Agenda packet, closed session, first session — Inglewood City Council, April 12, 2022

CLOSED SESSION – 1:00 P.M.

PUBLIC COMMENTS REGARDING CLOSED SESSION ITEMS
Persons wishing to address the Inglewood City Council on the closed session items may do so at this time.

CS-1. Closed Session – Confidential – Attorney/Client Privileged; City Council Conference with Legal Counsel – Anticipated Litigation pursuant to Government Code Section 54956.9 (d)(2); Worker’s Compensation Claim of Manuel Hackett: Claim Number 20-149125.

CS-2. Closed Session – Confidential – Attorney/Client Privileged; City Council Conference with Legal Counsel – Anticipated Litigation pursuant to Government Code Section 54956.9 (d)(2); Worker’s Compensation Claim of Louie Johnson, III: Claim Number 19-141651.

CS-3. Closed Session – Confidential – Attorney/Client Privileged; City Council Conference with Legal Counsel – Anticipated Litigation pursuant to Government Code Section 54956.9 (d)(2); Worker’s Compensation Claim of Eric Quintanar: Claim Number 18-137672.

CS-4. Closed Session – Confidential – Attorney/Client Privileged; City Council Conference with Legal Counsel regarding pending litigation pursuant to Government Code Section 54956.9(d)(1); Rose Ann Vargas v. City of Inglewood; LASC Case No.: 20STCV12254.

OPENING CEREMONIES – 2:00 P.M.

Call to Order
Pledge of Allegiance
Roll Call

PUBLIC COMMENTS REGARDING AGENDA ITEMS
Persons wishing to address the Inglewood City Council/Successor Agency/Housing Authorityon any item, other than the public hearing, may do so at this time.

WARRANTS AND BILLS (City Council/Successor Agency/Housing Authority) 1, CSA-1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT/ ECONOMIC AND COMMUNITY DEVELOPMENT DEPARTMENT Public hearing to consider multiple actions associated with the Inglewood Transit Connector (ITC) Project.

PH-1..PDF
UPDATED ITC DOCUMENTS.PDF

CONSENT CALENDAR
These items will be acted upon as a whole unless called upon by a Council Member.

2. CITY ATTORNEY’S OFFICE
Letters from the City Attorney’s Office recommending the following:

A. Reject Claim pursuant to Government Code Section 913:

1. Francisco Palomares for alleged property damage; tree on October 11, 2021.

B. Reject Amended Claim pursuant to Government Code Section 913:

2. TaWae Black for alleged tire damage; pothole on December 31, 2021.

3. PARKS, RECREATION AND COMMUNITY DEPARTMENT
Staff report recommending rejection of all bids received on March 9, 2022, for the Darby Park Restroom Project Phase 1 (CB-22-03) and authorize the rebid of the project.

3..PDF

4. PUBLIC WORKS DEPARTMENT
Staff report recommending approval of a five-year General Services Agreement with the County of Los Angeles, beginning July 1, 2022, through June 30, 2027. (General Fund and Miscellaneous Special Funds)

4..PDF

5. PUBLIC WORKS DEPARTMENT
Staff report recommending award of a contract and approval of a three (3)-year agreement (with the option to extend for one (1) additional year) with PSOMAS, to provide design and engineering services for the Crenshaw Boulevard Improvement Project, per Request for Proposal (RFP) No. 0171. (Various Funds)

5..PDF

6. PUBLIC WORKS DEPARTMENT
Staff report recommending authorization of payment of Invoice No. 910017255 submitted by EMCOR Services/Mesa Energy Systems (EMCOR) for emergency repairs to the Senior Center’s air-conditioning system (AC System). (General Fund)

6..PDF

DEPARTMENTAL REPORTS
DR-1. PUBLIC WORKS DEPARTMENT
Staff report recommending approval of a Community Workforce Agreement by and among the City of Inglewood (the “City”), the Los Angeles/Orange Counties Building and Construction Trades Council (the “Council”), and the Craft Councils and Local Unions (the “Unions”).

DR-1..PDF

ORDINANCES
O-1. PUBLIC WORKS DEPARTMENT
Staff report recommending adoption of Ordinance No. 22-07, adding the following:

1. Section 2-201 of Article 5 (Purchasing) of Chapter 2 (Administration);

2. Section 5-112.1 of Article 7 (Water Conservation) of Chapter 5 (Offenses, Miscellaneous);

3. Section 7-53 of Article 5 (Solid Waste Code) of Chapter 7 (Sanitation and Health Regulations); and

4. Section 7-79 of Article 7 (Construction and Demolition Recycling Program) of Chapter 7 (Sanitation and Health Regulations).

O-1..PDF
REPORTS – CITY ATTORNEY
A-1. Report on Closed Session Items.

A-2. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK
CC -1. Oral reports – City Clerk.

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1 & CSA-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

PUBLIC COMMENTS REGARDING OTHER MATTERS
Persons wishing to address the City Council on any matter connected with City business not elsewhere considered on the agenda may do so at this time. Persons with complaints regarding City management or departmental operations are requested to submit those complaints first to the City Manager for resolution.

MAYOR AND COUNCIL REMARKS
The members of the City Council will provide oral reports, including reports on City related travels where lodging expenses are incurred, and/or address any matters they deem of general interest to the public.

ADJOURNMENT CITY COUNCIL
In the event that today’s meeting of the City Council is not held, or is concluded prior to a public hearing or other agenda item being considered, the public hearing or non-public hearing agenda item will automatically be continued to the next regularly scheduled City Council meeting.If you will require special accommodations, due to a disability, please contact the Office of the City Clerk at (310) 412-5280 or FAX (310) 412-5533, One Manchester Boulevard, First Floor, Inglewood City Hall, Inglewood, CA 90301. All requests for special accommodations must be received 72 hours prior to the day of the Council Meetings. * No Accompanying Staff Report at the Time of Printing
** Serves in that Capacity for Successor Agency, Housing Authority, Finance Authority, Parking Authority, and Joint Powers Authority

INGLEWOOD,

CALIFORNIA
Tuesday, April 12, 2022
Closed Session – 1:00 p.m.

Open Session – 2:00 p.m.

Web Sites:
www.cityofinglewood.org
www.cityofinglewood.org/253/Successor -Agency
www.cityofinglewood.org/688/Housing -Authority
www.cityofinglewood.org/654/Finance -Authority
www.cityofinglewood.org/839/Parking -Authority
*****NOTE FROM THE CITY*****
COVID-19 PUBLIC SERVICE ANNOUNCEMENT REGARDING MEETINGS OF

THE INGLEWOOD CITY COUNCIL AND OTHER CITY LEGISLATIVE BODIES Until further notice, meetings of the Inglewood City Council and other City legislative bodies will be conducted pursuant to California Government Code section 54953(e), which allows the City to use teleconferencing for members of the public to access a meeting and to address the legislative body via a call-in option.

CALL-IN OPTION

1.Members of the public who wish to attend a public meeting and address the City Council or other legislative body during a public meeting must use the call-in option noted below:
l Members of the public may listen and make oral public comments telephonically by dialing:
l Dial in for Closed Session: 1-669-900-6833 Meeting ID: 883-6080-6112 Passcode: 257604
l Dial-in for Open Session: 1-888-251-2949 or 215-861-0694, using the specific access codes detailed below for the respective City Council Dates:
l April 5, 2022 – Access Code: 6271542#
l April 12, 2022 – Access Code: 6721843#
l April 19, 2022 – Access Code: 2738357#
l April 26, 2022 – Access Code: 6381037#
In the event of a disruption which prevents the City from broadcasting the meeting to the public using the call-in option, or in the event of a disruption within the City’s control which prevents the public from offering public comments using the call-in option, the City Council and other legislative body shall take no further action on items appearing on the meeting agenda until public access to the meeting via the call- in option.

ALTERNATIVE METHODS
The City also provides alternative methods for members of the public to submit comments and/or to observe a public meeting. The following alternative methods are provided to the public as a matter of convenience only and the disruption in service to any alternative method does not preclude the City Council or other legislative body from taking further action on an agenda item. In the event of a disruption to any alternative method below members of the public should use the call-in option above.

2. Submitting Comments Prior to Public Meeting: Members of the public may choose to submit comments electronically for consideration by the City Council or other City Legislative Body by sending them to the City Clerk/Secretary at [email protected],and Deputy City Clerk at [email protected]. To ensure distribution to the members of the Legislative Body prior to consideration of the agenda, please submit comments prior to 8:00 a.m. the day of the meeting, and in the body of the email, please identify the agenda number or subject matter. Correspondence should indicate the meeting date and agenda item. Comments received after 8:00 a.m. and prior to the close of the public hearings will be made part of the official public record of the meeting. Contact the Office of the City Clerk at 310-412-5280 with any questions.

3. Viewing and Listening to the Meeting without Making Public Comments:
l On Spectrum Cable Channel 35 with audio and limited video. Please check with your cable provider for details.
l Live online through Facebook Live, with audio and limited video, at https://www.facebook.com/cityofinglewood/

4.Public attendance at Gladys Waddingham Lecture Hall (located adjacent to the Main Library) to view meeting and make public comments via audio/video.

ACCESSIBILITY: If requested, the agenda and backup materials will be made available in appropriate alternative formats to persons with a disability, as required by Section 202 of the Americans with Disabilities Act of 1990 (42 U.S.C. Sec. 12132), and the federal rules and regulations adopted in implementation thereof.

Any person who requires a disability-related modification or accommodation, or translation services in order to observe and/or offer public comment may request such reasonable modification, accommodation, or service by contacting the Office of the City Clerk by telephone at 310 - 412 -5280, FAX at 310 -412-5533, One Manchester Boulevard, First Floor, Inglewood City Hall, Inglewood, CA 90301 or via email to [email protected] [email protected] later than 24 hours prior to the scheduled meeting.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY

MAYOR/CHAIRMAN
James T. Butts, Jr.

COUNCIL/AGENCY/AUTHORITY MEMBERS
George W. Dotson, District No. 1
Alex Padilla, District No. 2
Eloy Morales, Jr., District No. 3
Dionne Faulk, District No. 4

CITY CLERK/SECRETARY
Aisha Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Roll Call
Documents:

Documents:

CM-1. Oral reports – City Manager.

Documents:

CLOSED SESSION – 1:00 P.M.

PUBLIC COMMENTS REGARDING CLOSED SESSION ITEMS
Persons wishing to address the Inglewood City Council on the closed session items may do so at this time.

OPENING CEREMONIES – 2:00 P.M.

Call to Order
Pledge of Allegiance
Roll Call

PUBLIC COMMENTS REGARDING AGENDA ITEMS
Persons wishing to address the Inglewood City Council/Successor Agency/Housing Authorityon any item, other than the public hearing, may do so at this time.

WARRANTS AND BILLS (City Council/Successor Agency/Housing Authority) 1, CSA-1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT/ ECONOMIC AND COMMUNITY DEVELOPMENT DEPARTMENT Public hearing to consider multiple actions associated with the Inglewood Transit Connector (ITC) Project.

PH-1..PDF
UPDATED ITC DOCUMENTS.PDF

CONSENT CALENDAR
These items will be acted upon as a whole unless called upon by a Council Member.

2. CITY ATTORNEY’S OFFICE
Letters from the City Attorney’s Office recommending the following:

A. Reject Claim pursuant to Government Code Section 913:

1. Francisco Palomares for alleged property damage; tree on October 11, 2021.

B. Reject Amended Claim pursuant to Government Code Section 913:

2. TaWae Black for alleged tire damage; pothole on December 31, 2021.

3..PDF

4..PDF

5..PDF

6..PDF

DR-1..PDF

ORDINANCES
O-1. PUBLIC WORKS DEPARTMENT
Staff report recommending adoption of Ordinance No. 22-07, adding the following:

1. Section 2-201 of Article 5 (Purchasing) of Chapter 2 (Administration);

2. Section 5-112.1 of Article 7 (Water Conservation) of Chapter 5 (Offenses, Miscellaneous);

3. Section 7-53 of Article 5 (Solid Waste Code) of Chapter 7 (Sanitation and Health Regulations); and

4. Section 7-79 of Article 7 (Construction and Demolition Recycling Program) of Chapter 7 (Sanitation and Health Regulations).

O-1..PDF
REPORTS – CITY ATTORNEY
A-1. Report on Closed Session Items.

A-2. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK
CC -1. Oral reports – City Clerk.

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1 & CSA-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 12, 2022
Closed Session – 1:00 p.m.

Open Session – 2:00 p.m.

CALL-IN OPTION

4.Public attendance at Gladys Waddingham Lecture Hall (located adjacent to the Main Library) to view meeting and make public comments via audio/video.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY

MAYOR/CHAIRMAN
James T. Butts, Jr.

COUNCIL/AGENCY/AUTHORITY MEMBERS
George W. Dotson, District No. 1
Alex Padilla, District No. 2
Eloy Morales, Jr., District No. 3
Dionne Faulk, District No. 4

CITY CLERK/SECRETARY
Aisha Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Roll Call
Documents:

Documents:

CM-1. Oral reports – City Manager.

Documents:

CLOSED SESSION – 1:00 P.M.

PUBLIC COMMENTS REGARDING CLOSED SESSION ITEMS
Persons wishing to address the Inglewood City Council on the closed session items may do so at this time.

OPENING CEREMONIES – 2:00 P.M.

Call to Order
Pledge of Allegiance
Roll Call

PUBLIC COMMENTS REGARDING AGENDA ITEMS
Persons wishing to address the Inglewood City Council/Successor Agency/Housing Authorityon any item, other than the public hearing, may do so at this time.

WARRANTS AND BILLS (City Council/Successor Agency/Housing Authority) 1, CSA-1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT/ ECONOMIC AND COMMUNITY DEVELOPMENT DEPARTMENT Public hearing to consider multiple actions associated with the Inglewood Transit Connector (ITC) Project.

PH-1..PDF
UPDATED ITC DOCUMENTS.PDF

CONSENT CALENDAR
These items will be acted upon as a whole unless called upon by a Council Member.

2. CITY ATTORNEY’S OFFICE
Letters from the City Attorney’s Office recommending the following:

A. Reject Claim pursuant to Government Code Section 913:

1. Francisco Palomares for alleged property damage; tree on October 11, 2021.

B. Reject Amended Claim pursuant to Government Code Section 913:

2. TaWae Black for alleged tire damage; pothole on December 31, 2021.

3..PDF

4..PDF

5..PDF

6..PDF

DR-1..PDF

ORDINANCES
O-1. PUBLIC WORKS DEPARTMENT
Staff report recommending adoption of Ordinance No. 22-07, adding the following:

1. Section 2-201 of Article 5 (Purchasing) of Chapter 2 (Administration);

2. Section 5-112.1 of Article 7 (Water Conservation) of Chapter 5 (Offenses, Miscellaneous);

3. Section 7-53 of Article 5 (Solid Waste Code) of Chapter 7 (Sanitation and Health Regulations); and

4. Section 7-79 of Article 7 (Construction and Demolition Recycling Program) of Chapter 7 (Sanitation and Health Regulations).

O-1..PDF
REPORTS – CITY ATTORNEY
A-1. Report on Closed Session Items.

A-2. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK
CC -1. Oral reports – City Clerk.

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1 & CSA-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 12, 2022
Closed Session – 1:00 p.m.

Open Session – 2:00 p.m.

CALL-IN OPTION

4.Public attendance at Gladys Waddingham Lecture Hall (located adjacent to the Main Library) to view meeting and make public comments via audio/video.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY

MAYOR/CHAIRMAN
James T. Butts, Jr.

COUNCIL/AGENCY/AUTHORITY MEMBERS
George W. Dotson, District No. 1
Alex Padilla, District No. 2
Eloy Morales, Jr., District No. 3
Dionne Faulk, District No. 4

CITY CLERK/SECRETARY
Aisha Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Roll Call
Documents:

Documents:

CM-1. Oral reports – City Manager.

Documents:

CLOSED SESSION – 1:00 P.M.

PUBLIC COMMENTS REGARDING CLOSED SESSION ITEMS
Persons wishing to address the Inglewood City Council on the closed session items may do so at this time.

OPENING CEREMONIES – 2:00 P.M.

Call to Order
Pledge of Allegiance
Roll Call

PUBLIC COMMENTS REGARDING AGENDA ITEMS
Persons wishing to address the Inglewood City Council/Successor Agency/Housing Authorityon any item, other than the public hearing, may do so at this time.

WARRANTS AND BILLS (City Council/Successor Agency/Housing Authority) 1, CSA-1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT/ ECONOMIC AND COMMUNITY DEVELOPMENT DEPARTMENT Public hearing to consider multiple actions associated with the Inglewood Transit Connector (ITC) Project.

PH-1..PDF
UPDATED ITC DOCUMENTS.PDF

CONSENT CALENDAR
These items will be acted upon as a whole unless called upon by a Council Member.

2. CITY ATTORNEY’S OFFICE
Letters from the City Attorney’s Office recommending the following:

A. Reject Claim pursuant to Government Code Section 913:

1. Francisco Palomares for alleged property damage; tree on October 11, 2021.

B. Reject Amended Claim pursuant to Government Code Section 913:

2. TaWae Black for alleged tire damage; pothole on December 31, 2021.

3..PDF

4..PDF

5..PDF

6..PDF

DR-1..PDF

ORDINANCES
O-1. PUBLIC WORKS DEPARTMENT
Staff report recommending adoption of Ordinance No. 22-07, adding the following:

1. Section 2-201 of Article 5 (Purchasing) of Chapter 2 (Administration);

2. Section 5-112.1 of Article 7 (Water Conservation) of Chapter 5 (Offenses, Miscellaneous);

3. Section 7-53 of Article 5 (Solid Waste Code) of Chapter 7 (Sanitation and Health Regulations); and

4. Section 7-79 of Article 7 (Construction and Demolition Recycling Program) of Chapter 7 (Sanitation and Health Regulations).

O-1..PDF
REPORTS – CITY ATTORNEY
A-1. Report on Closed Session Items.

A-2. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK
CC -1. Oral reports – City Clerk.

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1 & CSA-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 12, 2022
Closed Session – 1:00 p.m.

Open Session – 2:00 p.m.

CALL-IN OPTION

4.Public attendance at Gladys Waddingham Lecture Hall (located adjacent to the Main Library) to view meeting and make public comments via audio/video.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY

MAYOR/CHAIRMAN
James T. Butts, Jr.

COUNCIL/AGENCY/AUTHORITY MEMBERS
George W. Dotson, District No. 1
Alex Padilla, District No. 2
Eloy Morales, Jr., District No. 3
Dionne Faulk, District No. 4

CITY CLERK/SECRETARY
Aisha Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Roll Call
Documents:

Documents:

CM-1. Oral reports – City Manager.

Documents:

CLOSED SESSION – 1:00 P.M.

PUBLIC COMMENTS REGARDING CLOSED SESSION ITEMS
Persons wishing to address the Inglewood City Council on the closed session items may do so at this time.

OPENING CEREMONIES – 2:00 P.M.

Call to Order
Pledge of Allegiance
Roll Call

PUBLIC COMMENTS REGARDING AGENDA ITEMS
Persons wishing to address the Inglewood City Council/Successor Agency/Housing Authorityon any item, other than the public hearing, may do so at this time.

WARRANTS AND BILLS (City Council/Successor Agency/Housing Authority) 1, CSA-1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT/ ECONOMIC AND COMMUNITY DEVELOPMENT DEPARTMENT Public hearing to consider multiple actions associated with the Inglewood Transit Connector (ITC) Project.

PH-1..PDF
UPDATED ITC DOCUMENTS.PDF

CONSENT CALENDAR
These items will be acted upon as a whole unless called upon by a Council Member.

2. CITY ATTORNEY’S OFFICE
Letters from the City Attorney’s Office recommending the following:

A. Reject Claim pursuant to Government Code Section 913:

1. Francisco Palomares for alleged property damage; tree on October 11, 2021.

B. Reject Amended Claim pursuant to Government Code Section 913:

2. TaWae Black for alleged tire damage; pothole on December 31, 2021.

3..PDF

4..PDF

5..PDF

6..PDF

DR-1..PDF

ORDINANCES
O-1. PUBLIC WORKS DEPARTMENT
Staff report recommending adoption of Ordinance No. 22-07, adding the following:

1. Section 2-201 of Article 5 (Purchasing) of Chapter 2 (Administration);

2. Section 5-112.1 of Article 7 (Water Conservation) of Chapter 5 (Offenses, Miscellaneous);

3. Section 7-53 of Article 5 (Solid Waste Code) of Chapter 7 (Sanitation and Health Regulations); and

4. Section 7-79 of Article 7 (Construction and Demolition Recycling Program) of Chapter 7 (Sanitation and Health Regulations).

O-1..PDF
REPORTS – CITY ATTORNEY
A-1. Report on Closed Session Items.

A-2. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK
CC -1. Oral reports – City Clerk.

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1 & CSA-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 12, 2022
Closed Session – 1:00 p.m.

Open Session – 2:00 p.m.

CALL-IN OPTION

4.Public attendance at Gladys Waddingham Lecture Hall (located adjacent to the Main Library) to view meeting and make public comments via audio/video.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY

MAYOR/CHAIRMAN
James T. Butts, Jr.

COUNCIL/AGENCY/AUTHORITY MEMBERS
George W. Dotson, District No. 1
Alex Padilla, District No. 2
Eloy Morales, Jr., District No. 3
Dionne Faulk, District No. 4

CITY CLERK/SECRETARY
Aisha Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Roll Call
Documents:

Documents:

CM-1. Oral reports – City Manager.

Documents:

CLOSED SESSION – 1:00 P.M.

PUBLIC COMMENTS REGARDING CLOSED SESSION ITEMS
Persons wishing to address the Inglewood City Council on the closed session items may do so at this time.

OPENING CEREMONIES – 2:00 P.M.

Call to Order
Pledge of Allegiance
Roll Call

PUBLIC COMMENTS REGARDING AGENDA ITEMS
Persons wishing to address the Inglewood City Council/Successor Agency/Housing Authorityon any item, other than the public hearing, may do so at this time.

WARRANTS AND BILLS (City Council/Successor Agency/Housing Authority) 1, CSA-1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT/ ECONOMIC AND COMMUNITY DEVELOPMENT DEPARTMENT Public hearing to consider multiple actions associated with the Inglewood Transit Connector (ITC) Project.

PH-1..PDF
UPDATED ITC DOCUMENTS.PDF

CONSENT CALENDAR
These items will be acted upon as a whole unless called upon by a Council Member.

2. CITY ATTORNEY’S OFFICE
Letters from the City Attorney’s Office recommending the following:

A. Reject Claim pursuant to Government Code Section 913:

1. Francisco Palomares for alleged property damage; tree on October 11, 2021.

B. Reject Amended Claim pursuant to Government Code Section 913:

2. TaWae Black for alleged tire damage; pothole on December 31, 2021.

3..PDF

4..PDF

5..PDF

6..PDF

DR-1..PDF

ORDINANCES
O-1. PUBLIC WORKS DEPARTMENT
Staff report recommending adoption of Ordinance No. 22-07, adding the following:

1. Section 2-201 of Article 5 (Purchasing) of Chapter 2 (Administration);

2. Section 5-112.1 of Article 7 (Water Conservation) of Chapter 5 (Offenses, Miscellaneous);

3. Section 7-53 of Article 5 (Solid Waste Code) of Chapter 7 (Sanitation and Health Regulations); and

4. Section 7-79 of Article 7 (Construction and Demolition Recycling Program) of Chapter 7 (Sanitation and Health Regulations).

O-1..PDF
REPORTS – CITY ATTORNEY
A-1. Report on Closed Session Items.

A-2. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK
CC -1. Oral reports – City Clerk.

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1 & H-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1 & CSA-1.

Warrant Registers.
1, CSA-1, H-1..PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 12, 2022
Closed Session – 1:00 p.m.

Open Session – 2:00 p.m.

CALL-IN OPTION

4.Public attendance at Gladys Waddingham Lecture Hall (located adjacent to the Main Library) to view meeting and make public comments via audio/video.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY

MAYOR/CHAIRMAN
James T. Butts, Jr.

COUNCIL/AGENCY/AUTHORITY MEMBERS
George W. Dotson, District No. 1
Alex Padilla, District No. 2
Eloy Morales, Jr., District No. 3
Dionne Faulk, District No. 4

CITY CLERK/SECRETARY
Aisha Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Roll Call
Documents:

Documents:

CM-1. Oral reports – City Manager.

Documents:

Friday, 8 April, 2022 11:10am City of Inglewood
Warrant Register Report
Check# Chk Date Vendor Name Inv Date Invoice Descri(;!tion Fund Q!9 Paid Amt 148 04/08/2022 CA DEPT OF CHILD SUPPORT SERV 04/08/2022 Child Support Order #1: Payment GENF • 2,453.08 3508 03/25/2022 CALIFORNIA PERS 03/25/2022 Pers - City Payment Pers GENF • 229,146.71 03/25/2022 Pers - City Payment Pers GENF NOND299,320.47 3517 04/08/2022 CALIF PERS-FRAS, EMPLOYER#3897160905 04/08/2022 Pers Health Active Emp.: Payment GENF . 21,389.85 04/08/2022 Pers Health Active Emp.: Payment GENF NONl:661,416.31 5958 04/07/2022 THE ADVANTAGE GROUP, JP MORGAN CHA! 04/08/2022 Dependent Care 125 Flex: Payment GENF • 4,491.09 10476 04/07/2022 STANDARD INSURANCE COMPANY 04/06/2022 Standard Insurance Fml GENF NONO 1,966.70 10477 04/07/2022 PARS 04/08/2022 Pars: Payment GENF . 5,642.24 10717 04/07/2022 ICMA-RC 04/08/2022 Retiree Health Sav-Misc 1 %: Payment GENF . 5,822.46 04/08/2022 Retiree Health Sav-Misc 1 %: Payment GENF NONO 5,822.46 10718 04/07/2022 INGLEWOOD MANAGEMENT EMPLOYEES 04/08/2022 Management Professional Dues: Payment GENF . 1,397.50 10720 04/07/2022 STANDARD INSURANCE COMPANY 04/08/2022 Accidental Death - Er: Payment GENF NONO 24,821.81 42943 04/04/2022 FEDERAL TAX DEPOSIT PROCESSING 04/04/2022 Federal Withholding Tax: Payment GENF . 6,336.05 04/04/2022 Federal Withholding Tax: Payment GENF NONO 715.26 42968 04/04/2022 CALIFORNIA EMPLOYMENT, DEVELOPMENT 04/04/2022 State Withholding Tax: Payment- GENF • 2,011.60 71181 04/07/2022 FEDERAL TAX DEPOSIT PROCESSING 04/08/2022 Federal Withholding Tax: Payment GENF . 308,256.49 04/08/2022 Federal Withholding Tax: Payment GENF NONO 37,133.59 71209 04/07/2022 CALIFORNIA EMPLOYMENT, DEVELOPMENT 04/08/2022 State Withholding Tax: Payment GENF . 107,865.38 107199 04/07/2022 SEIU LOCAL 721 04/08/2022 Seiu Cope: Payment GENF . 5,003.00 415957 04/07/2022 MASS MUTUAL 04/08/2022 Deferred Compensation: Payment GENF • 104,823.52 04/08/2022 Deferred Compensation: Payment GENF NONO 22,810.69 497388 04/04/2022 MASS MUTUAL 04/04/2022 Deferred Compensation: Payment GENF . 27,000.00 709855 04/08/2022 40 LOVE FOUNDATION, INC. 04/01/2022 Agreement No 21-028: Year Two GENF PR&L 34,825.92 709856 04/08/2022 A+ TRAFFIC MANAGEMENT 02/19/2022 Traffic Management Services GENF PWKSZ62,972.29 709857 04/08/2022 ADAMSON POLICE PRODUCTS OBA, PROFF. 03/15/2022 Blanket Purchase Order For Police Equipment And Supplies P, GENF POLC 3,593.28 709858 04/08/2022 ALL STAR GLASS, INC. 03/24/2022 Repair/Replace Damaged Auto Glass GENF PWKS 440.60 709859 04/08/2022 ALLSTATE 04/08/2022 Life Insurance -Allstate: Payment GENF NONO 440.11 709860 04/08/2022 ALTA ENVIRONMENTAL 11/17/2021 Payment Of Invoice No. 242038 GENF GIP 4,330.77 709861 04/08/2022 ALTA ENVIRONMENTAL 07/24/2021 Proffesional Service Through July 3, 2021 GENF FINC 1,474.51 709862 04/08/2022 AMAZON CAPITAL SERVICES, INC 0212112022 Amazon Order GENF ECCD 123.66 10/07/2021 Office Orders GENF ELEC 335.85
03/17/2022 Preschool Supplies GENF PR&L 157.29
04/01/2022 Videogames For Main And Crenshaw Libraries GENF LIBR 197.79 03/23/2022 Videogames For Main And Crenshaw Libraries GENF LIBR 32.16 709863 04/08/2022 ANDERSON, GORDON R. 04/06/2022 Agreement To Provide Facilitation And Coordination Consulting GENF ECCD 5,700.00 709864 04/08/2022 AQUA FLO SUPPLY, INC. 03/25/2022 Purchase Of Industrial Irrigation Vaves GENF PR&L 365.11 709865 04/08/2022 ASSURITY LIFE INSURANCE CO 04/08/2022 Life Insurance - Assurity: Payment GENF NONO 613.11 709866 04/08/2022 AT&T CORP 03/23/2022 Alt Uverse IT&C IT&C 74.19 Page1of9

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28 RESOLUTION NO. _______

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF

INGLEWOOD, CALIFORNIA, CERTIFYING AN

ENVIRONMENTAL IMPACT REPORT, ADOPTING

ENVIRONMENTAL FINDINGS, AND ADOPTING A

MITIGATION MONITORING AND REPORTING PROGRAM IN

ACCORDANCE WITH THE CALIFORNIA ENVIRONMENTAL

QUALITY ACT FOR THE INGLEWOOD TRAN SIT
CONNECTOR PROJECT.
(EA-EIR-2018-073)
SECTION 1.

WHEREAS, the City seeks the development of the Inglewood Transit Connector (ITC) Project to extend service from the Metro K (Crenshaw/LAX) Line to the City’s activity centers. The ITC Project would include an approximately 1.6- mile long, elevated guideway, located within the current and to-be-acquired public right-of-ways for the streets and sidewalk areas along Market Street, Manchester Boulevard, and the west side Prairie Avenue with some limited encroachments on currently private property located adjacent to the public right of way for vertical circulation features, such as stairways. The three proposed stations and the portions of the guideway connecting to these stations are proposed to be located adjacent to the existing public right- of-way on private properties proposed for acquisition by the City by either voluntary agreements or through eminent domain. Additionally, the Maintenance and Storage Facility site is proposed to be located on currently private property requiring a combination of a partial acquisition and an easement. The Project Site is shown in Exhibit A.

WHEREAS, the California Environmental Quality Act (CEQA), Public Resources Code section 21000, et seq. requires the preparation of an analysis of the potential environmental impacts of projects subject to CEQA before their approval; and

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28 WHEREAS, on July 16, 2018, the City circulated a Notice of Preparation (NOP) and an Initial Study (Original IS) that described the Project and potential environmental impacts. The NOP and Original IS were published and distributed to local, regional, and S tate agencies. The Original IS determined that an Environmental Impact Report (EIR) would be prepared in compliance with CEQA.

After circulation of the Original NOP, the City collaborated with a myriad of key stakeholders. As a result of the comments recei ved and refinements and modifications to the proposed Project identified in the Original NOP and Original IS, a Revised NOP and IS were circulated for public review and comment from September 10, 2020 to October 12, 2020.

WHEREAS, the City prepared a Draf t EIR to assess the environmental impacts of the Project taking into account the comments received by the City on the NOP and at the Public Scoping Meeting; and
WHEREAS, the City filed and distributed a Notice of Completion and Availability for the Draft E IR (State Clearinghouse No. 2018071034) on December, 23 2020; and
WHEREAS, the Draft EIR was circulated for public review and to the appropriate agencies and interested parties from December 23, 2020 to February 8, 2021; and
WHEREAS, based on additional fe edback received during the Draft EIR circulation period, the City continued further collaboration with key stakeholders on the design of the proposed Project. The Recirculated Draft EIR was prepared and circulated for public review and to the appropriate a gencies and interested parties from November 12, 2021 to December 27, 2021.

WHEREAS, pursuant to CEQA, the City prepared a Final EIR ( February 17, 2022), which included (1) a list of persons, organizations, and public agencies commenting on the Recirculated Draft EIR; (2) all written comments received on the Recirculated Draft EIR; (3) the City’s responses to substantive environmental

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28 issues raised in these comments; (4) proposed revisions to the Recirculated Draft EIR, and (5) a Mitigation Monitoring and Reporting Program (MMRP).

WHEREAS, the Final EIR includes an Errata that updates a response to comments received on the Recirculated Draft EIR and also updates an Appendix to the Final EIR (the Construction Commitment Program) and the MMRP; and WHEREAS, the Final EIR, including the Errata, does not include significant new information requiring recirculation of the Draft EIR; and WHEREAS, the Draft EIR and Final EIR, including the Errata, are incorporated herein by reference and together constitute the EIR fo r the Project; and
WHEREAS, the EIR was set for a duly -noticed public hearing before the Planning Commission in the City Council Chambers, Ninth Floor, of the Inglewood City Hall, on the 2nd day of March 2022 at 7:00 p.m.; and WHEREAS, the EIR was transmitted to the Planning Commission prior to the hearing; and
WHEREAS, on March 2, 2022, the Planning Commission conducted the hearing at the time and place stated above and afforded all persons interested in the matter of the EIR, or in any matter or subject related thereto, an opportunity to be heard by the Planning Commission and to submit testimony or evidence in favor of or against the EIR and Project; and
WHEREAS, after taking public testimony and fully considering all the issues, the Planning Commissi on determined that the EIR and associated documents should be recommended for certification and the Planning Commission adopted Resolution No. 1923 entitled:

A RESOLUTION OF THE PLANNING COMMISSION OF THE

CITY OF INGLEWOOD, C ALIFORNIA, RECOMMEND ING

THAT THE CITY COUNCI L CERTIFY THE
ENVIRONMENTAL IMPACT REPORT (EA-EIR-2018-073 AND

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28 ADOPT A MITIGATION M ONITORING AND REPORT ING

PROGRAM (MMRP) , IN ACCORDANCE WITH THE

CALIFORNIA ENVIRONME NTAL QUALITY ACT FOR THE

INGLEWOOD TRANSIT CONNECTOR PROJECT

WHEREAS, on March 22, 2022 the City Council set a public hearing for the EIR and certain related actions before the City Council in the City Council Chamber, Ninth Floor of Inglewood City Hall, on the 5th day of April 2022. The public hearing was continued until April 12, 2022. Notice of the time and place of the hearing was given in compliance with legal req uirements. The EIR was transmitted to the City Council prior to the hearing; and, On April 12, 2022 the City Council conducted the hearing afforded all persons interested in the matter of the EIR, or in any matter or subject related thereto, an opportunity to address the City Council and be heard and to submit testimony or evidence in favor of or against the EIR and the Project . The City Council considered the EIR and testimony and information received at the public hearing and the oral and written reports from City staff, as well as all other documents contained in the Record of Proceedings relating to the Project; and The Record of Proceedings, upon which the City Council’s actions and findings are based, is maintained at the offices Economic and Community Development – Planning Division, of the City of Inglewood, One Manchester Boulevard, Inglewood, California.

SECTION 2.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF

INGLEWOOD, CALIFORNIA DOES HEREBY RESOLVE AND FIND THE FOLLOWING:

1. The EIR, as prepared in connection with the proposed Inglewood Transit Connector Project is in compliance with CEQA and the state and local environmental guidelines and regulations.

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28 2. The City Council has independently reviewed and considered the information contained in the EIR, including the written comments received during the EIR review period and the oral and written comments received during the public hearings, prior to making its recommendation.

3. The EIR reflects the City’s independent judgement and analysis on the potential environmental impacts of the proposed project. The EIR provides information to the decision -makers and the public on the environmental consequences of the proposed project.

4. The EIR adequately describes the proposed project, its significant environmental impacts, mitigation measures and a reasonable range of alternatives to the proposed project. The EIR evaluated the following potential Project and cumulative impacts: Land Use and Planning ; Population, Housing, and Employment; Aesthetic Resources; Cultural Resources; Tribal Cultural Resources ; Transportation; Air Quality; Greenhouse Gas Emissions; Energy Resources; Noise and Vibration; Hazards and Hazardous Materials; Hydrology and Water Quality; Geology, Soils, and Seismicity; Public Services; and Utilities, Service Systems, and Water Supply.

5. The public review period provided all interested jurisdictions, agencies, private organizations, and individuals the opportunity to submit comments regarding the Draft EIR.

6. The mitigation measures which have been ident ified for the project were identified in the EIR. The final mitigation measures are described in the Mitigation Monitoring and Reporting Program (MMRP). Each of the mitigation measures identified in the MMRP, and contained in the EIR is incorporated into t he project. The impacts of the project have been mitigated to the extent feasible by the mitigation measures identified in the MMRP, and contained in the EIR.

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28 7. The responses to comments in the EIR are adequate and complete.

8. The Final EIR contains additions, clarifications, modifications and other information in its responses to comments on the Draft EIR and also incorporates revisions to the Draft EIR based on information obtained since the Draft EIR was issued. The City Council does hereby find and determine that such changes and additional information are not significant new information (as that term is defined under the provisions of CEQA) because such changes and additional information do not indicate that any new significant environmental impacts not already evaluated in the Draft EIR would result from the Project and they do not reflect any substantial increase in the severity of any environmental impact. Further, no feasible mitigation measures considerably different from those previously analyzed in the Draft EIR have been proposed that would lessen significant environmental impacts of the Project and that have not been incorporated, and no feasible alternatives considerably different from those analyzed in the Draft EIR have been proposed that would lessen the significant environmental impacts of the Project. Accordingly, the City Council hereby finds and determines that recirculation of the Final EIR for further public review and comment is not required under CEQA.

9. That the City Council:
a. Certifies the EIR based on the facts and findings set forth in this Resolution;
b. Approves and adopts the findings set forth in Exhibit B. The EIR identifies certain significant environmental impacts of the proposed project, all of which can be substantially reduced to a level of less than significant based on feasible mitigation measures identified in the EIR and the findings in Exhibit B..

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28 c. Approve and adopt the Mitigation Monitoring and Reporting Program set forth in Exhibit C.

10. City staff, on behalf of the City, is hereby authorized and directed to file with the County Clerk of the County of Los Angeles, a Notice of Determination pursuant to Section 21152 of the Public Resources Code and Section 15094 of the CEQA Guidelines.

SECTION 3.

The City Clerk shall certify to the passage and adoption of this resolution and to its approval by the City Council and this resolution shall be in full force and effect immediately upon adoption.

This resolution for the Final Environmental Impact Report (EA-EIR-2018- 073) is passed, approved and adopted this ____ day of April 12, 2022.

ATTEST:

_________________________
AISHA L. THOMPSON

CITY CLERK
(SEAL)
___________________________________
JAMES T. BUTTS

MAYOR OF CITY OF

INGLEWOOD, CALIFORNIA
East Regent Street
East Hardy Street
East Buckthorn Street
East Kelso Street
South Market Street
East La Palma Drive
East Tamarack Avenue
South Myrtle Avenue
East Hillcrest Boulevard
East Nutwood Street
Kareem Court
North Hillcrest Boulevard
North Locust Street
East Queen Street
North Edgewood Street
Carlton Dr
East Grace Avenue
Manchester Terrace
South Larch Street
South Flower Street
South Orchard Drive
South Maple Avenue
Manchester Drive
East La Colina Drive
East Ivy Avenue
East Aerick Street
Ea st Spruce Avenue
South Locust Street
Davis Drive
Thorncroft Way
Dunford Ln
Regent Circle
Howland
Drive
Edmonton
Pl
Carondelet
Way
Weybridge Pl
South Myrtle Avenue
South Flower Street
East Hardy
Street
South Osage Avenue
East Hardy Street
North Market Street
East Spruce Avenue
Grace Street
South Osage Avenue
S
outh LaBrea
Avenue
East Nutwood Street
1 2
3 4
5 Amberly Dr
Saint John
Place
North
Eastwood Street
Jave Street
Service Road
Touchdown Drive
Touchdown
Drive
Siena LaneDaniel Freeman
Circle
Kingston
Lane
Champion Drive
District Drive
Lake Park Avenue
Marquee Drive
Victory Street
South La Brea Avenue South Prairie Avenue
North Prairie Avenue
East Arbor Vitae Street East Arbor Vitae
Street
!(!(!(
!(!(!(!(
!(!(!(!(
FORUM
Inglewood
Park
Cemetery
8 SoFi
Stadium
MSF
Site
Market Street/
Florence Avenue Station
Prairie Avenue/Manchester Blvd Station
Prairie Avenue/Hardy Street Station
North La Brea Avenue
Manchester Boulevard
Florence
Avenue
Legend
ITC Alignment
ITC Station!(
Maintenance Storage Facility Site
Transportation Corridor Overlay Zone
0 0.075 0.15 0.225 0.30.0375
Miles
“Exhibit B”

CEQA FINDINGS OF FACT FOR THE INGLEWOOD TRANSIT CONNECTOR In determining to approve the Inglewood Transit Connector project (“Project”), the City of Inglewood (“City”) City Council makes and adopts the following findings of fact and decisions regarding mitigation measures and alternatives based on substantial evidence in the whole record of this proceeding and under the California Environmental Quality Act (“CEQA”) (Pub. Resources Code, § 21000 et seq.), particularly Public Resources Code sections 21081 and 21081.5, the State Guidelines for Implementation of CEQA (“CEQA Guidelines”) (California Code of Regulations, tit. 14, § 15000 et seq.), particularly sections 15091 through 15093, and City of Inglewood Municipal Code, Chapter 12, Article 28.

This document is organized as follows:

Section I provides a description of the Project, the environmental review process for the Project, the approval actions to be taken, and the location of records; Section II identifies the impacts found not to be significant that do not require mitigation; Section III identifies potentially significant impacts that can be avoided or reduced to less-than- significant levels through mitigation and describes the disposition of the mitigation measures; Section IV evaluates the different Project alternatives and the economic, legal, social, technological, and other considerations that support approva l of the Project and the rejection of the alternatives, or elements thereof, analyzed.

The Mitigation Monitoring and Reporting Program (“MMRP”) for the mitigation measures that have been proposed for adoption are adopted with these findings. The MMRP is required by CEQA section 21081.6, subdivision (a)(1), and CEQA Guidelines sections 15091, subdivision (d), and 15097. The MMRP provides a table setting forth each mitigation measure listed in the Final Environmental Impact Report for the Project (“Final EIR” ) that is required to reduce or avoid a significant adverse impact. The MMRP also includes the Project Design Features incorporated into the Project and identified in the EIR to avoid or lessen impacts of the Project. Exhibit C also specifies the agency responsible for implementation of each measure. All of the City’s specific obligations are also described. The full text of each mitigation measure summarized or cited in these findings is set forth in the MMRP.

Under CEQA, the City Council has discretion t o revise or reject proposed mitigation measures. These findings reflect the mitigation measures as set forth in the EIR. If and to the extent the City Council directs City staff to revise the mitigation measures listed in these findings or in the MMRP, Cit y staff will revise these documents as necessary to reflect the City Council’s direction.

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These findings are based upon substantial evidence in the entire record before the City Council. In these findings the references to certain pages or sections of the Recirculated Draft or Final EIR, which together constitute the EIR, are for ease of reference and are not intended to provide an exhaustive list of the evidence relied upon for these findings. A full explanation of the substantial evidence supporting these findings can be found in the EIR, and these findings hereby incorporate by reference the discussion and analyses in those documents supporting the EIR’s determinations regarding the Project’s impacts and mitigation measures designed to address those impac ts. References to the Recirculated Draft EIR or to the EIR are intended as a general reference to information that may be found in either or both the Recirculated Draft EIR or Final EIR.

I. APPROVAL OF PROJECT
A. Description of the Project
The Project is an Automated Transit System (ATS) , which would include an approximately 1.6-mile-long, elevated, guideway located within current and to -be-acquired public right-of-way along Market Street, Manchester Boulevard, and Prairie Avenue . Three stations are pr oposed adjacent to the guideway on privately owned land that is proposed to be acquired as part of the Project. The elevated guideway will contain dual lanes to allow trains to travel continuously in each direction. Several trains would likely be operating at the same time, depending on ridership demand.

As part of the City’s collaboration and partnership with the Los Angeles County Metropolitan Transportation Authority ( Metro), the Project is an extension of the Metro regional rail system to the City’s ac tivity centers, closing the critical first/last mile transit gap in Inglewood, increasing passenger service along the Metro system by facilitating a seamless transfer of passengers between the ITC and the Metro K Line.

The ATS technology may be a self -propelled technology, including rubber-tire ATS systems, monorails, large steel-wheel ATS systems, also known as automated light rail transit (ALRT), or a cable-propelled ATS system. The system will be fully automated (i.e. , driverless) to operate at the headw ays to meet the projected peak ridership needs.

The ATS trains will operate in a pinched -loop mode on dual tracks along the alignment, wherein trains follow each other and switch back at the end -of-line stations to make the return journey on the other track. As planned, the trains can be operated in multiple different configurations, ranging from a one-car train to multiple-car length trains with a maximum train length of approximately 200 feet. Depending on the technology (self-propelled or cable propelled), ridership demands, which will be time of day and event day dependent, multiple trains of up to the maximum train length can be operated at varying headways

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for self -propelled systems, as close as 1.5 minutes apart, to provide the necessary peak and reserve capacity.

The Project includes three stations::
a) The Market Street/Florence Avenue station generally located between Market Street and Locust Street providing connections to the Metro K Line and Downtown Inglewood; b) The Prairie Avenue/Manchester Boulevard station located on the southwest corner of the intersection of Prairie Avenue and Manchester Boulevard providing service to the Forum , Hollywood Park including SoFi Stadium, and existing and future local businesses and residences. c) The Prairie Avenue/Hardy Street station located on the northwest corner of the intersection of Prairie Avenue and Hardy Street providing service to the Hollywood Park, including SoFi Stadium, the Inglewood Basketball and Entertainment Center including Intuit Dome, and other existing and future local businesses and residences.

