Agenda packet — Hawthorne City Council, December 9, 2025 (part 2 of 3)

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Either party to this Agreement may change the individual identified as the primary point of contact above by providing written notice of the change to the other party.

III. EXHIBITS INCORPORATED BYREFERENCE
The following exhibits to this Agreement, including any amendments and supplements hereto, are hereby incorporated herein and made a part of this Agreement:

EXHIBITA – ANNUAL PLAN CONTENTS
EXHIBIT B – GENERAL TERMS AND CONDITIONS
EXHIBIT C – NATURE-BASED SOLUTIONS (Best Management Practices) EXHIBIT D – OPERATIONS AND MAINTENANCE GUIDANCE DOCUMENT IV. MUNICIPAL PROGRAM IMPLEMENTATION
A. The Municipality shall annually prepare and submit to the District, anAnnual Plan. The Annual Plan shall be submitted not later than 90-days prior to the start of the Fiscal Year for which the Plan is prepared.

B. The Municipality shall utilize the SCW Program Payments in compliance with Chapters 16 and 18 of the Code.

C. The Municipality shall comply with the terms and conditions in Exhibits B, C, and D, of this Agreement, and all applicable provisions of Chapters 16 and 18 of the Code, specifically including, without limitation, Section 18.06.

V. SCW PROGRAM PAYMENTS TO MUNICIPALITIES
A. SCW Program Payments will generally be available for disbursement by December 31, provided a duly executed transfer agreement is in effect and subject to the Municipality's compliance with the conditions described in paragraph B, below; however the District may, in its discretion, change the date and number of the actual disbursements for any Fiscal Year based on the amount and timing of revenues actually collected by the District.

B. The District shall disburse the Municipality's SCW Program Payment upon satisfaction of the following conditions: (1) the District has received the Annual Progress/Expenditure Report required pursuant to Section

18.06.D of the Code; (2) the District has received Municipality's Annual Plan for that Fiscal Year, and (3) the Municipality has complied with the audit requirements of Section B-6 of Exhibit B.

C. Notwithstanding any other provision of this Agreement, no disbursement shall be made at any time or in any manner that is in violation of or in conflict with federal, state, County laws, policies, or regulations.

D. All disbursements shall be subject to and be made in accordance with the terms and conditions in this Agreement and Chapters 16 and 18 of the Code.

VI. TERM OF AGREEMENT
This Agreement shall expire at the end of the 2027-28 Fiscal Year. The parties shall thereafter enter into a new agreement based on the most recent standard template agreement approved by the Board.

VII. EXECUTION OF AGREEMENT
This Agreement may be executed simultaneously or in any number of counterparts, including both counterparts that are executed manually on paper and counterparts that are in form of electronic records and are executed electronically, whether digital or encrypted, each of which shall be deemed an original and together shall constitute one and the same instrument.

The District and the Municipality hereby agree to regard facsimile/electronic representations of original signatures of authorized officers of each party, when appearing in appropriate places on this Agreement and on any addenda or amendments thereto, delivered or sent via facsimile or electronic mail or other electronic means, as legally sufficient evidence that such original signatures have been affixed to this Agreement and any addenda or amendments thereto such that the parties need not follow up facsimile/electronic transmissions of such documents with subsequent (nonfacsimile/electronic) transmission of “original” versions of such documents.

Further, the District and the Municipality: (i) agree that an electronic signature of any party may be used to authenticate this Agreement or any addenda or amendment thereto, and if used, will have the same force and effect as a manual signature; (ii) acknowledge that if an electronic signature is used, the other party will rely on such signature as binding the party using signature, and (iii) hereby waive any defenses to the enforcement of the terms of this agreement based on the foregoing forms of signature.

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IN WITNESS WHEREOF, this Agreement has been executed by the parties hereto.

By:

Name:

Title:

Date:

LOS ANGELES COUNTY
FLOOD CONTROL DISTRICT:

By:

Name:

Title:

Date:

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EXHIBIT A–ANNUAL PLAN CONTENTS
A-1. Description of all projects anticipated to be funded using the SCW Program Payment. Include a discussion of how the projects will result in the achievement of one or more SCW Program Goals, including quantitative targets and corresponding metrics for subsequent reporting of all applicable parameters.

A-2. Description of all programs anticipated to be funded using the SCW Program Payment. Include a discussion of how the programs will result in the achievement of one or more SCW Program Goals; including quantitative targets and corresponding metrics for subsequent reporting of all applicable parameters.

A-3. Description of all operation and maintenance activities anticipated to be funded using the SCW Program Payment.

Include a discussion of how those activities will result in the achievement of one or more SCW Program Goals.

Additional operation and maintenance activities, even if funded by other sources, should be referenced to provide an overview of anticipated overall project approach.

A-4. Description of the stakeholder and community outreach/engagement activities anticipated to be funded with the SCW Program Payment, including discussion of how local NGOs or CBOs will be involved, if applicable, and if not, why. Additional outreach/engagement activities, even if funded by other sources, should be referenced to provide an overview of anticipated overall project approach.

A-5. Description of post-construction monitoring for projects completed using the SCW Program Payment. Additional post-construction monitoring activities, even if funded by other sources, should be referenced to provide an overview of anticipated overall project approach.

A-6. Provide the status of any projects that have been awarded (or are seeking award of) Institute for Sustainable Infrastructure (ISI) verification, if applicable.

A-7. Provide the budget for the activities described in provisions A1 throughA-5 SCW Program Payment.

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EXHIBIT B – GENERAL TERMS AND CONDITIONS
B-1. Accounting and Deposit of Funding Disbursement

1. SCW Program Payments distributed to the Municipality shall be held in a separate interest-bearing account and shall not be combined with other funds. Interest earned from each account shall be used by the Municipality only for eligible expenditures consistent with the requirements of the SCW Program.

2. The Municipality shall not be entitled to interest earned on undisbursed SCW Program Payments; interest earned prior to disbursement is property of the District.

3. The Municipality shall operate in accordance with Generally Accepted Accounting Principles (GAAP).

4. The Municipality shall be strictly accountable for all funds, receipts, and disbursements for their SCW Program Payment.

B-2. Acknowledgement of Credit and Signage
The Municipality shall include appropriate acknowledgement of credit to the District’s Safe, Clean Water Program for its support when promoting activities funded with SCW Program funds or using any data and/or information developed SCW Program funds. When the SCW Program Payment is used, in whole or in part, for construction of an infrastructure Project, signage shall be posted in a prominent location at Project site(s) or at the Municipality’s headquarters and shall include the Safe, Clean Water Program color logo and the following disclosure statement: “Funding for this project has been provided in full or in part from the Los Angeles County Flood Control District’s Safe, Clean Water Program.” At a minimum the sign shall be 2’ x 3’ in size. The Municipality shall also include in each of its contracts for work under this Agreement a provision that incorporates the requirements stated within this paragraph.

When the SCW Program Payment is used, in whole or in part, for a scientific study, the Municipality shall include the following statement in the study report: “Funding for this study has been provided in full or in part from the Los Angeles County Flood Control District’s Safe, Clean Water Program.” The Municipality shall also include in each of its contracts for work under this Agreement a provision that incorporates the requirements stated within this paragraph.

B-3. Acquisition of Real Property - Covenant
Any real property acquired in whole or in part with SCW Program funds shall be used for Projects and Programs that are consistent with the SCW Program Goals and with the provisions of Chapter 16 and 18 of the Code.

Any Municipality that acquires the fee title to real property using, in whole or in part, SCW Program funds shall record a document in the office of the Registrar-Recorder/County Clerk containing a covenant not to sell or otherwise convey the real property without the prior express written consent of the District, which consent shall not be unreasonably withheld.

B-4. Amendment
Except as provided in Section II of the Agreement, no amendment or variation of the terms of this Agreement shall be valid unless made in writing and signed by the parties. No oral or written understanding or agreement not incorporated in this Agreement is binding on any of the parties.

B-5. Assignment
The Municipality shall not assign this Agreement.

B-6. Audit and Recordkeeping

1. The Municipality shall retain for a period of seven (7) years, all records necessary in accordance with Generally Accepted Accounting Principles to determine the amounts expended, and eligibility of Projects implemented using SCW Program Payments. The Municipality, upon demand by authorized representatives of the District, shall make such records available for examination and review or audit by the District or its authorized representatives. Records shall include accounting records, written policies and procedures, contract files, original estimates, correspondence, change order files, including documentation covering negotiated settlements, invoices, and any other supporting evidence deemed necessary to substantiate charges related to SCW Program Payments and expenditures.

2. The Municipality is responsible for obtaining an independent audit to determine compliance with the terms and conditions of this Agreement and all requirements applicable to the Municipality contained in chapters 16 and 18 of the Code. Municipality shall obtain an independent audit of their SCW Program Payments every three (3) years. Audits shall be funded with Municipal Program funds.

3. Municipality shall file a copy of all audit reports by the ninth (9 ) month from the end of each three (3) year period th
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to detail the preceding three (3) years of expenditures. Audit reports shall be posted on the District’s publicly accessible website. Due date example below.

Every Third Fiscal Year
Fiscal Year Audit Begins Audit Report Due to District
2023-24 7/1/2027 No later than 3/31/2028

4. Upon reasonable advanced request, the Municipality shall permit the Chief Engineer to examine the infrastructure Projects using SCW Program Payments. The Municipality shall permit the authorized District representative, including the Auditor-Controller, to examine, review, audit, and transcribe any and all audit reports, other reports, books, accounts, papers, maps, and other records that relate to the SCW Program Payments. Examination activities are considered District administration of the SCW Program.

5. Expenditures determined by an audit to be in violation of any provision of Chapters 16 or 18 of the Code, or of this Agreement, shall be subject to the enforcement and remedy provisions of Section 18.14 of the Code.

B-7. Availability of Funds
District’s obligation to disburse the SCW Program Payment is contingent upon the availability of sufficient funds to permit the disbursements provided for herein. If sufficient funds are not available for any reason including, but not limited to, failure to fund allocations necessary for disbursement of the SCW Program Payment, the District shall not be obligated to make any disbursements to the Municipality under this Agreement. This provision shall be construed as a condition precedent to the obligation of the District to make any disbursements under this Agreement. Nothing in this Agreement shall be construed to provide the Municipality with a right of priority for disbursement over any other Municipality. If any disbursements due to the Municipality under this Agreement are deferred because sufficient funds are unavailable, it is the intention of the District that such disbursement will be made to the Municipality when sufficient funds do become available, but this intention is not binding. If this Agreement’s funding for any Fiscal Year is reduced or deleted by order of the Board, the District shall have the option to either cancel this Agreement with no liability occurring to the District or offer an amendment to the Municipality to reflect the reduced amount.

B-8. Choice of Law
The laws of the State of California govern this Agreement.

B-9. Claims
Any claim of the Municipality is limited to the rights, remedies, and claims procedures provided to the Municipality under this Agreement. Municipal expenditures of a SCW Program Payment that involves the District shall utilize a separate and specific agreement to that Project that includes appropriate indemnification superseding that in this Agreement.

B-10. Compliance with SCW Program
The Municipality shall comply with and require its contractors and subcontractors to comply with all provisions of Chapters 16 and 18 of the Code.

B-11. Compliance with Law, Regulations, etc.

The Municipality shall, at all times, comply with and require its contractors and subcontractors to comply with all applicable local, state and federal laws, rules, guidelines, regulations, and requirements.

B-12. Continuous Use of Municipal Projects; Lease or Disposal of Municipal Projects The Municipality shall not abandon, substantially discontinue use of, lease, or dispose of all or a significant part or portion of any Project funded in whole or in part with SCW Program Payments during the useful life (defined as 30 years unless specified otherwise in annual plans and subsequent reports) of the Project without prior written approval of the District.

Such approval may be conditioned as determined to be appropriate by the District, including a condition requiring repayment of a pro rata amount of the SCW Program Payments used to fund the Project together with interest on said amount accruing from the date of lease or disposal of the Project.

B-13. Disputes
Should a dispute arise between the parties, the party asserting the dispute will notify the other parties in writing of the dispute. The parties will then meet and confer within 21 calendar days of the notice in a good faith attempt to resolve the dispute.

If the matter has not been resolved through the process set forth in the preceding paragraph, any party may initiate mediation of the dispute. Mediation will be before a retired judge or mediation service mutually agreeable to the parties.

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All costs of the mediation, including mediator fees, will be paid one-half by the District and one-half by the Municipality.

SCW Program Payments shall not be used to pay for any costs of the mediation.

The parties will attempt to resolve any dispute through the process set forth above before filing any action relating to the dispute in any court of law.

B-14. Final Inspection and Certification of Registered Professional Upon completion of the design phase and before construction of a project, the Municipality shall provide certification by a California Registered Professional (i.e., Professional Civil Engineer, Engineering Geologist) that the design has been completed.

Upon completion of the project, the Municipality shall provide for a final inspection and certification by a California Registered Professional (i.e., Professional Civil Engineer, Engineering Geologist), that the Project has been completed in accordance with submitted final plans and specifications and any modifications thereto and in accordance with this Agreement.

B-15. Force Majeure.

In the event that Municipality is delayed or hindered from the performance of any act required hereunder by reason of strikes, lockouts, labor troubles, inability to procure materials not related to the price thereof, riots, insurrection, war, or other reasons of a like nature beyond the control of the Municipality, then performance of such acts shall be excused for the period of the delay, and the period for the performance of any such act shall be extended for a period equivalent to the period of such delay.

B-16. Funding Considerations and Exclusions

1. All expenditures of SCW Program Payments by Municipality must comply with the provisions of Chapters 16 and 18 of the Los Angeles County Flood Control District Code, including but not limited to the provisions regarding eligible expenditures contained in Section 16.05.A.2 and the provision regarding ineligible expenditures contained in Section 16.05.A.3.

2. SCW Program Payments shall not be used in connection with any Project implemented as an Enhanced Compliance Action ("ECA") and/or Supplemental Environmental Project ("SEP") as defined by State Water Resources Control Board Office of Enforcement written policies, or any other Project implemented pursuant to the settlement of an enforcement action or to offset monetary penalties imposed by the State Water Resources Control Board, a Regional Water Quality Control Board, or any other regulatory authority; provided, however, that SCW funds may be used for a Project implemented pursuant to a time schedule order ("TSO") issued by the Los Angeles Regional Water Quality Control Board if, at the time the TSO was issued, the Project was included in an approved watershed management program (including enhanced watershed management programs) developed pursuant to the MS4 Permit.

B-17. Indemnification
The Municipality shall indemnify, defend and hold harmless the District, the County of Los Angeles and their elected and appointed officials, agents, and employees from and against any and all liability and expense, including defense costs, legal fees, claims, actions, and causes of action for damages of any nature whatsoever, including but not limited to bodily injury, death, personal injury, or property damage, arising from or in conjunction with: (1) any Project or Program implemented by the Municipality, in whole or in part, with SCW Program Payments or (2) any breach of this Agreement by the Municipality.

B-18. Independent Actor
The Municipality, and its agents and employees, if any, in the performance of this Agreement, shall act in an independent capacity and not as officers, employees, or agents of the District.

The Municipality shall not contract work with a contractor who is in a period of debarment from any agency within the District. (LACC Chapter 2.202)
B-19. Integration
This is an integrated Agreement. This Agreement is intended to be a full and complete statement of the terms of the agreement between the District and Municipality, and expressly supersedes any and all prior oral or written agreements, covenants, representations and warranties, express or implied, concerning the subject matter of this Agreement.

B-20. Lapsed Funds

1. The Municipality shall be able to carry over uncommitted SCW Program Payments for up to five (5) years from Municipal Program
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the end of the fiscal year in which those funds are transferred from the District to the Municipality.

2. If the Municipality is unable to expend the SCW Program Payment within five (5) years from the end of the fiscal year in which those funds are transferred from the District to the Municipality, then lapsed funding procedures will apply. Lapsed funds are funds that were transferred to the Municipality but were not committed to eligible expenditures by the end of the fifth (5th) fiscal year after the fiscal year in which those funds were transferred from the District.

3. Lapsed funds shall be allocated by the Watershed Area Steering Committee of the respective Watershed Area to a new Project with benefit to that Municipality, if feasible in a reasonable time frame, or otherwise to the Watershed Area.

4. In the event that funds are to lapse, due to circumstances beyond the Municipality’s control, then the Municipality may request an extension of up to twelve (12) months in which to commit the funds to eligible expenditures.

Extension Requests must contain sufficient justification and be submitted to the District in writing no later than three (3) months before the funds are to lapse.

5. The decision to grant an extension is at the sole discretion of the District.

6. Funds still uncommitted to eligible expenditures after an extension is granted will be subject to lapsed funding procedures without exception. Example Below.

Fiscal Year
Transferred
Funds Lapse
After
Extension
Request Due
Commit By
2019-20 6/30/2025 No later than
3/31/2025
No later than
6/30/2026
B-21. Municipal Project Access
Upon reasonable advance request, the Municipality shall ensure that the District or any authorized representative, will have safe and suitable access to the site of any Project implemented by the Municipality in whole or in part with SCW Program Payments at all reasonable times.

B-22. Non-Discrimination
The Municipality agrees to abide by all federal, state, and County laws, regulations, and policies regarding nondiscrimination in employment and equal employment opportunity.

B-23. No Third-Party Rights
The parties to this Agreement do not create rights in, or grant remedies to, any third party as a beneficiary of this Agreement, or of any duty, covenant, obligation, or undertaking established herein B-24. Notice

1. The Municipality shall notify the District in writing within five (5) working days of the occurrence of the following:
a. Bankruptcy, insolvency, receivership or similar event of the Municipality; or b. Actions taken pursuant to State law in anticipation of filing for bankruptcy.

2. The Municipality shall notify the District within ten (10) working days of any litigation pending or threatened against the Municipality regarding its continued existence, consideration of dissolution, or disincorporation.

3. The Municipality shall notify the District promptly of the following:
a. Any significant deviation from the submitted Annual Plan for the current Fiscal Year, including discussion of any major changes to the scope of funded projects or programs, noteworthy delays in implementation, reduction in benefits or community engagement, and/or modifications that change the SCW Program Goals intended to be accomplished.
b. Discovery of any potential archaeological or historical resource. Should a potential archaeological or historical resource be discovered during construction, the Municipality agrees that all work in the area of the find will cease until a qualified archaeologist has evaluated the situation and made recommendations regarding preservation of the resource, and the District has determined what actions should be taken to protect and preserve the resource. The Municipality agrees to implement appropriate actions as directed by the District. c. Any public or media event publicizing the accomplishments and/or results of this Agreement and provide the opportunity for attendance and participation by District representatives with at least fourteen (14) days’ notice to the District.

B-25. Municipality’s Responsibility for Work
The Municipality shall be responsible for all work and for persons or entities engaged in work performed pursuant to this Agreement including, but not limited to, contractors, subcontractors, suppliers, and providers of services. The Municipality shall be responsible for responding to any and all disputes arising out of its contracts for work on the Project.

The District will not mediate disputes between the Municipality and any other entity concerning responsibility for Municipal Program
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performance of work.

B-26. Reporting
The Municipality shall be subject to and comply with all applicable requirements of the District regarding reporting requirements. Municipalities shall report available data through the SCW Reporting Module, once available.

1. Annual Progress/Expenditure Reports. The Municipality shall submit Annual Progress/Expenditure Reports, using a format provided by the District, within six (6) months following the end of the Fiscal Year to the District to detail the activities of the prior year. The Annual Progress/Expenditure Reports shall be posted on the District’s publicly accessible website and on the Municipality’s website. The Annual Progress/Expenditure Report shall include:
a. Amount of funds received;
b. Breakdown of how the SCW Program Payment has been expended; c. Documentation that the SCW Program Payment was used for eligible expenditures in accordance with Chapters 16 and 18 of the Code;
d. Description of activities that have occurred, milestones achieved, and progress made to date, during the applicable reporting period including comparison to the Annual Plan and corresponding metrics; e. Discussion of any existing gaps between what was planned and what was achieved for the prior year, include any lessons learned;
f. Description of the Water Quality Benefits, Water Supply Benefits, and Community Investment Benefits and a summary of how SCW Program Payments have been used to achieve SCW Program Goals for the prior year, including graphical representation of available data and specific metrics to demonstrate the benefits being achieved through the years’ investments.
g. Discussion of alignment with other local, regional, and state efforts, resources, and plans, as applicable. This includes discussion of opportunities for addressing additional SCW Program Goals, leveraging SCW Program Goals, and increasing regional capacity to supplement the SCW Program. h. Additional financial or Project-related information in connection with activity funded in whole or in part using SCW Program Payments as required by the District.
i. Certification from a California Registered Professional (Civil Engineer or Geologist, as appropriate), that projects implemented with SCW Program Payments were conducted in accordance with Chapters 16 and 18 of the Code.
j. Report on annual and total (since inception of program) benefits provided by programs and projects funded by SCW Program Payment. This includes comparisons to annual plans and alignment with corresponding specific quantitative targets and metrics (note that SCW Reporting Module will facilitate calculation of benefits and graphical representation of pertinent data):
i. Annual volume of stormwater captured and treated
ii. Annual volume of stormwater captured and reused
iii. Annual volume of stormwater captured and recharged to a managed aquifer iv. Annual creation, enhancement, or restoration of Community Investment Benefits. If none, discuss considerations explored and reasons to not include.
v. Annual acreage increases in Nature-Based Solutions and claimed level of NBS (with matrix demonstrating determination of good, better, best, as outlined in Exhibit C). If none, discuss considerations explored and reasons to not include.
vi. Annual expenditures providing DAC Benefits. If none, discuss considerations explored and reasons to not include.

2. Documentation of the Community Outreach and Engagement utilized for and/or achieved with the SCW Program Payment described in the Annual Plan Exhibit A. This information must be readily accessible to members of the public.

3. As Needed Information or Reports. The Municipality agrees to promptly provide such reports, data, and information as may be reasonably requested by the District including, but not limited to material necessary or appropriate for evaluation of the SCW Program or to fulfill any reporting requirements of the County, state or federal government.

B-27. Representations, Warranties, and Commitments
The Municipality represents, warrants, and commits as follows:

1. Authorization and Validity. The execution and delivery of this Agreement, including all incorporated documents, by the individual signing on behalf of Municipality, has been duly authorized by the governing body of Municipality, as applicable. This Agreement constitutes a valid and binding obligation of the Municipality, enforceable in accordance with its terms, except as such enforcement may be limited by law.

2. No Violations. The execution, delivery, and performance by the Municipality of this Agreement, including all incorporated documents, do not violate any provision of any law or regulation in effect as of the date set forth on the first page hereof, or result in any breach or default under any contract, obligation, indenture, or other instrument Municipal Program
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to which the Municipality is a party or by which the Municipality is bound as of the date set forth on the first page hereof.

3. No Litigation. There are no pending or, to the Municipality’s knowledge, threatened actions, claims, investigations, suits, or proceedings before any governmental authority, court, or administrative agency which affect the Municipality's ability to complete the Annual Plan.

4. Solvency. None of the transactions contemplated by this Agreement will be or have been made with an actual intent to hinder, delay, or defraud any present or future creditors of the Municipality. As of the date set forth on the first page hereof, the Municipality is solvent and will not be rendered insolvent by the transactions contemplated by this Agreement. The Municipality is able to pay its debts as they become due.

5. Legal Status and Eligibility. The Municipality is duly organized and existing and in good standing under the laws of the State of California. The Municipality shall at all times maintain its current legal existence and preserve and keep in full force and effect its legal rights and authority.

6. Good Standing. The Municipality must demonstrate it has not failed to comply with previous County and/or District audit disallowances within the preceding five years.

B-28. Travel
Any reimbursement for necessary ground transportation and lodging shall be at rates not to exceed those set by the California Department of Human Resources; per diem costs will not be eligible expenses. These rates may be found at http://www.calhr.ca.gov/employees/Pages/travel-reimbursements.aspx. Reimbursement will be at the State travel amounts that are current as of the date costs are incurred by the Municipality. No travel outside the Los Angeles County Flood Control District region shall be reimbursed unless prior written authorization is obtained from the Program Manager.

B-29. Unenforceable Provision
In the event that any provision of this Agreement is determined by a court of competent jurisdiction to be unenforceable, the parties agree that all other provisions of this Agreement have force and effect and shall not be affected thereby.

B-30. Withholding of Disbursements and Material Violations Notwithstanding any other provision of this Agreement, the District may withhold all or any portion of the SCW Program Payment for any Fiscal Year in the event that:

1. The Municipality has violated any provision of this Agreement; or

2. The Municipality fails to maintain reasonable progress in achieving SCW Program Goals, following an opportunity to cure.

3. Failure to remain in Good Standing, described in Section B-26 of Exhibit B.

4. Failure to submit annual reports on meeting SCW Program Goals.

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EXHIBIT C – NATURE BASED SOLUTIONS (NBS) BEST MANAGEMENT PRACTICES Municipalities shall consider incorporation of Nature-based solutions (NBS) into their projects. NBS refers to the sustainable management and use of nature for undertaking socio-environmental challenges, including climate change, water security, water pollution, food security, human health, and disaster risk management. As this environmental management practice is increasingly incorporated into projects for the SCW Program, this guidance document may be expanded upon to further quantify NBS practices based on benefits derived from their incorporation on projects.

The SCW Program defines NBS as a Project that utilizes natural processes that slow, detain, infiltrate or filter Stormwater or Urban Runoff. These methods may include relying predominantly on soils and vegetation; increasing the permeability of Impermeable Areas; protecting undeveloped mountains and floodplains; creating and restoring riparian habitat and wetlands; creating rain gardens, bioswales, and parkway basins; enhancing soil through composting, mulching; and, planting trees and vegetation, with preference for native species. NBS may also be designed to provide additional benefits such as sequestering carbon, supporting biodiversity, providing shade, creating and enhancing parks and open space, and improving quality of life for surrounding communities. NBS include Projects that mimic natural processes, such as green streets, spreading grounds and planted areas with water storage capacity. NBS may capture stormwater to improve water quality, collect water for reuse or aquifer recharge, or to support vegetation growth utilizing natural processes.

Municipalities are to include in eachAnnual Progress/Expenditure Report whether and how their project achieves a good, better, or best for each of the 6 NBS methods in accordance with the guidance below. Additionally, Annual Progress/ Expenditure Reports should include discussion on any considerations taken to maximize the class within each method. If at least 3 methods score within a single class, the overall project can be characterized as that class.

Municipalities must attach a copy of the matrix for each project with the good, better, or best column indicated for each method, to facilitate District tracking of methods being utilized.

METHODS GOOD BETTER BEST
Vegetation/Green
Space
Use of climate
appropriate, eco-friendly
vegetation
(groundcover, shrubs, and
trees) / green space 5%-
15% covered by
new climate-appropriate
vegetation
Use of native, climate
appropriate, eco-friendly
vegetation
(groundcover, shrubs, and
trees) / green space 16%-
35% covered by new
native vegetation
Establishment of plant
communities with a
diversity of native
vegetation
(groundcover, shrubs, and
trees) / green space that is
both native and climateappropriate
More than 35% covered by
new native vegetation
Increase of
Permeability
Installation of vegetated
landscape – 25%-49%
paved area removed
Redesign of existing
impermeable surfaces
and/or installation of
permeable surfaces (e.g.
permeable pavement and
infiltration trenches)
Installation of vegetated
landscape – 50%-74%
paved area removed
Improvements of soil health
(e.g., compaction
reduction)
Installation of vegetated
landscape – 75%-100%
paved area removed
Creation of well-connected
and self-sustained natural
landscapes with healthy
soils, permeable surfaces,
and appropriate vegetation
Protection of
Undeveloped
Mountains &
Floodplains
●Preservation of native
vegetation
●Minimal negative impact
to existing drainage
system
●Preservation of native
vegetation
●Installation of new
feature(s) to improve
existing drainage system
●Creation of open green
space
●Installation of features to
improve natural hydrology
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Creation &
Restoration of
Riparian Habitat &
Wetlands
●Partial restoration of
existing riparian habitat
and wetlands Planting of
climate appropriate
vegetation between 11 and
20 different climate
appropriate or native plant
species newly planted
●No potable water used to
sustain the wetland
●Full restoration of existing
riparian habitat
and wetlands
●Planting of native
vegetation - between 21
and 40 different native
plant species newly
planted
●No potable water used to
sustain the wetland
●Full restoration and
expansion of existing
riparian habitat and
wetlands Planting of plant
communities with a
diversity of native
vegetation – between 41
and 50 different native
plant species newly
planted
●No potable water used to
sustain the wetland
New Landscape
Elements
Elements designed to
capture runoff for other
simple usage (e.g. rain
gardens and cisterns),
capturing the 85th
percentile 24-hour storm
event for at least 50% of
the entire parcel
Elements that design to
capture/redirect runoff and
filter pollution (e.g.
bioswales and parkway
basins), capturing the 85th
percentile 24-hour storm
event from the
entire parcel
Large sized elements that
capture and treat runoff to
supplement or replace
existing water systems
(e.g. wetlands, daylighting
streams, groundwater
infiltration, floodplain
reclamation), capturing the
90th percentile 24-hour
storm event from the entire
parcel and/or capturing offsite runoff
Enhancement of Soil
Use of soil amendments
such as mulch and
compost to retain moisture
in the soil and prevent
erosion
Planting of new climate
appropriate vegetation to
enhance soil organic
matter
Use of soil amendments
such as mulch and
compost that are locally
generated to retain
moisture in the soil, prevent
erosion, and support locally
based composting and
other
soil enhancement
activities
Planting of new native,
climate-appropriate
vegetation to enhance soil
organic matter
Use of soil amendments
such as mulch and
compost that are locally
generated, especially use
of next-generation design
with regenerative
adsorbents (e.g.
woodchips, biochar) to
retain moisture in the soil,
prevent erosion, and
support on-site
composting and other
soil enhancement
activities
Planting of new native,
climate appropriate
vegetation to enhance soil
organic matter
Municipal Program
Agreement No.2024MP31

Page 12 of 14 ends

EXHIBIT D – OPERATIONS AND MAINTENANCE GUIDANCE DOCUMENT Municipalities shall operate and maintain infrastructure projects for the useful life of the project and are to consider using the following guidance for operations and maintenance for infrastructure projects. Operational maintenance is the care and upkeep of Projects that may require detailed technical knowledge of the Project’s function and design. Project specific operational and maintenance plans shall consider the activities listed below and set forth specific activities and frequencies (not limited to those below) as determined to be appropriate by the Municipalities and best practices, including stakeholder engagement as applicable. Operational maintenance is to be performed by the operator of the Project with a purpose to make the operator aware of the state of readiness of the Project to deliver stormwater and urban runoff benefits.

1. Litter Control
• Regular removal of litter, nonhazardous waste materials, and accumulated debris near planted areas, rock areas, decomposed granite areas, rest areas, fence perimeters, adjoining access roads and driveways, drains, pedestrian trails, viewing stations, shelter houses, and bicycle pathways. • Regular inspection and maintenance of pet waste stations. • Maintaining trash receptacles.
• Removal of trash, debris, and blockages from bioswales. • Inspection and cleaning of trash booms.
• Inspection of weir gates and stop logs to clean debris, as required.

2. Vegetation Maintenance
• Weed control
o Recognition and removal of weeds, such as perennial weeds, morning glory, vine-type weeds, ragweed, and other underground spreading weeds.
o Avoiding activities that result in weed seed germination (e.g. frequent soil cultivation near trees or shrubs).
o Regular removal of weeds from landscape areas, including from berms, painted areas, rock areas, gravel areas, pavement cracks along access roads and driveways, drains, pedestrian trails, viewing stations, park shelters, and bicycle paths.
• Tree and shrubbery trimming and care
o Removal of dead trees and elimination of diseased/damaged growth. o Prevent encroachment of adjacent property and provide vertical clearance. o Inspect for dead or diseased plants regularly.
• Wetland vegetation and landscape maintenance
o Installation and maintenance of hydrophytic and emergent plants in perennially wet and seasonal, intermittent habitats.
o Draining and drawdown of wetland and excessive bulrush removal o Weed and nuisance plant control.
o Removal of aquatic vegetation (e.g. algae and primrose) using appropriate watercraft and harvesting equipment.
o Wildflower and meadow maintenance.
o Grass, sedge, and yarrow management.
o Removal of unwanted hydroseed.

3. Wildlife Management
• Exotic species control.
• Provide habitat management; promote growth of plants at appropriate densities and promote habitat structure for animal species.
• Protect sensitive animal species (e.g. protection during critical life stages including breeding and migration).
• Avoid disturbances to nesting birds.
• Avoid spread of invasive aquatic species.

4. Facility Inspection
• Inspect project sites for rodent and insect infestations on a regular basis. • Inspect for and report graffiti in shelter houses, viewing stations, benches, paving surfaces, walls, fences, and educational and directional signs.
• Inspect facilities for hazardous conditions on roads and trails (e.g. access roads and trails, decomposed granite pathways, and maintenance roads).

Municipal Program
Agreement No.2024MP31

Page 13 of 14 ends

• Inspect shade structures for structural damage or defacement. • Inspect hardscapes.
• Inspect and maintain interpretive and informational signs. • Inspect site furnishings (e.g. benches, hitching posts, bicycle racks). • Maintain deck areas (e.g. benches, signs, decking surfaces). • Visually inspect weirs and flap gates for damage; grease to prevent locking. • Inspect all structures after major storm events, periodically inspect every 3 months, and operate gates through full cycles to prevent them from locking up.

5. Irrigation System Management
• Ensuring automatic irrigation controllers are functioning properly and providing various plant species with proper amount of water.
o Cycle controller(s) through each station manually and automatically to determine if all facets are functioning properly.
o Inspection should be performed at least monthly.
o Recover, replace, or refasten displaced or damaged valve box covers. o Inspect and repair bubbler heads.
o Repair and replace broken drip lines or emitters causing a loss of water (to prevent ponding and erosion).
o Maintain drip system filters to prevent emitters from clogging. Inspection and cleaning should occur at least monthly.
o Inspect and clean mainline filters, wye strainers, basket filters, and filters at backflow devices twice a year.
o Maintain and check function of the drip system.
• Keeping irrigation control boxes clear of vegetation. • Operating irrigation system to ensure it does not cause excessively wet, waterlogged areas, and slope failure.
• Utilizing infrequent deep watering techniques to encourage deep rooting, drought tolerant plant characteristics to promote a self-sustaining, irrigation free landscape. • Determine watering schedules based on season, weather, variation in plant size, and plant varieties. At least four times a year (e.g. change of season), reschedule controller systems. • Turn off irrigation systems at the controller at the beginning of the rainy season, or when the soil has a high enough moisture content.
• Use moisture sensing devices to determine water penetration in soil.

6. Erosion Management and Control
• Inspect slopes for erosion during each maintenance activity. • Inspect basins for erosion.
• Take corrective measures as needed, including filling eroded surfaces, reinstalling or extending bank protection, and replanting exposed soil.

7. Ongoing Monitoring Activities
• Monitor controllable intake water flow and water elevation. • Examine inflow and outflow structures to ensure devices are functioning properly and are free of obstructions.
• Water quality sampling (quarterly, unless justified otherwise). • Checking telemetry equipment.
• Tracking and reporting inspection and maintenance records.

8. Vector and Nuisance Insect Control
• Monitoring for the presence of vector and nuisance insect species. • Adequate pretreatment of influent wastewater to lessen production of larval mosquitos. • Managing emergent vegetation.
• Using hydraulic control structures to rapidly dewater emergent marsh areas. • Managing flow velocities to reduce propagation of vectors.

Municipal Program
Agreement No.2024MP31

Page 14 of 14 ends

AGENDA ITEM NO. 11.

CITY OF HAWTHORNE
City Council

AGENDA BILL
For the meeting of 12/09/2025
Originating Department: Human Resources
City Manager: Department Head:

SUBJECT:

RESOLUTION NO. 8571 - A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF HAWTHORNE, CALIFORNIA APPOINTING DAVID L. CACERES AS INTERIM CITY ATTORNEY AND APPROVING AN EMPLOYMENT AGREEMENT.

RECOMMENDED MOTION:

Adopt Resolution 8571 appointing David L. Caceres as Interim City Attorney and Approving an Employment Agreement.

DISCUSSION:

David Caceres has been employed with the City since July 2024 as an Assistant City Attorney and was promoted to Senior Assistant City Attorney in July 2025. At the regular city council meeting held on November 12, 2025, Mr. Caceres was appointed as Interim City Attorney until a permanent City Attorney is appointed.

Mr. Caceres' annual salary as Interim City Attorney will be $285,000, plus fringe benefits specified in the Employment Agreement attached to the Resolution. The City will also contribute $750.00 to Mr.

Caceres' deferred compensation plan. With respect to the fringe benefits, such benefits are commensurate with those provided to the former City Attorney. For example, Mr. Caceres will accrue vacation leave at a rate of 8.7 hours per pay period and sick leave at a rate of 5.06 hours per bi-weekly pay period. Mr. Caceres has also agreed to waive the use of a city-owned vehicle and a vehicle allowance.

Under Government Code Section 5493(c)(3), an oral summary report must be made during an open public meeting of a recommendation for a final action on the salary, salary schedule, or compensation paid in the form of fringe benefits to a "local agency executive" as defined in Government Code 3511.1.

The position of Interim City Attorney falls under this provision. Such an oral report shall be provided at the time this item is called for discussion and action.

ECONOMIC DEVELOPMENT STRATEGIC PLAN:

Not Applicable.

FISCAL IMPACT:

Mr. Caceres' former position as Senior Assistant City Attorney is currently unfilled. The City is currently recruiting for the lower classification position of Assistant City Attorney. Thus, it is anticipated that there will be cost savings.

NOTICING PROCEDURE:
72 hours ' notice pursuant to the Ralph M. Brown Act.

ATTACHMENTS
Resolution 8571 & Employment Agreement - Caceres
RESOLUTION NO. 8571

A RESOLUTION OF THE CITY COUNCIL OF THE CITY

OF HAWTHORNE, CALIFORNIA APPOINTING DAVID
L. CACERES AS INTERIM CITY ATTORNEY AND

APPROVING AN EMPLOYMENT AGREEMENT
WHEREAS, there is a current vacancy in the office of the City Attorney; WHEREAS, on November 12, 2025, the City Council held a closed session and subsequently voted to appoint David L. Caceres as Interim City Attorney on a vote of 4 in favor and 1 opposed; and
WHEREAS, the City Council desires to adopt this Resolution appointing David L Caceres as Interim City Attorney for the City of Hawthorne effective November 3, 2025 and approving an employment agreement as set forth herein.

The City Council of Hawthorne, California, hereby resolves as follows:

Section 1. All facts set forth in the recitals of this Resolution are true and correct and incorporated herein as if set forth in full.

Section 2. David L. Caceres is hereby appointed as the Interim City Attorney for the City of Hawthorne effective November 3, 2025.

Section 3. The “Employment Agreement Between the City of Hawthorne and David L. Caceres” attached hereto as Exhibit A, is hereby approved (“Employment Agreement”). The salary for the Interim City Attorney is hereby established at $285,000 annually.

Section 4. The City Clerk shall certify the adoption of this Resolution and shall cause this Resolution and the certification to be entered in the book of resolutions of the Council of the City of Hawthorne.

Section 5. This Resolution shall be in full force and effect immediately upon its passage and adoption thereof.

PASSED, APPROVED, and ADOPTED this 9th day of December, 2025. ______________________________
ALEX VARGAS, Mayor
City of Hawthorne, California
2 ATTEST:
______________________________
DAYNA WILLIAMS-HUNTER, City Clerk
City of Hawthorne, California
APPROVED AS TO FORM:
______________________________
ROXANNE M. DIAZ
Special Counsel to the City Council
City of Hawthorne
3 EXHIBIT A

EMPLOYMENT AGREEMENT
4 EMPLOYMENT AGREEMENT BETWEEN THE CITY OF HAWTHORNE
AND DAVID L. CACERES
This Employment Agreement (Agreement) is entered into by and between the City of Hawthorne (“City”) and David L. Caceres (“DLC”), with reference to the following facts and circumstances:

RECITALS
WHEREAS, DLC has been a county and municipal law attorney for nearly thirty (30) years, with experience advising legislative and advisory bodies at the Cities of Riverside, Torrance, Simi Valley, Hawthorne, and the County of Santa Barbara; and WHEREAS, DLC has advised in legal matters including, but not limited to: civil litigation, land use, the California Environmental Quality Act (“CEQA”), the Mitigation Fee Act, the Housing Accountability Act, employment law, the Public Records Act, the Ralph M. Brown Act, election law, public contracts, ordinance/resolution drafting, the review and editing board letters, staff reports, and agenda bills, conflicts of interest/ethics, Inspection and Abatement Warrants, the Governmental Tort Claims Act, and state and municipal code criminal prosecution; and WHEREAS, DLC has litigated 96 civil cases in state and federal court, securing dismissals, indemnification, or favorable verdicts in 36 of those matters; and WHEREAS, DLC has extensive experience in municipal criminal prosecution, where he has personally handled over 14,000 cases, with a 94% conviction rate, and WHEREAS, DLC was hired as an Assistant City Attorney at the City of Hawthorne on July 5, 2024; and on June 30, 2025, he was promoted to Senior Assistant City Attorney upon obtaining a successful performance evaluation from the City Attorney, and WHEREAS, the City Council now finds that DLC possess the specialized skills necessary and required for Interim City Attorney and wishes to approve DLC’s employment contract as such; and
NOW, THEREFORE, in consideration of the mutual covenants set forth herein and for good and valuable consideration the receipt and sufficiency of which are hereby acknowledged, the City and DLC agree as follows:

AGREEMENT TO EMPLOY

1. The City agrees to employ the services of DLC as the Interim City Attorney upon the effective date of this Agreement.

2. DLC agrees to accept employment as the Interim City Attorney pursuant to the terms of this Agreement.
5 EFFECTIVE DATE AND TERM

3. The date of this Agreement shall be retroactively effective to November 3, 2025.

Unless earlier terminated as provided herein, this Agreement shall terminate without any further action by the City when a permanent City Attorney is appointed by the City Council. At such time, DLC shall automatically return to his prior position as Senior Assistant City Attorney.

DUTIES

4. Upon the effective date of this Agreement, DLC’s title shall be Interim City Attorney. In this capacity, DLC shall perform his duties pursuant to Hawthorne Municipal Sections 2.08.020 and 2.08.030.

COMPENSATION

5. City shall compensate DLC at the base salary of $285,000 annually, to be paid on a bi-weekly basis during the term of this Agreement.

6. DLC is an exempt employee and is not entitled to overtime. DLC’s salary shall be subject to withholding and other applicable taxes and shall be payable to DLC on a pro rata basis at the same time as other employees of the City are paid. DLC shall not be a member of the Hawthorne Executive Group (HEG), and the provisions of the HEG MOU shall not apply to DLC unless specifically so provided in this Agreement.

FRINGE BENEFITS

7. DLC shall receive the following fringe benefits during the term of this Agreement as Interim City Attorney. Benefits shall be prorated, where applicable, to coincide with DLC’s term as Interim City Attorney.

A. DLC waives the utilization of a City owned vehicle as well as a vehicle allowance.

B. DLC shall accrue vacation leave at the rate of 8.7 hours per pay period through the term of this Agreement as the Interim City Attorney. Vacation leave shall accrue on an unlimited basis.

C. Upon the effective date of this Agreement, DLC shall accrue sick leave at the rate of 5.06 hours for each bi-weekly pay period in which DLC actually worked, or was on paid leave through the term of this Agreement as the Interim City Attorney.

D. DLC shall be entitled to one hundred (100) hours of administrative leave per calendar year. Administrative leave shall accrue at the rate of 3.85 hours per bi-weekly pay period and shall accrue on an unlimited basis.

E. If DLC is involved in an industrial accident resulting in loss or inability of work for 10 days, he shall receive full pay for the first seven (7) days of resulting absence from 6 work without loss of accumulated sick leave.

F. Bereavement Leave. In the event of death of a member of DLC’s immediate family, defined as spouse, child, step-child, mother, mother-in-law, stepmother, father, father-in-law, stepfather, grandparent, sister, brother, or registered domestic partner with the State of California, DLC may be absent for the purpose of arranging for and attending the funeral for five (5) consecutive working days without loss of pay, and not charged to sick leave.

G. Deferred Compensation. The City will contribute $750 per month to DLC toward his 457(b) Deferred Compensation Plan. In addition, the City will match DLC’s contribution to the City’s 457 Deferred Compensation Plan up to $400/month.

H. DLC shall be entitled to forty-eight (48) hours of personal holidays per year. If any City recognized holiday falls on an otherwise scheduled closed Friday, DLC shall be entitled to an additional 8 hours of floating holiday time for each such day.

I. DLC may cash out up to 140 hours of sick leave annually.

J. DLC may cash out up to 140 hours of vacation time annually.

K. DLC shall be entitled to nine (9) hours of paid leave for those holidays observed on a Monday through Thursday and eight (8) hours for holidays that are observed on Fridays. The following days shall be considered fixed holidays: 1) New Year’s Day, 2) Martin Luther King’s Day, 3) Presidents’ Day, 4) Cesar Chavez’ Day, 5) Memorial Day, 6) Juneteenth, 7) Independence Day, 8) Labor Day, 9) Veterans day, 10) Thanksgiving Day, 1) Day after Thanksgiving, 12) Christmas Eve and 13) Christmas Day. If any City recognized holiday falls on an otherwise scheduled closed Friday, DLC shall be entitled to an additional 8 hours of floating holiday time for each such day.

L. DLC shall be paid his regular salary if he is summoned to serve as a trial juror, for a period not exceeding ten (10) days, pursuant to City Council Resolution No. 5342.

M. DLC shall continue with his current medical, dental, and vision insurance with the full premiums paid by the City.

N. DLC shall continue with his life insurance and accidental death and dismemberment, the City’s Employee Assistance Program and long-term disability program in the same or similar manner as the July 1, 2024, through June 30, 2027, HEG MOU, paid by the City.

O. DLC may enroll in the Flexible Spending Account Plan pursuant to the provisions of Sections 125 and 129 of the Internal Revenue Code which allow employees to allocate a designated portion of their salaries to a Flexible Spending account used to pay (1) health and dental insurance premiums, (2) medical expenses not paid by a health insurance carrier and/or (3) child care expenses. Any amounts so allocated but not expended for those purposes shall be forfeited by the employee. Participation in this benefit is voluntary. 7 P. CalPERS Pick-Up. The City shall pay to CalPERS an amount equal to 8% of the member’s normal contribution as EPMC and shall report the same percent (value) of compensation earnable to CalPERS as additional compensation. Pursuant to the provisions of section 414(h)(2) of the Internal Revenue Code, the 8% contribution will be paid on a pre-tax basis.

Q. DLC shall work on a 9/80 schedule that coincides with all other City employees working in City Hall.

R. The City shall budget for and pay DLC’s travel and subsistence expenses for the annual League of California Cities Conference for City Attorneys.

S. The City shall budget for and pay for DLC’s annual California Bar Dues.

T. Technology. DLC shall be supplied with both a City-owned smartphone (iPhone or equivalent) and a laptop.

PERFORMANCE REVIEW

8. The City may periodically review DLC’s performance as Interim City Attorney.

RETIREMENT

9. As a “miscellaneous employee,” DLC is enrolled and shall continue to be enrolled in the City’s CalPERS retirement system at the 3% @ 60 retirement formula. As a Classic Member, his retirement formula will be based upon his one year of highest compensation per the California Government Code.

TERMINATION OF AGREEMENT

10. The City Council or DLC may terminate this Agreement at any time. If the City Council or DLC terminates this Agreement, DLC shall automatically return to his former position as Senior Assistant City Attorney, in Step J of the July 1, 2024, through June 30, 2027, HEG MOU, along with the benefits provided to him under the HEG MOU.

ASSEMBLY BILL 1344 COMPLIANCE

11. To the extent City provides (i) paid leave to DLC pending an investigation; (ii) funds for the legal criminal defense of DLC; and/or (iii) a cash settlement to related to the termination of DLC pursuant to this Agreement and Government Code section 53243, et seq., DLC shall fully reimburse the City for any and all amounts paid by the City which fall within subsection (i) through (iii) of this section in the event that DLC is convicted of a crime involving the abuse of his office or position. Notwithstanding, this Agreement shall be subject to and shall be interpreted to comply with the limitations set forth in Government Code Sections 53243, et seq.
8 OTHER TERMS & CONDITIONS

12. This is the entire Agreement between City and DLC and supersedes any previous agreements, writings, notes or oral understandings.

13. This Agreement may be amended by both parties provided such amendments are approved in a duly convened Brown Act meeting by the City Council.

14. If any provision of this Agreement shall be held invalid by a final decision of a court of law, the remainder shall nevertheless be deemed valid and effective, and it is the intention of the parties hereto that each provision hereof is being stipulated to separately in the event one or more of such provisions should be held invalid.

CITY OF HAWTHORNE
DATE: By: _____________________________________

ALEX VARGAS,
MAYOR
DATE: By: ____________________________________
DAVID L. CACERES
APPROVED AS TO FORM:

DATE: By: ______________________________________
ROXANNE M. DIAZ
Special Counsel to the City Council
City of Hawthorne
AGENDA ITEM NO. 12.

CITY OF HAWTHORNE
Successor Agency

AGENDA BILL
For the meeting of 12/09/2025
Originating Department: Finance
Exec. Director:Legal Counsel:

SUBJECT:

Approving a Recognized Obligation Payment Schedule ("ROPS") for the twelve-month fiscal period from July 1, 2026 through June 30, 2027 ("ROPS 26-27") and taking certain related actions.

RECOMMENDED MOTION:

Staff recommend that the City Council adopt SA Resolution 2025-05 approving ROPS 26-27, a Recognized Obligation Payment Schedule for the twelve-month fiscal period from July 1, 2026 through June 30, 2027 and taking certain related actions.

DISCUSSION:

BACKGROUND:

Assembly Bill ("AB") x1 26, AB 1484, and Senate Bill 107 (collectively, the "Dissolution Act") dissolved Redevelopment agencies and requires the Successor Agency to the Hawthorne Redevelopment Agency ("Successor Agency") to wind down the obligations of the former Hawthorne Redevelopment Agency ("Former Agency"). The wind down is accomplished, in large part, through the preparation of an annual ROPS, covering the upcoming fiscal year. The ROPS lists the obligations to be funded and serves as a request for an allocation of property tax increment revenue deposited by the AuditorController in the Redevelopment Property Tax Trust Fund ("RPTTF").

The ROPS must be approved by the Oversight Board to the Successor Agency ("Oversight Board") and submitted to the State Department of Finance ("DOF"). Pursuant to Health and Safety Code ("HSC") Section 34177(l), DOF provides the ROPS form for successor agencies to use to report enforceable obligations. Pursuant to HSC Section 34177(l)(2)(C), a copy of the ROPS must also be submitted to the Los Angeles County Auditor-Controller ("Auditor-Controller") and State Controller's Office.

DISCUSSION:

The Successor Agency has already paid off several of the Former Agency's obligations. Remaining obligations include the 2025 Tax Allocation Refunding Bonds and related costs, Oceangate Owner Participation Agreement ("OPA") rebates, Gateway Disposition and Development Agreement rebates, as well as administrative expenses. The ROPS Detail page lists each of the remaining obligations, including the amount requested in the current year and an estimate of the total debt or obligation remaining for each item.

In total, the Successor Agency requests approval for $4,204,707 in expenditures, including $1,310,438 from a reserve balance set aside in the prior fiscal year and $2,894,269 in funds from the RPTTF. This represents an overall decrease from the amount requested in the prior year's ROPS, mostly due to the lower debt service payment (Item 38) and an adjustment to the OPA rebate calculation (Item 35), as detailed in the OPA. The 2016 Tax Allocation Refunding Bonds related to Items 36, 37, and 38 were refunded in June 2025 to realize savings for the Successor Agency and further the wind down process outlined in the Dissolution Act. The ROPS 26-27 includes three (3) new items, 46, 47, and 48, pertaining to the 2025 Tax Allocation Refunding Bonds (TARBS).

