped for large events such as concerts, demonstrations, and public celebrations.

Source: The Heron Downtown (right).

2. Coffee/restaurant kiosks, authorized vendors, trees, and seating added around the plaza to create a more human-scaled environment that draws people outside at different times of the day.

Source: Gary Coronado, Chron (left). Street Furniture Australia (right).

3. Potential adaptive reuse of the historic Post Office building into a more active use (such as restaurant) which helps provide a gateway and define an entry plaza into the Civic Center.

Compton Station Specific Plan - City of Compton | 27

4. New library/cultural center/museum with hotel serving as an attraction for local, regional, national, and/or international tourism and a marked gateway to the Compton Walk.

New hotel, residential and retail development containing the Unive rsal Hip-Hop Museum in South Bronx, NY. Source: L+M Development Partners.

5. Heritage House relocated to more accessible site.

6. The City will explore converting the Courthouse parking garage to shared parking, using excess daytime and nighttime capacity to accommodate the parking needs of the hotel, City Hall public meetings, and Dr. Dre Performing Arts Center events in the long term future.

7. Strengthened neighborhood connections across Acacia Avenue, including improved crossings, narrowing of str eet and addition of a playground or other park -like amenity in Civic Center.

8. Connection to Compton High School and Dr. Dre Performing Arts Center.

9. Improved streetscape, parking, and bike lanes on Willowbrook Avenue (see section 2.8)

28 | Chapter 3: Zoning, Development and Design Standards

2.5 Commercial Core
Located at the Metro station and in the heart of Downtown Compton, the Commercial Core is intended to be the most dense and vibrant area of the City. This 33-acre area, currently occupied by two large shopping centers, Compton Renaissance Plaza and Compton Towne Center, is envisioned to transform over time into an active urban district and unique destination within the South Los Angeles and Gateway Cities area. The Commercial Core would continue to serve the majority of Downtown Compton’s retail needs, but would arrange them along Compton Boulevard and a diagonal paseo/pedestrian mall to accentuate walkability and transit orientation and concentrate people for added safety and vibrancy. The retail uses are supplemented by upper - floor and adjacent residential units, which add eyes on the street and create the development feasibility needed to execute the project, as well as open space, structured parking, and office/institutional uses as possible.

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

Compton Station Specific Plan - City of Compton | 29

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

30 | Chapter 3: Zoning, Development and Design Standards

Fig. 2-7. Commercial Core Plan and Key Features.
14 8 1
7 14
9 9
9 9
9 14
10 10 14
3 6
5 13
10 11
4 12
Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

Compton Station Specific Plan - City of Compton | 31
Key Features:

1. Metro Plaza serving as an arrival gateway to downtown, sized for events such as farmers’ markets, and connected to Metro station through raised crossings.

Metro Plaza (left) and raised crossing example (right).

2. Pedestrian Mall connecting the Metro station to the City Focal Intersection and flanked by active retail uses.

3. City Focal Intersection at the confluence of Compton Boulevard, Tamarind Avenue and the Pedestrian Mall with entry plaza, high visibility crosswalk, and potential location for unique tower architecture.

32 | Chapter 3: Zoning, Development and Design Standards

4. Compton Central Park providing flexible, passive space for residents and the general public.

5. New, widened streetscape along Compton Boulevard with street -fronting retail, improved lighting, outdoor dining, etc.

6. Extension of Tamarind Avenue south from realigned Carson Place/Palmer Street to new Almond Street (#13).

7. Entertainment anchor such as live or movie theater, music venue or nightclub with forecou rt plaza.

8. Grocery or Big Box anchor connected to Parking Structure.

At-grade and above-grade connections from parking structures to big-box stores. Source: Google Maps.

Compton Station Specific Plan - City of Compton | 33

9. Mixed-use buildings (residential or office over retail) along Compton Boulevard and key retail frontages.

10. Urban residential blocks with open space and concentrated parking.

11. Medium -density residential typologies adjacent to lower -density Country Club Drive community.

12. Alleys and new streets creating a finer-grained network of blocks.

13. New Almond S treet located at front of current Compton Towne Center retail buildings, allowing for some retail buildings to be retained, with surface parking if needed.

14. District Parking Network with shared structures for retail customer/employee parking and residential parking if necessary. Structures sited and oriented to facilitate ingress and egress onto Alameda Street.

34 | Chapter 3: Zoning, Development and Design Standards

2.6 Historic Core
Located east of Alameda Street, the Historic Core is the only portion of Compton Boulevard within Downtown Compton which retains more of its early- and mid-20th century character as the main street of the community. This area is envisioned to be a more locally-focused downtown district, where creative and entrepreneurial Compton residents can find a home. The previously entitled Compton Innovation Hub, located at the east end of this district, will serve to strengthen this emphasis on creativity and entrepreneurship.

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

Compton Station Specific Plan - City of Compton | 35

Figure 2-8. Historic Core Plan and Key Features.
1 2
6 4
3 5
Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

36 | Chapter 3: Zoning, Development and Design Standards Key Features:

1. Support for local businesses which contribute to the vitality of Downtown.

2. New mixed-use (residential or office over retail) development.

3. Compton Innovation Hub seven -story mixed- use project , with a large innovation hub for Compton’s cultural producers.

Source: GGLO Architects

Compton Station Specific Plan - City of Compton | 37

4. Willow Plaza created through closure of Willow Avenue at Compton Boulevard.

Source: GGLO Architects

5. Usable and sustainable open space created on roofs of buildings due to the small or shallow nature of many sites.

6. Public parking facilities created as opportunities arise.

38 | Chapter 3: Zoning, Development and Design Standards

2.7 The Compton Walk
This specific plan proposes that Compton Boulevard become the centerpiece of a new downtown Compton, linking the Civic Center, Commercial Core, and Historic Core districts wi th the Metro station through a pedestrian-friendly, activated streetscape that will take residents and visitors on a journey of discovery through cultural Compton’s past, present, and future. A narrowing of Compton Boulevard’s roadbed will help establish the street as a place to be, not to drive through, and free up space for additional pedestrian and active transportation uses along the corridor .

The mobility concept is further described in Section 5.3.

As a nod to Compton’s inspiring musical h istory, The Compton Walk will include a base streetscape patterning and design intended to resemble a blank musical ‘score sheet’ , upon which the local community will be encouraged to compose and share their own unique ‘songs’ and expressions about Compton. The experiences along the Walk will be created, maintained, and updated over time by local artists and business owners, expressing the City of Compton's contributions to music, sports, politics, theater, visual arts, and fields yet undefined. It will serve as a major attraction to those who wish to come to appreciate and explore the City’s culture.

Figure 2- 9 illustrates diagrammatically how a range of programming and activities can be composed to generate a unique and evolving range of experiences, simi lar to how notes can be combined to make a song. Punctuating this primary pathway of experiences will be a rhythm of streetscape ‘Places’ associated with adjacent private development and other civic open spaces that will seek to promote additional moments of connection, discovery, learning, history, cultural expression, and entertainment.

Figure 2-10 shows the overall extents and routing of the Compton Walk. Key districts and civic spaces will be connected and a regular placement and hierarchy of programming and space types will promote exploration and discovery.

Figure 2-9. Streetscape ‘Score Sheet’ Programming Concept.

Compton Station Specific Plan - City of Compton | 39

Figure 2-10. Overall Compton Walk Routing and ‘Places’ Concept.

Base Streetscape Improvements.

These improvements are to be implemented as a condition of development in keeping with the Specific Plan standards, reference Section 5.3.

These improvements would include hardscape upgrades to the sidewalks, the planting of street trees, and the selection and placement of essential street furniture. The goal of these improvements will be to harmonize the streetscape to a consistent base look and feel and provide the streetscape components needed to create a more usable and comfo rtable physical space.

They would create a solid base streetscape condition that could be easily implemented and that a later, more extensive design process could build on with further visioning and locally crafted expression. Section 5.3 provides initial standards for the build- out of the base streetscape improvements.

Streetscape Customization: Historic, Art and Placemaking Features.

These improvements are to be implemented by the City, or by the Developer, through a design review process as described in Section 3.10. Reference Sections 4.14 and 4.15 for proposed placemaking and private development interfacing guidelines.

These streetscape improvements would include, but not be limited to, the addition of a range of new expressive art and cultural elements such as sidewalk art, sculptural art elements, decorative hardscape paving, a range of lighting and multimedia effects, historical markers, a hierarchy of signage including information signage, streetscape structures, a district bran ding approach and elements, and other features TBD. The goal of this stage will be to undertake a design process that will enable Compton stakeholders to explore and add their own storytelling

40 | Chapter 3: Zoning, Development and Design Standards layers to a Compton Walk experience. Substantive engagement w ith the local community, particularly the arts and historic communities, will ensure that the Walk is expressive of what the voices of Compton want to say. Involvement with a range of design specialists and creative professionals during the visioning proc ess will play an important role in crafting a vision and experience that is nuanced and full of discovery.

Building on the base ‘Score Sheet’ streetscape improvements, the Compton community will be encouraged to compose its own melody of artistic, historical, and interactive elements which will be the focus of this journey through cultural Compton. The process to choose and develop the elements of the streetscape will need to be inclusive, weaving different elements and layers together to create a cohesive song of experiences.

Figure 2-11. Compton Walk Concept

Compton Station Specific Plan - City of Compton | 41

2.8 Willowbrook Avenue
Willowbrook Avenue (actually two streets: Willowbrook Avenue West and Willowbrook Avenue East) is the major access pathway to the Metro station; yet today it functions as a barrier in the urban environment which is confusing to new users and unsafe for pedestrians, especially at intersections. The preferred solution is to convert it into a couplet of one-way streets, with bicycle facilities on both sides helping residents on both sides of the tracks access the station. The COMPTON Letters Plaza will be removed to re -establish vehicular access. Additional greenery will also be added to t he couplet. See Section 5.4 for further detail regarding the redesign of Willowbrook Avenue.

Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

42 | Chapter 3: Zoning, Development and Design Standards

Figure 2-12. Willowbrook Avenue Plan and Key Features.
4 3
5 2
1 6
7 8
Land Use Legend
Residential
Retail
Institutional/ Office
Hotel

9 9
Compton Station Specific Plan - City of Compton | 43
Key Features:

1. Simplified circulation pattern with Willowbrook Avenue West restricted to one -way traffic northbound and Willowbrook Avenue East to one-way traffic southbound.

2. Martin Luther King, Jr. bus station preserved, with minimal effect on bus access and operation.

3. Willowbrook Avenue East reconnected through the COMPTON Letters Plaza to enable direct access from Rosecrans Avenue to the Commercial Core.

4. New low-stress north-south bicycle facilities and connections to regional systems.

5. Raised crossings connecting Metro station entrance to the Metro plaza on the southeast corner of Willowbrook Avenue East and Palmer Street.

6. Street tree bulbs added to improve pedestrian comfort along the street.

7. Simplified and safer Compton Boulevard and Willowbrook Avenue intersection.

8. Rear exit through Courthouse driveway for Sheriff’s Department vehicles exiting to the South.

9. Additional parking opportunities provided along Compton Boulevard and Acacia Avenue which can provide convenient access for those negatively affected by the elimination of southbound travel lanes along Willowbrook Avenue West.

44 | Chapter 3: Zoning, Development and Design Standards

2.9 Alameda East
Alameda East between Rosecrans Avenue and Compton Boulevard is a little-used roadway which is intended to convert into a greenway, as described in Section 2. 2. The greenway can provide much-needed green space, provide safe bicycle and pedestrian access from nearby neighborhoods to Wilson Park and Downtown Compton, and create a suitable environment for new residential uses to be built along its east side. Above all, the greenway would create a sorely lacking recreational amenity for the central Compton population and improve public health.

The Alameda East Greenway would close Alameda Street East as a vehicular roadway at the City’s discretion. This would need to be done in conjunction with the extension of the Rosecrans Avenue frontage roads across the Alameda Corridor in order to ensu re access between Rosecrans Avenue and Alameda Street, and only at the pace that redevelopment proceeds along the street so that vehicular access to properties is not affected. See Section 5.5 for further detail regarding the redesign of Alameda East, and for alternative designs should the roadway not be able to be closed.

Key Features:

1. Greenway and road closure designed as linear park, with paved path for cyclists and skateboarders, decomposed granite for joggers, exercise stations, shade, and stormwater treatment elements.

2. Wilson Park (playground, basketball courts, skate park, rec center, etc.)

3. Extension of narrowed greenway, with narrowed street, or sidewalk greening south of Compton Boulevard with tree wells in parking lane.

4. Community garden and path termination built with affordable housing development on Corporate Yard.

Compton Station Specific Plan - City of Compton | 45

Figure 2-13. Alameda East Greenway Plan and Key Features To Rosecrans Ave
Palmer St
Compton Blvd
Myrrh St
4 3
2 1
46 | Chapter 3: Zoning, Development and Design Standards

Compton Station Specific Plan - City of Compton | 47

Chapter 3: Zoning, Development, and Design Standards

3.1 Administration and Procedures

1. Purpose and Intent.

This Administration and Procedures Section sets forth the processes used for the application, review, and decision–making for land development and use requests within the Specific Plan. It is required by this Specific Plan that any developer, builder, property owner, or other authorized agent seeking to establish a use and/or develop pursuant to this Specific Plan will submit an application processed in an expeditious manner with administrative approvals where allowed by these Administrative Procedures. Applications that deviate from the standard provisions herein, will require discretionary review and action.

2. Applicability.

A. Requirements for structures and land uses. No building permit shall be issued by the City unless the proposed project complies with all applicable provisions of this Chapter, including applicable findings, conditions of approval, and all other applicable provisions of law. Where this Specific Plan imposes a greater restriction upon the use of buildings or land or requires larger open spaces than are imposed or required by the Municipal Code or other ordinances, rules, regulations or by easements, covenants or agreements, the provisions of this Specific Plan shall prevail.

B. Legal Parcel. The site of a proposed land use, development, modification, or other improvement subject to this Specific Plan shall be on a parcel(s) legally created in compliance with the Subdivision Map Act and the City’s Subdivision Regulations.

C. Minimum requirements. The provisions of this Chapter are minimum requirements for the protection and promotion of the public health, safety, and general welfare.

D. Effect on Existi ng Development and Land Uses. Development and/ or use(s) legally existing as of the adoption of this Chapter shall comply with Section 30 -23 (Nonconforming Buildings and Uses) of the City Zoning Code.

E. Permits and Procedures. Permits and procedures legally existing in City Zoning Code as of the adoption of this Chapter shall continue to apply, in addition to other permits and approvals listed in this Section.

F. Nonapplicable Zones. No changes shall be made to zones not specified within this Specific Plan. Citywide standards apply to zones not specified within this Specific Plan.

3. Review Authority.

A. This Specific Plan shall be administered by the City Council, Planning Commission, and the Community Development Department Director. Table 4.1 (Designated Approv ing Authority) identifies the review authority established for the code.

4. Specific Plan Interpretation.

A. The Community Development Department Director shall interpret the provisions of the Specific Plan. Requests for a Specific Plan Interpretation shall be filed with the Community Development Department Director. The Community Development Department Director shall respond in writing to written requests for Specific Plan Interpretations within 30 days from the date the request has been submitted. The Community Development Department Director may issue an official interpretation or refer any issue of interpretation to the Planning Commission for its determination. 48 | Chapter 3: Zoning, Development and Design Standards B. Official interpretations shall be written and shall quote the provisions of this Specific Plan being interpreted, and the applicability in the particular or general circumstances that caused the need for interpretations, and the determination. Written interpretations shall become a part of the Specific Plan, as a separate appendix. The Community Development Department Director will maintain a complete record of all official interpretations to this Specific Plan, indexed by the number of the Chapter or Section that is the subject of the interpretation.

5. Administrative Relief.

I. Purpose. The purpose of this Section is to enable the Community Development Department Director to approve minor deviations from the development standards of this Chapter. An authorization to approve Administrative Relief does not extend to making any changes in the uses permitted in any zone.

II. Applicability. The Community Development Department Director may allow Administrative Relief up to a maximum of 20 percent of any measurable standard of this Chapter, or the amount prescribed for the items specified in Figure 3- 2 (Type of Administrative Relief Allowed), whichever is most restrictive. The Community Development Department Director may allow Administrative Relief only after first making the findings specified in Subsection 3.1.5.V (Findings and Decision) and Figure 3-2 (Type of Administrative Relief Allowed).

III. Review Authority. The Community Development Department Director may approve or deny an application for Administrative Relief . If outside the parameters, it cannot be approved.

IV. Application Review.

I. The Community Development Department Director, in compliance with Subsection

3.1.5.II, shall review the application for Administrative Relief and issue a decision within 15 days.

II. A public hearing shall not be required for the decision on Administrative Relief.

V. Findings and Decision. An application for Administrative Relief may be approved subject to conditio ns or denied by the review authority. The review authority may impose any conditions deemed reasonable and necessary to ensure that the approval will comply with the findings required by this Section. The review authority may approve Administrative Relief only after first making all of the following findings in writing.

I. The development meets all other standards and requirements in this Specific Plan.

II. There are special circumstances uniquely applicable to the property that cannot be resolved by a redesign of the project, such as its size, shape, topography, location, or surroundings;
III. Approving Administrative Relief will not grant special privileges inconsistent with the limitations upon other properties in the vicinity and the zone in which the property is located;
IV. The special circumstances uniquely applicable to the property are not self -imposed by any person presently having an interest in the property; and, V. The requested Administrative Relief will not allow the establishment of a use that is not otherwise permitted in the zone.

VI. The subject site cannot be otherwise developed through a redesign or reduction in the size of the project.

VII. Appeal. The applicant may file a written appeal with the Planning Commission within 15 days after the Community Development Department Director decision. The Planning Commission shall hear the appeal within 30 days or at its next succeeding regular meeting, Compton Station Specific Plan - City of Compton | 49
unless the applicant consents to a continuance. Upon conclusion of the hearing, the Planning Commission shall, within 7 days, declare its decision in writing based upon the testimony and documents produced before it. It may sustain, modify, reject, or overrule, any action of the Community Development Department Director provided such action is not inconsistent with the provisions of this Chapter or any other applicable law or statute.

The appeal fee shall be the same as that of an appeal to the City Council, and the procedures followed shall be the same as in Municipal Code section 30 -26.5 (i) – (k), except that the Planning Commission shall hear the appeal.

Designated Approving Authority

Type of Permit or Action

Reference
Review/Approving Authority
Community
Development
Department
Director
Planning
Commission

City Council
Administrative Actions
Specific Plan
Interpretation
Section 3.1.4
(Specific Plan
Interpretation)
Decision Appeal N/A
Use Determination Section 3.1.3
(Use
Determination)
Decision Appeal N/A
Development Permits and Approvals
Administrative Relief Section 3.1.5
(Administrative
Relief)
Decision Appeal N/A
Conditional Use Permit Section 3.1.6
(Conditional Use
Permit)
Recommend Decision Appeal
Design Review Tier 1 Section 3.1.7 (Design
Review)
Decision Appeal N/A
Design Review Tier 2 Section 3.1.7 (Design
Review)
Recommend Decision Appeal
Minor Use Permit Section 3.1.8 (Minor
Use Permits)
Decision Appeal N/A
Subdivisions Section 3.1.9
(Subdivisions)

-
Recommend Decision
Temporary Use Permit Section 3.1.10
(Temporary Use
Permit)
Decision Appeal
-
Variance Section

3.1.11 (Variance)
Recommend Decision Appeal
Figure 3-1. Designated Approving Authority.

50 | Chapter 3: Zoning, Development and Design Standards Type of Administrative Relief Allowed
# Type of Administrative Relief Additional Required Findings Maximum Modification
1 A reduction in the minimum
amount of building placed
within the façade zone.

The building and site design are consistent with
the intent of the zone and all other applicable
standards of the zone; and may not be combined
with any reduction to frontage requirements.
10%
2 An increase of the
maximum required
setback.

Existing building(s) on adjacent lots on the same
block face is/are greater than the maximum
setback; and the variation will allow the proposed
project to be more closely aligned with the adjacent
building(s).
5 ft.
3 An increase or decrease in the
standards for building
frontages.

The building is consistent with the intent of the
zone and all other applicable standards of the zone.

20%
4 An increase in allowable
building height.

The building is consistent with the intent of the zone
and all other applicable standards of the zone; the
portion of the building which exceeds the height
limit is at least matched by other portions which are
below the height limit by the same amount as the
increase requested and the increase
accommodates architectural or design features as
part of the proposed project.

Up to a
maximum of 15
feet over and no
more than 30%
of the building
footprint.
5 An increase of the allowed
maximum height of a fence or
wall.

The use of the lot is consistent with the intent of
the zone and all other applicable standards of
the zone; and/or the height increase is justified
by topographic
considerations
20%
6 A reduction in the minimum
number of required bicycle
parking spaces.

There are demonstrated sufficient bicycle
parking opportunities within 300 feet of the
project location.
40%
7 An increase in the allowed
height and area of a
permanent sign.

The sign is otherwise consistent with all
applicable sign regulations.
15%
8 A reasonable deviation from
the prescribed standards where
necessary to install features
that facilitate access and
mobility of persons with
disabilities or with limited
mobility.

The building is consistent with the intent of the
zone and all other applicable standards of the
zone.

Determined on a
case-by- case
basis
Figure 3-2. Type of Administrative Relief Allowed.

Compton Station Specific Plan - City of Compton | 51

6. Conditional Use Permit.

Applications for uses set forth in Figures 3-4, 3-7, 3-10, 3-13, and 3-16 (Permitted Uses) of the Specific Plan that require approval of a conditional use permit shall be processed in accordance with the provisions of Section 30-26 (Conditional Use Permits) of the City Zoning Code.

7. Design Review.

A. Purpose. Design Review is intended to implement urban design goals, policies, development standards, and design guidelines within this Specific Plan. Design Review is intended to ensure that the design of new construction and additions is contextual and supports design excellence in Compton.

B. Limitations. The standard conditions imposed upon approval of an application during Design Review will not be more restrictive than those prescribed by applicable zoning district regulations or other applicable entitlements per this Specific Plan.

C. Exemptions. Alterations, additions, and repairs that do not change the exterior appearance of a structure, including replacement in kind of existing features do not require Design Review. To be considered “replacement in kind,” the fe atures must reasonably match the design, profile, material, and general appearance of the originals.

Revised plans of the change shall be filed with the Community Development Department. Residential-only projects with four or less units are not subject to Design Review, but still will require Architectural Review Board review.

D. Tier 1 Administrative Design Review.

I. Applicability. This review process applies to the following development proposals:
a. Temporary signs and other signs set forth in Section 3.13 (Signage Standards).
b. New construction or additions that feature more than five residential units and less than sixty residential units. New residential/mixed-use construction or addition projects with up to sixty units, including up to 8,000 square feet of retail.
c. Any mixed-use or nonresidential project that creates less than 400 daily vehicular trips as established by a traffic generation memo prepared by a professional engineer (PE) or traffic engineer (TE).
100% affordable housing projects of any size, with maximum income levels of 80% low income and 20% moderate income units, with up to 8,000 square feet of supportive retail.

II. Review Authority. The Commu nity Development Department Director will conduct Tier I Design Review and make decisions to approve the application or impose conditions upon the approval of the application. The Community Development Department Director may refer any such project for a public hearing before the Planning Commission to receive comment on the project’s design, but not to approve or deny the project, if the Director determines it has special significance.

III. Review Process. The fees and process shall be equivalent to the City’s Architectural Review Board application.

IV. Required Findings. In acting to approve or conditionally approve an application for the Tier 1 Design Review, the Community Development Department Director shall make the following findings:
a. That the project is consistent with the applicable development standards of the Specific Plan and any design guidelines of this Specific Plan as deemed applicable by the Community Development Department Director; and 52 | Chapter 3: Zoning, Development and Design Standards b. That the project implements applicable goals and policies of the Compton General Plan, as deemed applicable by the Community Development Department Director.

E. Tier 2 Public Hearing Design Review
I. Applicability. Tier 2 Public Hearing Design Review is required for any new construction, addition, exterior modification, or renovation that does not qualify for Tier 1 review.

II. Traffic Study Required. All p rojects subject to Tier 2 review shall prepare a focused traffic analysis which includes evaluation of all project driveway access points and potentia l effects at the nearest signalized intersection (in terms of Level of Service and Queuing). The focused traffic analysis should be prepared by a licensed professional engineer (PE) or traffic engineer (TE). The Public Works Director and/or City Traffic Engineer may, at his or her discretion, require traffic analysis at additional locations based on project size, type, and location.

III. Review Authority. The Planning Commission has authority under Tier 2 Public Hearing Design Review. The Planning Commission is authorized to act upon the design and approve the application or impose conditions upon the approval of the application. The Planning Commission is intended to review each project for compliance with the urban design goals, policies, development standards, and design guidelines of this Specific Plan.

IV. Required Findings. In acting to approve or conditionally approve a Tier 2 Public Hearing Design Review application, the Planning Commission shall make the following findings:
a. That the project is consistent with the applicable Compton General Plan policies, Specific Plan standards, and Specific Plan design guidelines. b. That the project furthers the goals, actions, and Urban Design Framework of the Specific Plan.
c. That the project provides appropriate amenities for the target population, including public amenities if the project is commercial or mixed-use.

V. Application. In the absence of a specialized application form, the applicant shall use the application form for a Conditional Use Permit.

8. Minor Use Permit.

A. Purpose. A Minor Use Permit (MUP) provides a process for reviewing land uses that may be appropriate in the applicable zone, but whose effects on a site and its surroundings cannot be determined before being proposed for a specific site. The purpose of a Minor Use Permit is to provide sufficient flexibility and to reduce processing times for projects that are consistent with and further the objectives of the Specific Plan.

B. Applicability. A MUP is required to authorize land uses identified by Sections 3.3 through 3.7 as being allowed subject to the approval of a MUP in the applicable zone.

C. Review Authority. The application for a MUP shall be reviewed and approved or denied by the Community Development Department Director. The Community Development Department Director may choose to refer any MUP application to the Planning Commission for review and final decision.

D. Application Filing, Processing, and Review.

I. Application filing and processing. The application shall be filed with the Compton Community Development Department in accordance with this Section, include the information and materials specified in the most up -to-date Department handout for a Minor Use Permit, together with the required fee. It is the Compton Station Specific Plan - City of Compton | 53
responsibility of the applicant to provide evidence i n support of the findings required by Subsection 3.1.8.F (Findings and Decision), below. The fee for the MUP shall be the same ARB fee established for new commercial/industrial projects.

II. Application review. Each application shall be reviewed by the Commun ity Development Department Director to ensure that the proposal complies with all applicable requirements of this Chapter.

E. Public Hearing and Noticing.

I. Public hearing. A public hearing is not required for a Minor Use Permit decision.

II. Notice. Before a decision on a Minor Use Permit, the Department shall provide notice by posting the site, City Hall, and the City of Compton website for 10 days prior to taking action.

F. Finding and Decision.

I. An application for a Minor Use Permit may be approved subject to condit ions or denied by the review authority. The review authority may impose any conditions or time limits deemed reasonable and necessary to ensure that the approval will comply with the findings required by this Section.

II. The review authority may approve a Min or Use Permit only after first making all of the following findings in writing:
a. The proposed use is consistent with the General Plan and Specific Plan; b. The proposed use is allowed with an MUP within the applicable zone and complies with all other applicabl e provisions of the City Zoning Code and this Chapter;
c. The design, location, size, and operating characteristics of the proposed activity will be compatible with the existing and future land uses in the vicinity;
d. The site is physically suitable in terms of:
• The provision of public and emergency vehicle (e.g., fire and medical) access;
• Public protection services (e.g., fire protection, police protection, etc.);
• The provision of utilities (e.g., potable water, schools, solid waste collection and disposal, storm drainage, wastewater collection, treatment, and disposal, etc.); and
• The type, density, and intensity of use being proposed will not endanger, jeopardize, or otherwise constitute a hazard to the public health, safety, or general welfare, or be materially detrimental or injurious to the improvements, persons, property, or uses in the vicinity and zone in which the property is located.

G. Appeal. The applicant may file a written appeal with the Planning Commission within 15 days after the Community Development Department Director decision. The appeal fee shall be the same as the fee established for City Council appeals. The Planning Commission shall hear the appeal within 60 days, unless the applicant consents to a continuance. Upon conclusion of the hearing, the Planning Commission shall, within 15 days, declare its finding based upon the testimony and documents produced before it.

It may sustain, modify, reject, or overrule, any action of the Community Development Department Director provided such action is not inconsistent with the provisions of this Chapter or any other applicable law or statute. The appeal fee shall be the same as that of an appeal to the City Council, and the procedures followed shall be the same as in 54 | Chapter 3: Zoning, Development and Design Standards Municipal Code section 3 0-26.5 (i) – (k), except that the Planning Commission shall hear the appeal.

H. Permit to Run with the Land. A MUP approved in compliance with the provisions of this Section shall continue to be valid upon a change of ownership of the business, parcel, service, or structure.