These station locations were chosen to be near major employment, housing, and retail centers, including the Forum, SoFi Stadium, and other employment, housing, and retail commercial uses in the Hollywood Park Specific Plan (HPSP), the IBEC, and Downtown Inglewood, which the City is seeking to enhance and activate.

Existing roadways and infrastructure along the transit alignment will require reconfiguration to accommodate the new elevated transit guideway structures and statio ns. In addition to surface improvements, utility infrastructure located under roadways may need to be relocated to accommodate the guideway columns, footings, and other components. The roadway reconfigurations proposed along Market Street, Manchester Boule vard, and Prairie Avenue are necessary to assure that the existing roadway travel capacity is not reduced to accommodate the Project.

The Project includes a Maintenance and Storage Facility (MSF) to provide regular and preventive maintenance for the ATS trains, vehicle storage, and an operations control center located on the eastern half of the block bound by Manchester Boulevard, Hillcrest Boulevard, Nutwood Street and Spruce Avenue. An existing commercial building containing a Vons grocery store, a fitnes s center, and a bank branch, is located on the southern portion of this site. A gas station operated by Vons is located on the northeast portion of this site. Demolition of the existing commercial building and gas station is proposed as part of the Project. A new Vons replacement store is proposed on the corner of Manchester Boulevard and Hillcrest Boulevard.

The MSF will be designed in accordance with the ITC Design Standards and Guidelines (Design Guidelines), which address the massing, façade, materials, colors, roof, and lighting for this facility, how the MSF will engage with the passenger and vehicular circulation around it , and sustainability features. The Project

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also includes two power distribution system (PDS) substations. These PDS subst ations will provide the necessary power for the Project, including traction power, auxiliary power, and housekeeping power for the stations and related infrastructure. One of the PDS substations will be located on the MSF site, where the Southern California Edison (SCE) service connection will be provided. The second PDS substation will be located on the Prairie Avenue/Hardy Street or Prairie Avenue/Manchester Boulevard station site.

Additional public p arking will be provided as part of the Project at three locations that will be used as construction staging areas. After construction, these sites will be improved as public parking lots:
 Approximately 6 50 parking spaces will be provided in a surface parking lot at the Market Street/Florence Avenue Station along with pick-up and drop-off areas on Locust Avenue and Regent Street.
 Approximately 50 parking spaces would be provided in a surface parking lot at 150 S. Market Street.  Approximately 80 parking spaces and a shuttle bus pick-up and drop-off area are would be provided at the Prairie Avenue/Hardy Street Station. This lot would be used for public parking, TNCs and shuttle bus pick-up and drop-off operations during events.

These parking areas will provide public parking needed in the City to support use o f the Project , businesses, and the City’s efforts to help revitalize the historic retail areas along Market Street. The Project is designed and intended to extend the transit service provided by the Metro K Line to the major event venues and existing and planned residential and commercial uses in the City, and these parking facilities are proposed to support transit use. On non -event days, the parking is designed to allow the City’s residents to become transit riders and use the Metro Rail system, providing local convenient parking adjacent to the ITC and Metro K Line. On event days, the City recognizes that many visitors may still drive to the City in search of convenient parking with proximity to commercial uses and access to a direct transportation connection to the City’s major event venues. To help with overall traffic congestion and improve circulation on local streets, and to help reduce visitors parking in residential areas, the Project includes parking in close proximity to the Project stations and d owntown Market Street area. These parking areas will also provide replacement parking for public parking on streets that may be removed as part of the Project.

B. Project Objectives
Section 15124, subdivision (b) of the CEQA Guidelines states that the Project Description shall contain “[a] statement of the objectives sought by the Project.” In addition, Section 15124, subdivision (b) of the CEQA Guidelines further states, “[t]he statement of objectives should include the underlying purpose of the project.”

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The City’s goals and objectives for the Project are as follows:
 Provide a direct and convenient extension of the Metro regional transit system for local residents and the region to access the City’s new major housing, employment, commercial, and activity centers;  Close the “last mile gap” to the regional transit system by providing passengers with the ability to transfer to or from destinations and the Metro K Line.
 Provide sufficient transit connection capacity between the Metro regional transit system and the City’s major activity centers with enhanced travel time certainty and sufficient capacity to meet peak ridership demands to encourage transit as a travel mode choice;  Maintain existing roadway capacity to the extent feasible;  Reduce the City’s traffic congestion and alleviate growing demand on the existing roadway network on both major arterials and residential streets for both nonevent and event days;  Encourage intermodal transportation systems by providing convenient, reliable time-certain transit;  Increase transit mode split, reduce vehicle trips, and reduce per -capita vehicle miles traveled to the City’s major activity centers, with corresponding improvement s in air quality, public health, and reductions in greenhouse gas emissions from transportat ion sources in accordance with the City’s goals, the SCAG 2020-2045 RTP/SCS, and State policies with respect to climate change and land use.  Support the ongoing economic revitalization and growth opportunities for transit -oriented development (TOD) within the Downtown TOD Plan area, including commercial and residential uses, including through the creation of public parking facilities;  Encourage redevelopment and investment within the City in areas served by the Project;  Provide safe, reliable, and convenien t access to businesses in the City so that they are accessible to their workforce and customers;
 Connect the Inglewood community and citizens to jobs, education, services, and destinations within the City and in the region by providing transit within safe and accessible walking distances; and  Support regional efforts to become more efficient, economically strong, equitable, and sustainable.

C. Environmental Review

1. Preparation of the Final EIR
The EIR for the Inglewood Transit Connector (SCH No. 2018071034) was prepared, noticed, published, circulated, reviewed, and completed in full compliance with CEQA, the CEQA Guidelines (, and the City of Inglewood Municipal Code, as follows:
a) In 2017, the City partnered with Metro to address the City’s critical mobility issues by analyzing viable transit connection options from the Metro K Line to the LASED, which includes SoFi Stadium. With the

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City’s input, Metro conducted a study3F
1 to explore how best to extend the Metro Rail system via a high- capacity transit connection to the LASED.
b) In early 2018, the City also initiated stakeholder outreach to understand the City’s need for a comprehensive long -range mobility plan, potential project goals and objectives, potential project benefits and impacts, and stakeholder concerns.
c) In July 2018, pursuant to the requirements of CEQA, the City as the Lead Agency prepared a Notice of Preparation (Original NOP) and an Initial Study (Original IS) (SCH 2018071034). d) The Original NOP and IS were circulated and comments were received f rom the public and agencies following a 30-day comment period that ended on August 15, 2018. e) A scoping meeting was held on July 26, 2018, from 6 PM to 8 PM at the Inglewood Senior Citizens Center, 111 N. Locust Street, Inglewood, CA 90301. The City provided the opportunity for comments to be submitted at the scoping meeting.
f) As a result of the comments received and refinements and modifications to the Project identified in the Original NOP and Original IS after circulation of the July 2018 Notice of Preparation, a Revised NOP and IS were circulated for public review and comment from September 10, 2020 to October 12, 2020.

The City submitted both the Original and Revised NOPs and Initial Studies to the Governor’s Office of Planning and Research (OPR) ; applicable trustee or responsible federal, State, regional, and local agencies identified for the Project, including adjacent cities and counties; the County of Los Angeles; relevant Native American tribes; and all interested parties requesting such notice to allow for comment on the IS during the 30-day comment period. In addition, copies of the Original and Revised NOPs and ISs were made available for review at Inglewood City Hall and the Inglewood Public library, as well as on the City’s website, to give the public the opportunity to comment during the respective 30-day comment periods.
g) The City prepared and released a Draft EIR for public review in December 2020. Based on additional feedback received during the Draft EIR circulation period the City continued further collaboration with key stakeholders on the design of the Project . City also conducted additional technical analysis and due diligence on potential utility conflicts, property impacts, and potential impacts to historical resources, and refined the project to reduce the project footprint where feasible. h) As a result of this ongoing consultation process, the City further refined the Project and revised the Draft EIR to evaluate these changes to the Project. The City prepared and released a Recirculated Draft EIR for public review in November 2021. The Revised Project as evaluated in the RDEIR remains an approximately 1.6-mile long alignment with 3 stations beginning at the intersection of Market Street and Florence Avenue, continuing along Mancheste r Avenue and Prairie Avenue, and ending at the intersection of Prairie Avenue and Hardy Street.

1 Los Angeles County Metropolitan Transportation Authority, City of Champions/Inglewood (NFL) Focused Analysis of Transit Connection (August 2017).

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i) A Notice of Completion (NOC) and copies of the Draft EIR were filed with SCH on November 12, 2021.

An official 45-day public review period for the Draft EIR was established by SCH, ending on December 27, 2021. A Notice of Availability (NOA) for the Draft EIR was published on November 11, 2021 and sent to appropriate public agencies, including SCH and Los Angeles County Clerk, and all entities who requested to be notified about the Project and/or EIR. The Recirculated Draft EIR was also published on the City’s website.
j) On January 25, 2022, the City held a hearing at which it determined that the Project is exempt from CEQA pursuant to CEQA section 21080, subdivision (b)(12) and CEQA Guidelines section 15275, subdivision (b) as a “[f]acility [extension] not to exceed four miles in length which [is] required for the transfer of passengers from or to exclusive public mass tran sit guideway or busway public transit services.”
k) On February 17, 202 2, the City released the Final EIR for the Project. The Final EIR included (i) comments on the Recirculated Draft EIR submitted during the comment period, (ii) responses to those comments, (iii) staff -initiated revisions to the text of the Recirculated Draft EIR, together with an explanation of why those changes were made, and (iv) a draft of the MMRP. The City sent notice to those submitting comments and to other interested agencies and in dividuals that the Final EIR had been released, stating that the Final EIR had been posted and was available for review on the City’s web site, and that the Final EIR included responses to comments received on the Recirculated Draft EIR.
l) On March 3, 2022, following a public hearing, the City Planning Commission adopted a resolution recommending that the City Council certify the Final EIR, adopt these findings, and approve the MMRP.
m) The City made documents available to the public in a readily accessible elec tronic format, including the Recirculated Draft EIR, all documents submitted to or relied on in the preparation of the Recirculated Draft EIR, comments and the Final EIR, as required by Public Resources Code section 21168.6.8(g). Documents were posted in a timely manner on the City’s Economic and Community Development Department EIR web page at https://www.cityofinglewood.org/1016/Environmental- Documents and www.inglewoodtransitconnector.com.

2. Recirculation
Under section 15088.5 of the CEQA Guidelines, recirculation of an EIR is required when “significant new information” is added to the EIR after public notice is given of the availability of the Draft EIR for public review but prior to certification of the Final EIR. The term “information” can include changes in the project or environmental setting, as well as additional data or other information. New in formation added to an EIR is not “significant” unless the EIR is changed in a way that deprives the public of a meaningful opportunity to comment upon a substantial adverse environmental effect of the project or a feasible way to mitigate or avoid such an effect (including a feasible project alternative) that the project’s proponents

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have declined to implement. “Significant new information” requiring recirculation includes, for example, a disclosure showing that:
1) A new significant environmental impact would result from the project or from a new mitigation measure proposed to be implemented.

2) A substantial increase in the severity of an environmental impact would result unless mitigation measures are adopted that reduce the impact to a level of insignificance.

3) A feasible project alternative or mitigation measure considerably different from others previously analyzed would clearly lessen the significant environmental impacts of the project, but the project’s proponents decline to adopt it.

4) The DEIR was so fundamentally and basically inadequate and conclusory in nature that meaningful public review and comment were precluded.

(CEQA Guidelines, § 15088.5, subd. (a).)
Recirculation is not required where the new information added in the Final EIR merely clarifies or amplifies or makes insignificant modifications in an adequate Draft EIR. The above standard is “not intend[ed] to promote endless rounds of revision and recirculation of EIR ’s.” ( Laurel Heights Improvement Assn. v.

Regents of Univ ersity of Cal ifornia (1993) 6 Cal.4th 1112, 1132 ( Laurel Heights ).) “Recirculation was intended to be an exception, rather than the general rule.” (Ibid.) The City recognizes that minor changes have been made to the Project and additional evidence has been developed after publication of the Recirculated Draft EIR. The refinements to the project are described in Chapter 2 of the Final EIR. As described in the Final EIR, these refinements would result either in no changes to the impact conclusions or in a reduction in the severity of the impact presented in the Recirculated Draft EIR. In addition, minor refinements that have occurred after the publication of the Final EIR will not result in new or substantially more severe significant impacts.

Finally, the Final EIR includes supplemental data and information that was developed after publication of the Recirculated Draft EIR to further support the information presented in the Recirculated Draft EIR.

None of this supplemental information affects the conclusions or resu lts in substantive changes to the information presented in the Recirculated Draft EIR or to the significance of impacts as disclosed in the Recirculated Draft EIR.

CEQA case law emphasizes that “‘[t]he CEQA reporting process is not designed to freeze the u ltimate proposal in the precise mold of the initial project; indeed, new and unforeseen insights may emerge during investigation, evoking revision of the original proposal.’” ( Kings County Farm Bureau v. City of

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Hanford (1990) 221 Cal.App.3d 692, 736–737 (Kings County); see also River Valley Preservation Project v.

Metropolitan Transit Development Bd. (1995) 37 Cal.App.4th 154, 168, fn. 11.) “‘CEQA compels an interactive process of assessment of environmental impacts and responsive project modification whic h must be genuine. It must be open to the public, premised upon a full and meaningful disclosure of the scope, purposes, and effect of a consistently described project, with flexibility to respond to unforeseen insights that emerge from the process.’ [Cita tion.] In short, a project must be open for public discussion and subject to agency modification during the CEQA process.” (Concerned Citizens of Costa Mesa, Inc. v. 33rd Dist. Agricultural Assn. (1986) 42 Cal.3d 929, 936.) Similarly, additional studies included in a Final EIR that result in minor modifications or additions to analysis concerning significant impacts disclosed in a Draft EIR does not constitute “significant new information” requiring recirculation of an EIR. (See Mount Shasta Bioregional Ecology Center v. County of Siskiyou (2012) 210 Cal.App.4th 184, 221 [incorporation of technical studies in a Final EIR disclosing additional locations affected by a significant noise impact identified in the Draft EIR did not require recirculation].) Here, the changes made to the Project and the additional evidence relied on in the Final EIR are the kind of information and revisions that the case law recognizes as legitimate and proper and does not trigger the need to recirculate the Recirculated Draft EIR.

The City Council finds that none of the changes and revisions in the Final EIR substantially affect the analyses or conclusions presented in the Recirculated Draft EIR, and do not constitute significant new information; therefore, recirculation of the Recirculated Draft EIR for additional public comments is not required.

D. Approval Actions
Implementation of the Project may require, but may not be limited to, the following actions by the City of Inglewood:
• Certification of the Final EIR for the Inglewood Transit Connector Project and adoption of the Mitigation Monitoring and Reporting Plan, CEQA Findings of Fact, and, if necessary, a Statement of Overriding Considerations;
• Approval of the proposed General P lan Amendment, consisting of changes to the City General Plan Land Use Element, Circulation Element, and Safety Element; • Approval of an amendment to Chapter 12 (Planning and Zoning) of the Inglewood Municipal Code to:
– Add the Transportation Corridor Overlay (TCO) Zone; and

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– Amend the Medical Enterprise Overlay Zone to exclude land uses associated with the Project.
• Approval of amendments to the Forum Development Agreement to reflect the acquisition of frontage along Prairie (including loss of Forum parking); • Approval of a Special Use Permit required for demolition of a gas station, Design Review for the new supermarket, and any other discretionary approval required for a new supermarket at 500 and 510 East Manchester Boulevard;
• Approval of amendments and cl arifications to the Hollywood Park Specific Plan and associated Development Agreement;
• Preparation of a Project -specific Stormwater Management Plan or Standard Urban Stormwater Mitigation Plan for approval;
• Approvals of lot line adjustment(s), parcel map(s), and tract map(s) as needed; • Approval of agreements and/or resolutions necessary to acquire the property necessary for construction and operation of the Project, in fee simple or through easements, licenses, air rights, leases, or other means of access, including through eminent domain; • Approval of the ITC Design Standards and Guidelines;
• Approval of a contract or contracts for the design, finance, construction, and operation of the Project;
• Approvals for federal, State, or local financing plans or grants.

In addition to the above, ministerial approvals may be required as follows:
• Grading permits, building permits, haul route approval, and other permits issued by the Department of Building and Safety for the Project and any associated Department of Public Works permits (including encroachment permits) for infrastructure improvements; • Tree removal permits; and
• Noise permit for Construction and Building Hours extension. • Other federal, State, or local approvals, permits, or actions that may be deemed necessary for the Project including, but not limited to, the following:
– California Public Utilities Commission;
– Los Angeles County Fire Department.

E. Contents and Location of Record
The record upon which all findings and determinations related to the Project consists of those items listed in Public Resources Code section 21167.6 subdivision (e), which are incorporated by reference and made part of the record supporting these findings:

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 The City of Inglewood General Plan and all Elements thereto, as amended from time to time through the date of approval of the Project;
 City of Inglewood Municipal Code;
 The NOP and all other public notices issued by the City in conjunction with the Project;  The EIR and all documents referenced in or relied upon by the EIR;  The MMRP for the Project;
 All findings and resolutions adopted by the City in connection with the Project, and all documents cited or referred to therein;
 All information including written evidence and testimony provided by City staff and consultants to the City Council relating to the EIR, the Project, and the alternatives set forth in the EIR or these CEQA findings;
 All records of decision, staff reports, memoranda, maps, exhibits, letters, synopses of meetings, and other documents approved, reviewed, reli ed upon, or prepared by any City commissions, boards, officials, consultants, or staff relating to the Project;  All information provided by the public, including written correspondence received by City staff during the public comment period of the Recirculated Draft EIR.  All testimony presented to the Planning Commission or City Council;  All information presented at workshops or hearings held by the City for the Project.

The documents constituting the record of proceedings are available for review by responsible agencies and interested members of the public during normal business hours at the City of Inglewood Economic and Community Development Department , One West Manchester Boulevard, Fourth Floor, Inglewood, CA 90301. The custodian of these documents is the Economic and Community Development Director. The City Council has relied on all of the documents listed above in reaching its decision on the Project, even if not every document was formally presented to the Council. Without exception, any documents set forth above not found in the Project files fall into one of two categories. In the first category, many of the documents reflect prior planning or legislative decisions of which the City Council was familiar with when approving the Project. (See Dominey v. Dept. of Personnel Administration (1988) 205 Cal.App.3d 729, 738, fn. 6; City of Santa Cruz v. Local Agency Formation Com. (1978) 76 Cal.App.3d 381, 391–392.) In the second category, documents that influenced the expert advice provided to City staff or consultants, who then provided advice to the City Council as final decision makers, form part of the underlying factual basis for the City Council’s decisions relating to approval of the Project and properly constitute part of the administrative record. (See CEQA, § 21167.6, subd. (e)(10); Stanislaus Audubon Society, Inc. v. County of Stanislaus (1995) 33 Cal.App.4th 144, 153, 155; Browning-Ferris Industries v. City Counci l (1986) 181 Cal.App.3d 852, 866.) The City Council notes, however, that the record of proceedings does not include

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internal “working draft” documents that have not been shared with the public; rather, such documents reflect the practical reality that a given document often undergoes multiple drafts before it is released to the public, relied upon by the City, or presented to decisionmakers. Just as the first draft of a legal brief or of a judicial opinion is not relevant to a document in its final, filed form, the internal working draft of City staff or consultants is not relevant to the City Council’s decision. Such documents are therefore not part of the record of proceedings.

The public hearing transcript, a copy of all letters regarding the Draft EIR received during the public review period, the administrative record, and background documentation for the Final EIR, as well as additional materials concerning approval of the Project and adoption of these findings are contained in the Project files. Project files are available by contacting Mindy Wilcox, Planning Manager, at the Inglewood City Hall, Economic & Community Development Department Planning Division, One West Manchester Boulevard, Fourth Floor, Inglewood, California 90301. The City may also be contacted by e -mail at [email protected]. All files have been available to the City Council and the public for review in considering these findings and whether to approve the Project.

F. Findings Required Under CEQA

1. Findings
CEQA r equires that the lead agency adopt mitigation measures or alternatives, where feasible, to substantially lessen or avoid significant environment impacts that would otherwise occur. Mitigation measures or alternatives are not required, however, where such c hanges are infeasible or where the responsibility for implementing the mitigation measure or alternative resides with another agency. (Pub.

Resources Code, § 21081, subd. (a)(2); CEQA Guidelines, § 15091, subds. (a), (b).) Public Resources Code section 210 61.1 defines “feasible” to mean “capable of being accomplished in a successful manner within a reasonable period of time, taking into account economic, environmental, social, and technological factors.” CEQA Guidelines section 15364 includes another factor : “legal” considerations. (See also Citizens of Goleta Valley v. Board of Supervisors (1990) 52 Cal.3d 553, 565–566 (Goleta II).)
The concept of “feasibility” also encompasses the question of whether a particular alternative or mitigation measure promotes the underlying goals and objectives of a project. (City of Del Mar v. City of San Diego (1982) 133 Cal.App.3d 410, 417.) “[F]easibility” under CEQA encompasses ‘desirability’ to the extent that desirability is based on a reasonable balancing of the relevan t economic, environmental, social, and technological factors.” (Ibid.; see also Sequoyah Hills Homeowners Assn. v. City of Oakland (1993) 23 Cal.App.4th 704, 715; see also California Native Plant Society v. City of Santa Cruz (2009) 177

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Cal.App.4th 957, 1001 [after weighing “‘economic, environmental, social, and technological factors’ ” an agency may conclude that a mitigation measure or alternative is “‘impracticable or undesirable from a policy standpoint’” and reject it as “infeasible” on that ground].) With respect to a project for which significant impacts are not avoided or substantially lessened, a public agency, after adopting proper findings, may nevertheless approve the project if the agency first adopts a statement of overriding considerations setting forth the specific reasons why the agency found that the project’s “benefits” rendered “acceptable” its “unavoidable adverse environmental effects.” (CEQA Guidelines, §§ 15093, 15043, subd. (b); see also Pub. Resources Code, § 21081, subd. (b).) In seeking to effectuate the substantive policy of CEQA to substantially lessen or avoid significant environmental effects to the extent feasible, an agency, in adopting findings, need not necessarily address the feasibility of both mitigation measures and environmentally superior alternatives when contemplating approval of a Project with significant impacts. Where a significant impact can be mitigated to an “acceptable” level solely by the adoption of feasible mitigation measures, the agency, in drafting its findings, has no obligation to consider the feasibility of any environmentally superior alternative that could also substantially lessen or avoid that same impact — even if the alternative would render the impact less severe than would the Project as mitig ated. ( Laurel Hills Homeowners Association v. City Council (1978) 83 Cal.App.3d 515, 521; see also Kings County, supra, 221 Cal.App.3d at pp. 730-731; and Laurel Heights Improvement Association v. Regents of the University of California (1988) 47 Cal.3d 37 6, 400–403.)
In these findings, the City first addresses the extent to which each significant environmental effect can be substantially lessened or avoided through the adoption of feasible mitigation measures. Only after determining that, even with the ado ption of all feasible mitigation measures, an effect is significant and unavoidable does the City address the extent to which alternatives described in the EIR are (i) environmentally superior with respect to that effect and (ii) “feasible” within the meaning of CEQA.

In cases in which a project’s significant effects cannot be mitigated or avoided, an agency, after adopting proper findings, may nevertheless approve the project if it first adopts a statement of overriding considerations setting forth the spe cific reasons why the agency found that the “benefits of the project outweigh the significant effects on the environment.” (Pub. Resources Code, § 21081, subd. (b); see also CEQA Guidelines, §§ 15093, 15043, subd. (b).) In the statement of overriding considerations found at the end of these findings, the City identifies the specific economic, legal, social, and other considerations that, in its judgment, outweigh the significant environmental effects that the Project will cause.

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The California Supreme Court has stated that “[t]he wisdom of approving . . . any development project, a delicate task which requires a balancing of interests, is necessarily left to the sound discretion of the local officials and their constituents who are responsible for such decisions. The law as we interpret and apply it simply requires that those decisions be informed, and therefore balanced.” (Goleta II, supra, 52 Cal.3d at p. 576.)
The City Council’s findings in support of its approval of the Project are set forth below for eac h of the significant environmental effects of and alternatives to the Project identified in the EIR pursuant to section 21080 of CEQA and section 15091 of the CEQA Guidelines. These findings provide the written analysis and conclusions of the City Council regarding the environmental impacts of the Project and the mitigation measures included as part of the EIR and adopted by the City Council as part of the Project. To avoid duplication and redundancy, and because the City Council agrees with, and hereby adopts, the conclusions in the EIR, these findings will not repeat the analysis and conclusions in the EIR, but instead incorporates them by reference in these findings and rel ies upon them as substantial evidence supporting these findings.

In making these findings, the City Council has considered the opinions of staff and experts, other agencies, and members of the public. The City Council finds that the determination of significance thresholds is a judgment decision within the discretion of the City Council; the significance thresholds used in the EIR are supported by substantial evidence in the record, including the expert opinion of the EIR preparers and City staff; and the significance thresholds used in the EIR provide reasonable and appropriate means of assessing the significance of the adverse environmental effects of the Project. Thus, although, as a legal matter, the City Council is not bound by the significance determinations in the EIR (see Pub. Resources Code, § 21082.2, subd. (e)), the City Council finds them persuasive and hereby adopts them as its own.

As set forth below, the City Council adopts and incorporates all of the mitigation measures set forth in the EIR and the attached MMRP to substantially lessen or avoid the potentially significant and significant impacts of the Project.

2. Findings About Significant Environmental Impacts and Mitigation Measures
The following sections of these findings – Sections II, III and IV – set forth the City’s findings about the EIR’s determinations regarding significant environmental impacts and the mitigation measures proposed to address them. These findings provide the written analysis and conclusions of the City regarding the environmental impacts of the Project and the mitigation measures included as part of the EIR and adopted by the City as part of the Project. To avoid duplication and redundancy, and because the City agrees with,

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and hereby adopts, the conclusions in the EIR, these findings will not repeat the analysis and conclusions in the EIR, but instea d incorporates them by reference in these findings and relies upon them as substantial evidence supporting these findings.

These findings do not attempt to describe the full analysis of each environmental impact contained in the EIR. Instead, a full explan ation of these environmental findings and conclusions can be found in the EIR, and these findings hereby incorporate by reference the discussion and analysis in the EIR supporting the EIR’s determination regarding the Project’s impacts and mitigation measu res designed to address those impacts. In making these findings, the City Council ratifies, adopts, and incorporates in these findings, the determinations and conclusions of the EIR relating to environmental impacts and mitigation measures, except to the extent any such determinations and conclusions are specifically and expressly modified by these findings.

As set forth below, the City Council adopts and incorporates all of the mitigation measures within its authority and jurisdiction as lead agency, as se t forth in the EIR and presented in the MMRP , in order to substantially lessen or avoid the potentially significant and significant impacts of the Project. The MMRP will remain available for public review during the compliance period. In adopting mitigatio n measures from the EIR, the City Council intends to adopt each of the mitigation measures proposed in the EIR for the Project for adoption by the City. The City Council also intends that the MMRP should include each and every mitigation measure included i n the EIR, including those assigned to responsible agencies.

Accordingly, in the event a mitigation measure recommended in the EIR has inadvertently been omitted in these findings or the MMRP, any such mitigation measure is hereby adopted and/or incorporat ed in the findings below by reference.

In addition, mitigation measures are listed in different locations in these findings, in the MMRP, and in the EIR. The City has made every effort to ensure that the text of each mitigation measure is consistent wherever that text appears. To the extent the text differs for the same mitigation measure from one location to another, such differences are inadvertent. In those instances, the text of the mitigation measure as it appears in the MMRP shall control, unless in c ontext it is clear that the text in the MMRP does not reflect the City’s determination with respect to the mitigation measure to be adopted; in such instances, the most stringent version of the mitigation measure shall apply, regardless of whether that most stringent version appears in the findings, in the MMRP, or in the EIR.

The impact numbers and mitigation measure numbers used in these findings reflect the information contained in the EIR. In Sections II, III and IV below, the same statutory findings ar e made for a category of environmental impacts and mitigation measures. Rather than repeat the identical finding several times

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to address each and every significant effect and mitigation measure, the initial finding obviates the need for such repetition be cause in no instance is the City Council rejecting the conclusions of the EIR or the mitigation measures recommended in the EIR for the Project.

II. IMPACTS FOUND TO HAVE NO IMPACT OR BE LESS THAN SIGNIFICANT AND

THUS REQUIRING NO MITIGATION
Under CEQA, no mit igation measures are required for impacts that are less than significant (Pub .

Resources Code , section §; CEQA Guidelines , §§ 15126.4, subd. (a)(3), 15091). Based on substantial evidence in the entire record of this proceeding, the City Council finds that implementation of the Project will not result in any significant impacts in the following areas and that these impact areas, therefore, do not require mitigation. As stated above, these findings do not repeat the analysis and conclusions in the EIR, but in stead incorporates them by reference in these findings and rely upon them as substantial evidence supporting these findings.

A. Aesthetics
Impact AES-1a: Construction and operation of the Project could substantially degrade the existing visual character or quality of public views of the site and its surroundings or could conflict with the City’s zoning and regulations governing scenic quality. (Refer to pages 4.1-19 through 4.1-68 of the Recirculated Draft EIR.) Impact AES-1b: Construction and operation of the Project could be inconsistent with applicable zoning and planning regulations governing scenic quality. (Refer to pages 4.1-68 through 4.1-75 of the Recirculated Draft EIR.)
Impact AES-2: Construction and operation of the Project could c reate a new so urce of substantial light or glare, which could adversely affect day or nighttime views in the area. (Refer to pages 4.1-76 through 4.1-82 of the Recirculated Draft EIR.) B. Biological Resources
Impact BIO-2: Construction and operation of the Project could conflict with local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance. (Refer to pages 4.3-52 through 4.9-62 of the Recirculated Draft EIR.)

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C. Cultural Resources
Impact CUL-1: Construction and op eration of the Project could cause a substantial adverse change in the significance of a historic resource pursuant to Section 15064.5 . (Refer to pages 4.4-45 through 4.4-60 of the Recirculated Draft EIR.) D. Energy Resources
Impact E-1: Construction and operation of the Project could result in wasteful, inefficient, or unnecessary consumption of energy resources . (Refer to pages 4. 5-21 through

4.5-35 of the Recirculated Draft EIR.)
Impact E-2: Construction and operation of the Project could conflict with or obstruct a State or local plan for renewable energy or energy efficiency . (Refer to pages 4. 5-35 through 4.5-38 of the Recirculated Draft EIR.)
E. Greenhouse Gas Emissions
Impact GHG-1: Construction and operation of the Project could generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment. (Refer to pages 4.7-42 through 4.7-49 of the Recirculated Draft EIR.) Impact GHG-2: Construction and operation of the Project could conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases. (Refer to pages 4.7-49 through 4.7-57 of the Recirculated Draft EIR.)

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F. Hazards and Hazardous Materials
Impact HAZ-1: Construction and operation of the Project could 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. (Refer to pages 4.8-31 through 4.8-38 of the Recirculated Draft EIR.) Impact HAZ-2: Construction and operation of the Project could emit hazardous emissions or involve the handling of hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school. (Refer to pages

4.8-38 through 4.8-43 of the Recirculated Draft EIR.)
Impact HAZ-3: Construction and operation of the Project could impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? (Refer to pages 4.8-44 through 4.8-47 of the Recirculated Draft EIR.)
G. Land Use and Planning
Impact LU-1: Construction and operation of the Project could physically divide an established community. (Refer to pages 4.8-49 through 4.9-47 of the Recirculated Draft EIR.) Impact LU-2: Construction and operation of the Project could 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. (Refer to page s

4.9-47 through 4.9-77 of the Recirculated Draft EIR.)
H. Noise
Impact NOI-1: Construction and operation of the Project could result in 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

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applicable standards of other agencies. (Refer to pages 4.10-65 through 4.10-109 of the Recirculated Draft EIR.)
Impact NOI-2: Construction and operation of the Project could result in exposure of persons to or generate excessive groundborne vibration or groundborne noise levels. (Refer to pages 4.10-109 through 4.10-116 of the Recirculated Draft EIR.) I. Population, Employment, and Housing
Impact POP-1: Construction of the Project could 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). (Refer to pages 4.11-15 through 4.11-23 of the Recirculated Draft EIR.)
J. Transportation
Impact T-1: Construction and operation of the Project could conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities . (Refer to pages 4.12-36 through 4.11-52 of the Recirculated Draft EIR.)
Impact T-2: Construction and operation of the Project could conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b) . (Refer to page s 4.12-52 through 4.11-66 of the Recirculated Draft EIR.)

Impact T-3: Construction and operation of the Project could substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? (Refer to page s 4.12-66 through

4.11-67 of the Recirculated Draft EIR.)

Impact T-4: Construction and operation of the Project could conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities . (Refer to pages 4.12-68 through 4.11-69 of the Recirculated Draft EIR.)

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III. SIGNIFICANT OR PO TENTIALLY SIGNIFICANT IMPACTS MITIGATED TO A

LESS THAN SIGNIFICANT LEVEL
The following significant and potentially significant environmental impacts of the Project, including cumulative impacts, are being mitigated to a less than significant level and are set out below. Pursuant to section 21081, subdivision (a)(1) of CEQA and section 15091, subdivision (a)(1) of the CEQA Guidelines, as to each such impact, the City Council, based on the evidence in the record before it, finds that changes or alterations in corporated into the Project by means of conditions or otherwise mitigate, avoid , or substantially lessen to a level of insignificance these significant or potentially significant environmental impacts of the Project. The basis for the finding for each identified impact is set forth below.

A. Air Quality
Impact AQ-1: Construction of the Project could conflict with or obstruct implementation of the applicable air quality plan as the Project would exceed the NOx SCAQMD threshold during construction . (Refer to pages 4.2-47 through 4.2-60 of the Recirculated Draft EIR.)
MM AQ-1: PDF AQ-1, Construction Air Quality Program, shall be implemented during construction of the ITC Project.

Basis for Finding: Mitigation Measure MM A Q-1 requires the implementation of PDF AQ -1 from the Project’s Construction Commitment Program (CCP) to reduce air quality emissions during construction.

PDF AQ-1 requires the Project to use equipment that meets the U.S. Environmental Protection Agency (USEPA)’s Final Tier 4 emissio ns standards for off -road diesel-powered construction equipment with 50 horsepower (hp) or greater, for all phases of construction activity. With implementation of PDF AQ-1, this impact would be less than significant.

Finding: Changes or alterations have been required in, or incorporated into, the Project which avoid or substantially lessen the significant environmental effect as identified in the Recirculated Draft EIR. Impacts will be less than significant.

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Impact AQ-2: Construction of the Project could result in a cumulatively considerable net increase of NOx emissions. (Refer to pages 4.2 -61 through 4.2 -70 of the Recirculated Draft EIR.)
MM AQ-1: PDF AQ-1, Construction Air Quality Program, shall be implemented during construction of the ITC Project.

Basis for Finding: Mitigation Measure MM AQ -1 requires the implementation of PDF AQ -1 from the Project’s CCP to reduce air quality emissions during construction. PDF AQ -1 requires the Project to use equipment that meets the U.S. Environmental Protection Agency (USEPA)’s Final Tier 4 emissions standards for off-road diesel-powered construction equipment with 50 horsepower (hp) or greater, for all phases of construction activity . With implementation of PDF AQ-1, this impact would be less than significant.

Impact AQ-3: The Project could expose sensitive receptors to substantial pollutant concentrations during construction. (Refer to pages 4.2-70 through 4.2-87 of the Recirculated Draft EIR.)
MM AQ-1: PDF AQ-1, Construction Air Quality Program, shall be implemented during construction of the ITC Project.

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B. Biological Resources
Impact BIO-1: Construction and operation of the Project could 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. (Refer to pages 4.3-45 through 4.3-50 of the Draft EIR.)
MM BIO-1: Conservation of Faunal Resources: Nesting Birds/Raptors. The City shall require demolition and construction contractors to implement the following measures:
 Prior to initiating any demolition and/or construction activities, a nesting bird survey shall be conducted to determine the presence of any nesting birds within 500 feet of demolition and/or construction activities. In addition, nesting bird surveys shall be conducted at least every six (6) months until the completion of construction activities, as specified below.
 Nesting bird survey shall include:
 Prior to any demolition and/or construction, and at leas t every six (6) months during and prior to the raptor nesting season until the completion of construction activities, January 1 to September 1, a qualified biologist shall conduct a site survey for active nests 30 days prior to any scheduled clearing, demo lition, grading, or construction activities. The survey shall be conducted within all trees, manmade structures, and any other potential raptor nesting habitat.  Prior to any vegetation disturbance between March 1 and September 15, and at least every six ( 6) months until the completion of construction activities, a qualified biologist shall conduct a survey for nesting birds in all breeding/nesting habitat within the construction or demolitions areas and within 300 feet of all disturbance areas and submit the results of these surveys to the City. The surveys shall be conducted within trees and structures, wherever nesting bird species may be located. Nesting bird surveys shall be conducted no earlier than 30 days prior to the initiation of ground or vegetation disturbance. If no breeding/nesting birds are observed, site preparation, demolition and construction activities may begin. If breeding activities and/or an active bird nest is located, the breeding habitat/nest site shall be fenced by the biological monitor a minimum of 300 feet (500 feet for raptors) in all directions, and this area shall not be disturbed until the nest becomes inactive, the young have fledged, the young are no longer being fed by the parents, the young have left the area, and/or the young shall no longer

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be impacted. If the qualified biologist determines that a narrower buffer between the demolition and/or construction activities and the observed active nests is warranted, the biologist may submit a written explanation as to why (e.g., species-specific information; ambient conditions and bird’s habituation to them; terrain, vegetation, and birds’ lines of sight between the demolition and/or construction activities and the nest and foraging areas) to the City and, upon request, the CDFW. Based on the submitted information, the City, acting as the lead agency (and CDFW, if CDFW requests) shall determine whether to allow a narrower buffer.

Basis for Finding: With the implementation of MM BIO -1, construction of the Project would no longer have the potential to disturb active nests for nesting birds and raptors. Active nests would be identified, and suitable buffers would be established to ensure that construction activities do not disturb nesting birds. Mitigation measures would thus ensure that the Project would not cause a substantial reduction in local population size or reduce reproductive success to birds and raptors. Thus, this impact would be considered less than significant.

C. Cultural Resources
Impact CUL-2: Construction and operation of the Project could cause a substantial adverse change in the significance of a n archaeological resource pursuant to Section 15064.5. (Refer to pages 4.4-61 through 4.4-62 of the Recirculated Draft EIR.) MM TCR-1: Retention of a Tribal Cultural Resources Monitor/Consultant.

Prior to the commencement of any ground disturbing activity at the Project alignment, the Project contractor, in consultation with the City, shall retain a qualified archaeologist meeting the Secretary of the Interior’s Professional Qualifications Standards for archaeology (US Department of the Interior, 2008) to carry out all mitigation related to cultural resources. In addition, a Native American Monitor shall be designated by the Gabrieleno Band of Mission Indians-Kizh Nation – the tribe that consulted on this project pursuant to Assembly Bill AB 52 (the “Tribe” or the “Consulting Tribe”). If no Native American Monitor is designated within a reasonable period of time (not to exceed 30 days), the activity can commence without the designated Monitor. A copy of the executed contract(s) with the qualified archaeologist and Native American Monitor shall be submitted to the City of Inglewood Planning and Building Department prior to the

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issuance of any permit necessary to commence a ground-disturbing activity. The Native American Monitor will only be present on -site during the construction phases that involve ground-disturbing activities. Ground disturbing activities are defined by the Tribe as activities that may in clude, but are not limited to, pavement removal, potholing or auguring, grubbing, tree removals, boring, grading, excavation, drilling, and trenching, within the Project area. The Native American Monitor will complete daily monitoring logs that will provide descriptions of the day’s activities, including construction activities, locations, soil, and any cultural materials identified. The on -site monitoring shall end when all ground-disturbing activities on the Project alignment are completed, or when the Native American Representatives and Native American Monitor have indicated that all upcoming ground- disturbing activities at the Project alignment have little to no potential for impacting Tribal Cultural Resources. Upon discovery of any Tribal Cultural Resources, construction activities shall cease in the immediate vicinity of the find (not less than the surrounding 50 feet) until the find can be assessed. All Tribal Cultural Resources unearthed by project activities shall be evaluated by the qualified archaeologist and the Native American Monitor. If the resources are Native American in origin, the Consulting Tribe will retain it/them in the form and/or manner the Tribe deems appropriate, for educational, cultural and/or historic purposes.

If human remains and/or grave goods are discovered or recognized at the Project alignment, all ground disturbance shall immediately cease, and the county coroner shall be notified per Public Resources Code Section 5097.98, and Health & Safety Code Section 7050.5. Human re mains and grave/burial goods shall be treated alike per California Public Resources Code section 5097.98(d)(1) and (2). Work may continue on other parts of the Project alignment while evaluation and, if necessary, mitigation takes place (CEQA Guidelines Section 15064.5[f]). If a non-Native American resource is determined by the qualified archaeologist to constitute a “historical resource” or “unique archaeological resource,” time allotment and funding sufficient to allow for implementation of avoidance measures, or appropriate mitigation, must be available. The treatment plan established for the resources shall be in accordance with CEQA Guidelines Section 15064.5(f) for historical resources and Public Resources Code Sections 21083.2(b) for unique archaeological resources. Preservation in place (i.e., avoidance) is the preferred manner of treatment. If preservation in place is not feasible, treatment may include implementation of archaeological data recovery excavations to remove the resource along with subse quent laboratory processing and analysis. Any historic archaeological material that is not Native American in origin shall be curated at a public, non -profit institution with a research interest in the materials, such as the Natural History Museum of Los Angeles County or the Fowler Museum, if such an institution agrees to accept the material. If no institution accepts the archaeological material, it shall be offered to a local

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school or historical society in the area for educational purposes. MM TCR-2 through MM TCR-5 will supplement MM TCR-1.

MM TCR-2: Monitoring and Mitigation Program.

Prepare, design, and implement a n Archaeological Monitoring and Mitigation Program for the Project . The Monitoring and Mitigation Program shall define pre -construction coordination, construction monitoring for excavations based on the activities and depth of disturbance planned for each portion of the Project area, data recovery (including halting or diverting construction so that archaeological remains can be evaluated and recovered in a timely manner), artifact and feature treatment, procurement, and reporting. The Monitoring and Mitigation Program shall be prepared and approved by a qualified archaeologist prior to the issuance of the first grading permit.

MM TCR-3: Cultural Resources Sensitivity Training.

The qualified archaeologist and Native American Monitor shall conduct construction - worker archaeological resources sensitivity training at the Project kick -off meeting prior to the start of ground disturbing activi ties (including vegetation removal, pavement removal, etc.) and will present the Archaeological Monitoring and Mitigation Program as outlined in MM TCR -2, for all construction personnel conducting, supervising, or associated with demolition and ground disturbance, including utility work, for the Project.

In the event construction crews are phased or rotated, additional training shall be conducted for new construction personnel working on ground -disturbing activities.

Construction personnel shall be informed of the types of prehistoric and historic archaeological resources that may be encountered, and of the proper procedures to be enacted in the event of an inadvertent discovery of archaeological resources or human remains. Documentation shall be retained by the qualified archaeologist demonstrating that the appropriate construction personnel attended the training.

MM TCR-4: Archaeological and Native American Monitoring The qualified archaeologist will oversee archaeological and Native American monitors who shall be retained to be present and work in tandem, monitoring during construction excavations such as grading, trenching, or any other excavation activity associated with the Project and as defined in the Monitoring and Mitigation Program. If, after advanced notice of potential ground -disturbing activities, the Native American representative declines, is unable, or does not respond to the notice, construction can proce ed under supervision of the qualified archaeologist. The frequency of monitoring shall be based on the rate of excavation and grading activities, the materials being excavated, and the depth of excavation, and if found, the quantity and type of archaeologi cal resources encountered. Full-time monitoring may be reduced to part -time inspections, or ceased

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entirely, if determined adequate by the qualified archaeologist and the Native American Monitor.

In the event of the discovery of any archaeological materia ls during implementation of the Project, all work shall immediately cease within 50 feet of the discovery until it can be evaluated by the qualified archaeologist. Construction shall not resume until the qualified archaeologist has made a determination on the significance of the resource(s) and provided recommendations regarding the handling of the find. If the resource is determined to be significant, the qualified archaeologist will confer with the City and contractor regarding recommendation for treatmen t and ultimate disposition of the resource(s).

If it is determined that the discovered archaeological resource constitutes a historical resource or a unique archaeological resource pursuant to CEQA, avoidance and preservation in place is the preferred manner of mitigation. Preservation in place may be accomplished by, but is not limited to, avoidance, incorporating the resource into open space, capping, or deeding the site into a permanent conservation easement.

In the event that preservation in place is demonstrated to be infeasible and data recovery through excavation is the only feasible mitigation available, a Cultural Resources Treatment Plan shall be prepared and implemented by the qualified archaeologist in consultation with the City and contractor, and appropriate Native American representatives (if the find is of Native American origin). The Cultural Resources Treatment Plan shall provide for the adequate recovery of the scientifically consequential information contained in the archaeological resource through laboratory processing and analysis of the artifacts. The Cultural Resources Treatment Plan will further make recommendations for the ultimate curation of any archaeological materials, which shall be curated at a public, non-profit curation facility, university, or museum with a research interest in the materials, if such an institution agrees to accept them. If resources are determined to be Native American in origin, they will first be offered to the Tribe for permanent curation, repatriation, or reburial, as directed by the Tribe. If no institution or Tribe accepts the archaeological material, then the material shall be donated to a local school or historical society in the area for educational purposes.

If the resource is identified as a Native American, the qualified archaeologist and the City shall consult with appropriate Native American representatives, as identified through the AB 52 consultation process in determining treatment for prehistoric or Native American resources to ensure cultur al values ascribed to the resource, beyond that which is scientifically important, are considered.

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Prepare a final monitoring and mitigation report for submittal to the City, and the South Central Coastal Information Center (SCCIC), in order to document th e results of the archaeological and Native American monitoring. If there are significant discoveries, artifact and feature analysis and final disposition shall be included with the final report, which will be submitted to the SCCIC and the City. The final monitoring report shall be submitted to the City within 90 days of completion of excavation and other ground disturbing activities that require monitoring.

