Agenda packet, first session — Inglewood City Council, April 11, 2023 (part 1 of 2)

OPENING CEREMONIES – 2:00 P.M.

PUBLIC COMMENTS REGARDING AGENDA ITEMS
Persons wishing to address the Inglewood City Council/Successor Agency/Housing Authority on any item on the agenda, other than the Public Hearing, may do so at this time.

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

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

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT
Public hearing to consider adoption of the Relocation Plan for the Inglewood Transit Connector Project.

PH-1.PDF

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

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

A. Reject Claims pursuant to Government Code, Section 913:

1. Tameka Burnett for alleged personal injury; dangerous condition at Edward Vincent Park on August 6, 2022.

2. Roland Burts for alleged vehicle damage; fallen tree on February 14, 2023.

3. Rafael Espinoza for alleged tire damage; pothole on January 16, 2023.

4. R C Jones for alleged personal injury; vehicle collision with an MTA bus on June 18, 2022.

5. Ricardo Lara for alleged tire damage; pothole on January 16, 2023.

B. Return Late Claim pursuant to Government Code, Section 911.2:

1. First Evangelical Lutheran for alleged personal injury; water leak on August 25, 2022.

3. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members authorize payment of an invoice submitted by American Bike Patrol Services (ABPS) for bicycle parts and services. (General Fund)

3.PDF

4. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members authorize payment of invoices submitted by Medico Healthcare Linen Service (Medico) for linen rental services. (General Fund)

4.PDF

5. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members accept Fiscal Year 2022 Patrick Leahy Bulletproof Vest Partnership (BVP) Funds.

5.PDF

6. POLICE DEPARTMENT
Staff report outlining the following proposed tow fee decrease by the Chief of Police:

1. Decrease the fee for City referred tows by $5.35 from the current rate of $179.35 to $174.00; and

2. Decrease the daily storage fee by $7.16 from the current rate of $57.00 to $49.84.

6.PDF

DEPARTMENTAL REPORTS
DR-1. PUBLIC WORKS DEPARTMENT
Staff report recommending that the Mayor and Council Members adopt a resolution affirming that the Inglewood Transit Connector Project, as modified, is statutorily exempt from the California Environmental Quality Act; approving and adopting the first Addendum to the Certified Final Environmental Impact Report SCH # 2018071034 for the Project; approving and adopting the California Environmental Quality Act Findings of Fact; and approving and adopting revisions to Project Design Feature CUL-1 included in the Mitigation Monitoring and Reporting Program for the Project.

DR-1.PDF
REPORTS – CITY ATTORNEY
A-1. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1, H-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1, CSA-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

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

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

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

INGLEWOOD,

CALIFORNIA
Tuesday, April 11, 2023
Open Session – 2:00 p.m.

Web Sites:
www.cityofinglewood.org
www.cityofinglewood.org/253/Successor -Agency
www.cityofinglewood.org/688/Housing -Authority
www.cityofinglewood.org/654/Finance -Authority
www.cityofinglewood.org/839/Parking -Authority
*****NOTE FROM THE CITY*****
Doors to the City Council Chamber will open at 1:30 p.m. for Open Session. Please be mindful, however, that there is limited seating in the City Council Chambers; therefore, the Gladys Waddingham Lecture Hall (located adjacent to the Main Library) will be opened as an overflow room and will be available for the public to watch the meeting and to speak.

ALTERNATIVE METHODS
The City provides the following two alternative methods of viewing and listening to the City Council Meeting as a convenience:
¡ On Spectrum Cable Channel 35 with audio and limited video. Please check with your cable provider for details.
¡ Live online through Facebook Live, with audio and limited video, at https://www.facebook.com/cityofinglewood/
The disruption in service of any alternative method does not preclude the City Council or other legislative body from taking further action on an agenda item.

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

ACCESSIBILITY: If requested, the agenda and backup materials will be made available in appropriate alternative formats to persons with a disability, as required by Section 202 of the Americans with Disabilities Act of 1990 (42 U.S.C. Sec. 12132), and the federal rules and regulations adopted in implementation thereof. Any person who requires a disability-related modification or accommodation, or translation services in order to observe and/or offer public comment may request such reasonable modification, accommodation, or service by contacting the Office of the City Clerk by telephone at 310-412-5280, FAX at 310 -412-5533, One Manchester Boulevard, First Floor, Inglewood City Hall, Inglewood, CA 90301 or via email to [email protected] and [email protected] no later than 24 hours prior to the scheduled meeting.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY
RULES OF DECORUM - Click Here to View

MAYOR/CHAIRMAN
James T. Butts, Jr.

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

CITY CLERK/SECRETARY
Aisha L. Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Pledge of Allegiance
Roll Call
Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Receive public comments; and

2. Adopt Relocation Plan.

Documents:

Recommendation:

1. Authorize payment in the amount of $1,579.25.

Documents:

Recommendation:

1. Authorize payment in the total amount of $3,431.09.

Documents:

Recommendation:

1. Accept funds in the amount of $8,453.90.

Documents:

Recommendation:

1. Receive and file; and

2. Include new rates in the City’s Master Fee Schedule when applicable.

Documents:

Recommendation:

1. Adopt resolution; and

2. Adopt a resolution approving the modified Project as the Inglewood Transit Connector Project, a Locally Preferred Alternative for the Federal Transit Administration, and approving revisions to the Design Standards and Guidelines for the Inglewood Transit Connector Project.

Documents:

CM-1. Oral reports – City Manager.

CC-1. Oral reports – City Clerk.

Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Allow for Payment of Bills.

Documents:

OPENING CEREMONIES – 2:00 P.M.

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

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

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT
Public hearing to consider adoption of the Relocation Plan for the Inglewood Transit Connector Project.

PH-1.PDF

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

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

A. Reject Claims pursuant to Government Code, Section 913:

1. Tameka Burnett for alleged personal injury; dangerous condition at Edward Vincent Park on August 6, 2022.

2. Roland Burts for alleged vehicle damage; fallen tree on February 14, 2023.

3. Rafael Espinoza for alleged tire damage; pothole on January 16, 2023.

4. R C Jones for alleged personal injury; vehicle collision with an MTA bus on June 18, 2022.

5. Ricardo Lara for alleged tire damage; pothole on January 16, 2023.

B. Return Late Claim pursuant to Government Code, Section 911.2:

1. First Evangelical Lutheran for alleged personal injury; water leak on August 25, 2022.

3.PDF

4.PDF

5. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members accept Fiscal Year 2022 Patrick Leahy Bulletproof Vest Partnership (BVP) Funds.

5.PDF

6. POLICE DEPARTMENT
Staff report outlining the following proposed tow fee decrease by the Chief of Police:

1. Decrease the fee for City referred tows by $5.35 from the current rate of $179.35 to $174.00; and

2. Decrease the daily storage fee by $7.16 from the current rate of $57.00 to $49.84.

6.PDF

DR-1.PDF
REPORTS – CITY ATTORNEY
A-1. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1, H-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1, CSA-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 11, 2023
Open Session – 2:00 p.m.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY
RULES OF DECORUM - Click Here to View

MAYOR/CHAIRMAN
James T. Butts, Jr.

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

CITY CLERK/SECRETARY
Aisha L. Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Pledge of Allegiance
Roll Call
Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Receive public comments; and

2. Adopt Relocation Plan.

Documents:

Recommendation:

1. Authorize payment in the amount of $1,579.25.

Documents:

Recommendation:

1. Authorize payment in the total amount of $3,431.09.

Documents:

Recommendation:

1. Accept funds in the amount of $8,453.90.

Documents:

Recommendation:

1. Receive and file; and

2. Include new rates in the City’s Master Fee Schedule when applicable.

Documents:

Recommendation:

1. Adopt resolution; and

Documents:

CM-1. Oral reports – City Manager.

CC-1. Oral reports – City Clerk.

Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Allow for Payment of Bills.

Documents:

OPENING CEREMONIES – 2:00 P.M.

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

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

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT
Public hearing to consider adoption of the Relocation Plan for the Inglewood Transit Connector Project.

PH-1.PDF

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

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

A. Reject Claims pursuant to Government Code, Section 913:

1. Tameka Burnett for alleged personal injury; dangerous condition at Edward Vincent Park on August 6, 2022.

2. Roland Burts for alleged vehicle damage; fallen tree on February 14, 2023.

3. Rafael Espinoza for alleged tire damage; pothole on January 16, 2023.

4. R C Jones for alleged personal injury; vehicle collision with an MTA bus on June 18, 2022.

5. Ricardo Lara for alleged tire damage; pothole on January 16, 2023.

B. Return Late Claim pursuant to Government Code, Section 911.2:

1. First Evangelical Lutheran for alleged personal injury; water leak on August 25, 2022.

3.PDF

4.PDF

5. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members accept Fiscal Year 2022 Patrick Leahy Bulletproof Vest Partnership (BVP) Funds.

5.PDF

6. POLICE DEPARTMENT
Staff report outlining the following proposed tow fee decrease by the Chief of Police:

1. Decrease the fee for City referred tows by $5.35 from the current rate of $179.35 to $174.00; and

2. Decrease the daily storage fee by $7.16 from the current rate of $57.00 to $49.84.

6.PDF

DR-1.PDF
REPORTS – CITY ATTORNEY
A-1. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1, H-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1, CSA-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 11, 2023
Open Session – 2:00 p.m.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY
RULES OF DECORUM - Click Here to View

MAYOR/CHAIRMAN
James T. Butts, Jr.

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

CITY CLERK/SECRETARY
Aisha L. Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Pledge of Allegiance
Roll Call
Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Receive public comments; and

2. Adopt Relocation Plan.

Documents:

Recommendation:

1. Authorize payment in the amount of $1,579.25.

Documents:

Recommendation:

1. Authorize payment in the total amount of $3,431.09.

Documents:

Recommendation:

1. Accept funds in the amount of $8,453.90.

Documents:

Recommendation:

1. Receive and file; and

2. Include new rates in the City’s Master Fee Schedule when applicable.

Documents:

Recommendation:

1. Adopt resolution; and

Documents:

CM-1. Oral reports – City Manager.

CC-1. Oral reports – City Clerk.

Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Allow for Payment of Bills.

Documents:

OPENING CEREMONIES – 2:00 P.M.

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

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

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT
Public hearing to consider adoption of the Relocation Plan for the Inglewood Transit Connector Project.

PH-1.PDF

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

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

A. Reject Claims pursuant to Government Code, Section 913:

1. Tameka Burnett for alleged personal injury; dangerous condition at Edward Vincent Park on August 6, 2022.

2. Roland Burts for alleged vehicle damage; fallen tree on February 14, 2023.

3. Rafael Espinoza for alleged tire damage; pothole on January 16, 2023.

4. R C Jones for alleged personal injury; vehicle collision with an MTA bus on June 18, 2022.

5. Ricardo Lara for alleged tire damage; pothole on January 16, 2023.

B. Return Late Claim pursuant to Government Code, Section 911.2:

1. First Evangelical Lutheran for alleged personal injury; water leak on August 25, 2022.

3.PDF

4.PDF

5. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members accept Fiscal Year 2022 Patrick Leahy Bulletproof Vest Partnership (BVP) Funds.

5.PDF

6. POLICE DEPARTMENT
Staff report outlining the following proposed tow fee decrease by the Chief of Police:

1. Decrease the fee for City referred tows by $5.35 from the current rate of $179.35 to $174.00; and

2. Decrease the daily storage fee by $7.16 from the current rate of $57.00 to $49.84.

6.PDF

DR-1.PDF
REPORTS – CITY ATTORNEY
A-1. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1, H-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1, CSA-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 11, 2023
Open Session – 2:00 p.m.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY
RULES OF DECORUM - Click Here to View

MAYOR/CHAIRMAN
James T. Butts, Jr.

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

CITY CLERK/SECRETARY
Aisha L. Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Pledge of Allegiance
Roll Call
Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Receive public comments; and

2. Adopt Relocation Plan.

Documents:

Recommendation:

1. Authorize payment in the amount of $1,579.25.

Documents:

Recommendation:

1. Authorize payment in the total amount of $3,431.09.

Documents:

Recommendation:

1. Accept funds in the amount of $8,453.90.

Documents:

Recommendation:

1. Receive and file; and

2. Include new rates in the City’s Master Fee Schedule when applicable.

Documents:

Recommendation:

1. Adopt resolution; and

Documents:

CM-1. Oral reports – City Manager.

CC-1. Oral reports – City Clerk.

Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Allow for Payment of Bills.

Documents:

OPENING CEREMONIES – 2:00 P.M.

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

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

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT
Public hearing to consider adoption of the Relocation Plan for the Inglewood Transit Connector Project.

PH-1.PDF

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

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

A. Reject Claims pursuant to Government Code, Section 913:

1. Tameka Burnett for alleged personal injury; dangerous condition at Edward Vincent Park on August 6, 2022.

2. Roland Burts for alleged vehicle damage; fallen tree on February 14, 2023.

3. Rafael Espinoza for alleged tire damage; pothole on January 16, 2023.

4. R C Jones for alleged personal injury; vehicle collision with an MTA bus on June 18, 2022.

5. Ricardo Lara for alleged tire damage; pothole on January 16, 2023.

B. Return Late Claim pursuant to Government Code, Section 911.2:

1. First Evangelical Lutheran for alleged personal injury; water leak on August 25, 2022.

3.PDF

4.PDF

5. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members accept Fiscal Year 2022 Patrick Leahy Bulletproof Vest Partnership (BVP) Funds.

5.PDF

6. POLICE DEPARTMENT
Staff report outlining the following proposed tow fee decrease by the Chief of Police:

1. Decrease the fee for City referred tows by $5.35 from the current rate of $179.35 to $174.00; and

2. Decrease the daily storage fee by $7.16 from the current rate of $57.00 to $49.84.

6.PDF

DR-1.PDF
REPORTS – CITY ATTORNEY
A-1. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1, H-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1, CSA-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 11, 2023
Open Session – 2:00 p.m.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY
RULES OF DECORUM - Click Here to View

MAYOR/CHAIRMAN
James T. Butts, Jr.

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

CITY CLERK/SECRETARY
Aisha L. Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Pledge of Allegiance
Roll Call
Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Receive public comments; and

2. Adopt Relocation Plan.

Documents:

Recommendation:

1. Authorize payment in the amount of $1,579.25.

Documents:

Recommendation:

1. Authorize payment in the total amount of $3,431.09.

Documents:

Recommendation:

1. Accept funds in the amount of $8,453.90.

Documents:

Recommendation:

1. Receive and file; and

2. Include new rates in the City’s Master Fee Schedule when applicable.

Documents:

Recommendation:

1. Adopt resolution; and

Documents:

CM-1. Oral reports – City Manager.

CC-1. Oral reports – City Clerk.

Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Allow for Payment of Bills.

Documents:

OPENING CEREMONIES – 2:00 P.M.

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

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

PUBLIC HEARINGS
PH-1. PUBLIC WORKS DEPARTMENT
Public hearing to consider adoption of the Relocation Plan for the Inglewood Transit Connector Project.

PH-1.PDF

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

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

A. Reject Claims pursuant to Government Code, Section 913:

1. Tameka Burnett for alleged personal injury; dangerous condition at Edward Vincent Park on August 6, 2022.

2. Roland Burts for alleged vehicle damage; fallen tree on February 14, 2023.

3. Rafael Espinoza for alleged tire damage; pothole on January 16, 2023.

4. R C Jones for alleged personal injury; vehicle collision with an MTA bus on June 18, 2022.

5. Ricardo Lara for alleged tire damage; pothole on January 16, 2023.

B. Return Late Claim pursuant to Government Code, Section 911.2:

1. First Evangelical Lutheran for alleged personal injury; water leak on August 25, 2022.

3.PDF

4.PDF

5. POLICE DEPARTMENT
Staff report recommending that the Mayor and Council Members accept Fiscal Year 2022 Patrick Leahy Bulletproof Vest Partnership (BVP) Funds.

5.PDF

6. POLICE DEPARTMENT
Staff report outlining the following proposed tow fee decrease by the Chief of Police:

1. Decrease the fee for City referred tows by $5.35 from the current rate of $179.35 to $174.00; and

2. Decrease the daily storage fee by $7.16 from the current rate of $57.00 to $49.84.

6.PDF

DR-1.PDF
REPORTS – CITY ATTORNEY
A-1. Oral reports – City Attorney.

REPORTS – CITY MANAGER
REPORTS – CITY CLERK

INGLEWOOD SUCCESSOR AGENCY
Call to Order
Roll Call
CSA-1, 1, H-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD SUCCESSOR AGENCY

INGLEWOOD HOUSING AUTHORITY
Call to Order
Roll Call
H-1, 1, CSA-1
Warrant Registers.
1, CSA-1, H-1.PDF

ADJOURNMENT INGLEWOOD HOUSING AUTHORITY

APPOINTMENTS TO BOARDS, COMMISSIONS, AND COMMITTEES

INGLEWOOD,

CALIFORNIA
Tuesday, April 11, 2023
Open Session – 2:00 p.m.

AGENDA

CITY COUNCIL/SUCCESSOR AGENCY/HOUSING AUTHORITY
RULES OF DECORUM - Click Here to View

MAYOR/CHAIRMAN
James T. Butts, Jr.

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

CITY CLERK/SECRETARY
Aisha L. Thompson

CITY TREASURER/TREASURER
Wanda M. Brown

CITY MANAGER/EXECUTIVE DIRECTOR
Artie Fields

CITY ATTORNEY/GENERAL COUNSEL
Kenneth R. Campos
Call to Order
Pledge of Allegiance
Roll Call
Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Receive public comments; and

2. Adopt Relocation Plan.

Documents:

Recommendation:

1. Authorize payment in the amount of $1,579.25.

Documents:

Recommendation:

1. Authorize payment in the total amount of $3,431.09.

Documents:

Recommendation:

1. Accept funds in the amount of $8,453.90.

Documents:

Recommendation:

1. Receive and file; and

2. Include new rates in the City’s Master Fee Schedule when applicable.

Documents:

Recommendation:

1. Adopt resolution; and

Documents:

CM-1. Oral reports – City Manager.

CC-1. Oral reports – City Clerk.

Recommendation:

1. Allow for Payment of Bills.

Documents:

Recommendation:

1. Allow for Payment of Bills.

Documents:

Attachment No. 1

1 RESOLUTION NO. _____

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF INGLEWOOD

AFFIRMING THAT THE INGLEWOOD TRANSIT CONNECTOR PROJECT AS

MODIFIED IS STATUTORILY EXEMPT FROM THE CALIFORNIA
ENVIRONMENTAL QUALITY ACT; APPROVING AND ADOPTING THE FIRST

ADDENDUM TO THE CERTIFIED FINAL ENVIRONMENTAL IMPACT REPORT SCH # 2018071034 FOR THE PROJECT; APPROVING AND ADOPTING THE CALIFORNIA ENVIRONMENTAL QUALITY ACT FINDINGS OF FACT; AND APPROVING AND ADOPTING REVISIONS TO PROJECT DESIGN FEATURE CUL-1

INCLUDED IN THE MITIGATION MONITORING AND REPORTING PROGRAM

FOR THE 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, the California Legislature has determined that certain types of projects are exempt from the requirements of the California Environmental Quality Act (CEQA), including “[f]acility extensions not to exceed four miles in length which are required for transfer of passengers from or to exclusive public mass transit guideway or busway public transit services.” (Pub. Resources Code, § 21080, subd. (b)(12).)
WHEREAS, on April 12, 2022, the City Council approved the Project, including the 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), 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, on April 14, 2022, the City filed a Notice of Exemption (NOE) for the Project, explaining that the Project is a “facility extension” of the LA Metro K Line light rail line that is less than four miles in length that will close the existing last-mile gap between the Metro K Line and new housing, employment and activity centers in the City of Inglewood and is required for the transfer of passengers to and from the Metro K Line and these housing and employment centers.

WHEREAS, although the City has determined that the Project is exempt from CEQA, the City voluntarily prepared an environmental impact report (EIR) (State Clearinghouse # 2018071034) for the Project. A Draft EIR was circulated for public and agency review from 2 December 23, 2020 to February 8, 2021; a fully revised Recirculated Draft EIR was circulated for public and agency review from November 12, 2021 to December 27, 2021; a Final EIR was issued February 17, 2022, and an Errata to the Final EIR was issued February 28, 2022. For the purposes of this Resolution, the “Final EIR” or “EIR” shall refer to the Recirculated Draft EIR, Final EIR, and Errata to the Final EIR.

WHEREAS, although the City has determined the Project is exempt from CEQA, on April 12, 2022, the City Council voluntarily certified the Final EIR, adopted environmental findings, and adopted a Mitigation Monitoring and Reporting Program (MMRP) for the Project (Resolution No. 22-71).

WHEREAS, the MMRP sets forth the mitigation measures adopted for the Project and includes a separate table identifying the Project Design Features (PDFs) incorporated into the Project, as well as the Project’s Construction Commitment Program.

WHEREAS, following the City’s approval of the Project, 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, for the purposes of federal funding and federal environmental requirements, a Locally Preferred Alternative (LPA) was identified. The Project, as approved by the City on April 12, 2022, was selected by the City as the LPA.

WHEREAS, City staff recommends certain changes be made to the Project/LPA to reflect the Project 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 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 potentially allow for the reducing three straddle bents from the Manchester Boulevard section of the guideway; 2) modifying the guideway along Market Street by lowering the height by approximately nine feet 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 substations 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 Project’s 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; modifying PDF CUL-1, as set forth in the MMRP, to reflect the proposed revisions to Section 2.2 of the Design Guidelines and 7) altering the plans for the Project’s 3 proposed public parking, resulting in an increase of approximately 35 parking spaces compared to the approved Project.

WHEREAS, although the City has determined that the Project is exempt from CEQA, by way of preparation of a first Addendum to the Final EIR, the City voluntarily evaluated the proposed modifications to the Project/LPA (the “Modified Project”) in light of the standards for subsequent environmental review set forth in Public Resources Code section 21166 and California Code of Regulations, Title 14, Division 6, Chapter 3 (“CEQA Guidelines”), sections 15162 and 15163.

WHEREAS, based on the evaluation included in the Addendum, and in light of the substantial evidence in the record as a whole, City staff concluded that, even if the Project were subject to CEQA, no subsequent EIR or mitigated negative declaration would be required for the Modified Project because, among other things, the proposed changes to the Project/LPA would not result in any new significant environmental impacts or any substantially more severe significant environmental impacts than previously identified in the Final EIR.

WHEREAS, CEQA Guidelines section 15164, subdivision (c), provides that an Addendum is not required to be circulated for public review, but can be attached to the EIR.

WHEREAS, the City Council has reviewed and considered the information, findings, and conclusions contained in the Addendum to the EIR, including, without limitation, the Final EIR and supporting documents.

WHEREAS, on April 11, 2023, the City Council held a public hearing regarding the determination that the Project as modified remains exempt from CEQA, the Addendum, the Modified Project, the Revised MMRP, the Findings of Facts, and related actions. Notice of the hearing was given in compliance with legal requirements. The Addendum, including the Final EIR, were transmitted to the City Council prior to the hearing. At the April 11, 2023, public hearing, the City Council afforded all persons interested in the Modified Project, Revised MMRP, Addendum, and related actions, an opportunity to be heard. The City Council considered the Addendum, the Final EIR, the 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 Modified Project, Revised MMRP, Addendum, and related actions.

SECTION 2.

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 Project, with the proposed modifications, remains statutorily exempt from CEQA pursuant to Public Resources Code section 21080, subdivision (b)(12) and CEQA Guidelines section 15275, subdivision (b), because the Modified Project is a “facility extension” 4 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.

3. Although the Project is exempt from CEQA, the Addendum was prepared for the proposed Modified Project and meets the requirements of CEQA and the CEQA Guidelines.

4. Based on the Addendum and substantial evidence in light of the record as a whole, none of the conditions described in Sections 15162 or 15163 of the CEQA Guidelines calling for the preparation of a subsequent or supplemental EIR or negative declaration has occurred.

5. The evaluation of the proposed Modified Project, the Addendum and the Final EIR, reflect the City Council’s independent judgment and analysis based on the City Council’s review of the entirety of the administrative record, which provides the information upon which this resolution is based.

6. The City Council hereby:

a. Approves and adopts the Addendum to the Final EIR, including corresponding technical reports, attached hereto as Exhibit A;

b. Approves and adopts the CEQA Findings of Fact for the Inglewood Transit Connector Project Modifications attached hereto as Exhibit B;

c. Approves and adopts the Revised MMRP attached hereto as Exhibit C.

SECTION 3.

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 for the Addendum, Findings of Fact, and Revised MMRP is passed, approved and adopted the 11
th day of April, 2023.

Yes:

No:

Abstain:

Absent:

5 ____________________________
JAMES T. BUTTS

MAYOR OF CITY OF INGLEWOOD, CALIFORNIA

ATTEST:

________________________
AISHA L. THOMPSON

CITY CLERK
(SEAL)

Attachments:

Exhibit A: Addendum to the Final Environmental Impact Report for the Inglewood Transit Connector Project
Exhibit B: CEQA Findings of Fact for the Inglewood Transit Connector Project Modifications Exhibit C: Revised Mitigation Monitoring and Reporting Program for the Inglewood Transit Connector Project

Exhibit A
To Attachment 1

Addendum No. 1

Inglewood Transit Connector Project
Final Environmental Impact Report
State Clearinghouse No. 2018071034

Lead Agency:

City of Inglewood, Economic and Community Development, Planning Division One West Manchester Boulevard, 4th Floor, Inglewood Ca 90301

PREPARED BY:

Westlake Village Office
860 Hampshire Road, Suite P
Westlake Village, CA 91361

Los Angeles Office
706 S. Hill Street, 11th Floor
Los Angeles, CA 90014

March 2023

City of Inglewood i Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Table of Contents
Section Page

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

1.1 Purpose of an Addendum ..................................................................... 1.0-1

1.2 Background ..................................................................................... 1.0-2

2.0 Project Description ..................................................................................... 2.0-1

2.1 Approved Inglewood Transit Connector (ITC) Project .................................... 2.0-1

2.2 Proposed Modified Project ................................................................... 2.0-8

3.0 Impact Analysis .......................................................................................... 3.0-1

3.1 Aesthetics ...................................................................................... 3.0-1

3.2 Air Quality ..................................................................................... 3.0-31

3.3 Biological Resources ......................................................................... 3.0-35

3.4 Cultural Resources ........................................................................... 3.0-37

3.5 Energy Resources ............................................................................. 3.0-55

3.6 Geology and Soils ............................................................................. 3.0-58

3.7 Greenhouse Gas Emissions .................................................................. 3.0-59

3.8 Hazards and Hazardous Materials .......................................................... 3.0-62

3.9 Land Use and Planning ....................................................................... 3.0-64

3.10 Noise and Vibration .......................................................................... 3.0-66

3.11 Population, Employment, and Housing .................................................... 3.0-72

3.12 Transportation ................................................................................ 3.0-73

3.13 Tribal Cultural Resources ................................................................... 3.0-79

3.14 Utilities and Service Systems ............................................................... 3.0-80 Appendices
A
B
C
D
E
Mitigation Monitoring and Reporting Program
Historical Resources Technical Report Addendum
Air Quality Memorandum
Noise Memorandum
Transportation Assessment Study Update

City of Inglewood Inglewood Transit Connect Project Final EIR Addendum Meridian Consultants ii March 2023
List of Figures
Figure Page

2.1-1 Regional Location ....................................................................................... 2 .0-3

2.1-2 Project Vicinity Map .................................................................................... 2 .0-4

2.1-3 Certified Final EIR Project Vicinity Map ............................................................. 2.0-5

2.2-1 Proposed Market Street/Florence Avenue Station/MSF Site Axonometric View from West . 2.0-16

2.2-2 Proposed Market Street/Florence Avenue Station/MSF Site Axonometric View from East .. 2.0-17

2.2-3 Proposed Market Street/Florence Avenue Station/MSF Site Ground Level Plan .............. 2.0-18

2.2-4 Proposed Market Street/Florence Avenue Station/MSF Site Elevated Walkway Level Plan . 2.0-19

2.2-5 Proposed Market Street/Florence Avenue Station/MSF Site Platform Level Plan ............. 2.0-20

2.2-6 Proposed Market Street/Florence Avenue Station/MSF Site Section A-A ...................... 2.0-21

2.2-7 Proposed Market Street/Florence Avenue Station/MSF Site Section B-B ....................... 2.0-22

2.2-8 Proposed Market Street/Florence Avenue Station/MSF Site Section C-C ...................... 2.0-23

2.2-9 Proposed Market Street/Florence Avenue Station/MSF Site Section D-D ...................... 2.0-24

2.2-10 Proposed Market Street/Florence Avenue Station/MSF Site Section E-E ....................... 2.0-25

2.2-11 Proposed Modified Project PDS Substation Layout ................................................ 2.0-28

2.2-12 Proposed Modified Market Street/Florence Avenue Station - MSF Site ......................... 2.0-29

2.2-13 Construction Haul/Delivery Routes and Staging Areas ............................................ 2.0-31

3.1-1 View From Florence Looking South Down Market Street LPC ..................................... 3.0-5

3.1-2 View of Main Entry from Florence Avenue LPC ..................................................... 3.0-6

3.1-3 View From Florence looking South Down Market Street. .......................................... 3.0-7

3.1-4 Vi ew Looking N orth on Market Street Plaza ......................................................... 3.0-8

3.1-5 View Looking South on Market Street Plaza ......................................................... 3.0-9

3.1-6 View of Plaza from Regent Street Looking West ................................................... 3.0-10

3.1-7 View From Market Street Looking East LPC ........................................................ 3.0-11

3.1-8 View From Regent Street Looking North ............................................................ 3.0-12

3.1-9 View From Corner of Regent and Locust Streets .................................................. 3.0-13

3.1-10 View From Holy Faith Episcopal Church Looking West ............................................ 3.0-14

3.1-11 Market Street and Manchester Boulevard, June 22 at 9:00 AM Shadows ....................... 3.0-16

3.1-12 Market Street and Manchester Boulevard, June 22 at 12:00 PM Shadows ..................... 3.0-17

3.1-13 Market Street and Manchester Boulevard, June 22 at 3:00 PM Shadows ....................... 3.0-18

3.1-14 Market Street and Manchester Boulevard, June 22 at 5:00 PM Shadows ....................... 3.0-19

3.1-15 Market Street and Manchester Boulevard, December 21 at 9:00 AM Shadows ................ 3.0-20

3.1-16 Market Street and Manchester Boulevard, December 21 at 12:00 PM Shadows ............... 3.0-21

3.1-17 Market Street and Manchester Boulevard, December 21 at 3:00 PM Shadows ................ 3.0-22

3.1-18 Manchester Boulevard and Prairie Avenue, June 22 at 9:00 AM Shadows ...................... 3.0-24

3.1-19 Manchester Boulevard and Prairie Avenue, June 22 at 12:00 PM Shadows .................... 3.0-25

3.1-20 Manchester Boulevard and Prairie Avenue, June 22 at 3:00 PM Shadows ...................... 3.0-26

3.1-21 Manchester Boulevard and Prairie Avenue, June 22 at 5:00 PM Shadows ...................... 3.0-27

3.1-22 Manchester Boulevard and Prairie Avenue, December 21 at 9:00 AM Shadows ............... 3.0-28

City of Inglewood Inglewood Transit Connect Project Final EIR Addendum Meridian Consultants ii March 2023

3.1-23 Manchester Boulevard and Prairie Avenue, December 21 at 12:00 PM Shadows .............. 3.0-29

3.1-24 Manchester Boulevard and Prairie Avenue, December 21 at 3:00 PM Shadows ............... 3.0-30

3.4-1 Holy Faith Episcopal Church .......................................................................... 3.0-41

3.4-2 Former United Bank of California .................................................................... 3.0-42

3.4-3 Fox Theater ............................................................................................. 3.0-43

3.4-4 Former Bank of Inglewood ............................................................................ 3.0-44

3.4-5 Former JC Penney and Professional Building ....................................................... 3.0-45

List of Tables
Table Page

2.2-1 ITC Project Component Locations and Sizes Comparison.......................................... 2.0-9

3.4-1 Summary of Impacts to Historical Resources ....................................................... 3.0-54

3.5-1 Revised Project Annual Fuel Consumption ......................................................... 3.0-57

3.7-1 Summary of Daily VMT Without and With Revised Project ....................................... 3.0-61

3.10-1 Revised Project ATS Trains Exterior Noise Levels ................................................. 3.0-70

3.12-1 Opening Year (2027) ADT Volume Comparison ..................................................... 3.0-77

3.12-2 Future Horizon Year (2045) ADT Volume Comparison ............................................. 3.0-78

City of Inglewood 1.0-1 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

1.0 INTRODUCTION
This is the first Addendum to the certified Final Environmental Impact Report (Final EIR) for the Inglewood Transit Connector Project. This Introduction describes the background of the planning and environmental review process conducted by the City of Inglewood for the Inglewood Transit Connector Project and the purpose and organization of this Addendum with respect to analyzing the environmental impacts of the proposed changes to the certified Final EIR.

1.1 PURPOSE OF THIS ADDENDUM
As part of the City’s procurement process for the selection of a developer to implement the Approved Project, alternative design concepts were discussed with each of the bidders. This process resulted in defining potential refinements to the Approved Project for further consideration by the City. The City then completed a separate and independent value engineering process for the Approved Project; this work effort resulted in the City electing to refine the Project design in a manner that would generate significant cost savings and a substantial reduction in the construction schedule for the Project. These 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 ad dition, the guideway along Market Street is proposed to be modified by lowering the height of the guideway and shifting it to the east. Other minor refinements are proposed and discussed in this Addendum.

This Addendum evaluates the proposed Project refinements.

When a Final EIR has been certified for a project, the California Environmental Quality Act (CEQA) and the State CEQA Guidelines define standards and the procedure for additional environmental review.

Sections 15162– 15164 of the State CEQA Guideline s define the standards for determining the level of additional environmental review required when an EIR has been certified for a project.

When it can be determined that the proposed changes to the project, changed circumstances, or new information will not result in the identification of new significant impacts, or the substantial increase in the severity of significant impacts identified in the certified EIR, an Addendum to an EIR may be prepared. Public review of an Addendum is not required by CEQA. If n ew significant impacts or a substantial increase in the severity of significant impacts identified in the previous EIR would result from the proposed changes to the project, then preparation and circulation of a Subsequent or Supplemental EIR for additional public review is required.

This Addendum to the Final EIR for the Inglewood Transit Connector Project has been prepared because:

1. No substantial changes are proposed in the project that will require major revisions of the previous EIR due to the occurrence of new significant effects or a substantial increase in the severity of previously identified significant impacts;

City of Inglewood 1.0-2 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

2. No substantial changes in circumstances under which the project is undertaken will occur that will require major revisions of the previous EIR due to the occurrence of new significant environmental effects or a substantial increase in the severity of previously identified effects; and

3. No new information of substantial importance that was not known and could not have been known with the exercise of reasonable diligence at the time the previous EIR was prepared shows any of the following:
a. The project will have one or more significant effects not discussed in the previous EIR; b. Significant effects previously examined will be substantially more severe than shown in the previous EIR;
c. Mitigation measures or alternatives previously found not to be feasible would in fac t be feasible, and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation measure or alternative; or d. Mitigation measures or alternatives that are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation measure or alternative.

The analysis in this Addendum supports the conclusion that the proposed changes to the Project will not result in any new significant impacts nor any substantial increase in the severity of any of the significant impacts identified in the Final EIR. Additionally, no new information of substantial importance has been identified that indicates the project as currently proposed would result in any new significant impacts nor any substantial increase in the severity of the significant impacts identified in the Final EIR.

This Addendum provides an update to the environment al information in the Final EIR, analysis of the impacts of the proposed changes and presents a comparison of the environmental impacts of this proposal with the impacts identified in the Final EIR.

This Addendum provides the following information for each environmental topic addressed in the original EIR: first, a summary of the information, analysis, and conclusions on the significance of the impacts identified in the Final EIR is provided ; and second, an analysis of the proposed changes to the Project, and a comparison with the impacts identified in the Final EIR.

Following this introduction, the background of the Inglewood Transit Connector Project is described. This background section is followed by a description of the proposed changes to the Approved Project . The environmental analysis follows the project description section.

1.2 BACKGROUND
The Inglewood Transit Connector Project (ITC Project or Project) is an Automated Transit System (ATS) which would include an approximately 1.6- mile-long, elevated guideway located within current and to- be-acquired public right-of-way along Market St reet, Manchester Boulevard, and Prairie Avenue. Three stations are proposed adjacent to the guideway on privately owned land that is proposed to be acquired as part of the Approved 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.

City of Inglewood 1.0-3 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
The ATS technology may be a self-propelled technology, including rubber-tire ATS systems, monorails or a cable propelled ATS system similar to the examples below.

The system will be fully automated (i.e., driverless) to operate at the headways to meet the projected peak ridership needs. The vehicles are smaller than traditional heavy rail technology and can maneuver the tight curves required for the site- specific conditions. This type of technology is oftentimes also referred to as automated guideway transit, automated people mover or monorail; regardless of the terminology used in the industry, it is a form of light rail technology without an overhead catenary .

The ATS trains will operate in a pinched- loop mode on dual tracks along the alignment, wherein trains follow each other and switch back at the end -of-line stations to make the return journey on the other track. As planned, the trains can be operated in multiple di fferent configurations, ranging from a one - car train to multiple-car length trains with a maximum train length of approximately 200 feet. Depending on the technology (self-propelled or cable propelled) and ridership demands, which include time of day and are event day dependent, multiple trains of up to the maximum train length can be operated at varying headways for self-propelled systems, as close as 1.5 minutes apart, to provide the necessary peak and reserve capacity.

As part of the City’s collaboration and partnership with the Los Angeles County Metropolitan Transportation Authority (Metro), the Project is proposed as an extension of the Metro regional rail system to the City’s activity centers, closing the critical fi rst/last mile transit gap in Inglewood,

City of Inglewood 1.0-4 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
increasing passenger service along the Metro system by facilitating a seamless transfer of passengers between the ITC and the Metro K Line.

The City prepared and released a Draft EIR for public review in December 202 0. Based on additional feedback received during the Draft EIR circulation period and the ongoing consultation process, the City further refined the Project and revised the Draft EIR to evaluate changes resulting from additional due diligence on potential utility conflicts, property impacts, and potential impacts to historical resources.

The City prepared and released a Recirculated Draft EIR for public review on November 2021. On April 12, 2022, the City of Inglewood certified the Final EIR for the Inglewoo d Transit Connector Project and approved the following actions and project documentation:
• General Plan Amendment No. 2022-001 (GPA-2022-001), consisting of changes to the City General Plan Land Use Element, Circulation Element, and Safety Element; • Zone Change No. 2022-001 (ZC-2022-001) to establish a Transportation Corridor Overlay Zone; • Zoning Code Amendment No. 2022 -001 (ZCA -2022-001) to modify Chapter 12 of the Inglewood Municipal Code (Planning and Zone) related to the Inglewood Transit Connector Project; and • Design Standards and Guidelines for the Inglewood Transit Connector Project.

