Updated conceptual roadway striping plans along Manchester Boul evard are included in Attachment A and typical cross-sections are included in Attachment B.
Prairie Avenue between Manchester Boulevard and Hardy Street
Under the Approved Project, Prairie Avenue between Manchester Boulevard and Hardy Street will include the same number of lanes as existing conditions (three lanes in either direction with a central turn lane including the turn lanes at intersections). No change to roadway capacity is proposed as part of the Approved Project. The speed limit along Prairie Avenue will remain at 40 mph, similar to existing conditions. No on-street parking will be allowed alon g Prairie Avenue within this stretch similar to existing conditions.
There are no roadway number of lanes, intersection number of lanes and traffic control and capacity changes to the Prairie Avenue corridor and associated intersections due to the Proposed Project in 7 comparison to those associated with the Approved Project. Therefore, the lane configurations and traffic control at the intersections associated with the Proposed Project would remain the same as that of the Approved Project.
Sidewalks
As noted above, the Proposed Project would result in a narrower sidewalk (11 to 12 feet wide) on the east side of the street (between Regent Street and Manchester Boulevard) as compared to the Approved Project that provided for an 18-foot sidewalk along this same stretch of Market Street.
Additionally, with the proposed changes, the sidewalk width along the south side of Manchester Boulevard between Hillcrest Avenue and Spruce Avenue would rema in the same as existing conditions, approximately 13 feet wide, as compared to 27 feet wide (sidewalk/parkway) under the Approved Project.
As with the Approved Project, sidewalks on both sides of the street segments provided by the Proposed Project will be consistent with the requirements of Americans with Disabilities Act of 1990 (ADA) along Market Street between Florence Avenue and Mancheste r Boulevard; along Manchester Boulevard between Market Street and Prairie Avenue; and along Prairie Avenue between Manchester Boulevard and Hardy Street. Crosswalks will be provided by the Proposed Project at all intersections similar to the Approved Project.
PICK-UP/DROP OFF AREAS AND PARKING
This section has been updated to reflect the Proposed Project c onditions which includes the Market Steet Realignment and locating the MSF at the Market Str eet Station site in relation to those of the Approved Project.
Pick-Up/Drop Off Areas
Under the Approved Project, pick-up and drop-off areas would be provided along the west side of Locust Street south of Florence Avenue, as well as along the north-side of Regent Street between Locust Street and Market Street adjacent to the Market Street Station. With the Proposed Project, the pick-up and drop-off locations along Locust Street and Regent Street would remain the same as that of the Approved Project.
8 On-Street Parking
Under the Approved Project, a total of 115 on-street parking spaces would be reduced along Market Street, Manchester Boulevard, Regent Street and Locust Street. The pick-up /drop-off areas would reduce approximately 13 on-street parking spaces along Regent Street and 17 spaces along Locust Street. An additional approximately 37 on-street spaces would be reduced along both sides of Market Street between Florence Avenue and Manchester Boulevard and approximately 48 on- street spaces reduced along the north side of Manchester Boulevard between La Brea Avenue and Osage Avenue.
The Proposed Project would result in an overall reduction of approximately 105 on-street parking spaces, an availability of 10 additional on-street spaces compa red to the Approved Project.
Additionally, the Proposed Project would allow for angled parking along the west side of the street between Regent Street and Queen Street and between Queen Street and the alley (north of Manchester Boulevard), providing an additional 10 on-street parking spaces (an overall reduction of 27 spaces along Market Steet). The reduction of on-street parking along Locust Street (17 on- street spaces), Regent Street (13 on-street spaces) and Manches ter Boulevard (48 on-street spaces) would remain the same as that identified for the Approved Project.
Surface Parking Lots
The Approved Project included a surface parking lot with approximately 650 public spaces located adjacent to the Market Street Station. The Proposed Project wou ld reduce the size this surface parking lot to approximately 225 parking spaces. A new multi-l evel parking structure containing approximately 500 parking spaces would be provided beneath the proposed relocated MSF.
Additionally, a gated surface parking area containing approximately 50 parking spaces for MSF employees and MSF visitors will be provided within the 500-space parking structure. A total of approximately 725 parking spaces would be provided with the Proposed Project.
The Proposed Project would not result in changes to the proposed surface parking lot located at northeast corner of Market Street and Manchester Boulevard and the parking lot at the Hardy Station site.
Updated conceptual parking layout plans are included in Attachment C.
9 DAILY TRAFFIC CONDITIONS
The Proposed Project would result in changes to the daily traffic estimates in comparison to those estimates associated with the Approved Project. The following s cenarios have been updated to reflect the change in daily traffic due to the Proposed Project:
Adjusted Baseline Conditions
Future Opening Year (2027) Conditions
Future Horizon Year (2045) Conditions
The daily traffic volumes are included in Tables 1 through 3 for Adjusted Baseline Conditions, Future Opening Year (2027) conditions and Future Horizon Year (2045) Conditions, respectively.
Each table includes a summary of daily traffic volumes ‘without ITC Project’ conditions, daily traffic volumes ‘with the Approved ITC Project’ conditions, and daily traffic volumes ‘with the Proposed ITC Project’ conditions.
Under the Approved Project, the Vons store was being reduced in size to accommodate the MSF.
This resulted in reduction in trips due to the reduced size of the Vons store. The Proposed Project would relocate the MSF to the Market Street Station site and wo uld leave the Vons store site untouched. Therefore, the reduction in trips at the Vons site due to the reduction in size of the Vons store, under the Approved Project conditions, would not oc cur under the Proposed Project conditions. Further, under Proposed Project conditions, there w ould be additional employees at the Market Street Station site, resulting in slight increases t o traffic volumes along adjacent roadways. As indicated in the tables, the Proposed Project would result in slight increases to the daily traffic volumes along La Brea Avenue, Centinela Avenue, a nd Florence Avenue ‘with the Proposed ITC Project’ compared to the Approved ITC Project, under all three scenarios.
Similar to the Approved Project, overall, the analyzed corridors would experience less congestion on a system-wide basis due to the implementation of the Proposed ITC Project, particularly during the peak periods, under all three scenarios ‘with the Proposed ITC Project’. Compared to the Approved Project, there would be slightly less reduction of congestion with the Proposed Project.
10 TABLE 1
WEEKDAY DAILY TRAFFIC VOLUMES
ADJUSTED BASELINE WITHOUT AND WITH ITC PROJECT CONDITIONS Approved Project Proposed Project Net Change
From To Adjusted Baseline without
ITC Project
Adjusted Baseline with
ITC Project
Adjusted Baseline with
ITC Project
Proposed Project ‐
Approved Project
NORTH/SOUTH STREETS
La Brea Av Major Arterial Hyde Park Bl Florence Av 20,985 20,643 20,6 79 36 Florence Av Manchester Bl 24,680 24,320 24,320 0
Manchester Bl Spruce Av/Market St 19,362 19,224 19,224 0 Spruce Av/Market St Arbor Vitae St 24,983 24,295 24,295 0 Arbor Vitae St Hardy St 28,805 28,229 28,229 0
Hardy St Century Bl 29,976 29,506 29,506 0
Hawthorne Bl Major Arterial Century Bl 104th St 43,055 42,682 42,682 0 104th St Lennox Bl 48,207 47,904 47,904 0
Prairie Av Major Arterial Florence Av Regent St 22,089 21,755 21,755 0 Regent St Manchester Bl 22,157 21,797 21,797 0
Manchester Bl Pincay Dr/Kelso St 29,251 28,289 28,289 0 Pincay Dr/Kelso St Arbor Vitae St 38,953 37,767 37,767 0 Arbor Vitae St Hardy St 32,546 31,026 31,026 0
Hardy St 97th St 34,953 33,492 33,492 0
97th St Century Bl 34,953 33,492 33,492 0
Century Bl 102nd St 31,452 30,619 30,619 0
102nd St 104th St 31,954 31,139 31,139 0
104th St Lennox Bl 32,563 31,857 31,857 0
Crenshaw Bl Major Arterial 80th St Manchester Bl 23,668 23,423 23,42 30 Manchester Bl Pincay Dr/90th St 26,291 26,108 26,108 0
Pincay Dr/90th St Arbor Vitae St 32,019 31,756 31,756 0 Arbor Vitae St Hardy St 30,872 30,592 30,592 0
Hardy St Century Bl 31,682 31,385 31,385 0
Century Bl 104th St 27,528 27,248 27,248 0
Market St Minor Arterial Florence Av Regent St 3,219 3,198 3,198 0 Regent St Manchester Bl 7,790 7,727 7,727 0
Myrtle Av Collector Arbor Vitae St Hardy St 3,881 3,555 3,555 0 Doty Av Collector Century Bl 104th St 5,557 5,453 5,453 0 Yukon Av Collector Century Bl 104th St 10,443 10,213 10,213 0 Locust St Collector Florence Av Manchester Bl 3,728 3,691 3,691 0 Centinela Av Major Arterial Hyde Park Bl Florence Av 25,766 25,439 25 ,475 36 Florence Av Major Arterial Fir Av La Brea Av 16,835 16,797 16,849 52 La Brea Av Market St 21,042 21,035 21,123 88
