Inglewood City Council
April 15, 2025

3.5.2 Implications for Planning
The demographic findings in Inglewood provide key insights into the city’s evolving population, housing trends, and economic landscape, all of which carry important implications for future city planning. As Inglewood continues to experience changes in population composition, household size, and employment patterns, City planners must consider strategic approaches to housing affordability, economic development, and transportation infrastructure. These factors will shape the City's ability to meet and support future demands for its diverse population and ultimately foster sustainable growth. The following section outlines the most significant implications for city planning based on these findings.

Housing Affordability and Development Needs. The slight decrease in population and decline in household size suggest changing housing needs. The City must focus on fostering more housing units to meet the Regional Housing Needs Assessment mandate of 7,439 new housing units by 2029 and additional units throughout the horizon year of the General Plan. A significant portion of these units must be affordable for low - and very-low-income residents, addressing housing affordability challenges.

Economic Development and Employment Opportunities. There is significant job outmigration in Inglewood, with many residents commuting outside the city for work because local jobs may not align with residents’ abilities. This leads to economic leakage when earnings are spent elsewhere. The main employment sectors include health care, retail, and hospitality, boosted by developments like SoFi Stadium. To mitigate this, Inglewood should attract growth industries that match the skills of its residents and enhance workforce programs that al ign training with local industry needs. This approach can reduce job outmigration and stimulate local economic activity.

Education and Workforce Development. Educational attainment in Inglewood is below county and state levels, limiting economic mobility and potentially contributing to the City’s lower incomes, with 57 percent of households earning less than $75,000 annually. This impacts residents' access to better jobs and may lead to residents seeking opportunities elsewhere. Investing in education by improving K-12 resources and support, expanding higher education access through partnerships with colleges, and offering vo cational training aligned with industry needs can enhance workforce development and economic prospects.

Retail and C ommercial Development. Inglewood's residents and daytime population spend approximately $855 million annually on key goods and services like groceries, dining, transportation, and apparel. To capture more of this spending locally, the city can expand retail and commercial offerings, supporting small businesses to keep money circulating within the community and foster job creation. Developing mixed-use commercial areas that combine retail, dining, entertainment, and residential spaces will attract foot traffic and enhance the city’s appeal.

Marketing Inglewood as a destination for shopping and entertainment can draw visitors from surrounding areas, boosting economic activity and improving the overall quality of life.

The expected increase in visitors due to the City's investments in sports and entertainment venues, along with new residents from expanded housing development, is likely to boost local spending power—provided the City offers experiential and essential reta il options that complement its Chapter 3 Demographic Economic Profile
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entertainment attractions. However, this influx of visitors and residents may strain existing infrastructure. The planned Inglewood Transit Connector project, which will link the Hollywood Park sports and entertainment complex to the Downtown Inglewood K L ine station, can help mitigate these challenges by reducing congestion and emissions.

In summary, Inglewood is at a crucial juncture where strategic planning can profoundly influence its future. The c ity’s evolving demographics, housing demands, and economic shifts underscore the need for holistic and forward -thinking approaches. By prioritizing housing affordability, aligning economic development with resident skills, and investing in education and workforce development, Inglewood can address current challenges and capitalize on emerging opportunities. Expanding retail and commercial activities will not only stimulate local economies but also boost community satisfaction . Embracing these and other strategies will enable Inglewood to foster sustainable growth and meet the needs of its diverse population.

Chapter 3 Demographic Economic Profile

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Market Analysis
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4 MARKET ANALYSIS
The Market Analysis begins by offering an overview of recent broader market trends , with particular attention to how the COVID-19 pandemic has reshaped cities' approaches to various land uses and market sectors. It then shifts focus to the City of Inglewood's notable growth and development over the past five years, followed by a detailed examination of the retail, office, industrial, multifamily, and hospitality sectors. Each market segment is analyzed through historical trends, current vacancy rates, rent comparisons, and future outlooks, with comparisons drawn between the City, the Inglewood Submarket, and Los Angeles County. The final part of this section observes key land use findings from community/st akeholder outreach sessions, summarizes market data, and provides demand estimates for the examined asset classes over the next 25 years. This section aims to provide a comprehensive understanding of market dynamics to guide informed decision-making for future development.

4.1 Recent Market Trends
The COVID-19 pandemic accelerated existing trends and reshaped the way cities consider land use. Key trends for each land use are outlined below.
• Retail. Retail has been an ever -evolving asset class and changed significantly prior to ( and following) the pandemic. The United States is significantly over-retailed (with over 23 square feet of shopping center space per capita). To adapt to the growing presence of online retailers and e-commerce, several brick-and-mortar retailers began reducing their physical footprint in favor of developing omni -channeling strategies to offer a seamless shopping experience to consumers via in -person or online modes of shopping. Additionally, as big -box anchors at shopping centers across the country began shutting, shopping center developers and owners reimagined many of these buildings from pure retail to a blend of uses, including residential and industrial.

The COVID-19 pandemic accelerated these trends as people were quarantined at home and began relying on e- commerce and online retailers . For example, e- commerce sales in the United States increased by over 30% in Q2 2020, and e-commerce’s share of overall retail sales is expected to continue to increase in the near future (up to 25% of all retail sales within the next five years). Consumer online shopping behavior further solidified during the pandemic years and is unlikely to change, given rapid delivery options, including same-day delivery, by several e-commerce retailers. The types of retail that continue to grow and remain in demand include trip-generating uses, such as ent ertainment, experience, and essentials (e.g., restaurants, bars, grocery).
• Office. Office leasing activity dropped as remote work became the new normal during the COVID-19 pandemic. Research has shown that though work-from-home days have dropped from the pandemic high of 60%, employers expect an average of 2.3 work -from-home days per week, suggesting the hybrid home/office model is still being well-utilized post-pandemic.

Chapter 4 Market Analysis

Telework and work-from-home options are reshaping the need for office space and business districts. Office space appears to be moving closer to suburban areas or is being integrated into more blended use environments (developments that include complementary land uses e.g., commercial, residential, hospitality).
• Industrial/Flex. The merging of retail and industrial uses via e-commerce is accelerating the growth of industrial/flex uses . Last-mile delivery and sorting facilities are in high demand because e-commerce retailers cannot thrive without a significant distribution network.

Additionally, flex space ( space that is designed to be a versatile blend of industrial, office, research and development, incubator, tech, and retail-showroom) is a growing market. Cities like Inglewood may be able to attract high- tech firms and skilled w orkers with the ability to open such space.
• Multifamily Residential. New housing can generate significant new tax revenues directly via annual property taxes and i ndirectly via sales tax revenues because remote workers can alleviate traffic and increase spending to support local businesses. Additionally, e -commerce spending from residents allows a greater proportion of County Pool revenues to be distributed to the City. Given this, housing does not necessarily have a net negative fiscal impact to a city, especially given rising property values for new construction. As work-from-home became the new normal, home office amenities are becoming increasingly important in both single family and multifamily residen tial projects. Lastly, as large retail centers are converting from pure retail centers to a blend of uses, we are beginning to see more residential uses in shopping centers.
• Hospitality. The COVID -19 pandemic affected both business and leisure travel and thus significantly hurt the hospitality industry. However, as conferences and events are returning to in-person formats and leisure travel is rebounding, we are observing hotels approaching similar levels of occupancy as prior to the pandemic. Additionally, average daily rates (“ADR”) and revenue per available room (“RevPAR”) have increased gradually to offset the negative impacts of the pandemic.

4.1.1 Recent Developments in Inglewood
The City has been growing significantly in the last five years and has completed several large-scale projects, including SoFi Stadium, one of the most technologically advanced and sustainable stadiums in the world. The stadium opened in August 2020 and will host the FIFA World Cup in 2026 as well as the 2028 Olympics opening and closing ceremonies. The NFL Media building, the new headquarters of the NFL, the YouTube Theater, and the Los Angeles Philharmonic’s Youth Orchestra Los Angeles Center opened in 2021. The Cinepolis luxury theater opened in July 2023, and the Intuit Dome, the new home of the NBA’s Los Angeles Clippers, opened in August 2024.

Since 2022, retail developments have expanded with the addition of 320,000 square feet at the Shops at Hollywood Park. In the office sector, the aforementioned NFL Media Building added 451,000 square feet of space. In the industrial sector, notable developments include a 143,000 - Chapter 4 Market Analysis
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square-foot FedEx facility completed in 2017 and a 144,000 -square-foot Extra Space Storage facility completed in 2021.

In the multifamily residential sector, seven new buildings have been constructed since 2021, comprising a total of 871 units. In 2023, 653 new multifamily residential units were delivered .

Additionally, two apartment buildings under construction will add 366 units , and a proposed affordable housing development will add another 120 units.

From a hospitality standpoint, Inglewood has three hotels that are currently in final planning and expected to break ground within 12 months. These hotels will service the Hollywood Park/sports- entertainment complex and add 624 new rooms in hotels varying between upper midscale and luxury class. Additionally, there is a 120-room midscale class hotel proposed.

4.2 Market Demand Analysis Overview
To better understand current market demand in the c ity, the project team utilized CoStar to analyze and compare key market variables for various land uses—e.g., commercial (retail, office, industrial/flex), residential, and hospitality (hotel)—across different geographies including the city of Inglewood, the regional area bounded by Interstate (I-) 10, I-105, I-110, and I-405 (“Submarket,” “Inglewood Submarket”) and Los Angeles County (see Figure 4-1).

The boundaries of the Inglewood Submarket were chosen for the following reasons. First, the top three destinations where residents commute for work outside of Inglewood are Los Angeles, Santa Monica, and Culver City, demonstrating that more residents commute to the north, west, and east than make southbound commutes. Second, when observing a five-mile radius from Manchester Blvd. and Prairie Ave., the radius captures most of the area bounded by I-10, I-105, I-110, and I- 405, along with portions of areas west of I -405 and south of I-105 (e.g., Hawthorne, Marina del Rey, and El Segundo). If the areas west of I -405 and south of I -105 were included as part of the Submarket, the data would skew toward a higher -end product and not be particularly representative of the area surrounding Inglewood.

The Market Demand Analysis examined variables such as occupancy rates, market asking -rent levels, construction trends, and overall inventory by Classes A, B, and C, as defined by CoStar. The Analysis presents this data from a current snapshot (as of the end of the second quarter of 2024) as well as a historical lens (from year-end 2013 to year -end 2023) to measure growth patterns across these land uses in the City, Submarket, and Los Angeles County.

Per CoStar, a Class A building is a high-quality building that contains abundant amenities with a proper maintenance and management team. These buildings typically have high -value tenants and feature above-average rental rates. Conversely, Class B and Class C buildings feature fewer amenities, typically offer lower rental rates, and may not have as prestigious a group of tenants compared to a Class A building.

The findings from CoStar will inform near-term and long-term market demand estimates for the examined land uses.

Chapter 4 Market Analysis

Figure 4-1 Map of the City and the Inglewood Submarket

Source: CoStar (Accessed November 2023);
Note: The Submarket contains two CoStar submarkets—Inglewood/South L.A. and Culver City.

4.2.1 Retail Market
The retail market in the city is large (6.1 million SF) and makes up approximately 26% of retail space in the Inglewood Submarket. Nearly one-third of the vacancy in the Inglewood Submarket is in the city, and approximately half of the vacant space in the c ity can be attributed to the fact that, as of Q2 2024, just 52% of The Shops at Hollywood Park are leased (leaving ~162,700 SF vacant). Table 4-1 provides a snapshot (as of Q2 2024) of the retail market in the c ity compared to the Inglewood Submarket and Los Angeles County.

Current Snapshot: Vacancy Rates and Rent Comparisons
The City is currently facing higher vacancy rates in its retail market compared to both the Submarket and the County. Inglewood's retail vacancy rate stands at 6.1%, notably higher than the 4.1% vacancy rate of the Inglewood Submarket and the 5.5% vacancy rate of the broader Los Angeles County. One of the key factors driving this vacancy rate is the low occupancy at The Shops at Hollywood Park. Excluding The Shops at Hollywood Park, existing retail vacancy would be 3.6%, indicating a healthy market.

Retail rental rates in Inglewood, while lower than those in the S ubmarket and the County, have been increasing at a similar pace. Inglewood's current rents are competitive but reflect the c ity's challenges with vacancy and tenant demand.

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The retail space in Inglewood is largely composed of older buildings, with Class C properties dominating the market. Class C properties account for 58% of the total retail square footage, followed by Class B at 29%, and Class A at 13%. The vacancy rate in the Class C segment is relatively low at 5.0%, indicating that much of the space is being utilized. However, the negative absorption rate of -14,025 SF suggests a decline in demand for these lower-tier spaces, which may be tied to broader market shifts or economic conditions affecting smaller businesses that typically occupy Class C spaces. The rent in this segment is the lowest at $28.19 per SF, which aligns with its positioning as the most affordable option for tenants. The significant negative absorption , however, suggests that affordability may no longer be enough to maintain occupancy, possibly due to structural changes in retail demand or the shift to e-commerce.

Class B properties are the next largest segment, occupying 29% of the market , and have a low vacancy rate of 5.1%. However, negative net absorption of -996 SF points to a weakening demand in this segment. But despite this slight decline in demand, Class B properties command the highest average rent at $29.78 per SF. This could be attributed to the balance between location desirability and affordability compared to Class A and Class B spaces.

Class A properties, which represent the smallest share of the market at 13%, have the highest vacancy rate at 13.0%, with 101,129 SF of space currently unoccupied. This elevated vacancy is attributed to the completion of significant retail space at The Shops at Hollywood Park . Despite the relatively high vacancy, there is a positive trend in net absorption, with 4,577 SF being absorbed, indicating that demand still exists for prime locations. The rent for Class A properties, at $28.37 per SF, is slightly lo wer than Class B properties, suggesting that landlords might be adjusting pricing to attract tenants. The positive absorption combined with a competitive rent indicates that Class A space could be recovering, albeit slowly, from vacancy pressures.

Table 4-1 Retail Market Snapshot (Q2 2024)
City of Inglewood Inglewood
Submarket Los Angeles County
Availability
Market Asking Rent $PSF/Yr. $28.69 $33.61 $36.34
Vacancy Rate 6.1% 4.1% 5.5%
Vacant SF 371,540 971,581 24,841,381
Net Absorption (12,444) 11,280 (858,898)
Inventory
Existing SF 6,124,516 23,815,512 454,488,643
Source: CoStar (accessed September 2024).

Note: Vacant space refers to all space that is not occupied by a tenant regardless of availability or lease obligation. Available space is the amount of space currently being marketed as available for lease or sale in a given time period. It includes any space that is vacant, occupied, or available at a future date. Negative net absorption refers to the fact that more tenants vacated retail space as opposed to renewing or expanding.

Chapter 4 Market Analysis

Historical Trends Over the Past 10 Years
Over the past decade, Inglewood’s retail vacancy rates have remained relatively stable, fluctuating between 3.0% and 5.8%, which is slightly higher than both the Inglewood Submarket (4.2% peak) and Los Angeles County (5.2% peak). The COVID -19 pandemic did not appear to cause retailers to vacate space in the city, as indicated by a net absorption of +45,262 SF by year-end 2021, thus causing retail vacancy to decrease. However, 2022 saw an increase in retail vacancy and a drop in retail space absorption (-15,912 SF). This negative net absorption could be attributed to the large amount of retail space added to the market at The Shops at Hollywood Park.

Since 2013, rent per SF has been steadily increasing between 2013 and 2023 for both the City and the Inglewood Submarket. From 2013 to 2023, Inglewood rents have increased from $21.14 per SF to $28.73, and rents in the Inglewood Submarket have increased from $25.55 to $33.96. Even during periods of higher vacancy or lower absorption, asking rents have not decreased.

Over the last 10 years, approximately 368,134 SF of retail space has been added in Inglewood , accounting for 27% of retail growth in the Inglewood Submarket . In total, Inglewood added 30 new retail buildings, amounting to 368,134 SF of space, the majority of which was linked to The Shops at Hollywood Park development , with 41,000 SF added in 2022 and 279, 000 SF added in 2023 (including a 55,137 SF Cinepolis luxury theater). As of Q2 2024, only one 2,000 SF pad is proposed at the southwest corner of Manchester Blvd. and Van Ness Ave. No other retail space is planned, proposed, or under construction in the c ity. During the same period, 13 older retail buildings totaling 85,037 SF were demolished, indicating a gradual turnover in the retail stock (see Tables 4-2 through 4-4 and Figures 4-2 and 4-3).

In comparison, the Inglewood Submarket experienced the addition of 67 retail buildings, representing over 1.3 million SF of new construction, and saw the demolition of 109 buildings, comprising nearly 700,000 SF of space.

Table 4-2 Retail Market History (2013-2023), City of Inglewood Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 6,103,447 323,392 5.3% 174,189 $28.73
2022 5,824,542 218,676 3.8% (15,912) $27.84
2021 5,795,553 173,775 3.0% 45,262 $26.75
2020 5,836,382 259,866 4.5% (2,139) $25.84
2019 5,827,665 249,010 4.3% (50,278) $25.45
2018 5,835,027 206,094 3.5% (479) $24.80
2017 5,832,564 203,152 3.5% 33,002 $24.18
2016 5,831,684 235,274 4.0% 63,307 $23.41
2015 5,847,665 314,562 5.4% 43,959 $22.76
2014 5,828,690 339,546 5.8% (21,387) $21.95
2013 5,844,252 333,715 5.7% 8,875 $21.14
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Chapter 4 Market Analysis
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Table 4-3 Retail Market History (2013-2023), Submarket
Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 23,796,555 1,006,406 4.2% 312,320 $33.96
2022 23,352,495 874,666 3.7% 1,277 $33.22
2021 23,256,284 779,732 3.4% 74,671 $32.08
2020 23,264,243 861,762 3.7% 125,680 $31.22
2019 23,082,795 808,906 3.5% (291,856) $30.94
2018 23,173,938 606,467 2.6% (41,760) $30.18
2017 23,252,886 650,297 2.8% 43,035 $29.43
2016 23,195,715 636,441 2.7% 166,256 $28.48
2015 23,151,008 757,990 3.3% (33,391) $27.72
2014 23,154,901 728,392 3.1% (71,087) $26.59
2013 23,414,440 916,838 3.9% 11,033 $25.55
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Table 4-4 Retail Market History (2013-2023), Los Angeles County Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 454,657,408 23,637,495 5.2% (315,482) $36.61
2022 453,888,241 22,559,818 5.0% 467,597 $35.90
2021 453,905,922 23,033,968 5.1% (388,989) $34.68
2020 454,990,861 23,752,818 5.2% (2,644,473) $33.68
2019 454,660,210 20,727,438 4.6% (1,344,945) $33.32
2018 454,342,972 19,204,915 4.2% (1,298,413) $32.50
2017 454,414,323 17,953,912 4.0% 723,664 $31.70
2016 453,413,875 17,603,469 3.9% 4,447,254 $30.71
2015 452,622,317 21,356,651 4.7% 643,466 $29.83
2014 451,002,088 20,606,792 4.6% 2,056,699 $28.65
2013 450,829,790 22,491,498 5.0% 2,378,512 $27.56
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Chapter 4 Market Analysis

Figure 4-2 Retail Vacancy (2013-2023)

Source: CoStar (accessed September 2024).

Figure 4-3 Retail Market Asking Rents PSF/Year (2013-2023)

Source: CoStar (accessed September 2024).