It should be noted that the ITC Project is statutorily exempt from CEQA compliance under Public Resources Code section 21080, subdivision (b)(12), which provides that CEQA does not apply to “[f]acility extensions not to exceed four miles in length which ar e required for the transfer of passengers from or to exclusive public mass transit guideway or busway public transit services.” (See also State CEQA Guidelines, § 15275(b).) The Project meets this definition. Therefore, the City’s preparation of the certified Final EIR was not required by CEQA. The City voluntarily prepared the certified Final EIR to provide a comprehensive environmental analysis of the Project and to solicit public and agency input on the Project, its potentially significant environmental effects, and mitigation measures and/or alternatives to reduce or avoid any such effects. The modifications proposed to the Project do not alter the conclusion that the Project is statutorily exempt from CEQA. The City has nevertheless voluntarily prepared this Addendum to document and assess the proposed modifications to the Approved Project using the framework set forth in Public Resources Code section 21166 and its implementing CEQA Guidelines sections 15162, 15163, and 15164.

City of Inglewood 2.0-1 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

2.0 PROJECT DESCRIPTION

2.1 APPROVED INGLEWOOD TRANSIT CONNECTOR PROJECT
The Approved Project is located in the central and northern portions of the City of Inglewood, an incorporated city within Los Angeles County, east of the San Diego Freeway (I-405) and north of the Glenn Anderson Freeway (I-105) in Los Angeles County, California, as shown in Figure 2.1-1: Regional Location.

The Approved Project would be constructed in an area generally bounded by the Metro K Line to the north; Hardy Street to the south; the LA Stadium and Entertainment District (LASED) at Hollywood Park including SoFi stadium, and the Forum to the east; and La Brea Avenue to the west, as shown in Figure

2.1-2: Project Location Map. The Approved Project extends from the Metro K Line Downtown Inglewood station southwest of the intersection of Market St reet and Regent St reet, continues south on Market Street, east on Manchester Boulevard, and south on Prairie Avenue to Hardy Street, as shown in Figure

2.1-3: Certified Final EIR Project Vicinity Map.

The Approved Project would be largely located within the public rights -of-way for the streets and sidewalk area s along Market Street , Manchester Boulevard, and the west side of Prairie Avenue. As approved, the Project would have three stations on private property proposed for acquisition as part of the certified Final EIR. These stations are:
• The Market St reet/Florence Avenue station generally located between Market Street and Locust Street providing connections to the Metro K Line and Downtown Inglewood; • The Prairie Avenue/Manchester Boulevard station located on the southwest corner of the intersection of Prairie Avenue and Manchester Boulevard providing service to the Forum , Hollywood Park including SoFi Stadium and existing and future local businesses and residences. • The Prairie Avenue/Hardy Street station located on the northwest corner of the intersection of Prairie Avenue and Hardy Street providing service to Hollywood Park, including SoFi Stadium, the Intuit Dome part of the Inglewood Basketball and Entertainment Center ( IBEC), and other existing and future local businesses and residences.

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

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

The Approved Project includes a Maintenance and Storage Facility (MSF) to provide regular and preventive maintenance for the ATS trains, vehicle storage, and an operations control center , located

City of Inglewood 2.0-2 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
on the eastern half of the block bound by Manchester Boulevard, Hillcrest Boulevard, Nutwood Street and Spruce Avenue. An existing commercial building containing a Vons grocery store, a fitness center, and a bank branch, is located on the southern portion of this site. A gas station operated by Vons is located on the northeast portion of this site. Demolition of the existing commercial building and gas station are part of the Approved Project. Construction of a new Vons replacement store on the corner of Manchester Boulevard and Hillcrest Boulevard as evaluated as part of the Approved Project in the Final EIR.

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

Additional public parking would be provided as part of the Approved Project at three locations that are proposed for acquisition for use as construction staging areas. After construction, these sites will be improved as public parking lots:
• Approximately 650 parking spaces would be provided in a surface parking lot at the Market Street/Florence Avenue Station along with pick-up and drop-off areas on Locust Avenue and Regent Street.
• Approximately 50 parking spaces would be provided in a surface parking lot at 150 S. Market Street. • Approximately 80 parking spaces and a shuttle bus pick -up and drop- off area are proposed at the Prairie Avenue/Hardy Street Station. This lot would be used for public parking, TNCs and shuttle bus pick-up and drop-off operations during events.

The Approved Project is designed and intended to extend the transit service provided by the Metro K Line to the major event venues and existing and planned residential and commercial uses in the City, and these parking facili ties were proposed to support transit use. On non -event days, the parking is designed to facilitate use the Metro Rail system by the City’s residents by providing local convenient parking adjacent to the ITC and Metro K Line. Moreover, on event days, the C ity recognizes that many visitors may still drive to the City in search of convenient parking with proximity to commercial uses and access to a direct transportation connection to the City’s major event venues. To help with overall traffic congestion and i mprove circulation on local streets, and to help reduce visitors parking in residential areas, the Approved Project includes parking in close proximity to the Project stations and downtown Market Street area. These parking areas would also provide replacement parking for public parking on streets that may be removed as part of the Approved Project.

Regional Location
FIGURE 2.1-1
SOURCE: Google Earth - 2021
251-003-20

APPROXIMATE SCALE IN MILES

52.50 10
N
Legend
City of Inglewood

Manchester Bl
Arbor Vitae St
Century Bl
Florence Av
Hawthorne Bl
Prairie Av
La Brea Av
Yukon Av102nd St
Hillcrest Bl
Beach Av
Grevillea Av
Kelso St
Regent St
Kareem CtDoty Av
Hardy St
Spruce Av
Pincay Dr
Myrtle Av
Locust St
Market St

INGLEWOOD
Legend
Proposed ITC Alignment
Proposed ITC Station
The Forum
SoFi Stadium
IBEC Arena (Future)
Metro Crenshaw/LAX LRT (Future)
Metro Crenshaw/LAX LRT Station (Future)

APPROXIMATE SCALE IN FEET
1000500 0 2000
N
M
M
Project Location Map
FIGURE 2.1-2
251-003-20
SOURCE: RAJU Associates, Inc. - 2022; Meridian Consultants LLC - 2023

Manchester Blvd
E Hardy St
Certified Final Project Vicinity Map
FIGURE 2.1-3
251-003-20

APPROXIMATE SCALE IN FEET
10005000 2000
N
SOURCE: Google Earth - 2022; Meridian Consultants LLC - 2023 Prairie Ave/Manchester Blvd Sta�on
Market Street/Florence Ave Sta�on
Prairie Ave/Hardy Street Sta�on
Legend
Potential Locations for APM Stations
Metro StationM
ATS Guideway Alignment
Pedestrian Crossing
SOFI

STADIUM
Illustrative and subject to adjustments as part of finalization during final design M
MSF
Site
Metro K Line

City of Inglewood 2.0-6 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Construction Commitment Program
As part of the Approved Project, the City of Inglewood developed a Construction Commitment Program (CCP) to proactively address the effects of the construction of the Approved Project on the community.

This program includes the following programs and plans:
• Business Community and Support Program
• Business Assistance Program
• Transit Access and Circulation Program
• Construction Staging and Traffic Control Program
• Pedestrian Access Program
• Parking Management Plan
• Air Quality Program
• Visual Resources Program
• Hazardous Materials Program
• Construction Noise Control Plan
• Construction Vibration Reduction Plan
• Tree Removal and Replacement Plan
As part of the approved CCP, the City will establish a Project Task Force for the Project that would develop the Construction Staging and Traffic Control Plan, which will address the following topics: review worksite traffic control plans and other traffic management plans developed by the Project contractor(s) for the Project to ensure these plans address:
• Coordination with other public infrastructure projects within the City’s boundaries; • Detour routes, including analysis of impacts to pedestrian, business, bicycle, and traffic flow ; • Coordination of closures and restricted access during the construction period with special attention during periods of expected heavy traffic form events scheduled at SoFi Stadium and other venues in the Los Angeles Sports and Entertainment District at Hollywood Park, the Forum, and the I nglewood Basketball and Entertainment Center;
• Coordination with 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.

All haul routes and activities would be reviewed and approved with truck deliveries of bulk materials and hauling of soil scheduled during off-peak hours to the extent feasible and on designated routes including freeways and nonresidential streets.

City of Inglewood 2.0-7 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Parking, staging, or queuing of Project -related vehicles, including workers’ vehicles, trucks, and heavy vehicles, are prohibited on City streets at all times exc ept in defined workspace areas defined in the Construction Staging and Traffic Control Plan.

Construction noise reduction measures in the approved CCP require the use of construction equipment that generates the least amount of noise, use of temporary noise barriers, and restrictions on the use of heavy equipment that create vibration near sensitive uses and buildings. Contact information for a Community Affairs Liaison would be posted throughout the construction area. This liaison would respond to any noise complaints within 24 hours.

The air emissions reduction measures included in the approved CCP require use of the best commercially available equipment meeting the highest standard for minimizing air emissions and the use of electric powered equipment or equipment not powered by diesel engines where possible.

To ensure that any hazardous materials encountered during construction are appropriately addressed, the approved CCP requires that building demolition, hazardous materials contingency, soils management, and health and safety plans would be prepared and implemented during construction.

As part of the approved CCP, all lighting needed to support construction activities would be required to meet defined standards to avoid impacts to adjacent uses and all stockpile area would be required to be in the least visible areas as approved by the City.

As required by the approved CCP, removal of trees and other landscaping would be minimized and any trees removed would be replaced within 6 months of work being completed in affected areas.

The CCP also includes business and community support programs to address businesses financially affected by construction of the Project addressing:
• Advertising support for local businesses in local or regional newspapers and social media; • Notice of plans to all affected property owners of the schedule for specific planned construction activities, changes in traffic flow, and required short-term modifications to property access; • Notice of plans to all affected property owners if u tilities would be disrupted for short periods of time and ensuring major utility shut-offs are scheduled during low-use periods of the day; • Methods by which business owners can convey their concerns about construction activities and the effectiveness of me asures during the construction period so activities can be modified to reduce adverse effect;
• Access plans that ensure that all businesses, service providers, and residents are provided with adequate access during construction. Where there is a significant limited English population, signage shall be provided in various languages (as appropriate). • Funding for temporary signage during construction to help businesses that are partially blocked or that have inconvenient access due to construction activity.

The City will also create a $5 million dollar Business Assistance Fund (BAF) to provide financial assistance through grants to eligible businesses affected by construction of the Project.

City of Inglewood 2.0-8 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

2.2 PROPOSED MODIFIED PROJECT
As part of the City’s procurement process throughout 2022 for the selection of a developer to implement the Project, alternative design concepts were discussed with each of the bidders. This process , along with parallel outreach efforts and feedback received from the community and local stakeholders , 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 electing to refine the Project design in a manner that does not require the acquisition of the property at 500 E. Manchester Boulevard, would generate potential cost savings and a reduction in components of the construction schedule for the Project. This Addendum evaluates these proposed Project refinements.

The Approved Project includes the Inglewood Transit Connector (ITC) Design Standards and Guidelines (Design Guidelines). The Design Guidelines 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. The Design Guidelines apply to all components of the ITC Project, including the Automated Transit Connector (ATC) system, guideways, stations, support facilities, and parking areas.

The Design Guidelines address the relationship of the guideway to historic resources located along the alignment by defining Project Design Features to be incorporated into the final design of the Project.

Minor refinements to the Project Design Features incorporated in the Design Guidelines and the Mitigation Monitoring and Reporting Program (MMRP) with respect to the guideway and support structure are proposed to ensure the final design is compatible with historic resources. The revisions to these Project Design Features are addressed in Section 3.4, Cultural Resources and incorporated into the updated Mitigation Monitoring Program in Appendix A of this Addendum.

The proposed changes to the design of the Approved Project are described below. Table 2.2 -1: ITC Project Component Loca tions and Sizes Comparison provides a comparison table highlighting the differences between the Approved Project and the Proposed Modifications. The primary changes proposed are the relocation of the MSF from the approved location at 500 E. Manchester Boulevard to the Market Street/Florence Avenue Station site and the realignment and reduction in height of the system guideway on Market Street.

City of Inglewood 2.0-9 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
TABLE 2.2-1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size Guideway
A) Located predominantly within
the existing public right-of-
way of Market Street,
Manchester Boulevard, and
Prairie Avenue.

Along Market Street, the
guideway is located in the
center of the street with the
bottom of the guideway at 52’
above the street.

1) Approximately 1.6 miles
dual lane, end to end.
2) The guideway will vary in
height from a minimum of
~35 feet to a maximum of
~60 feet measured from
existing grade to top of
guideway deck.
3) The dual-lane guideway
width will vary from a
minimum of ~30 feet to a
maximum of ~75 feet.

Maximum widths are at
stations and approaches to
stations.

A) The guideway on
Market Street would
be relocated
approximately 12 feet
to the east of the
alignment of the
Approved Project and
the height of the
guideway would be
reduced with the
bottom of the
guideway at 43’above
the street.

Approximately 3
straddle bents would
be eliminated from
the Manchester
Boulevard section of
the guideway. This
reduction in straddle
bents is made
possible by the
relocation of the MSF
from 500 E.

Manchester Boulevard
to the Market
Street/Florence
Avenue Station.

1) No change
2) No change
3) No change
Market
Street/Florence
Avenue Station
A) Located on private property
(to be acquired by the City) at
the southeast corner of
Market Street/Florence
Avenue
1) Station up to ~80 feet in
height measured from
existing grade to top of
station canopy.

A) No change 1) No change
2) No change
3) No change
4) No change

City of Inglewood 2.0-10 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
TABLE 2.2-1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size 2) ~75 feet wide (station
structure and guideway
only; not including vertical
circulation).
3) ~200-foot-long platform for
train berthing.
4) ~420-foot-long mezzanine
level for back of house and
circulation.

Prairie
Avenue/Manchester
Boulevard Station
A) Located on private property
(to be acquired by the City) at
the southwest corner of
Prairie Avenue/Manchester
Boulevard
1) Up to ~80 feet in height
measured from existing
grade to top of station
canopy.
2) ~75 feet wide (station
structure and guideway
only; not including vertical
circulation).
3) ~200-foot long platform for
train berthing.
4) ~360-foot long mezzanine
level for back of house and
circulation.

A) No change 1) No change
2) No change
3) No change
4) No change
Prairie
Avenue/Hardy
Street Station
A) Located on private property
(to be acquired by the City) at
the northwest corner of
Prairie Avenue/Hardy Street
1) Up to ~80 feet in height
measured from existing
grade to top of station
canopy.
2) ~75-foot wide (station
structure and guideway
only, not including vertical
circulation).
3) ~200-foot long platform for
train berthing.

A) No change 1) No change
2) No change
3) No change
4) No change

City of Inglewood 2.0-11 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
TABLE 2.2-1

Vertical Circulation
Elements
A) Located at each station within
the public right-of-way,
easements, or private
property to be acquired.

B) Locations will depend on
station specific requirements
to connect to existing
sidewalk/passenger walkways
1) Vertical circulation
elements will exist at each
station to provide access
from the platform level to
the mezzanine level and
ground level.

A) No change
B) No change

1) No change
Elevated Passenger
Walkways
A) Location 1: above Florence
Avenue connecting the Market
Street/Florence Avenue
Station to the Metro K Line
Downtown Inglewood Station.

B) Location 2: above Prairie
Avenue from
Prairie/Manchester station to
the Forum.

C) Location 3: above Prairie
Avenue from Prairie/Hardy
station to the Hollywood Park
site.

D) Specific locations will be
determined at time of design
and coordinated with
stakeholders.
1) Height will be up to ~65
feet in height measured
from existing grade to top
of structure.
2) ~30 feet wide maximum for
passenger walkway.
3) ~280 feet long for location
1 and ~160 feet long for
locations 2 and 3.
4) Minimum vertical clearance
of 10 feet within the
walkway interior.

A) No change
B) No change
C) No change
D) No change
1) No change
2) No change
3) No change
4) No change
Maintenance and
Storage Facility
(MSF)
A) Located on parcels (to be
acquired by the City) at 500 E.

Manchester Blvd and 510 E.

Manchester Blvd, which
1) ~75,000 sf building area. A) Located on the
Market
Street/Florence
Avenue Station site
1) No change

City of Inglewood 2.0-12 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
TABLE 2.2-1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size include a Vons supermarket
and gas station. The existing
gas station would be
demolished, and a new
supermarket would be
developed on the site.
2) Up to ~75 feet in height
measured from existing
grade to top of roof.
3) Surface parking area under
building containing 50
spaces for employees and
visitors.
on private property to
be acquired by the
City as part of the
Project.
2) Up to ~75 feet in height
measured from existing
grade to top of roof.
3) No change
Power Distribution
System (PDS)
Substation
A) Two PDS substations; one
located at the MSF site and
the second at the
Prairie/Hardy Station site.

B) Specific locations within each
site will be determined during
the design phase.
1) ~30 feet wide x ~100 feet
long
2) Up to ~20 feet clearance
height measured from floor
to ceiling.
3) If located below grade, an
additional space of ~30 feet
wide x ~30 feet long for
vertical circulation.
4) ~20 feet wide x ~40 feet
long additional space for
auxiliary equipment such as
a backup generator, if
necessary.

A) Two PDS substations:
one located at the
new proposed MSF
site (Market
Street/Florence
Avenue Station) and
the second would
remain at the Prairie
Avenue/Manchester
Station.
1) No change
2) No change
3) No change
4) No change
Southern California
Edison Substation
This substation was not included
as a component of the Approved
Project.

This substation was not included
as a component of the Approved
Project.

The SCE substation is
proposed on the Market
Street/Florence Avenue-
MSF Site.
10,000 – 22,000 square feet
Roadway
Improvements
A) Market Street, Manchester
Boulevard and Prairie Avenue.
1) New roadway striping, lane
re-configurations, partial
relocation, on-street
parking adjustments, new
sidewalks, lighting
improvements, traffic signal
A) No change

1) No change

City of Inglewood 2.0-13 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
TABLE 2.2-1

Pick-Up/Drop Off
Areas, Surface
Parking Lots and
Staging Areas
During Construction
A) Market Street/Florence
Avenue Station site.

Pick-Up/Drop-Off Area:
1) Market Street/Florence
Avenue Station site on
Locust Street south of
Florence Avenue, and
Regent Street between
Locust Street and Market
Street.
2) Prairie/Hardy Street Station
within the station site.

Staging Areas During
Construction:
1) All three station sites;
Market Street/Florence
Avenue station, Prairie
Avenue/Manchester
Boulevard station, Prairie
Avenue/Hardy Street station
A) No change
B) No change
C) No change
Surface level parking at each
site:
1) Approximately 225
surface parking spaces at
the Market
Street/Florence Avenue
Station. Approximately
500 additional public
parking spaces within
new parking structure at
MSF, and 50 parking
spaces for employees
and visitors. A total of
approximately 725
parking spaces would be
provided.
2) No change
3) No change

Pick-Up/Drop-Off Area:
1) No change
2) No change

Staging Areas During
Construction:
1) The previous MSF Site
located at the 500 E.

Manchester Boulevard
will no longer be used as
an area for construction
staging. All other

City of Inglewood 2.0-14 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

TABLE 2.2-1

City of Inglewood 2.0-15 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

Maintenance and Storage Facility
The Approved Project includes an MSF, approximately 75,000 square feet in size, planned at 500 E.

Manchester Boulevard on property currently developed with an existing commercial building at the southern portion of the site containing a Vons grocery store, fitness center, and a bank branch along with the gas station at the northeast portion of the site.

Relocation of the MSF from the approved site on 500 E. Man chester Boulevard to the Market Street/Florence Avenue Station is proposed to reduce the cost of the Project and impacts to the existing uses on the property at 500 E. Manchester Boulevard. With this change, the property at 500 E. Manchester Boulevard would no longer be acquired as part of the Project and no changes to this property would occur as part of the Project. No changes to the existing Vons grocery store and other businesses operating on this property would occur.

Figure 2.2- 1: Proposed Market Stre et/Florence Avenue Station/MSF Site Axonometric View from West and 2.2-2: Proposed Market Street/Florence Avenue Station/MSF Site Axonometric View from East shows the addition of the MSF to the Market Street/Florence Avenue Station site. As shown, the MSF would be located immediately east of the Market Street/Florence Avenue Station and elevated to match the track elevation. The height of the MSF would remain at approximately 75 feet.

Figures 2.2-3 through 2.2.5 show the Ground Level Plan, Elevated Walkway Level Plan and Platform Level Plans for the Proposed Market Street/Florence Avenue Station/MSF Site. Figures 2.2- 6 through

2.2-10 provide sections of the Market Street/Florence Avenue – MSF Site showing the MSF and Market Street/Florence Avenue Station.

As shown in Figure 2.2-5: Market Street/Florence Avenue Station/MSF Site Ground Level Plan , the surface parking lot located on the corner of Regent Street and Locust Street would remain but would be reduced in size to accommodate the additi on of the MSF to this site. This surface parking lot would contain approximately 225 parking spaces. Access to this surface parking lot and the parking structure proposed under the MSF would be provided from Regent Street and Locust Street . The new substat ion planned by Southern California Edison would be located on the eastern portion of the site along Locust Street. This substation would be contained by walls and open to above.

The configuration of the MSF would generally be the same as included in the Approved Project. The MSF administrative offices and maintenance shops would be located on the Elevated Walkway Level and the Platform Level would be at the elevation of the tracks and the APM System trains would be stored and maintained at this level. As shown, the ground level of the MSF would also preserve space available for transit amenities for passengers and pedestrian friendly amenities, consistent with the ITC Design Guidelines.

The following components of the MSF are the same as included in the Approved Project:

City of Inglewood 2.0-16 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

• The central area of the MSF would consist of two train docks for light maintenance of the trains.

Near the northeastern side, the MSF would include two more train docks to be used for heavy vehicle maintenance. The heavy maintenance docks would be located on top of a solid platform structure to capture and contain any mechanical fluids or components during maintenance activities. The space occupying the southern- most side of the MSF would be used for inventory, equipment storage, mechanical/electrical shops, and employee facilities.
• The mezzanine office space would be located above the maintenance level. This area would house the operations control center where automated train operations are monitored and controlled. In addition, this level would include office space, conference room(s), employee locker and break room(s), restrooms, and a technician workspace.
• Vehicle and passenger access to the MSF would be provided via c ontrolled gates. Security measures for the MSF would include secured perimeter fencing, automated gates, electronic security card systems, intercoms, security cameras, and exterior lighting. • The MSF would be designed in accordance with the Design Guidelin es, which address the massing, façade, materials, colors, roof, and lighting for this facility, how the MSF will engage with the passenger and vehicular circulation around it, and sustainability features. Consistent with these design guidelines, rooftop equipment will be fully screened, the color palette of the building will be generally uniform and neutral in tone, and transparent glazing will be provided to maximize daylight to the extent feasible. Additionally, lighting will be placed to minimize spillov er to adjacent properties and building entrances and passenger paths will be clearly lit. • The MSF would include decorative security walls and fences along the edges of the facility to shield view of the MSF from public view as called for in the Design Guidelines. Decorative screening walls and fences would be designed to completely enclose all mechanical equipment while allowing for sufficient airflow. All solid fences or walls would be articulated with similar or complementary materials and colors to the building. Any long expanses of walls and fences would be broken up with projections or recessed elements, landscape pockets and changes in materials or textures. Landscape elements, such as vines to create a green wall or screen, would be used in combination with walls and fences to ensure the Project is visually compatible with adjacent use. • The Approved Project included a surface parking lot with approximately 650 public spaces located adjacent to the Market Street Station. The Proposed Modified Project would reduce the size of the surface parking lot on the southeastern portion of the site to approximately 225 public parking spaces. A multi-level above ground parking structure under the MSF would contain approximately 500 additional public parking spaces. A gated surface parking area containing approximately 50 parking spaces for employees and visitors to the MSF will also be provided within the 500 -space parking structure. A total of approximately 725 parking spaces would be provided with the Proposed Modified changes, an increase of 75 parking spaces compared to the Approved Project.

INGLEWOOD TRANSIT CONNECTOR

SKIDMORE, OWINGS & MERRILL
N

LOCUST ST

FLORENCE AVE

MARKET ST
Site Axon

REGENT ST

GRACE AVE
Proposed Market Street Florence Avenue Station MSF Site Axon View from West FIGURE 2.2-1
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023.
251-003-20
N

INGLEWOOD TRANSIT CONNECTOR

SKIDMORE, OWINGS & MERRILL
N

FLORENCE AVE

REGENT ST

LOCUST ST
Site Axon
Proposed Market Street/Florence Avenue Station/MSF Site Axonometric View from East FIGURE 2.2-2
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023.
251-003-20
N

POTENTIAL TRANSIT

AMENITY

PARKING
FIRE
STAIR

POTENTIAL

TRANSIT

AMENITY

POTENTIAL

TRANSIT

AMENITY

POTENTIAL

TRANSIT

AMENITY
FIRE
STAIR
BOH

POTENTIAL

TRANSIT

AMENITY
120’

EXISTING CORAL

TREES TO REMAIN

LOCUST ST

CROSSWALK

DOWNTOWN INGLEWOOD

CRENSHAW LINE METRO

STATION

PARKING
approx. 225 cars
82,000SF

SCE SUBSTATION
(OPEN TO ABOVE)
10,000-22,000 sf
STAIR
STAIR

SECURE PARKING, PDS SUBSTATION,

GENERATOR PAD, LOADING, LAYDOWN,

AND BUILDING LOBBY
40’

BUS STOP
Ground Level

PICK-UP/DROP-OFF
Proposed Market Street/Florence Avenue Station/MSF Site Ground Level Plan FIGURE 2.2-3
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20
N

ELEVATED WALKWAY
STAIR
STAIR

MSF ADMIN & SHOPS
FIRE
STAIR
FIRE
STAIR
BOH

DOWNTOWN INGLEWOOD

CRENSHAW LINE METRO

STATION

SCE SUBSTATION
(OPEN TO ABOVE)
10,000-22,000 sf
Elevated Walkway Level
Proposed Market Street/Florence Avenue Station/MSF Site Elevated Walkway Level Plan FIGURE 2.2-4
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20
N
STAIR
STAIR

STORAGE AND SHOP ROOM
FIRE
STAIR
FIRE
STAIR

SCE SUBSTATION
(OPEN TO ABOVE)
10,000-22,000 sf
Platform Level
Proposed Market Street/Florence Avenue Station/MSF Site Platform Level Plan FIGURE 2.2-5
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20
N

SCE SUBSTATION

MAINTENANCE
Site Section A-A
MARKET
STREET
LOCUST

STREETMSFMARKET ST STATION
ALIGN
OFFICES/P2
+25’-0”

MAINTENANCE
+49’-0”

ELEVATED WALKWAY
+30’-0”

PLATFORM
+49’-0”

POTENTIAL TRANSIT

AMENITY

PDS SUBSTATION &

MSF SERVICE AREA

MSF SHOPS PARKING

TOTAL BUILDING HEIGHT
NOT TO EXCEED 75’-0”
Proposed Market Street/Florence Avenue Station/MSF Site Section A-A FIGURE 2.2-6
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20

MAINTENANCE
Site Section B-B

POTENTIAL

TRANSIT

AMENITY
MARKET
STREET
LOCUST

STREETSURFACE PARKINGMSFMARKET ST STATION SERVICE
ALLEY
OFFICES/P2
+25’-0”

MAINTENANCE
+49’-0”

ELEVATED WALKWAY
+30’-0”

PLATFORM
+49’-0”

TOTAL BUILDING HEIGHT
NOT TO EXCEED 75’-0”

PARKING

PARKING
Proposed Market Street/Florence Avenue Station/MSF Site Section B-B FIGURE 2.2-7
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20

MAINTENANCE

POTENTIAL TRANSIT

AMENITY
Site Section C-C
MARKET
STREET
LOCUST

STREETSURFACE PARKINGMSFMARKET ST STATION SERVICE
ALLEY
OFFICES/P2
+25’-0”

MAINTENANCE
+49’-0”

ELEVATED WALKWAY
+30’-0”

PLATFORM
+49’-0”

TOTAL BUILDING HEIGHT
NOT TO EXCEED 75’-0”

PARKING

PARKING
Proposed Market Street/Florence Avenue Station/MSF Site Section C-C FIGURE 2.2-8
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20

Site Section D-D

PLAZA STATION

ELEVATED WALKWAY
+30’-0”

MAINTENANCE
+49’-0”

POTENTIAL

TRANSIT

AMENITY

POTENTIAL

TRANSIT

AMENITY

POTENTIAL

TRANSIT

AMENITY
PLAZA

MSF BUILDING BEYOND

TOTAL BUILDING HEIGHT
NOT TO EXCEED 75’-0”
Proposed Market Street/Florence Avenue Station/MSF Site Section D-D FIGURE 2.2-9
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20

POTENTIAL TRANSIT AMENITY
Site Section E-E

PLAZA FUTURE

DEVELOPMENTMSF
OFFICES/P2
+25’-0”

MAINTENANCE
+49’-0”

SECURE PARKING, PDS SUBSTATION,

GENERATOR PAD, LOADING, LAYDOWN AND

BUILDING LOBBY

MSF SHOPS
BOH
BOH

MAINTENANCE

POTENTIAL TRANSIT AMENITY

TOTAL BUILDING HEIGHT
NOT TO EXCEED 75’-0”
Proposed Market Street/Florence Avenue Station/MSF Site Section E-E FIGURE 2.2-10
SOURCE: SKIDMORE, OWINGS & MERRILL - 2023
251-003-20

City of Inglewood 2.0-27 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

Columns and Structures
Generally, under the Approved Project, support columns for the guideway would be single columns ranging from 6 feet to 9 feet in diameter when centered under the supported guideway to approximately 6 feet by 12 feet oblong columns when located off-center from the guideway. Columns for straddle type bents over the roadways would range from 6 feet to 8 feet in diameter. Column foundation will likely be deep shafts with depths ranging from approximately 60 to 100 feet.

As the guideway t urns east onto Manchester Boulevard, the Proposed Modified Project changes include the guideway transition ing from single columns to a one -half straddle bent to support the turn onto Manchester Boulevard before going back to single columns in a new median located in Manchester Boulevard. Straddle bents across Manchester Boulevard will be used where required to accommodate intersections and associated turning movements. Approximately 3 fewer straddle bents will be required on Manchester Boulevard because the MSF will no longer be built at 500 E. Manchester Boulevard.

Market St reet Alignment
Changes to the alignment and height of the guideway alignment on Market Street are proposed to reduce the cost of the Project. Specifically, the alignment of the guideway on Market Street between E. Regent Street and E. Manchester Boulevard would shift approximately 12 feet to the east and the bottom elevation of the guideway along this same segment of the alignment would be reduced by approximately 9 to 12 feet (from approximately 52 feet under the Approved Project alignment to approximately 43 feet under the Proposed Modified Project).

As described above, minor refinements to the Project Design Features are proposed to ensure the final design is compatible with historic resources, as discussed further in Section 3.4. The Proposed Modified Project would comply with the proposed revised Project Design Features for the guideway structure in the proposed revised ITC Design Guidelines and revised MMRP. These updated Project Design Features would ensure the final Project design will have minimal impacts to the setting of historical resources located along the alignment of the system. The dimensions, placement, and spacing of the guideway support columns will be designed to minimize the obstruction of views of the facades of buildings identified as historic resources when viewed from the important vantage points.

Power Distribution System Substations
Under the Approved Project, propulsion power, which includes the power to run the train on the guideway and power for auxiliary and housekeeping needs, would be provided by two Power Distribution System (PDS) substations located along the alignment. The Approved Project included two PDS substations: (1) a PDS substation located on the MSF site and (2) a PDS substation located on the Prairie Avenue/Hardy Street Station . The proposed changes include relocating the first PDS substation to the Market Street/Florence Avenue Station where the new proposed MSF would be located.

City of Inglewood 2.0-28 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

As with the originally proposed PDS substations, each PDS substation would be approximately 3,000 SF (approximately 30 feet by 100 feet) with 14 feet of clearance above the finished floor (see Figure 2.2- 11: Proposed Project PDS Substation Layout). Each PDS substation would continue to include equipment to transform the medium- to high-voltage power feed provided from the power companies to the typically required 750-volt direct current (VDC) needed to power the vehicles and power for housekeeping and other ancillary equipment.

To assure the ATS trains can reach the nearest stations to offload riders in the event of loss of electrical supply, each PDS substation would continue to be equipped with backup power generators, as originally proposed. Like those approved as part of the Approved Project, the backup generators would be capable of supplying power to the ATS trains for either 100 percent or 50 percent electrical capacity for a limited time to allow trains to complete their route so that riders can disembark at a station.

Southern California Edison Substation
To provide service to the Project, an SC E substation will be included on the Market Street/Florence Avenue Station-MSF site, as shown on Figure 2.2-12: Proposed Market Street/Florence Avenue Station- MSF Site. The SCE substation would be located between the MSF and Locust Street. The SCE substati on will be an open -air facility enclosed by masonry walls containing electrical distribution equipment and power transformers. Power will be provided to the SCE substation from the larger SCE community substation located at 201 West Florence Avenue on the northwest corner of West Florence Avenue and West Ivy Avenue. Service will be provided from the community substation to the new SCE substation on the Market Street/Florence Avenue Station-MSF site by extending power lines underground east from the community substation on Florence Avenue in existing public right of way or easements in Florence Avenue and Market Street or Florence Avenue, North Fir Avenue and Market Street.

Proposed Modified Project PDS Substation Layout
FIGURE 2.2-11
SOURCE: Lee+Elliott - 2021
251-003-20
Illustrative and subject to adjustments as part of finalization during final design Site Diagram

SURFACE

PARKING

DOWNTOWN INGLEWOOD

CRENSHAW LINE METRO

STATION
MSF
SCE

SUBSTATION

STATION PLAZA

MARKET ST

STATION
Proposed Modified Market Street/Florence Avenue Station - MSF Site FIGURE 2.2-12
SOURCE: SKIDMORE, OWINGS & MERRILL - 2022
251-003-20
N

City of Inglewood 2.0-31 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

Construction
Similar to the Approved Project, construction of the Proposed Project is expected to start in January 2024 and occur over multiple phases (8 phases). Consolidating construction activities on the Market Street/Florence Avenue Station on one (1) site (rather than building the Market Street/Florence Avenue Station and the MSF on separate sites) along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard would result in an overall net decrease in the number of larger specific construction equipment pieces used for the Project in general. This efficiency would be realized through the sharing of common larger pieces of specific construction equipment for both the Market Street/Florence Avenue Station and MSF construction since bo th facilities would be built adjacent to each other and would likely share a common structural wall.

Similar to the Approved Project, construction laydown, staging areas, and employee contractor parking for the Proposed Project would be located within the alignment for the proposed facilities. However, the Proposed Project would no longer require the acquisition of the property at 500 E. Manchester Boulevard and will retain the supermarket, the existing gas station and other neighboring retail uses that exist onsite. For this reason, this property would no longer be available for use as a construction staging area. Construction staging areas would be limited to the three station sites proposed for acquisition as part of the Approved Project (refer to Figure 2.2-13: Construction Haul/Delivery Routes and Staging Areas). The certified Final EIR analyzed the use of these sites as construction staging areas.

The property at 500 E. Manchester Boulevard, which includes the Vons grocery store and other businesses would no longer be acquired and no changes to this property would occur as part of the changes. Due to refinements based on updated information gathered for the Modified Project, demolition of the existing commercial buildings and site improvements on the Market Street/Florence Avenue Station and MSF site would yield up to approximately 30,000 cubic yards (cy) of debris generating approximately 2,000 haul truck trips. This equates to a reduction of 10,300 cy and 686 haul truck trips when compared to the assumptions for the Approved Project.

Similar to the Approved Project, the primary delivery and haul routes during construction would utilize Florence Avenue, Manchester Boulevard, Prairie Avenue, and Century Boulevard, which have been designated by the City as appropriate for heavy truck use. No changes to the Approved Project primary delivery and haul routes would occur as part of the proposed modifications to the Project.

M
M
Manchester Bl
Arbor Vitae St
Centinela Av
Flor
ence Av
Prairie 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

INGLEWOOD
Doty Av
La Cienega Bl
Hardy St
Century Bl
Hawthorne Bl
Crenshaw Bl
Yukon Av
Oak St
405

INTERSTATE
M
M
Construction Haul/Delivery Routes and Staging Areas
FIGURE 2.2-13
251-003-20
SOURCE: RAJU Associates, Inc. - 2022; Meridian Consultants LLC - 2023

APPROXIMATE SCALE IN FEET
1000500 0 2000
N
Legend:

Proposed ITC Alignment
Proposed ITC Station
Metro Crenshaw/LAX LRT (Future)
Metro Crenshaw/LAX LRT Station (Future)
Haul / Delivery Routes
Staging AreasM

City of Inglewood 3.0-1 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023

3.0 IMPACT ANALYSIS
This analysis section includes separate subsections for each environmental topic addressed in the Final EIR. Each topical section first summarizes the information and conclusions of the Final EIR. Updated information reflecting any changes in the environmental setting related to each topic is then presented in each subsection, followed by analysis of the environmental impacts of the Inglewood Transit Connector Project with the proposed changes. For each topic, a determination is also made on whether the current proposal would result in any new significant impacts or any substantial increase in the severity of the impacts identified in the Final EIR. The mitigation measures identified in the Final EIR and corresponding ITC Design Guidelines are also updated, where appropriate, to reflect the proposed changes to the Project.

3.1 AESTHETICS
Summary of Analysis in the ITC Final EIR
The certified Final EIR determined that visual impacts associated with construction of the proposed Project would be less than significant with the implementation of measures identified in the Construction Commitment Program (CCP). The CCP defines measures to minimize the visual impact of temporary lighting and of visually obtrusive erosion control devices and stockpile and staging areas. Construction activities at each segment and overall would be temporary in nature and visual impacts would be alleviated once construction is completed.

The certified Final EIR also determined that visual impacts associated with operation of the Approved Project would be less than significant because the design of the ATS guideway would allow the continued expression of the buildings identified as historic resources along Market Street in Downtown Inglewood.

The height of the ATS guideway, the distance of the guideway from the edge of the buildings and the size and spacing of the support columns were designed in a manner tha t maintains important aspects of the existing setting for the historic resources located along the proposed alignment and ensures that the overall scale, massing, composition, and design of these historic buildings would remain readily visible despite some interruption of views. The ability of the buildings to convey their historic significance would not be substantially impaired by the proposed Project as required by the ITC Design Guidelines. The certified Final EIR further explained that the Approved Pro ject would be generally consistent with the existing zoning and planning regulations governing scenic quality and would adhere to the design defined in the City’s Downtown Transit Orient Development (TOD) Plan and the Hollywood Park Specific Plan (HPSP) for areas located adjacent to the proposed alignment to the extent feasible and consistent with the ITC Design Guidelines ). An amendment to General Plan Policy 2.3, Preservation of Historic Fabric, was adopted as part of the Approved Project to ensure the incorporation and implementation of the ATS system into the historic fabric of Inglewood.

City of Inglewood 3.0-2 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Analysis of Proposed Modifications
Project Impacts
The primary changes of the Proposed Modified Project are the relocation of the MSF to the Market Street/Florence Station site and the realignment and lowering of the ATS system guideway on Market Street between E. Regent Street and E. Manchester Boulevard. With the Approved Project, the guideway structure would have been located in the center of Market Street with the bottom of the guideway structure approximately 52 feet above the existing grade. With the proposed modifications to the Project, the guideway structure would be located approximately 12 feet to east of the alignment in the Approved Project and the height of the guideway structure on Market Street from the existing grade to the bottom of the guideway would be approximately 40 -43 feet. As a result, the guideway structure on Market Street would be approximately 9-10 feet lower than with the Approved Project.