Market St Centinela Av 24,496 24,281 24,369 88
Centinela Av Prairie Av 40,740 40,466 40,518 52
Prairie Ave West Bl 40,093 39,857 39,909 52
Manchester Bl Major Arterial Grevillea Av La Brea Av 21,435 20,955 20 ,955 0 La Brea Av Market St 21,733 21,073 21,073 0
Market St Locust St 18,821 18,180 18,180 0
Locust St Hillcrest Bl 20,190 19,567 19,567 0
Hillcrest Bl Spruce Av 24,505 23,873 23,873 0
Spruce Av Prairie Av 28,735 27,983 27,983 0
Prairie Av Kareem Ct 31,974 31,388 31,388 0
Kareem Ct Crenshaw Dr 36,748 36,106 36,106 0
Crenshaw Dr Crenshaw Bl 27,895 27,338 27,338 0
Crenshaw Bl Van Ness Av 31,211 30,735 30,735 0
Arbor Vitae St Major Arterial Gr evillea Av La Brea Av 13,751 13,228 1 3,228 0 La Brea Av Myrtle Av 9,251 8,913 8,913 0
Myrtle Av Prairie Av 8,426 8,026 8,026 0
Century Bl Major Arterial Grevillea Av La Brea Av/Hawthorne Bl 50,6 09 50,132 50,132 0 La Brea Av/Hawthorne Bl Myrtle Av 41,279 40,867 40,867 0 Myrtle Av Freeman Av 37,897 37,653 37,653 0
Freeman Av Prairie Av 33,189 32,942 32,942 0
Prairie Av Doty Av 41,073 40,239 40,239 0
Doty Av HP Casino Dr 42,370 41,522 41,522 0
HP Casino Dr Yukon Av 42,370 41,522 41,522 0
Yukon Av Club Dr 41,153 40,283 40,283 0
Club Dr Crenshaw Bl 43,164 42,234 42,234 0
Crenshaw Bl Van Ness Av 36,633 36,040 36,040 0
Regent St Collector Grevillea Av La Brea Av 5,199 5,121 5,121 0 La Brea Av Market St 16,175 15,985 15,985 0
Market St Prairie Ave 8,199 8,093 8,093 0
Hillcrest Bl Collector Grevillea Av La Brea Av 8,701 8,562 8,562 0 La Brea Av Market St 7,287 7,147 7,147 0
Market St Nutwood St / Locust St 9,060 8,647 8,647 0
Nutwood St / Locust St Manchester Bl 5,018 4,707 4,707 0 Manchester Bl Florence Av 7,946 7,636 7,636 0
Spruce Av Collector La Brea Av Manchester Av 2,959 2,468 2,468 0 Kelso St / Pincay Dr Collector Spruce Av Prairie Av 5,592 5,356 5,35 60 Prairie Av Kareem Ct 19,138 18,746 18,746 0
Kareem Ct Crenshaw Bl 14,364 14,028 14,028 0
Hardy St Collector La Brea Av Prairie Ave 4,736 3,806 3,806 0 104th St Collector Grevillea Av Hawthorne Bl 6,859 6,786 6,786 0 Hawthorne Bl Prairie Ave 4,102 4,100 4,100 0
Prairie Av Doty Av 3,581 3,501 3,501 0
STREET Facility Type
Segment
EAST/WEST STREETS
11 TABLE 2
WEEKDAY DAILY TRAFFIC VOLUMES
FUTURE OPENING YEAR (2027) WITH EVENT AND ITC PROJECT CONDITION S Approved Project Proposed Project Net Change
From To
Future Opening Year
(2027) with Event without
ITC Project
Future Opening Year
(2027) with Event and ITC
Project
Future Opening Year
(2027) with Event and ITC
Project
Proposed Project ‐
Approved Project
La Brea Av Major Arterial Hyde Park Bl Florence Av 26,222 25,804 25,8 40 36 Florence Av Manchester Bl 30,442 29,968 29,968 0
Manchester Bl Spruce Av/Market St 25,372 25,137 25,137 0 Spruce Av/Market St Arbor Vitae St 34,531 33,647 33,647 0 Arbor Vitae St Hardy St 33,430 32,725 32,725 0
Hardy St Century Bl 37,247 36,580 36,580 0
Hawthorne Bl Major Arterial Century Bl 104th St 54,238 53,610 53,610 0 104th St Lennox Bl 59,511 58,954 58,954 0
Prairie Av Major Arterial Florence Av Regent St 25,969 25,267 25,267 0 Regent St Manchester Bl 25,280 24,549 24,549 0
Manchester Bl Pincay Dr/Kelso St 39,267 37,609 37,609 0 Pincay Dr/Kelso St Arbor Vitae St 42,582 41,034 41,034 0 Arbor Vitae St Hardy St 38,402 36,430 36,430 0
Hardy St 97th St 47,068 44,909 44,909 0
97th St Century Bl 47,068 44,910 44,910 0
Century Bl 102nd St 42,353 40,687 40,687 0
102nd St 104th St 43,661 41,859 41,859 0
104th St Lennox Bl 43,735 42,041 42,041 0
Crenshaw Bl Major Arterial 80th St Manchester Bl 29,355 28,952 28,95 20 Manchester Bl Pincay Dr/90th St 35,388 34,855 34,855 0
Pincay Dr/90th St Arbor Vitae St 44,981 44,058 44,058 0 Arbor Vitae St Hardy St 43,220 42,316 42,316 0
Hardy St Century Bl 44,527 43,606 43,606 0
Century Bl 104th St 41,333 40,282 40,282 0
Market St Minor Arterial Florence Av Regent St 4,524 4,495 4,495 0 Regent St Manchester Bl 9,367 9,236 9,236 0
Myrtle Av Collector Arbor Vitae St Hardy St 4,636 4,261 4,261 0 Doty Av Collector Century Bl 104th St 10,222 9,898 9,898 0 Yukon Av Collector Century Bl 104th St 11,859 11,591 11,591 0 Locust St Collector Florence Av Manchester Bl 5,635 5,540 5,540 0 Centinela Av Major Arterial Hyde Park Bl Florence Av 28,683 28,287 28 ,323 36 Florence Av Major Arterial Fir Av La Brea Av 21,600 21,399 21,451 52 La Brea Av Market St 26,077 25,899 25,987 88
Market St Centinela Av 32,034 31,463 31,551 88
Centinela Av Prairie Av 48,196 47,518 47,570 52
Prairie Ave West Bl 47,614 47,292 47,344 52
Manchester Bl Major Arterial Grevillea Av La Brea Av 30,077 29,116 29 ,116 0 La Brea Av Market St 30,173 29,033 29,033 0
Market St Locust St 24,607 23,572 23,572 0
Locust St Hillcrest Bl 28,702 27,647 27,647 0
Hillcrest Bl Spruce Av 35,259 34,151 34,151 0
Spruce Av Prairie Av 39,409 38,200 38,200 0
Prairie Av Kareem Ct 40,188 39,351 39,351 0
Kareem Ct Crenshaw Dr 49,875 48,711 48,711 0
Crenshaw Dr Crenshaw Bl 37,283 36,352 36,352 0
Crenshaw Bl Van Ness Av 40,073 39,202 39,202 0
Arbor Vitae St Major Arterial Gr evillea Av La Brea Av 16,362 15,701 1 5,701 0 La Brea Av Myrtle Av 14,505 13,903 13,903 0
Myrtle Av Prairie Av 12,639 12,019 12,019 0
Century Bl Major Arterial Grevillea Av La Brea Av/Hawthorne Bl 68,6 54 67,393 67,393 0 La Brea Av/Hawthorne Bl Myrtle Av 56,586 55,309 55,309 0 Myrtle Av Freeman Av 53,802 52,672 52,672 0
Freeman Av Prairie Av 49,113 47,990 47,990 0
Prairie Av Doty Av 57,910 56,294 56,294 0
Doty Av HP Casino Dr 57,392 55,762 55,762 0
HP Casino Dr Yukon Av 57,637 56,000 56,000 0
Yukon Av Club Dr 54,057 52,465 52,465 0
Club Dr Crenshaw Bl 55,755 54,113 54,113 0
Crenshaw Bl Van Ness Av 46,262 45,217 45,217 0
Regent St Collector Grevillea Av La Brea Av 7,490 7,395 7,395 0 La Brea Av Market St 18,874 18,628 18,628 0
Market St Prairie Ave 9,189 9,078 9,078 0
Hillcrest Bl Collector Grevillea Av La Brea Av 11,360 11,197 11,197 0 La Brea Av Market St 9,049 8,909 8,909 0
Market St Nutwood St / Locust St 11,115 10,698 10,698 0 Nutwood St / Locust St Manchester Bl 6,570 6,261 6,261 0 Manchester Bl Florence Av 10,256 9,911 9,911 0
Spruce Av Collector La Brea Av Manchester Av 8,153 7,525 7,525 0 Kelso St / Pincay Dr Collector Spruce Av Prairie Av 7,250 6,941 6,94 10 Prairie Av Kareem Ct 24,905 24,224 24,224 0
Kareem Ct Crenshaw Bl 27,838 26,696 26,696 0
Hardy St Collector La Brea Av Prairie Ave 7,370 6,359 6,359 0 104th St Collector Grevillea Av Hawthorne Bl 8,326 8,254 8,254 0 Hawthorne Bl Prairie Ave 5,152 5,140 5,140 0
Prairie Av Doty Av 6,823 6,710 6,710 0
EAST/WEST STREETS
STREET Facility Type
Segment
NORTH/SOUTH STREETS
12 TABLE 3
WEEKDAY DAILY TRAFFIC VOLUMES
FUTURE HORIZON YEAR (2045) WITH EVENT AND ITC PROJECT CONDITION S Approved Project Proposed Project Net Change
From To
Future Horizon Year
(2045) with Event without
ITC Project
Future Opening Year
(2045) with Event and ITC
Project
Future Horizon Year
(2045) with Event and ITC
Project
Proposed Project ‐
Approved Project
La Brea Av Major Arterial Hyde Park Bl Florence Av 29,861 29,424 29,4 60 36 Florence Av Manchester Bl 33,924 33,423 33,423 0
Manchester Bl Spruce Av/Market St 29,068 28,809 28,809 0 Spruce Av/Market St Arbor Vitae St 39,767 38,837 38,837 0 Arbor Vitae St Hardy St 39,352 38,586 38,586 0
Hardy St Century Bl 44,527 43,784 43,784 0
Hawthorne Bl Major Arterial Century Bl 104th St 65,099 64,430 64,430 0 104th St Lennox Bl 71,544 70,947 70,947 0
Prairie Av Major Arterial Florence Av Regent St 29,203 28,424 28,424 0 Regent St Manchester Bl 27,091 26,280 26,280 0
Manchester Bl Pincay Dr/Kelso St 45,088 43,184 43,184 0 Pincay Dr/Kelso St Arbor Vitae St 47,636 45,924 45,924 0 Arbor Vitae St Hardy St 44,534 42,315 42,315 0
Hardy St 97th St 52,074 49,602 49,602 0
97th St Century Bl 52,074 49,602 49,602 0
Century Bl 102nd St 47,960 45,930 45,930 0
102nd St 104th St 49,501 47,278 47,278 0
104th St Lennox Bl 48,963 46,866 46,866 0
Crenshaw Bl Major Arterial 80th St Manchester Bl 33,571 33,104 33,10 40 Manchester Bl Pincay Dr/90th St 39,937 39,285 39,285 0
Pincay Dr/90th St Arbor Vitae St 51,817 50,631 50,631 0 Arbor Vitae St Hardy St 49,168 48,029 48,029 0
Hardy St Century Bl 50,453 49,308 49,308 0
Century Bl 104th St 46,870 45,551 45,551 0
Market St Minor Arterial Florence Av Regent St 5,650 5,615 5,615 0 Regent St Manchester Bl 10,690 10,542 10,542 0
Myrtle Av Collector Arbor Vitae St Hardy St 6,099 5,680 5,680 0 Doty Av Collector Century Bl 104th St 10,989 10,633 10,633 0 Yukon Av Collector Century Bl 104th St 12,823 12,530 12,530 0 Locust St Collector Florence Av Manchester Bl 6,592 6,467 6,467 0 Centinela Av Major Arterial Hyde Park Bl Florence Av 32,424 31,971 32 ,007 36 Florence Av Major Arterial Fir Av La Brea Av 26,322 26,068 26,120 52 La Brea Av Market St 31,261 31,021 31,109 88
Market St Centinela Av 37,988 37,349 37,437 88
Centinela Av Prairie Av 55,160 54,398 54,450 52
Prairie Ave West Bl 55,224 54,870 54,922 52
Manchester Bl Major Arterial Grevillea Av La Brea Av 32,931 31,774 31 ,774 0 La Brea Av Market St 32,771 31,434 31,434 0
Market St Locust St 26,664 25,454 25,454 0
Locust St Hillcrest Bl 31,551 30,315 30,315 0
Hillcrest Bl Spruce Av 39,895 38,581 38,581 0
Spruce Av Prairie Av 44,370 42,962 42,962 0
Prairie Av Kareem Ct 45,758 44,778 44,778 0
Kareem Ct Crenshaw Dr 58,090 56,697 56,697 0
Crenshaw Dr Crenshaw Bl 43,024 41,933 41,933 0
Crenshaw Bl Van Ness Av 45,395 44,369 44,369 0
Arbor Vitae St Major Arterial Gr evillea Av La Brea Av 19,238 18,571 1 8,571 0 La Brea Av Myrtle Av 16,361 15,726 15,726 0