Debt service for the 2025 TARBS (Attachment 2) shows $460,736.09 due during the 2025-26B Period and $1,183,500 due during the 2026-27A Period. Funds on hand, including the approved 2016 TARBS Reserve funds from the 25-26B period of $1,396,125, and the approved 2016 TARBS debt service payment of $366,125, will be used to pay these debt service amounts due. This leads to a ROPS 26-27 A period reserve balance request for Item 46 of $1,310,438 ($1,183,500 per the debt service + $126,938 difference from the 25-26B and 26-27A debt service and the funds on hand). The $126,938 difference amount will be filtered back to the Successor Agency's ROPS through the 26-27 PPA process. Applying this calculation now will help smooth the transition from the prior 2016 Bonds to the new 2025 Refunding Bonds. Moving forward, the ROPS requests will only involve the 2025 Refunding Bonds and will follow the debt service schedule more closely.

This ROPS 26-27 request also includes a slight increase in its administrative budget compared to last year's. A separate contract item for the Oceangate Owner Participation Agreement ("OPA") was included in the Fiscal Year 2026-27 Administrative Budget (Exhibit B to Attachment 1) to fully account for the Successor Agency's costs administering the OPA. This adjustment more accurately aligns with the Successor Agency's existing contract with its administrative consultant. The ROPS 26-27 administrative cost request of $235,400 remains below the $250,000 maximum administrative cost allowance per HSC Section 34171(b).

On the Report of Cash Balances, the Successor Agency identifies any available funds that can be used to pay enforceable obligations. After all available funds are allocated or exhausted, the Successor Agency can request funding for enforceable obligations from RPTTF.

ECONOMIC DEVELOPMENT STRATEGIC PLAN:
.

FISCAL IMPACT:

ROPS 26-27 must be approved by the Hawthorne Successor Agency's Oversight Board and submitted to DOF for the Successor Agency to receive RPTTF, administered by the Los Angeles County AuditorController ("Auditor-Controller"), and to pay enforceable obligations during the ROPS 26-27 period. In total, the Successor Agency requests approval for $4,204,707 in expenditures, including $1,310,438 from a reserve balance set aside in the prior fiscal year and $2,894,269 in funds from the RPTTF.

NOTICING PROCEDURE:

None.

ATTACHMENTS
SA Reso #2025-05
ROPS 26-27
SA Admin Budget 26-27
2025 TARBS Debt Service Schedule
RESOLUTION NO. 2025-05

A RESOLUTION OF THE SUCCESSOR AGENCY TO THE HAWTHORNE

REDEVELOPMENT AGENCY APPROVING A RECOGNIZED OBLIGATION

PAYMENT SCHEDULE FOR THE TWELVE-MONTH FISCAL PERIOD FROM JULY 1, 2026 THROUGH JUNE 30, 2027 AND TAKING CERTAIN RELATED

ACTIONS
WHEREAS, the City of Hawthorne elected to serve as the Successor Agency to the former Hawthorne Redevelopment Agency (“Successor Agency”) pursuant to Assembly Bill x1 26 (“ABx1 26”) as codified in the California Health & Safety Code (“HSC”); and WHEREAS, ABx1 26 was amended by Assembly Bill 1484 and Senate Bill 107 (collectively, the “Dissolution Act”); and
WHEREAS, among the duties of successor agencies under the Dissolution Act as amended is the preparation of an annual Recognized Obligation Payment Schedule (“ROPS”), per HSC Section 34177 (l), that includes the ensuing two six-month periods for consideration by a consolidated oversight board and the California Department of Finance (“DOF”) for purposes of administering the wind-down of financial obligations of the former Redevelopment Agency; and WHEREAS, HSC Section 34177 (l) further requires that the proposed ROPS be transmitted to the County Oversight Board, after which time the County Oversight Board may approve the ROPS and the Successor Agency’s transmittal of the adopted ROPS to DOF, the County Auditor-Controller, and the State Controller’s Office for their consideration; and WHEREAS, the proposed ROPS 26-27 for the six-month periods from July 1, 2026 through December 31, 2026 and January 1, 2027 through June 30, 2027, attached hereto as Exhibit “A”, has been prepared and is consistent with the provisions of the Dissolution Act and in the format made available by DOF; and
WHEREAS, the Successor Agency is required to prepare an annual administrative budget and submit it to the Oversight Board per HSC Section 34177 (j); and WHEREAS, the Successor Agency prepared the Fiscal Year 2026-27 Administrative Budget in accordance with the Dissolution Act, attached hereto as Exhibit “B”; and WHEREAS, the Oversight Board will review the ROPS 26-27 and the Fiscal Year 2026- 27 Administrative Budget on January 21, 2026; and
WHEREAS, the Successor Agency desires to approve the ROPS 26-27, along with the Fiscal Year 2026-27 Administrative Budget, and transmit it to various parties as required by the Dissolution Act.

NOW, THEREFORE, the Successor Agency to the Hawthorne Redevelopment Agency does hereby resolve as follows:

Section 1. The above recitals are true and correct and are a substantive part of this Resolution, incorporated herein by this reference.

Section 2. The Successor Agency hereby approves and adopts the ROPS 26-27 covering the period of July 1, 2026 to June 30, 2027 in substantially the form attached hereto as Exhibit “A”, as required by the Dissolution Act. The Successor Agency accepts changes made by the Consolidated Oversight Board in advance in order to enable the Successor Agency to submit the ROPS 26-27 to DOF by the deadline of February 1, 2026.

Section 3. Pursuant to the Dissolution Act, the Successor Agency approves the Fiscal Year 2026-27 Administrative Budget for the period July 1, 2026 to June 30, 2027 submitted herewith as Exhibit “B”, which is incorporated herein by this reference.

Section 4. The City Manager or another representative of the Successor Agency is hereby authorized and directed to post a copy of the ROPS 26-27 on the City’s website and transmit a copy of the ROPS 26-27 to the offices of the Los Angeles County Auditor-Controller, the State Controller’s Office, and the State of California Department of Finance.

PASSED AND ADOPTED by the Successor Agency at a meeting held on the 9th day of December, 2025.

ALEX VARGAS,

CHAIR, SUCCESSOR AGENCY TO THE

HAWTHORNE REDEVELOPMENT AGENCY
ATTEST:

DAYNA S. WILLIAMS-HUNTER,

SECRETARY, SUCCESSOR AGENCY
ATTEST:

APPROVED AS TO FORM:

DAVID CACERES,

LEGAL COUNSEL

EXHIBIT A
ROPS 26-27
Recognized Obligation Payment Schedule (ROPS 26-27) - Summary Filed for the July 1, 2026 through June 30, 2027 Period Successor Agency: Hawthorne
County: Los Angeles
Current Period Requested Funding for Enforceable
Obligations (ROPS Detail)
26-27A Total
(July -
December)
26-27B Total
(January -
June)
ROPS 26-27
Total
A Enforceable Obligations Funded as Follows (B+C+D) $ 1,310,438 $ - $ 1,310,438 B Bond Proceeds - - -
C Reserve Balance 1,310,438 - 1,310,438
D Other Funds - - -
E Redevelopment Property Tax Trust Fund (RPTTF) (F+G) $ 523,819 $ 2,370,450 $ 2,894,269 F RPTTF 406,119 2,252,750 2,658,869
G Administrative RPTTF 117,700 117,700 235,400
H Current Period Enforceable Obligations (A+E) $ 1,834,257 $ 2,370,450 $ 4,204,707 Certification of Oversight Board Chairman:

Name Title
Pursuant to Section 34177 (o) of the Health and Safety
code, I hereby certify that the above is a true and
accurate Recognized Obligation Payment Schedule for
the above named successor agency. /s/
Signature Date
Alex Vargas Mayor/Chair
Hawthorne
Recognized Obligation Payment Schedule (ROPS 26-27) - ROPS Detail July 1, 2026 through June 30, 2027

OPA/DDA/
Construction
06/23/
2001
11/25/2034 Oceangate
Properties
Tax Increment
Payments Due
to Oceangate
Properties per
6th
Implementation
Agreement
Project
Area
No. 2
1,591,950 N $179,519 - - - 179,519 - $179,519 - - - - - $- 9 Successor
Agency
Administrative/
Employee
Costs
Admin
Costs
02/01/
2012
09/01/2036 City of
Hawthorne
Employees
and
Various
Vendors
Payroll cost for
Successor
Agency
employees,
consultants,
salaries,
insurance, and
benefits,
supplies,
equipment,
and other
operational
supplies.

All
Project
Areas
2,589,400 N $235,400 - - - - 117,700 $117,700 - - - - 117,700 $117,700 31 Gateway DDA
Tax Increment
Payment

OPA/DDA/
Construction
09/07/
2000
09/13/2029 US Bank Tax increment
payments into
Special Fund
required by the
Gateway
Center
Disposition
and
Development
Agreement
Project
Area
No. 2
1,132,999 N $226,600 - - - 226,600 - $226,600 - - - - - $- 35 Tax Rebates -
Oceangate
OPA Sales
Tax
Component
Business
Incentive
Agreements
07/01/
1992
11/25/2034 Oceangate
Properties
Tax rebates for
Oceangate
Properties
Project
Area
No. 2
5,306,400 N $589,600 - - - - - $- - - - 589,600 - $589,600 36 2016 Tax
Allocation
Refunding
Bonds
Refunding
Bonds
Issued After
6/27/12
01/28/
2016
09/01/2036 US Bank Principal and
Interest
payments on
bond
Project
Area
No. 2
- N $- - - - - - $- - - - - - $-
37 Fiscal Agent
Fees
Fees 01/28/
2016
09/01/2036 US Bank Trustee Fees
for 2016 Bonds
Project
Area
No. 2
- N $- - - - - - $- - - - - - $-
38 2016 Tax Reserves 01/28/ 09/01/2036 US Bank Reserve Project - N $- - - - - - $- - - - - - $-

A B C D E F G H I J K L M N O P Q R S T U V W
Item
# Project Name Obligation Type
Agreement
Execution
Date
Agreement
Termination
Date
Payee Description Project
Area
Total
Outstanding
Obligation
Retired
ROPS
26-27
Total
ROPS 26-27A (Jul - Dec)
26-27A
Total
ROPS 26-27B (Jan - Jun)
26-27B
Total
Fund Sources Fund Sources
Bond
Proceeds
Reserve
Balance
Other
Funds RPTTF Admin RPTTF
Bond
Proceeds
Reserve
Balance
Other
Funds
RPTTF
Admin
RPTTF
Allocation
Refunding
Bond Reserve
2016 required per
bond indenture
Area
No. 2
39 Continuing
Disclosure
Professional
Services
12/01/
2016
09/01/2036 Harris &
Associates
Continuing
Disclosure
reports for
2001 and 2016
TAB's
Project
Area
No. 2
114,400 N $10,400 - - - - - $- - - - 10,400 - $10,400
46 2025 Tax
Allocation
Refunding
Bonds
Refunding
Bonds
Issued After
6/27/12
06/10/
2025
09/01/2036 US Bank Principal and
Interest
payments on
bond
All
Project
Areas
17,622,000 N $1,627,813 - 1,310,438 - - - $1,310,438 - - - 317,375 - $317,375 47 2025 Tax
Allocation
Refunding
Bonds
Reserve
Reserves 06/10/
2025
09/01/2036 US Bank Reserve
required per
bond indenture
All
Project
Areas
1,332,375 N $1,332,375 - - - - - $- - - - 1,332,375 - $1,332,375 48 Fiscal Agent
Fees
Fees 06/10/
2025
09/01/2036 US Bank Trustee Fees
for 2025 Bonds
All
Project
Areas
33,000 N $3,000 - - - - - $- - - - 3,000 - $3,000
Hawthorne
Recognized Obligation Payment Schedule (ROPS 26-27) - Report of Cash Balances July 1, 2023 through June 30, 2024
(Report Amounts in Whole Dollars)
Pursuant to Health and Safety Code section 34177 (l), Redevelopment Property Tax Trust Fund (RPTTF) may be listed as a source of payment on the ROPS, but only to the extent no other funding source is available or when payment from property tax revenues is required by an enforceable obligation.

A B C D E F G H
ROPS 23-24 Cash Balances
(07/01/23 - 06/30/24)
Fund Sources
Comments
Bond Proceeds Reserve Balance Other Funds RPTTF
Bonds issued
on or before
12/31/10
Bonds issued
on or after
01/01/11
Prior ROPS
RPTTF and
Reserve
Balances retained
for future
period(s)
Rent, grants,
interest, etc.

Non-Admin
and Admin
1 Beginning Available Cash Balance (Actual 07/01/23)
RPTTF amount should exclude "A" period distribution
amount.
2,204,000 27,227 1,060,771 E: Includes $2,204,000 requested as reserve in 22-23 for 23-24 Item 36 expenditures. F:
$27,227 retained interest revenue due to
negative cash balance. Not for use on future
ROPS yet. G: $772,821 from 20-21 PPA is
committed to 23-24 enforceable obligations.
$100,992 from 21-22 PPA is committed to
24-25 enforceable obligations. $186,958 from
22-23 PPA is committed to 25-26 enforceable
obligations.
2 Revenue/Income (Actual 06/30/24)
RPTTF amount should tie to the ROPS 23-24 total
distribution from the County Auditor-Controller
49,624 4,159,266 F: $49,624 of interest earnings in FY 23-24 G:
$4,159,226 of RPTTF received for ROPS
23-24. Matches ROPS 23-24 DOF
Determination Letter ($0 for A period and
$4,159,266 for B period)
3 Expenditures for ROPS 23-24 Enforceable Obligations
(Actual 06/30/24)
2,203,121 - 2,548,691 E: Expenditure of reserves on Item 36 - 2016 Bonds debt service, per DOF approval. Exact
expenditure per trial balance was
$2,203,120.99. $879.01 difference is
Pursuant to Health and Safety Code section 34177 (l), Redevelopment Property Tax Trust Fund (RPTTF) may be listed as a source of payment on the ROPS, but only to the extent no other funding source is available or when payment from property tax revenues is required by an enforceable obligation.

Non-Admin
and Admin
available for use on ROPS 26-27. G: Based
on the ROPS 23-24 PPA CAC reported
actuals for RPTTF non-administration and
administration less $2,245,875 held as
reserve to pay Item 36 - 2016 TABs in FY
24-25.
4 Retention of Available Cash Balance (Actual 06/30/24) RPTTF amount retained should only include the amounts
distributed as reserve for future period(s)
76,851 2,245,875 F: $76,851 interest revenue retained due to negative cash balance. G: $2,245,875 to
reserve for 2016 TABs debt service payment
in ROPS 23-24.
5 ROPS 23-24 RPTTF Prior Period Adjustment
RPTTF amount should tie to the Agency's ROPS 23-24 PPA
form submitted to the CAC
No entry required 137,521 G: 23-24 PPA
6 Ending Actual Available Cash Balance (06/30/24)
C to F = (1 + 2 - 3 - 4), G = (1 + 2 - 3 - 4 - 5)
$- $- $879 $- $287,950 E: $879 reserve balance available for ROPS 26-27. G: $100,992 from 21-22 PPA
committed to 24-25 enforceable
obligations + $186,958 from 22-23 PPA
committed to 25-26 enforceable
obligations.

Hawthorne
Recognized Obligation Payment Schedule (ROPS 26-27) - Notes July 1, 2026 through June 30, 2027
Item # Notes/Comments
8 The requested amount is calculated assuming a standard 2% increase in property values, with a 10% buffer added to the resulting payment calculation in case a property increases in value more significantly due to improvements or a transfer of ownership. 9 31 The rebate is based on 50% of the incremental property tax revenue generated by the DDA properties, less a pro rata share of County administrative fees, the former 20% low & moderate income housing set aside, pass through payments, and debt service on the 1998, 2004, and 2006 Bonds (refunded by the 2016 Bonds). The requested amount is the greater of the projection from prior year's actual payment amount or $200,000. Due to the item needing adjustments with Amended ROPS 22-23 and 24-25, the higher threshold buffer is necessary to avoid more adjustments and reduce SA Admin-related costs for adjustments.
35 Payment is based on sales taxes, which are difficult to predict. As of Fiscal Year 2023-24, a sales tax rebate is paid only for Parcel 1 sales taxes above a threshold. Applying recent annual growth provides a projected rebate amount of $536,000. Adding a 10% buffer to projected sales tax revenues suggests an appropriate estimate of $589,600.04.
36 37
38 39
46 Item 46 will be replacing Item 36 due to the 2025 Refunding Bonds replacing the 2016 Refunding Bonds. ROPS 25-26 requested and was approved for $1,396,125 to cover the September 2026 payment. Payment needed for FY 25-26B increased by approximately $95,000 from $366,125 to $460,737 and FY 26-27A decreased by approximately $213,000 from $1,396,125 to $1,183,500.

Funds on hand and the 25-26 Item 38 Reserve will cover the $95,000 difference for FY 25-26B payment. Item 38 ROPS 25-26 Reserve of $1,310,438 will be used for the 26-27A debt service payment of $1,183,500.
47 Item 47 will be replacing Item 38 due to the 2025 Refunding Bonds replacing the 2016 Refunding Bonds.
48 Item 48 will be replacing Item 37 due to the 2025 Refunding Bonds replacing the 2016 Refunding Bonds.

EXHIBIT B
Fiscal Year 2026-27 Administrative Budget

EXHIBIT B

HAWTHORNE SUCCESSOR AGENCY
ADMINISTRATIVE BUDGET FY 2026-27
FOR JULY 1, 2026 to JUNE 30, 2027
Expense Category Responsibilities
FY 2026-27
Proposed
Budget

AGENCY STAFF
Finance
 Process payment of enforceable obligations
 Maintain documentation of Agency records
 Coordinate with consultant to answer questions and provide documentation as requested by Oversight Board, County Auditor-Controller, and Department of Finance
$75,000
Legal  Provide general legal services as needed $40,000 City Manager  Provide direction to other staff and consultants as needed $30,000 Other  Administration and implementation of Agency wind-down $20,000 AGENCY STAFF TOTAL $165,000

CONTRACTS
Administrative services
 Prepare ROPS, PPA, staff reports, and resolutions
 Coordinate with and answer questions for Oversight Board, County AuditorController, and Department of Finance  Attend Oversight Board meeting
 Monitor and project cash flow to ensure sufficient revenues for obligations and to inform Agency staff of expected revenues
$45,000
Oceangate OPA Administration  Administration of the Owner Participation Agreement (“OPA”) and other reporting $10,400
Legal services  Provide special legal services as needed $15,000 CONTRACTS TOTAL $85,400
TOTAL BUDGET $235,400

AB C D E F GH I
ROPS Period Date Principal Interest Total
25‐26 ROPS
Approved
Funds on
Hand
Difference
(F+G‐E)
Keep as 26‐27 PPA
(25‐26B and 26‐27A
Differences)
2025‐26A 9/1/2025 980,000 390,625 1,370,6252025‐26B 3/1/2026 ‐ 460,736 460,736 366,125 8,925 (85,687) 2026‐27A 9/1/2026 845,000 338,500 1,183,500 1,396,125 212,625 126,9382026‐27B 3/1/2027 ‐ 317,375 317,375 2027‐28A 9/1/2027 1,015,000 317,375 1,332,3752027‐28B 3/1/2028 ‐ 292,000 292,000 2028‐29A 9/1/2028 1,060,000 292,000 1,352,0002028‐29B 3/1/2029 ‐ 265,500 265,500 2029‐30A 9/1/2029 1,110,000 265,500 1,375,5002029‐30B 3/1/2030 ‐ 237,750 237,750 2030‐31A 9/1/2030 1,170,000 237,750 1,407,7502030‐31B 3/1/2031 ‐ 208,500 208,500 2031‐32A 9/1/2031 1,225,000 208,500 1,433,5002031‐32B 3/1/2032 ‐ 177,875 177,875 2032‐33A 9/1/2032 1,290,000 177,875 1,467,8752032‐33B 3/1/2033 ‐ 145,625 145,625 2033‐34A 9/1/2033 1,355,000 145,625 1,500,6252033‐34B 3/1/2034 ‐ 111,750 111,750 2034‐35A 9/1/2034 1,420,000 111,750 1,531,750
2034‐35B 3/1/2035 ‐ 76,250 76,250
2035‐36A 9/1/2035 1,485,000 76,250 1,561,250
2035‐36B 3/1/2036 ‐ 39,125 39,125
2036‐37A 9/1/2036 1,565,000 39,125 1,604,125
2036‐37B 3/1/2037 ‐ ‐ ‐ AGENDA ITEM NO. 13.

CITY OF HAWTHORNE
City Council

AGENDA BILL
For the meeting of 12/09/2025
Originating Department: City Attorney
City Manager: Department Head:

SUBJECT:

ORDINANCE NO. 2259 (SECOND READING) AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF HAWTHORNE, CALIFORNIA, AMENDING SECTION 2.06.230 (DIRECTIONS AND INSTRUCTIONS FROM CITY COUNCIL - LIMIT ON DIRECTIVES) OF CHAPTER 2.06 (CITY COUNCIL) TO TITLE 2 (ADMINISTRATION, CIVIL SERVICE AND PERSONNEL) OF THE HAWTHORNE MUNICIPAL CODE

AND MAKING A FINDING OF EXEMPTION IN COMPLIANCE WITH CEQA IN CONNECTION THEREWITH. Motion to adopt.

RECOMMENDED MOTION:

Staff recommends that the City Council adopt Ordinance No. 2259.

DISCUSSION:

The City of Hawthorne has previously promoted and encouraged the efficient operation of its City Council to conduct its business by way of ordinance. On October 28, 2025, consistent with its goal to promote and encourage its efficient operation, the City Council voted by a tally of 3-2 to direct the City Attorney's Office to amend Section 2.06.230 (Directions and Instructions from City Council - Limit on Directives) to require a second to any directive given by a Council Member to the City Manager, and if seconded, to vote upon such a directive. If passed, a directive shall then be considered a directive from the entire City Council as a whole.

ECONOMIC DEVELOPMENT STRATEGIC PLAN:

N/A
FISCAL IMPACT:

None.

NOTICING PROCEDURE:

A Notice of Public Hearing was published in the Hawthorne Press Tribune on December 4, 2025, for the hearing held on December 9, 2025, at the regular City Council meeting.

ATTACHMENTS
Directives Ordinance - (Second Reading)
ORDINANCE NO. 2259

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY

OF HAWTHORNE, CALIFORNIA AMENDING SECTION

2.06.230 (DIRECTIONS AND INSTRUCTIONS FROM CITY
COUNCIL – LIMIT ON DIRECTIVES) OF CHAPTER 2.06
(CITY COUNCIL) TO TITLE 2 (ADMINISTRATION, CIVIL

SERVICE AND PERSONNEL) OF THE HAWTHORNE

MUNICIPAL CODE AND MAKING A FINDING OF

EXEMPTION IN COMPLIANCE WITH CEQA IN

CONNECTION THEREWITH
WHEREAS, the City of Hawthorne has previously promoted and encouraged the efficient operation of its City Council to conduct its business by way of ordinance; and WHEREAS, on October 28, 2025, consistent with the goal to promote and encourage its efficient operation, the City Council voted by a tally of 3-2 to direct the City Attorney’s Office to amend Section 2.06.230 (Directions and Instructions from City Council – Limit on Directives), of Chapter 2.06 (City Council), to Title 2 (Administration, Civil Service and Personnel) to require a second to any directive given by a Council Member to the City Manager, and if seconded, to vote upon such a directive, and
WHEREAS, on November 12, 2025, the City Council of the City of Hawthorne considered the amendment and, after a duly noticed public hearing where all persons in support and in opposition were heard, introduced this Ordinance; and WHEREAS, the City Council of the City of Hawthorne wishes to now adopt Ordinance 2259 in furtherance of its intention to amend Section 2.06.230.

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

SECTION 1. The City Council of the City of Hawthorne hereby incorporates by reference all the recitals herein.

SECTION 2. Section 2.06.230 (Directions and Instructions from City Council – Limit on Directives), of Chapter 2.06 (City Council), to Title 2 (Administration, Civil Service and Personnel) of the City of Hawthorne Municipal Code is hereby amended as follows (redlined):

2.06.230 Directions and instructions from city council – Limit on directives.

A. The city council and its members shall deal with the administrative services of the city, (including but not limited to assignments, administrative tasks, research and reports by staff) only through the city manager except for the purpose of inquiry, and neither the city council, nor any member thereof, shall give directions or instructions to any subordinate of the city manager, any city contractor or consultant, or appointed city commissioner or board member.

B. Similarly, the individual city council members shall refrain from meeting or contacting the city’s contractors or retained consultants without first advising the city ORD. NO. 2259
2 manager of such meeting. If the city manager is advised of such a meeting between the individual city council member and the city’s contractor or consultant, the city council member shall be required to subsequently report to the city manager whether the individual council member requested research or directed the contractor or consultant to undertake work assignments that are contrary to objectives listed in the contractor’s or consultant’s contract with the city as well as the amount that the contractor or consultant will charge the city for such a meeting.

C. The city manager shall take his or her directions and instructions regarding administrative tasks and services from the city council only during a duly convened meeting of the city council as defined by the Ralph M. Brown Act, and no individual council member shall give any direction or instruction regarding administrative tasks and services to the city manager which is not made during such a duly convened meeting. Any direction or instruction given to the city manager which is not made during a duly convened council meeting is unauthorized and the city manager is not obligated to comply with such order or instructions.

D. Directives to the City Manager. A directive is a request, pronouncement, or instruction to conduct research, prepare a report, letter, agenda item, resolution or ordinance, or otherwise initiate action on a designated project. Each city councilmember shall make no more than two directives to the city manager at any city council meeting. Any city councilmember making a directive to the city manager shall: (1) state the purpose of the directive, the reasons why the directive is warranted, and the ways the directive would directly benefit the city, for example, economic development, job creation, raising the quality of life, or community safety; and (2) request city staff to state any reasons why the directive might not be warranted, for example, the directive duplicates a report or task already accomplished in the recent past, the report or task already exists in another format, or existing federal, state, or local resources already address the directive. No directive shall be put until seconded.

Upon receipt of a second, the city council shall vote on whether the directive to the city manager shall be made. If passed, a directive shall be considered a directive from the entire council as a whole. Staff shall comply with all directives of the city council as a whole.

SECTION 3. Any provision of the City of Hawthorne Municipal Code or appendices thereto inconsistent with the provisions of this Chapter, to the extent of such inconsistencies and no further, are hereby repealed or modified to the extent necessary to effect the provisions of this Chapter.

SECTION 4. CEQA. The City Council hereby concurs with staff’s determination and hereby finds that the adoption of this Ordinance is a type of organizational activity involving the administration of the City that does not have the possibility to have a direct or indirect effect on the environment and is therefore exempt from review under the California Environmental Quality Act (“CEQA”) pursuant to Title 14, California Code of Regulations, Section 15379(b)(5). In addition, the actions taken by this Ordinance are not a “project” under CEQA because the Ordinance does not involve any commitment to a specific project which may result in a potentially significant physical impact on the environment and is also exempt from CEQA pursuant to the “common sense” exemption because it can be seen with certainty that there is no possibility that ORD. NO. 2259
3 the activity in question may have a significant effect on the environment. (Title 14, California Code of Regulations, Section 15061(b)(3)).

SECTION 5. Severability. If any section, subsection, phrase or clause of this Ordinance is for any reason held to be unconstitutional or otherwise invalid, such decision shall not affect the validity of the remaining portions of this Ordinance.

SECTION 6. City Clerk. The City Clerk shall attest to the adoption of this Ordinance and shall cause this Ordinance to be posted in the manner required by law.

SECTION 7. Effective Date. This Ordinance shall take effect thirty (30) days after passage thereof.

SECTION 8. Publication. The City Clerk is directed to forward a copy of Ordinance No. 2259 to General Code, LLC, 781 Elmgrove Road, Rochester, NY 14824.

PASSED, APPROVED AND ADOPTED this 9th day of December, 2025.

ALEX VARGAS, Mayor
City of Hawthorne, California
ATTEST:

DAYNA WILLIAMS-HUNTER, City Clerk
City of Hawthorne, California
APPROVED AS TO FORM:
___________________________________
DAVID CACERES, Interim City Attorney
City of Hawthorne, California
AGENDA ITEM NO. 14.

CITY OF HAWTHORNE
City Council

AGENDA BILL
For the meeting of 12/09/2025
Originating Department: Public Works
City Manager: Department Head:

SUBJECT:

Bid Opening for Alley Improvement Project CDBG Funds (Project # 25-08) RECOMMENDED MOTION:

Staff recommends opening bids for Alley Improvement Project CDBG Funds (Project # 25-08) DISCUSSION:

N/A
ECONOMIC DEVELOPMENT STRATEGIC PLAN:

N/A
FISCAL IMPACT:

N/A
NOTICING PROCEDURE:
72 hours posted notice pursuant to the Ralph M. Brown Act.

AGENDA ITEM NO. 15.

CITY OF HAWTHORNE
City Council

AGENDA BILL
For the meeting of 12/09/2025
Originating Department: Planning
City Manager: Department Head:

SUBJECT:

Public Hearing and introduction of Ordinance No. 2260 (1st Reading) - An ordinance of the city council of the City of Hawthorne, California, amending chapters 17.04 (definitions), 17.38 (nonconforming uses, structures, signs, and parcels), 17.40 (conditional uses--variances), 17.56 (loading), 17.58 (off-street parking), and 17.60 (minimum driveway widths and turning radii) of title 17 (zoning) of the Hawthorne Municipal Code related to off-street vehicular parking, and making a finding of exemption in compliance with CEQA in connection therewith.

RECOMMENDED MOTION:

At the close of the public hearing, a motion to introduce.

DISCUSSION:

This proposed ordinance addresses the City's parking standards as they are imposed on private property. These include the number of required parking spaces, the size and accessibility of spaces, driveway dimensions, as well as the processes for approving variations and alternative standards. These amendments are motivated by two main objectives: the first is to remove a great deal of the constraints that parking standards place on commercial businesses that are consistently hindering economic development; the second is to consolidate the regulations within Title 17, remove confusing language, and to remove barriers that allow the City flexibility to approve slight variations in cases that warrant it.

ECONOMIC DEVELOPMENT STRATEGIC PLAN:

Goal 3: Improve development processing and customer service operations.

Goal 4: Update Zoning Code for the 21st century.

FISCAL IMPACT:

None
NOTICING PROCEDURE:

The City Council public hearing for this ordinance was published in the November 20, 2025, edition of the South Bay Cities (Hawthorne Press Tribune).

ATTACHMENTS
Staff Report
Draft Ordinance 2060
Public Hearing Notice
1 HAWTHORNE CITY COUNCIL STAFF REPORT
DATE: December 9, 2025
FROM: Gregg McClain, Director of Planning
SUBJECT: Parking standards ordinance

PROJECT AND APPLICANT
Summary: ZA-2025-0002 amends portions of Title 17 of the Hawthorne Municipal Code that address parking standards in the City.

Applicant: City of Hawthorne

OVERVIEW
This proposed ordinance addresses the City’s parking standards as they are imposed on private property. These include the number of required parking spaces, the size and accessibility of spaces, driveway dimensions, as well as the processes for approving variations and alternative standards. These amendments are motivated by two main objectives: the first is to remove a great deal of the constraints that parking standards place on commercial businesses that are consistently hindering economic development; the second is to consolidate the regulations within Title 17, remove confusing language, and to remove barriers that allow the City flexibility to approve slight variations in cases that warrant it.

The most significant proposed changes are:
● The creation of a standardized parking ratio for most commercial uses to help reduce the commercial vacancy rate;
● Removal of compact parking stalls for commercial uses (except surplus spaces); ● The introduction of parking credits for commercial spaces within close proximity to public parking lots, street parking, and center median parking; ● Reintroducing the City’s ability to evaluate parking variances; ● Slight reduction in multi-family residential parking to disincentivize the use of density bonuses and other state laws that typically result in even lower parking rates; and ● The creation of a new procedure to allow alternative parking calculations; 2 SPECIFICS
The various amendments contained in the draft ordinance are described below by the sections in the draft ordinance:

Section 2
This section contains edits, deletions and additions to the definitions chapter of Title 17.

As with the remainder of the ordinance sections, blue and underlined text represent inserted text, and red strikethrough text is to be deleted.

Section 3
HMC Section 17.38.050 is to be deleted and then replaced as follows:

Subsection A involves the removal of references to “buildings,” “occupancy,” and “stacking” as these are not relevant factors in determining required parking.

Subsection B removes seating capacity as a consideration as this is not going to be used as a metric for determining required parking going forward. Additionally, the wording about changes of use is removed because this will not be relevant with other changes that are proposed in Section 7.

Subsection C is removed as a method of approving what is effectively a variance because a streamlined and quicker process is proposed in Section 7.

Section 4
This section merely shortens the title of Chapter 17.38.

Section 5
This is an important amendment because the existing language concerning variances in HMC Section 17.40.030 makes parking variances effectively impossible for the City to grant. There is no point in offering a variance option if the Code imposes such onerous restrictions that the City cannot grant the variance. There are legitimate cases where it is in the City’s interest to allow a parking variance.

This section is also reformatted and the wording streamlined.

Section 6
Chapter 17.56 concerning loading areas is to be deleted because the regulations will be folded into the parking chapter in Section 7.

Section 7
This section deletes the entire parking chapter (HMC 17.58) and replaces it with a reorganized, consolidated, and reworded chapter. Also, the title of the chapter is 3 changed from “Off-street Parking” to “On-site Parking” as this is more accurate under the changes proposed.

HMC Section 17.58.010 firstly removes language related to nonconforming parking as this is appropriately covered in the nonconformities chapter. When more than one part of a municipal code addresses the same issue, this leads inevitably to contradictions and confusion. Historically the City deliberately duplicated regulations in different titles or sections, but as time went on and various sections were amended or deleted, they frequently forgot to address the duplicate text. For the past two decades, as municipal codes are now online and searchable, staff has been systematically removing duplicated regulations, they continue to surface.

Subsection A is existing text but simplified and moved to the top of the section.

Subsection B changes the measurement of floor area for parking purposes. Currently the Code requires calculations using the floor area, minus up to 16 from exempt areas, but including the thickness of exterior walls. This is proposed to exclude only indoor parking and counting stairs and elevators on the ground floor only. Also measurements are to be interior floor area only, which is consistent with architectural and building industry practice.

Subsections C and D are existing Code text that are moved and edited for clarity.

Subsection E removes the requirement for a conditional use permit to set aside some required parking for employees. The conditional use permit is unnecessary and the text of this section is redundant or contradictory to text in the chapter on conditional use permits.

Subsections F and G are moved from their own section and edited to allow flexibility that is addressed later in the chapter.

Subsection H codifies current practice of allowing standard spaces to be converted to accessible spaces.

HMC Section 17.58.020 organizes existing requirements by first stating the standards that apply to the calculation of required parking, and then describing the required parking for residential uses, and finally other uses.

Subsection A clarifies that accessible parking is considered as part of the required parking. This section also changes the rounding rule applied to parking calculations.

Presently all results are rounded up, the new rule is to the nearest whole number. This subsection also provides simple and streamlined regulations for shared parking.

Subsection B addresses the required parking for residential uses and makes several important changes. First is removing the requirement for single-family houses to have an enclosed garage. It is unclear why the City ever required garages in the first place since their use for parking is clearly optional, but in this era of being allowed to convert 4 garages to accessory dwelling units (ADU), the only purpose of requiring garages now seems to be to ensure future ADUs. It is important to note that the required parking on the property is not being reduced here, just not requiring garages. Garages are not proposed to be prohibited, just not required.

Multi-family residential parking is proposed to be reduced slightly. There are several reasons for reducing the parking requirement for apartments and condominiums. First and foremost, parking consumes a large portion of an apartment or condominium development, which adds to the cost of building new housing as well as limiting the number of units that can be feasibly built. Reducing this barrier helps the City reach its housing obligations.

The second reason to reduce parking is that the state has introduced numerous restrictions on a city’s ability to impose its parking requirements under many conditions, and in some cases, this applies to an outright prohibition on required parking. In developments involving density bonuses, for example, or developments within half a mile from a transit station, no parking at all is now possible. In other cases, the required parking is capped by state laws. Therefore, maintaining a high-level parking requirement incentivizes developers to use density bonuses or take advantage of other laws that have precedence over local ordinances. These laws often create additional unit density while simultaneously reducing parking. The draft ordinance’s reduced parking requirements should outweigh the benefits these other options confer onto developers when all other developer qualifying obligations are considered. The following table shows the current and proposed parking requirements.

Existing and Proposed Multi-family
Required Parking Standards
Current
HMC
Density
bonus
<1/2 mile
of transit*
State
streamlining
laws**
Proposed
Apartment or condo units
0-1 bedroom 2 0-1 0 1 1
2-3 bedrooms 3 0-1.5 0 1 2
4 bedrooms 3.5 0-2.5 0 1 3
5 bedrooms 4.5 0-2.5 0 1 4
Additional bedrooms +1 +0 +0 +0 +1
Mobile home parks 2 n/a 0 n/a deleted
Senior citizen housing 1 1 0 1 1
Guest parking 0.5/unit 0 0 0 0.25/unit
* Per AB2097, AB2553, and AB0211
** Per SB35, SB423, and AB2011
None of these options precludes a developer from providing parking that is not required, and most developers realize units without parking are harder to market.

Subsection C addresses non-residential parking. Currently the HMC has 20+ standards that apply to these uses—the draft ordinance reduces these to just six categories, which are:
5 ● Commercial and institutional uses generally
● Commercial with large outdoor display areas
● Assembly uses (includes worship, banquet, and entertainment centers) ● Hotels
● Adult businesses (moved from industrial list)
● Automobile repair
The general parking standard applies to indoor retail, financial institutions, billiard halls, bowling centers, offices, furniture stores, laundromats, markets and grocery stores, medical offices, restaurants, gas stations, barbers, libraries, mortuaries, and tattoo facilities. Under the current Code, each of these has a unique parking requirement. This situation is problematic because it makes it very difficult for some businesses to fill vacancies left by others because the new business would not be able to provide additional parking. The proposed draft ordinance imposes a flat rate for all of these uses so that any one of these could fill a vacancy left by another.

Subsection D replaced the current three-tier industrial parking requirement with one rate and a sperate add-on rate for outdoor areas used for storage.

Subsection E addresses multiple tenant commercial developments. Currently 75% of the floor area is calculated one way and the remainder is assumed to be uses with a higher parking demand, such as restaurants, so are calculated using a stricter standard.

The proposed ordinance changes this so that the general parking rate applies, and that is multiplied by a factor of 0.75 to account for visitors that visit more than one business, and for peak usage hours that are not identical among the various businesses.

Subsection F covers two special cases: schools and live-work units. This section also allows the Director to require a parking study to be approved by the Planning Commission for uses that cannot be classified as described above. The Planning Commission can accept the parking study’s recommendation or can impose another standard.

Subsection G builds on the parking study process by allowing the Director to require a parking study when they believe the standard applied is not adequate. This gives the City some flexibility to deal with new concepts or business types that may not presently exist without needing to further amend the Zoning Code. This will also require Planning Commission approval. Conversely, the same parking study option is available to applicants in cases where they believe the City standard is not reasonable and requires too much parking for their use.

HMC 17.58.030 introduces a new consideration for calculating commercial parking requirements. Where there is public or street parking within a prescribed distance, the required parking for the use can be reduced by specified amounts. The point of adding this section is to provide an incentive for commercial property owners to remodel or 6 make small additions to existing buildings without triggering additional parking. This section also allows for a significant reduction in parking for restaurants that are approved to have a drive-thru.

HMC 17.58.040 is the place where loading zone requirements are moved to. The most important change from existing Code is that a loading space is no longer required for all commercial, industrial or institutional uses.

In subsection A, the uses that still require loading spaces are listed along with the number and size required.

Subsection B provides a process for the Planning Commission to waive loading requirements.

Subsection C provides the size standards for loading spaces and permits unused loading spaces to be used for certain other purposes, which is not currently permitted.

Subsection D is new and lists uses that are required to provide a drop-off/pick-up area.

HMC 17.58.050 addresses parking development standards, such as size of stalls and parking lot features.

Subsection A contains general development and maintenance standards that are currently found in various places in the Code.

Subsection B deals with residential garage standards.

Subsection C through E contain parking standards that were relocated from other parts of the Code and edited to conform to other changes. The ratio of standard to compact spaces is relocated here and capped at 30% compact for industrial and institutional uses, while prohibited for commercial uses except any surplus spaces, if any.

In Subsection F, the standard parking stall widths for residential and industrial uses is proposed to match the wider commercial standard. Additionally, the draft ordinance describes areas in the four corners of parking stalls that can be occupied by pillars or other structures.

Subsection G reduces the back-up space for standard stalls by two feet. This change aligns with most cities and facilitates parking lot layout, especially on smaller lots.

Subsection H concerning driveways is expanded to add clarity.

Subsection I introduce new parking lot standards that will apply in all zones. First, any lot adjacent to a street right-of-way will now be required to provide a five-foot planter to separate the lot from the Sidewalk. Second, lot interiors will require 10% of the area landscaped, except that small lots under 10 spaces will require 5%. Currently lots over 7 20 spaces require 5% and no landscaping for lots under 20 spaces. Additional parking lot standards are enhanced and moved to this section. The enhancements are designed to require trees in parking lots and to allow design discretion concerning the landscaping layout.

GENERAL PLAN COMPLIANCE
The adoption of this ordinance does not alter the Zoning Code’s compliance with the General Plan.

PUBLIC HEARING NOTICE
The Planning Commission public hearing for this ordinance was published in the November 20, 2025, edition of the South Bay Cities (Hawthorne Press Tribune).

ENVIRONMENTAL ANALYSIS
This zone text amendment endeavors to clarify portions of the zoning code that can be difficult to find and understand by those it seeks to regulate. This is determined not to be a project under CEQA (Pub. Resources Code, § 21065) and to the extent these changes result in a reduction in the available parking, any negative impact will be offset by reliance on alternate means of transportation and public parking availability.

RECOMMENDATION
After close of public hearing on this item, introduce ordinance ORDINANCE NO. 2060

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF

HAWTHORNE, CALIFORNIA, AMENDING CHAPTERS

17.04 (DEFINITIONS), 17.38 (NONCONFORMING USES,
STRUCTURES, SIGNS, AND PARCELS), 17.40
(CONDITIONAL USES—VARIANCES), 17.56 (LOADING),

17.58 (OFF-STREET PARKING), AND 17.60 (MINIMUM
DRIVEWAY WIDTHS AND TURNING RADII) OF TITLE 17
(ZONING) OF THE HAWTHORNE MUNICIPAL CODE

RELATED TO OFF-STREET VEHICULAR PARKING, AND

MAKING A FINDING OF NON-PROJECT IN COMPLIANCE

WITH CEQA IN CONNECTION THEREWITH
WHEREAS, the Hawthorne Municipal Code (HMC) regulates off-street parking in Title 17; and
WHEREAS, the parking regulations contained within the HMC consistently hinder the City’s economic development, create barriers to housing development, negatively impact the City’s reputation among developers and homeowners, and require the City to forego opportunities that could improve the City’s overall parking situation; and WHEREAS, commercially-zoned portions of the City are characterized by a high level of vacancies, but the parking regulations contained within the HMC do not allow commercial uses, which have a higher parking requirement to replace those with a lower parking requirement when the provision of additional parking cannot be provided; and WHEREAS, the parking regulations contained within the HMC prohibit the City from considering public parking in the vicinity of a business when calculating required parking; and
WHEREAS, a variance is restricted to properties with physical limitations that make it otherwise impossible to enjoy the full range of property rights enjoyed by other properties in the same zone. However, the variance regulations contained within the HMC remove the option to remedy the physical constraints of a property through a reduction in the number of parking spaces required regardless of the physical limitations of the subject property; and
WHEREAS, the parking regulations contained within the HMC are mostly written in a style that is difficult to understand and the regulations are scattered throughout the Zoning Code chapters, making it difficult for the public to identify applicable regulations; and
WHEREAS, the “law: of induced demand describes the phenomenon where increasing the supply of something, such as parking capacity, leads to an increase in consumption or demand for that thing, often resulting in the original problem persisting or even worsening; and
WHEREAS, the level of residential parking required by the HMC was raised numerous times over the decades, but no easing of demand for street parking resulted; and
WHEREAS, a high level of residential parking required by the HMC is a known impediment to development of housing, making it more expensive to build, which contributes to the housing crisis currently seen state and nationwide; and WHEREAS, studies on garage usage consistently show that a significant portion of homeowners utilize at least half of their garage for storage, workspace, as an accessory dwelling unit (ADU), or as an informal room addition; and WHEREAS, the HMC’s requirement that most parking be in a garage, while simultaneously imposing strict limitations on accessory structures such as sheds, implies a preference for sheltering cars over providing adequate storage space, room for people to enjoy hobbies, or other activities; and
WHEREAS, HMC section 17.58.010(E) states that additions or building alterations may be made to a dwelling, which does not conform to the current standards without requiring any additional garage, carport or parking space, provided that such additions and building alterations neither increase the number of families that can reside in such building nor occupy the only portion of the lot which can be used for garages, carports or parking spaces and access thereto...”, demonstrating the HMC’s requirements for parking to take precedent over human living space; and
WHEREAS, on November 5, 2025, the Planning Commission of the City of Hawthorne considered the zone text amendments and, after a duly noticed public hearing where all persons in support and in opposition were heard, adopted Resolution No. PC 2025-12 recommending approval of the ordinance to the City Council; WHEREAS, on December 9, 2025, the City Council of the City of Hawthorne considered the zone text amendments and, after a duly noticed public hearing where all persons in support and in opposition were heard, introduced this ordinance.

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

SECTION 1. The City Council of the City of Hawthorne hereby incorporates by reference all the recitals herein.

SECTION 2. Section 17.04.010 (Definitions) of Chapter 17.04 (Definitions) of Title 17 (Zoning) of the Hawthorne Municipal Code shall be amended by the addition of the following definitions in their appropriate alphabetical order. (new language is underlined and language to be removed shown in strikethrough):
"Development” means any property improvement or properties as a unit with a common parking area that is contiguous to the development. single or multiple owners. A shopping center under a single or multiple ownership constitutes a development.
"Drive-thru” means a feature, an establishment which by design, physical facilities, and/or service procedures, encourages or permits customers to receive goods or services at a drive-up window or station and then leave the premises without exiting parking their vehicles.
"Driveway” means a privately-owned and appropriately paved surface or roadway which provides vehicular access from a street to parking areas lots, garages, or loading facilities and includes drive aisles within parking lots. "Floor area” means the total gross floor space contained within the interior exterior walls of all buildings on a lot or building site, except for the space therein devoted to vents, stairways, elevator shafts, light courts, and areas within the building devoted exclusively to loading and unloading facilities and parking of motor vehicles.
"Loading space” means an area on-site space or berth on the same lot or site with the buildings or use served, which serves as such space to serve for the temporary parking of a vehicle while loading or unloading merchandise, materials, or passengers.
“Mixed use” means a type of urban development that combines residential uses into a single development with commercial, retail, office, recreational, medical, or cultural uses.

Parking area, private. "Private parking area” means an open area other than a street, alley or other public property, limited to the parking of automobiles of occupants or employees of a dwelling, hotel, motel, apartment hotel, apartment house, boardinghouse, lodging house, commercial or industrial establishment to which those facilities are appurtenant.

Parking area, public. "Public parking area” means an open area other than a street or alley where the primary purpose of which is to provide parking for the general public, with or without a charge. means an open area other than a street, alley or private parking area, which open area has as its primary purpose the providing of parking facilities for the general public, with or without a charge. Parking facilities provided by a public agency shall be considered as being public parking areas. "Parking space” means an area accessible to vehicles, which is provided, improved, maintained, and used for the sole purpose of accommodating a motor vehicle.

Parking space, stacked. “Stacked parking space” means two or more parking spaces arranged one above the other via mechanical lift or similar devices.

Stacked parking spaces are a form of tandem parking.

Parking space, tandem. "Tandem parking space” means a parking space designed to accommodate two or more motor vehicles, one behind or above the other. "Shopping centers” mean commercial multiple-tenant facilities where parking is not determined by the respective requirements of each individual tenant and the center is predominantly retail commercial use.

Shopping centers, strip. “Strip shopping centers” mean any developments with a site area of less than one hundred thousand square feet, which is to be improved with more than one retail store, shop, business, service or with the structure or structures located within eighteen feet of the rear lot line and/or side lot line, and with surface parking situated between the structure or structures and the street or rear property line.
“Use” means a land use, which can be a broad category such as residential, commercial, or industrial, or a specific type of land use such as multi-family residential, tire shop, or manufacturing facility.

SECTION 3. Section 17.38.050 (Parking, loading and stacking facilities for nonconforming uses and structures) of Chapter 17.38 (Nonconforming uses, structures, signs, and parcels) of Title 17 (Zoning) of the Hawthorne Municipal Code shall be deleted and replaced as follows:
§ 17.38.050 Nonconforming Parking.

A. A use lawfully established, but which does not conform to the current offstreet parking or loading requirements, may continue without providing such facilities.

B. If an existing building is altered so that there is an increase in the number of bedrooms, dwelling units, or floor area, additional parking spaces shall be required only for the increased floor area, units, or bedrooms.

SECTION 4. Chapter 17.38 (Nonconforming uses, structures, signs, and parcels) of Title 17 (Zoning) of the Hawthorne Municipal Code shall be shall be renamed “Nonconformities”.

SECTION 5. Section 17.40.030 (Required showings) of Chapter 17.40 (Conditional uses—variances) of Title 17 (Zoning) of the Hawthorne Municipal Code shall be deleted and replaced as follows:
§ 17.40.030 Required Showings.

Before any variance may be granted, all of the following showings shall be made:

A. That there are special circumstances applicable to subject property such as shape, topography, location, or surroundings that do not apply generally to other properties or classes of use in the same vicinity and zone, or to the intended use within the limitations of the definition of a variance; B. That such variance is necessary for the preservation and enjoyment of a substantial property right or use possessed by other properties in the same vicinity and zone but which, because of special circumstances, is denied to the property in question;
C. That the granting of such variance will not be materially detrimental to the public welfare or injurious to the property or improvements in the vicinity and zone in which the property is located;
D. That the granting of a variance will not adversely affect the implementation of the General Plan.

SECTION 6. Chapter 17.56 (Loading areas) of Title 17 (Zoning) of the Hawthorne Municipal Code is deleted in its entirety.

SECTION 7. Chapter 17.58 (Off-street parking) of Title 17 (Zoning) of the Hawthorne Municipal Code is deleted and replaced as follows:

Chapter 17.58 ON-SITE PARKING
§ 17.58.010 General Requirements.

A. Every new building or addition shall be provided with parking spaces as required in this chapter unless exempted by this chapter, state law, or when existing parking is nonconforming (see chapter on nonconformities).

1. Prior to the issuance of a building permit for any new or enlarged building, or if a parking area is to be commonly used, a plan of the parking area shall be approved by the Director or their designee.

2. The site plan for any building permit plan check must clearly indicate parking locations, space sizes, relationship to structures, curbs, driveways, lighting, landscaping, and other features of the parking area.

B. The number of required spaces is based on following:

1. Residential uses: bedroom count

2. All other uses: gross floor area, which shall be calculated by measuring the total floor area from the inside surface of the walls of the building, subject to the following modifications:
a. Elevators, stairways, escalators, and ramps are counted only on the lowest floor they serve;
b. Indoor parking and loading areas, including drive aisles, are excluded from the gross floor area calculation.

C. If a use is changed so that more off-street parking spaces are required, only the difference between the new number of spaces required and the number of spaces required by the prior use (regardless of spaces actually provided) shall be required.

D. When a commercial business desires to provide valet parking, tandem parking is permitted for the valet parking spaces.

E. Employee parking. When a portion of parking for a commercial use is intended to be reserved for employees who work on the property, tandem or stacked parking are permitted for those spaces.

F. Parking spaces required by this chapter shall be available and maintained for vehicular parking only, except where other uses are expressly permitted.

Storage of boats, trailers, furniture, machinery, equipment, or any inoperable vehicle is prohibited in required parking spaces, excepting construction materials and equipment used during construction on the same development site.