2.0%

2.5%

3.0%

3.5%

4.0%

4.5%

5.0%

5.5%

6.0%
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
$16.00
$24.00
$32.00
$40.00
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
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Future Retail Development
Retail dynamics are shifting due to a combination of store closures, bankruptcies, and the rise of e-commerce. As a result, many retail centers are being transformed into a blend of uses that integrate retail with other functions. Today, retail is increasingly anchored by "trip-generators" like entertainment, experiential offerings, and essential services, such as food and groceries.

Looking forward, retail development in Inglewood is somewhat limited, consistent with broader trends in the S ubmarket. Currently, only two retail buildings are under construction in the Submarket, totaling 68,601 SF . Proposed projects include three retail buildings, one of which is planned in Inglewood. This project is a smaller development consisting of a 2,000 SF Class B retail pad at the southwest corner of Manchester Boulevard and Van Ness Avenue. Despite trends suggesting reduced demand for traditional retail space in the c ity due to e -commerce growth, there is still notable interest in new retail development. This demand is being driven by the emergence of major sports and entertainment venues at the Hollywood Park/sports - entertainment complex, which are expected to generate significant foot traffic, as well as the housing developments designed to support these venues.

A significant portion of Inglewood's retail space is over 40 years old, accounting for 3.9 million SF, or 63% of the total 6.1 million SF of retail space in the c ity. Concentrations of retail space older than 40 years can be found primarily in the area bounded by I-405 to the west, Manchester Blvd. to the north, Prairie Ave. to the e ast, and Imperial Hwy. to the s outh. Additional concentrations can be found at the intersections of Crenshaw Blvd. and Imperial Hwy., Crenshaw and Manchester Blvds., and along Centinela Ave. and Market St. / La Brea Ave. north of Manchester Blvd.

Of this older stock, approximately 20% (780,000 SF) has the potential to be reimagined either as modern retail space or as retail space combined into a development with a blend of supporting uses (e.g., residential/retail) . This represents a key opportunity for revitalization, which could transform older retail areas to better align with current market demands and the City’s growth trajectory.

Given that Inglewood’s retail space currently faces higher vacancies and challenges with leasing large developments like The Shops at Hollywood Park, there appears to be limited demand for significantly more retail space to be built over the next 25 years, unless older retail space or vacant land was replaced or reimagined into a mixed-use development with some retail uses along major transit areas or, as the public desired, along corridors such as Century Blvd., Market St., and Imperial Hwy. In these scenarios, approximately 5 to10 SF of local-serving retail/restaurants could be added per new residential unit. Based on Regional Housing Needs Assessment (“RHNA”) projections, the City is expected to show capacity to support 7,439 new housing units from 2021 to 2029 (~930 units per year). This would imply that the City could add 4,650 to 9,300 SF of retail space per year or approximately 116,250 to 232,500 SF of retail over the next 25 years, including the potential reimagining or replacing of older retail space. Efforts to modernize older retail stock and encourage strategic new development could strengthen Inglewood’s position within the regional retail market in the coming years.

Chapter 4 Market Analysis

Table 3-17 in Chapter 3, Economic and Demographic Profile, of this Existing Conditions Report examines retail sales leakage by retail category. The data demonstrate that the City is exhibiting retail sales leakage in several categories that do not leak sales to online retailers , most notably experiential retail, such as bars/drinking places and full- service restaurants. The City could consider targeting this type of retail that would complement the venues at the Hollywood Park/sports-entertainment complex.

4.2.2 Office Market
The office market in the city has an estimated 3.5 million SF and comprises 21% of the office space in the Inglewood Submarket. Over one-fourth of the vacancy in the Inglewood Submarket can be found in the city. Two buildings in particular—9800 S. La Cienega Blvd. (413,610 SF) and the NFL Media Building (450,872 SF)—account for 25% of the total office market in the c ity and have a larger effect on office market trends. Table 4-5 provides a snapshot (as of Q2 2024) of the office market in the city compared to the Inglewood Submarket and the County.

Current Snapshot: Vacancy Rates and Rent Comparisons
As of Q2 2024, Inglewood’s office vacancy rate is higher than both the Submarket and the County, indicating a relatively weak demand for office space in the city. Excluding the two largest buildings in the office rental space—9800 LA Cienega and the NFL Media Building—existing office vacancy would drop from 26.7% to 21.1%. Office rents in Inglewood ($43.00 PSF) are lower than those in the Submarket ($48.16 PSF), though they are comparable to rents in the County ($41.57 PSF).

Class A office space accounts for the largest portion of the market at 38% , with six buildings comprising a total of 1.3 million SF. These properties face significant challenges with a high vacancy rate of 50.5%, translating to 665,805 square feet of unoccupied space. The NFL Media Building in Hollywood Park only accounts for 26% of the total Class A office vacancy. Excluding this building from the overall SF, Class A office vacancy would increase to 58%. This suggests oversupply or low demand for premium office space. Despite this, there has been positive net absorption (38,667 SF), indicating some tenant interest in higher -end spaces. Rents for Class A properties are the highest at $50.58 per SF, reflecting the premium nature of these offices . The high vacancy rate, coupled with strong rental rates, may suggest that these premium spaces are not fully aligning with current market demand or that tenants are still navigating post-pandemic recovery in terms of occupancy.

Class B properties make up 33% of the market with 35 buildings, totaling 1 .15 million SF. This segment has a vacancy rate of 16.6%, with 191,295 SF of space available. The rental rate for Class B properties is $39.43 per SF, offering a more affordable option compared to Class A spaces, while still providing desirable office amenities. Net absorption in Class B properties is nearly flat, at 300 SF, which may indicate stability in demand but a lack of significant expansion or contraction in tenant activity.

Class C Properties comprise a substantial 29% of the market and include 198 buildings totaling 1,001,930 SF. Class C properties have the lowest vacancy rate at 7.1%, with just 70,661 SF vacant.

These buildings, which typically offer more affordable and less modern office space, have a rental Chapter 4 Market Analysis
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rate of $37.16 per SF. Net absorption in this segment stands at 5,703 SF, reflecting steady demand for these lower -cost options. Class C's combination of low vacancy and moderate absorption suggests that there is sustained demand for more budget -friendly office space, especially as businesses seek cost-effective solutions.

In summary, while Class A properties dominate the market in terms of quality and rental rates, they face significantly higher vacancy challenges. On the other hand, Class B and C properties, though less premium, are performing more steadily, with lower vacancy rates and more stable net absorption, making them attractive to cost-conscious tenants. As the market evolves, particularly in response to economic shifts and new development, these trends will be key in shaping the future distribution and demand for office space across the city.

Table 4-5 Office Market Snapshot (Q2 2024)
City of Inglewood Inglewood
Submarket Los Angeles County
Availability
Market Asking Rent $PSF/Yr. $43.00 $48.16 $41.57
Vacancy Rate 26.7% 20.5% 16.0%
Vacant SF 927,761 3,477,915 71,020,125
Net Absorption 44,670 41,797 (605,201)
Inventory
Existing SF 3,475,271 16,973,219 443,347,516
Source: CoStar (accessed September 2024).

Note: Vacant space refers to all space that is not occupied by a tenant regardless of availability or lease obligation. Available space is the amount of space currently being marketed as available for lease or sale in a given time period. It includes any space that is vacant, occupied, or available at a future date.

Historical Trends Over the Past 10 Years
Over the last decade, Inglewood's office vacancy has been volatile, largely influenced by external factors such as the COVID-19 pandemic. The pandemic caused a significant shift in the way people work—offices were shut down and employees began working remotely. Office vacancy in the city rose from 20.7% in 2019 to 26.1% by the end of 2023. The broader Inglewood Submarket experienced a similar trend but with more dramatic increases ; vacancy more than doubled from

8.4% in 2019 to 20.3% in 2023. Comparatively, vacancy rates in the County in the ten-year span did not rise beyond 15.5%. Although Inglewood has overall higher levels of vacancy compared to the surrounding Submarket, it is important to note that more than half of the vacant space in the city can be attributed to three buildings, one of which is the aforementioned NFL Media Building.

Despite the rise in vacancies, office rents in Inglewood have steadily increased, growing by 43% over the past decade, from $30.05 per SF in 2013 to $42.90 in 2023. This trend suggests that while occupancy challenges persist, landlords have been able to maintain or even increase rental prices, possibly due to the quality of space or specific market conditions. Comparatively, rents in the broader Inglewood Submarket grew at a slightly slower rate of 35%, $35.72 per SF to $48. 15, reflecting less pressure on p ricing in the S ubmarket. The difference in rent growth between Chapter 4 Market Analysis

Inglewood and the Submarket may point to a stronger demand for office space in Inglewood prior to the pandemic, though recent vacancy trends indicate a potential mismatch between rental expectations and current demand (see Tables 4-6 through 4-8 and Figures 4-4 and 4-5).

Inglewood's office development has been modest compared to the Submarket. While Inglewood added 452,471 SF of office space across two buildings over the past decade, the Submarket saw an expansion of 2.86 million SF across 51 buildings, indicating a much more robust development pipeline in surrounding areas. The most significant stretch of construction during this period was in 2021 with the completion of the NFL Media Headquarters , a Class A property adding 450,872 SF of office space. A smaller project was also completed in 2017 (one small office of 1,599 SF). No new office space has been constructed in the city since the opening of the NFL Media Headquarters. Furthermore, the higher rate of demolitions in the broader Submarket (215,080 SF demolished versus 40,000 SF in Inglewood) implies a faster turnover of aging office stock in other parts of the region, potentially leading to newer, more competitive office spaces.

Table 4-6 Office Market History (2013-2023), City of Inglewood Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 3,475,271 907,836 26.1% 3,859 $42.90
2022 3,475,271 911,695 26.2% (68,717) $43.19
2021 3,475,271 842,978 24.3% 247,071 $43.10
2020 3,052,399 667,177 21.9% (45,737) $43.41
2019 3,064,399 633,440 20.7% 19,237 $44.63
2018 3,064,399 652,677 21.3% 58,826 $42.01
2017 3,064,399 711,503 23.2% 1,598 $40.20
2016 3,062,800 711,502 23.2% 44,834 $38.13
2015 3,062,800 756,336 24.7% 551 $35.53
2014 3,062,800 756,887 24.7% (16,118) $32.22
2013 3,067,188 745,157 24.3% (54,543) $30.05
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

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Table 4-7 Office Market History (2013-2023), Inglewood Submarket Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 16,846,776 3,421,679 20.3% (849,583) $48.13
2022 16,360,836 2,086,156 12.8% 16,290 $48.83
2021 16,178,120 1,919,730 11.9% 615,122 $48.80
2020 15,168,315 1,525,047 10.1% (214,457) $49.47
2019 15,121,745 1,264,020 8.4% 396,240 $51.71
2018 14,892,143 1,430,658 9.6% 415,404 $49.16
2017 14,671,844 1,625,763 11.1% (43,127) $47.61
2016 14,285,360 1,199,852 8.4% 64,002 $45.66
2015 14,259,081 1,238,575 8.7% (62,201) $42.78
2014 14,256,269 1,173,562 8.2% 250,550 $38.83
2013 14,229,339 1,396,282 9.8% 136,201 $35.72
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Table 4-8 Office Market History (2013-2023), Los Angeles County Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 443,495,485 68,754,906 15.5% (5,370,617) $41.43 2022 441,842,367 61,723,971 14.0% (1,896,137) $41.60 2021 440,408,542 58,464,753 13.3% (3,347,338) $41.43 2020 437,535,551 52,165,424 11.9% (7,552,665) $41.25 2019 437,035,774 44,032,351 10.1% (1,502,384) $41.77 2018 435,969,651 41,566,679 9.5% 1,170,366 $39.76
2017 436,207,925 42,968,188 9.9% (86,501) $38.31
2016 434,522,909 41,198,967 9.5% 4,006,777 $36.82
2015 433,903,290 44,562,031 10.3% 2,299,042 $34.92
2014 433,410,051 46,388,813 10.7% 2,794,649 $32.38
2013 433,869,147 49,867,510 11.5% 1,040,584 $30.49
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Chapter 4 Market Analysis

Figure 4-4 Office Vacancy (2013-2023)

Source: CoStar (accessed September 2024).

Figure 4-5 Office Market Asking Rents PSF/Year (2013-2023)

Source: CoStar (accessed September 2024).

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
$28.00
$32.00
$36.00
$40.00
$44.00
$48.00
$52.00
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
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Future Office Development
Looking forward, several developments are in the proposal phase in Inglewood, but currently, no office buildings are under construction. The City has three proposed buildings at Hollywood Park, totaling 545,718 SF. These planned developments are significant but remain in early stages, contributing to a lack of immediate growth in the office market. If they were to be built, however, these buildings would add significant office space to the market.

In contrast, the broader Inglewood Submarket is experiencing more construction activity. Four buildings are currently under construction, adding 332,413 SF, and 11 proposed developments are in the pipeline (including the three in Inglewood’s Hollywood Park /sports-entertainment complex), five in Culver City, and three in LA, totaling 2.22 million SF of office space. This suggests that while Inglewood is preparing for growth, neighboring areas like Culver City and parts of Los Angeles are more actively expand ing their office markets. Given that more people are working from home, in-home office type amenities will be important to consider for future development.

Approximately 82% of Inglewood’s office space is over 40 years old, totaling 2.85 million SF. Given the limited demand for additional office space, it is anticipated that up to 20% of the older office space, about 570,000 SF, has the potential to be reimagined or redeveloped as part of a mixed - use commercial/residential development. A large portion of that space could be turned into a higher-demand office use, such as medical office. This presents an opportunity to reposition older properties to meet modern demands, potentially incorporating a blend of uses to attract tenants and improve occupancy.

4.2.3 Industrial/Flex Market
E-commerce is accelerating growth of industrial use. Retail and industrial are merging, with space being used for Buy Online Pick Up in Store, fulfillment, last -mile logistics, and warehousing (including flex space such as research and development). This analysis compared key variables in the industrial and flex space market (hereafter, “industrial market”) in the city, the Submarket, and the County.

The industrial market in Inglewood encompasses a total of 5.5 million SF spread across 348 buildings. This market represents 44% of the industrial and flex space in the Submarket . The industrial sector is primarily composed of Class B and Class C properties, with Class B buildings accounting for 31% (67 buildings) and Class C buildings representing the majority at 65% (272 buildings). The city has only one Class A building, which comprises 0.3% of the industrial space.

The flex space market in the city includes 20 buildings totaling 203, 000 SF and maintains a relatively low vacancy rate of 5.0%. Meanwhile, the industrial -only portion of the city’s market consists of 328 buildings with 5 .3 million SF and a slightly higher vacancy rate of 5.6%. These figures highlight the relative stability of the industrial sector, with only modest fluctuations in vacancy.

Chapter 4 Market Analysis

Current Snapshot: Comparison of Vacancy and Rent
As of Q2 2024, Inglewood's industrial vacancy rate stood at 5.6%, significantly lower than the 8.0% vacancy rate observed in the broader Inglewood Submarket. Additionally, rents in Inglewood were reported at $22.54 per SF, below the S ubmarket's average of $27.82. While this indicates that Inglewood offers more affordable options within the region, the slight increase in vacancies and rents compared to the County indicates that the City faces moderate competition in the broader market. See Table 4-9.

Class A industrial properties in Inglewood represent just 0.3% of the market, with one building offering 18,650 square feet. With no vacancy and a rental rate of $25.76 per square foot, Class A space is fully occupied, reflecting its high demand. However, the scarcity of premium Class A facilities may indicate a missed opportunity for attracting larger businesses seeking modern, high- tech amenities.

Class B buildings account for 31.4% of the City’s industrial market , but they face higher vacancy rates (12.5%) and negative net absorption (-138,558 square feet). This suggests weaker demand, as tenants may prefer the cost -effectiveness of Class C or require the higher quality of Class A.

Despite rents being relatively c ompetitive at $23.52 per square foot, the oversupply of Class B space suggests a need for upgrades or repurposing to remain attractive to tenants.

Class C properties dominate the City’s industrial market, comprising 64.9% of the total space and a low vacancy rate of 2.6%. The affordability of these older buildings, with rents at $22.28 per square foot, makes them highly attractive to cost-conscious businesses. While Class C spaces are older, their high occupancy suggests ongoing demand for functional, lower-cost industrial spaces.

Class A space, although limited, shows a strong demand, while Class B properties struggle with vacancies due to their mid -range positioning. Class C properties thrive due to affordability, appealing to businesses prioritizing cost over modern facilities. There is clear market potential for upgrading portions of Class B and C spaces to meet the rising demand for modern facilities, driven by the e-commerce boom.

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Table 4-9 Industrial Market Snapshot (Q2 2024)
City of Inglewood Inglewood
Submarket Los Angeles County
Availability
Market Asking Rent $PSF/Yr. $22.54 $27.82 $18.73
Vacancy Rate 5.6% 8.0% 5.4%
Vacant SF 306,446 1,000,426 51,568,113
Net Absorption (106,822) (50,673) (3,040,079)
Inventory
Existing SF 5,466,388 12,481,147 963,767,566
Source: CoStar (accessed September 2024).

Note: Vacant space refers to all space that is not occupied by a tenant regardless of availability or lease obligation. Available space is the amount of space currently being marketed as available for lease or sale in a given time period. It includes any space that is vacant, occupied, or available at a future date. Negative net absorption refers to the fact that more tenants vacated retail space as opposed to renewing or expanding.

Historical Trends Over the Past 10 Years
Inglewood’s industrial market has remained relatively stable over the past decade. The City’s industrial vacancy rates have consistently been lower than those of the broader Submarket. While the Submarket has seen fluctuations, including higher vacancy rates peaking at 8.0% in recent years, Inglewood has managed to maintain tighter control over its vacancies. This pattern reflects the City's steady demand for industrial space, particularly for Class C properties.

Over the last ten years, industrial vacancy in the city fluctuated, experiencing a low of 1.4% (2015) and highs up to 6.0% (2020), while industrial rents steadily grew (110% overall increase). In the same period, industrial vacancy in the S ubmarket and the County saw more fluctuation, with vacancies as high as 7.8% (2020, Submarket) and rents growing by 101% and 118%, respectively.

Although industrial vacancy increased across all observed geographies between year -end 2019 and year-end 2020, in light of the COVID -19 pandemic, changing consumer behaviors and the growing presence of e-commerce saw an increase in the demand for industrial / flex space, and vacancies declined (see Tables 4-10 through 4-12 and Figures 4-6 and 4-7).

In the last ten years, 291,400 SF of industrial space have been added in Inglewood across three major buildings, while 100,298 SF were removed through the demolition of 10 buildings. Notable developments include the 143,400 SF Class B FedEx Distribution Fa cility completed in 2017 and the 144,400 SF Extra Space Storage building finished in 2021. The majority of the new construction activity in the Submarket occurred in Inglewood. In the ten- year span, six buildings totaling 364,120 SF were added in the Submarket, while 66 buildings totaling 870,378 SF were demolished.