Myrtle Av Prairie Av 14,304 13,657 13,657 0
Century Bl Major Arterial Grevillea Av La Brea Av/Hawthorne Bl 82,4 84 80,965 80,965 0 La Brea Av/Hawthorne Bl Myrtle Av 66,429 64,895 64,895 0 Myrtle Av Freeman Av 64,171 62,773 62,773 0
Freeman Av Prairie Av 58,322 56,930 56,930 0
Prairie Av Doty Av 67,296 65,433 65,433 0
Doty Av HP Casino Dr 65,876 64,016 64,016 0
HP Casino Dr Yukon Av 65,917 64,055 64,055 0
Yukon Av Club Dr 61,973 60,166 60,166 0
Club Dr Crenshaw Bl 64,050 62,180 62,180 0
Crenshaw Bl Van Ness Av 54,021 52,837 52,837 0
Regent St Collector Grevillea Av La Brea Av 9,403 9,300 9,300 0 La Brea Av Market St 22,440 22,166 22,166 0
Market St Prairie Ave 10,836 10,715 10,715 0
Hillcrest Bl Collector Grevillea Av La Brea Av 14,013 13,822 13,822 0 La Brea Av Market St 10,783 10,627 10,627 0
Market St Nutwood St / Locust St 13,115 12,669 12,669 0 Nutwood St / Locust St Manchester Bl 7,663 7,354 7,354 0 Manchester Bl Florence Av 11,716 11,344 11,344 0
Spruce Av Collector La Brea Av Manchester Av 9,550 8,894 8,894 0 Kelso St / Pincay Dr Collector Spruce Av Prairie Av 8,763 8,415 8,41 50 Prairie Av Kareem Ct 28,522 27,680 27,680 0
Kareem Ct Crenshaw Bl 32,184 30,710 30,710 0
Hardy St Collector La Brea Av Prairie Ave 8,330 7,296 7,296 0 104th St Collector Grevillea Av Hawthorne Bl 10,400 10,325 10,325 0 Hawthorne Bl Prairie Ave 6,495 6,477 6,477 0
Prairie Av Doty Av 8,146 8,023 8,023 0
EAST/WEST STREETS
STREET Facility Type
Segment
NORTH/SOUTH STREETS
13 VMT ANALYSIS
The Proposed Project would result in changes to the daily and a nnual VMT estimates. The following scenarios have been updated to reflect the changes in VMT estimates due to the Proposed Project:
Adjusted Baseline Conditions
Future Opening Year (2027) Conditions
Future Horizon Year (2045) Conditions
The daily and annual VMT analyses are included in Tables 4 thro ugh 6 for Adjusted Baseline Conditions, Future Opening Year (2027) conditions and Future Ho rizon Year (2045) Conditions, respectively. Each table includes a summary of daily and annual VMT ‘without ITC Project’ conditions, daily and annual VMT ‘with the Approved ITC Project conditions, and daily and annual VMT ‘with the Proposed ITC Project conditions.
Under the Approved Project, the Vons store was being reduced in size to accommodate the MSF.
The Proposed Project would relocate the MSF at the Market Street Station site and would leave the Vons store site untouched, resulting in a slight increase in daily traffic volumes. This is due to the Vons store not reducing in size and the MSF employee trips at the Market Street Station site.
These changes to the Project are not affecting the characteristics of the ITC system in a way that increases VMT but rather, the slight change in VMT resulting from the Vons store not reducing in size under the Proposed Project conditions. As indicated in the tables, the Proposed Project would result in minimal increases to VMT on a daily and annual basis with the Proposed Project, compared to the Approved Project. Similar to the Approved Proj ect, there would still be substantial reduction in the daily and annual VMT due to the Pr oposed Project, compared to conditions without the Proposed Project.
Adjusted Baseline Conditions VMT Analysis
As shown in Table 4, the Proposed Project would result in a weekday daily VMT of 3,093,429 and annual VMT of 986,430,165 under Adjusted Baseline conditions. This is an increase in daily VMT by 1,540 and annual VMT by 491,074 compared to those estimated for the Approved Project.
However, similar to the Approved Project, the Proposed Project would result in a reduction of overall VMT due to the implementation of the Proposed ITC Proje ct on a daily and annual basis relative to conditions without the Project, as discussed below. 14 TABLE 4
SUMMARY OF VMT WITHOUT AND WITH ITC PROJECT
ADJUSTED BASELINE CONDITIONS
Daily VMT Net Change
Approved Project Proposed Project
Without ITC Project With ITC Project With ITC Project
Adjusted Baseline 3,132,256 3,091,889 3,093,429 1,540
Annual VMT Net Change
Approved Project Proposed Project
Without ITC Project With ITC Project With ITC Project
Adjusted Baseline 998,811,151 985,939,091 986,430,165 491,074 Scenario
Scenario
Proposed Project ‐
Approved Project
Proposed Project ‐
Approved Project
15 Under the Proposed Project, the weekday daily VMT would be reduced from 3,132,256 vehicle- miles of travel (without ITC Project) to 3,093,429 vehicle-miles of travel (with the Proposed Project), a reduction of approximately 38,827 vehicle-miles of travel.
The annual VMT would be
reduced from 998,811,151 vehicle-miles of travel (without ITC Project) to 986,460,165 vehicle- miles of travel (with the Proposed Project). An overall reduction in annual VMT of approximately
12.3-million vehicle miles traveled (1.2%) is estimated with th e implementation of the Proposed Project under Adjusted Baseline conditions.
Future Opening Year (2027) Conditions VMT Analysis
Table 5 indicates that the Proposed Project would result in a weekday daily VMT of 5,029,088 and an annual VMT of 1,310,695,556 under Future Opening Year (2027) with Event and Project conditions. This is an increase in daily VMT by 1,540 and annua l VMT by 491,074 compared to the Approved Project. However, similar to the Approved Project, the Proposed Project would continue to result in a reduction of overall VMT due to the implementation of the Proposed Project on a daily and annual basis as discussed below.
Under the Proposed Project, the weekday daily VMT would be reduced from 5,275,088 vehicle- miles of travel (without ITC Project) to 5,029,088 vehicle-miles of travel (with the Proposed Project), a reduction of approximately 246,000 vehicle-miles of travel under Future Opening Year (2027) conditions with Events. The annual VMT would be reduced from 1,346,432,106 vehicle- miles of travel (without ITC Project) to 1,310,695,556 vehicle- miles of travel (with the Proposed ITC Project). An overall reduction in annual VMT of approximately 35.7-million vehicle miles traveled (2.7%) is estimated with the implementation of the Pro posed ITC Project under Future Opening Year (2027) conditions with Events compared to conditio ns without the Proposed Project.
Future Horizon Year (2045) Conditions VMT Analysis
Table 6 indicates that the Proposed Project would result in a daily VMT of 5,346,956 and an annual VMT of 1,427,252,878. This is an increase in daily VMT o f 1,540 and annual VMT of 491,074 compared to the Approved Project under Future Horizon Y ear (2045) with Event conditions. However, similar to the Approved Project, the Propo sed Project would result in a reduction of overall VMT due to the implementation of the Propo sed ITC Project on a daily and annual basis as discussed in the section below.
16 TABLE 5
SUMMARY OF VMT WITHOUT AND WITH ITC PROJECT
FUTURE OPENING YEAR (2027) WITH EVENT CONDITIONS
Daily VMT Net Change
Approved Project Proposed Project
Without ITC Project With ITC Project With ITC Project
Future Opening Year (2027) Non‐Event 3,906,593 3,854,924 3,856,46 4 1,540 NFL Game Event 1,368,495 1,172,624 1,172,624 0
Future Opening Year (2027) with Event 5,275,088 5,027,548 5,029,08 8 1,540 Annual VMT Net Change
Approved Project Proposed Project
Without ITC Project With ITC Project With ITC Project
Future Opening Year (2027) Non‐Event 1,245,731,160 1,229,255,081 1,229,746,155 491,074 All Events 100,700,946 80,949,401 80,949,401 0
Future Opening Year (2027) with Events 1,346,432,106 1,310,204,48 2 1,310,695,556 491,074 Scenario
Scenario
Proposed Project ‐
Approved Project
Proposed Project ‐
Approved Project
17 TABLE 6
SUMMARY OF DAILY VMT WITHOUT AND WITH ITC PROJECT
FUTURE HORIZON YEAR (2045) WITH EVENT CONDITIONS
Daily VMT Net Change
Approved Project Proposed Project
Without ITC Project With ITC Project With ITC Project
Future Horizon Year (2045) Non‐Event 4,293,802 4,236,825 4,238,365 1,540 NFL Game Event 1,368,495 1,108,591 1,108,591 0
Future Horizon Year (2045) with Events 5,662,297 5,345,416 5,346,956 1,540 Annual VMT Net Change
Approved Project Proposed Project
Without ITC Project With ITC Project With ITC Project
Future Horizon Year (2045) Non‐Event 1,369, 204,193 1,351,035,367 1,351,526,441 491,074 All Events 100,700,946 75,726,437 75,726,437 0
Future Horizon Year (2045) with Events 1,469,905,139 1,426,761,80 4 1,427,252,878 491,074 Scenario
Scenario
Proposed Project ‐
Approved Project
Proposed Project ‐
Approved Project
18 Under the Proposed Project, the weekday daily VMT would be reduced from 5,662,297 vehicle- miles of travel (without ITC Project) to 5,346,956 vehicle-miles of travel (with the Proposed Project), a reduction of approximately 315,341 vehicle-miles of travel under Future Horizon Year (2045) with Events conditions. The annual VMT would be reduced from 1,469,905,139 vehicle- miles of travel (without ITC Project) to 1,427,252,878 vehicle- miles of travel (with Proposed ITC Project). An overall reduction in annual VMT of approximately 42.6-million vehicle miles traveled (2.9%) is estimated with the implementation of the Proposed ITC Project under Future Horizon Year (2045) with Events conditions compared to conditions without the Proposed Project.
INGLEWOOD VENUES PROFILE OF EVENTS
There are no changes to the Inglewood venue profile of events provided in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR, due to the Proposed Project.