G. Parking Spaces Shall Not be Reduced. Any required off-street parking spaces shall not be reduced in number or size except as permitted in this chapter.

H. Required parking may be converted to accessible parking spaces as required by state or federal law without the need to add new spaces to compensate for the loss of spaces due to loading areas and paths of travel. § 17.58.020 Required Parking.

Unless reduced or exempted by this chapter or applicable state law, off-street parking is required as follows:

A. Applicable to all uses:

1. Accessible parking is part of and is not in addition to the required parking.

2. If the total number of parking spaces required by this chapter is other than a whole number, the number shall be rounded to the nearest whole number.

3. Required parking is to be provided within the same development site for which it serves, except as provided for in this chapter. Parking may be shared between separate legal properties under the following scenario:
a. All property used for such shared parking shall be either under the same ownership or secured by an agreement approved as to form by the City Attorney; and
b. The property on which additional parking is available has parking spaces in excess of the minimum number required by this chapter.

B. Residential uses in any zone:

1. Single-family residence (including manufactured homes): minimum two paved, covered or uncovered parking spaces (may be tandem).

2. Multi-family residential:
a. 0-1 bedrooms: 1 space per unit;
b. 2-3 bedrooms: 2 spaces per unit;
c. 4-5 bedrooms: 3 spaces per unit;
d. For each additional bedroom in excess of five: one additional space per bedroom.

3. Senior citizen housing project and transitional or emergency housing: 1 space per unit.

4. Affordable housing projects: follow multi-family standard unless alternative parking requirements are applicable due to state laws.

Affordable housing projects may provide parking through tandem spaces without requiring a conditional use permit, provided that paired tandem spaces are assigned or leased to the same unit or tenant.

5. Guest parking: on developments of four units or more, in addition to the per unit parking requirements, one additional space for every four units is required for guest parking (on the same lot). Calculations of guest parking resulting in a fractional number are to be rounded to the nearest whole number. Guest parking spaces may not be located inside security fencing or behind gates.

6. For purposes of this section only, a bedroom is defined as being any room containing 60 square feet or more and is not a living room, dining room, kitchen, or laundry area. Any combination of bedrooms and bathrooms, or any combination of rooms, so arranged that they can be converted into separate living quarters, may, at the discretion of the Director, or the Planning Commission in cases where a discretionary permit is required, be counted as multiple dwelling units for the purpose of calculating required parking.

C. Commercial and institutional uses in any zone, except those uses set forth below, require one parking space per 400 square feet of gross floor area.

1. Outdoor display retail.
a. Primary use requires outdoor display, and lot is less than 10,000 square feet: one space for each 1,000 square feet of gross lot area.
b. Primary use requires outdoor display and lot is 10,000 square feet or more (for example, automobile sales, plant nursery):
one space for each 10,000 square feet of gross lot area. c. Where a portion of a lot is occupied by structures, but the structures are accessory to the outdoor display retail, (for example, office on a vehicle sales lot), the required parking calculation is based on gross lot area only.
d. Where outdoor display is accessory to indoor display retail (for example, a home center with outdoor garden department): the outdoor display area shall require one space per 750 square feet added to required parking for the indoor area.

2. Places of assembly, including dancehalls, nightclubs, family entertainment centers, theaters, and places of worship: one space for every 100 square feet of gross assembly floor area. Assembly floor area does not include enclosed offices, restrooms, stages, kitchens, and other such spaces that are not accessible to the general public, but does include lobbies, mezzanines, and lofts.

3. Hotels: one space per guest room.
a. Amenities intended for guest use only, such as pools, exercise rooms, retail or service businesses with access only from inside the hotel, do not require additional parking. b. Accessory uses, such as restaurants or bars that are open to both hotel guests and non-guests, shall provide additional parking at 50% of the parking required for general commercial uses.
c. Banquet halls, conference centers, and other amenities that serve assemblies of people not strictly limited to hotel guests, must provide additional parking for such areas at 50% of the parking required for assembly uses.

4. Adult Businesses: One space for every 200 square feet of gross floor area.

5. Major and minor automobile repair: one space with public access for each service bay, and 500 square feet of additional on-site vehicle storage for each service bay. Vehicle storage is not eligible for offsite parking or parking credits as described in this chapter.

D. Industrial uses in any zone require off-street parking as follows:

1. Industrial uses in any zone with at least 1,000 square feet of indoor floor area shall provide one parking space per 1,000 square feet of gross floor area.

2. Industrial uses that have outdoor staging or storage areas of 5,000 square feet or more shall provide one parking space per 5,000 square feet of the staging area in addition to the parking required for any indoor floor area.

E. Multiple Uses in the Same Development.

1. When two or more commercial, industrial, or institutional uses are located in the same development or within the same building, the total number of parking spaces required shall equal the sum of the requirements for the various uses computed separately, multiplied by a factor of 0.75.

2. Mixed-use developments that include residential shall apply the same process described above except only the non-residential parking is multiplied by a factor of 0.75 and the required residential parking is not adjusted. Guest parking for the residential portion, however, is permitted to jointly serve as commercial parking if situated within 250 feet of the commercial uses.

F. Uses that are not covered by the above categories require off-street parking as follows:

1. Schools, public and private:
a. Elementary and junior high: one space for each employee and each faculty member.
b. Senior high: one space for each 10 students and one space for each employee and each faculty member. Where
parochial schools and churches are on the same site, the required church parking facilities may be considered as contributing to the school parking requirements.

2. Live-work units: two parking spaces for each unit or one space for each 1,000 square gross square feet of combined residential and workshop space, whichever is greater. Surplus parking spaces, if any, may be used for outdoor recreation, container gardens, display of products made on the premises, and other uses that are well maintained and do not pose a hazard or nuisance to neighbors, other residents, pedestrians, or visitors.

3. Any use which cannot be classified by the Director as fitting into one of the above categories shall provide parking on the basis of a parking study prepared by a California licensed traffic or civil engineer and must be approved by the Planning Commission.

G. Alternative Non-residential Parking Requirement.

1. If the Director determines that the parking required by this chapter is not adequate for all the uses, taking into consideration off-peak needs, potential for customers to be counted more than once (such as hotel guests at an attached restaurant), and any other relevant factors, then a parking analysis may be commissioned to determine the required parking. In such a case, either the City Engineer or an outside engineer will conduct the analysis at the applicant’s expense. a. The analysis must be put before the Planning Commission to confirm the parking requirement for the development.
b. The Planning commission must consider any parking analysis presented to the body, but are not bound by its conclusions or the opinion of the Director as to what an appropriate parking requirement is for the specific circumstances.

2. If an applicant or property owner believes the City’s parking requirement or a City-commissioned parking analysis for their development will result in an oversupply of parking, then an independent parking analysis may be submitted to the Planning Commission to determine the appropriate parking ratio required. a. The developer may select a qualified traffic or civil engineer to prepare a parking analysis.
b. In cases where both the City and developer commission separate analyses, the question of an appropriate parking requirement shall not be put to the Planning Commission until both studies are completed.

3. A Planning Commission determination pursuant to this section is only applicable to a specific development and must be in the form of a resolution.
§ 17.58.030 Parking Credits for Certain Commercial Uses.

Required on-site parking for commercial establishments in commercial zones may be reduced in the following circumstances as follows:

A. Establishments with curbside parking on the same block and same side of street: reduce required on-site parking by 10%.

B. Establishments on corner lots may qualify for on-site parking reduction pursuant to above for all street frontages within a commercial zone.

C. Where there are center median parking spaces on Hawthorne Boulevard that are partially or wholly within a 100-foot radius of the subject commercial establishment, measured from property lines: reduce required on-site parking by 25%.

D. Food serving establishments that have an approved drive-thru: reduce required on-site parking by 50%.

E. The above reductions are to be added prior to being applied to a parking requirement rather than compounded. For example, if a commercial enterprise qualifies for a 25% and 50% reduction, the reduction shall be 75%.
§ 17.58.040 Required Loading and Drop-off Areas.

A. In any commercial or industrial zone, the following uses shall provide at least one loading space of the type indicated below and minimum size described in Subsection C:

1. Retail over 100,000 square feet in gross floor area: one large loading space;

2. Supermarkets and grocery stores over 25,000 gross square feet: one large loading space, and one additional large loading space if over 50,000 gross square feet;

3. Liquor stores: one small loading space;

4. Restaurants with 50 or more seats: one large loading space;

5. Garden centers and retail or wholesale nurseries: one large loading space;

6. Furniture, large appliances, and other bulky item sales; two small loading spaces;

7. Warehouses: one small loading space;

8. Freight handling and transfer facility: one large loading space;

9. Schools, all elementary, middle, and high schools, public or private:
one small loading space;

10. Cannabis retail businesses: one small loading space;

11. The Director may waive loading space or drop-off requirements for any commercial or industrial use which is immediately adjacent to a curbside loading or drop-off zone, provided that the curbside area meets the minimum length dimension for the type of loading space required in this chapter.
a. Loading and drop-off zones on the opposite side of the street may be considered by the Director to be adjacent if the path of travel from the curbside loading or pick-up zone to the intended entrance does not exceed 150 feet. This allowance does not apply to arterial streets
b. Path of travel shall be measured from the edge of the loading or drop-off zone to the nearest crosswalk, crossing the street, and to the appropriate entrance.

B. The Planning Commission may waive the loading space requirement on a case by case basis when presented evidence that a loading space is not needed. For example:

1. Uses which receive or ship bulk deliveries, but restrict deliveries and pick-ups to periods before or after being open to the public may use vehicle parking spaces as a loading area, if space allows.

2. Uses that do not regularly have visits by customers and have more parking spaces or the availability of a drive aisle on the site.

C. Loading space standards.

1. The minimum length dimension of loading spaces shall be as follows:
a. Large loading space at a loading dock: 40 feet;
b. Small loading space at a loading dock: 30 feet;
c. Large loading space without loading dock: 45 feet;
d. Small loading space without loading dock: 35 feet.

2. Unused loading areas may be used for other purposes, such as vehicle parking, or employee break or recreation areas.

3. All loading spaces must be included on site plans and demonstrate delivery truck maneuvering room to enter and exit the space.

D. Drop-off area.

1. The following uses must provide a drop-off area that is wholly contained on the property for the uses it serves:
a. Hotels and motels.
b. Schools.
c. Hospitals and urgent care facilities.
d Any business which is determined by the Planning
Commission to require a drop-off area.

2. The minimum dimensions of a drop-off area are 40 feet by 10 feet, if adjacent to the street curb and 40 feet by 8 feet if adjacent to a driveway or parking lot aisle.
§ 17.58.050 Development and Maintenance Standards.

A. The following design and improvement standards shall apply to all off-street parking spaces:

1. Construction, drainage, and grading of all parking areas shall be approved by the Building Official.

2. All parking areas shall be continuously maintained and repaired to prevent breakage, potholes, and vegetation growth in the paved areas.

3. All parking spaces shall have wheel stops not less than six inches high or bumper guards not more than three feet high installed in such a manner so as to prevent vehicle overhang onto adjoining property, walkways, and abutting parking spaces.

4. Except for access driveways, parking lots that abut alleys shall be separated therefrom with a suitable permanently installed barrier of concrete, subject to the approval of the Director.

5. Any lighting used to illuminate a public or private parking area shall be arranged so as to not shine the light on adjoining premises.

B. Residential Parking Standards.

1. If residential parking is in a garage or otherwise enclosed on at least three sides, it shall be equipped with doors where the parking spaces face any street.

2. Carports or porte cocheres may be built for any parking spaces outside of the front yard setback, provided:
a. The roof is constructed of the same or similar materials and design as the main house, and
b. That all roof drainage is directed away from property lines or provides rain gutters to prevent spillage on adjacent
properties.

3. Garages in residential zones may be constructed to the side and rear property lines. Porte cocheres bay be no closer than 6 inches to a property line.

C. Commercial parking standards.

1. All parking spaces shall be double striped with three-inch wide stripes and an intervening space of six inches.

2. Only parking spaces that exceed the on-site parking requirement may be compact spaces.

D. Industrial and institutional parking standards.

1. Parking spaces may be single or double striped per commercial standard.

2. Not more than 30% of required parking spaces may be compact spaces.

E. Required parking, less any parking credits, shall be located on the same development or building site as the building they are required to serve, except as follows:

1. For assembly uses located in residential zones, parking facilities shall be located on site; for those located in any other zone, parking facilities shall be located not farther than 250 feet from the site.

2. For commercial and institutional uses where required parking cannot be accommodated on site, off-site parking may be provided as follows:
a. Within 300 feet;
b. Any off-site parking facility shall be made available for the use required to be served by means of either an irrevocable lease, covenant, easement, or grant deed and approved by the
Director;
c. No building permit shall be issued for any building or structure where the required parking facilities are located off-site until a copy of the instrument tying the parking spaces to the use is filed with the Director.

F. Parking Stall Size. Each on-site parking space, required or otherwise, shall adhere to the following minimum dimensions based on type and proximity to obstructions:

Type of Stall Dimensions
Permitted
Intrusion
Zones
Standard 9′ x 18′ 12” x 36 “
Compact* 7′ 6″ x 15′ 12” x 24”
Parallel 10′ x 22′ n/a
Stall abutting
a wall
Add one foot to width
on side abutting wall 12” x 36”
* Not permitted in residential developments.

Figure 17.58-A
Parking Space Permitted Intrusion Zones
G. Turning Radius. The minimum turning radius for parking stalls are 24 feet for standard spaces and 21 feet for compact spaces.

The turning radius for parking stalls is to be measured from the back of the parking space and may be reduced by one foot for every six inches of additional stall width, but shall not be reduced by more than three feet.

H. Driveways and drive aisles.

1. Dimensions.
a. All driveways and drive aisles in residential zones shall be not less than 10 feet wide, and two-way driveways and drive aisles shall be not less than 18 feet; provided, however, that fences, hose bibs, cleanouts, utilities meters, and similar obstructions may protrude up to six inches into driveways. On multifamily developments with 10 units or more, a two-way driveway shall be required.
b. The width of a driveway shall be maintained for a vertical height of not less than 7.5 feet at any point.
c. For a residential structure with an attached garage facing the street, driveway width may be up to 24 feet to permit pass-by parking within the front setback area, only if it can be shown that there is sufficient length to prevent vehicles overhanging 12” 12” 12”
36” standard
24” compact
wall
9’-0” standard
7’-6” compact
10’-0” standard
8’-6” compact
36” standard
24” compact
pillar
pilaster
into the public right-of-way, and the curb apron width shall not exceed 18 feet.
d. In all other zones, minimum width is 10 feet for one-way traffic and the maximum width is 30 feet. Drive aisles must
accommodate the turning radius for parking stalls that abut the drive aisle as follows:

Parking stall angle Minimum Driveway
Width (ft)
Standard Compact
90° 24 21
60° 21 18
45° 17 15
30° 12 12

2. Number.
a. Parcels with 60 feet or less of street frontage shall have a maximum of one driveway.
b. Parcels greater than 60 feet of street frontage may have up to two driveways.
c. Corner lots may have driveways on both frontages, provided that two driveways on the same frontage are permitted only if that frontage is at least 61 feet.

3. Curb aprons. In no case shall curb aprons for driveways, including the sloped and transition areas, constitute more than 50% of the width of the parcel.

4. All driveways in C and M zones shall be located so that any vehicle exiting or entering the parking lot shall be clearly visible at a distance of not less than 10 feet to a pedestrian approaching on the sidewalk.

5. On residential parcels located adjacent to an alley, no driveway shall be permitted from the street except where two new on-site parking spaces are created and not more than one curb-side parking space is lost.

I. Landscaping of Parking Lots.

1. Perimeter landscaping. Except for driveways, all parking lots which front upon a street shall be enclosed as follows:
a. A landscape buffer of five feet shall be built and maintained between a paved parking lot and the property line fronting a street. The landscape buffer shall be continuously maintained and contain the following:
i. Ground cover or shrubs planted so as to cover a
minimum of 75% of the exposed ground;
ii. One 36-inch box-sized tree for every 50 linear feet of parking lot frontage in clusters or proportionately
spaced. Perimeter trees may be located away from the
frontage with the approval of the Director, provided
there is no reduction in the number or size of trees in the parking lot.
iii. a minimum six-inch high and wide curb is provided on all sides, except that a two to four-foot high solid wall may be installed in lieu of the curb on the inside or
outside edge of the landscape buffer, but not both. A
wall may encroach into the planting area up to four
inches to accommodate standard wall building
materials;
iv. an irrigation system compliant with the chapter on
water efficient landscaping;
v. Any portion of the landscape buffer not covered with plants, wall or curbs shall be covered with mulch or
decorative stones.

Figure 17.58.B
Minimum Dimension and Contents of
Parking Lot Frontage Planters

2. Parking lot interior landscaping.
a. Any off-street parking lot which contains 10 or more parking spaces shall have not less than 10% of the parking area Parking lot Sidewalk
Landscaped area, min. 4’
Total planter width, min. 5’
6”
6”
Curb Curb
Mulch
Soil
Optional 2’ – 4’
tall wall permitted
on parking or
sidewalk side of
planter, but not
both.
landscaped. Lots with nine or fewer parking spaces must be 5% landscaped.
b. Landscaped areas required by this subsection shall be irrigated and continuously maintained.
c. This 10% or 5% requirement does not include perimeter landscaping required above, it is in addition to the perimeter landscaping requirement.
d. Any unused space resulting from the design of the parking lot should be used for planting purposes.
e. Planting beds must be maintained throughout the parking area. Planting beds shall have a minimum width of three feet, excluding curbs and walls.
f. Parking lot landscaping must conform to the standards and requirements of the chapter on water efficient landscaping. g. Any off-street parking lot, which contains 20 or more parking spaces, shall have not less than 1 tree per every 8 spaces and subject to the following:
i. Trees required by this section are in addition to those required on the lot perimeter, and shall be planted
between parking spaces in “finger” or “diamond”
planters and shall not be less than three feet in width and enclosed by six-inch wide curbs.
ii. Trees must be 24-inch box sized or larger at the time of planting on the site. Trees must be spaced across
the lot but not necessarily uniformly.
iii. Planters must be irrigated and, in addition to trees, shall be covered with any combination of mulch,
groundcover plants, shrubs, or other plant forms.
h. All parking spaces with an adjacent drive aisle on its side or at the front of the space must be separated from the drive aisle with a finger planter as described in this section.

Figure 17.58.C
Minimum Dimension of Parking Lot Interior Landscape Planters SECTION 8. Chapter 17.60 (Minimum driveway widths and turning radii) of Title 17 (Zoning) of the Hawthorne Municipal Code shall be deleted in its entirety.

SECTION 9. Any provisions of the City of Hawthorne Municipal Code or appendices that are inconsistent with any provisions of this Chapter, to the extent such inconsistencies are added, repealed or modified to affect the provisions of this Chapter, are hereby repealed or modified to the extent necessary to affect the provisions of this Chapter.

SECTION 10. CEQA. This zone text amendment endeavors to clarify portions of the zoning code that can be difficult to find and understand by those it seeks to regulate.

This is determined not to be a project under CEQA (Pub. Resources Code, § 21065) and to the extent these changes result in a reduction in the available parking, any negative impact will be offset by reliance on alternate means of transportation and public parking availability.

SECTION 11. SEVERABILITY. If any section, subsection, phrase or clause of this ordinance is for any reason held to be unconstitutional or otherwise invalid, such decision shall not affect the validity of the remaining portions of this ordinance.

SECTION 12. CITY CLERK. The City Clerk shall attest to the adoption of this ordinance and shall cause this ordinance to be posted in the manner required by law.

SECTION 13. EFFECTIVE DATE. This ordinance shall take effect 30 days after passage thereof.

Option 1:
finger planter
Option 2:
diamond
planter
3’
min
3’
min
SECTION 14. PUBLICATION. The City Clerk is directed to forward a copy of this ordinance to General Code, LLC, 781 Elmgrove Road, Rochester, NY 14824.

PASSED, APPROVED AND ADOPTED this 13th day of January, 2026.

ALEX VARGAS, Mayor
City of Hawthorne, California
ATTEST:

DAYNA WILLIAMS-HUNTER, City Clerk
City of Hawthorne, California

APPROVED AS TO FORM

DAVID CACERES,
Interim City Attorney
City of Hawthorne, California

AGENDA ITEM NO. 16.

CITY OF HAWTHORNE
City Council

AGENDA BILL
For the meeting of 12/09/2025
Originating Department: Public Works
City Manager: Department Head:

SUBJECT:

Development of Hangars at the Hawthorne Municipal Airport.

RECOMMENDED MOTION:

No Motion, informational item only. Staff recommends the Council receive the staff report on the development of Hawthorne Airport Hangars.

DISCUSSION:

On November 25, 2024, Hawthorne Airport, LLC submitted an application for a phased demolition of outdated structures and the construction of 13 new aviation hangars at four distinct locations within the boundaries of the Hawthorne Municipal Airport. The hangars will accommodate private aircraft and aviation-related businesses, and support aviation operations. The Project also includes associated improvements such as new taxiways, parking areas, utilities, grading, stormwater management infrastructure, and erosion control measures. The proposed project is located entirely within the Hawthorne Municipal Airport, also known as Jack Northrop Field, at 12101 Crenshaw Boulevard, Hawthorne, California 90250.

At the time the project application was submitted, Hawthorne Airport LLC was party to the Ground Lease, dated January 3, 2005 (including four amendments thereto), for the Hawthorne Airport. Under the terms of this lease, Hawthorne Airport, LLC had the right and power to construct improvements, including improvements like those contemplated by the Project, provided Hawthorne Airport LLC meets certain requirements. On November 12, 2025, the City Council consented to the assignment of the Ground Lease to Archer Aviation, Inc. The assignment was effective on November 12, 2025. It is anticipated that Archer Aviation, LLC will assume the permit in the near future.

Pursuant to Hawthorne Municipal Code Section 17.06.10, the City's zoning code does not apply to cityowned property, including the Hawthorne Airport where the Project is located. Therefore, the Project is not required to obtain any zoning permit. The Project is only required to obtain a building permit. Under the City's Code, the Building Director has the decision-making authority to approve or deny the building permit. The Building Director has reviewed the building permit application and has made findings that the application meets the City's requirements.

Although not required for a ministerial building permit, the City analyzed the Project under the California Environmental Quality Act (CEQA) and prepared draft Initial Study/Mitigated Negative Declaration (IS/MND) to document the potential environmental effects of the proposed project and to mitigate any potentially significant impacts to less than significant levels with measures agreed to by the Project Applicant.

A Notice of Intent to Adopt an IS/MND was published on November 5, 2025, by the City of Hawthorne Public Works Department on behalf of the City of Hawthorne as Lead Agency, and the proposed IS/MND was available for public review during a 30-day comment period. The Draft IS/MND identified potentially significant impacts to: (i) Cultural resources, (ii) Hazards and hazardous materials, (iii) Tribal cultural resources and (iv) Mandatory Findings of Significance. The draft IS/MND proposed mitigation measures that reduce these potentially significant impacts to less than significant. These mitigation measures are described in the IS/MND, attached.

Tribal consultation was also conducted per Public Resources Code section 21080.3.1. On April 2, 2025, letters were sent to all tribes identified by the Native American Heritage Commission as traditionally and culturally affiliated with the project area. On July 8, 2025, the Gabrieleno Band of Mission Indians -- Kizh Nation formally requested consultation and on July 17, 2025, requested certain mitigation measures to address potential impacts to tribal cultural resources. The City substantially incorporated these requested mitigation measures into the Draft IS/MND. The City contacted the Kizh Nation again on November 14, November 18, and November 21 requesting further consultation regarding the tribal cultural resources mitigation measures and to advise that the City was adding "cultural sensitivity training" as an additional mitigation measure. Such training was requested by the Kizh Nation in its July 17, 2025, letter. To date, the City has received no further response from the Kizh Nation and pursuant to Public Resources Code Section 21080.3.2(b)(2), has determined the consultation concluded. No other tribes responded to the City's April 2, 2025, letters.

The Final IS/MND concludes that no significant environmental impacts would result from the Project due to the incorporation of identified mitigation measures. A Mitigation Monitoring and Reporting Program (MMRP), per CEQA Guidelines section 15097, is included in the Final IS/MND (Appendix G) and will be adopted with the IS/MND.

Before taking action on the building permit, the Building Director will consider all the public comments received on the IS/MND, the public comments received during this Council meeting, make the findings required by CEQA Guidelines Section 15074, and adopt the MND and MMRP. A draft version of the Building Director's CEQA findings is attached.

ECONOMIC DEVELOPMENT STRATEGIC PLAN:

The project will increase economic activity associated with the airport. All airport revenues are required by federal regulations to be expended by the airport for the capital or operating costs of the airport or other airport-related uses as set forth in the Federal Aviation Administration's grant assurance No. 25, Airport Revenues.

FISCAL IMPACT:

None. The Project applicant will be responsible to implement all mitigation and cover all costs associated with the mitigation efforts.

NOTICING PROCEDURE:
72 hours posted notice pursuant to the Ralph M. Brown Act.

ATTACHMENTS
Hawthorne Municipal Airport Hangars Project - CEQA Initial Study/Mitigated Negative Declaration (IS/MND) (including all appendices and the MMRP) (dated September 19, 2025, updated November 21, 2025) Draft MND Findings
Hawthorne Municipal Airport Hangars
Project - CEQA Initial Study (IS)
Mitigated Negative Declaration (MND)
Lead Agency: City of Hawthorne
Contact Watearth Principal
Jennifer J. Walker PE, DWRE, ENV SP, CFM, QSD, LEED AP BD+C 3371 Glendale Blvd., Suite 101
Los Angeles, CA 90039-1857
213.248.4554
[email protected]
September 19, 2025; revised December 3, 2025
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
i
Table of Contents
Table of Contents ........................................................................................................................................ i Tables ...........................................................................................................................................................iii Acronyms and Abbreviations................................................................................................................... iv Exhibits......................................................................................................................................................... vi Appendices................................................................................................................................................vii

1.0 General Project Information ................................................................................................................1

2.0 Introduction........................................................................................................................................3

2.1 Project Description ............................................................................................................................3

2.2 Existing Conditions.............................................................................................................................6

2.3 Cumulative Projects..........................................................................................................................6

3.0 Environmental Analysis.........................................................................................................................8

4.0 CEQA Environmental Checklist...........................................................................................................9

4.1 Aesthetics...........................................................................................................................................9 Discussion ...............................................................................................................................................9

4.2 Agriculture and Forestry Resources...............................................................................................11 Discussion .............................................................................................................................................11

4.3 Air Quality .........................................................................................................................................12 Discussion .............................................................................................................................................13

4.4 Biological Resources .......................................................................................................................16 Discussion .............................................................................................................................................17

4.5 Cultural Resources...........................................................................................................................19 Discussion .............................................................................................................................................20

4.6 Energy ...............................................................................................................................................21 Discussion .............................................................................................................................................21

4.7 Geology and Soils............................................................................................................................22 Discussion .............................................................................................................................................23

4.8 Greenhouse Gas Emissions.............................................................................................................27 Discussion .............................................................................................................................................27

4.9 Hazards and Hazardous Materials.................................................................................................28 Discussion .............................................................................................................................................29 Mitigation Measures............................................................................................................................33

4.10 Hydrology and Water Quality ......................................................................................................33 Discussion .............................................................................................................................................34

4.11 Land Use and Planning.................................................................................................................37 CEQA IS Mitigated Negative Declaration
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ii
Discussion .............................................................................................................................................37

4.12 Mineral Resources .........................................................................................................................38 Discussion .............................................................................................................................................38

4.13 Noise................................................................................................................................................39 Discussion .............................................................................................................................................39

4.14 Population and Housing ...............................................................................................................44 Discussion .............................................................................................................................................44

4.15 Public Services ...............................................................................................................................45 Discussion .............................................................................................................................................45

4.16 Recreation......................................................................................................................................46 Discussion .............................................................................................................................................47

4.17 Transportation ................................................................................................................................47 Discussion .............................................................................................................................................47

4.18 Tribal Cultural Resources...............................................................................................................49 Discussion .............................................................................................................................................49 Mitigation Measures............................................................................................................................50

4.19 Utilities and Service Systems .........................................................................................................51 Discussion .............................................................................................................................................52

4.20 Wildfire ............................................................................................................................................54 Discussion .............................................................................................................................................54

4.21 Mandatory Findings of Significance............................................................................................55 Discussion .............................................................................................................................................56

5.0 Mitigated Negative Declaration (ND).........................................................................................58

5.1 Introduction......................................................................................................................................58 Project Title:..........................................................................................................................................58 Lead Agency Address:.......................................................................................................................58 Project Sponsor and Address:............................................................................................................58 Existing General Plan Designation and Zoning:...............................................................................58 Project Description:.............................................................................................................................58 Location of Project:.............................................................................................................................59

5.2 Findings.............................................................................................................................................59

5.3 Determinations.................................................................................................................................60 CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
iii
Tables
Table 1: Summary of DTSC Well Conversion and Retention Plan for Hangar Construction within Airport Property Boundary .........................................................................................................................5 Table 2: Potential Impacts to Aesthetics..................................................................................................9 Table 3: Potential Impacts to Agriculture and Forestry ........................................................................11 Table 4: Potential Impacts to Air Quality................................................................................................12 Table 5: Potential Impacts to Biological Resources..............................................................................16 Table 6: Potential Impacts to Cultural Resources .................................................................................19 Table 7: Potential Impacts to Energy Resources...................................................................................21 Table 8: Potential Impacts to Geology and Soils..................................................................................22 Table 9: Potential Impacts to Greenhouse Gas Emissions ...................................................................27 Table 10: Potential Impacts from Hazards and Hazardous Materials.................................................28 Table 11: Potential Impacts to Hydrology and Water Quality.............................................................33 Table 12: Potential Impacts to Land Use and Planning .......................................................................37 Table 13: Potential Impacts to Mineral Resources................................................................................38 Table 14: Potential Impacts of Noise ......................................................................................................39 Table 14.1: Hawthorne Airport Compatibility………………………………………………………………..40 Table 14.2: Time Limits for Noise Associated with Construction Activities……………………………...41 Table 14.3: Land Use Compatibility Matrix…………………………………………………………………...41 Table 14.4: Indoor Ground-Borne Vibration (GBV) and Ground-Borne Noise (GBN) Impact Criteria for General Vibration Assessment……………………………………………………………………………..43 Table 15: Potential Impacts on Population and Housing.....................................................................44 Table 16: Potential Impacts on Public Services.....................................................................................45 Table 17: Potential Impacts on Recreation ...........................................................................................46 Table 18: Potential Impacts on Transportation......................................................................................47 Table 19: Potential Impacts on Tribal Cultural Resources ....................................................................49 Table 20: Potential Impacts on Utilities and Service Systems...............................................................52 Table 21: Potential Impacts of Wildfire...................................................................................................54 Table 22: Mandatory Findings of Significance ......................................................................................55 CEQA IS Mitigated Negative Declaration
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iv
Acronyms and Abbreviations
Acronym/Abbreviation Full Form
AB Assembly Bill
ASTM American Society for Testing and Materials
BMP Best Management Practices
CAAQS California Ambient Air Quality Standards
CAL FIRE California Department of Forestry and Fire Protection CALGreen California Green Building Standards Code
CARB California Air Resources Board
CBC California Building Code
CCR California Code of Regulations
CDFW California Department of Fish and Wildlife
CEQA California Environmental Quality Act
CESA California Endangered Species Act
CFC California Fire Code
CHRIS California Historical Resources Information System CFR Code of Federal Regulations
CGP Construction General Permit
CGS California Geological Survey
CNEL Community Noise Equivalent Level
CO Carbon Monoxide
CRHR California Register of Historical Resources
CWA Clean Water Act
dBA A-weighted Decibels
DWR California Department of Water Resources
DTSC California Department of Toxic Substances Control
EIR Environmental Impact Report
EISB Enhanced In-Situ Bioremediation
EMS Emergency Medical Services
EPA Environmental Protection Agency
FAA Federal Aviation Administration
FEMA Federal Emergency Management Agency
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
v
Acronym/Abbreviation Full Form
FHSZ Fire Hazard Severity Zone
FMMP California Department of Conservation Farmland
Mapping and Monitoring Program
FTA Federal Transit Administration
GBN Ground-borne Noise
GBV Ground-borne Vibration
GHG Greenhouse Gases
HCP Habitat Conservation Plan
HMBP Hazardous Materials Business Plan
HPD Hawthorne Police Department
HUC Hydrologic Unit Code
HWCL Hazardous Waste Control Law
IGP Industrial General Permit
IPaC Information for Planning and Consultation
IS Initial Study
LACFD Los Angeles County Fire Department
LACRHD Los Angeles County Register of Historic Districts LACSD Los Angeles County Sanitation Districts
MBTA Migratory Bird Treaty Act
MLD Most Likely Descendant
MS4 Municipal Separate Storm Sewer System
MWDSC Metropolitan Water District of Southern California NAHC Native American Heritage Commission
NCCP Natural Community Conservation Plan
MND Mitigated Negative Declaration
NFPA National Fire Protection Association
NIFZ Newport-Inglewood Fault Zone
NOx Nitrogen Oxide
NPDES National Pollutant Discharge Elimination System
NWI National Wetlands Inventory
OSHA Occupational Safety and Health Administration
PM Particulate Matter
ppm Parts per million
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Hawthorne Airport Hangars Project
vi
Acronym/Abbreviation Full Form
PRC Public Resources Code
Project Hawthorne Airport Hangars Project
RCRA Resource Conservation and Recovery Act
RMS Root Mean Square
RWQCB Los Angeles Regional Water Quality Control Board
SB Senate Bill
SCAB South Coast Air Basin
SCAQMD South Coast Air Quality Management District
SCAG Southern California Association of Governments
SGMA Sustainable Groundwater Management Act
SHZR Seismic Hazard Zone Report
SOx Sulfur Oxide
SWPPP Storm Water Pollution Prevention Plan
TACs Toxic Air Contaminants
USFWS United States Fish and Wildlife Service
USGS United States Geological Survey
VdB Vibration Decibels
VMT Vehicle Miles Traveled
VOC Volatile Organic Compound
WBMWD West Basin Municipal Water District
Exhibits
Exhibit 1 – Vicinity Map
Exhibit 2 – Aerial Photograph
Exhibit 3 – HUC-12 Watersheds
Exhibit 4 – HUC-8 Watersheds
Exhibit 5 – Topography
Exhibit 6 – Land Cover
Exhibit 7 – Biological Resources
Exhibit 8 – Wetlands
Exhibit 9 – Fault Lines
Exhibit 10 – Liquefaction Hazard Zones
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vii
Exhibit 11 – Landslide Hazard Zones
Exhibit 12 – Soil
Exhibit 13 – Hazardous Materials
Exhibit 14 – Groundwater
Exhibit 15 – Tsunami Zones
Exhibit 16 – FEMA
Exhibit 17 – Land Use
Exhibit 18 – Mineral Resources
Exhibit 19 – Noise Pollution
Exhibit 20 – Utilities
Exhibit 21 – Wildfire
Appendices
Appendix A – Site Visit Photo Log
Appendix B – Tribal Notification Letters and Consultation Appendix C – Civil Design Plans
Appendix D – Remediation Well Locations
Appendix E – Geotechnical Engineering Investigation
Appendix F – VMT Memorandum
Appendix G – Mitigation Monitoring and Reporting Program (MMRP) Appendix H – DTSC Confirmation
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
1 1.0 General Project Information

1. Project Title:
- Hawthorne Airport Hangars Project

2. Lead Agency/Project Sponsor’s Name and Address:
- City of Hawthorne – Airport Division
- 12101 Crenshaw Blvd. Suite 300, Hawthorne, CA 90250

3. Contact Person and Phone Number:
- Guido Fernandez
- (310) 349-1636
- [email protected]

4. General Plan Designation: Public/Quasi-Public – Designated for airport and transportationrelated facilities within the City of Hawthorne General Plan.

5. Zoning: Aviation – Zoned for airport operations, aviation-related businesses, and associated support facilities.

6. Project Location: Hawthorne Municipal Airport (Jack Northrop Field) 12101 Crenshaw Blvd., Hawthorne, CA 90250
Los Angeles County, California
The project is within the existing airport property, with new hangars distributed across four designated locations. Refer to Exhibits 1 and 2 for the site vicinity and aerial imagery of the project location. The project location in relation to HUC-12 watersheds and HUC-8 watersheds are provided in Exhibits 3 and 4, respectively.

7. Description of Project: The purpose of the Hawthorne Airport Hangars Project is to enhance aviation operations by constructing 13 new aircraft hangars at four designated sites within the airport. The project will increase aircraft storage capacity, modernize airport infrastructure, and support operational efficiency. To accommodate the new hangars, the project will include the demolition of six existing buildings totaling 18,000 square feet, removal of 55,000 square feet of impervious surfaces and replacement with new pavement, and airfield safety enhancements. The hangars will range in size from 2,500 to 25,300 square feet and incorporate modern fire suppression systems, energy-efficient lighting, and structural reinforcements for seismic safety.

Construction will occur in multiple phases from June 2025 to late 2028. See Appendix A for the photo log of the proposed project location.

8. Surrounding Land Uses and Setting: The Hawthorne Municipal Airport is situated in a developed urban area surrounded by a mix of residential, commercial, and industrial land uses. To the north, the airport is bordered by residential neighborhoods and commercial properties. To the south, the area consists of industrial facilities, including facilities operated by Space X. To the east, light industrial and commercial buildings are present. To the west, the airport is adjacent to commercial land uses and residential neighborhoods. The airport serves as critical transportation within Los Angeles County, operating under Federal Aviation Administration (FAA) regulations.

9. Other Public Agencies Whose Approval is Required (e.g., permits, financial approval, or participation agreements): The Hawthorne Airport Hangars Project will require approvals CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
2 and permits from multiple public agencies to ensure compliance with federal, state, and local regulations. The FAA will review and approve airspace and facility developments to ensure that the project aligns with aviation safety and operational standards.

Environmental compliance will require oversight from the South Coast Air Quality Management District (SCAQMD) for air quality regulations and the Los Angeles Regional Water Quality Control Board (RWQCB) for stormwater discharge permits. At the local level, the City of Hawthorne will oversee construction and environmental compliance, while the Los Angeles County Fire Department (LACFD) will review fire safety measures, particularly for hangar fire suppression systems. Additionally, the California Department of Toxic Substances Control (DTSC) will be involved in overseeing remediation well protection during construction.

10. Have California Native American tribes traditionally and culturally affiliated with the project area requested consultation pursuant to Public Resource Code section 21080.3.1? If so, is there a plan for consultation that includes, for example, the determination of significance of impacts to tribal cultural resources, procedures regarding confidentiality, etc.? Yes, the Native American Heritage Commission (NAHC) has been contacted to identify tribes traditionally and culturally affiliated with the project area pursuant to Public Resources Code §21080.3.1. The following tribes have been notified and invited to consult regarding potential tribal cultural resources impacts:
- Cahuilla Band of Indians
- Gabrieleño Band of Mission Indians – Kizh Nation
- Gabrielino Tongva Indians of California Tribal Council - Gabrieleno/Tongva San Gabriel Band of Mission Indians - Gabrielino/Tongva Nation of the Greater Los Angeles Basin - Gabrielino-Tongva Tribe
- Santa Rosa Band of Cahuilla Indians
- Soboba Band of Luiseno Indians
On behalf of the City of Hawthorne, Watearth sent tribal consultation letters on April 11, 2025. Refer to Appendix B for the tribal consultation notification letters, and the consultation information and coordination with the tribes. The Gabrieleño Band of Mission Indians – Kizh Nation formally requested consultation on July 8, 2025, and subsequently provided proposed mitigation measures on July 17, 2025. No other tribe responded. The mitigation measures the Kizh Nation proposed have been included as mitigation measures in this Initial Study/Mitigated Negative Declaration. The mitigation measures include requirements for tribal monitoring during ground disturbance, cultural sensitivity training, procedures for the unanticipated discovery of tribal cultural resources, and coordination with the Most Likely Descendant in the event human remains are discovered. In November 2025, staff contacted the Kizh Nation to confirm all requested mitigation was incorporated. Staff did not receive any additional response from the Kizh Nation. Therefore, the City of Hawthorne determined consultation with the Kizh Nation concluded on November 25, 2025.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
3 2.0 Introduction

2.1 Project Description
The proposed project involves the development of 13 new aircraft hangars at four distinct locations within Hawthorne Municipal Airport. The project will consist of seven hangars in the southwest section, one hangar in the southeast section, four hangars in the northeast section, and one hangar in the northwest section. The proposed new hangars will enhance the airport’s functionality by expanding storage capacity for private aircraft, improving aviation operations, and supporting the airport's long-term growth.

The project requires the demolition of six existing buildings within the airport property. The structures previously used for maintenance, administrative offices, and storage, have reached the end of their functional lifespan and will be removed to accommodate the new hangars.

Demolition activities will involve removing structures, utilities, and approximately 55,000 square feet of impervious surfaces. The concrete tarmac removed as part of the demolition will be processed and reused onsite as a gravel-based material, while the asphalt pavement will be removed from the site and properly disposed of. All excavated material will be removed from the site and not reused unless specifically noted. Temporary stabilization measures will be required during demolition, and all waste material will be disposed of at an approved site.

The new hangars will range in size from 2,500 to 25,300 square feet, with a total combined footprint of approximately 135,000 square feet of new impervious cover. Each hangar will be climate-controlled and equipped with fire suppression systems, modern lighting, and energyefficient designs. Some hangars will include office spaces for aviation businesses and small workshops. The hangars are not intended for hazardous material storage, though aviationrelated chemicals such as lubricants and cleaning agents will be handled in compliance with regulatory standards. The project will result in an increase of approximately 10,000 square feet of new impervious surface, including expanded hangar space, access roads, parking areas, and taxiways.

The construction process will involve site preparation, grading, foundation work, and hangar assembly, requiring a diverse fleet of heavy equipment. The estimated equipment needs include excavators for site preparation and demolition, bulldozers for grading and site leveling, cranes for structural assembly of the hangar frames, concrete mixers for pouring hangar foundations and taxiways, dump trucks for hauling demolition debris and construction materials, loaders and backhoes for material handling and utility trenching, compactors for preparing the subgrade for paving, and asphalt pavers for taxiway construction.

The hangars will be constructed in phases, beginning in 2025, with full project completion anticipated by late 2028. The proposed phased construction schedule will begin with demolition and site preparation across all four locations, including utility relocations and grading.

Compaction and grading activities will follow strict quality assurance protocols, requiring compliance with American Society for Testing and Materials (ASTM) soil testing standards. The hangar foundations will be designed based on geotechnical investigation conducted by Bay City Geology in August 2024, with borings advanced to a depth of 10 feet per ASTM D1586 and soil classification conducted under the Unified Soil Classification System. Pavement cores will be analyzed for thickness, mix type, and aggregate quality, ensuring that the new hangars can withstand repetitive aircraft loading and operational vibrations.

The project will include removal, preparation, and replacement of existing pavement where required. Emulsified asphalt tack coats will be applied before each lift of pavement, and joint offset requirements will be strictly followed to ensure structural integrity. Proposed bituminous CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
4 surface courses will be subject to the same material acceptance criteria as the asphalt leveling course. Existing pavement markings will be removed and replaced according to FAA and airport regulations, with new markings applied to meet airport operational standards to facilitate safe aircraft movement and taxiway navigation.

To ensure compliance with erosion control and sediment management requirements, the project will implement a comprehensive set of Best Management Practices (BMPs) designed to minimize soil displacement and protect local water quality. In accordance with the Construction General Permit (CGP) 2022 (Order 2022-0057-DWQ), the project will develop and adhere to a Storm Water Pollution Prevention Plan (SWPPP) that outlines erosion and sediment control measures tailored to site conditions and construction activities.

The proposed project will involve the removal and replacement of certain storm drains to accommodate new infrastructure improvements, as well as the installation of new utility lines throughout the project site. While outdated utilities will not be removed, trenching activities will be required to install the updated utility systems. The deepest excavation will be for sewer lines, which may extend to depths of approximately 10 feet, while all other utility installations will require trenching at depths of six feet or less. To ensure soil stability and structural integrity, the project is expected to implement cement treatment to a depth of 24 inches below the finished grade, a measure directed at enhancing soil compaction and reducing settlement risks.

Although a geotechnical study is available to provide further details on subsurface conditions, the proposed cement treatment is anticipated to be sufficient in preparing the site for long-term structural support. See Appendix C for the civil design plans for the proposed project.

The project site is located within the boundaries of a former Northrop Grumman aerospace manufacturing facility historically located at Hawthorne Municipal Airport. Past operations at the site led to the release of hazardous substances, including volatile organic compounds (VOCs), into subsurface soil and groundwater. These contaminants primarily affected the B Horizon (shallow aquifer zone) within and adjacent to the proposed hangar development footprint.

DTSC is the lead regulatory agency overseeing investigation, cleanup, and long-term monitoring at the site under its Hazardous Waste Management Program. The remediation program is being implemented by Northrop Grumman Systems Corporation, the designated responsible party, in coordination with DTSC. CDM Smith, a remediation contractor for Northrop Grumman Systems Corporation, manages the Enhanced In-Situ Bioremediation (EISB) system at the site. The EISB system includes extraction wells, injection wells, and a network of groundwater monitoring wells to track progress and ensure regulatory compliance.

The current corrective action includes the operation of EISB extraction wells and long-term monitoring to verify contaminant reduction. DTSC has reviewed and approved periodic remedial action plans, and the system remains active across several parcels within the airport.

As of 2025, no final remediation completion date has been publicly confirmed. The timeline for site closure will depend on DTSC’s ongoing evaluation of groundwater data and the achievement of cleanup goals established in the corrective action agreement. DTSC will determine when the cleanup is complete and will issue a formal site closure or “No Further Action” determination only when cleanup standards are met.

The presence of ongoing remediation and long-term monitoring infrastructure directly informs project design and coordination. Several extraction and monitoring wells are located within or near the proposed hangar footprints. To ensure compatibility with remediation objectives, the project will coordinate closely with DTSC, Northrop Grumman, and CDM Smith to protect inplace wells, convert selected extraction wells to monitoring wells with aircraft-rated surface access covers, and properly abandon redundant wells under DTSC oversight. This coordination CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
5 ensures that site remediation and aviation-related redevelopment can proceed concurrently without conflict.

Existing remediation wells on-site — CEW-04B, CEW-05B, and CEW-03B within the footprint of Hangar 42 and Hangar 41, as well as additional remediation wells located outside Hangar 41 to the west (CEW-01B and CEW-02B) will remain in place and operational throughout construction to support ongoing site remediation efforts. The wells, classified as horizon extraction wells, are part of the Enhanced In-Situ Bioremediation (EISB) system. Refer to Appendix D for the southwest hangar site layout map, and for the associated remediation well locations. Two of the wells within Hangar 42’s footprint (CEW-04B and CEW-05B) will be converted to monitoring wells, featuring smaller surface aircraft-rated covers of 8 to 12 inches in diameter, by the end of April 2026 or early May 2026. The converted wells would remain accessible for semi-annual sampling, subject to approval by DTSC. The plan is contingent on the ability to abandon the wells in the future without the use of a drill rig. The two converted wells will be properly abandoned prior to the completion of the hangar. Northrop Grumman and CDM Smith will work with Advanced Air to coordinate and maintain access to all wells during construction and ensure protection of the wells located within the footprint of both Hangars 41 and 42 and the surrounding areas during construction.

Table 1: Summary of DTSC Well Conversion and Retention Plan for Hangar Construction within Airport Property Boundary
Well ID Well Type Location Planned Action Timing
CEW-04B EISB B Horizon
Extraction Well
Proposed
Hangar 42
Convert to
monitoring well
with surface
cover
April 2026 or
May 2026
CEW-05B EISB B Horizon
Extraction Well
Proposed
Hangar 42
Convert to
monitoring well
with surface
cover
April 2026 or
May 2026
CEW-06B EISB B Horizon
Monitoring Well
Proposed
Hangar 42
Remain in
place
Ongoing
CEW-03B EISB B Horizon
Extraction Well
Proposed
Hangar 41
Remain in
place
Ongoing
CEW-02B EISB B Horizon
Extraction Well
West of
Proposed
Hangar 41
Remain in
place
Ongoing
CMW-03B Existing B
Horizon
Monitoring Well
Adjacent to
Proposed
Hangar 42
Remain in
place
Ongoing
CEW-01B EISB B Horizon
Extraction Well
West of
Proposed
Hangar 41
Remain in
place
Ongoing
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Hawthorne Airport Hangars Project
6 Well ID Well Type Location Planned Action Timing
CMW-03 Existing C
Horizon
Monitoring Well
Adjacent to
Proposed
Hangar 42
Remain in
place
Ongoing

2.2 Existing Conditions
Hawthorne Municipal Airport, also known as Jack Northrop Field, is a public-use airport owned by the City of Hawthorne, California. The airport spans approximately 80 acres and is located at 12101 S. Crenshaw Boulevard, Hawthorne, CA 90250. It is situated approximately three miles east of Los Angeles International Airport (LAX) and 10 miles from downtown Los Angeles. The airport is conveniently located near the interchange of the I-405 and I-105 freeways, offering easy accessibility for general aviation, corporate aviation, and flight training operations (City of Hawthorne, 2025).

The topography of the site is flat, consistent with airport runways. Refer to Exhibit 5 for the topography of the project site. Hawthorne Municipal Airport is situated in a densely developed urban environment with a combination of industrial, commercial, and residential land uses. Refer to Exhibit 6 for the land cover map of the project site. To the north, the area consists of commercial and residential properties, while the eastern side is primarily occupied by industrial facilities and commercial establishments. The southern boundary of the airport is adjacent to residential neighborhoods and industrial facilities, whereas the western side features commercial businesses and transportation infrastructure. Additionally, the airport is located near major aerospace and technology companies, including SpaceX, Starlink, and the Tesla Design Center, all of which operate within close proximity to the airport.

The geotechnical investigation conducted for the proposed hangars at Hawthorne Municipal Airport by Bay City Geology, Inc. (2024) indicates that the site is underlain by Quaternary alluvial deposits composed of silty sand, sandy silt, and clayey sand, with a low to moderate expansion potential. The groundwater table is approximately 30 feet below the surface, reducing the risk of encountering groundwater during construction. The site is not within an Alquist-Priolo Earthquake Fault Zone, but is near the Newport-Inglewood Fault Zone, requiring compliance with California Building Code (CBC) seismic design standards. Liquefaction potential is low due to soil composition and groundwater depth, and the site is not in a designated landslide hazard zone.

To ensure stability, recommendations include over-excavation, re-compaction, and the use of cement-treated soil or deepened foundations where necessary. The measures will help maintain the integrity of the new hangars and associated infrastructure while preventing potential geotechnical hazards.

The airport supports various general aviation activities, including private aircraft operations, flight training, and corporate aviation services. Several aviation-related businesses, including Jet Center Los Angeles, provide hangar rentals, fueling services, and aircraft maintenance (City of Hawthorne, 2024). Hawthorne experiences a Mediterranean climate, characterized by mild, wet winters and warm, dry summers. The climate provides favorable year-round conditions for aviation activities. The National Weather Service (NWS) and the FAA provide real-time meteorological data for pilots and airport operations (NWS, 2025).

2.3 Cumulative Projects
Several major infrastructure projects are currently underway near Hawthorne Municipal Airport, including the Metro C Line Extension to Torrance and the LAX Automated People Mover (APM).

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
7 While the projects are located within the broader Los Angeles County region, they are not expected to have cumulative environmental impacts with the Hawthorne Airport Hangars Project, primarily due to their differences in location, scope, and timeline. The Metro C Line Extension, which is expected to begin construction in 2025 and be operational by 2030–2033, will primarily follow Metro’s existing right-of-way between Redondo Beach and Torrance (Los Angeles Metro, 2025). The corridor runs south of the airport, meaning its construction and operational footprint will not directly impact aviation-related activities at Hawthorne. Similarly, the LAX APM, a fully automated transit system currently under construction and scheduled to be operational in 2025, is entirely within LAX property, approximately four miles west of Hawthorne Municipal Airport (Los Angeles World Airports, 2025). The project’s focus is on reducing vehicle congestion at LAX, with no direct intersection with airport hangar operations in Hawthorne.