I. Post Decision Procedures.

I. Duration and Revocation.
a. A MUP becomes null and void if not used within 12 months following its effective date, or within a shorter time specifically prescribed as a condition of the MUP, or at the expiration of an associated development permit if that occurs at a later time. The Community Development Department Director may, without a hearing, extend the time for a maximum period of one additional 12-month period only, upon application and fee filed with the Planning Department before the expiration of the 12-month or shorter time period.
b. In any case where the conditions of a MUP have not been or are not being complied with, the Community Development Department Director shall give written notice to the permittee of intention to revoke or modify the MUP and shall set a date for a pu blic hearing upon the proposed revocation or modification. The notice shall be served on the MUP applicant and the owner of the subject property by mailing the notice to the owner at the address shown on the last equalized assessment roll at least 10 days before the date of the hearing, and specify the date, time, and place when and where it will be held. Notice of the intent to revoke the MUP shall specify the actions causing revocation/modification and list previous City actions taken to achieve compliance. Following a hearing with the Planning Commission, and if the Commission finds that there is good cause therefore, the Commission may revoke or modify the MUP. c. If a use granted under a MUP is abandoned for a period of 6 months, the MUP shall expire, without any further City action.

II. Penalty for Violations.
a. The violation by any person of any provision or condition of a MUP granted under the terms of this Section is an infraction, punishable in compliance with Section 30-38 (Enforcement Procedure) of the City Zoning Code. b. Each person is guilty of a separate offense for each and every day during any portion of which a violation is committed, continued, or permitted, and shall be punished accordingly.

9. Subdivisions.

A. The regulations set forth in Chapter XXVIII (Land Subdivision) of the Compton Municipal Code, shall apply to all divisions of land hereafter made of property within the Specific Plan.

10. Temporary Use Permit.

A. Applicability. Use Permits (TUP) shall be subject to the provisions contained herein.

TUPs shall be subject to the current Administrative Review process and fee.

B. Review Authority. The application for a TUP shall be reviewed and approved or denied by the Community Development Department Director.

C. Appeals. Community Development Department Director decision regarding Temporary Compton Station Specific Plan - City of Compton | 55
Use Permits shall be subject to appeal to the Planning Commission, whose decision shall be final. The appeal fee shall be the same as that of an appeal to the City Council, and the procedures followed shall be the same as in Municipal Code section 30 -26.5 (i) – (k), except that the Planning Commission shall hear the appeal.

D. Exempt Temporary Uses. The following minor and limited duration temporary uses are exempt from the requirement for a Temporary Use Permit:

I. City sponsored Events: any temporary activities sponsored by the city, on nonresidential property. Any temporary activities sponsored by the city, unless the Community Development Department Director determines a TUP is necessary t o effectuate the purposes of this Chapter.

II. Emergency Facilities. Emergency public health and safety needs/land use activities.

III. On-site Construction Yards. On-site contractors’ construction yards, including temporary trailers and storage of equipment, in co njunction with an approved construction project on the same site. The construction yard shall be removed within 30 days of issuance of a Certificate of Occupancy.

E. Temporary Use Permit Required. Temporary Use Permit shall be required for the following types of temporary uses:

I. Car Washes. Car washes conducted by a qualifying sponsoring organization on non- residential properties. Sponsorship shall be limited to educational, fraternal, religious, or service organizations directly engaged in civic or charitable efforts, or to tax exempt organizations in compliance with 501(c) of the Federal Internal Revenue Code. Temporary car washes shall not occur on a site more than four times per calendar year and may not operate for a continuous period of more than 12 hours or for more than two contiguous days.

II. Commercial Filming. The temporary use of an approved site for the filming of commercials, movies, videos, etc. The Community Development Department Director shall make the additional finding that the approval would not result in a frequency of uses likely to create incompatibility between the temporary filming activity and the surrounding neighborhood. Filming shall be limited to no more than 15 consecutive days.

III. Events. Events including the following:
a. Arts and crafts shows, auctions, civic and community events, fairs, farmers’ markets, festivals, flea markets, food events, recreation events, rummage sales, second -hand sales, street fairs, and swap meets. Temporary Use Permits can be for up to 12 months.
b. Outdoor meeting s or group activities for seven consecutive days or less, within a 90-day period.

VI. Off-site Construction Yards. Off-site contractors’ construction yards, in conjunction with an approved construction project within the Specific Plan area . The permit shall expire and the construction yard shall be removed within 30 days of Certificate of Occupancy for the project in question.

VII. Residence. A temporary caretaker quarters during the construction of a subdivision, multi-family, or nonresidential project within the Specific Plan area .

The permit may be approved for a specified duration, or upon expiration of the Building Permit, whichever first occurs.

VIII. Seasonal sales of pumpkins and Christmas trees or other national holiday sales for a period not longer than 45 days.

IX. Amusement rides, carnivals, circuses, concerts, live entertainment, outdoor entertainment/sporting events, and tent revivals for a period not longer than 30 56 | Chapter 3: Zoning, Development and Design Standards days.

X. Onsite Temporary Work/Office Trailer. A trailer or modular office may be used as a temporary work site for employees of a business during construction of a subdivision or other development project within the Specific Plan area when a valid Building Permit is in force.

XI. Temporary uses otherwise regulated by this Chapter or similar temporary uses.

Similar temporary uses which, in the opinion of the Community Development Department Director, are compatible with the Specific Plan and surrounding land uses, and are necessary because of unusual or unique circumstances beyond the control of the applicant.

11. Variance.

A. Applications for a variances to any standards in this Chapter shall be processed in accordance with the provisions of Section 30-27 (Variances) of the City Zoning Code.

Compton Station Specific Plan - City of Compton | 57

3.2 Zoning Districts
Figure 3-3 maps the existing and proposed zoning districts within the Compton Station Specific Plan Area. The standards and procedures for the RL, RM, RH and MH zones are as defined in the appropriate sections of the Compton Municipal Code.

Figure 3-3. Zoning Map.

58 | Chapter 3: Zoning, Development and Design Standards

3.3 Downtown Core (DC) Zone

1. Land Use Regulations.

Figure 3-4 (Permitted Uses) describes the land use regulations for the Downtown Core Zone. In addition, the Compton Walk Front, within the Downtown Core Zone, features its own column of permitted land uses in Figure 3- 4. The land use permitted for each zone are established as follows: Tier 1 or 2 review only.

A. “P” – Uses permitted by right that require no discretionary review if in compliance with all standards
B. “M” – Uses subject to a Minor Use Permit following administrative review by the Community Development Department Director
C. “C” – Uses subject to a Conditional Use Permit following discretionary review and public hearing by the Planning Commission
D. “T” – Uses subject to a Temporary Use Permit following administrative review by the Community Development Department Director

2. Establishment of Permitted Uses.

A. Any of the land uses permitted in Figure 3-4 (Permitted Uses), may be established on any lot within the Downtown Core zone, subject to the permit requirement listed in the Figure 3-4 (Permitted Uses), and in comp liance with all applicable standards of this Chapter.

B. If a proposed use is not listed in Figure 3-4 (Permitted Uses), the use is not permitted unless the Community Development Department Director determines in writing that the proposed use is substantially similar to a use specified as a permitted or conditional use in that zone in compliance with Subsection 3 (Use Determination).

3. Use Determination.

A. The Community Development Department Director shall have the authority to make an administrative determination as to whether a specific use is substantially similar to one of the listed used in Figure 3-4 (Permitted Uses). The Community Development Department Director may at his or her discretion refer the determination to the Planning Commission. In making a determination that a proposed use is or is not similar to those listed, the Community Development Department Director or Planning Commission shall consider:

I. Whether the characteristics of, and activities associated with, the proposed use are equivalent to those of one or more in the used listed in the zone as allowable, and will not involve a greater level of activity, population density, intensity, traffic generation, parking, or noise than the uses listed in the zone; II. The purposes of the applicable zone and conformance with the goals of the Specific Plan; and
III. The goals and polices of the General Plan.

IV. All such final determinations shall be recorded in writing to include a finding that the proposed use is substantially similar to uses permitted in the proposed zone and consistent with the intent of the applicable zone. All use determinations shall be filed and treated as precedent for future use determination requests , and become a part of the Specific Plan.

Compton Station Specific Plan - City of Compton | 59
Permitted Uses
Land Use Type DC Compton
Walk Front
Entertainment and Recreation
Health/Fitness Facility <15,000 sf P P
Health/Fitness Facility >15,000 sf M M
Indoor/Outdoor Entertainment M M
Indoor/Outdoor Recreation M M
Nightclub C C
Park, playground P X
Plaza P P
Studio: art, dance, martial arts, music, etc. P M
Civic
Government P P
Library, museum, or art gallery P P
Office, general, and medical P P
Meeting facility, public or private C M
School, public or private P M
Food and Drink
Micro-Brewery1 C C
Pub/Bar/Tavern2 C C
Restaurant2, café, coffee shop P P
Restaurant2 w/ Outside dining3 P P
Any food and drink or retail establishment operating before 7:00 am or after 10:00 pm M M Retail
Alcohol/Tobacco Outlet2 C C
General Retail < 100,000 sq. ft. P P
General Retail > 100,001 sq. ft. M C
Cannabis Activities X X
Services
Business/Professional service P P
Childcare Facility P P
Family Childcare Home4 X X
Hotel/Motel P P
Medical or residential care facility <7 X X
Medical or residential care facility >7 X X
Personal services P P
Personal services-restricted M C
Transitional/Supportive Housing P X
Emergency Shelters X X
Residential
Dwelling: Multi- Family (Including any type of permanent housing and supportive housing) P X
Dwelling: Single- Family Attached P X
Group Home (<7 Persons) P X
Group Home (>7 persons) C X
Home Occupation, no clients P X
Home Occupation, with clients M X
Live/work unit P X
60 | Chapter 3: Zoning, Development and Design Standards Single Room Occupancy P X
Senior Housing P X
Industrial
Artisan Manufacturing X X
Wireless Communication Facilities (Ground / Rooftop) C X Materials (interior or exterior) Storage X X
Light Manufacturing X X
Heavy Manufacturing X X
Warehouse/Distribution X X
Automobile Related
Parking Facility, Public or Private 5, 6 M X
Service Station X X

1. Must be in tandem with a sit down restaurant.

2. Alcoholic beverage sales establishments are subject to Chapter 31-50 of the Municipal code. Restaurants (bona fide eating places whose predominant function is the service of a full range of food selections in a sit-down setting with table service and little, if any emphases on ‘take out’ food with onsite accessory sales of alcohol) may incidentally serve alcoholic beverages with meals without need of a Conditional Use permit.

3. Outdoor dining is subject to the standards described in Section 4.6.4.

4. Only permitted in Single Family Homes. See Zoning Code Section 30-11.3.

5. Parking structures shall comply with the standards in Section 5.15.6.

6. When not a part of a larger development, otherwise permitted.

Figure 3-4. Permitted Uses, Downtown Core (DC) Zone.

Compton Station Specific Plan - City of Compton | 61
Development Standards – Downtown Core Zone (DC)

3.3.4 Height
Minimum 3 floors
Maximum 10 floors

3.3.5 Setbacks
Front Setbacks 0 ft. min., 10 ft. max.

Street Side Setback 5 ft. min., 10 ft. max.

Interior Side Setback 0 ft. min.

Rear Setback 0 ft. min., 10 ft. min. adjacent to residential

3.3.6 Interior Lot Line Height Transitions
Adjacent to Residential Use 45-degree plane starting 25’ high at property line Adjacent to Residential Use with Concession 60-degree plane starting 25’ high at property line

3.3.7 Minimum Residential Unit Size
Single Room Occupancy 200 sf
Studio 300 sf
1-bedroom 400 sf
2-bedroom 700 sf
3-bedroom 900 sf

3.3.8 Residential Open Space
Common open space (for residents) 15% min. of site area Open space required per unit 150 sf and 30% attached to unit

3.3.9 Minimum Parking Ratios
Unrestricted Affordable
1+ bedroom units 1 0.5
SRO/studio units 0.5 None
Senior Housing (any size) 0.5 None
Guest Parking 0.15 0.15
Commercial Office 2/1,000 sf
Retail or Restaurant 2.5/1,000 sf
Other uses 50% less than CMC Table 30-21.A

3.3.10 Frontage Types
Compton Walk Other Streets
Arcade (Figure 3-19) Permitted Permitted
Gallery (Figure 3-20) Permitted Permitted
Terrace (Figure 3-21) Not Permitted Permitted
Shopfront (Figure 3-22) Permitted Permitted
Parking (Figure 3-23) Not Permitted Permitted
Lobby (Figure 3-24) Permitted Permitted
Stoop/Porch (Figure 3-25) Not Permitted Permitted
Front Yard (Figure 3-26) Not Permitted Not Permitted

3.3.11 Internal Streets and Publicly Accessible Open Space Publicly-accessible open space 8% of lot area
Figure 3-5. Development Standards – Downtown Core (DC) Zone. 62 | Chapter 3: Zoning, Development and Design Standards

4. Height.

A. Minimum height. Each new development project shall include at least one building of three habitable stories or higher.

B. Maximum height. All new construction shall have a maximum height of ten stories.

C. Architectural projections, towers and elevator shafts may exceed the last allowed story by 15 feet, as long as they are no longer than 30 feet long on any side.

D. Mechanical equipment may exceed the vertical height limit, provided that it is not visible from an adjacent street, public right-of-way, or ground level private property.

E. Roof decks, gardens and recreational amenities are permitted and encouraged on the top floor of developments.

5. Setbacks, Projections, and Encroachments.

A. Front setback. No front setback is required. Buildings must also not be set back more than ten feet.

B. Street side setback. Where the side of a lot abuts a public street, the building shall be set back no less than 5 feet and no more than 10 feet. Side frontages shall comply with frontage standards in Section 3.3.10.

C. Interior side setbacks are not required.

D. Rear setback. No rear setback is required, except when adjacent to residential uses, in which case the minimum setback is ten feet.

E. Portions of buildings and structures including marquees, awnings, shade structures, signs, and architectural features may encroach into the public right -of-way subject to encroachment permitting requirements of the City Zoning Code, and/or the review and approval by the City Engineer, or designee. Encroachments or projections into the right- of-way shall not include habitable space.

F. No projection shall be less than 9 feet above sidewalk grade, except for A-frame signage.

G. Projections into applicable setback areas are permitted as described in Figure 3-6 (Projections into Setback Areas). No projection shall be over a roadway or alley (sidewalk exempted).

Compton Station Specific Plan - City of Compton | 63

Projections into Setback Areas
Projection Front Rear Side Street Side
Arcade 10 N N 10
Architectural
Features1
3 3 3 3
Balcony 7 6 6 6
Gallery 10 N N 10
Shopfront (awning,
bay window, or
projecting shade
structure)
10 N N 10
Signage P N N P
Stoop 5 N N 5
Terrace 6 N N 6
Figure 3-6. Projections into Setback Areas.

H. Awnings shall meet the following minimum standards:

I. Awnings shall be constructed of metal, canvas, or fire -resistant acrylic. Use of plastic and vinyl is prohibited.

II. Back-lit and waterfall awnings are prohibited.

III. Dome awnings are permitted only above building entryways. Only the address number or building name may be printed on the awning.

6. Interior Lot Line Height Transitions.

A. Wherever an interior lot line abuts a single -family or multi -family residential building , new development shall not exceed the height established by an imaginary plane beginning 25 feet above the property line and rising up at a 45-degree angle toward the interior of the new development site.

B. When a project utilizes a Public Benefit Concession to increase the transitional height pursuant to Section 3.12 , w herever an interior lot line abuts a residential use , new development shall not exceed the height established by an imaginary plane beginning 25 feet above the property line and rising up at a 60-degree angle toward the interior of the new development site.

1 Not to project into street or alley.
64 | Chapter 3: Zoning, Development and Design Standards

Required interior lot line height transition under base (left) and public benefit concession (right) standards.

7. Minimum Unit Size.

A. The minimum residential unit size shall be 200 square feet for single -room occupancy units, 300 square feet for studio units, 400 square feet for one -bedroom units, 700 square feet for two-bedroom units and 900 square feet for three-bedroom units.

8. Residential Open Space.

A. All projects containing a residential component shall include a common open space for residents, or series of common open spaces, no smaller than 15% of the lot area. This common open space may be located on top of roofs, podium parking garages, balconies, or commercial establishments if desired.

B. A minimum of 150 square feet of open space shall be provided for each residential unit on-site. This requirement may be met through private or common open spaces. Up to 20% of the requirement may be met through publicly accessible on -site open space. A minimum of 30% of this requirement shall be met through private open space which is attached to the unit, such as balconies or private patios.

9. Minimum Parking Ratios.

A. The minimum number of parking spaces required is given in Figure 3-5.

B. Affordable residential unit parking ratios apply only to u nits which have a recorded affordability covenant to serve households making 80% of area median income or less for at least 30 years.

10. Frontage Types.

A. Buildings shall incorporate one or more of the allowable frontage types on the first floor of each b uilding where the property line meets a public street right -of-way or plaza.

While the majority of each building frontage should meet this criteria, exceptions are permitted at driveways, spaces between buildings, etc.

B. Standards for each frontage type are given in Figure 3-5. The standards for “Compton Walk” frontages shall apply to any frontage located along the Compton Walk as it is labeled in Figure 2-11.

11. Internal Streets and Publicly-Accessible Open Space.

A. Developments shall construct internal streets and publicly accessible open space in accordance with the regulations established in Section 5.7 . If the footprint of the proposed development is less than the full extent of one of the two shopping centers,

Compton Station Specific Plan - City of Compton | 65
the applicant shall present a phasing plan demonstrating how the initial phase of the project fits within a larger plan to fulfill these regulations.

B. Each large development site (Civic Center, Renaissance Center, Towne Center) shall dedicate at least eight percent (8%) of the lot area to publicly-accessible open space in the form of parks, plazas, pedestrian malls, or mid -block passthroughs. These spaces must be accessible to the general public between the hours of 7:00 am and 10:00 pm daily and not be accessible by private vehicle.

66 | Chapter 3: Zoning, Development and Design Standards

3.4 Downtown Transition (DT) Zone

1. Land Use Regulations.

Figure 3-7 (Permitted Use s) describes the land use regulations for the Downtown Transition Zone. The regulations for each zone are established as follows:

A. “P” – Uses permitted by right that require no discretionary review if in compliance with all standards
B. “M” – Uses subject to a Minor Use Permit following administrative review by the Community Development Department Director
C. “C” – Uses subject to a Conditional Use Permit following discretionary review and public hearing by the Planning Commission
D. “T” – Uses subject to a Temporary Use Permit following admini strative review by the Community Development Department Director
E. “Compton Walk Front” refers to uses which are permitted on the first floor frontage of the area marked on Figure 2-10 as the Compton Walk.

2. Establishment of Permitted Uses.

A. Any of the land uses permitted in Figure 3-7 (Permitted Uses), may be established on any lot within the Downtown Transition zone, subject to the permit requirement listed in the Figure 3-7 (Permitted Uses), and in compliance with all applicable standards of this Chapter.

B. If a proposed use is not listed in Figure 3-7 (Permitted Uses), the use is not permitted unless the Community Development Department Director determines in writing that the proposed use is substantially similar to a use specified as a permitted or conditional use in that zone in compliance with Subsection 3 (Use Determination).

3. Use Determination.

A. The Community Development Department Director shall have the authority to make an administrative determination as to whether a specific use is substantially similar to one of the listed used in Figure 3-7 (Permitted Uses). The Community Development Department Director may at his or her discretion refer the determination to the Planning Commission. In making a determination that a proposed use is or is not similar to those listed, the Community Development Department Director or Planning Commission shall consider:

I. Whether the characteristics of, and activities associated with, the proposed use are equivalent to those of one or more in the used listed in the zone as allowable, and will not involve a greater level of activity, population density, intensity, traffic generation, parking, or noise than the uses listed in the zone; II. The purposes of the applicable zone and conformance with the goals of the Specific Plan; and
III. The goals and polices of the General Plan.

IV. All such final determinations shall be recorded in writing to include a finding that the proposed use is substantially similar to uses permitted in the proposed zone and consistent with the intent of the applicable zone. All use determinations shall be filed and treated as precedent for future use determination requests.

Compton Station Specific Plan - City of Compton | 67
Permitted Uses
Land Use Type DT Compton
Walk Front
Entertainment and Recreation
Health/Fitness Facility <15,000 sf P P
Health/Fitness Facility >15,000 sf M M
Indoor/Outdoor Entertainment M M
Indoor/Outdoor Recreation M M
Nightclub C C
Park, playground P X
Plaza P P
Studio: art, dance, martial arts, music, etc. P M
Civic
Government P P
Library, museum, or art gallery P P
Office, general P P
Meeting facility, public or private M M
School, public or private P M
Food and Drink
Micro-Brewery1 C C
Pub/Bar/Tavern 2 C C
Restaurant, café, coffee shop2 P P
Restaurant w/ Outside dining 3 P P
Any food and drink or retail establishment operating before 7:00 am or after 10:00 pm M M Retail
Alcohol/Tobacco Outlet 2 C C
General Retail < 100,000 sq. ft. P P
General Retail > 100,001 sq. ft. C C
Cannabis Activities X X
Services
Business/Professional service P P
Childcare Facility P P
Family Childcare Home4 X X
Hotel/Motel P P
Medical or residential care facility <7 X X
Medical or residential care facility >7 X X
Personal services P P
Personal services-restricted M C
Transitional/Supportive Housing P X
Emergency Shelter C C
Residential
Dwelling: Multi- Family (Including any type of permanent housing and supportive housing) P X
Dwelling: Single- Family Detached X X
Dwelling: Single- Family Attached P X
Group Home (<7 Persons) P X
Group Home (>7 persons) C X
Home Occupation, no clients P X
Home Occupation, with clients M X
68 | Chapter 3: Zoning, Development and Design Standards Live/work unit P X
Single Room Occupancy P X
Senior Housing P X
Industrial
Artisan Manufacturing X X
Wireless Communication Facilities (Ground / Rooftop) C X Materials Storage X X
Light Manufacturing X X
Heavy Manufacturing X X
Warehouse/Distribution X X
Automobile Related
Parking Facility, Public or Private 5, 6 M X
Service Station X X

1. Must be in tandem with a sit down restaurant.

2. Alcoholic beverage sales establishments are subject to Chapter 31-50 of the Municipal code. Restaurants (bona fide eating places whose predominant function is the service of a full range of food selections in a sit-down setting with table service and little, if any emphases on ‘take out’ food with onsite accessory sales of alcohol) may incidentally serve alcoholic beverages with meals without need of a Conditional Use permit.

3. Outdoor dining is subject to the standards described in Section 4.6.4.

4. Only permitted in Single Family Homes. See Zoning Code Section 30-11.3.

5. Parking structures shall comply with the standards in Subsection 5.15.6.

6. When not a part of a larger development, otherwise permitted.

Figure 3-7. Permitted Uses, Downtown Transition (DT) Zone.

Compton Station Specific Plan - City of Compton | 69
Development Standards – Downtown Transition Zone (DT)

3.4.4 Height
Minimum 3 floors
Maximum 6 floors

3.4.5 Setbacks
Front Setbacks 0 ft. min., 10 ft. max.

Street Side Setback 5 ft. min., 10 ft. max.

Interior Side Setback 0 ft. min.

Rear Setback 0 ft. min., 10 ft. min. adjacent to residential

3.4.6 Interior Lot Line Height Transitions
Adjacent to Residential Use 45-degree plane starting 25’ high at property line Adjacent to Residential Use with Concession 60-degree plane starting 25’ high at property line

3.4.7 Minimum Residential Unit Size
Single Room Occupancy 200 sf
Studio 300 sf
1-bedroom 400 sf
2-bedroom 700 sf
3-bedroom 900 sf

3.4.8 Residential Open Space
Common open space (for residents) 15% min. of site area Open space required per unit 150 sf and 30% attached to unit

3.4.9 Minimum Parking Ratios
Unrestricted Affordable
1+ bedroom units 1 0.5
SRO/studio units 0.5 None
Senior Housing (any size) 0.5 None
Guest Parking (rounded up to next whole number) 0.15 0.15 Commercial Office 2/1,000 sf
Retail or Restaurant 2.5/1,000 sf
Other uses 50% less than CMC Table 30-21.A

3.4.10 Frontage Types
Compton Walk Other Streets
Arcade (Figure 3-19) Permitted Permitted
Gallery (Figure 3-20) Permitted Permitted
Terrace (Figure 3-21) Not Permitted Permitted
Shopfront (Figure 3-22) Permitted Permitted
Parking (Figure 3-23) Not Permitted Permitted
Lobby (Figure 3-24) Permitted Permitted
Stoop/Porch (Figure 3-25) Not Permitted Permitted
Yard (Figure 3-26) Not Permitted Not Permitted
Figure 3-8. Development Standards – Downtown Transition Zone (DT).

70 | Chapter 3: Zoning, Development and Design Standards

4. Height.

A. Minimum height. Each new development project shall include at least one building of three stories or higher.

B. Maximum height. All new construction shall have a maximum height of six stories.

C. Architectural projections, towers and elevator shafts may exceed the vertical height limit to the zone by 15 feet, as long as they are no longer than 30 feet long on any side.

D. Mechanical equipment may exceed the vertical height limit, provided that it is not visible from an adjacent street, public right-of-way, or ground level private property.

E. Roof decks, gardens and recreational amenities are strongly encouraged on the top floor of developments.

F. Projects located on the north side of Compton Boulevard shall conduct a shadow study to determine if any shadow -sensitive land uses, defined as routinely usable outdoor spaces associated with residential, recreational or institutional uses, are anticipated to be shaded for more than three hours between 10:00 am and 4:00 pm Pacific Daylight Time on the winter solstice. Should any shadow -sensitive land uses meet this criteria, the applicant shall conduct a special community meeting noticing the property owners and residents of the parcel containing said shadow -sensitive land uses , and shall demonstrate good faith efforts to provide benefits to the se residents within the development.

5. Setbacks, Projections, and Encroachments.

A. Front setbacks. No front setback is required. Buildings must also not be set back more than ten feet.

B. Street side setback. Where the side of a lot abuts a public street, the building shall be set back no less than 5 feet and no more than 10 feet. Side frontages shall comply with frontage standards in Section 3.3.10.

C. Interior side setbacks are not required.

D. Rear setback. No rear setback is required, except when adjacent to residential uses, in which case the minimum setback is ten feet.

E. Portions of buildings and structu res including marquees, awnings, shade structures, signs, and architectural features may encroach into the public right -of-way subject to encroachment permitting requirements of the City Zoning Code, and/or the review and approval by the City Engineer, or designee. Encroachments or projections into the right- of-way shall not include habitable space.

F. No projection shall be less than 9 feet above sidewalk grade, except for A-frame signage.

G. Projections into applicable setback areas are permitted as described i n Figure 3-9 (Projections into Setback Areas). No projection shall be over a roadway or alley (sidewalk exempted).

Compton Station Specific Plan - City of Compton | 71

Projections into Setback Areas
Projection Front Rear Side Street Side
Arcade 10 N N 10
Architectural
Features
3 3 3 3
Balcony 7 6 6 6
Gallery 10 N N 10
Shopfront (awning,
bay window, or
projecting shade
structure)
10 N N 10
Signage P N N P
Stoop 5 N N 5
Terrace 6 N N 6
Figure 3-9. Projections into Setback Areas.

H. Awnings shall meet the following minimum standards:

I. Awnings shall be constructed of metal, canvas, or fire -resistant acrylic. Use of plastic and vinyl is prohibited.

II. Back-lit and waterfall awnings are prohibited.

III. Dome awnings are permitted only above building entryways. Only the address number or building name may be printed on the awning.

6. Interior Lot Line Height Transitions.

A. Wherever an interior lot line abuts a single-family or multi-family residential building built before original adoption of this Specific Plan, new development shall not exceed the height established by an imaginary plane beginning 25 feet above the property line and rising up at a 45-degree angle toward the interior of the new development site.

B. When a project utilizes a Public Benefit Concession to increase the trans itional height pursuant to Section 3.12, wherever an interior lot line abuts a residential use built before original adoption of this Specific Plan, new development shall not exceed the height established by an imaginary plane beginning 25 feet above the p roperty line and rising up at a 60-degree angle toward the interior of the new development site.

72 | Chapter 3: Zoning, Development and Design Standards

Required interior lot line height transition under base (left) and public benefit concession (right) standards.

7. Minimum Unit Size.

A. The minimum residential unit size shall be 200 square feet for single -room occupancy units, 300 square feet for studio units, 400 square feet for one -bedroom units, 700 square feet for two-bedroom units and 900 square feet for three-bedroom units.

8. Residential Open Space.

A. All projects containing a residential component shall include a common open space, for residents, or series of common open spaces, no smaller than 15% of the lot area. This common open space may be located on top of roofs, podium parking garages, balconies, or commercial establishments if desired.

B. A minimum of 150 square feet of open space shall be provided for each residential unit on-site. This requirement may be met through private or common open spaces. Up to 20% of the requirement may be met through publicly accessible on -site open space. A minimum of 30% of this requirement shall be met through private open space which is attached to the unit, such as balconies or private patios.

9. Minimum Parking Ratios.

A. The minimum number of parking spaces required is given in Figure 3-8.

B. Affordable residential unit parking ratios apply only to units which have a recorded affordability covenant to serve households making 80% of area median income or less for at least 30 years.