Basis for Finding: With implementation of mitigation measures MM TCR-1 through MM TCR -4, construction of the Project would no longer have the potential to cause a substantial adverse change in the significance of an archaeological resource. With implementation of MM TCR-1, the City shall retain a qualified archaeologist meeting the Secretary of the Inter ior’s Professional Qualifications Standards for archaeology to carry out all mitigation related to cultural resources. In addition, a Native American Monitor shall be designated by the Gabrieleno Band of Mission Indians -Kizh Nation . With implementation of Mitigation Measure MM TCR -2, the City shall prepare, design, and implement a n Archaeological Monitoring and Mitigation Program for the Project. With implementation of Mitigation Measure MM TCR- 3, the qualified archaeologist and Native American Monitor shall conduct construction -worker archaeological resources sensitivity training a nd will present the Archaeological M onitoring and Mitigation P rogram for all construction personnel for the Project . With implementation of Mitigation Measure MM TCR -4, the qu alified archaeologist will oversee the archaeological and Native American monitors who shall be retained to be present and work in tandem, monitoring during construction excavations as defined in the Monitoring and Mitigation Program. With implementation o f Mitigation Measures MM TCR-1, MM TCR-2, MM TCR-3, and MM TCR-4, this impact would be less than significant.

Impact CUL-3: Construction and operation of the Project could disturb any human remains, including those interred outside of formal cemeteries. (Refer to page 4.4-63 of the Recirculated Draft EIR.)
MM TCR-1: Retention of a Tribal Cultural Resources Monitor/Consultant.

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cultural resources. In additio n, a Native American Monitor shall be designated by the Gabrieleno Band of Mission Indians-Kizh Nation – the tribe that consulted on this project pursuant to Assembly Bill AB 52 (the “Tribe” or the “Consulting Tribe”). If no Native American Monitor is desi gnated within a reasonable period of time (not to exceed 30 days), the activity can commence without the designated Monitor. A copy of the executed contract(s) with the qualified archaeologist and Native American Monitor shall be submitted to the City of I nglewood Planning and Building Department prior to the issuance of any permit necessary to commence a ground-disturbing activity. The Native American Monitor will only be present on -site during the construction phases that involve ground-disturbing activities. Ground disturbing activities are defined by the Tribe as activities that may include, but are not limited to, pavement removal, potholing or auguring, grubbing, tree removals, boring, grading, excavation, drilling, and trenching, within the Project ar ea. The Native American Monitor will complete daily monitoring logs that will provide descriptions of the day’s activities, including construction activities, locations, soil, and any cultural materials identified. The on -site monitoring shall end when all ground-disturbing activities on the Project alignment are completed, or when the Native American Representatives and Native American Monitor have indicated that all upcoming ground- disturbing activities at the Project alignment have little to no potential for impacting Tribal Cultural Resources. Upon discovery of any Tribal Cultural Resources, construction activities shall cease in the immediate vicinity of the find (not less than the surrounding 50 feet) until the find can be assessed. All Tribal Cultural Resources unearthed by project activities shall be evaluated by the qualified archaeologist and the Native American Monitor. If the resources are Native American in origin, the Consulting Tribe will retain it/them in the form and/or manner the Tribe deems appropriate, for educational, cultural and/or historic purposes.

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implementation of archaeological data recovery excavations to remove the resource along with subsequent laboratory processing and analysis. Any historic archaeological material that is not Native American in origin shall be curated at a public, non -profit institution with a research interest in the materials, such as the Natural History Museum of Los Angeles County or the Fowler Museum, if such an institution agrees to accept the material. If no institution accepts the archaeological material, it shall be offered to a local school or historical society in the area for educational purposes. MM TCR-2 through MM TCR-5 will supplement MM TCR-1.

MM TCR-3: Cultural Resources Sensitivity Training.

The qualified archaeologist and Native American Monitor shall conduct construction - worker archaeological resources sensitivity training at the Project kick -off meeting prior to the start of ground disturbing activities (including vegetation removal, paveme nt removal, etc.) and will present the Archaeological Monitoring and Mitigation Program as outlined in MM TCR -2, for all construction personnel conducting, supervising, or associated with demolition and ground disturbance, including utility work, for the Project.

In the event construction crews are phased or rotated, additional training shall be conducted for new construction personnel working on ground -disturbing activities.

MM TCR-5: Inadvertent Discoveries Related to Human Remains.

In the event of the unanticipated discovery of human remains during excavation or other ground disturbance related to the Project, all work shall immediately cease within 150 feet of the discovery and the County Coroner shall be contacted in accordance with PRC Section 5097.982 and Health and Safety Code Section 7050.5.3 Additionally, the contractor shall notify the City, and the tribal cultural resources monitor and archaeological monitor.

The City, as the Project sponsor, and the contractor shall ensure that the immediate vicinity where the discovery occurred is not dis turbed by further activity, is adequately protected according to generally accepted cultural and tribal standards or practices, and

2 NAGPRA, Title 43. Public Lands: Interior, Subtitle A. Office of the Secretary of the Interior, Part 10. Native American Graves Protection and Reparation Regulations, § 5097.98 – Notification of discovery of Native American human remains, descendants; disposition of human remains and associated grave goods. 3 California / Health and Safety Code - HSC / CHAPTER 2. General Provisions [7050.5. - 7055.] / Section 7050.5.

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that further ground -disturbing activities take into account the possibility of multiple burials.

No further excavation or d isturbance of the discovery or any nearby area reasonably suspected to overlie adjacent remans (as determined by the qualified archaeologist and/or tribal cultural resources monitor) shall occur until the coroner has made the necessary findings as to origin and disposition pursuant to PRC Section 5097.98. If such a discovery occurs, a temporary construction exclusion zone shall be established surrounding the area of the discovery so that the area would be protected (as determined by the qualified archaeolog ist and/or cultural resources monitor), and consultation and treatment could occur as prescribed by law. As required by law, the coroner would determine within two working days of being notified if the remains are subject to his or her authority.

If the c oroner recognizes the human remains to be those of a Native American or has reason to believe that they are those of a Native American, he or she shall contact, by telephone within 24 hours, the NAHC. In accordance with Health and Safety Code Section 7050.5, subdivision (c), and PRC Section 5097.98 (as amended by AB 2641 ), the NAHC would make an MLD determination.

If the Tribe is designated MLD, the following standards shall apply and the following requirements and treatment measures shall be implemented.

1. To the Tribe, the term “human remains” encompasses more than human bones.

In ancient as well as historic times, Tribal Traditions included, but were not limited to, the burial of funerary objects with the deceased, and the ceremonial burning of human remains. These remains are to be treated in the same manner as bone fragments that remain intact. Associated funerary objects are objects that, as part of the death rite or ceremony of a culture, are reasonably believed to have been placed with individual human remains either at the time of death or later; other items made exclusively for burial purposes or to contain human remains can also be considered as associated funerary objects.

2. Prior to the continuation of ground disturbing activities, the landowner sha ll arrange a designated site location within the footprint of the project for the respectful reburial of the human remains and/or ceremonial objects. In the case where discovered human remains cannot be fully documented and recovered on the same day, the r emains shall be covered with muslin cloth and a steel plate that can be moved by heavy equipment placed over the excavation opening to protect the remains. If this type of steel plate is not available, a 24 -hour guard

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should be posted outside of working ho urs. As stated by the Tribe as part of the Project’s AB 52 consultation:

The Tribe will make every effort to recommend diverting the project and keeping the remains in situ and protected. If the project cannot be diverted, it may be determined that burials will be removed. The Tribe will work closely with the qualified archaeologist to ensure that the excavation is treated carefully, ethically, and respectfully.

3. If data recovery is approved by the Tribe, documentation shall be taken which includes at a mini mum detailed descriptive notes and sketches. The Tribe shall approve additional types of documentation for data recovery purposes.

Cremations must either be removed in bulk or by means as necessary to ensure completely recovery of all material. If the disc overy of human remains includes four or more burials, the location is considered a cemetery and a separate treatment plan shall be created. Once complete, a final report of all activities is to be submitted to the Tribe and the NAHC. Scientific study or the utilization of any invasive diagnostics on human remains of Native American origin.

4. Each occurrence of human remains and associated funerary objects will be stored using opaque cloth bags. All human remains, funerary objects, sacred objects and objects o f cultural patrimony will be removed to a secure container on site if feasible. These items shall be retained and reburied within six months of recovery if feasible. The site of reburial/repatriation shall be on the Project area, but at a location agreed u pon between the Tribe and the landowner at a site to be protected in perpetuity. There shall be no publicity regarding any cultural materials recovered.

If the Tribe is not designated MLD, each occurrence of human remains and associated funerary objects sh all be stored using opaque cloth bags. All human remains, funerary objects, sacred objects, and objects of cultural patrimony shall be preserved in place where feasible and to consult with the tribal cultural resources monitor and/or the MLD about appropri ate treatment if removal is required. If remains are removed, they shall be removed to a secure container on site, if possible, with consultation with of the qualified archaeologist and/or tribal cultural resources monitor. These items shall be retained and reburied within six months of recovery or as directed by the qualified archaeologist and/or tribal cultural resources monitor. The site of reburial/repatriation shall be within the Project footprint, or at a location agreed upon between the MLD and the landowner at a site to be protected in perpetuity. There shall be no publicity regarding any cultural materials recovered.

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Basis for Finding: With implementation of Mitigation Measure MM TCR -1, MM TCR -3, and MM TCR-5, construction of the Project would no longer have the potential to cause a substantial adverse change in the significance of an archaeological resource. With implementation of MM TCR-1, the City shall retain a qualified archaeologist meeting the Secretary of the Interior ’s Professional Qualifications Standards for archaeology to carry out all mitigation related to cultural resources. In addition, a Native American Monitor shall be designated by the Gabrieleno Band of Mission Indians -Kizh Nation . With implementation of Mitigation Measure MM TCR-3, the qualified archaeologist and Native American Monitor shall conduct construction-worker archaeological resources sensitivity training a nd will present the Archaeological Monitoring and Mitigation Program for all construction personnel for the Project . With implementation of Mitigation Measure MM TCR -5, the City and cont ractor shall ensure the cessation of all construction work in the event of the unanticipated discovery of human remains during excavation related to the Project. With implementation of Mitigation Measures MM TCR-1, MM TCR-3, and MM TCR-5, this impact would be less than significant.

D. Geology and Soils
Impact GEO-1: The Project could directly or indirectly cause potenti al substantial adverse effects, including the risk of loss, injury, or death involving 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?
MM GEO-1: Project Design. The Project shall be designed to accommodate fault rupture where present in accordance with applicable Caltrans guidelines, including MTD 20 -8, Analysis of Ordinary Bridges that Cross Faults, dated January 2013; and MTD 20-10, Fault Rupture, dated January 2013, where any portion of a structure falls within an APEFZ, or where any portion of a structure falls within approximately 100 meters (330 feet) of well -mapped active faults, or within 300 meters (1,000 feet) of an un-zoned fault (not in an APEFZ) that is Holocene or younger in age.

Stations and elevated structures for the ATS guideway shall be located to avoid or accomodate the fault rupture hazard where present with refinement of st ation and ATS guideway placement worked into final design as needed based on project specific geologic surveys, recommendations and criteria. Bridge type structures, such as the ATS guideway, shall be designed to take into account potential displacement from a fault

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offset, dynamic response due to ground shaking, and any other fault -induced hazards (e.g., creep) that may occur. The design shall be in accordance with the Caltrans MTD 20- 8, which defines a method for determining the potential displacement at columns and abutments at fault crossings and designing the structure so it can slide without falling.

MM GEO-2: Prior to the start of construction, the location of the anticipated trend of the Townsite Fault shall be further defined via a phased investigat ion process to identify and locate active fault traces in the Project area to support adjustments to the Project’s final design as needed.

The phased investigation shall be prepared by registered professionals (i.e., California Professional Civil Engine er, Professional Engineering Geologist with experience in fault evaluations) and include a fault investigation conducted along the trace of the Townsite Fault to refine its location and assess its activity level where it crosses the ATS guideway and stations.

The following methods shall be included in the investigation:
 Aerial photograph analysis;
 Geophysical surveys (e.g., seismic reflection and/or seismic refraction) to refine the location of the Townsite fault and inform subsequent targeted fault hazar d exploration as necessary;
 Targeted fault trenching based on the findings of additional geophysical studies to locate the potential Townsite Fault where it crosses the proposed ATS alignment; and  Exploratory drilling and sampling (e.g., hollow stem auger and CPT [cone penetration test] borings), as necessary, if the trace of the Townsite fault cannot be adequately delineated across the proposed ATS alignment through the means of fault trenching.

Based on the results of these investigations, column placements and facility designs shall be adjusted to accommodate geologic conditions identified. Further, the facilities shall be designed in accordance with applicable Caltrans guidelines including MTD 20 -8, Analysis of Ordinary Bridges that Cross Faults, and MTD 20-10, Fault Rupture. Stations/structures shall be located to avoid the fault rupture hazard where present.

Columns and foundations for the guideway and stations, as well as any other ATS facilities shall be located to avoid the fault rupture hazard where present.

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Probabilistic procedures shall follow those outlined in the Fault Rupture Hazard Evaluation (Appendix K.1). If further study of the fault rupture is conducted, then procedures as outlined in CGS Note 494 shall be followed.

MM GEO-3: The proposed ATS system facilities shall be designed in accordance with applicable Caltrans guidelines including Memo to Designers 20 -8 (Analysis of Ordinary Bridges that Cross Faults) and 20 -10 (Fault Rupture). The response spectra provided in the Development of Seismic Design Criteria in Support of Draft EIR - Seismic Design Criteria (Appendix K.2 ) shall be considered applicable for both aerial guideway and ancillary structures within each segment of the alignment under the guideway and each station.

Probabilistic procedures also shall follow those outlined Caltrans Memo to Designers 20- 10 -Fault Rupture, dated January 2013.

Basis for Finding: With implementation of Mitigation Measure MM GEO-1, the Project will be designed to accommodate fault rupture where present in accordance with applicable Caltrans guidelines. Moreover, stations and elevated structures for the ATS guideway shall be designed in locations avoiding or accomodating fault rupture hazard s where present. With implementation of Mitigation Measure MM GEO-2, a phased investigation to further define the trend of the Townsite Fault will be conducted to support adjustments to the Project’s final design. With implementation of Mitigation Measure MM GEO- 3, the ATS facilities will be designed in accordance with applicable Caltrans guidelines and seismic design criteria. With implementation of Mitigation Measures MM GEO-1, MM GEO-2, and MM GEO-3, this impact would be less than significant.

Impact GEO-2: The P roject could directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving strong seismic ground shaking?
MM GEO-1: Project Design. The Project shall be designed to accommodate fault rupture where present in accordance with applicable Caltrans guidelines, including MTD 20 -8, Analysis of Ordinary Bridges that Cross Faults, dated January 2013; and MTD 20-10, Fault Rupture, dated January 2013, where any portion of a structure falls within an APEFZ, or where any portion of a structure falls within approximately 100 meters (330 feet) of well -mapped

4 California Geological Survey, Note 49: Guidelines for Evaluating the Hazard of Surface Fault Rupture, https://www.conservation.ca.gov/cgs/Documents/Publications/CGS-Notes/CGS-Note-49.pdf.

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active faults, or within 300 meters (1,000 feet) of an un-zoned fault (not in an APEFZ) that is Holocene or younger in age.

Stations and elevated structures for the ATS guideway shall be located to avoid or accommodate the fault rupture hazard where present with refinement of station and ATS guideway placement worked into final design as needed based on proje ct specific geologic surveys, recommendations and criteria. Bridge type structures, such as the ATS guideway, shall be designed to take into account potential displacement from a fault offset, dynamic response due to ground shaking, and any other fault -induced hazards (e.g., creep) that may occur. The design shall be in accordance with the Caltrans MTD 20- 8, which defines a method for determining the potential displacement at columns and abutments at fault crossings and designing the structure so it can slide without falling.

MM GEO-2: Prior to the start of construction, the location of the anticipated trend of the Townsite Fault shall be further defined via a phased investigation process to identify and locate active fault traces in the Project area to support adjustments to the Project’s final design as needed.

The phased investigation shall be prepared by registered professionals (i.e., California Professional Civil Engineer, Professional Engineering Geologist with experience in fault evaluations) and include a fault investigation conducted along the trace of the Townsite Fault to refine its location and assess its activity level where it crosses the ATS guideway and stations.

The following methods shall be included in the investigation:
 Aerial photograph analysis;
 Geophysical surveys (e.g., seismic reflection and/or seismic refraction) to refine the location of the Townsite fault and inform subsequent targeted fault hazard exploration as necessary;
 Targeted fault trenching based on the findings of ad ditional geophysical studies to locate the potential Townsite Fault where it crosses the proposed ATS alignment; and  Exploratory drilling and sampling (e.g., hollow stem auger and CPT [cone penetration test] borings), as necessary, if the trace of the Town site fault cannot be adequately delineated across the proposed ATS alignment through the means of fault trenching.

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Columns and foundations for the guideway and stations, as well as any other ATS facilities shall be located to avoid the fault rupture hazard where present.

MM GEO-3: The proposed ATS system facilities shall be designed in accordance with applicable Caltrans guidelines including Memo to Designers 20 -8 (Analysis of Ordinary Bridges that Cross Faults) and 20 -10 (Fault Rupture). The response spectra provid ed in the Development of Seismic Design Criteria in Support of Draft EIR - Seismic Design Criteria (Appendix K.2 ) shall be considered applicable for both aerial guideway and ancillary structures within each segment of the alignment under the guideway and each station.

Probabilistic procedures also shall follow those outlined Caltrans Memo to Designers 20- 10 -Fault Rupture, dated January 2013.

Basis for Finding: With implementation of Mitigation Measure MM GEO -1, the Project will be designed Projectto accommodate fault rupture where present in accordance with applicable Caltrans guidelines .

Moreover, stations and elevated structures for the ATS guideway shall be designed in locations avoiding or accommodating fault rupture hazards where present. With implementation of Mitigation Measure MM GEO-2, a phased investigation to further define the trend of the Townsite Fault will be conducted to support adjustments to the Project’s final design. With implementation of Mitigation Measure MM GEO- 3, the City the ATS facilities will be designed in accordance with applicable Caltrans guidelines and seismic design criteria. With implementation of Mitigation Measures MM GEO -1, MM GEO -2, and MM GEO -3, this impact would be less than significant.

Impact GEO-3: The Project could directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?
MM GEO-4: A qualified paleontologist meeting the S VP standards shall be retained by the project applicant and approved by the City prior to the approval of grading permits. The qualified paleontologist shall:

5 California Geological Survey, Note 49: Guidelines for Evaluating the Hazard of Surface Fault Rupture, https://www.conservation.ca.gov/cgs/Documents/Publications/CGS-Notes/CGS-Note-49.pdf.

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a) Prepare, design, and implement a monitoring and mitigation program for the Project consistent with Society of Vertebrate Paleontology Guidelines. The Plan shall define pre-construction coordination, construction monitoring for excavations based on the activities and depth of disturbance planned for each portion of the Project area, data recovery (including halting or diverting construction so that fossil remains can be salvaged in a timely manner), fossil treatment, procurement, and reporting. The Plan monitoring and mitigation program shall be prepared and approved by the City prior to the issuance of the first grading permit. If the qualified paleontologist determines that the Project -related grading and excavation activity would not affect Older Quaternary Alluvium, then no further mitigation is required. b) Conduct construction worker paleontological resources sensitivity training at the Project kick-off meeting prior to the start of g round disturbing activities (including vegetation removal, pavement removal, etc.) and would present the Plan as outlined in (a). In the event construction crews are phased or rotated, additional training shall be conducted for new construction personnel w orking on ground -disturbing activities. The training session shall provide instruction on the recognition of the types of paleontological resources that could be encountered within the Project area and the procedures to be followed if they are found. Documentation shall be retained by the qualified paleontologist demonstrating that the appropriate construction personnel attended the training.
c) Direct the performance of paleontological resources monitoring by a qualified paleontological monitor (meeting the standards of the SVP, 2010). Paleontological resources monitoring shall be conducted pursuant to the monitoring and mitigation program developed under (a), above. Monitoring activities may be altered or ceased if determined adequate by the qualified paleon tologist. Monitors shall have the authority to and shall temporarily halt or divert work away from exposed fossils or potential fossils and establish a 50 -foot radius temporarily halting work around the find. Monitors shall prepare daily logs detailing the types of ground disturbing activities and soils observed, and any discoveries.
d) If fossils are encountered, determine their significance, and, if significant, supervise their collection for curation. Any fossils collected during Project-related excavations, and determined to be significant by the qualified paleontologist, shall be prepared to the point of identification and curated into an accredited repository with retrievable storage.
e) Prepare a final monitoring and mitigation report for submittal to the City in order to document the results of the paleontological monitoring. If there are significant discoveries, fossil locality information and final disposition shall be included with the final report which would be submitted to the appropriate repository and the City. The final monitoring report shall be submitted to the City within 90 days of completion of excavation and other ground disturbing activities that could affect Older Quaternary Alluvium.

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Basis for Finding: With implementation of Mitigation Measure MM GEO-4, the a paleontologist meeting the SVP Standards to prepare, design, and implement a paleontology monitoring and mitigation program for the Project consistent with SVP Guidelines will be retained. Moreover, this monitoring and mitigation program shall include education and sensitivity training for construction workers, guidelines for on -site paleontological monitors to issue stop -work orders if fossils are found, procedures for paleontological resource evaluation in the event of discovery, and final reporting procedure guidelines for submission to the City. With implementation of Mitigation Measure MM GEO -4, this impact would be less than significant.

Finding: Changes or alterations have been required in, or incorp orated into, the Project which avoid or substantially lessen the significant environmental effect as identified in the Recirculated Draft EIR. Impacts would be reduced to less than significant.

E. Tribal Cultural Resources
Impact TCR-1: Construction and operation of the Project could 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 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. (Refer to pages 4. 13-22 through

4.13-31 of the Recirculated Draft EIR.)
MM TCR-1: Retention of a Tribal Cultural Resources Monitor/Consultant.

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archaeology (US Department of the Interior, 2008) to carry out all mitigation related to cultural resources. In addition, a Native American Monitor shall be designated by the Gabrieleno Band of Mission Indians-Kizh Nation – the tribe that consulted on this project pursuant to Assembly Bill AB 52 (the “Tribe” or the “Consulting Tribe”). If no Native American Monitor is designated within a reasonable pe riod of time (not to exceed 30 days), the activity can commence without the designated Monitor. A copy of the executed contract(s) with the qualified archaeologist and Native American Monitor shall be submitted to the City of Inglewood Planning and Buildin g Department prior to the issuance of any permit necessary to commence a ground-disturbing activity. The Native American Monitor will only be present on -site during the construction phases that involve ground-disturbing activities. Ground disturbing activities are defined by the Tribe as activities that may include, but are not limited to, pavement removal, potholing or auguring, grubbing, tree removals, boring, grading, excavation, drilling, and trenching, within the Project area. The Native American Monit or will complete daily monitoring logs that will provide descriptions of the day’s activities, including construction activities, locations, soil, and any cultural materials identified. The on -site monitoring shall end when all ground-disturbing activities on the Project alignment are completed, or when the Native American Representatives and Native American Monitor have indicated that all upcoming ground- disturbing activities at the Project alignment have little to no potential for impacting Tribal Cultural Resources. Upon discovery of any Tribal Cultural Resources, construction activities shall cease in the immediate vicinity of the find (not less than the surrounding 50 feet) until the find can be assessed. All Tribal Cultural Resources unearthed by proj ect activities shall be evaluated by the qualified archaeologist and the Native American Monitor. If the resources are Native American in origin, the Consulting Tribe will retain it/them in the form and/or manner the Tribe deems appropriate, for educational, cultural and/or historic purposes.

The treatment plan established for the resources shall be in accordance with CEQA Guidelines section 15064.5, subdivision (f) for historical resources and Public Resources Code section 21083.2, subdivision (b) for unique archaeological resources. Preservation

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in place (i.e., avoidance) is the preferred manner of treatment. If preservation in place is not feasible, treatment may include implementa tion of archaeological data recovery excavations to remove the resource along with subsequent laboratory processing and analysis. Any historic archaeological material that is not Native American in origin shall be curated at a public, non -profit institution with a research interest in the materials, such as the Natural History Museum of Los Angeles County or the Fowler Museum, if such an institution agrees to accept the material. If no institution accepts the archaeological material, it shall be offered to a local school or historical society in the area for educational purposes. MM TCR-2 through MM TCR-5 will supplement MM TCR-

1. MM TCR-2: Monitoring and Mitigation Program.

MM TCR-3: Cultural Resources Sensitivity Training.

The qualified archaeologist and Native American Monitor shall conduct construction - worker archaeological resources sensitivity training at the Project kick -off meeting prior to the start of ground disturbing activities (including vegetation removal, pavement removal, etc.) and will present the Archaeological Monitoring and Mitigation Program as outlined in MM TCR -2, fo r all construction personnel conducting, supervising, or associated with demolition and ground disturbance, including utility work, for the Project.

In the event construction crews are phased or rotated, additional training shall be conducted for new const ruction personnel working on ground -disturbing activities.

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excavations such as grading, trenching, or any other excavation activity as sociated with the Project and as defined in the Monitoring and Mitigation Program. If, after advanced notice of potential ground -disturbing activities, the Native American representative declines, is unable, or does not respond to the notice, construction can proceed under supervision of the qualified archaeologist. The frequency of monitoring shall be based on the rate of excavation and grading activities, the materials being excavated, and the depth of excavation, and if found, the quantity and type of ar chaeological resources encountered. Full-time monitoring may be reduced to part -time inspections, or ceased entirely, if determined adequate by the qualified archaeologist and the Native American Monitor.

In the event of the discovery of any archaeologica l materials during implementation of the Project, all work shall immediately cease within 50 feet of the discovery until it can be evaluated by the qualified archaeologist. Construction shall not resume until the qualified archaeologist has made a determin ation on the significance of the resource(s) and provided recommendations regarding the handling of the find. If the resource is determined to be significant, the qualified archaeologist will confer with the City and contractor regarding recommendation for treatment and ultimate disposition of the resource(s).

In the event that preservation in place is demonstrated to be infeasible and data recovery through excavation is the only feasible mitigation available, a Cultural Resources Treatment Plan shall be prepared and implemented by the qualified archaeologist in consultation with the City and cont ractor, and appropriate Native American representatives (if the find is of Native American origin). The Cultural Resources Treatment Plan shall provide for the adequate recovery of the scientifically consequential information contained in the archaeological resource through laboratory processing and analysis of the artifacts. The Cultural Resources Treatment Plan will further make recommendations for the ultimate curation of any archaeological materials, which shall be curated at a public, non-profit curation facility, university, or museum with a research interest in the materials, if such an institution agrees to accept them. If resources are determined to be Native American in origin, they will first be offered to the Tribe for permanent curation, repatriation, or reburial, as directed by the Tribe. If no institution or Tribe accepts the archaeological material, then the material shall be donated to a local school or historical society in the area for educational purposes.

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If the resource is identified as a Native American, the qualified archaeologist and the City shall consult with appropriate Native American representatives, as identified through the AB 52 consultation process in determining treatment for prehistoric or Native American resources to ensure cultural values ascribed to the resource, beyond that which is scientifically important, are considered.

Prepare a final monitoring and mitigation report for submittal to the City, and the SCCIC, in order to document the results of the archaeological and Native American monitoring.

If there are significant discoveries, artifact and feature analysis and final disposition shall be included with the final report, which will be submitted to the SCCIC and the City. The final monitoring report shall be submitted to the City within 90 days of completion of excavation and other ground disturbing activities that require monitoring.

MM TCR-5: Inadvertent Discoveries Related to Human Remains.

In the event of the unanticipated discovery of human remains during excavation or other ground disturbance related to the Project, all work shall immediately cease within 150 feet of the discovery and the County Coroner shall be contacted in accordance with Public Resources Code section 5097.98 6 and Health and Safety Code section 7050.5. 7 Additionally, the contractor shall notify the City, and the tribal cultural resources monitor and archaeological monitor .

The City, as the Project sponsor, and the contra ctor shall ensure that the immediate vicinity where the discovery occurred is not disturbed by further activity, is adequately protected according to generally accepted cultural and tribal standards or practices, and that further ground -disturbing activiti es take into account the possibility of multiple burials.

No further excavation or disturbance of the discovery or any nearby area reasonably suspected to overlie adjacent remans (as determined by the qualified archaeologist and/or tribal cultural resourc es monitor) shall occur until the coroner has made the necessary findings as to origin and disposition pursuant to Public Resources Code section 5097.98. If such a discovery occurs, a temporary construction exclusion zone shall be established surrounding the area of the discovery so that the area would be protected (as determined by the qualified archaeologist and/or cultural resources monitor), and consultation and treatment could occur as prescribed by law. As required by law, the

6 NAGPRA, Title 43. Public Lands: Interior, Subtitle A. Office of the Secretary of the Interior, Part 10. Native American Graves Protection and Reparation Regulations, § 5097.98 – Notification of discovery of Native American human remains, descendants; disposition of human remains and associated grave goods. 7 California / Health and Safety Code - HSC / CHAPTER 2. General Provisions [7050.5. - 7055.] / Section 7050.5.

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coroner would determine within two working days of being notified if the remains are subject to his or her authority.

If the coroner recognizes the human remains to be those of a Native American or has reason to believe that they are those of a Native American, he or she shall c ontact, by telephone within 24 hours, the NAHC. In accordance with Health and Safety Code section 7050.5, subdivision (c), and P ublic Resources Code section 5097.98 (as amended by AB 2641), the NAHC would make an MLD determination.

If the Tribe is designa ted MLD, the following standards shall apply and the following requirements and treatment measures shall be implemented.

1. To the Tribe, the term “human remains” encompasses more than human bones.

2. Prior to the continuation of ground disturbing activities, the landowner shall arrange a designated site location within the footprint of the project for the respectful reburial of the human remains and/or ceremonial objects. In the case where discovered human remains cannot be fully documented and recovered on the same day, the remains shall be covered with muslin cloth and a steel plate that can be moved by heavy equipment placed over the excavation opening to protect the remains. If this type of steel plate is not available, a 24 -hour guard should be posted outside of working hours. As stated by the Tribe as part of the Project’s AB 52 consultation:

3. If data recovery is approved by the Tribe, documentation shall be taken which includes at a minimum detailed descriptive notes and sketches. The Tribe shall approve additional types of documentation for data recovery purposes.

Cremations must either be removed in bulk or by means as necessary to ensure

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completely recovery of all material. If the discovery of human remains includes four or more burials, the location is considered a cemetery and a separate treatment plan shall be created. Once complete, a final report of all activities is to be submitted to the Tribe and the NAHC. Scientific study or the utilization of any invasive diagnostics on human remains of Native American origin.

4. Each occurrence of human remains and associated funerary objects will be stored using opaque cloth bags. All human remains, funerary objects, sacred objects and objects of cultural patrimony will be removed to a secure container on site if feasible. These items shall be retained and reburied within six months of recovery if feasible. The site of reburial/repatriation shall be on the Project area, but at a location agreed upon between the Tribe and the landowner at a site to be protected in perpetuity. There shall be no publicity regarding any cultural materials recovered.

If the Tribe is not designated MLD, each occurrence of human remains and associated funerary objects shall be stored using opaque cloth bags. All human remains, funerary objects, sacred objects, and objects of cultural patrimony shall be preserved in place where feasible and to consult with the tribal cultural resources monitor and/or the MLD about appropriate treatment if removal is required. If remains are removed, they shall be removed to a secure container on site, if possible, with consultation with of the qualified archaeologist and/or tribal cultural resources monitor. These items shall be retained and reburied within six months of recovery or as directed by the qualified archaeologist and/or tribal cultural resources monitor. The si te of reburial/repatriation shall be within the Project footprint, or at a location agreed upon between the MLD and the landowner at a site to be protected in perpetuity. There shall be no publicity regarding any cultural materials recovered.

Basis for Fin ding: With implementation of Mitigation Measure MM TCR -1 through MM TCR -5, construction of the Project would no longer have the potential to cause a substantial adverse change in the significance of a tribal cultural resource. With implementation of MM TCR -1, the a qualified archaeologist meeting the Secretary of the Interior’s Professional Qualifications Standards for archaeology to carry out all mitigation related to cultural resources shall be retained. In addition, a Native American Monitor shall be designated by the Gabrieleno Band of Mission Indians-Kizh Nation. With implementation of Mitigation Measure MM TCR -2, the an Archaeological M onitoring and Mitigation Program for the Project will be prepared . With implementation of Mitigation Measure MM TCR -3, the qualified archaeologist and Native American Monitor shall conduct construction-worker archaeological resources sensitivity training a nd will present the Archaeological M onitoring and Mitigation P rogram for all construction personnel for the Project . With implementation of Mitigation Measure MM TCR -4, the

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qualified archaeologist will oversee the archaeological and Native American monitors who shall be retained to be present and work in tandem, monitoring during construction excavations as defined in the Monitoring and Mitigation Program. With implementation of Mitigation Measure MM TCR-5, the City and contractor shall ensure the cessation of all construction work in the event of the unanticipated discovery of human remains during excavation related to the Project. With implementation of Mitigation Measures MM TCR-1, MM TCR-2, MM TCR-3, MM TCR-4 and MM TCR-5, this impact would be less than significant.

Finding: Changes or alterations have been required in , or incorporated into, the Project which avoid or substantially lessen the significant environmental effect as identified in the Recirculated Draft EIR. Impacts would be reduced to less than significant.

F. Utilities and Service Systems
Impact U-1: Construction and operation of the Project could 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 r elocation of which could cause significant environmental effects . (Refer to pages 4. 14-47 through 4. 14-56 of the Recirculated Draft EIR.)
MM UT-1: Prior to the award of the DBFOM contract, and start of any demolition or construction activities, the City or DBFOM shall be responsible for identifying the locations of existing utilities potentially affected by the Project. This shall include coordinating with all existing utility providers for wet and dry utilities (water, sewer, gas, electric , and telecommunications) to obtain documentation of existing utility locations. Field verification (i.e., potholing and other methods as appropriate) shall be conducted to document the locations of all utilities within 20 feet of the Project’s guideway and station foundations.

Based on the information from the field investigations, the DBFOM contractor shall be responsible for confirming the location of existing utilities an d coordinating with the appropriate utility owners/operators to determine specific set back requirements for each utility line and the need for any stabilization for protection in place or relocation measures.

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determine that additional system upgr ades are required, such upgrades shall be the responsibility of the DBFOM contractor and/or the City to complete (including design and any additional environmental clearance), subject to the review and approval of SCE and the City, as applicable.

Basis for Finding: With implementation of Mitigation Measure MM U-1, the City or DBFOM contractor shall be responsible for identifying the locations of existing utilities potentially affected by the Project.

Moreover, the DBFOM contractor shall be responsible for confirming the location of existing utilities and coordinating with the appropriate utility owners/operators to determine specific set back requirements for each utility line and the need for any stabilization for protection in place or relocation measures. With implementation of Mitigation Measure MM U-2, the City shall contact SCE and request an updated system Distribution Study to determine the amount of load that SCE could accommodate and required infrastructure upgrades in order to meet the Project ’s r ecommended full redundancy design . With implementation of Mitigation Measures MM U-1 and MM U-2, this impact would be less than significant.

IV. EVALUATION OF PROJECT ALTERNATIVES
The Recirculated D raft EIR identified and analyzed in detail six alternatives to the Project . These alternatives were selected for detailed analysis because, among other things, they were identified as “potentially feasible.” (CEQA Guidelines, § 15126.6, subd. (a).) Alternatives that are identified as not “potentially feasible” may be eliminated from detailed analysis in the EIR.

The City Council now adopts findings concerning the feasibility of these alternatives. In adopting these findings, the City Council has considered the Project alternatives presented and analyze d in the EIR and presented during the comment period and public hearing process. The City Council finds, based on specific economic, legal, social, technological, or other considerations, that these alternatives are infeasible.

Based on the impacts identif ied in the Recirculated DEIR and other reasons summarized below, and as supported by substantial evidence in the record, the City Council finds that approval and implementation of the Project as proposed is the most desirable, feasible, and appropriate act ion and hereby rejects the other alternatives and other combinations and/or variations of alternatives as infeasible based on consideration of the relevant factors set forth in CEQA Guidelines section 15126.6, subdivision (f). (See also CEQA Guidelines, §, subd. (a)(3).)

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A. Summary of Alternatives Considered
CEQA mandates that an EIR evaluate a reasonable range of alternatives to the Project or the Project location that generally reduce or avoid potentially significant impacts of the Project. CEQA requires tha t every EIR also evaluate a “No Project” alternative. Alternatives provide a basis of comparison to the Project in terms of their significant impacts and their ability to meet project objectives. This comparative analysis is used to consider reasonable, po tentially feasible options for minimizing environmental consequences of the Project . Here, the Recirculated Draft EIR identified and analyzed in detail s ix alternatives to the Project. These alternatives were selected for detailed analysis because, among o ther things, they were identified as “potentially feasible.” (CEQA Guidelines, § 15126.6, subd. (a).) The s ix alternatives to the Project analyzed in the Recirculated Draft EIR are the (1) No Project; (2) Bus Rapid Transit (BRT) System ; (3) Market Street P edestrian Promenade; (4) 4th Station Alternative ; (5) Prairie Avenue Single Station Alternative; and (6) Maintenance and Storage Facility (MSF) Site Alternative.

The City Council rejects the Alternatives set forth in the Recirculated Draft EIR and summariz ed below because the City Council finds that there is substantial evidence, including evidence of economic, legal, social, technological, and other considerations described in this Section in addition to those described in Section F below under CEQA Guidel ines section 15091 , subdivision (a)(3), that make infeasible such Alternatives. In making these determinations, the City Council is aware that CEQA defines “feasibility” to mean “capable of being accomplished in a successful manner within a reasonable peri od of time, taking into account economic, environmental, legal, social, and technological factors.” (CEQA Guidelines , § 15364.) The Council is also aware that under CEQA case law the concept of “feasibility” encompasses (i) the question of whether a particular alternative promotes the underlying goals and objectives of a project. and (ii) the question of whether an alternative is “desirable” from a policy standpoint to the extent that desirability is based on a reasonable balancing of the relevant economic, environmental, social, legal, and technological factors.

Alternative 1: No Project
Description
Under CEQA, the No Project Alternative must consider the effects of not approving the project under consideration. The No Project Alternative describes the environmental conditions that exist at the time that the environmental analysis commences, as well as what would reasonably be expected to occur in the foreseeable future if the project were not approved. (CEQA Guidelines, § 15126.6, subdivision (e)(2).) The No Project Alternative considers conditions if the Project is not built. No new transportation infrastructure would be built within the Project study area, aside from transportation projects that are

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currently under construction or funded for construct ion and operation by 2027. These projects include transit projects funded by Measure R, Measure M, and specified in the Southern California Association of Governments (SCAG) Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). Existing infrastructure and future planned and funded projects assumed under the No Project alternative include:
 Metro K Line –Currently under construction (2021), operating start date (Fall 2022)  Implementation of the Citywide Event Transportation Management and Operations Plan  Street improvements being constructed as part of the Los Angeles International Airport Landside Access Modernization Program and the Inglewood Basketball and Entertainment Center (IBEC) projects.
 Existing Bus Service – Metro Rapid and Metro Local
Existing public transit and private transportation operators would continue to provide service. Public transit operators would likely increase service in response to the projected growth in the number of visitors and residents that would occur as result of new and proposed major activity centers being developed in the City in the Downtown and Hollywood Park areas.

The LASED at Hollywood Park includes SoFi Stadium and additional development allowed by the Hollywood Park Specific Plan. Higher density mixed-use development is also planned in the vicinity of the Metro Downtown Inglewood station near Florence Avenue and Market Street being developed within the Crenshaw/Imperial TOD Plan Area. These projects and improvements would reasonably be expected to occur in the foreseeable future if the Project were not approved based on current plans.

Throughout 2020, the City of Inglewood developed a Citywide Transportation Management and Operations Plan (TMOP) focused on addressing future traffic demands that may result from events at the stadium. The Inglewood TMOP establishes a plan that provides public information, reduces unwarranted traffic through adjacent neighborhoods, and promotes the use of alternative modes of transportation as described below.

City of Inglewood Event Park and Ride Shuttle Program and Intermodal Transit Facility at Hollywood Park
To address the limited pre-sold on-site parking available at SoFi Stadium, the City has established a remote parking and shuttle program, known as the I Park & Go Program, which considers comprehensive access, circulation, and traffic management for residents, visitors, and businesses on NFL game days and during large special events.

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Given the growing event-day demand of the City’s I Park & Go Program, the City would not only continue the use at the ITF Lot but also utilize the vacant lot at the southwest corner of Prairie Avenue and Manchester Boulevard given the limited capacity for increased shuttles at the City’s ITF Lot.

Event Transit Service
The City has established a partnership and received support from Metro, Big Blue Bus (Santa Monica), GTrans (Gardena), and Torrance Transit to expand transit service. Under the No Project alternative, the City would work c ooperatively with Metro and other municipal bus operators to increase and enhance transit service to City of Inglewood destinations through more frequent headways, additional route options, and other improvements by 2021, if possible. The TMOP addresses both Pre-Event and Post-Event conditions associated with SoFi Stadium at Hollywood Park. The Pre -Event scenario includes bus routes along Pincay Drive, Kareem Court, and Century Boulevard. The Post -Event scenario includes bus routes along Prairie Avenue, Manchester Avenue, Crenshaw Boulevard, Pincay Drive, Kareem Court, and Century Boulevard
Relationship to Project Objectives
The No Project Alternative would not meet any of the City’s objectives for the Project, except that it would maintain existing roadway capacity.

Comparative Impacts
Table 5.0-1 at the beginning of Chapter 5.0, Alternatives, of the Recirculated Draft EIR, provides an impact- by-impact comparison of the significant impacts of the Project and Alternative 1. Because no new development would occur, the effects of the No Project Alternative would be a continuation of the existing conditions. Because the Project would not be constructed or operated, none of the impacts identified for the Project would occur under the No Project alternative.

Basis for Finding
While the No Project Alternative would avoid impacts associated with the Project, this alternative would not further any of the Project’s objectives or provide any of the benefits contemplated by the Project.

Under the No Project Alternative, VMT within the City would continue to increase due to operation of the Forum, the SoFi Stadium, the Performance Arena , the IBEC and the Hollywood Park mixed uses . An increase in VMT would worsen traffic conditions and result in an increase of air quality and greenhouse gas emissions. All of the reasons provide sufficient independent grounds for rejecting this alternative.

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Finding
Specific economic, legal, social, technological, or other considerations, make Alternative 1 infeasible.

Alternative 2: Bus Rapid Transit (BRT) System
Description
Bus rapid transit (BRT) is a public transit system designed to provide improved capacity and reliability relative to a conventional bus system. Typically, a BRT system includes roadway lanes that are dedicated to buses, with signal priority to buses at intersections where buses may interact with other traffic, with enhanced coordinated flow. BRT systems typically include design features to optimize passenger boarding and alighting activities, as well as ticket pur chases. A BRT corridor is a section of roadway or contiguous roadways served by the uniquely -branded buses along routes with a minimum length of approximately

1.5 to 2 miles.

Under this alternative, the City would construct and operate a BRT system that would connect the Forum, the SoFi Stadium, the Performance Arena, the IBEC , and the Hollywood Park mixed uses to the Metro K Line Downtown Inglewood station. The proposed route of this alternative would be a loop route starting along Florence Avenue to trave l east to North Prairie Avenue where it would turn south along Prairie Avenue to the Inglewood Transit Center Facility at Prairie Avenue and Arbor Vitae adjacent to the Hollywood Park site, and then return via Prairie Avenue northbound to travel westbound along Manchester Boulevard to Market Street to traverse northbound to Florence Avenue. The BRT would be located entirely within the public right -of-way. This route is generally consistent with the route as described in the City ’s New Downtown and Fairview Heights Transit Oriented Development Plan and Design Guidelines.3F
8 Along the alignment, one eastbound travel lane along Florence Avenue between Market Street and Prairie Avenue; one southbound travel lane along Prairie Avenue between Florence Avenue and Manchester Boulevard; two lanes (one lane in each direction) along Pr airie Avenue between Manchester Boulevard and the Inglewood Transit Center Facility; one westbound travel lane along Manchester Boulevard between Prairie Avenue and Market Street; and one northbound lane along Market Street between Manchester Boulevard and Florence Avenue would all be converted (from the existing mixed flow traffic lanes) to provide the Bus-only lane to accommodate the BRT alternative thereby reducing roadway lane capacities for mixed-flow traffic.

8 City of Inglewood, New Downtown and Fairview Heights Transit Oriented Development Plan and Design Guidelines, November 1, 2016

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BRT systems typically include the following features:
 Dedicated lanes and alignment:
– Separate lanes to avoid congested roadways.
– Dedicated bus-only lanes for faster travel and to ensure that buses are not delayed by mixed traffic congestion. Separate rights of way may be used. Transit malls or “bus streets” may also be created in city centers.
 Off-board fare collection
– Fare prepayment at the station, instead of on board the bus, eliminates the delay caused by passengers paying on board.
 Intersection treatment
– Prohibit turns for mixed-flow traffic across the bus lane to reduce delays to the buses, in most cases. Transit Bus priority will often be provided at signalized intersections (using Transit Priority System (TPS) modul es at all upgraded signal controllers at intersections along the alignment) to coordinate them to reduce delays by extending the green phase or reducing the red phase in the required direction compared to the normal sequence. Potential additional communica tion equipment to transmit and receive signals between the intersections and the City’s Transportation Management Center may also be provided, as part of this alternative. Equipment to track the locations of the buses and closed -circuit television cameras may also be required / provided at the intersections along the alignment to provide the required monitoring.  Platform-level boarding
– Station platforms/stops would be convenient for quick and easy boarding, making them fully accessible for wheelchairs and baby strollers, with minimal delays.

Passenger loading areas would include stops at the following locations:
 Market Street/Florence Avenue in close proximity to the Metro K Line Downtown Inglewood Station.

This BRT stop would provide connections to and from the regional light rail system;  The Forum on Prairie Avenue;
 The City’s Intermodal Transit Facility at Hollywood Park providing access to the SoFi Stadium, Hollywood Park Development Site, and IBEC.