ITC PROJECT RIDERSHIP
The Proposed Project does not change the results of the projected ITC Project non-event and event ridership estimates from the estimated ridership provided in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
CONSTRUCTION ANALYSIS
The construction analysis associated with the ITC Project has been updated to reflect the changes to the Approved Project as a result of the Proposed Project. Th e key changes to the Project Description include realignment of the Project guideway along Market Street and locating the MSF at the Market Street Station site.
Evaluation Criteria
The Evaluation Criteria is the same as described in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
19 Methodology
The ‘Methodology’ Section is the same as described in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
Construction Sequencing/Phasing
As described in the EIR for the Approved Project, construction of the Project is planned to occur over eight (8) phases spanning approximately 46 months, between 2024 through 2027. The Proposed Project would result in updates to construction phases 1, 2, 3 and 5 (discussed more fully below). The other phases of construction (phases 4, 6, 7 , and 8) would not have any appreciable changes under the Proposed Project conditions compared to those for the Approved Project as detailed in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR. A brief summary description of these updated phases is provided below:
Phase 1 Construction
The Proposed Project would relocate the MSF from the Vons’ site at 500 E. Manchester Boulevard to the Market Street Station site. As a result, the Vons’ property would remain untouched and therefore, excluded from Phase 1 construction. Additionally, pr imary power is no longer planned to be provided by the SCE Inglewood Substation on Prairie Avenu e. Except for removal of references to the Vons’ site and the SCE Inglewood Substation o n Prairie Avenue, Phase 1 construction would be the same as described for the in the EIR for the Approved Project.
Phase 2 Construction
Under the Proposed Project, work will begin/continue at the MSF site as defined. However, this will be at the Market Street Station location, and not along Ma nchester Boulevard. Work at the Manchester Station will begin in this phase due to early acquisition of the site. Additionally, one PDS substation would be relocated to the MSF site, and one relocated to the Manchester Station site. All other components of Phase 2 construction would be the same as those described in the EIR for the Approved Project.
20 Phase 3 Construction
Under the Proposed Project, Phase 3 work will also include foundation work for the Hardy Station as well as the Market Station. These stations will essentially be constructed on the same timeline.
All other components of Phase 3 construction would be the same as described in the EIR for the Approved Project.
Phase 5 Construction
There will be three (3) fewer straddle bents that would be cons tructed on Manchester Boulevard as a result of moving the MSF to Market Street Station with the Proposed Project, compared to the Approved Project. All other components of Phase 5 construction would be the same as described for the in the EIR for the Approved Project.
Construction Hours
There are no changes to the ‘Construction Hours’ Section due to the Proposed Project compared to the Approved Project described in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
Construction Assessment – Market Street
The location of the Market Street construction area includes the Market Street corridor from Florence Avenue to Manchester Boulevard. Under the Proposed Project, the Market Street construction area also includes the MSF at the Market Street Station site under the Proposed Project conditions compared to the Approved Project.
A description of the existing physical setting and effects of the construction area on the vehicular, pedestrian, bicycle and transit system circulation and access are discussed below.
Construction Area – Market Street: Florence Avenue to Manchester Boulevard
Construction along Market Street between Florence Avenue and Manchester Boulevard includes enabling the construction sequence of the APM alignment components. Construction activities 21 along this stretch of Market Street occurs in Phases 3 through 5 and Phases 7 and 8. The Proposed Project would result in changes during Phase 3 construction along Market Street.
Vehicle Circulation and On-Street Parking. The Proposed Project would shift the median of the guideway along Market Street approximately 12 feet to the east in front of the Fox Theater Building. As a result, during Phase 3, the installation of two rows of K-Rail systems along Market Street to delineate the construction area would include approximately 25 feet of public ROW along the east side of Market Street between Manchester Boulevard and Florence Avenue, rather than being placed along the center line of Market Street for the App roved Project.
For the most part,
the construction area along Market Street would be located in the roadway and would not interfere with existing sidewalks along the west side. Existing sidewalks would remain open and pedestrian circulation would be maintained along the construction area.
All other construction activities associated with Market Street vehicle circulation and on-street parking are the same as those described in the Transportation Assessment Study for the ITC Project EIR for the Approved Project. Additionally, the Proposed Project would not affect the Market Street pedestrian circulation/access, bicycle circulatio n/access and transit circulation/access compared to those described in the Transport ation Assessment Study for the ITC Project for the Approved Project.
Construction Area – MSF (New Location) and Market Street Station
Construction of the Market Street Station would include the demolition of the existing commercial building structures at the southeast corner of the intersection of Market Street/Florence Avenue and the construction of the overhead pedestrian bridge across F lorence Avenue. The Proposed Project would relocate the MSF from the Vons’ site at 500 E. Manchester Boulevard to the Market Street Station site. Additionally, one PDS substation would be relocated to the MSF site.
Relocating the MSF to the Market Street Station site would not affect the vehicle circulation and on-street parking, pedestrian circulation/access, bicycle circulation/access and transit circulation/access evaluations as described in the Transportati on Assessment for the ITC DEIR for the Approved Project.
22 Construction Area – Public Parking Lot
There are no updates to the ‘Construction Area – Public Parking Lot’ at the northeast corner of Market Street and Manchester Boulevard due to the Proposed Proj ect. The vehicle circulation and on-street parking, pedestrian circulation/access, bicycle c irculation/access and transit circulation/access evaluations are the same as those described in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
Construction Assessment – Manchester Boulevard
The Proposed Project would relocate the MSF from the Vons’ site at 500 E. Manchester Boulevard to the Market Street Station site. Therefore, the location of the Manchester Boulevard construction area includes the Manchester Boulevard corridor from Market Str eet to Prairie Avenue and includes the Manchester Station site. The Manchester Boulevard construction areas are further discussed in the following sections.
Construction Area – Manchester Boulevard: Market Street to Prairie Avenue
The Proposed Project would move the MSF from the Vons’ site at 500 E. Manchester Boulevard to the Market Street Station site. Therefore, no demolition and construction activities would occur at the Vons’ site located at 500 E. Manchester Boulevard. Addit ionally, the curb along the south side of Manchester Boulevard between Hillcrest Boulevard and Spruce Avenue could remain the same as existing (i.e., no reconstructing the curb/gutter). The se changes would not affect the vehicle circulation and on-street parking, pedestrian circulation/access, bicycle circulation/access and transit circulation/access evaluations for Manchester Boule vard as described in EIR for the Approved Project.
Construction Area – MSF Structure Site
The Proposed Project would move the MSF from the Vons’ site at 500 E. Manchester Boulevard to the Market Street Station site. All construction activities associated with the MSF are included as part of the Market Street Station evaluation.
23 Construction Area – Manchester Boulevard Station Site
With the exception of relocating one PDS substation to the Manchester Station site, there are no other proposed changes to the ‘Construction Area – Manchester Boulevard Station Site’ located at the southwest quadrant of the intersection of Prairie Avenue and Manchester Boulevard due to the Proposed Project. The vehicle circulation and on-street parking, pedestrian circulation/access, bicycle circulation/access and transit circulation/access evaluations are the same as those noted in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
Construction Assessment – Prairie Avenue
There are no changes to the ‘Construction Assessment – Prairie Avenue’ due to the Proposed Project. The vehicle circulation and on-street parking, pedestrian circulation/access, bicycle circulation/access and transit circulation/access evaluations a re the same as those described in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
Construction Area – Hardy Street Station Site
With the exception of relocating one PDS substation from the Hardy Station Site, there are no other updates to the ‘Construction Area – Hardy Street Station Site’ due to the Proposed Project.
The vehicle circulation and on-street parking, pedestrian circu lation/access, bicycle circulation/access and transit circulation/access evaluations a re the same as those described in the Transportation Assessment Study for the Inglewood Transit Connector Project DEIR.
Construction Analysis/Evaluation
The Proposed Project does not alter the recommended measures li sted in the EIR for the Approved Project, related to infrastructure. In summary, there are no changes to the ‘Construction Analysis/Evaluation’ section associated with the Proposed Project.
Construction Trips
The Proposed Project would result in less construction trips co mpared to the Approved Project.
Gannet Fleming, Inc. has provided an updated estimate of the qu antities of construction debris and spoils generated, and the resulting volume of truck trips due to the Proposed Project.
24 With the Proposed Project, demolition of existing commercial buildings and site improvements on the site of the Market Street Station/MSF will yield up to approximately 40,308 cubic yards (CY) of debris generating approximately 2,686 truck haul trips.
Construction Haul Routes
The Proposed Project would move the MSF from the Vons’ site to the Market Street Station site.
Therefore, the Vons’ site would no longer be used as a construction staging area. The proposed construction delivery and haul routes and potential staging areas are illustrated in Figure 2.
Construction Traffic Management Program
There are no updates to the Construction Traffic Management Program due to the Proposed Project. The Construction Management Program is the same as described in the EIR for the Approved Project.
ALTERNATIVES ANALYSIS
The Proposed Project does not change the results of Alternatives Analysis. The ‘Alternatives Analysis’ is the same as described in the EIR for the Approved Project. 25 M
M
FIGURE 2
PROPOSED CONSTRUCTION STAGING AREAS AND HAUL ROUTES
Manchester Bl
Arbor Vitae St
Centinela Av
Florence AvPrairie Av
La Brea Av
Hillcrest Bl
Hyde Park Bl
Beach Av
Inglewood Av
Kelso St
Kareem Ct
104th St
West Bl
Pincay Dr
Myrtle Av
Crenshaw Dr
Market St
N
Not to scale
Legend:
Proposed ITC Alignment
Proposed ITC Station
Metro Crenshaw/LAX LRT (Future)
! Metro Crenshaw/LAX LRT Station (Future)
Haul / Delivery Routes
Staging Areas
INGLEWOOD
M
§¨¦
405
Doty Av
La Cienega Bl
Hardy St
Century Bl
Hawthorne Bl
Crenshaw Bl
Yukon Av
Oak St
26 ATTACHMENT A
CONCEPTUAL ROADWAY STRIPING
ATTACHMENT B
TYPCIAL CROSS SECTIONS
ATTACHMENT C
CONCEPTUAL PARKING LAYOUT PLANS
Exhibit B
To Attachment 1
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CEQA FINDINGS OF FACT FOR THE INGLEWOOD TRANSIT CONNECTOR
PROJECT MODIFICATIONS
I. BACKGROUND
On April 14, 2022, the City of Inglewood (City) City Council approved the Inglewood Transit Connector project (Project). The City determined that the Project is exempt from the California Environmental Quality Act (CEQA) (Pub. Resources Code, § 21000 et seq.) pursuant to Public Resources Code section 21080(b)(12) and CEQA Guidelines1 section 15275(b) because the Project is a “facility extension” of the existing Metro K light-rail line, which is less than four miles in length and is required for the transfer of passengers to or from an exclusive public mass transit guideway. The City filed a Notice of Exemption (NOE) for the Project on April 14, 2022.