10. Frontage Types.

A. Buildings shall incorporate one or more of the allowable frontage types on the first floor of each building where the propert y line meets a public street right -of-way or plaza.

While the majority of each building frontage should meet this criteria, exceptions are permitted at driveways, spaces between buildings, etc.

B. Standards for each frontage type are given in Figure 3-8. The standards for “Compton Walk” frontages shall apply to any frontage located along the Compton Walk as it is labeled in Figure 2-11.

Compton Station Specific Plan - City of Compton | 73

3.5 Residential Urban (RU) Zone

1. Land Use Regulations.

Figure 3-10 (Permitted Uses) describes the land use regulations for the Residential Urban Zone.

The regulations for each zone are established as follows:

A. “P” – Uses permitted by right that require no discretionary review if in compliance with all standards
B. “M” – Uses subject to a Minor Use Permit following administrative review by the Community Development Department Director
C. “C” – Uses subject to a Conditional Use Permit following discretionary review and public hearing by the Planning Commission
D. “T” – Uses subject to a Temporary Use Permit following administrative review by the Community Development Department Director

2. Establishment of Permitted Uses.

A. Any of the land uses permitted in Figure 3-10 (Permitted Uses), may be established on any lot within the Residential Urban zone, subject to the permit requirement listed in the Figure 3-10 (Permitted Uses), and in compliance with all applicable standards of this Chapter.

B. If a proposed use is not listed in Figure 3-10 (Permitted Uses), the use is not permitted unless the Community Development Department Director determines in writing that the proposed use is substantially similar to a use specified as a permitted or conditional use in that zone in compliance with Subsection 3 (Use Determination).

3. Use Determination.

A. The Community Development Department Director shall have the authority to make an administrative determination as to whether a specific use is substantially similar to one of the listed used in Figure 3-10 (Permitted Uses). The Community Development Department Director may at his or her discretion refer the determination to the Planning Commission. In making a determination that a proposed use is or is not similar to those listed, the Community Development Department Director or Planning Commission shall consider:

I. Whether the characteristics of, and activities associated with, the proposed use are equivalent to those of one or more in the used listed in the zone as allowable, and will not involve a greater level of activity, population density, intensity, traffic generation, parking, or noise than the uses listed in the zone; II. The purposes of the applicable zone and conformance with the goals of the Specific Plan; and
III. The goals and polices of the General Plan.

IV. All such final determinations shall be recorded in writing to in clude a finding that the proposed use is substantially similar to uses permitted in the proposed zone and consistent with the intent of the applicable zone. All use determinations shall be filed and treated as precedent for future use determination requests.

74 | Chapter 3: Zoning, Development and Design Standards Permitted Uses
Land Use Type RU
Entertainment and Recreation
Health/Fitness Facility <15,000 sf X
Health/Fitness Facility >15,000 sf X
Indoor/Outdoor Entertainment X
Indoor/Outdoor Recreation X
Nightclub X
Park, playground M
Plaza M
Studio: art, dance, martial arts, music, etc. X
Civic
Government P
Library, museum, or art gallery X
Office, general X
Meeting facility, public or private X
School, public or private P
Food and Drink
Micro-Brewery1 X
Pub/Bar/Tavern2 X
Restaurant, café, coffee shop2 X
Restaurant w/ Outside dining3 X
Any food and drink or retail establishment operating before 7:00 am or after 10:00 pm X Retail
Alcohol/Tobacco Outlet2 X
Small retail < 2,500 sq. ft. P
General Retail > 2,500 sq. ft. and < 100,000 sq. ft. X
General Retail > 100,001 sq. ft. X
Cannabis Activities X
Services
Business/Professional service X
Childcare Facility P
Family Childcare Home4 X
Hotel/Motel X
Medical or residential care facility <7 P
Medical or residential care facility >7 C
Personal services X
Personal services-restricted X
Transitional/Supportive Housing P
Emergency Shelter X
Residential
Dwelling: Multi- Family (Including supportive housing) P Dwelling: Single- Family Detached P
Dwelling: Single- Family Attached P
Group Home (<7 Persons) P
Group Home (>7 persons) C
Home Occupation, no clients P
Home Occupation, with clients P
Compton Station Specific Plan - City of Compton | 75
Live/work unit P
Single Room Occupancy P
Senior Housing P
Industrial
Artisan Manufacturing X
Wireless Communication Facilities (Ground / Rooftop) X
Materials Storage X
Light Manufacturing X
Heavy Manufacturing X
Warehouse/Distribution X
Automobile Related
Parking Facility, Public or Private 5, 6 P
Service Station X

1. Must be in tandem with a sit down restaurant.

2. Alcoholic beverage sales establishments are subject to Chapter 31-50 of the Municipal code. Restaurants (bona fide eating places whose predominant function is the service of a full range of food selections in a sit-down setting with table service and little, if any emphases on ‘take out’ food with onsite accessory sales of alcohol) may incidentally serve alcoholic beverages with meals without need of a Conditional Use permit.

3. Outdoor dining is subject to the standards described in Section 4.6.4.

4. Only permitted in Single Family Homes. See Zoning Code Section 30-11.3.

5. Parking structures shall comply with the standards in Subsection 5.15.6.

6. When not a part of a larger development, otherwise permitted.

Figure 3-10. Permitted Uses, Residential Urban (RU) Zone.

76 | Chapter 3: Zoning, Development and Design Standards Development Standards – Residential Urban (RU)

3.5.4 Height
Minimum None
Maximum 3 floors (5 floors fronting on Willowbrook)

3.5.5 Setbacks
Front Setbacks 10 ft. min., 20 ft. max.

Side Setback 5 ft. min.

Rear Setback 10 ft. min.

3.5.6 Interior Lot Line Height Transitions
Adjacent to Residential Use 45-degree plane starting 15’ high at property line.

Adjacent to Residential Use with Concession 60-degree plane starting at 15’ high at property line.

3.5.7 Minimum Residential Unit Size
Single Room Occupancy 200 sf
Studio 300 sf
1-bedroom 550 sf
2-bedroom 750 sf
3-bedroom 950 sf

3.5.8 Residential Open Space
Common open space Not required
Open space required per unit 200 sf

3.5.9 Minimum Parking Ratios
Unrestricted Affordable
1+ bedroom units 1 0.5
SRO/studio units 1 0.5
Senior Housing (any size) 0.5 0.5
Guest Parking 0.1 0.1
Other uses 30% less than CMC Table 30-21.A

3.5.10 Frontage Types
Arcade Not Permitted
Gallery Not Permitted
Terrace Permitted
Shopfront Permitted
Parking Not Permitted
Lobby Permitted
Stoop/Porch Permitted
Front Yard Permitted
Figure 3-11. Development Standards – Residential Urban (RU).

Compton Station Specific Plan - City of Compton | 77

4. Height.

A. Minimum height. There is no minimum height for new construction.

B. Maximum height. All new construction shall have a maximum height of three stories.

However, where the property fronts Alameda Street, Willowbrook Avenue East, or Willowbrook Avenue West, the maximum height is five stories.

C. Architectural projections, towers and elevator shafts may exceed the vertical height limit to the zone by 15 feet, as long as they are no longer than 30 feet long on any side.

D. Mechanical equipment may exceed the vertical height limit, provided that it is not visible from an adjacent street, public right-of-way, or ground level private property.

E. Roof decks, gardens and recreational amenities are permitted on the top floor of developments.

5. Setbacks, Projections, and Encroachments.

A. Setbacks. The minimum front setback is ten feet and the maximum front setback is twenty feet.

B. Side Setback. The minimum side setback is five feet.

C. Rear Setback. The minimum rear setback is ten feet.

D. Portions of buildings and structures including marquees, awnings, shade structures, signs, and architectural features may encroach into the public right -of-way subject to encroachment permitting requirements of the City Zoning Code, and/or the review and approval by the City Engineer, or designee. Encroachments or projections into the right- of-way shall not include habitable space.

E. No projection shall be less than 9 feet above sidewalk grade, except for A-frame signage.

F. Projections into applicable setback areas are permitted as described in Figure 3-12 (Projections into Setback Areas). No projection shall be over a roadway or alley (sidewalk exempted).

Projections into Setback Areas
Projection Front Rear Side Street Side
Arcade 10 N N 10
Architectural
Features
3 3 3 3
Balcony 7 6 6 6
Gallery 10 N N 10
Shopfront (awning,
bay window, or
projecting shade
structure)
10 N N 10
Signage P N N P
Stoop 5 N N 5
Terrace 6 N N 6
Figure 3-12. Projections into Setback Areas.

G. Awnings shall meet the following minimum standards:

I. Awnings shall be constructed of metal, canvas, or fire -resistant acrylic. Use of plastic and vinyl is prohibited.

II. Back-lit and waterfall awnings are prohibited.
78 | Chapter 3: Zoning, Development and Design Standards III. Dome awnings are permitted only above building entryways. Only the address number or building name may be printed on the awning.

6. Interior Lot Line Height Transitions.

A. Wherever an interior lot line abuts a single-family or multi-family residential building built before original adoption of this Specific Plan, new development shall not exceed the height established by an imaginary plane beginning 15 feet above the property line and rising up at a 45-degree angle toward the interior of the new development site.

B. When a project utilizes a Public Benefit Concession to increase the transitional height pursuant to Section 3.12, wherever an interior lot line abuts a residential use built before original adoption of this Specific Plan, new development shall not exceed the height established by an imaginary plane beginning 15 feet above the property line and rising up at a 60-degree angle toward the interior of the new development site.

Required interior lot line height transition under base (left) and public benefit concession (right) standards.

7. Minimum Unit Size.

A. The minimum residential unit size shall be 200 square feet for single -room occupancy units, 300 square feet for studio units, 550 square feet for one -bedroom units, 750 square feet for two-bedroom units and 950 square feet for three-bedroom units.

8. Residential Open Space.

A. A minimum of 200 square feet of open space shall be provided for each residential unit on-site. This requirement may be met through private or common open spaces, however at least 50 sq. ft. minimum shall be in an attached Patio or Balcony.

9. Minimum Parking Ratios.

A. The minimum number of parking spaces required is given in Figure 3-11.

B. Affordable residential unit parking ratios apply only to units which h ave a recorded affordability covenant to serve households making 80% of area median income or less for at least 30 years.

C. Local commercial uses (i.e. corner stores) of 1,500 square feet or less are exempt from parking requirements.

10. Frontage Types.

A. Buildings shall incorporate one or more of the allowable frontage types on the first floor of each building where the property line meets a public street right -of-way or plaza.

Compton Station Specific Plan - City of Compton | 79
While the majority of each building frontage should meet this criteria, exception s are permitted at driveways, spaces between buildings, etc.

B. The shopfront frontage type is permitted on corners only, except on Alameda Street East.

C. Standards for each frontage type are given in Figure 3-11. 80 | Chapter 3: Zoning, Development and Design Standards

3.6 Neighborhood Corridor (NC) Zone

1. Land Use Regulations.

Figure 3-13 (Permitted Uses) describes the land use regulations for the Neighborhood Corridor Zone. The regulations for each zone are established as follows:

A. “P” – Uses permitted by right that require no discretionary review if in compliance with all standards
B. “M” – Uses subject to a Minor Use Permit following administrative review by the Community Development Department Director
C. “C” – Uses subject to a Conditional Use Permit following discretionary review and public hearing by the Planning Commission
D. “T” – Uses subject to a Temporary Use Permit following administrative review by the Community Development Department Director

2. Establishment of Permitted Uses.

A. Any of the land uses permitted in Figure 3-13 (Permitted Uses), may be established on any lot within the Neighborhood Corridor zone, subject to the permit requirement listed in the Figure 3-13 (Permitted Uses), and in compliance with all applicable standards of this Chapter.

B. If a proposed use is not listed in Figure 3-13 (Permitted Uses), the use is not permitted unless the Community Development Department Director determines in writing that the proposed use is substantially similar to a use specified as a permitted or conditional use in that zone in compliance with Subsection 3 (Use Determination).

3. Use Determination.

A. The Community Development Department Director shall have the authority to make an administrative determination as to whether a specific use is substantially similar to one of the listed used in Figure 3-13 (Permitted Uses). The Community Development Department Director may at his or her discretion refer the determination to the Planning Commission. In making a determination that a proposed use is or is not similar to those listed, the Community Development Department Director or Planning Commission shall consider:

I. Whether the characteristics of, and activities associated with, the proposed use are equivalent to those of one or more in the used listed in the zon e as allowable, and will not involve a greater level of activity, population density, intensity, traffic generation, parking, or noise than the uses listed in the zone; II. The purposes of the applicable zone and conformance with the goals of the Specific Plan; and
III. The goals and polices of the General Plan.

IV. All such final determinations shall be recorded in writing to include a finding that the proposed use is substantially similar to uses permitted in the proposed zone and consistent with the intent of the app licable zone. All use determinations shall be filed and treated as precedent for future use determination requests.

Compton Station Specific Plan - City of Compton | 81
Permitted Uses
Land Use Type NC
Entertainment and Recreation
Health/Fitness Facility <15,000 sf P
Health/Fitness Facility >15,000 sf P
Indoor/Outdoor Entertainment M
Indoor/Outdoor Recreation M
Nightclub X
Park, playground C
Plaza P
Studio: art, dance, martial arts, music, etc. P
Civic
Government P
Library, museum, or art gallery C
Office, general P
Meeting facility, public or private M
School, public or private P
Food and Drink
Micro-Brewery1 X
Pub/Bar/Tavern2 C
Restaurant, café, coffee shop2 P
Restaurant w/ Outside dining3 P
Any food and drink or retail establishment operating before 7:00 am or after 10:00 pm C Retail
Liquor Store/Tobacco Store C
General Retail < 100,000 sq. ft. P
General Retail > 100,001 sq. ft. P
Cannabis Activities X
Services X
Business/Professional service P
Childcare Facility P
Family Childcare Home4 X
Hotel/Motel P
Medical or residential care facility <7 P
Medical or residential care facility >7 M
Personal services P
Personal services-restricted X
Transitional and Supportive Housing P
Residential
Dwelling: Multi- Family (Including any type of permanent housing and supportive housing) P
Dwelling: Single- Family Detached P
Dwelling: Single- Family Attached P
Group Home (<7 Persons) P
Group Home (>7 persons) C
Home Occupation, no clients X
Home Occupation, with clients X
Live/work unit P
82 | Chapter 3: Zoning, Development and Design Standards Single Room Occupancy P
Senior Housing P
Industrial
Artisan Manufacturing X
Wireless Communication Facilities (Ground / Rooftop) C
Materials Storage X
Light Manufacturing X
Heavy Manufacturing X
Warehouse/Distribution X
Automobile Related
Parking Facility, Public or Private 5, 6 P
Service Station X

1. Must be in tandem with a sit down restaurant.

2. Alcoholic beverage sales establishments are subject to Chapter 31-50 of the Municipal code. Restaurants (bona fide eating places whose predominant function is the service of a full range of food selections in a sit-down setting with table service and little, if any emphases on ‘take out’ food with onsite accessory sales of alcohol) may incidentally serve alcoholic beverages with meals without need of a Conditional Use permit.

3. Outdoor dining is subject to the standards described in Section 4.6.4.

4. Only permitted in Single Family Homes. See Zoning Code Section 30-11.3.

5. Parking structures shall comply with the standards in Section 5.15.6.

6. When not a part of a larger development, otherwise permitted.

Figure 3-13. Permitted Uses, Neighborhood Corridor (NC) Zone.

Compton Station Specific Plan - City of Compton | 83
Development Standards – Neighborhood Corridor (NC)

3.6.4 Height
Minimum NP
Maximum 5 floors

3.6.5 Setbacks
Front Setbacks 0 ft. min., 15 ft. max.

Street Side Setback 5 ft. min., 10 ft. max.

Interior Side Setback 0 ft. min., 10 ft. min. adjacent to residential.

Rear Setback 10 ft. min.

3.6.6 Interior Lot Line Height Transitions
Adjacent to Residential Use 45-degree plane starting 15’ high at property line Adjacent to Residential Use with Concession 60-degree plane starting at 15’ high at property line

3.6.7 Minimum Residential Unit Size
Single Room Occupancy 200 sf
Studio 300 sf
1-bedroom 500 sf
2-bedroom 700 sf
3-bedroom 900 sf

3.6.8 Residential Open Space
Common open space (for residents) 15% minimum of site area.

Open space required per unit 150 sf and 30% attached to unit.

3.6.9 Minimum Parking Ratios
Unrestricted Affordable
1+ bedroom units 1 0.5
SRO/studio units 1 0.5
Senior Housing (any size) 0.5 0.5
Guest Parking 0.15 0.15
Commercial Office 3/1,000 sf
Retail or Restaurant 3.5/1,000 sf
Other uses 30% less than CMC Table 30-21.A

3.6.10 Frontage Types
Commercial Street Residential Street
Arcade (Figure 3-19) Permitted Not Permitted
Gallery (Figure 3-20) Permitted Not Permitted
Terrace (Figure 3-21) Permitted Not Permitted
Shopfront (Figure 3-22) Permitted Not Permitted
Parking (Figure 3-23) Permitted Permitted
Lobby (Figure 3-24) Permitted Not Permitted
Stoop/Porch (Figure 3-25) Permitted Permitted
Front Yard (Figure 3-26) Not Permitted Permitted
Figure 3-14. Permitted Uses.

84 | Chapter 3: Zoning, Development and Design Standards

4. Height.

A. Minimum height. There is no minimum height for new construction.

B. Maximum height. All new construction shall have a maximum height of five stories.

C. Architectural projections, towers and elevator shafts may exceed the vertical height limit to the zone by 15 feet, as long as they are no longer than 20 feet long on any side.

D. Mechanical equipment may exceed the vertical height limit, provided that it is not visible from an adjacent street, public right-of-way, or ground level private property.

E. Roof decks, gardens , and recreational amenities are strongly encouraged on the top floor of developments.

F. Projects located on the north side of Rosecrans Avenue or Palmer Street shall conduct a shadow study to determine if any shadow -sensitive land uses, defined as routinely usable outdoor spaces associated with residential, recreational or institutional uses, are anticipated to be shaded for more than three hours between 10:00 am and 4:00 pm Pacific Daylight Time on the winter solstice. Should any shadow- sensitive land uses meet this criteria, the applicant shall conduct a special community meeting noticing the property owners and residents of the parcel containing said shadow-sensitive land uses, and shall demonstrate good faith efforts to provide benefits to these residents within the development.

5. Setbacks, Projections, and Encroachments.

A. Front Setbacks. No front setback is required. Buildings must also not be set back more than fifteen feet.

B. Street side setback. Where the side of a lot abuts a public street, the building shall be set back no less than 5 feet and no more than 10 feet. Side frontages shall comply with frontage standards in Section 3.3.10.

C. Interior Side setback. No interior side setback is required. Buildings must also not be set back less than ten feet, if the building is adjacent to an existing residential use.

D. Rear setback. The minimum rear setback is ten feet.

E. Portions of buildings and structures including marquees, awnings, shade structures, signs, and architectural features may encroach into the public right-of-way subject to encroachment permitting requirements of the City Zoning Code, and/or the review and approval by the City Engineer, or designee. Encroachments or projections into the right- of-way shall not include habitable space.

F. No projection shall be less than 9 feet above sidewalk grade, except for A-frame signage.

G. Projections into applicable setback areas are permitted as described in Figure 3-15 (Projections into Setback Areas). No projection shall be over a roadway or alley (sidewalk exempted).

Compton Station Specific Plan - City of Compton | 85

Projections into Setback Areas
Projection Front Rear Side Street Side
Arcade 10 N N 10
Architectural
Features
3 3 3 3
Balcony 7 6 6 6
Gallery 10 N N 10
Shopfront (awning,
bay window, or
projecting shade
structure)
10 N N 10
Signage P N N P
Stoop 5 N N 5
Terrace 6 N N 6
Figure 3-15. Projections into Setback Areas.

H. Awnings shall meet the following minimum standards:

I. Awnings shall be constructed of metal, canvas, or fire -resistant acrylic. Use of plastic and vinyl is prohibited.

II. Back-lit and waterfall awnings are prohibited.

III. Dome awnings are permitted only above building entryways. Only the address number or building name may be printed on the awning.

6. Interior Lot Line Height Transitions.

A. Wherever an interior lot line abuts a single-family or multi-family residential building built before original adoption of this Specific Plan, new development shall not exceed the height established by an imaginary plane beginning 15 feet above the property line and rising up at a 45-degree angle toward the interior of the new development site.

B. When a project utilizes a Public Benefit Concession to increase the transitional height pursuant to Section 3.12, wherever an interior lot line abuts a residential use built before original adoption of this Specific Plan, new development shall not exceed t he height established by an imaginary plane beginning 15 feet above the property line and rising up at a 60-degree angle toward the interior of the new development site.

86 | Chapter 3: Zoning, Development and Design Standards

Required interior lot line height transition under base (left) and public benefit concession (right) standards.

7. Minimum Unit Size.

A. The minimum residential unit size shall be 200 square feet for single -room occupancy units, 300 square feet for studio units, 500 square feet for one -bedroom units, 700 square feet for two-bedroom units and 900 square feet for three-bedroom units.

8. Residential Open Space.

A. All projects containing a residential component shall include a common open space for residents, or series of common open spaces, no smaller than 15% of the lot area. This common open space may be located on top of roofs, podium parking garages, balconies, or commercial establishments if desired.

B. A minimum of 150 square feet of open space shall be provided for each residential unit on-site. This requirement may be met through private or common open spaces. Up to 20% of the requirement may be met through pu blicly accessible on-site open space. A minimum of 30% of this requirement shall be met through private open space which is attached to the unit, such as balconies or private patios.

9. Minimum Parking Ratios.

A. The minimum number of parking spaces required is given in Figure 3-14.

B. Affordable residential unit parking ratios apply only to units which have a recorded affordability covenant to serve households making 80% of area median income or less for at least 30 years.

10. Frontage Types.

A. Buildings shall incorporate one or more of the allowable frontage types on the first floor of each building where the property line meets a public street right -of-way or plaza.

While the majority of each building frontage should meet this criteria, exceptions are permitted at driveways, spaces between buildings, etc.

B. Standards for each frontage type are given in Figure 3-14.

Compton Station Specific Plan - City of Compton | 87

3.7 Urban Flexible (UF) Zone

1. Land Use Regulations.

Figure 3-16 (Permitted Uses) describes the land use regulations for the Urban Flexible Zone. The regulations for each zone are established as follows:

A. “P” – Uses permitted by right that require no discretionary review if in compliance with all standards
B. “M” – Uses sub ject to a Minor Use Permit following administrative review by the Community Development Department Director
C. “C” – Uses subject to a Conditional Use Permit following discretionary review and public hearing by the Planning Commission
D. “T” – Uses subject to a Temporary Use Permit following administrative review by the Community Development Department Director

2. Establishment of Permitted Uses.

A. Any of the land uses permitted in Figure 3-16 (Permitted Uses), may be established on any lot within the Specific Plan, subject to the permit requirement listed in the Figure 3- 16 (Permitted Uses), and in compliance with all applicable standards of this Chapter.

B. If a proposed use is not listed in Figure 3-16 (Permitted Uses), the use is not permitted unless the Community Development Department Director determines in writing that the proposed use is substantially similar to a use specified as a permitted or conditional use in that zone in compliance with Subsection 3 (Use Determination).

3. Use Determination.

A. The Community Development Department Director shall have the authority to make an administrative determination as to whether a specific use is substantially similar to one of the listed used in Figure 3-16 (Permitted Uses). The Community Development Department Director may at his or her discretion refer the determination to the Planning Commission. In making a determination that a proposed use is or is not similar to those listed, the Community Development Department Director or Planning Commission shall consider:

I. Whether the characteristics of, and activities associated with, the proposed use are equivalent to those of one or more in the used listed in the zone as allowable, and will not involve a greater level of activity, population density, intensity, traffic generation, parking, or noise than the uses listed in the zone; II. The purposes of the applicable zone and conformance with the goals of the Specific Plan; and
III. The goals and polices of the General Plan.

IV. All such final determinations shall be recorded in writing to include a finding that the proposed use is substantially similar to uses permitted in the proposed zone and consistent with the intent of the applicable zone. All use determinations shall be filed and treated as precedent for future use determination requests.

88 | Chapter 3: Zoning, Development and Design Standards Permitted Uses
Land Use Type UF
Entertainment and Recreation
Health/Fitness Facility <15,000 sf P
Health/Fitness Facility >15,000 sf P
Indoor/Outdoor Entertainment M
Indoor/Outdoor Recreation P
Nightclub C
Park, playground P
Plaza P
Studio: art, dance, martial arts, music, etc. P
Civic
Government P
Library, museum, or art gallery P
Office, general P
Meeting facility, public or private P
School, public or private P
Food and Drink
Micro-Brewery1 P
Pub/Bar/Tavern2 C
Restaurant, café, coffee shop2 P
Restaurant w/ Outside dining3 P
Any food and drink or retail establishment operating before 7:00 am or after 10:00 pm C Retail
Alcohol/Tobacco Outlet C
General Retail < 100,000 sq. ft. P
General Retail > 100,001 sq. ft. P
Cannabis Activities X
Services
Business/Professional service P
Childcare Facility P
Family Childcare Home4 X
Hotel/Motel P
Medical or residential care facility <7 X
Medical or residential care facility >7 X
Personal services X
Personal services-restricted X
Supportive/Transitional Housing X
Emergency Shelter C
Residential
Dwelling: Multi- Family (Including any type of permanent housing and supportive housing) P
Dwelling: Single- Family Detached P
Dwelling: Single- Family Attached P
Group Home (<7 Persons) C
Group Home (>7 persons) C
Home Occupation, no clients P
Home Occupation, with clients P
Compton Station Specific Plan - City of Compton | 89
Live/work unit P
Single Room Occupancy P
Senior Housing P
Industrial
Artisan Manufacturing7 P
Wireless Communication Facilities (Ground / Rooftop) C
Materials Storage X
Light Manufacturing X
Heavy Manufacturing X
Warehouse/Distribution X
Automobile Related
Parking Facility, Public or Private 5, 6 P
Service Station C

1. Must be in tandem with a sit down restaurant.

2. Alcoholic beverage sales establishments are subject to Chapter 31-50 of the Municipal code. Restaurants (bona fide eating places whose predominant function is the service of a full range of food selections in a sit-down setting with table service and little, if any emphases on ‘take out’ food with onsite accessory sales of alcohol) may incidentally serve alcoholic beverages with meals without need of a Conditional Use permit.

3. Outdoor dining is subject to the standards described in Section 4.6.4.

4. Only permitted in Single Family Homes. See Zoning Code Section 30-11.3.

5. Parking structures shall comply with the standards in Subsection 5.15.6.

6. When not a part of a larger development, otherwise permitted.

7. Artisan manufacturing shall consist of all kinds of craftsman and light manufacturing uses, including welding, of less than 10,000 square feet.

Figure 3-16. Permitted Uses, Urban Flexible (UF) Zone.

90 | Chapter 3: Zoning, Development and Design Standards Development Standards – Urban Flexible (UF)

3.7.4 Height
Minimum None
Maximum 2 floors, or 4 floors for residential

3.7.5 Setbacks
Front Setbacks 0 ft. min., 10 ft. max.

Street Side Setback 5 ft. min., 10 ft. max.

Interior Side Setback 0 ft. min., 10 ft. min. adjacent to residential.

Rear Setback 10 ft.

3.7.6 Interior Lot Line Height Transitions
Adjacent to Residential Use 45-degree plane starting 25’ high at property line Adjacent to Residential Use with Concession 60-degree plane starting 25’ high at property line

3.7.7 Minimum Residential Unit Size
Single Room Occupancy 200 sf
Studio 300 sf
1-bedroom 500 sf
2-bedroom 700 sf
3-bedroom 900 sf

3.7.8 Residential Open Space
Common open space (for residents) 15% min. of site area.

Open space required per unit 150 sf and 30% attached to unit.

3.7.9 Minimum Parking Ratios
Unrestricted Affordable
1+ bedroom units 1 0.5
SRO/studio units 0.5 None
Senior Housing (any size) 0.5 0.5
Guest Parking 0.1 0.1
Commercial Office 3/1,000 sf
Retail or Restaurant 3.5/1,000 sf
Other uses 30% less than CMC Table 30-21.A
Figure 3-17. Development Standards – Urban Flexible (UF).

Compton Station Specific Plan - City of Compton | 91

4. Height.

A. Minimum height. There is no minimum height for new construction.

B. Maximum height. All new construction shall have a maximum height of two stories, with the exception of four stories for residential new construction.

C. Architectural projections, towers and elevator shafts may exceed the vertical height limit to the zone by 15 feet, as long as they are no longer than 30 feet long on any side.

D. Mechanical equipment may exceed the vertical height limit, provided that it is not visible from an adjacent street, public right-of-way, or ground level private property.

E. Roof decks, gardens and recreat ional amenities are permitted on the top floor of developments.

5. Setbacks, Projections, and Encroachments.

A. Front Setbacks. No front setback is required. Buildings must also not be set back more than ten feet.

B. Street side setback. Where the side of a lot abuts a public street, the building shall be set back no less than 5 feet and no more than 10 feet. Side frontages shall comply with frontage standards in Section 3.3.10.