Chapter 4 Market Analysis

Table 4-10 Industrial Market History (2013-2023), City of Inglewood Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 5,466,388 141,607 2.6% (61,179) $23.03
2022 5,466,388 80,428 1.5% 112,847 $22.03
2021 5,466,388 193,275 3.5% 223,917 $19.97
2020 5,369,386 320,190 6.0% (260,964) $18.16
2019 5,433,728 123,568 2.3% 26,464 $16.96
2018 5,440,787 164,150 3.0% (68,901) $15.92
2017 5,440,787 95,249 1.8% 133,081 $14.86
2016 5,293,826 81,369 1.5% (8,583) $13.75
2015 5,296,529 75,489 1.4% 44,867 $12.69
2014 5,300,615 124,442 2.3% 107,759 $11.71
2013 5,300,615 232,201 4.4% (63,399) $10.96
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Table 4-11 Industrial Market History (2013-2023), Inglewood Submarket Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 12,483,997 857,543 6.9% (444,583) $28.31
2022 12,520,092 449,055 3.6% 210,099 $27.27
2021 12,544,028 683,090 5.4% 320,519 $24.94
2020 12,512,748 972,329 7.8% (642,396) $22.82
2019 12,746,730 572,782 4.5% (234,625) $21.49
2018 12,938,241 536,727 4.1% (285,040) $20.26
2017 12,976,034 289,480 2.2% 118,202 $18.94
2016 12,973,418 405,066 3.1% (105,602) $17.52
2015 13,020,683 346,729 2.7% 59,698 $16.26
2014 13,097,672 483,416 3.7% (28,054) $15.06
2013 13,169,187 526,877 4.0% (149,877) $14.07
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

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Table 4-12 Industrial Market History (2013-2023), Los Angeles County Year Inventory SF Vacant SF
Total Vacant % Total Net Absorp. SF
Total
Market Asking
Rent PSF
2023 960,939,893 40,474,443 4.2% (15,228,813) $19.15 2022 958,255,575 22,575,272 2.4% (2,464,937) $18.27
2021 956,077,693 17,943,677 1.9% 15,017,598 $16.42
2020 955,392,078 32,273,777 3.4% (7,037,693) $14.76
2019 953,160,966 23,084,591 2.4% (1,696,252) $13.75
2018 953,446,724 21,720,571 2.3% 1,006,077 $12.88
2017 951,991,896 21,348,034 2.2% 3,918,943 $11.99
2016 947,425,488 20,857,961 2.2% 469,990 $11.06
2015 948,878,003 22,701,011 2.4% 7,798,085 $10.22
2014 948,302,580 30,005,736 3.2% 11,711,829 $9.43
2013 948,339,128 41,841,767 4.4% 5,284,184 $8.80
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Figure 4-6 Industrial Vacancy (2013-2023)

Source: CoStar (accessed September 2024).

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

8.0%
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
Chapter 4 Market Analysis

Figure 4-7 Industrial Market Asking Rents PSF/Year (2013-2023)

Source: CoStar (accessed September 2024).

Future Outlook
Despite the strong demand for industrial space driven by e- commerce, logistics, and last -mile delivery needs, there are currently no new industrial or flex projects planned, proposed, or under construction in Inglewood or the Submarket . This lack of future development may indicate potential opportunities for the City to capitalize on emerging trends in warehouse and sorting facilities as well as flex space for tech and medical industries by re-envisioning or redeveloping its existing space. Further, Inglewood's strategic locatio n near Los Angeles International Airport (“LAX”) and the 405 and 105 Freeways may entice prospective developers and tenants.

Approximately 79% of Inglewood’s industrial and flex space is over 40 years old, totaling almost

4.3 million SF. Observing the last ten years of construction and demolition of industrial space, the City saw a 200,000 SF net gain of industrial space, or 20,000 SF new space per year. Presuming similar construction trends, growing demand for modern industrial facilities, and given most of the industrial space in the Submarket is being absorbed by Inglewood, there is roughly 20,000 to 25,000 SF of industrial demand in the City per year (between 500,000 and 625,000 SF over 25 years). The replacement or redevelopment of older industrial buildings could encompass a significant portion of future industrial space. This could include transforming outdated buildings into more efficient warehouses, logistics hubs, or flex spaces that cater to the evolving demands of e-commerce and other industries.
$6.00
$9.00
$12.00
$15.00
$18.00
$21.00
$24.00
$27.00
$30.00
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
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While Inglewood’s industrial market has shown stability in the face of broader regional trends, there is a clear need for strategic reinvestment in its aging industrial stock . By embracing redevelopment opportunities and responding to the increasing demand for modern industrial space, the city could continue to thrive as a hub for industrial activity.

4.2.4 Multifamily Residential Market
Over time, residential has evolved into multifunctional spaces where people live, work, and play, a shift that was accelerated by the widespread adoption of remote work during the COVID -19 pandemic. As a result, suburban markets have strengthened, with home offices becoming a sought-after feature in both single- family and multifamily housing developments, designed to support modern work-from-home lifestyles.

In Inglewood, the multifamily residential market plays a crucial role in meeting housing demand, offering 12,934 units across 540 buildings. These units represent approximately 20% of the overall multifamily market in the Inglewood Submarket. The c ity's multifamily stock provides a diverse range of housing options, including market-rate, affordable, and senior units spread across Class A, B, and C buildings, ensuring a variety of options for residents.

Current Snapshot: Vacancy and Rent Comparison
As of Q2 2024, the multifamily vacancy rate is 5.6%, reflecting strong demand for housing in the area, though slightly higher than the Inglewood Submarket (5.3%) and the County (4.8%).

Inglewood’s vacancy rate, although modestly higher than in previous years, reflects the influx of new housing stock, particularly in Class A properties. These new developments have created a temporary surge in vacancies as units enter the market but are anticipated to be absorbed in the coming quarters (see Table 4-13).

Table 4-13 Multifamily Market Snapshot (Q2 2024)
City of Inglewood Inglewood
Submarket Los Angeles County
Availability
Asking Rent Unit/Mo. $1,833 $2,100 $2,256
Avg. SF 779 780 806
Asking Rent PSF $2.35 $2.69 $2.80
Vacancy Rate 5.6% 5.3% 4.8%
Total # of Vacant Units 720 3,417 47,159
Net Absorption (106,822) (50,673) (3,040,079)
Inventory
# of Buildings 540 2,491 29,618
Total # of Units 12,934 64,153 974,605
Source: CoStar (accessed September 2024).

Notes: Data represents the average asking rents across all unit types (studio, 1BR, 2BR, etc.) and only observes buildings with 10 or more units. Inventory does not include condos, co-ops, dormitories, or mobile homes. Negative net absorption refers to the fact that more residents vacated as opposed to moving into residential units. Numbers in parentheses and in red indicate a negative number.

Chapter 4 Market Analysis

Inglewood's Class A segment, accounting for 4.7% of the market, includes five buildings with a total of 602 units, commanding premium rents averaging $2,953 per month ($3.52 per SF). Class A units have experienced higher vacancy levels (17.8%) compared to Class B and C properties. This higher vacancy is largely a function of recent supply expansion, particularly in high-end properties like Astra, The Wesley at Hollywood Park, and Sora. These properties, built between 2021 and 2023, collectively added 461 units between 2021 and 2023. With average rents reaching $2,953 per month, Class A units cater to high-income residents, reflecting broader trends in the L os Angeles Metro A rea where premium housing cons truction is growing. However, the elevated vacancy rate may suggest that rental price points are slightly misaligned with local demand in the short term or there is a lag in absorption as new units are leased.

Class B buildings account for 15. 1% of the market and provide a more balanced mix of market - rate and affordable housing options. The vacancy rate for this category is significantly lower at 4%, reflecting strong demand for mid-tier housing. With average rents at $2,452 per month ($2.80 per SF), these properties are more accessible to middle-income households. Class B units occupy a sweet spot in the market, offering a more affordable alternative to Class A units while still maintaining relatively modern amenities and good locations. The stable vacancy rates and modest net absorption figures suggest steady demand, especially as these units serve as a bridge between luxury Class A and the more affordable Class C options.

The majority of Inglewood’s multifamily housing stock (80%) falls into the Class C category, which comprises older, more affordable units. These properties exhibit a vacancy rate of 5.1%, close to the Citywide average, and rent levels averaging $1,573 per month ($2.11 per SF). Class C buildings tend to have lower vacancies due to their affordability, especially as rising housing costs across Los Angeles County have driven more residents to seek lower -cost rental options. Despite their age, these properties remain crucial to addressing housing needs for lower-income families. The consistent demand for Class C units highlights the pressing need for affordable housing in the city and indicates that preserving and upgrading this housing stock could be a vital strategy moving forward.

Market Segmentation
Inglewood’s multifamily market is composed of 82.9% market-rate units, 16.3% affordable units, and a small share (0. 8%) of units are in buildings that feature a hybrid of market -rate and affordable units. Each segment displays distinct vacancies and rent dynamics, which offer further insights into current housing trends.

With an average rent of $1,972 per month ($2.50 per SF), market -rate units account for the vast majority of Inglewood’s multifamily housing stock (82.9%). The vacancy rate for market-rate units stands at 5.8%, in line with the overall c ity average. This stable performance suggests a healthy level of demand for standard market units, particularly in the Class B and C categories where rents are more affordable compared to high-end Class A buildings. Net absorption in this segment (34 units) indicates steady l easing activity, though demand may be shifting to more affordable and mid-tier properties given economic conditions and the cost of living in the broader region.

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Affordable housing represents a smaller but critical portion of Inglewood’s market, comprising

16.3% of total units. With an average rent of $1,164 per month ($1.63 per SF) and a notably low vacancy rate of 3.1%, affordable units are in high demand. The segment's lower vacancy reflects an acute need for affordable housing in Inglewood, mirroring a trend across the Los Angeles area, where limited availability underscores the growing affordability crisis and indicates that the existing affordable stock is insufficient to meet demand. Lastly, all senior housing in the city falls within affordable housing buildings. These buildings feature reduced rents for seniors (average rent of $1,233 per month or $1.94 per SF) and an extremely low vacancy rate of 0.7%.

A small segment of the market (0.8%) is composed of units in buildings with a mix of market-rate and affordable units. Despite their relatively small presence, these units show the highest vacancy rate at 27.2%. While the relatively high rents—averaging $2,284 per month ($3.50 per SF) —may contribute to elevated vacancies, this could also be due to new construction in 2023, which may not yet have been fully absorbed by the market. Rent for this segment of the market is notably higher than the market rate units, likely contributing further to the high vacancy rate. Additionally, the small size of this segment could cause greater fluctuations in vacancy rates.

Inglewood’s multifamily market is characterized by strong demand, particularly for affordable and mid-tier housing, as evidenced by the relatively low vacancy rates in Class B and C properties.

Class A units, while expanding rapidly, face temporary challenges in absorption as new supply enters the market. Rent and vacancy data suggest that affordability remains a key concern for residents. Inglewood’s future development should focus on keeping a diverse housing stock, including preserving Class C properties and addressing the pressing need for more affordable housing to sustain long-term growth and residential stability.

Historical Trends Over the Past 10 Years
Inglewood’s multifamily market has experienced a dynamic evolution over the last ten years, with vacancy rates typically below 4.7%, except for a spike to 6.0% in 2023, coinciding with the completion of several new developments. Across both the Submarket and the County, multifamily vacancy has been at or below 5.7% in the last ten years.

Rental rates in the city have also seen consistent growth, with a 32% increase from 2013 to 2023.

This upward trend mirrors broader market forces, including rising land and construction costs, as well as increasing demand for housing in proximity to Los Angeles’ economic hubs. The strongest rent increases have occurred in Class A properties, where new developments offer modern amenities and appeal to higher -income tenants, pushing average rents to nearly $3,000 per month. Rental rates have also increased over time by 33% and 35% in the Submarket and County, respectively. See Tables 4-14 through 4-16 and Figures 4-8 and 4-9.

Chapter 4 Market Analysis

Table 4-15 Multifamily Res. Market History (2013-2023), Inglewood Submarket Year Inventory
Units
Vacant Units
Total Vacant % Units Net Absorp.

Units
Market Asking
Rent Per Unit
2023 63,921 3,422 5.4% 1,096 $2,079
2022 62,368 2,962 4.7% 1,381 $2,070
2021 61,119 3,048 5.0% 2,298 $2,006
2020 58,992 3,210 5.4% 76 $1,936
2019 58,396 2,692 4.6% 252 $1,939
2018 57,706 2,246 3.9% 358 $1,893
2017 57,263 2,160 3.8% 5 $1,838
2016 57,215 2,118 3.7% 202 $1,767
2015 56,900 2,007 3.5% 322 $1,691
2014 56,838 2,266 4.0% 213 $1,618
2013 56,656 2,298 4.1% 551 $1,569
Source CoStar: (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Table 4-14 Multifamily Res. Market History (2013-2023), City of Inglewood Year Inventory
Units
Vacant Units
Total Vacant % Units Net Absorp.

Units
Market Asking
Rent Per Unit
2023 12,934 776 6.0% 366 $1,832
2022 12,281 486 4.0% 137 $1,822
2021 12,180 524 4.3% 135 $1,777
2020 12,063 542 4.5% (79) $1,728
2019 12,073 473 3.9% (75) $1,718
2018 12,073 398 3.3% 45 $1,673
2017 12,033 403 3.3% 160 $1,622
2016 12,033 562 4.7% 66 $1,552
2015 11,769 364 3.1% 69 $1,480
2014 11,749 414 3.5% (23) $1,426
2013 11,779 421 3.6% 120 $1,390
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number. The numbers represent the City of Inglewood market area as defined by CoStar.

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Table 4-16 Multifamily Res. Market History (2013-2023), Los Angeles County Year Inventory
Units
Vacant Units
Total Vacant % Units Net Absorp.

Units
Market Asking
Rent Per Unit
2023 968,492 46,581 4.8% 8,886 $2,228
2022 953,125 40,168 4.2% 6,895 $2,217
2021 941,887 35,694 3.8% 30,217 $2,145
2020 928,210 52,739 5.7% 3,857 $2,027
2019 914,956 43,416 4.7% 7,008 $2,034
2018 903,153 38,523 4.3% 8,262 $1,989
2017 892,221 35,891 4.0% 8,963 $1,928
2016 885,779 38,398 4.3% 7,939 $1,863
2015 874,154 34,712 4.0% 10,409 $1,792
2014 864,084 35,281 4.1% 8,469 $1,708
2013 855,940 35,359 4.1% 6,367 $1,656
Source: CoStar (accessed September 2024).

Note: Numbers in parentheses and in red indicate a negative number.

Figure 4-8 Multifamily Res. Vacancy (2013-2023)
Source: CoStar (accessed September 2024).

3.0%

4.0%

5.0%

6.0%

7.0%
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
Chapter 4 Market Analysis

Figure 4-9 Multifamily Res. Market Asking Rents PSF/Year (2013-2023)

Source: CoStar (accessed September 2024).

Between 2013 and 2023 815 new residential units across six buildings have been added to the City’s multifamily market. This construction surge has been led by notable projects such as Astra (243 units), The Crosby at Hollywood Park (213 units), and The Wesley at Hollywood Park (101 units). The latter two buildings were the first housing units added to the Hollywood Park/sports- entertainment complex. See Table 4-17.

$1.60
$2.00
$2.40
$2.80
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Inglewood Inglewood Submarket Los Angeles County
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Table 4-17 Multifamily Residential Construction Since Year-End 2013 Address Total
Units Class Apartment Type Density
(du/acre) Year Built
PATH Villas Eucalyptus
(240 Lime St.)
40 A Mid-rise, senior
affordable
54 2018
Sora (417 Centinela Ave.) 117 A Mid-rise market-rate 137 2021 Fairview Heights Apts
(923 E. Redondo Blvd.)
101 A Mid-rise affordable,
rent-restricted
N/A 2022
The Wesley at Hollywood
Park (3988 E. Hardy St.)
101 A Low-rise market-rate 51 2023
The Crosby at Hollywood
Park (3988 E. Hardy St.)
213 B Mid-rise market-rate 108 2023
Astra (215 E. Regent St.) 243 A Mid-rise market-rate 88 2023 Source: CoStar (accessed September 2024).

Future Outlook
Going forward, Inglewood’s multifamily market is poised for continued growth, with several projects under construction and proposed. Two significant developments, The DeMilo (144 Class B market/affordable units) and Jefferson Westchester (222 Class A market/affordable units), are currently under construction and are set to add a combined 366 units by 2026.

Additionally, proposed projects, including Sankofa Place (120 Class C affordable units) and Hollywood Park Residential (2,186 Class A market -rate units), signal a substantial influx of new housing.

These planned and proposed developments align with the City’s broader goal to meet its RHNA allocation. According to the SCAG 6th Cycle RHNA Allocation Plan, Inglewood was allocated to add 7,439 new housing units by 2029 , of which 37% are allocated for very -low and low-income affordable units (see Table 4-18). Should the proposed developments get built , particularly the additional 2,186 units at Hollywood Park, Inglewood will be well positioned to meet its RHNA numbers.

Although Inglewood represented just 16% of residential unit construction in the Submarket over the last 10 years, the further buildout of the Hollywood Park sports/entertainment complex and the additional need for housing will likely increase this share of future residential construction to nearly 50%. The Submarket added approximately 7,271 units over the last 10 years or 727 units per year. Using this growth rate, it is estimated that the City could potentially add between 350 and 400 units per year going forward (totaling 8,750 to 10,000 units over the next 25 years).

Furthermore, with 78% of existing multifamily units over 40 years old, Inglewood faces the challenge of modernizing its housing stock while addressing affordability concerns. Higher density developments may offer a viable solution to balance the needs for increased housing capacity and affordability, particularly as the City seeks to maintain its competitiveness within the regional housing market.

Chapter 4 Market Analysis

Table 4-18 RHNA Allocation (City of Inglewood)
RHNA Allocation Number of Units
Very-Low Income (<50% AMI) 1,813
Low-Income (50-80% AMI) 955
Moderate Income (80-120% AMI) 1,112
Above-Moderate Income (>120% AMI) 3,559
Total Units 7,439
Source: Southern California Association of Governments, “6th Cycle Regional Housing Needs Allocation 2021-2029” (accessed September 2024).

4.2.5 Hospitality Market
The COVID-19 pandemic dealt a severe blow to the global hospitality industry, and its effects were clearly reflected in Inglewood's hotel market. The sector, particularly dependent on conventions, business travel, and large- scale events, experienced unprecedented disruption due to travel restrictions, social distancing mandates, and a sharp decline in both leisure and business travel.

Occupancy rates plummeted, ADR (Average Daily Rate) shrank, and RevPAR (Revenue per Available Room) declined dramatically, pushing many hotels into financial distress.

To better understand the hospitality market, what must be first understood is the different classes of hotels and how they correlate to service-type hotels. Hotels are categorized by class—economy, midscale, upper midscale, upscale, upper upscale, and luxury. Limited-service hotels typically fall under economy and midscale classes. These hotels are budget friendly, offering low -cost accommodations and minimal amenities, and usually do not offer a full-service restaurant. Select- service hotels offer more amenities than limited-service hotels, such as small meeting spaces, a fitness center, and a casual restaurant. Select-service hotels are the fastest growing type of hotels currently being developed and typically fall under upper midscale or upscale class es. Lastly, full- service hotels offer a wider array of services, including larger banquet/conference spaces, multiple restaurants and bars, shuttle services, expanded fitness centers, and spas. Full-service hotels may refer to different hotel types , including boutique hotels and resorts , and generally fall within upscale, upper upscale, and luxury classes.

Inglewood's hotel market is dominated by economy class hotels, most of which are independently operated. The City’s hotel stock includes 45 operational hotels offering 2 ,309 rooms. Of these rooms, 66.3% are economy, 27.2% are midscale, and 6.5% are upper midscale hotels. The bulk of these hotels are in the southern part of the city along Century Boulevard and Imperial Highway, servicing LAX. While Inglewood's hotels provide lower -cost options, the more upscale hotel properties serving LAX are on the Los Angeles side, west of I-405. Figure 4-10 shows the location of these hotels in the city. Inglewood accounts for 48% of the hotel rooms in the Submarket. There are five hotels in the nearby unincorporated community of Lennox, adjacent to Inglewood in LA County. Of these, four are economy-class independent hotels, collectively offering 112 rooms. The fifth hotel is a 149-room upper midscale class Hampton Inn.