Although the Project is statutorily exempt from CEQA, the City voluntarily prepared a full environmental impact report (EIR) for the Project (State Clearinghouse No. 2018071034). On April 14, 2022, the City Council certified a Final EIR, adopted CEQA Findings of Fact and approved a Mitigation Monitoring and Reporting Program (MMRP) for the Project. The City filed a Notice of Determination (NOD) for the Project on April 14, 2022.
Following the City’s approval of the Project, as part of the City’s procurement process fo r the selection of a developer to implement the Project, alternative design concepts were discussed with bidders. This process resulted in defining potential refinements to the Project for further consideration by the City. The City then completed a separate and independent value engineering process for the Project; this work effort resulted in the City proposing to refine the Project design in a manner that would generate significant cost savings, reduce the number of property acquisitions required for the Project, and shorten the construction schedule. These proposed changes include moving the location of the Maintenance and Storage Facility (MSF) to the same site as the Market Street/Florence Avenue Station, which would allow the Vons store and other businesses at 500 E. Manchester to remain in their current location. In addition, the guideway along Market Street is proposed to be modified by lowering the height of the guideway, and shifting it to the east. Minor modifications to Project Design Feature (PD F) CUL -1 and its corresponding requirements in the the ITC Design Guidelines are proposed based on the proposed modifications to the guideway. These changes, and other proposed modifications to the Project/Locally Preferred Alternative (LPA) (the “Modified Project”) are described more fully in the first Addendum to the Final E nvironmental Impact Report (Addendum) (Meridian 2023) adopted by the City concurrently with these Findings.
1 The CEQA Guidelines are codified in the California Code of Regulations, Title 14, Division 6, Chapter 3, Sections 15000–15387.
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II. FINDINGS OF FACT
The California State Legislature has de termined that certain activities are exempt from CEQA. (See e.g., Pub. Resources Code, § 21080(b).) One such statutory exemption is for “[f]acility extensions not to exceed four miles in length which are required for the transfer of passengers for or to exclusive public mass transit guideway or busway public transit systems.” (Pub.
Resources Code, § 21080(b)(12); CEQA Guidelines, § 15275(b).) The City previously determined that the Project meets this definition.
The proposed modifications to the P roject do not alter the conclusion that the Project is statutorily exempt from CEQA. The Project remains a “facility extension” of the existing Metro K light-rail line in that the Modified Project continues to provide a 1.6-mile light rail transit facility, including the Market Street/Florence Avenue Station with a passenger walkway connection to the existing Metro K Line Downtown Inglewood Station. At 1.6 miles in length, the Modified Project does not “exceed four miles in length.” The Modified Project is “required for the transfer of passengers” to close the last -mile gap between the Metro K line and existing and new major housing, employment, and activity centers in the City of Inglewood. Finally, the Modified Project will transfer passengers “from or to [an] exclusive public mass transit guideway” by transferring passengers from and to the Metro K Line Downtown Inglewood Station. The Modified Project is, therefore, exempt from CEQA under that statutory exemption for facility extensions as set forth in Public Resources Code section 21080(b)(12) and CEQA Guidelines section 15275(b).
Although the Modified Project is statutorily exempt from CEQA, the City voluntarily prepared an Addendum to the certified Final EIR . Section 15164 of the CEQA Guidelines provides that an Addendum to a previously certified EIR shall be prepared if some changes or additions to the EIR are necessary but none of the conditions calling for the preparation of a subsequent EIR has occurred. Here, as set forth in the Addendum, the Modified Project would not result in any new significant impacts not discussed in the Final EIR or any substantially more severe significant effects than identified in the Final EIR.
The City Council has reviewed and considered the Addendum with the Final EIR. Based on the whole of the record, including the Addendum and Final EIR, the City Council hereby finds:
1. The Project, as modified, remains statutorily exempt from CEQA under Public Resources Code section 21080(b)(12) “[f]acility extensions not to exceed four miles in length which are required for the transfer of passengers for or to exclusive public mass transit guideway or busway public transit systems.”
2. The Addendum and the Final EIR, taken together, reflect the City’s independent judgment.
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3. These Findings incorporate by reference in their entirety the Addendum prepared for the Modified Project, the certified Final EIR, and the CEQA Findings of Fact adopted in support of the City’s April 14, 2022 approval of the Project.
4. No substantial change s with respect to the circumstances under which the Project have occurred since the Final EIR was certified which require major revisions of the Final EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects.
5. No new information of substantial importance which was not known, and could not have been known with the exercise of reasonable diligence at the time the EIR was certified for the Project, has been discovered which would require major revisions of the Final EIR.
6. There is no substantial evidence in the record as a whole that the Modified Project will result in any new significant impacts or any substantially more severe significant environmental impacts than previously identified in the certified Final EIR.
With respect to Impact CUL-1 evaluated in the Final EIR, the Modified Project – including the revisions to PDF CUL-1 – would not result in a new or substantially more severe significant impact to historic resources as defined in CEQA Guidelines, section 16064.5. As discussed in the first Addendum to the Final EIR (Meridian 2023) and the Historical Resources Technical Report Addendum (HRG 2023), the Modified Project would not result in a substantial adverse change in the significance of historical resources. The proposed revisions to Section 2.2 of the ITC Design Standards and Guidelines include performance -based standards that must be incorporated into the final Project design to ensure minimal impacts to the setting of historic resources, little or no visual obstruction of the resource’s street-facing facades, and the retention of important views from which to understand the building’ s overall scale, massing, composition, and design. As discussed below, consistent with the conclusions of the Final EIR, under the Modified Project, impacts to historical built environment would continue to be less than significant. Therefore, no new or substantially more severe impact with respect to Impact CUL-1 has been identified.
260 N. Locust Street (Holy Faith Episcopal Church)
The proposed relocation of the MSF from the Vons site to the Market Street/Florence Avenue Station would locate the MSF to across the street from the Holy Faith Episcopal Church. As discussed in the first Addendum to the Final EIR and the Historical Resources Technical Report Addendum, this change would
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not physically alter the Holy Faith Episcopal Church property in any way. The buildings would remain in their original locations and would retain all of their significant character-defining features. Setting features import to the Holy Faith Church property are largely located within the boundaries of the church property. These include the lawns, planted areas and pedestrian paths located within the interstitial spaces between and in front of the buildings. The immediate surroundings outside Church property boundaries —a densely developed urban area containing a wide range of building types and uses dating from various periods of development —are less important. This is particularly true of the existing commercial block to be redeveloped by the approved Project which was developed over 50 years after the Church was constructed. The church property and the commercial block are not spatially related, with the majority of the shopping center buildings oriented to a surface parking lot to the west.
Under the Modified Project, the new construction would be separated from the Holy Faith Episcopal Church property by the width of a residential street (Locust Street). With nearly 100 feet of separation, the proposed modifications to the Market Street/Florence Station site – including the addition of the SCE Substation and MSF – would not alter important setting features located on the Church property or interfere with any important visual or spatial relationships between the property and its immediate surroundings. For these reasons, the addition of the MSF , PDS Substation, and SCE Substation , each of which would be a substantial distance away the Church property, would not substantially alter the Church’s setting. The important setting features located within the boundaries of the church property would remain unchanged by the Modified Project. The areas to be redeveloped by the Modified Project have been substantially altered over time and have no important spatial or visual relationships with the church property.
Further, pursuant to Project Design Feature NOISE -2 (C onstruction Vibration Reduction Plan), a detailed Construction Vibration Reduction Plan that includes performance standards for historic resources would be prepared and implemented. This Plan requires that in the event the regulatory vibration level is triggered, construction activities would be halted. The source of vibration is required to be identified and the vibration level reduced to below FTA’s threshold of significance for vibration levels such that no damage to historic buildings would occur. Additionally, pursuant to Project Design Feature NOISE -1 (Construction Noise Control Plan), a Construction Noise Control Plan will be developed that includes noise reduction measures that will reduce construction noise levels to below FTA’s General Assessmen t Construction Noise Criteria.
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Further, as explained in the Addendum, operational noise generated by the proposed SCE Substation at the MSF site would not be discernable.
Because the Modified Project would not physically alter the Holy Faith Episcopal Church property and would not alter its surroundings such that the historic significance of the resource can no longer be conveyed, it would not result in a substantial adverse change in the significance of the historical resource. All of the aspects of inte grity would remain, and therefore the historical resource would retain integrity overall. After construction of the Proposed Project the Holy Faith Episcopal Church property would continue to convey its historic significance. Therefore, under the Modified Project, impacts to the Holy Faith Episcopal Church property would remain less than significant. 158-170 N. Market Street (former United Bank of California)
Two differences between the approved Project evaluated in the Final EIR and the Modified Project would occur in the near vicinity of the former United Bank of California building: the shifting of the guideway alignment to the east within the Market Street public right -of-way, and the lowering of the guideway height along Market Street as measured from the existing grade. Because the former United Bank of California building is situated on the east side of Market Street, shifting the guideway to the east along Market Street would move the guideway approximately 5 feet closer to this historical resource than under the approved Project. At this point along the alignment, the bottom of the guideway would be elevated approximately 40 feet above the roadway. The former United Bank of California building measures approximately 23 feet in height. Thus, the guideway for the Modified Project would clear the top of the building by approximately 17 feet.
Like the approved Project, the Modified Project would not physically alter the former United Bank of California building in any way. The building would remain in its original location and would retain all of its significant character -defining features. Under the Modified Project, the horizontal distance between the ATS guideway and the building’s façade would be sufficient to maintain a substantial portion of the existing open sidewalk and street area that partly defines the historical resource’s setting. Additionally, the guideway would be vertically positioned higher than the building and thus would not obscure important physical features of the primary façade when viewed from the west side of Market Street. The building’s overall scale, massing, composition, and design would remain readily discernable. As illustrated in Figure 3.4 -2 (Former United
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Bank of California) of the Addendum, the Modified Project would achieve a clear line of sight of the historical resource’s primary façade as viewed by a pedestrian standing on the sidewalk across the street from the resource.
The alteration to the ATC guideway’s location and height would not substantially interfere with the visual and spatial relationships between the building and its immediate surroundings as compared with the approved Project. The building would retain all other aspects of integrity, and therefore the historical resource would retain integrity overall. Thus, with implementation of the Modified Project, the former United Bank of California building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Modified Project would remain less than significant.
115 N. Market Street (former Fox Theater)
Two of the differences between the Approved Project and the Modified Project would occur in the near vicinity of the former Fox Theater building: the shifting of the guideway alignment to the east within the Market Street public right -of- way, and the lowering of the guideway height along Market Street as measured from the existing grade. Because the former Fox Theater building is situated on the west side of Market Street, the shifting of the guideway to the east along Market Street moves then guideway approximately 16 feet further from this historical resource than previously analyzed in the Final EIR for the approved Project. The main volume of the Fox Theater building measures approximately 38 feet in height, with its monumental sign pylon rising to a height of approximately 70 feet. Thus, the guideway would clear the top of the building’s main volume by approximately 5 feet; however, similar to the approved Project, it would not vertically clear the sign pylon.