As shown in Figure 2.2-6, the platform at the Market Street Station would be approximately 48 feet above grade. The TC Overlay Zone defines specific uses and development standards applicable to the Project as the standards in the underlying zones are not applicable to an elevated guideway, stations, and other components of the ITC Project. A height limit of 75 feet above finished grade for maintenance and storage facility sites is identified in the TC Overlay Zone. The height of the MSF would be consistent with this standard.

The visual impacts associated with construction of the Project, as modified, would continue to be less than significant with the implementation of the measures identified in the approved CCP. As previously noted, the CCP defines measures to minimize the visua l impact of temporary lighting and of visually obtrusive erosion control devices and stockpile and staging areas. Like the Approved Project, construction activities at each segment and overall would continue to be temporary in nature and visual impacts would be alleviated once construction is completed.

The proposed modifications to the Project would not substantially degrade the existing visual character or quality of public views of the Project area and its surroundings, and the change in the visual character of the Project area with implementation of the proposed Project modifications would remain less than significant. The design of the MSF and the Market Street/Florence Avenue Station would be consistent with the approved ITC Design Guidelines which identify the objectives for the various project components and provides design guidance to achieve these objectives. The Design Guidelines address the different components of the Project, including the stations, MSF, guideway and supporting facilities and identify design features to integrate the Proposed Project with the existing uses along the approved alignment.

The Design Guidelines provide, among other things, that the color palette for the MSF must be neutral in tone with accent colors, where appropriat e, and that materials will be selected to require minimal maintenance and be treated as appropriate to be resistant to graffiti and vandalism.

Figures 3.1- 1 through 3.1-10 provide views of the proposed design of the MSF and Market Street/Florence Avenue Station on the Market Street/Florence Avenue Station site from viewpoints City of Inglewood 3.0-3 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
around the site on Florence Avenue, Market Street, Regent Street, and Locust Street. As shown in Figures

3.1-1 through 3.1-5, the view of the Market Street/Florence Avenue Station- MSF site available from Market Street will be largely unchanged with the addition of the MSF to this site. From some locations, the MSF, located immediately east of the station, will be partially vis ible, but the height and neutral tone of the MSF would allow it to blend with its surroundings. Because the height of the MSF will be the same as the height of the station, the visual character of the Project along Market Street will not change substantially.

The views of the eastern portion of the Market Street/Florence Avenue Station site will change with the addition of the MSF and the Southern California Edison substation on Locust Avenue (refer to Figures

3.1-6 through 3.1-10). The view of this portion of the site which would have included the Market Street/Florence Avenue Station, will now include the MSF building and the wall surrounding the area containing the SCE substation.

The MSF would include decorative security walls and fences along the edges of the facility to shield view of the MSF from public view as called for in the Design Guidelines. Decorative screening walls and fences would be designed to completely enclose all mechanical equipment while allowing for sufficient airflow.

All solid fences or walls would be articulated with similar or complementary materials and colors to the building. Any long expanses of walls and fences would be broken up with projections or recessed elements, landscape pockets and changes in materials or textures. Landscape elements, such as vines to create a green wall or screen, would be used in combination with walls and fences to ensure the Project is visually compatible with adjacent use.

The wall will be of sufficient height to screen all views of the substatio n equipment. The MSF and walls around the substation will be designed in accordance with the ITC Design Guidelines. The walls around the substation will be landscaped and include other design features and elements. The parkway along Locust Street will be landscaped with street trees and groundcover. The addition of the MSF and substation on the Market Street/Florence Avenue Station site will not result in an adverse change in the visual characteristics of the site as visible from locations around the site.

The guideway on Market Street will be located approximately 12 feet east of the Approved Project alignment and the bottom of the guideway will be approximately 9 -10 feet lower than the guideway in the Approved Project. As described in further detail below in Section 3.4, Cultural Resources , the design of the ATS guideway would continue to preserve views of the buildings identified as historic resources along Market Street in Downtown Inglewood. The height of the ATS guideway, the distance of the guideway from the edge of the buildings and the size and spacing of the support columns would maintain views of important aspects of the existing setting for the historic resources located along the proposed alignment and ensure that the overall scale, massing, composition, and design of these historic buildings would remain readily visible. The ability of the buildings to convey their historic significance would not be substantially impaired by the changes to the ATS guideway along Market Street.

View Without Project
Conceptual View With Project
View from Florence looking south down Market Street
FIGURE 3.1-1
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023

INGLEWOOD TRANSIT CONNECTOR

SKIDMORE, OWINGS & MERRILL

View Without Project
Conceptual View With Project

INGLEWOOD TRANSIT CNNECTOR

SKIDMORE, OWINGS & MERRILL
View of Main Entry from Florence Avenue
FIGURE 3.1-2
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023 View Without Project
Conceptual View With Project
View from Florence looking south down Market Street
FIGURE 3.1-3
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023

View Without Project
Conceptual View With Project
View looking north on Market Street of Plaza
FIGURE 3.1-4
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023 View Without Project
Conceptual View With Project
View looking north on Market Street of Plaza
FIGURE 3.1-5
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023 View Without Project
Conceptual View With Project
View of Plaza from Regent Street looking west
FIGURE 3.1-6
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023 View Without Project
Conceptual View With Project
View from Market St. looking east
FIGURE 3.1-7
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023 View Without Project
Conceptual View With Project
View from Regent Street looking north
FIGURE 3.1-8
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023 View Without Project
Conceptual View With Project
View from corner of Regent and Locust Streets
FIGURE3.1-9
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023 View Without Project
Conceptual View With Project
View from Holy Faith Episcopal Church looking west
FIGURE 3.10-10
251-004-21
SOURCE: Google Earth - 2023; Meridian Consultants LLC - 2023

City of Inglewood 3.0-14 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
The addition of the MSF to the Market Street/Florence Avenue Station site and the realignment and lowering of the guideway in Market Street will modi fy the shade and shadow patterns that would be created by the facilities on the Market Street/Florence Avenue Station site and the ATS guideway on Market Street. As the MSF would no longer be built on the property at 500 E. Manchester Boulevard, new shadows from the MSF building would no longer be created by the MSF on this property. Figures 3.1- 11 through 3.1-14 show the shadows that will be created by the Modified Project along Market Street in summer, and Figures 3.1- 15 through 3.1-17 show the shadows that will be created by the Modified Project along Market Street in the winter . Shadows would be cast furthes t during sunset on a summer evening and on a winter morning. While shadows will extend further onto Locust Street on a summer evening, no buildings on the east side of Locust Street would be shaded.

The change in the alignment and height of the guideway on Market Street would result in minor changes to the shadows that would be created by the guideway. The shadows created by the guideway would be narrow and would not affect large areas at any point during the day. The shadow from the guideway would be west of Market Street in the morning and east of Market Street in the afternoon. This narrow shadow pattern would also move throughout the day from northwest to southeast. No areas would be shaded for long periods and, for this reason, no adjacent properties will be substantially shaded for long periods of time during the day and impacts from shading will be less than significant. The change in alignment will result in shadows extending slightly further west in the morning and an incremental reduction of shading on the east side of Market Street in the afternoon. These changes will be minimal and shading created by the improvements would remain less than significant.

Market Street and Manchester Boulevard, June 22 at 9:00 AM FIGURE 3.1-11
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Florence Avenue
Market
Street
Regent Street
Queen Street
Manchester Boulevard
Hillcrest Boulevard
Market Street Segment and Manchester Boulevard Segment between Florence Avenue and Hillcrest Boulevard
Locust Street
N
2023
Market Street and Manchester Boulevard, June 22 at 12:00 PM FIGURE 3.1-12
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Florence Avenue
Market
Street
Regent Street
Queen Street
Manchester Boulevard
Hillcrest Boulevard
Market Street Segment and Manchester Boulevard Segment between Florence Avenue and Hillcrest Boulevard
Locust Street
N
2023
Market Street and Manchester Boulevard, June 22 at 3:00 PM FIGURE 3.1-13
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Florence Avenue
Market
Street
Regent Street
Queen Street
Manchester Boulevard
Hillcrest Boulevard
Market Street Segment and Manchester Boulevard Segment between Florence Avenue and Hillcrest Boulevard
Locust Street
N
2023
Market Street and Manchester Boulevard, June 22 at 5:00 PM FIGURE 3.1-14
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Florence Avenue
Market
Street
Regent Street
Queen Street
Manchester Boulevard
Hillcrest Boulevard
Market Street Segment and Manchester Boulevard Segment between Florence Avenue and Hillcrest Boulevard
Locust Street
N
2023
Market Street and Manchester Boulevard, December 21 at 9:00 AM FIGURE 3.1-15
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Florence Avenue
Market
Street
Regent Street
Queen Street
Manchester Boulevard
Hillcrest Boulevard
Market Street Segment and Manchester Boulevard Segment between Florence Avenue and Hillcrest Boulevard
Locust Street
N
2023

Market Street and Manchester Boulevard, December 21 at 12:00 PM FIGURE 3.1-16
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Florence Avenue
Market
Street
Regent Street
Queen Street
Manchester Boulevard
Hillcrest Boulevard
Market Street Segment and Manchester Boulevard Segment between Florence Avenue and Hillcrest Boulevard
Locust Street
N
2023
Market Street and Manchester Boulevard, December 21 at 3:00 PM FIGURE 3.1-17
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Florence Avenue
Market
Street
Regent Street
Queen Street
Manchester Boulevard
Hillcrest Boulevard
Market Street Segment and Manchester Boulevard Segment between Florence Avenue and Hillcrest Boulevard
Locust Street
N
2023

City of Inglewood 3.0-22 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Figures 3.1-18 through 3.1-24 show the shade and shadow patterns that would be created along Manchester Boulevard in summer and winter. As shown in these figures, as the MSF would no longer be built on the property at 500 E. Manchester Boulevard, shadows along Manchester Boulevard created by Project would only be created by the guideway.

The Project, as modified, would continue to be consistent with applicable zoning and planning regulations governing scenic quality. The Modified Project would continue to implement the Transit Corridor Overlay Zone and no additional amendment to the City’s General Plan is required.

The Modified Project would also not result in any substantial changes to the new sources of light that would be associated with the Project. As with the Approved Project, the Project, as modified, would not create a new source of substantial light or glare which would adversely affect day or nighttime views in the area. All lighting on the Market Street/Florence Avenue Station -MSF site would be designed in accordance with th e ITC Design Guidelines. All maintenance activities would occur within the MSF building and no major sources of new exterior lighting would be associated with this facility. Impacts from new lighting would remain less than significant.

The Modified Project would not result in any new significant aesthetic impacts as discussed above. The impacts of the ITC Project on the visual character of the areas along the alignment would remain less than significant.

Manchester Boulevard and Prairie Avenue, June 22 at 9:00 AM FIGURE 3.1-18
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Spruce Avenue
Nutwood Street
Kelso Street
Manchester Boulevard
Prairie Avenue
Manchester Boulevard Segment and Prairie Avenue Segment between Hillcrest Boulevard and Pincay Drive
Pincay
Drive
Tamarack Avenue
Hillcrest
Boulevard
N
2023
Manchester Boulevard and Prairie Avenue, June 22 at 12:00 PM FIGURE 3.1-19
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Spruce Avenue
Nutwood Street
Kelso Street
Manchester Boulevard
Prairie Avenue
Manchester Boulevard Segment and Prairie Avenue Segment between Hillcrest Boulevard and Pincay Drive
Pincay
Drive
Tamarack Avenue
Hillcrest
Boulevard
N
2023
Manchester Boulevard and Prairie Avenue, June 22 at 3:00 PM FIGURE 3.1-20
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Spruce Avenue
Nutwood Street
Kelso Street
Manchester Boulevard
Prairie Avenue
Manchester Boulevard Segment and Prairie Avenue Segment between Hillcrest Boulevard and Pincay Drive
Pincay
Drive
Tamarack Avenue
Hillcrest
Boulevard
N
2023
Manchester Boulevard and Prairie Avenue, June 22 at 5:00 PM FIGURE 3.1-21
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Spruce Avenue
Nutwood Street
Kelso Street
Manchester Boulevard
Prairie Avenue
Manchester Boulevard Segment and Prairie Avenue Segment between Hillcrest Boulevard and Pincay Drive
Pincay
Drive
Tamarack Avenue
Hillcrest
Boulevard
N
2023
Manchester Boulevard and Prairie Avenue, December 21 at 9:00 AM FIGURE 3.1-22
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Spruce Avenue
Nutwood Street
Kelso Street
Manchester Boulevard
Prairie Avenue
Manchester Boulevard Segment and Prairie Avenue Segment between Hillcrest Boulevard and Pincay Drive
Pincay
Drive
Tamarack Avenue
Hillcrest
Boulevard
N
2023
Manchester Boulevard and Prairie Avenue, December 21 at 12:00 PM FIGURE 3.1-23
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Spruce Avenue
Nutwood Street
Kelso Street
Manchester Boulevard
Prairie Avenue
Manchester Boulevard Segment and Prairie Avenue Segment between Hillcrest Boulevard and Pincay Drive
Pincay
Drive
Tamarack Avenue
Hillcrest
Boulevard
N
2023
Manchester Boulevard and Prairie Avenue, December 21 at 3:00 PM FIGURE 3.1-24
251-003-21
SOURCE: Meridian Consultants LLC - 2021
Spruce Avenue
Nutwood Street
Kelso Street
Manchester Boulevard
Prairie Avenue
Manchester Boulevard Segment and Prairie Avenue Segment between Hillcrest Boulevard and Pincay Drive
Pincay
Drive
Tamarack Avenue
Hillcrest
Boulevard
N
2023

City of Inglewood 3.0-30 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Cumulative Impacts
The components of the proposed ITC Project, including the ATS guideway, stations, and MSF would continue to be designed in accordance with the Design Guidelines, and would not adversely affect the visual character of the surrounding areas. The design of the new transportation facilities would continue to complement existing and future surrounding development as discussed above. The proposed Modified Project is anticipated to have three less straddle bents on Manchester Avenue an d leave existing neighborhood serving retail in place and would include a fully enclosed MSF at the Downtown Inglewood Station consistent with ITC Design Guidelines. The Project, as modified, would continue to complement its present and future surroundings, and would not contribute significant impacts on the visual character of the areas located along the proposed alignment. The Modified Project would not result in any change to the shadows that would be create by the improvements on the Market Street/Florence Avenue Station site or ATS guideway along Market Street. For these reasons, the proposed modifications to the Project would not contribute to any significant cumulative impact on the visual character of the areas located along the proposed alignment.

3.2 AIR QUALITY
Summary of Analysis in the ITC Final EIR
The analysis for potential air quality impacts resulting from the Approved Project was completed in accordance with applicable South Coast Air Quality Management District (SCAQMD) guidance. Daily regional and localized emissions during construction were forecasted based on the proposed construction schedule.

The certified Final EIR identified the potential for construction of the Approved Project to temporarily emit air pollutants through the use of heavy-duty construction equipment, vehicle trips generated from workers and haul trucks traveling to and from the Project area, demolition and various soil -handling activities, and from the use of diesel powered on - and off-road vehicles and equipment. In addition, fugitive dust emissions would result from demolition and various soil -handling activities. The analysis assumed construction of the Approved Project would occur in multiple phases (8 phases) over approximately 46 months between January 2024 and November 2027. Additionally, prior to Phase 1 construction activities initiated on the MSF site, under the Approved Project, the owner/operator of the Vons supermarket located on this site would have demolished the existing Vons gas station on the corner of Manchester Boulevard and Spruce Avenue and paved this area for use as a parking area for the new Vons store to be built on the corner of Manchester Boulevard and Hillcrest Boulevard. This construction would have occurred over an approximate 10 -month period prior to Phase 1 of the Approved Project.

Construction of the Approved Project would also require the complete demolition and clearing of the Market Street/Florence Avenue Station site, yielding up to 40,308 cubic yards of debris and approximately 2,686 total haul truck trips.

City of Inglewood 3.0-31 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
The Final EIR determined that construction of the Approved Project would be consistent with applicable local and State construction regulations, and other voluntary measures designed to reduce nonattainment pollutants, regional emissions during construction. Nevertheless, regional criteria emissions generated by the Approved Project would exceed the significance threshold established by the SCAQMD for nitrogen oxides (NOx), an ozone precursor. Other criteria pollutants w ere not predicted to exceed regional mass emission thresholds during construction. With implementation of the Mitigation Measure MM AQ -1, the Final EIR determined that regional emissions during construction of the Approved Project would not exceed the significance threshold for NOx.

The Final EIR applied the SCAQMD thresholds to assess project -level health impacts including the exposure of persons to substantial levels of air toxics resulting in (a) a cancer risk level greater than 10 per one million persons or (b) a noncancerous risk (chronic or acute) hazard index greater than 1 or (c) a cancer burden of greater than 0.5 excess cancer cases. As determined in the Final EIR, localized impacts from criteria pollutants would be less than significant with incorporation of mitigation measures designed to reduce nitrogen dioxide (NO2) on nearby receptors during construction activities for the Morning/Evening and Morning/Night Scenarios during construction. Construction of the Approved Project, as mitigated, would not generate emissions that exceed the carcinogenic health risk thresholds for the maximum impacted resident, worker, school (child), and early childhood education (child) receptors and, thus, this impact would be less than significant with the implementat ion of mitigation (MM AQ -1).

Emissions of toxic air contaminants (TACs) would result in acute and chronic noncarcinogenic health risks below applicable standards, the impacts related to such exposures are less than significant. Therefore, the impacts related to exposing air quality sensitive receptors to substantial pollutant emissions would be less than significant with the implementation of mitigation (MM AQ-1).

Once operational, the Approved Project would help manage and support the City’s projected growth by providing transit within a safe and accessible walking distance to thousands of new residents, housing units and jobs. The Approved Project’s connection from the City’s new housing and employment centers, and sports and entertainment venues, to the Metro K Line and larger regional and State rail system would result in air quality benefits for both the City and southern California region. The Approved Project is also consistent with the last mile/first mile goals of the 2020 -2045 Regional Transport ation Plan/Sustainable Communities Strategy (RTP/SCS). The typical daily emissions associated with the Approved Project operations would result in net negative emissions; as a result, the Final EIR determined that the Approved Project would not expose sensitive receptors to substantial pollutant concentrations.

Air quality impacts from operation of the Approved Project would be less than significant.

Analysis of Proposed Modifications
Project Impacts
The certified Final EIR includes Project Design Features and mitigation measures that would reduce construction emissions of diesel exhaust and fugitive dust. As described above, relocation of the MSF to the Market Street/Florence Avenue Station site is proposed. With this change, the property at 500 E.

City of Inglewood 3.0-32 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Manchester Boulevard, which includes a Vons grocery store, fitness center, and a bank branch along with the gas station, would no longer be acquired and no changes to this property would occur as part of the Proposed Modified changes. The demolition and construction activities scheduled prior to Phase 1 would no longer occur and therefore no new significant impacts would result at this portion of the site.

Similar to the Approved Project, construction of the Modified Project is expected to start in January 2024 and occur over multiple phases (8 phases). Consolidating construction activities on the Market Street/Florence Avenue Station on one (1) site rather than build ing the Market Street/Florence Avenue Station and the MSF on separate sites), along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard, would result in an overall net decrease in the number of larger specific construction equipment pieces used for the Project in general. This efficiency would be realized through the sharing of common larger pieces of specific construction equipment for both the Market Street/Florence Avenue Station and MSF construction since b oth facilities would be built adjacent to each other and would likely share a common structural wall. Consequently, due to the reduction of larger specific construction equipment utilized, peak daily emissions from on - and off-road equipment would also be reduced.

The analysis in the Final EIR included a dispersion modeling analysis to assess impacts related to air concentrations of carbon monoxide (CO), NO
2, particulate matter (PM10, PM2.5), and sulfur dioxide (SO2) for nearby receptors within one quarter mile of construction activities. Exposure of emissions for these pollutants to nearby receptors would be reduced due to the reduction of larger specific construction equipment utilized on the site. Therefore, the proposed changes to the Project, as mitigated, would not result in a new or substantially more severe impact related to the exposure of sensitive receptors to substantial pollutant concentrations than identified in the Final EIR.

The addition of the MSF relocation to the Market Street/Florence Av enue Station site would not require additional demolition activities, as this station site would already be subject to complete demolition and clearing activities with the Approved Project. Due to refinements based on updated information gathered for the Modified Project, demolition of the existing commercial buildings and site improvements on the Market Street/Florence Avenue Station and MSF site would yield up to approximately 30,000 cy of debris generating approximately 2,000 haul truck trips. This equat es to a reduction of 10,300 cy and 686 haul truck trips when compared to the Approved Project.

Construction for the proposed modifications to the Project would result in lesser air quality impacts than the Approved Project due to the overall efficiency o f utilizing common larger pieces of specific construction equipment for both the Market Street/Florence Avenue Station and MSF construction.

Construction emissions will also be reduced because demolition and construction activities at the Vons site will not occur with the Modified Project. All construction activities would be required to implement the Air Quality Program Measures in the CCP, as well as the mitigation measures identified in the certified Final EIR and included in the Approved Project’s MMRP. For these reasons, the Proposed Modified Project

City of Inglewood 3.0-33 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
would not result in any change in construction- related emissions associated with any phase and would not result in new or substantially more severe significant impacts.

Regional operational air emissions p rovided in the certified Final EIR were assessed based on the incremental increase/decrease in emission compared to Adjusted Baseline conditions (i.e., existing on - site or off-site Project-related emission), consistent with SCAQMD methodology. Operational emissions were based on the estimates for operation of the station components of the Approved Project (ATS trains, stations, and MSF). Operational emissions also include mobile emissions that would result from worker commute trips and deliveries for suppli es, maintenance, and other needs. As mentioned previously, demolition of the Vons grocery store, fitness center, and a bank branch along with the gas station at the northeast portion of the site would not occur. Therefore, operational emissions related to the Vons would remain the same as Adjusted Baseline conditions. Additionally, as discussed further in Section 3.12:

Transportation of this Addendum, the Project, as modified, would continue to result in a substantial reduction in the daily and annual VMT w hen compared to conditions without the Project. For these reasons, the Proposed Modified Project would not result in any change in operational -related emissions associated with any phase and would not result in new or substantially more severe significant air quality impacts.

Cumulative Impacts
According to the SCAQMD, if an individual project results in air emissions of criteria pollutants that exceed the SCAQMD’s recommended daily thresholds for project-specific impacts, then the project would also result in a cumulatively net increase of these criteria pollutants. As mentioned previously, construction of the Project, as modified, would result in lesser impacts than the Approved Project due to the overall efficiency of utilizing common larger pieces of spe cific construction equipment for both the Market Street/Florence Avenue Station and MSF construction. All construction activities would be required to implement the Air Quality Program Measures in the CCP, as well as the mitigation measures identified in t he certified Final EIR and included in the Approved Project’s MMRP. Therefore, the proposed changes in the Project would not result in a new or substantially more severe significant cumulative air quality impact.

Similar to the Approved Project, operation of the Project as revised would result in decreases for all criteria pollutants compared to existing conditions. Thus, operations would not have a significant cumulative regional air quality impact due to criteria pollutant emissions. As such, cumulative impacts from Project operations would be beneficial.

3.3 BIOLOGICAL RESOURCES
Summary of Analysis in the ITC Final EIR
As discussed in the certified Final EIR, biological resources that would be affected by development of the Approved Project are limited to trees located along the Project alignment and within the property proposed for acquisition as part of the Project. None of the trees potentially affected were identified as

City of Inglewood 3.0-34 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
native or considered to be rare, endangered, or sensitive species, but 502 trees are protected under the City of Inglewood Tree Protection Ordinance (Inglewood Municipal Code Chapter 12, Article 32), and these or others could serve as nesting habitat for migratory or other protected bird species. As such, potential impacts to native bird species nesting during demolition and construction activities were identified. Measures were included in the certified Final EIR and adopted in the MMRP to mitigate these impacts to less-than-significant levels. These measures include conducting preconstruction surveys prior to any nesting season tree removal, protection of trees with active nest sites during construction, obtaining necessary City permits to remove existing trees and through protection or replacement of removed trees at a 1:1 ratio, thus adhering with the City’s Tree Protection Ordinance. Therefore, these measures mitigate all potentially significant impacts to biological resources to less than significant and no unavoidable significant impacts were identified for the Approved Project in the certified Final EIR.

Analysis of Proposed Modifications
Project Impacts
Similar to the Approved Project, the biological resources that would be affected by the proposed modifications to the Project are limited to the trees located along the alignment and within the property proposed for acquisition as part of the Project. All trees removed to accommodate the proposed changes will be replaced in accordance with the City’s Tree Protection Ordinance. As mentioned previously, acquisition of the property at 500 E. Manchester Boulevard would no longer be required due to the proposed relocation of the MSF to the Market Street/Florence Avenue Station site. Thus, no clearing activities would occur at this portion of the site. Demolition of the existing site improvements at the Market Street/Florence Avenue Station site, including trees, was evaluated in the Final EIR. The addition of the MSF to this site would not, therefore, result in any additional impacts to trees on this site.

All construction activities would be required to implement the same measures identified in the certified Final EIR by conducting preconstruction surveys prior to any nesting season tree removal, protection of trees with active nest sites during construction, obtaining necessary City permits to remove existing trees and through protection or replacement of removed trees at a 1:1 ratio, thus adhering with the City’s Tree Protection Ordinance. Therefore, no permanent impacts to trees located along the alignment would result from the proposed changes.

Similar to the Approved Project, the location of the guideway and stations, and support facility sites would be located in a heavily urbanized area. Due to lack of suitable habitat, no listed sensitive species are anticipated to occur. There are no sensitive ecological areas, wetlands, or wildlife migratory corridors within the 0 .25-mile radius area. Therefore, no permanent operational impacts to biological resources would occur.

City of Inglewood 3.0-35 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
No significant changes will result from the changes proposed and no new significant biological resource impacts or substantial increase in the significance of impacts identified in the certified Final EIR would result from the proposed changes.

Cumulative Impacts
Similar to the Approved Project, cumulative development projects in the vicinity of the Project area, would result in potentially significant impacts to biological resources. The location of the guideway and stations, and support facility sites would continue to be located in a heavily urbanized area. Due to lack of suitable habitat, no listed sensitive species are anticipated to occur. It is likely that the common, urbanized species, including migratory species, would continue to use the vegetation that exists within the urbanized areas that surround the Project. The loss of trees from demolition and construction of the Project would not result in a substantial or significant decline of bird nesting habitat in the region.

Implementation of mitigation measures would ensure that bird nests are avoided during the demolition or construction phases of the Project. Compliance with the Inglewood Municipal Code (IMC) would require that replacement trees and landscaping that would ensure that urban habitat for bird is maintained. In conjunction with cumulative development within the vicinity, construction or operational activities would not interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors or impede the use of native wildlife nursery sites. With the proposed modifications to the Project, the Project’s potential to contribute to a significant cumulative impact related to biological resources would remain less than cumulatively considerable.

3.4 CULTURAL RESOURCES
Summary of Analysis in the ITC Final EIR
As discussed in the certified Final EIR, the Project site is located in a part of Inglewood known to contain historic-age buildings which include ten historical resources identified as eligible for listing in or included in the National Register of Historic Places or the California Register of Historic Resources. There are two properties along the Approved Project alignment that are listed in the National Register and California Register: (1) the property located at 3900 W. Manchester Boulevard (The Forum) and (2) the property located at 115 N. Market Street (former Fox Theater). Minimum visual clearances and design guidelines were identified in the certified Final EIR, including the height of the guideway, the distance of the guideway from the edge of the building, and the size and spacing of the vertical supporting columns, that would be incorporated into Project design as required by the Design Guidelines. As concluded in Section 4.4.6 of the Final EIR, the overall scale, massing, composition, and design of the historic -age buildings located along the Approved Project alignment would remain readily discernable despite some intermittent obscuring of physical features from some views. Thus, no significant impacts were identified for historical resources as a result of the Approved Project.

City of Inglewood 3.0-36 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
The cultural resource records search and field visit conducted in the certified Final EIR did not identify any prehistoric or historical archaeological resources within the Project study area, and the likelihood of encountering any in the Project area is very low. Mitigation measures were identified to mitigate all potentially significant impacts to archaeological resources and discovery of human remains to less-than- significant levels.

Analysis of Proposed Modifications
Project Impacts
As mentioned previously, acquisition of the property at 500 E. Manchester Boulevard would no longer be required due to the proposed relocation of the MSF to the Market Street/Florence Avenue Station site.

Thus, no clearing activities would occur at this portion of the site. Demolition of the existing site improvements at the Market Street/Florence Avenue Station site wa s evaluated in the Final EIR. The addition of the MSF, to this site would not require any additional demolition at that site; therefore, the relocation of the MSF and PDS Substation and the addition of the SCE Substation at the Market Street/Florence Avenue Station site would not result in any new or substantially more severe significant impacts to archaeological and paleontological resources than previously identified in the Final EIR.

Similar to the Approved Project, the Modified Project would be required to implement Mitigation Measures MM TCR -1 through 5 in the event inadvertent discoveries are made during construction. As described above, relocation of the MSF and PDS Substation to the Market Street/Florence Avenue Station site, and the addition of a new SCE Substation at that site, is proposed. In addition, the Proposed Modified Project would shift the guideway alignment within the Market Street public right -of-way between E.

Regent Street and E. Manchester Boulevard from the center of the street by approximately 12 feet to the east. The height of the guideway structure along Market Street between E. Regent Street and E.

Manchester Boulevard would be reduced by approximately 9 to 10 feet (from approximately 52 feet to between 40 and 43 feet, as measured from the existing grade to the bottom of the guideway). Figures

3.4-1 through 3.4-5 provide plans and cross-sections showing the relationship of the MSF on the Market Street/Florence Avenue Station site and the new guideway design to the buildings identifi ed as historic resources near the Market Street/Florence Avenue Station site and on Market Street. These changes would alter the spatial and visual relationships between the proposed ATS guideway and the identified historical resources along Market Street, and thus have the potential to introduce new impacts related to visual obstructions and important views. These changes are evaluated in the Historical Resources Technical Report Addendum in Appendix B of this Addendum.

As shown in Figures 3.4- 2 through 3.4-5 the bottom of the guideway would be located 40 to 43 feet above the ground along Market Street. The height of the guideway in front of the Fox Theater would be approximately 43 feet as measured from the existing grade to the bottom of the guideway. N owhere

City of Inglewood 3.0-37 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
along Market Street does the guideway height fall below the 40-foot height minimum previously analyzed in the Historical Resources Technical Report included in the certified Final EIR.

To identify historical resources that could be impacted by the Approved Project, the Historical Resources Technical Report examined the site of the Approved Project (Project Area) and the immediately surrounding area (Expanded Study Area) to determine if historical resources are present. The Recirculated Draft EIR defi ned the “Expanded Study Area” to encompass what is expected to be the maximum extent within which project impacts could occur. The Expanded Study Area included all parcels fronting the alignment right -of-way on both sides. In addition, where there would be substantial new construction outside of the alignment right -of-way, parcels immediately adjacent to or across from the new construction were included in the Expanded Study Area.

Due to differences between the Approved Project and the proposed modification s to the Project, a number of parcels were eliminated from the Expanded Study Area. Specifically, eleven parcels situated immediately across the street from the property at 500 E. Manchester Boulevard, the site of the MSF in the Approved Project, were remo ved from the Expanded Study Area due to the relocation of the MSF from to the Market Street/Florence Avenue Station site.

The Historical Resources Technical Report prepared for the certified Final EIR provided a detailed analysis of spatial and visual rel ationships between the proposed ATS guideway and each identified historical resource to determine the extent of potential direct and indirect impacts under the Approved Project.

Aspects of this analysis included the distance of the ATS guideway from the resource’s primary façade; the height of the guideway in relation to the height of the resource; and the number, dimensions and placement of support columns in relation to the resource.

The significance of a historical resource may be materially impaired through direct and indirect impacts.

Direct impacts are caused by the project and occur at the same time and place. Examples of direct impacts may include the demolition, material alteration, relocation, or physical conversion of a historical resource and/or important character- defining features. Indirect or secondary impacts are reasonably foreseeable and caused by a project but occur at a different time or place. Examples of indirect impacts may include changes to the surroundings of the historical resource that alter how the resource is viewed and experienced by pedestrians and motorists through obscuring, interfering with, or blocking the view of a resource from the public -right-of-way. An example would be new construction that diminishes the ability of a historical resource to convey its significance by blocking or obscuring character -defining features after the project has been completed. These indirect impacts may materially impair and adversely affect the significance of a historical resource if the his torical resource can no longer convey its historical significance and justify its inclusion in the California Register, local register, or historical resource survey.

City of Inglewood 3.0-38 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
The analysis presented below is organized by historical resources as these properties oc cur along the alignment from north to south. At each historical resource, differences between the Approved Project and the proposed modifications to the Project are analyzed to determine the potential for a new or substantially more severe impact than identified in the certified Final EIR.

The Proposed Modified Project would comply with the proposed revised Project Design Features for the guideway structure in the revised ITC Design Guidelines and the revised MMRP. More specifically, the following minor refinements to these Project Design Features as set forth in the Design Guidelines and MMRP are proposed to ensure the final design is compatible with historic resources .

ITC Stations , Guideways and Related Building Elements

2.2 G uideway and Support Structure Design

2. The final Project design must consider design variables (including elevation of guideway, width of guideway, depth 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, features 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, little or no visual obstruction of the resource’s street-facing façades, 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 must be incorporated into the final Project design:
a. The guideway’s elevation and distance from the façade of the historical resou rce 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 Project design is expected to achieve no visual obstruction of any of the identified historical resources from the guideway. b. At the former Fox Theatre, and for 100 feet on either side of the resource, the guideway elevation (measured from the ground plane to the underside of the guideway structure) and horizontal distance from the building façade 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 guideway support columns will be su ch that the obstruction of views of the historical resources’ street -facing façade(s) when viewed from important 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. d. For five of the historical resources —the former Bank of Inglewood, former J.C. Penney, Bank of America, The Forum, and Lighthouse McCormick Mortuary— views that are completely unobstructed by support columns are not necessary for the resource to convey its significance. A small portion of

City of Inglewood 3.0-39 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
the resources’ primary façades may be intermittently obscured depending on the vantage 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 interm ittent view obstructions.

Adherence to the above- listed Project Design Features would ensure that the final Project design will have minimal impacts to the setting of historical resources located along the alignment of the system.

The dimensions, placement, and spacing of the guideway support columns will be designed to minimize the obstruction of views of the facades of buildings identified as historic resources when viewed from the important vantage points.

35 30
31 32
33 34
36 37
38 29
1 2
3 4
5 6
7 8
10 11
12 13
14 9
1 2
3 4
36 37
38 39
40 41
42 43
12 13
14 15
16 LOT 2
LOT 1

HOLY FAITH

EPISCOPAL
CHURCH241.4'

94.0' LOCUST ST

GRACE AVE

FLORENCE AVE
Holy Faith Episcopal Church
FIGURE 3.4-1
251-003-20
SOURCE: ITC-Historical Resources CEQA Addendum 2023-02-10 FINAL PDF; Meridian Consultants LLC - 2021

APPROXIMATE SCALE IN FEET
4522.50 90
N
Legend
Center of Guideway Track
Edge of Guideway
NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND CONFIGURATIONS ARE AS SHOWN IN THE FEIR 51 52
19 20
21 22
23 24
25 FORMER
UNITED

BANK OF

CALIFORNIA

19.9'

32.2'

33.3'

17.0' 17.0'

14.0' 16.0'

PLAN VIEW

E REGENT STREET

T E E R T S T E K R A M

E REGENT STREET
LEGEND

CENTER OF GUIDEWAY TRACK

EDGE OF GUIDEWAY
FORMER

UNITED BANK

OF CALIFORNIA

EXISTING PROPERTY LINE

EXISTING PROPERTY LINE
18'-0"

SIDEWALK
18'-0" MIN

PARKING
17'-0"
LANE
11'-0"
ISLAND
14'-16'
LANE
8'-0"

PARKING
11'-0"

SIDEWALK
8'-0"
COLUMN
32'-0"

GUIDEWAY
16'-0" 7'-0"7'-0"
64'-0"

EXISTING ROADWAY CORRIDOR
100' EXISTING RIGHT OF WAY

LINE OF SIGHT
VARIES
EXHIBIT 101

SECTION VIEW
SCALE: N.T.S

NO CHANGE TO COLUMN WIDTH AS

A RESULT OF THE VE OPTION
BOTTOM OF GUIDEWAY +40.00
TRACK LEVEL +49.00
32'-0"
Former United Bank of California
FIGURE 3.4-2
251-003-20
SOURCE: ITC-Historical Resources CEQA Addendum 2023-02-10 FINAL PDF; Meridian Consultants LLC - 2021 NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND CONFIGURATIONS ARE AS SHOWN IN THE FEIR

APPROXIMATE SCALE IN FEET
25 12.5 0 50
N
EXHIBIT 102SECTION VIEW

PLAN VIEW
SCALE: N.T.S.