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Figure 4-10 Hotels Currently Operating in the City of Inglewood

Source: ESRI Business Analyst Online; CoStar; STR (accessed September 2024).

Notes: Locations of currently operating hotels of all classes shown.

Current Snapshot: Hotel Breakdown by Type
Inglewood’s hospitality landscape indicates a notable distinction between franchise and independent hotels, which reflects varying market strategies and consumer preferences. With a total of 45 hotels in the city, the data shows that 35 of these operate independently (1,533 rooms) and 10 are franchise hotels (776 rooms). Franchise hotels cater to travelers seeking reliability and brand recognition, offering a standardized service experience.

In terms of room class distribution, economy class hotels dominate the market, with 33 establishments—5 franchises and 28 independently-operated—providing a total of 1,531 rooms, which accounts for 66.3% of all rooms in Inglewood. This strong presence highlights the City's appeal to budget-conscious travelers, likely driven by proximity to LAX . Independently operated economy hotels alone account for 74.3% of the rooms in this category.

The midscale class segment, comprising 10 hotels (3 franchise and 7 independent), offers a total of 627 rooms, making up 27.2% of the market. The upper midscale class is represented by only two hotels totaling 151 rooms, just 6.5% of the market . This limited presence of select-service

Chapter 4 Market Analysis

product provides a potential for growth in this segment with the expected increase in demand from new and existing entertainment attractions at the Hollywood Park/sports -entertainment complex.

Figure 4-11 shows the hotels in the city that are in final planning stages and proposed. The three points near Hollywood Park and the Intuit Dome are hotels in final planning, meaning they are supposed to break ground within a 12 -month period. These three hotels will provide newer options for visitors to Inglewood, including a 150-room upper midscale Fairfield Inn & Suites by Marriott, a 300-room upper upscale Autograph Collection, and a 174- room luxury class Arya Hotel. The proposed hotel on the southern end of the city is a 120-room midscale Tru by Hilton.

Figure 4-11 Hotels Planned and Proposed

Source: ESRI Business Analyst Online; CoStar; STR (accessed September 2024).

Notes: Locations of planned and proposed hotels of all classes shown.

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Hotel Market Performance
Table 4-19 shows hotel market performance among Inglewood hotels over the last six years.

Although occupancy dropped due to the pandemic, it has still not returned to pre- pandemic levels. Conversely, the ADR and RevPAR have increased over this period, primarily to offset losses incurred during the pandemic.

Table 4-19 Hotel Market Performance Summary, City of Inglewood Year Occupanc
y
Average
Daily
Rate
(ADR)
Annual
Supply
of Room
Nights
Annual
Demand
for
Room
Nights
Change
in
Occupied
Room
Nights
Revenue
per
Available
Room
(RevPAR)
Change
in
RevPAR
Sept. ’18 - Aug. ’19 75.1% $101.37 840,230 631,006 - $76.41 - Sept. ’19 - Aug. ’20 64.9% $92.00 824,004 536,240 (15.0%) $60.25 (21.1%) Sept. ’20 - Aug. ’21 65.5% $97.01 840,230 550,968 2.7% $64.28 6.7% Sept. ’21 - Aug. ’22 68.4% $112.58 840,230 574,787 4.3% $77.16 20.0% Sept. ’22 - Aug. ’23 70.1% $120.12 842,338 590,637 2.8% $84.51 9.5% Sept. ’23 - Aug. ’24 69.4% $118.44 840,044 582,508 (1.4%) $82.31 (2.6%) Total Growth (%) (7.6%) 16.8% (0.0%)* (7.7%) - 7.7% -
Source: Smith Travel Research (accessed September 2024).

Notes: Numbers in parentheses and in red indicate a negative percentage change. Data represented in this section reflects CoStar’s weighted submarket average. Each hotel in the set is given the performance of the industry segment and weighted by its own rooms supply and does not include data reported directly from hotels in the area. *Indicates a minor decrease in annual supply of room nights.

Hotel performance (Occupancy, ADR, and RevPAR) is compared by month between both a pre- pandemic year and the most recent post-pandemic year to date (see Tables 4-20 and 4-21).

Before the COVID -19 pandemic, Inglewood’s hotels performed well year -round, particularly during the summer months, when average occupancy rates peaked at 80.7% between June and August. July consistently showed the highest occupancy, ADR, and RevPAR, driven by strong leisure and business travel demand. Conversely, late fall and winter months, specifically November through January, exhibited the lowest occupancy rates, averaging 67.0%.

The post-pandemic recovery has been slower, with hotel performance trends deviating from pre- pandemic patterns. While occupancy and revenue metrics have gradually improved, they remain below pre- pandemic levels. Notably, fall months, particularly October, have shown stronger performance, surpassing even pre -pandemic numbers in occupancy and RevPAR. August continues to record the highest ADR, and winter months remain the least successful, with January showing the lowest metrics across all categories. Between November and January, the average occupancy stands at 63.2%, reflecting ongoing challenges in the slower travel season.

Chapter 4 Market Analysis

Table 4-20 Hotel Performance by Month, City of Inglewood (09/2018-08/2019) Month Avg. Occupancy ADR RevPAR
September 2018 75.1% $102.20 $76.74
October 2018 76.6% $100.79 $77.21
November 2018 69.1% $96.28 $66.56
December 2018 65.4% $94.05 $61.49
January 2019 66.4% $92.17 $61.18
February 2019 74.9% $96.26 $72.12
March 2019 79.6% $99.53 $79.18
April 2019 77.5% $100.95 $78.24
May 2019 74.5% $102.42 $76.27
June 2019 80.0% $108.85 $87.09
July 2019 82.1% $112.23 $92.14
August 2019 80.1% $110.70 $88.65
Average 75.1% $101.37 $76.41
Sources: CoStar; Smith Travel Research (accessed September 2024).

Table 4-21 Hotel Performance by Month, City of Inglewood (09/2023-08/2024) Month Avg. Occupancy ADR RevPAR
September 2023 72.9% $125.12 $91.15
October 2023 75.0% $124.29 $93.17
November 2023 65.2% $115.02 $74.97
December 2023 62.6% $111.63 $69.84
January 2024 61.9% $107.38 $66.45
February 2024 70.6% $112.48 $79.46
March 2024 72.4% $119.35 $86.44
April 2024 69.6% $113.50 $79.04
May 2024 72.3% $117.39 $84.85
June 2024 71.2% $122.60 $87.35
July 2024 68.4% $126.09 $86.27
August 2024 70.2% $126.40 $88.73
Average 69.4% $118.44 $82.31
Sources: CoStar; Smith Travel Research (accessed September 2024).

Future Outlook and Development Trends
Inglewood’s hospitality industry is poised for significant growth, driven in part by the opening of SoFi Stadium in September 2020, a cornerstone of the Hollywood Park/ sports-entertainment complex. Along with YouTube Theater, The Shops at Hollywood Park, and the recently opened Intuit Dome, these developments are expected to increase both local and out-of-town visitation, Chapter 4 Market Analysis
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stimulating demand for hotel rooms. Major international events such as the 2026 FIFA World Cup, the 2027 Super Bowl, and the 2028 Summer Olympics will further contribute to this demand.

Since 2003, the City has seen limited hotel development, with only three new hotels added, two midscale hotels, and one upper midscale hotel. However, with increased demand expected from these large-scale, demand-driving events and entertainment venues, developers are now more likely to position new projects closer to the sports and entertainment district. Inglewood is already seeing movement in the hotel pipeline, with four projects in final planning or proposed, totaling 744 rooms. Three hotels in final planning are concentrated around the sports/entertainment area and will bring 624 rooms to the market by early 2027 . The fourth proposed hotel is a 120-room midscale Tru by Hilton, which will be in the southern part of the city along S. Prairie Avenue, close to existing economy hotels.

If the proposed hotels get built, Inglewood will add 744 rooms over the next three years, which will support the City’s growing role as a regional hub for sports, entertainment, and tourism. In the broader submarket, neighboring communities like Hawthorne and Del Aire have two hotels under construction, adding 209 rooms, but Inglewood accounts for approximately 62% of future hotel rooms in the S ubmarket, underscoring its leading role in the region’s hospitality sector growth.

Future developments may shift to higher-density hotels, particularly on the west side of Prairie Avenue and along Century Boulevard. Based on the availability of sites along Century Blvd., older economy class hotels could be redeveloped into upper midscale or higher class hotels servicing both tourist and business travelers arriving into LAX. This positioning will allow Inglewood to capture more of the demand from high- profile events and growing leisure and business travel associated with the new entertainment facilities. With these projects on the horizon, Inglewood’s hospitality industry is set to capitalize on the c ity’s evolving identity as a premier destination for domestic and international visitors.

4.3 Findings

4.3.1 Community Outreach Feedback
One of the key categories examined in community and stakeholder outreach process was land use. During the outreach sessions and surveys, feedback was solicited as to what people appreciate about the city today, what is currently missing or needed in the city, things that need improvement, and a vision for the city’s future. Below is a summary of those findings that relate to the market categories described above.

Appreciate About the City
Commenters provided positive feedback about the City’s new sports and entertainment venues, new developments, and increasing home values. Stakeholders expressed an appreciation for their neighborhoods and the diversity of housing types present in the c ity. Commenters also like the city’s proximity to amenities such as the beach and LAX.

Chapter 4 Market Analysis

Missing / Need More of in the City
There is a significant emphasis on the need for more affordable housing, particularly housing for seniors, low -income families, teachers, veterans, and Section 8 housing. Concerns about homelessness and the need for long-term solutions for both short-term and long-term homeless populations were highlighted as well.

Additionally, the desire for improved community amenities is evident, with suggestions for facilities such as a skating rink, affordable gymnastics studios, and water parks. There is also interest in creating more quality spaces for social interactions, such as sit-down restaurants, which would enhance the quality of life for residents.

As far as retail is concerned, the community is particularly interested in adding higher-end grocery options, such as Trader Joe’s and Whole Foods, along with healthy food options to further improve the quality of life and the local shopping experience.

Need for Improvement
There is a strong call for improvements in the city’s infrastructure, with specific attention to revitalizing Market Street, enhancing public spaces, and developing more community -centric areas. Suggestions included the beautification of streets, mixed -use developments (e.g., residential and commercial), and creating more accessible community spaces that residents can easily navigate without encountering significant traffic. Comments also suggest a demand for more community services such as youth centers, public parks, and facilities like the YMCA. Such enhancements to existing community spaces and better support for families and children were seen as vital for strengthening the social fabric of the area.

Vision for the City
The community envisions a future where urban development is balanced with a focus on livability, inclusivity, and sustainability. There is a strong desire to transform major streets like Century Blvd, Imperial Hwy., and Market St. into areas with more mixed -use development and vibrant local businesses that serve both residents and visitors. Revitalizing Downtown Inglewood to create a thriving, pedestrian-friendly center filled with locally owned businesses is a core aspiration.

The community values preserving the character of their neighborhoods by promoting small-scale urban farming, sustainable land use, and ensuring that development remains consistent with the surrounding areas. Commenters also express a clear preference for preserving the integrity of their neighborhood by capping building sizes and focusing on moderate growth that respects the existing landscape.

4.3.2 Implications for Planning
The data in the Market Analysis section of the report demonstrates that the Hollywood Park/sports-entertainment complex has driven significant construction in the area, including 320,000 square feet of retail, 451,000 square feet of office space, and 314 new rental housing units.

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While most of the new retail and office space added in the last ten years is at Hollywood Park, another 881 housing units were added in the city within the last ten years (including 339 units in 2023). Additionally, 291,400 SF of industrial space were added in the city over the last ten years, highlighting the growing demand for industrial uses. Despite the recent growth, there appears to be limited commercial construction in the near future, with limited retail, office, and industrial space in final planning and under construction. The asset classes exhibiting significant growth for the future include multifamily residential and hospitality.

An additional 366 units will be added to the multifamily residential market in the c ity by 2026.

There are also approximately 2,300 additional units proposed in the city, many of which are expected to be added to the Hollywood Park/sports -entertainment complex. From a hospitality standpoint, there are currently three hotels varying from upper midscale to luxury class that will add 624 new rooms to the city. These hotels are in or within close proximity to Hollywood Park.

Projects in the development pipeline, along with historical vacancies and population trends, support future population growth in the City. Detailed summaries, along with demand projections are observed for each asset class below.

Retail
The Shops at Hollywood Park added 320,000 SF of retail space to the Inglewood retail market but it remains only 52% leased as of Q2 2024, driving higher vacancies. High vacancy and limited construction in the pipeline indicate less demand for future retail construction. To backfill existing space, the City could consider targeting retailers from categories that are exhibiting a retail sales leakage in the city and are complementary to the Hollywood Park/sports-entertainment complex, such as bars and pubs and full-service restaurants.

Based on stakeholder and community outreach feedback, there appears to be a strong desire for mixed-use developments, including the blending of residential and retail uses. Using the existing RHNA numbers, it is observed that the City needs to show capacity to build approximately 930 residential units per year. Given that in a mixed -use development, approximately 5 to 10 SF of retail/restaurant space would be built per residential unit, it was calculated that the City could potentially add between 4,650 and 9,300 SF of retail per year (or 116,250 to 232,500 SF over the next 25 years). It is important to note that this additional retail space may include the replacement or reimagination of existing retail space that is over 40 years old.

Lastly, community outreach findings also called for additional healthy and higher -end retail. As more upscale developments are built in and around the Hollywood Park/sports -entertainment complex, there could be potential to add such higher-end grocery options, such as a Trader Joe’s or a Whole Foods.

Office
High office vacancy and lower office market rents compared to the Submarket and County along with trends in the office market indicate less demand overall for future office space. Although the City did add the 451,000 SF NFL Media Building in 2021, there has not been much else built in the last 10 years, and there are no office buildings currently in final planning or under construction.

Chapter 4 Market Analysis

However, there are three buildings totaling over half a million SF of office space proposed at the Hollywood Park/sports-entertainment complex. If built, these buildings will significantly increase office space and limit demand for newer office buildings.

Given the limited demand, it is anticipated that future office development would likely replace or reimagine existing office space. Roughly 82% of the city’s office space is over 40 years old. Over the next 25 years, approximately 20% of that space (570,000 SF) has the potential to be reimagined or redeveloped, particularly into high-demand office uses, such as medical office.

Industrial
E-commerce, logistics, and last -mile delivery needs drive demand for industrial space. The majority of new industrial construction in the Inglewood Submarket over the last ten years was in the city, including a 143,000 SF FedEx distribution facility and a 144,000 SF Extra Space Storage building. Despite these significant additions, there are currently no new industrial projects planned, proposed, or under construction.

Over the last ten years, the City added approximately 20,000 SF of industrial space per year. Given the high demand for industrial uses and assuming similar construction trends , there is demand for approximately 20,000 to 25,000 SF of industrial space per year (or 500,000 to 625,000 SF over the next 25 years). Since there is not much vacant land in the c ity, much of this demand will be satisfied by reimagining or replacing existing industrial space that is over 40 years old.

Approximately 79% of existing industrial space is over 40 years old , and approximately 20% of that space (860,000 SF) could be updated to accommodate the needs and demands of future tenants.

Multifamily
The multifamily market in the city is strong and is growing significantly. Approximately, 1,195 units were built in the last ten years (653 of which were in 2023 alone). There are two buildings currently under construction that will add a combined 366 units by 2026. Additionally, there are another approximately 2,300 units proposed in the city. If all of the proposed units are built, the City would be well on its way to achieve its RHNA numbers. Higher density developments may provide a balance for additional units and affordability.

The further buildout of the Hollywood Park/sports -entertainment complex , along with the additional need for housing statewide and to meet residents’ desires for more housing, particularly mixed-use developments with residential uses, it is anticipated that the share of future housing growth in the Submarket will increase from 16% to nearly 50%. The growth rate of housing production in the Submarket over the last 10 years was observed to be approximately 727 units per year. Going forward, the City could pote ntially add 350 to 400 units per year (or between 8,750 and 10,000 units over the next 25 years). Ensuring proper mixed-use zoning in key corridors throughout the c ity, such as Century Blvd., Imperial Hwy., and Market St., is critical to meet that future demand.

Lastly, near-term population estimates were made based on housing units currently under construction. Assuming a 5% vacancy rate across units currently under construction, Chapter 4 Market Analysis
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approximately 348 units will be occupied. Per ESRI, the average household size in Inglewood has slowly declined over the last 13 years and is expected to decline slightly in the next 5 years from

2.80 in 2023 to 2.76 in 2028. Applying the 2028 estimate, we can see that the 348 new units will likely add 960 new residents to the city.

Hospitality
There have not been new hotels added in the city in last ten years, and hotel performance numbers from existing hotels indicate that while ADR and RevPAR have increased, occupancy remains below pre-pandemic levels. However, the venues at the Hollywood Park/sports -entertainment complex draw a significant number of visitors and thus attract newer hotel development of a much more upscale class than the c ity has seen in several decades. There are three hotels in final planning, ranging from upper midscale to luxury class, and are expected to break ground within a 12 -month period. These hotels alone will add 624 new rooms to the market by early 2027.

Further hotel developments will continue to benefit being close to Hollywood Park as the city becomes a top destination in the Los Angeles region for high- profile demand driving events.

Future development may likely shift towards higher-density and higher-class hotels along Century Blvd. west of Prairie Ave. as older economy-class hotels get replaced. Such hotels would not only service tourists, but business travelers arriving via LAX as well. Replacing older hotels will allow Inglewood to be more competitive with hotels west of the city servicing LAX and capture more of the growing leisure and business travelers associated with the new sports/entertainment facilities.

Near-term guest projections were made ba sed on hotels currently in final planning. New hotel development can be warranted when the market reaches approximately 75% to 80% occupancy.

Using an ideal 80% occupancy rate, an estimated nearly 500 of the new 624 rooms in final planning (soon to be constructed) will be occupied throughout the year. The number of visitors per room can vary greatly based on business or leisure travel and the class of hotel. If anywhere between 1 and 4 guests stay per room is assumed, an estimated between 500 and 2,000 overnight guests will stay in Inglewood in these hotels in the future.

The new guests and residents will likely bring additional spending power to the City, presuming the City can provide these guests with experiential and essential retail offerings that support the entertainment attractions within the City. It is important to note that the influx of new guests and residents can put a strain on existing infrastructure and contribute to additional traffic congestion and emissions. The planned Inglewood Transit Connector project connecting the Hollywood Park/sports-entertainment complex with the Downtown Inglewood K Line station in the northern part of the City, can aid in reducing congestion and emissions.

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Built
Environment
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5 BUILT ENVIRONMENT

5.1 Land Use
The following sections describe Inglewood’s existing land uses, current General Plan and Zoning Ordinance land use designations, pending or approved development projects, and sites identified to meet the County’s Regional Housing Needs Allocation by the City’s adopted Housing Element.

It also includes an overview of the City’s land use planning context, including Specific Plans and other relevant planning documents, and a description of the City’s significant places and urban form characteristics and implications. This information establishes a baseline of on -the-ground uses and existing policies to which potential changes in the land use plan can be compared.

5.1.1 Existing Land Use
As depicted in Table 5 -1 and Figure 5 -1, Existing Land Use, t he City of Inglewood is a largely residential community consisting primarily of multi-family and single-family residences, which are intermixed in many areas of the c ity. Commercial uses are concentrated in the downtown and along several major streets, including Centinela Avenue, La Brea Avenue, Market Street, Manchester Boulevard, Century Boulevard, and Prairie Avenue. Though they occupy a smaller proportion of the city’s land area, commercial uses are growing, and several key projects, including SoFi Stadium, the Intuit Dome, and Hollywood Park Casino are drawing regional visitors.