High-capacity bus vehicles such as articulated buses may be used; these may have multiple doors for fast entry and exit. To reduce greenhouse gas emissions, vehicles may be electric or alternative fuel technology.

Under the BRT alternative, the Project would not be built and none of the transit infrastructure, street provisions and activities would occur.

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Relationship to Project Objectives
The BRT System Alternative would meet some, but not all of the City’s objectives for the Project, but not as well as the Project. The objectives to provide a direct and convenient connection to the Metro regional transit system, encourage intermodal transportation systems by providing convenient, safe, and reliable transit and convenient access to businesses in the City would be partially met by this alternative. Although the objective related to providing sufficient transit connection capacity between Metro’s regional transit system and the City ’s new major activity centers would not be met, this alternative would still result in limited increased transit mode split, limited reduction in vehicle trips, and consequently, limited reduction in per-capita vehicle miles traveled to the City’s major activity centers. The BRT System Alternative would also partially meet the City’s objectiv es to support the ongoing economic revitalization within the Downtown TOD Plan area and encourage redevelopment and investment within the City in areas served by the Project, but not to the same degree as the Project.

This alternative would partially meet the City’s objective to support regional efforts to become more efficient, economically strong, equitable, and sustainable. Though the BRT System Alternative would provide limited operational benefits by reducing traffic volumes along key roadway corridor s, it would also reduce the roadway capacities along Florence Avenue, Prairie Avenue, Manchester Boulevard , and Market Street, consequently increasing traffic congestion throughout the City. As such, this alternative would not meet the City’s objectives to maintain existing roadway capacity or reduce the City’s traffic congestion and alleviate growing demand on the existing roadway networks on both major arterials and residential streets for both nonevent and event days.

With Alternative 2, the proposed ATS guideway would not be built and existing visual characteristics along Market Street, Manchester Boulevard, and Prairie Avenue would generally be maintained. As such, there would generally be little to no impact to the aesthetic character of the community because the BRT would be contained within the existing roadway system. For this reason, no potentially significant impact to the

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visual character of the area would occur with Alternative 2. The Project would change the visual characteristics of the areas located a long the proposed alignment but would not result in significant impacts. While Alternative 2 would result in fewer changes to the visual character of the area than the Project, neither this alternative nor the Project would result in significant aesthetic impacts.

2. Air Quality
The BRT System would require some modifications to existing streets in order to create dedicated transit lanes and stops but this construction would be less than the demolition and construction activities associated with the Project. This alternative would not conflict with implementation of the applicable air quality plans and unmitigated construction emissions would be substantially reduced compared to the Project.

Though this Alternative would reduce VMTs, it would only be able to provide approximately 20 percent of the ridership capacity compared to the Project. Moreover, Alternative 2 would reduce average daily traffic (ADT) volumes along key roadway corridors and VMTs on an average weekday basis to a lesser degree than the Project . Specifically, typical weekday nonevent and daily VMT in the City would be reduced by an amount equivalent to 20 percent to 25 percent of those of the Project. Moreover, under Alternative 2 the existing uses that would be removed by the Project would remain operational and would not be replaced by the Project components which generate less air pollutant emissions than the existing uses. As such, Alternative 2 would increase operational air quality impacts in comparison to the Project.

3. Biological Resources
Approximately 502 trees are present along the Project alignment which may require removal during construction of the Project. The BRT System Alternative would only involve minor modifications to existing streets along the public right -of-way where BRT -only lanes along the route are implemented and BRT stops are constructed. Alternative 2 would not, therefore, require the same amount of potential tree removals as the Project. Similar to the Project, operation of Alternative 2 would not diminish the chances for long -term survival of bird species or their habitats and no additional tree and/or ornamental vegetation removals would occur. As such, Alternative 2 would result in similar o perational impacts compared to the Project.

4. Cultural Resources
The Project would not result in significant impacts to historic resources on Market Street or the other segments. Alternative 2, which would involve minor modifications of existing streets, construction of bus stops, and the operation of a Bus Rapid Transit system, would also not result in significant impacts to

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cultural resources. For this reason, neither this alternative nor the Project would result in significant impacts to cultural resources.

5. Energy Resources
With Alternative 2, the Project would not be built. No demolition or construction activities, which would consume energy resources would occur, except along the public right -of-way where BRT-only lanes and bus stops along the route would be located. As such, Alternative 2 would reduce construction impacts to energy resources. Operation of the Project would consume a maximum net increase of 23.85 million kWh of electricity per year. Alternative 2 would reduce operational electricity impa cts. However, the Project would result in a net decrease of 3.61 million kBTU of natural gas per year. Alternative 2 would not require demolition of existing land uses and would reduce traffic along key roadway corridors and VMT on an average weekday basis to a lesser degree than the Project. For this reason, Alternative 2 would increase impacts related to natural gas and petroleum -based fuel consumption. The Project would be consistent with the ECAP and General Plan, which set goals to reduce emissions through increased energy efficiency, renewable energy generation, improved transit options, and reduced consumption and waste. Alternative 2 would address the goals and policies within these plans by improving transit options but to a lesser degree than the Project.

6. Geology and Soils
Under Alternative 2, impacts related to geology and soil conditions, including paleontological resources, would be less compared to the Project. The Project is proposed in an area subject to groundshaking from earthquake events that may occur on faults in the region. Potentially active faults cross the alignment for the Project. Measures are identified to mitigate potential impacts associated with these conditions to less than significant. Because Alternative 2 would occur in the location as the Project, the geological and soils conditions that would be encountered in construction of Alternative 2 would be the similar as with the Project, but because substantially less construction would be required, potential risks associated with ground-shaking would be reduced as compared to the Project. During operations, potential risks from seismic events would be reduced with an at-grade system as no aerial structures would be built. Because there would be substantially less construction with an at -grade BRT system, the potential for accidental discovery of paleontological resources would decrease.

7. Greenhouse Gas Emissions
Under Alternative 2, the Project would not be built. No demolition or construction activities which would produce GHG emissions would occur, except along the public right-of-way where BRT-only lanes and bus stops along the route would be located. As such, Alternative 2 would reduce construction GHG impacts

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compared to the Project.

Though this alternative would reduce VMT, it would only be able to provide approximately 20 percent of the ridership capacity of the Project. Alternative 2 would reduce traffic along key roadway corridors and VMT on an average weekday basis to a lesser degree than the Project . Specifically, typical weekday nonevent and daily VMT in the City would be reduced by an amount equivalent to 20 percent to 25 percent of that of the Project. Additionally, dedicated bus lanes would take away roadway carrying capacity for private vehicles and increase local traffic congestion. As such, Alternative 2 would not decrease operational GHG emissions to the same degree as the Project.

Similar to the Project, Alternative 2 would be consistent with the CARB 2017 Scoping Plan Update, SCAG 2020-2045 RTP/SCS, the ECAP, and General Plan, which set goals to reduce GHG emissions by improving transit infrastructure. However, Alternative 2 would improve transit infrastructure at a lesser degree compared to the Project and would not result in more energy efficient uses being developed in place of the less energy efficient existing uses.

8. Hazards and Hazardous Materials
With the BRT Transit system alternative, the Project would not be built. No construction of the guideway and stations in conjunction with the MSF and PDS substations would occur. Construction of the Project would include the demolition of existing buildings that may contain ACM and LBP. Construction activities may also encounter underground storage tanks and soil that may be contaminated. The ITC CCP requires the preparation of plans defining protocols and actions to address this potential and avoid significant impacts. Alternative 2 would not involve the demolition of existing buildings, which may have the potential to release hazardous materials, such as asbestos containing materials (ACMs), lead-based paint (LBP), and other potentially hazardous building materials. Additionally, Alternative 2 would generate a lower amount of c onstruction emissions , which may release toxic air contaminants ( TACs) at schools within one-quarter mile. Transportation of hazardous materials during construction of the Project would also not likely occur with this alternative. The potential for acciden tal release of hazardous materials in the environment would be significantly lessened when compared to the Project.

Operation of the Project would include the use and storage of hazardous materials during operation typical of those used in an industrial setting. Compliance with federal, State, and local laws and regulations relating to transport, storage, disposal, and handling of hazardous materials would minimize any potential for accidental release or upset of hazardous materials during station operatio n. Under Alternative 2, operation of a BRT system would include the use and storage of similar materials. As such, operational impacts under Alternative 2 would be similar to those of the Project.

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9. Land Use and Planning
Alternative 2 would not include the c onstruction of the ATS system or any of the associated supporting facilities. The Project would remove traffic from existing roadways without diminishing the existing traffic capacity or the number of lanes. With the BRT system alternative, an existing lane of travel would be dedicated for use by buses along the route, which would reduce the l ane capacity for other vehicles and increase local traffic congestion for passenger vehicles in the community. This increase in congestion on roadways under Alternative 2 would have an indirect effect on the character of the community.

Alternative 2 would be generally consistent with all existing goals, plans, and policies as it would maintain the majority of the infrastructure in the surrounding communities, allowing the goals and objectives of the existing plans to be carried out generally. Notwithstanding, in certain locations there could be conflicts with the design of existing roadways, roadway capacity, and the City’s circulation element and amendments to City documents may be needed to avoid these conflicts. Land use impacts would be similar with this alternative and the Project.

10. Noise and Vibration
Under Alternative 2, the Project would not be built. No demolition or construction activities which would produce noise or groundborne vibration impacts would occur, except along the public right-of-way where BRT-only lanes and bus stops are located. As such, construction noise and vibration impacts would be reduced. Though this alternative would reduce VMT, it would only be able to provide approximately 20 percent of the ridership capacity compared to the Project. Alternative 2 would reduce traffic volumes along key roadway corridors and VMT on an average weekday basis to a lesser degree than the Project.

Specifically, typical weekday nonevent and daily VMT in the City would be reduced by an amount equivalent to 20 percent to 25 percent of those of the Project. With the Project, operation of the ATS trains would result in noise levels increases from a low of 0.1 dBA to a high of 1.8 dBA, and operation of the MSF would result in noise increases ranging from no increase to a high of 3.9 dBA. Under Alternative 2, the ATS would not be built or operate, and these noise increases would not occur. However, increased bus traffic on these roadways would increase the local noise levels and, as such, noise and vibration impacts associated with operation of Alternative 2 would be similar to the Project.

11. Population, Employment, and Housing
The Project would have no direct impact on housing as the Project does not include the construction or demolition of any housing units. The Project would impact existing employment opportunities in the City as commercial uses that would be displaced by the Project are estimated to be approximately 464 jobs.

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However, the Project would result in a net increase of approximately 11,052 5F 9 FTE jobs, as estimated by
the Job Co-Benefits calculation (see Section 4.11 Population, Employment, and Housing). The number of jobs that will be supported by the Project in the region is within the projected regional trends in the SCAG 2020-2045 RTP/SCS dat a and the jobs that will benefit from the Project will not directly translate into additional population growth in the region. As such, the Project would have a less than significant impact on inducing employment and population growth.

Alternative 2 would maintain the existing population and housing trends within the City and the region while having a minor impact on employment by hiring personnel for the BRT System construction and operation. As such, Alternative 2 would not significantly impact population or employment growth in the City or the region. As such, Alternative 2 would have similar impacts on population and housing conditions, although the beneficial effects of this alternative would be substantially reduced as compared to the Project.

12. Transportation
Under Alternative 2, the City would construct and operate a BRT system that would connect the LASED, including the Performance Arena, other mixed uses in the Hollywood Park Specific Plan area, SoFi Stadium, the Forum, and the IBEC to the K Line Downtown Inglewood station. Under this alternative, the Project would not be built. No demolition or construction activities would occur, except along the public right-of- way where BRT-only lanes and bus stops along the route would be located. As such, Alternative 2 would reduce impacts associated with the construction of transportation facilities.

One to two roadway lanes would be lost to mixed traffic flow along the BRT alternative route depending upon location. With a maximum potential headway of approximately 3 minutes at peak times, Alternative 2 would only be able to provide approximately 20 percent of the capacity compared to the Project. The plan amendments included in the Project would not occur. The area would continue to be used by the existing commercial, recreational, and other uses.

Alternative 2 would provide operational benefits by reducing traffic volumes along key roadway corridors and VMT on an average weekday basis to a lesser degree than the Project. Specifically, typical weekday nonevent and daily VMT in the City would be reduced by an amount equivalent to 20 percent to 25 percent of those of the Project. The estimated daily BRT ridership with Event Conditions would be approximately 20 percent of the projected Project ridership. Sufficient transit connection capacity between the Metro’s regional transit system and the City’s new major activity centers and entertainment venues would not be provided by this alternative. Additionally, this alternative would reduce the roadway capacities along

9 11,516 minus 464 in numbers of jobs displaced.

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Florence Avenue, Prairie Avenue, Manchester Boulevard , and Market Street, consequently increasing traffic congestion areawide. In comparison, the Project would not reduce roadway capacities compared to existing conditions and would improve congestion and traffic flows areawide. As such, Alternative 2 would obtain limited operational benefits while substantially worsening traffic flows and congestion Transportation impacts of Alternative 2 would be increased as compared to the Project.

13. Tribal Cultural Resources
The Project would have a less than significant impact on Tribal Cultural Resources (TCRs), No TCRs were identified in the records around the Project site and no sensitive resources were identified. Nonetheless, the Project would include construction which would have the potential to unearth subsurface resources not previously identified. Given the level of urban development in Inglewood, the likelihood of unearthing TCRs is low but it is still a possibility. Alternative 2 would eliminate the need to construct the ATS and this potential impact to TCRs would be avoided. TCR impacts for Alternative 2 would be reduced as compared to the Project.

14. Utilities and Service Systems
Under Alternative 2, the Project would not be built. No demolition or construction activities would occur, except along the public right-of-way where BRT-only lanes and bus stops along the route are located. As such, no utility lines would need to be removed or relocated along Market Street, Manchester Boulevard, or Prairie Avenue, which would reduce construction impacts.

Once operational, the Project and Alternative 2 would not require further utility upgrades or relocation of utility infrastructure, except for potentia l electric charging infrastructure. However, as discussed previously, operation of the Project would consume a maximum net increase of 23.85 million kWh of electricity per year. Alternative 2 would reduce operational electricity demands in comparison to the Project. However, operation of the Project would result in a net decrease of 3.61 million kBTU of natural gas per year, and a net decrease of 71.86 acre feet per year of water per year. Alternative 2 would not result in similar reductions in utility demands.

Basis for Finding
Alternative 2 would avoid or lessen some of the impacts associated with the Project. However, it would also reduce the roadway capacities along Florence Avenue, Prairie Avenue, Manchester Boulevard , and Market Street, consequently increasing traffic congestion throughout the City. Moreover, this Alternative would not reduce VMT’s to the same capacity as the Project. All of the se reasons provide sufficient independent grounds for rejecting this alternative.

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Finding
Specific economic, legal, social, technological, or other considerations, make Alternative 2 infeasible.

Alternative 3: Market Street Pedestrian Promenade
Description
Under the Market Street Pedestrian Promenade Alternative, the Project and all of its components would be constructed and would operate. With this alternative, Market Street between Florence Avenue and Manchester Boulevard would be entirely closed to vehicular traffic. Regent and Queen streets would have barricades to prevent traffic from turning onto Market Street in both directions. East-west traffic along Regent Street and Queen Street would be allowed without being able to turn onto Market Street. Traffic would be diverted to surrounding streets including La Brea Avenue and Locust Street. The establishment of this pedestrian promenade would encourage pedestrian activity by improving walkability within Downtown Inglewood.

Relationship to Project Objectives
The Market Street Pedestrian Promena de Alternative would meet most of the City’s objectives for the Project since the Project would still be built, and reductions to daily traffic volumes along key roadway corridors and reductions to VMTs on an average weekday basis with event would occu r similar in magnitude to those associated with the Project. However, Alternative 3 would not meet the City’s objective to maintain existing roadway capacity along Market Street.

1. Aesthetics
With this alternative, the Project and all of its components would be constructed and operate, but Market Street between Florence Avenue and Manchester Boulevard would be closed to vehicular traffic.

Alternative 3 would require the placement of barricades to prevent vehicle access. These barricades would need to be designed in a manner which would not degrade the existing visual character of Downtown. As the ATS system as would be constructed with this alternative, the aesthetic impacts of the Project would be similar to the Project.

2. Air Quality

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Construction under Alternative 3 would be similar to the Project. During construction, the Project would not exceed the significance threshold for any criteria pollutant after mitigation, and impacts would be less than significant. Therefore, similar to the Project, Alternative 3 would not conflict with implementation of the applicable air quality plans and would not exceed thresholds established by the SCAQMD for criteria air pollutants.

Operational impacts associated with Alter native 3 would be similar to the Project as the Pedestrian Promenade would not generate additional air quality emissions. Moreover, reductions to daily traffic volumes along key roadway corridors and reductions to VMT on an average weekday basis with eve nt would occur similar in magnitude to those associated with the Project. As such, Alternative 3 would result in similar operational impacts compared to the Project.

3. Biological Resources
Approximately 502 trees along the Project alignment may requir e removal during construction of the Project. The addition of a Pedestrian Promenade would not require tree removals and would likely include the planting of additional trees. As such, impacts to biological resources during construction would be reduced compared to the Project. Alternative 3 would not diminish the chances for long-term survival of bird species or their habitats and no additional tree and/or ornamental vegetation removals would be required. As such, Alternative 3 would result in similar operational impacts compared to the Project.

4. Cultural Resources
Closing a portion of Market Street in downtown Inglewood to vehicle use, which would occur with Alternative 3, would not result in a significant impacts to historic resources located on Market Street.

Conversion of this portion of Market Street to a pedestrian mall would not result in any additional direct or indirect impacts to historic or other cultural resource impacts compared to t he Project, nor would it substantially reduce the cultural resources impacts of the Project. Neither this alternative nor the Project would result in significant impacts to cultural resources.

5. Energy Resources
Energy demand from construction activities under Alternative 3 would be similar to the Project, as the ATS system would be built as proposed. The additional construction required to create the pedestrian mall would only increase these impacts incrementally. Reductions to daily traffic volumes a long key roadway corridors and reductions to VMT on an average weekday basis would occur similar in magnitude to those associated with the Project. As such, Alternative 3 would result in similar operational impacts compared to the Project.

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6. Geology and Soils
Under Alternative 3, the Project would be built but would include a pedestrian promenade on Market Street between Florence Avenue and Manchester Boulevard. Impacts related to geology and soils conditions, including paleontological resources, would be similar to those identified for the Project.

Geology and soils conditions that would be encountered in construction of Alternative 3 would be the same as with the Project. The Potrero Fault lies approximately one-quarter mile to the east of the project study area; however, compliance with the California Building Code would avoid the creation of seismic hazards. Ground-disturbing activity and the potential for accidental discovery of paleontological resources would continue to be potentially significant with Alternative 3. Alternative 3 would implement similar measures as the Project to mitigate the potential im pacts on paleontological resources to less than significant.

7. Greenhouse Gas Emissions
Construction under Alternative 3 would be similar to the Project and would result in a similar level of GHG emissions. Reductions to daily traffic volumes along key ro adway corridors and reductions to VMT on an average weekday basis would occur similar in magnitude to those associated with the Project.

Therefore, similar to the Project, Alternative 3 would be consistent with the CARB 2017 Scoping Plan Update, SCAG’s 2020-2045 RTP/SCS, the ECAP, and General Plan, which set goals to reduce GHG emissions by increasing energy efficiency and improving transit infrastructure. Operational GHG impacts would be similar to the Project.

8. Hazards and Hazardous Materials
Under Alternative 3, the Project would be built but would include the pedestrian promenade.

Construction under Alternative 3 would be similar to the Project. Construction of the guideway and stations in conjunction with the MSF and PDS substations would invo lve the demolition of existing buildings, which may have the potential to release hazardous materials, such as ACMs, LBP, and other potentially hazardous building materials. The additional construction activities required to create the pedestrian promenade would be minor. Similar to the Project, construction activities under Alternative 3 would likely cause the temporary closure of travel lanes, roadways segments, and sidewalks along the elevated guideway and stations within the street rights-of-way.

Under Alternative 3, operation of the ATS would include the use and storage of hazardous materials typical of those used in an industrial setting, similar to the Project. Alternative 3 would not interfere with or impair the City’s ability to increase public awareness or make any improvements to emergency services and warning systems during operation. Converting this portion of Market Street to a pedestrian

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promenade would not involve the use of handling of any hazardous materials. With adherence to the federal, State, and local safety requirements, Alternative 3 would not conflict with the requirements of an emergency response plan or emergency evacuation plan, similar to the Project. As such, operational impacts under Alternative 3 would be similar to the Project.

9. Land Use and Planning
Alternative 3 would modify existing traffic patterns and connections within the community. Vehicular connections would be reduced as Market Street between Florence Avenue and Manchester Boulevard would be closed. Vehicular t raffic would need to be rerouted around the closed pedestrian promenade which may increase local traffic volume for adjacent streets. The connection between different parts of the community would not be diminished in a substantial manner as the street segm ent that would be closed only includes three blocks. Alternative 3 would not, therefore, divide the community physically , but may contribute to additional ground level traffic surrounding the closure.

Alternative 3 would be generally consistent with all existing goals, plans, and policies, as it would maintain the majority of the infrastructure in the surrounding community, allowing the goals and objectives of the existing plans to be carried out generally. Additionally, closure of Market Street would enab le the activation and programming of Market Street, which could include open air markets, creative retail and concession spaces, recreational and open space areas, locations for public art , and locations for public gathering. This Alternative could achieve City’s objective for economic development of Market Street.

Conflicts with the design of existing roadways, roadway capacity, and the City’s circulation element may exist and appropriate design and amendments for City documents would be needed to avoid conflicts with existing plans and policies. The land use impacts of this alternative and the Project would be similar and less than significant.

10. Noise and Vibration
Construction under Alternative 3 would be similar to the Project. It is anticipated that the development of a Pedestrian Promenade along Market Street would not result in substantial noise or vibration impacts, as it would eliminate vehicle travel along Market Street between Florence Avenue and Manchester Boulevard, which would reduce roadway noise. Moreover, reductions to daily traffic volumes along key roadway corridors and reductions to VMT on an average weekday basis with event would occur similar in magnitude to those associated with the Project. The operational impacts of the Project would be less than significant. As such, operational noise and vibration impacts would be reduced in comparison to the Project.

11. Population, Employment, and Housing

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The Project would have no direct impact on housing as the Project does not include the construction or demolition of housing units. The Project would impact existing employment opportunities in the City as commercial uses that would be displaced by the Project are estimated to be approximately 464 jobs.

However, the Project would result in a net increase of approximately 11,052 6F 10 FTE jobs through the
Greenhouse Gas Reduction Funds, as estimated by the Job Co -Benefits calculation (see Section 4.11 Population, Employment, and Housing). The number of jobs that will be supported by the Project in the region is within the projected regional trends in the SCAG 2020-2045 RTP/SCS data and the jobs that will benefit from the Project will not directly translate into additional population growth in the region. As such the Project would have a less than significant impact on inducing employment and population growth.

Converting a portion of Market Street to a pedestrian mall would not result in any additional direct or indirect impacts to population, employment, a nd housing. Alternative 3 would maintain the existing population, employment, and housing trends within the City and the region. As such, Alternative 3 would not directly or indirectly substantially induce population in the City or the region. Employment s upport and would be similar to the Project under Alternative 3.

12. Transportation
Construction under Alternative 3 would be similar to the Project. The Project and all of its components would be constructed and operational. Market Street between Floren ce Avenue and Manchester Boulevard would be reconfigured to eliminate vehicular traffic north and south on Market Street. Cross traffic would be allowed on Regent Street and Queen Street without any turns to/from Market Street. The closure of Market Street would divert traffic to the surrounding streets including La Brea Avenue and Locust Street. Since the current traffic along Market Street is very low, this diversion of Market Street traffic can be accommodated along adjacent parallel streets. The operation of the ATS would be the same as planned for the Project.

Similar to the Project, Alternative 3 would result in operational benefits. Reductions to daily traffic volumes along key roadway corridors and reductions to VMTs on an average weekday basis would occur similar in magnitude to those associated with the Project. Additionally, this alternative is estimated to result in transit ridership similar to the Project. Finally, Alternative 3 would provide similar operational benefits as those of the Project relative to reduction in traffic congestion and improvement of traffic flows along key roadway facilities areawide.

10 11,516 minus 464 in numbers of jobs displaced.

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13. Tribal Cultural Resources
The Project would have a less than significant impact on Tribal Cultural Resources (TCRs), No TCRs were identified in the records around the Project site and no sensitive resources were identified. Nonetheless, the Project would include construction which would have the potential to unearth subsurface resources not previously identified. Given the level of urban development in Inglewood, the likelihood of unearthing TCRs is low but it is still a possibility. Converting a portion of Market Street to a pedestria n promenade would not result in any additional impacts.

14. Utilities and Service Systems
Construction and operation under Alternative 3 would be similar to the Project. Closing a portion of Market Street to vehicle traffic would only involve minor above gr ound street improvements. For this reason, impacts related to the construction or relocation of water, wastewater treatment, storm water drainage, electric power, natural gas, or telecommunications facilities would be similar compared to the Project.

Basis for Finding
Alternative 3 would not reduce operational impacts and would result in similar overall impacts compared to the Project. Moreover, this Alternative would result in reductions to daily traffic volumes along key roadway corridors and reductions to VMTs on an average weekday basis with event in magnitude to those associated with the Project. However, Alternative 3 would not meet the City’s objective to maintain existing roadway capacity along Market Street , as it directly involves entirely closing off a portion of roadway to vehicular traffic. The Project, on the other hand, would satisfy this objective as it involves no change to roadway capacity. (See DEIR, p. 4.1 2-35.) This provides sufficient independent grounds for rejecting this alternative.

Finding
Specific economic, legal, social, technological, or other considerations, make Alternative 3 infeasible.

Alternative 4: 4th Station Alternatives
Description
This alternative considers the addition of a fourth station to the ATS as proposed at Manchester Boulevard, east of the Market Street/Manchester Boulevard intersection.

The station configuration would consist of a center platform with vertical circulation to an elevated passenger walkway located under the station platform level. Passengers would have access to the station

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through an elevated passenger walkway. As with the other ITC stations, this additional station would consist of a center platform configuratio n with the platform located at level 3 (approximately 50 feet above the existing grade). Passengers would access the platform from a mezzanine (at level 2) connected by elevated passenger walkways to vertical circulation elements to provide access to the sidewalk (at level 1) on the north side of Manchester Boulevard. Providing this additional station in Downtown would:

1. Support ongoing economic revitalization in Downtown Inglewood;

2. Provide a direct connection from Downtown Inglewood to the regional rail s ystem, the Forum, the LASED, including SoFi Stadium, and the IBEC; and

3. Enhance the connection of Inglewood and residents to jobs, education, services, and destinations within the City and within the region; and support regional efforts to become more effic ient, economically strong, equitable, and sustainable.

Relationship to Project Objectives
The 4th Station Alternative would meet all of the City’s objectives for the Project since the Project would still be built and reductions to daily traffic volumes along key roadway corridors and reductions to VMTs on an average weekday basis with event would occur similar in magnitude to those associated with the Project.

1. Aesthetics
Under the 4 th station alternative, impacts to visual character under aesthetics would be similar to the Project. The Project would not result in significant impacts to the aesthetic character of the community during construction or operation with implementation of the project design features in the CCP and Design Guidelines. The addition of a 4th station east of the intersection of Market Street and Manchester Boulevard would not result in any additional visual impacts as this station would be integrated into the design of the ATS consistent with the Design Guidelines.

2. Air Quality
Under Alternative 4, the Project would be built but would include an additional station along Manchester Boulevard. During construction, the Project would not exceed the significance threshold for any criteria pollutant after mitigation, and impacts would be less than significant. The construction of a 4 th station

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would require additional construction activities including operation of off-road heavy-duty equipment and on-road trucks for hauling which would increase air quality emissions. Though Alternative 4 would implement similar mitigation measures as the Project, it would increase construction impacts.

Operation of the ATS with a 4th station would not result in any additional operational air quality emissions.

Operational air quality impacts would be similar with this alternative and the Project.

3. Biological Resources
Approximately 502 trees are located along the proposed ATS alignment that may require removal during construction of the Project Project. The 4th station would be located along the guideway within the public right-of-way along Manchester Boulevard. With Alternative 4, no additional properties would need to be acquired and no additional demolition of buildings or site improvements would be required. Alternative 4 would not require an increase in tree removals or disturbance of nesting raptors or migratory birds. For this reason, impacts to biological resources during construction would be similar compared to the Project Project. Moreover, operation of Alternative 4 would not diminish the chances for long -term survival of bird species or their habitats and no additional tree and/or ornamental vegetation removals would be planned. As such, Alternative 4 would result in similar operational impacts compared to the Project.

4. Cultural Resources
Alternative 4 would have impacts on cultural resources similar to the Pro ject. Alternative 4 would construct the ATS guideway on the same alignment with the same dimensions as the Project . The additional station would not result in any additional impacts because the additional station and this segment of the guideway would be constructed above the nearby historic resource, the Bank of America building at 320 Manchester Boulevard. The Bank of America building would retain its ability to convey its historical significance without additional indirect impact to the view of its primary façade. As such impacts to cultural resources would be similar for Alternative 4 and the Project.

5. Energy Resources
Under Alternative 4, the Project would be built but would include an additional station along Manchester Boulevard. Construction of a 4th station would result in an incremental increase in energy resource consumption for electricity and petroleum -based fuels for construction of this station. However, this increase would be minimal and temporary, similar to the Project. Nonetheless construct ion impacts to energy resources would increase incrementally compared to the Project.

Operation of a 4th station would increase consumption of energy resources including electricity and natural gas. This alternative would result in reductions to daily traffic volumes along key roadway corridors

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and VMT on an average weekday basis would occur similar in magnitude to those estimated for the Project, although the addition of a 4th station could incrementally increase ridership. As such, this alternative would result in a reduction of petroleum -based fuel consumption from vehicle travel similar or to a slightly greater degree than the Project. The addition of one station would not increase energy resource consumption to a level of significance.

6. Geology and Soils
Under Alternative 4, the Project would be built but would include an additional station along Manchester Boulevard. Impacts related to geology and soils conditions, including paleontological resources, and potential conflict with an emergency evacuation plan, would be similar to those described for the Project.

Geology and soils conditions that would be encountered in construction of Alternative 4 would be the same as with the Project. The Potrero Fault lies approximately one-quarter mile to the east of the project study area; however, compliance with the California Building Code would avoid the creation of seismic hazards. Ground-disturbing activity and the potential for accidental discovery of paleontological resources would continue to be potentially si gnificant under Alternative 4. Alternative 4 would implement similar measures as the Project to mitigate the potential impacts on paleontological resources to less than significant.

7. Greenhouse Gas Emissions
Under Alternative 4, the Project would be built but would include an additional station along Manchester Boulevard. Construction of a 4th station would require additional construction activities including operation of off -road heavy-duty equipment and on -road trucks for hauling which wou ld increase GHG emissions. However, similar to the Project, these emissions would be temporary in nature and cease once the Project is complete. Nonetheless, construction related GHG emissions would increase under Alternative 4.

Operation of a 4th station would incrementally increase operational GHG emissions. However, this alternative would result in reductions to daily traffic volumes along key roadway corridors and VMT on an average weekday basis would occur similar in magnitude to those estimated for the Project. As such, this alternative would result in a net negative GHG emissions associated with vehicle travel. The addition of one station would not increase operational GHG emissions to a level of significance. Moreover, similar to the Project, Alternative 4 would be consistent with the CARB 2017 Scoping Plan Update, SCAG 2020-2045 RTP/SCS, the ECAP, and General Plan , which set goals to reduce GHG emissions by increasing energy efficiency and improving transit infrastructure. Nonetheless, operational GH G emissions would increase incrementally with Alternative 4.

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8. Hazards and Hazardous Materials
Under Alternative 4, the Project would be built but would include an additional station along Manchester Boulevard. Although construction of an additional station would increase construction activities compared to the Project, construction impacts under Alternative 4 would be similar to those of Project.

Construction of the guideway and four stations in conjunction with the MSF and PDS substations would still involve the demolition of existing buildings, which may have the potential to release hazardous materials, such as ACMs, LBP, and other potentially hazardous building materials. Furthermore, excavations of potentially contaminated soils may occur during construction of Alternative 4 as a result of prior uses on some of the sites, similar to the Project.

Under Alternative 4, operation would include the use and storage of hazardous materials typical of those used in an industrial setting, similar to the Project. Alternative 4 would not interfere with or impair the City’s ability to increase public awareness or make any improvements to emergency services and warning systems during operation. With adherence to the federal, State, and local safety requirements, Alternative 4 would not conflict with the requirements of an emergency response plan or emergency evacuation plan, similar to the Project. As such, operational impacts under Alternative 4 would be similar when compared to the Project.

9. Land Use and Planning
Alternative 4 would build an ATS similar to the Project with a 4th station located on Manchester Boulevard.

The Project would not physically divide the community with its elevated guideways and maintenance of existing roadway capacity and roadway connections. Alternative 4 would have an alignment and elevated guideways similar to the Project. As such, Alternative 4 would also maintain the existing roadway capacity and roadway connections. Alternative 4 could activate foot traffic and interest on Market Street and help reinvigorate the Downtown business area. Alternative 4 will have a similar impact on physically dividing the community as the Project.

Alternative 4 would be generally consistent with the existing plans, policies and guidelines in the City and the greater region. Alternative 4 would require the same amendments to the Land Use Element, Circulation Element, Safety Element, Environmental Justice Element, and the Inglewood Municipal Code as the Project to incorporate the ATS into the language of the existing plans, policies, and guidelines within the City. As such, land use impacts of Alternative 4 would be similar to the Project with neithe r this alternative nor the Project resulting in significant land use impacts.

10. Noise and Vibration

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Under Alternative 4, the Project would be built but would include an additional station along Manchester Boulevard. Construction of a 4 th station would requir e additional construction activities including operation of off -road heavy -duty equipment and on -road trucks for hauling which could increase construction noise and vibration levels. Though Alternative 4 would implement similar mitigation measures as the Project, it would increase construction noise and vibration impacts.

Alternative 4 would result in reductions to daily traffic volumes along key roadway corridors and VMT on an average weekday basis would occur similar or slightly increased in magnitude to those estimated for the Project. As such, this alternative would result in similar or slightly increased roadway noise levels as the Project. The addition of one station would not increase operational noise or vibration levels to a level of significance.

However, the Project would result in a net increase of for approximately 11,052 7F 11FTE jobs as estimated
by the Job Co -Benefits calculation (see Section 4.11 Population, Employment, and Housing of the Recirculated Draft EIR). The number of jobs that will be supported by the Project in the region is within the projected regional trends in the SCAG 2020-2045 RTP/SCS data and the jobs that will benefit from the Project will not directly translate into additional population growth in the region. As such the Project would have a less than significant impact on inducing employment and population growth.

Alternative 4 would have a similar effect on the population and employment trend as the ATS would be constructed and the same displacement of jobs and hiring of ATS personnel would occur. As such, Alternative 4 would have similar population, employment, and housing impacts as the Project.

12. Transportation
Under Alternative 4, the Project would be built but would include an additional station along Manchester Boulevard. Construction of a 4 th station would require additional construction activities including operation of off -road heavy -duty equipment and on -road trucks for hauling which could increase transportation effects and disruptions.

The weekday daily VMT would be reduced in the Future Opening Year (2027) with Event conditions similar to the VMT reductions estimated for the Project. The estimated daily ITC ridership during Future Opening

11 11,516 minus 464 in numbers of jobs displaced.

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Year (2027) with NFL Event conditions are estimated to be approximately 29,300 passengers similar to the Project. The weekday daily VMT would be reduced in the Future Horizon Year (2045) with Event conditions similar to the VMT reductions estimated for the Project. The estimated daily ITC ridership during Future Horizon Year (2045) with an NFL Event conditions are estimated to be approximately 34,650 passengers, similar to the Project. Additionally, daily traffic volumes would decrease along key travel corridors such as Prairie Avenue, Manchester Boulevard and Century Boulevard, thereby reducing congestion and improving travel conditions on a system-wide basis.

Similar to the Project , Alternative 4 would result in operational benefits. Reductions to daily traffic volumes along key roadway corridors and VMTs on an average weekday basis would occur similar in magnitude to those estimated for the Project. This alternative is estimated to result in ITC ridership similar to the Project. Improved traffic flows and reduction in congestion along key travel corridors, similar to those associated with the Project would occur with Alternative 4.

13. Tribal Cultural Resources
The Project would have a less than significant impact on Tribal Cultural Reso urces (TCRs). No TCRs were identified in the records around the Project site and no sensitive resources were identified. Nonetheless, the Project as proposed would include construction which would have the potential to unearth subsurface resources not previously identified. Given the level of urban development in Inglewood, the likelihood of unearthing TCRs is low but it is still a possibility. The 4th station alternative would have a similar impact to TCRs as the Project since extensive construction and excavation of soil would be required to construct the ATS structure and the 4th station. Similar impacts to the TCRs would result from the Project and Alternative

4. 14. Utilities and Service Systems
The 4 th station would be located along the guideway within the public right -of-way along Manchester Boulevard. Under Alternative 4, no additional properties would need to be acquired and no additional demolition of buildings and site improvements would be require d. As such impacts related to the construction or relocation of water, wastewater treatment, storm water drainage, electric power, natural gas, or telecommunications facilities would be similar to the Project.

Basis for Finding
Alternative 4 would meet all of the City’s objectives for the Project and would reduce VMTs in a similar magnitude to the Project, but would provide little benefit to ridership . The area of the additional stop under this Alternative is already sufficiently serviced by existing public bus stops. Moreover, Alternative 4

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would result in increased construction and operational impacts compared to the Project. Alternative 4 would also be substantially more expensive than the Project. This provides sufficient independent grounds for rejecting this alternative.

Finding
Specific economic, legal, social, technological, or other considerations, make Alternative 4 infeasible.

Alternative 5: Prairie Avenue Single Station Alternative Description
The Project modifies and relocates Prairie Avenue to the east to maintain the current roadway capacity.

The relocation of Prairie Avenue and the need for a passenger station connection on the sidewalk/ground level affects properties located east of Prairie Avenue. This Alternative avoids affecting these properties by consolidating the two proposed stations on Prairie Avenue into a single station that would be located adjacent to the City’s Intermodal Transit Facility at the City’s Civic Center site. Passengers would connect to the ground/sidewalk level within the City-owned Civic Center site.

This Alternative maintains Prairie Avenue within its existing right -of-way; however, one to two lanes would be lost, thereby reducing the capacity of the roadway. Specifically, one travel lane in each direction along Prairie Avenue between Arbor Vitae and La Palma, one lane in the southbound direction between La Palma and Pincay Drive, and one lane in each direction between Pincay Drive and Manchester Boulevard would be lost under this Alternative 5: Prairie Avenue Single Station Alternative.

Relationship to Project Objectives
Alternative 5 would meet, or partially meet, most of the City’s objectives for the Project. Alternative 5 would reduce the City’s traffic congestion and alleviate growing demand on the existing roadway network, although to a slightly lesser degree than the Project . Specifically, the Prairie Avenue Single Station Alternative would result in a reduction in capacities along Prairie Avenue, and traffic flow and congestion on a system-wide basis would be increased compared to those estimated for the Project. However, several of the City’s objectives would be met to the same extent as under the Project. For example, be eliminating one of the stations, Alternative 5 would not meet the objective of encouraging intermodal transportation systems by providing convenient, reliable time -certain transit to the same degree as would the Project.

Eliminating a station would also not meet the objective of providing convenient access to businesses, and to connect the City by providing transit within safe and accessible walking distances to the same degree as would the Project.

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1. Aesthetics
Under Alternative 5, the Project would not result in significant impacts to the aesthetic character of the community during construction or operation with implementati on of the project design features in the ITC CCP and Design Guidelines. Similarly, Alternative 5 would travel down the same alignment with the same proposed and elevated guideway across the frontage of the buildings on Market Street. No additional impacts on the visual character of downtown would res ult from the consolidation and relocation of the single station along Prairie Avenue.

2. Air Quality
Under Alternative 5, the Project would be built but the two proposed stations along Prairie Avenue would be consolidated into a single station that would be located adjacent to the City’s Civic Center site. The construction of a single station along Prairie Avenue instead of two stations would result in less construction activities compared to the Project. Similar to the Project, Alternative 5 would not conflict with implementation of the applicable air quality plans or exceed thresholds established by the SCAQMD for criteria air pollutan ts. Moreover, Alternative 5 would implement similar mitigation measures as the Project and would reduce construction air quality emissions.

Operation of a single station along Prairie Avenue instead of two stations would slightly decrease operational air quality emissions. However, under Alternative 5, mobile operational benefits would be less than those associated with the Project . Reductions to daily traffic volumes along key roadway corridors and VMTs on an average weekday basis would occur, but approxi mately 15 percent less in magnitude than those associated with the Project. As such, operational air quality emissions associated mobile sources would increase compared to the Project.

3. Biological Resources
Approximately 502 trees which may require removal during construction of the Project exist along the Project alignment. With Alternative 5, no additional properties would need to be acquired and no additional demolition of buildings or site improvements would be required. The guideway would still be constructed along the same segment of Prairie Avenue compared to the Project. As such, Alternative 5 would not require an increase or decrease in tree removals or disturbance of nesting raptors or migratory birds. As such, impacts to biological resources durin g construction would be similar compared to the

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Project. Similar to the Project, operation of Alternative 5 would not diminish the chances for long -term survival of bird species or their habitats and no additional tree and/or ornamental vegetation removals would be planned. As such, Alternative 5 would result in similar operational impacts compared to the Project.

4. Cultural Resources
Alternative 5 would have a less than significant impact on cultural resources, similar to the Project. The consolidated and r elocated station on Prairie Avenue would have no impact and would not be located near any identified historical resources. As such, impacts to cultural resources would be similar for Alternative 5 and the Project.

5. Energy Resources
Under Alternative 5, the Project would be built but the two proposed stations along Prairie Avenue would be consolidated into a single station that would be located adjacent to the City’s Civic Center site.

Construction of a single station in place of two stations would result in an incremental decrease of energy resource consumption for electricity and petroleum-based fuels associated with operation of the station.

Operation of a single station along Prairie Avenue instead of two stations would also slightly decrease operational energy resource consumption. However, under Alternative 5, mobile operational benefits would be less than those associated with the Project . Reductions to daily traffic volumes along key roadway corridors and VMTs on an average weekday basis would occur, but approximately 15 percent less in magnitude than those associated with the Project. As such, Alternative 5 would result in an increase in petroleum-based fuel consumption compared to the Project.

6. Geology and Soils
Under Alternative 5, the Project would be built but the two proposed stations along Prairie Avenue would be consolidated into a single station that would be located adjacent to the City’s Civic Center site. Impacts related to geology and soils conditions, including paleontological resources, and potential to conflict with an emergency evacuation plan, would be similar to those described for the Project. Geology and soils conditions that would be encountered in construction of Alternative 5 would be the same as with the Project. The Potrero Faul t lies approximately one -quarter mile to the east of the project study area; however, compliance with the California Building Code would avoid the creation of seismic hazards.

Ground-disturbing activity and the potential for accidental discovery of paleont ological resources would continue to be potentially significant under Alternative 5 and would require the same mitigation measures as identified for the Project in order to reduce the impact to less than significant.

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7. Greenhouse Gas Emissions
The constructi on of a single station along Prairie Avenue instead of two stations would result in a reduction in the level of construction activities compared to the Project. As such Alternative 5 would reduce construction related GHG emissions.

Operation of a single s tation along Prairie Avenue instead of two stations would also slightly decrease GHG emissions resulting from operation of the stations. However, under Alternative 5, mobile operational benefits would be less than those associated with the Project. Reductions to daily traffic volumes along key roadway corridors and VMTs on an average weekday basis would occur, but approximately 15 percent less in magnitude than those associated with the Project. However, similar to the Project, Alternative 5 would be consistent with the CARB 2017 Scoping Plan Update, SCAG 2020 -2045 RTP/SCS, the ECAP, and General Plan, which set goals to reduce GHG emissions by increasing energy efficiency and improving transit infrastructure. Nonetheless, operational GHG emissions associated mobile sources would increase compared to the Project.

8. Hazards and Hazardous Materials
While construction of a single station along Prairie Avenue instead of two stations would result in a reduction in the level of construction activities compared to the Project, construction impacts under Alternative 5 would be similar to those of the Project. Construction of the guideway and stations in conjunction with the MSF and PDS substations would still involve the demolition of existing buildings, which may have the potential to release hazardous materials, such as ACMs, LBP, and other potentially hazardous building materials. Furthermore, excavations of potentially contaminated soils may occur during construction of Alternative 5 as a result of prior uses on some of the sites, similar to the Project.

Similar to the Project, construction activities under Alternative 5 would likely cause the temporary closure of travel lanes, roadways segments, and sidewalks along the elevated guideway and stations within the street rights-of-way.

Under Alternative 5, operation would include the use and storage of hazardous materials typical of those used in an industrial setting, similar to the Project. Alternative 5 would not interfere with or impair the City’s ability to increase public awareness or make any improvements to emergency services and warning systems during operation. With adherence to the federal, State, and local safety requirements, Alternative 5 would not conflict with the requirements of an emergency response plan or emergency evacuation plan, similar to the Project. As such, operational impacts under Alternative 4 would be similar when compared to the Project.

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9. Land Use and Planning
Alternative 5 would involve building and operating an ATS system similar to the Project while consolidating the two proposed stations on Prairie Avenue to one single station adjacent to the Civic Center Site on Prairie Avenue. The Project would not physically divide the community with its elevated guideways and maintenance of existing roadway capacity and roadway connections. Alternative 5 would have a similar alignment and elevated guideways similar to the Project. As such, Alternative 5 would also maintain the existing roadway capacity and roadway connections. Alternative 5 would have a similar impact on physically dividing the community as the Project.

Alternative 5 would be generally consistent with the existing plans, policies and guidelines in the City and the greater region. Alternative 5 would include the same amendments to the Land Use Element, Circulation Element, Safety Element, Environmental Justice Element, and th e Inglewood Municipal Code as the Project to incorporate the ATS into the language of the existing plans, policies, and guidelines within the City. As such, the policy consistency impacts of Alternative 5 would be similar to the Project.

10. Noise and Vibration
The construction of a single station along Prairie Avenue instead of two stations would result in a reduction in the level of construction activities compared to the Project. For this reason, Alternative 5 would reduce construction related noise and vibration levels.