LEGEND

CENTER OF GUIDEWAY TRACK

EDGE OF GUIDEWAY

NO CHANGE TO COLUMN WIDTH
32'-0"
Fox Theater
FIGURE 3.4-3
251-003-20
SOURCE: ITC-Historical Resources CEQA Addendum 2023-02-10 FINAL PDF; Meridian Consultants LLC - 2021 NOTE: UNLESS OTHERWISE SHOWN, DIMENSONS AND CONFIGURATIONS ARE AS SHOWN IN THE FEIR 15 16
17 18
19 20
34 35
36 18.2'
FORMER

BANK OF

INGLEWOOD

24.2'

36.2'

12.0'

11.0'

14.0'

17.0'

EXISTING PROPERTY LINE

EXISTING PROPERTY LINE
18'-30'

SIDEWALK
0'-18' MIN

PARKING
14'-0"
LANE
11'-0"

SIDEWALK
64'-0"

EXISTING ROADWAY CORRIDOR
100' EXISTING RIGHT OF WAY

FORMER BANK OF INGLEWOOD

LINE OF SIGHT
11'-0"
ISLAND
8'-0"
COLUMN
32'-0"

GUIDEWAY
16'-0" 7'-0"7'-0"
8'-0"

PARKING
11'-0"
LANE
VARIES
VARIES
12'-0"
LANE
EXHIBIT 103

SECTION VIEW
SCALE: N.T.S

PLAN VIEW
SCALE: 1" = 20'

E QUEEN STREET E QUEEN STREET

MARKET STREET
LEGEND

CENTER OF GUIDEWAY TRACK

EDGE OF GUIDEWAY

MINIMUM DISTANCE FROM BUILDING TO EDGE

OF GUIDEWAY

NO CHANGE TO COLUMN WIDTH AS

A RESULT OF THE VE OPTION
BOTTOM OF GUIDEWAY +42.00
TRACK LEVEL +51.00
32'-0"
Former Bank of Inglewood
FIGURE 3.4-4
251-003-20
SOURCE: ITC-Historical Resources CEQA Addendum 2023-02-10 FINAL PDF; Meridian Consultants LLC - 2021 NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND CONFIGURATIONS ARE AS SHOWN IN THE FEIR 32'-0"
20 21
22 23
24 25
26 27
28 61.2'

36.3'

57.9'
FORMER

JC PENNEY

PROFESSIONAL

BUILDING

44.2'

64.5'

VAN CARVAN CAR

23.5'

12.0'

12.0'
EXHIBIT 104SECTION VIEW
SCALE: N.T.S

PLAN VIEW
SCALE: 1" = 20'

MARKET STREET

MANCHESTER AVE
LEGEND

CENTER OF GUIDEWAY TRACK

EDGE OF GUIDEWAY

EXISTING PROPERTY LINE

EXISTING PROPERTY LINE
18'-0"

SIDEWALK
9'-0"

PARKING
23'-6" MIN
LANES
12'" MIN
LANE
9'-0"

PARKING
11'-0"

SIDEWALK
64'-0"

EXISTING ROADWAY CORRIDOR
100' EXISTING RIGHT OF WAY

FORMER JC PENNY

PROFESSIONAL BUILDING

LINE OF SIGHT
11'-0" MIN
ISLAND
8'-0"
COLUMN

VARIESVARIES VARIES

NO CHANGE TO COLUMN WIDTH AS
A RESULT OF THE VE OPTIONBOTTOM OF GUIDEWAY +43.00
TRACK LEVEL +52.00
32'-0"
Former JC Penney and Professional Building
FIGURE 3.4-5
251-003-20
SOURCE: ITC-Historical Resources CEQA Addendum 2023-02-10 FINAL PDF; Meridian Consultants LLC - 2021 NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND CONFIGURATIONS ARE AS SHOWN IN THE FEIR City of Inglewood 3.0-45 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
260 N. Locust Street (Holy Faith Episcopal Church)
This property, located at the southeast corner of Locust Street and Grace Avenue, contains the Holy Faith Episcopal Church complex, including a church, rectory and school. The Approved Project includes acquisition of the block bounded by N. Market Street, E. Florence Avenue, S. Locust Street, and E. Regent Street; demolition of the existing one-story shopping center and restaurant buildings; and construct ion of the elevated ATS guideway set on support columns and the Market St reet/Florence Avenue Station.

The Holy Faith Episcopal Church property is situated across Locu st Street from this block. The impacts analysis outlined in the Final EIR and associated Historical Resources Technical Report found no impacts, direct or indirect, to the Holy Faith Episcopal Church property.

The relocation of the MSF and the PDS substation to the Market Street/Florence Avenue Station and the addition of the SCE substation at that site are proposed. The MSF and PDS and SCE substations would be separated from the Holy Faith Episcopal Church property by Locust Street, with the closest portio n of the MSF building located approximately 94 feet from the façade of the Holy Faith Episcopal Church as shown in Figure 3.4-1, about half the distance previously analyzed for the Approved Project.

The MSF and substations would 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. Under the Approved Project, new physical structures would be erected across the street from the Holy Faith Episcopal Church property, thereby changing its physical surroundings to the west. The proposed new MSF and substation locations would add an additional structure across the street from the church. Setting features important 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 (and by the Approved Project as proposed to be modified) 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.

With nearly 100 feet of separation, the addition of the MSF and substations to the Market Street/Florence Avenue Station site 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 proposed MSF at a substantial distance from the Church property would not substantially alter its setting.

Because the addition of the MSF and substations at the Market Street/Florence Street Station would not physically alter the Holy Faith Episcopal Church property and would not alter its surroundings in any

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material or meaningful way, this change in the Project would not result in a substantial adverse change in the significance of the historical resource. All of the aspects of the historic property’s integrity would remain, and therefore the historical reso urce would retain integrity overall. The Holy Faith Episcopal Church property would continue to convey its historic significance. Therefore, there would be no impact to the Holy Faith Episcopal Church property as a result of the proposed new location of the MSF and PDS substation or the addition of the SCE substation.
158- 170 N. Market Street (former United Bank of California) This property, located at the southeast corner of Market Street and Regent Street, contains a 9,000- square- foot branch bank buildin g (now Broadway Federal Bank) and rear surface parking lot. The ATS guideway would be elevated above the roadway and sidewalks on Market Street, passing directly in front of the former United Bank of California building, which is situated on the east side of Market Street. The impacts analysis outlined in the certified Final EIR and its supporting Historical Resources Technical Report found no di rect impacts to the former United Bank of California property and concluded that indirect impacts as a result of the Approved Project would be less than significant.

With the Approved Project, the horizontal distance from the edge of the guideway would hav e been approximately 38 feet from the building façade and approximately 24 feet from the projecting canopy (assuming a guideway width of 42 feet). Because the former United Bank of California building is situated on the east side of Market Street, the shifting of the guideway to the east along Market would move the guideway closer to this historical resource. Specifically, with the Proposed Modified Project the guideway would be approximately 33 feet from the building façade and approximately 20 feet from the projecting canopy as shown in Figure 3.4-2, or approximately 5 feet closer than previously analyzed. The proposed changes in the Project would not alter the guideway’s elevation at this point along the alignment. As with the Approved Project, 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 would continue to clear the top of the building by approximately 17 feet.

The shifting of the ATS guideway east would not physically alter the former United Bank of California building. The building would remain in its original location and would retain all of its significant character-defining features.

Because the United Ban k of California building is slightly set back from the property line, important setting features are limited to the building parcel and the configuration of the street and sidewalk fronting the building’s east façade.

With the Proposed 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 continue to be

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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. The Modified Project will comply with the revised Project Design Features to ensure that current views of the facades of historic buildings located along the alignment are maintained. As illustrated in Figure 3.4-2, the Project, as revised, would continue to 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 building would retain all other aspects of inte grity, and therefore the historical resource would retain integrity overall and would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Project would remain less than significant. 115 N. Market Street (former Fox Theater)
This property, located on the west side of Market Street between Regent and Queen streets, contains a 1,008-seat neighborhood movie theater building. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the former Fox Theater building, which is situated on the west side of Market Street.

The impacts analysis outlined in the Final EIR and the supporting Historical Resources Technical Report found no direct impacts to the former Fox Theater building, and that indirect impacts as a result of the Approved Project would be less than significant.

With the Approved Project, the horizontal distance from the edge of the guideway would be approximately 28 feet from the building façade, based on a guideway width of 42 feet, and approximately 17 feet from the projecting marquee. Because the former Fox Theater building is situated on the west side of Market Street, the proposed shifting of the guideway to the east along Market would move the guideway further from this historical resource. With the proposed change to the location of the guideway, as shown in Figure 3.4-3, the guideway would be approximately 44 feet from the building façade, based on a guideway width of 32 feet, and 33 feet from the projecting marquee, or approximately 16 feet further away than previously analyzed. At this point along the alignment, and for 100 feet on either side of the resource, the bottom of the guideway would be elevated approximately 43 feet above the roadway; this is approximately 10 feet lower than the height of the Approved Project at this loc ation.

The main volume of the Fox Theater building measures approximately 38 feet in height, with its monumental sign pylon —an important component of the building’s design —rising to a height of approximately 70 feet.

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 buil ding’s 70-

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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 viewed from the east side of Market Street, including view of the pylon sign. The building’s overall scale, massing, composition, and design would remain readily discernable. As illustrated in Figure 3.4- 3, the Project, as revised, would continue to achieve a clear line of sight of the historical resource’s primar y façade— including its monumental sign pylon—as viewed by a pedestrian standing on the sidewalk across the street from the resource.

As with the Approved Project, the Proposed Modified Project would alter the setting of the historical resource by placing new construction along Market Street. However, the alteration to setting would not substantially interfere with the visual and spatial relationships between the building and its immediate surroundings. The building would retain all other aspects of integri ty and , therefore, the historical resource would retain overall integrity and impacts would remain less than significant. 100 N. Market Street /307 E. Queen Street (former Bank of Inglewood) This property, located at the northeast corner of Market and Queen streets, contains a two -story, 9,258 square-foot mixed -use commercial building (now Vajra Books & Gifts). The Approved Project would construct an elevated ATS guideway set on support column s within the public right -of-way of Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the former Bank of Inglewood building, which is situated on the east side of Market Street. The impacts analysis outlined in the Final EIR and its supporting Historical Resources Technical Report found no direct impacts to the former Bank of Inglewood building, and that indirect impacts as a result of the Approved Project would be less than significant.

As shown in Figure 3.4-4, with the Proposed Modified Project, the guideway would be approximately 24 feet from the building façade (assuming a guideway width of 32 feet), or approximately 5 feet closer than previously analyzed. At this point along the alignment, the bottom of the guideway would be elevated approximately 42 feet above the roadway . The former Bank of Inglewood building measures approximately 33 feet in height. Thus, the guideway would clear the top of the building by approximately nine feet. As illustrated in Figure 3.4-4 in Appendix B of this Addendum, the Project, as revised, 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.

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The changes in the Project would not physically 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. With the Proposed Modified Project, the horizontal distance between the ATS guideway and the building’s façade would be 19 feet, which 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 west side of Market Street. The building’s overall scale, massing, composition, and design would remain readily discernable.

The building would retain all other aspects of integrity, and therefore the historical resource would retain integrity overall. Thus, the former Bank of Inglewood building would continue to convey its historic significance. As such, with the changes proposed to the Project, impacts to this historical resource would continue to be less than significant.
129- 139 S. Market Street (former J.C. Penney)
This property, located on the west side of Market Street between Queen Street and Manchester Boulevard, contains a two- story, 62,583 square -foot commercial retail building (now Inglewood Marketplace). The Approved Project would construct an elevated ATS guideway set on support columns within the public right -of-way of Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the former J.C. Penney building, which is situated on the west side of Market Street. The impacts analysis outlined in the Final EIR and its supporting Historical Resources Technical Report found no direct impacts to the former J.C. Penney building, and that indirect impacts as a result of the Approved Project would be less than significant.

With the Approved Project, the horizontal distance from the edge of the guideway would be approximately 28 feet from the building façade and approximately 21 feet from the projecting canopy at its closest point (assuming a guideway width of 42 feet). Because th e former J.C. Penney building is situated on the west side of Market Street, the shifting of the guideway to the east along Market would move the guideway further from this historical resource.

As shown in Figure 3.4-5, with the Proposed Modified Project, the guideway would be approximately 44 feet from the building façade at its closest point (assuming a guideway width of 32 feet), or approximately 16 feet further than previously analyzed. With the proposed modifications to the guideway, at this point alo ng the alignment, the bottom of the guideway would be elevated approximately 43 feet above the roadway (compared to 40 feet above the roadway under the Approved Project). 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.

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As with the Approved Project, the changes to the Project would not physically alter the former J.C.

Penney building in any way.

With the Proposed Modified Project, the horizontal distance between the ATS guideway and the building’s façade would remain 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 remain higher th an the building and thus would not obscure important physical features of the primary façade when viewed from the east side of Market Street.

As with the Approved Project, a single column would be located in front of or adjacent to the J.C. Penney building. As such, a portion of the building’s primary façade would be intermittently obscured depending on the position of the viewer. However, due to the dimensions and spacing of the columns, only a very limited portion of the J.C. Penney building’s primary façade would be obstructed when viewed from the east side of Market Street. The portion of the building’s façade that would be obscured would be minor in comparison to the overall size of the building, the majority of which will remain visible. The proposed modifications to the Project would not alter the spacing of size of the support column, and, as with the Approved Project, most of the building façade would remain visible.

The building’s overall scale, massing, composition, and design would remain readily discernable. As illustrated in Figure 3.4-5, the Project, as revised, would continue to 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 building would retain all other aspects of integrity, and therefore the historical resource would retain integrity overall. As such, with the proposed revisions to the Projec t, impacts to this historical resource would remain less than significant.
149- 155 S. Market Street /231 -239 E. Manchester Boulevard (Professional Building)
This property, located at the northwest corner of Market Street and Manchester Boulevard, contains a two-story, 6,000 square foot mixed -use commercial building. The Approved Project would construct an elevated ATS guideway set on support columns within the public right -of-way of Market Street between Regent Street and Manchester Boulevard. The guideway w ould be elevated above the roadway and sidewalks, passing directly in front of the Professional Building, which is situated on the west side of Market Street. The impacts analysis outlined in the Final EIR and its supporting Historical Resources Technical Report found no direct impacts to the Professional Building, and that indirect impacts as a result of the Approved Project would be less than significant.

With the Approved Project, the horizontal distance from the edge of the guideway would be approximately 47 feet from the building façade at its closest point (assuming a guideway width of 42

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feet). Because the Professional Building is situated on the west side of Market Street, the shifting of the guideway to the east along Market would move the guideway further from this historical resource.

With the Proposed Modified Project, as shown in Figure 3.4-5, the guideway would be approximately 61 feet from the building façade at its closest point (assuming a guideway width of 32 feet), or approximately 14 feet further than previously analyzed. At this point along the alignment, the bottom of the guideway, as revised, would be elevated approximately 43 feet above the roadway (compared to an elevation of 40 feet under the Approved Project). The Professional Building measures approximately 32 feet in height. Thus, the guideway would clear the top of the building by approximately 11 feet. No changes to the column spacings or sizes are proposed.

The Proposed Modified Project would not physically alter the Professional Building in any way. With the Proposed Modified Project, the horizontal distance between the ATS guideway and the building’s façade would continue 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, the Project, as revised, would continue to 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, the Professional Building would continue to convey its historic significance.

As such, impacts to this historical resource would remain less than significant. 320- 330 E. Manchester Boulevard (Bank of America)
This property, located at the southwest corner of Manchester Boulevard and Locust Street, contains a 21,976 square-foot bank building and a rear surface parking lot. The Approved Project would construct an elevated ATS guideway set on support columns within the public right -of-way of Manchester Boulevard, between Market Street and Prairie Avenue. The Bank of America building is situated on the south side of Manchester Bouleva rd, immediately adjacent to where the new ATS guideway would be located. The impacts analysis outlined in the Final EIR and its supporting Historical Resources Technical Report found no direct impacts to the Bank of America building, and that indirect impa cts as a result of the Approved Project would be less than significant.

None of the proposed changes in the Project would occur near the vicinity of the Bank of America building. As such, there is no potential for new impacts to this historical resource.

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720 E. Florence Avenue (Inglewood Park Cemetery)
This property, located at the northeast corner of Manchester Boulevard and Prairie Avenue, contains an approximately 200-acre cemetery. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Manchester Boulevard west of Prairie Avenue, and within the public right-of-way of Prairie Avenue south of Manchester Boulevard. The Project would also construct a station at the south west corner of Manchester and Prairie. The impacts analysis outlined in the Final EIR and its supporting Historical Resources Technical Report found no impacts, direct or indirect, to the Inglewood Park Cemetery property.

None of the proposed changes in the Project would occur in the near vicinity of the Inglewood Park Cemetery property. As such, there is no potential for new impacts to this historical resource. 3900 W. Manchester Boulevard (The Forum)
This property, located at the southeast corner of Manchester Boulevard and Prairie Avenue, contains the Forum, a multi -purpose indoor arena, surrounded by an expansive surface parking lot. The Forum property is situated within the Project Area, along the east side of the ATS alignment as it travels north/south along Prairie Avenue. The Approved Project would construct an elevated ATS guideway on the west side of Prairie Avenue. The Project also includes the relocation of traffic lanes on Prairie Avenue, resulting in an encroachment into the Forum property along its western boundary. The impacts analysis outlined in the Final EIR and its Historical Resources Technical Report found that direct and indirect impacts to the Forum property as a result of the Approved Project would be less than significant.

None of the proposed changes to the Project would occur in the near vicinity of the Forum property. As such, there is no potential for new impacts to this historical resource. 619- 635 S. Prairie Avenue (Lighthouse McCormick Mortuary) This property, located at the northwest corner of Prairie Avenue and La Palma Drive, contains a two - story, 9,352 square -foot chapel and mortuary building. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Prairie Avenue between Manchester Boulevard and Hardy Street. The Lighthouse McCormick Mortuary property is situated on the west side of Prairie Avenue, immediately adjacent to where the new ATS guideway would be located.

The impacts analysis outlined in the Final E IR and its supporting Historical Resources Technical Report found no direct impacts to the Lighthouse McCormick Mortuary building, and that indirect impacts as a result of the Approved Project would be less than significant.

None of the proposed changes to the Project would occur in the near vicinity of the Lighthouse McCormick Mortuary building. As such, there is no potential for new impacts to this historical resource.

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In summary, the Proposed Project would result in both direct and indirect impacts to historical resources under CEQA. Of the ten historical resources identified in the Project Area and Expanded Study Area, the Project, as revised, would continue to have a less -than-significant impact on eight historical resources, and no impact on two historical resources. There would be no new or substantially more severe significant impacts to historical resources as a result of the changes proposed to the Project.

A summary of the historical resources (listed north to south) and its conclusion statements are provided in Table 3.4 -1: Summary of Impacts to Historical Resources . As shown in this table, the Proposed Modified Project would not change the conclusions of the historic resource analysis or result in any new significant impacts to historic resources.

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TABLE 3.4-1

SUMMARY OF IMPACTS TO HISTORICAL RESOURCES
Address APN Name
Approved Project Proposed Modified Project
No
Impact
Less than
Significant
Significant
Impact
No
Impact
Less than
Significant
Significant
Impact
260 N.

Locust
Street
4015026039
Holy Faith
Episcopal
Church
X X
158-170 N.

Market
Street
4021007012
Former
United Bank
of California
(now
Broadway
Federal
Bank)
X X
115 N.

Market
Street
4021008006 Former Fox
Theater X X
100 N.

Market
Street/307
E. Queen
Street
4021007024
Former Bank
of Inglewood
(now Vajra
Books &
Gifts)
X X
129-139 S.

Market
Street
4021009031
Former J.C.

Penney (now
Inglewood
Marketplace)
X X
149-155 S.

Market
Street/231-
239 E.

Manchester
Boulevard
4021009017 Professional
Building X X
320-330 E.

Manchester
Boulevard
4021013018 Bank of
America X X
720 E.

Florence
Avenue
4012031930
Inglewood
Park
Cemetery
X X
3900 W.

Manchester
Boulevard
4025001002 The Forum X X
619-635 S.

Prairie
Avenue
4021038027
Lighthouse
McCormick
Mortuary
X X
Cumulative Impacts
Similar to the Approved Project, no historic district has been identified within the Modified Project Area.

The cumulative context for historical resources considers impacts to significant historical resources in Inglewood. The majority of the cumulative p rojects involve commercial and residential development, many of which are smaller in scale, while the Hollywood Park Specific Plan (HPSP) accounts for a large

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portion of the cumulative development. The HPSP EIR was certified in 2009 and concluded that the HPSP project would result in a less -than-significant impact to historic resources. Given the long history of Inglewood and large number of historic -age buildings and structures throughout the City it is possible that historical resources may be significant impacted as a result of at least one of the identified cumulative projects that constitute the cumulative context. Therefore, the cumulative impact on historic architectural resources is considered potentially significant. Because the Project as revised would not be constructed within a Historic District and would continue to result in less than significant impacts to historical resources, the Project’s incremental contribution to the potential significant cumulative impact on cultural resources would not be cumulative considerable.

3.5 ENERGY
Summary of Analysis in the ITC Final EIR
The certified Final EIR identifies Project Design Features that would reduce impacts related to energy efficiency, water efficiency, material conservation and resource efficiency and environmental quality.

Natural gas and electricity are provided to all developed portions of the City. The certified Final EIR estimated that construction of the Approved Project would generate a demand for 165,115 kWh of electricity and up to 163.7 million gallons of petroleum each year.

The certified Final EIR also found that operation of the Approved Project would reduce annual vehicle miles traveled (VMT) under all scenarios and, as a result, would reduce annual petroleum consumption.

Specifically, under the Adjusted Baseline scenario, the Approved Project would reduce annual fuel consumption from approximately 45.3 million gallons to 44.8 million gallons, a decrease of approximately 584,300 gallons. Under the Future (2027) Non-Event scenario, the Approved Project would reduce annual fuel consumption from approximately 47.1 million gallons to 46.5 million gallons, a decrease of approximately 622,600 gallons. Under the Future (2027) All Event scenario, the proposed Project would reduce annual fuel consumption from approximately 50.9 million gallons to 49.5 million gallons, a decrease of approximately 1.4 million gallons. Under the Future (2045) Non-Event scenario, the Approved Project would reduce annual fuel consumption from approximately 43.8 m illion gallons to 43.2 million gallons, a decrease of approximately 580,950 gallons. Under the Future (2045) All Event scenario, the Approved Project would reduce annual fuel consumption from approximately 47.0 million gallons to 45.6 million gallons, a decrease of approximately 1.4 million gallons.

Electricity for operation of the Approved Project would be provided via two PDS substations. Under the Approved Project, one of the PDS substation would be located on the MSF site. The second PDS substation would be located on the Prairie Avenue/Hardy Street station site. The electricity demand for the Approved Project during normal operation would be 27.1 million kWh (27.1 GWh) per year. Because the Approved Project would support statewide efforts to improve transportation efficiency, comply with the CALGreen building code, and comply with other State and local plans and policies, the energy

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consumption from the Approved Project would not be wasteful, inefficient, or unnecessary. As such, the certified Final EIR determined the Approved Project would not result in significant impacts to energy.

Analysis of Proposed Modifications
Project Impacts
The certified Final EIR includes Project Design Features that would reduce the environmental impact from the use of construction materials by minimizing the use of virgin materials. As described above, relocation of the MSF to the Market Street/Florence Av enue Station site is proposed. With this change, the property at 500 E. Manchester Boulevard, which includes a Vons grocery store, fitness center, and a bank branch along with the gas station, would no longer be acquired and no changes to this property would occur as part of the Proposed Modified changes. The demolition and construction activities scheduled prior to Phase 1 would no longer occur. Additionally, construction of the Proposed Modified changes is expected to start on January 2024 and occur over multiple phases (8 phases). Consolidating construction activities on the Market Street/Florence Avenue Station on one (1) site (rather than building the Market Street/Florence Avenue Station and the MSF on separate sites), along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard, would result in an overall net decrease in the number of larger specific construction equipment pieces used for the Project in general. Electrical demand, natural gas and consumption of transportation fuel related to construction would be reduced.

The proposed relocation of the MSF to the Market Street/Florence Avenue Station site would not change any of the operational characteristics of the Approved Project. However, the relocation would result in changes to daily and annual VMT estimates. As discussed in Section 3.12: Transportation, the revised Project would continue to reduce annual VMT under all scenarios, which, in turn, would reduce annual petroleum consumption. Locating the MSF at the Market Street Station site rather than at the Vons site located at 500 E. Manchester Boulevard and the increase of parking spaces at the Market Street Station site would result in slight increases to the daily traffic volumes along La Brea Avenue, Centinela Avenue, and Florence Avenue. Additionally, the reduction in trips at the Vons grocery store due to the reduction in size of the Vons store with the Approved Project would not occur under the Modified Project.

Furthermore, there would be additio nal employees at the Market Street Station site, resulting in slight increases to traffic volumes along adjacent roadways. As shown in Table 3.5-1: Revised Project Annual Fuel Consumption, the revised Project would reduce annual fuel consumption by 562,00 6 gallons under the Adjusted Baseline scenario (compared to 584,297 gallons under the Approved Project), by 1,350,346 gallons under the 2027 (Future) All Event scenario (compared to 1,368,902 million under the Approved Project), and by 1,363,807 gallons un der the 2045 (Future) All Event scenario (compared to 1,379,409 gallons under the Approved Project).

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Although the proposed modifications to the Project would slightly reduce the annual fuel consumption benefits of the Project, the Project, as revised, wou ld continue to result in an overall reduction in fuel consumption. Additionally, like the Approved Project, the revised Project would support statewide efforts to improve transportation efficiency, comply with the CALGreen building code, and comply with other State and local plans and policies. The energy consumption from the Project, as modified, would not be wasteful, inefficient, or unnecessary.

As discussed in Section 2.2, Southern California Edison has identified the need for a new substation to provide the power required for the Project. This new substation is proposed on the Market Street/Florence Avenue Station – MSF Site. The amount of electricity used by the Project will not change as a result of the addition of this substation to the Project. As such, no new significant energy impacts or substantial increase in the significance of impacts identified in the certified Final EIR would result from the proposed changes to the Approved Project.

TABLE 3.5-1

REVISED PROJECT ANNUAL FUEL CONSUMPTION
Scenario
Fuel Consumption (gal)
Difference
Significant
Impact?
Without
Project
With
Project
2020 (Baseline) Non-Event
with ITC
Approved
Project 45,338,712 44,754,415 -584,297 No
Revised Project 45,338,712 44,776,706 -562,006 No
2027 (Future) Event with
ITC
Approved
Project 50,876,477 49,507,575 -1,368,902 No
Revised Project 50,876,477 49,526,131 -1,350,346 No
2045 (Future) Event with
ITC
Approved
Project 47,000,246 45,620,737 -1,379,509 No
Revised Project 47,000,246 45,636,439 -1,363,807 No
Cumulative Impacts
Each Project within the City requires a site-specific assessment to determine any impacts to existing and forecasted electricity and natural gas supply. Specifically, all related project s would be required to assess construction and operational electricity usage and coordinate with SCE and SoCalGas prior to project approval. Additionally, similar to the Modified Project, other related projects would be required to incorporate energy conservation features in order to comply with applicable mandatory regulations including CALGreen and State energy standards in Title 24, and incorporate mitigation measures, as necessary.

Buildout of the Modified Project and other transit and transit-oriented development projects in the SCAG region would be expected to decrease overall VMT, as a result of the use of the guideway by people, rather than using vehicles for travel to the area. The effect on transportation fuel demand by other

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cumulative projects w ould be reduced by future improvements to vehicle fuel economy pursuant to Federal and State regulations. Therefore, cumulative impacts related to transportation fuels would remain less than significant.

3.6 GEOLOGY AND SOILS
Summary of Analysis in the ITC Fi nal EIR
As discussed in the certified Final EIR the Approved Project study area is in a relatively level area with soils made up of artificial fill overlying native alluvial and older alluvial deposits, The Approved Project is not located within a liquefaction zone area, an area designated as having the potential for seismically induced landslides, or on a geologic unit or soil that is unstable, or that would become unstable as a result of the Approved Project. As analyzed in the certified Final EIR, the Approved Project alignment is located in an area that contains potentially active faults, including the Townsite, Centinela Creek, Cemetery Fault, and Manchester Faults. The Townsite fault may intersect the Project alignment, stations, and near the site of the Approved Project’s MSF. Although the Townsite, Centinela Creek, Cemetery, and Manchester faults are not presently mapped as Alquist -Priolo Earthquake Zoning Act (APEFZ) faults, or situated within a delineated APEFZ, their location within the active Newport-Inglewood fault zone and proximity to the Approved Project alignment suggests these faults should be considered active with the potential for fault rupture and impacts would be potentially significant. Further, the Potrero Fault lies approximately one-quarter mile to the east of the project study area; As concluded in the Final EIR, however, designing the Approved Project in conformance with the 2019 CBC), Caltrans guidance, and applicable seismic design criteria identified in Mitigation Measures MM-GEO-1, MM-GEO-2, and MM-GEO-3 would reduce potential impacts to less than significant.

As also assessed in the certified Final EIR, construction of the Approved Project would involve substantial grading and excavation that could leave soils exposed for periods of time and susceptible to erosion. This would be reduced through the preparation of a Stormwater Pollution Prevention Plan (SWPPP), which would describe and aid in best management practices (BMPs) to ensure no substantial erosion or loss of topsoil related impacts would occur. As such, the Approved Project would not result in substantial soil erosion or a substantial loss of topsoil. As required by MM -GEO-4, grading and other ground disturbing activities will be monitored by qualified paleontological monitors for handling of materials if discovered.

All potentially significant impacts to geology, soils, and paleontological resources would be reduced to a less-than-significant level with implementation of Mitigation Measures MM -GEO-1, MM-GEO-2, MM-GEO- 3, and MM-GEO-4. No unavoidable significant impacts were identified.

Analysis of Proposed Modifications
Project Impacts
Similar to the Approved Project, all construction activities would be required to implement the mitigation measures identified in the cer tified Final EIR and incorporated into the approved MMRP , including MM-

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GEO-1 through MM -GEO-4. Implementation of these mitigation measures would continue to reduce impacts related to geology, soils, and paleontological resource to less than significant.

The proposed changes to the Project do not involve an expansion of the Project Site. No new information regarding the geological and soils conditions in the Project Site has become available since the Final EIR was certified in April of 2022. Like the Approved Project, the Project, as revised, would be constructed consistent with the requirements of the current California Building Code. The Project, as revised, would not result in any new impacts or a substantial increase in the severity of a previously identified impacts.

Cumulative Impacts
Geotechnical impacts related to development in the City would involve hazards and related to site- specific soil conditions, erosion, and ground -shaking during earthquakes. These impacts would be site- specific and would not be common to (nor share with, in an additive sense) the impacts on other si tes.

Development of each the related projects and the Modified Project would be subject to existing building codes, uniform site development and construction review standards that are designed to protect public safety. Therefore, cumulative geotechnical impacts would not be cumulative considerable.

3.7 GREENHOUSE GAS EMISSIONS
Summary of Analysis in the ITC Final EIR
The certified Final EIR assessed the significance of the Project’s contribution to cumulative global change by considering project consistency with applicable emission reduction strategies and goals, such as those set forth in the City of Inglewood Energy and Climate Action Plan (ECAP). Additionally, the certified Final EIR assumed that the Approved Project would generate GHG emissions that may have a significant impact on the environment if the Project’s GHG emissions would exceed a net-zero threshold.

As assessed in the certified Final EIR, construction of the Approved Project was estimated to generate approximately 8,820 metric tons of carbon dioxide equivalent (MTCO2e). Given the five-year construction period, the annual construction GHG emissions for the Approved Project would be 2,205 MTCO2e.

The reconstruction of the existing Vons to be replaced would generate 806 MTCO2e per year. The normal operation of the Project including the MSF, stations and other facilities would generate 3,378 MTCO2e per year.

Operational emissions were estimated for the anticipated start of operations in late 2027 and a milestone year of 2045. Due to advances in tec hnology and regulations to reduce GHG emissions, the Approved Project’s operational emissions would continue to decline by 2056, and thereafter. The normal operation of the Approved Project would generate 3,672 MTCO2e per year from the operation of the MSF, stations, and other facilities. The reconstruction of the existing Vons to be replaced would generate 806 MTCO2e per year. Each PDS substation will be equipped with backup power generators which the Final EIR estimated to generate 311 MTCO2e per year, bringing the total GHG emissions from operations to 3,983

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MTCO2e per year. Taking into account emissions from employee trips, deliveries, area sources (natural gas), while accounting for the reduction in motor vehicles as a result of the demolition of existi ng development, the Final EIR concluded that , by year 2045, the Approved Project would result in a net reduction of 74,038 MTCO2e annually. 1 These net reductions in GHG emissions are consistent with the net-zero significance thresholds established in the analysis. Additionally, the Approved Project would be consistent with State and local plans and policies to achieve Statewide goals for GHG reduction, including Governor’s Executive Order S -3-05, the California Air Resources Board 2017 Scoping Plan, SCAG’s 2020- 2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), the City’s General Plan and the City’s Energy and Climate Action Plan.

As described in the Final EIR, the Approved Project would reduce VMT and GHG emissions generated by vehicular travel. More specifically, under the Approved Project, annual MTCO2e generated by motor vehicles would be reduced by 5,503 MTCO2e when compared to the Adjusted Baseline without proposed Project, 11,315 MTCO2e when compared to the 2027 opening year without proposed Project, and 11,455 MTCO2e when compared to the 2045 future year without proposed Project.

No significant impacts related to inconsistencies with applicable plans and policies were identified in the certified Final EIR and no mitigation measures were identified.

Analysis of Proposed Modifications
Project Impacts
The certified Final EIR identifies Project Design Features that would reduce construction related greenhouse gas emissions. With the proposed changes in the Project, the proper ty at 500 E. Manchester Boulevard would no longer be acquired and no changes to this property would occur as part of the Proposed Project. The demolition and construction activities that would generate 257 MTCO2e which were scheduled to occur prior to Phas e 1 would no longer occur. It is important to note, SCAQMD recommends amortizing GHG construction emissions (i.e., total construction emissions divided by the lifetime of the project, assumed to be 30 years). Therefore, construction related emissions would be approximately 9 MTCO2e per year. Construction of the Proposed Modified changes is expected to start on January 2024 and occur over multiple phases (8 phases). Consolidating construction activities on the Market Street/Florence Avenue Station on one (1) site rather than building the Market Street/Florence Avenue Station and the MSF on separate sites), along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard, would result in an overall net decrease in the nu mber of larger specific construction equipment pieces used for the Project in general.

Amortizing construction generated GHG emissions over a 30 -year period would result in an incremental decrease of 9 MTCO2e per year in construction emissions, relative to the Approved Project, due to the

1 Refer to Section 4.7: Greenhouse Gas Emissions Table 4.7-11: Estimated Annual GHG Emissions for Proposed Project of the certified Final EIR.

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overall duration of construction. As described in the certified Final EIR, the emissions from the existing uses within the area of the Project that will be converted generate 67,372 MTCO2e per year.

The Approved Project was designed to reduce VMT for local and regional travel by shifting demand from the general public from autos to public transit. The proposed Project modifications would not change any of the Approved Project’s operational characteris tics. However, the relocation of the MSF would result in changes to daily and annual VMT estimates. The Proposed Modified Changes would result in changes to the daily traffic estimates in comparison to those estimated associated with the Approved Project. Locating the MSF at the Market Street Station site rather than at the Vons site located at 500 E.

Manchester Boulevard and the increase of parking spaces at the Market Street Station site would result in slight increases to the daily traffic volumes along La Brea Avenue, Centinela Avenue, and Florence Avenue. Additionally, the reduction in trips at the Vons grocery store due to the reduction in size of the Vons store with the Approved Project would not occur under the Modified Project. Furthermore, there would be additional employees at the Market Street Station site, resulting in slight increases to traffic volumes along adjacent roadways. As shown in Table 3.7 -1: Summary of Daily VMT Without and With Revised Project, the Project, as modified, would reduce both daily and annual VMT. These reductions in VMT are consistent with the net -zero significance threshold established in the certified Final EIR and the changes to the Project would not result in a significant impact related to GHG emissions.

The Project, as modified, would continue to be consistent with and implement the goals, policies and regulations to reduce GHG emissions with the California Air Resources Board 2017 Scoping Plan, the City’s General Plan and the City’s Energy and Climate Action Plan. The Project, as revised, would also be consistent with the California Air Resources Board 2022 Scoping Plan, which calls for increased support for mass transit. As such, any change for the Project and its circumstances would not result in any new significant impacts related to GHG emissions.

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TABLE 3.7-1

SUMMARY OF DAILY VMT WITHOUT AND WITH REVISED PROJECT
Scenario
Daily VMT Annual VMT
Without
Project
With Revised
Project Difference Without
Project
With Revised
Project Difference
Future Opening Year (2027)
Future Opening
Year (2027)
Non-Event
3,906,593 3,856,464 -50,129 1,245,731,160 1,229,746,155 -15,985,005 NFL Game
Event 1,368,495 1,172,624 -195,871 100,700,946 80,949,401 -19,751,545 Future Opening
Year (2027)
with Event 5,275,088 5,029,088 -246,000 1,346,432,106 1,310,695,556 -35,736,550 Future Horizon Year (2045)
Future Horizon
Year (2045)
Non-Event 4,293,802 4,238,365 -55,437 1,369,204,193 1,351,526,441 -17,677,752 NFL Game
Event 1,368,495 1,108,591 -259,904 100,700,946 75,726,437 -24,974,509 Future Horizon
Year (2045)
with Event 5,662,297 5,346,956 -315,341 1,469,905,139 1,427,252,878 -42,652,261 Cumulative Impacts
GHG impacts are exclusively cumulative impacts, hence an evaluation of cumulative GHG impacts is already provided above and no further analysis is necessary.

3.8 HAZARDS AND HAZARDOUS MATERIALS
Summary of Analysis in the ITC Final EIR
Based on searches of environmental databases and collection of on- site soil and soil gas samples, the Approved Project area is located in an area that includes historic land uses that used or stored hazardous materials. Operation of the Approved Project would include the use and storage of hazardous materials typical of those used in an industrial setting and would comply with federal, State, and local regulations governing the handling of any hazardous materials, and applicable regulatory requirements to responding to accidental release of such hazardous maintenance materials. However, operation would not interfere with or impair the City’s ability to increase public awareness or make any improvements to emergency services and warning systems. As such, the certified Final EIR concluded that with the requirements of

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an emergency response plan or emergency evacuation plan and impacts from operation of the Approved Project would be less than significant.

The certified Final EIR further explained that, during constructio n there wou ld be a potential to encounter contaminants of concern that could result in adverse health effects if not handled appropriately. Additionally, structures within the Project footprint that would be demolished prior to construction could contain hazardous building materials that would require appropriate identification, handling, and disposal. The potential exposure of construction workers or nearby residents and workers to these hazards would be reduced to a less-than-significant level through compliance with existing State and federal laws and regulations, and through implementation of plans addressing the handling of any hazardous materials encountered during construction that would be required as part of the CCP prior to the start of construction.

Analys is of Proposed Modifications
Project Impacts
The approved CCP addresses temporary effects during construction of the Project. The CCP includes a Construction Staging & Traffic Control Program, which includes construction laydown, staging areas and contractor employee parking within the alignment for the proposed facilities of the Approved Project.

As mentioned previously, the proposed change of the relocation of the MSF to the Market Street/Florence Avenue Station would not require acquisition and of the property located at 500 E. Manchester Boulevard.

Demolition of the existing commercial building at the southern portion of the site containing a Vons grocery store, fitness center, and a bank branch along with the gas station at the northeast portion of the site would not occur. As shown in Figure 2.2-6, this property would no longer be used as a staging area for construction since no changes would occur at this site. Furthermore, the Market Street/Florence Avenue Station would be subject to clearance and removal activities due to the Approved Project a nd would not require acquisition of new properties due to the MSF relocation. Therefore, no new staging areas are proposed with the Proposed Project.

Construction of the Project, as modified, would result in similar impacts as the Approved Project because construction activities during each phase would be similar. However, the property at 500 E. Manchester Boulevard would no longer be acquired as part of the Project. Therefore, removal of the Vons grocery store, fitness center, and a bank branch along with the gas station at the northeast portion of the site would no longer occur as part of the Proposed Modified changes. All construction activities would be required to implement the Project Design Features identified in the certified Final EIR. Although the Modified Project would no longer remove the existing gas station at the 500 E. Manchester Boulevard site, Mitigation Measure MM HAZ -1 would require a Hazardous Material Contingency Plan to address potential discovery of undocumented or previously unidenti fied underground storage tanks (USTs), hazardous materials, petroleum hydrocarbons, or hazardous or solid wastes encountered during construction. As such, any change for the Proposed Project would not result in any change in

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construction-related hazardous impacts associated with any phase and would not result in new or substantially more severe significant impacts.

As with the Approved Project, operation of the revised Project would require the use of various types of hazardous materials at the stations and MSF. The Project would continue to comply with federal and state requirements, as well as the Project’s Hazardous Materials Business Plan (HMBP). The HMBP would address hazards related to the operations of the Proposed Modified changes, such as fires, explosions, or an unplanned release of hazardous substances into air, soil, or surface. Relocation of the MSF to the Market Street/Florence Avenue Station would limit these hazardous materials into one location.