Inglewood’s largest open space and recreational use areas, which include a cemetery and public park, are in the northern part of the c ity, and industrial uses are concentrated in the west, along Florence Avenue and adjacent to Interstate 405 (I-405).

Table 5-1 Acreage by Existing Land Use:

Existing Land Use Acreage % of Existing Land Use
Sing le Family Res idential 1,557.5 34.0%
Multi-Family Residential 1,141.6 24.9%
Mixed Residential and Commercial 25.8 0.6%
Mobile Homes and Trailer Parks 4.5 0.1%
Commercial and Services 676.7 14.8%
General Office 60.8 1.3%
Indus trial 213.1 4.6%
Transportation, Communications, and Utilities 25.2 0.5% Public and Quasi-Public Facilities 187.0 4.1%
Open Space and Recreation 389.8 8.5%
Education 205.9 4.5%
Under Construction 21.6 0.5%
Vacant 74.8 1.6%
4,584.3 100.00%
Source: Southern California Association of Governments, 2019 (updated 2023).

Chapter 5 Built Environment
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Residential
Inglewood’s largest existing land use is residential, comprising approximately 60% of the total land area. Of this, 1,558 acres (34%) are developed with single-family residences and 1,142 acres (25%) are single family residences. Mixed residential and commercial residences encompass 26 acres (0.6%), and five acres (0.1%) are developed with mobile homes and trailer park residences.

Single-family residence in Inglewood
Much of the City is developed with neighborhoods containing a mix of single- and multi-family housing units, largely developed in the early and mid-20th century, particularly in the Arbor Village and Lockhaven neighborhoods. See Figure 5-2, Neighborhood Map, for the locations of the city’s neighborhoods. La Tijera Village, Morningside Park, Century Heights, Fairview Heights, and parts of the Sports Village mostly consist of single -family homes. Neighborhoods developed almost exclusively with single-family detached housing are generally limited to the eastern side of the city (east of Inglewood Park Cemetery and the Hollywood Park Entertainment and Sports complex) and a small pocket in the northwest adjoining the unincorporated View Park -Windsor Hills neighborhood. Multi-family housing is scattered throughout the community, but significant clusters are northeast of the Hollywood Park project, north of Florence Avenue, along Crenshaw Boulevard, and along streets extending north from 104th Street behind Village Shopping Center.

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METRO

CRENSHAW/LAX LRT
San Diego Freeway
Metro Green Line
Pincay Drive
South 5th Avenue
West 113th Street
West 78th Place
East Hyde Park Boulevard
South 3rd Avenue
West 111th Place
South 2nd Avenue
West 104th Street
West 108th Street
West 109th Street
West 110th Street
South 4th Avenue
East 67th Street
Alley
East Fairview Boulevard
North Eucalyptus Avenue
West 88th Street
West 120th Street
West Beach Avenue
Service Road
West Queen Street
West Fairview Boulevard
West Regent Street
North Market Street
Glenn Anderson Freeway and Transit Way
West 64th Place
West 78th Street
West 79th Street
West Hillcrest Boulevard
South Freeman Avenue
East Regent Street
South Isis Avenue
Brynhurst Avenue
West Boulevard
East Hardy Street
East Warren Lane
West Ellis Avenue
East 99th Street
South Hindry Avenue
South Van Ness Avenue
Bellanca Avenue
South Glasgow Avenue
Thoreau Street
West Venice Way
West 90th Street
West Hillsdale Street
East Buckthorn Street
South Fir Avenue
West 101st Street
East Stepney Street
West 105th Street
West 106th Street
Sycamore
Place
Cable Place
East Brett Street
South Cedar Avenue
West 102nd Street
East Kelso Street
Portal Avenue
West 80th Street
North
WeltonWay
South Market Street
East Ellis Avenue
Haas Avenue
East La Palma Drive
NorthGay Street
East Tamarack Avenue
South Burin Avenue
Glasgow Place
North Beach Street
North Park Avenue
North Oak Street
Victoria Avenue
South Myrtle Avenue
West Plymouth Street
South Doty Avenue
East 66th Street
South Lemoli Avenue
La TijeraBoulevard
West
93th Street
West Lime Street
East Hillsdale Street
East Beach Avenue
West 81st Street
North
Long
Street
West Kelso Street
West 84th Place
West 115th Street
South Grevillea Avenue
South Spinning Avenue
West Arbor Vitae Street
North Inglewood Avenue
West 103rd Street
Crenshaw Drive
West Elm Avenue
East Hillcrest Boulevard
East Hargrave Street
South 10th Avenue
South 11th Avenue
West Hardy Street
South Rosewood Avenue
Midfield
Avenue
Maitland Avenue
South Eucalyptus Avenue
West Glenway Drive
East 65th Street
West 93rd Street
East Nutwood Street
East 68th Street
East 97th Street
Copperwood
Avenue
West 82nd Place
West Hyde Park Boulevard
North
Acacia
Street
South Truro Avenue
West 118th Place
West 98th Street
West 82nd Street
Hindry
Avenue
West 99th Street
Hudspeth Street
South
Garth
Avenue
West 83rd Street
Kareem Court
West Buckthorn Street
West Magnolia Avenue
North Hillcrest Boulevard
Osage Avenue
Yukon Avenue
Glasgow
Avenue
North
ChesterAvenue
North Marlborough Avenue
West Hill Street
South Dehn Avenue
Goddard
Avenue
South Simms Avenue
South Firmona Avenue
OverhillDrive
South Byrd Avenue
North Locust Street
West 112th Street
Cimarron Street
Ardath Avenue
Doty Avenue
South Osage Avenue
Condon Avenue
South Cherry Avenue
South 8th Place
West 111th Street
South
CroftAvenue
West Victor Avenue
East Plymouth Street
West 107th Street
Atkinson Avenue
East Queen Street
Dalerose Avenue
South Mansel Avenue
North Edgewood Street
Cullivan Street
East Grace Avenue
Lennox Boulevard
South 1st Avenue
Wilkie Avenue
Van Wick StreetSouth Eastwood Avenue
South 6th Avenue
South 8th Avenue
South 7th Avenue
Keniston Avenue
Manchester Terrace
West 82nd Place
West Spruce Avenue
Alviso AvenueWestFlores
Avenue
Alpha Street
South Larch Street
South Burl Avenue
W
oodworth
Ave
South 12th Avenue
Dixon Ave
Darby Ave
South Inglewood Avenue
South Flower Street
East Hyde Park Place
ThornburnStreet
South Walnut Street
East 98th Street
Isis Avenue
South Orchard Drive
South Maple Street
Knowlton Street
Short Street
East Hazel Street
South Redfern Avenue
Eilleen Avenue
SouthLe
Doux
Road
West Railroad Place
South Buford Avenue
West Nectarine Street
West 96th Street
Mosley Avenue
West 63rd Street
West 97th Street
Manchester Drive
Kensley Dr
Chanera Avenue
Long Street
East 64th Place
SouthSpringpark Avenue
East La Colina Drive
Knowlton
Place
West Evergreen Street
South
Kings
Road
Off Ramp
Briarwood
Ln
West 117th Street
Damask Avenue
Hollypark Drive
West 85th Street
Christopher Avenue
Mecham Way
West Hyde Park Boulevard
Penridge Pl
Acacia
Street
East Ivy Avenue
West 71st Street
Harcourt Avenue
Carlton Dr
Grace Street
W 102nd St
South
Village
Drive
Service
Road
West 116th Street
East Aerick Street
South Oak Street
South Felton Avenue
Bradley Place
Morley Avenue
Rimpau Boulevard
South Holly Street
Ea st Spruce Avenue
East Redondo Boulevard
South Ash Avenue
South Chanera Avenue
South Locust Street
North Cedar Street
South
Verdun
Avenue
Middlesex Ln
Amberwood Drive
West 117th Place
Davis Drive
South
HoltAvenue
West 118th Street
England Ave
West Ivy Avenue
West
84th Street
South
Ocean
GateAvenue
Service Road
West 95th Street
Lohengrin Street
Kornblum Avenue
West 76th Street
West 89th Street
West 77th Street
West 75th Street
South Kenwood Street
Thorncroft Way
West Olive Street
Dunford Ln
West 91st Street
West Augusta Street
West 73rd Street
South Myers Place
North Acacia Street
West 119th Place
Buckler
Avenue
South Laraway Avenue
West 119th Street
West 94th Street
On R a m p
Aviation Boulevard
Kensington
Ln
Dartford Pl
Irwin Avenue
Fair Place
South Halm Avenue
West Imperial Highway
Howland
Drive
97th
Pl
Touchdown Drive
Surrey Ln
West 94th Place
Sovereign Ln
West 62nd Place
West
Grosvenor Street
Park Circle
West 103rd Place
Armitage Av
Laurelwood
Drive
West
Hardin Drive
Casimir Avenue
West Hazel Street
West 6 2nd Street
Kew
Street
On Ramp
West 74th Place
West 75th Place
Hindry Place
North
Ash
Avenue
Chelsea
Ln
West Juniper Street
Redondo Boulevard
North
East
Parkway
North
Fair
Place
Pine
Court
Regent Circle
West Century Boulevard
Edmonton
Pl
Westbury
Ln
Flora Drive
Glasgow Way
Carondelet
Way
West 92nd Street
South Victoria Avenue
South
11th
Avenue
Weybridge Pl
Mayfair Ln
Dover
Ln
Pepper
Court
West 103rd Street
South Flower Street
South 3rd Avenue
West 115th Street
West 84th Place
South 10th Avenue
West 109th Street
South Doty Avenue
South Myrtle Avenue
Haas Avenue
West 108th Street
West 81st Street
West 85th Street
West 64th Street
Wimbledon Ln
Vesta
Street
North
Lamos
Street
North
Exton
Street
South Van Ness Avenue
West Hillcrest Boulevard
West 75th Street
West 104th Street
West 83rd Street
South 10th Avenue
South Flower Street
South Felton Avenue
West 63rd Street
West Olive Street
West 77th Street
98th
St
Condon Avenue
West
Elm Avenue
Brynhurst Avenue
Field Avenue
West 112th Street
West 111th Street
South 7th Avenue
West Lime Street
West 106th Street
Van Wick Street
On R am p

West 76th Street
West 104th Street
West 76th Street
South 3rd Avenue
East Hardy
Street
South 5th Avenue
Alley
Irwin Avenue
West 95th Street
West 107th Street
West
99th Street
South Osage Avenue
South
Lemoli Avenue
West Arbor Vitae Street
West 83rd Street
South Cedar Avenue
South Maple Street
East Hardy Street
South 11th Avenue
South Fir Avenue
Service Road
Ardath Avenue
West Boulevard
West 106th Street
South Grevillea Avenue
West 116th Street
West 102nd Street
West 118th Street
West 117th Street
West
Spruce Avenue
West 109th Street
South 10th Avenue
North
Enterprise Avenue
South
Larch
Street
Bartdon
Av
West 82nd Street
South 4th Avenue
West 79th Street
East 97th Street
West 93rd Street
Wilkie Avenue
West 115th Street
South 6th Avenue
Thoreau Street
West 79th Street
San Diego Freeway
Off Ra m p
South Walnut Street
West Hardy Street
West 97th Street
South Ash Avenue
Atkinson Avenue
West 104th Street
Off
Ram
p
West Hills dale Street
East Hazel Street
Cimarron Street
West 111th Street
Casimir Avenue
Bellanca Avenue
West 95th Street
West
Magnolia Avenue
South Van Ness Avenue
West 84th Place
South 3rd AvenueWest 74th Street
West 84th Street
West 83rd Street
West 106th Street
West 1 18th Street
Glassgow Place
Alley
North Market Street
South Grevillea Avenue
On
R
am
p
West
Nectarine
Street
South 4th
Avenue
North Oak Street
West 82nd Street
West Buckthorn Street
South 2nd Avenue

South Inglewood Avenue
Haas Avenue
Alley
Haas
Avenue
South 2nd Avenue
West 64th Street
West 96th Street
Cimarron Street
South 7th Avenue
S
outh LaBrea
Avenue
90th Street
Service Road
West 102nd Street
West 105th Street
East Spruce Avenue
West 84th Street
Cullivan Street
East Brett Street
South
Redfern
Avenue
West 115th Street
West 80th Street
South 10th Avenue
On
R
am
p
West 63rd Street
North Inglewood Avenue
On
R
am
p
West 81st Street
West 116th Street
West 105th Street
Glenn Anderson Freeway and Transit Way
South Osage Avenue
West 106th Street
West 82nd Street
Hindry Avenue
West 117th Street
West 77th Street
West 116th Street
South 6th Avenue
West 117th Street
West
Buckthorn Street
West 78th Street
West
Spruce
Avenue
West 119th Street
South 8th Avenue
East Hargrave Street
West 85th Street
South 7th Avenue
Yukon
Avenue
West 107th Street
East 65th Street
South 8th Avenue
Cl ubD
r
West 94th Street
South
1stAvenue
Off
R
am
p
South8th Avenue
West 101st Street
West 85th Street
West 75th Street
West 99th Street
South Walnut Street Haas Avenue
West Ellis Avenue
West 63rd Street
Haas Avenue
Ardath Avenue
S 10th Ave
Goldenwood Drive
97th
St
West Kincaid Ave
West 83rd Street

North
Lamos Street
South Fairfax Avenue
East Nutwood Street
1 2
3 4
5 6
7 14
8 10
11 15
17 16
9 19
22 2627
18 23
24 25
20 12
13 21
Amberly Dr
Putney Rd
Summerset
West Cory
Drive
Austin Avenue
West
84th
Place
Saint John
Place
Pardee
St
95th
Pl
94th
St
94th
St
93rd
St
West
94th Street
Stepney
Place
Stepney
Street
North Wexham Way
North
HighStreet
West Olive Street
South Hawthorne Boulevard
W 119th Ct
North
Eastwood Street
BucklerAv
South 5th Avenue
Osage
Avenue
North
Flower
Street
Jave Street
111th
St
Meadowbrook
Ln
West 64th Street
East Hyde Park Boulevard
West Industrial Avenue
West Covelle
Street
South Eucalyptus Avenue
South Inglewood Avenue
Touchdown
Drive
Siena LaneDaniel Freeman
Circle
Kingston
Lane
Stadium Drive
Champions Way
Varus Drive
Scipio Drive
District Drive
Highland Drive
Barca Drive
Bluff DriveChampions Way
District Drive
Stadium Drive
Lake Park Avenue
Yukon Avenue
Marquee Drive
Varus Drive
Victory Street
Casino
Drive
South 5th Avenue
West 78th Place
West 78th Street
East 94th Street
East
98th StreetWest 98th Street
West 118th Place
West Beach Avenue
East Beach Avenue
West Queen Street
North
Cedar Avenue
10 East Fairview Boulevard
North Fir Avenue
NorthForestStreet
North
Lamos
Street
East Kelso Street
Penney
Avenue
Pincay Drive
East Warren Lane
North
Eucalyptus
Avenue
East Arbor Vitae
Street
West 94th Street
South Prairie Avenue
West Imperial Highway
West Century Boulevard
East Florence Avenue
South La Cienega Boulevard
West Florence Avenue
South La Brea Avenue
Aviation Boulevard
Crenshaw Boulevard
West Centinela Avenue
La Tijera Boulevard
West Manchester Boulevard
West Manchester Boulevard
West Florence Avenue
Crenshaw Boulevard
South Prairie Avenue
North Prairie Avenue
West Century Boulevard
North La Brea Avenue
Centinela Avenue
Crenshaw Boulevard
West Arbor Vitae Street East Arbor Vitae Street
Boulevard South La Cienega BoulevardSouth La Cienega
Manchester Boulevard
East Florence Avenue
South Prairie Avenue
RenaissanceWy
2828
32 3334
35 36
37 38
39 Chapman Ln
Nobel Wy
Scribner Wy
Luther Ln
Medici Ln
28 29
30 31
Los Angeles City
Los Angeles City
Ladera Heights
(Los Angeles County)
View Park-Windsor Hills
(Los Angeles County)
West Athens
(Los Angeles County)
Lennox
(Los Angeles County)
City
of
Hawthorne
Los Angeles City
Los Angeles City
PA
RKS
EDWARD VINCENT JR. PARK
DARBY
PARK
ROGERS
PARK
CENTER
PARK
QUEEN
PARK

ASHWOOD PARK
NORTH
PARK

SIMINSKI PARK
CIRCLE
PARK
GREV
ILLEA
City of Inglewood
Inglewood
Park
Cemetery
§¨¦405
§¨¦105
Forum

HOLLYWOOD
PARK
CASINO
SoFi
Stadium
Public Works Department
Created by: GIS Staff
Modified: September 2023
For more information, call 310-412-5333
0 0.2 0.4 0.6 0.80.1
Miles
8 §¨¦405
§¨¦105
Arbor Village
Centinela Heights
Century Heights
Fairview Heights
Imperial Village
Industrial
Inglewood Knolls
La Tijera Village
Lockhaven
Morningside Park
Sports Village
Neighborhood Designations

10. WEBLEY

11. NINA LN

12. RANDA

13. STRATFORD LN

14. NOTTINGHAM LN

15. MULBERRY LN

16. CROMWELL LN

17. HEATHER LN

18. BERKSHIRE

19. LAMBETH LN

20. MALDEN LN

21. BROMLEY LN

22. STONEBRIDGE LN

23. MARKHAM LN

24. FEATHERSTONE LN

25. ROSEHEDGE CT

26. SUSSEX LN

27. SUFFOLK LN
Briarwood

1. CHESSINGTON DR

2. ENDSL EIGH AVE

3. BECKENHAM LN

4. DANBURY LN

5. CARINGTON CT

6. RUTHERFORD CT

7. FARNHAM LN

8. CARRINGTON CT

9. GLENDOVER WY

10. CHELMSFORD WY
Carlton
Square
Renaissance

34. HERITAGE WY

35. CHAUCER LN

36. POETS LN

37. VAIL WY

38. GARVEY WY

39. CALVIN WY

28. CULLEN WY

29. NOBEL WY

30. SCRIBNER LN

31. SENTINEL LN

32. HUGHES LN

33. LEGACY LN
The City of Inglewood is the sole proprietor of the data and material shown on this map. Any use or publication of this material is prohibited, unless authorized by the City.

Neither City of Inglewood nor any resource agency contributing information shall be held liable for any improper or incorrect use of the information described and/or contained herein. \\Ing-data2\inglewood\GIS\GISProj\PW\GIS
\BaseMapDev\CityMaps\2023Maps
\NeighborhoodDesignations_24x36__2023.mxd
Lambert Projection
Intuit
Dome
Figure 5-2 Neighborhood Map
Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-5

Mixed residential and commercial uses, which are mostly distributed horizontally with commercial use at the front of the property and residential use at the back, are scattered throughout the city but concentrated in the western portion of the city, particularly along W. Arbor Vitae Street and W. Manchester Boulevard. Mobile homes and trailer parks are largely south of Century Boulevard.

Commercial and Services
Commercial and services uses, including individual retail stores, multitenant shopping centers, and big-box retailers, occupy 6 77 acres, or approximately 15% of the land in Inglewood —the third largest land use in the City.