Operation of a single station along Prairie Avenue instead of two stations would also slightly decrease operational noise and vibration levels. However, under Alternative 5, mobile operational benefits would be less than those associated wi th the Project. Reductions to daily traffic volumes along key roadway corridors and VMTs on an average weekday basis would occur, but approximately 15 percent less in magnitude than those associated with the Project . As such, operational noise and vibratio n impacts associated mobile sources would increase compared to the Project.

However, the Project would result in a net increase of for approximately 11,052 8F 12FTE jobs through the
Greenhouse Gas Reduction Funds, as estimated by the Job Co -Benefits calculation (see Section 4.11 Population, Employment, and Housing). The number of jobs that will be supported by the Project in the

12 11,516 minus 464 in numbers of jobs displaced.

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region is within the projected regional trends in the SCAG 2020-2045 RTP/SCS data and the jobs that will benefit from the Project will not directly translate into additional population growth in the region. As such the Project would have a less than significant impact on inducing employment and population growth.

Alternative 5 would have a similar effect on the population and employment trend as the ATS would be constructed as planned. Alternative 5 would have a similar impact to the population, employment, and housing resource as compared to the Project.

12. Transportation
Under Alternative 5, the Project would be built but the two proposed stations along Prairie Avenue would be consolidated into a single station that would be located adjacent to the City’s Civic Center site. The Project modifies and relocates Prairie Avenue to the east to maintain the current roadway capacity. This relocation in conjunction with the need for a passenger station connection to the sidewalk/ground level affects properties located east of Prairie Avenue. Alternativ e 5 avoids affecting these properties by consolidating the two proposed stations along Prairie Avenue into a single station that would be located adjacent to the Intermodal Transit Facility at the City’s Civic Center site. This alternative maintains Prairie Avenue within its existing right-of-way; however, one to two lanes would be lost reducing the capacity of the roadway. Specifically, one travel lane in each direction along the Prairie Avenue roadway between Arbor Vitae and La Palma, one lane in the southbound direction between La Palma and Pincay Drive, and one lane in each direction between Pincay Drive and Manchester Boulevard would be lost under Alternative 5.

Under Alternative 5, operational benefits would be less than those associated with the Project. Reductions to daily traffic volumes along key roadway corridors and VMTs on an average weekday basis would occur, but approximately 15 percent less in magnitude than those associated with the Project. Alternative 5 is estimated to result in transit rid ership equivalent to approximately 75 percent of the transit ridership associated with the Project. However, due to a reduction in capacities along Prairie Avenue, traffic flow and congestion in the surrounding area would be worse under Alternative 5 compared to the Project.

13. Tribal Cultural Resources
The Project would have a less than significant impact on Tribal Cultural Resources (TCRs), No TCRS were identified in the records around the Project site and no sensitive resources were identified. Nonetheless, the Project as proposed would include construction which would have the potential to unearth subsurface resources not previously identified. Given the level of urban development in Inglewood, the likelihood of unearthing TCRs is low but it is still a possibility. Alternative 5 would result in similar potential impacts to TCRs as the Project since excavation of soil would be required to construct the ATS system along the

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proposed alignment, including a single station on Prairie Avenue. Similar impacts to t he TCRs are anticipated for the Project and Alternative 5.

14. Utilities and Service Systems
The proposed Prairie station under Alterative 5 would be located within the City’s Civic Center site. The guideway would still be constructed along the same segment of Prairie Avenue compared to the Project.

As such, impacts related to the construction or relocation of water, wastewater treatment, storm water drainage, electric power, natural gas, or telecommunications facilities would be similar compared to the Project.

Basis for Finding
Alternative 5 would result in similar impacts compared to the Project. Alternative 5 would reduce the City’s traffic congestion and alleviate growing demand on the existing roadway network, although to a slightly lesser degree than the Project . Moreover, Alternative 5 would not meet the objective of encouraging intermodal transportation systems by providing convenient, reliable time -certain transit to the same degree as would the Project. Eliminating a station would also not meet the objective of providing convenient access to businesses, and to connect the City by providing transit within safe and accessible walking distances to the same degree as would the Project. Alternative 5 would also not meet the goal of maintaining roadway capacity because it will reduce eliminate one to two lanes on Prairie Avenue. This provides sufficient independent grounds for rejecting this alternative.

Finding
Specific economic, legal, social, technological, or other considerations, make Alternative 5 infeasible.

Alternative 6: Maintenance and Storage Facility (MSF) Site Alternative Description
The Project involves siting the MSF within the southeastern portion of the site at 500 E. Manchester Boulevard closest to the corner of Nutwood Street and Spruce Avenue that contains a Vons grocery store and gas station, with other businesses, including a private gym, bank branch and coffee shop located in the building with Vons. This siting of the MSF requires removal of the gas station currently located on the Vons site in order to provide for short-term construction staging to construct the MSF and, thereafter, to provide parking.

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This Alternative moves the MSF to the northwestern portion of this property closest to the south corner of Hillcrest Boulevard and Manchester Boulevard . The site containing the MSF would be approximately 14,000 square feet in size.

This alternative would have the same elevated profile and footprint of the MSF and its supporting facilities (e.g., access, circulation, employee parking, etc.). With this alternative, the existing gas station would remain on the site. Under this Alternative, the building containing the grocery store and other businesses would be demolished . With the Project, a replacement Vons store would be built on the corner of Manchester Boulevard and Hillcrest Boulevard. With this alternative a replacement Vons store would not be built on this site.

Relationship to Project Objectives
Alternative 6 would meet most of the City’s objectives since the Project would still be built and reductions to daily traffic volumes along key roadway corridors and reductions to VMTs on an average weekday basis with event would occur similar in magnitude to those associated with the Project. Alternative 6, however, would not meet the objective to encourage redevelopment and investment within the City in areas served by the Proj ect to the same degree as would the Project because Alternative 6 would not include replacement of the existing Vons grocery store on the MSF site.

1. Aesthetics
The Project would not result in significant impacts to the aesthetic character of the community during construction or operation with implementation of the project design features in the ITC CCP and Design Guidelines. Similarly, Alternative 6 would travel down the sa me alignment with the same proposed and elevated guideway across the frontage of the buildings on Market Street. No additional impacts on the visual character of downtown would result from moving the MSF to the northwestern portion of the Vons site closest to the south corner of Hillcrest Boulevard and Manchester Boulevard.

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2. Air Quality
Construction under Alternative 6 would be similar to the Project. During construction, the Project would not exceed the significance threshold for any criteria pollutant after mitigation, and impacts would be less than significant. Similar to the Project, Alternative 6 would not conflict with implementation of the applicable air quality plans and would not exceed thresholds established by the SCAQMD for criteria air pollutants.

Operational impacts associated with Alternative 6 would be similar to the Project as the ATS would be built as proposed. Moreover, reductions to daily traffic volumes along key roadway corridors and reductions to VMT on an average weekday basis with event would occur similar in magnitude to those associated with the Project. As such, Alternative 6 would result in similar operational impacts compared to the Project.

3. Biological Resources
Approximately 502 trees which may require removal during construction of the Project exist along the Project alignment. With Alternative 6, no additional properties would need to be acquired and no additional demolition of buildings or site improvements would be required. As such, impacts to biological resources during construction would be similar compared to the Project. Similar to the Project, operation of Alternative 6 would not diminish the chances for long-term survival of bird species or their habitats and no additional tree and/or ornamental vegetation removals would be planned. As such, Alternative 6 would result in similar operational impacts compared to the Project.

4. Cultural Resources
Alternative 6 would have a less than significant impact on cultural resources, similar to the Project. The relocated MSF on the northwest portion of its site would have no impact on cultural resources and would not be located near any identified historical resources. For this reason, impacts to cultural resources would be similar for Alternative 6 and the Project.

5. Energy Resources
Energy demand from construction activities under Alternative 6 would be similar to the Project as the ATS would be built as proposed. Reductions to daily traffic volumes along key roadway corridors and reductions to VMT on an average weekday basis would occur similar in magnitude to those associated with the Project . As such, Alte rnative 6 would result in similar operational impacts compared to the Project.

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6. Geology and Soils
Impacts related to geology and soils conditions, including paleontological resources, would be similar to those identified for the Project. Geology and soils conditions that would be encountered in construction of Alternative 6 would be the same as with the Project. The Potrero Fault lies approximately one-quarter mile to the east of the project study area; however, compliance with the California Building Code would avoid the creation of seismic hazards. Ground-disturbing activity and the potential for accidental discovery of paleontological resources would continue to be potentially significant with Alternative 6. Alternative 6 would implement similar measures as the Project to mitigate the potential impacts on paleontological resources to less than significant.

7. Greenhouse Gas Emissions
Construction under Alternative 6 would be similar to the Project and would result in a similar level of GHG emissions. Reductions to daily traffic volumes along key roadway corridors and reductions to VMT on an average weekday basis would occur similar in magnitude to those associated with the Project. Therefore, similar to the Project, Alternative 6 would be consistent with the C ARB 2017 Scoping Plan Update, the SCAG 2020 -2045 RTP/SCS, the ECAP, and General Plan , which set goals to reduce GHG emissions by increasing energy efficiency and improving transit infrastructure. Operational GHG impacts would be similar to the Project.

8. Hazards and Hazardous Materials
Under Alternative 6, the MSF would be relocated to the northwestern portion of the Vons site.

Construction under Alternative 6 would be similar to the Project. Construction of the guideway and stations in conjunction with the MSF and PDS substations would involve the demolition of the existing building, which may have the potential to release hazardous materials, such as ACMs, LBP, and other potentially hazardous building materials. Similar to the Project, construction activities under Alternative 6 would likely cause the temporary closure of travel lanes, roadways segments, and sidewalks along the elevated guideway and stations within the street rights -of-way. Construction of Alternative 6, however, would not involve demolition of the existing gas station at the MSF site, thereby resulting in a slightly reduced potential for the potential release of hazardous materials.

Under Alternative 6, operation of the ATS would include the use and storage of hazardous materials typical of those used in an industrial setting, similar to the Project. Alternative 6 would not interfere with or impair the City’s ability to increase public awareness or make any improvements to emergency services and warning systems during operation. With adherence to the federal, State, and local safety requirements, Alternative 6 would not conflict with the requirements of an emergency response plan or

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emergency evacuation plan, similar to the Project. As such, operational impacts under Alternative 3 would be similar to the Project.

9. Land Use and Planning
Alternative 6 would include the construction and operation of an ATS system similar to the Project while moving the MSF along Hillcrest Boulevard between Manchester Boulevard and Nutwood Street. With this alternative the existing gas station on this property would be retained, but the existing commercial building containing the grocery store and other businesses would be demolished. Under the Project a replacement Vons store would be constructed on the corner of Manchester Boulevard and Hillcrest Boulevard. Under Alternative 6, however, a replacement grocery store would not be provided on this site.

Nevertheless, the community is served by other grocery stores and the loss of this store is not considered a significant land use impact for this reason.

The Project would not create a physical division of the existing community as the ATS guideway and stations would be elevated and the existing configuration of travel lanes on Market Street, Manchester Boulevard and Prairie Avenue would be maintained.

Alternative 6 would be generally consistent with the existing regional and local land use plans and policies.

Alternative 6 would require the same amendments to the Land Use Element, Circulation Element, Safety Element, Environmental Justice Element, and the Inglewood Municipal Code as the Project to incorporate the ATS system into these plans and regulations.

10. Noise and Vibration
Construction under Alternative 6 would be similar to the Project and would result in similar noise levels.

Moreover, Alternative 6 would implement similar mitigation measures as the Project to re duce construction noise and vibration impacts to less than significant. Alternative 6 would result in reductions to daily traffic volumes along key roadway corridors and VMT on an average weekday basis would occur similar in magnitude to those estimated fo r the Project. As such, this alternative would result in similar roadway noise levels as the Project. Neither this alternative or the Project would result in significant noise and vibration impacts.

11. Population, Employment, and Housing
The Project would have no direct impact on housing as the Project does not include the construction or demolition of housing units. The Project would impact existing employment opportunities in the City as commercial uses that would be displaced by the Project are estimated t o be approximately 464 jobs.

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However, the Project would result in a net increase of approximately 11,052 9F 13 FTE jobs through the
Greenhouse Gas Reduction Funds, as estimated by the Job Co -Benefits calculation (see Section 4.11 Population, Employment, and Housing). The number of jobs that will be supported by the Project in the region is within the projected regional trends in the SCAG 2020-2045 RTP/SCS data and the jobs that will benefit from the Project will not directly translate into additional population growth in the region. As such the Project would have a less than significant impact on inducing employment and population growth.

Alternative 6 would result in the demolition of the existing Vons grocery store and other businesses on site (with the exception of the existing gas station). It is possible that these businesses might choose not to relocate, which would result in correspo nding job losses. Overall, alternative 6 would maintain the existing population, employment, and housing trends within the City and the region. As such, Alternative 6 would not directly or indirectly substantially induce population in the City or the regio n. Employment support and would be similar to the Project under Alternative 6.

12. Transportation
Construction under Alternative 6 would be similar to the Project. The Project and all of its components would be constructed and operate. The operation of the AT S would be the same as planned for the Project.

Similar to the Project, Alternative 6 would result in operational benefits. Reductions to daily traffic volumes along key roadway corridors and reductions to VMTs on an average weekday basis would occur similar in magnitude to those associated with the Project. Additionally, this alternative is estimated to result in transit ridership similar to the Project. Finally, Alternative 6 would provide similar operational benefits as those of the Project relative to reduction in traffic congestion and improvement of traffic flows along key roadway facilities areawide.

13. Tribal Cultural Resources
The Project would have a less than significant impact on Tribal Cultural Resources (TCRs), No TCRs were identified in the records around the Project site and no sensitive resources were identified. Nonetheless, the Project as proposed would include construction which would have the potential to unearth subsurface resources not previously identified. Given the level of urban development in Inglewood, the likelihood of unearthing TCRs is low but it is still a possibility. Relocating the MSF to the northwestern portion of the Vons site would not result in any additional impacts.

13 11,516 minus 464 in numbers of jobs displaced.

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14. Utilities and Service Systems
Construction and operation under Alternative 6 would be similar to the Project. For this reason, impacts related to the construction or relocation of water, wastewater treatment, storm water drainage, electric power, natural gas, or telecommunications facilities would be similar compared to the Project.

Basis for Finding
Alternative 6 would result in similar impacts compared to the Project . Alternative 6 would result in reductions to daily traffic volumes along key roadway corridors in a similar magnitude to those associated with the Project. However, Alternative 6 would not meet the objective to encourage redevelopment and investment within the City to the same degree as would the Project because Alternative 6 would not include replacement of the existing Vons grocery store on the MSF site. This provides sufficient independent grounds for rejecting this alternative.

Finding
Specific economic, legal, social, technological, or other considerations, make Alternative 6 infeasible.

Conclusion
The Project meets all the City’s goals and objectives to deliver a world-class transportation system and provide a direct connection between downtown Inglewood and the major activity centers to the Metro Regional rail system. Compared to other alternatives reviewed and rejected, the ITC presents the opportunity for integration with local economic activity, current and future transit- oriented development, and support for the revitalization of the downtown/co mmercial district of Inglewood. The Project is anticipated to generate a high transit ridership, will meet the City’s operational demands during events and non -event days and represents one of the most cost - effective transit solutions compared to other alternatives, avoids significant construction impacts to the adjacent commercial uses, and avoids acquisition of residential property along the alignment. Other alternatives considered are fundamentally inconsistent with City goals. The Fairview Heights Alternative connecting Florence Avenue onto Prairie Avenue would potentially impact the Inglewood Cemetery and does not generate economic development opportunities within the City. The Alternative on Arbor Vitae Street, whose right -of-way ranges from 100 feet to 66 feet, would potentially require acquisition of existing small businesses and possible residential neighborhood displacement. The Century Boulevard Alternative had many major utility conflicts and would have major design challenges as the transition from an elevated segment to a level sufficient under the I -405 may not be feasible due to the short distance

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available and the real estate constraint between Century Boulevard and the LAX LAMP Manchester Square development.

An Interlined Operability Scenario was also initially studied by LA Metro and the City of Inglewood and was determined to be infeasible due to the cost and complexity of this type of system and extension of the Metro K Line. Underground APM options were preliminarily reviewed and rejected due to the significantly higher costs and conflicts with the major underground utilities along Prairie Avenue. Transitioning from an underground to an elevated option along Prairie would cut off major roadways at the transition - a fatal flaw to traffic circulation and capacity. An at-grade transit system along Market Street was initially considered but determined to be infeasible because it would result in significant traffic impacts, would not have the capacity to meet peak ridership demands, and wou ld be more costly to build and/or operate than the proposed Project. The BRT option would be located entirely within the public right -of-way, would include bus-only lanes that would reduce roadway lane capacities for mixed -flow traffic, and would not provide the level of service of capacity desired for event days.

The Market Street Promenade Alternative would not meet goal of maintaining roadway capacity, could potentially hurt local businesses, and is generally deemed premature until temporary closures of Market Street are activated for occasional events, such as farmer’s markets, block parties, and art walks. The 4th Station Alternative is rejected because it is too expensive, increases construction related impacts along Manchester Boulevard and would hav e negative impacts on adjacent sidewalks without providing a substantial increase in transit ridership. While a Prairie Avenue Single Station Alternative meets some City objectives, it would not provide the highest levels of service and acceptable walk dis tances to the various event venues. Lastly, the MSF site alternative is rejected because the City has identified a more suitable location for the MSF and is collaborating with the Vons to replace the new supermarket at its current location.

Based on the technical evaluation and public stakeholder input, the Project provides a convenient, reliable, time-certain transit connectivity to the City’s major employment, housing, and activity centers from the regional Metro Rail system, achieving new economic and air quality benefits to the City of Inglewood and the Southern California region.

APPENDIX A
Mitigation Monitoring and Reporting Program
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4.0 MITIGATION MONITORING AND REPORTING PROGRAM

4.1 INTRODUCTION
Public Resources Code section 21081.6 and section 15097 of the California Environmental Quality Act (CEQA) Guidelines require public agencies to establish monitoring or reporting programs for projects approved by a public agency whenever approval involves the adoption of either a mitigated negative declaration or specified environmental findings related to environmental impact reports.

This is the Mitigation Monitoring and Reporting Program (MMRP) for the Inglewood Transit Connector (ITC, or Project). The intent of the MMRP is to ensure the successful implementation of the mitigation measures identified in the Final Environmental Impact Report (Final EIR) for the Project.

4.2 MITIGATION MEASURES
The mitigation measures from the Final EIR are assigned the same title as in the F inal EIR. The MMRP describes the actions to be taken to implement each mitigation measure, the timing of these actions, the entities responsible for implementing and monitoring the actions, and, where appropriate, the entities responsible for ensuring that reporting responsibilities are carried out. The mitigation measures identify the Project as the “Proposed Project”; this same terminology is used here in order to ensure that the measures in this MMRP are consistent with those identified in the Final EIR.

In some instances, mitigation measures require a monitor or community liaison to be retained or designated. In those instances, the person or entity designated to perform this task shall be identified to the City, and the City will review that person or entity’s qualifications to confirm that the designated party has the requisite expertise or qualifications.

The MMRP also includes a table identifying “Project Design Features” (PDFs). This information is included for convenience and comprehensiveness. These PDFs are not “mitigation measures” as defined by CEQA.

PDFs consist of elements or features that have been incorporated into the P roject that may reduce the environmental effects of the Project. These PDFs are included in a separate table in order to ensure that these features are implemented.

4.3 MMRP COMPONENTS
The components of the attached tables, which contain applicable mitigation measures and project design features, are addressed briefly, below:
• Impact: This column summarizes the impact stated in the Draft EIR, as revised in the Final EIR.

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• Mitigation Measure: All mitigation measures identified in the Draft EIR, as revised in the Final EIR, are presented and titled accordingly.
• Implementing Party: The column entitled “Implementing Party” identifies the entity that will undertake the required action. The Implementing Party is most often the Contractor/Operator , who will be responsible for the design, construction or operation of each site, phase, or component of the Project. The Contractor/Operator responsible for undertaking a required action may include the owner or operator of the Project component, as appropriate. In some instances, the required action will or should be undertaken by another party. This column therefore provides clarity regarding the entity that is primarily responsible for carrying out the action. • Monitoring Party: This column identifies the specific party responsible for monitoring. The City of Inglewood (the City) is primarily responsible for monitoring that mitigation measures are successfully implemented. Within the City, the Public Works Department would have responsibility for monitoring some aspect of the overall project. The City of Inglewood proposed the formation of a joint powers authority (JPA) with the Los Angeles County Metropolitan Transportation Authority (Metro) to implement and operate the ITC Project. In March 2021, Metro’s Board approved and voted to form the JPA. Upon formation, the JPA would assume responsibility for oversight of the Project. Therefore, although the JPA does not yet exist, it has been added as a Monitoring Party where the JPA would have that role once the JPA is constituted . Other entities, such as the DBFOM Contractor, or other agencies, such as the Los Angeles Regional Water Quality Control Board, may also be responsible for monitoring the implementation of mitigation measures.

The department within the City who is identified as a monitoring party includes the: (1) the Public Works Department, which helps to plan, design, inspect, and administer contracts for capital infrastructure construction and facility improvements projects (Engineering Division); manage the City’s municipal solid waste services (Environmental Services Division); and assures that City transportation improvements and systems are functional and safe (Transportation & Traffic Division). • Timing: Implementation of the action must occur prior to or during some part of project approval, project design or construction, or during ongoing project operations. The timing for each measure is identified in this column.
• Notes: Certain measures identify reporting responsibility. In those instances, the MMRP identifies the party that must prepare a report so that the monitoring party can confirm that the required action(s) have been implemented. This column also notes where the mitigation measure will be enforced in part by another agency or provides additional information that provide clarity concerning how the measure will be carried out.
• Acronyms: The MMRP uses various acronyms to refer to various City Departments or other agencies or entities. In some instances, the full name of the department or agency is used. The following agency or department acronyms are used throughout the MMRP:

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Name of Department or Agency Acronym
City of Inglewood, Public Works Department
Engineering Division DPW-Engineering Division
Environmental Services Division DPW-Environmental Services Division Transportation & Traffic Division DPW-Transportation & Traffic Division South Coast Air Quality Management District SCAQMD
State of California, Department of Transportation Caltrans Other acronyms:

ATS Automated Transit System
CCP Construction Commitment Plan
JPA Joint Powers Authority
PDF Project Design Feature

4.0 Mitigation Monitoring and Reporting Program

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Impact Mitigation Measures
Implementing
Party
Monitoring
Party Timing Notes

4.2 Air Quality
Impact AQ -1: Conflict with or
obstruct implementation of the
applicable air quality plan.

MM AQ-1: PDF AQ-1 shall be implemented
during construction, as described in Project
Design Features table below.

Contractor/
Operator
JPA/DPW See PDF AQ-1 in
Project Design
Features table
below.

See PDF AQ-1 in
Project Design
Features table
below.

Impact AQ -2: Result in a
cumulatively considerable net
increase of any criteria
pollutant for which the project
region is nonattainment under
an applicable feder al or State
ambient air quality standard.

Impact AQ-3: Expose sensitive
receptors to substantial
pollutant concentrations.

4.3 Biology Resources
Impact BIO -1: Interfere
substantially with the
movement of any 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.

BIO-1 Conservation of Faunal Resources:

Nesting Birds/Raptors: The City shall require
demolition and construction contractors to
implement the following measures:
• Prior to initiating any demolition and/or
construction activities, a nesting bird
survey shall be conducted to determine
the presence of any nesting birds within
500 feet of demolition and/or
construction activities. In addition,
nesting bird surveys shall be conducted
at least every six (6) months until the
completion of construction activities, as
specified below.

Nesting bird survey shall include:

Contractor/
Operator
JPA/DPW Prior to tree
removal activities
that would occur
between January 1
through September
1 for raptors and
March 1 to
September 15 for
nesting birds,
preconstruction
surveys would be
conducted by a
qualified biologist
no earlier than 30
days prior to the
commencement of
Measure applies for
tree removal
activities occurring
between January 1
through September
1 for raptors and
March 1 to
September 15 for
nesting birds
Biologist retained by
Contractor/Operator
subject to review
and approval by City
to confirm that
biologist is qualified
to perform survey.

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Prior to any demolition and/or
construction, and a least every six
(6) months during and prior to the
raptor nesting season until the
completion of construction
activities, January 1 to September 1,
a qualified biologist shall conduct a
site survey for active nests no more
than 30 days prior to any scheduled
clearing, demolition, grading, or
construction activities. The survey
shall be conducted within all trees,
manmade structures, and any other
potential raptor nesting habitat.
Prior to any vegetation disturbance
between March 1 and September
15, and a least every six (6) months
until the completion of construction
activities, a qualified biologist shall
conduct a survey for nesting birds in
all breeding/nesting habitat within
th
e construction or demolitions
areas and within 300 feet of all
disturbance areas. The surveys shall
be conducted within trees and
structures, wherever nesting bird
species may be located. Nesting bird
surveys shall be conducted no
earlier than 30 days prio r to the
initiation of ground or vegetation
disturbance. If no breeding/nesting
birds are observed, site preparation,
demolition and construction
activities may begin. If breeding
activities and/or an active bird nest
construction
activities. If active
nests are found
during
preconstruction
surveys, the
qualified biologist
shall utilize the
appropriate buffer
(300 feet for nesting
birds and 500 feet
for raptors) to avoid
the nest and the City
shall be notified.

The requirement to
establish a buffer
applies if active
nests or raptors are
found during
construction.

Biologist to prepare
report of pre-
construction survey,
and to submit report
to ECDD-Planning
Division. Biologist
shall notify ECDD-
Planning Division if
active nests are
found.

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is located, the breeding habitat/nest
site shall be fenced by the biological
monitor a minimum of 300 feet (500
feet for raptors) in all directions, and
this area shall not be disturbed until
the nest becomes inactive, the
young have fledged, the young are
no longer being fed by the parents,
the young have left the area, and/or
the young shall no longer be
impacted. If the qualified biologist
determines that a narrower buffer
between the demolition and/or
construction activities and the
observed active nests is warranted,
the biologist may subm it a written
explanation as to why (e.g., species-
specific information; ambient
conditions and bird’s habituation to
them; terrain, vegetation, and birds’
lines of sight between the
demolition and/or construction
activities and the nest and foraging
areas) to the City and, upon request,
the CDFW. Based on the submitted
information, the City , acting as the
lead agency (and CDFW , if CDFW
requests) shall determine whether
to allow a narrower buffer.
During the year prior to demolition
and/or construction, a survey shall
be conducted by a qualified biologist
for bat habitat areas within the
construction footprint of the
proposed Project between March 1

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and September 30 and at least every
six (6) months until the completion
of construction activities. The areas
shall be characterized as to their
potential for supporting a bat
maternal colony or nursery site. The
survey shall include all trees and any
manmade structures, or other bat
habitat areas that could be affected.

If bat maternal colony or nursery
sites are identified, then these areas
shall be avoided by demolition
and/or construction during the bat
breeding season, from March 1
through September 30. Each tree or
structure supporting an active
maternity roost shall be inspected a
week prior to disturbance to
determine the presence or absence
of roosting bats.
• The biologist shall submit weekly reports
to the City’s Parks, Recreation and
Library Services Director, or designated
representative, regarding the results of
the nesting bird surveys.

4.4 Cultural Resources
Impact CUL -2: Cause a
substantial adverse change in
the significance of an
archaeological resource
pursuant to Section 15064.5?
See MM TCR-1 to MM TCR-4.

See MM
TCR-1 to MM
TCR-4

JPA and see
MM TCR-1
to MM TCR-

4. See MM TCR-1 to
MM TCR-4.

See MM TCR-1 to
MM TCR-4.

Impact CUL-3: Disturb any
human remains, including
those interred outside of
See MM TCR-1, MM TCR-3, MM TCR-5.

See MM
TCR-1, MM
TCR-3, MM
JPA and see
MM TCR-1,
MM TCR-3,
See MM TCR-1, MM
TCR-3, MM TCR-5.

See MM TCR-1, MM
TCR-3, MM TCR-5.

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formal cemeteries. TCR-5.

MM TCR-5.

4.6 Geology
Impact GEO- 1: Directly or
indirectly cause potential
substantial adverse effects,
including the risk of loss, injury,
or death involving 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.

MM GEO -1: The proposed Project shall be
designed to accommodate fault rupture
where present in accordance with applicable
Caltrans guidelines, including Memo to
Designers 20-8 (Analysis of Ordinary Bridges
that Cross Faults), dated January 2013; and
Memo to Designers 20 -10 (Fault Rupture),
dated January 2013, where any portion of a
structure falls within an APEFZ, or where any
portion of a structure falls within
approximately 100 meters (330 feet) of well-
mapped active faults, or within 300 meters
(1,000 feet) of an un-zoned fault (not in an
APEFZ) that is Holocene or younger in age.

Stations and elevated structures for the ATS
Guideway shall be located to avoid or
accommodate the fault rupture hazard where
present with refinement of station and ATS
Guideway placement worked into final design
as needed based on project specific geologic
surveys, recommendations and c riteria. As
noted in Caltrans Memorandum to Designers
(MTD) 20- 8, bridge type structures, such as
the ATS Guideway, must be designed for the
displacement demand resulting from a static
fault offset, the dynamic response due to
ground shaking, and any other fault-induced
hazards (e.g., creep) that may occur at the
site. Caltrans MTD 20 -8 provides a method
for obtaining the displacements at columns
and abutments at fault crossings; all the
Contractor/
Operator
JPA/DPW ATS system facilities
designed in
accordance with
applicable Caltrans
guidelines shall be
shown on building
plans for the ATS,
prior to the issuance
of building permits
for the ATS.

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requirements must also be followed.

Adequate bearing seats must be provided so
the superstructure can slide at the abutment,
bent, or hinge seats without falling.

MM GEO-2: During site investigation prior to
the start of construction, the location of the
anticipated trend of the Townsite Fault shall
be further defined via a phased investigation
process to identify and locate active fault
traces in the Project area to support
adjustments to the proposed Project’s
design.

The investigation shall include a
supplemental fault investigation conducted
along the trace of the Townsite fault to
further refine the location of the feature and
assess the activity level where it crosses t he
proposed ATS alignment and any stations.

The investigation shall include the following
surface and subsurface methods:
• Aerial photograph analysis;
• Geophysical surveys (e.g., seismic
reflection and/or seismic refraction) to
refine the identified geophysical
anomaly associated with the Townsite
fault and inform subsequent targeted
fault hazard exploration as necessary;
• Targeted fault trenching based on the
findings of additional geophysical studies
to locate the potential Townsite fault
where it crosses the proposed ITC
alignment; and
• Exploratory drilling and sampling (e.g.,
Contractor/
Operator
JPA/DPW A supplemental fault
investigation will be
prepared prior to
the issuance of any
permit by the City
for ground-
disturbing activity
for each site or
phase of the Project,
as applicable.

ATS system facilities
designed in
accordance with
applicable Caltrans
guidelines shall be
shown on building
plans for the ATS,
prior to the issuance
of building permits
for the ATS.

Necessary column
placements and ATS
facility design would
be adjusted on an
as-needed basis
based on
supplemental fault
investigation results.

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hollow stem auger and CPT borings), as
necessary, if definitive information
regarding the trace of the Townsite fault
cannot be adequately delineated across
the propo sed ITC alignment within the
limits of fault trenching.

Based on the results of these investigations,
column placements and facility designs
would be adjusted to accommodate geologic
conditions identified. Further, the facilities
shall be designed in acco rdance with
applicable Caltrans guidelines including
Memo to Designers 20 -8 (Analysis of
Ordinary Bridges that Cross Faults) and 20-10
(Fault Rupture). Stations/structures shall be
located to avoid the fault rupture hazard
where present.

Columns and foundations for the guideway
and stations, as well as any other ATS facilities
shall be located to avoid the fault rupture
hazard where present. The design fault offset
where evaluating features crossing the ATS
guideway alignment shall be determined as
the larger of the:
• Deterministically derived average
displacement.
• Probabilistically derived displacement
consistent with a 5 percent in 50- years
probability of exceedance.

Probabilistic procedures shall follow those
outlined in Abrahamson [2008] and Petersen
et al., [2011] of the Fault Rupture Hazard
Evaluation (Appendix K.1). These procedures
allow for evaluation of offset based on the

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results of field investigation. If further study
of the fault rupture is conducted, then
procedures as outlined in CGS Note 491 shall
be followed.

MM GEO -3: The proposed ATS system
facilities shall be designed in accordance with
applicable Caltrans guidelines including
Memo to Designers 20 -8 (Analysis of
Ordinary Bridges that Cross Faults) and 20-10
(Fault Rupture). The response spectra
provided in the Develop ment of Seismic
Design Criteria in Support of Draft EIR -
Seismic Design Criteria ( Appendix K.2 ) shall
be considered applicable for both aerial
guideway and ancillary structures within each
segment of the alignment under the
guideway and each station.

Probabilistic procedures also shall follow
those outlined Caltrans memo to Designers
20-10 -Fault Rupture, dated January 2013.

Contractor/
Operator
JPA/DPW ATS system facilities
designed in
accordance with
applicable Caltrans
guidelines shall be
shown on building
plans for the ATS,
prior to the issuance
of building permits
for the ATS

Impact GEO- 3: Directly or
indirectly destroy a unique
paleontological resource or site
or unique geologic feature?
MM GEO -4: A qualified paleontologist
meeting the Society of Vertebrate
Paleontology (SVP) Standards (SVP , 2010)
shall be retained by the Contractor/Operator
and approved by the City prior to the
approval of grading permits. The qualified
paleontologist shall:
a) Prepare, design, and implement a
Contractor/
Operator
JPA/DPW a) A monitoring
and mitigation
plan shall be
prepared and
designed prior to
issuance of any
permits for
ground-
a) ECDD-Building
Safety Division to
review and
approve
designated
paleontologist to
confirm that
designee has

1 California Geological Survey, Note 49: Guidelines for Evaluating the Hazard of Surface Fault Rupture, https://www.conservation.ca.gov/cgs/Documents/Publications/CGS- Notes/CGS-Note-49.pdf

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monitoring and mitigation program for
the Project consistent with Society of
Vertebrate Paleontology Guidelines. The
Plan shall define pre -construction
coordination, construction monitoring
for excavations based on the activities
and depth of disturbance planned for
each portion of the Project area, data
recovery (including halting or diverting
construction so that fossil remains can be
salvaged in a timely manner), fossil
treatment, procurement, and reporting.

The Plan moni toring and mitigation
program shall be prepared and approved
by the City prior to the issuance of the
first grading permit. If the qualified
paleontologist determines that the
Project-related grading and excavation
activity would not affect Older
Quaternary Alluvium, then no further
mitigation is required.
b) Conduct construction worker
paleontological resources sensitivity
training at the Project kick -off meeting
prior to the start of ground disturbing
activities (including vegetation removal,
pavement r emoval, etc.) and would
present the Plan as outlined in (a). In the
event construction crews are phased or
rotated, additional training shall be
conducted for new construction
personnel working on ground-disturbing
activities. The training session shall
provide instruction on the recognition of
the types of paleontological resources
disturbing
activity by the
City for each site
or phase of the
Project, as
applicable.
b) The monitoring
and mitigation
plan shall be
implemented for
the duration of
Project
construction.

Paleontological
resources
sensitivity
training shall be
conducted prior
to the start of
ground
disturbing
activities;
additional
training shall be
conducted for
new
construction
personnel during
construction, as
needed.
c) Paleontological
resources
monitoring shall
be conducted
during grading,
appropriate
qualifications.

MMP to be
submitted and
approved by
ECDD-Building
Safety Division to
confirm that
requirements of
Mitigation
Measure GEO-
4(a) have been
met
b) Paleontologist
to retain
documentation
that construction
personnel have
attended
training;
documentation
to be made
available to
ECDD-Building
Safety Division
upon request

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that could be encountered within the
Project area and the procedures to be
followed if they are found.

Documentation shall be retained by the
qualified paleontologist demonstrating
that the appropriate construction
personnel attended the training.
c) Direct the performance of
paleontological resources monitoring by
a qualified paleontological monitor
(meeting the standards of the SVP , 2010).

Paleontological resources monitoring
shall be conducted pursuant to the
monitoring and mitigation program
developed under (a). Monitoring
activities may be altered or ceased if
determined adequate by the qualified
paleontologist. Monitors shall have the
authority to and shall temporarily halt or
divert work away from exposed fossils or
potential fossils and establish a 50 -foot
radius temporarily halting work around
the find. Monitors shall prepare daily
logs detailing the types of ground
disturbing activities and soils observed,
and any discoveries.
d) If fossils are encountered, determine
their significance, and, if significant,
supervise their collection for curation.

Any fossils collected during Project -
related excavations, and determined to
be significant by the qualified
paleontologist, shall be prepared to the
point of identification and curated into
an accredited repository with retrievable
pursuant to the
monitoring and
mitigation
program and as
directed by
qualified
paleontologist.

Qualified
paleontologist
shall maintain
daily logs on an
on-going basis
for the duration
of ground
disturbing
activities.

Should
construction
activities be
ceased due to
discovery of
fossils, the City
shall be notified.
d) If fossils are
encountered
during ground
disturbing
activities, their
significance shall
be determined
and, if required,
delivered to an

e) Final monitoring
report submitted
to the City within
90 days of
completion of
excavation and
ground-
disturbing

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storage.
e) Prepare a final monitoring and mitigation
report for submittal to the City in order
to document the results of the
paleontological monitoring. If there are
significant discoveries, fossil locality
information and final disposition shall be
included with the final report which
would be submitted to the appropriate
repository and the City. The final
monitoring report sha ll be submitted to
the City within 90 days of completion of
excavation and other ground disturbing
activities that could affect Older
Quaternary Alluvium.
accredited
repository.
e) A final
monitoring and
mitigation report
shall be
submitted within
90 days of
completion of
excavation and
other ground
disturbing
activities.
activities

4.13 Tribal
Impact TCR -1: 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 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
MM TCR- 1: Retention of a Tribal Cultural
Resources Monitor/Consultant. Prior to the
commencement of any ground disturbing
activity at the Project area, the contractor
shall retain a qualified archaeologist meeting
the Secretary of the Interior’s Professional
Qualifications Standards for archaeology (US
Department of the Interior, 2008) to carry out
all mitigation related to cultural resources. In
addition, a Native American Monitor shall be
designated by the Gabrieleno Band of
Mission Indians-Kizh Nation – the tribe that
consulted on this project pursuant to
Assembly Bill A52 (the “Tribe” or the
“Consulting Tribe”). If no Native American
Monitor is designated within a reasonable
period of time (not to exceed 30 days), the
activity can commence without the
Contractor/
Operator
JPA/DPW Archaeological and
Native American
monitors shall be
retained prior to
issuance of permits
for any ground
disturbing activity
Monitoring shall
occur for the
duration of ground
disturbing activities,
as required.

In the event of the
discovery of any
archaeological
materials during
construction, work
shall immediately
Preservation in
place is considered
infeasible if
approved
geotechnical,
grading and/or
structural plans,
and/or building code
requirements
preclude
preservation in
place.

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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 t he
significance of the resource
to a California Native
American tribe.
designated Monitor. A copy of the executed
contract shall be submitted to the City’s
ECDD-Building Safety Division prior to the
issuance of any permit necessary to
commence a ground -disturbing activity. The
Tribal monitor will only be present on - site
during the construction phases that involve
ground-
disturbing activities. Ground
disturbing activities are defined by the Tribe
as activities that may include, but are not
limited to, pavement removal, potholing or
auguring, grubbing, tree removals, boring,
grading, excavation, drilling, and trenching,
within the project area. The Tribal Monitor
will complete daily monitoring logs that will
provide descriptions of the day’s activities,
including construction activities, locations,
soil, and any cultural materials identified. The
on-site monitoring shall end when all ground-
disturbing activities on the Project area are
completed, or when the Tribal
Representatives and Tribal Monitor have
indicated that all upcoming ground -
disturbing activities at the Project area have
little to no potential for impacting Tribal
Cultural Resources. Upon discovery of any
Tribal Cultural Resources, construction
activities shall cease in the immediate vicinity
of the find (not less than the surrounding 50
feet) until the find can be assessed. All Tribal
Cultural Resources unearthed by project
activities shall be evaluated by the qualified
archaeologist and Tribal monitor approved by
the Consulting Tribe. If the resou
rces are
Native American in origin, the Consulting
Tribe will retain it/them in the form and/or
manner the Tribe deems appropriate, for
educational, cultural and/or historic
cease and the City
shall be notified of
the discovery.

Construction shall
resume once the
qualified
archaeologist has
made a
determination on
the significance of
the discovered
resource(s). If
historical resources
or unique
archaeological
resources are
discovered,
avoidance and
preservation
measures would be
implemented.

A Cultural Resources
Treatment Plan shall
be required during
construction if data
recovery through
excavation is the
only feasible
mitigation available.

During construction,
if the resources are
identified as Native
American, the
qualified
archaeologist and
Contractor/Operator
shall consult with

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purposes. If human remains and/or grave
goods are discovered or recognized at the
Project area, all ground disturbance shall
immediately cease, and the county coroner
shall be notified per Public Resources Code
Section 5097.98, and Health & Safety Code
Section 7050.5. Human remains and
grave/burial goods shall be treated alike per
California Public Resources Code section
5097.98(d)(1) and (2). Work may continue on
other parts of the Project area while
evaluation and, if necessary, mitigation takes
place (CEQA Guidelines Section 15064.5[f]). If
a non -
Native American resource is
determined by the qualified archaeologist to
constitute a “historical resource” or “unique
archaeological resource,” time allotment and
funding sufficient to allow for
implementation of avoidance measures, or
appropriate mitigation, must be available.

The treatment plan established for the
resources shall be in accordance with CEQA.

Guidelines Section 15064.5(f) for historical
resources and PRC Sections 21083.2(b) for
unique archaeological resources.

Preservation in place (i.e., avoidance) is the
preferred manner of
treatment. If
preservation in place is not feasible,
treatment may include implementation of
archaeological data recovery excavations to
remove the resource along with subsequent
laboratory processing and analysis. Any
historic archaeological material that is not
Native American in origin shall be curated at
a public, non -profit institution with a
appropriate Native
American
representatives.

A final monitoring
and mitigation
report shall be
submitted within 90
days of completion
of excavation and
other ground
disturbing activities
that require
monitoring.

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research interest in the materials, such as the
Natural History Museum of Los Angeles
County or the Fowler Museum, if such an
institution agrees to accept the material. If no
institution accepts the archaeological
material, it shall be offered to a local school
or historical society in the area for
educational purposes.

MM TCR-4 and MM TCR-5 will supplement
MM TCR-1.

MM TCR-2: Monitoring and Mitigation Plan.

Prepare, design, and implement a monitoring
and mitigation program for the Project. The
Plan shall define pre -construction
coordination, construction monitoring for
excavations based on the activities and depth
of disturbance planned for each portion of
the Project area, data recovery (including
halting or diverting construction so that
archaeological remains can be evaluated and
recovered in a timely manner), artifact and
feature treatment, procurement, and
reporting. The Plan shall be prepared and
approved by a qualified archaeologist prior to
the issuance of the first grading permit.

Contractor/
Operator
JPA/DPW A Monitoring and
Mitigation Plan will
be prepared and
designed prior to
the issuance of any
permit by the City
for ground-
disturbing activity
for each site or
phase of the Project,
as applicable. The
approved
Monitoring and
Mitigation Plan shall
be implemented for
the duration of
Project construction.

Qualified
archaeologist
retained by
Contractor/Operator
shall be subject to
review/ approval by
ECDD-Building
Safety Division to
confirm designee’s
qualifications ECDD-
Building Safety
Division to review
Monitoring and
Mitigation Plan to
confirm that the
plan meets the
requirements of this
mitigation measure.

MM TCR- 3: Cultural Resources Sensitivity
Training. The qualified archaeologist and
Native American Monitor shall conduct
construction-worker archaeological
resources sensitivity training at the Project
Contractor/
Operator
JPA/DPW A Cultural Resources
Sensitivity Training
shall be conducted
prior to the start of
ground disturbing
activities; additional

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kick-off meeting prior to the start of ground
disturbing activities (including vegetation
removal, paveme nt removal, etc.) and will
present the Plan as outlined in (a), for all
construction personnel conducting,
supervising, or associated with demolition
and ground disturbance, including utility
work, for the Project. In the event
construction crews are phase d or rotated,
additional training shall be conducted for
new construction personnel working on
ground-disturbing activities. Construction
personnel shall be informed of the types of
prehistoric and historic archaeological
resources that may be encountered, and of
the proper procedures to be enacted in the
event of an inadvertent discovery of
archaeological resources or human remains.

Documentation shall be retained by the
qualified archaeologist demonstrating that
the appropriate construction personnel
attended the training.
training shall be
conducted for new
construction
personnel during
construction, as
needed.

MM TCR- 4: Archaeological and Native
American Monitoring. The qualified
archaeologist will oversee archaeological and
Native American monitors who shall be
retained to be present and work in tandem,
monitoring during construction excavations
such as grading, trenching, or any other
excavation activity associated with the
Project and as defined in the Monitoring and
Mitigation Plan. If, after advanced notice, the
Native American representative declines, is
unable, or does not respond to the notice,
construction can proceed under supervision
Contractor/
Operator

JPA/DPW

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of the qualified archaeologist. The frequency
of monitoring shall be based on the rate of
excavation and grading activities, the
materials being excavated, and the depth of
excavation, and if found, the quantity and
type of archaeological resources
encountered. Full -time monitori ng may be
reduced to part -time inspections, or ceased
entirely, if determined adequate by the
qualified archaeologist and the Native
American monitor.

1. In the event of the discovery of any
archaeological materials during
implementation of the Project, all work
shall immediately cease within 50 feet of
the discovery until it can be evaluated by
the qualified archaeologist. Construction
shall not resume until the qualified
archaeologist has made a determination
on the significance of the resource(s) and
provided recommendations regarding
the handling of the find. If the resource is
determined to be significant, the qualified
archaeologist will confer with the project
applicant regarding recommendation for
treatment and ultimate disposition of the
resource(s).

2. If it is determined that the discovered
archaeological resource constitutes a
historical resource or a unique
archaeological resource pursuant to
CEQA, avoidance and preservation in
place is the preferred manner of
mitigation. Preservation in place may be
accomplished by, but is not limited to,

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avoidance, incorporating the resource
into open space, capping, or deeding the
site into a permanent conservation
easement.