C. Interior Side Setback. No interior side setback is required. Buildings must also not be set back less than ten feet, if the building is adjacent to residential.

D. Rear Setback. The minimum rear setback is ten feet.

E. Portions of buildings and structures including marquees, awnings, shade structures, signs, and architectural features may encroach into the public right -of-way subject to encroachment permitting requirements of the City Zoning Code, and/or the revie w and approval by the City Engineer, or designee. Encroachments or projections into the right- of-way shall not include habitable space.

F. No projection shall be less than 9 feet above sidewalk grade, except for A-frame signage.

G. Projections into applicable se tback areas are permitted as described in Figure 3-18 (Projections into Setback Areas). No projection shall be over a roadway or alley (sidewalk exempted).

Projections into Setback Areas
Projection Front Rear Side Street Side
Arcade 10 N N 10
Architectural
Features
3 3 3 3
Balcony 7 6 6 6
Gallery 10 N N 10
Shopfront (awning,
bay window, or
projecting shade
structure)
10 N N 10
Signage P N N P
Stoop 5 N N 5
Terrace 6 N N 6
Figure 3-18. Projections into Setback Areas.

92 | Chapter 3: Zoning, Development and Design Standards H. Awnings shall meet the following minimum standards:

I. Awnings shall be constructed of metal, canvas, or fire -resistant acrylic. Use of plastic and vinyl is prohibited.

II. Back-lit and waterfall awnings are prohibited.

III. Dome awnings are permitted only above building entryways. Only the address number or building name may be printed on the awning.

6. Interior Lot Line Height Transitions.

A. Wherever an interior lot line abuts a single-family or multi-family residential building built before original adoption of this Specific Plan, new development shall not exceed the height established by an imaginary plane beginning 25 feet above the property line and rising up at a 45-degree angle toward the interior of the new development site.

B. When a project utilizes a Public Benefit Concession to increase the transitional height pursuant to Section 3.12, wherever an interior lot line abuts a residential use built before original adoption of this Specific Plan, new development shall not exceed the height established by an imaginary plane beginning 25 feet above the property line and rising up at a 60-degree angle toward the interior of the new development site.

Required interior lot line height transition under base (left) and public benefit concession (right) standards.

7. Minimum Unit Size.

A. The minimum residential unit size shall be 200 square feet for single -room occupancy units, 300 square feet for studio units, 500 square feet for one -bedroom units, 700 square feet for two-bedroom units and 900 square feet for three-bedroom units.

8. Residential Open Space.

A. All projects containing a residential component shall include a common open space for residents, or series of common open spaces, no smaller than 15% of t he lot area. This common open space may be located on top of roofs, podium parking garages, balconies, or commercial establishments if desired.

B. A minimum of 150 square feet of open space shall be provided for each residential unit on-site. This requirement may be met through private or common open spaces. Up to 20% of the requirement may be met through publicly accessible on -site open space. A minimum of 30% of this requirement shall be met through private open space which is attached to the unit, such as balconies or private patios.

9. Minimum Parking Ratios.

A. The minimum number of parking spaces required is given in Figure 3-17.

B. Affordable residential unit parking ratios apply only to units which have a recorded

Compton Station Specific Plan - City of Compton | 93
affordability covenant to serve househol ds making 80% of area median income or less for at least 30 years.

10. Frontage Types.

A. Buildings in the Urban Flexible zone are not subject to frontage type standards from other zones but are subject to the Standards for Active Ground Floor Design (Section

3.9).

3.8 Frontage Standards
Figures 3-19 to 3-26 give standards for the allowable frontage types. 94 | Chapter 3: Zoning, Development and Design Standards Figure 3-19. Arcade Frontage Standards.

Arcade
Description
A covered walkway located entirely on private property with habitable space above. This frontage type provides
adequate protection from the elements (e.g. shade) and circulation space for pedestrians and is intended for
buildings with active ground floor uses and along public open spaces and enhanced pedestrian streets.

Standards

Depth, Clear (A) 10 ft min.

Ground Floor Height, Clear (B) 14 ft min.

Miscellaneous
The ground-floor façade of the building, under the arcade, shall be a shopfront and comply with all standards of the shopfront frontage type, except as these may conflict with the standards noted here for the arcade frontage type.

Shall have consistent depth along the frontage.

Compton Station Specific Plan - City of Compton | 95
Gallery
Description
The main façade of the building is near the right- of-way and the projecting gallery element encroaches into the
sidewalk of the right -of-way. This frontage type is
intended for buildings with active ground floor uses and may be one or two stories.

Standards

Depth, Clear (A) 8 ft min.

Ground Floor Height, Clear (B) 11 ft min.

Upper Floor Height, Clear (C) 9 ft min.

Height (D) 3 stories max.

Setback from Curb (E) 4 ft min.

Miscellaneous
The ground-floor façade of the building, under the gallery, may be either a shopfront or a lobby frontage type. It shall comply with all standards of the chosen frontage type, except as these may conflict with the standards noted here for the gallery frontage type.

Shall have consistent minimum depth along the frontage.

May project over the sidewalk, with an encroachment permit and maintain 4 ft of clear sidewalk abutting the curb face.

Restrictions on blocking pedestrian access apply.

Figure 3-20. Gallery Frontage Standards.

96 | Chapter 3: Zoning, Development and Design Standards Terrace
Description
The main façade of the building has an elevated terrace that projects outward and engages the sidewalk with
frequent stairs. This frontage type allows at-grade access to elevated ground floor uses due to natural grade
constraints or by artificially elevating the terrace floor.

This frontage type acts as a buffer from the sidewalk and may be landscaped to provide additional privacy.

Building activities are slightly separated from the adjacent sidewalk by the terrace finish level, and the depth of the terrace provides a buffer for outdoor seating, private yards, shade, or any other appropriate uses.

Standards

Depth, Clear (A) 8 ft min.

Length 120 ft max.

Finish Level Above Sidewalk (B) 4 ft max.

Distance Between Stairs (C) 50 ft max.

Wall Setback from Right-of-Way (D) 5 ft min.

Transparency, Ground Floor 75% min.

Miscellaneous
The ground-floor façade of the building, along the terrace, may be either a shopfront or a lobby frontage type. It shall comply with all standards of the chosen frontage type, except as these may conflict with the standards noted here for the terrace frontage type.

Reasonable accommodation shall be provided as appropriate.

Figure 3-21. Terrace Frontage Standards.

Compton Station Specific Plan - City of Compton | 97
Shopfront
Description
The main façade of the building is near the right- of-way with an at-grade entrance along the sidewalk. This
frontage type is intended for active ground floor uses
and has substantial glazing at the ground level.

Standards

Depth, Recessed Entries 1 5 ft max.

Transparency, Ground Floor 60% min.

Distance Between Windows (A) 20 ft max.

Maximum Distance Between Entries 75 ft max.

Projection 2
Depth (B) 6 ft min.

Setback from Curb (C) 2 ft min.

Height (D) 9 ft min.

Miscellaneous
May be used in conjunction with another permitted frontage type (e.g., arcade, terrace). In case of a conflict between them, the other frontage standards supersede. Non-transparent or semi-transparent must include a bulkhead between 18 and 36 inches tall.

End Notes:
1 May be designed in a variety of configurations.
2 Only allowed for non-habitable space.

98 | Chapter 3: Zoning, Development and Design Standards Parking Frontage
Description
Parking may be supplied on the surface or in
subterranean, podium or above- ground structured
configurations. Where appropriate, a limited amount of
the street frontage may be used for surface parking. In these cases, the parking is screened by a wall and
landscaping.

Parking along the street frontage may also be structured under this frontage type, subject to the conditions given below.

Standards

Parking Facility Width (C) as a function
of Lot Width (D)
40% max, up to 200 ft.

Depth of Landscaping (B) 5’ min, 10’ max.

Wall Height (A) 4 ft max.

Transparency, Parking Structure
Ground Floor
40% min.

Miscellaneous
Walls shall be opaque and made of masonry.

Use of a raised landscape planter, filter strip, infiltration trench or other stormwater best management practice is encouraged over raised landscape planters.

Structured parking garage frontages shall be screened or enhanced as described in Section 4.5.

Where this frontage type is not permitted, surface parking may not be located along the frontage of the project. Only a driveway accessing parking located behind another building on the site is permitted.

Figures 3-22 and 3-23. Shopfront and Parking Frontage Standards.

Compton Station Specific Plan - City of Compton | 99
Lobby
Description
This frontage type is intended for
office or residential uses which are
accessed through a primary
building entry located directly on
the sidewalk. In office
developments, common space
areas are oriented toward the
street in order to ensure
compatibility with a transparent
frontage.

Standards

Depth, Recessed Entries 4 ft min.; 8 ft max.

Optional Planting Width (B) 0 ft min., 4 ft max.

On Compton Blvd, any frontage landscaping must be located in a planter.

Transparency, Ground Floor 60% (Compton Walk)
55% (Other, Commercial)
40% (Other, Residential)
Miscellaneous
Optional Planting width may be filled with movable planter boxes. On all frontages except Compton Blvd., planting width may also be filled with low landscaping.

Where residential frontage uses are allowed, private balconies may be located on the primary frontage if setback requirements permit.

Planter boxes and landscaping may not block any of the required transparency of the frontage, above three feet height.

Figure 3-24. Lobby Frontage Standards.

100 | Chapter 3: Zoning, Development and Design Standards Stoop/Porch
Description
The main façade of the building is near the right- of-way and the stoop engages the sidewalk. Larger stoops can
provide important residential open space and “eyes on
the street.” This frontage type is elevated above the
sidewalk to ensure privacy within the building. The
entrance is usually an exterior stair and landing.

Standards

Width, Clear (A) 6 ft min.; 16 ft max.

Depth, Clear (B) 4 ft min.; 8 ft max.

Depth, Recessed Entries 6 ft max.

Finish Level above Sidewalk (C) 2 ft min.; 6 ft max.

Building Setback from Right-of-Way (D) As prescribed by the development standards applicable to the zone. However, maximum setback may be exceeded by
up to 5 ft.

Stoop/Porch Setback from Right-of-Way (E) 3 ft min. Maximum is the maximum prescribed by the zone, but not greater than 15 ft.

Miscellaneous
Reasonable accommodation shall be provided as appropriate.

Stairs may be perpendicular or parallel to the building façade.

Entry doors shall be covered or recessed.

All semi-subterranean parking areas shall be hidden with landscaping.

Figure 3-25. Stoop/Porch Frontage Standards.

Compton Station Specific Plan - City of Compton | 101
Front Yard
Description
The yard frontage type corresponds to residential
buildings whose flat, landscaped area serves as a
transition between the public and private realm. It is
typically used to emphasize commonality with the
design of existing lower-density residential
neighborhoods and is especially appropriate on local
streets occupied by single-family homes, with a yard
depth similar to the prevailing design.

Low fences and porches are optional elements which
may be added to residential buildings with yard
frontages.

Standards

Fence Height, Level above Sidewalk (A) 3 ft max.

Porch Depth, Clear (B) 6 ft min.

Building Setback from Right-of-Way (C) 15 ft min, max can exceed zone max. by 2 ft if porch is used Stoop/Porch Setback from Right-of-Way (D) 10 ft min.

Miscellaneous
The use of fences and porches are optional.

The use of drought – tolerant ground coverings are highly encouraged.

A primary pedestrian pathway shall be provided directly from the sidewalk to the primary entrance of the structure.

Figure 3-26. Front Yard Frontage Standards.

102 | Chapter 3: Zoning, Development and Design Standards

3.9 Standards for Active Ground Floor Design
A. The main entrance or entrances shall be emphasized and oriented to the street or major plazas or open space.

B. Secondary entries may be from parking areas , the rear of the building, or interior open spaces.

C. In mixed use projects, when residential and commercial uses are combined in the same structure, separate entrances shall be provided for each use. Residential entrances may be designed as follows:

D. When a building entrance is located at the intersection of two public streets, at least one of the following shall be provided:

I. Two primary entrances, one facing each street; or
II. A corner entrance, oriented toward both streets placed at an angle of 45 degrees.

E. The main entrance to a building that is open to the public shall be clearly identifiable by emphasizing and enhancing the architectural details, such as a change in plane (e.g., the entrance may be recessed on the street level façade), differentiation in material and color, enhanced lighting, and signage.

F. Utility, mechanical room, or service entrance doors shall not face any street frontage.

G. Within the Downtown Core (DC) and Downtown Transition (DT) zones, a ny building or development with 200 linear feet or more of street frontage and containing nonresidential uses shall provide pedestrian access into the site by means of a pocket plaza or other civic space of at least 600 square feet and with a minimum dimension of 25 feet.

H. Each development shall include no more than one vehicular access point per 200 linear feet of street frontage. On -site loading areas may be accessed separately, but shall include no more than one per land use, and not be visible from the street.

Separate entrance on sites with two or more
street exposures.

Access from alleyways and
courtyards
Integrated with retail
façade.

Compton Station Specific Plan - City of Compton | 103

3.10 Public Art Requirements
A. Purpose. The design of buildings in Downtown Compton should express the unique culture of the City. As a result, public art should be included in each project.

B. Any project which is subject to design review and has a valuation which equals or exceeds one million dollars ($1,000,000), shall provide public art valued at 0.5% of the project’s total valuation
C. For the purposes of this Section, project valuation shall be the valuation of the building or structure as determined by the Building Division for the issuance of the building permit(s).

D. This public art shall be located outdoors and be visible from a public street.

E. A preliminary description of the artwork shall be submitted with the application for a design review permit. All conceptual designs for public art shall be submitted with the project plans to be approved with the initial design review or CUP. Within the conceptual design submission should be details regarding the type and theme of the public art.

3.11 Inclusionary Zoning Requirement
A. All residential proj ects containing more than twenty (20) residential units shall demonstrate that a minimum of 5% of units are deed -restricted affordable housing secured by covenants of at least 55 years for low -, very-low or extremely- low income households.

3.12 Public Benefit Concessions Menu
A. Purpose. The purpose of this section is to incentivize the provision of development features that create public benefits but may not of themselves generate sufficient income to be financially feasible. This section provides a menu of by -right concessions that can be requested by the applicant in exchange for the provision of some of these benefits.

B. Relationship to State Density Bonus Law. An applicant who seeks incentives per the following shall not take advantage of the concessions, waivers or other incentives described in CMC 30-47.5 or other concessions in State Density Bonus Law.

C. Public Benefits. Concessions shall be granted for the following public benefits:

I. Affordable Housing. Deed -restricted affordable housing units secured by covenants of at least 55 years for:
a. 3% extremely low income, 6% very low income, 15% low income or 25% moderate income units: one concession
b. 6% extremely low income, 10% very low income, 20% low income or 40% moderate income units: two concessions
c. 100% affordable housing with maximum income levels of 80% low income and 20% moderate income units: four concessions. Per Section 3.2.7.D, these projects are not subject to Tier 2 Design Review.

D. Publicly Accessible Open Space. Privately maintained open space that is open to the general public for use from at least 6:00 am to 10:00 pm every day. The open space is required to be monitored by 24 -hour security. Said open space(s) must cover at least 3% of the project site. Each countable plaza must have a minimum dimension of 25 feet:
one half concession. Concessions shall not apply to any open space that is required.

E. Public Gathering Space. Direct provision of a library, community meeting room or other space which is open for public use and gatherings without charge and is of at least 500 square feet in size: one half concession
F. Offsite Streetscape Amenities. Installation of landscaping, trees, benches, curb work, 104 | Chapter 3: Zoning, Development and Design Standards bike lanes, etc. described in this Plan which are not located on the public right -of-way immediately abutting the project site: one half concession per 1% of project cost invested, to a maximum of one concessions
G. Public Parking. Parking spaces signed and managed as public parking that are in addition to the requirements of this chapter, at least 10% of total project parking and at least 20 spaces: one concession
H. Provide a 24 hour onsite shuttle bus for residents: two concessions.

K. Concessions. The following concessions are available:

I. Height. Each concession is worth a one -story bonus over 50% of the building footprint. Maximum is two stories greater than the base height limit.

II. Interior Lot Line Height Transitions as described in Sections 3.3 through 3.7.

III. Elimination of on-site loading requirements
IV. Count on-street parking spaces as part of parking requirement.

3.13 Signage Standards

1. Applicability
A. All signs within the Specific Plan area shall be designed, constructed, and installed in compliance with the standards established in Section 30 -22 (Sign Regulations) of the City Zoning Code.

B. Additional standards for signs permitted within the Specifi c Plan area are included in Subsection G.2 (Additional Specific Sign Standards) below. In the case of a conflict between the sign standards established in this Chapter and the standards in Section 30- 22 (Sign Regulations) or any other sign standards included in the City Zoning Code, the standards in this Chapter supersede.

C. Regulations should apply to Downtown Core, Downtown Transition, and Neighborhood Corridor zones only. Elsewhere citywide standards apply.

2. Sign Illumination Standards
A. Direct Illumination. Direct illumination is limited to marquee signs; see Subsection 2.a (Marquee Signs).

I. Direct illumination is limited to letters, numbers, symbols, and accents on the marquee sign.

II. Exposed lamps on marquee may only be animated to create an effect of patterned illusionary movement provided the alternate or sequential activation of illuminated elements occurs on a cycle that exceeds two seconds.

III. Hours Permitted. All direct illumination on a mar quee sign must be turned off daily at the close of business.

B. Neon Signs
I. Exposed neon sign lighting is permitted only for entertainment or restaurant uses.

II. Exposed neon sign lighting is considered a building design element for nighttime entertainment uses and restaurants. Signs in neon are subject to the sign codes in section 30-22.

III. Hours Permitted. Exposed neon sign lighting must be turned off daily at the close of business.

C. Electronic Changeable Message Signs
I. Number of Signs. One electronic LED message sign is allowed per business and will be treated as the primary sign.

II. Changeable LED Copy Sign.
a. Applicable Uses. Changeable LED copy signs are permitted for Compton Station Specific Plan - City of Compton | 105
restaurants and entertainment uses. Other uses may use changeable LED copy signs with a Minor Use Permit.
b. Display. Electronic message signs must not flash, blink, flutter, include intermittent or chasing lights, or display video messages (i.e., any illumination or message that is in motion or appears to be in motio n). Electronic message signs may display changing messages in addition to the business name provided that each message is displayed for no less than 8 seconds.

III. Night-time Brightness.
a. Automatic Controls. Electronic changeable copy message signs must be equipped with photocell technology to control and vary the intensity of light output depending on the amount of ambient light that is present to prevent overly bright luminance at night. Automatic controls must limit night luminance to a maximum of 100 nits when the display is set to show maximum brightness in 100 percent full white mode.
b. Manufacturer Certification. The applicant shall provide a written certification from the sign manufacturer that the nighttime luminance has been factory pre -set not to exceed 100 nits as described in paragraph 8.1.2.C.1. above, and that this setting is protected from end -user modification by password-protected software or other method as deemed appropriate by the Community Development Department Director.
c. Hours Permitted. Electronic message signs must be turned off daily at the close of business.

3. Sign Program
A. Purpose. The purpose of the sign program shall be to integrate signs with building and landscaping design to form a unified architectural theme which conforms to the goals of this Specific Plan and the city’s General Plan.

B. Applicability. A sign program shall be required for the following projects:

I. New or substantially rehabilitated commercial, mixed- use, office and industrial projects with two or more tenant spaces.

II. Changeable copy signs.

C. Review Authority. The sign program shall be submitted and approved as part of the applicable design review procedure.

D. Design Guidelines. The purpose shall be achieved by using the same background colors and limiting the number of sign colors per site; using the same type of cabinet supports, mounting methods, component construction materials and illumination; and using uniform sign placement and proportionate letter and logo heights for large and small tenants.

E. Flexibility. After consultation with the Architectural Review Board, the Community Development Department Director may modify any sign standard(s) by up to 15% provided that the Director find that the modification in standards will not be detrimental to the design of the project or the experience of pedestrians along the sidewalk abutting the project.

4. Definitions
A. A-FRAME SIGN - Shall mean a freestanding, moveable sign usually supported by two upright sign faces (also known as a "sandwich board").

B. ABANDONED SIGN - Shall mean a sign whose use has ceased or been discontinued for a period of 90 consecutive days or which identifies a business or activity that has not occupied the premises for a period of 90 consecutive days.

C. ACCESSORY SIGN - Shall mean a sign whose copy refers to the products, facilities, or 106 | Chapter 3: Zoning, Development and Design Standards services available on the premises.

D. ADDRESS - Shall mean the placement of a street number which identifies the street mailing address of a business or residence. It may also include the street name for additional clarity.

E. ADVERTISING STATUARY - Shall mean a three-dimensional imitation or representation of a person or thing which is designed to promote or represent a commercial enterprise.

F. ADVERTISING STRUCTURE - Shall mean a structure of any kind or character erected, used, or maintained for outdoor advertising purposes, upon which any poster, bill, printing, painting, or other advertisement of any kind whatsoever may be placed.

G. ANIMATED OR MOVING SIGN - Shall mean a sign which uses movement, lighting, or special materials to depict action, movement, or rotation.

H. APPROVING AUTHORITY - Shall mean the administrative, appointed or legislative agent or body with primary responsibility for approval of a sign permit.

I. ARCHITECTURAL REVIEW BOARD - Shall mean an interdepartmental board established by the City to review and evaluate new projects to ensure that they meet the highest standards for design and construction.

J. AUDIO - Shall mean the inclusion in a sign of any sound emitting mechanism or production of sound from a sign.

K. AWNING OR CANOPY SIGN - Shall mean a sign that is mounted or painted on or attached to the vertical surface or flap of an awning or canopy.

L. BANNER SIGN - Shall mean a nonpermanent sign composed of fabric, plastic, paper, or other lightweight material which contains advertising copy and is attached to a building, pole, frame, or vehicle.

M. BENCH/TRANSIT ENCLOSURE SIGN - Shall mean a sign displayed on a transit bench or on any surface of a transit enclosure.

N. BILLBOARD SIGN - Shall mean a sign, excluding a supergraphic sign, which advertises goods, products, services, or facilities not sold, produced, manufactured, or furnished on the premises on which the sign is located (also known as outd oor advertising, off-premises sign or off-site sign).

O. BUILDING FACE OR FRONTAGE - Shall mean that portion of a main building most nearly parallel to a street or parking area.

P. BUSINESS IDENTIFICATION SIGN - Shall mean sign copy, including logo, used to identify the name and address of a premises, business, building or portion of building upon which it is located, and which includes no other information.

Q. BUSINESS INFORMATION SIGN - Shall mean a sign in which a business or occupant's name, address, phone number or hours of operation are provided, but which contains no advertising copy.

R. CANBINET SIGN - Shall mean a sign contained within a structural casing or canister, often composed of sheet metal or aluminum, covered by glass, plastic, or similar material upon which the sign copy is affixed, and which may be internally illuminated (also known as a "canister sign").

S. CANOPY SIGN - See "awning sign."
T. CENTER IDENTIFICATION SIGN - Shall mean a sign containing the name and/or primary occupants of a multi-tenant center (also known as a "multi-tenant sign").

U. CHANGEABLE COPY SIGN - Shall mean a sign in which the copy/text may be manually changed or rearranged without altering the face or surface of the sign.

V. CHANNEL LETTER - Shall mean three dimensional individual letters or figures affixed to a building, raceway, or other sign structure.

W. CIVIC EVENT SIGN - Shall mean a temporary noncommercial sign, posted to advertise a Compton Station Specific Plan - City of Compton | 107
civic event sponsored by a public agency, school, church, civic -fraternal organization, or similar civic organization.

X. CONDITIONAL USE PERMIT - Shall mean a permit approved by the Planning Commission at an advertised public hearing for specified types of signs which are not automatically permitted by the Code.

Y. CONSTRUCTION SIGN - Shall mean a temporary sign erected on a parcel where construction is taking place, limited to the duration of the construction, indicating the names of the architects, engineers, contractors, owners, financial supporters, sponsors and similar individuals or firms having a major role or interest in the project.

Z. COPY AREA - Shall mean the actual area of sign copy applied to any background including any lettered, written, pictorial or other visual sign unit displayed for the purpose of conveying a message.

AA. DIRECTIONAL SIGN - Shall mean an on-premises sign limited to directional messages principally to facilitate safe movement of pedestrian or vehicular traffic, such as "one-way," "entrance" or "exit."
BB. DIRECTORY SIGN - Shall mean a sign listing the tenants or occupants of a building or group of buildings which may contain a map, suite numbers, names, and logos but no advertising copy.

CC. DOUBLE-FACED SIGN - Shall mean a single sign structure with copy on both sides.

DD. EAVELINE - Shall mean the bottom of the roof eave or parapet.

EE. ELECTRICAL SIGN - Shall mean a sign or sign structure in which electrical wiring, connections or fixtures are used.

FF. ELECTRONIC READERBOARD - Shall mean a changeable message sign consisting of a matrix of lamps which are computer controlled (excluding time/temperature signs).

GG. EMERGENCY SIGN - Shall mean a sign placed temporarily by or with permission of a public safety agency to protect life and property in the case of fire, flood, explosion, or other threat to public safety.

HH. FACADE - Shall mean visible exterior building walls, including parapet walls.

II. FACING - Shall mean the portion of the advertising structure that contains any poster, bill, printing, painting, or other advertisement of any kind whatsoever.

JJ. FASCIA - Shall mean a horizontal band covering the joint between the top of a wall and the projecting eaves.

KK. FLAGS, FESTOONS, SPINNERS, AND PENNANTS - Shall mean ribbons, tinsel, small flags, pinwheels, pennants, small balloons, and similar items composed of fabric, plastic, paper, or other light materials which are mounted to allow movement by the atmosphere and to attract the attention of the public (excluding official government flags). Inflatable signs are prohibited.

LL. FLASHING, INTERMITTENT OR MOVING LIGHT - Shall mean a light or message that changes more often than once every four se conds. The illumination or the appearance of illumination resulting in a change of message or advertising copy is not the use of flashing, intermittent, or moving light, unless it changes more often than once every four seconds.

MM. FREESTANDING SIGN - Shall mean a permanent sign not affixed to a building, including ground signs, pole signs, pylon signs and monument signs.

FUTURE FACILITY/BUSINESS SIGN
NN. GRAND OPENING - Shall mean a promotional activity not exceeding 30 consecutive calendar days which occ urs within two months of the establishment of a new business to inform the public of its location and product or service. Grand openings do not include annual or occasional promotions.

OO. GROUND SIGN - Shall mean a very low profile, freestanding sign oriented parallel to the 108 | Chapter 3: Zoning, Development and Design Standards ground, which maintains essentially the same height throughout its length.

PP. HEIGHT - Shall mean the vertical distance from the natural grade beneath a sign measured to the highest point of the sign, including embellishments.

QQ. ICON SIGN - Shall mean a sign designed to resemble the product or service (e.g., donuts, keys, or shoes) offered on the premises.

RR. ILLEGAL SIGN - Shall mean a sign, advertising display or structure erected or constructed without first complying with all ordinances and regulations in effect at the time of its construction, erection, or use; a nonconforming sign which has exceeded its authorized amortization period; an abandoned sign or any sign which is hazardous due to its location, physical condition, or lack of required maintenance.

SS. ILLUMINATED SIGN - Shall mean a sign lighted by or exposed to artificial lighting either by lights on or in the sign or directed toward the sign.

TT. INCIDENTAL SIGN - Shall mean a small sign, emblem or decal providing information to the public regarding services available on the premises, such as credit cards, ATM availability, self-service, cashier, etc.

UU. INFLATABLE SIGN - Shall mean inflatable statuary, hot air balloons, captive balloons or similar three dimensional inflatable objects designed to convey information or advertise a location and mounted to allow movement by the atmosphere and to attract the attention of the public.

VV. KIOSK - Shall mean a vertically oriented sign, typically with mul tiple faces, which is intended primarily to provide information to pedestrians.

WW. LEGALLY NONCONFORMING SIGN - Shall mean a sign which was legally established but no longer conforms to the provisions of this section.

XX. LOGO SIGN - Shall mean a license d, certified, copyrighted, or trademarked name, symbol, feature, or trademark that represents a business, enterprise, group or activity.

YY. MAIN TRAVELED WAY - Shall mean in the case of a freeway, the traveled way of each of the separate roadways for traffic in opposite directions.

ZZ. MARQUEE - Shall mean a sign located on a fixed, roofed structure which projects from a building and which is designed to advertise changing performances, attractions, or events, either through manually placed copy or ele ctronically controlled lighting. Information presented may be static or sequential, depending on the design of the copy system.

AAA. DRIVE THRU MENU BOARD - Shall mean a sign on the premises of a drive -thru restaurant which identifies the type and cost of available food items.

BBB. MONUMENT SIGN - Shall mean a low profile, freestanding sign with a solid or primarily solid support base.

CCC. MULTI-FACED SIGN - Shall mean a sign containing three or more faces.

DDD. MULTI-TENANT SIGN - Shall mean a sign which identifies or advertises more than one business or activity within a single sign structure (also known as a "center identification" sign).