Accordingly, as with the Approved Project, risk s related to the use and storage of hazardous materials would be reduced to acceptable standards and operational impacts would remain less than significant.

Cumulative Impacts
The Proposed Modified Changes to the project in conjunction with other cumulative projects would include the use, storage, and disposal of varying quantities of hazardous materials. Similar to the Approved Project, the Proposed Modified Project does not include any substantive emissions of hazardous materials that would be associated with industrial land uses (e.g., manufacturing, chemical processing, handling of bulk quantities of hazardous materials or wastes). Just as with the Project , all commercial uses/business would be required to submit business information and hazardous materials inventory forms to the Los Angeles County Fire Department (LACFD) and/or appropriate jurisdiction having responsibility.

All hazardous materials are required to be stored and handled according to the manufacturer’s instructions and local, State, and federal regulations. With adherence to existing regulatory requirements, releases from routine transport, use, or disposal of hazardous materials would be minimized, and in the unlikely event of a release, would be localized in extent.

Adherence to the regulatory requirements would ensure that incidents at the proposed Project and other cumulative projects are infrequent, and thus unlikely to occur simultaneously in a way that could result in the public or e nvironment being exposed to multiple releases of hazardous materials. For the aforementioned reasons, the Proposed Modified Project, in conjunction with other cumulative projects, would not create a significant cumulative hazard impact to the public or the environment through the routine transport, use, or disposal of hazardous materials.

The Proposed Modified Project and cumulative projects would be required to operate in conformance with established safety requirements during operation to ensure compliance with City emergency service and warning systems. The proposed Project and cumulative projects would operate in conformance with American Society of Civil Engineers standards and Federal Transit Administration requirements. The proposed Project’s and cumu lative projects’ safety and security programs would be subject to the requirements of the California Public Utilities Commission and State Safety Oversight of Fixed Guideway Transit Systems. In addition, operation of the proposed Project and cumulative pro jects would be required to adhere to all State and local safety requirements including those of the City’s fire and police

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departments. With adherence to the federal, State, and local safety requirements, the Proposed Modified Project, in conjunction with other cumulative projects, would not conflict with the requirements of an emergency response plan or emergency evacuation plan.

3.9 LAND USE AND PLANNING
Summary of Analysis in the ITC Final EIR
The certified Final EIR concluded that the Approved Project’s g uideway, stations, and associated facilities would not physically divide the community, nor disrupt existing patterns of traffic connecting different parts of the community. While the Approved Project’s infrastructure would be constructed over existing streets, these streets would be reconfigured to maintain the same number of lanes as currently exist.

The certified Final EIR also evaluated the Approved Project’s amendments to the City’s General Plan and the Hollywood Park Specific Plan (HPSP) and the adoption of the Transportation Corridor Overlay Zone to reflect the integration of the ITC Project into the area and into the City’s circulation system. The certified Final EIR concluded the Project is consistent with the City’s General Plan, the New Downtown and Fairview Heights Transit Oriented Development (TOD) Plan and Design Guidelines, and the HPSP. The Project would reduce VMT in the City and region, adhering to goals detailed in the SCAG 2020- 2045 RTP/SCS. The certified Final EIR concluded that the Project would not conflict with goals, objectives, or policies adopted for the purpose of mitigating environmental impacts and no significant impacts were identified.

Analysis of Proposed Modifications
Project Impacts
Like the Approved Project, the Modified Project would be designed consistent with the ITC Design Guidelines, which identify the objectives for the various project components and provide design guidance to achieve these objectives. The Design Guidelines address the different components of the Project, including the stations, MSF, guideway and supporting facilities and identify design features to integrate the Proposed Project with the existing uses along the approved alignment. As discussed in the certified Final EIR, the approved Transportation Corridor Overlay Zone (TC Overlay Zone) applies to the Project site. The TC Overlay Zone defines specific uses and development standards applicable to the Project as the standards in the underlying zones are not applicable to an elevated guideway, stations, and other components of the ITC Project. The TC Overlay Zone identifies development standards applicable for the permitted uses including a height limit of 75 feet for the maintenance facilities. As shown in Figure 2.2- 1, the height of the Market Street Station, which includes the platform at 48 feet above grade and the top of canopy at approximately 75 feet. A height limit of 75 feet above finished grade for mai ntenance

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and storage facility sites is identified in the TC Overlay Zone. The height of the MSF would be consistent with this standard.

The Project, as revised, would continue to provide connection to regional rail and light rail transit and other means. A s with the Approved Project, the Project, as revised, would continue to result in a reduction of both daily and annual VMT, consistent with the 2020 -2045 RTP/SCS. The Proposed Project would be consistent with and implement the goals, policies and regulations to increase mobility, support transit, and reduce VMT with the City’s General Plan and the City’s Energy and Climate Action Plan. As such, the proposed changes in the Project would not result in any new significant impacts related to land use.

As described in Section 3.4, minor refinements to these Project Design Features are proposed to ensure the final design is compatible with historic resources. There would be corresponding changes to the TC Overlay Zone. These changes would be consistent with the intent of the TC Overlay Zone and applicable land use plans, including the City’s General Plan. The Proposed Modified Project would comply with the revised Project Design Features for the guideway structure in the ITC Design Guidelines and MMRP. The revised Project Design Features ensure the final Project design will have minimal impacts to the setting of historical resources located along the alignment of the system. The dimensions, placement, and spacing of the guideway support columns will be designed to minimize the obstruction of views of the facades of buildings identified as historic resources when viewed from the important vantage points.

Cumulative Impacts
Similar to the Approved Project, the Proposed Modified Project would not create a physical di vision in the community. Related projects would be required to be consistent with all applicable planning documents. The Modified Project would continue to be consistent with existing policies, plans, and programs. Therefore, the Proposed Modified Project , in combination with related projects, would not cause a cumulative significant impact related to inconsistencies with existing policies, plans, and programs.

3.10 NOISE AND VIBRATION
Summary of Analysis in the ITC Final EIR
The certified Final EIR analyzed impacts related to noise associated with construction and operation of the Approved Project. As concluded in the certified Final EIR, temporary noise increases from equipment used during site development would result in significant impacts to off-site sensitive uses. However, with the inclusion of the Construction Noise Control Plan, these potential impacts would be reduced to less than significant. No unavoidable construction-related significant noise impacts were identified.

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Future roadway noise levels were modeled based on the projected traffic volumes in the Project traffic study. It was estimated that, with implementation of the Approved Project, daily traffic volumes would decrease along key corridors within the study area, thereby improving traffic flow and reducing existing noise levels. The analyzed corridors would experience less congestion on a system -wide basis, particularly during peak periods with implementation of the Approved Project. The change in roadway noise along roadways, both on and off site, generated by Project traffic was determined not to be significant.

Additionally, the certified Final EIR estimated vibration levels from construction activities to exceed the building damage significance threshold of 0.2 peak particle velocity (PPV) inches per second (ips) and the human annoyance significance threshold of 72 vibration velocity (VdB) ips at several locations in the vicinity of the Project area. However, the Construction Vibration Reduction Plan would require continuous monitoring and collection of vibration data to verify levels are below warning threshold levels and requires vibration -generating equipment to be located at specified distance from adjacent noise receptors. The certified Final EIR concluded that, with PDF NOISE -2 (Construction Vibration Redu ction Plan), impacts would be reduced to less-than-significant levels.

Analysis of Proposed Modifications
Project Impacts
Similar to the Approved Project, construction of the Proposed Modifi ed Project is expected to start on January 2024 and occur over multiple phases (8 phases). Consolidating construction activities on the Market Street/Florence Avenue Station on one (1) site (rather than building the Market Street/Florence Avenue Station and the MSF on separate sites), along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard, would result in an overall net decrease in the number of larger specific construction equipment pieces used for the Proj ect in general. This efficiency would be realized through the sharing of common larger pieces of specific construction equipment for both the Market Street/Florence Avenue Station and MSF construction since both facilities would be built adjacent to each other and would likely share a common structural wall. The demolition and clearing activities of the Vons store and other businesses at 500 E. Manchester Boulevard scheduled over a 10 -month period prior to Phase 1 of construction would no longer occur. Ther efore, noise sensitive receptors within this area (Site I), which includes residential uses along E. Spruce Avenue, would not be exposed any construction-related noise levels for this activity.

An inventory of possible construction equipment, including num ber and types of equipment, was identified for each phase/component of construction and all equipment was assumed to operate simultaneously (refer to Appendix D of this Addendum). It is highly unlikely that all pieces of construction equipment identified would operate simultaneously in any specific location during construction because equipment is generally operated only when needed and space constraints limit the equipment that can

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be used at any one time in a specific location. Additionally, construction noise levels were modeled based on acoustical use factor and the logarithmic average of all pieces of equipment operated simultaneously within a specified area. Similar to the Approved P roject, this modeling approach is considered a conservative approach to calculate the maximum noise levels that would be generated. The proposed relocation of the MSF to the Market Street/Florence Avenue Station site would not require additional demolition activities, as this station site would already be subject to complete demolition and clearing activities with the Approved Project and the adjacent residential uses along Locust Street including the Holy Faith Episcopal Church would already be exposed to construction activities. When compared to the Approved Project, construction of the Proposed Modified Project would result in a reduction of one (1) crane during both Phase 4 and Phase 5 activities. However, the logarithmic average of all equipment operating simultaneously would be reduced by approximately 0.02 dBA during both Phase 4 and Phase 5 activities due to the reduction of the crane for each Phase. Similar to the Approved Project, construction noise levels from the MSF at the Market Street/Florence Avenue station site would remain below the Federal Transit Administration (FTA) nighttime threshold for residential uses of 80 dBA Leq (1 -hour) continuous noise level (1-hour) and daytime threshold of 90 dBA Leq (1-hour).

Construction noise levels would result in an increase of 9.3 dBA and 10.3 dBA above daytime and nighttime ambient, respectfully, at the residential uses along N. Locust Street and the Holy Faith Episcopal Church (identified as “Site 1” in the Final EIR). As with the Approved Project, all construction activities would be required to implement the Construction Noise Control Program of the CCP which proactively addresses the potenti al effects of noise during construction. As discussed with respect to Impact NOI-1 in the Final EIR, the measures required by the Construction Noise Control Plan would reduce noise levels by 10 dBA or more. For example, using optimal muffler systems on all equipment would reduce construction noise levels by 10 dBA or more. Similar to the Approved Project, with these measures, construction noise levels will not increase ambient noise levels by more than 10 dBA , and construction-related noise impacts to the residential uses along Locust Street would remain less than significant.

As mentioned previously, the Proposed Modified changed would result in a reduction of 10,300 cubic yards of soil and 686 haul truck trips when compared to the Approved Project. According to Caltrans, the noise levels from one heavy -duty truck at a speed of 35 miles per hour is equivalent to 19 passenger vehicles traveling at a speed of 35 miles per hour. Applying this multiplier would yield to a reduction of 13,034 passenger vehicles when compared to the Approved Project. As mentioned in the certified Final EIR, the lowest adjusted baseline average daily traffic (ADTs) volumes along West Century Boulevard, Manchester Boulevard, South Prairie Avenue and Florence Avenue are 33,189 trips, 18,821 trips, 22,089 trips, and 16,835 trips respectively, and the highest adjusted baselines volumes along West Century Boulevard, Manchester Boulevard, South Prairie Avenue and Florence Avenue are 50,609 tr ips, 36,748 trips, 38,953 trips, and 40,740 trips respectively.

According to FHWA, assuming all other factors remain
the same, it takes a doubling of traffic volumes (100 percent increase) in order to increase traffic noise

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levels by 3 dBA . As compared to adjusted baseline average daily traffic volumes along the roadways mentioned above, the sound power generated by the maximum anticipated number of construction trucks would not be equivalent or greater to a doubling of both the minimum and maximum ADT alon g West Century Boulevard, Manchester Boulevard or South Prairie Avenue and therefore would not result in a 5 dBA (Leq-1hour) increase along those roadways.

Vibration levels are calculated based on the FTA published standard vibration velocities for various construction equipment operations .2 Vibration levels with regard to potential building damage are evaluated at the nearest off -site buildings to the boundary of the construction area . Therefore, the distance from the Florence Avenue/Market station site and the new MSF site to the residential uses along N. Locust Street (Site 1) and Holy Faith Episcopal Church are the same. In addition, vibration impacts, in accordance with FTA and Caltrans guidance, are evaluated based on the maximum peak vibration lev els generated by each type of construction equipment. This differs from the analysis of noise impacts which is based on the average/equivalent (Leq) levels, dependent on the total number of construction equipment operating during the analysis period (i.e., 1 hour). As mentioned previously, construction of the Proposed Modified Project would result in a reduction of one (1) crane during both Phase 4 and Phase 5 activities. Construction of the Proposed Modified Project would not include additional vibratory equipment than what was previously assessed such as pile drivers, vibratory rollers, large bulldozers, caisson drilling, loaded trucks, jackhammer, and small bulldozers. All construction activities would be required to implement the Construction Vibration Reduction Program of the CCP which proactively addresses the potential effects of vibration during construction. The measures required by the Construction Vibration Control Plan would reduce vibration levels to less than significant. As such, the change in the location of the MSF would not result in any new or substantially more severe significant impacts related to construction vibration.

As discussed in Appendix C of this Addendum, the vibration sensitive land uses nearest to the guideway include commercial and residential uses along Market Street, Manchester Boulevard and Prairie Avenue which would be approximately 30 feet from the guideway centerline. Based on the FTA’s Generalized Ground-Surface Vibration Curves, estimated ground-borne vibration levels would be approximately 67 VdB for monorail trains (rapid transit or light rail vehicles) and 64 VdB for rubber-tired ATS trains. Similar to the Approved Project, the maximum vibration level of the uses along the guideway would be below the FTA recommended maximum acceptable level threshold of 72 VdB. 3 2 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual , FTA Report No. 0123, September 2018, accessed March 2023, https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit- noise-and-vibration-impact-assessment-manual-fta-report-no-0123_0.pdf 3 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual, FTA Report No. 0123, September 2018, accessed March 2023, https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit- noise-and-vibration-impact-assessment-manual-fta-report-no-0123_0.pdf

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Similar to the Approved Projec t, the MSF would be elevated from ground level, with double height clearance over the maintenance tracks, and a largely unenclosed ground floor. The maintenance level for the ATS trains would be located in the enclosed second floor to match the guideway track elevation.

The maintenance level would be enclosed and shielded, therefore noise levels generated within this area would not attenuate offsite. Additionally, similar to the Approved Project, the Modified Project would be required to implement PDF- NOISE-3, which requires the ATS train to not exceed the levels specified in Section 2.2.1, Exterior Airborne Noise, ASCE 21- 05 (American Society of Civil Engineers, Automated People Mover Standards - Part 2 Section 2.2.1, Exterior Airborne Noise, ASCE 21- 05.). The design of the any barriers along the guideway designed to reduce noise shall be subject to the limits noted above.

Therefore, whether the Project implements steel-wheel rail technology or operates with a cable or pulley system, it would comply with maximum noise level requirements.

As mentioned previously, the primary changes of the Proposed Modified Project are the relocation the MSF to the Market Street/Florence Station site and the realignment and lowering of the ATS system guideway on Market Stre et between E. Regent Street and E. Manchester Boulevard. The guideway platform at the Market Street Station would be approximately 48 feet above grade. However, a height limit of 75 feet above finished grade for the MSF is identified in the TC Overlay Zone. Therefore, the MSF would act as a barrier from any noise generated on the guideway to the residential uses and the Holy Faith Episcopal Church along N. Locust Street. As mentioned in the certified Final EIR, noise level increases from ambient along Locust Street would result in 0.2 dBA and 0.9 dBA Leq during both daytime and nighttime. Due to the location, position and size of the MSF, uses along Locust Street would not be subject to increased noise levels from the guideway.

Additionally, the guideway structure would be located approximately 12 feet to the east of the alignment in the Approved Project and the height of the guideway structure on Market Street from the existing grade to the bottom of the guideway would be lowered by approximately 9-10 feet than the Approved Project. Therefore, the commercial uses along E. Regent Street (identified as “Site K” in the certified Final EIR), commercial uses along E. Queen Street (identified as “Site A” in the certified Final EIR), and the commercial uses along E. Manchester Boulevard (identified as “Site J” in the certified Final EIR) may be subject to changes in noise levels from the shift of the guideway. As shown in Table 3.10-1: Revised Project ATS Trains Exterior Noise Levels, noise levels at the commercial uses along E. Regent Street (Site K) would remain the same when compared to the Approved Project. Exterior noise levels at the commercial uses along E. Manchester Boulevard (Site J) would result in decreases of 1.7 dBA during both the daytime and nighttime period when compared to the Approved Project. Additionally, noise levels at the commercial uses along E. Queen Street (Site A) would result in an increase of 0.4 dBA during both the daytime and nighttime period when compared to the Approved Pro ject. However, when compared to ambient conditions (64.1 dBA during daytime and 57.8 dBA during nighttime), operational noise levels would not result in increases of 3 dBA Leq to or within the “normally unacceptable” or “clearly

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unacceptable” compatibility category for land uses or result in an increase of 10 dBA or greater when noise levels remain within acceptable limits.

TABLE 3.10-1

REVISED PROJECT ATS TRAINS EXTERIOR NOISE LEVELS
Site ID
Proposed Project
Modeled Guideway
Noise Levels
Approved Project Modeled Guideway
Noise Levels Significant
Impact? Daytime Nighttime Daytime Nighttime
Site K
Rubber Tired 49.3 48.5 49.3 48.5 No
Monorail 54.8 54.0 54.8 54.0 No
Site A
Rubber Tired 37.2 36.3 37.6 36.7 No
Monorail 48.3 47.5 48.7 47.9 No
Site J
Rubber Tired 35.7 34.9 34.0 33.1 No
Monorail 48.9 48.0 47.2 46.3 No
The SCE substation will be an open- air facility enclosed by masonry walls containing electrical distribution equipment and power transformers. The masonry walls around the substation will be designed in accordance with the Design Guidelines and will be decorative security walls designed to fully enclose the substation equipment so it is not visible to the public. The substations include equipment to transform the medium- to high-voltage power feed provided from the power companies to the required 750
-
volt direct current (VDC) needed to power the vehicle s and other ancillary equipment . Noise from transformers and similar equipment associated with electrical substations was assessed in the Final EIR.

Noise generated by equipment at electrical substations is usually a low -frequency (60 Hz) humming sound. Noise from fans and ventilation equipment at substation sites can also contribute to this noise.

Transformer noise will “transmit” and attenuate at different rates depending on the transformer size, voltage rating, and design. The substation would be the s ource of noise from what is termed corona discharge. Noise from corona discharge and similar electrical phenomena associated with high voltage transmission lines is heard as a cracking or hissing sound, which commonly varies with the humidity.

While distinctive at a short distance, this noise is typically only about 40 to 50 dBA or less and would not be loud enough to cause a significant increase in noise levels at Market Street/Florence Avenue Station - MSF Site. When taking into account the noise from the transmission line ranging from 40 to 50 dBA, this results in a maximum increase of 0.1 dBA Leq, which is technically considered not perceivable. With the concurrent operation of the Market Street/Florence Avenue Station, the noise levels generated by the substation equipment would be negligible. Additionally, as described above, the SCE Substation will be enclosed by a masonry wall that is higher than the substation equipment to ensure the equipment is not visible. This was would further reduce noise levels from the substation equipment. The addition of the PDS and SCE Substations to the Market Street/Florence Avenue Station -MSF Site would not result in any new or substantially more severe operational noise impacts.

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Similar to the Approved Project, the Propo sed Modified Project would be required to implement PDF NOISE-1, which would require stationary noise source generated from mechanical equipment to be enclosed within a shed or barrier that would further reduce noise levels. As such, the location of the substations would not result in any new or substantially more severe significant impacts related to operational noise.

As discussed in Section 3.12 of this Addendum, no change to roadway capacity or traffic control is proposed as part of the proposed modifi cations to the Approved Project. The Modified Project would result in changes to the daily traffic estimates in comparison to those estimated associated with the Approved Project. Under the Approved Project, the Vons grocery store was being reduced in size to accommodate the MSF. The Proposed Modified Changes would relocate the MSF at the Market Street Station site and the existing Vons grocery store would remain, resulting in a slight increase in daily traffic volumes. This is due to the Vons grocery store not reducing in size and the MSF employee trips at the Market Street Station site. As shown in Table 3.7 -1, the Project, as modified, would reduce both daily and annual VMT. These reductions in VMT are consistent with the significance threshold established in the certified Final EIR and the changes to the Project would not result in significant impacts related to roadway noise. As such, the roadway noise levels would not result in any new or substantially more severe significant impacts when compared to the Approved Project.

Cumulative Impacts
Noise from the construction of development projects is typically localized and has the potential to affect noise-sensitive uses within 500 feet of the construction site. Thus, noise from construction activities for two projects within 1,000 feet of each other can contribute to a cumulative noise impact for receptors located midway between the two construction sites. The timing of the construction activities for cumulative projects cannot be defined, as the Project would be required to obtain a permit if nighttime construction is proposed. Therefore, any quantitative analys is of those projects to assume concurrent construction during the nighttime period would be speculative. It is expected that, as with the Project, related projects would implement noise reduction techniques such as mufflers, shields, sound barriers, which would minimize any noise-related nuisances during construction. In addition, distance attenuation and intervening structures would further reduce construction noise levels and not result in noticeable increases. Similar to the Approved Project, construction of the Proposed Project is expected to start on January 2024 and occur over multiple phases (8 phases). Consolidating construction activities on the Market Street/Florence Avenue Station on one (1) site ( rather than building the Market Street/Florence Avenue Station and the MSF on separate sites ), along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard , would result in an overall net decrease in the number of larger specific construction equipment pieces used for the Project in general. When compared to the Approved Project, construction of the Proposed Modified changes would result in a reduction of one (1) crane during both Phase 4 and Phase 5 activities. However, the logarithmic average of all equipment operating simultaneously would be reduced by approximately 0.02 dBA during both Phase 4 and Phase 5

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activities due to the reduction of one (1) crane for each Phase. Therefore, cumulative construction noise from the Proposed Modified Project would be less than the Approved Project.

With regard to stationary sources, cumulative significant noise impacts may result from cumulative development. Stationary sources of noise that could be introduced in the area by cumulative projects could include mechanical equip ment, loading docks, and parking lots. Given that these projects would be required to adhere to the City’s noise standards, all stationary sources would be required to have shielding or other noise-abatement measures so as not to cause a substantial increase in ambient noise levels. Moreover, due to distance, it is unlikely that noise from multiple cumulative projects would interact to create a significant combined noise impact. As such, it is not anticipated that a significant cumulative increase in permanent ambient noise levels would occur.

As mentioned previously, construction of the Proposed Modified Project would result in a reduction of one (1) crane during both Phase 4 and Phase 5 activities. Construction of the Proposed Modified Project would not include additional vibratory equipment than what was previously assessed such as pile drivers, vibratory rollers, large bulldozers, caisson drilling, loaded trucks, jackhammer, and small bulldozers. All construction activities would be required to implement PDF NOISE-2 which includes the Construction Vibration Reduction Program of the CCP which proactively addresses the potential effects of vibration during construction . The measures required by the Construction Vibration Control Plan would reduce vibration levels to less than significant. Therefore, the Modified Project impacts would not be affected by cumulative project construction activity. Cumulative impacts related to construction vibration would be less than the Approved Project.

3.11 POPULATION, EMPLOYMENT , AND HOUSING
Summary of Analysis in the ITC Final EIR
As described in the certified Final EIR, the Approved Project does not include construction or removal of any residential uses or existing housing. The short-term construction labor needs for the Approved Project are anticipated to be met by the existing construction labor force in the greater Los Angeles area. While the Approved Project may generate indirect population growth through an improvement in access to housing and employment opportunities in the region, reasonably foreseeable growth from this improvement is anticipated to be within existing growth projections. For these reasons, the certified Final EIR concluded that the Approved Project would not induce substantial unplanned population growth or result in displacement of housing or residents, necessitating the construction of replacement housing elsewhere as the site did not contain any existing housing units. No significant impacts or mitigation measures related to population, employment, and housing were identified in the certified Final EIR.

Analysis of Proposed Modifications
Project Impacts
The proposed modifications to the Project do not include construction or removal of any residential uses or existing housing. Like the Approved Pro ject, the short-term construction labor needs of the Project,

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as modified, are anticipated to be met by the existing construction labor force in the Los Angeles area; therefore, construction of the Proposed Modified Project would not induce substantial unplanned population growth. The proposed changes to the Project would not alter the Project’s operations in a way that could indirectly generate population growth to a greater degree than the Approved Project.

Therefore, construction and operation of the Project, as modified, would not directly contribute to population increase or an increase or loss of housing stock or induce substantial unplanned population growth. Implementation of the proposed changes would not result in any new impacts or increase the severity of a previously identified significant impact as analyzed in certified Final EIR.

Cumulative Impacts
Similar to the Approved Project, the Proposed Modified Project does not include residential elements or housing development which would directly co ntribute to population growth. Additionally, related projects would be consistent with the City’s approved land use plans and approved projects. Since the Proposed Modified Project would not significantly induce population, employment, or housing growth in the region, the Project’s incremental contribution to cumulative population, employment, and housing growth in the area would not be cumulatively considerable. The Modified Project, combined with other past, present, and reasonably probable future development would not result in a significant cumulative impact related to population, employment, and housing because the cumulative growth would not exceed the growth anticipated in City -wide and regional planning documents, including the 2020 -2045 RTP/SCS.

3.12 TRANSPORTATION
Summary of Analysis in the ITC Final EIR
Construction
The certified Final EIR identified Project Design Features – i.e., PDF -TRANS 1 (Transit Access and Circulation Program), PDF -TRANS-2 (Construction Staging and Traffic Control Program), PDF -TRANS-3, (Parking Management Plan ) and PDF TRANS-4 (Pedestrian Access Program ) to be implemented during construction to ensure access and circulation remains adequate for all modes of travel (vehicular, pedestrian, bicycle, and transit) and uses along the Project alignment. Further, as part of PDF TRANS-2, consultation will be conducted with City police and fire personnel to ensure that emergency access and response times are maintained during construction. As such, construction- related transportation and circulation impacts were determined to be less than significant in the Final EIR.

Operation
To assess the potential traffic impacts of the Approved Project, a detailed evaluation of traffic conditions at 75 key roadway segments within the study area was c onducted. It was estimated that daily traffic volumes would decrease along key corridors within the study area, thereby improving traffic flows. The analyzed corridors would experience less congestion on a system -wide basis, particularly during peak

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periods with implementation of the Approved Project, than under Future Opening Year (2027) or Future (2045) conditions without the Project.

More specifically, daily traffic volumes under the Future Opening Year (2027) with Event with Project scenario would decr ease between 1,550 to 2,160 vehicle trips per day along Prairie Avenue between Manchester Boulevard and Century Boulevard; decrease between approximately 840 to 1,210 vehicle trips per day along Manchester Boulevard between La Brea Avenue and Crenshaw Boul evard; and decrease between approximately 1,120 to 1,640 vehicle trips per day along Century Boulevard between La Brea Avenue and Crenshaw Boulevard when compared to the Future Opening Year (2027) without Project scenario.

Additionally, the daily traffic v olumes under the Future Horizon Year (2045) with Event with Project scenario would decrease between 1,710 to 2,471 vehicle trips per day along Prairie Avenue between Manchester Boulevard and Century Boulevard; decrease between approximately 980 to 1,410 vehicle trips per day along Manchester Boulevard between La Brea Avenue and Crenshaw Boulevard; and decrease between approximately 1,390 to 1,870 vehicle trips per day along Century Boulevard between La Brea Avenue and Crenshaw Boulevard when compared to the Future Horizon Year (2045) without Project scenario.

The weekday daily VMT would be reduced by approximately 247,550 vehicle miles (4.7 percent) with the implementation of the proposed Project under Future Opening Year (2027) with Event conditions in comparison to the Future Opening Year (2027) Conditions with Event without Project. The weekday VMT under the Future Horizon Year (2045) with Project with Event scenario would be reduced by approximately 316,900 vehicle-miles (5.6 percent) from the Future Hori zon Year (2045) Conditions with Event without Project. The weekday VMT under the Future Horizon Year (2045) with Project with Event scenario would be reduced by approximately 316,900 vehicle-miles (5.6 percent) from the Future Horizon Year (2045) Conditions with Event without Project. The Approved Project would therefore be consistent with section 15064.3(b) of the CEQA Guidelines, as well as with Goals 1, 2, 4, 5, 6, 7 and 8 identified in the 2020-2045 RTP/SCS.

The certified Final EIR further found that the Approved Project would not substantially increase hazards due to a geometric design feature or incompatible use. Although the Approved Project would require changes to intersection lane configuration at the intersections of Market Street/Regent Street and Market Street, given the low traffic volumes at these intersections, the intersections would continue to operate satisfactory. Additionally, no reduction in storage lengths is necessary at intersection turn lanes as part of the Approved Project. The Approved project would also upgrade the existing sidewalks to ensure consistent compliance with the Americans with Disabilities Act along the transit corridor. Under the ITC Design Guidelines, which identify objectives for the various project components and provides design guidance to help achieve the objectives, the streetscape in downtown Inglewood would be consistent with the street furniture items which currently exists on Market Street and the historic core and in accordance with the Downtown TOD Plan.

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For these reasons, the Final EIR concluded that transportation and circulation -related impacts would be less than significant.

Analysis of Proposed Modifications
Project Impacts
Construction
Similar to the Approved Project, all construction activities wo uld be required to implement the Project Design Features related to construction staging and traffic control to ensure access and circulation remains adequate for all modes of travel and to ensure emergency access and response times are maintained. The pri mary delivery routes would remain the same which include Florence Avenue, Manchester Boulevard, Prairie Avenue and Century Boulevard as shown in Figure 2.2-5. For materials delivered to and stored at designated construction staging areas, the contractor’s haul routes to and from the Project area would be generally located on public streets.

However, with the relocation of the MSF to the Market Street/Florence Avenue Station, the Project would no longer require acquisition of the property at 500 E. Manchest er Boulevard and no changes to that property would occur as part of the Project. Demolition of the existing commercial building on the southern portion of this property would not occur. As shown in Figure 2.2-5, this property would no longer be proposed as a staging area for construction. Additionally, no new staging areas are proposed with these changes. As such, no significant changes will result from the changes proposed and no new significant construction traffic impacts would occur.

Operation
As part of the proposed changes, the guideway alignment on Market Street would shift the median of the guideway approximately 12 feet to the east in front of the Fox Theater Building. This will result in a wider median (11 to 12 feet wide) along Market Str eet and 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. The proposed changes will also 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). Additionally, as a result of relocating the MSF site from the Vons site at 500 E.

Manchester Boulevard, no changes to the adjacent Manchester Bou levard curb (south side of the street between Hillcrest Boulevard and Spruce Avenue) would be required.

No change to roadway capacity or traffic control is proposed as part of the proposed modifications to the Approved Project. As discussed below, t he revised Project would result in changes to the daily traffic estimates in comparison to those estimated associated with the Approved Project. Locating the MSF at the Market Street Station site rather than at the Vons’ site located at 500 E. Manchester Bouleva rd and the increase of parking spaces at the Market Street Station site would result in slight increases to the daily traffic volumes along La Brea Avenue, Centinela Avenue, and Florence Avenue.

City of Inglewood 3.0-77 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
The reduction in trips at the Vons grocery store due to the reduction in size of the Vons store with the Approved Project would not occur under the Modified Project. Furthermore, there would be additional employees at the Market Street Station site, resulting in slight increases to traffic volumes along adjacent roadways. In order to determine whether the proposed changes in the Project would result in any new or substantially more severe significant traffic impacts than identified in the certified Final EIR, a comparative analysis of the average daily trips (ADTs) that would be generated by the Project, as revised, at the affected intersection segments was completed . As shown in Table 3.12- 1: Opening Year (2027) ADT Volume Comparison , and Table 3.12-2: Future Horizon Year (2045) ADT Volume Comparison, daily traffic volumes would decrease along these corridors during both the Opening Year (2027) and Future Horizon Year (2045). Similar to the certified Final EIR, the analyzed would experience less congestion on a system-wide basis with the implementation of the ITC project. No significant changes to the regional trip distribution patterns or future traffic conditions will result from the changes proposed and no new significant traffic impacts or substantial increase in the significance of impacts identified in the Final EIR would result from the proposed changes.

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TABLE 3.12-1
OPENING YEAR (2027) ADT VOLUME COMPARISON
Roadway Segment
Future (2027), ADT
Difference
Significant
Impact?
Without
Project
With
Project
La Brea Avenue
Hyde Park Boulevard to
Florence Avenue
Approved
Project 26,222 25,804 -418 No
Proposed
Project 26,222 25,840 -382 No
Centinela Avenue
Hyde Park Boulevard to
Florence Avenue
Approved
Project 28,683 28,287 -396 No
Proposed
Project 28,683 28,323 -360 No
Florence Avenue
Fir Avenue to La Brea Avenue
Approved
Project 21,600 21,399 -201 No
Proposed
Project 21,600 21,451 -149 No
La Brea Avenue to Market
Street
Approved
Project 26,077 25,899 -178 No
Proposed
Project 26,077 25,987 -90 No
Market Street to Centinela
Avenue
Approved
Project 32,034 31,463 -571 No
Proposed
Project 32,034 31,551 -483 No
Centinela Avenue to Prairie
Avenue
Approved
Project 48,196 47,518 -678 No
Proposed
Project 48,196 47,570 -626 No
Prairie Avenue to West
Boulevard
Approved
Project 47,614 47,292 -322 No
Proposed
Project 47,614 47,344 -270 No

City of Inglewood 3.0-79 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
TABLE 3.12-2
FUTURE HORIZON YEAR (2045) ADT VOLUME COMPARISON
Roadway Segment
Future (2027), ADT
Difference
Significant
Impact?
Without
Project
With
Project
La Brea Avenue
Hyde Park Boulevard to
Florence Avenue
Approved
Project 29,861 29,424 -437 No
Proposed
Project 29,861 29,460 -401 No
Centinela Avenue
Hyde Park Boulevard to
Florence Avenue
Approved
Project 32,424 31,971 -453 No
Proposed
Project 32,424 32,007 -417 No
Florence Avenue
Fir Avenue to La Brea Avenue
Approved
Project 26,322 26,068 -254 No
Proposed
Project 26,322 26,120 -202 No
La Brea Avenue to Market
Street
Approved
Project 31,261 31,021 -240 No
Proposed
Project 31,261 31,109 -152 No
Market Street to Centinela
Avenue
Approved
Project 37,988 37,349 -639 No
Proposed
Project 37,988 37,437 -554 No
Centinela Avenue to Prairie
Avenue
Approved
Project 55,160 54,398 -762 No
Proposed
Project 55,160 54,450 -710 No
Prairie Avenue to West
Boulevard
Approved
Project 55,224 54,870 -354 No
Proposed
Project 55,224 54,922 -302 No

City of Inglewood 3.0-80 Inglewood Transit Connector Project Final EIR Addendum Meridian Consultants March 2023
Cumulative Impacts
The Proposed Modified Project would not contribute to any significant cumulative impacts. Like the Approved Project, the Modified Project is designed to add the ATS system in the public right -of-way on Market Street, Manchester Boulevard, and Prairie Avenue while maintaining the existing number of travel lanes on these streets. The Project would reduce traffic volumes on streets throughout the City and reduce roadway congestion. The Modified Project would not affect existing roadway lane capacities and the speed limits. For these reasons, the Modified Project, in combination with past, present, and reasonably probable future projects, would not result in any new or substantially more severe cumulatively significant transportation impacts than previously identified in the Final EIR.

3.1 3 TRIBAL CULTURAL RESOURCES
Summary of Analysis in the ITC Final EIR
In accordance with Assembly Bill 52 (AB 52) (Chapter 532, Statutes 2014), the City initiated the consultation process and distributed notification letters on July 31, 2018, to the four tribes that had requested future notification, including the Gabrielino –Tongva Tribe, Gabrielino Tongva Indians of California Tribal Council, Gabrielino/Tongva Nation, and the Gabrieleno/Tongva San Gabriel Band of Mission Indians. Additionally, the Gabrieleno Band of Mission Indians –Kizh Nation was identified as a relevant party. One response requesting consultation was received from the Gabrieleno Band of Mission Indians- Kizh Nation (Tribe).

As a result, the certified Final EIR identified mitigation measures (MM TCR -1 through MM TCR-5) related to the unanticipated discovery of remains that could be unearthed during ground disturbing activities.

With implementation of Mitigation Measures MM TCR-1 through MM TCR-5, identified in the certified Final EIR and incorporated into the MMRP for the Project, potentially significant impacts to tribal cultural resources, including related the unanticipated discovery of human remains, would be reduced to a level that is less than significant. These measures would work to prevent the destruction and loss of sensitive tribal cultural resources and ensure the proper disposition of human remains.

Analysis of Proposed Modifications
Project Im pacts
As mentioned previously, consultation with California Native American tribes affiliated with the Project site was conducted as part of the cultural resource investigations in the certified Final EIR, consistent with AB 52 requirements. The proposed changes to the Project would not require new areas to be subject to grading or excavation activities that were not previously analyzed. The proposed change in the location of the MSF would result in a reduction of 10,300 cy of soil to be hauled off -site. The proposed changes would be subject to the same mitigation measures identified in the certified Final EIR and adopted in the MMRP, including MM TCR -1 through MM TCR-5, related to the unanticipated discovery of human remains. More specifically, TCR -2 requires preparation of a Cultural Resource Monitoring and Discovery Plan (CRMDP) for designated portions of the Project that are sensitive for archaeological

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resources. The CRMDP would be submitted to the City and the FTA for review and approval. The CRMDP will delineate the area(s) that require archaeological and Native American monitoring. Implementation of these mitigation measures, including the CRMPD, would prevent the destruction and loss of sensitive tribal cultural resources and ensure the proper disposition of human remains.

Similar to the Approved Project, while the proposed changes would introduce different land uses, these uses would not involve operational activities related to ground disturbance. As such, the proposed changes in the Project would not result in any new significant impacts or an increase in the severity of a previously identified impact.

Cumulative Impacts
There are numerous projects within the City and within the corresponding ethnographic territory of the Gabrieleno Tribe. The City implements the AB 52 process on all projects as required by CEQA Section 21080.3.1. All related projects would be required to comply with regulatory requirements governi ng tribal cultural resources, including consultation with California Native American Tribes where required under AB 52. Should an impact be identified, the related projects would be required to comply with PRC Section 21084.3 which would require avoidance and preservation or mitigation as defined in PRC Section 21084.3(b). As such, with regulatory adherence and incorporation of required mitigation, other area projects in combination with the Proposed Modified Changes would have a less -than-significant cumulative impact on human remains associated with tribal cultural resources.

3.1 4 UTILITIES AND SERVICE SYSTEMS
Summary of Analysis in the ITC Final EIR
The certified Final EIR explained that existing water and sewer lines are located within the footprint of the Approved Project along Market Street, Manchester Boulevard, and Prairie Avenue. The Approved Project components, including the MSF and stations, would connect to these facilities. The Approved Project would use approximately 71.86 acre-feet per year (afy) less water than the existing uses located on the sites proposed for these facilities.