The Hawthorne Airport Hangars Project is an aviation-specific development, focused on modernizing and expanding aircraft storage and support infrastructure within airport property.

Unlike the Metro C Line Extension and LAX APM, which are designed for regional transit and airport passenger mobility, the hangar project will not contribute to changes in commuter traffic patterns, public transit demand, or major roadway use. While temporary construction-related impacts such as noise, air quality, and traffic congestion are common across all projects, their geographical separation minimizes the likelihood of overlapping disturbances. The timing of the projects further reduces cumulative effects, as the LAX APM will be completed before significant construction begins on the hangars, and the Metro C Line construction will occur along an existing transit corridor without overlap in heavy construction zones near Hawthorne. Given the factors, there is no expectation of significant cumulative environmental impacts between the Hawthorne Airport Hangars Project and other regional developments.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
8 3.0 Environmental Analysis
This section analyzes the potential environmental factors that may be potentially affected by this proposed project, as indicated by the checklist below.

Potentially Affected Environmental Factors
☐Aesthetics ☐Agriculture/Forestry
Resources ☐Air Quality
☐Biological Resources ☒Cultural Resources ☐Energy
☐Geology/Soils ☐Greenhouse Gas Emissions ☒Hazards & Hazardous Materials
☐Hydrology/Water Quality ☐Land Use/Planning ☐Mineral Resources ☐Noise ☐Population/Housing ☐Public Services
☐Recreation ☐Transportation ☒Tribal Cultural Resources
☐Utilities/Service Systems ☐Wildfire ☒Mandatory Findings of Significance
This environmental analysis contains an analysis of each environmental factor from the checklist above and of the potential impacts that could occur. There are four levels of impact that can be used that include:

1. No Impact: The approval and implementation of the project will not have any measurable impact on the environment.

2. Less than Significant Impact: The approval and implementation of the project may have the potential to affect the environment, but the impacts will be below levels or thresholds that are considered to be significant.

3. Less than Significant Impact with Mitigation: The approval and implementation of the project may have the potential to generate impacts having a significant impact on the environment, but the impacts may be reduced to less than significant levels with mitigation measures.

4. Potentially Significant Impact: The approval and implementation of the project may have significant environmental impacts.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
9 4.0 CEQA Environmental Checklist

4.1 Aesthetics
The potential impacts, if any, to aesthetics for the proposed project’s surrounding environments are provided in Table 2.

Table 2: Potential Impacts to Aesthetics
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Have a substantial adverse effect on
a scenic vista? ☐ ☐ ☐ ☒
b. Substantially damage scenic
resources, including, but not limited
to, trees, rock outcroppings, and
historic buildings within a state
scenic highway?
☐ ☐ ☐ ☒
c. In nonurbanized areas, substantially
degrade the existing visual
character or quality of public views
of the site and its surroundings?
(Public views are those that are
experienced from publicly
accessible vantage points.) If the
project is in an urbanized area,
would the project conflict with
applicable zoning and other
regulations governing scenic
quality?
☐ ☐ ☐ ☒
d. Create a new source of substantial
light or glare which would adversely
affect day or nighttime views in the
area?
☐ ☐ ☒ ☐
Discussion
a. Have a substantial adverse effect on a scenic vista? No Impact. The proposed project is situated within an urbanized area of Hawthorne, California, characterized predominantly by industrial and commercial land uses. The airport itself is bordered by major transportation routes, such as Crenshaw Boulevard and 120th Street, with no officially designated scenic vistas in its immediate vicinity. Given the airport's location and the nature of the surrounding environment, the construction of additional hangars is unlikely to have a substantial adverse effect on any recognized scenic vistas. The area lacks natural landscapes or panoramic views that would typically be classified as scenic vistas. Moreover, the new hangar structures are expected to be consistent with the existing airport facilities and the industrial character of the surrounding area, thereby minimizing any potential visual impact. In summary, based on the available information and the urban context of Hawthorne Municipal Airport, the proposed hangar development is not anticipated to adversely affect any scenic vistas.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
10 b. Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway?
No Impact. The proposed project is situated within an urbanized area of Hawthorne, California, characterized predominantly by industrial and commercial land uses. The airport itself is bordered by major thoroughfares such as Crenshaw Boulevard and 120th Street, with no officially designated trees, rock outcroppings, and historic buildings in its immediate vicinity.

Given the airport's location and the nature of the surrounding environment, the construction of additional hangars will not damage scenic resources; therefore, no impact would occur. c. In nonurbanized areas, substantially degrade the existing visual character or quality of public views of the site and its surroundings? (Public views are those that are experienced from publicly accessible vantage points.) If the project is in an urbanized area, would the project conflict with applicable zoning and other regulations governing scenic quality? No Impact. The proposed project is situated within an area designated under the Airport Master Plan zoning classification, as outlined in the City of Hawthorne's zoning regulations. The Airport Master Plan zoning classification is specifically intended to accommodate aviation-related uses and developments within the airport premises. The designation supports infrastructure improvements and expansions that align with the operational needs of the airport.

Regarding regulations governing scenic quality, the City of Hawthorne has established guidelines to preserve and enhance the visual aesthetics of the community. The guidelines are primarily focused on residential and commercial areas, emphasizing aspects such as building design, landscaping, and signage. However, within the context of the Airport Master Plan zoning, the emphasis is on facilitating aviation-related developments, and specific regulations pertaining to scenic quality are not prominently featured. Given that the proposed hangar development is consistent with the intended use of the Airport Master Plan zoning classification, it is unlikely that the project would conflict with applicable zoning or other regulations governing scenic quality in the City of Hawthorne; therefore, no impact would occur. d. Create a new source of substantial light or glare which would adversely affect day or nighttime views in the area?
Less than significant. The project will introduce new lighting for safety, security, and operational efficiency, which includes hangar interior and exterior lighting, as well as lighting along access roads, parking areas, and taxiways. The new hangars will likely be constructed using metal or other reflective materials that could generate glare during daylight hours.

The airport is located in an area surrounded by a mix of commercial, industrial, and residential properties. The closest sensitive receptors, such as residential neighborhoods, are located to the north and east of the airport, where excessive lighting could potentially cause nuisance glare.

The project will introduce new light sources, but with proper design and compliance with City and FAA lighting regulations, the impacts can be minimized. Given that the airport is already an established aviation facility with existing lighting infrastructure, the additional lighting from the project is not expected to create a substantial adverse effect on day and nighttime views in the area.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
11 4.2 Agriculture and Forestry Resources
The potential impacts, if any, to agriculture and forestry resources for the proposed project’s surrounding environments are provided in Table 3.

Table 3: Potential Impacts to Agriculture and Forestry
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Convert Prime Farmland, Unique
Farmland, or Farmland of Statewide
Importance (Farmland), as shown on
the maps prepared pursuant to the
Farmland Mapping and Monitoring
Program of the California Resources
Agency, to non-agricultural use?
☐ ☐ ☐ ☒
b. Conflict with existing zoning for
agricultural use, or a Williamson Act
contract?
☐ ☐ ☐ ☒
c. Conflict with existing zoning for, or
cause rezoning of, forest land (as
defined in Public Resources Code
Section 12220(g)), timberland (as
defined by Public Resources Code
Section 4526), or timberland zoned
Timberland Production (as defined
by Government Code Section
51104(g))?
☐ ☐ ☐ ☒
d. Result in the loss of forest land or
conversion of forest land to nonforest use?
☐ ☐ ☐ ☒
e. Involve other changes in the existing
environment which, due to their
location or nature, could result in
conversion of Farmland, to nonagricultural use or conversion of forest land to non-forest use?
☐ ☐ ☐ ☒
Discussion
a. Convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? No Impact. The California Department of Conservation Farmland Mapping and Monitoring Program (FMMP) shows the extent of Prime Farmland, Unique Farmland, and Farmland of Statewide Importance within Los Angeles County. According to the FMMP, the project site does not include any Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (California Department of Conservation, 2024). Therefore, no impact on the conversion of farmland or agricultural resources would occur.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
12 b. Conflict with existing zoning for agricultural use, or a Williamson Act contract? No Impact. The project site is not under the Williamson Act contract. The project site is not located on agricultural land, and the proposed project would not involve any development that could result in the conversion of farmland to non-agricultural uses. Therefore, there would be no impact related to agricultural zoning or Williamson Act contracts. c. Conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code Section 12220(g)), timberland (as defined by Public Resources Code Section 4526), or timberland zoned Timberland Production (as defined by Government Code Section 51104(g))?
No Impact. No forest land or timberland zoning is present within the project site, or in the surrounding area. Therefore, the proposed project would not conflict with existing zones for forest land or timberland, and no impact would occur with regards to these resources. d. Result in the loss of forest land or conversion of forest land to non-forest use? No impact. The proposed project is not located on land zoned as “forest land.” Further, the trees in the vicinity of the site are not used for timber production, nor have they been used for timber production in the recent past, and, therefore, would not be converted into non-forest use. Thus, the proposed project would not result in the loss of forest land or conversion of forest land to non-forest use, and no impacts would occur.
e. Involve other changes in the existing environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use or conversion of forest land to non-forest use?
No Impact. As there are no agricultural uses or related operations on or in proximity to the project site, the proposed project would not involve the conversion of farmland to other uses, either directly or indirectly. No impacts involving the conversion of farmland to non-agricultural use would occur.

4.3 Air Quality
The potential impacts, if any, to air quality for the proposed project’s surrounding environments are provided in Table 4.

Table 4: Potential Impacts to Air Quality
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Conflict with or obstruct
implementation of the applicable air
quality plan?
☐ ☐ ☒ ☐
b. Result in a cumulatively
considerable net increase of any
criteria pollutant for which the
project region is non-attainment
under an applicable federal or state
ambient air quality standard?
☐ ☐ ☒ ☐
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
13 Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
c. Expose sensitive receptors to
substantial pollutant concentrations? ☐ ☐ ☒ ☐
d. Result in other emissions (such as
those leading to odors) adversely
affecting a substantial number of
people?
☐ ☐ ☒ ☐
Discussion
a. Conflict with or obstruct implementation of the applicable air quality plan? Less than significant. The project site is located within the South Coast Air Basin (SCAB). Air quality planning for the SCAB is under the jurisdiction of the SCAQMD. The project would be subject to SCAQMD’s Air Quality Management Plan (AQMP), which contains a comprehensive list of pollution control strategies directed at reducing emissions and achieving ambient air quality standards. Contractors must abide by air quality standards, specified by the SCAQMD.

In developing thresholds of significance for air pollutants, the SCAQMD considers the emission levels for which a project’s individual emissions would be cumulatively considerable. If a project exceeds the identified significance thresholds, its emissions would be cumulatively considerable, resulting in significant adverse air quality impacts to the region’s existing air quality conditions (South Coast AQMD CEQA Handbook, 1993). The thresholds listed below are related to cumulative air pollutants and pertain to a project’s contribution to cumulative impacts.

Additional construction thresholds are found in the SCAQMD significant thresholds checklist (South Coast AQMD Air Quality Significance Thresholds, 2023):
a. Average daily emission thresholds (construction thresholds) of 550 pounds/day of carbon monoxide (CO), 150 pounds/day of particulate matter (PM10) or sulfur oxide (SOx), 100 pounds/day of nitrogen oxide (NOx), 75 pounds/day of volatile organic compounds (VOC), 55 pounds/day of PM2.5, or 3 pounds/day of lead; and b. CO concentrations exceeding the California Ambient Air Quality Standards of 9 parts per million (ppm) averaging over 8 hours and 20 ppm for one hour.

During project construction, emissions will not exceed the average daily emission thresholds of 550 pounds/day of CO, 150 pounds/day of PM10 or SOx, 55 pounds/day of PM2.5, 75 pounds/day of VOC, 100 pounds/day of NOx, or 3 pounds/day of Lead. All construction equipment is expected to meet all applicable environmental regulations and requirements, in accordance with the AQMP. In summary, the project and construction operations will be required to comply with SCAQMD’s significant threshold limits, which would prevent negative effects on air quality.

The project will not generate substantial new traffic and will adhere to all applicable building energy efficiency and emission reduction requirements, ensuring compliance with local air quality goals. In summary, construction-related emissions (from grading, excavation, equipment use, and truck trips) are expected to be below the SCAQMD thresholds when implementing best management practices (BMPs) such as dust suppression and low-emission construction equipment. During the construction phases, there will be a temporary increase in the number of workers at the site. However, since the workers will be on site only temporarily, they are not expected to relocate permanently to the area. As a result, the project is unlikely to directly or indirectly contribute to a population increase or lead to land-use changes that would alter air CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
14 contaminant emissions compared to current conditions. Therefore, the proposed project would not conflict with the AQMP, and impacts would be less than significant. b. Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard?
Less than significant. The proposed project is situated within Los Angeles County, an area governed by SCAQMD and located within SCAB. The SCAB is currently classified as nonattainment for several criteria pollutants under both National Ambient Air Quality Standards (NAAQS) and California Ambient Air Quality Standards (CAAQS). The pollutants include ozone (O₃), PM₂.₅ and PM₁₀, and NO₂ (SCAQMD, 2022). Emissions generated by the proposed project would include temporary construction emissions. The project will be in compliance with local and regional air pollutant emissions during construction (short-term or temporary). Construction and operation of the project would result in less than significant impacts relative to the daily significance thresholds for criteria air pollutant emissions established by the SCAQMD for construction phases.

During construction, temporary emissions will result from equipment operation, soil disturbance, material transport, and fugitive dust. The primary pollutants of concern include PM₂.₅, PM₁₀, NOₓ, VOCs, and CO. However, the project is required to comply with SCAQMD Rule 403, which mandates dust control measures, as well as California Air Resources Board (CARB) off-road diesel engine regulations, which limit emissions from construction equipment. The requirements will minimize any air quality impacts during the construction phase. Once operational, the hangars will primarily function as storage and maintenance facilities for private aircraft. The project does not include any major stationary sources of emissions, such as industrial manufacturing or largescale fuel combustion, that could contribute to long-term air quality degradation. Although an increase in vehicular activity is anticipated, it is not expected to result in a cumulatively considerable net increase in any non-attainment pollutant.

Furthermore, the project will be evaluated against SCAQMD air quality significance thresholds to determine compliance with applicable regulations. According to SCAQMD guidance, low-VMT projects are typically considered to have a less-than-significant impact on regional air quality, provided that emissions do not exceed daily thresholds (SCAQMD, 2019). Additionally, the project aligns with air quality improvement goals established in the Final 2022 AQMP, which outlines strategies to reduce emissions across the SCAB (SCAQMD, 2022). Based on the project’s compliance with SCAQMD regulations, CARB emission reduction strategies, and dust control measures, it is not expected to result in a cumulatively considerable net increase in criteria pollutants for which SCAB is designated as non-attainment. As such, the project’s air quality impacts are anticipated to be less than significant.

The SCAQMD’s approach for assessing cumulative impacts is based on attainment of ambient air quality standards in accordance with the requirements of the Federal and State Clean Air Acts. As discussed earlier, the SCAQMD has an adopted AQMP, which addresses the region’s cumulative air quality condition. A significant impact may occur if a project were to add a cumulatively considerable contribution of a federal or state non-attainment pollutant. The project’s incremental contribution to cumulative air quality impacts is determined based on compliance with the SCAQMD adopted AQMP. The project would be consistent with the AQMP and would not have a cumulatively considerable air quality impact. Therefore, the emissions of non-attainment pollutants generated by the project would not exceed the SCAQMD projectlevel thresholds and would be considered less than significant.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
15 c. Expose sensitive receptors to substantial pollutant concentrations? Less than significant. Construction activities for the project are expected to produce temporary air emissions, including fugitive dust (PM10 and PM2.5) and exhaust from construction equipment.

Compliance with SCAQMD Rule 403 will ensure the implementation of measures to control fugitive dust emissions at the project site.

The project site is located within a densely developed urban area with a mix of industrial, commercial, and residential uses. Sensitive receptors in proximity to the site include residential neighborhoods to the south and west of the airport, as well as schools and medical facilities within a one-mile radius. Zela Davis Elementary School is located northeast of Hawthorne Municipal Airport. College Medical Center Hawthorne Campus is situated approximately one mile east of the airport. The Maxine Waters Health and Dignity Center is positioned northeast of the airport, while the Vasek Polak Health Clinic is located east of the airport. Given the airport's primary function as a general aviation facility, existing background air quality conditions already reflect emissions from aircraft operations, vehicular traffic, and nearby industrial activities.

Construction activities, including demolition, grading, material transport, and equipment operation, will result in temporary emissions of PM₁₀, PM₂.₅, nitrogen oxides (NOₓ), VOCs, and CO.

The emissions could temporarily increase pollutant levels in the surrounding area. However, the project will be required to comply with SCAQMD Rule 403 for dust control and CARB diesel emission standards for construction equipment. The implementation of BMPs will help minimize potential air quality impacts. The measures include watering exposed soils to reduce fugitive dust, using low-emission or electric construction equipment when feasible, and limiting idling times for diesel engines. Once operational, the new hangars will primarily function as storage and maintenance facilities for private aircraft. The project does not propose any new industrial facilities, large-scale fuel combustion, or stationary sources of emissions. Aircraft operations and vehicular traffic associated with the hangars are expected to remain consistent with existing airport activity levels and are not anticipated to generate substantial new emissions that would significantly affect nearby sensitive receptors.

While construction-phase emissions will be temporary, concerns regarding toxic air contaminants (TACs), such as diesel particulate matter, benzene, and formaldehyde, can arise from long-term emission sources. However, since the construction phase is temporary and will be regulated under SCAQMD and CARB emission reduction measures, exposure to TACs is not expected to exceed health risk thresholds for sensitive receptors. Additionally, operational emissions are not expected to introduce new or significant sources of TAC exposure beyond current airport activities. Based on SCAQMD air quality thresholds and CARB emission standards, the project is not anticipated to expose sensitive receptors to substantial pollutant concentrations. The temporary nature of construction emissions, coupled with BMPs for dust control and emissions reductions, ensures that air quality impacts remain less than significant. d. Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?
Less than significant. The proposed project at Hawthorne Municipal Airport is not expected to result in emissions that would generate significant odors adversely affecting a substantial number of people. Construction activities may produce temporary odors from diesel-powered equipment, asphalt paving, and other materials, but the emissions will be short-term and localized to the immediate construction area. Once operational, the new hangars will primarily serve as storage for private aircraft and aviation-related activities, which are not known to be significant sources of odor emissions. Aviation fuel and maintenance chemicals will be stored and used in accordance with local, state, and federal regulations, ensuring proper handling CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
16 and ventilation to minimize any potential odor impacts. Additionally, the SCAQMD has established rules to regulate nuisance odors (Rule 402), and compliance with the regulations will further reduce the likelihood of adverse odor impacts. Given the factors, the project is not expected to result in odor emissions that would affect a substantial number of people.

According to the SCAQMD CEQA Air Quality Handbook, land uses associated with odor complaints typically include agricultural uses, wastewater treatment plants, food processing plants, chemical plants, composting, refineries, landfills, dairies, and fiberglass molding. The project would not involve elements related to these types of uses. While there is potential for odors to occur, compliance with industry standard odor control practices, SCAQMD Rule 402 (Nuisance), and SCAQMD Best Available Control Technology Guidelines would limit potential objectionable odor impacts to a less than significant level.

4.4 Biological Resources
The potential impacts, if any, to biological resources for the proposed project’s surrounding environments are provided in Table 5.

Table 5: Potential Impacts to Biological Resources
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Have a substantial adverse effect,
either directly or through habitat
modifications, on any species
identified as a candidate, sensitive,
or special status species in local or
regional plans, policies, or
regulations, or by the California
Department of Fish and Wildlife or
U.S. Fish and Wildlife Service?
☐ ☐ ☒ ☐
b. Have a substantial adverse effect on
any riparian habitat or other sensitive
natural community identified in local
or regional plans, policies,
regulations or by the California
Department of Fish and Wildlife or
U.S. Fish and Wildlife Service?
☐ ☐ ☐ ☒
c. Have a substantial adverse effect on
state or federally protected wetlands
(including, but not limited to, marsh,
vernal pool, coastal, etc.) through
direct removal, filling, hydrological
interruption, or other means?
☐ ☐ ☐ ☒
d. Interfere substantially with the
movement of any native resident or
migratory fish or wildlife species or
with established native resident or
migratory wildlife corridors, or
impede the use of native wildlife
nursery sites?
☐ ☐ ☒ ☐
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
17 Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
e. Conflict with any local policies or
ordinances protecting biological
resources, such as a tree
preservation policy or ordinance?
☐ ☐ ☐ ☒
f. Conflict with the provisions of an
adopted Habitat Conservation Plan,
Natural Community Conservation
Plan, or other approved local,
regional, or state habitat
conservation plan?
☐ ☐ ☐ ☒
Discussion
a. Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Wildlife or U.S. Fish and Wildlife Service?
Less Than Significant. The proposed project involves the demolition of existing structures and the construction of new aviation hangars. The site is located within a densely developed urban area with extensive impervious surfaces, including runways, taxiways, and existing airport infrastructure. Given the highly developed nature of the site, natural habitat is limited, and the potential for direct impacts to special-status species is low. However, certain avian species protected under the Migratory Bird Treaty Act (MBTA) may utilize the airport property for foraging or nesting. Since the project involves demolition and excavation, compliance with the MBTA will ensure that potential impacts to bird species would be less than significant. The MBTA specifically protects migratory birds, their nests, and eggs from harm, disturbance, or destruction, and the project will implement appropriate avoidance measures during construction to ensure compliance.

Additionally, while no aquatic habitat exists within the project footprint, the site is in proximity to riparian corridors that could support species such as the Arroyo chub (Gila orcutti) or the Southern California Steelhead (Oncorhynchus mykiss) in nearby watersheds. Refer to Exhibit 7 for the biological resource map of the project site. Indirect impacts related to stormwater runoff will be minimized through the use of stormwater management BMPs to prevent sedimentation and water quality degradation in downstream environments.

Based on existing research and data, the project is not expected to have a substantial adverse effect on any candidate, sensitive, or special-status species. Watearth conducted a site visit of the Hawthorne Airport in January 2025, and no wildlife species or habitat was observed.

Compliance with California Department of Fish and Wildlife (CDFW) and U.S. Fish and Wildlife Service (USFWS) guidelines, along with minimization measures such as construction timing restrictions and erosion control BMPs, will further ensure protection of any potentially affected wildlife. According to the U.S. Fish & Wildlife Service Information for Planning and Consultation, no critical habitats for candidate, sensitive, or special-status species are within the project limits.

No federally designated critical habitat for listed wildlife species is mapped within or adjacent to the project site; therefore, no critical habitat will be affected by the project. By adhering to MBTA compliance and incorporating BMPs for erosion control and stormwater management, the project will reduce any potential impacts on wildlife.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
18 b. Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Wildlife or U.S. Fish and Wildlife Service?
No Impact. The proposed project is located within a highly urbanized environment and does not contain riparian habitat or other sensitive natural communities as identified in local or regional plans, policies, regulations, or by CDFW or USFWS. The project site is primarily composed of existing airport infrastructure, paved surfaces, and disturbed areas that do not support native vegetation or wildlife habitat. There are no wetlands, streams, or riparian corridors within or adjacent to the project site that would be impacted by construction activities. Additionally, the project does not propose any activities that would result in modifications to a waterway or the removal of protected natural communities.

As part of compliance with state and federal environmental regulations, the project will implement BMPs to prevent soil erosion, sedimentation, and stormwater runoff, ensuring that no indirect impacts occur to offsite natural resources. Based on the absence of riparian habitat or sensitive natural communities within the project footprint, the project will not have a substantial adverse effect on any protected natural community; therefore, no impact is anticipated. c. Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means?
No Impact. The proposed project is located within a highly urbanized setting and does not contain state or federally protected wetlands such as marshes, vernal pools, or coastal wetlands. The project site consists primarily of existing airport infrastructure, paved surfaces, and disturbed areas, with no wetland features or hydrologically connected water bodies present within or adjacent to the development footprint.

A review of the National Wetlands Inventory (NWI) and CDFW wetland maps confirms that the project area does not support jurisdictional wetlands regulated under Section 404 of the Clean Water Act (CWA) by the U.S. Army Corps of Engineers or state wetlands protected under the Porter-Cologne Water Quality Control Act. Additionally, the project does not propose activities such as filling, dredging, or altering hydrology that could impact any offsite wetlands. To ensure compliance with all federal and state wetland protection regulations, the project will incorporate BMPs to prevent stormwater runoff, sedimentation, or indirect impacts to downstream aquatic resources. Based on available data and regulatory guidance, the project will not result in direct or indirect adverse effects on wetlands protected under state or federal law; therefore, no impact is anticipated. Refer to Exhibit 8 for the wetlands map of the project site.
d. Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites?
Less Than Significant. The proposed project is situated in a highly urbanized and developed area, primarily surrounded by industrial, commercial, and residential land uses. The project site is largely paved and disturbed, lacking natural habitat features that would support significant wildlife movement corridors or migratory pathways for fish and terrestrial wildlife. A review of CDFW wildlife connectivity maps, USFWS critical habitat designations, and local conservation plans indicate that the project area is not within a designated wildlife corridor or migratory route.

Additionally, there are no significant riparian corridors, streams, or water bodies within or adjacent to the project site that would support migratory fish such as Southern California Steelhead (Oncorhynchus mykiss).

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
19 Although certain bird species protected under the MBTA may utilize the surrounding urban tree canopy and existing buildings for nesting, the project site itself lacks significant vegetation or nesting habitat. However, native migratory bird species, such as Cliff Swallows (Petrochelidon pyrrhonota), could potentially use the existing buildings as nesting habitat. To minimize potential impacts to migratory birds, the project will comply with the MBTA, which protects migratory birds, their nests, and eggs from harm, disturbance, or destruction. Compliance with the MBTA will ensure that demolition and construction activities do not result in the unlawful take of protected species. Given the lack of native habitat and hydrological features within the project area, as well as the absence of documented wildlife corridors, the project is not expected to interfere substantially with the movement of native or migratory wildlife species, impede wildlife nursery sites, or disrupt established migration routes. Impacts are less than significant. e. Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance?
No Impact. The proposed project is located within a highly urbanized setting with limited natural vegetation and no designated biological resource areas within the project boundaries. The project does not involve the removal of any trees. The project site primarily consists of existing airport infrastructure, paved surfaces, and previously disturbed areas. The proposed construction and demolition activities are not expected to impact any protected native trees, sensitive vegetation, or biological resources. Additionally, the project will comply with all applicable environmental regulations, including those outlined in the City of Hawthorne Municipal Code and any applicable Los Angeles County tree protection guidelines. Since the project does not involve the removal of any significant biological resources, it is not expected to conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance.
f. Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? No Impact. The project site is not located within the boundaries of a Habitat Conservation Plan (HCP) or Natural Community Conservation Plan (NCCP). Therefore, the project would not conflict with any adopted NCCP/HCP or other protected areas. Thus, no impact would occur.

4.5 Cultural Resources
The potential impacts, if any, to cultural resources for the proposed project’s surrounding environments are provided in Table 6.

Table 6: Potential Impacts to Cultural Resources
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Cause a substantial adverse change
in the significance of a historical
resource pursuant to § 15064.5?
☐ ☒ ☐ ☐
b. Cause a substantial adverse change
in the significance of an
archaeological resource pursuant to
§ 15064.5?
☐ ☒ ☐ ☐
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
20 Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
c. Disturb any human remains,
including those interred outside of
dedicated cemeteries?
☐ ☒ ☐ ☐
Discussion
a. Cause a substantial adverse change in the significance of a historical resource pursuant to §15064.5?
Less Than Significant with Mitigation Incorporated. The project site consists primarily of existing hangars, paved surfaces, and other airport infrastructure, with no known designated historical resources within its immediate footprint. Under CEQA Guidelines §15064.5, a historical resource includes any structure, site, or object listed in or eligible for listing in the California Register of Historical Resources (CRHR), a local register, or determined to be significant by a lead agency. A review of available records, including California Historical Resources Information System (CHRIS) data and local planning documents, indicates that the structures slated for demolition are not listed or eligible for listing as historical resources.

Although the airport has historical significance due to its past association with aerospace development, the proposed project will not alter any historically significant features or buildings associated with this legacy. Additionally, no archaeological sites or subsurface cultural resources have been previously recorded within the project area. However, because the project area lies within the ancestral territory of the Gabrieleño Band of Mission Indians – Kizh Nation, and AB 52 consultation identified a high likelihood for unrecorded tribal cultural resources to be present, the project will implement mitigation measures TCR-1 through TCR-4 (see Tribal Cultural Resources section). These measures include retaining a Kizh Nation tribal monitor during all ground-disturbing activities, providing cultural sensitivity training, and following Kizh Nation protocols for any inadvertent discoveries. With these measures in place, the proposed project will not cause a substantial adverse change in the significance of a historical resource pursuant to CEQA §15064.5.
b. Cause a substantial adverse change in the significance of an archaeological resource pursuant to §15064.5?
Less Than Significant with Mitigation Incorporated. Given the extensive disturbance and modification of the land for aviation and industrial purposes, the potential for intact archaeological resources within the project area is considered low. Under CEQA Guidelines §15064.5, an archaeological resource is considered significant if it meets the criteria for listing in the CRHR. A records search through the CHRIS, as well as a review of local planning and environmental documents, indicates that no known significant archaeological resources have been previously recorded within the project area.

However, AB 52 consultation with the Gabrieleño Band of Mission Indians – Kizh Nation identified the project site as being within a highly sensitive cultural landscape with potential for buried tribal cultural resources. In accordance with the consultation record, the project will implement mitigation measures TCR-1 through TCR-4, which require a Kizh Nation tribal monitor during all ground-disturbing activities, cultural sensitivity training, procedures for unanticipated discovery of tribal cultural resources, and coordination with the tribe for treatment of any finds. With implementation of these measures, impacts to archaeological resources would be less than significant.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
21 c. Disturb any human remains, including those interred outside of dedicated cemeteries? Less Than Significant with Mitigation Incorporated. The project is located within a highly urbanized and previously developed area, where extensive past grading, excavation, and construction activities have significantly altered the landscape. Given the long history of airportrelated development at the site, the potential for encountering human remains is considered low.

Nevertheless, AB 52 consultation with the Gabrieleño Band of Mission Indians – Kizh Nation confirmed the need for proactive procedures to protect tribal cultural resources, including human remains. The project will implement mitigation measure TCR-3, which incorporates the requirements of PRC §5097.98 and HSC §7050.5, specifies preservation in place as the preferred treatment, requires confidentiality, and ensures coordination with the Kizh Nation and the NAHCappointed Most Likely Descendant. With this measure in place, the project is not anticipated to disturb human remains, and impacts would be less than significant.

4.6 Energy
The potential impacts, if any, to energy resources for the proposed project’s surrounding environments are provided in Table 7.

Table 7: Potential Impacts to Energy Resources
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Result in potentially significant
environmental impact due to
wasteful, inefficient, or unnecessary
consumption of energy resources,
during project construction or
operation?
☐ ☐ ☒ ☐
b. Conflict with or obstruct a state or
local plan for renewable energy or
energy efficiency?
☐ ☐ ☒ ☐
Discussion
a. Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation? Less than significant. The proposed project is not expected to result in a potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources during construction or operation. During construction, energy use will primarily be associated with heavy equipment, material transport, and worker vehicle trips. The project will implement BMPs to minimize energy consumption, including the use of fuel-efficient or electric construction equipment where feasible, limiting idling times for diesel-powered vehicles, and maintaining equipment in optimal working conditions to improve fuel efficiency. Additionally, construction activities will be conducted in phased stages, reducing unnecessary duplication of energy-intensive tasks.

During operation, the new aviation hangars will incorporate modern energy-efficient designs, including LED lighting, proper insulation, and energy-efficient HVAC systems. The project will comply with the California Green Building Standards Code (CALGreen) and Title 24 energy efficiency requirements, ensuring that energy usage is optimized. Furthermore, the project does CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
22 not involve high-energy-demanding industrial or commercial facilities, and no significant increase in energy demand beyond standard aviation facility operations is anticipated. Given the considerations, the project would not result in wasteful, inefficient, or unnecessary energy consumption, and its impact on energy resources would be less than significant. b. Conflict with or obstruct a state or local plan for renewable energy or energy efficiency? Less than significant. The proposed project will not conflict with or obstruct any state or local plan for renewable energy or energy efficiency. The project involves the construction of aviation hangars, which are not considered high-energy-consuming facilities. The new structures will be designed in compliance with California’s Green Building Standards Code (CALGreen) and Title 24 energy efficiency standards, ensuring that energy use is optimized. Additionally, the project will not interfere with existing renewable energy infrastructure or prevent future renewable energy initiatives within the airport or surrounding area.

During construction, BMPs will be implemented to minimize energy consumption, including the use of fuel-efficient construction equipment, limiting idling times for diesel-powered vehicles, and ensuring that machinery is properly maintained to improve efficiency. Given that the project aligns with state and local energy efficiency goals, does not hinder renewable energy adoption, and complies with California energy efficiency regulations, it would not conflict with or obstruct any state or local renewable energy or energy efficiency plans. Therefore, the impact is less than significant.

4.7 Geology and Soils
The potential impacts, if any, to geology and soils for the proposed project’s surrounding environments are provided in Table 8.

Table 8: Potential Impacts to Geology and Soils
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Directly or indirectly cause potential
substantial adverse effects, including
the risk of loss, injury, or death
involving:
i. Rupture of a known earthquake
fault, as delineated on the most
recent Alquist-Priolo Earthquake
Fault Zoning Map, issued by the
State Geologist for the area or
based on other substantial
evidence of a known fault?
Refer to Division of Mines and
Geology Special Publication 42.
ii. Strong seismic ground shaking?
iii. Seismic‐related ground failure,
including
Liquefaction?
iv. Landslides?
☐ ☐ ☒ ☐
b. Result in substantial soil erosion or
the loss of topsoil? ☐ ☐ ☒ ☐
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
23 Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
c. Be located on a geologic unit or soil
that is unstable, or that would
become unstable as a result of the
project, and potentially result in onor off-site landslide, lateral spreading, subsidence, liquefaction,
or collapse?
☐ ☐ ☒ ☐
d. Be located on expansive soil, as
defined in Table 18-1-B of the
Uniform Building Code (1994),
creating substantial direct or indirect
risks to life or property?
☐ ☐ ☒ ☐
e. Have soils incapable of adequately
supporting the use of septic tanks or
alternative wastewater disposal
systems where sewers are not
available for the disposal of
wastewater?
☐ ☐ ☐ ☒
f. Directly or indirectly destroy a
unique paleontological resource or
site or unique geologic feature?
☐ ☐ ☒ ☐
Discussion
a. Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving:
i. Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map, issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42.

Less than significant. The proposed project site is not located within an Earthquake Fault Zone as designated by the Alquist-Priolo Earthquake Fault Zoning Act of 1972. The site does not lie within a mapped active fault rupture zone. Refer to Exhibit 9 for the fault line map of the project site.

The Newport-Inglewood Fault Zone (NIFZ), which extends approximately 45 miles from offshore Laguna Beach to the Beverly Hills area, was identified as the closest active fault system to the site. The site is located approximately one mile southwest of the Earthquake Fault Zone for the Potrero fault splay of the NIFZ. Given the distance and the absence of mapped active faults directly beneath the project site, it is determined that seismically induced ground rupture is not anticipated to occur at the proposed project location. Although the project site is near a seismically active region, the risk of direct fault surface rupture at the site is considered low, based on geological mapping, historical fault activity, and regulatory fault zoning maps. The report recommends that standard seismic design measures be incorporated into the structural design to accommodate ground shaking hazards, but no special mitigation measures are required for fault rupture concerns, and impacts are less than significant.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
24 ii. Strong seismic ground shaking?
Less than significant. The project site indicates that significant ground acceleration and shaking may be anticipated due to the site's proximity to the Potrero fault splay of the NIFZ, as well as other active and potentially active faults in the surrounding region. Since all of Southern California is a seismically active region, certain areas, such as those closer to active faults, have a higher probability of experiencing strong ground shaking and elevated ground acceleration.

The NIFZ has been classified as an active fault by the State of California and has historically produced seismic events, including the Long Beach Earthquake of 1933 (Magnitude 6.3). The fault zone extends approximately 45 miles, from offshore near Laguna Beach to Beverly Hills, and is known to generate frequent minor earthquakes in addition to the potential for larger seismic events. According to ASCE/SEI Standard 7-16, the site falls under Site Class D ("stiff soil"), which is a default classification for sites with dense soil or compacted alluvium. The classification was used to determine seismic design coefficients, which are necessary for structural engineering and compliance with the 2022 CBC.

Based on the assessments, the Geotechnical Engineering Investigation conducted by Bay City Geology, Inc. on August 12, 2024, strongly recommends that the proposed structures be designed in compliance with current seismic building standards to minimize potential hazards from strong ground shaking. Refer to Appendix E for the geotechnical engineering investigation.

Additionally, earthquake insurance and structural reinforcements may be prudent measures to further reduce risk to airport infrastructure. In summary, strong seismic ground shaking is expected to occur at the site due to its regional fault proximity. However, proper engineering design, compliance with building codes, and adherence to seismic design parameters will help ensure structural resilience against future seismic events. Therefore, impacts are less than significant.
iii. Seismic‐related ground failure, including Liquefaction? Less than significant.

Liquefaction occurs when saturated granular soils lose strength due to increased pore water pressure during seismic activity, causing the ground to behave like a liquid, which can lead to ground settlement, foundation instability, and structural damage. According to the California Geological Survey (CGS) Inglewood Quadrangle Earthquake Zones of Required Investigation Map (1986, 1999), the project site is not within a designated Liquefaction Hazard Zone.

Additionally, data from the Seismic Hazard Zone Report (SHZR 027) for the Inglewood 7.5-Minute Quadrangle (1998, 2006) indicates that the historical high groundwater level in the area is approximately 30 feet below the surface. Given the groundwater depth and the dense nature of the late Pleistocene to Holocene-aged alluvial soils underlying the site, the geotechnical investigation concluded that the potential for liquefaction, liquefaction-induced settlement, or seismic dry-sand settlement at the site is very low.

Since the site is located in a flat area, more than 500 feet from the Dominguez Slough Flood Control Channel, with minimal slope gradients, the risk of lateral spreading is also considered very low. Overall, the investigation finds no significant liquefaction hazard at the project site. Due to deep groundwater levels, dense soil composition, and the absence of lateral spreading conditions, no major liquefaction mitigation measures are recommended for the construction of the proposed hangars, and impacts are less than significant. Refer to Exhibit 10 for the liquefaction map for the project site.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
25 iv. Landslides?
No Impact. According to the California Geological Survey (CGS) Inglewood Quadrangle Earthquake Zones of Required Investigation Map (1986, 1999), the project site is not located within a designated earthquake-induced landslide hazard zone. The project area is characterized by flat topography, with no steep slopes, escarpments, or free-face conditions that would pose a risk for landslide activity. Additionally, there is no evidence of ancient or recent bedrock landslides or surficial slope failures within or near the site. Due to these stable geologic conditions and the absence of known landslide hazards, the proposed project would not result in any impact related to landslides. Refer to Exhibit 11 for the landslide hazard map of the project site.
b. Result in substantial soil erosion or the loss of topsoil? Less than significant. The proposed project will involve grading, excavation, and site preparation activities, which have the potential to cause soil erosion and loss of topsoil. However, the project will implement BMPs to minimize the risks and ensure compliance with local, state, and federal regulations. The site is currently paved and developed, limiting the amount of exposed soil that could be subject to erosion. During construction, temporary erosion control measures such as silt fences and fiber rolls will be implemented to prevent soil displacement. Additionally, the project will comply with the CGP (Order 2022-0057-DWQ), which requires a SWPPP outlining sediment and erosion control measures to control runoff and stabilize disturbed areas. Given the measures, the project is not expected to result in substantial soil erosion or the loss of topsoil.

As part of soil stabilization practices, concrete tarmac removed during demolition will be crushed and reused on-site as a gravel base, which will reduce material hauling needs and contribute to enhanced compaction and erosion control.

Once construction is complete, the project site will be maintained, and additional operational impacts related to soil erosion or loss of topsoil would not occur. Implementation of the SWPPP and associated BMPs would limit impacts related to soil erosion, loss of topsoil, short-term erosion, and runoff to less than significant levels. Refer to Exhibit 12 for the soil map of the project site. c. Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse?
Less than significant. The proposed project is located in a highly developed urban area with existing infrastructure and relatively flat terrain, minimizing the risk of significant geological instability. However, due to the site's location in Los Angeles County, which is known for seismic activity, there is potential for geologic hazards such as liquefaction, subsidence, and lateral spreading, depending on the specific soil conditions. Given the site's existing airport infrastructure, the likelihood of encountering unstable soils is relatively low.

Landslides are unlikely to be a concern for the project, as the airport is situated on relatively flat ground without significant slopes or unstable hillsides. Similarly, the risk of subsidence or settlement is minimal, though any unconsolidated fill or soft clay deposits could require compaction measures or engineered foundations to ensure stability. To ensure the project's long-term stability, standard engineering and construction practices will be implemented, including compliance with the CBC and site-specific geotechnical recommendations; therefore, impacts are less than significant.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
26 d. Be located on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1994), creating substantial direct or indirect risks to life or property? Less than significant. The Geotechnical Engineering Investigation for the proposed Hangars at Hawthorne Municipal Airport, prepared by Bay City Geology, Inc. on August 12, 2024, indicates that expansive soils are present at the project site and require specific engineering considerations. The onsite earth materials are expected to exhibit a low to medium expansion potential. The cyclic expansion and contraction can lead to cracking pavements, concrete slabs-on-grade, and building foundations, as well as structural issues such as misalignment of doors and windows.

The report recommends that all new foundations, slabs, and hardscapes be designed to accommodate expansive soil conditions in accordance with the 2022 CBC §1808.6. The proposed measures include deepening foundation systems and providing additional reinforcement as designed by the structural engineer. Additionally, site improvements should focus on maintaining uniform moisture conditions around structures, ensuring that soil remains consistently moist but does not experience ponding or excessive water infiltration. Another related concern is hydroconsolidation, which occurs when certain soils collapse upon saturation, leading to settlement. The upper layers of soil at the site are most susceptible to this condition due to potential water infiltration from rainfall or irrigation. However, since groundwater was not encountered in the borings up to 31.5 feet deep, and historical groundwater levels in the area are estimated at 30 feet below grade, the risk of deep soil hydroconsolidation is low.

To further minimize the impact of expansive soils, grading and earthwork should include overexcavation and replacement of unsuitable fill materials. The subgrade will be pre-saturated to a minimum moisture content of 110% of the optimum moisture content (ASTM D1557), extending 24 inches below grade before pouring concrete slabs. Overall, while expansive soils are present at the site, the report concludes that the proposed development can proceed safely as long as the recommended geotechnical measures are implemented. Proper foundation design, site drainage, and moisture control will be critical to minimizing potential soil movement and ensuring the long-term stability of the new hangars at Hawthorne Municipal Airport; therefore, impacts are less than significant.
e. Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? No Impact. Construction of the proposed project would not include the installation of a new septic system or alternative wastewater disposal systems. No impacts regarding septic tanks or alternative wastewater disposal systems would occur.
f. Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?
Less than significant. The proposed project is located within a highly urbanized area that has been previously developed and graded for airport operations. Given the existing disturbed nature of the site, the potential for encountering unique paleontological resources or unique geologic features is considered low. The project will involve grading, excavation, and foundation work, which could disturb subsurface materials. However, there are no publicly available geological surveys or existing studies of the region that indicate that the site may contain known fossiliferous formations or significant paleontological resources. The airport and surrounding areas are primarily underlain by alluvial deposits and artificial fill, which are not typically associated with fossil preservation.

To ensure compliance with CEQA Guidelines §15064.5, if fossil remains or other paleontological resources are unexpectedly encountered during construction, work in the immediate area will CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
27 be halted, and a qualified paleontologist will be consulted to evaluate the find. If deemed significant, appropriate preservation and documentation measures will be implemented before construction resumes. Given the project's location within a previously developed site and low potential for fossil-bearing formations, the project is not expected to directly or indirectly destroy a unique paleontological resource or geologic feature; therefore, impacts are less than significant.

4.8 Greenhouse Gas Emissions
The potential impacts, if any, of greenhouse gas emissions for the proposed project’s surrounding environments are provided in Table 9.

Table 9: Potential Impacts to Greenhouse Gas Emissions
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Generate greenhouse gas emissions,
either directly or indirectly, that may
have a significant impact on the
environment?
☐ ☐ ☒ ☐
b. Conflict with an applicable plan,
policy or regulation adopted for the
purpose of reducing the emissions of
greenhouse gases?
☐ ☐ ☒ ☐
Discussion
a. Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
Less than significant. The proposed project will generate greenhouse gas (GHG) emissions, both directly and indirectly, primarily during construction activities. However, the emissions are not expected to have a significant impact on the environment. GHG emissions during construction will result from heavy machinery operation, material transportation, and worker vehicle trips.

Equipment such as excavators, bulldozers, cranes, concrete mixers, and dump trucks will emit carbon dioxide (CO₂), methane (CH₄), and nitrous oxide (N₂O). However, the emissions will be temporary and will cease upon project completion. To minimize the impacts, BMPs will be implemented, including using low-emission or electric construction equipment when feasible, reducing equipment idling times, and implementing dust control measures to minimize particulate matter emissions. Once operational, the hangars are not expected to be major sources of GHG emissions. The project does not include high-energy-consuming facilities and will comply with California’s energy efficiency standards (Title 24 and CALGreen). As identified in the 2019 Airport Layout Plan Update and Narrative Report, the hangars are intended to accommodate forecasted growth in based aircraft (from approximately from 112 in 2022 to 123 by 2027) and will not induce new aviation activity beyond what was already anticipated in long-term airport planning.

The project will comply with state and regional GHG reduction goals, including the California Global Warming Solutions Act (AB 32) and Executive Order S-3-05, which focus on the reduction of GHG emissions. The project’s emissions will be well below the SCAQMD GHG significance thresholds. Given the short-term nature of construction emissions, and the low GHG footprint of the operational phase, the project will not have a significant impact on climate change. While the project will generate temporary GHG emissions during construction, the implementation of CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
28 BMPs, energy-efficient design, and compliance with state regulations will ensure that the impact remains less than significant.
b. Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases?
Less than significant. The proposed project will not conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing GHG emissions. The project will be consistent with state and regional climate action policies, including AB 32, Senate Bill 32, and the Southern California Association of Governments (SCAG) Regional Transportation Plan/Sustainable Communities Strategy. The project aligns with California’s GHG reduction targets, including the 40% reduction below 1990 levels by 2030 (SB 32). The project will incorporate energy-efficient lighting and compliance with CALGreen (Title 24) building standards.

Additionally, executive order B-55-18 states that California intends to achieve carbon neutrality by 2045. The project’s implementation of BMPs, including low-emission construction equipment, limiting idling times, and minimizing energy use, ensures alignment with the long-term goal. The project does not increase regional vehicle miles traveled (VMT) beyond screening thresholds, ensuring consistency with land use and transportation policies to reduce GHG emissions. The project’s anticipated GHG emissions are expected to be below regional significance thresholds, given that its primary function is to expand existing aviation storage capacity rather than induce new travel demand. The project will adhere to local energy efficiency and sustainability requirements and will not result in excessive or wasteful energy consumption. Given the project’s consistency with state, regional, and local GHG reduction policies, the project will not conflict with any adopted plans or regulations for reducing GHG emissions. Therefore, the impact is considered less than significant.

4.9 Hazards and Hazardous Materials
The potential impacts, if any, from hazards and hazardous materials for the proposed project’s surrounding environments are provided in Table 10.

Table 10: Potential Impacts from Hazards and Hazardous Materials Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Create a significant hazard to the
public or the environment through
the routine transport, use, or disposal
of hazardous materials?
☐ ☐ ☒ ☐
b. Create a significant hazard to the
public or the environment through
reasonably foreseeable upset and
accident conditions involving the
release of hazardous materials into
the environment?
☐ ☐ ☒ ☐
c. Emit hazardous emissions or handle
hazardous or acutely hazardous
materials, substances, or waste
within one-quarter mile of an existing
or proposed school?
☐ ☐ ☒ ☐
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
29 Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
d. Be located on a site which is
included on a list of hazardous
materials sites compiled pursuant to
Government Code § 65962.5 and, as
a result, would it create a significant
hazard to the public or the
environment?
☐ ☒ ☐ ☐
e. For a project located within an
airport land use plan or, where such
a plan has not been adopted, within
two miles of a public airport or public
use airport, would the project result
in a safety hazard or excessive noise
for people residing or working in the
project area?
☐ ☐ ☐ ☒
f. Impair implementation of or
physically interfere with an adopted
emergency response plan or
emergency evacuation plan?
☐ ☐ ☒ ☐
g. Expose people or structures, either
directly or indirectly, to a significant
risk of loss, injury or death involving
wildland fires?
☐ ☐ ☐ ☒
Discussion
a. Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials?
Less than significant. The proposed project will involve the transport, use, and disposal of hazardous materials during both the construction and operational phases. However, compliance with federal, state, and local hazardous materials regulations will ensure that risks to the public and the environment remain minimal. During the construction phase, hazardous materials such as diesel fuel, lubricants, solvents, paints, and adhesives will be used for machinery operation, structural assembly, and surface treatments. The handling and disposal of the materials will follow all applicable regulations, including the California Hazardous Waste Control Law (HWCL), Resource Conservation and Recovery Act (RCRA), and California Code of Regulations (CCR) Title 22 – Hazardous Waste Management. Contractors will be required to implement BMPs for spill prevention and hazardous materials handling, ensuring proper containment, storage, and disposal of hazardous waste at permitted facilities.

Once operational, the new aviation hangars will primarily be used for private aircraft storage and maintenance, involving the use and transport of aviation-related chemicals such as fuels, oils, and hydraulic fluids. The materials will be managed under stringent airport safety and environmental regulations. Hazardous materials transport will be conducted by licensed carriers following Department of Transportation (DOT) Hazardous Materials Regulations (49 CFR Parts 171- 180). Aviation-related chemicals will be delivered, stored, and disposed of using approved containment systems to prevent accidental spills or leaks. With strict regulatory compliance and proper handling procedures, the project will not create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
30 b. Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment?
Less than significant. The proposed project will involve the use, storage, and transport of hazardous materials during both the construction and operational phases. However, strict regulatory compliance and safety protocols will be in place to minimize any risks associated with the release of hazardous materials into the environment. During construction, hazardous materials such as diesel fuel, lubricants, solvents, and paints will be used for heavy machinery operation, structural assembly, and surface treatments. The materials will be stored, handled, and disposed of in compliance with federal, state, and local regulations, including California HWCL, RCRA, CCR Title 22, and BMPs for spill prevention and hazardous material handling. To further reduce risks, hazardous material storage areas will be designated, and emergency spill response procedures will be in place. Contractors will be required to implement stormwater pollution prevention measures and hazardous waste disposal protocols to prevent accidental releases into the surrounding environment. Once operational, the new aircraft hangars will primarily be used for private aircraft storage and maintenance. The handling of aviation-related chemicals, including fuel, hydraulic fluids, and de-icing agents, will be limited and subject to strict safety and spill prevention measures. The airport has existing hazardous material management protocols that align with the FAA, Occupational Safety and Health Administration (OSHA), and DTSC guidelines.

Additionally, any fueling or maintenance activities will follow standard airport safety protocols to prevent accidental releases. Given the stringent regulatory framework, required spill containment measures, and ongoing compliance monitoring, the likelihood of a reasonably foreseeable upset or accident condition leading to a significant release of hazardous materials is low. The implementation of hazardous materials management plans, spill prevention programs, and emergency response protocols ensures that potential hazards to the public and the environment are effectively minimized. With the preventative measures and regulatory compliance strategies in place, the project is not expected to create a significant hazard to the public or the environment through reasonably foreseeable upset or accident conditions involving the release of hazardous materials. Therefore, impacts are less than significant. c. Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? Less than significant. The project site is located within one-quarter mile of Zela Davis Elementary School. The project's construction and operational activities will involve the use of standard aviation-related materials, including fuels, lubricants, and cleaning agents, which are typically regulated under federal, state, and local hazardous materials regulations.