Commercial uses are largely located along the city’s primary transportation corridors, including portions of Manchester Boulevard, La Brea Avenue, Century Boulevard, Crenshaw Boulevard, Imperial Highway, Arbor Vitae Street, and Prairie Avenue. Typically, these are developed with community and neighborhood -serving uses in mostly low-rise buildings on shallow -depth properties with small -scale single use and multi -tenant shopping centers at key intersections along their length. Inglewood’s historic downtown ar ea along and adjoining Market Street contains a mix of retail, restaurant, and similar buildings along well- landscaped and pedestrian- oriented frontages serving local residents. Larger multi-tenant commercial centers are located along Century Boulevard between Prairie Avenue and Crenshaw Boulevard (The Village at Century),the intersection of Crenshaw Boulevard and Imperial Highway (Crenshaw/Imperial Shopping Center), and at Hollywood Park (The Marketplace).

The most significant concentration of commercially oriented and mixed-use development is the expanding Entertainment and Sports District northeast of the intersection of Prairie Avenue and Century Boulevard. Much of the area’s development is anchored by major destination uses such as SoFi Stadium, Kia Forum, and Intuit Dome , with supporting office, retail, entertainment, and residential uses. SoFi Stadium hosts the Los Angeles Rams and Los Angeles Chargers of the National Football League as well as other large-scale sporting events and concerts. Kia Forum hosts large concerts and other performances. Intuit Dome hosts the Los Angeles Clippers of the National Basketball League as well as concerts and other performances.

General Office
Office uses comprise 61 acres in the community, accounting for about 1% of its land area. These are located throughout the city, with concentrations along Centinela Avenue, North Prairie Avenue adjacent to Inglewood Park Cemetery, and along North La Brea Avenue near Inglewood City Hall.

Chapter 5 Built Environment

Inglewood City Hall
Some large footprint, multi- tenant professional offices are found along major streets like La Cienega Boulevard, Prairie Avenue, and La Brea Avenue. Most office uses, however, are characterized by small, individual tenant buildings.

Industrial
Approximately 5% of the area (213 acres) is developed with industrial uses. These are clustered in the city’s western area, with a concentration that is bounded by Florence Avenue to the north, I- 405 to the east, West Arbor Vitae Street to the south, and Portal Avenue to the west. Lighter industrial uses such as trucking, freight, and mailing services are found in the area. Many buildings are multi-tenant and host a variety of entities. There is minimal warehousing in the area.

Additional industrial land uses are located north of Florence Avenue, south of Hyde Park Boulevard and North Oak Street, and between I-405 and West Ivy Avenue.

Transportation, Communications, and Utilities
Transportation, communications, and utilities land uses generally consist of infrastructure and easements supporting the various functions of these systems. These comprise 25 acres, or approximately 0.5% of land in Inglewood.

Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-7

Included in this category are properties and facilities owned by the Los Angeles County Metropolitan Transportation Authority (namely the Metro K Line fixed rail infrastructure), Inglewood Unified School District (a maintenance facility), and Southern California Edison (an electrical substation).

Public and Quasi-Public Facilities
Inglewood’s public and quasi-public facilities are operated by federal, state, and local-level (city and county of Los Angeles) entities. This land use category includes police, sheriff, and fire stations; major healthcare and medical centers (e.g., Centinela
Hospital Medical Center) ; some educational institutions (St. Mary’s Academy); post offices; religious institutions; and more. Properties developed for these uses occupy
187 acres, or approximately 4% of the total land area.

Open Space and Recreation
Open space and recreation land uses generally consist of local parks and other reserved open spaces and
recreation areas . These uses occupy 390 acres,
representing approximately 9% of Inglewood’s land—the
fourth-largest land use in the city.

Open space and recreation acreage consists of
Inglewood Park Cemetery, which was founded in 1905
and occupies 200 acres. Directly north, on the opposite side of East Florence Avenue from the c emetery, is
Edward Vincent Jr. Park, the city’s largest municipal park at 55 acres.

The remainder of the open space and recreation land use areas include smaller parks such as Ashwood Park, Center Park, Centinela Adobe Park, Circle Park, Grevillea Park, Queen Park, Siminski Park, North Park, Rogers Park, and Darby Park.

Education
Education uses occupy 206 acres or approximately 5% of the City’s land area, and consist of both public and private grade and technical schools and institutions of higher education that are located across the city. These include but are not limited to Bennett/Kew Academy, Morningside High School, Inglewood High School, Crozier Middle School, Centinela Elementary School, Frank D. Parent Elementary School, and University of West Los Angeles.

St. John Chrysostom Church in Inglewood
Chapter 5 Built Environment

Under Construction
Approximately 22 acres of Inglewood’s land was under construction at the time this data was published in 2019, representing about 0.5% of the total land area. These projects included SoFi Stadium. The acreage and types of uses in this category will change over time as construction is completed and new projects undertaken.

Building under construction at intersection of La Brea Avenue and Regent Street in Inglewood Vacant
Approximately 75 acres of Inglewood’s land is vacant, representing close to 2% of the total land area. This acreage primarily consists of small, scattered parcels and greenbelts and rights-of-way within residential project areas.

Some larger parcels, though identified as vacant in the most recent data, have since been developed. This is the case at the intersections of North Inglewood Avenue and Beach Avenue and North Eucalyptus Avenue and Beach Avenue.

Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-9

5.1.2 Current General Plan Land Use
The General Plan Land Use Diagram (Figure 5-3), published in 2023, represents the City’s policy for the distribution and intensity of use that is permitted for development. Table 5-2 describes the types of use, their total acreage, and their percentage of Inglewood’s overall land area. It should be noted that the diagram in Figure 5-3 is generalized, and boundaries of land use designations do not correspond precisely to parcels lines, streets, or other geographic references. This generality makes it difficult for the City to comply with legislation requiring consistency of zoning with the General Plan and recent housing legislation (AB 821, 2023) establishing the Land Use Plan’s designations as the default for determining housing development approvals. In addition, the diagram may not accurately reflect as-built conditions.

Table 5-2 Acreages by Current General Plan Land Use
General Plan Land Use Acreage % of Total Area
C ommercial 213.2 4.7%
Commercial/Recreational 59.6 1.3%
Commercial/Residential 168.7 3.7%
*Crenshaw/Imperial TOD 74.7 1.6%
Downtown TOD 444.0 9.7%
Fairview Heig hts TOD 290.1 6.3%
Hos pital-Medical/Residential 55.0 1.2%
Indus trial 143.7 3.1%
*Ing lewood Basketball Entertainment Center 18.4 0.4%
Low Dens ity: 0–6 du/ac 1,292.7 28.2%
Low Medium Density: 7–22 du/ac 531.3 11.6%
*Major Mixed-Use 310.2 6.8%
Medium Density: 23–43 du/ac 482.6 10.5%
Open Space 26.4 0.6%
Public/Semi-public 202.1 4.4%
*Westchester/Veterans TOD 271.5 5.9%
4,584.3 100.00%
Source: City of Inglewood.

Note: du/ac = dwelling unit per acre
*Indicates General Plan Land Use designations that are not described in the City’s existing Land Use Element.

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METRO

CRENSHAW/LAX LRT
San Diego Freeway
Metro Green Line
Pincay Drive
South 5th Avenue
West 113th Street
West 78th Place
East Hyde Park Boulevard
South 3rd Avenue
West 111th Place
South 2nd Avenue
West 104th Street
West 108th Street
West 109th Street
West 110th Street
South 4th Avenue
East 67th Street
Alley
East Fairview Boulevard
North Eucalyptus Avenue
West 88th Street
West 120th Street
West Beach Avenue
Service Road
West Queen Street
West Fairview Boulevard
West Regent Street
North Market Street
Glenn Anderson Freeway and Transit Way
West 64th Place
West 78th Street
West 79th Street
West Hillcrest Boulevard
South Freeman Avenue
East Regent Street
South Isis Avenue
Brynhurst Avenue
West Boulevard
East Hardy Street
East Warren Lane
West Ellis Avenue
East 99th Street
South Hindry Avenue
South Van Ness Avenue
Bellanca Avenue
South Glasgow Avenue
Thoreau Street
West Venice Way
West 90th Street
West Hillsdale Street
East Buckthorn Street
South Fir Avenue
West 101st Street
East Stepney Street
West 105th Street
West 106th Street
Sycamore
Place
Cable Place
East Brett Street
South Cedar Avenue
West 102nd Street
East Kelso Street
Portal Avenue
West 80th Street
North
WeltonWay
South Market Street
East Ellis Avenue
Haas Avenue
East La Palma Drive
NorthGayStreet
East Tamarack Avenue
South Burin Avenue
Glasgow Place
North Beach Street
North Park Avenue
North Oak Street
Victoria Avenue
South Myrtle Avenue
West Plymouth Street
South Doty Avenue
East 66th Street
South Lemoli Avenue
La TijeraBoulevard
West
93th Street
West Lime Street
East Hillsdale Street
East Beach Avenue
West 81st Street
North
Long
Street
West Kelso Street
West 84th Place
West 115th Street
South Grevillea Avenue
South Spinning Avenue
West Arbor Vitae Street
North Inglewood Avenue
West 103rd Street
Crenshaw Drive
West Elm Avenue
East Hillcrest Boulevard
East Hargrave Street
South 10th Avenue
South 11th Avenue
West Hardy Street
South Rosewood Avenue
Midfield
Avenue
Maitland Avenue
South Eucalyptus Avenue
West Glenway Drive
East 65th Street
West 93rd Street
East Nutwood Street
East 68th Street
East 97th Street
Copperwood
Avenue
West 82nd Place
West Hyde Park Boulevard
North
Acacia
Street
South Truro Avenue
West 118th Place
West 98th Street
West 82nd Street
Hindry
Avenue
West 99th Street
Hudspeth Street
South
Garth
Avenue
West 83rd Street
Kareem Court
West Buckthorn Street
West Magnolia Avenue
North Hillcrest Boulevard
Osage Avenue
Yukon Avenue
Glasgow
Avenue
North
ChesterAvenue
North Marlborough Avenue
West Hill Street
South Dehn Avenue
Goddard
Avenue
South Simms Avenue
South Firmona Avenue
OverhillDrive
South Byrd Avenue
North Locust Street
West 112th Street
Cimarron Street
Ardath Avenue
Doty Avenue
South Osage Avenue
Condon Avenue
South Cherry Avenue
South 8th Place
West 111th Street
South
CroftAvenue
West Victor Avenue
East Plymouth Street
West 107th Street
Atkinson Avenue
East Queen Street
Dalerose Avenue
South Mansel Avenue
North Edgewood Street
Cullivan Street
East Grace Avenue
Lennox Boulevard
South 1st Avenue
Wilkie Avenue
Van Wick StreetSouth Eastwood Avenue
South 6th Avenue
South 8th Avenue
South 7th Avenue
Keniston Avenue
Manchester Terrace
West 82nd Place
West Spruce Avenue
Alviso AvenueWestFlores
Avenue
Alpha Street
South Larch Street
South Burl Avenue
Woodworth
Ave
South 12th Avenue
Dixon Ave
Darby Ave
South Inglewood Avenue
South Flower Street
East Hyde Park Place
ThornburnStreet
South Walnut Street
East 98th Street
Isis Avenue
South Orchard Drive
South Maple Street
Knowlton Street
Short Street
East Hazel Street
South Redfern Avenue
Eilleen Avenue
SouthLeDoux
Road
West Railroad Place
South Buford Avenue
West Nectarine Street
West 96th Street
Mosley Avenue
West 63rd Street
West 97th Street
Manchester Drive
Chanera Avenue
Long Street
East 64th Place
SouthSpringpark Avenue
East La Colina Drive
Knowlton
Place
West Evergreen Street
South
Kings
Road
Off Ramp
West 117th Street
Damask Avenue
Hollypark Drive
West 85th Street
Christopher Avenue
Mecham Way
West Hyde Park Boulevard
Acacia
Street
East Ivy Avenue
West 71st Street
Harcourt Avenue
Grace Street
W 102nd St
South
Village
Drive
Service
Road
West 116th Street
East Aerick Street
South Oak Street
South Felton Avenue
Bradley Place
Morley Avenue
Rimpau Boulevard
South Holly Street
Ea st Spruce Avenue
East Redondo Boulevard
South Ash Avenue
South Chanera Avenue
South Locust Street
North Cedar Street
South
Verdun
Avenue
Amberwood Drive
West 117th Place
Davis Drive
South
HoltAvenue
West 118th Street
England Ave
West Ivy Avenue
West
84th Street
South
Ocean
GateAvenue
Service Road
West 95th Street
Lohengrin Street
Kornblum Avenue
West 76th Street
West 89th Street
West 77th Street
West 75th Street
South Kenwood Street
West Olive Street
West 91st Street
West Augusta Street
West 73rd Street
South Myers Place
North Acacia Street
West 119th Place
Buckler
Avenue
South Laraway Avenue
West 119th Street
West 94th Street
On R a m p
Aviation Boulevard
Irwin Avenue
Fair Place
South Halm Avenue
West Imperial Highway
Howland
Drive
97th
Pl
Touchdown Drive
West 94th Place
West 62nd Place
West
Grosvenor Street
Park Circle
West 103rd Place
Laurelwood
Drive
West
Hardin Drive
Casimir Avenue
West Hazel Street
West 62nd Street
Kew
Street
On Ramp
West 74th Place
West 75th Place
Hindry Place
North
Ash
Avenue
West Juniper Street
Redondo Boulevard
North
East
Parkway
North
Fair
Place
Pine
Court
Regent Circle
West Century Boulevard
Flora Drive
Glasgow Way
Carondelet
Way
West 92nd Street
South Victoria Avenue
South
11th
Avenue
Pepper
Court
West 103rd Street
South Flower Street
Cimarron Street
South 3rd Avenue
West 115th Street
West 84th Place
South 10th Avenue
West 109th Street
South Doty Avenue
South Myrtle Avenue
Haas Avenue
West 108th Street
West 81st Street
West 85th Street
West 64th Street
Vesta
Street
North
Lamos
Street
North
Exton
Street
South Van Ness Avenue
West Hillcrest Boulevard
West 75th Street
West 104th Street
West 83rd Street
South 10th Avenue
South Flower Street
South Felton Avenue
West 63rd Street
West Olive Street
West 77th Street
98th
St
Condon Avenue
West
Elm Avenue
Brynhurst Avenue
Field Avenue
West 112th Street
West 111th Street
South 7th Avenue
West Lime Street
West 106th Street
Van Wick Street
On R am p

West 76th Street
West 104th Street
West 76th Street
South 3rd Avenue
East Hardy
Street
South 5th Avenue
Alley
Irwin Avenue
West 95th Street
West 107th Street
West
99th Street
South Osage Avenue
South
Lemoli Avenue
West Arbor Vitae Street
West 83rd Street
South Cedar Avenue
South Maple Street
East Hardy Street
South 11th Avenue
South Fir Avenue
Service Road
Ardath Avenue
West Boulevard
West 106th Street
South Grevillea Avenue
West 116th Street
West 102nd Street
West 118th Street
West 117th Street
West
Spruce Avenue
West 109th Street
South 10th Avenue
North
Enterprise Avenue
South
Larch
Street
Bartdon
Av
West 82nd Street
South 4th Avenue
West 79th Street
East 97th Street
West 93rd Street
Wilkie Avenue
West 115th Street
South 6th Avenue
Thoreau Street
West 79th Street
San Diego Freeway
Off Ra m p
South Walnut Street
West Hardy Street
West 97th Street
South Ash Avenue
Atkinson Avenue
West 104th Street
Off
Ram
p
West Hillsdale Street
East Hazel Street
Cimarron Street
West 111th Street
Casimir Avenue
Bellanca Avenue
West 95th Street
West
Magnolia Avenue
South Van Ness Avenue
West 84th Place
South 3rd AvenueWest 74th Street
West 84th Street
West 83rd Street
West 106th Street
West 1 18th Street
Glassgow Place
Alley
North Market Street
South Grevillea Avenue
On
R
am
p
West
Nectarine
Street
South4th
Avenue
North Oak Street
West 82nd Street
West Buckthorn Street
South 2nd Avenue

South Inglewood Avenue
Haas Avenue
Alley
Haas
Avenue
South 2nd Avenue
West 64th Street
West 96th Street
Cimarron Street
South 7th Avenue
S
outh LaBrea
Avenue
90th Street
Service Road
West 102nd Street
West 105th Street
East Spruce Avenue
West 84th Street
Cullivan Street
East Brett Street
South
Redfern
Avenue
West 115th Street
West 80th Street
South 10th Avenue
On
R
am
p
West 63rd Street
North Inglewood Avenue
On
R
am
p
West 81st Street
West 116th Street
West 105th Street
Glenn Anderson Freeway and Transit Way
South Osage Avenue
West 106th Street
West 82nd Street
Hindry Avenue
West 117th Street
West 77th Street
West 116th Street
South 6th Avenue
West 117th Street
West
Buckthorn Street
West 78th Street
West
Spruce
Avenue
West 119th Street
South 8th Avenue
East Hargrave Street
West 85th Street
South 7th Avenue
Yukon
Avenue
West 107th Street
East 65th Street
South 8th Avenue
Clu bD
r
West 94th Street
South
1stAvenue
Off
R
am
p
South
8th Avenue
West 101st Street
West 85th Street
West 75th Street
West 99th Street
South Walnut Street Haas Avenue
West Ellis Avenue
West 63rd Street
Haas Avenue
Ardath Avenue
S 10th Ave
Goldenwood Drive
97th
St
West Kincaid Ave
West 83rd Street

North
Lamos Street
South Fairfax Avenue
East Nutwood Street
West Cory
Drive
Austin Avenue
West
84th
Place
Saint John
Place
Pardee
St
95th
Pl
94th
St
94th
St
93rd
St
West
94th Street
Stepney
Place
Stepney
Street
North Wexham Way
North
HighStreet
West Olive Street
South Hawthorne Boulevard
W 119th Ct
North
Eastwood Street
BucklerAv
South 5th Avenue
Osage
Avenue
North
Flower
Street
Jave Street
111th
St
Meadowbrook
Ln
West 64th Street
East Hyde Park Boulevard
West Industrial Avenue
West Covelle
Street
South Eucalyptus Avenue
South Inglewood Avenue
Touchdown
Drive
Siena LaneDaniel Freeman
Circle
Kingston
Lane
Stadium Drive
Champions Way
Varus Drive
Scipio Drive
District Drive
Highland Drive
Barca Drive
Bluff DriveChampions Way
District Drive
Stadium Drive
Lake Park Avenue
Yukon Avenue
Marquee Drive
Varus Drive
Victory Street
Casino
Drive
South 5th Avenue
West 78th Place
West 78th Street
East 94th Street
East
98th StreetWest 98th Street
West 118th Place
West Beach Avenue
East Beach Avenue
West Queen Street
North
Cedar Avenue
East Fairview Boulevard
North Fir Avenue
NorthForestStreet
North
Lamos
Street
East Kelso Street
Penney
Avenue
Pincay Drive
East Warren Lane
North
Eucalyptus
Avenue
East Arbor Vitae
Street
West 94th Street
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
AlleyAlleyAlley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
AlleyAlley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
Alley
South Prairie Avenue
West Imperial Highway
West Century Boulevard
East Florence Avenue
South La Cienega Boulevard
West Florence Avenue
South La Brea Avenue
Aviation Boulevard
Crenshaw Boulevard
West Centinela Avenue
La Tijera Boulevard
West Manchester Boulevard
West Manchester Boulevard
West Florence Avenue
Crenshaw Boulevard
South Prairie Avenue
North Prairie Avenue
West Century Boulevard
North La Brea Avenue
Centinela Avenue
Crenshaw Boulevard
West Arbor Vitae Street East Arbor Vitae Street
Boulevard South La Cienega BoulevardSouth La Cienega
Manchester Boulevard
East Florence Avenue
South Prairie Avenue
RenaissanceWy
2828
32 3334
35 36
37 38
39 Chapman Ln
Nobel Wy
Scribner Wy
Luther Ln
Medici Ln
28 29
30 31
ñ
Los Angeles City
Los Angeles City
Ladera Heights
(Los Angeles County)
West Athens
(Los Angeles County)
Lennox
(Los Angeles County)
City
of
Hawthorne
City
of
Gardena Los Angeles City
Los Angeles City
§¨¦405
§¨¦405
§¨¦105
§¨¦105
8 §¨¦105
General Plan
The City of Inglewood is the sole proprietor of the data and material shown on this map. Any use or publication of this material is prohibited, unless authorized by the City.