EEE. MURAL - Shall mean a display painted onto a wall or display base which is designed and intended as a noncommerci al decorative or ornamental feature and which does not contain any advertising copy (also known as "decorative graphic").

FFF. NAMEPLATE - Shall mean a non -illuminated, on-premises sign which gives only the name, address and/or occupation of an occupant or group of occupants.

GGG. NEON SIGN - Shall mean a sign which utilizes neon or other gases with translucent tubing in or on any part of the sign structure.

HHH. PAINTED OR PAINTED-ON SIGN - Shall mean a sign which is applied with paint or a similar coating directly on the surface of a wall, building, display base or sign structure.

III. POLE SIGN - Shall mean a freestanding sign mounted above the ground on a single pole Compton Station Specific Plan - City of Compton | 109
structure, typically centered on the pole (excludes directional signs six feet or less in height).

JJJ. POLITICAL ELECTION SIGN - Shall mean a temporary sign used in connection with a local, State, or national election or referendum.

KKK. PORTABLE SIGN - Shall mean a moveable sign which is designed to be easily moved and is not permanently attached to the ground or a building. Portable signs include A-frame signs, portable reader-boards, and similar signs.

LLL. PROJECTING SIGN - Shall mean a sign which is attached to and projects from the exterior wall of a building where the display surface of the sign is not parallel to the wall of the structure to which it is attached.

MMM. PROMOTIONAL ACTIVITY SIGN - Shall mean a sign erected on a temporary basis to promote the sale of new products, new management, new hours of operation, a new service, or a special sale.

NNN. PYLON SIGN, DOUBLE - Shall mean a freestanding sign which is designed in a "gateway" format, with a double support structure and a connecting, thematically integrated panel on which is typically placed copy and/or a logo to mark the n ame identification of a major business, center, or facility. Double pylon signs are architectural or decorative in character to emulate gateways.

OOO. PYLON SIGN, SINGLE - Shall mean a freestanding sign which is incorporated into a single, vertical structure on which is typically placed copy and/or a logo to mark the name identification of a major business, center, or facility. Single pylon signs are dec orative in character to emulate the form of a monument.

PPP. RACEWAY - Shall mean a channel attached to a building which provides a mounting surface for a facade sign and which generally contains the electrical connections for illumination.

QQQ. REAL ESTATE SIGN - Shall mean a temporary sign that relates to the sale, lease or rental of property or buildings on the premises on which it is located.

RRR. ROOF SIGN - Shall mean a sign that is mounted on the roof of a building or that is dependent upon a building for support and/or that projects above the top walk or edge of a building with a flat roof, the eave line of a building with a gambrel, gable or hip roof or the deck line of a building with a mansard roof.

SSS. SIGN - Shall mean an object, device, display or structure, or part thereof, situated outdoors or indoors, which is used to advertise, identify, display, direct or attract attention to an object, person, institution, organization, business, product, service, event, or location by any means, including words, letters, figures, design, symbols, fixtures, colors, illuminati n or projected image.

TTT. SIGN FACE - Shall mean the exterior surface of a sign, exclusive of structural supports.

UUU. SIGN PERMIT - Shall mean a permit issued by the Departm ent of Building and Planning for installation of a sign.

VVV. SIGN PROGRAM - Shall mean a comprehensive plan that addresses all signs within a site that is designed to achieve aesthetically appealing and compatible signage for projects with major roadway exposure, multiple-signage requirements or complex or unusual signage needs.

WWW. SIGN STRUCTURE - Shall mean the structural supports, uprights, bracing and decorative skirting for a sign.

XXX. SUPERGRAPHIC SIGN - Shall mean a sign, consisting of an image p rojected onto a wall or printed on vinyl mesh or other material with or without written text, supported and attached, to a wall with an adhesive, stranded cable and eye bolts or other materials or methods which covers more than 20% of a wall, building, facade, or other structure.

YYY. TEMPORARY SIGN - Shall mean a sign, generally constructed of paper, cloth, canvas, 110 | Chapter 3: Zoning, Development and Design Standards or other similar lightweight material, with or without a frame, intended to be used for a limited period of time.

ZZZ. TIME/TEMPERATURE SIGN - Shall mean a sign which communicates time and temperature information in digital or analog fashion, frequently in connection with business logo or identification copy.

AAAA. UNDER CANOPY SIGN - Shall mean a sign suspended beneath a projecting canopy, awning, ceiling, or marquee.

BBBB. VEHICLE SIGN - Shall mean a sign which is attached to or painted on a vehicle the principal purpose of which is to attract attention to a product or provide directions to an activity or business.

CCCC. WALL SIGN - Shall mean a sign which is attached parallel to and projects no more than 12 inches from the exterior wall of a building, building facade, perimeter wall or fence.

DDDD. WINDOW SIGN - Shall mean a sign, picture, text, or symbol designed to communicate information about an activity, business, commodity, event, sale or service that is placed in or on, or is visible from, the exterior of a window.

Compton Station Specific Plan - City of Compton | 111
Sign Matrix
Sign Type Maximum Number Maximum Area Other
Façade: Wall or Canopy
Business or Center
Identification
1 per street, paseo,
or parking lot
frontage
2 sf per lineal foot of
frontage, not to
exceed 200 sf
Maximum area applies to aggregate of all
façade signs
Accessory
2 per street or
parking lot frontage,
with a maximum of
8 installed on no
more than 2
facades
40% of the size of the
business identification
sign per accessory
sign
Maximum 2 line copy, 1 product or service
per sign

May not project above height of primary
sign or first floor
Canopy
Awning and canopy signs may be
permitted only as an integral part of an
awning or canopy to which they are
attached or applied. Signs on awnings are
only permitted on the awning flap
(valance) and content is limited to the
business name, building name or address
number. The letter height shall not exceed
10 inches. The lettering shall be located in
the middle 70 percent of the valance
area.

Under Canopy 1 sign per primary
business entrance 8 sf
Free Standing Signs
A-Frame 1 sign per business 6 sf per face
Maximum height: 3 ft
Maximum width: 2 ft
Must be located in Sidewalk Amenity Zone
and must be removed each day at close of
business.

Business
Identification:

Monument
1 sign for each
street frontage of
100 feet or more;
not to exceed 2
32 sf per face
Maximum height: 5 feet

To be used in conjunction with the Surface
Parking frontage type

Not permitted on the Compton Walk
Frontage
Center Identification:

Monument
1 sign only per
center with 200 feet
or more of street
frontage located on
a single street
1 sf for each lineal foot
of frontage, not to
exceed 200 sf
Must have at least three tenants.

Can be building wall mounted

To be used in conjunction with the Surface
Parking frontage type

Not permitted within 40 feet of Compton
Walk Frontage

112 | Chapter 3: Zoning, Development and Design Standards Projecting Signs
Small Business
Identification:

Projecting (Blade)
May be used in
place of Under
Awning sign

1 sign per primary
business entrance
8 sf per face
Large Business
Identification: Grand
Projecting
May be used in
place of Business
Identification:

Monument
32 sf per face Mounted perpendicular to building wall at front entrance.

Center Identification:

Grand Projecting
May be used in
place of Center
Identification:

Monument

0.5 sf for each lineal
foot of frontage, not to
exceed 200 sf

Marquee 1 per theater (movie
or live performance)
1 sf per linear foot of
frontage for the
specific use being
advertised in the
marquee
Bottom of marquee must be mounted 12
feet from sidewalk. Marquee may
encroach over sidewalk, but no closer
than 15 feet from the bike curb.

Special Purpose Signs
Wall: Directory
Signs/Multiple Tenant
Centers
1 wall sign per
building entrance or
pedestrian walkway
entrance
12 sf per sign face Maximum height: 6 feet (Ground
Mounted)
Kiosk: Directory
Signs/Multiple Tenant
Centers
1 kiosk per
pedestrian walkway
entrance or plaza
12 sf of written area
per face
Maximum height: 7 feet

May be located within Sidewalk Amenity
Zone

One face shall reserve 4 sf for City
agendas and public notices
Directional/Wayfinding
Signage (Pedestrian)
1 per every 50 feet
of street or walkway
frontage or at points
where changes in
direction are
required
4 sf per face Maximum height: 8 feet
Artistic Mural or Mural
Wall Sign
1 per building
elevation 150 sf
Non-illuminated only

Content must be approved by Community
Development Department Director
Figure 3-27. Sign Matrix.

Compton Station Specific Plan - City of Compton | 113
Signs
Sign Type
A-Frame P
Address E
Audio X
Balloons (helium filled, 1 foot diameter max.) T
Banner (see CMC 30-22.5.c.4) T
Bench (Transit) X
Billboard X
Business Identification P
Canopy (Awning) P
Center Identification P
Construction T
Directional P
Directory P
Emergency E
Façade (Wall) P
Flag (National) E
Flags (Spinners, Festoons, etc.) X
Flashing X
Grand Projecting P
Ground X
Holiday Decorations E
Incidental E
Inflatable X
Kiosk P
Marquee MUP
Menu X
Monument P
Mural P
Painted-on X
Pennant (Spinners, Festoons, etc.) X
Pole X
Political Election T
Portable P
Projecting P
Pylon X
Real Estate T
114 | Chapter 3: Zoning, Development and Design Standards Roof X
Rotating X
Supergraphic MUP
Temporary T
Time & Temperature P
Under Canopy P
Vehicle X
Wall (Façade) P
Window X
E = Exempt
P = Permitted
MUP = Minor Use Permit
T = Temporary Only
X = Prohibited
Figure 3-28. Permitted Signs.

Compton Station Specific Plan - City of Compton | 115

116 | Chapter 3: Zoning, Development and Design Standards

Compton Station Specific Plan - City of Compton | 117
Chapter 4: Design Guidelines

4.1 Introduction and Use of Design Guidelines

1. The intent of the following guidelines is to ensure consistent development outcomes within the Specific Plan area that reflect the vision described in Chapter 2.

2. The chapter will be used as a guide for Design Review by the appropriate review bodies (Tier 1 – Community Development Department Director; Tier 2 – Planning Commission), described in Section 3.1, as well as for general project reviews by the Community Development Department.

The appropriate review body should assess overall compliance with the guidelines as a part of project review; the assessment may impact project approval.

3. Guidelines below are organized by functional topics and apply to all multi -family residential, commercial, and mixed-use construction.

4.2 Building Siting and Orientation

1. Buildings should be located and designed to facilitate pedestrian activity by being oriented to the street and sidewalks.

2. Entry and edge design features such as landscaping, architectural signage and monumentation, and/or enhanced paving should be incorporated.

3. Buildings should be sited to avoid random and irregular building r elationships, and arranged to create a sense of unity and overall harmony. To the maximum extent possible, new structures should be clustered to create plazas and open space areas and avoid creating of “barrack -like” rows of structures. Where clustering is impractical, a visual link between separate structures should be established. This link can be accomplished through the use of an arcade system, trellis, or other open structure.

Discouraged barrack-like layout (left) and encouraged orientation of buildings to create usable open space (right).

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4.3 Building Modulation and Articulation

1. Building design should avoid large monotonous facades, long straight -line building fronts, plain box shapes, and barren exterior treatment. All building elevations visible from a public way should be highly articulated.

2. Building design should emphasize individual units within a building, larger units and/or anchor stores within retail projects, and foyers, lobbies, and reception areas within non -retail commercial projects. Ways to articulate buildings include giving individual identity to each vertical module by using design elements such as v arying building heights within a project, providing a deep notch between the modules, varying architectural elements between units (e.g., window color, roof shape, window shape, stoop detail, railing type), providing porches/balconies, and varying colors/materials of each module within a harmonious palette of colors materials.

3. Building form and articulation should be used to accentuate public entrances, de-emphasize service areas, and define and shelter pedestrian walkways and exterior spaces.

4. Buildings with angled corners, plazas, or other architectural features are encouraged at corner locations to help anch or the intersection. Building corners may be emphasized by use of elements such as towers, domes, or entries. Vertical architectural elements such as towers should be used as focal points. Towers may exceed the vertical height limit to the zone by 15 feet, as long as they are no longer than 30 feet on a side and do not contain floor space. Additional flexibility in heights is available per the Administrative Relief procedure described in Figure 3-2.

5. The height of taller buildings should transition down toward lower buildings that are adjacent or across the street.

Vertical Articulation (left) and Horizontal Articulation (right).

Height transitions between historic buildings (center) and new development (left and right).

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4.4 Architectural Theme, Materials, Finishes, and Color

1. There is no required architectural theme for new development within the Specific Plan area.

However, it is envisioned that larger developments will use contemporary styles. Original art murals may be used on primary or secondary facades, subject to the standards described in Section 3.13.

2. The architectural style and use of materials should be consist ent throughout the entire development. Differences in materials and details may occur where the intent is to differentiate between the residential and commercial scale and character of the structure(s). High -quality, innovative, and imaginative architecture is encouraged.

3. For remodels or additions, the theme should be true to the original intent and style of the building.

4. High-quality materials and finishes appropriate to the architectural style, scale, character, and design theme of the building should be used. Materials, finishes and colors should unify a structure’s appearance and be selected to work harmoniously with ea ch other. Exterior design and building materials should reflect permanence and quality. Graffiti -resistant materials and paints are strongly encouraged.

5. Buildings should be treated as a whole and finished appropriately on all sides (360 degrees) to appear integral to the building and avoid appearing “tacked on”.

6. Material changes shall not occur at building corners. The same material shall continue around corners for a minimum distance of ten feet. Ideally, the same material should continue to the next change in the wall plane.

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4.5 On-Site Circulation

1. Pedestrian walkways to connect buildings on a site to each other, to on -site automobile and bicycle parking areas, and to any on-site open space areas and amenities shall be provided.

2. All pedestrian walkways and publicly accessible areas shall be well-lit. Lighting should be low mounted and downward casting in a manner that reduces light trespass onto adjacent properties.

3. Where pedestrian paths or walkways cross parking areas or driveways, decorative and high - visibility paving and/or speed tables should be used to define the pedestrian space and delineate crossings.

Walkway lighting (left) and speed table across local street connecting plazas and walkways (right).

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4.6 Parking Facility Design

1. All public and commercial parking facilities should be well-signed.

A. Parking structures should in general be hidden behind buildings. In the case that structures are located on any street frontage, they are subject to the frontage standards in Figure 3-23.

B. When structures are standalone (not located within the podium of a building), they are subject to the design standards in Section 5.15.6.

C. The massing and architectural design of parking structure s should be consistent and compatible with the rest of the development within which the parking structure is to be located. Heights shall be shorter than adjacent buildings on-site.

D. Parking structure s should have openings for natural lighting and ventilation and demonstrate a unified aesthetic on the exterior façade using complete or half -height trailing, spandrels, curtain wall, window wall, living green walls, louvers, or etc. Infill walls should have openings compatible in aesthetics with the adjacent buildings.

E. Vehicular access to parking facilities should be designed so as not to obstruct free flow of traffic on adjoining public streets. Vehicular entrances and exits should be no wider than necessary to accommodate anticipated traffic and be located so as to minimize turning movement conflicts as vehicles enter and exit the structure.

F. Pedestrian access points to the parking facility should be located to avoid pedestrian/vehicle conflicts.

Parking structures with individual windows and complementary materials (left). Par king structure with a shopfront frontage type and outdoor dining (right).

Source: GSky Plant Systems, Inc. (left). Source: Moore Ruble Yudell Architects (right).

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4.7 Façade Enhancements and Activities

1. Awnings or canopies over public walkways for storefronts and businesses are encouraged. The size, scale and color of the awnings should be designed to be compatible with the rest of the building; awnings should not be the predominant element of the façade, but should accent the top edge of ground floor windows and door frames. Awnings should not cover the storefront piers or pilasters and should be divided into sections to reflect the major vertical divisions of the façade.

2. The use of solid roll down s ecurity grates is prohibited in any location directly visible to the public, including for primary building entries. Alternatives to solid roll down grates include interior roll down grates, architectural features such as the use of wing walls or landscap ing, or other security devices that can be completely concealed during regular business hours.

3. Patio Dining on private property is encouraged. Patios may face the sidewalk, or face interior courtyards and open spaces.

4. Sidewalk Dining on public right-of-way is permitted immediately in front of full service or take- out restaurants on streets with a 10’ minimum sidewalk. The following additional standards apply:

A. Display of an outdoor dining menu is permitted on a single-sided framed menu attached to a moveable barrier within the sidewalk or patio dining area. The size of the frame shall not exceed three square feet. Freestanding pedestal menus or A-frame displays are also permitted so long as they do not block pedestrian movement, are moved indoors when the restaurant is closed, and are no greater than 4 square feet per side and no taller than 3’ high.

Patio dining facing sidewalk (left) and facing interior open space (center), sidewalk dining (right).

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B. Approval of Encroachment Permit is required from the Public Works Department.

C. Along the Compton Walk, the outdoor dining area is restricted to the “spill-out zone” as defined in Section 5.3. Along other streets, the outdoor dining area must maintain at least six feet of unobstructed sidewalk.

Figure 4-1. Outdoor dining standards for areas other than the Compton Walk.

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4.8 Residential Open Space and Amenities

1. Common open space areas shall be convenient to the residential portion of a mixed-use development, separate and secure from the non-residential component, and clearly marked for resident use only.

2. Common open space areas shall contain amenities appropriate to the project’s size; e.g., a barbeque area for smaller projects and pools, recreation buildings, or rooms for larger projects.

Children’s play areas shall be sited to be visible from residential units and not visible from the public right-of-way.

3. Common amenities should be sufficient for and appropriate to the project’s target population.

4. Accessible rooftop open space may be used as common useable open space by the residents.

It may also be used for private useable open space, when the space is directly accessible from the unit(s).

Appropriately scaled and usable open space (left). Child play spaces protected from streets and non - residential uses (right).

4.9 Residential Privacy

1. Given the presence of noisy roads and rail lines in the planning area, residential units shall be constructed and designed to reduce noise. Proper design may include, but shall not be limited to, building orientation, double windows, wall and ceiling insulation, and orientation of vents.

Common walls between residential and non-residential uses shall be constructed to minimize the transmission of noise and vibration.

2. Residential uses shall be buffered from adjacent industrial uses and off-site parking by a wall and vegetation.

3. Buildings shall be oriented to promote privacy to the greatest extent possible. Windows of non- residential buildings in a mixed-use development should be oriented to avoid a direct line of sight into adjacent residential buildings or property. In mixed-use developments, residential windows should face away from loading areas an d docks. To the extent residential windows face the windows of an adjacent unit , the windows should be offset to maximize privacy. Windows, balconies, or similar openings should be oriented to minimize direct line-of-sight into adjacent units within the de velopment, even if they are one story below or above, or they should be screened through trees. In addition, units above the first story should be designed so that they do not look directly onto private patios or backyards of adjoining residential property or units.

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4. Where a mixed-use project abuts a residentially zoned property, a minimum of three feet of the required setbacks adjacent to the residential use shall be devoted entirely to landscaping, with evergreen trees or an evergreen trellis structure at least six feet in height (exclusive of any planter area curb).

4.10 Green and Active Roofs

1. The use of green and active roofs on structures is highly encouraged.

2. The sustainable values of green roofs include stormwater collection, building insulation and urban heat island reduction. Extensive green roofs can be used as planting areas, while intensive roofs can be used by owners and as domestic gardens, small -scale food production, and for general recreation. Stormwater drainage from roofs and the surrounding sites can be captured and harvested for re-use in landscaped areas through low-flow drainage systems.

3. Photovoltaic panels can be installed on green roofs to generate renewable energy while providing shade for rooftop recreation. They can also be used on top of parking garages to generate energy and shade vehicles.

4. Active roofs pro vide common open space for residential, office and commercial uses.

Examples of active roofs include recreational, lounging, and social spaces for multifamily residential uses; residential rooftop pools and rooftop bars. The edges of roof decks that are adjacent to lower off -site residential uses should be located 6 feet back from the edge of the building in order to preserve privacy.

5. Roof patios used for bars or restaurants should have separate access systems than other building uses. Walls or other screening should be provided to inhibit noise from mechanical equipment from affecting on- or off-site residential uses.

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Vegetated green roofs (left) and solar parking garage roofs (right).

Rooftop bar with planters separating habitable space from the edge.

4.11 Walls and Fences

1. Exterior solid masonry walls shall be faced to complement the surrounding architecture.

2. Masonry walls of a uniform material shall vary in pattern, texture, and color, and employ elements such as columns, pilasters, capstones, banding, projections, or cornices to interrupt the monotony of continuous lengths of wall.

3. Fences shall be constructed of composite vinyl or wrought iron and include stone or brick piers.

Fence colors design shall blend into the landscape.

4. Fencing and walls should be kept as low as possible while performing their screening and security functions. The maximum height of fencing or walls is 4 feet, except for interior property

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lines, where it is 6 feet.

4.12 Exterior Lighting

1. Every project should have adequate lighting to provide for security and visibility, particularly along walkways and driveways, entrances to parking areas, and open space areas. The design of light fixtures and their structural support shall be architecturally compatible with the main buildings on-site.

2. Site, parking lot and building security lighting should not impact surrounding or ne ighboring properties. The type and location of such lighting shall preclude direct glare onto adjoining property, streets, or skyward. All lighting fixtures must be shielded to confine light spread on-site.

3. In mixed use projects, all site, parking lot and building security lighting should be appropriately shielded so as not to spill over into or otherwise adversely impact the residential portion of a mixed use development. Lighting on walking and driving surfaces shall be one foot candle minimum.

4. Accent lighting should be used to draw the eye to important features , complement architectural details, and enhance the enjoyment of the nighttime environment.

4.13 Outdoor Service, Storage, and Loading Areas

1. Outdoor storage and service areas (including , but not limited to, service entrances, loading docks and bays, outdoor storage of commercial vehicles and refuse and recyclable collection facilities) shall be clearly defined and designated for convenient access. They shall not conflict with vehicular a ccess, on-site parking facilities, pedestrian walkways, or customer entrances.

Trash or recyclable areas shall not be visible to the public.

2. All outdoor storage and service areas for commercial uses shall be located so as to be convenient to the commer cial users and where associated odors and noise will not adversely impact the residential units in a mixed use project, or adjacent residential uses.

3. Outdoor storage and service areas shall not be visible from public right -of-ways and shall be fully concealed or screened from on-site and off-site public view with a combination of building features, decorative walls, and landscaping consistent with the architectural style of the building.

Outdoor service area accessed from shared alley and concealed from view (left) and downward -directed lighting (right).

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4.14 Compton Walk Placemaking

The following principles and guidelines are intended to be used by developers and the City to supplement the Compton Walk base streetscape conditions described in Section 5.3 with a yet undefined range of new programming and placemaking interventions intended to pour life into The Walk experience and provide a personalized approach reflective of Compton. These guidelines are envisioned to spark the need to undertake additional projects addressing a comprehensive look at placemaking and experiential developm ent on The Walk. These guidelines are also intended to be used as part of a review/approval process to incorporate more localized, one-off additions to the streetscapes by adjacent businesses and property owners. The magic of the Compton Walk will come wi th a range of programming and elements, some ephemeral and changing, to promote discovery and exploration.

Streetscape Experiences Customized by Compton

Building on the base ‘Score Sheet’ streetscape, the Compton community will be encouraged to compose its own melody of artistic, historic al, and interactive elements which will be the focus of a journey through cultural Compton. The process of developing the placemaking will need to be highly inclusive and consider a range of perspectives, weaving different elements and layers together to create a cohesive song of experiences. A strong community engagement process is encouraged to ensure all voices are heard and registered in composing a vision for The Walk.

Streetscape Programming and Placemaking Features

A composition of streetscape programming, art, placemaking, and other ideas will be important layers for Compton Walk to be able to tell its own story and unify an overall walk experience.

These layers may include a regular rhythm of elements to hold the streetscape together and other unique, localized placemaking moments to promote further exploration and discovery.

Goals for programming and the development of placemaking along The Walk:

• Develop a range of elements and placemakin g that cater to the needs of abutting businesses, the general resident community, the historic community, the creative community, and outside visitors with the goal to serve as broad of a range of user types as possible and in turn increase vibrancy.
• Provide a variety of activities for different types of users, activities, and times of day, also to increase vibrancy.
• Balance elements made to pay tribute to the past with creative, forward -thinking elements and messaging for the future.
• Educate people about the lesser-known stories of Compton’s past, while also responding to the general public’s love for famous members of the community. • Provide a range of element types, including vertical elements, multi-media, and lighting to provide visual strong interest.

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A range of program types encourage to create vibrancy. A regularly spaced rhythm of program elements to unify the streetscapes (left), one-off placemaking interventions and art (right)

This visualization shows how different combinations of programming (notes) can create very different experiences (songs) along the Compton Walk streetscape and is encouraged.

Figure 4-2. Streetscape ‘Score Sheet’ Programming Concept.

4.15 Compton Walk Private Development Interfacing

The following principles and guidelines are intended to be used by developers and the City to better connect adjacent private development to The Walk in a w ay that feels more seamless, purposeful, and intended with the base streetscape conditions as described in section 5.3.

Connection points to adjacent development will provide important beacons along The Walk and gateways to businesses that are activating the streetscape experience. These guidelines are intended to be used as part of a review//approval process for developer/business owner proposals.

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Minor ‘Places’

This guideline will allow for and encourage local businesses to utilize portions of The Compton Walk streetscape to better engage with the overall walk way experience and promote a clearer connection and gateway to those businesses. Outdoor dining operations, unique business paving and patterning, and other business improvements will be allowed to push out into the edges the streetscape, identified as Streetscape Zone C and subject to the standards presented further in Section 5.3.

A series of these smaller enhanced streetscape spaces are envisioned to dot the Compton Walk and act as ‘breadcrumbs’ for encouraging further exploration and discovery throughout the downtown. Minor ‘Places’ will be distinguished from the rest of the streetscape with artistic or special paving elements related to the adjacent business operations. Minor ‘Places’ would be located at key streetscape nodes or building entries to mark adjacent destinations and access points. Several suggested locations have been identified in Figure 2-10 in red with provisions in gray for others to be implemented over time.

Source: The Apollo Apartments

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Major ‘Places’

The Compton Walk will provide important connections to the downtown’s key civic spaces and parks, which will be experienced as Major ‘Places’ as part of a comprehensive walk experience.

Large, iconic programmatic elements, events, art celebrating Compton greats, and vibrant civic spaces will be featured at these locations to help focus the energy of the downtown at its most important centers. Some of the downtown locations identified for Major ‘Places’ include, but are not limited to:

• MLK Memorial Plaza (Civic Center) – see Section 2.4
• Metro Plaza (adjacent to Compton Station) – see Section 2.5 • Corner of Compton Blvd. and Tamarind Ave. – see Section 2.5 • Alameda East Greenway Gateway – see Section 2.9
• Willow Plaza – see Section 2.6

.

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Chapter 5: Mobility, Parking and Street Standards

5.1 Mobility Goals and Strategy
The Compton Station Specific Plan will create an environment that facilitates and prioritizes use of public transit, walking, and biking as means to get into and around the center of Compton.

These modes of transportation are space efficient and enable more people to be brought into the downtown area to engage with businesses, culture, and the urban environment in general. Less land is dedicated to roadway space and parking lots, and instead it is repurposed for productive uses.

This chapter lays out physical modifications to streets, a parking strategy and mobility -focused regulations on private development which implement the following Specific Plan key actions described in Chapter 1:

Goal #2: A safe and well-maintained Downtown where people enjoy public space.

Action 2.6: Design streets that are intended for pedestrian activity and low speeds.

Action 2.7: Address the safety of streets and intersections, including the streets located along the Metro A Line and Alameda rail corridors.

Goal #4: A station area which promotes public health and sustainability, and provides calm and attractive networks for walking and biking.

Action 4.1: Improve first/last mile access to the Metro A Line (Blue) Compton Station with additional infrastructure and programs that support walking, biking, and rolling.

Action 4.2: Create a diversity of streets supportive of different modes of transportation, and develop facilities for those modes of transportation along the appropriate streets.

Action 4.3: Reconfigure Willowbrook Avenue to reduce safety concerns, improve wayfinding and add low-stress bicycle facilities.

Action 4.4: Develop a greenway on Alameda Street East for recreational/exercise and transportation uses.

Action 4.5: Reduce minimum parking requirements to encourage residents to travel less by car.

Action 4.6: Use existing and new parking structures to create a shared parking district where residents, employees and visitors can park once and circulate around Downtown on foot.

5.2 Street Network
Figure 5-1 shows the street network for the Specific Plan area, with particular attention to the corridors which this plan proposes modifying. Each of these corridors is described in detail in the sections that follow: Compton Walk/Compton Boulevard Narrowing (Section 5.3), Willowbrook Avenue Couplet (Section 5.4), Alameda East Greenway (Section 5.5), Acacia Avenue Restriping (Section 5.6), and Commercial Core New Streets Network (Section 5.7).

Each of these corridors is proposed to be modified to create a more walkable, bikeable, and transit-oriented station area; however, these corridor modifications also occur within a framework of key access roadways which are the focus for travel into and through the Specific Plan area. As streets designated by the City of Compton General Plan as Major Highways, Rosecrans Avenue, Alameda Street, and Santa Fe Avenue are in particular critical to accommodating vehicular traffic in the Specific Plan area. 134 | Chapter 5: Mobility, Parking and Street Standards

Figure 5-1. Downtown Street Network and Modified Corridors.