During construction, the temporary use of hazardous materials such as diesel fuel, paints, and solvents will be required for heavy equipment operation and building activities. However, the materials will be handled, stored, and disposed of in compliance with applicable regulations, minimizing the risk of hazardous emissions affecting nearby schools. The new hangars are not intended to store or handle acutely hazardous substances but may contain limited quantities of aviation-related chemicals such as lubricants and maintenance fluids. The materials will be properly managed in accordance with airport safety protocols and fire code requirements to prevent any potential risks to nearby schools. Given the factors, and with the implementation of standard safety measures and regulatory compliance, the project is not expected to result in significant hazardous emissions or the handling of acutely hazardous materials that would pose a risk to nearby schools. Therefore, impacts are less than significant.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
31 d. Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code § 65962.5 and, as a result, would it create a significant hazard to the public or the environment?
Less than Significant with Mitigation Incorporated. The Hawthorne Municipal Airport is listed as a hazardous materials site under Government Code § 65962.5 due to historic industrial operations and ongoing environmental remediation efforts. From the 1940s to 2000, Northrop Grumman Corporation operated aircraft manufacturing and chemical milling operations on-site, resulting in contamination by VOCs. DTSC has overseen remedial actions at the site, including soil vapor extraction, groundwater monitoring, and corrective action under RCRA protocols. One key area of concern, the Chem Mill Area, showed contamination extending to groundwater at approximately 50 feet below ground surface. Environmental infrastructure including extraction and monitoring wells remain active to manage contamination. (See Exhibit 13 for active and inactive hazardous waste facility locations.)
Existing remediation wells within the project footprint—CEW-04B, CEW-05B, and CEW-03B within the footprint of Hangars 42 and 41, as well as additional wells west of Hangar 41 (CEW-01B and CEW-02B)—will remain operational during construction. Two wells within Hangar 42’s footprint (CEW-04 and CEW-05) will be converted to monitoring wells with smaller aircraft-rated covers to allow continued semi-annual sampling until they can be properly abandoned, consistent with DTSC requirements. Refer to Appendix D for the southwest hangar site layout map and the associated remediation well locations.

Without protective measures, construction could disturb or damage remediation infrastructure and interfere with regulatory oversight, which would constitute a potentially significant impact.

With implementation of Mitigation Measure HAZ-1, construction would not interfere with DTSC’s remediation program or the protection of public health and the environment. Therefore, impacts related to the site’s inclusion on the Cortese List would be less than significant with mitigation incorporated. Refer to Appendix H for DTSC confirmation that the construction of the hangars will impede the overall remediation goals in the area, and thus mitigation measures are required.
e. For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area? No Impact. The proposed project is not expected to result in a safety hazard or create excessive noise levels that would significantly impact people residing or working in the project area. The project is located within the controlled boundaries of Hawthorne Municipal Airport, an active general aviation facility subject to FAA regulations for operational and safety standards. The project will include the demolition of outdated structures and the construction of new hangars, which will enhance airport operations, aircraft storage, and overall safety by modernizing facilities.

All construction activities will be conducted in accordance with OSHA and FAA safety standards, ensuring that risks related to construction hazards, equipment use, and worker safety are minimized. Security protocols at the airport will remain in place, and access to restricted areas will be limited to authorized personnel, further reducing safety concerns for the surrounding community. The primary source of noise in the project area is existing airport operations, including aircraft takeoffs and landings. The project itself does not introduce new noise-generating activities, as the hangars are being constructed to store private aircraft.

Construction noise will be temporary and will occur during standard working hours in compliance with City of Hawthorne noise regulations.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
32 To minimize construction-related noise impacts, the project will implement BMPs to reduce disturbances to nearby residents and businesses. Construction activities will be limited to designated hours to prevent nighttime noise disruptions. The airport is surrounded by a mix of commercial, industrial, and residential areas, with sensitive receptors such as residential neighborhoods to the south and east, and schools within a one-mile radius. However, due to the existing high noise environment from ongoing airport operations, the additional temporary noise from construction is not anticipated to significantly alter the overall noise conditions in the area.

Given that construction noise will be temporary and conducted within local noise ordinances, and that the project does not introduce new sources of long-term noise or increased safety risks, the project will not result in significant safety hazards or excessive noise impacts to people residing or working in the project area. Therefore, impacts are less than significant. f. Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan?
Less than significant. The proposed project is not expected to impair the implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan.

The project site is located within the controlled and secured boundaries of the airport, where emergency response and evacuation procedures are already well-established and regulated by the FAA. The proposed construction activities, including grading, demolition, and hangar installation, will be confined within designated areas of the airport and will not obstruct major roadways or emergency response routes. The airport maintains multiple access points, including Prairie Avenue, Crenshaw Boulevard, and 120th Street, which will remain open and accessible throughout construction. Additionally, airport emergency access routes and fire lanes will be preserved and clearly marked to ensure continued compliance with Los Angeles County Fire Department requirements.

The project will not introduce new barriers to emergency response or evacuation and will comply with all applicable fire and safety regulations, including California Fire Code (CFC), Los Angeles County Fire Code (Title 32), and National Fire Protection Association (NFPA) standards.

Coordination with local emergency service providers, including Los Angeles County Fire Department and airport operations personnel, will ensure that emergency access remains unobstructed and functional throughout all project phases. Given the controlled airport setting, maintenance of emergency access routes, and adherence to emergency response protocols, the project will not impair or interfere with an adopted emergency response or evacuation plan.

Therefore, impacts are less than significant.
g. Expose people or structures, either directly or indirectly, to a significant risk of loss, injury or death involving wildland fires?
No Impact. The proposed project is not expected to expose people or structures to a significant risk of loss, injury, or death due to wildland fires. The project site is located in a highly urbanized area within the City of Hawthorne, surrounded by commercial, industrial, and residential developments. According to the California Department of Forestry and Fire Protection (CAL FIRE) Fire Hazard Severity Zone (FHSZ) Map, the project site and its immediate surroundings are not designated as part of a Very High Fire Hazard Severity Zone or any other high-risk fire zone. Since the airport is not adjacent to wildland or open space areas, there is no significant wildfire threat.

The surrounding land is fully developed with limited vegetation that could contribute to a fire hazard. Additionally, fire prevention and emergency response measures are already in place, as the project will be subject to fire safety regulations enforced by the LACFD.

The risk of fire is further minimized by the project’s low fuel load, as the new hangars will be constructed using fire-resistant metal structures with paved surfaces, reducing the presence of combustible materials. The airport already has established fire lanes, hydrants, and emergency CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
33 access routes. To further minimize fire-related risks, the project will comply with Title 32, CFC, and NFPA standards for aircraft hangars. Given the urban location, fire safety compliance, and lack of proximity to wildland fire hazards, the proposed development will not expose people or structures to a significant risk of loss, injury, or death involving wildland fires; therefore, no impacts are anticipated.

Mitigation Measures
HAZ-1: Remediation Well Protection, Conversion, and Coordination. Prior to any grounddisturbing activity within 20 feet of an existing remediation or monitoring well, the project applicant shall coordinate with Northrop Grumman, CDM Smith, and DTSC to confirm DTSC’s approval of all necessary well conversions, relocations, and abandonments within the hangar footprints. The applicant shall implement DTSC-approved procedures to maintain access to monitoring wells, protect well casings, and avoid damage to associated environmental infrastructure. Protection measures may include temporary surface barriers, protective bollards, and/or conversion of extraction wells to monitoring wells with smaller covers. Any necessary well abandonment shall be conducted by a licensed contractor in accordance with DTSCapproved procedures. DTSC shall confirm that well conversions and abandonments are consistent with the long-term remediation plan and that the overall remediation program is not truncated.

4.10 Hydrology and Water Quality
The potential impacts, if any, to hydrology and water quality for the proposed project’s surrounding environments are provided in Table 11.

Table 11: Potential Impacts to Hydrology and Water Quality Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Violate any water quality standards
or waste discharge requirements or
otherwise substantially degrade
surface or ground water quality?
☐ ☒ ☐ ☐
b. Substantially decrease groundwater
supplies or interfere substantially with
groundwater recharge such that the
project may impede sustainable
groundwater management of the
basin?
☐ ☐ ☐ ☒
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
34 Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
c. Substantially alter the existing
drainage pattern of the site or area,
including through the alteration of
the course of a stream or river or
through the addition of impervious
surfaces, in a manner which would:
i. result in a substantial erosion or
siltation on- or off-site.
ii. substantially increase the rate or
amount of surface runoff in a
manner which would result in
flooding on- or off-site.
iii. create or contribute runoff water
which would exceed the
capacity of existing or planned
stormwater drainage systems or
provide substantial additional
sources of polluted runoff; or
iv. impede or redirect flood flows?
☐ ☐ ☒ ☐
d. In flood hazard, tsunami, or seiche
zones, risk release of pollutants due
to project inundation?
☐ ☐ ☐ ☒
e. Conflict with or obstruct
implementation of a water quality
control plan or sustainable
groundwater management plan?
☐ ☒ ☐ ☐
Discussion
a. Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality?
Less than Significant with Mitigation Incorporated. The proposed project will comply with all applicable federal, state, and local regulations, including the Clean Water Act (CWA), the NPDES Construction General Permit (CGP; Order 2022-0057-DWQ), and requirements of the Los Angeles Regional Water Quality Control Board (RWQCB). Because the project will disturb more than one acre, coverage under the CGP is required, and a SWPPP will be prepared by a QSD and implemented during construction. The SWPPP will include BMPs such as sediment barriers, silt fencing, soil stabilization, and erosion control to prevent pollutants from entering stormwater runoff. Post-construction BMPs will also be incorporated to avoid long-term degradation of surface water quality.

However, in addition to standard stormwater quality considerations, the project site is subject to ongoing remediation under DTSC oversight due to historic releases of volatile organic compounds (VOCs) to soil and groundwater. DTSC has indicated that construction of the hangars will affect remediation efforts in this area. Some extraction wells will need to be converted to monitoring wells, others will be abandoned and relocated, and potential future expansion of the remediation system may be limited due to tenant access constraints. The City has noted that abandoning or converting remediation wells could potentially truncate DTSC’s remediation program, which is designed to protect groundwater quality. With implementation of Mitigation Measure HAZ-1, the project would not truncate DTSC’s remediation program or result CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
35 in adverse effects to groundwater quality. Therefore, potential impacts related to water quality standards, waste discharge requirements, and groundwater remediation would be less than significant with mitigation incorporated.
b. Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin?
No Impact. The proposed project is not expected to substantially decrease groundwater supplies or interfere with groundwater recharge, as it is located in a highly urbanized area with existing impervious surface. The project site is situated within the Coastal Plain of Los Angeles Groundwater Basin, specifically the West Coast Subbasin, which is heavily managed and largely dependent on imported water supplies (California Department of Water Resources (DWR) 2025).

Refer to Exhibit 14 for the groundwater map for the project site. The project involves the replacement of existing paved surfaces with new hangars, taxiways, and pavement, which will not significantly alter the area's stormwater infiltration capacity. Stormwater in the area is already diverted through storm drains and does not contribute significantly to direct groundwater recharge. In addition, the project does not involve groundwater pumping for construction or operation.

The project is not within a designated Priority Groundwater Management Area under the Sustainable Groundwater Management Act (SGMA). In addition, the West Coast Subbasin is identified as very low priority under SGMA, meaning there is no required Groundwater Sustainability Plan (DWR 2025). The project will not result in significant impacts to groundwater supplies or recharge. Given the existing impervious conditions and compliance with MS4 stormwater regulations, the project will not impede sustainable groundwater management in the West Coast Subbasin. The project will also comply with the Industrial General Permit (IGP) (Order 2014-0057-DWQ, NPDES CAS000001) for stormwater discharges associated with its ongoing aviation operations. Thus, no impact is anticipated. c. Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would:
i. result in a substantial erosion or siltation on- or off-site. ii. substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site.
iii. create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or iv. impede or redirect flood flows?
Less than significant. The proposed project involves the removal of existing structures and pavement, along with the construction of new hangars and associated infrastructure. The changes will alter the site's drainage patterns, but the project will incorporate stormwater management measures to minimize potential hydrological impacts and ensure compliance with local and state regulations. During construction, grading, excavation, and earthmoving activities could temporarily increase erosion and sediment transport. However, to minimize the impacts, the project will implement BMPs as required under the CGP (Order 2022-0057-DWQ) and a SWPPP. The measures will include silt fences and fiber rolls to trap sediment, and soil stabilization in disturbed areas. By adhering to the erosion control strategies, the project will effectively prevent substantial siltation on- or off-site.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
36 The project will replace approximately 55,000 square feet of impervious surfaces in total, which has the potential to increase stormwater runoff during each construction phase. Additionally, storm drain system improvements will be made to manage increased flow capacity, and grading modifications will help direct runoff to designated drainage areas. The measures will ensure that the project does not substantially increase the rate of runoff, preventing potential flooding on- or off-site. Construction-phase BMPs, including dust suppression, street sweeping, and material stockpile covering, will also be implemented to prevent contamination of stormwater.

The project site is not located within a 100-year floodplain or near a natural watercourse, reducing the risk of flood-related hazards. However, grading will be conducted in a way that ensures flood flows are not redirected in a manner that could cause adverse impacts. Proper drainage infrastructure will be in place to safely convey runoff into the storm drain system, preventing localized ponding or obstructions that could increase flood risks. By implementing comprehensive stormwater management strategies, erosion control measures, and regulatory compliance, the project is not expected to significantly alter drainage patterns in a way that would cause substantial erosion, flooding, exceedance of stormwater system capacity, or redirected flood flows. Any temporary construction-related impacts will be minimized through BMPs, ensuring that the project does not result in significant hydrological or water quality concerns. Therefore, impacts are less than significant. d. In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation? No Impact. The project is not located in a flood hazard, tsunami, or seiche zone, and therefore does not pose a significant risk of pollutant release due to inundation. Refer to Exhibit 15 for the tsunami map for the project site. Situated in southwestern Los Angeles County, the project site lies within a highly urbanized, flat terrain, far from major water bodies that could present seiche or tsunami risks. According to the Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map, the project site falls within Zone X, an area of minimal flood hazard with no 100-year or 500-year floodplain risks. Refer to Exhibit 16 for the FEMA map of the project site.

Additionally, the project is not at risk of seiche hazards, as there are no large, enclosed water bodies nearby that could experience oscillating waves due to seismic activity.

In conclusion, the project is not located within a designated flood, tsunami, or seiche hazard area, and thus does not pose a risk of pollutant release due to inundation. Compliance with stormwater regulations and hazardous materials handling procedures will ensure minimal environmental impact throughout construction and operation. Consequently, there would be no impact.
e. Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan?
Less than Significant with Mitigation Incorporated. The project is not expected to conflict with or obstruct the implementation of any water quality control plan or sustainable groundwater management plan. The project will comply with applicable state and local regulations designed to protect water resources, including the Los Angeles Regional Water Quality Control Board (RWQCB) Basin Plan and the Sustainable Groundwater Management Act (SGMA). The site is not located within a designated groundwater recharge area, as identified in DWR Bulletin 118, and is not part of a medium- or high-priority groundwater basin requiring a Groundwater Sustainability Plan under SGMA. The project also does not involve significant groundwater extraction or increased impervious cover that would interfere with natural recharge.

However, the site contains active remediation wells (including extraction and monitoring wells) associated with ongoing groundwater cleanup efforts under DTSC oversight. According to DTSC, construction of the hangars will affect remediation infrastructure: some extraction wells will be CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
37 converted to monitoring wells, some will be abandoned and relocated, and potential future expansion of the remediation system could be constrained due to tenant access limitations.

Without safeguards, these changes could interfere with DTSC’s remediation program and indirectly conflict with the objectives of the RWQCB Basin Plan, which requires the protection and restoration of groundwater quality. With implementation of Mitigation Measure HAZ-1, the project would not interfere with DTSC’s remediation program or obstruct applicable water quality control and groundwater management plans. Therefore, impacts would be less than significant with mitigation incorporated.

4.11 Land Use and Planning
The potential impacts, if any, to land use and planning for the proposed project’s surrounding environments are provided in Table 12.

Table 12: Potential Impacts to Land Use and Planning
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Physically divide an established
community? ☐ ☐ ☐ ☒
b. Cause a significant environmental
impact due to a conflict with any
land use plan, policy, or regulation
adopted for the purpose of avoiding
or mitigating an environmental
effect?
☐ ☐ ☒ ☐
Discussion
a. Physically divide an established community?
No Impact. The project includes upgrades to an existing airport and would be completed within the established boundaries of the Hawthorne Municipal Airport property, which is not within a residential land use zone. There are residential land uses in proximity to the airport; however, the community would not be divided temporarily or permanently by project construction or operation (see Exhibit 17). The property does not include any public roads or access routes that would be disrupted by the construction or operation of the project. Therefore, there is no impact on physically dividing an established community.
b. Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect? Less than significant. The proposed project is consistent with the City of Hawthorne’s Airport Master Plan zoning designation, which supports aviation-related development such as aircraft hangars. Although the site contains active groundwater remediation wells regulated by the DTSC, these activities do not conflict with the intended land use. The project has been designed to accommodate the DTSC-regulated remediation program through well protection, conversion, or abandonment in coordination with DTSC, Northrop Grumman, and their contractor. Two extraction wells within the hangar footprint will be converted to monitoring wells with surface-mounted covers to allow continued sampling, and remaining wells will be abandoned in accordance with DTSC protocols. Because these remediation activities are being integrated into project planning and implementation, the project would not conflict with any CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
38 land use plan or policy adopted to mitigate environmental effects. Therefore, impacts would be less than significant.

4.12 Mineral Resources
The potential impacts, if any, to mineral resources for the proposed project’s surrounding environments are provided in Table 13.

Table 13: Potential Impacts to Mineral Resources
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Result in the loss of availability of a
known mineral resource that would
be of value to the region and the
residents of the state?
☐ ☐ ☐ ☒
b. Result in the loss of availability of a
locally important mineral resource
recovery site delineated on a local
general plan, specific plan, or other
land use plan?
☐ ☐ ☐ ☒
Discussion
a. Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state?
No Impact. The project site is located within a dense and highly urbanized location. There are no mineral extraction or processing facilities in the vicinity of the project area (see Exhibit 18).

Therefore, the project would have no impact on the availability of mineral resources regionally or statewide.
b. Result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan, or other land use plan? No Impact. There are no mineral extraction, processing facilities, or resource recovery sites in the vicinity of the project area. Therefore, the project would have no impact on the availability of locally important mineral resources.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
39 4.13 Noise
The potential impacts, if any, to noise for the proposed project’s surrounding environments are provided in Table 14.

Table 14: Potential Impacts of Noise
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Generation of a substantial
temporary or permanent increase in
ambient noise levels in the vicinity of
the project in excess of standards
established in the local general plan
or noise ordinance, or applicable
standards of other agencies?
☐ ☐ ☒ ☐
b. Generation of excessive groundborne vibration or ground-borne noise levels? ☐ ☐ ☒ ☐
c. For a project located within the
vicinity of a private airstrip or an
airport land use plan or, where such
a plan has not been adopted, within
two miles of a public airport or public
use airport, would the project
expose people residing or working in
the project area to excessive noise
levels?
☐ ☐ ☒ ☐
Discussion
a. Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?
Less Than Significant. Noise is defined as unwanted sound that interferes with communication, sleep, or daily activities. Noise is typically measured in A-weighted decibels (dBA), which reflect human sensitivity to various frequencies. Community Noise Equivalent Level (CNEL) is used to evaluate 24-hour noise levels, with a 5 dBA penalty applied to evening hours (7:00 p.m. to 10:00 p.m.) and a 10 dBA penalty for nighttime hours (10:00 p.m. to 7:00 a.m.).

Under the City of Hawthorne General Plan Noise Element, CNEL thresholds vary by land use.

However, airport-related uses are considered unique and may be compatible with higher CNEL thresholds. The Hawthorne Municipal Airport Noise Compatibility Planning Study, provided in Table 14.1, allows for CNEL levels up to 80 dBA for airport-related uses, meaning the uses are evaluated based on community context and compatibility rather than rigid numeric thresholds.

Construction activities are expected to temporarily elevate ambient noise levels between mid2025 and early 2027. However, the construction activities will be confined to permissible hours established in Hawthorne Municipal Code Section 9.34 (7:00 a.m. to 6:00 p.m. on weekdays and 8:00 a.m. to 5:00 p.m. on Saturdays, with no construction allowed on Sundays or federal holidays). As long as the project complies with the time restrictions, no violation of local noise ordinances will occur.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
40 While the proposed hangars may accommodate additional based aircraft, they are consistent with the growth projections in the 2019 Airport Layout Plan Update and Narrative Report, which forecasts an increase in based aircraft from about 112 (2022) to 123 (2027). These hangars serve to meet that anticipated demand and are not expected to induce aviation activity beyond what has already been planned and evaluated in the Airport’s forecasts. No expansion of runways, taxiways, or airport operations is proposed as part of this project. Therefore, the project would not result in a significant increase in flight operations beyond the forecasted conditions.

Few Sensitive receptors, including Zela Davis Elementary School and nearby residences, are located within the 55–65 dB CNEL range based on existing noise contour maps (see Exhibit 19).

While portions of the zones are nearing thresholds that may be considered “normally incompatible” (Zone C in Table 14.3), exceedances related to airport service facilities are considered acceptable per the City's adopted compatibility standards.

Therefore, while temporary construction noise will occur, it will remain within permitted time frames, and operational noise levels will remain consistent with existing airport activities. The project will comply with the applicable General Plan, noise ordinance, and FAA-related standards. The project will comply with the CNEL levels in Table 14.1 (see below) because the project is related to airport services. A significant impact will also be determined if construction noise occurs at times outside of the permissible time frames, as set forth in Table 14.2 (see below) from the City’s Municipal Code Section 9.34.

In addition to local thresholds, the project has been evaluated under FAA Order 1050.1G. The project does not include any new aircraft operations, changes to flight paths, or modifications that would increase aviation noise levels. As such, it would not result in a 1.5 dB or greater increase in noise exposure within areas already experiencing 65 dB DNL or higher. Therefore, the project would not trigger significance criteria under FAA noise impact thresholds. Overall, construction and operational noise would remain within applicable local and federal standards, and impacts would be less than significant.

Table 14.1: Hawthorne Airport Land Use Compatibility
Hawthorne Airport Land Use Compatibility Table
Satisfactory.

Caution. Review Noise Insulation Needs.

Avoid Land Use Unless Related to Airport Services.

Land Use Category Community Noise Exposure
55 60 65 70 75
Residential
Educational Facilities
Commercial
Industrial
Agriculture
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
41 Hawthorne Airport Land Use Compatibility Table
Recreation
Note. Adopted from Hawthorne Municipal Airport Noise Compatibility Planning Study.

Table 14.2: Time Limits for Noise Associated with Construction Activities Day of Week Time Frame
Monday-Friday 7:00 a.m. to 6:00 p.m.

Saturday 8:00 a.m. to 5:00 p.m.

Sunday, Federal Holidays Not allowed
Note. Adopted from City of Hawthorne Municipal Code Section 9.34.060 Table 14.3: Land Use Compatibility Matrix
Land Use Categories
Categories Uses
Community Noise Equivalent Level (CNEL)
≤55 60 65 70 75 80>
Residential Single Family, Duplex, Multiple
Family

A A B B C D D
Residential Mobile Home A A B C C D D
Commercial
(Regional, District)
Hotel, Motel, Transient Lodging A A B B C C D
Commercial
(Regional, Village,
District, Special)
Commercial Retail, Bank,
Restaurant, Movie Theatre

A A A A B B C
Commercial Industrial
Institutional
Office Building, Research &
Development, Professional
Offices, City office Building

A A A B B C D
Commercial
(Recreation)
Institutional (Civic
Center)
Amphitheater, Concert Hall,
Auditorium, Meeting Hall

B B C C D D D
Commercial
(Recreation)
Children’s Amusement Park, Mini
Golf Course, Go-Cart Track,
Equestrian Center, Sports Club

A A A B B D D
Commercial (General,
Special)
Industrial, Institutional
Auto Service Station, Auto
Dealership, Manufacturing,
Warehousing, Wholesale, Utilities

A A A A B B B
Institutional (General) Hospital, Church, Library, School Classroom

A A B C C D D
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
42 Land Use Categories
Categories Uses
Community Noise Equivalent Level (CNEL)
≤55 60 65 70 75 80>
Open Space Parks A A A B C D D
Open Space Golf Course, Cemetery, Nature
Center, Wildlife Reserve, Wildlife
Habitat

A A A A B C C
Agriculture Agriculture A A A A A A A
Interpretation
Zone A (Clearly compatible) - Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction without any special noise insulation requirements.

Zone B (Normally compatible) - New construction or development should be undertaken only after detailed analysis of noise reduction requirements are made and needed noise insulation features in the design are determined.

Conventional construction, with closed windows and fresh air supply systems or air conditioning, will normally suffice.

Zone C (Normally incompatible) - New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of noise reduction requirements must be made and needed noise insulation features included in the design.

Zone D (Clearly incompatible) - New construction or development should generally not be undertaken.

Note. Adopted from the Hawthorne General Plan Noise Element b. Generation of excessive ground-borne vibration or ground-borne noise levels? Less than Significant. Ground-borne vibration is typically assessed alongside noise emissions when evaluating construction and operational impacts of a project. Vibration refers to oscillatory motion transmitted through a solid medium such as soil or building materials. Its amplitude is generally measured using peak particle velocity, which is used to assess structural damage potential, or root mean square (RMS) velocity, which is more commonly applied when evaluating human perception of vibration.

The Federal Transit Administration (FTA) provides standardized thresholds for assessing groundborne vibration (GBV) and ground-borne noise (GBN) impacts in its Transit Noise and Vibration Impact Assessment Manual (FTA, 2018). The thresholds are categorized based on land use sensitivity—Category 1 (vibration-sensitive equipment), Category 2 (residences), and Category 3 (institutional uses such as schools and offices). Impact criteria are further classified by the frequency of events: frequent (more than 70 events per day), occasional (30 to 70 events per day), and infrequent (fewer than 30 events per day). While the thresholds are designed for transit-related projects, they are commonly applied to other types of infrastructure projects for CEQA analysis. A finding of significant impact would result from the project if vibration levels exceed the vibration impact criteria set in the FTA Transit Noise and Vibration Impact Assessment Manual (see Table 14.4 below).

Only Category 2 (residential) and Category 3 (institutional) land uses are located in the vicinity of Hawthorne Municipal Airport, which include nearby homes, schools (such as Zela Davis Elementary), and civic facilities. Project construction would be considered a “frequent event” scenario, with equipment operation (e.g., excavators, loaders, compactors) likely generating over 70 discrete vibration events per day. Operation of the new hangars, however, would involve intermittent aircraft movement and building use, consistent with an “occasional” event profile.

Typical construction equipment generates vibration levels between 58 and 78 vibration decibels (VdB) at 25 feet. Based on FTA estimates, even the use of large equipment such as vibratory rollers would generally not exceed 72 VdB at distances of 50 feet or more — placing most CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
43 adjacent sensitive receptors outside the impact radius. Operational impacts are expected to remain below 75 VdB for Category 2 areas and 78 VdB for Category 3, given the absence of continuous heavy machinery or transit-like vibration sources. Therefore, the project is not anticipated to exceed applicable vibration thresholds for either construction or operation, and ground-borne vibration impacts would be less than significant.

Table 14.4: Indoor Ground-Borne Vibration (GBV) and Ground-Borne Noise (GBN) Impact Criteria for General Vibration Assessment
Land Use Category
GBV Impact Levels (VdB re 1
micro-inch / sec)
GBN Impact Levels (dBA re 20
micro Pascals)
Frequent
Events
Occasional
Events
Infrequent
Events
Frequent
Events
Occasional
Events
Infrequent
Events
Category 1: Buildings
where vibration
would interfere with
interior operations.
65 VdB* 65 VdB* 65 VdB* N/A** N/A** N/A**
Category 2:

Residences and
buildings where
people normally
sleep.
72 VdB 75 VdB 80 VdB 35 dBA 38 dBA 43 dBA
Category 3:

Institutional land uses
with primarily
daytime use.
75 VdB 78 VdB 83 VdB 40 dBA 43 dBA 48 dBA
*This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes. For equipment that is more sensitive, a Detailed Vibration Analysis must be performed.
**Vibration-sensitive equipment is generally not sensitive to ground-borne noise; however, the manufacturer’s specifications should be reviewed for acoustic and vibration sensitivity.

Note. Adapted from FTA Transit Noise and Vibration Impact Assessment Manual c. For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels?
Less than Significant. The project is located within the boundaries of Hawthorne Municipal Airport. Project construction activities will temporarily increase noise levels for those residing or working in the vicinity of the project. However, the noise levels would not be excessive as compared to current airport operation related noise levels. Project operation following construction would not result in a change of noise levels from existing airport operation noise levels. Thus, impacts are less than significant.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
44 4.14 Population and Housing
The potential impacts, if any, on population and housing for the proposed project’s surrounding environments are provided in Table 15.

Table 15: Potential Impacts on Population and Housing
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Induce substantial unplanned
population growth in an area, either
directly (for example, by proposing
new homes and businesses) or
indirectly (for example, through
extension of roads or other
infrastructure)?
☐ ☐ ☐ ☒
b. Displace substantial numbers of
existing people or housing,
necessitating the construction of
replacement housing elsewhere?
☐ ☐ ☐ ☒
Discussion
a. Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)?
No Impact. The project would not induce substantial unplanned population growth in the direct vicinity of the project site or within the City of Hawthorne as a whole. The project does not propose new homes or businesses and does not extend roads or other regularly used infrastructure that would have a significant impact on population growth. b. Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere?
No Impact. The project would not displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere. Project construction and operation would take place entirely within the boundary of the Hawthorne Municipal Airport and would not temporarily or permanently displace any local residents.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
45 4.15 Public Services
The potential impacts, if any, on public services for the proposed project’s surrounding environments are provided in Table 16.

Table 16: Potential Impacts on Public Services
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Result in substantial adverse physical
impacts associated with the
provision of new or physically altered
governmental facilities, need for new
or physically altered governmental
facilities, the construction of which
could cause significant
environmental impacts, to maintain
acceptable service ratios, response
times or other performance
objectives for any of the public
services:
☐ ☐ ☒ ☐
Fire protection? ☐ ☐ ☒ ☐
Police protection? ☐ ☐ ☐ ☒
Schools? ☐ ☐ ☐ ☒
Parks? ☐ ☐ ☐ ☒
Other public facilities? ☐ ☐ ☐ ☒
Discussion
a. Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, to maintain acceptable service ratios, response times or other performance objectives for any of the public services:

Fire protection?
Less than Significant. The Los Angeles County Fire Department (LACFD) provides fire, rescue, and Emergency Medical Services (EMS) for the City of Hawthorne. The entrance to the main office of the Hawthorne Municipal Airport is located approximately 100 feet north of LACFD Fire Station 162 at 12151 Crenshaw Boulevard. Project construction and operation would be limited to the boundaries of the Hawthorne Municipal Airport and would not significantly disrupt traffic patterns and emergency fire response routes. Any potential impacts on fire protection services would be from employee ingress and egress from the project site, although access roads for construction would be located at a distance from Fire Station 162, minimizing any impact directly on fire protection services from the station. The proposed hangars will also incorporate fire suppression systems into their design, reducing the potential need for fire protection services on site in the long term. During project construction, the project may increase fire services in the CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
46 case of construction related accidents, injuries, or ignitions. However, the impact would be insignificant as BMPs would be followed during the entirety of the construction process. The LACFD service area and facilities would not need to be expanded.

Police protection?
No Impact. The Hawthorne Police Department (HPD) provides law enforcement services to the City of Hawthorne. The HPD station is located at 12501 Hawthorne Boulevard approximately half a mile west of the project site. Project construction and operation would both be limited to the existing boundaries of the Hawthorne Municipal Airport and therefore would not disrupt traffic patterns and law enforcement response routes. Additionally, existing boundaries of the Hawthorne Municipal Airport, enclosed by a wire fence with barbed wire, will prevent illegal trespassing onto the site during project construction and operation. Police protection services and facilities would not need to be expanded.

Schools?
No Impact. The project would not involve the creation of new residential buildings and therefore would not result in greater numbers of school-aged children. Therefore, the Project would have no impact on schools and educational services and would not require any expansion or alteration of services and facilities.

Parks?
No Impact. There are four parks within one mile of Hawthorne Municipal Airport including Hawthorne Memorial Park 0.37 miles south of the Airport, Rowley Park 0.77 miles southeast of the Airport, Center Park 0.79 miles north of the Airport, and Eucalyptus Park 0.97 miles west of the Airport. Project construction and operation would both be limited to the existing boundaries of the Hawthorne Municipal Airport and therefore would not disrupt traffic patterns or park accessibility.

4.16 Recreation
The potential impacts, if any, on recreation for the proposed project’s surrounding environments are provided in Table 17.

Table 17: Potential Impacts on Recreation
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Would the project increase the use
of existing neighborhood and
regional parks or other recreational
facilities such that substantial
physical deterioration of the facility
would occur or be accelerated?
☐ ☐ ☐ ☒
b. Does the project include
recreational facilities or require the
construction or expansion of
recreational facilities which might
have an adverse physical effect on
the environment?
☐ ☐ ☐ ☒
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
47 Discussion
a. Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated?
No Impact. The project would not attract substantial numbers of people to the neighborhood and region to the extent where parks and other recreational facilities experience substantial physical deterioration from additional use.
b. Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? No Impact. The project does not include recreational facilities or require the construction or expansion of any recreational facilities.

4.17 Transportation
The potential impacts, if any, on transportation for the proposed project’s surrounding environments are provided in Table 18.

Table 18: Potential Impacts on Transportation
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Conflict with a program, plan,
ordinance, or policy addressing the
circulation system, including transit,
roadway, bicycle, and pedestrian
facilities?
☐ ☐ ☒ ☐
b. Conflict or be inconsistent with CEQA
Guidelines § 15064.3, subdivision
(b)?
☐ ☐ ☒ ☐
c. Substantially increase hazards due to
a geometric design feature (e.g.,
sharp curves or dangerous
intersections) or incompatible uses
(e.g., farm equipment)?
☐ ☐ ☐ ☒
d. Result in inadequate emergency
access? ☐ ☐ ☐ ☒
Discussion
a. Conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities? Less than significant. The project would not alter land use designations or off-site infrastructure that would contradict the Circulation Element of the City of Hawthorne General Plan. No transit, roadway, bicycle, or pedestrian facilities would be permanently changed or impacted by the project. Any traffic resulting from the project would be related to construction efforts including construction personnel transportation and construction material transport. Concrete mixers and CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
48 dump trucks are the only two construction vehicles that would leave the site on a regular basis (about 64 concrete mixer trips, and 42 dump truck trips per week) during the construction phase.

Excavators, bulldozers, cranes, loaders, backhoes, compactors, and asphalt pavers would be brought to the site at the beginning of construction, stored on the site, and would not leave the site until the project is concluded. Thus, the project would have a less than significant impact. b. Conflict or be inconsistent with CEQA Guidelines § 15064.3, subdivision (b)? Less than significant. Section 15064.3 subdivision (b) of the CEQA Guidelines sets the criteria for assessing transportation impacts of a project, by analyzing Vehicle Miles Traveled (VMT), which is the sum of miles traveled by an individual vehicle within a geographic region over a given period. The OPR’s Technical Advisory guidelines (OPR, 2018) include the following main components for assessment of a project’s impact on VMT:
• Screening Methodologies – Identification of potential screening thresholds that establish whether the project poses significant VMT transportation impacts. • Analysis Methodologies – If necessary, recommendations of analysis methodologies for VMT impact analysis.
• Mitigation Memorandum – If necessary, determine types of mitigation that can be considered for VMT mitigation.

The Metropolitan Transportation Commission (2024) define the screening thresholds to determine whether a project has a significant impact under CEQA pursuant to SB 743, and whether a VMT analysis is required. The threshold of significance for a project is 110 trips per day. A VMT assessment was performed, and the project is expected to generate an average of 17 daily trips with a maximum of 35 daily trips, well below the threshold of significance of 110 daily trips. The project would have less than a significant impact, and neither a detailed VMT analysis nor a mitigation memorandum would be required. Refer to Appendix F for the VMT memorandum. c. Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? No Impact. The entirety of the project will take place within the boundaries of the Hawthorne Municipal Airport property and will not affect roadways or intersections. There would be no increase in hazards due to sharp curves, dangerous intersections, or other geometric design features because of the project. No incompatible uses of nearby roadways or intersections would result from the project.
d. Result in inadequate emergency access?
No Impact. The entirety of the project will take place within the boundaries of the Hawthorne Municipal Airport property. No roadways or transportation methods would be impacted, and there would be no obstructions to emergency routes or access to surrounding areas.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
49 4.18 Tribal Cultural Resources
The potential impacts, if any, on tribal cultural resources for the proposed project’s surrounding environments are provided in Table 19.

Table 19: Potential Impacts on Tribal Cultural Resources Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Would the project cause a substantial
adverse change in the significance of
a tribal cultural resource, defined in
Public Resources Code § 21074 as
either a site, feature, place, or cultural
landscape that is geographically
defined in terms of the size and scope
of the landscape, sacred place, or
object with cultural value to a
California Native American tribe, and
that is:
☐ ☒ ☐ ☐
i. Listed or eligible for listing in the
California Register of Historical
Resources, or in a local register
of historical resources as defined
in Public Resources Code section
5020.1(k), or
☐ ☒ ☐ ☐
ii. A resource determined by the
lead agency, in its discretion and
supported by substantial
evidence, to be significant
pursuant to criteria set forth in
subdivision (c) of Public
Resources Code § 5024.1. In
applying the criteria set forth in
subdivision (c) of Public Resource
Code § 5024.1, the lead agency
shall consider the significance of
the resource to a California
Native American tribe.
☐ ☒ ☐ ☐
Discussion
a. Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code § 21074 as either a site, feature, place, or cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:
i. Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k), or Less Than Significant with Mitigation Incorporated. The project is not located within or adjacent to any tribal cultural resource that is formally listed or eligible for listing in the California Register of Historical Resources (CRHR) or in a local register. The nearest listed historical resource in the CRHR is the California SP Hangar One, approximately 2.5 miles northwest of the site at 5701 West Imperial Highway in Los Angeles, and the nearest resource in the Los Angeles County CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
50 Register of Historic Districts is the Chester Washington Golf Course, approximately 0.5 mile east of the site at 717 East Baseline Road in West Claremont. Neither resource is tribal in nature, nor are they within an area where the project could cause a substantial adverse change.

However, in accordance with Assembly Bill 52 (AB 52), the City of Hawthorne notified tribes that may have knowledge of or affiliation with the project area. Consultation with the Gabrieleño Band of Mission Indians – Kizh Nation identified the project site as lying within a sensitive cultural landscape with high potential for unrecorded tribal cultural resources. To address this potential, the project will implement Mitigation Measures TCR-1 through TCR-4 (see Tribal Cultural Resources section), which include retaining a qualified Kizh Nation tribal monitor during all ground-disturbing activities, providing cultural sensitivity training, and following tribe-specific protocols for inadvertent discoveries. With implementation of these measures, impacts to listed or eligible tribal cultural resources would be less than significant. ii. A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code § 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code § 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe.

Less Than Significant with Mitigation Incorporated. Under PRC § 5024.1(c), a resource may be considered historically significant if it is associated with important events or persons, embodies distinctive characteristics of a type, period, or method of construction, or has the potential to yield important information about prehistory or history. CEQA further requires consideration of the significance of a resource to a California Native American tribe.

Although no tribal cultural resources meeting these criteria have been recorded within the project site boundaries, consultation with the Gabrieleño Band of Mission Indians – Kizh Nation concluded that the project area has a high likelihood of containing buried tribal cultural resources due to its location within ancestral territory and its proximity to documented cultural landscapes and travel corridors. The City, as lead agency, has determined that mitigation is necessary to avoid or substantially lessen potential impacts. Implementation of Mitigation Measures TCR-1 through TCR-4 will ensure that any resources encountered are appropriately identified, evaluated, and protected in coordination with the tribe. With these measures in place, impacts to tribal cultural resources determined significant under PRC § 5024.1(c) would be less than significant.

Mitigation Measures
TCR-1: Retain a Native American Monitor Prior to Commencement of Ground-Disturbing Activities Prior to the start of any ground-disturbing activities, the Hawthorne Municipal Airport shall retain a qualified Native American monitor from, or approved by, the Gabrieleño Band of Mission Indians – Kizh Nation. Ground-disturbing activities include, but are not limited to, demolition, pavement removal, potholing, auguring, grubbing, tree removal, boring, grading, excavation, drilling, and trenching. A written monitoring agreement with the Kizh Nation shall be executed and provided to the City of Hawthorne before commencement of any such activities or the issuance of related permits. The tribal monitor shall be present during all ground-disturbing activities and shall maintain daily logs describing construction activities, soil conditions, and any discoveries of potential tribal cultural resources. These logs shall be made available to the City upon written request. Monitoring will continue until either the City confirms in writing that all ground-disturbing activities have concluded or the Kizh Nation confirms in writing that further work no longer has the potential to affect tribal cultural resources.

TCR-2: Unanticipated Discovery of Tribal Cultural Resource Objects (Non-Funerary/NonCeremonial) CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
51 If any tribal cultural resources are discovered during construction, all work within at least 50 feet of the find shall be halted immediately. The Kizh Nation tribal monitor and/or a Kizh Nation archaeologist shall evaluate the find and determine the appropriate treatment in coordination with the City. All discovered resources will be recovered and curated by the Kizh Nation in a manner and for purposes determined solely by the Tribe, including educational, cultural, and historic preservation uses. Work in the vicinity of the find shall not resume until the tribal monitor confirms that the resource has been appropriately documented, recovered, or otherwise protected in consultation with the City.

TCR-3: Unanticipated Discovery of Human Remains and Associated Funerary or Ceremonial Objects
If human remains or associated funerary or ceremonial objects are encountered during construction, all work in the immediate vicinity shall cease, and the requirements of Public Resources Code section 5097.98 and Health and Safety Code section 7050.5 shall be followed.

The location and nature of the discovery shall be kept confidential to prevent further disturbance. The Los Angeles County Coroner shall be notified, and if the remains are determined to be Native American, the Native American Heritage Commission shall be contacted within 24 hours to identify the Most Likely Descendant (MLD). Preservation in place is the preferred method of treatment, and final disposition of the remains and associated objects shall be determined in consultation with the MLD, the City of Hawthorne, and the Kizh Nation, in accordance with applicable laws and the recommendations of the Native American Heritage Commission.

TCR-4: Cultural Sensitivity Training for Construction Personnel Prior to the commencement of any ground-disturbing or construction activities, all personnel involved in the project, including subcontractors, shall attend a Cultural Sensitivity Training session. The training shall be developed and delivered by a qualified representative of the Gabrieleño Band of Mission Indians – Kizh Nation, in coordination with the City of Hawthorne. The purpose of the training is to inform construction personnel about the cultural significance of the project area, the types of tribal cultural resources that may be encountered, the roles and authorities of the tribal monitor, and the procedures to follow in the event of an unanticipated discovery. The training shall include an overview of the history and cultural heritage of the Kizh Nation and the region, descriptions of tribal cultural resources that may be present, an explanation of Mitigation Measures TCR-1 through TCR-3, clarification of stop-work requirements, a description of the roles and responsibilities of the tribal monitor, archaeologist, contractor, and City staff, and a summary of protocols for communication, confidentiality, and respectful conduct. A sign-in sheet shall be maintained documenting attendance, and the contractor shall ensure that any new personnel arriving after the initial training receive the same instruction before participating in any ground-disturbing activities.

4.19 Utilities and Service Systems
The potential impacts, if any, on utilities and service systems for the proposed project’s surrounding environments are provided in Table 20.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
52 Table 20: Potential Impacts on Utilities and Service Systems Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Require or result in the relocation or
construction of new or expanded
water, wastewater treatment or storm
water drainage, electric power,
natural gas, or telecommunications
facilities, the construction or
relocation of which could cause
significant environmental effects?
☐ ☐ ☒ ☐
b. Have sufficient water supplies
available to serve the project and
reasonably foreseeable future
development during normal, dry,
and multiple dry years?
☐ ☐ ☐ ☒
c. Result in a determination by the
wastewater treatment provider,
which serves or may serve the
project that it has adequate
capacity to serve the project’s
projected demand in addition to the
provider’s existing commitments?
☐ ☐ ☐ ☒
d. Generate solid waste in excess of
state or local standards, or in excess
of the capacity of local
infrastructure, or otherwise impair the
attainment of solid waste reduction
goals?
☐ ☐ ☒ ☐
e. Comply with federal, state, and local
management and reduction statutes
and regulations related to solid
waste?
☐ ☐ ☐ ☒
Discussion
a. Require or result in the relocation or construction of new or expanded water, wastewater treatment or storm water drainage, electric power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects? Less than significant. The project includes the removal of approximately 55,000 square feet of impervious surface, catch basins, storm drain pipes, and paved valley gutters. The project would replace the 55,000 square feet of impervious surface and introduce an additional 10,000 square feet of new impervious surface to accommodate expanded hangar footprints and associated site improvements such as access roads, parking areas, and taxiways. No outdated underground utilities would be removed. Utility trenching would take place for the installation of new utility lines including storm drain pipes, sanitary sewer pipes, and underground electrical conduit lines.

The project introduces new on-site bathroom facilities within the hangars but would not significantly increase the wastewater output from the site. The project would also include new electricity lines to accommodate the new hangars facilities. No expansion of off-site utility CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
53 facilities would be needed as the project would not cause an exceedance in available capacity for water, wastewater, stormwater, electric, natural gas or telecommunications services. See Exhibit 20 for public utility line locations in vicinity of the project. b. Have sufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry, and multiple dry years? No Impact. The City of Hawthorne is located within the service area of the West Basin Municipal Water District (WBMWD), a member agency of the Metropolitan Water District of Southern California (MWDSC). California Water Service (Cal Water) operates the City of Hawthorne’s water system and is under contract until 2027. Water supply for the City of Hawthorne comes from one groundwater well and purchased surface water from the MWDSC. The project will be constructed and operated in compliance with the WBMWD Water Shortage Contingency Plan as required under the California Water Code. The current water supply meets the water demands of the airport and will be sufficient in meeting the water demands of the project’s construction phase and operation during normal and dry years. c. Result in a determination by the wastewater treatment provider, which serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments?
No Impact. Wastewater from the Hawthorne Municipal Airport is collected by the local sewer system managed by Los Angeles County Sanitation Districts (LACSD). Wastewater treatment is provided by the A.K. Warren Water Resource Facility (formerly known as the Joint Water Pollution Control Plant) located in Carson, California. The project includes the addition of permanent restrooms; however, the construction would not significantly impact the wastewater output of the airport during project operation since the project is not expected to dramatically increase the number of permanent airport employees. Project construction would bring a number of temporary workers to the site. However portable toilets would be provided for their use on site, eliminating any additional temporary stress on wastewater systems. Wastewater from the portable bathroom stations would be collected by a private portable toilet company. Therefore, the project would have no impact on wastewater treatment providers or systems. d. Generate solid waste in excess of state or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? Less than significant. The project would create some small office spaces and workshops within the hangars that are not expected to generate solid waste in excess of state or local standards, or in excess of the capacity of local infrastructure during project operation.

During project construction, there would be large amounts of solid waste from demolition, however this would not impact waste management infrastructure as this waste would be managed and transported to Scholl Canyon Landfill privately by the contractor. According to CalRecycle Solid Waste Information System, the Scholl Canyon Landfill permits a maximum of 3,400 tons of solid waste to be added per day, and as of March 1, 2021, the Landfill has 3.5 million cubic yards of remaining capacity. The cease operation date for the Landfill is April 1, 2030, approximately three years following the expected completion of the project (CalRecycle, 2025). Therefore, the project’s potential to exceed state or local standards, or exceed the capacity of local infrastructure would be a less than significant impact. e. Comply with federal, state, and local management and reduction statutes and regulations related to solid waste?
No Impact. Chapter 8.16, Solid Waste and Recycling, of the City of Hawthorne Code of Ordinances lays forth the City’s regulations related to solid waste. The contractor will ensure compliance with this Solid Waste and Recycling Ordinance to ensure proper disposal of solid CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
54 waste. There will be no failure to comply with federal, state, or local management and reduction statutes or regulations related to solid waste.

4.20 Wildfire
The potential impacts, if any, on wildfires for the proposed project’s surrounding environments are provided in Table 21.

Table 21: Potential Impacts of Wildfire
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Substantially impair an adopted
emergency response plan or
emergency evacuation plan?
☐ ☐ ☐ ☒
b. Due to slope, prevailing winds, and
other factors, exacerbate wildfire
risks, and thereby expose project
occupants to pollutant
concentrations from a wildfire or the
uncontrolled spread of a wildfire?
☐ ☐ ☐ ☒
c. Require the installation or
maintenance of associated
infrastructure (such as roads, fuel
breaks, emergency water sources,
power lines, or other utilities) that
may exacerbate fire risk or that may
result in temporary or ongoing
impacts to the environment?
☐ ☐ ☒ ☐
d. Expose people or structures to
significant risks, including downslope
or downstream flooding or
landslides, as a result of runoff, postfire slope instability, or drainage changes?
☐ ☐ ☐ ☒
Discussion
a. Substantially impair an adopted emergency response plan or emergency evacuation plan? No Impact. The project would not interfere with transportation routes and therefore would not impair an adopted emergency response plan or emergency evacuation plan. b. Due to slope, prevailing winds, and other factors, exacerbate wildfire risks, and thereby expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire?
No Impact. The project is in a highly developed urban setting and is not within a CalFire designated fire hazard severity zone. The nearest very high fire hazard severity zone is approximately five miles north of the project site (see Exhibit 21). Additionally, the project is located within an airport boundary which is, by nature, flat with no significant slopes or topography. Thus, the project would have no impact on the exposure of project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
55 c. Require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines, or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment? Less than Significant. The project would not require the installation of new roads, fuel breaks, or emergency water sources, which are typically associated with increased fire risk or potential environmental impacts. However, the project includes the removal and replacement of existing utility lines that are primarily beneath paved surfaces and within previously disturbed rights-ofway. The utility improvements would involve temporary ground disturbance but would occur in areas that have been previously developed and do not contain sensitive environmental resources.

BMPs would be implemented during construction to control erosion, sedimentation, and stormwater runoff, ensuring that any potential short-term impacts are minimized. Since the replacement of utility lines would not involve expanding the footprint of the existing infrastructure or introducing new facilities that could increase fire risk, the potential for exacerbating wildfire hazards is negligible. Additionally, ongoing maintenance of the replaced infrastructure is not anticipated to result in long-term adverse environmental impacts, as the lines will remain underground and within existing developed corridors.

Given that the project is limited to replacement activities and does not introduce new infrastructure that could alter fire risk or significantly affect the surrounding environment, the potential for temporary or ongoing impacts is minimal. Therefore, impacts associated with the installation or maintenance of associated infrastructure would be less than significant. d. Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes? No Impact. The project would be located on a flat paved surface. There are no major streams or sloped vegetated areas of land in the vicinity of the project, and therefore there would be no impact.

4.21 Mandatory Findings of Significance
The mandatory findings of significance, if any, for the proposed project’s surrounding environments are provided in Table 22.