SCE estimated that normal operation of the Approved Project would have an estimated peak power load flow of 4,127 kilowatts (kW). SCE would complete ele ctricity upgrades and would be subject to its procedures and requirements for construction and environmental clearance.

No new gas (nor water or sewer) connections to serve the Approved Project elements would be required except at the MSF. The MSF would connect the existing gas infrastructure along Manchester Boulevard at the discretion of the Southern California Gas Company (SoCalGas). Overall, the Approved Project would result in a net decrease in natural gas usage compared the current uses.

Construction of the Approved Project has the potential to relocate utility lines to accommodate the support structure foundations or columns required for the guideway. Mitigation Measure MM UT- 1 was

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identified in the certified Final EIR and adopted as part of the MMRP and requires the City and the design/build/finance/operate/maintain (DBFOM) contractor to coordinate specific set back requirements for each utility line and the need for any stabilization for protection in place or relocation measures. As concluded in th e Final EIR, this mitigation measure would reduce potentially significant construction-related impacts to utilities and service systems to a less -than-significant level and no unavoidable significant impacts were identified.

Analysis of Proposed Modificati ons
Project Impacts
Similar to the Approved Project, existing utility lines for water and sewer lines are located along Market Street, Manchester Boulevard, and Prairie Avenue. Project components including the MSF and stations would utilize these existing water and sewer lines as needed to connect for restrooms, water fountains, and janitorial cleaning purposes. As detailed in the certified Final EIR, the existing uses to be removed consume approximately 77,862 gallons of water per day (gpd), which is equi valent to 87.2 afy. The existing Vons grocery store and other businesses at that property yield to a water demand of approximately 15.4 afy. As mentioned previously, the existing Vons grocery store and other businesses at that property would remain as part of the Modified changes. Therefore, the existing uses to be removed as part of the Modified changes yield to a water demand of 71.8 afy. The Approved Project would yield to a water demand of approximately 15.36 afy, which includes the Vons replacement. Si nce the replacement would no longer be needed as part of the Modified changes, the water demand for the project as revised would yield to 6.5 afy, a decrease of 8.86 afy when compared to the Approved Project.

Similar to the Approved Project, construction of the revised Project would have the potential for columns to conflict with existing utility lines along Market Street, Manchester Boulevard, and Prairie Avenue.

Construction of the Project, as revised, would continue to require implementation of Mitigation Measure MM UT-1, which requires the City to coordinate with all existing utility providers to verify and document the locations of all utilities within 20 feet of the Project’s guideways and stations, and requires the DBFOM contractor to coordinate with the appropriate utility owners/operators to determine the specific set back requirements for each utility line and the need for any stabilization for protection in place or relocation measures. With implementation of MM -UT-1, construction of the revised P roject would not result in any new impacts or increase in the severity of a previously identified impacts.

Under the revised Project, demolition of the existing commercial building at the southern portion of the site containing a Vons grocery store, fitness center, and a bank branch along with the gas station at the northeast portion of the site would not occur. Consequently, construction of the revised Project would generate less debris than the Approved Project and the impact of solid waste generated by construction of the Project would remain less than significant.

To provide service to the Project, an SCE substation will be included on the Market Street/Florence Avenue Station-MSF site, as shown on Figure 2.2-12. This substation would be located between the MSF

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and Locust Street. Power will be provided to the new SCE Substation from the larger SCE community substation located at 201 West Florence Avenue on the northwest corner of West Florence Avenue and West Ivy Avenue. Service would be provided from thi s substation to the new substation on the Market Street/Florence Avenue Station-MSF site by extending power lines east from the substation on Florence Avenue in existing public right of way or easements in Florence Avenue and Market Street or Florence Avenue, North Fir Avenue and Market Street.

Additionally, with the Proposed Modified Project, the PDS substation previously located on the MSF site at 500 E. Manchester Boulevard would be relocated to the Market Street/Florence Avenue Station site where the new proposed MSF would be located.

Cumulative Impacts
Each related project will require a site-specific assessment to determine any impacts to existing water, energy and natural gas infrastructure. Similar to the Approved Project, utility upgrades for the r elated projects would be determined and completed by the Los Angeles County Flood Control District (LACFCD), SCE and SoCalGas and would be subject to its procedures and requirements for construction and environmental clearance. Additionally, the revised Project would yield a water demand of approximately

6.50 afy, a decrease of 8.86 afy when compared to the Approved Project. For these reasons, cumulative impacts related to utilities and service systems would remain less than cumulatively significant.

Appendix A

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4.0 MITIGATION MONITORING AND REPORTING PROGRAM

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

This is the Mitigation Monitoring and Reporting Program (MMRP) for the Inglewood Transit Connector (ITC, or Project). The intent of the MMRP is to ensure the successful 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 ensure that these features are implemented.

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

4.0 MITIGATION MONITORING AND REPORTING PROGRAM

4.0 Mitigation Monitoring and Reporting Program
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• Mitigation Measure: All mitigation measures identified in the Draft EIR, as revised in the Final EIR, are presented and titled accordingly.
• Implementing Party : The column entitled “Implementing Party” identifies the entity that will undertake the required action. The Implementing Party is most often the Contractor/Operator, who will be responsible for the design, construction or operation of each site, phase, or component of the Project. The Contractor/Operator responsible for undertaking a required action may include the owner or operator of the Project component, as appropriate. In some instances, the required action will or should be undertaken by another party. This column therefore provides clarity regarding the entity that is primarily responsible for carrying out the action. • Monitoring Party: This column identifies t he specific party responsible for monitoring . The City of Inglewood (the City) is primarily responsible for monitoring that mitigation measures are successfully implemented. Within the City, the Public Works Department would have responsibility for monitoring some aspect of the overall project. The City of Inglewood proposed the formation of a joint powers authority (JPA) with the Los Angeles County Metropolitan Transportation Authority (Metro) to implement and operate the ITC Project. In March 2021, Metro’ s Board approved and voted to form the JPA. Upon formation, the JPA would assume responsibility for oversight of the Project. Therefore, although the JPA does not yet exist, it has been added as a Monitoring Party where the JPA would have that role once th e 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 administer contracts for capital infrastructure construction and facility improvements projects (Engineering Division); manage the City’s municipal solid waste services (Environmental Services Division); and assures that City transportation improvements and systems are functional and safe (Transportation & Traffic Division). • Timing: Implementation of the action must occur prior to or during some part of project approval, project design or construction, or during ongoing project operations. The timing for each measure is identified in this column.
• Notes: Certain measures identify reporting responsibility. In those instances, the MMRP identifies the party that must prepare a report so that the monitoring party can confirm that the required action(s) have been implemented. This column also notes where the mitigation measure will be enforced in part by another agency or provides additional information that provide clarity concerning how the measure will be carried out.
• Acronyms: The MMRP uses various acronyms to refer to various City Departments or other agencies or entities. In some instances, the full name of the department or agency is used. The following agency or department acronyms are used throughout the MMRP:

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

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

4.0 Mitigation Monitoring and Reporting Program

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

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

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

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

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

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

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

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

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

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

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

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

The Plan monitoring and mitigation
program shall be prepared and approved
by the City prior to the issuance of the
first grading permit. If the qualified
paleontologist determines that the
Project-related grading and excavation
activity would not affect Older
Quaternary Alluvium, then no further
mitigation is required.
b) Conduct construction worker
paleontological resources sensitivity
training at the Projec t kick -off meeting
prior to the start of ground disturbing
activities (including vegetation removal,
pavement removal, etc.) and would
present the Plan as outlined in (a). In the
event construction crews are phased or
rotated, additional training shall be
conducted for new construction
personnel 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 procedur es to be
followed if they are found.

Documentation shall be retained by the
qualified paleontologist demonstrating
that the appropriate construction
personnel attended the training.
c) Direct the performance of
paleontological resources monitoring by
a q ualified 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 th e
paleontological monitoring. If there are
significant discoveries, fossil locality
information and final disposition shall be
included with the final report w hich
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 a
nd
m
itigation report
shall be
submitted withi
n
90 d
ays of
completion of
e
xcavation and
o
ther ground
di
sturbing
activities.
activities

4.13 Tribal
Impact TCR- 1: Cause a
substantial adverse change in
the significance of a tribal
cultural resource, defined in
Public Resources Code § 21074
as either a site, feature, place,
or cultural landscape that is
geographically defined in terms
of size and scope of the
landscape, sacred place, or
object with cultural value to a
California Native American
tribe, and that is:
i) Listed or eligible for listing
in the California Register of
Historical Resources, or in a
local register of historical
resources as defined i n
MM TCR -1: Retention of a Tribal Cultural
Resources Monitor/Consultant. Prior to the
commencement of any ground disturbing
activity at the Project area, the contractor
shall retain a qualified archaeologist meeting
the Secretary of the Interior’s Professional
Qualifications Standards for archaeology (US
Department of the Interior, 2008) to carry out
all mitigation related to cultural resources. In
addition, a Native American Monitor shall be
designated by the Gabrieleno Band of
Mission Indians -Kizh Nation – the tribe that
consulted on this project pursuant to
Assembly Bill A52 (the “Tribe” or the
“Consulting Tribe”). If no Native American
Monitor is designated within a rea sonable
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 California Native
American tribe.
designated Monitor. A copy of the executed
contract shall be submitted to the City ’s
ECDD-Building Safety Division prior to the
issuance of any permit necessary to
commence a ground -disturbing activity. The
Tribal monitor will only be present on - site
during the construction phases that involve
ground-disturbing activities. Ground
disturbing activities are defined by the Tribe
as activities that may include, but are not
limited to, pavement removal, potholing or
auguring, grubbing, tree removals, boring,
grading, excavation, drilling, and trenching,
within the project area. The Tribal Monitor
will complete daily monitoring logs that will
provide descriptions of the day’s ac tivities,
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 Mon itor have
indicated that all upcoming ground-
disturbing activities at the Project area have
little to no potential for impacting Tribal
Cultural Resources. Upon discovery of any
Tribal Cultural Resources, construction
activities shall cease in the immediate vicinity
of the find (not less than the surrounding 50
feet) until the find can be assessed. All Tribal
Cultural Resources unearthed by project
activities shall be evaluated by the qualified
archaeologist and Tribal monitor approved by
the Consulting Tr
ibe. 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 r ecognized at the
Project area, all ground disturbance shall
immediately cease, and the county coroner
shall be notified per Public Resources Code
Section 5097.98, and Health & Safety Code
Section 7050.5. Human remains and
grave/burial goods shall be treate d 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 resou
rce 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 availabl e.

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 archaeologi cal material that is not
Native American in origin shall be curated at
a public, non -profit institution with a
appropriate Native
American
representatives.

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

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

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

MM TCR-2: Monitoring and Mitigation Plan.

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

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

Q ualified
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
9 0 days of completion of excavation and
other ground disturbing activities that
require monitoring.

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

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

JPA/DPW

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

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

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

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 o f being
notified if the remains are subject to his or
her authority.

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

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

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

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human remains can also be considered as
associated funerary objects.

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

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

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

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

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

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

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

If the Tribe is not desig nated 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 co nsult 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 the proposed Project
footprint, or at a location agreed upon
between the MLD and the landowner at a site
to be protected in perpetuity. There shall be
no publicity regarding any cultural materials
recovered.

4.14 Utilities
Impact U-1: Require or result in
the relocation or construction
of new or expanded water,
wastewater treatment or storm
water drainage, electric power,
natural gas, or
telecommunications facilities,
the construction or relocation
of which could cause significant
environmental effects.

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

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

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

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

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stabilization for prot ection in place or
relocation measures.

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

City,
Contractor/
Operator

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

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

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

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

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

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soon as the area is stabilized.
• Stockpile areas should be located in less visibly sensitive areas and pre -approved by t he City. Stockpile locations, laydown, and staging areas shall be accessed by construction vehicles with minimal disruption near residential
neighborhoods.
• When not in use or being staged, heavy equipment shall be located as far as practicable from 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 flouri shing trees will be avoided where feasible.
• New permanent replacement trees shall be a 36 -inch box of the same species as those removed, if appropriate for the location and not in conflict with new infrastructure.

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

Project Task
Force,
Contractor/
Operator

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

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

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• If construction of the project requires pruning of native tree species, the pruning shall be performed in a manner that does not cause permanent damage or adversely affect th e h
ealth of the trees.
• The Contractor shall maintain all permanent trees and other landscaping installed by the Contractor for a period of three (3)
y
ears 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 th e C
ity, then the Contractor shall replace that tree within thirty (30) d
ays. For any permanent trees or landscaping that must
then be removed, the original warranty shall be deeme d r
enewed 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 includin g those to stairs, escalators, and elevators.
• Accent and functional lighting will be strategically placed to minimize spillover.
• Accent and fun ctional lighting controls will be
programmable, and sensor controlled to allow for energy efficiency and various settings such as daytime, nighttime, and event lighting.

Contractor/
Operator

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

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

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

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

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

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

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

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

Contractor/
Operator

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

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

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

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

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

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

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

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

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

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

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commute during off-peak hours.
• Make access available for on -site lunch trucks during construction, as feasible, to minimize off -site construction employee vehicle trips.
• Every effort shall be made to utilize grid-based electric power at any construction site, where feasible.
• Contractors shall maintain and operate construction
equipment to minimize exhaust emissions. All construction equipment must be properly tuned and ma intained in
accordance with the manufacturer’s specifications and
documentation demonstrating proper maintenance, in
accordance with the manufacturer’s specifications, shall be maintained on site. Tampering with construction equipment to increase horsepower or to defeat emission control devices must be prohibited.
• Require in all applicable bid documents, purchase orders, and contracts of the requirement to notify all 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 idling requirements at the time that the purchase order is issued and again when vehicles enter the Project area. To further ensure that drivers understand the vehicle idling requirement, post signs at the proposed Project entry gates and throughout the Project alignment, where appropriate, stating that idling longer than five minutes is not permitted.

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

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The final Project design must consider design variables (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 obstructi on 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 fol lowing 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 (measured 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 available energy efficient technologies should be used. Advanced
commissioning of building systems should be conducted to ensure systems are operating as designed.
• To achieve energy use reduction, passive strategies taking advantage of the favorable local climate should be
considered where feasible. The use of solar canopies as shade structures in addition to roof-mounted solar is another energy saving strategy.

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 environmental impact from the use o f
construction materials, the project should minimize the use of virgin materials. This can be accomplished by increasin g the use of materials that are reused, recycled, rapidly renewable, locally sourced, and dura ble. In order to
determine the best approach to reducing the overall
environmental impact from use of materials, a life cycl e 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.
• U
tility 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 possibl e to avoid noise associated with compressed air exhaust
from pneumatically powered tools. Where use of
pneumatic tools is unavoidable, an exhaust muffler on
the compressed air exhaust and external jackets shall be used where feasible to lower noise levels. Quieter
procedures shall be used, such as drills rather than
impact equipment, whenever feasible. Additionally, use
of “quiet” pile driving technology (such as auger
displacement installation), where feasible in
consideration of geotechnical and structura l
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 deliveries shall take plac e within designated construction staging areas as far from
residential sites as practical to minimize noise impacts. − Provide signage at active construction sites and staging areas reminding workers, equipment operators and
delivery vehicles to minimize noise levels to the extent possible.
− Rumble strips or signage shall be provided at roadway access points into contractor laydown and staging areas to slow construction vehicles and limit vehicle noise.
− Coordinate with Inglewood Unified School District
administrators to avoid disruptive noise during school
hours, 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 that are 5 dBA below the
specified noise limits to allow suf
ficient 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 to be implemented to
reduce noise levels below the establi shed 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 actions that can be taken to reduce
construction noise levels:
− Halting/staggering concurrent construction activities in certain locations;
− Reducing the speed or intensity of the of heavy -duty construction equipment being operated simultaneously.
− Operate equipment at the lowest possible power levels.

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− Modifying equ ipment, 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 noi
se 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.

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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 surveye d b
uildings. 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 existin g buildings, if any, and install crack gauges on such walls of the buildings to measure changes in existing cracks
during project activities.
− Crack gauges shall be installed on multiple
representative cracks, particularly on sides of the
building facing the Project.
− Determine the number and placement of vibratio n
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 take n
illustrating vibration levels during the course of the
Project, and if/when levels exceed the established
threshold.
− A line and grade pre-construction survey at the affected bui
ldings shall be conducted.
• A Vibration Plan During Demolition and Construction that i
ncludes the following:
− Regularly inspect and photograph crack gauges,
maintaining records of these inspections to be include d i
n postconstruction reporting. Gauges shall be inspected every two weeks, or mor e 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 levels: 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 act ivities 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 f or two
preset velocity levels: a regulatory level that represents when PPV levels would exceed the FTA threshold of
significance 0.12 inch/second for a building given its
conditions, and a warning level that is 0.012 inch/second (PPV) less than the regulatory level.
− Collect vibration data from receptors and report

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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 Joint 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 illustrating the post -construction state of cracks and material conditions that were presented in
the pre -construction assessment report, along with
images of other relevant conditions showing the impact, or lack of impact, of project 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 vib ration data related to project
activities, as well as summarize efforts undertaken to
avoid vibration impacts. Finally, a postconstruction line and grade survey shall also be included in this report. − Perform repairs to buildings if damage is caused by
vibration or movement during the demolition and/or
construction activities. Repairs may be necessary to
address, for example, cracks that expanded as a result of the Project, physical damage visible in post-construction assessment, or holes or connection point s 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 required, equipment shall only be used from the hours of 7:00 AM to 7:00 PM.

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

PDF NOISE-3 Operational (CCP)
The exterior noise level generated by the ATS train, inclusive of all contributing noise sources, shall not exceed the levels specified in Section 2.2.1, Exterior Airborne Noise, ASCE 21 -05 (American Operator JPA/DPW-
Engineering
Division

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Society of Civil Engineers, Automated People Mover Stand ards - Part 2 Section 2.2.1, Exterior Airborne Noise, ASCE 21-05.).29F The design of any barriers along the guideway designed to reduce noise shall be subject to the limits noted in Table 4.10-9.

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 circulatio n 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 constructio n with appropriate wayfinding signage and informatio n
dissemination, with all temporarily relocated bus stops located as close as f
easible to the original bus stop
location.
− Reroute transit bus lines if necessary, during
construction with appropriate 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 deve loped as needed based on the following principles:
• Minimize traffic impacts on residential streets.
• Establish minimum traffic lane requirements for Manchester Boulevard, Florence Avenue, and Prairie Avenue during
construction such that at least the full number of traffic lanes in the peak direction, and if feasible, one traffic lane in the off-peak direc
tion is available, with additional capacity
provided through appropriate detour routes. The directional traffic lanes may be reversible to maintain the peak
directional capacity in either direction as necessitated by traffic demands. For all other streets potentially affected by construction, maintain at least one lane of traffic in each direction unless otherwise approved by the City.
• Maintain access to and from all alleys at one or both ends of

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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 wi thin the Project area or approved detours at all times.
• Provide adequate street access to City service vehicles, including but not limited to trash pickup and street sweeping service vehicles, during planned service times.
• Sidewalk closures should be avoid ed to the degree feasibl e 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 mai ntain safety.
• Establish and maintain wayfinding signage.
• Maintain vehicular and pedestrian access to all businesses and residents impacted by construction activities including roadway closures.
• Hold quarterly community outreach meetings wit h
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 ap
proval which shall consider measures to minimize the
degree and duration of street and lane closures.
• Entry and exit to the Market Street/Florence Avenu e
construction site shall be limited to right turns to/from Florence Avenue for large trucks, constructi on 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, a nd hauling of material from the Project area, shall be scheduled during off -peak hours to avoid the peak commuter traffic periods on designated haul routes.
• Truck deliveries and hauling of dirt, aggregate, bulk cement, and all other materials and equipmen t, shall be on
designated routes only (freeways and nonresidential streets).

Contractor/
Operator

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

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

Appendix B

1 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
12 S. Fair Oaks Avenue, Suite 200, Pasadena, CA 91105-3816 Telephone 626 793 2400, Facsimile 626 793 2401
www.historicresourcesgroup.com
To: Meridian Consultants
From: Paul Travis, AICP; Kari Fowler
Date: February 10, 2023

1. EXECUTIVE SUMMARY
This memorandum has been prepared by Historic Resources Group to serve as an addendum to the Inglewood Transit Connector Historical Resources Technical Report dated October 4, 2021, included as an appendix to the certified Final Environmental Impact Report (EIR) for the Inglewood Transit Connector (ITC) Project.

Since certification of the Final EIR changes have been made to the project (“Proposed Project”) as defined and analyzed in the Final EIR and approved by the City (“Approved Project”). This addendum presents an analysis of the potential for new impacts to identified historical resources due to differences between the Approved Project and the Proposed Project.

Based upon this analysis, this addendum finds that of the ten (10) historical resources identified in the Project Area and Expanded Study Area, the Proposed Project would have a less-than-significant impact on eight (8) of these historical resources, and no impact on two (2) historical resources. There would be no significant impacts to historical resources as a result of the Proposed Project. Therefore, this addendum finds that the Proposed Project would not result in a substantial adverse change in the significance of historical resources, and thus the Proposed Project would not have a significant effect on the environment as defined by CEQA. These impact findings represent no change from the findings presented in the Historical Resources Technical Report dated October 4, 2021. The analysis presented in this addendum finds no new significant impacts to identified historical resources as a result of the Proposed Project.
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2. DIFFERENCES BETWEEN THE APPROVED PROJECT AND THE PROPOSED PROJECT1 The Inglewood Transit Connector (ITC) Project (Approved Project) is an approximately 1.6-mile, three station, fully elevated, electrically powered Automated Transit System (ATS), extending service from the Metro K Line Downtown Inglewood Station to the City’s sports and entertainment areas, including the Forum, the Los Angeles Stadium and Entertainment District (LASED) at Hollywood Park (including SoFi Stadium), and the Inglewood Basketball and Entertainment Center (IBEC). The ATS alignment begins at the intersection of Market Street and Florence Avenue, continuing along Manchester Avenue and Prairie Avenue, and ending at the intersection of Prairie Avenue and Hardy Street. The Proposed Project differs from the Approved Project as described below.

Relocation of the MSF
The Approved Project includes a Maintenance and Storage Facility (MSF) to provide regular and preventive maintenance for the ATS trains, vehicle storage, and an operations control center. One of the differences between the Approved Project and the Proposed Project is the location of the MSF.

Under the Approved Project, the MSF is located on the block bounded by E. Manchester Boulevard, E. Hillcrest Boulevard, E. Nutwood Street, and E. Spruce Avenue (referred to as the Vons Site). Under the Proposed Project, the MSF is located on the same site as the Market Street/Florence Avenu e
S
tation, comprising the block bounded by N. Market Street, E. Florence Avenue, S. Locust Street, and E. Regent Street. The MSF, with a building area of approximately 75,000 square feet and measuring approximately 75 feet in height (from existing grade to top of roof), would be situated immediately adjacent to the eastern side of the station.

Shifting of the Guideway Along Market Street
The Approved Project includes an elevated guideway largely located within the public rights-of-way for the streets and sidewalk areas along Market Street, Manchester Boulevard, and Prairie Avenue.

One of the differences between the Approved Project and the Proposed Project is the location of the guideway alignment within the Market Street public right-of-way between E. Regent Street and E.

Manchester Boulevard. Under the Proposed Project, the guideway along Market Street has been shifted to the east.

Lowering of the Guideway Along Market Street
One of the differences between the Approved Project and the Proposed Project is the height of the guideway structure along Market Street between E. Regent Street and E. Manchester Boulevard. Under the Approved Project, the height of the guideway structure at the Fox Theater would be approximately 52 feet as measured from the existing grade to the bottom of the guideway. Under the Proposed Project, the height of the guideway at this location would be approximately 43 feet. As a result, the guideway structure approaching this portion of the alignment from the north and south would similarly be lower. Nowhere along Market Street does the guideway height fall below the 40- foot height minimum previously analyzed in the Historical Resources Technical Report. 1 As provided by the Applicant.
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ISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
FIGURE 1. Project Area Map for the Proposed Project

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HISTORIC RESOURCES GROUP

3. DIFFERENCES IN THE EXPANDED STUDY AREA
To identify historical resources that could be impacted by the Approved Project, the Historical Resources Technical Report examined the site of the Approved Project (Project Area) and the immediately surrounding area (Expanded Study Area) to determine if historical resources are present.

The Draft EIR defined the “Expanded Study Area” to encompass what is expected to be the maximum extent within which project impacts could occur. The Expanded Study Area includes all parcels fronting the alignment right-of-way on both sides. In addition, where there would be substantial new construction outside of the alignment right-of-way, parcels immediately adjacent to or across from the new construction have been included in the Expanded Study Area.

Due to differences between the Approved Project and the Proposed Project, a number of parcels have been eliminated from the Expanded Study Area. Under the Proposed Project, eleven (11) parcels situated immediately across the street from the Vons Site have been removed from the Expanded Study Area due to the relocation of the MSF from the Vons Site to the same site as the Market Street/Florence Avenue Station. No parcels have been added to the Expanded Study under the Proposed Project. As such, there is no potential for new impacts to identified historical resources due to differences between the Approved Project and the Proposed Project. 5 H

ISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
FIGURE 2. Expanded Study Area Map for the Proposed Project

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HISTORIC RESOURCES GROUP

4. SUMMARY OF HISTORICAL RESOURCES
As described in the Historical Resources Technical Report, ten (10) historical resources have been identified in the Project Area and Expanded Study Area. There is no change to the identified historical resources due to differences between the Approved Project and the Proposed Project. These historical resources are summarized below.2
TABLE 1. Identified Historical Resources (listed north to south)

ADDRESS APN DATE NAME DESCRIPTION CURRENT

EVALUATION
260 N Locust St 4015026039 1914 Holy Faith Episcopal
Church
Religious complex
(church, rectory and
school)
Appears eligible
for listing in

NR & CR
158-170 N Market St 4021007012 1967 Former United Bank of California (now Broadway
Federal Bank)
Branch bank Appears eligible
for listing in CR
115 N Market St 4021008006 1949 Former Fox Theater Neighborhood movie theater
Listed in
NR and CR
100 N Market St/307
E Queen St
4021007024 1927 Former Bank of Inglewood
(now Vajra Books & Gifts)
Two-story mixed-use
commercial building
Appears eligible
for listing in

NR & CR
129-139 S Market St 4021009031 1941,
addition
and
remodel
1954
Former J.C. Penney (now
Inglewood Marketplace)
Two-story retail
commercial building
Appears eligible
for listing in CR
149-155 S Market
St/231-239 E
Manchester Bl
4021009017 1928 Professional Building Two-story mixed-use commercial building
Appears eligible
for listing in CR
320-330 E
Manchester Bl
4021013018 1948 Bank of America Branch bank Appears eligible for listing in CR
720 E Florence Ave 4012031930 1905 Inglewood Park Cemetery Cemetery Appears eligible for listing in

NR & CR
3900 W Manchester
Bl
4025001002 1967 The Forum Multi-purpose indoor
arena
Listed in
NR and CR
619-635 S Prairie Ave 4021038027 1948,
addition c.
1960
Lighthouse McCormick
Mortuary
Two-story chapel and
mortuary building
Appears eligible
for listing in CR

2 The Market Street corridor in downtown Inglewood was evaluated for its eligibility as a historic district. However, despite its significance for its association with early- and mid-20th century commercial development in the City of Inglewood, it was determined that Market Street does not retain sufficient integrity to convey its significance and thus does not meet the criteria to qualify as a historic district. As such, the Market Street corridor is not a historical resource under CEQA. 7 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
FIGURE 3. Map of Identified Historical Resources

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5. ANALYSIS OF THE POTENTIAL FOR NEW IMPACTS
This section presents an analysis of the potential for new impacts to identified historical resources due to differences between the Approved Project and the Proposed Project.

Framework for Analysis
Guidelines for Implementation of CEQA, codified at Title 14 California Code of Regulations section 15000 et seq., state that “a project that may cause a substantial adverse change in the significance of a historical resource is a project that may have a significant effect on the environment.”3 A substantial adverse change in the significance of a historical resource means the “physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of an historical resource would be materially impaired.4
The CEQA Guidelines go on to state that the significance of an historical resource is materially impaired when a project ”[d]emolishes or materially alters in an adverse manner those physical characteristics of a historical resource that convey its historical significance and that justify its inclusion in, or eligibility for, inclusion in the California Register of Historical Resources…local register of historical resources…or its identification in a historical resources survey.”5 As a property conveys its significance as a historical resource through its physical characteristics, the test for determining whether or not a proposed project will have a significant impact on an identified historical resource is whether or not the project will alter in an adverse manner the integrity of the historical resource such that it would no longer be eligible for listing in the National or California Registers.

The Historical Resources Technical Report provided a detailed analysis of spatial and visual relationships between the proposed ATS guideway and each identified historical resource to determine the extent of potential direct and indirect impacts under the Approved Project. Aspects of this analysis included the distance of the ATS guideway from the resource’s primary façade; the height of the guideway in relation to the height of the resource; and the number, dimensions and placement of support columns in relation to the resource. Based upon these detailed analyses, significant impacts to individual historical resources—specifically substantial visual obstruction to important views—were identified and disclosed. Where there would be sufficient horizontal distance, vertical clearance, and limited visual obstruction of the historical resource from the ATS guideway, the potential impact was deemed less than significant.

As noted above, the Proposed Project differs from the Approved Project in several ways, including the relocation of the MSF, shifting of the guideway alignment along Market Street to the east, and the lowering of the height of the guideway structure along Market Street as measured from the existing grade. These differences between the Approved Project and the Proposed Project would alter the spatial and visual relationships between the proposed ATS guideway and the identified historical

3 CEQA Guidelines, Section 15064.5(b).
4 Ibid., Section 15064.5(b)(1).
5 Ibid., Section 15064.5(b)(2).
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HISTORIC RESOURCES GROUP
resources along Market Street, and thus have the potential to introduce new impacts related to visual obstructions and important views of these historical resources. As such, a re-analysis of potential impacts to each identified historical resource is warranted.

The significance of a historical resource may be materially impaired through project impacts both direct and indirect. Direct or primary impacts are caused by the project and occur at the same time and place.6 Examples of direct impact may include the demolition, material alteration, relocation, or conversion of a historical resource and/or important character-defining features. Indirect or secondary impacts are reasonably foreseeable and caused by a project but occur at a different time or place.7 Examples of indirect impacts may include visual, auditory, and atmospheric changes to the surroundings of an historical resource that alters or removes part of all of its associated setting.

Analysis of Potential New Impacts
The analysis presented below is organized by historical resource as these properties occur along the alignment from north to south. At each historical resource, differences between the Approved Project and the Proposed Project are analyzed to determine the potential for new impacts not previously analyzed in the Historical Resources Technical Report.
260 N. Locust Street (Holy Faith Episcopal Church )
This property, located at the southeast corner of Locust Street and Grace Avenue, contains the Holy Faith Episcopal Church complex, including a church, rectory and school. The Holy Faith Episcopal Church property is situated within the Expanded Study Area. The Approved Project would acquire the block bounded by N. Market Street, E. Florence Avenue, S. Locust Street, and E. Regent Street; demolish the existing one-story shopping center and restaurant buildings; and construct an elevated ATS guideway set on support columns and the Market Street/Florence Avenue Station. The Holy Faith Episcopal Church property is situated across Locust Street from this block. The impacts analysis outlined in the Historical Resources Technical Report found no impacts, direct or indirect, to the Holy Faith Episcopal Church property.

One of the differences between the Approved Project and the Proposed Project would occur in the near vicinity of the Holy Faith Episcopal Church property: the relocation of the MSF from the Vons Site to the same site as the Market Street/Florence Avenue Station. As such, there is the potential for new impacts to this historical resource under the Proposed Project which warrants additional analysis.

Under the Approved Project, the new construction would be separated from the Holy Faith Episcopal Church property by the width of a residential street (Locust Street), with the closest support column more than 200 feet from the Church. Under the Proposed Project, the MSF structure would be situated immediately adjacent to the station to the east, resulting in substantial new construction directly across the street from this historical resource. Under the Proposed Project, the distance

6 14 California Code of Regulations, Section 15358 (a)(1). 7 14 California Code of Regulations, Section 15358 (a)(2). 10 H

ISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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between the new construction and the façade of the Holy Faith Episcopal Church building would be approximately 94 feet, or about half the distance previously analyzed.

The Proposed Project would 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. The Proposed Project would erect substantial new physical structures across the street from the Holy Faith Episcopal Church property, thereby changing its physical surroundings to the west. The setting of a historical resource includes features within its boundaries as well as its immediate surroundings. 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 Proposed 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 new construction 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 new construction a substantial distance from the Church property would not substantially alter its setting. The important setting features located within the boundaries of the church property would remain unchanged by the Proposed Project. The areas to be redeveloped by the Proposed Project have been substantially altered over time and have no important spatial or visual relationships with the church property.

Because the Proposed Project would not physically alter the Holy Faith Episcopal Church property and would not alter its surroundings in any meaningful way, it would not result in a substantial adverse change in the significance of the historical resource. All of the aspects of integrity 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, there would be no impact to the Holy Faith Episcopal Church property as a result of the Proposed Project.
[For plan and section drawings illustrating the relationship between the Proposed Project and the Holy Faith Episcopal Church property, see Exhibit 100 in Appendix A.] 158-170 N. Market Street (former United Bank of California) This property, located at the southeast corner of Market and Regent streets, contains a 9,000-square- foot branch bank building (now Broadway Federal Bank) and rear surface parking lot. The former United Bank of California building is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of 11 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the former United Bank of California building, which is situated on the east side of Market Street. The impacts analysis outlined in the Historical Resources Technical Report found no direct impacts to the former United Bank of California property, and that indirect impacts as a result of the Approved Project would be less than significant.

Two of the differences between the Approved Project and the Proposed 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. As such, there is the potential for new impacts to this historical resource under the Proposed Project which warrants additional analysis.

Under the Approved Project, the horizontal distance from the edge of the guideway would be approximately 38 feet from the building façade and approximately 24 feet from the projecting canopy (assuming a guideway width of 42 feet). Because the former United Bank of California building is situated on the east side of Market Street, the shifting of the guideway to the east along Market moves the guideway closer to this historical resource. Under the Proposed Project, the guideway would be approximately 33 feet from the building façade and approximately 20 feet from the projecting canopy (assuming a guideway width of 32 feet), or approximately 5 feet closer than previously analyzed. 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 would clear the top of the building by approximately 17 feet.

The Proposed 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. The Proposed Project would erect a substantial new physical structure in front of and within close proximity of the buildings along Market Street, altering their setting and potentially interfering with the visual and spatial relationships between these buildings and their immediate surroundings. Because the United Bank of California building is slightly set back from the property line, important setting features are limited to the building parcel and the configuration of the street and sidewalk fronting the building’s east façade. New construction has the potential to encroach upon and reduce the generally open area of public street and sidewalk that partly defines the building’s setting.

New construction also has the potential to limit the building’s ability to convey its historic significance by substantially obscuring its primary façade when viewed from the west side of Market Street—an important vantage point from which to understand the building’s overall scale, massing, composition, and design. The building’s secondary façade along Regent Street would not be obscured.

Under the Proposed 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 Exhibit 101 in Appendix 12 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
A, the Proposed Project is able to 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 Proposed Project would alter the setting of the historical resource by placing new construction along Market Street. However, this alteration to setting would not substantially interfere with the visual and spatial relationships between the building and its immediate surroundings. 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 United Bank of California building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Proposed Project would be less than significant. [For plan and section drawings illustrating the relationship between the Proposed Project and the former United Bank of California building, see Exhibit 101 in Appendix A.] 115 N. Market Street (former Fox Theater)
This property, located on the west side of Market Street between Regent and Queen streets, contains a 1,008-seat neighborhood movie theater building. The former Fox Theater building is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the former Fox Theater building, which is situated on the west side of Market Street. The impacts analysis outlined in the Historical Resources Technical Report found no direct impacts to the former Fox Theater building, and that indirect impacts as a result of the Approved Project would be less than significant.

Two of the differences between the Approved Project and the Proposed 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. As such, there is the potential for new impacts to this historical resource under the Proposed Project which warrants additional analysis.

Under the Approved Project, the horizontal distance from the edge of the guideway would be approximately 28 feet from the building façade and approximately 17 feet from the projecting marquee (assuming a guideway width of 42 feet). 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 moves the guideway further from this historical resource. Under the Proposed Project, the guideway would be approximately 44 feet from the building façade and 33 feet from the projecting marquee (assuming a guideway width of 32 feet), or approximately 16 feet further away than previously analyzed. At this point along the alignment, and for 100 feet on either side of the resource, the bottom of the guideway would be elevated approximately 43 feet above the roadway. The main volume of the Fox Theater building measures approximately 38 feet in height, with its monumental sign pylon—an important component of the building’s design—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, it would not vertically clear the sign pylon.
13 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
The Proposed 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.

The Proposed Project would erect a substantial new physical structure in front of and within close proximity of the former Fox Theater, altering its setting and potentially interfering with the visual and spatial relationships between these building and its immediate surroundings. Because the former Fox Theater building is built to the property line, important setting features are limited to the scale of the surrounding development and configuration of the street and sidewalk fronting the building’s east façade. New construction has the potential to encroach upon and reduce the generally open area of public street and sidewalk that defines the building’s setting. New construction also has the potential to limit the building’s ability to convey its historic significance by substantially obscuring its primary façade when viewed from the east side of Market Street—an important vantage point from which to understand the building’s overall scale, massing, composition, and design.

Under the Proposed 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 viewed from the east side of Market Street. The building’s overall scale, massing, composition, and design would remain readily discernable. As illustrated in Exhibit 102 in Appendix A, the Proposed Project is able to 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.

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 Proposed Project would be less than significant.
[For plan and section drawings illustrating the relationship between the Proposed Project and the former Fox Theater building, see Exhibit 102 in Appendix A.] 100 N. Market Street/307 E. Queen Street (former Bank of Inglewood) This property, located at the northeast corner of Market and Queen streets, contains a two-story, 9,258 square-foot mixed-use commercial building (now Vajra Books & Gifts). The former Bank of Inglewood building is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the former Bank of Inglewood building, which is situated on the east side of Market Street. The impacts analysis outlined in the Historical Resources 14 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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Technical Report found no direct impacts to the former Bank of Inglewood building, and that indirect impacts as a result of the Approved Project would be less than significant.

Two of the differences between the Approved Project and the Proposed Project would occur in the near vicinity of the former Bank of Inglewood 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. As such, there is the potential for new impacts to this historical resource under the Proposed Project which warrants additional analysis.

Under the Approved Project, the horizontal distance from the edge of the guideway would be approximately 29 feet from the building façade (assuming a guideway width of 42 feet). Because the former Bank of Inglewood building is situated on the east side of Market Street, the shifting of the guideway to the east along Market moves the guideway closer to this historical resource. Under the Proposed Project, the guideway would be approximately 24 feet from the building façade (assuming a guideway width of 32 feet), or approximately 5 feet closer than previously analyzed. At this point along the alignment, the bottom of the guideway would be elevated approximately 42 feet above the roadway. The former Bank of Inglewood building measures approximately 33 feet in height. Thus, the guideway would clear the top of the building by approximately nine feet.