Neither City of Inglewood nor any resource agency contributing information shall be held liable for any improper or incorrect use of the information described and/or contained herein.

All zoning information contained in this map should be verified with the Planning Division
Last Updated: September 2023
Legend
General Plan Designation

CRENSHAW/IMPERIAL TOD

DOWNTOWN TOD

FAIRVIEW HEIGHTS TOD

WESTCHESTER/VETERANS TOD

INGLEWOOD BASKETBALL ENTERTAINMENT CENTER

MAJOR MIXED-USE
LOW DENSITY:0-6 D.U./AC.

LOW MEDIUM DENSITY:7-22 D.U./AC.

MEDIUM DENSITY:23-43 D.U./AC.

COMMERCIAL

COMMERCIAL/RESIDENTIAL

COMMERCIAL/RECREATIONAL

INDUSTRIAL

PUBLIC/SEMI-PUBLIC

HOSPITAL-MEDICAL/RESIDENTIAL

OPEN SPACE
Forum

HOLLYWOOD
PARK
CASINO
Renaissance
BriarwoodCarlton
Square
Intuit
Dome
SoFi
Stadium
City Hall
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METRO

CRENSHAW/LAX LRT
San Diego Freeway
Metro Green Line
Pincay Drive
South 5th Avenue
West 113th Street
West 78th Place
East Hyde Park Boulevard
South 3rd Avenue
West 111th Place
South 2nd Avenue
West 104th Street
West 108th Street
West 109th Street
West 110th Street
South 4th Avenue
East 67th Street
Alley
East Fairview Boulevard
North Eucalyptus Avenue
West 88th Street
West 120th Street
West Beach Avenue
Service Road
West Queen Street
West Fairview Boulevard
West Regent Street
North Market Street
Glenn Anderson Freeway and Transit Way
West 64th Place
West 78th Street
West 79th Street
West Hillcrest Boulevard
South Freeman Avenue
East Regent Street
South Isis Avenue
Brynhurst Avenue
West Boulevard
East Hardy Street
East Warren Lane
West Ellis Avenue
East 99th Street
South Hindry Avenue
South Van Ness Avenue
Bellanca Avenue
South Glasgow Avenue
Thoreau Street
West Venice Way
West 90th Street
West Hillsdale Street
East Buckthorn Street
South Fir Avenue
West 101st Street
East Stepney Street
West 105th Street
West 106th Street
Sycamore
Place
Cable Place
East Brett Street
South Cedar Avenue
West 102nd Street
East Kelso Street
Portal Avenue
West 80th Street
North
WeltonWay
South Market Street
East Ellis Avenue
Haas Avenue
East La Palma Drive
NorthGayStreet
East Tamarack Avenue
South Burin Avenue
Glasgow Place
North Beach Street
North Park Avenue
North Oak Street
Victoria Avenue
South Myrtle Avenue
West Plymouth Street
South Doty Avenue
East 66th Street
South Lemoli Avenue
La TijeraBoulevard
West
93th Street
West Lime Street
East Hillsdale Street
East Beach Avenue
West 81st Street
North
Long
Street
West Kelso Street
West 84th Place
West 115th Street
South Grevillea Avenue
South Spinning Avenue
West Arbor Vitae Street
North Inglewood Avenue
West 103rd Street
Crenshaw Drive
West Elm Avenue
East Hillcrest Boulevard
East Hargrave Street
South 10th Avenue
South 11th Avenue
West Hardy Street
South Rosewood Avenue
Midfield
Avenue
Maitland Avenue
South Eucalyptus Avenue
West Glenway Drive
East 65th Street
West 93rd Street
East Nutwood Street
East 68th Street
East 97th Street
Copperwood
Avenue
West 82nd Place
West Hyde Park Boulevard
North
Acacia
Street
South Truro Avenue
West 118th Place
West 98th Street
West 82nd Street
Hindry
Avenue
West 99th Street
Hudspeth Street
South
Garth
Avenue
West 83rd Street
Kareem Court
West Buckthorn Street
West Magnolia Avenue
North Hillcrest Boulevard
Osage Avenue
Yukon Avenue
Glasgow
Avenue
North
ChesterAvenue
North Marlborough Avenue
West Hill Street
South Dehn Avenue
Goddard
Avenue
South Simms Avenue
South Firmona Avenue
OverhillDrive
South Byrd Avenue
North Locust Street
West 112th Street
Cimarron Street
Ardath Avenue
Doty Avenue
South Osage Avenue
Condon Avenue
South Cherry Avenue
South 8th Place
West 111th Street
South
CroftAvenue
West Victor Avenue
East Plymouth Street
West 107th Street
Atkinson Avenue
East Queen Street
Dalerose Avenue
South Mansel Avenue
North Edgewood Street
Cullivan Street
East Grace Avenue
Lennox Boulevard
South 1st Avenue
Wilkie Avenue
Van Wick StreetSouth Eastwood Avenue
South 6th Avenue
South 8th Avenue
South 7th Avenue
Keniston Avenue
Manchester Terrace
West 82nd Place
West Spruce Avenue
Alviso AvenueWestFlores
Avenue
Alpha Street
South Larch Street
South Burl Avenue
Woodworth
Ave
South 12th Avenue
Dixon Ave
Darby Ave
South Inglewood Avenue
South Flower Street
East Hyde Park Place
ThornburnStreet
South Walnut Street
East 98th Street
Isis Avenue
South Orchard Drive
South Maple Street
Knowlton Street
Short Street
East Hazel Street
South Redfern Avenue
Eilleen Avenue
SouthLeDoux
Road
West Railroad Place
South Buford Avenue
West Nectarine Street
West 96th Street
Mosley Avenue
West 63rd Street
West 97th Street
Manchester Drive
Chanera Avenue
Long Street
East 64th Place
SouthSpringpark Avenue
East La Colina Drive
Knowlton
Place
West Evergreen Street
South
Kings
Road
Off Ramp
West 117th Street
Damask Avenue
Hollypark Drive
West 85th Street
Christopher Avenue
Mecham Way
West Hyde Park Boulevard
Acacia
Street
East Ivy Avenue
West 71st Street
Harcourt Avenue
Grace Street
W 102nd St
South
Village
Drive
Service
Road
West 116th Street
East Aerick Street
South Oak Street
South Felton Avenue
Bradley Place
Morley Avenue
Rimpau Boulevard
South Holly Street
Ea st Spruce Avenue
East Redondo Boulevard
South Ash Avenue
South Chanera Avenue
South Locust Street
North Cedar Street
South
Verdun
Avenue
Amberwood Drive
West 117th Place
Davis Drive
South
HoltAvenue
West 118th Street
England Ave
West Ivy Avenue
West
84th Street
South
Ocean
GateAvenue
Service Road
West 95th Street
Lohengrin Street
Kornblum Avenue
West 76th Street
West 89th Street
West 77th Street
West 75th Street
South Kenwood Street
West Olive Street
West 91st Street
West Augusta Street
West 73rd Street
South Myers Place
North Acacia Street
West 119th Place
Buckler
Avenue
South Laraway Avenue
West 119th Street
West 94th Street
On R a m p
Aviation Boulevard
Irwin Avenue
Fair Place
South Halm Avenue
West Imperial Highway
Howland
Drive
97th
Pl
Touchdown Drive
West 94th Place
West 62nd Place
West
Grosvenor Street
Park Circle
West 103rd Place
Laurelwood
Drive
West
Hardin Drive
Casimir Avenue
West Hazel Street
West 62nd Street
Kew
Street
On Ramp
West 74th Place
West 75th Place
Hindry Place
North
Ash
Avenue
West Juniper Street
Redondo Boulevard
North
East
Parkway
North
Fair
Place
Pine
Court
Regent Circle
West Century Boulevard
Flora Drive
Glasgow Way
Carondelet
Way
West 92nd Street
South Victoria Avenue
South
11th
Avenue
Pepper
Court
West 103rd Street
South Flower Street
Cimarron Street
South 3rd Avenue
West 115th Street
West 84th Place
South 10th Avenue
West 109th Street
South Doty Avenue
South Myrtle Avenue
Haas Avenue
West 108th Street
West 81st Street
West 85th Street
West 64th Street
Vesta
Street
North
Lamos
Street
North
Exton
Street
South Van Ness Avenue
West Hillcrest Boulevard
West 75th Street
West 104th Street
West 83rd Street
South 10th Avenue
South Flower Street
South Felton Avenue
West 63rd Street
West Olive Street
West 77th Street
98th
St
Condon Avenue
West
Elm Avenue
Brynhurst Avenue
Field Avenue
West 112th Street
West 111th Street
South 7th Avenue
West Lime Street
West 106th Street
Van Wick Street
On R am p

West 76th Street
West 104th Street
West 76th Street
South 3rd Avenue
East Hardy
Street
South 5th Avenue
Alley
Irwin Avenue
West 95th Street
West 107th Street
West
99th Street
South Osage Avenue
South
Lemoli Avenue
West Arbor Vitae Street
West 83rd Street
South Cedar Avenue
South Maple Street
East Hardy Street
South 11th Avenue
South Fir Avenue
Service Road
Ardath Avenue
West Boulevard
West 106th Street
South Grevillea Avenue
West 116th Street
West 102nd Street
West 118th Street
West 117th Street
West
Spruce Avenue
West 109th Street
South 10th Avenue
North
Enterprise Avenue
South
Larch
Street
Bartdon
Av
West 82nd Street
South 4th Avenue
West 79th Street
East 97th Street
West 93rd Street
Wilkie Avenue
West 115th Street
South 6th Avenue
Thoreau Street
West 79th Street
San Diego Freeway
Off Ra m p
South Walnut Street
West Hardy Street
West 97th Street
South Ash Avenue
Atkinson Avenue
West 104th Street
Off
Ram
p
West Hillsdale Street
East Hazel Street
Cimarron Street
West 111th Street
Casimir Avenue
Bellanca Avenue
West 95th Street
West
Magnolia Avenue
South Van Ness Avenue
West 84th Place
South 3rd AvenueWest 74th Street
West 84th Street
West 83rd Street
West 106th Street
West 1 18th Street
Glassgow Place
Alley
North Market Street
South Grevillea Avenue
On
R
am
p
West
Nectarine
Street
South4th
Avenue
North Oak Street
West 82nd Street
West Buckthorn Street
South 2nd Avenue

South Inglewood Avenue
Haas Avenue
Alley
Haas
Avenue
South 2nd Avenue
West 64th Street
West 96th Street
Cimarron Street
South 7th Avenue
S
outh LaBrea
Avenue
90th Street
Service Road
West 102nd Street
West 105th Street
East Spruce Avenue
West 84th Street
Cullivan Street
East Brett Street
South
Redfern
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General Plan
The City of Inglewood is the sole proprietor of the data and material shown on this map. Any use or publication of this material is prohibited, unless authorized by the City.

Neither City of Inglewood nor any resource agency contributing information shall be held liable for any improper or incorrect use of the information described and/or contained herein.

All zoning information contained in this map should be verified with the Planning Division
Last Updated: September 2023
Legend
General Plan Designation

CRENSHAW/IMPERIAL TOD

DOWNTOWN TOD

FAIRVIEW HEIGHTS TOD

WESTCHESTER/VETERANS TOD

INGLEWOOD BASKETBALL ENTERTAINMENT CENTER

MAJOR MIXED-USE
LOW DENSITY:0-6 D.U./AC.

LOW MEDIUM DENSITY:7-22 D.U./AC.

MEDIUM DENSITY:23-43 D.U./AC.

COMMERCIAL

COMMERCIAL/RESIDENTIAL

COMMERCIAL/RECREATIONAL

INDUSTRIAL

PUBLIC/SEMI-PUBLIC

HOSPITAL-MEDICAL/RESIDENTIAL

OPEN SPACE
Forum

HOLLYWOOD
PARK
CASINO
Renaissance
BriarwoodCarlton
Square
Intuit
Dome
SoFi
Stadium
City Hall
Figure 5-3 General Plan Land Use Diagram
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General Plan Land Use Designations, Intensities, and Descriptions The Land Use Element of Inglewood’s General Plan was comprehensively updated in 1980 and most recently amended in 2016. Some of the current land use designations on the City’s General Plan Land Use Diagram are not included in the Land Use Element.

Residential
The element calls for a pattern of regulation which allows flexibility for the future yet maintains a framework that is consistent with good land use and the retention of single-family neighborhoods.

It notes that h igher intensity uses should be located around the civic center and along major arterials, thus facilitating mass transit and preventing the large traffic volumes associated with multi-family housing from passing through and disrupting less intensely developed residential areas.
• Low Density . The density standards for this class, which is largely single -family neighborhoods, provide for from one to six units to the acre. The element designates that these neighborhoods be preserved and maintained.
• Low-Medium Density . These areas are presently developed primarily as single -family residences and are intended to be well located with respect to convenience and access to the regional transportation network and serve as buffers or transition areas between more intensive development and areas of less intensive use. This category has a relatively flexible density standard of from seven to twenty-two dwelling units to the acre. • Medium Density. Medium density residential development is generally proposed for those areas surrounding the downtown business district and Civic Center, which provides ideal access to the regional freeway network and close- in convenience to the major shopping facilities of the downtown business district. The density range for this designation is twenty - three to forty-three dwelling units per acre.

Commercial Land Use
There are three categories of commercial usage in the Land Use Element: commercial, which represents all forms of commercial enterprise; commercial/residential, which represents areas where planning and development standards can be used to allow mixed commercial and residential use; and commercial/recreational, which is the area where both commercial and private recreation and similar uses would be allowed.

Building intensity standards for commercial uses are already controlled by the City's zoning ordinance, and no additional regulations are proposed by the element.

The Land Use Element describes “regional” commercial facilities as being located in the Central Business District and Crenshaw-Imperial Shopping Center; "community" facilities providing retail and services along most major traffic arterials; and "neighborhood" convenience shopping areas dispersed throughout the city at locations in or adjacent to the neighborhoods served. In addition, the element proposes areas for "mixed use," especially commercial- residential and commercial- Chapter 5 Built Environment

recreational. Such areas of mixed use are intended to promote the most efficient use of the city's land resources.

Major Mixed Use
The Major Mixed Use land use designation was added to the Land Use Element effective July 8, 2009. The category encompasses approximately 238 acres of land at the site of the former Hollywood Park racetrack that has been and continues to be developed with various commercial, open space, civic, recreation, and residential uses. The combination of residential and non- residential land uses is permitted consistent with the Hollywood Park Specific Plan. Residential development is not to exceed 85 dwelling units per acre, except as specified in the California Government Code Section 65915 -65918 or as established in the City’s Municipal Code or an adopted plan amendment. The height limitation in the Major Mixed Use category is 75 feet for residential structures and 150 feet for commercial uses, excluding architectural or sign elements.

Industrial Land Use
The element designates only one category of industrial use, which encompasses both light and heavy industrial. Generally, Inglewood’s industrial areas feature light manufacturing, assembly, and wholesale/warehousing facilities and activities.

Public/Semi-public Land Use
The Land Use Element describes Public/Semi-public Land Use as areas including city hall, library, police station, parking structure, heal th centers and hospitals , county building, fire station, and schools. The General Plan Land Use Map does not reflect this, however, as several of those areas are considered part of the Downtown Transit Oriented Development category or another designation.

Open Space Land Use
This designation distinguishes lands and uses that should be reserved for open space and/or recreational activities.

Hospital-Medical/Residential Land Use
As stated in the Land Use Element, this classification was an outgrowth of a specialized land use situation. At the time, Inglewood ha d two regional medical centers that were a dominating influence on the land pattern in the area in which they were located. One has since closed. The areas designated on the map include related uses in proximity to those centers , which might include offices, pharmacies, and nursing homes. In these areas, hospital -related uses and residential uses are permitted.

Downtown Transit Oriented District
The Downtown Transit Oriented District consists principally of the half -mile radius around the Downtown Inglewood Metro Station and is divided into seven subdistricts: Historic Downtown, Civic Center, TechTown, Beach Avenue, Fairview West, Hillcrest , and Queen Street. It is intended Chapter 5 Built Environment
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to contain a variety of complementary uses, including residential, office, retail, government , and light industrial/creative office in a pedestrian-friendly environment that facilitates transit usage.

Fairview Heights Transit Oriented District
The Fairview Heights Transit Oriented District consists principally of the Inglewood side of the half-mile radius around the Fairview Heights Metro Station. Much of the TOD is the historic, low- density residential neighborhood of Fairview Heights. The station-adjacent area that fronts West Boulevard, Redondo Boulevard, and Florence Avenue is intended to be a gateway to the city for transit riders and drivers entering from the east and provide an appropriate connection to Vincent Park. The Fairview Heights TOD land use category allows for institutional, residential, and/or retail uses.

General Plan Land Uses Not Described in Land Use Element Inglewood’s General Plan land use diagram was most recently updated in September 2023 and now includes four categories that are not described in the land use element.

Inglewood Basketball Entertainment Center corresponds to the recently constructed Intuit Dome.

Descriptions of the Crenshaw/Imperial TOD and Westchester/Veterans TOD categories can be found in Section 5.4, Approved Specific Plans.

5.1.3 Existing Zoning
The City of Inglewood’s zoning categories are defined in Chapter 12 of the Inglewood Municipal Code and depicted o n the City’s Zoning Map (Figure 5 -4). The zoning categories are the City’s codes and regulations by which it controls and permits development and prescribes standards regulating the physical form of structures on each parcel (e.g., density/intensity, building height and setbacks, parking requirements, and so on). The zoning districts provide specificity and greater detail regarding the categories of use delineated by the General Plan, while maintaining consistency with its uses and densities.

Acreages by Zoning Designation:

Inglewood’s Municipal Code identifies nine residential zoning categories, nine commercial zoning categories, seven mixed -use zoning categories, and three manufacturing zoning categories , as depicted in Figure 5 -4. The City has several unique categories, including Airport Campus (A -C), Special Cemetery (S-1, S-2), and Hollywood Park Specific Plan Zone (HPSP). The City also applies combined zoning designations to many parcels, as shown in Table 5 -3. In Figure 5 -4, these combined zones are depicted by their primary zoning category.