Table 22: Mandatory Findings of Significance
Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
a. Does the project have the potential
to substantially degrade the quality
of the environment, substantially
reduce the habitat of a fish or wildlife
species, cause a fish or wildlife
population to drop below selfsustaining levels, threaten to eliminate a plant or animal
community, substantially reduce the
number, or restrict the range of a
rare or endangered plant or animal
or eliminate important examples of
the major periods of California
history or prehistory?
☐ ☒ ☐ ☐
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
56 Potential Impacts Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Incorporated
Less than
Significant
Impact
No Impact
b. Does the project have impacts that
are individually limited, but
cumulatively considerable?
(“Cumulatively considerable” means
that the incremental effects of a
project are considerable when
viewed in connection with the
effects of past projects, the effects of
other current projects, and the
effects of probable future projects)?
☐ ☒ ☐ ☐
c. Does the project have environmental
effects which will cause substantial
adverse effects on human beings,
either directly or indirectly?
☐ ☒ ☐ ☐
Discussion
a. Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number, or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? Less than Significant with Mitigation Incorporated. The proposed project would occur entirely on previously disturbed, developed airport land and would not encroach upon any natural habitat for fish or wildlife species. The project site is located within an active general aviation airport environment and lacks natural vegetation or habitat features that would support sensitive biological communities. As such, the project would have no direct or indirect impacts on fish, wildlife, or plant species. Although the project includes the construction of new aircraft hangars, it is not anticipated to significantly increase the number of flights to or from the airport. As identified in the 2019 Airport Layout Plan Update and Narrative Report, the project supports forecasted growth in based aircraft (from 112 in 2022 to 123 by 2027) and does not induce aviation activity beyond what was previously planned. Therefore, the project would not increase the existing risk to bird populations or other wildlife beyond current conditions associated with ongoing airport operations.

The site has been previously graded and developed; however, because it lies within the ancestral territory of the Gabrieleño Band of Mission Indians – Kizh Nation, AB 52 consultation determined that there is a high potential for unrecorded tribal cultural resources to be present beneath the modern infrastructure. While no ground-disturbing activities are proposed in undisturbed natural areas, subsurface excavation could encounter buried cultural resources or human remains. To avoid or substantially lessen potential impacts to such resources, the project will implement Mitigation Measures TCR-1 through TCR-4, which require the retention of a qualified Kizh Nation tribal monitor during all ground-disturbing activities, cultural sensitivity training, procedures for unanticipated discovery of tribal cultural resources, and coordination with the Kizh Nation and the MLD in the event of discovery of human remains. With these measures in place, the project would not eliminate important examples of California history or prehistory, and impacts would be less than significant.

In addition, the site contains remediation and monitoring wells managed under DTSC oversight.

As discussed in Sections 4.9(d) and 4.10(a–e), construction of the hangars will require CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
57 coordination with DTSC, Northrop Grumman, and CDM Smith to ensure that well conversion, abandonment, or relocation does not truncate ongoing groundwater remediation efforts. These protections are addressed through Mitigation Measure HAZ-1. With implementation of Mitigation Measure HAZ-1 and Mitigation Measures TCR-1 through TCR-4, the project would not eliminate important examples of California history or prehistory, nor interfere with environmental remediation efforts. Therefore, impacts would be less than significant with mitigation incorporated.
b. Does the project have impacts that are individually limited, but cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects.)
Less than Significant with Mitigation Incorporated. The proposed project at Hawthorne Municipal Airport would not result in impacts that are cumulatively considerable when viewed in connection with past, present, and probable future projects in the surrounding area. Most potential impacts associated with the project are expected to occur during the construction phase, including temporary increases in noise, air emissions, and vibration from equipment and vehicle operations, as well as minor disruptions to traffic flow and local infrastructure. These impacts will be minimized through the implementation of BMPs and adherence to regulatory requirements, including compliance with the 2022 CGP and SCAQMD Rule 403 for fugitive dust control.

When considered alongside past and ongoing projects at the airport, such as hangar upgrades, maintenance work, and infrastructure improvements, the incremental contribution of this project to cumulative impacts remains limited. Additionally, large-scale regional projects such as the Metro C Line Extension to Torrance and the LAX Automated People Mover are not expected to have cumulative environmental impacts with the Hawthorne Airport Hangars Project due to differences in location, scope, and construction schedules.

However, cumulative impacts must also account for site-specific issues related to hazardous materials remediation and tribal cultural resources. Construction of the new hangars will affect DTSC-managed remediation wells, and without safeguards, could truncate groundwater cleanup efforts. This issue is addressed through Mitigation Measure HAZ-1 (Remediation Well Protection, Conversion, and Coordination). In addition, because the site lies within the ancestral territory of the Gabrieleño Band of Mission Indians – Kizh Nation, ground disturbance could encounter tribal cultural resources or human remains. This potential cumulative impact is addressed through Mitigation Measures TCR-1 through TCR-4 which require tribal monitoring, cultural sensitivity training, discovery procedures, and coordination with the Kizh Nation and the MLD.

With implementation of Mitigation Measure HAZ-1 and Mitigation Measures TCR-1 through TCR-4, the project would not make a cumulatively considerable contribution to environmental impacts when viewed in connection with other projects. Therefore, impacts would be less than significant with mitigation incorporated.
c. Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly?
Less than Significant with Mitigation Incorporated. The proposed project is not expected to introduce new elements that would directly or indirectly cause substantial adverse effects on human beings. The project primarily involves the construction of new hangars and associated infrastructure improvements at Hawthorne Municipal Airport, which will enhance operational efficiency and safety. During construction, temporary environmental effects such as air quality impacts, noise, and vibration will occur but will be minimized through best management CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
58 practices, compliance with SCAQMD Rule 403 for dust control, and adherence to the City of Hawthorne’s Municipal Code noise standards.

In addition, construction of the hangars will affect DTSC-managed remediation wells. Without safeguards, well abandonment, conversion, or relocation could truncate ongoing remediation efforts, potentially prolonging or worsening groundwater contamination and creating a public health concern. This issue is addressed through Mitigation Measure HAZ-1, which requires DTSC approval of all well modifications to ensure the groundwater cleanup program continues to protect human health. The project site is also located within an area of high tribal cultural resource sensitivity, and subsurface disturbance could encounter previously unrecorded cultural materials or human remains. Mitigation Measures TCR-1 through TCR-4 require the presence of a qualified Kizh Nation tribal monitor, cultural sensitivity training, procedures for the unanticipated discovery of tribal cultural resources, and compliance with state law regarding human remains, thereby avoiding adverse cultural or social impacts on tribal members and the broader community.

Once operational, the project will improve workplace conditions for airport employees by providing modern, safer facilities that meet current building and safety codes. With compliance with federal, state, and local environmental regulations, and with implementation of Mitigation Measure HAZ-1 and Mitigation Measures TCR-1 through TCR-4, the project would not cause substantial adverse effects on human beings. Therefore, impacts would be less than significant with mitigation incorporated.

5.0 Mitigated Negative Declaration (ND)
The following MND highlights potentially significant impacts, if any, to surrounding environments and any required conditions of approval for the processing of this proposal.

5.1 Introduction
Project Title:

Hawthorne Airport Hangars Development Project
Lead Agency Address:

City of Hawthorne – Airport Division
12101 Crenshaw Boulevard, Suite 300
Hawthorne, CA 90250
Project Sponsor and Address:

City of Hawthorne – Airport Division
12101 Crenshaw Boulevard, Suite 300
Hawthorne, CA 90250
Existing General Plan Designation and Zoning:

Airport Master Plan zoning classification – City of Hawthorne Project Description:

The proposed project involves the phased demolition of outdated structures and the construction of 13 new aviation hangars at four distinct locations within the boundaries of Hawthorne Municipal Airport. The hangars will accommodate private aircraft and aviationrelated businesses, and support aviation operations. The project includes associated CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
59 improvements such as new taxiways, parking areas, utilities, grading, stormwater management infrastructure, and erosion control measures.

Location of Project:

The project is located entirely within Hawthorne Municipal Airport, also known as Jack Northrop Field, at 12101 Crenshaw Boulevard, Hawthorne, California 90250.

5.2 Findings
The City of Hawthorne, as the Lead Agency for the Hawthorne Airport Hangars Project, has reviewed the proposed project’s environmental effects pursuant to the California Environmental Quality Act. Based on the information and analysis presented in the Initial Study, the City finds that:
• The proposed project would not have a significant effect on the environment. • All potential environmental impacts are either less than significant or have been reduced to a less than significant level through the incorporation of standard regulatory compliance measures, design features, best management practices, and mitigation measures.
• The project does not trigger any of the conditions that would require preparation of an Environmental Impact Report (EIR) under CEQA Guidelines Section 15064. • Although the project site is listed pursuant to Government Code § 65962.5 due to historical contamination and existing remediation wells, DTSC has determined that some wells within the hangar footprints must be converted, abandoned, or relocated. To ensure that these activities do not truncate ongoing groundwater cleanup efforts, Mitigation Measure HAZ-1 requires coordination with DTSC, Northrop Grumman, and CDM Smith to confirm that well modifications are protective of long-term remediation goals and human health.
• Because the site lies within the ancestral territory of the Gabrieleño Band of Mission Indians – Kizh Nation, there is a high potential for unrecorded tribal cultural resources beneath modern infrastructure. Mitigation Measures TCR-1 through TCR-4 require cultural sensitivity training, the presence of a tribal monitor during ground-disturbing activities, procedures for unanticipated discoveries, and compliance with state law in the event of human remains, thereby ensuring that potential impacts to tribal cultural resources are reduced to less than significant.
• The project will comply with the Construction General Permit (Order 2022-0057-DWQ) and prepare and implement a SWPPP, ensuring erosion control, sediment containment, and stormwater quality protection during construction.
• The project is consistent with all applicable plans, policies, and regulations adopted to reduce environmental effects, including the General Plan, zoning ordinance, the Air Quality Management Plan (AQMP), and other regional and local standards. • With implementation of required mitigation, no substantial adverse effects on scenic resources, historical or archaeological resources, biological or cultural resources, or tribal cultural resources are expected.
• Construction and operational noise and vibration levels would remain below established thresholds, particularly for adjacent sensitive land uses such as nearby residential zones and Zela Davis Elementary School.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
60 • The proposed project does not have the potential to significantly degrade environmental quality, reduce wildlife habitats, cause fish or wildlife population declines, eliminate plant or animal communities, or reduce the number or restrict the range of rare or endangered plants or animals.

5.3 Determinations
(To be completed by the Lead Agency)
The environmental factors checked below would be potentially affected by this proposed project, as indicated by the checklist below. Potentially Affected Environmental Factors:
☐Aesthetics □Agriculture/Forestry
Resources
□Air Quality
☐Biological Resources ☒ Cultural Resources □Energy
□Geology/Soils □Greenhouse Gas Emissions
☒ Hazards & Hazardous
Materials
□Hydrology/Water Quality □Land Use/Planning □Mineral Resources ☐Noise □Population/Housing □Public Services
☐Recreation □Transportation ☒Tribal Cultural Resources
☐Utilities/Service Systems □Wildfire
☒ Mandatory Findings of
Significance
On the basis of this initial evaluation:
☐ I find that the proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared.
☒ I find that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared.
☐ I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required.
☐ I find that the proposed project MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
61 ☐ I find that although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier Environmental Impact Report (EIR) or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required.

X
Michael del Campo
City of Burbank Parks & Recreation
X
Date

Contact Name
City of Hawthorne
Date
CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
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CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
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Hawthorne Airport Hangars Project
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SCAQMD, 2023, www.aqmd.gov/home/rules-compliance/ceqa/air-quality-analysishandbook/air-quality-significance-thresholds.

South Coast Air Quality Management District (SCAQMD). CEQA Air Quality Handbook. SCAQMD, 1993, www.aqmd.gov/home/rules-compliance/ceqa/air-quality-analysis-handbook.

South Coast Air Quality Management District (SCAQMD). Final 2022 Air Quality Management Plan (AQMP). SCAQMD, 2022, www.aqmd.gov/home/air-quality/clean-air-plans/airquality-mgt-plan.

South Coast Air Quality Management District (SCAQMD). Greenhouse Gas Significance Thresholds for CEQA. SCAQMD, 2024, www.aqmd.gov/home/rulescompliance/ceqa/air-quality-analysis-handbook/ghg-significance-thresholds.

South Coast Air Quality Management District (SCAQMD). Rule 402 – Nuisance Odors. SCAQMD, 2024, www.aqmd.gov/docs/default-source/rule-book/reg-iv/rule-402.pdf.

South Coast Air Quality Management District (SCAQMD). Rule 403 – Fugitive Dust Control.

SCAQMD, 2024, www.aqmd.gov/docs/default-source/rule-book/reg-iv/rule-403.pdf.

Southern California Association of Governments (SCAG). Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). SCAG, 2024, www.scag.ca.gov.

Uniform Building Code (UBC). Expansive Soil Guidelines (Table 18-1-B). 1994 Edition, International Conference of Building Officials (ICBO).

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
65 United States Army Corps of Engineers (USACE). Section 404 Clean Water Act Permitting and Wetland Protection. USACE, 2024, www.usace.army.mil/Missions/Regulatory.

United States Department of Agriculture (USDA), Natural Resources Conservation Service (NRCS).

Soil Survey of Los Angeles County, California. USDA, 2024, websoilsurvey.sc.egov.usda.gov.

United States Department of Transportation (DOT). Hazardous Materials Regulations (49 CFR Parts 171-180). DOT, 2024, www.transportation.gov.

United States Geological Survey (USGS). Earthquake Hazard Maps and Seismic Design Data.

USGS, 2024, earthquake.usgs.gov/hazards.

United States Fish and Wildlife Service (USFWS). Migratory Bird Treaty Act (MBTA) Compliance Guidance. USFWS, 2024, www.fws.gov/law/migratory-bird-treaty-act.

Initial Study (IS) Negative Declaration (ND)
Hawthorne Airport Hangars Project
Exhibits

Initial Study (IS) Negative Declaration (ND)
Hawthorne Airport Hangars Project
Appendix A
Site Visit Photo Log
Photo Log
Hawthorne Airport – CEQA
1 Photo 1: Photo 2:

Current fenceline boundary to the right –
Space X to the right of fence
Area of proposed southwest hangar
development. Facing east.

Photo 3: Photo 4:

Looking at aircraft within airport – fencline to
the right – runway to the left
Area of proposed southwest hangar
development. Facing west.

Hawthorne Airport
Photo Log
Hawthorne Airport – CEQA
2 Photo 5: Photo 6:

Area of proposed southeast hangar
development. Facing southwest.

Area of proposed southeast hangar
development. Facing south.

Photo 7: Photo 8:

Proposed southeast hangar development
location. Facing south towards Manufacturing
and industrial zone beyond fence.

Proposed southeast hangar development
location. Facing northwest towards two long
parallel hangars.

Hawthorne Airport
Photo Log
Hawthorne Airport – CEQA
3 Photo 9: Photo 10:

Area of proposed southeast hangar
development. Facing southeast.

Area of proposed southwest hangar
development. Facing southwest.

Photo 11: Photo 12:

Catch basin. Catch basin within proposed area for proposed southwest hangar development. Facing east.

Photo Log
Hawthorne Airport – CEQA
4 Hawthorne Airport
Photo 13: Photo 14:

Proposed area for southwest hangar
development. Facing west.

Proposed area for southeast hangar
development. Facing east.

Photo 15: Photo 16:

Eastern edge of proposed southwest hangar
development location. Facing south.

Proposed southwest hangar development
location. Facing west.

Hawthorne Airport
Photo Log
Hawthorne Airport – CEQA
5 Photo 17: Photo 18:

Proposed southwest hangar development
location. Facing west.

Fenceline – looking toward Spapce facilities
over fence
Photo 19: Photo 20:

Runway to the right, current fenceline to the
left
Car parking area within proposed southwest
hangar development area. Facing east.

Hawthorne Airport
Photo Log
Hawthorne Airport – CEQA
6 Photo 21: Photo 22:

Car parking area within proposed southwest
hangar development area. Facing south.

Center of proposed southwest hangar
development area. Facing southwest.

Photo 23: Photo 24:

Proposed northwest hangar development
area. Facing south.

Proposed northwest hangar development
area. Facing north towards Universal Hydrogen.

Hawthorne Airport
Photo Log
Hawthorne Airport – CEQA
7 Photo 25: Photo 26:

Proposed northwest hangar development
area. Facing northeast.

Proposed northwest hangar development
area. Facing west.

Photo 27: Photo 28:

Proposed northwest hangar development
area. Facing southwest.

Fire hydrant within proposed northwest hangar
development area. Facing north.

Photo Log
Hawthorne Airport – CEQA
8 Photo 29: Photo 30:

Utility box near proposed northwest hangar
development area and W 120th St.

Proposed northwest hangar development
area. Facing west towards Universal Hydrogen.

Photo 31: Photo 32:

Proposed northwest hangar development
area. Facing SW, Universal Hydrogen on right.

Proposed northwest hangar development
area. Facing North towards Universal Hydrogen.

Photo Log
Hawthorne Airport – CEQA
9 Photo 33: Photo 34:

Proposed northeast hangar development area.

Facing west.

Proposed northeast hangar development area.

Facing northwest.

Photo 35: Photo 36:

Proposed northeast hangar development
location. Facing north.

Photo Log
Hawthorne Airport – CEQA
10 Photo 37: Photo 38:

Existing hangar on northern portion of airport.

Facing east.

Air traffic control tower on northern portion of
airport. Facing east.

Photo 39: Photo 40:

Catch basin within proposed northeast hangar
development area. Facing southwest.

Proposed northeast hangar development area.

Facing east.

Photo Log
Hawthorne Airport – CEQA
11 Photo 41: Photo 42:

Proposed northeast hangar development area.

Facing east.

Utility cover.

Photo 43:

Proposed northeast hangar development area.

Facing east towards air traffic control tower.

CEQA IS Mitigated Negative Declaration
Hawthorne Airport Hangars Project
Appendix B
Tribal Notification Letters and Consultation
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 7, 2025
Gabrieleno Band of Mission Indians - Kizh Nation
Andrew Salas, Chairperson
P.O. Box 393
Covina, CA 91723
Dear Mr. Andrew Salas,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

To accommodate the new hangars, six existing buildings totaling 18,000 square feet will be demolished, including two outdated hangars and four non-aviation storage buildings. In addition to these demolitions, the project will also remove approximately 55,000 square feet of impervious surfaces, including concrete pads, asphalt pavement, outdated utilities, and storm drain systems. The demolition process will involve the removal of 91,400 square feet of concrete pavement up to six inches thick, 68,335 square feet of asphalt paving up to four inches thick, 23 light poles and foundations, and various site infrastructure elements such as curbs, bollards, chain-link fencing, and stormwater features.

The newly constructed hangars will vary in size, ranging from 2,500 to 25,300 square feet. Each hangar will be purpose-built to accommodate private aircraft, small jets, and aviation-related equipment, incorporating fire suppression systems, modern lighting, and energy-efficient designs.

Some hangars will also include office spaces and small workshops for aviation-related businesses. While the hangars will not serve as hazardous material storage facilities, standard aviation-related chemicals such as lubricants and cleaning agents will be handled in compliance with all environmental and safety regulations.

Construction activities for the hangars are scheduled to begin in June 2025. The project will be constructed in multiple phases, with completion expected by the end of 2028. The initial phase will focus on the demolition of existing structures, site preparation, and grading at all four locations. Following this, the seven southwest hangars will be constructed first due to their larger capacity and immediate operational need. The next phase will involve the construction of the four northeast hangars and the single northwest hangar, including access roads and landscaping improvements. The final phase will include the construction of the southeast hangar, as well as taxiway connections and parking areas. A variety of heavy machinery and equipment will be used throughout the project, including excavators, bulldozers, cranes, concrete mixers, dump trucks, loaders, backhoes, compactors, and asphalt pavers. These vehicles will support grading, demolition, material transport, site preparation, and taxiway construction.

Existing remediation wells on-site—CEW-04B, CEW-05B, and CEW-06B within the footprint of Hangar 42, as well as additional remediation wells located within Hangar 41—will remain in Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.
place and operational throughout construction to support ongoing site remediation efforts.

These wells, classified as EISB B Horizon extraction wells, are part of the Enhanced In-Situ Bioremediation (EISB) system. Coordination will be maintained with Advanced Air and project stakeholders to ensure continued accessibility to all wells during construction, including the protection or rerouting of any associated conveyance piping or infrastructure as needed.

Preferably, two of these wells (CEW-06 and CEW-04 or CEW-05) will be converted to monitoring wells, featuring smaller surface aircraft-rated covers of 8 to 12 inches in diameter, by the end of April 2026 or early May 2026. These converted wells would remain accessible for semi-annual sampling, subject to approval by the Department of Toxic Substances Control. This plan is contingent on the ability to abandon the wells in the future without the use of a drill rig. All three wells will be properly abandoned prior to the completion of the hangar. Northrop Grumman and CDM Smith will work with Advanced Air to coordinate and maintain access to all wells during construction and ensure protection of the wells located within the footprint of both Hangars 41 and 42 during construction.

To minimize air and water pollution, temporary soil erosion and sediment control measures will be installed before construction begins and maintained until all disturbed areas are stabilized. Best Management Practices will be implemented to ensure proper stormwater management and environmental protection. Quality assurance testing for grading and soil compaction will be conducted by the project owner, with any deficiencies corrected at the contractor’s expense.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Pavement construction for access roads, hangar aprons, and taxiway connections will involve the removal and replacement of existing pavement, application of emulsified asphalt tack coats, and strict adherence to joint offset requirements to maintain structural integrity. Any irregular or defective longitudinal joints will be cut and corrected before additional paving layers are applied. The geotechnical design for hangar foundations will be based on subsurface investigations and laboratory testing. Soil borings will be advanced to a depth of 10 feet, following ASTM standards, and all soils will be classified using the Unified Soil Classification System.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

Given the project's location and potential for ground-disturbing activities, we recognize the importance of engaging with your office early in the planning process. We respectfully request your input regarding cultural, historical, or archaeological resources that may be present within the project site. To ensure compliance with Assembly Bill 52 (PRC Section 21074) and other applicable regulations, we kindly request the opportunity to meet with your team to discuss any concerns and establish appropriate mitigation measures if necessary. We are available to provide project maps, environmental documents, and technical details and would appreciate the opportunity to discuss your concerns. Please let us know a convenient time for a consultation meeting.

We are reaching out to your organization as well as other tribal entities for this project, including:

Cahuilla Band of Indians
Address: 52701 CA Highway 371, Anza, CA 92539
Phone: (951) 763-2808
Website: https://cahuilla-nsn.gov/
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

Gabrielino/Tongva Nation of the Greater Los Angeles Basin Address: 106 ½ Judge John Aiso St #231, Los Angeles, CA 90012 Phone: (951) 807-0479
Website: http://www.gabrielino-tongva.com
Gabrielino Tongva Indians of California Tribal Council
Address: P.O. Box 490, Bellflower, CA 92581
Phone: (562) 761-6417
Website: N/A
Gabrieleno/Tongva San Gabriel Band of Mission Indians
Address: P.O. Box 693, San Gabriel, CA 91778
Phone: (626) 286-1262
Website: https://www.gabrieleno-nsn.us/
Gabrielino-Tongva Tribe
Address: 23454 Vanowen Street, West Hills, CA 91307
Phone: (310) 403-6048
Website: https://gabrielinotribe.org/
Santa Rosa Band of Cahuilla Indians
Address: P.O. Box 391820, Anza, CA 92539
Phone: (951) 659-2700
Website: https://santarosa-nsn.gov/
Soboba Band of Luiseno Indians
Address: P.O. Box 487, San Jacinto, CA 92581
Phone: (951) 663-5279
Website: https://www.soboba-nsn.gov/
Lead Agency Contact: Guido Fernandez
Airport Division
City of Hawthorne
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Project Sponsor’s Name and Address: Donny Sandusky
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Office: (310) 644-3344 Ext. 710
Cell: (310) 334-9736
Fax: (310) 644-9344
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

CEQA Consultant: Jennifer J. Walker - Watearth Inc.,
3371 Glendale Blvd, Ste 101
Los Angeles, CA 90039
[email protected]
510.529.5552
Sincerely,
Jennifer J. Walker PE, D.WRE, ENV SP, CFM, QSD, LEED AP BD+C President, Watearth Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 2, 2025
Gabrieleno/Tongva San Gabriel Band of Mission Indians
Anthony Morales, Chairperson
P.O. Box 693
San Gabriel, CA 91778
Dear Mr. Anthony Morales,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

We are reaching out to your organization as well as other tribal entities for this project, including:

Gabrielino/Tongva Nation of the Greater Los Angeles Basin Address: 106 ½ Judge John Aiso St #231, Los Angeles, CA 90012 Phone: (951) 807-0479
Website: http://www.gabrielino-tongva.com
Gabrieleño Band of Mission Indians – Kizh Nation
Address: P.O. Box 393, Covina, CA 91723
Phone: (626) 926-4131
Website: https://gabrielenoindians.org/
Gabrielino-Tongva Tribe
Address: 23454 Vanowen Street, West Hills, CA 91307
Phone: (310) 403-6048
Website: https://gabrielinotribe.org/
Gabrielino Tongva Indians of California Tribal Council
Address: P.O. Box 490, Bellflower, CA 92581
Phone: (562) 761-6417
Website: N/A
Santa Rosa Band of Cahuilla Indians
Address: P.O. Box 391820, Anza, CA 92539
Phone: (951) 659-2700
Website: https://santarosa-nsn.gov/
Soboba Band of Luiseno Indians
Address: P.O. Box 487, San Jacinto, CA 92581
Phone: (951) 663-5279
Website: https://www.soboba-nsn.gov/
Lead Agency Contact: Guido Fernandez
Airport Division
City of Hawthorne
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Project Sponsor’s Name and Address: Donny Sandusky
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Office: (310) 644-3344 Ext. 710
Cell: (310) 334-9736
Fax: (310) 644-9344
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 2, 2025
Gabrielino Tongva Indians of California Tribal Council
Robert Dorame, Chairperson
P.O. Box 490
Bellflower, CA 90707
Dear Mr. Robert Dorame,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

We are reaching out to your organization as well as other tribal entities for this project, including:

Gabrielino/Tongva Nation of the Greater Los Angeles Basin Address: 106 ½ Judge John Aiso St #231, Los Angeles, CA 90012 Phone: (951) 807-0479
Website: http://www.gabrielino-tongva.com
Gabrieleño Band of Mission Indians – Kizh Nation
Address: P.O. Box 393, Covina, CA 91723
Phone: (626) 926-4131
Website: https://gabrielenoindians.org/
Gabrieleno/Tongva San Gabriel Band of Mission Indians
Address: P.O. Box 693, San Gabriel, CA 91778
Phone: (626) 286-1262
Website: https://www.gabrieleno-nsn.us/
Gabrielino-Tongva Tribe
Address: 23454 Vanowen Street, West Hills, CA 91307
Phone: (310) 403-6048
Website: https://gabrielinotribe.org/
Santa Rosa Band of Cahuilla Indians
Address: P.O. Box 391820, Anza, CA 92539
Phone: (951) 659-2700
Website: https://santarosa-nsn.gov/
Soboba Band of Luiseno Indians
Address: P.O. Box 487, San Jacinto, CA 92581
Phone: (951) 663-5279
Website: https://www.soboba-nsn.gov/
Lead Agency Contact: Guido Fernandez
Airport Division
City of Hawthorne
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Project Sponsor’s Name and Address: Donny Sandusky
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Office: (310) 644-3344 Ext. 710
Cell: (310) 334-9736
Fax: (310) 644-9344
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 2, 2025
Gabrielino-Tongva Tribe
Charles Alvarez, Chairperson
23454 Vanowen Street
West Hills, CA, 91307
Dear Mr. Charles Alvarez,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

We are reaching out to your organization as well as other tribal entities for this project, including:

Gabrielino/Tongva Nation of the Greater Los Angeles Basin Address: 106 ½ Judge John Aiso St #231, Los Angeles, CA 90012 Phone: (951) 807-0479
Website: http://www.gabrielino-tongva.com
Gabrieleño Band of Mission Indians – Kizh Nation
Address: P.O. Box 393, Covina, CA 91723
Phone: (626) 926-4131
Website: https://gabrielenoindians.org/
Gabrielino Tongva Indians of California Tribal Council
Address: P.O. Box 490, Bellflower, CA 92581
Phone: (562) 761-6417
Website: N/A
Gabrieleno/Tongva San Gabriel Band of Mission Indians
Address: P.O. Box 693, San Gabriel, CA 91778
Phone: (626) 286-1262
Website: https://www.gabrieleno-nsn.us/
Santa Rosa Band of Cahuilla Indians
Address: P.O. Box 391820, Anza, CA 92539
Phone: (951) 659-2700
Website: https://santarosa-nsn.gov/
Soboba Band of Luiseno Indians
Address: P.O. Box 487, San Jacinto, CA 92581
Phone: (951) 663-5279
Website: https://www.soboba-nsn.gov/
Lead Agency Contact: Guido Fernandez
Airport Division
City of Hawthorne
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Project Sponsor’s Name and Address: Donny Sandusky
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Office: (310) 644-3344 Ext. 710
Cell: (310) 334-9736
Fax: (310) 644-9344
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 2, 2025
Cahuilla Band of Indians
Erica Schenk, Chairperson
52701 CA Highway 371
Anza, CA, 92539
Dear Ms. Erica Schenk,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

We are reaching out to your organization as well as other tribal entities for this project, including:

Gabrielino/Tongva Nation of the Greater Los Angeles Basin Address: 106 ½ Judge John Aiso St #231, Los Angeles, CA 90012 Phone: (951) 807-0479
Website: http://www.gabrielino-tongva.com
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

Gabrieleño Band of Mission Indians – Kizh Nation
Address: P.O. Box 393, Covina, CA 91723
Phone: (626) 926-4131
Website: https://gabrielenoindians.org/
Gabrielino Tongva Indians of California Tribal Council
Address: P.O. Box 490, Bellflower, CA 92581
Phone: (562) 761-6417
Website: N/A
Gabrieleno/Tongva San Gabriel Band of Mission Indians
Address: P.O. Box 693, San Gabriel, CA 91778
Phone: (626) 286-1262
Website: https://www.gabrieleno-nsn.us/
Gabrielino-Tongva Tribe
Address: 23454 Vanowen Street, West Hills, CA 91307
Phone: (310) 403-6048
Website: https://gabrielinotribe.org/
Santa Rosa Band of Cahuilla Indians
Address: P.O. Box 391820, Anza, CA 92539
Phone: (951) 659-2700
Website: https://santarosa-nsn.gov/
Soboba Band of Luiseno Indians
Address: P.O. Box 487, San Jacinto, CA 92581
Phone: (951) 663-5279
Website: https://www.soboba-nsn.gov/
Lead Agency Contact: Guido Fernandez
Airport Division
City of Hawthorne
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Project Sponsor’s Name and Address: Donny Sandusky
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Office: (310) 644-3344 Ext. 710
Cell: (310) 334-9736
Fax: (310) 644-9344
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 2, 2025
Santa Rosa Band of Cahuilla Indians
Steven Estrada, Tribal Chairman
P.O. Box 391820
Anza, CA, 92539
Dear Mr. Steven Estrada,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

We are reaching out to your organization as well as other tribal entities for this project, including:

Gabrielino/Tongva Nation of the Greater Los Angeles Basin Address: 106 ½ Judge John Aiso St #231, Los Angeles, CA 90012 Phone: (951) 807-0479
Website: http://www.gabrielino-tongva.com
Gabrielino-Tongva Tribe
Address: 23454 Vanowen Street, West Hills, CA 91307
Phone: (310) 403-6048
Website: https://gabrielinotribe.org/
Gabrieleño Band of Mission Indians – Kizh Nation
Address: P.O. Box 393, Covina, CA 91723
Phone: (626) 926-4131
Website: https://gabrielenoindians.org/
Gabrielino Tongva Indians of California Tribal Council
Address: P.O. Box 490, Bellflower, CA 92581
Phone: (562) 761-6417
Website: N/A
Gabrieleno/Tongva San Gabriel Band of Mission Indians
Address: P.O. Box 693, San Gabriel, CA 91778
Phone: (626) 286-1262
Website: https://www.gabrieleno-nsn.us/
Soboba Band of Luiseno Indians
Address: P.O. Box 487, San Jacinto, CA 92581
Phone: (951) 663-5279
Website: https://www.soboba-nsn.gov/
Lead Agency Contact: Guido Fernandez
Airport Division
City of Hawthorne
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Project Sponsor’s Name and Address: Donny Sandusky
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Office: (310) 644-3344 Ext. 710
Cell: (310) 334-9736
Fax: (310) 644-9344
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 2, 2025
Soboba Band of Luiseno Indians
Joseph Ontiveros, Tribal Historic Preservation Officer
P.O. Box 487
San Jacinto, CA, 92581
Dear Mr. Joseph Ontiveros,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

We are reaching out to your organization as well as other tribal entities for this project, including:

Gabrielino/Tongva Nation of the Greater Los Angeles Basin Address: 106 ½ Judge John Aiso St #231, Los Angeles, CA 90012 Phone: (951) 807-0479
Website: http://www.gabrielino-tongva.com
Gabrielino-Tongva Tribe
Address: 23454 Vanowen Street, West Hills, CA 91307
Phone: (310) 403-6048
Website: https://gabrielinotribe.org/
Gabrieleño Band of Mission Indians – Kizh Nation
Address: P.O. Box 393, Covina, CA 91723
Phone: (626) 926-4131
Website: https://gabrielenoindians.org/
Gabrielino Tongva Indians of California Tribal Council
Address: P.O. Box 490, Bellflower, CA 92581
Phone: (562) 761-6417
Website: N/A
Gabrieleno/Tongva San Gabriel Band of Mission Indians
Address: P.O. Box 693, San Gabriel, CA 91778
Phone: (626) 286-1262
Website: https://www.gabrieleno-nsn.us/
Santa Rosa Band of Cahuilla Indians
Address: P.O. Box 391820, Anza, CA 92539
Phone: (951) 659-2700
Website: https://santarosa-nsn.gov/
Lead Agency Contact: Guido Fernandez
Airport Division
City of Hawthorne
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Project Sponsor’s Name and Address: Donny Sandusky
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Office: (310) 644-3344 Ext. 710
Cell: (310) 334-9736
Fax: (310) 644-9344
Letter for Tribal Consultation
Proposed Hawthorne Municipal Airport
Hangar Development Project
© Watearth, Inc. 2025. Do Not Copy.

April 2, 2025
Gabrielino/Tongva Nation
Sandonne Goad, Chairperson
106 ½ Judge John Aiso St., #231
Los Angeles, CA 90012
Dear Ms. Sandonne Goad,
Hawthorne Municipal Airport (Jack Northrop Field) is proposing the Hawthorne Municipal Airport Hangar Development Project, which aims to enhance aviation operations by constructing 13 new hangars across four designated locations within the airport. The project is designed to increase storage capacity for private aircraft, improve operational efficiency, and support the airport’s long-term growth. The hangars will be distributed throughout the airport, with seven in the southwest section, one in the southeast section, four in the northeast section, and one in the northwest section.

The project will also comply with local, state, and federal environmental regulations, ensuring that construction activities adhere to strict pollution prevention.

Logs of pavement cores will be prepared, detailing thickness, material composition, and structural characteristics to ensure long-term foundation stability.

We are reaching out to your organization as well as other tribal entities for this project, including:

Andrew Salas, Chairman Nadine Salas, Vice-Chairman Dr. Christina Swindall Martinez, Secretary Mike Jesus Lemos, Treasurer I Samantha Lemos, Treasurer II Richard Gradias, Chairman of the council of Elders PO Box 393 Covina, CA 91723 www.gabrielenoindians.org
[email protected]
GABRIELEÑO BAND OF MISSION INDIANS - KIZH NATION
Historically known as The San Gabriel Band of Mission Indians recognized by the State of California as the aboriginal tribe of the Los Angeles basin
Tuesday, July 8, 2025
Guido Fernandez
Airport Manager
Hawthorne Municipal Airport
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
(310) 349-1636
[email protected]
Subject: Formal Request for Government-to-Government Consultation – Hawthorne Municipal Airport Hangar Development Project
Dear Guido Fernandez,
On behalf of the Gabrieleno Band of Mission Indians Kizh Nation, I am formally requesting government-togovernment consultation with the City of Los Angeles pursuant to Assembly Bill 52 (AB 52) and the California Environmental Quality Act (CEQA) regarding the proposed Hawthorne Municipal Airport Hangar Development Project. Our tribe has ancestral and cultural ties to this area, and we are concerned that the project may impact Tribal Cultural Resources (TCRs) within our traditional territory.

Under AB 52, lead agencies are required to engage in meaningful government-to-government consultation with our tribe who is ancestrally and culturally affiliated with the project area when the project undergoes CEQA review, in accordance with the law.

We request that formal consultation be initiated within the required timeframe, and we are prepared to meet at your earliest convenience. Please confirm receipt of this request and provide available dates for an initial consultation meeting.

For scheduling or further discussion, please contact me at [email protected] or (844) 390 - 0787.

We appreciate your commitment to ensuring compliance with AB 52 and protecting the cultural heritage of our tribal community. Please Note: AB 52, “consultation” shall have the same meaning as provided in SB 18 (Govt. Code Section 65352.4).

Best regards,
Hereditary Chief Andrew Salas
Gabrieleño Band of Mission Indians–Kizh Nation

Andrew Salas, Chairman Nadine Salas, Vice-Chairman Dr. Christina Swindall Martinez, Secretary Mike Jesus Lemos, Treasurer I Samantha Lemos, Treasurer II Richard Gradias, Chairman of the council of Elders PO Box 393 Covina, CA 91723 www.gabrielenoindians.org
[email protected]
GABRIELEÑO BAND OF MISSION INDIANS - KIZH NATION
Historically known as The San Gabriel Band of Mission Indians recognized by the State of California as the aboriginal tribe of the Los Angeles basin
Thursday, July 17, 2025
Guido Fernandez
Airport Manager
City of Hawthorne
12101 Crenshaw Blvd. Ste. 300
Hawthorne, CA 90250
[email protected]
Subject: Tribal Cultural Resource Consultation – Historical and Substantial Evidence for Proposed Hawthorne Municipal Airport Hangar Development Project
Dear Guido Fernandez,
On behalf of the Gabrieleño Band of Mission Indians – Kizh Nation, the undersigned submits this formal response regarding the proposed project in the vicinity of Hawthorne Municipal Airport. This area lies within our documented ancestral territory and demands a thorough cultural resource sensitivity assessment pursuant to AB52 and CEQA requirements.

The project location falls within the sovereign and cultural landscape of the Kizh Nation, the original inhabitants of the Los Angeles Basin. Long before European colonization, this area was home to complex and thriving Kizh settlements, ceremonial landscapes, and environmental stewardship practices. The Kizh (historically referred to as “Gabrieleno” by Spanish colonists) have occupied these lands for thousands of years — a fact supported by linguistic, ethnographic, archaeological, and oral traditional records.

The Kizh people built semi-permanent villages, crafted tule reed dwellings and watercraft, and maintained a reciprocal relationship with the land. Their ecological knowledge shaped land management, seasonal gathering, and sustainable harvesting methods throughout the region. The Hawthorne area specifically, situated along flat alluvial plains and adjacent to natural watercourses, was a highly suitable location for permanent habitation, gathering, and travel.

Village Location, Natural Resources, and Lifeways
Near the project area stood the ancestral Kizh village of Sa’angna, one of the major settlements situated near the Inglewood area. Sa’angna, along with nearby villages such as Waachnga and ‘Ongoovanga, formed a network of interdependent communities linked by trade, family ties, and ceremonial traditions.

The region was abundant in natural resources. Waterways such as Centinela Creek, Dominguez Slough, and their now-altered tributaries once coursed through the landscape, providing fresh water, tule reeds, fish, amphibians, and migratory waterfowl.

This region also lay along a portion of the ancient Salt Trail, a significant Indigenous trade route connecting Yaangna (the central village near today’s El Pueblo de Los Ángeles) to the Pacific coastline and the sacred bluffs of Palos Verdes. The trail passed through what is now Hawthorne, Lawndale, and El Segundo, used for generations by the Kizh people to transport sea salt, dried fish, abalone, olivella shell beads, asphaltum, and ceremonial items inland. The Salt Trail was not simply a utilitarian path — it was a spiritual and economic artery, deeply embedded in Kizh cosmology and kinship traditions.

The presence of this trail and its convergence with vital natural waterways underscores the cultural richness of this landscape. Although the surface may today appear urbanized, the soil beneath holds the potential for immense archaeological and cultural significance.

Spanish History and Land Grant Overlays
With the arrival of Spanish colonizers in the late 1700s, the Kizh were violently displaced from their land and lifeways. The construction of Mission San Gabriel (1771) marked the beginning of systematic efforts to absorb Indigenous populations into the mission system. The Kizh people were enslaved, converted under duress, and forced to abandon their ancestral villages. The coastal region around presentday Hawthorne was directly affected by the expanding reach of the mission system.

In the post-colonial era, this same region became part of the Mexican land grant system. Specifically, the Rancho Sausal Redondo was granted in 1837 to Antonio Ygnacio Ávila and encompassed the present-day cities of Hawthorne, El Segundo, Lawndale, and parts of Manhattan Beach. These ranchos were built directly atop ancestral Kizh homelands — erasing native land tenure in the eyes of colonial governments but never severing the Kizh people’s ties to place.

The forced transition from mission to rancho further disrupted Kizh territory, but the village memory, place names, and traditional boundaries remain intact in our oral and genealogical histories.

Archaeological Context and Sensitivity
Archaeological evidence across the greater Los Angeles Basin — and particularly in neighboring areas such as El Segundo, Inglewood, and LAX — supports the presence of prehistoric cultural resources including habitation sites, shell middens, cremation pits, lithic scatters, mortars, and human burials. For example, excavations during infrastructure expansion at LAX in the 1980s revealed culturally rich and intact archaeological deposits less than two miles from the current project area.

Due to the shallow sediment layers and low development depths in the region, subsurface materials may remain undisturbed beneath modern infrastructure. This is especially true along ancient travel corridors and near former riparian zones — exactly where this project is situated. Therefore, any excavation, grading, or trenching activity near Hawthorne Airport carries a high likelihood of intersecting unrecorded tribal cultural resources, including ancestral remains and funerary items protected under CEQA and the Public Resources Code.

1. Tribal Monitoring – A certified Kizh Nation tribal monitor must be onsite during all grounddisturbing activities, including grading, excavation, boring, trenching, and soil testing.

2. Cultural Sensitivity Training – Pre-construction training must be provided to all project personnel by the Kizh Nation, detailing the importance of the site and appropriate procedures for inadvertent discoveries.

3. Implementation of Kizh Nation Mitigation Measures – In order to safeguard any tribal cultural resources that may be encountered during ground-disturbing activities, we respectfully request that the City of Hawthorne adopt and incorporate the Kizh Nation’s specific mitigation measures.

These measures have been meticulously developed to reflect our Tribe’s unique historical, cultural, and ancestral relationship to the land and are essential to upholding the integrity of our sacred sites. Their implementation is also critical for ensuring compliance with AB 52 consultation obligations and cultural resource protection standards under CEQA.

The Gabrieleño Band of Mission Indians – Kizh Nation remains committed to working collaboratively with your agency and all project stakeholders to protect and preserve our tribal cultural heritage. We are not a consulting party by invitation — we are the original people of this land and demand that our sovereignty and history be recognized accordingly.

Please consider this letter a formal request for consultation under AB 52 and a statement of the required mitigation measures that must be implemented. We look forward to ensuring that any development in this culturally sensitive area proceeds with the respect, oversight, and protections that our history demands.

Respectfully,
Hereditary Chief Andrew Salas
Gabrieleño Band of Mission Indians–Kizh Nation
GABRIELEÑO BAND OF MISSION
INDIANS – KIZH NATION
California State Recognized Aboriginal Tribe of the Los Angeles Basin (Historically known as the Gabrieleño Tribal Council - San Gabriel Band of Mission Indians)

Hawthorne Municipal Airport Hangar Development Project

GABRIELENO BAND OF MISSION INDIANS – KIZH NATION - PROPOSED TCR MITIGATION MEASURES TCR-1: Retain a Native American Monitor Prior to Commencement of Ground-Disturbing Activities A. The project applicant/lead agency shall retain a Native American Monitor from or approved by the Gabrieleño Band of Mission Indians – Kizh Nation. The monitor shall be retained prior to the commencement of any “ground-disturbing activity” for the subject project at all project locations (i.e., both on-site and any off-site locations that are included in the project description/definition and/or required in connection with the project, such as public improvement work). “Grounddisturbing activity” shall include, but is not limited to, demolition, pavement removal, potholing, auguring, grubbing, tree removal, boring, grading, excavation, drilling, and trenching.

B. A copy of the executed monitoring agreement shall be submitted to the lead agency prior to the earlier of the commencement of any ground-disturbing activity, or the issuance of any permit necessary to commence a ground-disturbing activity.

C. The monitor will complete daily monitoring logs that will provide descriptions of the relevant ground-disturbing activities, the type of construction activities performed, locations of grounddisturbing activities, soil types, cultural-related materials, and any other facts, conditions, materials, or discoveries of significance to the Tribe. Monitor logs will identify and describe any discovered TCRs, including but not limited to, Native American cultural and historical artifacts, remains, places of significance, etc., (collectively, tribal cultural resources, or “TCR”), as well as any discovered Native American (ancestral) human remains and burial goods. Copies of monitor logs will be provided to the project applicant/lead agency upon written request to the Tribe.

D. On-site tribal monitoring shall conclude upon the latter of the following (1) written confirmation to the Kizh from a designated point of contact for the project applicant/lead agency that all ground-disturbing activities and phases that may involve ground-disturbing activities on the project site or in connection with the project are complete; or (2) a determination and written notification by the Kizh to the project applicant/lead agency that no future, planned construction activity and/or development/construction phase at the project site possesses the potential to impact Kizh TCRs.

TCR-2: Unanticipated Discovery of Tribal Cultural Resource Objects (Non-Funerary/Non-Ceremonial) A. Upon discovery of any TCRs, all construction activities in the immediate vicinity of the discovery shall cease (i.e., not less than the surrounding 50 feet) and shall not resume until the discovered TCR has been fully assessed by the Kizh monitor and/or Kizh archaeologist. The Kizh will recover and retain all discovered TCRs in the form and/or manner the Tribe deems appropriate, in the Tribe’s sole discretion, and for any purpose the Tribe deems appropriate, including for educational, cultural and/or historic purposes.

TCR-3: Unanticipated Discovery of Human Remains and Associated Funerary or Ceremonial Objects A. Native American human remains are defined in PRC 5097.98 (d)(1) as an inhumation or cremation, and in any state of decomposition or skeletal completeness. Funerary objects, called associated grave goods in Public Resources Code Section 5097.98, are also to be treated according to this statute.

B. If Native American human remains and/or grave goods are discovered or recognized on the project site, then Public Resource Code 5097.9 as well as Health and Safety Code Section 7050.5 shall be followed.

C. Human remains and grave/burial goods shall be treated alike per California Public Resources Code section 5097.98(d)(1) and (2).

D. Preservation in place (i.e., avoidance) is the preferred manner of treatment for discovered human remains and/or burial goods.

E. Any discovery of human remains/burial goods shall be kept confidential to prevent further disturbance.

PLEASE NOTE THE FOLLOWING:

Any/all revisions to the Kizh’s proposed TCR mitigations set forth above must be requested in writing, and not more than ten (30) calendar days from the date that we consulted on the subject Project so that we can conclude consultation. Requested revisions shall be delivered to the Kizh via email at [email protected], and in a Word document, redline format. Please include as the email subject: “REQUEST FOR MITIGATION REVISIONS,” and identify the project name and location/address. If revisions are not requested within 10 calendar days of consultation, the Kizh’s proposed mitigations are presumed accepted as proposed (i.e., as set forth above). The laws preserving the confidentiality of Native
The laws preserving the confidentiality of Native
American documents and records prohibits the inclusion of any information about the location of Native American artifacts, sites, sacred lands, or any other information that is exempt from public disclosure pursuant to the Public Records Act. (Cal. Code Regs. § 15120(d) Rocklin (2011) 197 Cal.App.4th 200, at p. 220. Please be advised that these protective mitigation measures are property of the KIZH Nation Tribal government and no other entity or Tribal government nor should they be utilized for any other Tribal government or entity and are protected under the AB52 confidentiality act Thank you for your anticipated cooperation.
1 Lee Vella
From: Caceres, David <[email protected]>
Sent: Friday, November 21, 2025 4:32 PM
To: [email protected]
Cc: [email protected]
Subject: FW: RE: Resend -- Fw: Hawthorne Airport - Kizh Nation Dear Sir:

I am following up with my email below.

City staff reviewed your letter, dated July 17, 2025, and compared the requested mitigation measures with those measures identified in the City’s MND. Specifically, we found that you requested “cultural sensitivity training” that was not included in the City’s MND; as a result, the City is now going to modify the proposed mitigation measures to include such training.

We hope that the above now addresses all of your concerns. If not, please respond by midday on Tuesday, November 25, 2025. If the City does not hear from you, it will conclude that that consultation has concluded pursuant to Public Resources Code Sec. 21080.3.2(b)(2).

Yours,
David
From: Caceres, David
Sent: Tuesday, November 18, 2025 1:55 PM
To: '[email protected]' <[email protected]> Cc: '[email protected]' <[email protected]>; kara@grant‐law.net Subject: FW: RE: Resend ‐‐ Fw: Hawthorne Airport ‐ Kizh Nation Dear Sir:

My name is David Caceres, and I currently serve as the Interim City Attorney for the City of Hawthorne (“City”).

In the past few days, I have attempted to contact your legal counsel, but to no avail. (She’s copied on this email.) I am writing to you now in response to news articles written by Ms. Dizike. Please know that the City (as Lead Agency) remains committed to ensuring that the mitigation measures previously requested by Ms. Grant are in fact accomplished. To the best of my knowledge, they are now set forth within the City’s MND, which is set for a public hearing on December 9, 2025.

To the extent that you disagree with any of the above, please do not hesitate to let me know. I will endeavor to remedy your concerns.

Yours,
David
2 From: [email protected] <[email protected]> Sent: Tuesday, November 18, 2025 8:25 AM
To: Caceres, David <[email protected]>
Subject: Re: RE: Resend ‐‐ Fw: Hawthorne Airport ‐ Kizh Nation ATTENTION: This email originated from outside of the City of Hawthorne's email system. Do not click links or open attachments unless you fully recognize the sender and know the content is safe.

Good morning David.

Hmm. I hope Kara's health is ok. You might try reaching out to Andrew Salas, the Hereditary Chief for the Kizh Nation. I spoke with both Andrew and Kara for the feautre. Andrew is the party that issued the July 8 and July 17 letters included in the MND.

Andrew Salas - Phone: (626)926-4131 / Email: [email protected]

My best,

Cind Dizike
Investigative Journalist | Feature Writer
SoCalNewswire -delivers original news features & press releases directly to local journalists and media outlets for publication.

[email protected] | (818)389-3141 | Editors: [email protected]

Sent: Monday, November 17, 2025 at 2:49 PM
From: "Caceres, David" <[email protected]>
To: "[email protected]" <[email protected]> Subject: RE: Resend -- Fw: Hawthorne Airport - Kizh Nation Hi Cind,

Happy Monday!

I just wanted you to know that I’ve made two attempts to Chief Salas’ legal counsel and I have not heard back from her.

Yours,

David

From: [email protected] <[email protected]> Sent: Friday, November 14, 2025 7:57 PM
To: Caceres, David <[email protected]>; [email protected] Subject: Resend -- Fw: Hawthorne Airport - Kizh Nation

3 ATTENTION: This email originated from outside of the City of Hawthorne's email system. Do not click links or open attachments unless you fully recognize the sender and know the content is safe.

Second send. David - I sent to .com instead of .org. Sorry!! ------
Hi David and Kara.

David, it was a pleasure speaking with you today.

Kara, David Caceras is the City of Hawthorne's (interim) City Attorney. He would like to speak with you and help resolve any concerns the Kizh Nation may have over the Hawthorne Airport project. His cell is (424)337-3038.

David, attached please find the email issued from the airport manager dated July 29, 2025 that Hereditary Chief Andrew Salas requested I include in this communication. Mr. Salas emphasized that the letter conveys the city/airport "will not be retaining a tribal monitor to oversee teh project." I've also attached my copy of the feautre that was released. The newswire distributes to all major (and small) regional publications, as well as individual editors and journalists. Typically, we see a mix of outlets that either run the story verbatim or adapt it with attribution to their own outlet — both practices are permitted. Pickup can occur immediately or be delayed by several days or weeks, depending on the topic, its time sensitivity, and the editorial discretion of each publication.