The Proposed Project would not physically 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. The Proposed Project would erect a substantial new physical structure in front of and within close proximity of the buildings along Market Street, altering their setting and potentially interfering with the visual and spatial relationships between these buildings and their immediate surroundings. Because the former Bank of Inglewood building is built to the property line, important setting features are limited to the scale of the surrounding development and configuration of the street and sidewalk fronting the building’s west and south façades. New construction has the potential to encroach upon and reduce the generally open area of public street and sidewalk that defines the building’s setting. New construction also has the potential to limit the building’s ability to convey its historic significance by substantially obscuring its primary façade when viewed from the west side of Market Street—an important vantage point from which to understand the building’s overall scale, massing, composition, and design. The building’s façade along Queen Street would not be obscured.

Under the Proposed 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 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 Exhibit 103 in Appendix A, the Proposed Project is able to 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.

HISTORIC RESOURCES GROUP
and spatial relationships between the building and its immediate surroundings. 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 Bank of Inglewood building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Proposed Project would be less than significant.
[For plan and section drawings illustrating the relationship between the Proposed Project and the former Bank of Inglewood building, see Exhibit 103 in Appendix A.] 129-139 S. Market Street (former J.C. Penney )
This property, located on the west side of Market Street between Queen Street and Manchester Boulevard, contains a two-story, 62,583 square-foot commercial retail building (now Inglewood Marketplace). The former J.C. Penney building is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the former J.C.

Penney building, which is situated on the west side of Market Street. The impacts analysis outlined in the Historical Resources Technical Report found no direct impacts to the former J.C. Penney building, and that indirect impacts as a result of the Approved Project would be less than significant.

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. As such, there is the potential for new impacts to this historical resource under the Proposed Project which warrants additional analysis.

Under the Approved Project, the horizontal distance from the edge of the guideway would be approximately 28 feet from the building façade and approximately 21 feet from the projecting canopy at its closest point (assuming a guideway width of 42 feet). Because the former J.C. Penney building is situated on the west side of Market Street, the shifting of the guideway to the east along Market moves the guideway further from this historical resource. Under the Proposed Project, the guideway would be approximately 44 feet from the building façade at its closest point (assuming a guideway width of 32 feet), or approximately 16 feet further than previously analyzed. 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 Proposed 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. The Proposed Project would erect a substantial new physical structure in front of and within close proximity of the buildings along Market Street, altering their setting and potentially interfering with the visual and spatial relationships between these buildings and their immediate surroundings.

Because the former J.C. Penney building is built to the property line, important setting features are limited to the scale of the surrounding development and configuration of the street and sidewalk 16 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
fronting the building’s east façade. New construction has the potential to encroach upon and reduce the generally open area of public street and sidewalk that defines the building’s setting. New construction also has the potential to limit the building’s ability to convey its historic significance by substantially obscuring its primary façade when viewed from the east side of Market Street—an important vantage point from which to understand the building’s overall scale, massing, composition, and design.

Under the Proposed 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 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 Exhibit 104 in Appendix A, the Proposed Project is able to 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.

Thus, after implementation of the Proposed 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 Proposed Project would be less than significant.
[For plan and section drawings illustrating the relationship between the Proposed Project and the former J.C. Penney building, see Exhibit 104 in Appendix A.] 149-155 S. Market Street/231 -239 E. Manchester Boulevard (Professional Building ) This property, located at the northwest corner of Market Street and Manchester Boulevard, contains a two-story, 6,000 square foot mixed-use commercial building. The Professional Building is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Market Street between Regent Street and Manchester Boulevard. The guideway would be elevated above the roadway and sidewalks, passing directly in front of the Professional Building, which is situated on the west side of Market Street. The impacts analysis outlined in the Historical Resources Technical Report found no direct impacts to the Professional Building, and that indirect impacts as a result of the Approved Project would be less than significant.

Two of the differences between the Approved Project and the Proposed Project would occur in the near vicinity of the Professional 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. As such, there is the potential for new impacts to this historical resource under the Proposed Project which warrants additional analysis. 17 H

ISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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Under the Approved Project, the horizontal distance from the edge of the guideway would be approximately 47 feet from the building façade at its closest point (assuming a guideway width of 42 feet). Because the Professional Building is situated on the west side of Market Street, the shifting of the guideway to the east along Market moves the guideway further from this historical resource. Under the Proposed Project, the guideway would be approximately 61 feet from the building façade at its closest point (assuming a guideway width of 32 feet), or approximately 14 feet further than previously analyzed. At this point along the alignment, the 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.

The Proposed 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.

The Proposed Project would erect a substantial new physical structure in front of and within close proximity of the buildings along Market Street, altering their setting and potentially interfering with the visual and spatial relationships between these buildings and their immediate surroundings. Because the Professional Building is built to the property line, important setting features are limited to the scale of the surrounding development and configuration of the street and sidewalk fronting the building’s east and south façades. New construction has the potential to encroach upon and reduce the generally open area of public street and sidewalk that defines the building’s setting. New construction also has the potential to limit the building’s ability to convey its historic significance by substantially obscuring its primary façade when viewed from the east side of Market Street—an important vantage point from which to understand the building’s overall scale, massing, composition, and design. The building’s secondary façade along Manchester Boulevard would not be obscured.

Under the Proposed 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 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 Exhibit 104 in Appendix A, the Proposed Project is able to 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.

Thus, after implementation of the Proposed Project, the Professional Building would continue to convey its historic significance. As such, impacts to this historical resource as a result of the Proposed Project would be less than significant.
[For plan and section drawings illustrating the relationship between the Proposed Project and the Professional Building, see Exhibit 104 in Appendix A.]
18 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
320-330 E. Manchester Boulevard (Bank of America )
This property, located at the southwest corner of Manchester Boulevard and Locust Street, contains a 21,976 square-foot bank building and a rear surface parking lot. The Bank of America building is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Manchester Boulevard, between Market Street and Prairie Avenue. The Bank of America building is situated on the south side of Manchester Boulevard, immediately adjacent to where the new ATS guideway would be located. The impacts analysis outlined in the Historical Resources Technical Report found no direct impacts to the Bank of America building, and that indirect impacts as a result of the Approved Project would be less than significant.

None of the differences between the Approved Project and the Proposed Project would occur the near vicinity of the Bank of America building. As such, there is no potential for new impacts to this historical resource under the Proposed Project.
720 E. Florence Avenue (Inglewood Park Cemetery )
This property, located at the northeast corner of Manchester Boulevard and Prairie Avenue, contains an approximately 200-acre cemetery. The Inglewood Park Cemetery property is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Manchester Boulevard west of Prairie Avenue, and within the public right-of-way of Prairie Avenue south of Manchester Boulevard. The Project would also construct a station at the southeast corner of Manchester and Prairie. The impacts analysis outlined in the Historical Resources Technical Report found no impacts, direct or indirect, to the Inglewood Park Cemetery property.

None of the differences between the Approved Project and the Proposed Project would occur in the near vicinity of the Inglewood Park Cemetery property. As such, there is no potential for new impacts to this historical resource under the Proposed Project. 3900 W. Manchester Boulevard (The Forum )
This property, located at the southeast corner of Manchester Boulevard and Prairie Avenue, contains the Forum, a multi-purpose indoor arena, surrounded by an expansive surface parking lot. The Forum property is situated within the Project Area, along the east side of the ATS alignment as it travels north/south along Prairie Avenue. The Approved Project would construct an elevated ATS guideway on the west side of Prairie Avenue. The Project also includes the relocation of traffic lanes on Prairie Avenue, resulting in an encroachment into the Forum property along its western boundary. The impacts analysis outlined in the Historical Resources Technical Report found that direct and indirect impacts to the Forum property as a result of the Approved Project would be less than significant.

None of the differences between the Approved Project and the Proposed Project would occur in the near vicinity of the Forum property. As such, there is no potential for new impacts to this historical resource under the Proposed Project.
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619-635 S. Prairie Avenue (Lighthouse McCormick Mortuary ) This property, located at the northwest corner of Prairie Avenue and La Palma Drive, contains a two- story, 9,352 square-foot chapel and mortuary building. The Lighthouse McCormick Mortuary property is situated within the Expanded Study Area. The Approved Project would construct an elevated ATS guideway set on support columns within the public right-of-way of Prairie Avenue between Manchester Boulevard and Hardy Street. The Lighthouse McCormick Mortuary property is situated on the west side of Prairie Avenue, immediately adjacent to where the new ATS guideway would be located. The impacts analysis outlined in the Historical Resources Technical Report found no direct impacts to the Lighthouse McCormick Mortuary building, and that indirect impacts as a result of the Approved Project would be less than significant.

None of the differences between the Approved Project and the Proposed Project would occur in the near vicinity of the Lighthouse McCormick Mortuary building. As such, there is no potential for new impacts to this historical resource under the Proposed Project.

Summary of Impacts
To summarize, this addendum finds that the Proposed Project would result in both direct and indirect impacts to historical resources under CEQA. Of the ten (10) historical resources identified in the Project Area and Expanded Study Area, the Proposed Project would have a less-than-significant impact on eight (8) historical resources, and no impact on two (2) historical resources. There would be no significant impacts to historical resources as a result of the Proposed Project. Therefore, this addendum finds that the Proposed Project would not result in a substantial adverse change in the significance of historical resources, and thus the Proposed Project would not have a significant effect on the environment as defined by CEQA.

These impact findings represent no change from the findings presented in the Historical Resources Technical Report dated October 4, 2021. The analysis presented in this addendum finds no new significant impacts to identified historical resources as a result of the Proposed Project.

TABLE 2. Summary of Impacts to Historical Resources (listed north to south)

ADDRESS APN NAME NO IMPACT

LESS THAN

SIGNIFICANT
IMPACT

SIGNIFICANT
IMPACT
260 N Locust St 4015026039 Holy Faith Episcopal
Church 
158-170 N Market St 4021007012 Former United Bank of
California (now Broadway
Federal Bank)

115 N Market St 4021008006 Former Fox Theater

20 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP

ADDRESS APN NAME NO IMPACT

LESS THAN

SIGNIFICANT
IMPACT

SIGNIFICANT
IMPACT
100 N Market St/307 E
Queen St
4021007024 Former Bank of
Inglewood (now Vajra
Books & Gifts)

129-139 S Market St 4021009031 Former J.C. Penney (now
Inglewood Marketplace) 
149-155 S Market St/231-
239 E Manchester Bl
4021009017 Professional Building

320-330 E Manchester Bl 4021013018 Bank of America

720 E Florence Ave 4012031930 Inglewood Park Cemetery

3900 W Manchester Bl 4025001002 The Forum

619-635 S Prairie Ave 4021038027 Lighthouse McCormick
Mortuary 

21 HISTORICAL RESOURCES TECHNICAL REPORT ADDENDUM
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HISTORIC RESOURCES GROUP
APPENDIX A: PLAN & SECTION DRAWINGS
This appendix contains plan and section drawings illustrating the relationship between the Proposed Project and each identified historical resource for which there is the potential for new impacts due to differences between the Approved Project and the Proposed Project. These historical resources include the Holy Faith Episcopal Church; the former United Bank of California (now Broadway Federal Bank); the former Fox Theater; the former Bank of Inglewood (now Vajra Books & Gifts); the former J.C. Penney (now Inglewood Marketplace); and the Professional Building.

35 3031323334
363738
29 12345678
1011121314
9 1234
36 37
38 39
40 41
42 43
1213141516
LOT 2
LOT 1
HOLY FAITHEPISCOPALCHURCH241.4'94.0'

CITY OF INGLEWOODTRANSIT CONNECTORHOLY FAITH EPISCOPALCHURCH EXHIBIT 100SITE PLANSCALE: 1" = 30'

LOCUST STGRACE AVE

FLORENCE AVE

LEGENDCENTER OF GUIDEWAY TRACKEDGE OF GUIDEWAY
NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND

CONFIGURATIONS ARE AS SHOWN IN THE FEIR
NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND

CONFIGURATIONS ARE AS SHOWN IN THE FEIR
51 52
19 20
21 22
23 24
25 FORMER
UNITED

BANK OF

CALIFORNIA

19.9'

32.2'

33.3'

17.0' 17.0'

14.0' 16.0'
FORMER

UNITED BANK

OF CALIFORNIA

EXISTING PROPERTY LINE

EXISTING PROPERTY LINE
18'-0"

SIDEWALK
18'-0" MIN

PARKING
17'-0"
LANE
11'-0"
ISLAND
14'-16'
LANE
8'-0"

PARKING
11'-0"

SIDEWALK
8'-0"
COLUMN
32'-0"

GUIDEWAY
16'-0" 7'-0"7'-0"
64'-0"

EXISTING ROADWAY CORRIDOR
100' EXISTING RIGHT OF WAY

LINE OF SIGHT
VARIES

CITY OF INGLEWOOD

TRANSIT CONNECTOR

FORMER UNITED BANK OF

CALIFORNIA
EXHIBIT 101

SECTION VIEW
SCALE: N.T.S

PLAN VIEW
SCALE: 1" = 20'

E REGENT STREET

MARKET STREET

E REGENT STREET
LEGEND

CENTER OF GUIDEWAY TRACK

EDGE OF GUIDEWAY

NO CHANGE TO COLUMN WIDTH AS

A RESULT OF THE VE OPTION
NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND

CONFIGURATIONS ARE AS SHOWN IN THE FEIR
BOTTOM OF GUIDEWAY +40.00
TRACK LEVEL +49.00
32'-0"
CITY OF INGLEWOODTRANSIT CONNECTORFOX THEATEREXHIBIT 102SECTION VIEWSCALE: N.T.S 3'-0" FOX THEATER
10'-0"

HISTORIC BUILDING FACADE LIMITS
100'-0" 10'-0"

OPTIMAL

VIEWPOINT LINE

VIEW ANGLE

CENTERLINE OF

PROPERTY AT

FOX THEATRE

CENTERLINE OF

RAIL ALIGNMENT

EDGE OF

GUIDEWAY ABOVE

GUIDEWAY
COLUMN, TYP.

FORMER

BANK OF

INGLEWOOD
24'-6"
18'-6"
43'-9"
32'-8"
PLAN VIEWSCALE: N.T.S.LEGENDCENTER OF GUIDEWAY TRACKEDGE OF GUIDEWAY 17'-6"
100' EXISTING RIGHT OF WAY

EXISTING BLDG EXISTING

PROPERTY LINE

EXISTING

PROPERTY LINE EXISTING BLDG

LINE OF SIGHT

BUILDING BUILDING
CODE
LIMIT
ITC+,
RAISED
MEDIAN

BOTTOM OF GUIDEWAY

TRACK LEVEL
+43.00'
+52.00'

SIDEWALK

SIDEWALK LANE PARKING
LANE

LANE PARKING
LANE

EXISTING GROUND LINE
76'-0"

EYE HEIGHT
5'-10"
3'-0"
CODE
LIMIT

EXISTING ROADWAY CORRIDOR
64'-0"
11'-0" 14'-6" 9'-0" 11'-0"
COL.

VARIES
MAX. HEIGHT OF GUIDEWAY AT FOX THEATER
AND FOR 100' EITHER SIDE OF THEATER
MIN. HEIGHT OF SOFFIT AT FOX THEATER AND
FOR 100' EITHER SIDE OF THEATER

NO CHANGE TO GUIDEWAY OR COLUMN

WIDTH AS A RESULT OF THE VE OPTION

NO CHANGE TO COLUMN WIDTH
32'-0"
151617181920
34353618.2'FORMERBANK OFINGLEWOOD24.2'36.2'12.0'11.0'14.0'17.0'

EXISTING PROPERTY LINE
EXISTING PROPERTY LINE18'-30'SIDEWALK0'-18' MINPARKING
14'-0"LANE11'-0"SIDEWALK
64'-0"EXISTING ROADWAY CORRIDOR100' EXISTING RIGHT OF WAY

FORMER BANK OF INGLEWOOD
LINE OF SIGHT11'-0"ISLAND
8'-0"COLUMN
32'-0"GUIDEWAY16'-0"7'-0"7'-0"
8'-0"PARKING
11'-0"LANEVARIESVARIES12'-0"LANE
CITY OF INGLEWOODTRANSIT CONNECTORFORMER BANK OF INGLEWOODEXHIBIT 103SECTION VIEWSCALE: N.T.S PLAN VIEWSCALE: 1" = 20'

E QUEEN STREETE QUEEN STREET

MARKET STREET

LEGENDCENTER OF GUIDEWAY TRACKEDGE OF GUIDEWAY

MINIMUM DISTANCE FROM BUILDING TO EDGE

OF GUIDEWAY

NO CHANGE TO COLUMN WIDTH AS

A RESULT OF THE VE OPTION
NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND

CONFIGURATIONS ARE AS SHOWN IN THE FEIR
BOTTOM OF GUIDEWAY +42.00
TRACK LEVEL +51.00
32'-0"

EXISTING PROPERTY LINE

EXISTING PROPERTY LINE
18'-0"

SIDEWALK
9'-0"

PARKING
23'-6" MIN
LANES
12'" MIN
LANE
9'-0"

PARKING
11'-0"

SIDEWALK
64'-0"

EXISTING ROADWAY CORRIDOR
100' EXISTING RIGHT OF WAY

FORMER JC PENNY

PROFESSIONAL BUILDING

LINE OF SIGHT
11'-0" MIN
ISLAND
8'-0"
COLUMN
32'-0"

GUIDEWAY
16'-0" 7'-0"7'-0"

VARIESVARIES VARIES
20 21
22 23
24 25
26 27
28 61.2'

36.3'

57.9'
FORMER

JC PENNEY

PROFESSIONAL

BUILDING

44.2'

64.5'

VAN CARVAN CAR

23.5'

12.0'

CITY OF INGLEWOOD

TRANSIT CONNECTOR

FORMER JC PENNEY AND

PROFESSIONAL BUILDING
EXHIBIT 104

SECTION VIEW
SCALE: N.T.S

PLAN VIEW
SCALE: 1" = 20'

MARKET STREET

MANCHESTER AVE
LEGEND

CENTER OF GUIDEWAY TRACK

EDGE OF GUIDEWAY

NO CHANGE TO COLUMN WIDTH AS

A RESULT OF THE VE OPTION
NOTE: UNLESS OTHERWISE SHOWN, DIMENSIONS AND

CONFIGURATIONS ARE AS SHOWN IN THE FEIR
BOTTOM OF GUIDEWAY +43.00
TRACK LEVEL +52.00
32'-0"

Appendix C

Los Angeles Office
706 S. Hill Street, 11th Floor
Los Angeles, CA 90014
Westlake Village Office
860 Hampshire Road, Suite P
Westlake Village, CA 91361 Date: March 30, 2023
T
o: Lisa Trifiletti
Trifiletti Consulting, Inc.

Fr
om: Christ Kirikian
Principal | Director of Air Quality & Acoustics
Su
bject: Inglewood Transit Connector (ITC) Project VE Option Air Quality Assessment Update

INTRODUCTION
This technical memorandum documents the results of an updated air quality assessment evaluation for the proposed changes to the Inglewood Transit Connector Project (Approved Project). This memorandum provides an update to the environmental information in the Final E nvironmental Impact Report (Final EIR) related to air quality, analysis of the impacts of the proposed changes and presents a comparison of the impacts of this proposal with the impacts identified in the Final EIR.

The air quality assessment contained in this memorandum provides an updated construction and operation analysis due to the Proposed Modified Project, using the same guidelines and methodol ogies included in the certified Final EIR. A comparison of the Proposed Project results to those of the Approved Project is also provided in this memorandum.

PROPOSED MODIFIED PROJECT
As part of the City’s procurement process throughout 2022 for the selection of a developer to implement the Project, alternative design concepts were discussed with each of the 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 electing to refine the Project design in a manner that would generate significant cost savings and a substantial reduction in the construction schedule for the Project. This Addendum evaluates these proposed Project refinements.

The proposed changes to the design of the Approved Project are provided in Table 1: ITC Project Component Locations and Sizes Comparison. The primary changes proposed are the relocati on of the MSF from the approved location at 500 E. Manchester Boulevard to the Market Street/Florence Avenue Station site and the realignment and reduction in height of the system guideway on Market Street.

TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size Guideway
A) Located predominantly within
the existing public right-of-
way of Market Street,
Manchester Boulevard, and
Prairie Avenue.

Along Market Street, the
guideway is located in the
center of the street with the
bottom of the guideway at 52’
above the street.

Maximum widths are at
stations and approaches to
stations.

Approximately 3
straddle bents would
be eliminated from
the Manchester
Boulevard section of
the guideway. This
reduction in straddle
bents is made
possible by the
relocation of the MSF
from 500 E.

Manchester Boulevard
to the Market
Street/Florence
Avenue Station.

1) No change
2) No change
3) No change
Market
Street/Florence
Avenue Station
A) Located on private property
(to be acquired by the City) at
the southeast corner of
1) Station up to ~80 feet in
height measured from
A) No change 1) No change
2) No change

TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size Market Street/Florence
Avenue
existing grade to top of
station canopy.
2) ~75 feet wide (station
structure and guideway
only; not including vertical
circulation).
3) ~200-foot-long platform for
train berthing.
4) ~420-foot-long mezzanine
level for back of house and
circulation.
3) No change
4) No change
Prairie
Avenue/Manchester
Boulevard Station
A) Located on private property
(to be acquired by the City) at
the southwest corner of
Prairie Avenue/Manchester
Boulevard
1) Up to ~80 feet in height
measured from existing
grade to top of station
canopy.
2) ~75 feet wide (station
structure and guideway
only; not including vertical
circulation).
3) ~200-foot long platform for
train berthing.
4) ~360-foot long mezzanine
level for back of house and
circulation.

A) No change 1) No change
2) No change
3) No change
4) No change
Prairie
Avenue/Hardy
Street Station
A) Located on private property
(to be acquired by the City) at
the northwest corner of
Prairie Avenue/Hardy Street
1) Up to ~80 feet in height
measured from existing
grade to top of station
canopy.
2) ~75-foot wide (station
structure and guideway
A) No change 1) No change
2) No change
3) No change
4) No change

TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size only, not including vertical
circulation).
3) ~200-foot long platform for
train berthing.
4) ~340-foot long mezzanine
level for back of house and
circulation.

Vertical Circulation
Elements
A) Located at each station within
the public right-of-way,
easements, or private
property to be acquired.

A) No change
B) No change

1) No change
Elevated Passenger
Walkways
A) Location 1: above Florence
Avenue connecting the Market
Street/Florence Avenue
Station to the Metro K Line
Downtown Inglewood Station.

B) Location 2: above Prairie
Avenue from
Prairie/Manchester station to
the Forum.

C) Location 3: above Prairie
Avenue from Prairie/Hardy
station to the Hollywood Park
site.

D) Specific locations will be
determined at time of design
1) Height will be up to ~65
feet in height measured
from existing grade to top
of structure.
2) ~30 feet wide maximum for
passenger walkway.
3) ~280 feet long for location
1 and ~160 feet long for
locations 2 and 3.
4) Minimum vertical clearance
of 10 feet within the
walkway interior.

A) No change
B) No change
C) No change
D) No change
1) No change
2) No change
3) No change
4) No change
TABLE 1

Maintenance and
Storage Facility
(MSF)
A) Located on parcels (to be
acquired by the City) at 500 E.

Manchester Blvd and 510 E.

Manchester Blvd, which
include a Vons supermarket
and gas station. The existing
gas station would be
demolished, and a new
supermarket would be
developed on the site.
1) ~75,000 sf building area.
2) Up to ~75 feet in height
measured from existing
grade to top of roof.
3) Surface parking area under
building containing 50
spaces for employees and
visitors.

A) Located on the
Market
Street/Florence
Avenue Station site
on private property to
be acquired by the
City as part of the
Project.
1) No change
2) Up to ~75 feet in height
measured from existing
grade to top of roof.
3) No change
Power Distribution
System (PDS)
Substation
A) Two PDS substations; one
located at the MSF site and
the second at the
Prairie/Hardy Station site.

This substation was not included
as a component of the Approved
Project.

The SCE substation is
proposed on the Market
Street/Florence Avenue-
MSF Site.
10,000 – 22,000 square feet

TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size Roadway
Improvements
A) Market Street, Manchester
Boulevard and Prairie Avenue.
1) New roadway striping, lane
re-configurations, partial
relocation, on-street
parking adjustments, new
sidewalks, lighting
improvements, traffic signal
adjustments, landscaping,
and streetscape.

A) No change

1) No change
Pick-Up/Drop Off
Areas, Surface
Parking Lots and
Staging Areas
During Construction
A) Market Street/Florence
Avenue Station site.

A) No change
B) No change
C) No change
Surface level parking at each
site:
1) Approximately 225
surface parking spaces at
the Market
Street/Florence Avenue
Station. Approximately
500 additional public
parking spaces within
new parking structure at
MSF, and 50 parking
spaces for employees
and visitors. A total of
approximately 725
parking spaces would be
provided.
2) No change
3) No change

Pick-Up/Drop-Off Area:
1) No change
2) No change

TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size Staging Areas During
Construction:
1) All three station sites;
Market Street/Florence
Avenue station, Prairie
Avenue/Manchester
Boulevard station, Prairie
Avenue/Hardy Street station
Staging Areas During
Construction:
1) The previous MSF Site
located at the 500 E.

Manchester Boulevard
will no longer be used as
an area for construction
staging. All other
construction staging
areas would remain the
same.

CONSTRUCTION COMMITMENT PROGRAM
As part of the Approved Project, the City of Inglewood developed a Construction Commitment Program (CCP) to proactively address the effects of the construction of the Approved Project on the community.

This program includes the following programs and plans:
• Business Community and Support Program
• Business Assistance Program
• Transit Access and Circulation Program
• Construction Staging and Traffic Control Program
• Pedestrian Access Program
• Parking Management Plan
• Air Quality Program
• Visual Resources Program
• Hazardous Materials Program
• Construction Noise Control Plan
• Construction Vibration Reduction Plan
• Tree Removal and Replacement Plan
As part of the approved CCP, the City will establish a Project Task Force for the Project that would develop the Construction Staging and Traffic Control Plan, which will address the following topics: review worksite traffic control plans and other traffic management plans developed by the Project contractor(s) for the Project to ensure these plans address:
• Coordination with other public infrastructure projects within the City’s boundaries; • Detour routes, including analysis of impacts to pedestrian, business, bicycle, and traffic flow; • Coordination of closures and restricted access during the construction period with special attention during periods of expected heavy traffic form 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 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.

P
arking, staging, or queuing of Project -related vehicles, including workers’ vehicles, trucks, and heavy vehicles, are prohibited on City streets at all times except in defined workspace areas defined in the Construction Staging and Traffic Control Plan.

To ensure that any haza rdous materials encountered during construction are appropriately addressed, the approved CCP requires that building demolition, hazardous materials contingency, soils management, and health and safety plans would be prepared and implemented during constru ction.

As required by the approved CCP, removal of trees and other landscaping would be minimized and any trees removed would be replaced within 6 months of work being completed in affected areas.

The CCP also includes business and community support programs to address businesses financially affected by construction of the Project addressing:
• Advertising support for local businesses in local or regional newspapers and social media; • Notice of plans to all affected property owners of the schedule for s pecific planned constructio n
a
ctivities, changes in traffic flow, and required short-term modifications to property access; • Notice of plans to all affected property owners if utilities would be disrupted for short periods of time and ensuring major utility shut-offs are scheduled during low-use periods of the day; • Methods by which business owners can convey their concerns about construction activities and the effectiveness of measures during the construction period so activities can be modified to reduc e adv
erse effect;
• Access plans that ensure that all businesses, service providers, and residents are provided with adequate access during construction. Where there is a significant limited English population, signage shall be provided in various languages (as appropriate). • Funding for temporary signage during construction to help businesses that are partially blocked o r
t
hat have inconvenient access due to construction activity.

The City will also create a $5 million dollar Business Assistance Fund (BAF) to provide financial assistance through grants to eligible businesses affected by construction of the Project.

Project Design Features
The proposed Project includes the following features that address air quality emissions during construction of the ATS:

PDF AQ-1 Construction Air Quality Program
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. • Such equipment will be outfitted with Best Available Control Technology devices including a California Air Resources Board (CARB) -certified Level 3 Diesel Particulat e 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 achieved by Final Tier 4 emissions standards for a similarly sized engine, as defined by the CARB’s regulations. Successful contractors must demonstrate the ability to supply the compliant construction equipment for use prior to any ground disturbing and construction acti vities. 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, wh ich 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) d ocumentation, 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 available for lease or short -term rent within 120 miles of the Project area, and the Contractor has submitted documentation to the C ity 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 equipment or vehicle is not available for lease or short-term rent within 120 miles of the Project area, and the Contractor has submitted documentation to the City showing that the requirements of this exception provision apply. • Contractor has ordered equipment or vehicle to be used on the construction project in compliance at least 60 days before that equipment or vehicle is needed at the Project alignment, but that equipment or vehicle has not yet arrived due to circumstances beyond the Contractor’s control, and the Contractor has attempted in good faith and with due diligence to lease or short -term rent the equipment or vehicle that would comply, but the equipment or vehicle is not available for lease or short-term rent within 120 miles of the Project area, and the Contract or 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 Contractor shall not consecutively use different equipment or vehicles that perform the same or a substantially similar function in an attempt to use this exception to circumvent the intent of this measure.
• Documentation of good faith efforts and due diligence regarding the previous exceptions shall include written record(s) of inquiries (i.e., phone logs) to at least three leasing/rental companies that provide construction on -road trucks and off -road equipment, documenting the availability/unavailability of the required t ypes 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 utilized to the maximum extent feasible in lieu of generators. If stationary construction equipment, such as diesel- powered generators, must be operated continuously, such equipment must be Final Tier 4 construction equipment or better and located at least 100 feet from air quality sensitive land uses (e.g., residences, schools, childcare centers, hospitals, parks, or similar uses), whenever possible. • At a minimum, require that construction vendors, contractors, and/or haul truck operators commit to using 2010 model year truc ks (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 particulate matter and 0.20 g/hp- hour of NOx emissions or newer, cleaner trucks, unless the Contractor provides written documentation consistent with project contract requirements the circumstances exist as described above and the Contractor submits the Plan. Operators shall maintain records of all trucks associated with Project construction to document that each truck used meets these emission standards. The City shall include this requirement in applicable bid documents, purchase orders, and contracts.

• All trucks removing materials f rom 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 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.

Construction
Similar to the Approved Project, construction of the Project as revised is expected to start on January 2024 and occur over multiple phases (8 phases). Consolidating construction activities on the Marke t Street/Florence Avenue Station on one (1) site (rather than building the Market Street/Florence Avenue Station and the MSF on separate sites ) along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard, would result in an overall net decrease in the number of larger specific construction equipment pieces used for the Project in general. This efficiency would be realized through the sharing of common larger pieces of specific construction equipment for both the Market Street/Florence Avenue Station and MSF construction since both facilities would be built adjacent to each other and would likely share a common structural wall (refer to Table 2: Anticipated Construction Equipment by Phase). As shown, the revised Pr oject would result in one (1) crane during both Phase 4 and Phase 5 activities. Due to the reduction of larger specific construction equipment utilized, peak daily emissions from on- and off-road equipment would also be reduced.

The analysis in the Final E IR included a dispersion modeling analysis to assess impacts related to air concentrations of carbon monoxide (CO), NO
2, particulate matter (PM10, PM2.5), and sulfur dioxide (SO2) for nearby receptors within one quarter mile of construction activities. E xposure of emissions for these pollutants to nearby receptors, including the sensitive receptors near the Market Street Station site would also be reduced due to the reduction of larger specific construction equipment utilized on the site.

Therefore, the proposed changes to the Project, as mitigated, would not result in a new or substantially more severe impact related to the exposure of sensitive receptors to substantial pollutant concentrations than identified in the Final EIR.

Construction laydown, staging areas, and employee contractor parking for the Proposed Project would no longer require use of the property at 500 E. Manchester Boulevard as the Modified changes would no long require the acquisition of the Vons grocery store, the existing gas station and other neighboring retail uses that exist on -site. Construction staging areas would be limited to the three station sites (Market Street/Florence Avenue Station, Prairie Avenue/Manchester Boulevard Station, and Prairie A
venue/Hardy Avenue Station) proposed for acquisition as part of the Approved Project. The certified Final EIR analyzed the use of these sites as construction staging areas.

The addition of the MSF relocation to the Market Street/Florence Avenue Station site woul d not require additional demolition activities, as this station site would already be subject to complete demolition and clearing activities with the Approved Project. Due to refinements based on updated information gathered for the Modified Project, demolition of the existing commercial buildings and site improvements on the Market Street/Florence Avenue Station and MSF site would yield up to approximately 30,000 cubic yards (cy) of debris generating approximately 2,000 haul truck trips. This equates to a reduction of 10,300 cy and 686 haul truck trips when compared to the Approved Project.

TABLE 2

ANTICIPATED CONSTRUCTION EQUIPMENT BY PHASE
Scenario
Phase 4 Phase 5
Approved
Project
Revised
Project
Difference Approved
Project
Revised
Project
Difference
Off-Road On-Site Equipment
Crane 6 5 -1 6 5 -1
Backhoe 3 3 0 3 3 0
Loader 3 3 0 1 1 0
Auger Drill Rig 3 3 0 0 0 0
Compressor (air) 5 5 0 4 4 0
Excavator 1 1 0 0 0 0
Bobcat 2 2 0 2 2 0
Impact Hammer 2 2 0 2 2 0
Jackhammer 2 2 0 2 2 0
Pneumatic Tools 15 15 0 15 15 0
Generator 3 3 0 3 3 0
Warning Horn N/A N/A 0 N/A N/A 0
TABLE 2

ANTICIPATED CONSTRUCTION EQUIPMENT BY PHASE
Scenario
Phase 4 Phase 5
Approved
Project
Revised
Project
Difference Approved
Project
Revised
Project
Difference
Drum Mixer 2 2 0 1 1 0
Drill Rig Truck 0 0 0 0 0 0
Concrete Saw 1 1 0 1 1 0
Compactor
(ground) 1 1 0 1 1 0
Portable Light
Towers 5 5 0 2 2 0
MKN Lifts 6 6 0 6 6 0
Operation
Regional operational air emissions provided in the certified Final EIR were assessed based on the incremental increase/decrease in emission compared to Adjusted Baseline conditions (i.e., existing on - site or off-site Project-related emission), consistent w ith SCAQMD methodology. Operational emissions were based on the estimates for operation of the station components of the Approved Project (ATS trains, stations, and MSF). Operational emissions also include mobile emissions that would result from worker commute trips and deliveries for supplies, maintenance, and other needs. As mentioned previously, demolition of the Vons grocery store (and the subsequent development of a replacement store), fitness center, and a bank branch along with the gas station at the northeast portion of the site would not occur.

Therefore, operational emissions related to the Vons site would remain the same as Adjusted Baseline conditions. The Project, as modified, would continue to result in a substantial reduction in the daily and annual VMT when compared to conditions without the Project, as shown in Table 3: Summary of Daily VMT Without and With Proposed Modified Project . For these reasons, the Proposed Modified Project would not result in any change in operational-related emissions associated with any phase and would not result in new or substantially more severe significant air quality impacts.

TABLE 3

SUMMARY OF DAILY VMT WITHOUT AND WITH PROPOSED MODIFIED PROJECT Scenario
Daily VMT Annual VMT
Without
Project
With Proposed
Project Difference Without
Project
With Proposed
Project Difference
Future Opening Year (2027)
Future
Opening Year
(2027) Non-
Event
3,906,593 3,856,464 -50,129 1,245,731,160 1,229,746,155 -15,985,005 NFL Game
Event 1,368,495 1,172,624 -195,871 100,700,946 80,949,401 -19,751,545 Future
Opening Year
(2027) with
Event
5,275,088 5,029,088 -246,000 1,346,432,106 1,310,695,556 -35,736,550 Future Horizon Year (2045)
Future Horizon
Year (2045)
Non-Event 4,293,802 4,238,365 -55,437 1,369,204,193 1,351,526,441 -17,677,752 NFL Game
Event 1,368,495 1,108,591 -259,904 100,700,946 75,726,437 -24,974,509 Future Horizon
Year (2045)
with Event 5,662,297 5,346,956 -315,341 1,469,905,139 1,427,252,878 -42,652,261

CERTIFICATION
The contents of this technical memorandum represent an accurate depiction of the impacts associated with the Proposed Modified Project. The information contained in this memorandum is based on the best available information at the time of preparation. If you have any questions, please contact me directly at (818) 415-7274.

Sincerely,
C
hrist Kirikian, INCE
Principal | Director of Air Quality & Acoustics
[email protected]

Appendix D

Fro
m: Christ Kirikian
Principal | Director of Air Quality & Acoustics
Sub
ject: Inglewood Transit Connector (ITC) Project VE Option Noise and Vibration Assessment Update

INTRODUCTION
This technical memorandum documents the results of an updated noise assessment evaluation for the proposed changes to the Inglewood Transit Connector Project (Approved Project). This memorandum provides an update to the environmental information in the Final Environmental Impact Report (Final EIR) related to noise and vibration, analysis of the impacts of the proposed changes and presents a comparison of the impacts of this proposal with the impacts identified in the Final EIR.

The noise and vibration assessment contained in this memorandum provides an updated construction and operation analysis due to the Proposed Modified Project, using the same guidelines and methodologies included in the certified Final EIR. A comparison of the Proposed Project results to those of the Approved Project is also provided in this memorandum.

PROPOSED M ODIFIED P ROJECT
As part of the City’s procurement process throughout 2022 for the selection of a developer to implement the Project, alternative design concepts were discussed with each of the 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 electing to refine the Project design in a manner that would generate significant cost savings and a substantial reduction in the construction schedule for the Project. This Addendum evaluates these proposed Project refinements.

TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size Guideway
A) Located predominantly within
the existing public right-of-
way of Market Street,
Manchester Boulevard, and
Prairie Avenue.

Along Market Street, the
guideway is located in the
center of the street with the
bottom of the guideway at 52’
above the street.

Maximum widths are at
stations and approaches to
stations.

Approximately 3
straddle bents would
be eliminated from
the Manchester
Boulevard section of
the guideway. This
reduction in straddle
bents is made
possible by the
relocation of the MSF
from 500 E.

Manchester Boulevard
to the Market
Street/Florence
Avenue Station.

A) No change 1) No change
2) No change
3) No change
4) No change
TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size 2) ~75 feet wide (station
structure and guideway
only; not including vertical
circulation).
3) ~200- foot-long platform for
train berthing.
4) ~420-foot-long mezzanine
level for back of house and
circulation.

Prairie
Avenue/Manchester
Boulevard Station
A) Located on private property
(to be acquired by the City) at
the southwest corner of
Prairie Avenue/Manchester
Boulevard
1) Up to ~80 feet in height
measured from existing
grade to top of station
canopy.
2) ~75 feet wide (station
structure and guideway
only; not including vertical
circulation).
3) ~200-f oot long platform for
train berthing.
4) ~360-foot long mezzanine
level for back of house and
circulation.