As with the approved Project, the Modified Project would not physically alter the former Fox Theater building in any way. The building would remain in its original location and would retain all of its significant character-defining features. Similar to the approved Project, under the Modified Project, the horizontal distance between the ATS guideway and the building’s façade would be sufficient to maintain a substantial portion of the existing open sidewalk and street area that defines the historical resource’s setting. While the guideway would not be positioned higher than the theater building’s 70-foot monumental sign pylon, the guideway would be sufficiently elevated from the existing grade to ensure that it would not obscure important physical features of the primary façade when
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viewed from the east side of Market Street. The building’s overall scale, massing, composition, and design would remain readily discernable. As illustrated in Figure 3.4-3 (Fox Theater) of the Addendum, the Modified Project would achieve a clear line of sight of the historical resource’s primary façade —including its monumental sign pylon —as viewed by a pedestrian standing on the sidewalk across the street from the resource.
The proposed alteration to the location and height of the ATC guideway structure would not substantially interfere with the visual and spatial relationships between the building and its immediate surroundings. Additionally, the guideway will continue to be carried by single columns positioned in the center of Market Street, although, as required by the original and revised Design Guidelines, no column will be located directly in front of or immediately adjacent to the Fox Theater. The building would retain all other aspects of integrity, and therefore the historical resource would retain integrity overall. Thus, after implementation of the Proposed Project, the former Fox Theater building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Modified Project would remain less than significant.
100 N. Market Street/307 E. Queen Street (former Bank of Inglewood)
Near the vicinity of the former Bank of Inglewood building, the Modified Project would shift the guideway alignment to the east within the Market Street public right-of-way and lower the guideway height to approximately 42 feet above the roadway. Because the former Bank of Inglewood building is on the east side of Market Street, the proposed shift in the guideway would move the guideway approximately 5 feet closer to this historical resource. The former Bank of Inglewood building is approximately 33 feet in height. The guideway at this location would be approximately 4 3 feet above the roadway, meaning that the guideway would clear the top of the building by approximately 9 feet.
The Modified Project would not physical ly alter the former Bank of Inglewood building in any way. The building would remain in its original location and would retain all of its significant character -defining features. Under the Modified Project, the horizontal distance between the guideway and the building’s façade would be sufficient to maintain a substantial portion of the existing open sidewalk and street area that defines the historical resource’s setting.
Additionally, the guideway would be vertically positioned higher than the building and would thus not obscure important physical features of the primary
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façade when viewed from the west side of Market Street. The building’s overall scale, massing, composition, and design would remain readily discernable. As shown in Figure 3.4.4 ( Former Bank of Inglewood) in the Addendum, the Modified Project would maintain a clear line of sight of the historical resource’s primary façade as viewed by a pedestrian standing on the sidewalk across the street from the resource. The building would retain all other aspects of integrity, and therefore the historical resource would retain integrity overall. Thus, under the Modified Project, the former Bank of Inglewood building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Modified Project would remain less than significant.
129-139 S. Market Street (former J.C. Penny)
Two of the differences between the Approved Project and the Proposed Project would occur in the near vicinity of the former J.C. Penney building: the shifting of the guideway alignment to the east within the Market Street public right-of-way, and the lowering of the guideway height along Market Street as measured from the existing grade. Because the former J.C. Penney buil ding is situated on the west side of Market Street, shifting the guideway to the east along Market would move the guideway further from this historical resource than under the approved Project. Under the Modified Project, the guideway would be approximatel y 44 feet from the building façade at its closest point, or approximately 16 feet further than analyzed in the Final EIR. At this point along the alignment, the bottom of the guideway would be elevated approximately 43 feet above the roadway. The former J.C. Penney building measures approximately 30 feet in height. Thus, the guideway would clear the top of the building by approximately 13 feet. The Modified Project would not physically alter the former J.C. Penney building in any way. The building would remain in its original location and would retain all of its significant character-defining features.
Under the Modified Project, the horizontal distance between the guideway and the building’s façade would be sufficient to maintain a substantial portion of the existing open sidewalk and street area that defines the historical resource’s setting. Additionally, the guideway would be vertically positioned higher than the building and thus would not obscure important physical features of the primary façade when viewed from the east side of Market Street. The building’s overall scale, massing, composition, and design would remain readily discernable. As illustrated in Figure 3.4 -5 (Former JC Penney and Professional Building), the Modified Project would achieve a clear line of sight of the historical
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resource’s primary façade as viewed by a pedestrian standing on the sidewalk across the street from the resource.
The alteration to the location and height of the guideway within the vicinity of this historical resourc e would not substantially interfere with the visual and spatial relationships between the building and its immediate surroundings as compared with the approved Project. The building would retain all other aspects of integrity, and therefore the historical resource would retain integrity overall.
Thus, with the Modified Project, the former J.C. Penney building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Modified Project would remain less than significant.
149-155 S. Market Street/231-239 E. Manchester Boulevard (Professional Building)
Two of the differences between the approved Project and the Modified Project would occur in the near vicinity of the Professional Building: the shift ing of the guideway alignment to the east within the Market Street public right -of-way, and the lowering of the guideway height along Market Street as measured from the existing grade. Because the Professional Building is situated on the west side of Market Street, shifting of the guideway to the east along Market Street would move the guideway approximately 14 feet further from this historical resource than previously analyzed in the Final EIR for the approved Project. At this point along the alignment, t he bottom of the guideway would be elevated approximately 43 feet above the roadway. The Professional Building measures approximately 32 feet in height. Thus, the guideway would clear the top of the building by approximately 11 feet.
Like the approved Pro ject, the Modified Project would not physically alter the Professional Building in any way. The building would remain in its original location and would retain all of its significant character-defining features. Under the Modified Project, the horizontal distance between the ATS guideway and the building’s façade would be sufficient to maintain a substantial portion of the existing open sidewalk and street area that defines the historical resource’s setting. Additionally, the guideway would be vertically po sitioned higher than the building and thus would not obscure important physical features of the primary façade when viewed from the east side of Market Street. The building’s overall scale, massing, composition, and design would remain readily discernable. As illustrated in Figure 3.4 -5 (Former JC Penney and Professional
10 Inglewood Transit Connector
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Building) of the Addendum, the Modified Project would achieve a clear line of sight of the historical resource’s primary façade as viewed by a pedestrian standing on the sidewalk across the street from the resource.
The alteration of the ATS guideway’s location and height in the vicinity of the Professional Building would not substantially interfere with the visual and spatial relationships between the building and its immediate surroundings as compared with the approved Project . The building would retain all other aspects of integrity, and therefore the historical resource would retain integrity overall.
Thus, under the Modified Project, the Professional Building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Modified Project would remain less than significant.
III. RECORD OF PROCEEDINGS
The record upon which all findings and determinations related to the City’s action on the modified Project are those items listed in Public Resources Code section 21167.6(e), and include, but are not limited to:
• The NOE, NO D, and all other public notices issued by the City in connection with the Modified Project;
• The Addendum, the Final EIR, and all documents referenced in or relied upon in the Addendum or Final EIR;
• The revised MMRP for the Project;
• The revised Design Standards and Guidelines for the Project;
• All information including written evidence and testimony provided by City staff and consultants to the City Council relating to the Modified Project and the Addendum;
• All staff reports prepared by City staff or consultants relating to the Modified Project;
• All resolutions and findings adopted by the City Council with respect to the Modified Project, and all documents cited are referred to therein.
The documents constituting the record of proceedings for the City’s action on the Modified Project are available for review by responsible agencies and interested members of the public
11 Inglewood Transit Connector
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during normal business hours at the City 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 may also be contacted by e-mail at [email protected].
Exhibit C
To Attachment 1
Meridian Consultants 4.0-1 Inglewood Transit Connector Project 251-004-20 February 2022
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 eithe r 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 implement ation 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 Project that may reduce the environmental effects of the Project. These PDFs are included in a separate table in order to en sure 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” identifie s 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 regardin g 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 C ounty 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 include s the: (1) the Public Works Department, which helps to plan, design, inspect, and admini ster 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
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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 federal 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
the 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 su rvey 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 pro vided 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 the
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 proposed 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 accordance with
applicable Caltrans guidelines including
Memo to Designers 20 -8 (Analysis of
Ordinary Bridges that Cross Faults) and 20-10
(Fault Rupture). Stations/structur es 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 furthe r 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 acti vities
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 demonstrat ing
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 shall 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 Californ ia 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 Secret ary 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 o f
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 the
significance of the resource
to a Ca
lifornia 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, grubb ing, 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 5 0
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 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
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 sh all
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 ar chaeological
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 un til 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 t he 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 conserv ation
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 cura ted 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 Tri be 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 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.
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 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
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 shal l 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
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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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 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 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.
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
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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 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 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 act ivities 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.
If the Tribe is not designa ted 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 cons ult 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
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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 t he 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 verification (i.e., potholin g 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 necessary 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. L ight 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 the City. Stoc kpile 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 residential 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 a s 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 s o 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 permanent 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 deemed
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 placed 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 a long 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 Approved 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 continue 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 wil l 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 Resources Board (CARB)-certified Level 3 Dies el 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 that are no less than what could be ach ieved 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 cons truction 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 specification, 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 below 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 short - 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 the 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 purchase 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 equipm ent 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 circumstances beyond the Contractor ’s control, an d 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 calendar days per calendar year. The Con
tractor 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 of good faith efforts and due diligenc e 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 t he 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., nondiesel). Pole power shall be utiliz ed 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 f eet 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 truck 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 standards at 0.01 g/hp-hour of particulat e 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 the Contractor submits the Plan. Operat ors 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, purchase 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 alternatively fueled (e.g., natural gas) s weepers 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 re sponsibility 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 remov ing 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 t he 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 construction 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 id ling 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 Proj ect 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 (including elevation of guideway, depth of the guideway, width of guideway, distance of the guideway from the resources, and the dimensions, placement, and spacing of support columns) and resource variables (including the building’s height, scale, number of street- facing facades, width of primary façade, front setback, project elementsfeatures 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, and the retention of important views from which to understand the building’s overall scale, massing, composition and design. In order to meet these performance- based standards, the following Project Design Features 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 important vantage points 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 (measur ed from the ground plane to the underside of the guideway structure) and horizontal distance from the building façade and the projecting marquee, shall allow will be a minimum of 52 feet from grade in order to achieve unobstructed views of this resource, including its monumental sign pylon, when viewed from important vantage points.
• 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 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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from the optimal viewpointsimportant vantage points 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.
• For five 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 may be
intermittently obscured depending on vantage point and the location of the column the position of the viewer . However, due to the scale and/or setback of these resources, their primary façades will remain readily discernable despite the potential for intermittent view obstructions.
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 avail able 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 clima te should be
considered where feasible. The use of solar canopies as shade structures in addition to roof-mounted solar is another energy saving strategy.
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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• 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 environ mental 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.
• 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 with the 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
ECDD-Building
Safety to confirm
that
Contractor/Operato
r has submitted
SMP, and that
appropriate
regulatory agency
has approved it
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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), 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 p lans 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 b e 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 Project, as applicable.