Compton Station Specific Plan - City of Compton | 135

5.3 Compton Boulevard
Compton Boulevard between Acacia Avenue (west) and Santa Fe Avenue (east) will be restored as the centerpiece of Downtown Compton and will feature a new Compton Walk experience , further described in Section 2.7 and Sections 4.14 and 4.15 . As a true downtown destination, Compton Boulevard will be a place for visitors to slow down, park , walk, and explore. Corridor improvements will deprioritize reg ional pass-through vehicular traffic and give an increased priority to localized pedestrian walkability and active transportation.

Sidewalks will be widened on both sides of the streets in exchange for a narrowing of the Compton Boulevard roadbed. Clas s IV protected bike lanes will be provided to encourage cyclists, skateboarders, and other rolling mode users to access Downtown Compton. On-street parking will remain and be interspersed with intermittent loading zones for enhanced curb -side management.

Compton Boulevard’s current vehicular flow is near the recommended capacity for a proposed reduced-width street. Although some redistribu tion of traffic is anticipated, Figure 5- 3 demonstrates that parallel streets have sufficient capacity to accommodate the extra vehicular flow.

The redesign of Compton Boulevard may be triggered by new redevelopment projects along the corridor or by City action. As described in Section 2.7, the Compton Walk’s base streetscape improvements (described further below) should be constructed by developers together with the project. Customizable historic, art and placemaking elements may be proposed and constructed at the time of project construction by the developer or tenant business, or they may be proposed by the City of Compton as part of a larger district-wide design effort.

Figure 5-2. Compton Boulevard Typical Cross-Section - Acacia Avenue to Santa Fe Avenue.

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Figure 5-3. Parallel Corridors to Compton Boulevard.

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Figure 5-4. Compton Boulevard Typical Corridor Segment and Key Features. Key Corridor Features: 1. Reduced roadway paving. Compton Boulevard roadbed will be shortened from its current 83’ width and five (5) vehicular travel lanes to 50’ wide and three (3) travel lanes. This roadway reduction will provide space for other mobility uses. 2. Widened pedestrian sidewalks and The Compton Walk. The existing 8.5’-wide sidewalks along Compton Blvd will be widened to 16.5’-wide and offer substantially more streetscape space for strolling and other planned programming and activities as a foundation for the Compton Walk experience. Reference Figure 5-5 below for more detailed information on streetscape standards for the Compton Walk. 3. Separated Class IV bikeways. Cyclists will be able to ride on a separated Class IV cycle track protected from traffic by parked vehicles and a raised buffer feature. The cycle track could be at roadway level, semi-raised, or at sidewalk level. If the cycle track is not raised to sidewalk level, ramps on the buffer and mid-block crossings of the cycle track should be incorporated to allow handicap access from the sidewalk to parked vehicles.

Class IV separated bikeway (left) and semi-raised bikeway (right). Source (right): NACTO. 3 4
5 6
7 8
Reference Figure 5-5 2 1 û ü
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4. Upgraded bus stops with shelters. Consolidation of stops will be undertaken in coordination with transit providers. Bus stop upgrades shall be provided by adjacent development in keeping with Section 5.15.8. 5. Dedicated right turn lanes. Will be added where needed to maintain acceptable operations and Level-of-Service at intersections. 6. New high-visibility crossings. To be located at major places, mid-block, and at intersecting streets or walkways as determined by the Public Works Department. No gap larger than six hundred feet should be left between unmarked crosswalks. 7. Vehicular loading zones. To be placed intermittently along corridor. A minimum of one loading zone per block should be provided. 8. Access management. Curb cuts facing Compton Boulevard to be minimized or eliminated through negotiation with property owners and through redevelopment. Excessive vehicular curb cuts interrupt other multi-modal transit along the corridor and create dangerous conflict points with turning vehicular traffic. Figure 5-5 illustrates the prescribed Compton Boulevard streetscape zones and associated standards below for how the streetscapes areas are to be used.

Figure 5-5. Compton Boulevard Streetscape Zones.

A B C
3 3
Private Business
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Figure 5-6. Typical ‘Score Sheet’ Streetscape.

Figure 5-7. Compton Walk Landscape Infrastructure Systems. 30’
linear walkway jointing
tree well planter opening 3’
~ 10’ root trench
street tree root trench
tree well sub-division jointing
4’ row 1 row 2 row 3 row 4
row 0 private development hardscape
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Streetscape zone A denotes the Sidewalk Amenity Zone and will be the place to locate the majority of fixed streetscape elements, street trees, and other roadway infrastructure. This zone shall be a minimum of 6 feet 6 inches wide running along the roadway curb and adjacent to the bike lane. Reference Figure 5-5.

Zone A Standards and Required Features:

1. Hardscape Paving (reference Figure 5-6).
a. Typical ‘Score Sheet’ paving
i. Linear Walkway Jointing
ii. Tree Well Sub-Division Jointing
b. Tree well planters. 6’ x 6’ square openings in pavement at each required street tree location.

2. Street Trees (reference Figure 5-7).
a. London Plane tree (Platanus acerifolia ‘Columbia’) Trees shall be planted longitudinally every 30 feet along adjacent property frontage, or starting 30 feet from adjacent property street trees, or as determined per City approval. See supplemental description below regarding the selection of this tree species. b. A subterranean root trench shall be installed laterally along the streetscape which is at least 10 feet wide (it may go under other streetscape zones as well) and provides a minimum of 1,000 cubic feet of planting soil volume for each street tree.

3. Street Furniture
a. Tree grates. To be provided at each tree well and street tree location. Tree grate selection encouraged to align with district -wide placemaking and branding guidelines.
b. Trash cans should be provided at intersections and every 200 feet. c. Benches or other outdoor seating elements should be provided every 200 feet. d. Bike racks should be provided every 200 feet.
e. Pedestrian light poles should be provided every 100 feet. f. Specific street furniture should be selected by the City during a full design process for the Compton Walk. Selection of furniture aligned to the branding objectives of the larger district is encouraged.

4. Utility Infrastructure Elements
a. Including but not limited to: roadway lighting poles, fire hydrants, utility vaults, etc.

5. Placemaking, Art, and District Branding (Optional)
a. TBD – Placemaking, art and branding features are optional and may be proposed by a developer or fronting business. They may also be proposed by the City as part of a district-wide Compton Walk design or arts project. These features will be subject to the guidel ines described in Section 4.14 and procedures noted for Public Art in Section 3.10. Their approval will be considered as part of the project Compton Station Specific Plan - City of Compton | 141
design review permit.

Streetscape Zone B

Streetscape zone B denotes the Sidewalk Pedestrian Zone and will the area for primary walking and passage activity along the streetscape. This zone shall be 6-foot-wide and shall remain clear of all obstructions to pedestrian access and movement. Reference Figure 5-5.

Zone B Standards and Required Features:

1. Hardscape Paving (reference Figure 5-6).
a. Typical ‘Score Sheet’ paving.
b. Shall be a fully unobstructed paved area.

2. Placemaking, Art, and District Branding (Optional)
a. TBD - Placemaking, art and branding features are optional and may be proposed by a developer or fronting business. They may also be proposed by the City as part of a full focused Compton Walk design or arts project. These features will be subject to the guidelines described in Section 4.14 and procedures noted for Public Art in Section 3.10. Their approval will be considered as part of the project design review permit.
b. In-grade or surface treatment elements only; no vertical elements this zone.

Streetscape Zone C

Streetscape zone C denotes the Business Spill -out and Transition Zone which may contain temporary elements and non- obstructive permanent elements which serve the neighboring developments. This streetscape zone is intended to allow customization of the streetscapes to help feature local businesses and pro vide clear access and gateway. Guidelines for such customization and placemaking are provided in Section 4.14 and 4.15. Permanent furniture and any type of fencing is not allowed in this zone, although it may be located on private property immediately adjacent. This zone shall be 4-foot-wide running along the adjacent private property right-of-way line. R
eference Figure 5-5.

Zone C Standards and Required Features:

1. Hardscape Paving (reference Figure 5-6).
a. Typical ‘Score Sheet’ paving.
b. Private development carry-over and transition paving TBD. Per City review and approval.

2. Street Furniture
a. Moveable furniture, including loose tables and chairs from adjacent restaurants and outdoor dining areas; no fixed furniture elements.
b. Moveable business advertising and menu signage subject to Figure 3- 27 and 142 | Chapter 5: Mobility, Parking and Street Standards Section 4.7.4.A.
c. Moveable planters subject to Figure 3 -24 and City approval of private business standards.
d. Public art per City review and approval.

3. Placemaking, Art, and District Branding (Optional)
a. TBD - Placemaking, art and branding features are optional and may be proposed by a developer or fronting business. They may also be proposed by the City as part of a full focused Compton Walk design or arts project. These features will be subject to the guidelines described in Section 4.14 and procedures noted for Public Art in Section 3.10. Their approval will be considered as part of the project design review permit.
b. Interface to Major and Minor ‘Places’, per design review approval.

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5.4 Willowbrook Avenue
Willowbrook Avenue is a key street connecting the Specific Plan area to the Metro station. The street is separated by the Metro A Line (Blue) tracks and freight rail tracks into two separate roadways, Willowbrook Avenue West and East. Each roadway is currently configured a two -way street with parking on one side and no bicycle facilities. Willowbrook Avenue West is particularly narrow and does not meet current standard guidance for travel or parking lane width.

The two- way configuration of each side of Willowbrook Avenue is the cause of significant confusion when drivers and pedestrians encounter it, particularly at its intersection with Compton Boulevard. Some common safety issues are illustrated in Figure 5 -8 below.

Additionally, turns are prohibited in multiple directions, forcing drivers to go around large blocks to reach their destinations.

The planning team developed three conceptual alternatives to solve these issues and sought feedback on them through the virtual workshop, social media, and stakeholder meetings.

Alternative A, the Traditional Couplet, converted the street into a one-way pair with southbound traffic on Willowbrook West and northbound traffic on Willowbrook East, and bike lanes on each side. Because traffic flowed in each direction to the right of the tracks, this alternative was the most intuitive. However, it would require the removal and reorientation of the existing MLK, Jr. bus station, the reconstruction of the railroad gate system on all legs of the Compton/Willowbrook intersection, and lengthening of Sheriff’s Department paths to Compton Boulevard.

Alternative B, Reverse Couplet, also created a one -way pair, but with northbound traffic on Willowbrook W and southbound traffic on Wi llowbrook E. While less intuitive than A, this alternative eliminated points of conflict between pedestrians and vehicles at intersections, improving safety. Like Alternative A, it provided space for bike lanes on both sides, and it required less infrastru cture investment, as the existing bus station and Metro gate system could be preserved. There may also be new back access for Sheriff’s Department vehicles off of S. Acacia.

Alternative C, the Existing Pattern, retained the existing configuration and its advantages and disadvantages. Bike lanes could be added to Willowbrook East, but not to Willowbrook West.

After dialogue with the community and Metro, the City Council in October 2020 agreed with the planning team’s recommendation to choose Alternative B as the preferred alternative. All three alternatives are included on the following page, however, as a resource for more detailed design.

A fuller description of the preferred alternative is provided after.

Figure 5-8. Common Safety Issues at Willowbrook Avenue intersections.

144 | Chapter 5: Mobility, Parking and Street Standards

Alternative A-Traditional Couplet Alternative B-Reverse Couplet Alternative C-Existing Pattern Figure 5-9. Willowbrook Avenue Design Alternatives.

Compton Station Specific Plan - City of Compton | 145

Figure 5-10. Willowbrook Avenue Preferred Alternative (B-Reverse Couplet) Plan and Key Features. 1 2

3 4
5 6
7 7
2 8
9 10
146 | Chapter 5: Mobility, Parking and Street Standards Figures 5-11 through 5-14 below illustrate the typical existing street conditions on Willowbrook Avenue. These cross-sections may vary slightly in different areas based on existing right of way widths and curb to curb widths.

Figure 5-11. North Willowbrook Avenue East (Palmer to Compton) Typical Cross-Section.

Figure 5-12. North Willowbrook Avenue East (Rosecrans to Palmer) Typical Cross-Section.

Compton Station Specific Plan - City of Compton | 147

Figure 5-13. South Willowbrook Avenue East (Compton to Myrrh) Typical Cross-Section.

Figure 5-14. Willowbrook Avenue West Typical Cross-Section.

148 | Chapter 5: Mobility, Parking and Street Standards Key Features:

1. Maintain southbound traffic on Willowbrook Avenue East in order to preserve the direction of travel of existing MLK bus station.

2. Replacement of Compton Letters Plaza with a new Metro Plaza on southeast corner of Willowbrook Avenue and Palmer Street. Continuous Willowbrook Avenue will provide dire ct connection from Rosecrans Avenue to Commercial Core.

3. Raised pedestrian crossings connecting the Metro station to the Metro Plaza.

4. Two-way separated bikeway along the west side of Willowbrook Avenue East providing direct access to the station and to Compton Boulevard. The n orthbound bikeway could also be accommodated on east side of the street as contraflow bikeway.

Two-way separated bikeway (left) and contraflow bikeway (right, far side). Contraflow bikeway image sourced from the National Association of City Transportation Officials.

5. Increased shade along pedestrian pathway that connects directly to the station.

6. Concurrent left turns from Compton Boulevard onto Willowbrook Avenue.

7. Squared-off corners and bulb-outs to shorten crossing distances, provide double ramps for wheelchair/stroller users, and visually inform drivers that they cannot turn against traffic.

8. Add trees in parking stalls at a regular rhythm to provide shade for pedestrians.

9. Extend bikeways up and down both sides of Willowbrook Avenue. To the extent possible, bidirectional bikeways are preferred in order to serve travel needs of users located along long blocks who do not have easy access to the opposite side of the street. Install regular or, where needed, collapsible bollards to ensure adequate fire truck access while providing safety to riders along the street.

Compton Station Specific Plan - City of Compton | 149

10. Eliminate excess space from Palmer Street to create a shorter crossing and more plaza/buildable area on the south side of the street.

The couplet concept is envisioned between Rosecrans Avenue and Myrrh Street. At either end, the street will transition back to its existing configuration as shown in Figure 5-15.

Figure 5-15. Willowbrook Avenue Couplet Extents and End Transitions.

Figure X
Bicycle Facilities
N

NOT TO SCALE
Class I
Legend
V/C = Daily Volume (both directions) to
Daily Capacity Ratio
X
Class II
Existing Future
Compton Blue Line Station TOD
City of Compton
Transportation Impact Analysis
1 3
Low volume
< 0.30 V/C ratio
4 1
16 1
19 1514
17 12
18 LOS F (V/C over 1.00)
Low volume
< 0.30 V/C ratio
Low volume
< 0.30 V/C ratio
Low volume
< 0.30 V/C ratio
Class IV (potential)
Harding St
68th St
Paramount Blvd
W Compton Blvd
Atlantic
Ave

WILDOMAR

TEMECULA

MENIFEE

MURRIETA
710
Elm St
E Palmer St
N Willowbrook A
ve
S
Acacia
Ave
N Alameda St W
N Santa Fe Ave
W Rosecrans Ave
N Oleander
Ave
E Myrrh St
Metro
A Line
E Compton Blvd
Proposed Lane Configurations
N Alameda St E
Tamarind
Ave
One-way
flow
One-way
flow
Willowbrook Ave (West and East) &
Rosecrans Ave
Willowbrook Ave (West and East) &
Myrrh St
ADT: 17,970
Cap: 25,000
LOS: A
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5.5 Alameda East
Alameda Street East between Rosecrans Avenue and Compton Boulevard is currently a lightly - traveled street with traffic volumes less than 30% of capacity. As illustrated in Figure 5-16, the roadway is wide, with 16’ travel lanes. Only a few properties draw their access from the street, and these properties mostly have frontages on side streets as well.

The community vision for Alameda East, represented in Figure 5-17, is to close the roadway and convert it to a greenway serving as a recreational and health amenity for the central Compton population. This greenway is envisioned to incorporate a softscape, decomposed granite path, for jogging, as well as a hardscape path for bicycling an d other rolling modes. Stormwater treatment and/or infiltration elements could be added, and planting would help provide a buffer to the at-grade and below-grade rail lines just to the west. On its eastern side, up to 10’ of the right-of-way could be grant ed as an easement for greenery, porches, and other frontage treatments for adjoining residential development. This would help development be able to fit in these narrow publicly-owned sites, and help provide eyes on the greenway to ensure safety.

Should a ccess considerations preclude the street from being closed entirely the project may move forward with the reduced greenway alternative, as shown in Figure 5 -18. The reduced greenway alternative is the preferred design concept with the portion of the street between Compton Boulevard and Myrrh Avenue.

Figure 5-19 and the text on the following page describe the physical and temporal plan for implementation of the greenway per the preferred plan.

Figure 5-16. Alameda Street East – Existing Cross-Section.

Compton Station Specific Plan - City of Compton | 151

Figure 5-17. Alameda East Greenway Typical Cross-Section (Preferred Alternative).

Figure 5-18. Alameda East Greenway Typical Cross-Section (Reduced Greenway Alternative).

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Figure 5-19. Alameda East Greenway Plan and Key Features. 1 2
3 4
5 6
Compton Station Specific Plan - City of Compton | 153

1. Initiate greenway with street closure adjacent to Wilson Park.

Trail and Greenbelt.

2. Work with adjacent business owners to determine appropriate treatment at greenway exit to Compton Boulevard. Consider dining areas and one-way (entry only) travel lane.

3. Expand into adjacent blocks as development permits vehicular access points to be moved to east-west streets.

4. Establish safe street crossings.

5. Open alternate access to Rosecrans Avenue by extending the frontage roads across the Alameda Corridor.

New vehicular circulation patterns enabled by extension of Rosecrans Avenue frontage roads. Bold arrows indicate key movements currently accommodated through Alameda East.

6. Build tree wells and plant trees in parking lane, or consider alternate methods to continue greenway to new garden or recreational space at City Yard.

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5.6 Acacia Avenue
Acacia Avenue is a local/collector street which connects Compton High School and the Civic Center with residential neighborhoods. The street is one lane in each direction except in the block between Compton Boulevard and Myrrh Street, where it is two lanes in each direction. Although access to the Civic Center parking garage is from this segment of the street, traffic volume is still well under capacity. Under the Specific Plan, the street will be restriped, reducing vehicular lanes to one in each direction with a center turn lane in order to add safer pedestrian crossings and a Class II bicycle lane in each direction.

Figure 5-20. Acacia Avenue Typical Cross-Section, Compton Boulevard to Myrrh Avenue.

Compton Station Specific Plan - City of Compton | 155

5.7 Commercial Core New Streets Network
The Commercial Core area currently consists of two superblocks, each containing a 16 -17 acre shopping center. As development proceeds in this area, a new network of streets and pedestrian ways will be built to create a walkable pattern in this area. New development shall be conditioned to establish mobility connections and open spaces within the footprint of the proposed development that meet the criteria listed below. If the footprint of the proposed development is less than the full extent of one of the two shopping centers, the applicant shall present a phasing plan demonstrating how the initial phase of the project fits within a larger plan to fulfill these regulations.

Regulations:

1. Tamarind Avenue shall be extended south from its current terminus at Palmer Street to Almond Street.

2. A new east- west street (here denominated Almond Street) shall be established from Willowbrook Avenue to Alameda Street at least 300 feet south of Compton Boulevard.

3. No other public access roadway or curb cut shall be accessed from Compton Boulevard.

4. Within areas B, C, and D as shown on Figure 5-21, a mid-block passthrough shall be provided at least once every 250 feet from Compton Boulevard to the first p ublic access walkway or roadway parallel to the street.

5. No distance between consecutive mid-block passthroughs, shared alleys, or streets shall be longer than 400 feet in areas B, C, or D.

6. A continuous pedestrian connection shall be established between the diagonal and Alameda Street.

7. A public plaza shall be stablished at the southeast corner of Palmer Street and Willowbrook Avenue, and another public plaza shall be established at the northwest corner of Compton Boulevard and Tamarind Avenue. These public plazas shall be connected with a pedestrian mall.

8. A Central Park shall be established within areas C, D, or E. The Central Park shall be connected to Compton Boulevard with an appropriate walkway.

9. At least one public or private parking facility shall be provided within each area. Each parking facility shall be located in areas which maximize trips on Alameda Street, Palmer Street, and Almond Street, and minimize trips on Compton Boulevard and Willowbrook Avenue.

10. All public parking facilities shall be accessed from an existing or new street.

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Figure 5-21. Illustration of Commercial Core Street and Open Space Network Standards.

Compton Station Specific Plan - City of Compton | 157

5.8 New Streets.

New streets shall be created within the Commercial Core area. New streets may be dedicated to the City of Compton or maintained as private streets at the discretion of the Community Development Department Director. In the event that streets remain under private ownership, they must be left open to the public at all times. All new streets within the Commercial Core area should comply with the cross -sectional dimensions listed in Figures 5 -22 or 5-23. The use of permeable pavers is encouraged in parking areas.

Figure 5-22. Commercial Core New Streets without Center Turn Lane Typical Cross-Section.

Figure 5-23. Commercial Core New Street with Center Turn Lane Typical Cross-Section.

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5.9 Pedestrian Mall.

Pedestrian malls are pedestrian walkways designed for high levels of activity. In the vast majority of cases, retail uses will flank the pedestrian mall on both sides. The envisioned diagonal pedestrian mall through the Commercial Core shall be designed as part of the Compton Walk and implement the Compton Walk's design principles, adapting them appropriately for the pedestrian mall condition. The pedestrian malls shall feature outdoor lighting or uplighting to create a festive atmosphere.

Figure 5-24. Pedestrian Mall Typical Cross-Section. Source (right): TimeOut Los Angeles

5.10 Mid-Block Passthrough.

Mid-block passthroughs are pedestrian walkways which connect streets to alleys or other streets through the middle of a block. They often provide important connections from parking structures to primary streets such as Compton Boulevard. The mid-block passthroughs will be well lit for safety.

Figure 5-25. Mid-Block Passthrough Typical Cross-Section. Source (right): One Colorado Pasadena Social Media.

Compton Station Specific Plan - City of Compton | 159

5.11 Shared Alley.

Shared alleys are narrow, low -speed mobility corridors which provide access for deliveries, residential vehicles accessing parking structures, and pedestrians. Because typically pedestrians and vehicles share the same space, all elements of alley design should emphasize its low -speed nature. Among these elements shall be the usage of permeable pavers for the roadbed.

Figure 5-26. Shared Alley Typical Cross-Section.

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5.12 Bicycle Network
The Compton Station Specific Plan bike network is comprised of both on-street and off-street facilities used to meet the demands of bicycle travel. A comprehensive network can improve bicycle safety and convenience, especially when coupled with education and enforcement programs. The following describes the standard hierarchy of bikeway designations within the Specific Plan area:

• Class I. Typically called a “bike path,” a Class I bikeway provides bicycle travel on a paved right-of-way completely separated from any street or highway. • Class II. Often referred to as a “bike lane,” a Class II bikeway provides a striped and stenciled lane for one-way travel on a street or highway. • Class III. Generally referred to as a “bike route,” a Class III bikeway provides for shared use with pedestrian or motor vehicle traffic and is identified only by signs and/or pavement markings (i.e., sharrows).
• Class IV. Known as “cycle tracks” or “separated bikeways,” these facilities provide a right-of-way designated exclusively for bicycle travel adjacent to a roadway that is protected from vehicular traffic through a physical barrier, such as landscaping or bollards.

Class I (left) and Class II (right) bicycle facilities.

Class III (left) and Class IV (right) bicycle facilities.

Compton Station Specific Plan - City of Compton | 161
Current bicycle facilities within the Specific Plan area include Class II bike lanes on Compton Boulevard east of Alameda Street in both directions as well as on Santa Fe Avenue. On Santa Fe Avenue, there are clearly marked Class II bike lanes in both directions south of Laurel Street, while north of Laurel Street there is a clearly marked Class II bike lane in the southbound direction and an implied bike lane inside of a wide curbside parking lane in the northbound direction. Clearly marked Class II bike lanes resume in both directions on Santa Fe Avenue north of Rosecrans Avenue. In addition, a shared use Class I path for bicycles and pedestrians follows along Compton Creek to the southwest (just outside the Specific Plan area).

The Specific Plan would the enhance the existing network and develop new, feasible facilities to provide a bikeway system that serves to link people with schools, parks, employment and shopping areas, and transit. The key features of the bicycle network plan include the following:

• Adding a Class IV separated bikeway along Compton Boulevard through the area, where the bike lane would run adjacent to the curb, protected from vehicle traffic by on-street parking and a raised buffer. The bikeway configuration would be achieved by reducing the number of vehicle travel lanes to one lane in each direction. Vehicle capacity is available on parallel routes such as Alondra Boulevard, Myrrh Street, Palmer Street, and Rosecrans Avenue, to accommodate potential diversion of vehicle traffic. • Adding Class IV separated bikeways along Willowbrook Avenue East and West between Rosecrans Avenue and Myrrh Street, as part of the reverse couplet configuration where Willowbrook West would run northbound and Willowbrook East would run southbound.

The one-way bikeway on Willowbrook West would be separated from vehicle travel by a buffer consisting of collapsible bollards. Along Willowbrook East, a two-way bikeway could be established, at a minimum in the portion between the Metro station and Compton Boulevard.
• Adding a Class II bike lane along Acacia Avenue between Compton Boulevard and Myrrh Street. This would be achieved by reducing the number of vehicle travel lanes to one lane in each direction.
• Adding a Class I bike path along Alameda Street East between Rosecrans Avenue and Compton Boulevard. The bike path and pedestrian walkway would replace the two-lane roadway and vehicle parking within this segment.
• Finally, adding Class III bike routes, generally consistent with the Compton Bike Master Plan, are planned for Palmer Street, Acacia Avenue north of Compton Boulevard, School Street, the Tamarind Avenue extension, Rosecrans Avenue north of Willowbrook Avenue, and Alameda Street East between Compton Boulevard and Myrrh Street.

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Figure 5-27. Bicycle Network.

Compton Station Specific Plan - City of Compton | 163

5.13 Vehicular Access and Gateways
Figure 5- 28 shows the primary vehicular access roadways into Downtown Compton and the recommended location for gateways, remote wayfinding signage, and public -serving parking structures.

Figure 5-28. Downtown Access and Gateways.

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5.14 Parking Context and Parking District Strategy
The Compton Station Specific Plan shall establish a parking district within the Downtown Area to encourage the efficient use of both existing and future parking facilities, and encourage a “park once” environment where visitors, employees, and residents are able to park their cars, then walk to multiple destinations. Parking would be provided through a combination of structured facilities and surface level parking lots.

The existing parking structures in the area include the Compton City Hall/Civic Center Parking Structure (1,034-space capacity) and the Dollarhide Recreation Center Structure (466 -space capacity). The Civic Center structure is located at the northeast corner of t he Acacia Avenue/Myrrh Street intersection, and currently serves the employees and visitors to City Hall and the Courthouse. The Dollarhide structure is located adjacent to the Metro A Line Compton Station and currently serves visitors to the Douglas F. Dollarhide Community Center and Metro A Line patrons. Both of these existing facilities shall be utilized to facilitate parking demand as a result of the Specific Plan buildout.

The Civic Center structure is primarily utilized on weekdays only, during dayt ime hours. Thus, opportunities exist for shared parking usage in the evenings and on weekends. New parking demand from residential and hotel uses planned in the Civic Center area may utilize the available parking, generally on the upper floors of the structure, depending on future negotiation with the Judicial Council which controls the garage.

The Dollarhide structure is currently only approximately 20% occupied during peak weekday hours. As a result, this facility can be utilized for visitor parking for the adjacent Renaissance area development. The courthouse parking structure is operated by Los Angeles County, thus leasing agreements would be required in order to allocate spaces for particular uses.

New public parking structures would be provided in multiple locations within the Downtown area.

The new structures would be located to allow for visitors to park once and be able to access multiple destinations by walking. In addition, the new structures would be set back from Compton Boulevard such that no new driveways/curb cuts along Compton Boulevard would be needed and the facilities would not be visible from the street level. Rather, vehicle access would be generally provided off of north- south streets such as Alameda Street West and new Tamarind Avenue extension. The public parking structures may also provide shared residential and employee parking for adjacent new residential and office sites, generally on the upper levels of the structures.

In addition to the public structures, new public surface or structure parking lots will be provided within the Town Center area to accommodate demand. The City can also explore acquiring existing parking lots or vacant lots for public surface parking lots to serve other areas of the downtown as needed.

Compton Station Specific Plan - City of Compton | 165

Figure 5-29. Downtown Parking Locations.

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5.15 Parking and Transportation Demand Management (TDM) Regulations

1. Parking District
A. Purpose. A parking district shall be created within Downtown Compton to encourage the efficient use of existing and new parking resources, and encourage a “park once” atmosphere where visitors and employees in the area park their cars, then walk to multiple destinations.

B. As many spaces as are designated for use of retail, food service or other similar public - serving establishments shall not be restricted from serving patrons of commercial businesses in the area proximate to the subject development. Time lim its and parking fees may be applied.