3. In the event that preservation in place is
demonstrated to be infeasible and data
recovery through excavation is the only
feasible mitigation available, a Cultural
Resources Treatment Plan shall be
prepared and implemented by the
qualified archaeologist in consultation
with the project applicant, and
appropriate Native American
representatives (if the find is of Native
American origin). The Cultural Resources
Treatment Plan shall provide for the
adequate recovery of the scientifically
consequential information contained in
the archaeological resource through
laboratory processing and analysis of the
artifacts. The Treatment Plan will further
make recommendations for the ultimate
curation of any archaeological materials,
which shall be curated at a public, non-
profit curation facility, university, or
museum with a research interest in the
materials, if such an institution agrees to
accept them. If resources are determined
to be Native American in origin, they will
first be offered to the Tribe for
permanent curation, repatriation, or
reburial, as directed by the Tribe. If no
institution or
Tribe accepts the
archaeological material, then the
material shall be donated to a local school

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or historical society in the area for
educational purposes.

4. If the resource is identified as a Native
American, the qualified archaeologist and
the City shal l consult with appropriate
Native American representatives, as
identified through the AB 52 consultation
process in determining treatment for
prehistoric or Native American resources
to ensure cultural values ascribed to the
resource, beyond that which is
scientifically important, are considered.

5. Prepare a final monitoring and mitigation
report for submittal to the City, and the
South Central Coastal Information Center
(SCCIC), in order to document the results
of the archaeological and Native
American mo nitoring. If there are
significant discoveries, artifact and
feature analysis and final disposition shall
be included with the final report, which
will be submitted to the SCCIC and the
applicant. The final monitoring report
shall be submitted to the applicant within
90 days of completion of excavation and
other ground disturbing activities that
require monitoring.

MM TCR-5: Inadvertent Discoveries Related
to Human Remains.

In the event of the unanticipated discovery of
human remains during excavation or other
ground disturbance related to the proposed
Project, all work shall immediately cease
within 150 feet of the discovery and the
Contractor/
Operator

JPA/DPW

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County Coroner shall be contacted in
accordance with PRC Section 5097.98 2 and
Health and Safety Code Section 7050.5. 3
Additionally, the contractor shall notify the
City, and the tribal cultural resources monitor
and archaeological monitor.

The City, as the Project sponsor, and the
contractor sh all ensure that the immediate
vicinity where the discovery occurred is not
disturbed by further activity, is adequately
protected according to generally accepted
cultural and tribal standards or practices, and
that further ground-disturbing activities take
into account the possibility of multiple
burials.

No further excavation or disturbance of the
discovery or any nearby area reasonably
suspected to overlie adjacent remans (as
determined by the qualified archaeologist
and/or tribal cultural resources monitor) shall
occur until the coroner has made the
necessary findings as to origin and disposition
pursuant to PRC Section 5097.98. If such a
discovery occurs, a temporary construction
exclusion zone shall be established
surrounding the area of the discovery so that
the area would be protected (as determined
by the qualified archaeologist and/or cultural

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resources monitor), and consultation and
treatment could occur as prescribed by law.

As required by law, the coroner would
determine within two working days o f being
notified if the remains are subject to his or
her authority.

If the coroner recognizes the human remains
to be those of a Native American or has
reason to believe that they are those of a
Native American, he or she shall contact, by
telephone with in 24 hours, the NAHC. In
accordance with Health and Safety Code
Section 7050.5, subdivision (c), and PRC
Section 5097.98 (as amended by AB 2641),
the NAHC would make an MLD
determination.

If the Tribe is designated MLD, the following
standards shall appl
y and the following
requirements and treatment measures shall
be implemented.

To the Tribe, the term “human remains”
encompasses more than human bones. In
ancient as well as historic times, Tribal
Traditions included, but were not limited to,
the burial o f funerary objects with the
deceased, and the ceremonial burning of
human remains. These remains are to be
treated in the same manner as bone
fragments that remain intact. Associated
funerary objects are objects that, as part of
the death rite or ceremony of a culture, are
reasonably believed to have been placed with
individual human remains either at the time
of death or later; other items made
exclusively for burial purposes or to contain

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human remains can also be considered as
associated funerary objects.

Prior to the continuation of ground disturbing
activities, the landowner shall arrange a
designated site location within the footprint
of the project for the respectful reburial of
the human remains and/or ceremonial
objects. In the case where discovered human
remains cannot be fully documented and
recovered on the same day, the remains shall
be covered with muslin cloth and a steel plate
that can be moved by heavy equipment
placed over the excavation opening to
protect the remains. If this type of steel plate
is not available, a 24 -hour guard should be
posted outside of working hours. As stated by
the Tribe as part of the Project’s AB 52
consultation:

The Tribe will make every effort to
recommend diverting the project and
keeping the remains in situ and protected.

If the project cannot be diverted, it may be
determined that burials will be removed.

The Tribe will work closely with the
qualified archaeologist to ensure that the
excavation is treated carefully, ethically,
and respectfully.

If data recovery i s approved by the Tribe,
documentation shall be taken which includes
at a minimum detailed descriptive notes and
sketches. The Tribe shall approve additional
types of documentation for data recovery
purposes. Cremations must either be
removed in bulk or by means as necessary to
ensure completely recovery of all material. If

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the discovery of human remains includes four
or more burials, the location is considered a
cemetery and a separate treatment plan shall
be created. Once complete, a final report of
all activities is to be submitted to the Tribe
and the NAHC. Scientific study or the
utilization of any invasive diagnostics on
human remains of Native American origin.

Each occurrence of human remains and
associated funerary objects will be stored
using opaque cloth bags. All human remains,
funerary objects, sacred objects and objects
of cultural patrimony will be removed to a
secure container on site if feasible. These
items shall be retained and reburied within
six months of recovery if feasible. The site of
reburial/repatriation shall be on the Project
area, but at a location agreed upon between
the Tribe and the landowner at a site to be
protected in perpetuity. There shall be no
publicity regarding any cultural materials
recovered.

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resources monitor. These items shall be
retained and reburied within six months of
recovery or as directed by the qualified
archaeologist and/or tribal cultural resources
monitor. The site of reburial/repatriation
shall be within the proposed Project
footprint, or at a location agreed upon
between the MLD and the landowner at a site
to be protected in perpetuity. There shall be
no publicity regarding any cultural materials
recovered.

4.14 Utilities
Impact U-1: 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.

MM UT-1: Prior to the award of the DBFOM
contract, and start of any demolition or
construction activities, the City or DBFOM
shall be responsible identifying the locations
of existing utilities potentially affected by the
proposed
Project. This shall include
coordinating with all existing utility providers
for wet and dry utilities (water, sewer, gas,
electric, and telecommunications) to obtain
documentation of existing utility locations.

Field verificati on (i.e., potholing and other
methods as appropriate) shall be conducted
to document the locations of all utilities
within 20 feet of the proposed Project’s
guideway and station foundations.

Based on the information from the field
investigations, the DBFOM contractor shall be
responsible for confirming the location of
existing utilities and coordinating with the
appropriate utility owners/operators to
determine specific set back requirements for
each utility line and the need for any
City,
Contractor/
Operator

JPA/DPW-
Engineering
Division
Existing utilities
potentially affected
by the Project to be
identified by the City
prior to award of
contract and
issuance of any
construction permit.

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stabilization for protection in place or
relocation measures.

MM UT-2: Prior to the award of the DBFOM
contract, and start of construction, the City
shall contact Southern California Edison (SCE)
and request an updated system Distribution
Study to determine the amount of load that
SCE could accommodate and required
infrastructure upgrades in order to meet the
proposed Project’s recommended full
redundancy design. Should SCE determine
that additional system upgrades are required,
such upgrades shall be the responsibility of
the
DBFOM contractor and/or the City to
complete (including design and any
additional environmental clearance), subject
to the review and approval of SCE and the
City, as applicable.

City,
Contractor/
Operator

JPA/DPW-
Engineering
Division/SC
E
An updated system
Distribution Study
shall be prepared
and approved by the
City and SCE prior to
award of contract
and issuance of any
construction permit.

ECDD-Planning
Division to confirm
that reports have
been submitted and
approved by SCE.

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4.1 Aesthetics
PDF AES-1 Construction (CCP)
Construction activities during evening and nighttime hours may require the use of temporary lighting. To minimize the impact of temporary lighting on adjacent properties, the following measures shall be implemented:
• Temporary lighting will be limited to the amount nece ssary to safely perform the required work and will be directed downwards and shielded. Care shall be taken in the
placement and orientation of portable lighting fixtures to avoid directing lights toward sensitive receptors, including automobile drivers. Motorists and sensitive receptors shall not have direct views of construction light sources. Light sensitive receptors include but are not limited to residential areas and transient occupancy uses.
• Light trespass shall not exceed one foot -candle above ambient light level as measured at any adjacent residential and transient properties.
• Construction night lighting shall be shielded to prevent a direct view of the light sources from residential properties with a property boundary that is within 150 feet of the construction site.
• Temporary sidewalks and any sidewalk adjacent to
construction activities shall be illuminated to City Standards to protect public safety.

To minimize the visual effects of construction the following measures shall be implemented:
• Visually obtrusive erosion control devices, such as silt fences, plastic ground cover, and straw bales should be removed as Contractor/
Operator
JPA/DPW Ongoing during construction.

Adjacent residences within
500 feet of the Project shall be
notified prior to the issuance
of any grading or ground-
disturbing activity for any
phase of the Project.

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soon as the area is stabilized.
• Stockpile areas should be located in less visibly sensitive areas and pre -approved by t he City. Stockpile locations, laydown, and staging areas shall be accessed by construction vehicles with minimal disruption near residential
neighborhoods.
• When not in use or being staged, heavy equipment shall be located as far as practicable from residen tial areas,
businesses and pedestrian pathways.

PDF AES-2 Tree Replacement (CCP)
A Tree Removal and Replacement Plan will be developed by members of the Project Task Force, subject to review and acceptance by the City and/or the JPA, and shall adhere to the following principles:
• Tree removal and replacement shall comply with the City of Inglewood Municipal Code and the Design Guidelines.
• Removal of existing healthy and flourishing trees will be avoided where feasible.
• New permanent replacement trees shall be a 36-inch box of the same species as those removed, if appropriate for the location and not in conflict with new infrastructure.

Alternative locations shall be approved by the City’s Public Works Department.
• New permanent replacement palm trees shall be a minimum of 20 feet in height.
• The Contractor shall permanently replace trees within six (6) months of restoration and completion of that portion of streets that may impact the tree. To the extent feasible, the Contractor shall permanently replace trees on an ongoing basis so long as doing so does not conflict with future construction.

Project Task
Force,
Contractor/
Operator

JPA/DPW-
Environmental
Services
Division
Prior to the issuance of a
grading permit or ground-
disturbing activity, a tree
permit shall be obtained. All
replacement trees shall be
maintained for a minimum of 3
years during operation and
shall be inspected after 1 year.

Contractor must replace trees
within six months of
restoration and completion of
Project portions.

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• If construction of the project requires pruning of native tree species, the pruning shall be performed in a manner that does not cause permanent damage or adversely affect the health of the trees.
• The Contractor shall maintain all permanent trees and other landscaping installed by the Contractor for a period of three (3) years from the date of planting and shall warranty the trees and landscaping for one (1) year after planting. Prior to the end of the one -year warranty period, the City and the Contractor will conduct an inspection of all permanent
replacement trees and landscaping for general health as a condition of final acceptance by the City. If, in the City’s determination, a perman
ent replacement tree or
landscaping does not meet the health requirements of the City, then the Contractor shall replace that tree within thirty (30) days. For any permanent trees or landscaping that must then be removed, the original warranty shall be dee med renewed commencing from when the tree or landscaping is replaced.

PDF AES-3 Lighting (Design Guidelines)
Station Design
• Station canopies will have indirect accent lighting.
• Lighting will clearly highlight pedestrian paths including those to stairs, escalators, and elevators.
• Accent and functional lighting will be strategically p laced to minimize spillover.
• Accent and functional lighting controls will be
programmable, and sensor controlled to allow for energy efficiency and various settings such as daytime, nighttime, and event lighting.

Contractor/
Operator

JPA/DPW-
Engineering
Division
Lighting design features shall
be shown on building plans for
the ATS, prior to the issuance
of building permits for the ATS.

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Guideway And Support Structure Design
• Where provided, guideway indirect accent lighting will complement station lighting design.
• Light fixtures will be concealed or minimally visible. • Accent and functional lighting will be strategically placed to minimize spillover.
• Code required lighting along the guideway will be designed to minimize visibility from the ground level.
• Street lighting will be supplemented as needed to provide a consistent light level on the sidewalk and roadway along the project alignment
Maintenance And Storage Facility
• Where provided, functional lighting will be placed to minimize spillover
• Building entrances will be well lit.
• Lighting will clearly highlight pedestrian paths including those to ramps, stairs, escalators, and elevators
• Public uses on the ground plane of the MSF Site including any covered parking areas will be well lit with particular attention paid to the comfort and safety of the public.

Elevated Passenger Walkway
• Where provided, functional lighting will be placed to minimize spillover.
• Overall lighting design will not interfere with roadway traffic below.
• Accent lighting will complement station lighting design. • Accent and general lighting controls will be programmable and sensor controlled to allow for daytime, nighttime, and event settings.

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PDF AES-4 Tree Placement (Design Guidelines)
• An arborist report surveying the condition and extents of all existing trees in the Project area will be provided to the developer for their use as a baseline in order to produce a final report detailing the most current conditions and
proposed handling of all existing trees for the proposed Project.
• Existing flourishing trees (as identified in the arborist report) will remain, where feasible.
• An Approv ed Plant Palette based on the City’s approved street tree list will be used as a basis for all sections of new trees.
• The quantity and species of existing trees removed by the ITC Project will be replaced in accordance with the City’s current landscape guidelines.
• Protected species in the Inglewood Municipal Code, Tree Preservation will remain.
• City of Inglewood guidelines for tree spacing will be followed, considering species of trees and the desired canopy
coverage.
• Trees will be planted on both sides of the roadway where feasible.
• Trees will be positioned at regular intervals relative to the guideway column supports to create a consistent rhythm. • On Market Street, trees will be planted at a rhythm and scale to create a continuous visual canopy over the pedestrian realm, where feasible.
• On Manchester Boulevard, trees will be planted at a rhythm consistent with the street trees east and west of the Project, in alignment with the shape of the roadway.
• On Prairie Avenue, trees on the east side will contin ue the Contractor/
Operator

JPA/ DPW-
Engineering
Division
Tree placement locations shall
be shown on building plans for
the ATS, prior to the issuance
of building permits for the ATS.

The arborist shall be
certified by the
International
Society for
Arboriculture (ISA).

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stately rhythm from the Inglewood Cemetery north of
Manchester Boulevard. Trees on the west side will be spaced to match the rhythm of the east side and the guideway
support structure to the extent feasible.

PDF AES-5 Signage (Design Guidelines)
• Physical Non -Digital Signage incorporated into the Project will have a distinct visual graphic identity that is consistent across all physical design elements of the project
• All signage will be approved by City of Inglewood and the Authority Having Jurisdiction (AHJ).
• Existing signage along the entire ITC alignment, which are affected, will be replaced, along with its infrastructure, and will meet its originally intended design intent and function. • Signage replaced that originated on private property will be approved by the City of Inglewood and the sign/property owner.

Contractor/
Operator

JPA/ DPW-
Engineering
Division/AHJ
Signage shall be shown on
building plans for the ATS,
prior to the issuance of
building permits for the ATS.

4.2 Air Quality
PDF AQ-1 Construction Air Quality Program (CCP)
At a minimum, use equipment that meets the U.S. Environmental Protection Agency (USEPA)’s Final Tier 4 emissions standards for off-road diesel -powered construction equipment with 50 horsepower (hp) or greater, for all phases of construction activity, unless it can be demonstrated to the City Planning Division with substantial evidence that such equipment is not available. To ensure that Final Tier 4 construction equipment or better shall be used during the proposed Project’s construction, the City shall include this requirement in applicable bid documents, purchase orders, and contracts. The City shall also require periodic reporting and provision of written construction documents by construction contractor(s) and conduct regular inspections to the maximum extent feasible to ensure and enforce compliance.

Contractor/
Operator
JPA/DPW Construction equipment
requirements for equipment
operating at the Project Site,
as well as the construction
protocols shall be included in
applicable bid documents prior
to seeking bids for
construction. A comprehensive
inventory of all off-road
construction equipment for
activities being permitted shall
be made available to SCAQMD
prior to issuance of any
permits for construction
activities by the City of

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Such equipment will be outfitted with Best Available Control Technology devices including a California Air Resource s Board (CARB)-certified Level 3 Diesel Particulate Filters (DPF). Level 3 DPF are capable of achieving at least 85 percent reduction in particulate matter emissions. Any emissions control device used by the contractor shall achieve emissions reductions th at are no less than what could be achieved by Final Tier 4 emissions standards for a similarly sized engine, as defined by the CARB’s regulations. Successful contractors must demonstrate the ability to supply the compliant construction equipment for use prior to any ground disturbing and construction activities. The proposed Project representative will make available to the lead agency and Southern California Air Quality Management District (SCAQMD) a comprehensive inventory of all off-road construction equipment, equal to or greater than 50 horsepower, which will be used during construction. The inventory will include the horsepower rating, engine production year, and certification of the specified Tier standard. A copy of each unit’s certified tier specifi cation, best available control technology (BACT) documentation, and CARB or SCAQMD operating permit shall be maintained on site at the time of mobilization for each applicable piece of construction equipment.

If any of the following circumstances listed be low exist and the Contractor provides written documentation consistent with project contract requirements, the Contractor shall submit an Alternative Compliance Plan that identifies operational changes or other strategies that can reduce a comparable level of NOx emissions as Tier 4 -certified engines during construction activities.
• The Contractor does not have the required type of off -road construction equipment within its current available inventory as to a particular vehicle or equipment by leasing or sho rt- term rent, and the Contractor has attempted in good faith and with due diligence to lease or short -term rent the equipment or vehicle, but the equipment or vehicle is not Inglewood for each site or
phase, as applicable.

Construction equipment
features for equipment
operating at the Project Site,
as well as the construction
protocols shall be
implemented during any
ground disturbing activities
and construction activities on
an on-going basis. Periodic
reporting and provision of
written construction
documents by the Contractor
and compliance inspections by
the City would be required on
an ongoing basis during
construction.

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available for lease or short-term rent within 120 miles of the Project area, and t he Contractor has submitted
documentation to the City showing that the requirements of this exception provision apply.
• The Contractor has been awarded funding by SCAQMD or
another agency that would provide some or all of the cost to retrofit, repower, or p
urchase a piece of equipment or
vehicle, but the funding has not yet been provided due to circumstances beyond the Contractor’s control, and the
Contractor has attempted in good faith and with due
diligence to lease or short -term rent the equipment or vehicle that would comply, but the equipment or vehicle is not available for lease or short-term rent within 120 miles of the Project area, and the Contractor has submitted
documentation to the City showing that the requirements of this exception provision apply.
• Contractor has ordered equipment or vehicle to be used on the construction project in compliance at least 60 days before that equipment or vehicle is needed at the Project alignment, but that equipment or vehicle has not yet arrived due to circumstance
s beyond the Contractor’s control, and the
Contractor has attempted in good faith and with due
diligence to lease or short -term rent the equipment or vehicle that would comply, but the equipment or vehicle is not available for lease or short-term rent within 120 miles of the Project area, and the Contractor has submitted
documentation to the City showing that the requirements of this exception provision apply.
• Construction-related diesel equipment or vehicle will be used on the Project for fewer than 20 cal endar days per calendar year. The Contractor shall not consecutively use different equipment or vehicles that perform the same or a
substantially similar function in an attempt to use this exception to circumvent the intent of this measure.

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• Documentation o f good faith efforts and due diligence regarding the previous exceptions shall include written record(s) of inquiries (i.e., phone logs) to at least three leasing/rental companies that provide construction on- road trucks and off -road equipment, documenting the
availability/unavailability of the required types of
truck/equipment. The City will, from time -to-time, conduct independent audit of the availability of such vehicles and equipment for lease/rent within a 120 -mile radius of the Project area, which may be used in reviewing the
acceptability of the Contractor’s good faith efforts and due diligence.
• Equipment such as concrete/industrial saws, pumps, aerial lifts, light stands, air compressors, and forklifts shall be electric or alternative- fueled (i.e., n ondiesel). Pole power shall be utilized to the maximum extent feasible in lieu of generators. If stationary construction equipment, such as diesel-powered generators, must be operated continuously, such equipment must be Final Tier 4 construction equipment or better and located at least 100 feet from air quality sensitive land uses (e.g., residences, schools, childcare centers, hospitals, parks, or similar uses), whenever possible. • At a minimum, require that construction vendors,
contractors, and/or haul tr uck operators commit to using 2010 model year trucks (e.g., material delivery trucks and soil import/export with a gross vehicle weight rating of at least 14,001 pounds), or best commercially available equipment, that meet CARB’s 2010 engine emissions stan dards at 0.01 g/hp-hour of particulate matter and 0.20 g/hp- hour of NOx emissions or newer, cleaner trucks, unless the Contractor provides written documentation consistent with project
contract requirements the circumstances exist as described above and th e Contractor submits the Plan. Operators shall maintain records of all trucks associated with Project
construction to document that each truck used meets these

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emission standards. The City shall include this requirement in applicable bid documents, purchas e orders, and contracts.

Operators shall maintain records of all trucks associated with Project construction to document that each truck used meets these emission standards and make the records available for inspection.
• Require the use of electric or alter natively fueled (e.g., natural gas) sweepers with high -efficiency particulate air (HEPA) filters.
• A publicly visible sign shall be posted with the Community Affairs Liaison’s contact information to contact regarding dust complaints. The Air District’s phone number shall also be visible to ensure compliance with applicable regulations. • Dust shall be controlled per local ordinances. The Contractor shall be responsible for excessive dust or construction debris that results in impacts to adjacent residences or private vehicles, including taking responsibility for clean -up and addressing complaints brought to the project.
• All trucks carrying fill materials, debris, or similar materials shall secure and cover loads to prevent dust or debris while travelling on public right of ways.
• All trucks removing materials from the site will be loaded within the site perimeter and will be required to cover loads as deemed necessary for dust control .
• Material stockpiles and construction area surfaces shall be covered and/or watered as needed to prevent dust at
designated construction areas.
• All roadways, driveways, sidewalks, etc., being installed as part of the Project should be completed as soon as
practicable; in addition, building pads should be laid as soon as practicable after grading.
• To the extent feasible, allow construction employees to

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commute during off-peak hours.
• Make access available for on- site lunch trucks during construction, as feasible, to minimize off -site construction employee vehicle trips.
• Every effort shall be made to utilize grid-based electric power at any construction site, where feasible.
• Contractors shall maintain and operate construction
equipment to minimize exhaust emissions. All construction equipment must be properly tuned and maintained in
accordance with the manufacturer’s specifications and
documentation demonstrating proper maintenance, in
accordance with the manufacturer’s specifications, shall be maintained on site. Tampering with construction equipment to increase horsepower or to defeat emission control devices must be prohibited.
• Require in all applicable bid documents, purchase orders, and contracts of the requirement to notify all constr uction vendors, contractors, and/or haul truck operators that
vehicle and construction equipment idling time will be
limited to no longer than five minutes, consistent with the CARB’s policy. For any idling that is expected to take longer than five minutes, the engine should be shut off. Notify construction vendors, contractors, and/or haul truck
operators of these idling requirements at the time that the purchase order is issued and again when vehicles enter the Project area. To further ensure that drivers understand the vehicle idling requirement, post signs at the proposed Project entry gates and throughout the Project alignment, where appropriate, stating that idling longer than five minutes is not permitted.

4.4 Cultural Resources
PDF CUL-1 Historic Resources (Design Guidelines) Contractor/ JPA/ DPW- Engineering
Guideway and support column
design, elevation, and distance

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The final Project design must consider design variables (elevation of guideway, width of guideway, distance of the guideway from the resources, and the dimensions, placement, and spacing of support columns) and resource variables (building’s height, scale, number of street -facing facades, width of primary façade, front setback, project elements overhanding the sidewalk, and viewpoints from which the resource can best be discerned in its entirety). The final Project design shall ensure minimal impacts to the setting of historical resources, and little or no visual obstruction of the resource’s street -facing façades from the optimal viewpoints. In order to meet these performance -based standards, the following Project Design Featu res shall be incorporated into the final Project design:
• The guideway’s elevation and distance from the façade of the historical resource will be sufficient for the guideway to visually clear the top of the historical resources’ street-facing façade(s) when viewed from the optimal viewpoints. The
final Project design is expected to achieve no visual
obstruction of any of the identified historical resources from the guideway.
• At the former Fox Theatre, and for 100 feet on either side of the resource, the guideway elevation (measured from the ground plane to the underside of the guideway structure) will be a minimum of 52 feet from grade in order to achieve
unobstructed views of this resource, including its
monumental sign pylon.
• The dimensions, placement, an d spacing of the guideway support columns will be such that the obstruction of views of the historical resources’ street-facing façade(s) when viewed from the optimal viewpoints will be minimized. For five of the identified historical resources—Holy Faith Episcopal Church, former United Bank of California (now Broadway Federal
Bank), former Fox Theatre, Professional Building, and
Inglewood Park Cemetery —the final Project design is
Operator Division from known resources shall be
shown on building plans for
the ATS, prior to the issuance
of building permits for the ATS.

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expected to completely avoid visual obstructions from
support columns.
• For fi ve of the historical resources —the former Bank of Inglewood, former J.C. Penney, Bank of America, the Forum, and Lighthouse McCormick Mortuary Mortuary —views that
are completely unobstructed by support columns are not
necessary for the resource to convey its significance. A small portion of the resources’ primary façades will be
intermittently obscured depending on the position of the viewer. However, due to the scale and/or setback of these resources, their primary façades will remain readily
discernable.

4.5 Energy
PDF ENERGY-1 (Design Guidelines)
• Energy Efficiency - Where California Energy Efficiency Standards apply, the project should be more energy efficient than allowed. For energy -using equipment not governed by California Energy Efficiency Standards, best available energy efficient technologies should be used. Advanced
commissioning of building systems should be conducted to ensure systems are operating as designed.
• To achieve energy use reduction, passive strategies taking advantage of the favorable local climate should be
considered where feasible. The use of solar canopies as shade structures in addition to roof-mounted solar is another energy saving strategy.
• Water Efficiency - In order to reduce excessive water consumption, the project should identify and implement
appropriate opportunities to reduce or eliminate potable water use indoors and in landscape areas.
• Material Conservation And Resource Efficiency - In order to reduce the environmental impact from the use of
Contractor/
Operator

JPA/ DPW-
Engineering
Division
Energy efficient design
features shall be shown on
building plans for the ATS,
prior to the issuance of
building permits for the ATS.

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construction materials, the project should minimize the use of virgin materials. This can be accomplished by increasing the use of materials that are reused, recycled, rapidly renewable, locally sourced, and dura ble. In order to
determine the best approach to reducing the overall
environmental impact from use of materials, a life cycle assessment (LCA) could be used.
• Environmental Quality - In order to protect and enhance the health and comfort of occupants, the project should provide a high quality, sustainable indoor environment that is
designed to maximize natural daylighting and views of the outdoors where feasible. Indoor spaces should use high
efficiency air filtration and should create a comfortable indoor acoustical environment. Materials and systems should be selected that will provide for a healthy indoor
environment.

4.8 Hazards and Hazardous Materials
PDF HAZ-1 Hazardous Materials Program (CCP)
The following practices will be followed during construction to address the potential for encountering hazardous materials during construction of the Project.
• Building Demolition Plan – Prior to any demolition occurring, conduct an evaluation of all buildings built prior to 1980 to be demolished to identify the presence of asbestos
containing materials (ACMs) and lead -based paint (LBP).

Remediation shall be implemented in accordance wi th the recommendations of these evaluations to ensure that no
ACMs or LBP remain present and to ensure ACMs and LBP are removed to levels established for public safety.
• Hazardous Materials Contingency Plan – Prior to
construction, prepare a plan addressing the potential for discovery of unidentified underground storage tanks (USTs), Contractor/
Operator
JPA/DPW A Building Demolition Plan,
Hazardous Materials
Contingency Plan, Soil
Management Plan, and Health
and Safety Plan shall be
prepared and submitted prior
to issuance of any permits by
the City of Inglewood for
ground disturbing activities for
each site or phase of the
Project, as applicable.

Implementation of the plans
shall be on-going for the
duration of construction.

If unidentified or suspected
ECDD-Building
Safety to confirm
that
Contractor/Operato
r has submitted
SMP, and that
appropriate
regulatory agency
has approved it

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hazardous materials, petroleum hydrocarbons, or hazardous or solid wastes encountered during construction. This Plan shall address UST decommissioning, field screening and
materials testing methods, contaminant management
requirements, and health and safety requirements to ensure no exposure to hazards or hazardous materials occurs on site and to ensure any materials encountered during construction are removed to levels established for public safety.
• Soil Management Plan – After final construction plans are prepared showing the lateral and vertical extent of soil excavation during construction are prepared, prepare a Soil Management Plan to establish soil reuse criteria, define a sampling plan for stockpiled materials, describe the
disposition of materials that do not satisfy the reuse criteria, and specify guidelines for imported materials.
• Health and Safety Plan – Prior to construction, prepare a Health and Safety Plan to address the potential for exposure to the constituents of concern identified in the limited Phase II ESA.
• Utility Relocation Work – All Project utility relocations in the vicinity of Kelso Elementary School shall be designed and constructed to remain within the public right-of-way and not impact school property. Relocations shall be located further away from the school as feasible and designed and
constructed to current standards to assure that they create no unacceptable hazards to the school. During Project
construction, any open trenches and construction equipment shall be marked and barricaded such that they are not
accessible by the students or create any potential hazard to school operations. Project utility relocations or cut overs that may require disruption to normal school utility services shall be scheduled to occur outside of normal school hours with advanced notification to the School District.

contaminated soils or
groundwater is encountered,
any further ground disturbing
activities shall be conducted
according to a site- specific
health and safety plan and the
City shall be notified of this
contamination.

If contaminated soils or
groundwater is encountered,
ground disturbing activities
shall not recommence until
remediation is completed and
a “no further action” letter is
obtained or direction is
otherwise given from the
appropriate regulatory agency
that construction can
recommence.

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4.10 Noise
PDF-NOISE-1 Construction Noise Control Plan (CCP)
A Construction Noise Control Plan shall be developed in coordination with an acoustical/vibration consultant approved by the City and approved by the City’s Director of Public Works prior to construction. The Plan shall include measures demonstrating that construction noise levels will be below Federal Transit Administration (FTA)’s General Assessment Construction Noise Criteria. The following construction noise reduction measures shall be incorporated into the plan:
− Install temporary noise barriers that reduce sound at receptors;
− For any idling that is expected to take longer than five minutes, the engine shall be shut off;
− All equipment shall be equipped with optimal muffler
systems;
− Use solar, battery powered, or hybrid equipment
whenever practical;
− Locate staging areas as far away from sensitive receptors as feasible;
− Locate stationary noise sources as far away from
sensitive receptors as feasible;
− Enclose stationary noise sources, such as diesel -or
gasoline-powered generators, with acoustical barriers
where necessary and required;
− If stationary equipment cannot be enclosed within a
shed or barrier, such equipment must be muffled and
located at least 100 feet from sensitive land uses (e.g., residences, schools, childcare centers, hospitals, parks, or similar uses), whenever possible.

Contractor/
Operator,
Community
Affairs Liaison

JPA/DPW-
Engineering
Division
A Construction Noise Control
Plan shall be prepared or
updated and approved prior to
the issuance of any permits for
construction activities by the
City for each site or phase of
the Project, as applicable. The
approved Construction Noise
Control Plan shall be
implemented for the duration
of Project construction.

Acoustical
consultant retained
by
Contractor/Operato
r subject to review
and approval by
DPW-Engineering
Division to confirm
that designee has
requisite expertise.

The City will
designate a
Community Affairs
Liaison to be
responsible for
responding within
24 hours to any
local complaint or
question about
construction
activities. A website
will be established
with project
construction
information and
contact information
for the Community
Affairs Liaison. A
toll-free phone line
(available 24 hours
a day) and website
will be made a part
of all construction
notices and shall be

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− Pole power shall be utilized to the maximum extent
feasible in lieu of generators.
− Impact tools (i.e., jack hammers, pa vement breakers, and rock drills) used for project construction shall be hydraulically or electrically powered wherever possible to avoid noise associated with compressed air exhaust
from pneumatically powered tools. Where use of
pneumatic tools is unavoidable, an exhaust muffler on
the compressed air exhaust and external jackets shall be used where feasible to lower noise levels. Quieter
procedures shall be used, such as drills rather than
impact equipment, whenever feasible. Additionally, use
of “quiet” p ile driving technology (such as auger
displacement installation), where feasible in
consideration of geotechnical and structural
requirements and conditions shall be considered.
− Staging of construction material deliveries behind
fencing to minimize noise emitting from idling vehicles. − On site -signage reminding workers to minimize noise generation.
− When not in use or being staged, heavy equipment shall be located as far as practicable from sensitive receptors. − For project foundations, consider the use of drilled piles or sonic pile drivers or vibratory pile drivers instead of traditional impact pile drivers, as permitted by geological conditions.
− Sequence noisy activities to occur during the same
general time period during daytime hours to the extent
practical.
− Select quieter demolition methods where appropriate
and feasible such that demolition activities can remain within the project specified noise levels.
posted in
prominent public
facing locations
around the Project
area and in
adjacent public
spaces.

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− Unless deemed infeasible for a particular construction activity, the Contractor shall utilize rubber tire earth moving equipment in lieu of track mounted earth
moving equipment.
− Construction material deliveries shall take place within designated construction staging areas as far from
residential sites as practical to minimize noise impacts. − Provide signage at active construction sites and staging areas reminding workers, equipment operators and
delivery vehicles to minimize noise levels to the extent possible.
− Rumble strips or signage shall be provided at roadway access points into contractor laydown and staging areas to slow construction vehicles and limit vehicle noise.
− Coordinate with Inglewood Unified School District
administrators to avoid disruptive noise during school
hours, including scheduling heavy equipment such as
cranes, haul trucks, concrete trucks, concrete pumps,
pneumatic equipment, earth moving vehicles or similar
to operate outside of school hours. The City shall require that the Project's construction noise during school hours would be limited to 5 dBA Leq 1-
hour above the
measured ambient noise levels at Kelso School property
line as identified in the RDEIR. Activities that would exceed this threshold shall be scheduled to occur outside of
normal school hours or mitigated with specific
mitigation measures such as temporary sound walls,
sound blankets, or other sound-attenuating devices. The City shall monitor the Project's construction noise levels during school hours to assure compliance. As requested
by the District, monthly noise monitoring reports on
noise levels during school hours at Kelso School will be provided to the District.

In order to ensure that construction noise levels will be below the

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established standards, the following shall be incorporated into the Plan:
− A monitoring plan shall be implemented during
demolition and construction activities. Warning
thresholds shall be defined that are 5 dBA below the
specified noise limits to allow sufficient time for the Contractor to take actions to reduce noise. A monitoring record that documents all alarms and actions taken to
comply with these measures shall be provided to the City upon request.
− In the event the warning level (dBA) is exceeded,
construction activities shall be temporarily halted in the vicinity of the area where the exceedance occurs. The
source of the noise exceeding the warning level shall be identified follow ed by actions to be implemented to
reduce noise levels below the established standards.

Noise measurements shall be gathered after actions are
taken to verify noise levels are below the warning level before construction activities restart. The following ar e examples of actions that can be taken to reduce
construction noise levels:
− Halting/staggering concurrent construction activities in certain locations;
− Reducing the speed or intensity of the of heavy -duty construction equipment being operated simultaneously.
− Operate equipment at the lowest possible power levels. − Modifying equipment, such as dampening of metal
surfaces or other redesign to minimize metal- to-metal
impacts.

In order to ensure that acceptable noise levels are
maintained at Kelso School, real time noise monitoring will be conducted at Kelso School during the school day. A noise monitor will be located at the southeast corner of Kelso

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School on Prairie Avenue. This noise monitor will update the 1-hour Leq noise level every minute during the school day.

Any time the 1-hour Leq noise level increases by 3 dBA over the ambient noise level during the school day, an alert message will be sent to the construction manager(s) and contact(s) for the contractor(s) working in the vicinity of the school to allow for adjustments to be made to the work in progress to avoid noise levels reaching or exceeding an increase of 5 dBA 1 -hour Leq over ambient noise levels. A contact will also be provided to the Inglewood Unified School District and administration at Kelso School to resolve any District or Kelso School concerns with construction activities and their resulting noise levels during the school day.

PDF NOISE-2 Construction Vibration Reduction Plan (CCP) Prior to the issuance of any demolition or construction permit for each phase of the Project, a Construction Vibration Reduction Plan shall be prepared to minimize construction vibration at nearby sensitive receptors from vibration created by construction activities. The Plan shall be developed in coordination with a certified acoustical/vibration consultant and shall be approved by the City’s Director of Public Works. The Plan shall include but not be limited to the following elements to ensure impacts from ground borne vibration are less than significant:
• A Pre-Demolition and Construction Plan that includes but is not limited to:
− Photos of current conditions of buildings and structures that could be damaged from construction activities. This crack survey shall include photos of existing cracks and other material conditions present on or at the surveyed buildings. Images of interior conditions shall be included if possible. Photos in the report shall be labelled in detail and dated.

Contractor/
Operator

JPA/DPW-
Engineering
Division
A Construction Vibration
Reduction Plan shall be
prepared or updated and
approved prior to the issuance
of any permits for construction
activities by the City for each
site or phase of the Project, as
applicable. The approved
Construction Vibration
Reduction Plan shall be
implemented for the duration
of Project construction.

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− Identify representative cracks in the walls of existing buildings, if any, and install crack gauges on such walls of the buildings to measure changes in existing cracks
during project activities.
− Crack gauges shall be installed on multiple
representative cracks, particularly on sides of the
building facing the Project.
− Determine the number and placement of vibration
sensors at the affected buildings in consultation with a qualified architect. The number of units and the
locations of these sensors shall take into account
proposed demolition and construction activities to
ensure that adequate measurements can be taken
illustrating vibration levels during the course of the
P
roject, and if/when levels exceed the established
threshold.
− A line and grade pre-construction survey at the affected buildings shall be conducted.
• A Vibration Plan During Demolition and Construction that includes the following:
− Regularly inspect and photograph crack gauges,
maintaining records of these inspections to be included in postconstruction reporting. Gauges shall be inspected every two weeks, or more frequently during periods of
active project actions in close proximity to crack
monitors.
− The vibration monitoring system shall measure and
continuously store the peak particle velocity (PPV) in
inches/second. Vibration data shall be stored on a one- second interval. The system shall also be programmed
for two preset velocity levels: a regulatory level that represents when PPV levels would exceed the FTA’s
threshold of significance for a building given its
will be made a part
of all construction
notices and shall be
posted in
prominent public
facing locations
around the Project
area and in
adjacent public
spaces.

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conditions, and a warning level that is 0.05 inch/second (PPV) less than the regulatory level. The system shall also provide real-time alert when the vibration levels exceed either of the two preset levels.
− In the event the warning level (PPV) is triggered, the contractor shall identify the source of vibration impacts and establish steps to reduce the vibration levels,
including but not limited to halting or staggering
concurrent activities and using lower vibratory
techniques.
− In the event the regulatory level (PPV) is triggered, halt the construction activities in the vicinity of the trigger area and visually inspect the building for any damage.

Results of the inspection must be logged. Identify the
source of vibration generation and provide steps to
reduce the vibration level. Vibration measurement shall be made with the new construction method to verify
that the vibration level is below the warning level (PPV).

Construction activities may then restart.
− In the event work occurs in the proximity of identified historic uses, the system shall be programmed for two
preset velocity levels: a regulatory level that represents when PPV levels would exceed the FTA threshold of
significance 0.12 inch/second for a building given its
conditions, and a warning level that is 0.012 inch/second (PPV) less than the regulatory level.
− Collect vibration data from receptors and report
vibration levels to the Joint Powers Authority and/or the City on a daily basis. The reports shall include
annotations regarding project activities as necessary to explain changes in vibration levels.
• Post-Construction Reporting and Repairs:
− Provide a report to the Joint Powers Authority and/or

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the City regarding crack and vibration monitoring
conducted during demolition and construction. In
addition to a narrative summary of the monitoring
activities and their findings, this report shall incl ude photographs illustrating the post -construction state of cracks and material conditions that were presented in
the pre -construction assessment report, along with
images of other relevant conditions showing the impact, or lack of impact, of project activ ities. The photographs shall sufficiently illustrate damage, if any, caused by the Project and/or show how the Project did not cause
physical damage to the buildings. The report shall
include analysis of vibration data related to project
activities, as wel l as summarize efforts undertaken to avoid vibration impacts. Finally, a postconstruction line and grade survey shall also be included in this report. − Perform repairs to buildings if damage is caused by
vibration or movement during the demolition and/or
construction activities. Repairs may be necessary to
address, for example, cracks that expanded as a result of the Project, physical damage visible in post-construction assessment, or holes or connection points that were
needed for shoring or stabilization. Repairs shall be
directly related to project impacts and will not apply to general rehabilitation or restoration activities of the buildings.
• To minimize the risk of potential structural and building damage:
− Limit the location of pile driving and vibratory roller activity to not be within 55 feet and 30 feet of the
nearest off-site sensitive receptor, respectively.
− Limit the number of jackhammers operating
simultaneously to one (1) piece operating within 45 feet of off-site sensitive receptors.

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− In the event impact pile driving is required, equipment shall only be used from the hours of 7:00 AM to 7:00 PM.

If feasible, pile driving should use alternative technology such as vibration or hydraulic insertion.
• To minimize the risk of related to human annoyance:
− Limit the location of pile driving to 310 feet of off -site vibration sensitive receptors.
− Limit the location of vibratory roller to 150 feet of off - site vibration sensitive receptors.
− Limit the location of large bulldozer to 85 feet of off-site vibration sensitive receptors.
− Limit the location of caisson drilling to 85 feet of off-site vibration sensitive receptors.
− Limit the location of loaded trucks to 75 feet of off -site vibration sensitive receptors.
− Limit the location of jackhammers to 45 feet of off -site vibration sensitive receptors.
− Limit the location of small bulldozer to 25 feet of off-site vibration sensitive receptors.

PDF NOISE-3 Operational (CCP)
The exterior noise level generated by the ATS train, inclusive of all contributing noise sources, shall not exceed the levels specified in Section 2.2.1, Exterior Airborne Noise, ASCE 21- 05 (American Society of Civil Engineers, Automated People Mover Stand ards - Part 2 Section 2.2.1, Exterior Airborne Noise, ASCE 21-05.).29F The design of any barriers along the guideway designed to reduce noise shall be subject to the limits noted in Table 4.10-9.

Operator JPA/DPW-
Engineering
Division

4.0 Mitigation Monitoring and Reporting Program
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4.12 Transportation
PDF TRANS-1 Transit Access and Circulation Program (CCP) The Project Task Force (as identified in the Construction Commitment Program) will be responsible for the following:
• Ensuring that access to bus transit stops and bus circulation are always maintained, unless infeasible and closure is approved by the City.
• Coordinating with Metro and any other transit service providers to:
− Relocate bus stop(s) if necessary, during cons truction with appropriate wayfinding signage and information
dissemination, with all temporarily relocated bus stops located as close as feasible to the original bus stop
location.
− Reroute transit bus lines if necessary, during
construction with appropriat e wayfinding signage and
information dissemination.

Project Task
Force

JPA/DPW-
Transportation
& Traffic
Division,
Project Task
Force
. The Plan shall be
implemented prior to start of
construction activities for each
site or phase of the Project, as
applicable. Access to bus
transit stops and maintenance
of bus circulation would be
ongoing during construction.

PDF TRANS- 2 Construction Staging & Traffic Control Program (CCP)
A Construction Staging and Traffic Control Program will be developed by members of the Project Task Force (as defined in the Construction Commitment Program) , subject to review and acceptance by the City and/or the JPA, and will address the following topics:
• Coordination with other public infrastructure projects within the City’s boundaries
• Detour routes, including analysis of impacts to pedestrian, business, bicycle, transit, and traffic flow
• Coordination of closures and restricted access during the construction period with special attention during periods of Project Task
Force

JPA/DPW-
Transportation
& Traffic
Division
The Program shall be
implemented prior to start of
construction activities for each
site or phase of the Project, as
applicable. Notification of
street closures would be
posted online 45 to 60 days
prior to closures.

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expected heavy traffic from events scheduled at SoFi Stadium and other venues in the Los Angeles Sports and
Entertainment District at Hollywood Park, the Forum, and the Inglewood Basketball and Entertainment Center.
• Coordination with the City, police, and fire services department regarding maintenance of emergency access and response times
• Monitoring and coordination of construction materials deliveries
• Notification to businesses and residents on upcoming
construction activities including but not limited to the establishment of a website with project construction
information, signage, and web-based media.

The Traffic Control Program will be developed as needed based on the following principles:
• Minimize traffic impacts on residential streets.
• Establish minimum traffic lane requirements for Manchester Boulevard, Florence Avenue, and Prairie Avenue during
construction such that at least the full number of traffic lanes in the peak direction, and if feasible, one traffic lane in the off-peak direc tion is available, with additional capacity provided through appropriate detour routes. The directional traffic lanes may be reversible to maintain the peak
directional capacity in either direction as necessitated by traffic demands. For all other streets potentially affected by construction, maintain at least one lane of traffic in each direction unless otherwise approved by the City.
• Maintain access to and from all alleys at one or both ends of the alley when possible. If an alley is obstructed such that a turnaround by any vehicle is not feasible, traffic flaggers shall be provided to control access to/from the alley.
• Maintain access for all public safety vehicles (such as police,

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fire, and emergency response).
• Maintain bicycle and pedestrian access within the Project area or approved detours at all times.
• Provide adequate street access to City service vehicles, including but not limited to trash pickup and street sweeping service vehicles, during planned service times.
• Sidewalk closures should be avoid ed to the degree feasible and are permitted only when approved by the City.