Implementation of the plans
shall be on-going for the
duration of construction.
If unidentified or suspected
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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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.
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 le vels 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;
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
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− 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.
− Pole power shall be utilized to the maximum extent
feasible in lieu of generators.
− Impact tools (i.e., jack hammers, pavement 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 feasibl e to lower noise levels. Quieter
procedures shall be used, such as drills rather than
impact equipment, whenever feasible. Additionally, use
of “quiet”
pile driving technology (such as auger
displacement installation), where feasible in
consideration of ge otechnical 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.
(available 24 hours
a day) and website
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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− 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.
− 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 de liveries 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 Uni fied School District
administrators to avoid disruptive noise during school
hours, i ncluding 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,
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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 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 tha t 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 followed by actions t o 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 are examples of a ctions 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.
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− 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 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:
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.
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
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− 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.
− Identify representative cracks in the walls of existing buildings, if any, and install crack gauges on such walls of the buildings to measure ch anges 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 du ring the course of the Project, 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.
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
posted in
prominent public
facing locations
around the Project
area and in
adjacent public
spaces.
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− 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 lev els: a regulatory level that represents when PPV levels would exceed the FTA ’s
threshold of significance for a building given its
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 l evels 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
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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 Join t Powers Authority and/or 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 include photographs illustratin g 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 activities. 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 well as summarize efforts unde rtaken 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. Repa irs 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:
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− 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.
− In the event impact pile driving is req uired, 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 d riving 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 Operator JPA/DPW-
Engineering
Division
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Society of Civil Engineers, Automated People Mover Stan dards - 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.
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
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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• 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 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 i f feasible, one traffic lane in the off-peak direction 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 neces sitated 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
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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, 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 avoided 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 quarte rly 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,
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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 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 Projec t 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 equipment, 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 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.
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signs approved by the City.
• Establish and maintain pedestrian wayfinding signage. • Maintain sidewalk access for pedestrians, including providing 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 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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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 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.
Attachment No. 2
1 RESOLUTION NO. _____
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF INGLEWOOD
APPROVING MODIFIED PROJECT AS THE INGLEWOOD TRANSIT CONNECTOR
PROJECT LOCALLY PREFERRED ALTERNATIVE FOR THE PURPOSES OF THE
FEDERAL TRANSIT ADMINISTRATION AND APPROVING REVISIONS TO THE
DESIGN STANDARDS AND GUIDELINES FOR THE INGLEWOOD TRANSIT
CONNECTOR PROJECT
SECTION 1.
WHEREAS, the City of Inglewood (City) seeks the development of the Inglewood Transit Connector (ITC) Project to extend transit 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 primarily within the public right-of-way along Market Street, Manchester Boulevard, and Prairie Avenue, with three stations, a maintenance and storage facility, two power distribution system (PDS) substations, pick-up/drop-off areas and three public parking lots.
WHEREAS, on April 12, 2022, the City Council approved the Project, including the voluntary certification of a Final Environmental Impact Report (EIR), adoption of environmental findings of fact, and adoption of a Mitigation Monitoring and Reporting Program (MMRP) (Resolution No. 2022-71), adoption of amendments to the Land use, Safety and Circulation Elements of the General Plan (GPA-2022-001) to include goals and policies for the Project (Resolution No. 2022-72), approval of a Zone Change (ZC-2022-001) to establish a Transportation Corridor Overlay Zone (Ordinance No. 22-08), and Design Standards and Guidelines for the Project (Resolution No. 22-73).
WHEREAS, the City in cooperation with the Los Angeles County Metropolitan Transportation Authority (Metro), is seeking federal funding for the Project through grants administered by the Federal Transit Administration (FTA), including the federal New Starts funding.
WHEREAS, as part of the federal funding and environmental review process, the City selected a Locally Preferred Alternative (LPA) for the Project. FTA’s regulations define “locally preferred alternative” as an “alternative evaluated through the local planning process, adopted as the desired alternative by the appropriate State and/or local agencies and official boards through a public process and identified as the preferred alternative in the NEPA process. (49 C.F.R. § 611.105.)
WHEREAS, the City Council of the City of Inglewood initially approved the alignment of the Project along Market Street and Manchester Boulevard as the LPA on December 14, 2021, as part of the City’s voluntary review process for the Project under the California Environmental Quality Act (CEQA) (Pub. Resources § 21000 et seq.). Following the City’s certification of a 2 Final EIR for the Project, the City Council affirmed that the Project approved by the City on April 12, 2022 constitutes the LPA.
WHEREAS, following the City’s approval of the Project and affirmation of the LPA, as part of the City’s procurement process for the selection of a developer to implement the Project, alternative design concepts were discussed with bidders. This process resulted in defining potential modifications to the Project for further consideration by the City. The City then completed a separate and independent value engineering process for the Project, resulting in the City proposing to modify the Project design in a manner that significantly reduces Project costs, reduces the number of property acquisitions required for the Project, and shortens the construction schedule, while still ensuring that the Project does not result in any significant and unavoidable environmental effects.
WHEREAS, City staff recommends certain changes be made to the Project/LPA to reflect modifications identified during the Project’s value-engineering process. These changes are summarized in the first Addendum to the Final EIR (Meridian 2023) prepared for the Project and attached as Exhibit A to Resolution No. __________ of the City Council, and include: 1) relocating the MSF to the same site as the Market Street/Florence Avenue Station, which would allow the Vons store and other businesses at 500 E. Manchester to remain in their current locations and would also allow for the elimination of three straddle bents from the Manchester Boulevard section of the guideway; 2) modifying the guideway along Market Street by lowering the height by approximately and shifting the alignment approximately 12 feet to the east, while preserving views of the former Fox Theater building; 3) relocating one of the two proposed PDS systems from the former MSF site (the Vons store site) to the Market Street/Florence Avenue Station, the new MSF site; 4) adding a Southern California Edison (SCE) substation at the Market Street/Florence Avenue Station/MSF site; 5) revising Section 2.2 of the ITC Design Standards and Guidelines (“Design Guidelines”) regarding the Guideway and Support Structure Design based on the proposed modifications to the height and location of the guideway along Market Street; 6) modifying Project Design Feature (PDF) CUL-1, as set forth in the MMRP, to reflect the proposed revisions proposed to Section 2.2 of the Design Guidelines, and 7) altering the plans for the proposed public parking, resulting in an increase of parking spaces compared to the approved Project/LPA (the “Approved Project”). Collectively, the proposed modifications to the Project/LPA are referred to herein as the “Modified Project.” WHEREAS, on April 11, 2023, the City Council held a public hearing regarding the proposed Modified Project, including the proposed revisions to Section 2.2 of the ITC Design Standards and Guidelines, the corresponding changes to PDF CUL-1, as well as the Addendum, the Final EIR, the Findings of Fact, and the determination that the Modified Project remains exempt from CEQA. At the April 11, 2023 public hearing, the City Council afforded all persons interested in the proposed Modified Project, including the proposed revisions to the Design Guidelines, an opportunity to be heard. The City Council considered testimony and information received at the public hearing and the oral and written reports from City Staff, as well as other documents contained in the record of proceedings relating to the proposed Modified Project, 3 including the proposed revisions to Section 2.2 of the Design Guidelines and commensurate changes to PDF-CUL-1.
SECTION 2.
FINDINGS:
Having reviewed the information and materials summarized in the preamble above, and having heard all testimony and arguments, the City Council finds, concludes, and determines as follows:
1. General Plan Consistency. The proposed Modified Project, including the proposed revisions to the Design Guidelines, are consistent with the Inglewood General Plan, including, but not limited to, the following Objectives and Policies of the General Plan:
Land Use Element
GOAL 1: DOWNTOWN IS A PLACE TO LIVE, WORK, SHOP, RECREATE, AND BE ENTERTAINED.
Policy 1.1: Mixed Use Development. Encourage a range of residential, retail, office, recreational, and institutional uses in the Historic Downtown to create a vibrant urban district and support local businesses.
As with the Approved Project, the proposed Modified Project would continue to strengthen Downtown Inglewood for commercial and residential uses by increasing accessibility to the downtown area for local activity centers and the regional light rail network. By connecting downtown with local activity centers and the regional light rail network, the proposed Modified Project would continue to result in an increase in visitors and pedestrian activity in downtown neighborhoods that support the development of a vibrant urban district and support local businesses. The proposed relocation of the MSF to the site of the Market Street/
Florence Avenue Station, would allow the Vons store and other businesses at 500 E. Manchester to remain in their current locations, helping to support local businesses, consistent with Goal 1 and Policy 1.1 of the General Plan.
GOAL 2: DOWNTOWN IS A REVITALIZED YET FORWARD-LOOKING
GATHERING PLACE FOR THE COMMUNITY.
Policy 2.2: Pedestrian Network. Enhance sidewalks, repurpose alleys and create mid-block passthroughs and internal courtyards to serve as pedestrian passageways and enjoyable public spaces.
4 As with the Approved Project, the Modified Project would continue to maintain and enhance sidewalks around the stations and guideway, which would enhance the pedestrian environment. New enjoyable public spaces would be created at each of the proposed stations.
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.
As with the Approved Project, the proposed Modified Project would not result in significant impacts to historic buildings. As discussed in the first Addendum to the Final EIR (Meriden 2023) and the Historical Resources Technical Report Addendum (HRG 2023), the Modified Project would not result in a substantial adverse change in the significance of historical resources. The proposed revisions to Section 2.2 of the ITC Design Standards and Guidelines include performance- based standards that must be incorporated into the final Project design to ensure minimal impacts to the setting of historic resources, little or no visual obstruction of the resource’s street-facing facades, and the retention of important views from which to understand the building’s overall scale, massing, composition, and design. As described in the Addendum and the Historical Resources Technical Report, the Modified Project would not result in any significant impacts to the historic buildings located along Market Street, including the former Fox Theater, or the historic Holy Faith Episcopal Church on Locust Street.
GOAL 3: DOWNTOWN PROVIDES A UNIQUE MIX OF ACCESSIBILITY
OPTIONS INCLUDING LIGHT RAIL, PEDESTRIANS, BICYCLES, AUTOS,
BUSES, AND ADVANCED TECHNOLOGY LOCAL TRANSIT
Policy 3.1: Complete Streets. Accommodate all modes of transportation on streets, with particular attention to transit vehicles and pedestrians, but also design streets to serve as open spaces in the urban environment, places where people gather, communicators of the locality’s culture, vision and values, and generators of development on adjacent parcels.
As with the Approved Project, the Modified Project’s guideway would be fully elevated above the existing street network, adding an additional mode of transportation without affecting the existing street network. Streetscape improvements would maintain and improve pedestrian access around the stations.
The Design Guidelines continue to address the design character of the stations 5 and the integration of the stations with the pedestrian, bicycle, and vehicular character of the street network.