2. Parking Unbundling
A. The cost of parking spaces in the Downtown area shall be unbundled from the cost to rent residential or commercial space in the building. For example, residents must be given the option to rent no spaces, one space, or if there is sufficient supply, two parking spaces at differing prices.

3. Special Vehicle Parking Requirements
All developments shall provide:

A. Vehicle charging station for a minimum of one percent of the total number of vehicle parking spaces provided;
B. Designated stalls for scooters, mopeds, and motorcycles at a ratio of one space for every 25 units and/or 25,000 square feet. These spaces shall have a minimum dimension of 5’ x 8’, and they shall count toward satisfying the minimum parking requirement.

C. Directional signage at all parking area entrances indicating the location of vehicle charging stations, shared vehicle parking spaces, and the stalls for scooters, mopeds, and motorcycles

4. Parking Lifts and Tandem Parking
A. Use of any type of parking lifts that allow for motorists to retrieve a vehicle without having to have another person move their vehicle first is permitted.

B. Tandem parking is only permitted between residential spaces belonging to the same unit.

Both tandem spaces shall be 22 feet long.

5. Off-Site Parking
A. The number of parking spaces required is given in Figures 3-5, 3-8, 3-11, 3-14 and 3-17.

B. Parking required to serve a nonresidential use may be on the same or a different site under the same or different ownership as the use served, provided the parking shall be within 300 feet of the use served, on the same block or crossing only an alley or local street. Said distance shall be measured along public walkways from the nearest lot line of the lot on which the uses are located to the nearest lot line of the lot on which the required parking is located.

C. Required nonresidential parking may be locat ed off-site from the use which it serves, subject to the approval of the Community Development Department Director of a lease agreement and recorded covenant and recorded covenant providing that the off- site parking shall be available when the use commences and continuing so long as the use is in effect.

D. A Building Permit for the use shall not be issued until the covenant has been recorded with the County Recorder and a copy filed with the Community Development Department. The covenant cannot be terminated, amended, or removed without the written approval of the Community Development Department.

Compton Station Specific Plan - City of Compton | 167

6. Parking Structure Design
A. Ground floor parking structure façades facing public streets shall be limited to entrance and exit locations and comply with the standards of the Parking Frontage (Figure 3-23).

B. Standalone Structures. Standalone parking structures shall meet the following standards which are intended to facilitate potential adaptive reuse of the structure for other purposes if the parking need decreases in the future.

I. Ground floor height shall be a minimum of 15 feet measured from floor to ceiling.

II. Upper floor heights shall be a minimum of 10 feet measured from floor to the lowest structural member of the ceiling.

III. Light wells shall be provided between parking bays and shall have a minimum width of 25 feet.

IV. All floors of the parking structure shall be designed as flat, level surfaces.

V. The structural calculations for the floors within the parking structure shall be designed to take into account the need for additional load-carrying capacity for future habitable uses.

VI. Levels of parking above the ground floor shall be architecturally enhanced to minimize the visual impact of above ground parking structures from street views along collector and arterial streets.

C. Alternative Compliance. Alternative compliance to (B) may be achieved through the construction of a below grade parking structure or a lower -floor podium of a multistory building.

7. Bicycle Parking
A. Bicycle parking rates shall comply with Figure 5-30.

Minimum Bicycle Parking Requirements
Use Number of Spaces
Multi-Family1 0.5 space per unit
Restaurants, Bars and Clubs 1 per every 300 sf
Retail sales and services uses; offices 1; and entertainment uses, excluding theaters
1 per every 1,000 sf;
3 min.

Theaters 1 space per 250 sf
End Note:
1 Multi-family developments and office developments are required to have both short-term guest parking racks and long- term resident/employer parking enclosures.

Figure 5-30. Minimum Bicycle Parking Requirements.

B. Bicycle Parking Design. Bicycle parking spaces shall comply with the standards in this Subsection.

I. Bicycle parking shall consist of either a rack or lockable enclosure with individually secured spaces;
II. Lockers and racks shall be securely anchored to a structure or the pavement; III. Racks shall be designed and installed to support the bicycle upright by its frame in 2 places in a manner that will not cause damage to the wheels and to allow the frame and one or both wheels to be secure;
168 | Chapter 5: Mobility, Parking and Street Standards IV. When located within a parking area, curbs, fences, landscaped areas, or similar barriers shall be installed and maintained for the mutual protection of bicycles, vehicles, and pedestrians, unless the Community Development Department Director or designee determines it to be unnecessary; and V. Customer and guest bicycle parking shall be placed in a convenient, highly-visible, active, and well-lit location not more than 100 feet walking distance on the ground floor from the main entrance but may not interfere with pedestrian movements.

VI. Resident and employee bicycle parking shall be placed in a sheltered and secured area with individually secured spaces.

8. Transportation Demand Management.

This section overrides the code text in CMC 12-7-2:

A. Any development of over 50,000 total square feet shall provide, in the lobby or other location visible to the greatest number of project employees or residents up to date and printed information about public transportation, carsharing and bicycling options in the area, such as m aps, advertisements for useful digital applications, etc. Printed information regarding on -site facilities such as bicycle parking and showers, if applicable, shall also be provided. In addition, such developments must upgrade bus stops adjacent to the property or within 100 feet of any property line to be compliant with Metro’s Transfers Design Guide or other standards of the stop’s transit operator.

Bus stops shall at a minimum include a shade structure and bench. The Director of Public Works shall have the ability to waive this requirement if it is infeasible.

B. Any development of over 100,000 total square feet shall comply with the requirements of (A) and (B) and maintain carshare vehicles on -site. At least one carshare vehicle must be made available for e ach 100 residential units or 100 anticipated project employees. Shared company vehicles may substitute for carshare vehicles in proportion to the number of employees that they are available to.

9. Shared Parking and Parking Reductions. When the Director of Co mmunity Development determines that the peak parking demand for a project may be met by a number of parking spaces less than required by CMC 30 -21, he or she may grant a reduction of the total number of parking spaces by up to 50 percent, provided that one or both of the following conditions are met:

A. Two (2) or more uses share a parking facility and satisfy the requirements below:

I. The applicant shall provide a parking study from a professional engineer (PE) or traffic engineer (TE) based on a survey of at least three similar projects.

II. Each applicant that desires to participate in a shared parking program shall show evidence that there is no substantial conflict or overlap in the principal operating hours of the buildings or uses for which the shared parking facilities are proposed.

III. Parking facilities may be located on a different lot from the lot on which the use to be served is located provided the parking is on the same block or crossing only an alley or local street and the lot used for the required parking is not greater than three hundred (300) feet. Said distance shall be measured along public walkways from the nearest lot line of the lot on which the uses are located to the nearest lot line of the lot on which the required parking is located. Property owners involved in the joint use of off -street parking facilities shall submit an agreement and covenant for such joint use by a proper legal covenant approved by the Director as to form and content. Such covenant sha ll be submitted with the entitlement application. Such instrument, when approved as conforming to the provisions of this Section, shall be recorded in the office of the County Recorder within thirty (30) days of City approval, and copies of said recorded d ocuments filed with the Compton Station Specific Plan - City of Compton | 169
Community Development Department.

B. Applicants may provide Additional Transportation Demand and Trip Reduction Measures in excess of those required in (8) above, contingent upon the following requirements:

I. The applicant shall produce a parking study from a professional engineer (PE) or traffic engineer (TE) demonstrating that the Additional Transportation Demand and Trip Reduction Measures will be effective in reducing on -site parking demand.

II. Examples of additional Transportation Deman d and Trip Reduction Measures include but are not limited to providing free transit passes and free carshare memberships to project employees or residents; establishing a “Guaranteed Ride Home” program and promoting work from home.
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Compton Station Specific Plan - City of Compton | 171
Chapter 6: Infrastructure

6.1 Introduction
The purpose of this report is to provide an overview of existing and planned infrastructure facilities, and to outline recommended infrastructure upgrades for the City of Compton TOD Specific Plan. The recommended upgrades are based on the analysis of the existing utilities /infrastructure within the Transit Oriented Development (TOD) project area which are based upon the information gathered from the City of Compton’s Public Works Department and private utility purveyors, and the development capacity shown in Figure 6-1.

The study area encompasses public/non -government institutions, residential and commercial properties, industrial, commercial/limited/heavy manufacturing, and mixed use. The available utility infrastructure has little constraints regarding future redevelopment.

The highest density demand allowed by the city is 175 du/acre , although most development is not anticipated to reach that density.

Study Area: A
This area encompasses the north corridor from North of Rosecrans Avenue and between N.

Matthisen Avenue eastbound to N. Willow Avenue.

Study Area: B
This sector runs along E. Rosecrans Avenue, from N. Matthisen Avenue to N. Santa Fe Avenue.

Study Area: C
The sector is bordered by N. Matthisen Avenue to N. Willowbrook Avenue to the west and east and W. Spruce Street, and W. Palmer Street to the north and south, respectively.

Study Area: D
This sector is bounded by W. School Street to the north and S. Willowbrook Avenue to the east.

Starting southbound on N. Matthisen avenue to eastbound on W. Compton Boulevard to southbound on S. Barron Avenue to eastbound on W. Laurel Street to southbound on N. Acacia Ave to eastbound on W. Indigo Street.

Study Area: E
This sector is bounded by N. Willowbrook Ave to the west and N. Spring Ave to the east, E. Spruce to the north and W. Indigo St. to the south.

Study Area: F
This sector is bounded by N. Willow Ave to the west and N. Santa Fe Ave to the east, south of Rosecrans Ave., and north of E. Myrrh St.

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Figure 6-1. Development Capacity Map.

Compton Station Specific Plan - City of Compton | 173
Development Capacity
Location
Existing
Residential
(units)
New
Residential
(units)
Total
Residential
(units)
Existing Non-
Residential
(sf)
New Non-
Residential
(sf)
Total Non-
Residential
(sf)
Area A 379 15 394 40,953 0 40,953
Area B 179 125 304 197,042 0 197,042
Area C 873 45 918 69,457 0 69,457
Area D 894 252 1146 199,112 100,000 299,112
Area E 877 1,631 2,508 644,649 48,000 692,649 Area F 364 110 474 225,057 0 225,057 Total: 3,566 2,178 5,744 1,376,270 148,000 1,524,270 Figure 6-2. Development Capacity by Infrastructure Analysis Area.

6.2 Water

6.2.1 Existing Conditions
The City of Compton services approximately 80% of the City’s residents through more than 15,000 individual water connections. The City of Compton’s Water Utility Division oversees the largest network of water infrastructure, approximately one hundred and fifty -six (156) miles of pipe in length. The drinking water is a blend of groundwater from the Central Basin groundwater basin and surface water imported by the Metropolitan Water District (MWD). The water imported by the MWD is a blend from Northern California’s State Water Project water and from the Colorado River Aqueduct. Also, the City has adjudicated rights to pump 70% of the City’s water demand. The majority of the City’s water utility network is comprised of pipes made of Asbestos- cement (Transite) pipes, Ductile Iron (DI) pipes and Cast Iron (CI) pipes and range from 4” -16” in diameter.

Study Area A: The water main s range from 4”-12” in diameter and comprised of TR, CI, and DI lines.

Study Area B: The water main s range from 4”-16” in diameter and comprised of TR, CI, and DI lines.

Study Area C: The water mains range from 4”-10” in diameter and are TR, CI, and DI lines.

Study Area D: This sector of the study area is the southwest quadrant, south of W. Palmer Street and west of S. Willowbrook Ave. The water mains range from 4”-12” in diameter and are TR. CI, and DI lines.

Study Area E: The water mains range from 4”-12” in diameter and are TR. CI, and DI lines.

Study Area F: The water mains range from 4”-12” in diameter and are TR. CI, and DI lines.

6.2.2 Recommendations

Currently the City’s water system can accommodate existing demands and they do not anticipate any issues with meeting future water demands.
174 | Chapter 6: Infrastructure

Figure 6-3. Water System.

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6.3 Sewer

6.3.1 Existing Conditions
The City’s Public Works department owns and maintains the existing sewer system, which is a comprehensive network. Majority of the existing sewer mains are 8” lines but also does range from 6”-12” in diameter. The sewer pipe material for m ost of the network within the study area is unconfirmed.

Study Area A: The sewer main s range from 6” -10” in diameter and are reinforced concrete pipelines.

Study Area B: The sewer main s range from 8”- 10” in diameter and are reinforced concrete pipelines.

Study Area C: The sewer main s range from 8” -12” in diameter and the material is mostly unconfirmed and reinforced concrete pipelines.

Study Area D: The sewer main s range from 8”- 15” in diameter and the material is mostly unconfirmed and reinforced concrete pipelines.

Study Area E: The sewer main s range from 8” -15” in diameter and the material is mostly unconfirmed and reinforced concrete pipelines.

Study Area F: The sewer mains range from 8” -15” in diameter and the material is mostly unconfirmed and reinforced concrete pipelines.

6.3.2 Recommendations
Based on the analysis on the capacity and capability to meet future demand of the City of Compton study area, an assessment of the existing sewer line was re-evaluated for the increase demand and the outcome of the analysis are as follows:

Study Area A – There is no future development on this area.

Study Area B – The existing sewer mains are capable to carry additional capacity of the future development in this area.

Study Area C – The existing sewer mains are capable to carry additional capacity of the future development in this area.

Study Area D – Future residential development will occur at the residential zoning area within the study area. Additional new development also includes hotel and office building which will be constructed at the commercial zone along the Compton Boulevard. The additional sewer flow for these developments will tap into the existing sewer lines at the residential and commercial areas which are mostly 8-inch RCP and onto the 15 -inch RCP main sewer line at S. Oleander Avenue which is where all sewage generated by the new developments will discharge to. Therefore, the existing sewer mains are capable to carry additional capacity of the future developments.

Study Area E – Future residential development will occur at the residential zoning area within the 176 | Chapter 6: Infrastructure
study area. Envisioned new development also includes an office building which will be constructed along the Compton Boulevard. The additional sewer flow for these developments will tap into the existing sewer lines at the residential and commercial areas which are mostly 8-inch RCP and onto the 10-inch RCP sewer line at N. Tamarind Avenue and at the 15- inch RCP main sewer at S. Willowbrook Avenue which is where all sewage generated by the new developments will discharge to. Additional sewer flow for future commercial developments at the Renaissance Plaza and Towne Center will tap into the existing 15-inch sewer line at Douglas Dollarhide Drive which is where all sewage generated by these new developments will discharge to. Therefore, the existing sewer mains are capable to carry additional capacity of the future development.

Study Area F – The existing sewer mains are capable to carry additional capacity of the future development in this area.

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Figure 6-4. Sewer System.

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6.4 Storm Drain

6.4.1 Existing Conditions
The Los Angeles County Storm Drain System (LACFCD) is responsible for the management of the existing storm drain system, which is a comprehensive network. The existing trunkline Glen Avenue drainage system located at Mona Blvd and Willowbrook Avenue, BI 0006 - Unit 2 Line E, BI 0006 - Unit 1 Line A and BI 0421 Line E located at Santa Fe Avenue are the main storm drain system. The City’s Public works department is also responsible for the maintenance of small lateral pipes and other storm drains within the city.

Study Area A: The stormwater mains range from 39”, 60” and 108” in diameter and are reinforced concrete pipelines.

Study Area B: The stormwater mains range from 24”, 27”, 39”, 48”, 60”, 66” and 108” in diameter and are reinforced concrete pipelines.

Study Area C: The stormwater mains range from 24”, 27”, 30” and 36” in diameter and are reinforced concrete pipelines.

Study Area D: The stormwater mains range from 30”, 42” and 48” in diameter and are reinforced concrete pipelines.

Study Area E: Th e stormwater mains range from 24”, 33”, 39”, 42”, 54”, 108” and 138” in diameter and are reinforced concrete pipelines.

Study Area F: The stormwater mains range from 42”, 60”, 108” in diameter and are reinforced concrete pipelines.

6.4.2 Recommendations
Upgrading of the existing storm drain system will require a further study in the specific plan and an Environmental Impact Report (EIR) will analyze the existing infrastructure. This is according to the City of Compton Public works department Senior Planner managing the TOD project. They are not yet on the level of detail in the specific plan, so there are no immediate recommendations thus far to upgrade the existing storm drain system within the City of Compton TOD Study Area.

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Figure 6-5. Storm Drain System.

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6.5 Electrical

6.5.1 Existing Conditions
The Southern California Edison (SCE) Company is the electrical purveyor for the City of Compton.

Edison’s existing electrical facilities are mostly overhead and underground conductors. The overhead conductors share poles with telecommunications and cable TV facilities.

6.5.2 Recommendations
The decision to upgrade the power supply facilities and the number of upgrades to meet the demand of future development will be determined by SCE in coord ination with the city after developers have submitted their building plans. Demand for services and the ability to serve new developments are generally determined on a case-by-case basis.

Most of the electrical distribution facilities in the City of Compton’s study area are aerial facilities.

It is recommended that existing aerial electrical facilities be placed underground whenever funding is available. Underground electricity provides higher reliability, is safer in general and is also less unsightly. One of the potential funding mechanisms is CPUC Rule 20. CPUC Rule 20 is a set of policies and procedures established by the CPUC to regulate the conversion of overhead electric equipment to underground facilities, a process often referred to “undergrounding”. Rule 20 determines the level of ratepayer funding for different undergrounding arrangements.

CPUC Rule 20
Under Rule 20, undergrounding projects are financed by utility rate money, combined rate funds and local tax proceeds, or private funds, depending on whether Rule 20A, Rule 20B or Rule 20C provisions apply.

Rule 20A: Rule 20A projects are paid for by all SCE customers and ratepayers, not just those who live in locations where facilities will be undergrounded. To qualify for full funding through utility rate proceeds, projects must produce a benefit to the general public, not just customers in the affected area, by satisfying one or more of these criteria:
• The location has an unusually heavy concentration of overhead facilities. • The location is heavily traveled.
• The location qualifies as an arterial or major collector road in a local government’s general plan.
• The overhead equipment must be located within or pass through a civic, recreational, or scenic area.

Using CPUC formulas, SCE allocates rate funds to communities for undergrounding based on previous allocations, the ratio of customers served by overhead facilities to all the customers in the community, and the fraction that customers in the community represent of all SCE customers. Local governments use these formulas to project allocations, which allow them to prioritize projects and develop project schedules. Because funds are limited, local governments sometimes must wait and accumulate their allocations before starting an undergrounding project.

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Rule 20B: If an area is not eligible for Rule 20A or if local government cannot or chooses not to rely on the Rule 20A allocation process, Rule 20B allows rate funds to subsidize an undergrounding project. The subsidy includes an amount equal to about 5-20% of the total cost. The remaining cost is funded by local governments or through neighbo rhood special assessment districts.

Rule 20C: Rule 20C enables property owners to pay for undergrounding electric lines and equipment if neither Rule 20A nor 20B applies.

It is also worth noting that, prior to any undergrounding process, SCE will take the lead in contacting the other low voltage utilities that might be sharing the power poles with SCE aerial facilities, such as the telecommunication providers and cable TV provider to coordinate and execute a joint trench. During this process, SCE will also reach out to the City’s Public Service Counter for their assistance in contacting and coordinating with the aforementioned utility providers.

It is recommended that prior to approving new development, the City should contact SCE regional manager for the City of Compton study area and set up an inspection at the new development site in order to determine whether the existing aerial SCE facilities in the area qualifies for Rule 20A funding.

6.6 Natural Gas

6.6.1 Existing Conditions
Southern California Gas Company is the only natural gas purveyor for the residents and businesses within the City of Compton. Almost every parcel within the study area is connected to the SoCalGas facilities. The existing gas mains are predominantly galvan ized steel lines with a few polyethylene (PE) and cross -linked polyethylene (PX) lines which range from 1” -8” in diameter.

Study Area A: The gas main ranges from 2” -6” in diameter and are galvanized steel and cross - linked polyethylene lines.

Study Area B: The gas main ranges from 2” -4” in diameter and are galvanized steel and cross - linked polyethylene lines.

Study Area C: The gas main ranges from 2”-4” in diameter and are galvanized steel lines.

Study Area D: The gas main ranges from 2” -8” in diameter and are galvanized steel and cross- linked polyethylene lines.

Study Area E: The gas main ranges from 2” -8” in diameter and are galvanized steel and polyethylene lines.

Study Area F: The gas main ranges from 1”-7” in diameter and are galvanized steel lines.

6.6.2 Recommendations
The analysis on the capacity and capability to meet future demand will be conducted by The 182 | Chapter 6: Infrastructure
Southern California Gas Company (SoCalGas) in coordination with the County upon submittal of building plans by developers.

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Figure 6-6. Gas System.

184 | Chapter 6: Infrastructure

6.7 Telecommunications

6.7.1 Existing Conditions
Level 3 Communications was a multinational telecommunications and internet service provider, the 3rd largest provider of fiber -optic internet access (based on coverage) in the United States.

Level 3 was acquired by CenturyLink on November 1, 2017.

Study Area E: CenturyLink’s only fiber optic line in the City of Compton runs along Alameda Street West to Los Angeles and continues along the railroad.

6.7.2 Recommendations
The local telecommunication system providers will assess the demand for services and the ability to serve new developments on a case -by-case basis. The capacity and capability analysis f or meeting future demands within the study area will be conducted after building plans are submitted by developers.

If there is “undergrounding” of existing aerial telecommunication facilities, SCE will reach out to CenturyLink coordinate a joint trench. To save on costs, the telecommunication company is likely to participate in the joint trench operation. SCE will dictate the layout of the trench, and the telecommunication lines would follow.

Compton Station Specific Plan - City of Compton | 185

186 | Chapter 7: Implementation and Financing Strategies

Compton Station Specific Plan - City of Compton | 187
Chapter 7: Implementation and Financing Strategies

7.1 Implementation and Financing Strategies
The transformation of Downtown Compton into a world-class destination that the entire Compton community can enjoy is a multifaceted endeavor which will require diligence, creativity, partnership and sustained will. Many actions will be required on the part of different City departments, private landowners, and community stakeholders. Howeve r, this chapter focuses on key features of the strategy which include:
• Establishing a property-based Business Improvement District (PBID) to maintain, secure program and park the Downtown area (Section 7.2)
• Developing public land for affordable housing and other public benefit uses (Section 7.3) • Foment arts and culture through the Compton Walk and community collaborative arts projects, and engage philanthropic support (Section 7.4) • Establish local historic designation (Section 7.5)
• Pursue local and outside funding sources (Section 7.6) • Construct capital projects with help of outside funding sources (Section 7.7)

7.2 Downtown Compton Business Improvement District

A Business Improvement District (BID) is created to perform a variety of services to revitalize and improve commercial neighborhoods under a public -private partnership framework. Under California law, two different types of BIDs are permitted. The first one is created through assessments on businesses. The second , called a property -based BID or PBID , is created through assessments on property owners alone. BIDs allow business or property owners to collectively pay for services to augment those provided by the local government. BIDs are popular because business and property owners are often more willi ng to assess themselves if they see direct benefit to the value of their business or property.

Because many of the businesses which are anticipated for the future of Downtown Compton are not yet located in the area, a property -based BID may be the best op tion to provide security, maintenance, marketing, and programming for the area. Some of the activities which could be taken on by the PBID include:
• Hiring guides to provide assistance and security for visitors to Downtown. Unarmed guides are used in many districts to monitor security, conduct outreach with unsheltered homeless persons in the area, coordinate cleaning and maintenance needs, and provide assistance to visitors who have questions. When needed, they can contact police for rapid assistance.
• Providing a superior level of maintenance to the district than through the city in general.

Services such as regular power -washing of sidewalks, emptying of trash cans, and landscape maintenance would be critical in maintaining a clean and inviting district which gives visitors confidence to visit the area in the daytime and nighttime hours. • Operating the public parking facilities described in Section 5.X, including the Dollarhide and Civic Center garages.
• Programming events such as concerts, festivals, and farmers’ markets in the major public spaces of Downtown.
• Promoting Downtown as a destination. Possible actions include the development of a brand for the area, supporting the Specific Plan’s goal of bringing a hotel and cultural center to downtown Compton, and potentially organizing services for tourism, such as 188 | Chapter 7: Implementation and Financing Strategies tours of the City which pump money into the community.

Establishing a Property-Based Business Improvement District (PBID) in Downtown Compton.

Property-owners in the PBID are assessed a fair-share allocation of ‘special benefits’, that is, over and above the general benefits, from proposed PBID activities. General benefits from the PBID realized by public not located in the district and/or properties adjacent to the district boundaries are backed out to estimate the total special benefit costs to be allocated to the PBID properties.

These special benefit costs are then assessed to property owners based on the type of service and the estimated share of their property of these services, which is shown as a line item on their property tax bill. A variety of factors can form the basis of this allocation, for example, parcel size, building size, parcel frontage, property use etc., including some combination of these factors.

Publicly-owned parcels, such as the Civic Center, will not be exempt from these assessments.

The process to establish a PBID involves the following steps:
• Following the adoption of the Specific Plan, developing a district strategic plan built on stakeholder (property-owner) inputs and consensus to describe the vision and priorities for the PBID.
• Based on this, developing a ‘District Management Plan’ that lays out the business plan for the PBID, including the district boundary, parcels included, type of services and improvements, costs to provide these services and improvements, estimation of special benefit costs and the calculation of special benefit assessment to each property owner. • Completing a petition campaign and a ballot process, whereby property owners contributing 50 percent plus $1 of the total special benefit assessments agree to petition the City to establish the PBID. Any single property that contributes more than 40 percent of the special benefit costs is excluded from the ballot, with the remaining properties determining the ballot outcome. Once a BID is formed, all property or business owners within its boundaries must pay their assessment, even if they initially opposed its formation.
• Next, the PBID property owners submit a written petition to the City, which may initiate proceedings to form a district by the adoption of a resolution expressing its intention to form a district.
• Upon approval, a non-profit PBID management organization with a board of directors is established to oversee the operations and collection of assessments from the County Assessor.
• A PBID can be approved for an initial period of 5 years, followed by a renewal of 10 years.
• The management district plan may set forth specific increases in assessments for each year of operation of the district.

7.3 Public Land Development
Many of the key projects envisioned by this Specific Plan are located on land owned by the City of Compton or County of Los Angeles. These projects are of particular importance to the implementation of the community vision because they are less responsive to market conditions and return requirements than development on privately -owned land. As a result, they are particularly oriented to serve several key purposes:
• As catalysts for development in the Specific Plan area • For public benefit projects, such as community, arts, museum, or educational spaces which may not generate a financial return
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• To provide affordable housing and affordable commercial space to establish a bulwark against displacement
• To help secure outside funds from public agencies, foundations, or other institutions

Development projects on public land which are not yet subject to an Exclusive Negotiating Agreement will be subject to the Surplus Land Act, which was strengthened in 2019. This Act requires that City-owned land which is declared surplus be offered first to developers of 100% affordable housing. As a result, all housing development anticipated on publicly -owned land is anticipated to be affordable housing. This will help to balance out the housi ng construction on privately-owned land, which may be affordable but is more likely to be market -rate, and as mentioned above, fulfill an important goal of the plan to minimize displacement by creating affordable housing options for Compton residents.

Government agencies at the state and County level have created several programs which encourage transit -oriented affordable housing projects on public land by providing financial assistance to the projects and/or infrastructure improvements which support these projects and transit access. Among these programs are Affordable Housing and Sustainable Communities (AHSC), Infill Infrastructure Grant (IIG) and Metro Affordable Transit Connected Housing (MATCH). For example, the Compton Innovation Hub project at 5 01/601 E. Compton Blvd. secured $21 million in an AHSC grant in 2022 for affordable housing construction, Metro bus purchases, and buildout of the Compton Walk in the Alameda Street East to Santa Fe Avenue segment.

The major public land development opport unities in the Specific Plan and their associated infrastructure projects could be subject of grant applications in the future. See Figure 7-2 for a map of these infrastructure projects.

Civic Center
The 17-acre Civic Center is mostly owned by the County of Los Angeles , with City Hall and the Sheriff station owned by the City of Compton. The City of Compton will need to work proactively with the County Supervisor’s office as well as its operating depar tments in order to orchestrate the desired change in this area.

The Urban Design Framework for the Civic Center is described in Section 2.4. There are two major vertical development project envisioned on the site. A 150-unit affordable housing project would go on the large City-owned lot occupied by the Heritage House. The Heritage House, a local historic monument, would need to be moved as illustrated in Figure 2-6 or incorporated into the design of the project. Appropriate populations could include families or small worker households. Parking could be provided onsite or in the current Civic Center garage should appropriate arrangements be made with the garage owner, and outside funding could be leveraged to support the change of Willowbrook Avenue into a couplet with bicycle facilities.