Accessible detours shall be provided if sidewalk closures are necessary.
• Use traffic control officers/flaggers as appropriate to minimize the degree and duration of impacts and maintain safety.
• Establish and maintain wayfinding signage.
• Maintain vehicular and pedestrian access to all businesses and residents impacted by construction activities including roadway closures.
• Hold quarterly community outreach meetings with
businesses and residents to provide updates on temporary, full, or partial street closures necessary for construction.

Website will be updated 45 to 60 days prior to planned dates of any street closures.
• All closures, full or partial, are subject to City review and approval which shall consider measures to minimize the
degree and duration of street and lane closures.
• Entry and exit to the Market Street/Florence Avenue
construction site shall be limited to right turns to/from Florence Avenue for large trucks, construction equipment, and material deliveries. An entrance off Locust Street
between Florence Avenue and Regent Street will also be
required to serve the contractor’s offices and staging area. If required for phasing, the Locust Street entrance may also be

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used for large trucks, construction equipment, and material deliveries as approved by the City.

PDF TRANS-3 Preliminary Haul and Overload Routes (CCP)
• Haul routes and overload/oversized vehicle routes are subject to review and approval by the City.
• To the extent possible, truck deliveries and hauling of bulk materials such as aggregate, bulk cement, dirt, etc. to the Project area, and hauling of material from the Project area, shall be scheduled during off -peak hours to avoid the peak commuter traffic periods on designated haul routes.
• Truck deliveries and hauling of dirt, aggregate, bulk cement, and all other materials and equipmen t, shall be on
designated routes only (freeways and nonresidential streets).

Contractor/
Operator

JPA/DPW-
Transportation
& Traffic
Division
Haul routes shall be
designated prior to start of
construction activities for each
site or phase of the Project, as
applicable.

PDF TRANS-4 Pedestrian Access Program (CCP)
A Pedestrian Access Program will be developed by members of the Project Task Force (as defined in the Construction
Commitment Program), subject to review and acceptance by the City and/or the JPA, and will adhere to the following principles:
• Pedestrian access to buildings shall be maintained at all times.
• Maintain all crosswalks to the extent feasible. Whenever a crosswalk is removed from service, establish, and maintain temporary accessible replacement crosswalks as close as practicable to the original crosswalk locations unless the City determines that a replacement crosswalk is not necessary to maintain an adequate level of service. Replacement
crosswalks shall be identified and controlled by wayfinding signs approved by the City.
• Establish and maintain pedestrian wayfinding signage. • Maintain sidewalk access for pedestrians, including providing Project Task
Force

JPA/DPW-
Transportation
& Traffic
Division
The Program shall be
implemented prior to start of
construction activities for each
site or phase of the Project, as
applicable.

4.0 Mitigation Monitoring and Reporting Program
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temporary sidewalks if existing sidewalks are disrupted during construction. Any sidewalk closures are subject to review and approval by the City.
• Sidewalks that are being maintained in a temporary condition shall meet all applicable safety standards, including but not limited to the requirements of the Federal Americans with Disabilities Act and similar California laws.
• Protect pedestrians from construction -related debris, dust, and noise; such protection may include the use of dedicated pedestrian barriers.
• Coordinate with the Inglewood Unified School District and the City to provide crossing guards at locations requested by IUSD or the City when crosswalks or sidewalks are closed.

Identify temporary alternate routes to school, working
closely with IUSD and the City, and disseminate this
information to schools and stakeholders affected by
construction.

PDF TRANS-5 Parking Management Plan (CCP)
A Parking Management Plan (as defined in the Construction Commitment Program) will be developed by members of the Project Task Force, subject to review and acceptance by the City and/or the JPA, and shall adhere to the following principles:
• Parking, staging, or queuing of Project -related vehicles, including workers’ personal or project -assigned vehicles, trucks, and heavy vehicles, shall be prohibited on City streets at all times, outside of a permitted workspace unless
otherwise approved by the City. If the use of residential permit parking spots is necessary for construction, provide for equivalent overnight replacement parking for removed residential permit parking spots at the nearest possible location to the location where parking has been removed. • Replace loss of metered parking spaces by making available Project Task
Force

JPA/DPW-
Transportation
& Traffic
Division
The Plan shall be implemented
prior to start of construction
activities for each site or phase
of the Project, as applicable.

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an equivalent number of parking spaces in an off -street parking facility located near the lost parking. The parking spaces shall be provided for public use at a rate no greater than the metered parking rate.
• Provide public notice of the availability of the alternative parking spaces through outreach to businesses and residents with signage.

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28 RESOLUTION NO. _______

A RESOLUTION OF THE CITY COUNCIL

ADOPTING AMENDMENTS TO THE LAND USE,

CIRCULATION AND SAFE TY ELEMENTS OF

THE INGLEWOOD GENERA L PLAN FOR THE

INGLEWOOD TRANSIT CONNECTOR PROJECT

General Plan Amendment No. 2022-001
SECTION 1.

WHEREAS, Section 65302 (a) of the California Government Code requires certain Elements to be included in the City of Inglewood General Plan (General Plan).

WHEREAs, the General Plan does not expressly address the ITC Project, and th erefore amendments to the General Plan are warranted, including certain text and map amendments to the General Plan Land Use, Circulation and Safety Elements , which are attached to this Resolution as Exhibit B and are incorporated herein by this reference (collectively, the General Plan Amendments);
WHEREAS, the Planning Commission scheduled a public hearing for the 2nd day of March 2022, beginning at 7:00 p.m. to consider General Plan Amendment No. 2022-001 (GPA 2022-001)., and;
WHEREAS, notice of the time and place of the hearing was given as required by law; and

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28 WHEREAS, t he Planning Commission conducted the hearing at the time and place stated in the notice and afforded all persons interested in the matter of the proposed General Plan Amendments, or in any matter or subject related thereto, an opportunity to address the Planning Commission and be heard and to submit any testimony or evidence in favor or against the proposed General Plan Amendments; and,
WHEREAS, pursuant to the Califo rnia Environmental Quality Act, Public Resources Code, §§21000 et seq. (CEQA), the City prepared an Environmental Impact Report (EIR) for the Inglewood Transit Connector Project, including the General Plan Amendments (State Clearinghouse No. 2018071034), which analyzes the environmental impacts of the proposed ITC Project. Prior to making a recommendation on the General Plan Amendments, the Planning Commission reviewed and considered the EIR and recommended that the City Council certify the EIR including the associated CEQA findings and Mitigation Monitoring and Reporting Program for the Project (MMRP) ; and,
WHEREAS, the Planning Commission considered the General Plan Amendments and testimony and information received at the public hearing relating to the Proje ct, including without limitation the oral and written reports from City staff, oral reports from City consultants, and the EIR. After taking public testimony and considering the issues, the Planning Commission adopted Resolution No. 1924 entitled:

A RESOL UTION OF THE PLANNIN G

COMMISSION OF THE CI TY OF INGLEWOOD,

CALIFORNIA, APPROVIN G AND

RECOMMENDING TO THE CITY COUNCIL FOR

APPROVAL AMENDMENTS TO THE LAND USE,

CIRCULATION AND SAFE TY ELEMENTS OF

THE INGLEWOOD GENERA L PLAN FOR THE

INGLEWOOD TRANSIT CONNECTOR PROJECT

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28 WHEREAS, the matter of Resolution No. 1924 was presented to the City Council on March 22, 2022; and
WHEREAS, on March 22, 2022, the City Council set a public hearing for GPA-2022-001 for April 5, 2022 before the City Council; and WHEREAS, notice of the time and place of the hearing was given in compliance with legal requirements; and
WHEREAS, on April 5, 2022, at its scheduled meeting, the City Council continued the public hearing for GPA -2022-011 to the meeting of the City Council taking place on April 12, 2022; and
WHEREAS, on April 12, 2022, the City Council conducted the hearing at the time and place stated above and afforded all persons interested in the matter of the General Plan Amendment, or in any matter or subject related thereto, an opportunity to appear before the City Council and be heard and to submit testimony or evidence in favor of or against the proposed amendments.

SECTION 2.

NOW, THEREFORE, BE IT RESOLVED that the City Council has carefully considered all testimony and evidence presented and, based on the such testimony and evidence information contained in the General Plan Amendments, the EIR, the staff reports to the Planning Commission, and all other information contained in the City’s administrative record concerning the ITC Project, the City Council .
finds as follows:

1. All procedural requirements for the City Council to approve the General Plan Amendments have been followed.

2. The General Plan Amendments substantially compl y with the applicable requirements of state law.

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28 3. The General Plan Amendments are substantially compatible with the unnamed portions of the General Plan and will maintain an internally consistent General Plan.

4. The General Plan Amendments will help establish appropriate land uses and development standards for the efficient, orderly, and compatible development of the ITC Project and the adoption of the Amendments is reasonably related to the protection of the public health, safety, and welfare.

5. An EIR has been prepared for the Project , including the proposed General Plan Amendments. Prior to final approval of these General Plan Amendments, the City Council certified the EIR and adopted the associated CEQA findings and MMRP in accordance with CEQA as provided in City Council Resolution No. ____ (EIR Certification Resolution).

SECTION 3
BE IT FURTHER RESOLVED:

That the City Council of the City of Inglewood, following review of proposed General Plan Amendments, and consideration of testimony at the public hearing, the City staff reports a nd other information in the record as a whole, finds the proposed General Plan Amendments to be adequate as presented and worthy of approval and hereby approves and adopts the General Plan Amendments attached hereto as Exhibit B. Corresponding text changes are made to the Land Use Element, Safety Element and Circulation Element.

SECTION 4
BE IT FURTHER RESOLVED:

That the City Clerk shall certify to the passage and adoption of this resolution and to its approval by the City Council and this Resolution shall be in full force and effect immediately upon adoption.

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28 This resolution for the General Plan Amendment No. 2022-001 (GPA- 2022-01) attached hereto as Exhibit B is passed, approved and adopted this ____ day of April 2022.

ATTEST:

___________________________
Aisha L. Thompson
City Clerk

___________________________________
James T. Butts
Mayor

"EXHIBIT B"

TEXT AMENDMENTS TO

THE INGLEWOOD GENERAL PLAN
Added text is shown in bold underline: removed text is shown in l:>alEI strikethrough.

LAND USE ELEMENT:

1. General Plan Land Use Element "Section II- Statement of Objectives" for the "Circulation" subsection of the "Goals and Objectives" section on page 8 is amended as follows:

E. Circulation
- lEnsure that proposed new uses can be accommodated by adequate and safe streets.

Promote, support and accommodate adequate public and high-capacity public transportation (such as the Inglewood Transit Connector Project) and associated infrastructure within the city and the region.

2. The "Downtown Transit Oriented District" subsection of the "Goals and Objectives" section of the General Plan Land Use Element is hereby updated and amended as follows:

Downtown Transit Oriented District [Intervening text intentionally omitted] Goal #2: Downtown is a revitalized yet forward-looking gathering place for the community
Policy 2.3: Preservation of Historic Fabric. Require the preservation of buildings that have been designated as historic and encourage the reuse of other historic buildings. Maintain the sense of place in areas with historic fabric and/or meaning such as Market Street between Regent Street and Hillcrest Avenue and the Hillcrest neighborhood east of Locust Street. Where not feasible to preserve a historic building, incorporate design features that enhance the integrity and value attributed to the historic resource.

"EXHIBIT B"
Added text is shown in bold underline: removed text is shown in bold stril(ethrough.

CIRCULATION ELEMENT:

1. The "Street Classification" section of the General Plan Circulation Element of the General Plan is updated and amended as follows in order to reflect that Market Street (between Florence Avenue to the north and La Brea Avenue to the south) is appropriately classified as a "Collector" and not a "Minor Arterial":
a. The "Purpose of the Circulation Element" section on Page 5 of the General Plan Circulation Element is hereby and amended as follows:

This Circulation Element also designates truck routes and bicycle through Inglewood. However, revisions to these route plans may be adopted by the Inglewood City Council without requiring the amendment of this element. Alternative modes of transportation such as pedestrian connections. bus. rail. bicycle and automated transportation systems (e.g .• automated people mover. monorail. etc.) (bus, rail, bicycle) are discussed and evaluated as to their availability or their potential to supplement the community's reliance on the automobile.
b. The "Minor Arterials" section on Page 19 of the General Plan Circulation Element is hereby updated and amended as follows:

3. MINOR ARTERIALS. [Intervening text and Nos. 1-6 intentionally omittecl]
The following streets in Inglewood are classified as Minor Arterials:

7. Market Street (Florence Avenue to La Brea Avenue)
& Overhill Drive

8. 9-c Van Ness Avenue

9. 4-0-. West Boulevard (north of Florence Avenue)

10. -14-c 108th Street (east of Crenshaw Boulevard)

11. !l!b 120th Street

"EXHIBIT A"

2. The "Streets Rights-of-Way" section on Page 30 of the General Plan Circulation Element is hereby updated and amended as follows:

STREET RIGHTS-OF-WAY
The design of a street and the number of lanes in its roadway are usually a factor of the width of the street right-of-way. Inglewood streets have exceptionally varied widths. The widest right-of-way is currently 125 feet along a portion of South La Brea Avenue (because it once included a trolley right-of-way) though future right-of-way widening projects along Prairie Avenue may result in a right-of-way of up to 132 feet. Many residential streets have only 5O-foot rights-of-way; a few are as narrow as 40 feet. The reasons for such varied widths, and the difficulty of increasing the widths of many streets, are discussed elsewhere in this Element.
[Subsequent text omitted]

3. The "Street Widening" section on Page 32 of the General Plan Circulation Element is hereby updated and amended as follows (new text shown as underlined, and deleted text shown as strilmthrough):

STREET WIDENING [Intervening text and Nos. 1-21 intentionally omitted] The following arterial and collector streets in Inglewood are selectively identified as streets that need to be widened to accommodate current or anticipated vehicular traffic or public infrastructure needs:

13. Hyde Park Boulevard (Glenway Drive to Industrial Avenue)

14. Inglewood Avenue (Manchester Boulevard to Arbor Vitae)

15. Prairie Avenue (Manchester Boulevard to Hardy Street)

16. 4e-, Yukon Avenue (104th Street to Imperial Highway)

17. 4-e. 104th Street (Prairie Avenue to Yukon Avenue)

18. 4+-c 108th Street (Prairie Avenue to Crenshaw Boulevard}

4. The "Light Rail Transit" section on Pages 48 and 50 of the General Plan Circulation Element is hereby updated and amended as follows:

"EXHIBIT B"
Parking lots arc will be provided adjacent to many of these stations.

Additionally, when the light rail transit sommenses operation (planned for the mid 1990's), it is antisipated that the SCRTD Los Angeles County Metropolitan Transportation bus lines are and will be coordinated to serve these stations.

Another rnute surrently being studied by the Los Angeles County Transportation Commission runs south from the Crenshaw Distrist in Los Angeles along Crensha•,,· Baule'laFd and along the Santa Fe Fight of way ta Prairie A'lenue. The rnute then follows Prairie A'lenue thrnugh Inglewood south to the transit line in the Century Free•,.,.ay.

5. The Circulation Element "Bicycle Route Plan" Map on page 57 of the General Plan Circulation Element is revised (as depicted below) to remove Prairie Avenue as a "Type I" Designated Route.
[Map to be inserted in final version]

6. The "Street Environment" section on Page 66 of the General Plan Circulation Element is hereby updated and amended as follows:

STREET ENVIRONMENT [Intervening text intentionally omitted] In addition to street circulation and roadway widths previously discussed, many other factors contribute to the quality of a community's streetscapes and street environments. Within the public rights-of-way are parkway and median landscaping, street signs, lighting and other street furniture, utility poles, aR€I curbside parking, and, in designated areas, project infrastructure related to the Inglewood Transit Connector (discussed above in the Part Three in the "Light Rail Transit" subsection). Influencing factors provided by private property abutting streets include architecture, landscaping, signs and off-street parking.

7. The "Parkway and Median Landscaping" section on Page 69 of the General Plan Circulation Element is hereby updated and amended by adding the following sentence:

See Attachment 1
See Attachment 2
"EXHIBIT B"

2. The "Transportation Routes" section on Page 31 of the General Plan Safety Element is hereby updated and amended by adding the following sentence at the end of the section (new text shown as underlined, and deleted text shown as stril(ethrough):

4. TRANSPORTATION ROUTES. [Intervening text intentionally omittec/j There are three different surface modes of transportation through the City of Inglewood.

There are the surface streets with several major arteries (a small portion of which includes the Inglewood Transit Connector Project), the San Diego (Interstate 405) Freeway and the Century/ Anderson (Interstate 105) Freeway which includes a light rail transit line, and Crenshaw/LAXX Light Rail Line.
a. ARTERIAL SURFACE ROUTES. There are some major arteries that could be damaged because they are located across or in proximity to the NIFZ and the Potrero Fault. Such damage could occur to Centinela Avenue, Florence Avenue, Manchester Boulevard, Century Boulevard, and Imperial Highway if a major seismic event were to occur. Some portions of the Manchester Boulevard right-of-way will be developed with the fixed guideway public transit project known as the Inglewood Transit Connector. (See Evacuation Routes below.)
ATTACHMENT 1
ATTACHMENT 2

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28 ORDINANCE NO. ________

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF

INGLEWOOD, CALIFORNIA, APPROVING ZONE CHANGE
ZC-2021-001 TO ESTABLISH A TRANSPORTATION

CORRIDOR OVERLAY ZONE

(Zone Change ZC-2022-001)

1.6-mile long, elevated guideway, located within current and to -be-acquired public right -of-way along Market Street, Manchester Boulevard, and Prairie Avenue, as shown in Exhibit A.

WHEREAS, a City initiated proposal was made to establish the Transportation Corridor Overlay Zone that would apply in the ITC Project area as shown in Exhibit A and which includes the properties listed by Assessor Identification Numbers in Exhibit B. The Transportation Corridor Overlay Zone would modify the underlying zones to allow the development and operation of the proposed Project and all components on the properties in the underlying zones that overlap with the Project. The Transportation Corridor Overlay Zone would define the uses permitted in this overlay zone area and applicable supplemental development standards for the ITC Project facilities, and the City’s design review process for the ITC Project.

WHEREAS, the Planning Commission scheduled a public hearing for the 2nd day of March, 2022, beginning at 7:00 p.m. t o consider Zone Change No. 2022-001 (ZC-2022-001); and

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28 WHEREAS, notice of the time and place of the hearing was given as required by law , including legal notice published in the Inglewood Today newspaper, a newspaper of general circulation; notices mailed to interested individuals and agencies listed in the Inglewood Transit Corridor Overlay Zone; and a notice was posted on the City Hall public information board; and WHEREAS, on March 2, 2022, the Planning Commission conducted the hearing at the time and place stated in the notice and afforded all persons interested in the matter of the proposed Zone Change , or in any matter or subject related thereto, an opportunity to address the Planning Commission and be heard and to submit any testimony or evidence in favor or against; and WHEREAS, the Planning Commission considered the Zone Change and testimony and information received at the public hearing relating to the Project, including without limitation the oral and written reports from City staff, oral reports from City consultants, and the EIR. After taking public testimony and considering the issues, the Planning Commission adopted Resolution No. 1925 entitled:

A RESOLUTION OF THE PL ANNING

COMMISSION OF THE CI TY OF INGLEWOOD,

CALIFORNIA, APPROVIN G AND

RECOMMENDING TO THE CITY COUNCIL FOR
APPROVAL, ZONE CHANG E ZC -2022-001 AND
ZONING CODE AMENDMEN T ZCA -2022-001 TO
CHAPTER 12 (OF THE I NGLEWOOD MUNICIPAL

CODE (IMC) TO ESTABLISH THE

TRANSPORTATION CORRIDOR OVERLAY ZONE

WHEREAS, the matters covered in Resolution No. 1925 consisting of the proposed Zone Change ZC-2022-001 were presented to the City Council on March 22, 2022, who then scheduled a public hearing for April 5, 2022, and,

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28 WHEREAS, notice of the time and place of the hearing was given as required by law; and,
WHEREAS, on April 5, 2022, at its scheduled meeting, the City Council continued the public hearing for ZC-2022-001 and ZCA-2022-001 to the meeting of the City Council taking place on April 12, 2022;
WHEREAS, notice of the time and place of the hearing was given as required by law; and,
WHEREAS, on April 12, 2022, the City Council conducted the hearing at the time and place stated in the notice and afforded all persons interested in the matter of the proposed Zone Change, or in any matter or subject related thereto, an opportunity to appear before the City Council and be heard and to submit any testimony or evidence in favor or against the proposed Zone Change; and, WHEREAS, after taking public testimony and considering the issues, the City Council determined that the Zone Change should be approved such that the Transportation Corridor Overlay Zone should be established and certain parcels should be rezoned; and,
WHEREAS, the City Council has carefully considered all testimony and evidence presented in this matter, and being advised finds as follows:

SECTION 1.

Pursuant to the California Environmental Quality Act, Public Resources Code, Section 21000, et seq. (CEQA), the City prepared an Environmental Impact Report (EIR) for the Inglewood Transit Connector Project (State Clearinghouse No. 2018071034), which analyzed environmenta l impacts of the proposed ITC Project and the associated entitlements, including the proposed Zone Change and Zoning Code Amendments. Prior to making a decision on the Zone Change, the City Council reviewed and considered the EIR and pursuant to Resolution No. _____ (City Council EIR Certification Resolution) certified the EIR, made certain

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28 environmental findings, and adopted a Mitigation Monitoring and Reporting Program (MMRP).

SECTION 2.

1. The proposed Zone Change to establish the Transportation Corridor Overlay Zone is appropriate for the subject properties in terms of the adequacy of the sites to accommodate land uses permitted by the proposed overlay zone.

2. The Transportation Corridor Overlay Zone is consistent with the provisions of the General Plan in that it:
a. Facilitates the allocation of land in the City to satisfy the multiple needs of residents.
b. Facilitates the development of a key transit facility connection that will result in new economic and air quality benefits, improve mobility, reduce vehicle miles traveled and greenhouse gas emissions, and offer a major regional economic stimulus through job creation and workforce development opportunities.

3. The Zone Change will not constitute the granting of a special privilege to the property owner inconsistent with the current or designated uses or limitations of other properties in the vicinity because the proposed zone

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28 change encompasses numerous properties in different areas of the City and applicable owners.

4. The Zone Change will not constitute the establishment of unique standards, offering special privilege to a particular individual or group of individuals, that is inconsistent with the general intent of the provisions of this Chapter or that may be detrimental to the general welfare of the community because the Zone Change encompasses numerous properties in different areas of the City and applicable owners.

5. Pursuant to the California Environmental Quality Act, Public Resources Code, Section 21000, et seq. (CEQA), the City prepared an Environmental Impact Report (EIR) for the Inglewood Transit Connector Project, including the Zone Change and Zoning Code Amendm ents (State Clearinghouse No.2018071034), which analyzes adverse environmental impacts of the proposed project and the amendments. Prior to making a decision on the amendments, the City Council certified the EIR, adopted the related CEQA findings, and adopted the MMRP for the ITC Project as provided in City Council Resolution No. ____ (EIR Certification Resolution) SECTION 3.

WHEREAS, at the conclusion of the public hearing, the City Council determined that the Zone Change specified herein should be approved.

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

The City Council concurs with the Planning Commission recommendation and does hereby approve Zone Change No. ZC -2022-001, to establish the Transportation Corridor Overlay Zone and rezone certain parcels as identified on Exhibits A and B hereto , under the provisions of Chapter 12, Article 27 of the Inglewood Municipal Code.

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28 The City Clerk shall certify to the passage and adoption of this ordi nance and to its approval by the City Council and shall cause the same to be published in accordance with the City Charter and thirty days from the final passage and adoption, this ordinance shall be in full force and effect.

This ordinance to establish an Inglewood Transit Connector Overlay Zone and to rezone certain other parcels, was introduced by the City Council on the day of April, and is passed, approved and adopted by the City Council of the City of Inglewood this _____ day of ___________ 2022.

____________________________________
JAMES T. BUTTS

MAYOR OF THE CITY OF

INGLEWOOD, CALIFORNIA

Attest:

______________________________
AISHA L. THOMPSON

CITY CLERK
(SEAL)

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28 ORDINANCE NO. ________

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF

INGLEWOOD, CALIFORNIA, APPROVING ZONING CODE
AMENDMENT ZCA 2022-001 TO ESTABLISH A

TRANSPORTATION CORRI DOR OVERLAY ZONE IN CHAPTER
12 (PLANNING AND ZON ING) OF THE INGLEWOO D

MUNICIPAL CODE

(Zoning Code Amendment ZCA 2022-001)

WHEREAS, a City initiated proposal was made to establish a Transportation Corridor Overlay Zone that would apply t o the proposed ITC Project areas. The Transportation Corridor Overlay Zone would modify the underlying zones to allow the development and operation of the proposed Project and all components on the properties in the underlying zones that overlap with the Project. The Transportation Corridor Overlay Zone would define the uses permitted in this overlay zone area and applicable supplement development standards for the ITC Project facilities, and the City’s design review process for the ITC Project.

WHEREAS, on March 2, 2022 the Planning Commission conducted a public hearing for this matter and approved Resolution No. 1925 entitled:
//

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28 A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY

OF INGLEWOOD, CALIFO RNIA, APPROVING AND

RECOMMENDING TO THE CITY C OUNCIL FOR APPROVAL,
ZONE CHANGE ZC -2022-001 AND ZONING CODE AMENDMEN T
ZCA-2022-001 TO CHAPTER 12 (OF THE INGLEWOOD

MUNICIPAL CODE (IMC) TO EST ABLISH THE

TRANSPORTATION CORRIDOR OVERLAY ZONE
WHEREAS, the matters covered in Resolution No. 1925 consisting of the proposed Zoning Code Amendment ZCA -2022-001 were presented to the City Council on March 22, 2022, who then scheduled a public hearing for April 5, 2022; and
WHEREAS, notice of the time and place of the hearing was given as required by law; and
WHEREAS, on April 5, 2022, at its scheduled meeting, the City Council continued the public hearing for ZC -2022-001 and ZCA-2022-001 to the meeting of the City Council taking place on April 12, 2022;
WHEREAS, notice of the time and place of the hearing was given as required by law; and,
WHEREAS, on April 12, 2022, the City Council conducted the hearing at the time and place stated in the notice and afforded all persons interested in the matter of the proposed Zoning Code Amendment to the Inglewood Municipal Code, or in any matter or subject related thereto, an opportunity to appear before the City Council and be heard and to submit any testimony or evidence in favor or against the proposed Zoning Code Amendments; and,
WHEREAS, after taking public testimony and considering the issues, the City Council determined that the Transportation Corridor Overlay Zone should be established and that certain changes specified herein should be made to the text of Chapter 12 of the Inglewood Municipal Code; and,
WHEREAS, the City Council has carefully considered all testimony and evidence presented in this matter, and being advised finds as follows:

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28 SECTION 1.

Pursuant to the California Environmental Quality Act, Public Resources Code, Section 21000, et seq. (CEQA), the City prepared an Environmental Impact Report (EIR) for the Inglewood Transit Connector Project (State Clearinghouse No. 2018071034), which analy zed environmental impacts of the proposed ITC P roject and the associated entitlements , including the proposed Zone Change and Zoning Code Amendments. Prior to making a decision on the Zone Change, the City Council reviewed and considered the EIR and pursuant to Resolution No. _____ (City Council EIR Certification Resolution) certified the EIR, made certain environmental findings, and adopted a Mitigation Monitoring and Reporting Program (MMRP).

SECTION 2.

Based on the entirety of the materials before th e City Council, including without limitation, agenda reports to the City Council and Planning Commission; the EIR and all appendices thereto and supporting information; City Council Resolution No. _____ (EIR Certification Resolution) including the CEQA Fin dings and MMRP; all minutes, reports, and public testimony and evidence submitted as part of the Planning Commission's and City Council’s duly -noticed meetings regarding the ITC Project, and all other information contained in the administrative record regarding the Project, the City Council finds as follows:
1) The Zoning Code Amendment is consistent with the provisions of the General Plan in that it:
a. Facilitates the allocation of land in the City to satisfy the multiple needs of residents
b. Facilitates the development of a key transit facility connection that will result in new economic and air quality benefits, improve mobility, reduce vehicle miles traveled and greenhouse gas emissions, and offer a major regional economic stimulus through job creation and workforce development opportunities

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28 2) The Zoning Code Amendment will not constitute the granting of a special privilege to the property owner inconsistent with the current or designated uses or limitations of other properties in the vicinity because the proposed zone change encompasses numerous properties in different areas of the City and applicable owners.
3) The Zoning Code A mendment will not constitute the establishment of unique standards, offering special privilege to a particular individual or group of individuals, that is inconsistent with the general intent of the provisions of this Chapter or that may be detrimental to the general welfare of the community because the Zoning Code Amendment each encompass numerous properties in different areas of the Ci ty and applicable owners.
4) Pursuant to the California Environmental Quality Act, Public Resources Code, Section 21000, et seq. (CEQA), the City prepared an Environmental Impact Report (EIR) for the Inglewood Transit Connector Project, including the Zone Change and Zoning Code Amendments (State Clearinghouse No.2018071034), which analyzes adverse environmental impacts of the proposed project and the amendments. Prior to making a decision on the amendments, the City Council certified the EIR, adopted the related CEQA findings, and adopted the MMRP for the ITC Project as provided in City Council Resolution No. ____ (EIR Certification Resolution).

SECTION 3
WHEREAS, at the conclusion of the public hearing, the City Council determined that the Zoning Code Amendment specified herein should be approved.

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

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28 The text of Article 5.1 (“R -M” Residential Medical), Section 12-22.29 of Chapter 12 of the Inglewood Municipal Code is hereby modified to read as follows:

The following Medical Enterprise Overlay Zone provisions are applicable only to R-M (Residential and Medical) and C -2 (General Co mmercial) zoned properties located in the following Planning Areas:

Planning Area One. Properties that are zoned R-M and located to the north of Manchester Boulevard and those C -2 zoned properties adjacent to the west side of Prairie Avenue that are located between Florence Avenue to the north and Manchester Terrace to the south.

Planning Area Two. Properties that are zoned R-M and located to the south of Manchester Boulevard and those C -2 zoned properties adjacent to the west side of Prairie Avenue t hat are located between Manchester Boulevard to the north and Hardy Street to the south except Transportation Corridor Overlay Zone Permitted Uses under Section 12 -38.104 are exempt from all provisions of the Medical Enterprise Overlay Zone.

SECTION 4
The Inglewood Municipal Code, Chapter 12 (Planning and Zoning) is hereby amended by adding Article 17.6, Transportation Corridor Overlay Zone, to read as follows:

Article 17.6 “TCO” TRANSPORTATION CORRIDOR OVERLAY ZONE Section. 12-38.101. Purpose.

The Transportation Corridor Overlay Zone (“Transportation Corridor Overlay Zone”) is established to provide for the orderly development of a fixed guideway public mass transit facility extension of approximately 1.6 miles to connect (and allow for the transfer of passengers between) the Metro K Line and the major employment, housing, and activity centers located along South Prairie Avenue between Manchester Boulevard (to the north) and West 104 th Street (to the south).

The Transportation Corridor Overlay Zone’s establishment is informed by the

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28 unique nature of the transit project, including its expanse over multiple underlying zones and the need for integration into various public rights -of-way. Realization of this key transit facility connection will result in n ew economic and air quality benefits, facilitate one of the largest economic development programs in Los Angeles County, improve mobility, reduce vehicle miles traveled and greenhouse gas emissions, and offer a major regional economic stimulus through job creation and workforce development opportunities.

Section. 12-38.102. Applicability.

The intent of this Article is to allow for the additional Transportation Corridor Overlay Zone Uses (as such term is defined in Section 12-38.103) within the Transportation Corridor Overlay Zone and to establish development standards applicable to such uses. Except as otherwise provided in this Article, the provisions of the Inglewood Municipal Code, Chapter 12, Planning and Zoning, shall apply. This Article shall prevail in the event of a conflict with other provisions of Chapter 12.

The development and continuation of all uses other than the Transportation Corridor Overlay Zone Uses shall be governed by the applicable provisions of Chapter 12, including those of the applicable underlying zoning district.

Section. 12-38.103. Definitions.
(1) Automated Transit System (ATS): An automated transit system (ATS) is a fixed guideway system that operates fully automated, driverless vehicles along an exclusive right-of-way.
(2) ITC Design Guidelines: The Inglewood Transit Connector Design Standards and Guidelines.
(3) Station: A place designated for the purpose of loading and unloading passengers, including patron service areas and ancillary spaces associated with the same structure.
(4) Maintenance and Storage Facility: The location(s) where regular and preventive maintenance of ATS components is performed and transit vehicle

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28 fleet is stored, which may also include operations control center(s) where automated train operations are monitored and controlled. (5) Mobility hubs and Multimodal Pick-Up and Drop-Off Facilities: A facility that provides passengers with access to several modes of transportation which may include but is not limited to an ATS, light rail transit, municipal bus, bicycles, shuttles, taxis, commercial and shared ride vehicles.
(6) Station: A place designated for the purpose of loading and unloading passengers, including patron service areas and ancillary spaces associated with the same structure.

Section. 12-38.104. Permitted Uses.

Properties in the Transportation Corridor Overlay Zone may be used for the following additional permitted uses (collectively, the “Transportation Corridor Overlay Zone Uses”):
(1) The construction, operation and maintenance of a fixed guideway transportation system, including, without limitation, light rail (which may consist of an automated people mover system, automated guideway transit, monorail, and/or any other comparable system that may be steel -wheel/steel rail, rubber tired or magnetically levitated, supported on rail(s) from below, straddling, or suspended from overhead beam(s) from above), trolley, busway (including rapid transit), and/or comparable transit or transpo rtation system, including public and private rights -of-way, easements, underground utilities, tracks, spurs, guideways, footings, support columns, support beams, and any appurtenant facilities, improvements, and equipment, including stations (which may be at-grade or elevated and comprise of one or multiple levels), maintenance facilities, storage facilities, operations control centers, related administrative and office facilities, restrooms, vertical and horizontal circulation elements (such as stairs, esc alators, elevators, and pedestrian bridges and walkways), plazas or similar open space areas, platforms, signals,

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28 utility and storage areas, power distribution elements, electrical or traction power substations, rolling stock, and the like, that are necess ary and related to the operation, maintenance and security of the transportation system. (2) Parking facilities (surface, subsurface, or structured) for transportation facilities (including such facilities’ employees and users) or for use by adjacent businesses or public facilities.
(3) Mobility hubs (which may be co-located with parking facilities) and multimodal pick-up and drop-off facilities.
(4) In conjunction with the uses permitted in subsections (1) - (3) of this Section, property in the Transportation Corridor Overlay Zone may be landscaped and otherwise improved with ornamental fencing, ornamental lighting, directional and informational signage, public information and communications signage systems and all related facilities, fiberoptics, emergency lighting, security systems, rest areas and seating, café or food service carts, service kiosks or structures, retail, and other similar streetscape improvements, public amenities or other uses typically found in public transit stations. (5) Station sites and maintena nce or storage facility sites in the Transportation Corridor Overlay Zone may be jointly developed with station facilities and commercial, residential, public facility, or mixed uses. (6) As interim uses only during periods of construction, construction staging and laydown (including storage of all equipment and materials), fencing, construction-related office and employee space (which may include restrooms and a canteen and/or food vendor area), interim parking, and ancillary temporary structures and any oth er temporary use approved by the Director of Public Works as reasonably related to any of the foregoing temporary or permanent uses or otherwise in the public interest.

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28 Section. 12-38.105. Development Guidelines Review.
(1) Development of the Transportation Corridor Overlay Zone Uses within the Transportation Corridor Overlay Zone shall be subject to the Inglewood Transit Connector Design Standards & Guidelines (the “ITC Design Guidelines”) adopted by the City Council by Resolutions No. _______, as such ITC Design Guidelines may be amended from time to time as provided therein. (2) The ITC Design Guidelines establish specific design standards for the development of the Transportation Corridor Overlay Zone Uses within the Transportation Corridor Overlay Zone and the review and permitting process for the Transportation Corridor Overlay Zone Uses.
(3) The ITC Design Guidelines include, with respect to project design, stand ards for site design, features and design elements for buildings, structures, transit system elements, streetscapes, landscaping, lighting, parking, and sustainability. With respect to the development of the Transportation Corridor Overlay Zone Uses within the Transportation Corridor Overlay Zone, the ITC Design Guidelines shall apply in lieu of any contrary provisions in the Inglewood Municipal Code, the Downtown Inglewood and Fairview Heights Transit Oriented Development Plan, or the Hollywood Park Specif ic Plan, including without limitation the Site Plan Review process in Article 18.1 of this Chapter and any other design, plan review, or permit process described in any of the foregoing documents. Compliance with the review process as specified in the ITC Design Guidelines shall be required prior to the issuance of building permit(s) for the development of the Transportation Corridor Overlay Zone Uses within the Transportation Corridor Overlay Zone to the full extent detailed in the ITC Design Guidelines. Plans submitted under the ITC Design Guidelines shall be approved unless materially inconsistent with the applicable standards established in this Article 17.6 and the ITC Design Guidelines, as more particularly provided therein.

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28 Section. 12-38.106. Setbacks.
(1) No setback shall be required for the uses permitted under Section 12-38.103. (2) To the extent that any minimum setback required under the C-2, C-R or HPSP Zones is located within the Transportation Corridor Overlay Zone on the date of its establishment , such land shall continue to be treated as legal setback areas and, as such, shall continue to be counted within any floor area ratio or density calculations under the C-2, C-R or HPSP Zones irrespective of whether such property is developed with the uses permitted under Section 12-38.103 or dedicated as public right -of-way. Such treatment shall not cause any building or use otherwise lawfully erected, altered, or maintained in portions of the C-2, C-R, or HPSP Zones adjoining the Transportation Corridor Overlay Zone to be classified as a nonconforming building or nonconforming use under Section 12-60 of this Chapter.

Section. 12-38.107. Height Limits.

No new building, tent, structure or equipment (whether fixed or movable) permitted under Section 12-38.106 shall be constructed or erected within this zone which exceeds:
(1) For stations sites and all appurtenant facilities and improvements, one hundred and ten feet above finished grade.
(2) For maintenance and storage facility sites, seventy -five feet abov e finished grade.
(3) For all other improvements structures, and elements of the Proposed Project which include the guideway, seventy-five feet above finished grade.

Section. 12-38.108. Street Frontage.

Minimum street frontage requirements shall not apply to the development of any Transportation Corridor Overlay Zone Uses within the Transportation Corridor Overlay Zone.

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28 Section. 12-38.109. Parking Requirements.

Parking requirements and standards as they apply to the Transportation Overlay Zone Uses in the Transportation Corridor Overlay Zone shall be as set forth in the ITC Design Guidelines.

Section. 12-38.110. Public Art.

The provision of Section 12 -4.1 shall not apply to development of the Transportation Corridor Overlay Zone Uses in the Transportation Corridor Overlay Zone. The location of any public art to be provided shall be determined as specified under the ITC Design Guidelines.

Section. 12-38.111. Boundary
The Transportation Corridor Overlay Zone boundaries include the following:
(1) All parcels on which property rights are anticipated to be acquired to site Project infrastructure components, plus
(2) Along the portion of Prairie Avenue where roadway realignment is occurring, the additional width of Prairie Avenue plus an additional 30 feet of depth into the parcels directly east of those portions of Prairie Avenue, plus (3) To the extent not covered by the above, an additional buffer of 30 feet around the anticipated envelope of Project infrastructure components.

SECTION 5
The City Council concurs with the Planning Commission recommendation and does hereby approve Zoning Code Amendment No. ZCA -2022-001, to modify the Medical Enterprise Overlay Zone and establish regulations for the Transportation Corridor Overlay Zone and adjust other land use controls, under the provisions of Chapter 12, Articles 5.1 and 17.6 of the Inglewood Municipal Code.

The City Clerk shall certify to the passage and adoption of this ordinance and to its approval by the City Council and shall cause the same to be published in accordance with the City Charter and thirty days from the final passage and adoption, this ordinance shall be in full force and effect.

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28 This ordinance to amend Chapter 12 of the IMC, to establish regulations for the Transportation Corridor Overlay Zone and adju st other land use controls is passed, approved and adopted by the City Council of the City of Inglewood this __ day of April 2022.
____________________________________
JAMES T. BUTTS

MAYOR OF THE CITY OF

INGLEWOOD, CALIFORNIA
Attest:

____________________________

AISHA THOMPSON

CITY CLERK
(SEAL)

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28 RESOLUTION NO. _______

A RESOLUTION OF THE CITY COUNCIL OF THE CITY

OF INGLEWOOD, CALIFORNIA, ADOPTING THE

INGLEWOOD TRANSIT CONNECTOR DESIGN
STANDARDS AND GUIDELINES.
(DG-2022-001)
WHEREAS, the City seeks the development of the Inglewood Transit Connector (ITC) Project to extend service from the Metro K (Crenshaw/LAX) Line to the City’s activity centers; and,
WHEREAS, the Inglewood Transit Connector Design Standards and Guidelines, attached hereto as Exhibit A, have been prepared and have incorporated input from the Inglewood community; and
WHEREAS, to implement the Inglewood Transit Connector Design Standards and Guidelines , a series of action items, programs, and items requiring further review have been incorporated into the document; and, WHEREAS, the Planning Commission scheduled a public hearing for the 2nd day of March 2022, beginning at 7:00 p.m. to consider the Inglewood Transit Connector Design Standards and Guidelines; and
WHEREAS, notice of the time and place of the hearing was given as required by law; and
WHEREAS, On March 2, 2022, the Planning Commission conducted the public hearing and afforded all persons interested in the matter of the Inglewood Transit Connector Design Standards and Guidelines , or in any matter or subject related thereto, an opportunity to appear before the Planning Commission and be heard and to submit any testimony or evidence in favor or against the proposed project.

WHEREAS, the Planning Commission considered the draft document and testimony and information received at the public hearing and the oral and written reports from City staff, as well as oral reports from City consultants.

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28 Following the hearing, the Planning Commission adopted Resolution No. 1926 entitled:

A RESOLUTION OF THE CITY PLANNING COMMISSION

OF THE CI TY OF INGLEWOOD, CALIFORNIA,

RECOMMENDING THAT THE CITY COUNCIL APPROVE

AND ADOPT THE DRAFT INGLEWOOD TRANSIT

CONNECTOR PROJECT DESIGN STANDARDS AND

GUIDELINES
WHEREAS, On March 22, 2022 the City Council set a public hearing for the Inglewood Transit Connector Project , Environmental Impact Report and certain related actions before the City Council in the City Council Chamber, Ninth Floor of Inglewood City Hall, on the 5th day of April 2022 at 2:00 p.m. The April 5, 2022 hearing was continued to April 12, 2022 at 2:00 p.m.

Notice of the time and place of the hearing was given in compliance with legal requirements.

On April 12, 2022, the City Council conducted the hearing at the time and place stated above and afforded all persons interested in the matt er of the Inglewood Transit Connector Design Standards and Guidelines, or in any matter or subject related thereto, an opportunity to appear before the City Council and be heard and to submit testimony or evidence in favor of or against the ITC Design Standards and Guidelines . The City Council considered the Inglewood Transit Connector Design Standards and Guidelines and testimony and information received at the public hearing and the oral and written reports from City staff, as well as all other documents relating to the proposed project; and SECTION 1.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF

INGLEWOOD, CALIFORNIA DOES HEREBY RESOLVE AND FIND THE FOLLOWING:

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28 1. The Design Guidelines will deliver the ITC Project in accordance with the City of Inglewood’s overall sustainability goals and objectives and establish the City’s comprehensive vision for the transit experience for City residents and patrons of downtown Inglewood and the surrounding entert ainment and business venues.

2. The Design Guidelines encourage the development of sustainable and user-friendly spaces with a focus on unified, distinctive architecture and urban design.

3. The Design Guidelines will establish specific design standards for the development of the Transporting Corridor Overlay Zone uses within the Transportation Corridor Overlay Zone and the review and permitting process for the Transportation Corridor Overlay Zone uses.

4. With respect to the development of the Transportation Corridor Overlay Zone Uses within the Transportation Corridor Overlay Zone, the Design Guidelines shall apply in lieu of any contrary provisions in the Inglewood Municipal Code, the Downtown Inglewoo d and Fairview Heights Transit Oriented development Plan or the Hollywood Park Specific Plan.

5. Pursuant to the California Environmental Quality Act, Public Resources Code, Section 21000, et seq. (CEQA), the City prepared an Environmental Impact Report 2018-073 (EIR 2018-073) for the Inglewood Transit Connector Project, (State Clearinghouse No. 2018071034), which analyzes the environmental impacts of the proposed project. Prior to approving the Inglewood Transit Connector Design Standards and Guidelines , the City Council certified the EIR, made certain environmental findings, and adopted a Mitigation Monitoring and Reporting Program.

SECTION 2.

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28 The City Clerk shall certify to the passage and adoption of this resolution and to its approval by the Ci ty Council and this resolution shall be in full force and effect immediately upon adoption.

This resolution for the Inglewood Transit Connector Standards and Design Guidelines is passed, approved and adopted this ____ day of April 2022.