Policy 3.4: Pedestrian Connections to Metro Rail. Establish high-quality at-grade and/or bridge connections from the Downtown Inglewood Metro station across Florence Avenue to the south. Make every effort to facilitate a direct pedestrian connection from the station to Beach Avenue to the north.
The Modified Project would continue to provide a pedestrian connection from the Market Street/Florence Avenue Station to the Metro K Line by means of an elevated passenger walkway spanning Florence Avenue. The elevated passenger walkway would extend north from the mezzanine level of the Market Street/Florence Avenue Station, cross Florence Avenue, and land on the pedestrian sidewalk on the north side of Florence Avenue.
Policy 3.5: Local Transit Connections to Metro Rail. Provide quality local transit connections from major destinations such as the NFL Stadium and Forum to Downtown and the Downtown Inglewood Metro station using existing or emerging technologies.
The primary intent of the Project is to provide a public transportation connection between the Metro K line and major activity centers in the City, including the Forum, Los Angeles Sports and Entertainment District, and future Inglewood Basketball and Entertainment Center. The ATS trains would be a driverless, self- propelled electric train using existing technologies to make the transit connection.
Policy 3.6: Parking District. Establish a parking district with shared parking consolidated in garages and manage pricing.
Parking facilities would continue to be provided as part of the Modified Project to supplement existing parking in downtown and offset any existing street-side parking that may be impacted by the implementation of the Project.
GOAL 4: DOWNTOWN IS A MAJOR ECONOMIC ENGINE PROVIDING
JOBS, SALES TAX, AND OTHER REVENUES.
Policy 4.1: Major Sites Development. Develop major sites and create new destinations at the north and south ends of Market Street, immediately north of the Metro station, and on and around the City Yard that create jobs, generate revenues for the city through sales and bed tax and provide new opportunities for residents.
The guideway would begin at the Market Street/Florence Avenue Station, located near the Market Street/Florence Avenue intersection. The placement of a station 6 in this vicinity would serve to create a public transportation destination for visitors or residents traveling to one of the City’s activity centers or to downtown.
This increase in transit accessibility and activity in downtown would support the development of major site at the north and south ends of Market Street.
Environmental Justice
GOAL 1: RESIDENTS AND STAKEHOLDERS WHO ARE AWARE OF, AND
EFFECTIVELY PARTICIPATE IN, DECISIONS THAT AFFECT THEIR ENVIRONMENT AND QUALITY OF LIFE.
Extensive outreach efforts occurred during the Project’s environmental review and are ongoing. The City has and will continue to use multiple communication methods, including traditional and online forms of communication, for the Project. Since the Project’s approval, community feedback received on the Project has included a community desire to allow the Vons grocery store to remain at its current location. The Modified Project would avoid the need to demolish and rebuild the Vons grocery store. The City has and will continue to coordinate with community-based organizations to conduct outreach on the Project.
GOAL 2: THE COMMUNITY’S EXPOSURE TO POLLUTION IN THE
ENVIRONMENT IS MINIMIZED THROUGH SOUND PLANNING AND
PUBLIC DECISION MAKING.
As with the approved Project, the Modified Project would reduce overall vehicle miles traveled, reduce congestion, and improve local air quality. The Modified Project would continue to comply with all applicable state and federal environmental requirements. The Modified Project would add to local transportation options and promote land use patterns that encourage people to walk, bicycle, and use public transit. Like the approved Project, the Modified Project includes a Construction Commitment Program and will implement mitigation measures to minimize the impacts of construction on the community.
GOAL 4: HEALTHY, AFFORDABLE, AND CULTURALLY APPROPRIATE
FOOD IS READILY AVAILABLE TO ALL MEMBERS OF THE
COMMUNITY.
Currently, all Inglewood residents are within 1-mile of a grocery store, and approximately ninety-two percent (92.1%) of all residents are within 1/8-mile of a grocery store. (Recirculated Draft EIR for the ITC Project, p. 4.9-62.) By relocating the MSF to the Market Street/Florence Station Site, the Modified Project would no longer require demolition of the buildings located at 500 E. 7 Manchester Boulevard and the Vons grocery store would remain at that location.
The Modified Project would continue to provide additional modes of transportation providing local access to grocery stores and fresh food through the ATS system. Roadway adjacent facilities such as passenger walkways would also be improved to encourage local multimodal access.
GOAL 6: ADEQUATE AND EQUITABLY DISTRIBUTED PUBLIC
FACILITIES ARE AVAILABLE IN THE COMMUNITY
Like the approved Project, the Modified Project would provide transit service linking the southern area of the city with downtown and the regional light rail network. As with the approved Project, the Modified Project would increase local transit options, providing additional reliable and low-cost transportation facilities connecting communities across the city and to regional activity centers on the Metro K Line. The Modified Project is entirely within or adjacent to Senate Bill (SB) 535 disadvantaged communities, located in the center of downtown Inglewood and provides transit service to the southern area of the City. The Modified Project would increase local transit options, providing an additional reliable and low-cost transportation facility connecting underserved communities across the City and to regional activity centers on the Metro K line.
2. Downtown Transit Oriented Development (TOD) Design Guidelines Consistency: The Project, as modified, remains consistent with the Downtown TOD Design Guidelines. The Project would continue to strengthen downtown Inglewood by providing a direct connection between downtown Inglewood and major activities centers, promoting local economic development opportunities, and enhancing future transit-oriented development opportunities. Regarding design concepts for Area 3 of the Downtown TOD, the Modified Project would continue to connect the local community with the greater Los Angeles region and bring in visitors to downtown and the Fox Theater block. Pursuant to the revised Design Guidelines, no support columns would be located in front of or adjacent to the Fox Theater. As discussed in the Addendum to the Final EIR, the guideway would not obscure important physical features of the primary façade when viewed from the east side of Market Street. The inflow of visitors would economically benefit local businesses, helping revitalize downtown. An increase in transportation options and transportation capacity would connect downtown to the south part of the City as well, likely increasing traffic flow to and from downtown Inglewood and south Inglewood.
3. Hollywood Park Specific Plan Consistency: The Modified Project remains consistent with the Hollywood Park Specific Plan. The proposed modifications do not alter the Project’s physical features along Prairie Avenue in the vicinity of the Hollywood Park Specific Plan. The revised Design Guidelines do not alter the conclusions of the Final EIR that the Project is consistent with the Hollywood Park Specific Plan.
8 SECTION 3.
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Inglewood on the basis of substantial evidence and based upon the whole record, as follows:
1. The above recitals are incorporated herein by reference.
2. The City Council hereby:
a. Approves the proposed modifications to the Project, as described more fully in the first Addendum to the Final EIR (attached as Exhibit A to Resolution No. ____________ of the City Council), as the Locally Preferred Alternative for the purposes of the Federal Transit Administration;
b. Approves the proposed revisions to Section 2.2 of the Design Standards and Guidelines attached hereto as Exhibit A.
SECTION 4.
1. The City Clerk shall certify the passage and adoption of this resolution and its approval by the City Council and this resolution shall be in full force and effect immediately upon adoption.
2. This resolution approving the modified project as the Inglewood Transit Connector Project Locally Preferred Alternative and approving revisions to the Design Standards and Guidelines for the Inglewood Transit Connector is passed, approved and adopted the 11 th
day of April, 2023.
Yes:
No:
Abstain:
Absent:
____________________________
JAMES T. BUTTS
MAYOR OF CITY OF INGLEWOOD, CALIFORNIA
ATTEST:
9 ________________________
AISHA L. THOMPSON
CITY CLERK
(SEAL)
Attachment:
Exhibit A: Revised Section 2.2 of the Design Standards and Guidelines
Exhibit A
To Attachment 2
DESIGN GUIDELINES | INGLEWOOD TRANSIT CONNECTOR
DESIGN STANDARDS AND GUIDELINES
INGLEWOOD TRANSIT CONNECTOR
March 2023
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 Guideway and Support Structur e Design ............................................................ 16
2.3 Maintenance and Stor age 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 Re alm and Streetscape Guidelines ............................................ 28
3.2 Streetscape ....................................................................................................... 29
3.2.1 Sidewalks ............................................................................................... 30
3.2.2 Plaza and Other Urban Amenit y 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 Integrated D esign .................................................................................. 46
4.2.2 Site Design ............................................................................................. 47
4.2.3 Energy Efficiency ................................................................................... 48
4.2.4 Water Efficiency and Conservation ........................................................ 49
4.2.5 Material Conser vation and Resource Efficiency ..................................... 50
4.2.6 Environmental Quality ............................................................................ 51
5.0 IMPLEMENTATION PROCE SS 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 STA TIONS, 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.
CONCEPTUAL - RENDERINGS AND IMAGES ARE FOR ILLUSTRATIVE PURPOSES ONLYCONCEPTUAL - RENDERINGS AND IMAGES ARE FOR ILLUSTRATIVE PURPOSES ONLY
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.
© 2021 Microsoft Corporation © 2021 Maxar ©CNES (2021) Distribution Airbus DS LEGEND:
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 con sider design variables (including elevation of guideway, depth of gu
ideway, width of guideway, distance of the guideway from the resources, an d the dimensions, placement, and spacing of support columns) and resource variables (including the building’s height, s
cale, number of street-facing fa cades, width of primary façade, front setback, Project features overhanging the sidewalk, and viewpoints from which the resource can best be discerned in its entirety).
The fi nal Project desi gn shall ensure m inimal impacts to the setting of historical resources, little or no visual obstruction of the resource’s street-facing façades, and the retention of important vie
ws from which to understand the building's overall scale, massing, composition and design. In order to meet these perform ance-based standards, the following Project Design Features must be incorporated into the final Project design:
a. The guideway’s elevation and distance from the fa çade 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 important vantage points. The final Pr oject 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) and horizontal distance
from the building facade and the projecting marquee, shall allow unobstructed views of this resource,
including its monumental sign pylon, when viewed from important vantage points. c. The dimensions, placement, and spacing of the guid eway support columns will be such that the obstruction of views of the historical resources’ street-facing façade(s) when viewed from impo
rtant vantage points will be minimized. For five of the identified historical resources—Holy Faith Episcopal Church, former United Bank of Californi a (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. F or 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 a re not necessary for the resource to convey its significance. A small portion of the resources’ primary façades may be intermittently obscured depending on van
tage point and the location of the column. However, due to the scale and/or setback of these resources, their primary
façades will remain readily discernable despite the potential for intermittent view o
bstructions.
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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 STOR AGE 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 STOR AGE FACILITY
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ITC STATIONS, GUIDEWAYS AND RELATED BUILDING ELEMENTS
CHAPTER 2
2.4 ELEVATED 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 ELEVATED 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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ITC PUBLIC REALM AND STREETSCAPE
CHAPTER 3
3.1 GENERAL PUBLIC 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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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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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
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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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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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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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4.2.3 ENERGY EFFICIENCY
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:
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
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4.2.4 WATER EFFICIENCY AND CONSERVATION
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:
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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4.2.5 MATERIAL C ONSERVATION AND RESOURCE EFFICIENCY
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:
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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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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