May you both have a wonderful weekend!
Cind Dizike
Investigative Journalist | Feature Writer
SoCalNewswire -delivers original news features & press releases directly to local journalists and media outlets for publication.

[email protected] | (818)389-3141 | Editors: [email protected]

Initial Study (IS) Negative Declaration (ND)
Hawthorne Airport Hangars Project
Appendix C
Civil Design Plans
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W WV WV DMH WV TAXIWAY S TAXIWAY N
TWY H RUNWAY 7-25 W 120TH STREET
TWY G
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TWY D
TWY C
TWY B

TWY A ATCT
PRAIRIE AVENUE RUNWAY 7 END N=1794344.3380 E=6457569.5920 LAT: N033° 55' 20.89" LONG: W118° 20' 35.24" ELEV: 65.90' CP-1 N=1794262.3400 E=6458081.6600 LAT: N033° 55' 20.09" LONG: W118° 20' 29.16" ELEV: 63.70' CP-2 N=1794578.0500 E=6460009.0200 LAT: N033° 55' 23.28" LONG: W118° 20' 06.30" ELEV: 61.30' RUNWAY 25 END N=1794604.2780 E=6462446.3700 LAT: N033° 55' 23.62" LONG: W118° 19' 37.38" ELEV: 60.80' 24 23 22 21 35 36 37 38 39 40 41 42 43 Sheet No.

NOT FOR CONSTRUCTION ©2021 Scale Revisions Project No.
395 PARK PLACE LLC 2355 Northside Drive Suite 350 San Diego, California 92108 Phone: 619-296-9373 Fax: 619-296-0344 www.cscos.com C&S Engineers, Inc. GI101 OVERALL PROJECT GENERAL PLAN 150' GENERAL CONSTRUCTION NOTES 150 0 150 300FT. 1. THESE DRAWINGS HAVE BEEN PREPARED, IN PART, BASED UPON RECORD DRAWINGS AND/OR CAD FILES FURNISHED BY OTHERS. WHILE THIS INFORMATION IS BELIEVED TO BE RELIABLE, THOSE UTILIZING THE INFORMATION ON THESE DRAWINGS ARE ADVISED TO OBTAIN INDEPENDENT VERIFICATION OF ITS ACCURACY BEFORE USING IT FOR ANY PURPOSE. 2. EXISTING UTILITIES WERE TAKEN FROM PLANS OF RECORD. THEY HAVE BEEN SHOWN TO THE EXTENT KNOWN AND ARE OFFERED IN GOOD FAITH SOLELY FOR INFORMATIONAL PURPOSES. THEY MAY NOT REFLECT ACTUAL LOCATIONS AND MAY NOT BE INCLUSIVE. IT IS THE CONTRACTOR'S RESPONSIBILITY TO LOCATE ALL UTILITIES PRIOR TO THE START OF CONSTRUCTION. 3. THE ACTUAL LOCATION AND ELEVATION OF ALL UTILITIES SHALL BE FIELD VERIFIED BY THE CONTRACTOR PRIOR TO THE START OF CONSTRUCTION. 4. IN THE EVENT OF DAMAGE TO EXISTING UTILITIES OR CABLES, THE ENGINEER AND OWNER SHALL BE NOTIFIED IMMEDIATELY. 5. THE CONTRACTOR SHALL REPAIR ALL DAMAGE TO UTILITIES OR CABLES, AS DIRECTED BY THE ENGINEER, IMMEDIATELY AND AT THE CONTRACTOR'S EXPENSE. 6. ALL AREAS DISTURBED AS A RESULT OF THE CONTRACTOR'S STAGING AND CONSTRUCTION OPERATIONS SHALL BE RESTORED EQUAL TO OR BETTER THAN ORIGINAL CONDITION AT THE CONTRACTOR'S EXPENSE. 7. ALL DIRT, DUST, STONES AND LOOSE DEBRIS SHALL BE CONTINUOUSLY REMOVED FROM ALL PAVED SURFACES DURING THIS CONTRACT. 8. THIS CONTRACT DOES NOT ALLOW FOR PRICE INCREASES DUE TO ESCALATION IN COST OF UNIT BID ITEMS. THE CONTRACTOR SHALL TAKE THIS INTO CONSIDERATION WHEN PREPARING UNIT PRICES FOR BID. 9. THE OWNER RESERVES THE RIGHT TO ELIMINATE ANY ITEMS OF THE CONTRACT AND PERFORM THESE ITEMS WITH ITS FORCES AND MATERIALS. IT IS ESTIMATED THAT UP TO 8% OF THE PROJECT MAY BE COMPLETED BY THE OWNER. THE ITEMS TO BE COMPLETED BY THE OWNER WILL BE SPECIFIED PRIOR TO AWARD. 10. THE OWNER RESERVES THE RIGHT TO SALVAGE FENCE MATERIALS. THE MATERIAL TO BE SALVAGED IS IDENTIFIED IN THE SPECIFICATION. SALVAGED MATERIAL SHALL BE STOCKPILED AT A LOCATION DESIGNATED BY THE OWNER IN GOOD CONDITION.ALL OTHER FENCE MATERIAL SHALL BE SPOILED OFF AIRPORT PROPERTY AT A PROPER DISPOSAL SITE SELECTED BY THE CONTRACTOR. GRADING AND EXCAVATION NOTES 11. QUALITY ASSURANCE TESTS WILL BE MADE BY AND AT THE EXPENSE OF THE OWNER, UNLESS OTHERWISE NOTED. THE COST OF ALL FAILING TESTS SHALL BE BORNE BY THE CONTRACTOR. 12. THE EXACT LOCATIONS AND DIMENSIONS OF PAVEMENT TO BE RECONSTRUCTED SHALL BE DETERMINED BY THE ENGINEER DURING CONSTRUCTION. 13. ALL SPOIL SHALL BE DISPOSED OF OFF-SITE AT THE CONTRACTORS EXPENSE. 14. THE COMBINATION OF SILT/CLAY SOILS AND HIGH NATURAL MOISTURE CONTENTS CREATE THE POTENTIAL FOR LOSS OF STRENGTH UNDER REPETITIVE LOADINGS OR VIBRATION. THE CONTRACTOR SHOULD TAKE THESE FACTORS INTO CONSIDERATION WHEN SELECTING EQUIPMENT, METHODS AND MEANS FOR CONSTRUCTION OF THIS PROJECT, AS WELL AS HAULING EQUIPMENT THAT WILL OPERATE IN THE AREA THROUGHOUT CONSTRUCTION.ANY DAMAGE TO THE SUBGRADE CONDITION AS A RESULT OF CONSTRUCTION OPERATIONS SHALL BE RESTORED TO EQUAL OR BETTER THAN ORIGINAL CONDITION, AS DIRECTED BY THE ENGINEER AND ALL AT THE CONTRACTOR'S EXPENSE. 15. TEMPORARY AIR AND WATER POLLUTION, SOIL EROSION AND SILTATION CONTROL WORK PERFORMED FOR PROTECTION OF CONSTRUCTION AREAS OUTSIDE THE CONSTRUCTION LIMITS, SUCH AS BORROW AREAS AND WASTE AREAS, HAUL ROADS, EQUIPMENT AND MATERIAL STORAGE SITES, AND TEMPORARY PLANT SITES, WILL NOT BE MEASURED AND PAID FOR DIRECTLY BUT SHALL BE CONSIDERED AS A SUBSIDIARY OBLIGATION OF THE CONTRACTOR. 16. ALL SOIL EROSION AND SEDIMENT CONTROL DEVICES AND MATERIALS SHALL BE IN PLACE PRIOR TO BEGINNING EARTHWORK OPERATIONS AND SHALL BE MAINTAINED UNTIL THE NEW SLOPES ARE STABILIZED WITH SEEDING AND/OR SLOPE PROTECTION. SURVEY NOTES 17. ALL ELEVATIONS REFER TO NAVD 88 VERTICAL DATUM. COORDINATES REFER NAD 83 HORIZONTAL DATUM. 18. THE TOPOGRAPHIC FEATURES SHOWN HEREON WERE COMPILED FROM FIELD SURVEY PERFORMED BY GGI DATED AUGUST 25 2024. PAVING NOTES 19. THE CONTRACTOR'S ATTENTION IS DIRECTED TO ITEM P-101 "PREPARATION/REMOVAL OF EXISTING PAVMEMENTS" AS IT RELATES TO FILLING JOINTS AND CRACKS IN EXISTING PAVEMENT. A MIXTURE OF EMULSIFIED ASPHALT AND SAND IS REQUIRED TO FILL JOINTS AND CRACKS IN EXISTING PAVEMENT. ITEM P-605,"JOINT SEALING FILLER" WILL NOT BE ALLOWED. 20. EMULSIFIED ASPHALT TACK COAT, ITEM P-603, SHALL BE APPLIED PRIOR TO PLACING EACH LIFT OF PAVEMENT, UNLESS OTHERWISE DIRECTED BY THE ENGINEER. 21. TRANSVERSE JOINTS IN ONE COURSE SHALL BE OFFSET BY AT LEAST 10 FEET (3 M) FROM TRANSVERSE JOINTS IN THE PREVIOUS COURSE. TRANSVERSE JOINTS IN ADJACENT LANES SHALL BE OFFSET A MINIMUM OF 10 FEET (3 M). 22. THE LONGITUDINAL JOINT IN ONE COURSE SHALL OFFSET THE LONGITUDINAL JOINT IN THE COURSE IMMEDIATELY BELOW BY AT LEAST ONE FOOT (30 CM); HOWEVER, THE JOINT IN THE SURFACE TOP COURSE SHALL BE AT THE CENTERLINE OF CROWNED PAVEMENTS. 23. PROPOSED BITUMINOUS SURFACE COURSE TO BE INSTALLED IN PAVEMENT RECONSTRUCTION AREAS, SHALL BE SUBJECTED TO THE SAME MATERIAL ACCEPTANCE CRITERIA AS THE ASPHALT LEVELING COURSE. 24. LONGITUDINAL JOINTS WHICH HAVE BEEN LEFT EXPOSED FOR MORE THAN FOUR (4) HOURS; THE SURFACE TEMPERATURE HAS COOLED TO LESS THAN 175°F (80°C); OR ARE IRREGULAR, DAMAGED, UNCOMPACTED OR OTHERWISE DEFECTIVE SHALL BE CUT BACK WITH A CUTTING WHEEL OR PAVEMENT SAW A MAXIMUM OF 3 INCHES (75 MM) TO EXPOSE A CLEAN, SOUND, UNIFORM VERTICAL SURFACE FOR THE FULL DEPTH OF THE COURSE. ALL CUTBACK MATERIAL AND ANY LAITANCE PRODUCED FROM CUTTING JOINTS SHALL BE REMOVED FROM THE PROJECT. ASPHALT TACK COAT IN ACCORDANCE WITH P-603 SHALL BE APPLIED TO THE CLEAN, DRY JOINT PRIOR TO PLACING ANY ADDITIONAL FRESH ASPHALT AGAINST THE JOINT. THE COST OF THIS WORK SHALL BE CONSIDERED INCIDENTAL TO THE COST OF THE ASPHALT. MARKING NOTES 25. REMOVAL OF EXISTING MARKINGS SHALL BE IN ACCORDANCE WITH ITEM P-101. GEOTECHNICAL NOTES 26. BORINGS SHALL BE ADVANCED TO A CONTINUOUS DEPTH OF 10 FEET IN ACCORDANCE WITH ASTM D-1586. 27. LABORATORY COMPACTION TESTS SHALL BE PERFORMED IN ACCORDANCE WITH ASTM D-1557. 28. ALL SOILS SHALL BE CLASSIFIED ACCORDING TO THE UNIFIED SOIL CLASSIFICATION SYSTEM IN ADDITION TO VISUAL SOIL DESCRIPTIONS. 29. THE LABORATORY SHALL PROVIDE LOGS OF PAVEMENT CORES TO INCLUDE THICKNESS, MIX TYPE, AGGREGATE TYPE, MAXIMUM AGGREGATE SIZE, ETC. GENERAL NOTES LEGEND STORM DRAIN PIPE TOFA BRL SS SS E
E
X
X
X
X

X SANITARY SEWER PIPE UNDERGROUND ELECTRICAL CONDUIT FIRE WATER PIPE CHAIN LINK FENCE ELECTRICAL PULLBOX OR STRUCTURE CB AREA LIGHT POLE STORM DRAIN CATCH BASIN FIRE HYDRANT WATER VALVE BOLLARD OR POST AIRCRAFT TIE-DOWN ANCHOR TAXIWAY OBJECT FREE AREA BUILDING RESTRICTION LINE ASPHALT PAVEMENT REMOVAL CONCRETE PAVEMENT REMOVAL BUILDING AND FOUNDATION REMOVAL PROPOSED ASPHALT PAVEMENT PROPOSED CONCRETE PAVEMENT STORM DRAIN INLET PROTECTION SHEET FLOW ARROW GRAVEL BAG BARRIER PROTECTION STORM DRAIN CATCH BASIN CB SOUTHWEST HANGAR DEVELOPMENT SOUTHEAST HANGAR DEVELOPMENT NORTHWEST HANGAR DEVELOPMENT NORTHEAST HANGAR DEVELOPMENT E
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X DMH

W WV WV WV

W FH WV WV WVWV WV WV TV TV TV TV TV TV TV TV CO CO

G G SG CO CO

X VENT WV WV WV WV WV WV WV

WV WVWV WV WV WV WV WV

WV WV WV WV WV WV WV X CB CBCB CB CB TAXIWAY S

TAXIWAY E TAXIWAY N

TAXIWAY E

TAXIWAY F TAXIWAY F
TAXIWAY G TAXIWAY G RUNWAY 7-25 W 120TH STREET TAXIWAY S

TAXIWAY E TAXIWAY N

TAXIWAY E

TAXIWAY F TAXIWAY F
TAXIWAY G TAXIWAY G RUNWAY 7-25 W 120TH STREET ATCT Sheet No.

E X X X X X X X X X X X X X X X X X X X X X X X X X X X X X CB CB CB WVW WV CB WV BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E 1 2 2 3 3 4 4 5 5 5 5 6 6 6 6 7 7 7 7 8 8 9 10 10 10 1012 18 18 15 16 16 12 1614 14 17 17 17 15 17 17 19 19 19 19 19 19 19 20 20 20 20 21 21 2 21 21 21 21 12 12 12 12 22 22 5 23 TAXIWAY S VEHICLE SERVICE ROAD TAXIWAY E Sheet No.

MATCHLINE: SEE SHEET GX102 X KEYED NOTES 1. HANGAR BUILDING 2. STORAGE BUILDING OR STRUCTURE 3. AIRFIELD PROPERTY LINE 4. BUILDING RESTRICTION LINE 5. CONCRETE PAVEMENT 6. ASPHALT PAVEMENT 7. STORM DRAIN PIPE 8. STORM DRAIN CATCH BASIN 9. CONCRETE VALLEY GUTTER 10. OVERHEAD AREA LIGHT POLE, (TYP.) 11. UNDERGROUND ELECTRICAL CONDUIT 12. ELECTRICAL PULLBOX OR STRUCTURE, (TYP.) 13. SANITARY SEWER PIPE 14. FIRE WATER PIPE 15. FIRE HYDRANT 16. WATER VALVE OR STRUCTURE 17. PROTECTIVE BOLLARD OR POST, (TYP.) 18. CHAIN LINK FENCE 19. AIRCRAFT TIE-DOWN ANCHOR, (TYP.) 20. TIE-DOWN MARKINGS, (TYP.) 21. TAXIWAY MARKINGS 22. ACCESS ROAD MARKINGS LEGEND STORM DRAIN PIPE TOFA BRL SS SS E E X X X X X SANITARY SEWER PIPE UNDERGROUND ELECTRICAL CONDUIT FIRE WATER PIPE CHAIN LINK FENCE ELECTRICAL PULLBOX OR STRUCTURE CB AREA LIGHT POLE STORM DRAIN CATCH BASIN FIRE HYDRANT WATER VALVE BOLLARD OR POST AIRCRAFT TIE-DOWN ANCHOR TAXIWAY OBJECT FREE AREA BUILDING RESTRICTION LINE GX101 EXISTING CONDITIONS PLAN EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED
X
X X
X
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X
X
X
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X
X
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X
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X X

E E WV WV WV WV CB CBCB CB CB
E
E
E
E
E
E
X
X
X

X BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL X
E
E
E
E
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E

E EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL

SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS

EX FL
E
E
E
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E
E
E
E
E
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E
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E
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1 3
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6 7
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9 10 10 10 10 10 12 12 12 12 18 18 18 15 16 15 14 14 14 17 12 17 19 19 19 19 20 20 20 20 21 21 21 21 21 21 12 12 22 22 23 23 TAXIWAY S VEHICLE SERVICE ROAD Sheet No.

MATCHLINE: SEE SHEET GX101 LEGEND STORM DRAIN PIPE

X KEYED NOTES
1 HANGAR BUILDING 3. AIRFIELD PROPERTY LINE 4. BUILDING RESTRICTION LINE 5. CONCRETE PAVEMENT 6. ASPHALT PAVEMENT 7. STORM DRAIN PIPE 8. STORM DRAIN CATCH BASIN 9. CONCRETE VALLEY GUTTER 10. OVERHEAD AREA LIGHT POLE, (TYP.) 11. UNDERGROUND ELECTRICAL CONDUIT 12. ELECTRICAL PULLBOX OR STRUCTURE, (TYP.) 13. SANITARY SEWER PIPE 14. FIRE WATER PIPE 15. FIRE HYDRANT 16. WATER VALVE OR STRUCTURE 17. PROTECTIVE BOLLARD OR POST, (TYP.) 18. CHAIN LINK FENCE 19. AIRCRAFT TIE-DOWN ANCHOR, (TYP.) 20. TIE-DOWN MARKINGS, (TYP.) 21. TAXIWAY MARKINGS 22. ACCESS ROAD MARKINGS

E TOFA BRL SS SS
E
E
X
X
X
X
X SANITARY SEWER PIPE UNDERGROUND ELECTRICAL CONDUIT FIRE WATER PIPE CHAIN LINK FENCE ELECTRICAL PULLBOX OR STRUCTURE CB AREA LIGHT POLE STORM DRAIN CATCH BASIN FIRE HYDRANT WATER VALVE BOLLARD OR POST AIRCRAFT TIE-DOWN ANCHOR TAXIWAY OBJECT FREE AREA BUILDING RESTRICTION LINE GX102 EXISTING CONDITIONS PLAN SG CO CO EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED VENT
E X X X X X X X X X X X X X X X X X X X X X X X X X X X X X CB CB CB WVW WV CB WV E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E 101 101 101 101 102 102 103 103 103 104 104 101 106 107 107 107 108 108 109 109 109 109 109 110 110 110 111 111 111 111 111 109 109 109 112 107 115 116 117 121 122 115 117 116 117 118 118 105 105 105 TAXIWAY S VEHICLE SERVICE ROAD TAXIWAY E 103 119 114 114 114 P-1 P-2 P-3 P-4 P-5P-6 P-7 P-8 120 120 P-9 P-10 P-11 108 108 POINT TABLE POINT # 1234567891011 NORTHING 1794203.09 1794182.10 1794182.17 1794111.33 1794109.78 1794106.04 1794068.99 1794064.45 1794203.26 1794198.43 1794145.28 EASTING 6458893.04 6458892.83 6458877.62 6458876.91 6458870.49 6458869.73 6458885.48 6458892.80 6459222.03 6459281.18 6458900.15 Sheet No.

MATCHLINE: SEE SHEET CD102 101. REMOVE BUILDING AND FOUNDATION, ITEM P-640. 102. REMOVE ASPHALT PAVEMENT, ITEM P-152. 103. REMOVE CONCRETEC PAVEMENT, ITEM P-152. 104. REMOVE CATCH BASIN. 105. REMOVE STORM DRAIN PIPE. 107. REMOVE CHAIN LINK FENCE. 108. REMOVE BOLLARD OR POST, (TYP.). 109. REMOVE AIRCRAFT TIE-DOWNS ANCHORS, (TYP.). 110. REMOVE CONCRETE CURB. 111. REMOVE AREA LIGHT POLE, (TYP.). 112. REMOVE CONCRETE VALLEY GUTTER. 114. REMOVE ELECTRICAL CONDUIT AND CONDUCTORS. 115. FIRE HYDRANT TO REMAIN, PROTECT IN PLACE. 116. DOMESTIC WATER VALVE TO REMAIN, PROTECT IN PLACE. 117. BOLARD OR POST TO REMAIN, PROTECT IN PLACE. 118. ELECTRICAL STRUCTURE TO REMAIN, PROTECT IN PLACE. 119. OBLITERATE APRON MARKINGS OUTSIDE OF PAVEMENT REMOVAL. 120. CAP EXISTING STORM DRAIN PIPE 121. REMOVE DOMESTIC WATER METER 122. REMOVE DOMESTIC WATER VALVE, CAP PIPE AT VALVLE LEGEND ASPHALT PAVEMENT REMOVAL CONCRETE PAVEMENT REMOVAL BUILDING AND FOUNDATION REMOVAL X KEYED NOTES CD101 DEMOLITION PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X WV WV WV WV CB CBCB CB CB X X X X

X E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS EX FL E E E E E E E E E E E E E E E E E E E E E E E E 102 102 103 103 103 104 104 106 103 106 106 104 111 107 107 107 108 109 109 109 109 109 111 111 111 111 111 111 112 111 112 112 113 113 113 113 115 116 117 115 117 118 118 113 118 118 105 105 105 105 TAXIWAY S VEHICLE SERVICE ROAD 4'
4' 102 114 114 114 120 P-21 P-22 P-23 P-24 P-26 P-25 P-27 P-28P-29 P-30 P-31 P-32 P-33P-34 P-35 P-37 P-36 P-41 P-39 P-38 P-40 POINT TABLE POINT # 2122232425262728293031 NORTHING 1794240.60 1794227.23 1794228.78 1794224.43 1794221.51 1794224.73 1794223.67 1794195.27 1794178.38 1794149.65 1794128.09 EASTING 6459923.59 6459924.55 6459979.17 6459983.82 6459981.08 6459977.64 6459939.88 6459941.97 6459943.80 6459944.00 6459979.96 POINT TABLE POINT # 32333435363738394041 NORTHING 1794124.10 1794125.63 1794078.61 1794078.50 1794070.32 1794070.28 1794074.52 1794074.75 1794063.24 1794220.83 EASTING 6459979.79 6459944.39 6459945.00 6459986.84 6459986.91 6459982.85 6459978.68 6459893.19 6459891.96 6459604.54 Sheet No.

MATCHLINE: SEE SHEET CD101 102. REMOVE ASPHALT PAVEMENT, ITEM P-152. 103. REMOVE CONCRETEC PAVEMENT, ITEM P-152. 104. REMOVE CATCH BASIN. 105. REMOVE STORM DRAIN PIPE. 106. REMOVE ONE FOOT CONCRETE WALL, (TYP.). 107. REMOVE CHAIN LINK FENCE. 108. REMOVE BOLLARD OR POST, (TYP.). 109. REMOVE AIRCRAFT TIE-DOWNS ANCHORS, (TYP.). 111. REMOVE AREA LIGHT POLE, (TYP.). 112. REMOVE CONCRETE VALLEY GUTTER. 113. REMOVE ELECTRICAL STRUCTURE. 114. REMOVE ELECTRICAL CONDUIT AND CONDUCTORS. 115. FIRE HYDRANT TO REMAIN, PROTECT IN PLACE. 116. DOMESTIC WATER VALVE TO REMAIN, PROTECT IN PLACE. 117. BOLARD OR POST TO REMAIN, PROTECT IN PLACE. 118. ELECTRICAL STRUCTURE TO REMAIN, PROTECT IN PLACE. 120. CAP EXISTING STORM DRAIN PIPE LEGEND ASPHALT PAVEMENT REMOVAL CONCRETE PAVEMENT REMOVAL BUILDING AND FOUNDATION REMOVAL X KEYED NOTES CD102 DEMOLITION PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED
E TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA X WV WV BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL CB SD HANGAR #36 85' X 70' HANGAR #37 85' X 70' HANGAR #38 85' X 80' HANGAR #39 85' X 80' HANGAR #40 85' X 80' 5' (TYP.) 5'
(TYP.)
5'
(TYP.) 150' P-101 P-102 P-103 P-104 P-105 P-106 P-107 P-108 P-109 P-110P-111 P-112 P-113 P-114 P-115 P-116 P-117 P-118 P-119 P-120 P-121 P-122 201 201 201 203 203 203 203 203 202 202 202 202 202 207 207 207 210 208 208 209 202 205 TAXIWAY S VEHICLE SERVICE ROAD TAXIWAY E 18' (TYP.)
9'
(TYP.) P-123 P-124 P-125 P-126 211 214 P-127 P-128 P-129 P-130 204 204 204 215 215 P-132 P-131 POINT TABLE POINT # 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 NORTHING 1794198.09 1794182.10 1794182.17 1794111.33 1794109.78 1794106.04 1794068.99 1794064.45 1794202.90 1794162.31 1794156.97 1794086.97 1794081.65 1794172.01 1794162.01 1794166.67 EASTING 6458892.94 6458892.83 6458877.62 6458876.91 6458870.49 6458869.73 6458885.48 6458892.80 6458982.52 6458920.21 6458925.53 6458925.40 6458920.06 6459090.56 6459090.54 6459095.88 POINT TABLE POINT # 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 NORTHING 1794156.67 1794166.22 1794171.54 1794080.87 1794086.22 1794203.47 1794157.01 1794156.98 1794093.98 1794094.01 1794081.68 1794161.19 1794186.97 1794186.45 1794082.27 1794083.04 EASTING 6459095.53 6459350.88 6459356.22 6459356.06 6459350.74 6459230.42 6458902.20 6458920.20 6458920.08 6458902.08 6458900.06 6458900.09 6458927.08 6459219.81 6459355.96 6458925.50 Sheet No.

MATCHLINE: SEE SHEET CS102 LEGEND PROPOSED ASPHALT PAVEMENT PROPOSED CONCRETE PAVEMENT X KEYED NOTES 201. ASPHALT PAVEMENT, PER DETAIL A4/B4, SHEET CG103 202. CONCRETE PAVEMENT, PER ACHITECTURAL PLANS 203. CONCRETE HANGAR FOUNDATION PER ACHITECTURAL PLANS 204. CONCRETE VALLEY GUTTER, PER GREENBOOK STANDARD PLANS DETAIL 122 205. STORM DRAIN CATCH BASIN, PER GRADING AND DRAINAGE PLANS 206. TRENCH DRAIN, PER ACHITECTURAL PLANS 207. MEET EXISTING PAVEMENT 208. PROTECTIVE 6" BOLLARD (TYP.), PER DETAIL C1, SHEET CG103 209. ELECTRICAL TRANSFORMER PER ELECTRICAL PLANS 210. ELECTRICAL SWITCH GEAR PER ELECTRICAL PLANS 211. STORM DRAIN MAN HOLE, PER GRADING AND DRAINAGE PLANS 214. INSTALL WHITE, 4" PAVEMENT MARKINGS (TYP.), PER CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES 215. 6" CONCRETE CURB, PER GREENBOOK STANDARD PLANS DETAIL A87A CS101 SITE PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED

TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA WV WV WV WV X X X X
BRL

BRL BRL BRL BRL BRL

BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL
X CB CBCB SD SD CB HANGAR #41 150' X 110' HANGAR #42 220' X 115' 5' (TYP.) 5'
(TYP.) 150'
4' P-141 P-142 P-143 P-144 P-145 P-146P-147 P-148 P-149 P-150 P-151 P-155 P-156 P-152 P-153 P-154 P-157 P-158 P-159 P-173 P-160 P-161 P-162 P-163 P-164 P-165 P-166 P-167 P-168 P-169 P-170 P-171 P-172 P-176 P-177 P-178 P-179 P-180 P-183 P-185 P-186 P-187 P-188 P-189 201 201 201 202 203 203 202 202 202 207 213 207 211 205 201 205 205 207 207 TAXIWAY S VEHICLE SERVICE ROAD 9' 9' 9' 18' (TYP.)
(TYP.)
5'
(TYP.) 204204 204 204 212 212 211 P-174 P-175 P-181 P-182 215 215 P-191 P-190 POINT TABLE POINT # 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 NORTHING 1794087.50 1794078.96 1794078.27 1794078.06 1794078.82 1794086.92 1794201.29 1794195.95 1794085.95 1794080.63 1794205.53 1794200.52 1794200.68 1794195.68 1794080.84 1794080.82 1794205.65 EASTING 6459446.55 6459446.89 6459451.04 6459461.43 6459470.66 6459470.65 6459495.61 6459500.93 6459500.74 6459495.39 6459646.45 6459646.44 6459651.27 6459650.93 6459656.92 6459667.23 6459856.95 POINT TABLE POINT # 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 NORTHING 1794221.15 1794221.11 1794215.79 1794080.45 1794085.29 1794223.66 1794223.92 1794240.60 1794227.23 1794228.78 1794224.43 1794221.51 1794224.73 1794223.67 1794178.38 1794200.31 1794208.47 EASTING 6459856.98 6459876.64 6459871.30 6459875.91 6459871.07 6459851.65 6459707.65 6459923.59 6459924.55 6459979.17 6459983.82 6459981.08 6459977.64 6459939.88 6459943.80 6459862.27 6459490.95 POINT TABLE POINT # 175 176 177 178 179 180 181 182 183 185 186 187 188 189 190 191 NORTHING 1794226.16 1794149.65 1794125.63 1794078.61 1794128.09 1794124.10 1794074.69 1794215.60 1794074.75 1794063.24 1794078.50 1794070.32 1794070.28 1794074.52 1794081.35 1794082.02 EASTING 6459851.99 6459944.00 6459944.39 6459945.00 6459979.96 6459979.79 6459915.69 6459916.30 6459893.19 6459891.96 6459986.84 6459986.91 6459982.85 6459978.68 6459876.19 6459495.50 Sheet No.

MATCHLINE: SEE SHEET CS101 LEGEND X KEYED NOTES 201. ASPHALT PAVEMENT, PER DETAIL A4/B4, SHEET CG103 202. CONCRETE PAVEMENT, PER ACHITECTURAL PLANS 203. CONCRETE HANGAR FOUNDATION PER ACHITECTURAL PLANS 204. CONCRETE VALLEY GUTTER, PER GREENBOOK STANDARD PLANS DETAIL 122 205. STORM DRAIN CATCH BASIN, PER GRADING AND DRAINAGE PLANS 206. TRENCH DRAIN, PER ACHITECTURAL PLANS 207. MEET EXISTING PAVEMENT 211. STORM DRAIN MAN HOLE, PER GRADING AND DRAINAGE PLANS 212. SANITARY SEWER MANHOLE, PER WET UTILIY PLANS 213. ADA HANDICAP PARKING, SIGNS AND SYMBOLS PER CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES 214. INSTALL WHITE, 4" PAVEMENT MARKINGS (TYP.), PER CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES 215. 6" CONCRETE CURB, PER GREENBOOK STANDARD PLANS DETAIL A87A PROPOSED ASPHALT PAVEMENT PROPOSED CONCRETE PAVEMENT CS102 SITE PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED

E TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA X WV WV BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E SD SD SD SD SD SD SD SD SD SD SD SD SD SD SD SD SD EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL CB SD ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS

SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS

SS E E E E E EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E -0.25%
-0.25%
-0.25%
-0.25%
-0.25% 307 301 305 303 307 302 304 306 61.0 61.0 61.0 61.0 60.0 60.0 P-201 P-202 P-203 P-204 P-205 P-206 P-207 P-208 P-209 P-210 P-211 P-212 P-213 P-214 P-215 P-216 P-217 P-218 P-219 P-220 P-221 P-222 P-223 P-224 P-225 P-226 P-227 POINT TABLE POINT NO. 201 202 203 204 205 206 207 208 209 210 211 212 213 214 NORTHING 1794145.28 1794192.63 1794198.43 1794086.97 1794156.97 1794156.82 1794086.82 1794156.82 1794086.82 1794156.67 1794086.67 1794166.67 1794166.52 1794086.67 EASTING 6458900.15 6458942.36 6459281.18 6458925.40 6458925.53 6459009.82 6459010.07 6459010.85 6459010.74 6459095.53 6459095.40 6459095.88 6459180.09 6459095.74 ELEV. 60.45' 60.77' 60.10' 61.07' 60.90' 60.90' 61.07' 60.90' 61.07' 60.90' 61.07' 60.40' 60.40' 60.60' POINT TABLE POINT NO. 215 216 217 218 219 220 221 222 223 224 225 226 227 NORTHING 1794086.52 1794166.52 1794166.37 1794086.52 1794086.37 1794166.37 1794166.22 1794086.37 1794086.22 1794081.68 1794161.19 1794186.97 1794186.45 EASTING 6459180.40 6459181.08 6459265.04 6459181.07 6459264.90 6459266.51 6459350.88 6459266.07 6459350.74 6458900.06 6458900.09 6458927.08 6459219.81 ELEV. 60.60' 60.40' 60.40' 60.60' 60.60' 60.20' 60.20' 60.40' 60.40' 60.95' 60.55' 60.70' 60.09' Sheet No.

MATCHLINE: SEE SHEET CG102 UB EV EV EV EV
RESERVEDRESERVEDRESERVED RESERVED CG101 GRADING AND DRAINAGE PLAN 301. INSTALL 12" STORM DRAIN PIPE 302. INSTALL 18" STORM DRAIN PIPE 303. INSTALL 4' X 4' STORM DRAIN CATCH BASIN 304. INSTALL STORM DRAIN MAN HOLE 305. CONNECT NEW STORM DRAIN CATCH BASIN TO EXISTING STORM DRAIN PIPE 306. CONNECT NEW STORM DRAIN MAN HOLE TO EXISTING STORM DRAIN PIPE 307. EXISTING STORM DRAIN PIPE TO REMAIN, PROTECT IN PLACE X KEYED NOTES

TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA WV WV WV WV X X X

X BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL X E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E SD SD SD SD SD SD SD SD SD SD SD SD SD SD EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL

SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS EX FL

SD SD SD SD SD SD SD SD SD SD SD CB CBCB SD SD CB ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS

ST ST ST ST

WE E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E SS
-0.25% -0.25% 301 302 303 302 304 307 306 302 303 302 303 302 306 304 307 307 60.0 60.0 61.061.0 61.0 61.0 61.0 60.0 61.0 P-251 P-252 P-253 P-254 P-255 P-256 P-257 P-258 P-259 P-260 P-262 P-263 P-264 P-265 P-266 P-267 P-268 P-270 P-269 POINT TABLE POINT NO. 251 252 253 254 255 256 257 258 259 260 NORTHING 1,794,106.51 1,794,197.93 1,794,220.83 1,794,208.47 1,794,217.89 1,794,226.16 1,794,215.60 1,794,231.72 1,794,164.69 1,794,074.69 EASTING 6,459,426.10 6,459,425.90 6,459,604.54 6,459,490.95 6,459,628.70 6,459,851.99 6,459,916.30 6,459,868.58 6,459,916.08 6,459,915.69 POINT TABLE POINT NO. 262 263 264 265 266 267 268 269 270 NORTHING 1,794,195.95 1,794,195.68 1,794,085.95 1,794,085.68 1,794,200.68 1,794,085.68 1,794,200.31 1,794,085.29 1,794,215.79 EASTING 6,459,500.93 6,459,650.88 6,459,500.74 6,459,650.69 6,459,651.27 6,459,651.07 6,459,862.27 6,459,870.74 6,459,871.30 Sheet No.

MATCHLINE: SEE SHEET CG101 UB EV EV EV EV
RESERVEDRESERVEDRESERVED RESERVED CG102 GRADING AND DRAINAGE PLAN 301. INSTALL 12" STORM DRAIN PIPE 302. INSTALL 18" STORM DRAIN PIPE 303. INSTALL 4' X 4' STORM DRAIN CATCH BASIN 304. INSTALL STORM DRAIN MAN HOLE 306. CONNECT NEW STORM DRAIN MAN HOLE TO EXISTING STORM DRAIN PIPE 307. EXISTING STORM DRAIN PIPE TO REMAIN, PROTECT IN PLACE X KEYED NOTES Sheet No.

NOT FOR CONSTRUCTION ©2021 Scale Revisions Project No.
395 PARK PLACE LLC 2355 Northside Drive Suite 350 San Diego, California 92108 Phone: 619-296-9373 Fax: 619-296-0344 www.cscos.com C&S Engineers, Inc. A1 A3 HANGAR 41 TYPICAL SECTION HANGAR 42 TYPICAL SECTION SCALE: NOT TO SCALE SCALE: NOT TO SCALE -10.0% ± (TYP) 7.0% (TYP) -0.25% (TYP) -1.9% (TYP) 1.4% (TYP) PROPOSED HANGAR PAD VARIES 110' (HANGAR BUILDING LIMITS, TYP.) VARIES VARIES -7.8% ± (TYP) 7.0% (TYP) -4.0% (TYP) 2.0% (TYP) PROPOSED HANGAR PAD VARIES 5' 115' (HANGAR BUILDING LIMITS, TYP.) VARIES VARIES B1 B3 HANGARS 36 AND 37 TYPICAL SECTION HANGARS 38, 39, AND 40 TYPICAL SECTION SCALE: NOT TO SCALE SCALE: NOT TO SCALE -8.0% ± (TYP) 6.0% (TYP) -0.25% (TYP) -1.0% (TYP) 0.8% (TYP) NORTH FLOWLINE, SEE GRADING AND DRAINAGE PLANS TRENCH DRAIN, PER ARCHITECTURAL PLANS -11.0% ± (TYP) 10.0% (TYP) -0.25% (TYP) -1.4% (TYP) 0.7% (TYP) VARIES 5' 70' (HANGAR BUILDING LIMITS, TYP.) VARIES VARIES VARIES 5' 80' (HANGAR BUILDING LIMITS, TYP.) VARIES VARIES CG103 TYPICAL SECTIONS 5' NORTH FLOWLINE, SEE GRADING AND DRAINAGE PLANS NORTH FLOWLINE, SEE GRADING AND DRAINAGE PLANS NORTH FLOWLINE, SEE GRADING AND DRAINAGE PLANS TRENCH DRAIN, PER ARCHITECTURAL PLANS TRENCH DRAIN, PER ARCHITECTURAL PLANS SOUTH CURB LINE A4 NOT TO SCALE TYPICAL ACCESS LANE AND APRON ASPHALT PAVEMENT DETAIL SUBGRADE TO BE TREATED IN ACCORDANCE WITH GEOTECHNICAL REPORT PROPOSED HOT MIX ASPHALT, CALTRANS SECTION 39. 3/4" MAX. CLASS B-MIX. PG 64-10 PROPOSED FINISHED GRADE 3" 12" 2" PROPOSED TACK COAT, INCIDENTAL TO CALTRANS SECTION 39 PROPOSED HOT MIX ASPHALT, CALTRANS SECTION 39. 3/4" MAX, CLASS B-MIX. PG 64-10 PROPOSED FINISHED GRADE3" 8" SUBGRADE TO BE TREATED IN ACCORDANCE WITH GEOTECHNICAL REPORT PROPOSED BASE COURSE, PER GREENBOOK 200-2.4 CRUSHED MISCELLANEOUS BASE (3/4") PROPOSED BASE COURSE, PER GREENBOOK 200-2.4 CRUSHED MISCELLANEOUS BASE (3/4") B4 NOT TO SCALE TYPICAL PARKING AREA ASPHALT PAVEMENT DETAIL NOTES: 1. SECTION PER GEOTECHNICAL REPORT 2. HANGAR OWNER HAS RESPONSIBILITY FOR ANY FUTURE PAVEMENT FAILURE REPAIR OR RECONSTRUCTION. NOTES: 1. SECTION PER GEOTECHNICAL REPORT 2. HANGAR OWNER HAS RESPONSIBILITY FOR ANY FUTURE PAVEMENT FAILURE REPAIR OR RECONSTRUCTION. CLASS C2-MIX. PG 64-10 PROPOSED HANGAR PAD PROPOSED HANGAR PAD SOUTH CURB LINE SOUTH CURB LINE SOUTH CURB LINE 6" 16" 4'-0" SEE NOTE 2
3'-6" NOTES: 1. ALL BOLLARDS TO BE SET PLUMB. 2. ALL BOLLARDS ADJACENT TO GATE OPERATORS SHALL BE 3'-0" ABOVE FINISHED GRADE. ALL OTHER BOLLARDS SHALL BE 4'-0" ABOVE FINISHED GRADE, UNLESS OTHERWISE NOTED ON THE PLANS. 3. CORE DRILL PAVEMENT AND/OR AUGER SOIL PRIOR TO INSTALLING BOLLARD. 4. IN NEW CONCRETE PAVEMENT OR SLABS BOLLARDS SHALL BE SET PRIOR TO POURING CONCRETE PAVEMENT OR SLABS. 5. RESTORE PAVEMENT OR TURF TO A CONDITION EQUAL TO OR BETTER THAN ORIGINAL. C1 SCALE: NOT TO SCALE TYPICAL BOLLARD DETAIL 2 COATS GLOSS ENAMEL OSHA SAFETY YELLOW TAR PAPER OR POLYETHYLENE SHEET BOND BREAK FOR CONCRETE SLABS CONCRETE PAVEMENT OR SLAB CORE DRILL PAVEMENT AS APPLICABLE CONCRETE FINISHED GRADE 6" SCH. 80 STEEL PIPE, SHOP PRIMED, WITH CONCRETE FULL LENGTH OF PIPE CONCRETE ROUNDED TOP, 1/2" CROWN BOLLARD INSTALLED IN NEW CONCRETE PAVEMENT OR SLABS BOLLARD INSTALLED IN ASPHALT PAVEMENT, TURF OR EXISTING CONCRETE E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E SD SD SD SD SD SD SD SD SD SD SD SD SD SD SD SD SD EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL CB SD E TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA X WV WV BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL INSTALL GRAVEL BAG PROTECTION PER DETAIL 2, THIS SHEET STORM DRAIN INLET PROTECTION, TYP. INSTALL GRAVEL BAG PROTECTION PER DETAIL 2, THIS SHEET INSTALL GRAVEL BAG PROTECTION PER DETAIL 2, THIS SHEET HANGAR #36 85' X 70' HANGAR #37 85' X 70' HANGAR #38 85' X 80' HANGAR #39 85' X 80' HANGAR #40 85' X 80' TAXIWAY S VEHICLE SERVICE ROAD TAXIWAY E Sheet No.

MATCHLINE: SEE SHEET GX102 PLAN SHEET FLOW PROFILE SHEET FLOW SHEET FLOW SHEET FLOW SHEET FLOW SHEET FLOW FLOW FLOW NOTES: 1. NO LOOSE MATERIAL SHALL BE LEFT BEHIND.

CONCENTRATED FLOW LINEAR SEDIMENT CONTROL GRAVEL BAGS PER DETAIL 1, THIS SHEET DRAINAGE INLET DRAINAGE INLET STORM DRAIN INLET PROTECTION DETAIL NOT TO SCALE LINEAR SEDIMENT CONTROL (GRAVEL BAGS SHOWN) 2 BAG MINIMUM HEIGHT PROPOSED GRAVEL BAG(S) EXISTING GRADE PERIMETER CONTROL GRAVEL BAG BARRIER 1 2 NOT TO SCALE LEGEND STORM DRAIN INLET PROTECTION SHEET FLOW ARROW GRAVEL BAG BARRIER PROTECTION CG104 EROSION CONTROL PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED

E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E SD SD SD SD SD SD

SD SD SD SD SD SD SD SD EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL

SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS EX FL

SD SD SD SD SD SD SD SD SD SD SD CB CBCB SD SD CB TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA WV WV WV WV X X X X
BRL

BRL BRL BRL BRL BRL

BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL
X STORM DRAIN INLET PROTECTION, TYP. STORM DRAIN INLET PROTECTION, TYP. STORM DRAIN INLET PROTECTION, TYP. HANGAR #41 150' X 110' HANGAR #42 220' X 115' TAXIWAY S VEHICLE SERVICE ROAD INSTALL GRAVEL BAG PROTECTION PER DETAIL 2, SHEET CG104 INSTALL GRAVEL BAG PROTECTION PER DETAIL 2, SHEET CG104 INSTALL GRAVEL BAG PROTECTION PER DETAIL 2, SHEET CG104 STORM DRAIN INLET PROTECTION, TYP. Sheet No.

MATCHLINE: SEE SHEET GX101 LEGEND STORM DRAIN INLET PROTECTION SHEET FLOW ARROW GRAVEL BAG BARRIER PROTECTION CG105 EROSION CONTROL PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED
CB SD E TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA X WV WV BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL HANGAR #36 85' X 70' HANGAR #37 85' X 70' HANGAR #38 85' X 80' HANGAR #39 85' X 80' HANGAR #40 85' X 80' ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS

SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS E E E E E EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE EE E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E 401 401 408 408 409 410 409 412 412 412 411 411 411 402403 406 P-301 P-302 P-303 P-304 P-305 P-306 P-307 P-308 P-309 P-310 P-311 P-312 P-314 P-313 P-315 P-316 P-317 P-318 P-319 P-320 P-321 P-322 P-323 P-324 P-325 409 413 410 410 411 409 410 411 411 410 413 413 409 413 412 410 411 409 411 413 TAXIWAY S VEHICLE SERVICE ROAD TAXIWAY E 408 P-326 415 414 416 416 416 POINT TABLE POINT # 301 302 303 304 305 306 307 308 309 310 311 312 313 NORTHING 1794182.18 1794182.78 1794162.15 1794182.00 1794171.85 1794181.69 1794171.70 1794078.15 1794078.14 1794081.00 1794071.72 1794080.84 1794077.69 EASTING 6458994.99 6459014.91 6459012.87 6459185.12 6459183.10 6459270.07 6459268.06 6458998.58 6459003.58 6459001.58 6459092.88 6459090.89 6459172.22 POINT TABLE POINT # 314 315 316 317 318 319 320 321 322 323 324 325 326 NORTHING 1794080.70 1794077.46 1794080.55 1794077.23 1794080.40 1794070.65 1794084.73 1794085.62 1794085.47 1794085.31 1794085.17 1794085.02 1794180.18 EASTING 6459170.22 6459257.66 6459255.67 6459341.73 6459339.74 6459040.54 6459040.61 6458935.47 6459020.07 6459106.90 6459190.40 6459275.57 6459369.48 Sheet No.

MATCHLINE: SEE SHEET CU102 401. EXISTING WATER LINE TO REMAIN, PROTECT IN PLACE 402. TIE INTO EXISTING WATER LINE 403. INSTALL 2" DOMESTIC WATER LINE 404. INSTALL WATER VALVE PER GREENBOOK STANDARD PLAN 521 405. INSTALL DOMESTIC WATER METER PER WATER COMPANY STANDARD PLANS 406. DOMESTIC WATER LINE POINT OF CONNECTION TO BUILDING 408. INSTALL SEWER CLEANOUT PER GREENBOOK STANDARD PLAN 204 409. INSTALL 6" SEWER PIPE 410. INSTALL 4" SEWER LATERAL 411. CONNECT SEWER LATERAL TO BUILDING 412. ELECTRICAL CONDUIT PER ELECTRICAL PLANS 413. CONNECT ELECTRICAL CONDUIT TO BUILDING 414. ELECTRICAL TRANSFORMER PER ELECTRICAL PLANS 415. ELECTRICAL SWITCH GEAR PER ELECTRICAL PLANS 416. INSTALL 24" DIAMETER JENSEN DEFLECTIVE SEPARATOR, MODEL JDS48-2418 OR APROVED EQUAL X KEYED NOTES CU101 WET UTILITY PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED

CB CBCB SD SD CB TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA TOFA WV WV WV WV X X X

X BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL BRL X E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL EX FL SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS EX FL HANGAR #41 150' X 110' HANGAR #42 220' X 115' ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS SS

ST ST ST ST

WE E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E SS 401 401 409 410 410 409 412 412 412 411 409 409 402 401 403 406 P-351 P-352 P-353 P-354 P-355 P-356 P-357 P-358 P-359 P-360 P-361 P-362 P-363 P-365 P-364 411 409 407407 413 411 410 413 401 410 TAXIWAY S VEHICLE SERVICE ROAD 416 416 POINT TABLE POINT # 351 352 353 354 355 356 357 358 359 360 361 362 363 364 365 NORTHING 1794210.38 1794201.02 1794225.35 1794205.65 1794222.97 1794073.51 1794077.38 1794080.34 1794077.78 1794080.60 1794068.49 1794090.16 1794090.15 1794083.98 1794084.36 EASTING 6459648.96 6459646.94 6459859.65 6459857.62 6459982.45 6459983.88 6459659.06 6459657.06 6459510.22 6459508.22 6459488.51 6459498.74 6459488.50 6459859.57 6459646.07 Sheet No.

MATCHLINE: SEE SHEET CU101 401. EXISTING WATER LINE TO REMAIN, PROTECT IN PLACE 402. TIE INTO EXISTING WATER LINE 403. INSTALL 2" DOMESTIC WATER LINE 404. INSTALL WATER VALVE PER GREENBOOK STANDARD PLAN 521 405. INSTALL DOMESTIC WATER METER PER WATER COMPANY STANDARD PLANS 406. DOMESTIC WATER LINE POINT OF CONNECTION TO BUILDING 407. TIE INTO EXISTING SEWER LINE, INSTALL SEWER MANHOLE PER GREENBOOK STANDARD PLAN 200 408. INSTALL SEWER CLEANOUT PER GREENBOOK STANDARD PLAN 204 409. INSTALL 6" SEWER PIPE 410. INSTALL 4" SEWER LATERAL 411. CONNECT SEWER LATERAL TO BUILDING 412. ELECTRICAL CONDUIT PER ELECTRICAL PLANS 413. CONNECT ELECTRICAL CONDUIT TO BUILDING 416. INSTALL 24" DIAMETER JENSEN DEFLECTIVE SEPARATOR, MODEL JDS48-2418 OR APROVED EQUAL X KEYED NOTES CU102 WET UTILITY PLAN UB EV EV EV EV

RESERVEDRESERVEDRESERVED RESERVED
Initial Study (IS) Negative Declaration (ND)
Hawthorne Airport Hangars Project
Appendix D
Remediation Well Locations
Service Layer Credits: Source: Esri, Maxar,
Earthstar Geographics, and the GIS UserCommunity
Figure 1
Chem Mill Site Layout
Proposed New Construction Hangar Project
Former East Complex
Facility, West Parcel
Hawthorne, California
!
!
(
(
!
! ! ! !
(
( ( ( (
!!
!!
!!
((
((
((
!
!
!
(
(
!! (
!
!
! !
!
!
!
!
! !
!
!
AA
A
A
A A
A
A A
A
A A
A
A
(2) Proposed
85' x 70' Hangars
(3) Proposed
85' x 80' Hangars
(1) Proposed
150' x 110' Hangar
(1) Proposed
220' x 115' Hangar
CMW-01
CMW-06
CMW-02 CMW-03
CMW-15A
CMW-14A
CMW-09
CMW-12
CMW-15B
CMW-14B
CMW-03B
P1MW-12B
CMW-15C
CMW-18AB CMW-03C
CMW-17AB
CMW-16AB
CIW-04B
CIW-03B
CIW-04AB
CIW-03AB
CIW-02AB
CIW-02B
CEW-05B
CEW-03B CEW-04B
CEW-02B
CEW-01B
CEW-06B
CMW-21B
41 42
38 39 40 36 37
Service Layer Credits: Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/AirbusDS, USDA, USGS, AeroGRID, IGN, and the GIS User Community 75 75 0
Feet Ê
Notes:1. All hangars set 5 feet from airport property line.2. All hangar doors shall open to the runway, except Hangar 42 which shall open to the east.Hangar Sizes:21 - 22 50' X 50'23 70' X 55'24 85' X 60'35 115' X 110'36 - 37 85' X 70'38 - 40 85' X 80'41 150' X 110'42 220' X 115' Legend
Hawthorne WoC Site BoundaryProperty BoundarySouthwest Hangars A! Existing A2 Horizon Monitoring WellA! Existing B Horizon Monitoring WellA! Existing C Horizon Monitoring Well !( EISB A/B Confining Unit Monitoring Well
!( EISB A/B Confining Unit/B Horizon Injection Well!( EISB B Horizon Extraction Well!( EISB B Horizon Monitoring Well !!? Sub-slab Sample Location
Initial Study (IS) Negative Declaration (ND)
Hawthorne Airport Hangars Project
Appendix E
Geotechnical Engineering Investigation
24736 Calvert Street • Woodland Hills, CA 91367 • (310) 429-6681 BayCityGeology.com • [email protected]
Bay City Geology, Inc.