One additional option, not pictured in the Urban Design Framework, is to free up extra land by providing the Sheriff’s Department with new facilities off -site in an area more suited to rapid vehicular entry and exit than Downtown Compton will become. One potential area for this is in the Rosecrans Center district near the intersection of Rosecrans Avenue and Alameda Street; however, there may be other opportu nities in the City as well. With extra land available on the Civic Center site, space may be available for a larger development which could be entirely affordable or mixed-income as needs dictate.
190 | Chapter 7: Implementation and Financing Strategies A second development potential is a hotel and cultural center/museum project proposed on the site of the current library on the northwest side of the MLK Memorial Plaza. It is also possible that the current library site might instead accommodate a different type of new development, oth er than a hotel and cultural center/museum. While current demand for hotel in the area may be low, in the longer term this could become an important component of activating the Civic Center and Downtown Compton in general. In the shorter term, Compton-specific cultural exhibitions could be held in the library and at City Hall to begin to generate interest, while fundraising and partnerships begin to materialize around the museum component, and improvements in Downtown Compton’s environment increase the demand for hospitality uses.

409 N. Alameda St.

This currently vacant City-owned site is adjacent to the Metro at Compton Senior Apartments, a 75-unit senior affordable housing development completed in 2015. It was included in a City RFP in 2018 along with the 501/601 E. Compton Boulevard site; however, no Exclusive Negotiating Agreement has been signed regarding this site. As a result, the site will be subject to the updated Surplus Land Act and will need to be offered first for affordable housing development.

The Specific Plan anticipates a project of 106 affordable residential units on this 0.8-acre site in a five- or six-story structure which would ideally have a lower height on the northern portion of the property, building up to a taller height and small commercial component at the corner Alameda Street and Carson Place, across the street from where a key downtown gateway element is envisioned on the southwest corner of the street.

Compton Station Specific Plan - City of Compton | 191
500-600 N. Alameda St. E.

This 3.6-acre site is also used as a yard by the City Public Works and Parks and Recreation Departments. There are a few structures on -site, including 1940’s-era Quonset huts; however, all are in fair to poor condition. The northern portion of the narrow site i s suited to townhomes, which could be developed as affordable homeownership units, while the wider southern portion could be used for a multistory building with ownership or rental flats.

The project could leverage outside funds for the creation of the Alameda East greenway (Section

5.5), which would greatly enhance the livability of the development itself. Due to the narrowness of the site, buildings will likely come up to the property line, and a portion of the greenway can be used to create a buffer for the residential units.

458 S. Alameda St. E.

This 5.5 -acre site is currently used by the City Public Works Department as a yard for City vehicles. The Specific Plan proposes consolidating the vehicles on this site into a three -acre footprint, freeing roughly two acres to be divided between affordable housing development and park or community garden space. Soil sampling should be conducted to determine the best portions of the site for development. One potential for this green space, strongly sup ported by the community, is to combine the community garden with a “food incubator,” a building which would provide rentable commercial kitchen space to small food vendors, including those who currently operate out of their homes.

The Specific Plan envisions a four-story building with 90 residential units on the site. This would be an appropriate location for affordable family housing.

192 | Chapter 7: Implementation and Financing Strategies 398 N. Willowbrook Ave. E.

This one-acre City -owned parking lot just northeast of the Metro station and north o f the Dollarhide Center parking garage is a prime opportunity to create a transit -oriented affordable housing development. Given its small L -shaped footprint, constructing garage parking while maintaining a walkable first -floor frontage on this site will b e difficult; therefore, this project is envisioned as a small-unit affordable housing development without parking for seniors, single workers, or other populations more likely to live without access to a vehicle. The project could leverage grant funds for the proposed conversion of Willowbrook Avenue into a couplet with bicycle facilities (Section 5.4).

Just south of the parking lot, on the west façade of the Dollarhide parking garage, are a grassy berm and a new Metro security building which is vacant. The grassy berm represents an opportunity for the City to encourage pop-up or convenience retail, perhaps in a simple stand or shipping container. The Metro security building could be occupied by the Business Improvement District as offices and a hub for maintenance and security services.

7.4 Arts and Culture Promotion
The Specific Plan envisions Downtown Compton as a hub for cultural production and as a world- class destination to experience art and culture. Key arts and culture related projects include:
• Streetscape customization of the Compton Walk with locally -directed artistic, historic, interactive, and didactic elements along the streetscapes and in Major and Minor ‘Places’ (Section 2.7, 4.14, 4.15)
• Creation of an innovation hub for digital production in the 501/601 E Compton Blvd project (Section 2.6)
• Development of a hotel, museum and/or cultural center at the Civic Center celebrating area(s) in which Compton has contributed to the world (Section 2.4)

The plan also puts regulations in place to direct 0.5% of development project costs into public art (Section 3.10) and establish public benefit incentives for affordable arts and culture space (Section 3.12).

Artistic and cultural industries are often decentralized and collaborative, and in order to achieve these goals, the City will need to engage with a broad range of organizations and individuals, some of whom may take a larger role than the City itself. One pot ential method to stimulate collaboration between residents, City leadership, and these organizations would be to establish

Compton Station Specific Plan - City of Compton | 193
a City Arts Commission and appoint members of the key local arts organizations to it. The Arts Commission could also relieve the Planning Commission of duties assigned in this Specific Plan related to the review of applications for public art in Section 3.10.

Funding for arts and culture projects may come from competitive public grant sources like the ones mentioned in Section 7.6; how ever, philanthropy is also a promising avenue. Famous current or former Compton residents such as Dr. Dre and the Williams sisters have made substantial contributions to cultural and sports facilities in the community. More institutional foundations may also be interested. Finally, large non-profit institutions such as universities also present opportunities to develop and operate of cultural and educational facilities. The key is to identify lead departments or organizations, inside or outside the City and quasi-governmental bodies, that have the drive and capacity to seek, coordinate, and execute funding.

One potential is the Compton Arts Project, a collaborative between SEPIA Collective, Cakecutter Institute, the Robey Theatre Company and the Mayor’s Office of the City of Compton which has received funding from public and private sources. Its five goals are to:
1) Center arts and culture in the City
2) Fund an arts and culture community center in the City 3) Highlight and support the brilliance of Compton artists and their contributions 4) Encourage local ownership and development of businesses near our cultural centers 5) Demonstrate the value of art as an economic engine that has the power to anchor communities

Specific Plan Projects such as the Compton Walk, potential affordable arts or community space in new development, and the establishment of a cultural center in the Civic Center align clearly with the goals of the Compton Arts Project.

7.5 Historic Resources
The City of Compton does not currently have a local historic designation program. The City might consider establishing a local historic designation program and placing key historic resources such as the MLK Memorial Plaza and Compton Courthouse in it, or applying for designation for these publicly- owned resources. This would make these areas eligible for federal and state Historic Tax Credits, Historic Preservation Certified Local Government Program (CLG) grants, and other sources which can be used for revitalization.

7.6 Funding Sources
Figure 7-1 gives a list of some of the most promising funding sources for implementation of the Specific Plan as of early 2022.

194 | Chapter 7: Implementation and Financing Strategies Funding/Implementation
Method Purpose Funding Type
City

Specific Plan Costs Recovery
Fee Program
Recouping incurred non-grant
costs for plan preparation
incurred by the City.

One-time fees on developers realizing
benefits from CEQA-approved specific plan
development provisions.

Financing Districts:

Community Facilities
Districts (CFD) (Mello Roos)
Capital improvements and
operations & maintenance.
2/3 Voter - Approved annual special tax on
property owners for identified purposes;
can issue bonds.

Special Benefits
Assessments
Capital improvements and
services.

Simple majority fair-share special
assessment of costs to benefiting property
owners with the option of paying over time,
qualifies for bond issuance.

Landscaping and Lighting
Maintenance Districts (LLMD)
Capital improvements and
operations & maintenance.

Type of special assessment for landscaping
and lighting
Enhanced Infrastructure
Financing Districts (EIFD)
Area-wide infrastructure district Tax-increment financing to fund bonds; Specific rules for establishment, financing
horizon and approved projects.

Community Revitalization
and Investment Authority
(CRIA)
Area-wide affordable housing and
infrastructure district (Applicable
to SB 375 Disadvantaged
Communities)
Tax-increment financing to fund bonds;
Specific rules for establishment, financing
horizon and approved projects.

Compton Station Specific Plan - City of Compton | 195
Fees:

Park Fees Capital expenses for park and
open space
One-time fees on developers based on the
Quimby Act, in lieu of park/open space
dedication by developer.

Development Impact Fees Variety of Capital Improvements One-time fees on developers developed on a fair-share nexus basis that finance a
variety of capital facilities and
improvements.

State Gasoline Tax - City
Capital Improvement Program
(CIP) Allocations
Street improvements and
maintenance.

Annual allocation from state to local
jurisdictions based on formula.

Business Improvement District
(Business and Property)
Operations and maintenance of
common facilities, and small-
scale capital projects, including
parking facilities.

Self-elected annual assessments on
businesses or properties; cannot issue
bonds, thus limited on the scale of capital
expenditures.

County

Measure A: Safe, Clean
Neighborhood Parks &
Beaches
Grant Funding for park and open
space improvement and creation.

Annual allocations and competitive grants
of the annual Measure A special tax of
property.

Measure W: Safe Clean Water
Program
Provides local, dedicated funding
to increase local water supply,
improve water quality, and protect
public health.

Annual allocations and competitive grants
of the annual Measure W special tax of
property.

Metro Active Transportation
(MAT)
Grants for first/last mile and active
transportation corridor projects;
focused in disadvantaged and
high transit ridership areas.

Grant allocation through a competitive
process.
196 | Chapter 7: Implementation and Financing Strategies Metro Affordable Transit
Connected Housing (MATCH)
Loans for predevelopment funds
and acquisition for new affordable
housing projects and for
protection of tenants in existing
rental properties that may be
redeveloped
Subsidized loan to developer
State

SB 1: Road Maintenance and
Rehabilitation Program
California State Transportation
Fund for Local Street
Maintenance and Repair
Allocation to Local Agencies based on an
apportionment formula
Affordable Housing and
Sustainable Communities
(AHSC)
Funding for greenhouse gas
reduction projects that combine
affordable housing development
with active and public
transportation improvements
Grants made to developers through a
competitive process. City support required.

Active Transportation Program Funding to increase the
proportion of trips accomplished
by walking and biking, increasing
the safety and mobility of non-
motorized users, advancing efforts
of regional agencies to achieve
greenhouse gas reduction goals,
enhancing public health, and
providing a broad spectrum of
projects to benefit many types of
users including disadvantaged
communities
Grant allocation through a competitive
process.

Infill Infrastructure Grant (IIG)
Program
California HCD grant financial
assistance for Capital
Improvement Projects that are an
integral part of, or necessary to
facilitate affordable housing
development.

Grant made to developers through a
competitive process. City support required.

Compton Station Specific Plan - City of Compton | 197
California Urban Greening
Program
California Natural Resources
Agency financial assistance for
greenhouse gas and heat island
reduction (Applicable to SB 375
Disadvantaged Communities)
Grant allocation through a competitive
process
California Arts Council Grants Various Council grants Grant allocation through a competitive process.

Historic Preservation --
Certified Local Government
Program (CLG) Grants
State of California (OHP), and the
National Park Service (NPS)
grants for historic preservation.

Grant allocation through a competitive
process.

Highway Safety Improvement
Program
Federal-aid program to States for
the purpose of achieving a
significant reduction in fatalities
and serious injuries on all public
roads.

Grant allocation through a competitive
process.

Federal

Community Development
Block Grants
HUD Capital improvements and
operations & maintenance.

Annual allocations to cities to revitalize
neighborhoods, expand affordable housing
and economic opportunities, and/or
improve community facilities and services,
RAISE -- Rebuilding American
Infrastructure with
Sustainability and Equity,
2021
Transit-supportive area-wide
improvements under the 2021
Bipartisan Infrastructure Law
Grant allocation through a competitive
process.
198 | Chapter 7: Implementation and Financing Strategies Opportunity Zone (OZ) Funds Private capital investment for a variety of housing and economic
development projects (Applies to
designated OZs within Compton:
within the Specific Plan area these
are SW of the corner of Compton
Blvd & Willowbrook Ave and north
of Rosecrans Ave)
Private investors realize capital gains tax
deferment on investments made within
Federal OZs made through OZ Funds.

New Markets Tax Credit
(“NMTC”) areas
Private capital investment for a
variety of housing and economic
development projects (Applies to
the NMTC Qualified Area within
Compton).

Incentivizes private investment in
distressed areas through tax credits.

Investments made through Community
Development Entities (CDE).

Non-Profit

California ReLeaf Program Non-Profit Partnership with CA Dept. of Forestry and Fire
Protection
Grant allocation through a competitive
process.

Figure 7-1. Funding Sources.

Compton Station Specific Plan - City of Compton | 199

7.7 Capital Project Implementation
Figure 7-2 provides a map of the anticipated capital projects to implement the Specific Plan and presents the current priority level assigned to each project. Figure 7 -3 then provides funding sources which may be pursued to fund each of these capital improvement projects.

Figure 7-2. Capital Projects

200 | Chapter 7: Implementation and Financing Strategies Map
Key
Specific Plan Capital
Projects
Development
Condition? Potential Funding Sources Level
1 Compton Walk Phase 1:
road diet, streetscape
Yes, per
501/601 SP
i. Funded with Affordable Housing and
Sustainable Communities (AHSC)
State
2 Compton Walk Phase 2:
road diet, streetscape
Possible i. Financing Districts: CFD, LLMD, Special
Benefit Assessment, EIFD, CRIA
City and/or
Joint Powers
Authority
ii. Affordable Housing and Sustainable
Communities (AHSC)
State
iii. Infill Infrastructure Grant (IIG) Program State
iv. Active Transportation Program (ATP) State
v. RAISE -- Integrated with Area-wide Transit-
Supportive Improvements
Federal

vi. Highway Safety Improvement Program
(HSIP)
State
3 MLK Plaza Improvement
(Addition of Rentable
Kiosks, Seating, Greenery)
No i. Historic Preservation -- Certified Local
Government Program (CLG) Grants
State/Federal
ii. California Urban Greening Program State
iii. California ReLeaf Program Non-Profit
4 Metro Plazas & Pedestrian
Mall
Yes i. Private Developer Funds

ii. Park Fees

City

iii. Financing Districts: CFD, LLMD, Special
Benefit Assessment, EIFD, CRIA

City and/or
Joint Powers
Authority
5 Compton Central Park Yes i. Private Developer Contributions ii. Financing Districts: CFD, LLMD, Special
Benefit Assessment, EIFD, CRIA
City and/or
Joint Powers
Authority
iii. Park Fees City
iv. Measure A: Safe, Clean Neighborhood
Parks & Beaches
County
v. California Urban Greening Program State
vi. Community Development Block Grants Federal
vii. California ReLeaf Program Non-Profit
Compton Station Specific Plan - City of Compton | 201
6 Willowbrook Ave
Conversion to Couplet &
Bike Facilities
No i. Financing Districts: CFD, LLMD, Special
Benefit Assessment, EIFD, CRIA
City and/or
Joint Powers
Authority
ii. Affordable Housing and Sustainable
Communities (AHSC)
State
iii. Infill Infrastructure Grant (IIG) Program State
iv. Active Transportation Program (ATP) State
v. RAISE -- Integrated with Area-wide Transit-
related Improvements
Federal
7 Conversion of Open Space
to Neighborhood Park
Possible i. Park Fees City
ii. Financing Districts: CFD, LLMD, Special
Benefit Assessment, EIFD, CRIA
City and/or
Joint Powers
Authority
iii. Measure A: Safe, Clean Neighborhood
Parks & Beaches
County
iv. California Urban Greening Program State
8 New Streets Yes i. Private Developer Funds
ii. Financing Districts: CFD, LLMD, Special
Assessment, EIFD, CRIA
City and/or
Joint Powers
Authority
iii. RAISE -- Integrated with Area-wide Transit-
related Improvements
Federal
9 Museum & Hotel N/A i. Public-Private Partnership Local ii. Opportunity Zone Funds Federal
iii. New Markets Tax Credit (“NMTC”) areas Federal/
Community
Development
Entities
iv. California Arts Council Grants State
10 Relocation of Sheriff
Station (land purchase
required)
No i. Development Impact Fees City
ii. Financing Districts: CFD, LLMD, Special
Benefit Assessment, EIFD, CRIA
City
iii. Other City Funds -- Sale or Lease of Existing
Facilities
City
202 | Chapter 7: Implementation and Financing Strategies 11 Alameda East Street
Closure/Greenway and
Connection of Rosecrans
Av across Alameda
Corridor
No i. Financing Districts: CFD, LLMD, Special
Benefit Assessment, EIFD, CRIA
City and/or
Joint Powers
Authority
ii. Measure A: Safe, Clean Neighborhood
Parks & Beaches
County
iii. Measure W: Safe Clean Water Program County
iv. Affordable Housing and Sustainable
Communities (AHSC)
State
v. Infill Infrastructure Grant (IIG) Program State
vi. California Urban Greening Program State
vii. California ReLeaf Program Non-Profit
viii. RAISE -- Integrated with Area-wide
Transit-related Improvements
Federal
Figure 7-3. Capital Improvement Projects with Funding Sources.

Compton Station Specific Plan - City of Compton | 203

204 | Chapter 7: Implementation and Financing Strategies

Compton Station Specific Plan - City of Compton | 205
Appendix: Compton Walk Streetscape Design Concept

This appendix describes the streetscape design concept for the Compton Walk which was developed by The Arroyo Group in consultation with re presentatives of the Compton Station Specific Plan Stakeholders Committee.

A.1 Streetscape Design Concept and Theme
As a nod to Compton’s inspiring musical h istory, The Compton Walk will include a base streetscape patterning and design intended to resemble a blank musical ‘score sheet’ , upon which the local community will be encouraged to compose and share their own unique ‘songs’ and expressions about Compton. The experiences along the Walk will be created, maintained, and updated over time by local artists and business owners, expressing the City of Compton's contributions to music, sports, politics, theater, visual arts and fields yet undefined. It will serve as a major attraction to those who wish to come to appreciate and explore the City’s culture.

Figure A-1 illustrates diagrammatically how a range of programming and activities can be composed to generate a unique and evolving range of experiences, similar to how notes can be combined to make a song. Punctuating this primary pathway of experiences will be a rhythm of streetscape ‘Places’ associated with adjacent private development and other civic open spaces that will seek to promote additional moments of connection, discovery, learning, history, cultural expression, and entertainment.

Figure A-1 shows the overall extents and routing of the Compton Walk. Key districts and civic spaces will be connected and a regular placement and hierarchy of programming and space types will promote exploration and discovery.

206 | Appendix

Figure A-1. Overall Compton Walk Diagram (left) and ‘Score Sheet’ Programming Concept (right).

Compton Station Specific Plan - City of Compton | 207

A.2 The ‘Score Sheet’ Base Streetscape Improvements.

The following base streetscape improvements have been proposed along Compton Blvd to create the foundation to a new walkway experience that will evoke feelings one is walking down a musical ‘score sheet’ and discovering the unique and evolving song which the community will ‘compose’.

The base ‘score sheet’ streetscape improvements include:

Figure A-2. Typical ‘Score Sheet’ Streetscape.

1. Linear Walkway Paving Patterning (the ledger lines of the ‘score sheet’)

Long, linear pavement scoring lines are Intended to help maintain a cohesive-looking streetscape along the length of corridor while also providing a framework for the organization and future placement of art and other programming elements (aka ‘notes’, see below). Sawcut concrete joints will provide a clean, cost -effective, and easily implementable system for patterning the concrete sidewalk surface and will become a simple backdrop for art and placemaking interventions to stand out as featured elements. Ease of maintenance will be another key feature of the proposed sidewalk treatment by utilizing durable concrete materials, that will be easy to clean and repair, with a simple joint patterning that can be replicated across a range of sidewalk conditions and material lifecycles.

1 3
2 2
208 | Appendix

2. Streetscape Sub-Division Framework (the measures, or bars, of the ‘score sheet’) A regularly spaced, repetitive system for segmenting the long direction of the Compton Walk will help further unify the corridor while also providing a sequence of smaller places for scaling up or down a hierarchy of new streetscape moments, experiences, and placemaking (see more under Sections 4.14 and 4.15). At-grade street tree planters and perpendicular-to-curb sidewalk jointing will be the primary sub-dividing features for this layer of the streetscape design.

3. Streetscape Furniture (the beat) New streetscape furniture elements will help provide a starting point to activate and engage people along the corridor. A range of seating types and formations will be important to provide for a variety of user needs, from contemplative individual seating to more social group seating. Other street furniture elements also include trash receptables, pedestrian lighting, bike racks, signage and wayfinding, district branding, and other items TBD. A specific aesthetic direction and/or Supplier for the range of identified furniture should be selected during the next phases for design and in conjunction with a more refined community outreach process.

Compton Station Specific Plan - City of Compton | 209

210 | Appendix
A.3 Streetscape Customization: Historic, Art, and Placemaking Features Building on the base ‘Score Sheet’ streetscape, the Compton community will be encouraged to compose its own melody of artistic, historic al, and interactive elements which will be the focus of a journey through cultural Compton. The process of developing the placemaking will need to be highly inclusive and consider a range of perspectives, weaving different elements and layers together to create a cohesive song of experiences. A strong community engagement process is encouraged to ensure all voices are heard and registered in composing a vision for The Walk.

Streetscape Programming and Placemaking Features

A composition of streetscape programming, art, placemaking, and other ideas will be important layers for Compton Walk to be able to tell its own story and unify an overall walk experience.

These layers may include a regular rhythm of elements to hold the streetscape together and other unique, localized placemaking moments to promote further exploration and discovery.

Goals for programming and the development of placemaking along The Walk:

• Develop a range of elements and placemaking that cater to the needs of abutting businesses, the g eneral resident community, the historic community, the creative community, and outside visitors with the goal to serve as broad of a range of user types as possible and in turn increase vibrancy.
• Provide a variety of activities for different types of users, activities and times of day, also to increase vibrancy.
• Balance elements made to pay tribute to the past with creative, forward -thinking elements and messaging for the future.
• Educate people about the lesser-known stories of Compton’s past, while also responding to the general public’s love for famous members of the community. • Provide a range of element types, including vertical elements, multi -media, and lighting to provide visual strong interest.

A range of program types encourage to create vibrancy. A regularly spaced rhythm of program elements to unify the streetscapes (left), one-off placemaking interventions and art (right)

Compton Station Specific Plan - City of Compton | 211

This visualization shows how different combinations of programming (notes) can create very different experiences (songs) along the Compton Walk streetscape and is encouraged.

Minor ‘Places’

This guideline will allow for and encourage local businesses to utilize portions of The Compton Walk streetscape to better engage with the overall walk way experience and promote a clearer connection and gateway to those businesses. Outdoor dining operations, unique business paving and patterning, and other business improvements will be allowed to push out into the edges the streetscape, identified as Streetscape Zone C.

A series of these smaller enhanced streetscape spaces are envisioned to dot the Compton Walk and act as ‘breadcrumbs’ for encouraging further exploration and discovery throughout the downtown. Minor ‘Places’ will be distinguished from the rest of the streetscape with artistic or special paving elements related to the adjacent business operations. Minor ‘Places’ would be located at key streetscape nodes or building entries to mark adjacent destinations and access points. Several suggested locations have been identified in Figure 2-10 in red with provisions in gray for others to be implemented over time.

Source: The Apollo Apartments,

212 | Appendix

Major ‘Places’

The Compton Walk will provide important connections to the downtown’s key civic spaces and parks, which will be experienced as Major ‘Places’ as part of a comprehensive walk experience.

Large, iconic programmatic elements, events, art celebrating Compton greats, and vibrant civic spaces will be featured at these locations to help focus the energy of the downtown at its most important centers. Some of the downtown locations identified for Major ‘Places’ include, but are not limited to:

• MLK Memorial Plaza (Civic Center) – see Section 2.4
• Metro Plaza (adjacent to Compton Station) – see Section 2.5 • Corner of Compton Blvd. and Tamarind Ave. – see Section 2.5 • Alameda East Greenway Gateway – see Section 2.9
• Willow Plaza – see Section 2.6

Compton Station Specific Plan - City of Compton | 213
A.4 Greening Features
Figure A-3. Compton Walk Landscape Infrastructure Systems. Street Trees - Rooted in Compton’s Local History. The tree selection for Compton Boulevard is based on the historic Eagle Tree in Compton, which predated the founding of the City of Compton and was a nod to the City’s historic rancho origins. The Eagle Tree, which was located at the southeast corner of Poppy Street and Short Avenue, dated back to the mid-1800’s where the tree, already mature at that time, was used as a border marker at the northeastern boundary of the historic Rancho San Pedro, a 118-square-mile tract that covered most of what is now the South Bay and Compton areas, as well as the western part of Long Beach. The tree was used by travelers as an orientation marker and was given its name by eagles that used it as a perch point overlooking the broad surrounding landscape. This large California Sycamore was one of the few remnants of a long past era of California history, however, it was cut down six years ago when it became sick and a hazard. Today the Eagle Tree stump remains with a plaque. London Planetree (Platanus acerifolia ‘Columbia’) was chosen as the featured street tree for Compton Blvd due to its close similarities to the native California Sycamore (Platanus racemosa) and because of its better overall suitability as a streetscape tree, with a more upright growth habit and superior disease resistance. London Planetree was also favored for its large leaves and thick canopy, providing shade during the hottest months of the year. The trees’ deciduous nature will provide interesting color changing foliage in fall and, with no leaves, allow warming sun to shine through the canopy in the cooler winter months. ~ 10’
~ 30’
214 | Appendix

The Eagle Tree –Then.

London Planetree (Sycamore).

Root Trenches - Infrastructure for Supporting Large Street Tree Growth.

Growing large-size street trees in constrained, urban sidewalk conditions is contingent on the trees having enough below-ground soil volumes to support the large growth. A root trench is a landscape infrastructure system that allows for the maximization of planting soil volume in tight urban conditions.

Root trenches provide a long, narrow volume of soil along the length of the streetscape (parallel to the curb line) and provide an unobstructed below -ground medium for urban street tree roots to grow in. The growth medium for tree roots does not need to be evenly distributed around the tree trunk to be effective, it may be stretched out in a linear direction and still provide a similar, usable soil volume. The root trench system takes advantage of spaces between trees (often under sidewalk hardscape) as part of maximizing the available root growth zone and provides a means of co-sharing root zone spaces between trees. A target of 1,000 cubic feet of planting soil will provide sufficient growth medium for a single 30-foot diameter street tree and will require a roughly 10’ wide subterranean root trench.

Maximizing aeriation points to the root zones below paving areas will help facilitate root growth and may require a porous paving surface or regular openings in the surface sidewalk. Below - ground structural soil and cellular support systems are often used to support surface paving over root trench zones and would be further developed in detailed design stages for the streetscape implementation. Root trenches also provide excellent opportunities as infiltration points for rainwater and corridor drainage.

Compton Station Specific Plan - City of Compton | 215

Source: WT Burden Landscape.

October 18, 2022
TO: HONORABLE MAYOR AND COUNCIL MEMBERS
FROM: COMMUNITY DEVELOPMENT DEPARTMENT
SUBJECT: A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF

COMPTON APPROVING GENERAL PLAN AMENDMENT CASE
NO. 2022-001, A REQUEST TO AMEND THE LAND USE
ELEMENT AND MAP TO CREATE THE 575.5 ACRE COMPTON

TRANSIT ORIENTED DEVELOPMENT SPECIFIC PLAN

OVERLAY DISTRICT FOR THE COMPTON TRANSIT ORIENTED

DEVELOPMENT SPECIFIC PLAN

SUMMARY
Adoption of the attached resolution will amend the General Plan Land Use Element and Land Use map to create the 575.5-acre Compton TOD Specific Plan Overlay District. This will allow the proposed Compton TOD Specific Plan to be approved and be consistent with the General Plan without having to immediate change the land use designation of every lot within the project area.

This is very beneficial to the existing property owners, because it will avoid creating consistency issues with zoning while at the same time giving the property owners more development flexibility.

BACKGROUND
The City of Compton is proposing the Compton Station TOD Specific Plan for an area approximately one-half mile around the Blue line Compton Station platform to promote transit- oriented development and to redevelop the downtown area. However, prior to approval of the TOD specific plan, the General Plan must be amended to allow for the creation of an overlay district that the TOD Specific Plan will utilize. The City has never needed an overlay district before until the TOD Specific Plan because the document will apply overlay zoning while not proposing immediate development.

STATEMENT OF ISSUE
The proposed General Plan amendment will amend the Land Use Element and map to create the Compton TOD Specific Plan (SP) Overlay District. General Plan overlay designations are frequently used to designate particular areas for redevelopment, permit the affected lots to not be restricted by a single land use category and to avoid general plan zoning inconsistencies. An “overlay” land use (SP) is applied over the underlying general plan land use designation to provide an additional layer of guidance. For example, a property owner can choose to develop under the general plan (base) land use designation “General Commercial” or under the proposed TOD Specific Plan Overlay District designation. The proposed GPA will also encourage and facilitate future development by eliminating the need for multiple general plan amendments.

The primary goal is to provide flexibility. The Compton Station Transit Oriented Development Specific Plan (TOD-SP) is a 20-year planning document. Redevelopment within the TOD-SP could occur rapidly or take 10 or 20 years to be utilized by developers. In the interim, property owners should not be prohibited from developing or expanding their property/business nor

6.6.6. Compton TOD General Plan Amendment
October 18, 2022