ATTEST:

___________________________
Aisha L. Thompson
City Clerk

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James T. Butts
Mayor

APPENDIX C
ITC Standards and Design Guidelines
DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

DESIGN STANDARDS AND GUIDELINES

INGLEWOOD TRANSIT CONNECTOR
NOVEMBER 2021
1 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

TABLE OF CONTENTS
2 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

TABLE OF CONTENTS

1.0 INTRODUCTION

1.1 Overview and Purpose ......................................................................................... 4

1.2 Vision and Goals .................................................................................................. 5

1.3 Area Context ....................................................................................................... 6

2.0 ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS

2.1 Station Design .................................................................................................... 12

2.2 Guidewa y and Support Structure Design ............................................................ 16

2.3 Maintenance and St orage Facility ....................................................................... 21

2.4 Elevated Passenger Walkway ............................................................................. 23

2.5 Substations and Other Architectural Elements ................................................. 25

3.0 PUBLIC REALM AND STREETSCAPE GUIDELINES

3.1 General Public R ealm and Streetscape Guidelines ............................................ 28

3.2 Streetscape ....................................................................................................... 29

3.2.1 Sidewalk s ............................................................................................... 30

3.2.2 Plaza and Other Urban Amenity Areas .................................................... 31

3.2.3 Medians ................................................................................................. 32

3.2.4 Lighting ................................................................................................. 33

3.2.5 T rees ...................................................................................................... 34

3.2.6 Plantings ................................................................................................ 36

3.2.7 Irrigation ................................................................................................. 37

3.2.8 Site Furnishing ....................................................................................... 38

3.2.9 Parking Lots ........................................................................................... 40

3.2.10 Signage ................................................................................................... 41

3.2.11 Public Art ............................................................................................... 43

4.0 SUSTAINABILITY

4.1 Purpose and Applicability .................................................................................. 45

4.2 General Guidelines ............................................................................................ 46

4.2.1 Integrat ed Design .................................................................................. 46

4.2.2 Site De sign ............................................................................................. 47

4.2.3 Energy Efficiency ................................................................................... 48

4.2.4 Water Efficiency and Conservation ........................................................ 49

4.2.5 Material Cons ervation and Resource Efficiency ..................................... 50

4.2.6 Environmental Quality ............................................................................ 51

5.0 IMPLEMENTATION PR OCESS FOR SPECIFIC PROJECT DESIGN

AND REVIEW

5.1 Applicability ...................................................................................................... 53

5.2 Interpretation .................................................................................................... 54

5.3 Authority and Implementation ........................................................................... 55

5.4 Amendment ....................................................................................................... 56 3 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

1.0 INTRODUCTION

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INTRODUCTION
CHAPTER 1
The Inglewood T ransit Connector (ITC) Design Standards and Guidelines (Design Guidelines) establish the City of Inglewood’s comprehensive vision for the transit experience as it connects residents and visitors between the LA Metro transit system, downtown Inglewood and the surrounding entertainment and business venues. These guidelines are intended to integrate the design of new and existing facilities and to create a passenger experience that reflects the city’s history and architecture, while providing design guidance for the proposed ITC Project. The Design Guidelines apply to all components of the ITC Project, which is comprised of, among other things, the Automated T ransit Connector (ATC) system, guideways, stations, support facilities, and parking areas. ATC is used as a shorthand term to refer to the Project at a given location along the Project alignment. The Project alignment describes the physical space required for the ATC system. These guidelines also apply to areas of the public realm built by the ITC Project including streetscapes, station plazas, roadways and landscape areas.

The overall purpose of the Design Guidelines is to provide a framework for enhancing the experience in and around downtown Inglewood in a way that is consistent with both the existing urban context and future development vision. These guidelines encourage the development of sustainable and user-friendly spaces with a focus on unified, distinctive architecture and urban design. They will also shape a seamless interaction between a variety of users including pedestrians, cyclists, transit riders, and automobile drivers with an emphasis on the public experience.

Design Guidelines for the public realm govern streetscapes and other affected areas at the street level. They establish the overall vision for public streets and spaces along the ITC Project alignment right-of-way. These guidelines are to be applied in conjunction with existing land use plans, specific plans and the city’s urban design guidelines. In the absence of any conflict or inconsistency, design related elements of such plans and guidelines will be considered and may be implemented to the extent feasible and in keeping with the overall Project vision set forth in the ITC Design Guidelines.

1.1 OVERVIEW AND PURPOSE

AUTOMATED TRANSIT SYSTEM OVERVIEW

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INTRODUCTION
CHAPTER 1

1.2 VISION AND GOAL S
VISION
As the City of Inglewood continues to define itself as a world-class sports and entertainment center with both existing and new developments that catalyze employment and housing not only within the City of Inglewood but also within the greater Los Angeles region, there are growing opportunities for the City to optimize the public experience by implementing smart transportation strategies.

By providing transit access from the LA Metro LAX/Crenshaw line to Inglewood’s entertainment centers, the proposed ITC Project will integrate the City of Inglewood with the greater Los Angeles region. The ITC Project will also create a welcoming front door and gateway to the downtown Inglewood area, including Market Street, and will also provide critical access for residents and employees to the regional transit system. The ITC is an elevated Automated T ransit System comprised of three stations that will serve as a distinctive and unified system befitting the “City of Champions. ” GOALS
• Integrate with existing local communities, and harmonize new developments within the city. • Optimize Inglewood’s vehicular network by reducing future traffic congestion and alleviating growing demand on existing roadways.
• Enhance the public experience by facilitating ease of movement in and around Inglewood. • Provide a distinct gateway that represents the spirit of Inglewood. • Create attractive and functional streetscapes, roadways and pedestrian connections. • Create a set of street level spaces that provide an appropriate variety of experiences. • Deliver a Project in accordance with the City of Inglewood’s overall sustainability goals and objectives.

FOX THEATER

OLD HOLLYWOOD PARK
SIGNAGE | CITY OF INGLEWOOD
6 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

INTRODUCTION
CHAPTER 1

1.3 AREA CONTEX T
Located near downtown Los Angeles, the Silicon Beach tech corridor, the Los Angeles International Airport and a substantial hotel, retail and business district, the City of Inglewood is well positioned at the center of renewed economic development in Southern California. The following are important existing facilities, as well as projects recently completed, under construction or proposed within the city:

1.3.1 SOFI STADIUM AND HOLLYWOOD PARK DEVELOPMENT PROJECT The Hollywood Park development project, a new mixed-use, master planned community on the site of the former Hollywood Park Racetrack and Equestrian Center started construction in 2014 and is slated for completion by 2023. The Project will transform underutilized asphalt lots and the former racetrack into a vibrant mixed-use community. The Project includes a number of new uses including 2,500 residential units, 890,000 square feet of retail, 780,000 square feet of office and a 300-room hotel, as well as 25 acres of new recreational and park amenities for the city. The centerpiece of Hollywood Park is the new $5 billion, 70,240 seat National Football League (NFL) SoFi Stadium to be shared by both the Los Angeles Rams and Los Angeles Chargers. The SoFi Stadium will host Super Bowl LVI in Winter 2022, the 2026 FIFA World Cup, and the 2028 Summer Olympic Games. The Hollywood Park development project includes roadway infrastructure upgrades, modernized traffic systems with intelligent traffic signals (ITS), a state-of-the-art traffic management command center, and improvements at various intersections along Prairie Avenue and Century Boulevard.

1.3.2 THE FORUM
Constructed in 1967 , The Forum is a multi-purpose indoor arena which for decades has served as one of the region’s premier sports and entertainment venues. In 2014 The Forum completed a multi-million-dollar renovation and was added to the National Register of Historic Places. The Forum now actively hosts some of the largest entertainment programs in the country and is scheduled to host events during the 2028 Summer Olympic games.

SOFI STADIUM

THE FORUM
7 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

INTRODUCTION
CHAPTER 1

1.3 AREA CONTEX T

1.3.3 INTUIT DOME AND THE INGLEWOOD BASKETBALL & ENTERTAINMENT CENTER In June 2017 the National Basketball Association’s Los Angeles Clippers announced a proposal to construct a new arena and sports facilities in Inglewood designed to host the team’s events and other non-sporting programs. In August 2020, the City approved the final environmental impact report for the Inglewood Basketball and Entertainment Center (IBEC). The IBEC project, which now includes the Intuit Dome, is located on approximately 27 acres and includes an 18,000 fixed seat arena, five full-sized basketball courts, an 80,000 square foot outdoor plaza complete with retail and restaurants, and a team practice facility with 86,000 square feet of training, medical and player spaces. The Intuit Dome is billed as a technologically advanced and basketball-obsessed arena, entertainment venue, outdoor plaza, with full-sized indoor and outdoor courts community and charity uses.

1.3.4 MARKET STREET AND DOWNTOWN INGLEWOOD
Inglewood is working to revitalize its downtown and integrate land uses with the future LA Metro Crenshaw/ LAX station. As part of the adopted New Downtown Inglewood and Fairview Heights T ransit Oriented Development (TOD) plan, the City is encouraging the design and development of new residential, mixed-use and retail projects on Market Street. The LA Metro Crenshaw/LAX line (Also referred to as the “K Line”) will stop in downtown Inglewood just blocks away from many iconic structures. The Miracle Theater is currently being re-energized, and Inglewood is working to develop a façade, streetscape improvement, and overall activation program for shopping and dining that is complementary to the ITC Project. Additionally, the City partnered with the LA Phil to build a new Y outh Orchestra Los Angeles (YOLA) facility and to provide a gathering place for students from existing and future YOLA sites, music educators from across the U.S. and around the world, and a cultural resource for the people of Inglewood.

METRO D (PURPLE) LINE

INTUIT DOME
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INTRODUCTION
CHAPTER 1

1.3 AREA CONTEX T

FLORENCE AVENUE AND MARKET STREET

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INTRODUCTION
CHAPTER 1

1.3 AREA CONTEX T

MARKET STREET

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INTRODUCTION
CHAPTER 1

1.3 AREA CONTEX T

MARKET STREET AND MANCHESTER BOULEVARD

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2.0 ITC ST ATIONS, GUIDEWAYS AND RELATED BUILDING

ELEMENTS
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.1 STATION DESIGN
The proposed Automated T ransit System (ATS) would include an approximately 1.6-mile long, elevated, guideway primarily located within the public right-of-way along Market Street, Manchester Boulevard, and Prairie Avenue. Three stations are proposed adjacent to the guideway on privately owned land that would be acquired as part of the Project. The elevated guideway will contain dual lanes to allow trains to travel continuously in each direction.

Several trains would likely be operating at the same time, depending on ridership demand.

As part of the City’s collaboration and partnership with Metro, the Project is proposed as an extension of the Metro regional rail system to the city’s activity centers, closing the critical first/last mile transit gap in Inglewood, increasing passenger service along the Metro system by facilitating a seamless transfer of passengers between the ITC and the Metro K Line.

OBJECTIVE:

Stations will be architectural focal points within the design of the ITC Project. The stations will be:
• Identifiable
• Distinctive
• Streamlined
Station designs will be consistent in both form and function with adjustments as necessary to fit within each specific site.. In addition, designs will accommodate a variety of passenger circulation patterns and capacity demands within the stations themselves. The station designs will rely on natural ventilation and facilitate pedestrian movement to/from the station and the public realm at each of the three station locations.

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AUTOMATED TRANSIT SYSTEM OVERVIEW
13 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2
STANDARDS AND GUIDELINES:

Massing

1. The form will be sleek.

2. The design will be modern in style.

3. The station canopy will be distinctive, yet not detract from the surrounding environment.

4. The station canopy will provide shade and protection from inclement weather while allowing for natural ventilation and daylight.

2.1 STATION DESIGN
14 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2
Platform and Mezzanine

1. Platforms and mezzanines will include the following key areas:
• Fare collection.
• Queuing space.
• Appropriately-sized horizontal and vertical passenger circulation. • “Back of house operations” spaces.

2. Space layout will be intuitive, efficient, and ensure passenger safety.

3. Areas will be designated to accommodate graphics, wayfinding signage and/or advertising in a consistent and integrated manner.

4. The platform edge will include a largely transparent secure barrier in order to prevent unauthorized entry into the trainway.

5. All station edges will be provided with barriers to protect passengers and the roadways below.

6. Areas open to the public will be designed to provide a comfortable environment and user-friendly experience for all transit riders with particular attention to the needs of differently-abled passengers.

Passenger Circulation

1. Escalators will be transit grade and largely protected from inclement weather.

2. Stairs will be provided and sized to meet appropriate passenger demand.

3. Elevator enclosures and cabs will be transparent, to the extent feasible, and will allow for clear and unobstructed views.

2.1 STATION DESIGN
15 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.1 STATION DESIGN
Materials and Color Palette

1. Station superstructure should be constructed of exposed concrete or other suitable materials.

2. Canopy materials will be light in color to reduce the urban heat island effect.

3. The color palette will be neutral in tone with color accents as appropriate.

4. Material surfaces will be low glare.

5. In public areas, materials will be selected such that they require minimal maintenance and are resistant to graffiti and vandalism.

Lighting

1. Station canopies will have indirect accent lighting.

2. Lighting will clearly highlight pedestrian paths including those to stairs, escalators, and elevators.

3. Accent and functional lighting will be strategically placed to minimize spillover.

4. Accent and functional lighting controls will be programmable, and sensor controlled to allow for energy efficiency and various settings such as daytime, nighttime, and event lighting. 16 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.2 GUIDEWAY AND SUPPORT STRUCTURE DESIGN
OBJECTIVE:

The ATC guideway is intended to be simple, streamlined, and will be a unifying feature between stations.

The guideway architecture will create a sense of movement that connects the stations.

STANDARDS AND GUIDELINES:

Superstructure

1. Guideway superstructure, including bents and column supports will be designed to read as one family.

2. Guideway profiles will be streamlined and with a horizontal expression.

3. Edges will be minimal in thickness to reduce the perceived mass of the structure.

4. T ransitions at crossovers will be smooth and rounded, rather than angular and sharp (in plan view).

5. Guideway superstructure design and detailing will prioritize a clutter free appearance.

6. Conduits, guideway equipment, walkways, drainage systems, and other utilities will be concealed from public view to the extent feasible.
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.2 GUIDEWAY AND SUPPORT STRUCTURE DESIGN
Supports

1. Column form will be consistent, integrated with the guideway superstructure, and designed to read as one family.

2. The order of preference for the column superstructure is:
a. Center column superstructure.
b. Cantilevered superstructure.
c. Straddle bents.

3. Column size, space, and span will be balanced and optimized such that:
a. Minimal column size with consistent spacing is preferred. b. Maximum distance between columns is preferred in balance with the proportion of the depth of the superstructure.
c. Columns shall have smoothed edges (no sharp corners). d. Design vocabulary of the support structure will be consistent with that of the guideway and other Project elements.
e. Column locations and sizes will be selected to accommodate traffic and maintain pedestrian safety. f. Straddle bent caps shall be smoothly transitioned to the column and integrated with the superstructure to the extent possible.
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.2 GUIDEWAY AND SUPPORT STRUCTURE DESIGN
Contextual Design

1. The alignment will be designed to minimize the visual impact of the ITC system on the surrounding built environment, by employing the use of the following strategies. a. Narrowing the guideway.
b. Providing light wells/open space between adjacent dual trainways, where possible c. Minimizing the use of straddle bents or cross framing. d. Providing center alignments with columns along existing or new roadway medians. e. Providing cantilevered guideways.

Holy Faith Episcopal Church
Former United Bank of California
Fox Theater
Former Bank of Inglewood
Former JC Penny
Former People's Federal Building
Professional Building
Bank of America Building
Inglewood Park Cemetery
The Forum
Lighthouse McCormick Mortuary
Manchester Boulevard
Market Street
Queen Street
Regent Street
Florence Avenue
Manchester Boulevard
Prairie Avenue
Hardy Street
Century Boulevard
Arbor Vitae Street
La Palma Drive
Pincay Drive
Locust Street
Hillcrest Boulevard
Hillcrest Boulevard
Spruce Avenue
Tamarack Avenue
Osage Avenue

CITY OF INGLEWOOD

TRANSIT CONNECTOR

HISTORICAL PROPERTIES OVERVIEW
19 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.2 GUIDEWAY AND SUPPORT STRUCTURE DESIGN
Contextual Design

2. The final Project design must consider design variables (elevation of guideway, width of guideway, distance of the guideway from the resources, and the dimensions, placement, and spacing of support columns) and resource variables (building’s height, scale, number of street-facing facades, width of primary façade, front setback, Project elements overhanging the sidewalk, and viewpoints from which the resource can best be discerned in its entirety). The final Project design shall ensure minimal impacts to the setting of historical resources, and little or no visual obstruction of the resource’s street-facing façades from the optimal viewpoints. In order to meet these performance-based standards, the following Project Design Features must be incorporated into the final Project design:
a. The guideway’s elevation and distance from the façade of the historical resource will be sufficient for the guideway to visually clear the top of the historical resources’ street-facing façade(s) when viewed from the optimal viewpoints. The final Project design is expected to achieve no visual obstruction of any of the identified historical resources from the guideway. b. At the former Fox Theatre, and for 100 feet on either side of the resource, the guideway elevation (measured from the ground plane to the underside of the guideway structure) will be a minimum of 52 feet from grade in order to achieve unobstructed views of this resource, including its monumental sign pylon.
c. The dimensions, placement, and spacing of the guideway support columns will be such that the obstruction of views of the historical resources’ street-facing façade(s) when viewed from the optimal viewpoints will be minimized. For five of the identified historical resources—Holy Faith Episcopal Church, former United Bank of California (now Broadway Federal Bank), former Fox Theatre, Professional Building, and Inglewood Park Cemetery—the final Project design is expected to completely avoid visual obstructions from support columns. d. For five of the historical resources—the former Bank of Inglewood, former J.C. Penney, Bank of America, The Forum, and Lighthouse McCormick Mortuary—views that are completely unobstructed by support columns are not necessary for the resource to convey its significance. A small portion of the resources’ primary façades will be intermittently obscured depending on the position of the viewer. However, due to the scale and/or setback of these resources, their primary façades will remain readily discernable.
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.2 GUIDEWAY AND SUPPORT STRUCTURE DESIGN
Materials and Color Palette

1. Guideway superstructure may be exposed structural concrete or other appropriate material.

2. Color palette will be neutral in tone and complement the station palette.

3. Materials will be treated to be resistant to graffiti and vandalism in areas accessible to the public.

Lighting

1. Where provided, guideway indirect accent lighting will complement station lighting design.

2. Light fixtures will be concealed or minimally visible.

3. Accent and functional lighting will be strategically placed to minimize spillover.

4. Code required lighting along the guideway will be designed to minimize visibility from the ground level.

5. Street lighting will be supplemented as needed to provide a consistent light level on the sidewalk and roadway along the Project alignment.
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.3 MAINTENANCE AND ST ORAGE FACILITY
OBJECTIVE:

The Maintenance and Storage Facility (MSF) will be accessible to personnel and authorized vehicles. The MSF will be simple and modern in style and rectilinear in form with complementary lighting, finishes, landscaping and color palettes.

STANDARDS AND GUIDELINES:

Massing

1. Massing and height will be minimized and the minimum height will be derived from the function and program of the facility.

2. Screens will be provided to shield all exterior equipment including equipment at the rooftop and ground level, so that it is not visible from the street or accessible areas of adjacent properties.

3. Sufficient area for landscape will be provided in order to further integrate the facility site perimeter with the urban environment.

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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2
Materials and Color Palette

1. T ransparent glazing shall be provided where feasible in order to maximize daylight.

2. Color palette will be uniform and neutral in tone with accent colors, where appropriate.

3. Material surfaces must be low glare.

4. Materials will be selected that require minimal maintenance and shall be treated as appropriate to be resistant to graffiti and vandalism.

5. Roof surface will be light in color to reduce the urban heat island effect.

Lighting

1. Where provided, functional lighting will be placed to minimize spillover

2. Building entrances will be well lit.

3. Lighting will clearly highlight pedestrian paths including those to ramps, stairs, escalators and elevators

4. Public uses on the ground plane of the MSF Site including any covered parking areas will be well lit with particular attention paid to the comfort and safety of the public.

2.3 MAINTENANCE AND ST ORAGE FACILITY

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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.4 ELEVA TED PASSENGER WALKWAY
OBJECTIVE:

Elevated passenger walkways will be designed to provide clear, safe and direct access from the public realm to the station(s).

STANDARDS AND GUIDELINES:

Massing

1. Elevated Walkways will be:
a. Functional and simple in form.
b. Complementary to the overall transit system design and visually integrated with the stations. c. Naturally ventilated and where possible, providing protection from wind driven rain, and sun. d. Partially open on both sides providing natural daylight and views for pedestrians moving to and from the stations.
e. Designed to include barriers of appropriate height to ensure the safety of pedestrians and the roadway below.
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2
Materials and Color Palette

1. Elevated walkways will be able to accommodate graphics, wayfinding signage and/or advertising within designated areas.

2. Color palette will be uniform and neutral in tone with color accents where appropriate.

3. Material surfaces will be low glare.

4. Materials that are accessible to the public will be treated appropriately to be resistant to graffiti and vandalism.

Lighting

1. Where provided, functional lighting will be placed to minimize spillover.

2. Overall lighting design will not interfere with roadway traffic below.

3. Accent lighting will complement station lighting design.

4. Accent and general lighting controls will be programmable and sensor controlled to allow for daytime, nighttime, and event settings.

2.4 ELEVA TED PASSENGER WALKWAY
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.5 SUBSTATIONS AND OTHER ARCHITECTURAL ELEMENTS
OBJECTIVE:

The Project includes two Power Distribution System (PDS) substations. These substations will be the service connection points and will provide the necessary power for the proposed Project including traction power, auxiliary power, and housekeeping power for the stations and related infrastructure.

STANDARDS AND GUIDELINES:

Massing

1. Massing and height will be minimized to the extent feasible and the minimum height will be derived from the function and program of the facility.

2. Screens/walls will be provided to shield and secure the TPSS units and any exterior equipment including equipment at the rooftop and ground level, so that it is not visible from the street or accessible areas of adjacent properties.

3. Sufficient area for landscape will be provided in order to further integrate the facility into the urban environment.

Materials and Color Palette

1. Color palette to be uniform and neutral in tone with accent colors where appropriate.

2. Material surfaces to be low glare.

3. Materials will be selected that require minimal maintenance and shall be treated as appropriate to be resistant to graffiti and vandalism.

4. Roof surface will be light in color to reduce the urban heat island effect.

SUBSTATIONS
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2

2.5 SUBSTATIONS AND OTHER ARCHITECTURAL ELEMENTS
OBJECTIVE:

Walls and fences for security and screening purposes as well as retaining walls as required, will balance functionality with aesthetics to create an attractive environment.

STANDARDS AND GUIDELINES:

1. Decorative security walls and fences will be selected to screen and protect elements as required and will:
a. Enclose equipment to minimize visual exposure to the public. b. Allow for space around equipment required for operations.

2. Long expanses of walls and fences, including retaining walls will be broken up, to the extent feasible, with textural or recessed elements, landscape pockets, or changes in material.

3. Landscape elements are to be used in combination with walls and fences, but not in lieu of, where appropriate.

WALLS AND FENCES
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3.0 PUBLIC REALM AND STREETSCAPE

GUIDELINES
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3.1 GENERAL P UBLIC REALM AND STREETSCAPE GUIDELINES
OBJECTIVE:

Implement public realm improvements in areas that are adjacent to the Guideway alignment.

Accommodate planned modes of transportation on streets, with particular attention to public transit vehicles and pedestrians. Provide places where people can gather and opportunities for activation of local businesses on adjacent parcels.

STANDARDS AND GUIDELINES:

1. Streetscape adjacent to stations will not detract from pedestrian flows or impede access to local businesses.

2. Plazas will be designed to allow for places to sit and gather and encourage social interaction.

3. Streetscape will include trees and/or landscaping, where possible, to provide shade and create a safe and comfortable, walkable pathway.
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3.2 STREETSCAPE
OBJECTIVE:

Streetscapes include roads, sidewalks, furnishings, lighting, landscapes and other open space amenities which combine to define the character of the street. At Market Street, Manchester Boulevard and Prairie Avenue, the ITC Project will create a public realm with sidewalks, planting areas and amenity zones that complement appropriate volumes of pedestrian movement.
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OBJECTIVE:

The sidewalk is a fundamentally important space within a neighborhood. The sidewalk represents the pedestrian realm and is located between the street curb and the property line. The primary function of the sidewalk is to provide a safe and accessible means of travel for pedestrians. The secondary function is to provide a vibrant place where people can enjoy the urban environment as they travel along the sidewalk.

STANDARDS AND GUIDELINES:

1. Sidewalks will be sized to accommodate the expected volume of pedestrian traffic.

2. Where feasible, sidewalks will be separated from roadway by a landscape buffer.

3. Pavement material and finish to be consistent with City of Inglewood’s Public Works standards.

4. Pavement material will be, at a minimum, consistent with the existing finish material at each of Market Street, Manchester Boulevard and Prairie Avenue where they are rebuilt. Wherever sidewalks are to be repaired, patched or similarly altered they will match the adjacent existing sidewalk material, color and appearance.

5. Beyond the typical standard, alternate paving typologies may be considered as follows:
a. Unique paving patterns at areas of interests.
b. Variations in paving material to help to define separation of spaces. c. Simple variations in concrete surfacing and textures.

3.2 STREETSCAPE

3.2.1 SIDEWALK S
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OBJECTIVE:

The development of plazas and other urban amenity areas is encouraged where feasible. A plaza is an open area located in an urban context that encourages public gathering. Smaller underutilized spaces, contiguous to the sidewalk, provide additional opportunities for seating and other amenities.

STANDARDS AND GUIDELINES:

1. Plazas will feature landscape and seating elements.

2. Plazas will complement and encourage a wide variety of active uses. Examples of active uses include live performances, public art, community events, local retail and other businesses.

3. Urban amenity areas which are smaller than plazas have similar programmatic options but will not include as wide a range of uses.

4. Urban amenity areas will respond to their particular context and maximize available space in order to have the most beneficial impact on the streetscape and public realm.

3.2 STREETSCAPE

3.2.2 PLAZA AND O THER URBAN AMENITY AREAS
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OBJECTIVE:

Medians will be a feature of the Project wherever column supports land in a public roadway. A landscaped median would be created to provide a safe barrier for vehicles and to beautify the street. Landscaping will be provided within the median at an appropriate scale and density to thrive in the urban environment and support the visual character of the surrounding context.

STANDARDS AND GUIDELINES:

1. Medians may accommodate:
a. Signage
b. Landscaping, including trees
c. Pedestrian Crossings
d. Hardscape

2. Median landscaping will be chosen to preserve safety and visibility across public streets for both pedestrians and drivers.

3.2 STREETSCAPE

3.2.3 MEDIANS
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OBJECTIVE:

Streetlights are essential for creating a lively and safe nighttime environment. Street lights should be dual- purpose and provide lighting for the roadway and pedestrian-scale lighting for sidewalks as applicable.

Pedestrian lighting creates a more comfortable level of light for pedestrians and contributes to the overall experience and identity of the street. It also improves security and safety by properly illuminating sidewalks, curb ramps, barriers and informational signage for users.

STANDARDS AND GUIDELINES:

1. City of Inglewood’s requirements for street and pedestrian lighting will be followed.

2. Along primary pedestrian circulation routes on the station ground plane, mezzanine and platform, light fixtures and incidental light sources will provide a minimum continuous light level of 3-foot candles to help pedestrians better distinguish color, size, and shape.

3.2 STREETSCAPE

3.2.4 LIGHTING
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1. An arborist report surveying the condition and extents of all existing trees in the Project area will be provided to the developer for their use as a baseline in order to produce a final report detailing the most current conditions and proposed handling of all existing trees for the proposed Project.

2. Existing flourishing trees (as identified in the arborist report) will remain, where feasible.

3. An Approved Plant Palette based on the City’s approved street tree list will be used as a basis for all sections of new trees.

4. The quantity and species of existing trees removed by the ITC Project will be replaced in accordance with the City’s current landscape guidelines.

5. Protected species in the Inglewood Municipal Code, T ree Preservation will remain.

6. City of Inglewood guidelines for tree spacing will be followed, considering species of trees and the desired canopy coverage.

7. T rees will be planted on both sides of the roadway where feasible.

8. T rees will be positioned at regular intervals relative to the guideway column supports to create a consistent rhythm.

9. On Market Street, trees will be planted at a rhythm and scale to create a continuous visual canopy over the pedestrian realm, where feasible.

10. On Manchester Boulevard, trees will be planted at a rhythm consistent with the street trees east and west of the Project, in alignment with the shape of the roadway.

11. On Prairie Avenue, trees on the east side will continue the stately rhythm from the Inglewood Cemetery north of Manchester Boulevard. T rees on the west side will be spaced to match the rhythm of the east side and the guideway support structure to the, extent feasible.

3.2 STREETSCAPE

3.2.5 TREES
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12. Within each median, below the ATC guideway at Market Street and Manchester Boulevard, a combination of street trees and plantings will be provided. They will be composed in a manner that responds to the guideway support and any other streetscape elements.

13. T rees will be selected to accommodate roadway and pedestrian safety requirements as well as visibility to signage and local businesses. As such, trees will be selected based on both the maintainable height to the underside of the canopy and the ability for the tree to be “limbed up” , pruning the lower branches strategically.

14. T rees will be selected that can flourish in each particular area along the alignment, taking into consideration each of the ITC Project elements

15. T ree planting areas shall have no dimensions less than four feet including the thickness of raised curbing and shall be supplemented with suitable groundcover planting. Soil cells, coupled with appropriate irrigation, establish a permeable zone in order to provide ample volume, water and air for trees to grow over time and will be required. By creating area for tree roots to develop below the ground plane, soil cells also serve to protect the health of pavement and streetscape elements. Soil cells will be provided for each new street and median tree and sized based on the projected canopy growth of the selected tree species.

3.2.5 TREES (C ONTINUED)
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OBJECTIVE:

Install small scale landscape adjacent to streets and in medians in planting zones to help soften the street corridor. T o the extent feasible, planting areas should separate pedestrian from vehicular spaces.

STANDARDS AND GUIDELINES:

1. A combination of plants will be used to create seasonal horticultural “events” , visual interest and texture on the ground plane.

2. Planting zones will capture stormwater runoff, and allow for infiltration into the ground, where feasible.

3. Pass-through and step out areas between planting zones should be paved with permeable pavers to allow for water infiltration where feasible.

4. At planting zones within or adjacent to publicly occupied spaces, plants that are potentially hazardous to pedestrians and pets will not be utilized.

5. Plants will be selected that allow the planted areas to be used for landscape and not unplanned human congregation.

6. Selected plants will tolerate radiant heat from the sidewalk or street surface.

7. Low maintenance and drought tolerant plants will be prioritized, particularly those that do not require irrigation upon maturity.

8. Planting areas adjacent to guideway columns and supports will be selected to soften the appearance of the supports from the pedestrian level.

3.2 STREETSCAPE

3.2.6 PLANTINGS
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OBJECTIVE:

The design and installation of supplemental irrigation systems will be necessary for the establishment of new trees and plantings.

STANDARDS AND GUIDELINES:

1. Irrigation will conform to the City of Inglewood water conservation requirements.

2. Irrigation will be installed at all trees and planting zones.

3. Irrigation controls will be installed that allow for different plants’ watering needs and seasonal watering cycles.

3.2 STREETSCAPE

3.2.7 IRRIGATION
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OBJECTIVE:

Street furnishings in plazas and along Market Street, Manchester Boulevard, and Prairie Avenue contribute to an improved street life, providing places for respite, interaction, and comfort. They also encourage socialization and increase enjoyment of the urban environment. The aesthetic qualities of furnishings will complement each other and visually reinforce the overall design of the streetscape.

STANDARDS AND GUIDELINES:

1. Seating may be provided in appropriate areas with high concentrations of pedestrian activity without detracting from the pedestrian flow or access to local businesses.

2. Seating will be provided as part of the walls of raised planter beds where appropriate.

3. Seating will be designed to accommodate transit users.

4. Seating will be designed and configured to discourage loitering.

5. Waste and recycling receptacles will be located at pedestrian walkways, seating areas, transit stops, public plazas, and other pedestrian gathering areas.

3.2 STREETSCAPE

3.2.8 SITE FURNISHING
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3.2 STREETSCAPE

6. Waste and recycling receptacles will be placed close to the street on the sidewalk, ideally in immediate proximity to each intersection with at least one receptacle per intersection provided.

7. Additional receptacles in pass-through zones are encouraged on high-traffic and retail streets.

8. All trash receptacles must be covered.

9. Bike racks must be durable and sturdy and designed to enable both wheels of a bicycle to be safely secured.

10. Bike racks will be located along walkways, near building entrances, intersections, transit stations, bus shelters, and any other pedestrian gathering areas, to the extent feasible.

3.2.8 SITE FURNISHING (CONTINUED )
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OBJECTIVE:

Surface parking lots developed as part of the Project will be attractive and well-lit. Plants will be incorporated to provide shade and decorative separation of spaces, to the extent feasible. T rees and plantings cool the parking lot surface during warm days, reduce stormwater runoff, and beautify the parking lot area.

STANDARDS AND GUIDELINES:

1. Distinctive markings and wayfinding elements that ensure clear separation between pedestrians and vehicles will be provided where feasible.

2. Emergency call boxes will be incorporated.

3. Permeable concrete or permeable pavers may be used at parking stalls at surface parking lots.

4. Planting zones, also called buffer strips, will be provided to separate parking stalls from sidewalks per the City’s design guidelines.

5. T rees will be planted at a minimum ratio of one tree per 10 parking spaces, not including the trees along the street edge of the parking lot.

6. T ree-planted areas within a parking lot shall have no dimensions less than four feet including the thickness of raised curbing and shall be supplemented with suitable groundcover planting.

7. Landscaping should be spaced so as not to obstruct traffic or obscure visibility.

3.2 STREETSCAPE

3.2.9 PARKING LOTS
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OBJECTIVE:

The Project will include a comprehensive wayfinding, sign and communications program. This will include, but is not limited to, signage located within the City of Inglewood, the ITC program elements, and existing signs affected by the ITC Project. Signs will be designed and located in order to provide clear information and direction, for both pedestrians and transit passengers alike, along the ITC alignment and around station locations.

STANDARDS AND GUIDELINES:

1. Both static and dynamic signage systems are appropriate.

2. Physical Non-Digital Signage incorporated into the Project will have a distinct visual graphic identity that is consist ent across all physical design elements of the Project.

3. Signage will be visually cohe sive and integrated into the architecture and overall design of the Project.

4. Signage replac ed that originated on private property will be approved by the City of Inglewood and the sign/propert y owner.

5. All signage will be appro ved by City of Inglewood and the Authority Having Jurisdiction (AHJ).

6. Fewer, larger format signs that are clearly visible are preferred, avoiding a cluttered appearance often caused by multiple small signs.
7 . Existing signage replaced along the entire ITC alignment, that are affected, will be replaced along with its infras tructure and will meet its originally intended design and function.

8. Signs should be clearly legible for univ ersal accessibility. They should meet ADA standards for type size, type style, color contrast, messaging and heights.

3.2 STREETSCAPE

3.2.10 SIGNAGE
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9. T ypefaces used on identity sign should be easy to read fonts. Consideration must be given to colors and materials to surr ounding support walls and structures.

10. Signs should be scaled t o be compatible with the size of structures.

11. The design of the sign should be appr opriate to the design of the building or structure where it is placed.

12. A sign face, building face and/or any building or structural component that displays still images, scrolling images, moving images, or flashing images, through the use of grid lights, cathode ray projects, light emitting diode displays, plasma screen, liquid crystal displays, fiber optics or other electronic media or technology that is either independent o f or attached to, integrated into, or projected onto a building or structural component, and that may be changed remotely through electronic means , may be permitted by the City.

13. Prior to issuance of a building permit, the Contractor shall submit to the City a Signage and Lighting Design Plan, based on photometric data, that demonstrates that Project-contributed lighting from light-emitting diode (LED) light s, illuminated signs, or any other Project lighting onto the light- sensitive receptor properties will not adversely affect any nearby light sensitive uses.

14. Illuminated or digital displa ys signage shall be directed away from residential properties and shall not result in dir ect glare on residential property with a light intensity of greater than 3 foot-candles above ambient lighting on residentially zoned property. Where existing conditions exceed these levels, the Lighting Design Plan shall avoid exacerbating existing conditions, but need not further reduce light levels on light-sensitive receptor properties. Measures to ensure that the lighting and illuminated signage fr om the Project would not exceed the identified thresholds may include but are not limited t o relocating and or/shielding pole- or building-mounted LED lights; directing illuminated signage away from residential properties; implementing a screening material for parking garages or other structures to allow ventilation while reducing the amount of spill light; designing exterior lighting to confine illumination to the Project Site; restricting the operation of outdoor lighting to certain hour after events are completed; limiting the luminosity of certain lights or signs; and/or pro viding structural and/or vegetative screening from sensitive uses.

3.2 STREETSCAPE

3.2.10 SIGNAGE (C ONTINUED)
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OBJECTIVE:

In accordance with the City Public Art Policy, the City will develop a Public Art Program to be coordinated with the developer This program will serve to activate public spaces and promote the work of local artists.

STANDARDS AND GUIDELINES:

The opportunities for supporting local artists can be broken down into two broad categories:
• Infrastructure and funding to support rotating exhibits and/or performances. Station plaza areas could accommodate performance areas, as well as cases for rotating exhibits. • Permanent commissioned two and/or three-dimensional works could be accommodated at the station plaza areas. As an example, decorative screen walls may be included at stations to screen views to and from a neighboring property.

Other opportunities may become apparent as the Project progresses. The City will determine both the type of Public Art Program that would be most impactful as well as the mechanism for administering the program.

3.2 STREETSCAPE

3.2.11 PUBLIC ART
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4.0 SUSTAINABILITY
The sustainability guidelines establish a list of green measures to be incorporated into the design, construction, and operation of facilities of the ITC Project. The ITC Project will be designed and constructed to achieve a minimum of Silver Award Certification under the EnvisionTM Sustainable Infrastructure Rating System or equivalent. The MSF will be designed and constructed to meet a LEED Silver Certification for BD+C (Building Design and Construction) under the category of Warehouses and Distribution Centers or equivalent. Sustainable measures achieved beyond Silver certification for both Envision and LEED or equivalent are encouraged and recommended.

These guidelines apply to all components of the ITC Project including the ATC guideway and stations, passenger walkways and the MSF. A life cycle assessment (LCA) may be conducted to compare various design alternatives to identify the lowest impact approach.

The principles and objectives for Sustainability are as follows and are provided for reference only. The components and objectives of this section should be kept in mind during the development of the Project. 45 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

SUSTAINABILITY
CHAPTER 4

4.1 PURPOSE AND APPLICABILITY

OBJECTIVE:

The ITC Project should use an integrated design approach to arrive at design decisions. Integrated design brings together all major design disciplines including architecture, planning, structural, landscape mechanical, electrical and plumbing and other specialties in order to collaborate in the most effective way to meet programmatic goals with the lowest feasible life cycle environmental impacts.

STANDARDS AND GUIDELINES:

Design teams should also consider including representatives from facilities maintenance and future users to make informed decisions about how Project facilities will be used and maintained. 46 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

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CHAPTER 4

4.2.1 INTEGRA TED DESIGN

4.2 GENERAL G UIDELINES

The following is provided for reference only. Please keep the components of this section in mind during the development of the Project. The designer shall report on which of the components can be achieved in accordance with, or in addition to, the required Envision Silver Award certification.

OBJECTIVE:

While the core of the ITC Project is anchored in public transportation, the Project should also facilitate the use of other low impact forms of transportation such as walking, bicycling, carpooling, and the use of electric and alternative fuel vehicles.

T o facilitate this objective, stairways and pedestrian pathways should be designed to be easily identified, accessible, comfortable and visually appealing. Similarly, bike parking, carpool parking, electric vehicle charging stations and public transportation connections should be convenient and easy to locate.

The ITC Project should consider incorporating landscaped outdoor spaces to reduce heat island impacts, where applicable. Reductions could be achieved by reducing hardscape areas and increasing landscape.

Landscaped areas can serve to reduce heat island effects while also functioning as stormwater detention and treatment. Other strategies for heat island reductions include the use of cool-roof materials and light- colored construction materials.
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SUSTAINABILITY
CHAPTER 4

4.2.2 SITE DESIGN

4.2 GENERAL G UIDELINES
The following is provided for reference only. Please keep the components of this section in mind during the development of the Project. The designer shall report on which of the components can be achieved in accordance with, or in addition to, the required Envision Silver Award certification.

OBJECTIVE:

The purpose of this section is to achieve energy efficiency and maximize the use of renewable energy in the Project above and beyond minimum code requirements. T o achieve energy use reduction, passive strategies taking advantage of the favorable local climate should be considered where feasible. The use of solar canopies as shade structures in addition to roof-mounted solar is another energy saving strategy.

STANDARDS AND GUIDELINES:

Where California Energy Efficiency Standards apply, the Project should be more energy efficient than allowed. For energy-using equipment not governed by California Energy Efficiency Standards, best available energy efficient technologies should be used. Advanced commissioning of building systems should be conducted to ensure systems are operating as designed.

T o achieve energy use reduction, passive strategies taking advantage of the favorable local climate should be considered where feasible. The use of solar canopies as shade structures in addition to roof-mounted solar is another energy saving strategy.
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CHAPTER 4

4.2.3 ENERGY EFFICIENCY

OBJECTIVE:

In order to reduce excessive water consumption, the Project should identify and implement appropriate opportunities to reduce or eliminate potable water use indoors and in landscape areas. 49 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

SUSTAINABILITY
CHAPTER 4

4.2.4 WATER EFFICIENCY AND CONSERVATION

OBJECTIVE:

In order to reduce the environmental impact from the use of construction materials, the Project should minimize the use of virgin materials. This can be accomplished by increasing the use of materials that are reused, recycled, rapidly renewable, locally sourced, and durable. In order to determine the best approach to reducing the overall environmental impact from use of materials, a life cycle assessment (LCA) could be used.
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SUSTAINABILITY
CHAPTER 4

4.2.5 MATERIAL C ONSERVATION AND RESOURCE EFFICIENCY

OBJECTIVE:

In order to protect and enhance the health and comfort of occupants, the Project should provide a high quality, sustainable indoor environment that is designed to maximize natural daylighting and views of the outdoors where feasible. Indoor spaces should use high efficiency air filtration and should create a comfortable indoor acoustical environment. Materials and systems should be selected that will provide for a healthy indoor environment.
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SUSTAINABILITY
CHAPTER 4

4.2.6 ENVIRONMENTAL QUALITY

4.2 GENERAL G UIDELINES
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5.0 IMPLEMENTATION PROCESS FOR

SPECIFIC PROJECT DESIGN AND
REVIEW
The T ransportation Corridor Overlay Zone (“TC Overlay Zone”) and the ITC Design Guidelines shall apply to all components of the ITC Project, which is comprised of, among other things, the ATC System, guideways, stations, support facilities, and parking areas.

The ITC Design Guidelines are intended to be read and applied in conjunction with the TC Overlay Zone, the City’s Municipal Code, any additional ITC System design or development-related requirements, procedures, or objectives contained in the Mitigation Monitoring and Reporting Plan contained in the ITC’s Final Environmental Impact Report (including any addendum(a) thereto), any final procurement documents for the ITC System, and/or contracts governing the design, building, financing, operating, or maintaining of the ITC System.
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5.1 APPLICABILITY
Where noted, graphics, figures, and photographs provided in this document are conceptual and should be considered guidance to meet the intent of the ITC Design Guidelines. As the design process is iterative, changing, and complex by nature, the guideline drawings leave room for necessary creativity, flexibility, and design evolution. This flexibility is structured, but not prescribed. Accordingly, actual design of the ITC System may be different from the images provided in the ITC Design Guidelines . Variations of specific design conditions or features, if subsequently proposed, may be considered where they provide an equal or higher level of design quality as determined by the City of Inglewood Public Works Director or his/her designee, in consultation with the Planning Division Manager or his/her designee.

Required standards in the ITC Design Guidelines are preceded by words such as “must” , “shall, ” or “will” . Guidelines that set forth general design intent and expectations are considered to be generally preferred, encouraged or discouraged features and are preceded by words such as “should” , “encouraged” , “preferred” , “recommended” , or “appropriate” . The design should consider such guidelines in good faith, recognizing that achieving consistency with many (though not all) such encouraged guidelines may be achieved through a variety of strategies.

Additional requirements related to the Design Guidelines will be detailed in the ITC Project Approvals and Design Specifications . In cases of conflict between the Design Guidelines and the ITC Project Approvals and Design Specifications, the ITC Project Approvals and Design Specifications will govern. 54 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

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5.2 INTERPRETATION
The City of Inglewood Public Works Director or his/her designee shall, in consultation with the Planning Division Manager or his/her designee, have the authority to review each ITC Project component for compliance with all applicable provisions of (a) the TC Overlay Zone, (b) the ITC Design Guidelines, and (c) the ITC Project Approvals and Design Specifications. In cases where development standards or guidelines set forth in these ITC Design Guidelines are inconsistent with the Municipal Code, the standards of the ITC Design Guidelines shall prevail. The Public Works Director, or his/her designee, has final authority to interpret the ITC Design Guidelines.
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5.3 AUTHORITY AND IMPLEMENTATION
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5.4 AMENDMENTS
The City recognizes that there may be a desire to further specify, modify, or expand upon design or development related elements set forth in the ITC Design Guidelines, after their adoption, based upon more precise planning—including the existence of additional ITC Project Approvals and Design Specifications—or changes in market conditions, inclusion of alternate technologies, adoption of new guidelines, or for the purposes of clarifying existing provisions. In such event, the following provisions shall apply. 57 DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR

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5.4 AMENDMENTS
A “Substantive Amendment” means any proposed change to the ITC Design Guidelines that would substantially alter the rights, benefits or requirements of the ITC Project Approvals and Design Specifications or substantially alter the permitted uses, maximum height, maximum width, or minimum vertical clearance below, of the ITC System.

Substantive Amendment to the ITC Design Guidelines must be approved by the City Council after review and recommendation by the Public Works Director, in consultation with the Planning Division Manager.

5.4.1 SUBSTANTIVE AMENDMENT
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5.4 AMENDMENTS
A “Minor Amendment” is (a) any amendment necessary to incorporate provisions or concepts contained in the ITC Project Approvals and Design Specifications, or (b) any other amendment other than a Substantive Amendment, provided that the Public Works Director, in consultation with the Planning Division Manager, finds that, on the basis of substantial evidence, (1) there are practical reasons or benefits of improved design which justify the prescribed changes, (2) the changes are substantially equivalent to, more effective than, will provide substantially equal or greater benefit to, or will implement or realize the purpose of the ITC Design Guidelines, and (3) the changes are not otherwise in conflict with the goals of the ITC Design Guidelines.

A Minor Amendment to the ITC Design Guidelines shall be approved by the Public Works Director, in consultation with the Planning Division Manager, without a public hearing. A proposed Minor Amendment to the ITC Design Guidelines shall be expeditiously reviewed and approved by the Public Works Director [within fifteen (15) City business days of filing]. A determination by the Public Works Director with respect to a proposed Minor Amendment may be appealed [by the ITC Project’s proponent to the City Council].

With regard to any amendment that is approved by the City, the references in the TC Overlay Zone and the ITC Design Guidelines shall be deemed to refer to the ITC Design Guidelines as amended.

5.4.2 MINOR AMENDMENT
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END

Inglewood City CouncilApril 12, 2022

Inglewood City Council
April 12, 2022