A) No change 1) No change
2) No change
3) No change
4) No change
Prairie
Avenue/Hardy
Street Station
A) Located on private property
(to be acquired by the City) at
the northwest corner of
Prairie Avenue/Hardy Street
1) Up to ~80 feet in height
measured from existing
grade to top of station
canopy.
2) ~75-f oot wide (station
structure and guideway
only, not including vertical
circulation).
3) ~200-f oot long platform for
train berthing.

A) No change 1) No change
2) No change
3) No change
4) No change

TABLE 1

Vertical Circulation
Elements
A) Located at each station within
the public right-of-way,
easements, or private
property to be acquired.

A) No change
B) No change

1) No change
Elevated Passenger
Walkways
A) Location 1: above Florence
Avenue connecting the Market
Street/Florence Avenue
Station to the Metro K Line
Downtown Inglewood Station.

B) Location 2: above Prairie
Avenue from
Prairie/Manchester station to
the Forum.

C) Location 3: above Prairie
Avenue from Prairie/Hardy
station to the Hollywood Park
site.

Manchester Blvd and 510 E.

Manchester Blvd, which
1) ~75,000 sf building area. A) Located on the
Market
Street/Florence
Avenue Station site
1) No change

TABLE 1

ITC PROJECT COMPONENT LOCATIONS AND SIZES COMPARISON
Project Component
Approved Project Proposed Modified Project
General Location Approximate Size General Location Approximate Size include a Vons supermarket
and gas station. The existing
gas station would be
demolished, and a new
supermarket would be
developed on the site.
2) Up to ~75 feet in height
measured from existing
grade to top of roof.
3) Surface parking area under
building containing 50
spaces for employees and
visitors.
on private property to
be acquired by the
City as part of the
Project.
2) Up to ~75 feet in height
measured from existing
grade to top of roof.
3) No change
Power Distribution
System (PDS)
Substation
A) Two PDS substations; one
located at the MSF site and
the second at the
Prairie/Hardy Station site.

This substation was not included
as a component of the Approved
Project.

1) No change
TABLE 1

Pick-Up/Drop Off
Areas, Surface
Parking Lots and
Staging Areas
During Construction
A) Market Street/Florence
Avenue Station site.

B) 150 S. Market Street
C) Prairie / Hardy Station
Surface level parking at each
site:
1) ~650 spaces at Market
Street/Florence Avenue
Station.
2) ~50 spaces at 150 S. Market
Street
3) ~100 spaces at
Prairie/Hardy Station
P
ick-Up/Drop-Off Area:
1) Market Street/Florence
Avenue Station site on
Locust Street south of
Florence Avenue, and
Regent Street between
Locust Street and Market
Street.
2) Prairie/Hardy Street Station
within the station site.

S
taging Areas During
Construction:
1) All three station sites;
Market Street/Florence
Avenue station, Prairie
Avenue/Manchester
Boulevard station, Prairie
Avenue/Hardy Street station
A) No change
B) No change
C) No change
Surface level parking at each
site:
1) Approximately 225
surface parking spaces at
the Market
Street/Florence Avenue
Station. Approximately
500 additional public
parking spaces within
new parking structure at
MSF, and 50 parking
spaces for employees
and visitors. A total of
approximately 725
parking spaces would be
provided.
2) No change
3) No change
P
ick-Up/Drop-Off Area:
1) No change
2) No change
S
taging Areas During
Construction:
1) The previous MSF Site
located at the 500 E.

Manchester Boulevard
will no longer be used as
an area for construction
staging. All other
TABLE 1

This program includes the following programs and plans:
• Business Community and Support Program
• Business Assistance Program
• Transit Access and Circulation Program
• Construction Staging and Traffic Control Program
• Pedestrian Access Program
• Parking Management Plan
• Air Quality Program
• Visual Resources Program
• Hazardous Materials Program
• Construction Noise Control Plan
• Construction Vibration Reduction Plan
• Tree Removal and Replacement Plan
As part of the approved CCP, the City will establish a Project Task Force for the Project that would develop the Construction Staging and Traffic Control Plan, which will address the following topics: review worksite traffic control plans and other traffic management plans developed by the Project contractor(s) for the Project to ensure these plans address:
• Coordination with other public infrastructure projects within the City’s boundaries; • Detour routes, including analysis of impacts to pedestrian, business, bicycle, and traffic flow; • Coordination of closures and restricted access during the construction period with special attention during periods of expected heavy traffic form 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 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.

Construction noise reduction measures in the approved CCP require the use of construction equipment that generates the least amount of noise, use of temporary noise barriers, and restrictions on the use of heavy equipment that create vibration near sensit ive uses and buildings. Contact information for a Community Affairs Liaison would be posted throughout the construction area. This liaison would respond to any noise complaints within 24 hours.

To ensure that any hazardous materi als encountered during construction are appropriately addressed, the approved CCP requires that building demolition, hazardous materials contingency, soils management, and health and safety plans would be prepared and implemented during construction.

As required by the approved CCP, removal of trees and other landscaping would be minimized and any trees removed would be replaced within 6 months of work being completed in affected areas.

The CCP also includes business and community support programs to address businesses financially affected by construction of the Project addressing:
• Advertising support for local businesses in local or regional newspapers and social media; • Notice of plans to all affected property owners of the schedule for specific planned constructio n
a
ctivities, changes in traffic flow, and required short-term modifications to property access; • Notice of plans to all affected property owners if utilities would be disrupted for short periods of time and ensuring major utility shut-offs are scheduled during low-use periods of the day; • Methods by which business owners can convey their concerns about construction activities and the effectiveness of measures during the construction period so activities can be modified to reduc e a
dverse effect;
• Access plans that ensure that all businesses, service providers, and residents are provided with adequate access during construction. Where there is a significant limited English population, signage shall be provided in various languages (as appropriate) .
• F
unding for temporary signage during construction to help businesses that are partially blocked or that have inconvenient access due to construction activity.

The City will also create a $5 million dollar Business Assistance Fund (BAF) to provide financial assistance through grants to eligible businesses affected by construction of the Project

Project Design Features
The proposed Project includes the following features that address noise and vibration during construction and operation of the ATS:

PDF NV-1
The exterior noise level generated by the ATS train, inclusive of all contributing noise sources, shall not exceed the levels specified in Section 2.2.1, Exterior Airborne Noise, ASCE 21 -05 (American Society of Civil Engineers, Automated People Mover Standards - Part 2 Section 2.2.1, Exterior Airborne Noise, ASCE 21-05.). The design of any barriers along th e guideway designed to reduce noise shall be subject to the limits noted below.

PDF NV-2
The City of Inglewood shall design and construct the MSF to reduce combined noise levels from all onsite equipment and activities to 62 dB Ldn or less, at all surrou nding residential uses. To achieve this performance standard, during the architectural and engineering design, and prior to the issuance of any building permits for the MSF, the City or their contractor shall retain an acoustical consultant to evaluate the design and provide written recommendations, as necessary, to reduce noise from all onsite equipment and activities. Such recommendations may include, but are not limited to, changes in site layout or equipment locations; sound power limits or specificatio ns; rooftop parapet walls; acoustical absorption, louvers, screens, or enclosures; intake and exhaust silencers; or administrative controls (such as restricting certain activities to daytime hours). The recommendations shall be incorporated into the proposed Project plans prior to construction.

PDF NV-3
A Construction Noise Control Plan shall be developed in coordination with a certified acoustical/vibration consultant and shall be approved by the City’s Director of Public Works prior to construction. The P lan shall include measures demonstrating that construction noise levels will be below 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 acoustica l barriers where necessary and required;
– If stationary equipment cannot be enclosed within a shed or barrier, such equipment must be muffled and located at least 100 feet from sensitive land uses (e.g., residences, schools, childcare centers, hospitals, parks, or similar uses), whenever possible. • 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 elect rically powered wherever possible to avoid noise associated with compressed air exhaust from pneumatically powered tools. Where use of pneumatic tools is unavoidable, an exhaust muffler on the compressed air exhaust and external jackets shall be used where feasible to lower noise levels. Quieter procedures shall be used, such as drills rather than impact equipment, whenever feasible. Additionally, use of “quiet” pile driving technology (such as auger displacement installation), where feasible in considerati on of geotechnical and structural requirements and conditions shall be considered.
• Staging of construction material deliveries behind fencing to minimize noise emitting from idling vehicles.
• On site-signage reminding workers to minimize noise generation. • When not in use or being staged, heavy equipment shall be located as far as practicable from sensitive receptors.
• For project foundations, consider the use of drilled piles or sonic pile drivers or vibratory pile drivers instead of traditional impact pile drivers, as permitted by geological conditions . • Sequence noisy activities to occur during the same general time period during daytime hours to the extent practical.
• Select quieter demolition methods where appropriate and feasible such that demo lition 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 deliveries shall take place within designated construction staging areas as far from residential sites as practical to minimize noise impacts. • Provide signage at active construction sites and staging areas reminding workers, equipment operators and delivery vehicles to minimize noise levels to the extent possible. • Rumble strips or signage shall be provided at roadway access points into contractor laydown and staging areas to slow construction vehicles and limit vehicle noise. • C
oordinate with the Inglewood Unified School District administrators to avoid disruptive noise during school hours including scheduling heavy equipment such as cranes, haul trucks, concrete trucks, concrete pumps, pneumatic equipment, earth moving vehicles or similar to operate outside of school hours. The City shall require that the Project’s construction noise during school hours would be limited to 5 dBA Leq 1 -hour above the measured ambient noise levels at Kelso School property line as identified in the RDEIR. Activities that would exceed this threshold shall be scheduled to occur outside of normal school hours or mitigated with specific mitigation measures such as temporary sound walls, sound blankets, or other sound-attenuating devices. The City shall monitor the Project’s construction noise levels during school hours to assure compliance. As requested by the District, monthly noise monitoring reports on noise levels during school hours at Kelso School will be provided to the District.

In order to ensure that construction noise levels will be below the established standards, the following shall be incorporated into the Plan:
• A monitoring plan shall be implemented during demolition and construction activities. Warnin g
t
hresholds shall be defined that are 5 dBA below the specified noise limits to allow sufficient time for the Contractor to tak e 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 th e w
arning level shall be identified followed by actions to be implemented to reduce noise levels below the established standards. Noise measurements shall be gathered after actions are taken to verify noise levels are below the warning level before construction activities restart. The following are examples of actions that can be taken to reduce construction noise levels:
– Halting/staggering concurrent construction activities in certain locations; – Reducing the speed or intensity of the heavy -duty construction equipment being operat ed
s
imultaneously;
– Operating equipment at the lowest possible power levels; – Modifying equipment, such as dampening of metal surfaces or other redesign to minimize metal- to-metal impacts.

PDF NV-4
Prior to the issuance of any demolition or construction permit for each phase of the Project, a Construction Vibration Reduction Plan shall be prepared to minimize construction vibration at nearby sensitive receptors from vibration created by construction activities. The Plan shall be developed in coordination with a certified acoustical/vibration consultant and shall be approved by the City’s Director of Public Works. The Plan shall include but not be limited to the following elements to ensure impacts from ground borne vibration are less than significant:
• A Pre-Demolition and Construction Plan that includes but is not limited to:
– Photos of current conditions of buildings and structures that could be damaged from construction activities. This crack survey shall include photos of existing cracks and other material conditions pres
ent 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 changes in existing cracks during project activities. – C
rack gauges sh all be installed on multiple representative cracks, particularly on sides of th e bu
ilding facing the Project.
– Determine the number and placement of vibration sensors at the affected buildings in consultation with a qualified architect. The number of units and the locations of these sensors shall take into account proposed demolition and construction activities to ensure that adequate measurements can be taken illustrating vibration levels during the course of the Project, an d
i
f/when levels exceed the established threshold.
– A line and grade pre-construction survey at the affected buildings shall be conducted. • A Vibration Plan During Demolition and Construction that includes the following:
– Regularly inspect and photograph crack gauges, maintaining records of these inspections to be included in postconstruction reporting. Gauges shall be inspected every two weeks, or more frequently during periods of active project actions in close proximity to crack monitors. – The vibration monitoring system shall measure and continuously store the peak particle velocity (PPV) in inches/second. Vibration data shall be stored on a one-second interval. The system shall also be programmed for two preset velocity levels: a regulatory level that represents when PPV levels would exceed the FTA’s threshold of significance for a building given its 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 buil ding 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
pro
grammed for two preset velocity levels: a regulatory level that represents when PPV levels would exceed the FTA threshold of significance 0.12 inch/second for a building given its conditions, and a warning level that is 0.012 inch/second (PPV) less than the regulatory leve l.
– C
ollect vibration data from receptors and report vibration levels to the City Chief Building Official 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 City Chief Building Official regarding crack and vibration monitoring conducted during demolition and construction. In addition to a narrative summary of th e
m
onitoring activities and their findings, this report shall include photographs illustrating the post-construction state of cracks and material conditions that were presented in the pre- construction assessment report, along with images of other relevant conditions showing the impact, or lack of impact, of project activities. The photographs shall sufficient ly 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 undertaken to av oid vibration impacts. Finally, a postconstruction line and grade survey shall also be included in this report. – Perform repairs to buildings if damage is caused by vibration or movement during the demolition and/or construction activities. Repairs may be necessary to address, for example, cracks that expanded as a result of the Project, physical damage visible in post-construction assessment, or holes or connection points that were needed for shoring or stabilization. Repairs shall be directly

related to project impacts and will not apply to general rehabilitation or restoration activities of the buildings.
• To minimize the risk of potential structural and building damage:
– Limit the location of pile driving and vibratory roller activity to not be within 55 feet and 30 feet of the nearest off-site sensitive receptor, respectively. – Limit the number of jackhammers operating simultaneously to one (1) piece operating within 45 feet of off-site sensitive receptors.
– In the event impact pile driving is required, equipment shall only be used from the hours of 7:00 AM to 7:00 PM. If feasible, pile driving should use alternative technology such as vibration or hydraulic insertion.
• To minimize the risk of related to human annoyance:
– Limit the location of pile driving to 310 feet of off-site vibration sensitive receptors. – Limit the location of vibratory roller to 150 feet of off-site vibration sensitive receptors. – Limit the location of large bulldozer to 85 feet of off-site vibration sensitive receptors. – Limit the location of caisson drilling to 85 feet of off-site vibration sensitive receptors. – Limit the location of loaded trucks to 75 feet of off-site vibration sensitive receptors. – Limit the location of jackhammers to 45 feet of off-site vibration sensitive receptors. – Limit the location of small bulldozer to 25 feet of off-site vibration sensitive receptors.

Construction
Similar to the Approved Project, construction of the Project as revised is expected to start on January 2024 and occur over multiple phases (8 phases). Cons olidating construction activities on the Market Street/Florence Avenue Station on one (1) site (rather than building the Market Street/Florence Avenue Station and the MSF on separate sites ) along with the elimination of any construction activities on the property at 500 E. Manchester Boulevard, would result in an overall net decrease in the number of larger specific construction equipment pieces used for the Project in general. This efficiency would be realized through the sharing of common larger pieces of specific construction equipment for both the Market Street/Florence Avenue Station and MSF construction since both facilities would be built adjacent to each other and would likely share a common structural wall (refer to Table 2: Anticipated Construction Equipment by Phase). As shown in Table 1 , the revised Project would result in a reduction of one (1) crane during both Phase 4 and Phase 5 activities.

Construction laydown, staging areas, and employee contractor parking for the Proposed Project would no longer require the use of the property at 500 E. Manchester Boulevard, as the Modified changes would no longer require the acquisition of the Vons grocery store, the existing gas station and other neighboring retail uses that exist on -site. Construction st aging areas would be limited to the three station sites (Market Street/Florence Avenue Station, Prairie Avenue/Manchester Boulevard Station, and Prairie Avenue/Hardy Avenue Station) proposed for acquisition as part of the Approved Project. The certified Final EIR analyzed the use of these sites as construction staging areas.

T
he addition of the MSF relocation to the Market Street/Florence Avenue Station site would not require additional demolition activities, as this station site would already be subject to complete demolition and clearing activities with the Approved Project. Due to refinements based on updated information gathered for the Modified Project, demolition of the existing commercial buildings and site improvements on the Market Street/Florence Avenue Station and MSF site would yield up to approximately 30,000 cubic yards (cy) of debris generating approximately 2,000 haul truck trips. This equates to a reduction of 10,300 cy and 686 haul truck trips when compared to the Approved Project.

TABLE 2

ANTICIPATED CONSTRUCTION EQUIPMENT BY PHASE
Scenario
Phase 4 Phase 5
Approved
Project
Revised
Project
Difference

Approved
Project
Revised
Project
Difference

Portable Light
Towers 5 5 0 2 2 0
MKN Lifts 6 6 0 6 6 0
Construction Noise Modeling
Similar to the analysis conducted for the Approved Project, an inventory of possible c onstruction equipment, including number and types of equipment, was identified for each phase/component of construction and all equipment was assumed to operate simultaneously. It is highly unlikely that all pieces of construction equipment identified in Table 2 above would operate simultaneously in any specific location during construction because equipment is generally operated only when needed and space constraints limit the equipment that can be used at any one time in a specific location.

Construction noise levels were modeled based on acoustical us e factor and the logarithmic average of all pieces of equipment operated simultaneously within a specified area. Similar to the analysis conducted for the Approved Project, this modeling approach is considered a conservative approach to calculate the maximum noise levels that would be generated. The proposed relocation of the MSF to the Market Street/Florence Avenue station site would not require additional demolition activities, as this station site would already be subject to complete demolition and clear ing activities with the Approved Project. As mentioned previously, construction of the Proposed Modified Project would result in a reduction of one (1) crane during both Phase 4 and Phase 5 activities. The calculated average sound power levels for both Phase 4 and 5 is provided in Table 2: Construction Noise Sound Power Levels. As shown, the logarithmic average of all equipment operating simultaneously would be reduced by approximately 0.02 dBA during both Phase 4 and Phase 5 activities due to the reduction of one (1) crane for each Phase. Similar to the Approved Project, construction noise levels from the MSF at the Market Street/Florence Avenue Station site would remain below the Federal Transit Administration (FTA) nighttime threshold for residential uses of 80 dBA Leq-1hour) continuous noise level and daytime threshold of 90 dBA Leq (1-hour).

Construction noise levels would result in an increase of 9.3 and 10.3 dBA above daytime and nighttime ambient, respectfully, at the residential uses along N. Locust Street and the Holy Faith Episcopal Church (identified as “Site 1” in the Final EIR). As with the Approved Project , all construction activities would be required to implement the Construction Noise Control Program of the CCP which proactively addresses the potential effects of noise during construction. As discussed with respect to Impact NOI-1 in the Final E
IR, the measures required by the Construction Noise Control Plan would reduce noise levels by 10 dBA or more. For example, using optimal muffler systems on all equipment would reduce construction noise levels by 10 dBA or more. Similar to the Approved Project, with these measures, construction noise levels will not increase ambient noise levels by more than 10 dBA, and construction -related noise impacts to the residential uses along Locust Street would remain less than significant. Additionally, the Construction Noise Control Plan includes a monitoring plan during demolit ion and construction activities to ensure noise levels are below the specified noise limits. As such, the change in the location of the MSF would not result in any new or substantially more severe significant impacts related to construction noise.

TABLE 2

CONSTRUCTION SOUND POWER LEVELS
Phase
Sound Power Level
Approved Project Revised Project Difference

Phase 4 84.67 84.65 0.02
Phase 5 84.89 84.87 0.02
Construction Vibration
Vibration levels are calculated based on the FTA published standard vibration velocities for various construction equipment operations .1 Vibration levels with regard to potential building damage are evaluated at the nearest off -site buildings to the boundary of the construction area. Therefore, the distance from the Florence Avenue/Market station site and the new MSF site to both the residential uses along N. Locust Street (Site 1) and Holy Faith Episcopal Church are the same. In addition, vibration impacts, in accordance with FTA and Caltrans guidance, are evaluated based on the maximum peak vibration levels generated by each type of construction equipment. This differs from the analysis of noise impacts which is based on the average/equivalent (Leq) levels, dependent on the total number of construction equipment operating during the analysis period (i.e., 1 hour). As mentioned previously, construction of the Proposed Modified Project would result in a reduction of one (1) crane during both Phase 4 and Phase 5 activities. Construction of the Proposed Modified Project would not include additional vibratory equipment than what was previously assessed such as pile drivers, vibratory rollers, large bulldozers, caisson drilling, loaded trucks, jackhammer, and small bulldozers. All construction activities would be required to impl ement the Construction Vibration Reduction Program of the CCP which proactively addresses the potential effects of vibration during construction. The measures required by the Construction Vibration Control Plan would reduce vibration levels to less than si gnificant. As such, 1 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual , FTA Re port No. 0123, September 2018, accessed March 2023, https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit- noise-and-vibration-impact-assessment-manual-fta-report-no-0123_0.pdf

the change in the location of the MSF would not result in any new or substantially more severe significant impacts related to construction vibration.

Operational Noise
Similar to the Approved Project, the Modified changes would be requ ired to implement PDF-NOISE-3, which requires the ATS train to not exceed the levels specified in Section 2.2.1, Exterior Airborne Noise, ASCE 21-05 (American Society of Civil Engineers, Automated People Mover Standards - Part 2 Section

2.2.1, Exterior Airborne Noise, ASCE 21-05.). The design of the any barriers along the guideway designed to reduce noise shall be subject to the limits noted above. Therefore, whether the Project implements steel-wheel rail technology or operates with a cable or pulley system, it would comply with maximum noise level requirements.

The primary changes of the Proposed Modified Project are the relocation the MSF to the Market Street/Florence Station site and the realignment and lowering of the ATS system guideway on Market Street between E. Regent Street and E. Manchester Boulevard. Th e guideway platform at the Market Street Station would be approximately 48 feet above grade. However, a height limit of 75 feet above finished grade for the MSF is identified in the TC Overlay Zone. Therefore, the MSF would act as a barrier from any noise generated on the guideway to the residential uses and the Holy Faith Episcopal Church along N. Locust Street. As mentioned in the certified Final EIR, noise level increases from ambient along Locust Street would result in 0.2 dBA and 0.9 dBA Leq during bot h daytime and nighttime. Due to the location, position and size of the MSF, uses along Locust Street would not be subject to increased noise levels from the guideway.

Additionally, the guideway structure would be located approximately 12 feet to the east of the alignment in the Approved Project and the height of the guideway structure on Market Street from the existing grade to the bottom of the guideway would be lowered by approximately 9 -10 feet than the Approved Project. Therefore, the commercial uses al ong E. Regent Street (identified as “Site K” in the certified Final EIR), commercial uses along E. Queen Street (identified as “Site A” in the certified Final EIR), and the commercial uses along E. Manchester Boulevard (identified as “Site J” in the certified Final EIR) may be subject to changes in noise levels from the shift of the guideway. As shown in Table 3: Revised Project ATS Trains Exterior Noise Levels, noise levels at the commercial uses along E. Regent Street (Site K) would remain the same when c ompared to the Approved Project. Exterior noise levels at the commercial uses along E. Manchester Boulevard (Site J) would result in decreases of 1.7 dBA during both the daytime and nighttime period when compared to the Approved Project. Additionally, nois e levels at the commercial uses along E. Queen Street (Site A) would result in an increase of 0.4 dBA during both the daytime and nighttime period when compared to the Approved Project. However, when compared to ambient conditions (64.1 dBA during daytime and 57.8 dBA during nighttime), operational noise levels would not result in increases of 3 dBA Leq to or within the “normally unacceptable” or “clearly u
nacceptable” compatibility category for land uses or result in an increase of 10 dBA or greater when noise levels remain within acceptable limits.

TABLE 3

REVISED PROJECT ATS TRAINS EXTERIOR NOISE LEVELS
Site ID
Proposed Project
Modeled Guideway Noise
Levels
Approved Project Modeled
Guideway Noise Levels
Significant Impact? Daytime Nighttime Daytime Nighttime Site K
Rubber
Tired 49.3 48.5 49.3 48.5 No
Monorail 54.8 54.0 54.8 54.0 No
Site A
Rubber
Tired 37.2 36.3 37.6 36.7 No
Monorail 48.3 47.5 48.7 47.9 No
Site J
Rubber
Tired 35.7 34.9 34.0 33.1 No
Monorail 48.9 48.0 47.2 46.3 No
The SCE substation will be an open- air facility enclosed by masonry walls containing electrical distribution equipment and power transformers. The masonry walls around the substation will be designed in accordance with the Design Guidelines and will be decorative security walls designed to fully enclose the substation equipment so it is not visible to the public. The substations include equipment to transform the medium- to high-voltage power feed provided from the power companies to the required 750-v
olt direct current (VDC) needed to power the vehicles and other ancillary equipment . Noise from transformers and similar equipment associated with electrical substations was assessed in the Final EIR.

Noise generated by equipment at electrical substations is us ually a low -frequency (60 Hz) humming sound. Noise from fans and ventilation equipment at substation sites can also contribute to this noise.

Transformer noise will “transmit” and attenuate at different rates depending on the transformer size, voltage rating, and design. The substation would be the source of noise from what is termed corona discharge. Noise from corona discharge and similar electrical phenomena associated with high voltage transmission lines is heard as a cracking or hissing sound, which commonly varies w ith the humidity.

While distinctive at a short distance, this noise is typically only about 40 to 50 dBA or less and would not be loud enough to cause a significant increase in noise levels at Market Street/Florence Avenue Station - MSF Site. When taking into account the noise from the transmission line ranging from 40 to 50 dBA, this results in a maximum increase of 0.1 dBA Leq, which is technically considered not perceivable. With the concurrent operation of the Market Street/Florence Avenue Station, the noise levels generated by the substation equipment would be negligible. Additionally, as described above, the SCE Substation will be enclosed by a masonry wall that is higher than the substation equipment to ensure the equipment is not visible. This was wou ld further reduce noise levels from the substation equipment. The addition of the

PDS and SCE Substations to the Market Street/Florence Avenue Station -MSF Site would not result in any new or substantially more severe operational noise impacts.

Similar to the Approved Project, the Proposed Modified Project would be required to implement PDF NOISE-1, which would require stationary noise source generated from mechanical equipment to be enclosed within a shed or barrier that would further reduce no ise levels. As such, the location of the substations would not result in any new or substantially more severe significant impacts related to operational noise.

Operation al Vibration
The basic approach for a General Vibration Assessment is to define a curv e, or set of curves, which predicts the overall ground-surface vibration as a function of distance from the source, apply adjustment to those vibration curves to account for site- or system-specific factors such as speed and system design, and estimate vibration levels for uses located along the transit corridor.

FTA’s Generalized Ground-Surface Vibration Curves shown below provide vibration curves representative to North American transit systems. These curves assume typical groundborne vibration levels, equipment in good condition, and speeds of 50 miles per hour (mph) for the rail systems and 30 mph for buses. The top curve applies to trains that are powered by diesel or electric locomotives, which includes intercity passenger trains and commuter rail trains. The curve for rapid transit rail cars covers both heavy - and light-rail vehicles on at -grade and subway tracks. The curve for rubber -tired vehicles is for vehicles that rarely create ground-borne vibration problems unless there is a discontinuity or bu mp in the road that causes the vibration. Adjustment factors related to speed and distance determine the base curve for assessment of the guideway. As shown below, each base curve was reduced by 10 dB to account for the design of the Project to operate on an elevated structure. Speed adjustments were also made, with 0.9 dB being subtracted to the vibration curve for rapid transit or light rail vehicles to reduce the default speed of 50 miles per hour (mph) to 45 mph, and 3.5 dB was added to rubber-tired ATS train vibration curves to increase the default speed of 30 mph to 45 mph.

The vibration sensitive land uses nearest to the guideway include commercial and residential uses along Market Street, Manchester Boulevard and Prairie Avenue which would be approximately 30 feet from the guideway centerline. Based on the adjusted vibration level curve, the estimated ground-borne vibration levels would be approximately 67 VdB for monorail trains (rapid transit or light rail vehicles) and 64 VdB for rubber-tired ATS trains. Similar to the Approved Project, the maximum vibration level of the uses along the guideway would be below the FTA recommended maximum acceptable level threshold of 72 VdB.
2 2 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual , FTA R eport No. 0123, September 2018, accessed March 2023, https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit- noise-and-vibration-impact-assessment-manual-fta-report-no-0123_0.pdf

Sincerely,

Christ Kirikian, INCE
Principal | Director of Air Quality & Acoustics
[email protected]

Appendix E

TECHNICAL MEMORANDUM

TO:

Mr. Louis Atwell, City of Inglewood
CC: Ms. Lisa Trifiletti, Trifiletti Consulting, Inc.

FROM: Srinath Raju, P.E.

Christopher Muñoz
SUBJECT: Inglewood Transit Connector (ITC) Project VE Option EIR Addendum Transportation Assessment Study Update
DATE: March 2, 2023 REF: RA73
1 This technical memorandum documents the results of an updated transportation assessment evaluation for the proposed changes to the ITC Project (Approved Project) in the City of Inglewood, California. This transportation assessment analysis reflects changes to the Approved Project that have been proposed based on the ITC Project’s Value Engineering (VE) options (i.e., Proposed Project). This memo serves as an addendum to the transportation assessment study as part of the certified Final Environmental Impact Report (Final EIR) for the Inglewood Transit Connector Project.

The description below summarizes the proposed changes to the Approved Project:
 Market Street Alignment: The guideway alignment on Market Street would shift the median of the guideway approximately 12 feet to the east in front of the Fox Theater Building. 
Column and Structures: The proposed Project changes to the guideway would transition from single columns to a one-half straddle bent to support the turn onto Manchester Boulevard before going back to single columns in a new median located in Mancheste r Boul
evard. Straddle bents across Manchester Boulevard will be u sed where required to accommodate intersections and associated turning movements. 
Maintenance and Storage Facility (MSF): Relocate the ITC Project’s MSF from previously approved
location at 500 E. Manchester Boulevard (i.e., site of the existing Vons grocery store) to location adjacent to Market Street/Florence Avenue Station. 
Power Distribution System (PDS) Substations: The Approved Project includes two PDS substations with one located on the MSF site and the second located on the Prairie Avenue/Hardy Street Station. Proposed Project changes include relocating one P DS substati
on to the new proposed MSF site and the second at the M anchester Boul
evard/Prairie Avenue Station site.
505 E. Colorado Blvd.,
Suite 202
Pasadena, CA 91101
Voice:

Fax: (626) 792-2772
(626) 792-2700
1 The transportation assessment analysis contained in this memora ndum provides an updated evaluation of the project description, including roadway striping and cross sections, daily traffic and vehicle miles traveled (VMT) analyses, and construction analysis due to the Proposed Project, using the same transportation assessment guidelines and methodologies included in the original Transportation Assessment Study (Transportation Assessment Study for the Inglewood Transit Connector Project DEIR , Raju Associates, Inc. 2021), consistent with the City of Ingl ewood transportation assessment study guidelines and procedures. A comparison of the Proposed Project results to those of the Approved Project is also provided in this memorandum.

PROJECT DESCRIPTION

The Approved Project includes an Automated People Mover (APM) System providing “first-mile / last-mile” connection to the rest of the regional mass-transit system to and from a major activity center and adjacent uses in the City of Inglewood. It will connect the activity center within the City of Inglewood with the Metro’s Crenshaw/LAX Light Rail Transit ( LRT) Line at the Downtown Inglewood Station.

The ITC Project is a 1.6-mile, dual lane, elevated mass-transit system with three stations, as shown in Figure 1. The stations will be located at:

1. Market Street – Florence Avenue (Market Street Station)

2. Prairie Avenue – Manchester Boulevard (Manchester Boulevard Station), and

3. Prairie Avenue – Hardy Street (Hardy Street Station).

The Project Description has been updated to reflect the proposed changes to the Approved Project.

This includes the Market Street Realignment, moving the MSF fro m the Vons site at 500 E.

Manchester Boulevard to the Market Street Station site, and one PDS substation to be located on
the new proposed MSF site and the second PDS substation to be l ocated on the Prairie Avenue/Manchester Boulevard Station site. The existing Vons’ site would remain untouched. A brief description of the proposed changes to the Approved Project is provided below.

2 M
FIGURE 1

LOCATION OF PROPOSED ITC ALIGNMENT AND STATIONS
Manchester Bl
Arbor Vitae St
Century Bl
Florence Av
Hawthorne Bl
Prairie Av
La Brea Av
Yukon Av102nd St
Hillcrest Bl
Beach Av
Grevillea Av
Kelso St
Regent St
Kareem CtDoty Av
Hardy St
Spruce Av
Pincay Dr
Myrtle Av
Locust St
Market St
N
Not to scale

INGLEWOOD
Legend
Proposed ITC Alignment
Proposed ITC Station
" The Forum
" SoFi Stadium
" IBEC Arena (Future)
Metro Crenshaw/LAX LRT (Future)
! Metro Crenshaw/LAX LRT Station (Future)M
3 Market Street Alignment

The alignment profiles for the Approved Project were developed to provide minimum clearance of 16 feet 6 inches above all roadways. The height of the guideway is dictated by the elevations at the stations and the existing grades, which vary along the alignmen t. Additional alignment profiles provisions have been made to preserve views of the historic Fox Theater Building on Market Street and other historic structures on Market Street in compliance with the Approved EIR Project Design Features. As part of the Proposed Project, the guideway alignment on Market Street would shift the median of the guideway approximately 12 feet to the east in fro nt of the Fox Theater Building.

Additionally, the profile would be lowered by approximately 10 to 12 feet to preserve the viewsheds of the Fox Theater Building.

Column and Structures

The Approved Project has been configured to minimize impacts on existing facilities, roadways and to create an alignment envelope that would minimize the need fo r columns and double column/straddle bent support systems to the extent possible. Ge nerally, support columns for the guideway would be single columns ranging from 6 feet to 9 feet in diameter when centered under the supported guideway to approximately 6 feet by 12 feet oblong columns when located off-center from the guideway. Columns for straddle type bents over the roadways will range from 6 feet to 8 feet in diameter. Column foundation will likely be deep shafts with depths ranging from approximately 60 to 100 feet.

As the guideway turns east onto Manchester Boulevard, the Proposed Project includes changes to the guideway that would transition from single columns to a one-half straddle bent to support the turn onto Manchester Boulevard before going back to single columns in a new median located in Manchester Boulevard. Straddle bents across Manchester Boulevard will be used where required to accommodate intersections and associated turning movements.

MSF

The Approved Project includes a 75,000 square foot Maintenance and Storage Facility (MSF) planned at 500 E. Manchester Boulevard. This property is currently developed with an existing commercial building containing a Vons grocery store, fitness center, and a bank branch along with the gas station. The Proposed Project would relocate the MSF to the Market Street Station. With 4 this proposed change, the property at 500 E. Manchester Boulevard would no longer be acquired as part of the Project and no changes to this property would occur as part of the Project. Additionally, no changes are anticipated along the adjacent Manchester Boulev ard curb (south side of street between Hillcrest Boulevard and Spruce Avenue).

The proposed MSF would be located adjacent to and east of the Market Street Station and elevated from ground level, with double height clearance over the mainte nance tracks, and a partially unenclosed ground floor. The maintenance level for ATS train cars would be located at an elevation to match the guideway track elevation. The maintenance level will contain mezzanine administrative office space. The ground level would include multiple rows of columns and support beams for structural support. The MSF will be fully enclosed, with some of the administrative offices located above the maintenance level.

The Approved Project included a surface parking lot with approximately 650 public spaces located adjacent to the Market Street Station. The Proposed Project would reduce the size of this surface parking lot to approximately 225 parking spaces. A new multi-level parking structure containing approximately 500 parking spaces would be provided beneath the proposed relocated MSF.

Additionally, a gated surface parking area containing approxima tely 50 parking spaces for MSF employees and MSF visitors will be provided within the 500-space parking structure. A total of 725 parking spaces would be provided with the Proposed Project.

Vehicle and passenger access to the MSF would be provided via c ontrolled gates. Security measures for the MSF would include secured perimeter fencing, automated gates, electronic security card systems, intercoms, security cameras, and exterior lighting. A loading dock and circulation area for large trucks, access driveways, and one of the two PDS substations will be located on this site.

PDS Substations

The Approved Project includes two PDS substations with one loca ted on the MSF site and the second located on the Prairie Avenue/Hardy Street Station. The Proposed Project includes relocating one PDS substation to the new proposed MSF site and the second one at the Manchester Boulevard/Prairie Avenue Station site.

5 ITC PROJECT DESCRIPTION - ROADWAYS

The ITC Project components include an elevated grade-separated guideway, three stations and an MSF. The ITC would traverse along Market Street between Florence Avenue and Manchester Boulevard, Manchester Boulevard between Market Street and Prairie Avenue, and Prairie Avenue between Manchester Boulevard and Hardy Street within the City of Inglewood. The three stations would be located at the southeast corner of the intersection of Florence Avenue and Market Street; southwest corner of the intersection of Manchester Boulevard and Prairie Avenue; and at the northwest corner of the intersection of Prairie Avenue and Hardy Street.

The description of roadways reflecting the proposed changes to the Approved Project is provided in the following section.

Market Street between Florence Avenue and Manchester Boulevard

Under the Approved Project, Market Street between Florence Avenue and Manchester Boulevard would include the same number of lanes as existing conditions (one lane in either direction). No changes to roadway throughput or capacity are proposed as part of the Approved Project. The speed limit along Market Street will remain at 25 mph, similar to existing conditions.

As part of the Proposed Project, the guideway alignment on Market Street would shift the median of the guideway approximately 12 feet to the east in front of the Fox Theater Building. This will result in a wider median (11 to 12 feet wide) along Market Street and 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. The proposed changes will also allow for angled parking along the west side of the street between Regent Street and Queen Str eet and between Queen Street and the alley (north of Manchester Boulevard).

Similar to the Approved Project, Market Street between Florence Avenue and Manchester Boulevard would include the same number of lanes (one lane in either direction) and traffic control at intersections as existing conditions with no changes to roadway throughput or capacity with the Proposed Project. The speed limit along Market Street will remain at 25 mph. Updated conceptual roadway striping plans along Market Street are included in Attachment A and typical cross-sections are included in Attachment B.
6 Manchester Boulevard between west of Market Street and Prairie Avenue

Under the Approved Project, Manchester Boulevard between Market Street and Prairie Avenue will include the same number of lanes as existing conditions, i.e., two lanes in either direction with turn lanes at intersections between Market Street and Hillcrest Boulevard; and two lanes / three lanes in the westbound / eastbound directions, respectively, with tur n lanes at intersections between Hillcrest Boulevard and Prairie Avenue. No change to roadway c apacity or traffic control is proposed as part of the Approved Project. The speed limit along Manchester Boulevard will remain at 35 mph, similar to the approved project and existing conditions.

The Proposed Project includes constructing the MSF at the Market Street Station site rather than at the Vons’ site located on the south side of Manchester Boulevard between Hillcrest Boulevard and Spruce Avenue.

This will result in no changes to the adjacent Manchester Boulevard curb (south side of the street between Hillcrest Boulevard and Spruc e Avenue). The roadway striping plans for the Proposed Project have been updated to reflect this change to the Approved Project.

Similar to the Approved Project, Manchester Boulevard roadway between Market Street and Prairie Avenue will include the same number of lanes as existing conditions and traffic control at intersections as those of the existing conditions with no changes to roadway throughput or capacity with the Proposed Project. The speed limit along Manchester Bou levard will remain at 35 mph.

Inglewood City CouncilApril 11, 2023

Inglewood City Council
April 11, 2023