GEOTECHNICAL

ENGINEERING INVESTIGATION

PROPOSED AIRPLANE HANGARS

HAWTHORNE MUNICIPAL AIRPORT
12101 Crenshaw Boulevard
Hawthorne, California 90250
for
395 Park Place LLC
12101 Crenshaw Boulevard, Suite 100
Hawthorne, CA 90250
Project 1528-3
August 12, 2024

BAY CITY GEOLOGY, INC.

Bay City Geology, Inc.
24736 Calvert Street • Woodland Hills, CA 91367 • (310) 429-6681 • BayCityGeology.com • [email protected] August 12, 2024 Project 1528-3
395 Park Place LLC
12101 Crenshaw Blvd., Suite 100
Hawthorne, CA 90250
Subject: GEOTECHNICAL ENGINEERING INVESTIGATION
Proposed Airplane Hangars

HAWTHORNE MUNICIPAL AIRPORT
12101 Crenshaw Boulevard
Hawthorne, California
Ladies/Gentlemen:

Bay City Geology, Inc. is pleased to submit this geotechnical engineering report to provide recommendations for the proposed airplane hangars.

Based on this investigation, it is our opinion that the proposed construction is feasible from a geotechnical engineering standpoint provided the recommendations contained herein are incorporated into the project design plans and specifications. This report should be reviewed in detail prior to proceeding further with the planned development. When final plans for the site development become available, or if the proposed construction is revised, the plans should be forwarded to this office for review and comment.

The scope of this investigation is limited to the project areas as depicted on the Plot Maps enclosed herein.

This report is not a comprehensive evaluation of the entire property and may not contain sufficient information for other than the intended use. Prior to use by others, Bay City Geology, Inc., should be consulted to determine if additional work is required. If the project is delayed more than one year, this office should be contacted to verify current site conditions and prepare an update report.

We appreciate the opportunity of serving you on this project. If you have any questions pertaining to our report, or if we can be of further service, please do not hesitate to contact us. This report may not be copied. If you wish additional copies, you may order them from this office.

Respectfully submitted,
BAY CITY GEOLOGY, INC.

Joseph D. Barr III
Jonathan S. Miller Project Geologist
Principal Geologist Soils Engineering Director
President/Owner PG 8480 (Exp. 6/30/26)
CEG 2391 (Exp. 2/28/26) PE C 70708 (Exp. 6/30/25)
[email protected] [email protected]
BAY CITY GEOLOGY, INC.

GEOTECHNICAL ENGINEERING INVESTIGATION

TABLE OF CONTENTS
INTRODUCTION..............................................................................................................................1 SCOPE............................................................................................................................................1 PROPOSED DEVELOPMENT ..............................................................................................................1 SITE DESCRIPTION .........................................................................................................................2 Location and Description..............................................................................................................2 Drainage ....................................................................................................................................2 Groundwater ..............................................................................................................................2 SUMMARY OF FINDINGS..................................................................................................................2 Previous Work.............................................................................................................................2 Stratigraphy................................................................................................................................3 Artificial Fill (Af) ..........................................................................................................................3 Quaternary Alluvium (Qyf) ...........................................................................................................3 Seismicity & Seismic Hazards .......................................................................................................3 Ground Subsidence Hazard ..........................................................................................................6 CONCLUSIONS................................................................................................................................7 RECOMMENDATIONS.......................................................................................................................7 Specific Recommendations...........................................................................................................7 Foundation Design ......................................................................................................................9 Conventional Foundations ............................................................................................................9 Mat Foundations ....................................................................................................................... 10 Foundation Static Settlement ..................................................................................................... 11 Expansive Soils ......................................................................................................................... 12 Hydroconsolidation.................................................................................................................... 12 Site Drainage............................................................................................................................ 12 Temporary Excavations.............................................................................................................. 13 Slabs-on-Grade & Hardscape...................................................................................................... 14 Concrete Mix Design.................................................................................................................. 16 Pavement Design ...................................................................................................................... 16 REVIEWS...................................................................................................................................... 19 Plan Review and Plan Notes ....................................................................................................... 19 Construction Review.................................................................................................................. 19 LIMITATIONS................................................................................................................................ 19 CONSTRUCTION NOTICE ............................................................................................................... 20 APPENDIX I .................................................................................................................................. 21 Location Maps........................................................................................................................... 22 Plot Maps ................................................................................................................................. 26 Field Exploration Summary......................................................................................................... 31 Boring Logs .............................................................................................................................. 33 APPENDIX II - LABORATORY TESTING............................................................................................ 43 APPENDIX III - ENGINEERING ANALYSIS ........................................................................................ 70 Temporary Excavation Calculations............................................................................................. 71 Seismic Design Considerations ................................................................................................... 75 APPENDIX IV – GENERAL RECOMMENDATIONS ............................................................................... 80 Drainage and Maintenance......................................................................................................... 80 Grading & Earthwork ................................................................................................................. 81 APPENDIX V - REFERENCES ........................................................................................................... 83 August 12, 2024 Page 1
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INTRODUCTION
This report details the results of a limited Geotechnical Engineering Investigation on several portions of the Hawthorne Municipal Airport property. The purpose of this investigation has been to ascertain the subsurface conditions pertaining to the design and construction of the proposed airplane hangars. Review of the project included reconnaissance mapping, description of encountered earth materials, determining soil structure, obtaining representative earth material samples, performing soils laboratory testing of the obtained earth material samples, performing geotechnical engineering analyses, and preparation of this report. Findings, conclusions, and appropriate recommendations are included herein.

SCOPE
The scope of this investigation includes the following:
• Review of preliminary plans provided by the client.
• Review of ten (10) exploration borings. Exploration borings were backfilled with the excavated materials and provided with a bentonite seal and asphalt patch.
• Preparation of the enclosed Plot Maps (see Appendix I). • Sampling of representative earth materials, performing soils laboratory testing and geotechnical engineering analyses (see Appendix II).
• Review of reference materials and available public reports at the City of Hawthorne, Department of Building & Safety (see Appendix V).
• Presentation of findings, conclusions, and recommendations for the proposed project.

The Plot Maps for the proposed project were prepared from data available online, (from the NavigateLA website and/or LA County GIS website) and utilized as base maps for this investigation. The Plot Maps consist of five (5) sheets, an overview sheet plotted to a scale of one-inch equals one-hundred-sixty feet, (1” = 160’), and four (4) specific area sheets plotted at scales of either one-inch equals thirty feet, (1” = 30’), or one-inch equals fifty feet, (1” = 50’).

The scope of this investigation is limited to the project areas explored as depicted on the enclosed Plot Maps. This report is not a comprehensive evaluation of the entire property. This report has not been prepared for use by other parties or for other purposes and may not contain sufficient information for other than the intended use. Prior to use by others, Bay City Geology, Inc., should be consulted to determine if additional work is required. If the project is delayed more than one year, this office should be contacted to verify current site conditions and prepare an update report.

PROPOSED DEVELOPMENT
It is our understanding that the proposed development will consist of designing and constructing four (4) new one-story airplane hangars located at four (4) separate locations on the Hawthorne Municipal Airport property. Two (2) of the proposed new airplane hangar locations are planned to be located south of the airport runway and two (2) of the proposed new airplane hangar locations are planned to be located north of the airport runway, (see enclosed Plot Maps in Appendix I).

Grading and earthwork for the proposed development should be anticipated to consist of conventional removal and re-compaction methods to create engineered building pads for support of the proposed airplane hangars and paving. Final building plans have not been prepared and await the conclusions and recommendations of this investigation.

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SITE DESCRIPTION
Location and Description
The proposed project areas, e. g. the proposed four (4) new airplane hangar locations within the Hawthorne Municipal Airport property, are essentially flat-lying and are occupied by existing airplane hangars and/or office buildings at several locations, and/or by asphalt or concrete paving. Access to the project areas is via the airport vehicular access driveways from Crenshaw Boulevard (see Location Map). Details of the proposed project areas are depicted on the enclosed Location Map and Plot Maps in Appendix I.

Drainage
Surface water at the project sites consists of direct precipitation onto the Hawthorne Municipal Airport property. Principally, surface water onsite drains as sheet flow to low-lying areas, into concrete swale drains, and/or to area drains, which are located throughout the airport property.

Groundwater
No active surface groundwater seeps or springs were observed within the project areas on the Hawthorne Municipal Airport property. The subsurface exploration did not encounter groundwater to a depth of (31.5) feet below adjacent site grades. The historic high groundwater level for the proposed project sites was obtained from review of the California Division of Mines and Geology (CDMG) Seismic Hazard Zone Report (SHZR 027) for the Inglewood 7.5-Minute Quadrangle (1998, 2006). Review of this report indicates that the historically highest groundwater level in the vicinity of the proposed project sites is on the order of (30) feet below site grades. Seasonal fluctuations of groundwater levels may occur by varying amounts of rainfall, irrigation and recharge. Groundwater is not anticipated to pose a problem to the proposed development.

SUMMARY OF FINDINGS
Previous Work
Recent geotechnical reports covering portions of the Hawthorne Municipal Airport property were previously prepared by this firm and/or were provided to this office by the client. The available geotechnical reports were reviewed prior to beginning work on this project and are referenced herein, below:

Soils Engineering Investigation, Proposed Two Hangars & 2-Story Office Building, Jet Center Los Angeles, Hawthorne Airport, 12101 Crenshaw Boulevard, Hawthorne, 90250, (BCG JN1528), by Bay City Geology, Inc., and dated May 27, 2014.

The referenced Bay City Geology, Inc. (BGG) geotechnical report dated May 27, 2014, was prepared for the development of two (2) proposed airplane hangars and a proposed two-story office building, which were to be located on the Hawthorne Municipal Airport property, approximately (520) feet west of Crenshaw Boulevard and (530) feet south of 120th Street. The BCG subsurface exploration included advancing four (4) hollow-stem auger borings to a maximum depth of (30.5) feet below adjacent site grades and obtaining representative earth material samples for subsequent soils laboratory testing and engineering analyses.

The BCG exploration borings encountered asphalt and concrete paving overlying native alluvial soils consisting of interlaced layers of sandy clay, sandy silt, silty- and clayey sands, and poorly graded sands.

The BCG report provided recommendations to support the proposed airplane hangars and office building on conventional foundations bearing into the native alluvial soils underlying the proposed development area. Lastly, it is this office’s understanding that the proposed airplane hangars and office building were constructed circa 2015 – 2016.

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Geotechnical Investigation, Hawthorne Municipal Airport North Side Development, 12101 Crenshaw Boulevard #1, Hawthorne, California, (SCST No. 160502P4, Report No.1), by SCST, Inc., and dated December 23, 2016.

The referenced SCST, Inc. (SCST) geotechnical report dated December 23, 2016, was prepared for the proposed development of an approximately triangular shaped project area in the northwest corner of the Hawthorne Municipal Airport property. The proposed project area extends approximately (1,285) feet eastward along 120th Street and approximately (230) feet southward along Prairie Avenue from the southeast corner of the intersection of 120th Street and Prairie Avenue. The proposed project area was anticipated to be developed with pre-engineered and/or prefabricated metal buildings. The SCST subsurface exploration included advancing five (5) hollow-stem auger borings to a maximum depth of (20.5) feet below adjacent site grades and obtaining representative earth material samples for subsequent soils laboratory testing and engineering analyses. The SCST exploration borings encountered asphalt paving and base course materials overlying native alluvial soils consisting of interlaced layers of lean clay, sandy clay, clayey sand, and poorly graded sand. The SCST report provided recommendations for subgrade preparation with remedial grading and importing of low expansivity earth fill materials for construction of a new engineered, compacted fill building pad to support the proposed development. The SCST report also provided recommendations to support the proposed pre-engineered and/or prefabricated metal buildings on shallow conventional foundations bearing into the recommended properly placed engineered, compacted fill building pad materials. Lastly it is this office’s understanding that the proposed development of the northwest corner of the Hawthorne Municipal Airport property has occurred, and the proposed pre-engineered and/or prefabricated metal buildings were constructed circa 2017 – 2018.

Stratigraphy
The site is underlain by non-marine sedimentary soils of Pleistocene time which are covered by anthropogenic artificial fill materials. The earth materials encountered on the subject property are briefly described below. Approximate depths and more detailed descriptions are given in the enclosed Exploration Logs (see Appendix I).

Artificial Fill (Af)
Undocumented, anthropogenic artificial fill materials were encountered within seven (7) of the hollow-stem auger boring explorations and were observed to vary in thicknesses from about (2.0) to (4.0) feet. The existing artificial fill materials were presumably placed during original and/or previous development of the Hawthorne Municipal Airport property. The existing fill materials generally consist of silty- to sandy clay and clayey sand that is dark- to light-brown, mottled, and firm to dense.

Quaternary Alluvium (Qyf)
Younger alluvial fan deposits are weathered bedrock materials, (AKA- soils), that have eroded from natural ascending slopes and accumulated in generally flat-lying areas, such as distal alluvial fans and/or alluvial plains. The onsite alluvial soils consist of interlaced layers of sandy clay, clayey- and silty sand, and poorly graded sand, with trace to some gravels, that are light- to medium brown, yellowish-, orange-, and/or olivebrown, and stiff to dense.

Seismicity & Seismic Hazards
There are several active and/or potentially active faults within Southern California. Any future movement on these faults could possibly affect structures in the built environment due to seismic induced ground shaking, acceleration, and/or rupture. The time, location, magnitude, amount of fault displacement, and shaking duration of an earthquake cannot be accurately predicted.

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Ground motion caused by an earthquake is likely to occur at the site during the lifetime of the development due to the proximity of several active and potentially active faults. The American Society of Civil Engineers (ASCE) Structural Engineering Institute (SEI) in conjunction with the United States Geological Survey (USGS) have developed the most recent ASCE/SEI Standard 7-16 - Minimum Design Loads and Associated Criteria for Buildings and Other Structures: Provisions and Commentary (2017) and maintain the ASCE 7 Hazards Tool, (https://asce7hazardtool.online/ ), website and search engine for the prediction of peak and design-level earthquake ground motions. The earthquake induced ground motions anticipated for the subject site, as determined from the ASCE 7 Hazards Tool website search engine output, are provided in Appendix III. Generally, on a regional scale, quantitative predictions of ground motion values are linked to peak acceleration and repeatable acceleration, which is a response to earthquake magnitudes relative to the fault distance from the subject property.

This seismic evaluation is designed to provide the client with current, rational, and believable seismic data that could affect the property during the lifetime of the proposed improvements. The minimum design acceleration for a project is determined from the ASCE 7 Hazards Tool website search engine. It is recommended that the structural design of the proposed project be based on current design acceleration practices of similar projects in the area.

Newport - Inglewood Fault Zone & Seismic Surface Rupture Hazard The Newport - Inglewood Fault Zone (NIFZ) consists of several fault strands that overlap and/or extend from offshore by Laguna Beach to either merge with or be truncated by the Malibu Coast - Santa Monica - Hollywood – Raymond Fault System near Beverly Hills. The NIFZ has a length of about (45) miles. It is the source of the "Long Beach Earthquake;” which occurred on March 10, 1933, with a magnitude of M6.3.

Numerous small earthquakes have occurred in historic time along and near the fault zone. The NIFZ is easily observed by an alignment of hills and mesas including Cheviot Hills, Baldwin Hills, Rosecrans Hills, Dominguez Hills, Signal Hill, Reservoir Hill, Alamitos Heights, Landing Hill, Bolsa Chica Mesa, and Newport Mesa.

In November 1985, the State of California classified the Newport - Inglewood Fault Zone (NIFZ) as an active fault, and delineated the NIFZ with an Earthquake Fault Zone, in accordance with the Alquist-Priolo (“AP”) Earthquake Fault Zoning Act of 1972. The proposed project sites are located approximately (1)- mile southwest of the Earthquake Fault Zone for the Potrero fault splay of the NIFZ, as delineated on the California Geological Survey (CGS) Inglewood Quadrangle (EZRIM) Earthquake Zones of Required Investigation Map, (1986, 1999). Thus, seismically induced ground rupture is not anticipated to occur at the proposed project sites from earthquake movement on the NIFZ.

Seismic Ground Acceleration and Shaking Hazards
Significant ground acceleration and shaking should be anticipated to occur at the proposed project sites due to the close proximities of the sites to the Potrero fault splay of the Newport - Inglewood Fault Zone (NIFZ) and to other active and/or potentially active faults within the local area. Generally, all of southern California is located in a seismically active region and some areas have a higher potential for seismic damage than other areas. The nearer a property is to an active fault, then a greater probability for significant ground shaking and higher ground acceleration should be anticipated. Thus, earthquake insurance and building code upgrades are suggested.

Earthquake Induced Landslide Hazard
The State of California has prepared Seismic Hazard Evaluation reports to regionally map areas of potential increased risk of permanent ground displacement based on historic occurrence of landslide movement, local topographic expression, and geological and geotechnical subsurface conditions. The maps may not identify all areas that have potential for earthquake-induced landsliding, strong ground shaking, or other August 12, 2024 Page 5
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earthquake-related geologic hazards. The proposed project sites are not located within an earthquakeinduced landslide hazard zone, as delineated on the California Geological Survey (CGS) Inglewood Quadrangle (EZRIM) Earthquake Zones of Required Investigation Map, (1986, 1999), (Plate 3).

Additionally, ancient and/or recent bedrock landslides were not observed within the proposed project sites.

Also, recent surficial slope failures or slumps were not observed within the proposed project sites.

Liquefaction & Seismically Induced Settlement Hazards
Liquefaction is a process by which sediments below the water table temporarily lose strength and behave as a viscous liquid rather than a solid. The types of sediments most susceptible are clay-free deposits of sand and silts; gravel only occasionally liquefies. The actions in the soil which produce liquefaction are as follows: seismic waves, primarily shear waves, passing through saturated granular layers, distort the granular structure, and cause loosely packed groups of particles to collapse. The pore-water pressure between grains increases, if drainage cannot occur. If the pore-water pressure rises to a level approaching the weight of the overlying soil, the granular soil layer temporarily behaves as a viscous liquid rather than a solid.

In the liquefied condition, soil may deform with little shear resistance; deformations large enough to cause damage to buildings and other structures are called ground failures. The ease with which a soil can be liquefied depends primarily on the looseness of the material, the depth, thickness, and areal extent of the liquefied layer, the ground slope, and the distribution of loads applied by buildings and other structures.

The State of California has prepared Seismic Hazard Zone Reports and Maps to regionally map areas where historic occurrence of liquefaction, or local geological, geotechnical and groundwater conditions indicate a potential for permanent ground displacement. The maps may not identify all areas that have potential for liquefaction, strong ground shaking, or other earthquake-related geologic hazards.

The proposed project sites are not located within a Liquefaction Hazard Zone as designated on the California Geological Survey (CGS) Inglewood Quadrangle (EZRIM) Earthquake Zones of Required Investigation Map, (1986, 1999), (Plate 3). The historic high groundwater level was obtained from review of the California Division of Mines and Geology (CDMG) Seismic Hazard Zone Report (SHZR 027) for the Inglewood 7.5-Minute Quadrangle (1998, 2006). Review of this report indicates that the historically highest groundwater level in the vicinity of the proposed project sites is on the order of (30) feet below site grades, (Plate 4). Additionally, review of the CGS Geologic Map of the Long Beach 30’ x 60’ Quadrangle (2016) and the Dibblee Geologic Map of the Venice and Inglewood Quadrangles, Los Angeles County, California (2007), (Plate 2), indicates that the proposed project sites are underlain by late Pleistocene to Holocene aged alluvial soils (Qyf). Therefore, due to the age, density and consistency of the earth materials underlying the project sites, it is the opinion of this firm that the potential for liquefaction, liquefaction settlement, and/or seismically induced dry-sand settlement to occur at the proposed project sites is very low.

Lateral Spreading Hazard
The proposed project sites are located within a region which is generally is flat-lying with regional gradients of approximately >50H – >100H:1V, (horizontal to vertical). Additionally, the proposed project areas on the Hawthorne Municipal Airport property are located more than (500) feet to the south and/or west of the Dominguez Slough Flood Control Channel, (AKA – the Dominguez Channel). The Dominguez Channel provides drainage outflow for the Los Angeles Harbor Watershed Area, which comprises much of the southern Los Angeles Basin.

The Dominguez Channel consists of an approximately (20)-foot deep engineered, concrete-lined drainage channel that is primarily fed by paved surface drains and buried storm drains. The upper reaches of the August 12, 2024 Page 6
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Dominguez Channel begin just south of 116th Street in the City of Hawthorne and the channel flows through communities of El Camino Village, Gardena, Alondra Park, Torrance, Harbor Gateway, Carson, and Wilmington, and empties into the East Basin of the Port of Los Angeles, in San Pedro Bay on the Pacific Ocean.

The proposed project sites on the Hawthorne Municipal Airport property are located considerably far away from any free-face slopes and more than (500) feet from the walls of the Dominguez Channel. Therefore, it is the opinion of this firm that the potential for lateral spreading to occur at the proposed project sites is very low.

Lurching & Surface Manifestation Hazards
The potential for lurching, surface manifestations, and disruption to existing topography from seismic shaking can occur almost anywhere in Southern California. Proper maintenance of properties can mitigate some of the potential for these types of manifestations, but the potential cannot be completely eliminated.

Tsunami Hazard
The largest and closest body of water to the project sites is the Pacific Ocean, which is approximately (4.75) miles west-southwest of the proposed project sites. Properties along the coast area have a potential hazard from tsunami. Tsunamis are sea waves generally produced by earthquakes. A tsunami wave can travel for thousands of miles at high speeds, exceeding (400) miles per hour. Little data exists to evaluate the potential for a local tsunami generated off the coast of southern California. Historically, two tsunamis have been generated off the coast of southern California. The 1812 Santa Barbara Earthquake was reported to generate (10) to (12) feet high sea waves at Gaviota. The 1927 Point Arguello Earthquake produced sea waves to (6) feet. The 1964 Alaskan Earthquake produced sea waves of less than (4) feet in the Los Angeles Harbor.

The lower threshold seismic event for tsunami development is considered to be a magnitude 6.5 earthquake. The nearby Newport - Inglewood Fault Zone (NIFZ) and other active and/or potentially active faults, (both onshore and offshore), within the local southern California area are considered capable of producing an earthquake of magnitude M6.5, (or greater), and conceivably are capable of producing a sea wave. However, the sea floor topography in the Santa Monica Bay, San Pedro Channel, and Santa Barbara Channel, and the Channel Islands minimize the risk of a large tsunami affecting the coast in the Greater Los Angeles area. The proposed project sites are not located within a Tsunami Hazard Area as delineated on the California Geological Survey (CGS) Tsunami Hazard Area Map of Los Angeles County, (2021). Due to the distance from the Pacific Ocean of (4.75) miles, and the elevation of the site at approximately (60) feet above sea level, it is the opinion of this firm that the potential for tsunami inundation to affect the proposed project sites is very low.

Seiche Hazard
Seiches are standing waves with low-energy that form in bodies of water such as lakes, reservoirs, rivers harbors, and bays. The Hawthorne Municipal Airport property is located approximately (11) miles northnorthwest of the Los Angeles Harbor. Thus, the proposed project sites are considerably far away from the noted water body types. Therefore, due to the considerable distance of the proposed project sites from any significant water bodies, it is the opinion of this firm that the potential for seiche and seich-related adverse conditions to occur at the proposed project sites is very low.

Ground Subsidence Hazard
Ground subsidence is the gradual settling, or the sudden sinking / collapsing, of the ground surface caused either by natural geologic phenomena or processes or anthropic activities. Natural geologic phenomena or processes which can cause ground subsidence include: the extrusion of underground fluids, (e. g. groundwater from artesian aquifers and/or petroleum from natural oil seeps), natural consolidation of soils, August 12, 2024 Page 7
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meting of permafrost, and/or the dissolution of underground minerals, (e. g. sinkholes, caves, and karst topography). Anthropogenic causes of ground subsidence include: underground mining of mineral resources, the removal of underground petroleum and/or natural gas deposits, (e. g. drilling for and pumping of petroleum and/or natural gas reservoirs), and/or the removal of groundwater resources from underground aquifers and/or reservoirs.

The proposed project sites on the Hawthorne Municipal Airport property are not located in an area of known ground subsidence associated with either natural geologic phenomena or anthropogenic withdrawal of underground groundwater resources and/or petroleum or natural gas reservoirs. Therefore, it is the opinion of this firm that the potential for ground subsidence to occur at the proposed project sites is very low.

CONCLUSIONS

1. Based on the results of this investigation and a thorough review of the proposed development, as discussed, the project is suitable for the intended use providing the following recommendations are incorporated into the design and subsequent construction of the project. Also, the development must be performed in an acceptable manner conforming to the Building Code requirements of the controlling governing agency.

2. Based on the California Geological Survey (CGS) Inglewood Quadrangle (EZRIM) Earthquake Zones of Required Investigation Map, (1986, 1999), (Plate 3), the proposed project sites are not located within a Liquefaction Hazard Zone. Additionally, the proposed project sites are underlain by late Pleistocene to Holocene aged alluvial soils (Qyf). Therefore, due to the age, density and consistency of the earth materials underlying the project sites, it is the opinion of this firm that the potential for liquefaction, liquefaction settlement, and/or seismically induced dry-sand settlement to occur at the proposed project sites is very low.

3. The SITE CLASS for the proposed development based upon available geotechnical data and the most recent ASCE/SEI Standard 7-16 (2017) is the “Site Class D – Stiff Soil.” Additional seismic design values are listed in Appendix III.

4. Based upon field observations, laboratory testing and analysis, the alluvial soils (Qyf) encountered in the exploration borings and underlying the proposed project sites should possess sufficient strength to support the proposed development, including any new engineered, compacted fill materials placed for support of the proposed airplane hangars.

RECOMMENDATIONS
Specific Recommendations

1. Anthropogenic artificial fill materials (Af) have been observed to blanket portions of the proposed project sites with varying thicknesses ranging from about (2.0) to (4.0) feet. The existing fill materials (Af) are not considered suitable for support of new engineered, compacted fill materials, foundations, concrete slabs-on-grade, concrete hardscape, and/or concrete or asphalt paving.

2. Grading and earthwork should be utilized to create a new uniform building pad areas for support of the proposed airplane hangars at each of the proposed project sites on the Hawthorne Municipal Airport property. The proposed airplane hangars should be supported on shallow conventional foundations. As an alternative to conventional foundations, the proposed airplane hangars may be supported on mat foundations.

The recommended conventional foundations and/or mat foundations for the proposed development shall bear entirely into the recommended properly placed engineered, compacted fill materials. Also, August 12, 2024 Page 8
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the recommended conventional foundations and/or mat foundations shall be designed as provided in the foundation design recommendations section(s) of this report, (below).

Additionally, potentially expansive soils have been observed to occupy the proposed project areas on the Hawthorne Municipal Airport property. All new foundations as well as concrete slabs-ongrade, concrete hardscape, and concrete paving shall be designed for an expansive soil condition.

3. Grading and earthwork to create new uniform building pad areas, at each of the proposed project sites on the Hawthorne Municipal Airport property, should include removals of any unsuitable existing fill materials (Af) to expose the firm to dense underlying alluvial soils (Qyf). The excavated earth materials generated from the grading excavations should be replaced as properly placed engineered, compacted fill materials.

All grading over-excavations to create new building pad areas should extend laterally at least (3) feet beyond the proposed airplane hangar building-lines. Also, grading over-excavation removals should extend to a minimum depth of at least (3) feet below the bases of the proposed airplane hangar foundations. Typically, grading over-excavation removals should be anticipated to be approximately (5) feet in depth below existing site grades and/or (5) feet below the proposed project finished grades.

4. Importing of earth fill materials should also be anticipated for the recommended grading and earthwork to create new uniform building pad areas for the proposed development. Imported earth fill materials must be approved by the project soils engineer prior to being placed as engineered, compacted fill. Imported earth materials should consist of largely granular soils with the following earth material parameters:

Select Import Earth Fill Material Parameters
• USCS Soil Type (SM), as approved by the project soils engineer • Angle of Internal Friction “φ” = 30 degrees
• Cohesive Strength “c” = 300 pounds per square foot
• Soil Wet Density “γ” = 120 pounds per cubic foot
• Expansive Index “EI” = LOW (20-50)

5. All grading and earthwork for the proposed development shall be performed as outlined in the Grading & Earthwork section of the enclosed Appendix IV – General Recommendations. Also, all grading and earthwork for the proposed development should be performed in accordance with the current local building code, all requirements of the local governmental reviewing agency, and/or any applicable regulations/requirements of the Federal Aviation Administration.

Additionally, numerous utility lines, such as electrical lines, telecommunication lines, water lines, sewer lines, and/or aviation fuel tanks and lines, should be anticipated to be encountered during grading in multiple and various locations at each of the proposed project sites on the Hawthorne Municipal Airport property. Special care should be taken during grading to properly locate and delineate any existing utility lines within the proposed project sites. Also, proper methods and procedures shall be implemented to protect and/or abandon any such utility lines.

6. The undersigned engineering geologist and soils engineer shall review and approve, with signatures and stamps, the detailed grading and building plans PRIOR to issuance of any building and/or grading permits to verify that the plans include the recommendations provided herein.

7. All foundation excavations shall be observed and verified by the project engineering geologist and/or soils engineer during construction prior to placing any reinforcing steel and pouring concrete. The required excavation observations are intended to verify conformance of the excavations with the recommendations provided herein, with the design structural engineering plans, with the current Building Code, and with the specific requirements of the local (and/or federal) governmental reviewing agency(ies).

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8. Prior to beginning any site grading, removals, and/or excavations for grading and/or foundations (a) project pre-grading / pre-construction meeting(s) should be held at the proposed project sites. The project pre-grading / pre-construction meeting(s) should be attended by the project engineering geologist and/or project soils engineer and by representatives of the property owner(s), the project architect, the project structural engineer, the project civil engineer, the general contractor and/or the grading contractor, by the local building department official/inspector and, (as necessary), by representatives of the Hawthorne Municipal Airport and/or the Federal Aviation Administration.

9. The property owner(s) shall maintain the proposed project sites as outlined in the Drainage and Maintenance section of Appendix IV – General Recommendations.

Foundation Design
The proposed development is anticipated to include constructing four (4) new one-story airplane hangars located at four (4) separate locations on the Hawthorne Municipal Airport property. Two (2) of the proposed new airplane hangars are planned to be located south of the airport runway and two (2) of the proposed new airplane hangars are planned to be located north of the airport runway, (see enclosed Plot Maps in Appendix I).

The proposed airplane hangars should be supported on shallow conventional foundations. As an alternative to conventional foundations, the proposed airplane hangars may be supported on mat foundations.

The recommended conventional foundations and/or mat foundations for the proposed development shall bear entirely into the recommended properly placed engineered, compacted fill materials. Also, the recommended conventional foundations and/or mat foundations shall be designed as provided herein, (below).

Conventional Foundations
The proposed new airplane hangars should be supported on shallow conventional foundations bearing into the recommended new properly placed engineered, compacted fill materials. Conventional foundations should consist of either continuous footings and/or pad footings and grade beams, (or other suitable structural members). The minimum conventional foundation design recommendations are given as follows:
 Allowable Bearing Pressures:
 Strip Footings 1,500 pounds per square foot
 Column Footings 2,000 pounds per square foot
 Maximum Allowable 3,000 pounds per square foot
 Allowable Bearing Pressure Increases:
 For Additional Footing Width 150 pounds per square foot, per foot  For Additional Footing Depth 300 pounds per square foot, per foot  Minimum Footing Widths:
 Strip Footings 12 inches
 Column Footings 24 inches (square)
 Minimum Footing Embedment Depths:
 Strip Footings 24 inches
 Column Footings 24 inches
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 All foundation embedment depths shall be measured into the recommended bearing material, below the lowest adjacent grade.
 Lateral Resistance Parameters:
 Coefficient of Friction 0.28
 Passive Earth Resistance (acting as a fluid) 250 pounds per square foot, per foot  Maximum Passive Earth Pressure 3,000 pounds per square foot  Lateral loads may be resisted by friction acting at the base of the footings and/or by passive resistance within the recommended bearing material.

The foundation bearing values provided above are for the total of dead and frequently applied live loads and include a Factor-of-Safety of at least (3). These bearing values may be increased by a factor of (⅓) for temporary loads, such as, wind and seismic forces. The bearing values given above are net bearing values; the weight of concrete below grade may be neglected.

When combining passive earth pressure and friction for lateral resistance, the passive earth pressure component should be reduced by one-third. The coefficient of friction should be applied to dead load forces only.

All continuous footings shall be reinforced with a minimum of (4) #(4) bars, two placed near the top and two near the bottom. Reinforcing recommendations are minimums and may be revised by the project structural engineer.

All foundation excavations are required to be observed by the project soils engineer and/or project engineering geologist. Footing depths will be measured from the lowest adjacent grade of recommended bearing material. Footing depths will not be measured from any proposed elevations or grades. Any foundation excavations that are not the recommended depth into the recommended bearing material will not be acceptable to this office.

Mat Foundations
As an alternative to conventional foundations, the proposed airplane hangars may be supported on mat foundations bearing entirely into the recommended properly placed engineered, compacted fill materials.

Additionally, the recommended mat foundations shall be designed to withstand the anticipated static settlement potentials. The final design of the recommended mat foundations shall be provided by the project structural engineer. The geotechnical mat foundation design recommendations are given as follows:
 Mat Foundation Design Parameters:
 Soil Subgrade Reaction Modulus: 54 kips per cubic foot  Minimum Mat Foundation Thickness: 15 inches
 Allowable Average Bearing Pressure: 1,500 pounds per square foot  Maximum Allowable Bearing Pressure: 3,000 pounds per square foot (for point loads under mat foundation)
Increases in the mat foundation allowable bearing pressure, for support of point loads under the mat, are allowable up to the maximum allowable bearing pressure. Additionally, given the recommended minimum mat thickness of (15) inches, the project structural engineer should consider including design measures to ensure that the recommended mat foundation behave as a mat under structural loading and not as a thickened membrane. Suggested design measures include:

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• Utilizing reinforced steps located at critical structural loading points, such as load-bearing internal walls or at a division wall between compartments or occupations, • Utilizing reinforced ribs in the mat to increase mat stiffness and structural support, and/or • Increasing the mat thickness and reinforcing, especially under areas of critical structural loading.
 Lateral Resistance Parameters:
 Coefficient of Friction 0.28
 Passive Earth Resistance (acting as a fluid) 250 pounds per square foot, per foot  Maximum Passive Earth Pressure 3,000 pounds per square foot  Lateral loads may be resisted by friction acting at the base of the mat foundation and/or by passive resistance within the recommended bearing material.

The mat foundation allowable average bearing value provided above is for the total of dead and frequently applied live loads and includes a Factor-of-Safety of at least (3). The bearing value may be increased by a factor of (⅓) for temporary loads, such as, wind and seismic forces.

The recommended Modulus of Subgrade Reaction value may be scaled using the empirical relations proposed by Terzaghi (1955), and as provided in Naval Facilities Engineering Command, Design Manual

7.02 (1986), given as:
ks = (k1) * [(B+B1)/(2B)]
2 (for square footings)
Where:
‘k1‘ is the Subgrade Reaction Modulus for a (12)-inch test plate, ‘B1’ is the test plate width, typically (12) inches square, ks,rect. = (ks) * [1+(B/2L)]/(1.50)]
(for rectangular footings)
‘B’ is the foundation width,
‘L’ is the foundation length, and
‘ks’ is the scaled Subgrade Reaction Modulus
(for square footings)
All foundation excavation and embedment depths will be measured from the lowest adjacent grade of recommended bearing material. Foundation depths will not be measured from any proposed elevations or grades. Any foundation excavations that are not the recommended depth into the recommended bearing material will not be acceptable to this office.

Foundation Static Settlement
Foundation loads for the proposed development are anticipated to be light to moderate. The alluvial soils (Qyf) underlying the proposed project sites as well as the recommended properly placed engineered, compacted fill materials should be anticipated to be firm to dense and competent. Therefore, significant static settlement of the recommended conventional and/or mat foundations is not anticipated for the expected foundation loading conditions.

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Conservatively, static settlement of the proposed development should be anticipated to occur. Static settlement on the order of (½) to (¾)-inches between walls or piers, within (20) feet or less, of each other, and under similar loading conditions, is considered normal. Total static settlement on the order of less than (1)-inch should be anticipated.

Expansive Soils
Our experience and soils laboratory testing indicates that the onsite earth materials should be anticipated to exhibit a LOW to MEDIUM expansion potential. As such, all new foundations and new hardscape shall be designed for an expansive soil condition, in accordance with 2022 California Building Code (CBC) §1808.6 et seq.

Expansive soils can be a problem, as variation in moisture content will cause a volume change in the soil.

Expansive soils heave when moisture is introduced and contract as they dry. During inclement weather and/or excessive landscape watering, moisture infiltrates the soil and causes the soil to heave (expansion).

When drying occurs the soils will shrink (contraction). Repeated cycles of expansion and contraction of soils can cause pavement, concrete slabs on grade and foundations to crack. This movement can also result in misalignment of doors and windows. To reduce the effect of expansive soils, foundation systems are usually deepened and/or provided with additional reinforcement design by the structural engineer.

Planning of site improvements should take into consideration maintaining uniform moisture conditions around structures. Soils should be kept moist, but water should not be allowed to pond. These designs are intended to reduce, but will not eliminate, deflection and cracking and do not guarantee or warrant that cracking will not occur.

Hydroconsolidation
Hydroconsolidation is settlement of soils that collapse when they become saturated. The hydroconsolidation potential of the earth materials underlying the proposed project sites is greatest for the upper soils due to the possibility of potential saturation from rainfall and/or site irrigation. The amount of hydroconsolidation settlement of the upper soils can be reduced by proper maintenance of the subject site.

Plumbing lines should be maintained in leak-free condition, landscape watering should be kept to a minimum to reduce infiltration of moisture to the deeper soils, and site drainage should be maintained as outlined in the Drainage and Maintenance section of Appendix IV – General Recommendations.

Hydroconsolidation can occur in deeper soils due to elevated groundwater levels. However, groundwater was not encountered in the exploration borings to a maximum depth of (31.5) feet below adjacent site grades. Additionally, the historic high groundwater level for the proposed project sites was obtained from review of the California Division of Mines and Geology (CDMG) Seismic Hazard Zone Report (SHZR 027) for the Inglewood 7.5-Minute Quadrangle (1998, 2006). Review of this report indicates that the historically highest groundwater level in the vicinity of the proposed project sites is on the order of (30) feet below site grades. Based upon the depth to the historic groundwater level in the vicinity of the proposed project sites, hydroconsolidation of the deeper soils should not pose any significant hazard at the subject site.

Site Drainage
Proper surface drainage is critical to the future performance of the project. Saturation of a soil can cause it to lose internal shear strength and increase its compressibility, resulting in a change in the designed engineering properties. Proper site drainage should be maintained at all times.

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All site drainage should be collected and transferred to the street, or an approved drainage facility in nonerosive drainage devices. The proposed development should be provided with roof drainage. Discharge from downspouts, roof drains and scuppers should not be permitted on unprotected soils within (5) feet of any building perimeter. Drainage should not be allowed to pond anywhere on the site, and especially not against any foundation or retaining wall. Drainage should not be allowed to flow uncontrolled over any descending slope. Planters located within wall backfill and/or near foundations should be sealed to prevent moisture intrusion into the subgrade earth materials.

Temporary Excavations
Temporary excavations for the proposed development should be anticipated to include grading overexcavations for construction of the recommended engineered, compacted fill building pad areas at the proposed project sites on the Hawthorne Municipal Airport property. Conventional excavation equipment may be used to make the anticipated grading over-excavations.

Excavations should be anticipated to encounter unsuitable existing fill materials (Af) overlying firm to dense, competent alluvial soils (Qyf). All temporary excavations should be observed and verified by the project soils engineer and/or project engineering geologist during construction so that modifications can be made if variations in the earth materials occur.

All excavations should be stabilized within (30) days of initial excavation. If this time is exceeded, the project soils engineer must be notified, and modifications, such as shoring or slope trimming may be required. Water should not be allowed to pond on top of, or at the toe of, the excavations, nor to flow toward them. All excavations should be protected from inclement weather. Excavations should be kept moist, not saturated, to reduce the potential for raveling and sloughing during construction. No vehicular surcharge should be allowed within (5) feet of any excavation.

Vertical Excavations
The alluvial soils (Qyf) and/or existing fill materials (Af) are considered suitable for vertical excavations up to (5) feet in height. Vertical excavations greater than (5) feet in height should be trimmed and laid-back at a maximum gradient of 1H:1V, (horizontal to vertical), for the full height of the excavation.

Grading Over-excavations
Grading and earthwork over-excavations necessary to construct the proposed new building pad areas may be performed utilizing the A-B-C Slot Cutting Method. The planned grading over-excavations are not anticipated to exceed (5) feet in height and may be located within (5) feet of adjacent structures, neighboring properties, and/or public rights-of-way.

The A-B-C Slot-Cutting Method employs the use of the earth as a buttress and allows the excavation to proceed in phases. The slots are all cut to a maximum width of (8) feet and using an alternating A-B-C sequence.

The initial excavation is made at a slope of 1H:1V (horizontal to vertical). Then the “A” slots are excavated, with a maximum width of (8) feet, leaving the "B" and "C" slots to buttress the excavation. The "A" slots are then backfilled with the recommended engineered, compacted fill materials. The same procedure is used to excavate and recompact the "B" slots, and then, lastly, the "C" slots.

Earthwork, Bulking, & Compaction Shrinkage
The temporary excavations for the proposed development should be anticipated to encounter unsuitable existing fill materials (Af) overlying firm to dense, competent alluvial soils (Qyf). The “Ease of Excavation” (or “Diggability Index”) of the onsite earth materials may be anticipated to be “Medium (‘M’).” A “Bulking,” (or “Swell”), factor of approximately (20%) may be utilized in earthwork calculations.

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Compaction “Shrinkage” results when a volume of loose earth materials at one density and is placed and compacted to a higher density. A shrinkage factor of approximately (5%) to (15%) should be anticipated when placing the excavated on-site earth materials as new select engineered backfill materials with an average of (92%) relative compaction.

Slabs-on-Grade & Hardscape
Concrete conventional slabs-on-grade and/or outdoor concrete flatwork should be a minimum of (4) inches in thickness. Slabs-on-grade should be reinforced with a minimum of (#4) reinforcing bars, placed at (16) inches on center each way. Conventional slabs-on-grade and concrete flatwork may be supported directly upon the firm to dense, competent alluvial soils (Qyf) and/or upon the recommended properly placed engineered, compacted fill materials and should be underlain by (4) inches of crusher-run base mechanically compacted into place.

Grading and earthwork for subgrade preparation and slab support should include the following:
• Any unsuitable existing fill materials (Af) within the footprint of any proposed interior floor-slab and/or any exterior slab areas should be over-excavated and removed to expose firm to dense, competent alluvial soils (Qyf). The minimum over-excavation for placement of engineered compacted fill materials shall be (24) inches.
• The bottom of the over-excavation should be observed by the project soils engineer and/or engineering geologist.
• The bottom of the over-excavation should be scarified about (6) inches, moisture conditioned, and compacted.
• Engineered fill should be placed in loose lifts of about (4) to (6) inches in thickness and compacted. • Engineered fill should be moisture controlled to be within (3) percent of the optimum moisture content.
• Engineered fill should be compacted to a minimum of (90) percent of the Modified Proctor Maximum Dry Density, per the latest edition of ASTM D 1557.
• Engineered fill should be tested for compaction with a minimum frequency of at every (2) vertical feet or (500) cubic yards of fill placed, whichever is MORE restrictive. • Engineered fill should be surface tested for compaction at the proposed subgrade elevation. • The project soils engineer and/or engineering geologist should be contacted to provide periodic observation of the grading operation and perform compaction testing of the engineered compacted fill placed.
• The project soils engineer and/or engineering geologist should prepare a final report detailing the grading and earthwork performed, placement and testing of the engineered compacted fill, and providing the as-built condition of the project area with respect to engineering geology.

Foundation excavation spoils should either be removed from the slab areas or compacted into place by mechanical means and tested for compaction.

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For interior slabs and/or slabs where moisture control is required, a vapor retarder with a minimum thickness of (15)-mil should be placed below the concrete slab. The vapor retarder should conform to ASTM E1745 Class A with water vapor transmission rate <0.01 perms and should be installed in accordance with ASTM E1643. The structural engineer should provide design considerations such as reinforcement to offset potential increase in curling stresses in the slab.

Slabs, walkways, and decking are likely to crack as a result of shrinkage and curing processes of concrete.

Typical concrete shrinkage can result in cracks and gaps along control joints and where slabs connect with structures. Slabs should be provided with proper control joints in an effort to control the location of the cracking. The gaps will require periodic caulking to limit infiltration of moisture.

Provisions for cracks should be incorporated into the design and construction of the foundation system, slabs and proposed floor coverings. Concrete slabs should have sufficient control joints spaced at a maximum of approximately (8) feet. Slabs-on-grade should be quartered or saw cut slabs to mitigate cracking and be isolated from the stem wall footing. Exterior slabs planned adjacent to descending slopes or planter areas should be provided with a thickened edge. The thickened edge should be a minimum of (12) inches wide and (24) inches deep and two #(4) bars.

Movement of slabs adjacent to structures can be mitigated by doweling slabs to perimeter footings.

Doweling should consist of (#4) bars bent around exterior footing reinforcement. Dowels should be extended at least (2) feet into planned exterior slabs. Doweling should be spaced consistent with the reinforcement schedule for the slab. With doweling, (⅜) inch minimum thickness expansion joint material should be provided. Where expansion joint material is provided, it should be held down about (⅜) inch below the surface. The expansion joints should be finished with a color matched, flowing, flexible sealer (e.g., pool deck compound) sanded to add mortar-like texture. As an option to doweling, an architectural separation could be provided between the main structures and abutting appurtenant improvements.

These recommendations are considered as minimums unless superseded by the project structural engineer.

The on-site earth materials are anticipated to exhibit a LOW to MEDIUM expansion potential. Thus, in accordance with 2022 California Building Code (CBC) §1808.6.4, prior to pouring conventional slabs-ongrade, the existing slab sub-grade earth materials should be pre-saturated to a minimum moisture content of (110) percent of the optimum moisture content, per the latest edition of ASTM D1557. Pre-saturation of the slab sub-grade earth materials shall extend to a minimum depth of (24) inches below grade.

For exterior areas, (e. g. walkway areas and/or driveway areas), hardscape may consist of flexible paving, including asphaltic concrete (A/C) pavement and/or flexible and permeable paving stones. Flexible paving may be cast over properly placed engineered, compacted fill materials. Also, flexible paving should be anticipated to encounter and flexible paving sections should be designed for an expansive soil condition.

Grading and earthwork, as outlined above with a minimum (24)-inch over-excavation, should be utilized for preparation of subgrade soils for support of new flexible paving.

Additionally, the property owner(s) should be aware that the complete removal of all existing fill materials in the planned areas of new flexible paving is not required. However, flexible pavement constructed over existing fill materials will most likely have a shorter design life and increased maintenance costs. Also, if necessary, a Request for Modification, (or “RFM”), of the local Building Code to allow placement of new engineered, compacted fill over competent native soil and/or existing fill materials should be submitted along with this geotechnical report.

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Concrete Mix Design
Our experience indicates that the earth materials at the site contain negligible to positive levels of sulfates and should be categorized as sulfate exposure class: S1. Thus, a concrete mix design including Type II Portland cement is recommended for the project. Also, a low permeability concrete is recommended to be utilized at the site to limit moisture transmission through slabs and foundations. For this purpose, the water/cement (w/cm) ratio to be used at the site should be limited to (0.45). Limited use, (subject to approval of mix designs), of a water reducing agent may be included to increase workability.

The concrete should be properly cured to minimize the risk of shrinkage cracking. The building code dictates at least (7) days of moist curing for the concrete. Two to three weeks is preferred to minimize cracking. One-inch hard rock mixes should be provided. Pea gravel mixes are specifically not recommended, but pea gravel mixes could be utilized for relatively non-critical improvements, (e. g. flatwork), and other improvements provided the mix designs consider limiting shrinkage.

Contractors / other designers should take care in all aspects of designing mixes, detailing, placing, finishing, and curing concrete. The mix designers and contractor are advised to consider all available steps to reduce cracking. The use of shrinkage compensating cement or fiber reinforcing should be considered.

Concrete mix designs proposed by the concrete contractor should be considered for use in the proposed development and should be subject to review by the project civil / structural engineer.

Pavement Design
Prior to placing new paving for the proposed project areas, all unsuitable existing fill materials (Af) should be removed down to expose the firm to dense, competent alluvial soils (Qyf), anticipated to be encountered at a minimum depth of (24) inches below existing site grades. The bottom excavation should be observed by the project soils engineer and/or project engineering geologist. At the discretion of the project soils engineer and/or project engineering geologist, the bottom excavation may be deepened further than the minimum (24) inches to achieve exposure of competent earth materials.

The bottom excavation should be scarified to a depth of (12) inches, moistened as required to obtain optimum moisture content, and recompacted to a minimum of (95)-percent of the modified Proctor maximum dry density, as determined by the most recent version of ASTM D1557. The property owner should be aware that removal of all existing fill materials in the area of new paving is not required, however, pavement constructed in this manner will most likely have a shorter design life and increased maintenance costs.

Asphalt/Concrete (A/C) Pavement
Preliminary Asphalt/Concrete (A/C) pavement sections are provided below for the assumed Traffic Indices of 5.0, 7.0, and 9.0 to be utilized in pavement design for the proposed development. These sections are based on the resistance (“R”) values determined from the soils laboratory testing performed, (see Appendix II, below).

These A/C pavement recommendations should be confirmed with additional resistance (“R”) value testing of representative near-surface soils at the completion of grading and after underground utilities have been installed and backfilled. Final A/C pavement section designs shall be selected by the project civil engineer based upon the projected design traffic index(ices).

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The following minimum A/C pavement sections are recommended:

Proposed NE & NW Hangars - A/C Pavement Section Recommendations Service Type Traffic Index
(TI)
A/C Pavement Course
Thickness (inches)
Aggregate Base Course
Thickness (inches)
Light Traffic Loads:

Passenger Cars 5.0 6 6
Moderate Traffic Loads:

Passenger Cars,
Trucks & Buses

7.0 6 12
Heavy Traffic Loads:

Passenger Cars,
Trucks & Buses,
Trash Trucks

9.0 10 12
Proposed SE & SW Hangars - A/C Pavement Section Recommendations Service Type Traffic Index
(TI)
A/C Pavement Course
Thickness (inches)
Aggregate Base Course
Thickness (inches)
Light Traffic Loads:

Passenger Cars 5.0 4 4
Moderate Traffic Loads:

Passenger Cars,
Trucks & Buses

7.0 6 8
Heavy Traffic Loads:

Passenger Cars,
Trucks & Buses,
Trash Trucks

9.0 8 10
Portland Cement Concrete (PCC) Pavement
Preliminary minimum Portland Cement Concrete (PCC) pavement sections are provided below for Traffic Indices of 5.0, 7.0, and 9.0 to be utilized in pavement design for the proposed development. These sections are based on the resistance (“R”) values determined from the soils laboratory testing performed, (see Appendix II, below).

Hawthorne City CouncilDecember 9, 2025

Hawthorne City Council
December 9, 2025