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Table 5-3 Acreages by Zoning Designation:

Zoning
Category Zoning Description Acreage % of Existing
Land Use
A-C Airport C ampus 25.5 0.6%
C-1 Limited C ommercial 0.5 0.0%
C-2 General Commercial 166.4 3.6%
• C-2, P-1: General Commercial, Parking 16.1 0.4%
• C-2, R-2 General C ommercial, Res Limited Multi Family 0.2 0.0% • C-2, R-3: General Commercial, Res Multiple Family 8.2 0.2%

• C-2, MU-1A General Commercial, TOD Mixed Use 1a
Overlay 42.7 0.9%
C-2A Airport Commercial 99.7 2.2%
• C-2A, P-1: Airport Commercial, Automobile Parking 1.5 0.0% C-3 Heavy Commercial 23.1 0.5%
C-C Civic Center 37.6 0.8%
C-N Neighborhood Commercial 3.6 0.1%
C-R Commercial and Recreation 167.0 3.6%
C-S Commercial Service 28.8 0.6%
• C-S, C-2A: Commercial Service, Airport Commercial 2.1 0.0% H-C Historic Core 45.0 1.0%
HPSP Hollywood Park Specific Plan 311.0 6.8%
M-1 Light Manufacturing 141.5 3.1%
• M-1, R-2: Light Manufacturing, Limited Multiple-family 1.3 0.0% M-1L Limited Manufacturing 78.7 1.7%
M-2 Heavy Manufacturing 0.0 0.0%
MED Median 1.3 0.0%
MU-1 TOD Mixed Use 1 24.1 0.5%
MU-2 TOD Mixed Use 2 73.9 1.6%
MU-2A TOD Mixed-Use 2A 10.2 0.2%
MU-3 TOD Mixed Use 3 3.7 0.1%
MU-4 TOD Mixed Use 4 4.5 0.1%
MU-A TOD M ixed Use Arts Cluster 22.3 0.5%

• MU-A, M-1: TOD Mixed Use Arts Cluster, Light
Manufacturing 3.2 0.1%
MU-C TOD Mixed Use Corridor 65.6 1.4%
• MU-C, R-3: TOD Mixed Use C orridor, Mul tiple-family 3.0 0.1% O-S Open Space 95.0 2.1%
P-1 Automobile Parking 72.6 1.6%
• P-1, C-2: Automobile Parking, General Commercial 2.3 0.1% • P-1, C-S: Automobile Parking, C ommercial Service 0.2 0.0% • P-1, R-3: Automobile Parking, Multiple-family 3.5 0.1% R-1 One-family 1,076.8 23.5%
• R-1, R-3: One-family, Multiple-family 0.2 0.0%
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Table 5-3 Acreages by Zoning Designation:

Zoning
Category Zoning Description Acreage % of Existing
Land Use
R-1.5 Limited Two-family 4.6 0.1%
R-1Z One-fa mily/Zero-lot-line 5.5 0.1%
R-2 Limited Multiple-family 765.2 16.7%
• R-2, P-1: Limited Multiple-family, Automobile 0.4 0.0% • R-2A, R-3: Limited Multiple-family, Multiple-family 4.6 0.1% • R-2, R-1: Limited Multiple-family, One-family 2.9 0.1% R-3 Multiple-family 732.1 16.0%
• R-3, C-2: Multiple-family, General Commercial 2.2 0.0% • R-3, C-2A : Multiple-family, Airport Commercial 0.4 0.0% • R-3, MU-1A : Multiple-family, TOD Mixed-Use 1A Overlay 2.2 0.0% • R-3, P-1: Multiple-family, Automobile Parking 2.2 0.0% • R-3, R-1: Multiple-Family, One Family 1.4 0.0%
• R-3, R-2: Multiple-family, Limited multiple-family 0.4 0.0% R-M Residential and Medical 79.2 1.7%
• R-M, R-3: Residential and Medical, Multiple-family 0.6 0.0% S-1, S-2 Special (Cemetery( 294.0 6.4%
TBD To Be Determined 0.5 0.0%
T-C Transportation Corridor 22.8 0.5%
TOTAL 4,584.28 100.00%
City of Inglewood.

Overlay Zones
In addition to a Sign Overlay Zone located in and around t he Hollywood Park development, Inglewood’s Municipal Code includes six other overlay zones with specific objectives, regulations and standards related to land use and overall character.

Art Deco Overlay Zone
The Art Deco Overlay Zone is guided by Art Deco Design standards in the City’s municipal code, which address architectural features, lighting, landscaping, signage, and more. The overlay applies to General Commercial zoned properties in the northeast porti on of the city along Manchester Boulevard.

Classic/Vintage Car Sales Overlay Zone
This overlay zone is associated with uses where fine or distinctive automobiles over twenty -five years of age are sold or displayed. The Classic/Vintage Car Sales Overlay Zone is located along portions of Centinela and North La Brea Avenues in the northwest part of Inglewood.

Chapter 5 Built Environment

Live-Work Overlay Zone
As stated in the City’s Code of Ordinances, the objectives of the live- work overlay zone and live- work regulations are to 1) allow accessory residential uses in existing nonresidential structures, in areas of the City that are appropriate locations for live -work uses, 2) allow live -work units that function primarily as workspaces that also contain ancillary residential space in each unit, 3) allow for the architecturally appropriate incorporation of residential uses into existing nonresidential structures, to ensure that any modifications seamlessly enhance the structures and are compatible with the surrounding commercial or industrial area's design character , and to maintain the physical characteristics that are typical for areas of commerce (e.g., business signage, commercial street frontage), and 4) protect existing or potential commercial and industrial uses from displacement and/or conflicts that can arise from the introduction of residential uses.

Applicable to the conversion of existing structures in a commercial or manufacturing zone within the overlay, the zone’s design standards address unit size, floor area, height, and more. The overlay applies in several areas of the city, including Downtown Inglewood and the Fairview Heights and La Tijera Village neighborhoods.

Medical Enterprise Overlay Zone
The Medical Enterprise Overlay is applicable to the Residential and Medical (R -M) and General Commercial (C -2) zoned properties adjacent to Inglewood Park Cemetery and in the areas surrounding Centinela Hospital Medical Center.

Mixed-Use Overlay Zone (Morningside Park)
The objective of the Mixed-Use Overlay Zone in the Morningside Park neighborhood is to provide for residential/retail mixed-use development opportunities suitable for the center of the South Inglewood Gateway District. Permitted uses are identified in the Crenshaw Imperial Transit Oriented Development Plan as well as accessory dwelling units, and restaurants.

Transportation Corridor Overlay Zone
The Transportation Corridor Overlay Zone was put in place to ensure orderly development of expanded transportation facilities, specifically the Metro K Line, and the nearby employment, housing, and activity hubs. The area is unique as the transit project s pans multiple underlying zones and requires integration with public rights -of-way. The overlay generally follows the path of the future Inglewood Transit Connector connecting the Downtown Inglewood Metro station to major sports and entertainment destinatio ns: Kia Forum, SoFi Stadium, Hollywood Park Casino, and the Intuit Dome.

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5.1.4 Approved Specific Plans
Inglewood International Business Park Specific Plan
Prepared in 1993, the Inglewood International Business Park Specific Plan establishes land use, infrastructure requirements, and the design character for the 44 -acre area bounded by 102nd Street to the north, Yukon Avenue to the east, 104th street to the south, and Prairie Avenue to the west. The area, which was designated “Industrial” in the City’s Land Use Element at the time, was envisioned as an aesthetically pleasing business park to facilitate large-scale corporate users while benefitting the City and the residents who live in the surrounding neighborhood.

The plan’s land use development standards provide for the continued existence and new development of compatible uses that facilitate large- scale corporate users and generate employment and revenue base for the City, outlining two zoning designations: General Commercial (C-2) and Limited Manufacturing (M-1L). A small parcel concept, large parcel concept, and proposed circulation system are included in the plan as well.

The urban development standards address siting, massing, height, and architectural character to provide a framework and create visual unity. The plan also discusses visitor parking areas, parking structures, building design and architecture signage, site furniture, sidewalks, and landscaping.

Circulation, site access, and parking development standards provide an on-site circulation system and introduce measures to minimally impact surrounding roadways.

In addition to land use development standards, the plan includes urban design development, circulation, public works and services, and environment development standards.

Village Specific Plan
Prepared in December 1998, the Village Specific Plan sought to “return a quality of life and neighborhood livability” to Inglewood’s Darby -Dixon neighborhood, which is at the southwest corner of West Century Boulevard and South Crenshaw Boulevard. The plan’s major strategies are a physical overhaul of public and private spaces, new framework within the neighborhood with the City commitment to turning the neighborhood around, and a broad ranging yet focused implementation plan.

To achieve the vision of a neighborhood that is balanced with commercial, residential, educational, and recreational opportunities, the plan outlines a shift from residential to commercial land uses.

Commercial expansion, improvements to the circulation sy stem, the establishment of park and recreation spaces, and the creation of neighborhood identity through landscape changes were considered effective ways of revitalizing the neighborhood.

The specific plan includes primary and supporting concept plans, implementation strategies, and development regulations and guidelines, which address commercial building design and layout, residential uses, landscaping, signage, lighting, and more.

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Hollywood Park Specific Plan
The Hollywood Park Specific Plan provide s a land use framework for the redevelopment of the 238-acre Hollywood Park site, creating a pedestrian oriented regional retail destination with a mix of parks, retail, housing, entertainment, and more. The plan addresses development location and intensity, land use categories, and building heights. Preparation of the specific plan included community involvement and resulted in development standards, design guidelines, proposed infrastructure improvements, and methods for implementation and administration. First adopted in July 2009, the plan was amended in September 2014 and February 2015.

Hollywood Park Specific Plan cover page
The Specific Plan’s sixth chapter , “Stadium Alternative Project Standards ,” was written to be applied if a development applicant elected to build a stadium at Hollywood Park. The chapter was adopted through a voter initiative process , and the applicant ultimately elected to build the stadium (now known as SoFi Stadium), making Chapter 6 the applicable zoning standards for land uses in the Hollywood Park Specific Plan area.

Chapter 6 identified the land uses within the Hollywood Park Specific Plan area:
• Open Space
• Mixed-Use
• Residential
• Commercial and Recreation
• Civic
• Sports and Entertainment
• Interim Land Uses

Chapter 5 Built Environment

Chapter 6 also specified development limitations and permitted housing types . As seen in Table 5-4, the specific plan permits a maximum amount of development according to land use categories. In terms of area, retail development is allowed the most acreage. Under an equivalency program detailed in the specific plan, land uses can be converted from one use to another but must apply certain equivalency factors. For example, 1 residential unit may be converted to 97 square feet of retail, 270 square feet of office, or 0.58 of a hotel room.

Table 5-4 Development Limitations Table
Land Use Type Maximum Aggregate Development
Residential* 2,500 dwelling units
Retail* 890,000 square feet
General Office* 780,000 square feet
Hotel** 300 rooms
Casino 120,000 square feet
Civic Use and intensity to be determined***
Source: Hollywood Park Specific Plan, 2009 (amended September 2014 and February 2015). * Live/Work or Shopkeeper units are considered one (1) dwelling unit. The work area within these units does not count toward retail or office square footage.
** May include up to 100,000 square feet of ancillary meeting space. *** The 2009 certified EIR analyzed impacts of an 800-pupil school, library, and community center for purposes of assessing a “worst-case scenario.” As part of its approval of the ultimate uses for the Civic site, the City will determine if the environmental impacts of the use are adequately addressed in the 2009 certified EIR or whether supplemental environmental review is required under applicable CEQA standards. The developer of the Civic site shall be responsible for implementing any additional mitigation for the final selected use, if required, provided, however, that if such final use approved by the City is a component of the Stadium Alternative Project (i.e. parking, ancillary office, practice fields, or transit center), then the Stadium Alternative Mitigation Measures (defined in the Amended and Restated Development Agreement) shall apply.

Table 5-5 outlines permitted housing types and their minimum and maximum densities, with the greatest maximum densities for Mixed-Use Residential and Wrap/Podium housing types. If there are multiple uses on a block, density is calculated as an average over the block.

Table 5-5 Residential Development Table
Housing Type Minimum Density (gross) Maximum Density (gross) Mixed-Use Residential* N/A 85.0 du/ac**
Single-Family N/A 15.0 du/ac
Townhome 15.0 du/ac 30.0 du/ac**
Wrap/Podium* 15.0 du/ac 85.0 du/ac
Source: Hollywood Park Specific Plan, 2009 (amended September 2014 and February 2015). * Includes Live/Work and Shopkeeper unites.
** If developed as a senior citizen development, the maximum density may be increased in accordance with Chapter 12, Article 33 of the IMC and State Density Bonus Law.

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The specific plan’s development limitations section addresses land uses, circulation, minimum building setbacks, building height standards, residential zone development standards, mixed-use and non-residential land use development standards, setback encroachments, parking standards, wall and fence standards, and Hollywood Park identity elements such as signage. Additional Chapter 6 content discusses design guidelines, infrastructure, and implementation.

Westchester/Veterans Transit Oriented Development Plan
The Westchester/Veterans Transit Oriented Development Plan area encompasses approximately 379 acres in the western area of Inglewood. As described in the TOD Plan Vision, the Westchester/Veterans TOD will be:
• A source of quality employment opportunities for residents of Inglewood based on access to transit, LAX, TechTown and Downtown Inglewood.
• A western gateway to the City of Inglewood that is friendly to pedestrians (including the disabled), cyclists, transit users, automobiles and trucks. • A revenue-generating TOD area that supports the City’s economy and the delivery of public services.
• An area for makers of art and technology.
• An area with unique open space resources serving both nearby employees and residents of the City.

Included in the plan are the zoning districts, depicted on Figure 5-5, for the TOD Plan area. Their intent is to support the community’s vision by creating an employment -generating Airport Campus in the southwest, an arts -based Station Area, and an economically vibrant Freeway Corridor and preserving important existing uses. Figure 5-6, Preferred Land Use Map, shows the recommended future locations for public open space and facilities on top of the Zoning Districts map.

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Figure 5-5 Westchester/Veterans TOD Zoning Districts Map

Source: Westchester/Veterans TOD Plan, 2021.

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Figure 5-6 Westchester/Veterans TOD Preferred Land Use Map

Source: Westchester/Veterans TOD Plan, 2021.

Crenshaw/Imperial Transit Oriented Development Plan
The Crenshaw/Imperial TOD Plan area is approximately 103 acres and located in the southern area of Inglewood. As described in the TOD Plan Vision, the Crenshaw/Imperial TOD will be:
• A complete neighborhood hub providing housing, shopping, education and recreation for residents of all ages and households of all types.
• A southern gateway to the City of Inglewood for transit users, pedestrians, cyclists and drivers facilitating safe and easy access to destinations by foot or bike. • A safe, well-maintained, unified and attractive community center with a unique sense of place.

Included in the p lan are the zoning districts depicted in Figure 5 -7 for the TOD plan area. Their intent is to support the community’s vision for the area by providing flexibility to create a vibrant and upgraded district center, encouraging flexible, sensitive redevelopment along Imperial Highway and preserving existing neighborhoods.

Chapter 5 Built Environment

Figure 5-7 Crenshaw/Imperial TOD Zoning Districts Map

Source: Crenshaw/Imperial TOD Plan, 2021.

New Downtown Inglewood and Fairview Heights Transit Oriented Development Plan The New Downtown Inglewood TOD Plan area is approximately 585 acres in the center of Inglewood along the Crenshaw/LAX line, extending about half of a mile from the Downtown Inglewood Metro station in all directions. The vision for the TOD is:
• Downtown is a place to live, work, shop and be entertained. • Downtown is a revitalized yet forward-looking gathering place for the community. • Downtown provides a unique mix of accessibility options including light rail, pedestrians, bicycles, autos, buses and advanced technology local transit. • Downtown is a major economic engine providing jobs, sales tax and other revenues. • Downtown is a model for sustainable development.
• Downtown expresses the unique culture of Inglewood.

Included in the plan are the zoning districts, depicted on Figure 5-8, for the TOD Plan area. Their intent is to support the community’s vision for the area by creating a pedestrian-friendly, mixed- use Historic Downtown with new centers in the immediate station area and at the south terminus of Market Street and a re- energized Historic Core; catalyze TechTown as a generator of quality

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employment; and preserve unique areas such as Beach Avenue and Hillcrest. Figure 5-9, Preferred Land Uses Map , shows the recommended future locations for public open space and parking structures on top of the Zoning Districts map.

Figure 5-8 Downtown TOD Zoning Districts Map

Source: New Downtown and Fairview Heights TOD Plan, 2016.

Chapter 5 Built Environment

Figure 5-9 Downtown TOD Preferred Land Uses Map

Source: New Downtown and Fairview Heights TOD Plan, 2016.

The Fairview Heights TOD Plan area is about 328 acres and, like the Downtown TOD, also extends about half of a mile in all directions from the Fairview Heights Metro station. The vision for the TOD is:
• Fairview Heights is a special, historic residential neighborhood. • Fairview Heights is connected to the region via transit. • Fairview Heights is a historic place for artists to live and work. • Fairview Heights enjoys a special connection to Vincent Park.

Included in the plan are the zoning districts for the TOD Plan area. These are depicted in Figure 5-10. Their intent is to support the community’s vision for the area by ensuring development is complementary in scale and character with the historic Fairview Heights neighborhood and creating a pedestrian-friendly environment along the Redondo Boulevard Prome nade and near the Fairview Heights Metro station. Figure 5 -11, Preferred Land Uses Map , shows the recommended future locations for public open space and new streets on top of the Zoning Districts map.

The New Downtown and Fairview Heights TOD Plan and Design Guidelines were adopted in November 2016.

Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-27

Figure 5-10 Fairview Heights TOD Zoning Districts Map

Source: New Downtown and Fairview Heights TOD Plan, 2016.

Chapter 5 Built Environment

Figure 5-11 Fairview Heights TOD Preferred Land Uses Map

Source: New Downtown and Fairview Heights TOD Plan, 2016.

5.1.5 Pending or Approved Projects
As of October 2024, the City of Inglewood has 75 projects in various stages of the application and entitlement process. These range from multi -family residential and mixed -use development projects to warehouses and commercial destinations. Of these, 33 have had building permits issued or finalized. The City’s largest projects (large hotel projects, residential developments with more than 50 units, and commercial, mixed-use, or office developments over 100,000 square feet) and the available descriptions associated with them is presented in Table 5-6 and depicted in Figure 5-12. Of these 31 projects, 11 have had permits issued or finalized.

Table 5-6 List of Significant Pending or Approved Projects Address Project Description Project Type Most Recent
Entitlement
1 11227 S Prairie
Avenue
440 units Multi Family
Development
Exclusive
Negotiating
Agreement
2 101,125,139,140,1
50 Market Street
50 dwelling units
40,000 square foot retail
150 parking spaces
Retail Space Exclusive
Negotiating
Agreement

Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-29

Table 5-6 List of Significant Pending or Approved Projects Address Project Description Project Type Most Recent
Entitlement
3 Prairie
Avenue/Century
Boulevard
915,000 square foot basketball venue
(18,500-seats)
150 room hotel and associated ancillary
uses, including 4,129 parking spaces
Murphy Bowl
Project
(Clippers)
Design
Review
4 317 S La Brea 311 units (32 affordable, 5 live-work)
22,000 square foot commercial/retail
361 parking spaces
Mixed-Use
Project
Design
Review
5 1050 S. Prairie
Avenue
534,000 square foot office building (MU-
11)
Hollywood Park
Project
Plot Plan
Review
6 3500 - 3860
Stadium Drive
449,000 square foot film studio (14-acre) Hollywood Park Project
Plot Plan
Review
7 400 Centinela Ave 120-unit affordable housing
development
Multi Family
Development
Preliminary
Site Plan
Review
8 408 E Warren Lane A new 2-story commercial
office/warehouse
Commercial
Building
Site Plan
Review
9 3820 W 102nd
Street
A 300 room, 14-story hotel
349 parking spaces
Hotel Project Site Plan
Review
10 4041, 4049-4055
W Century Blvd
PR to allow a 32,500 square foot hotel
(142 rooms)
125 parking spaces
Hotel Project Site Plan
Review
11 3846 W Century
Blvd
Site Plan Review for a 335,246 square
foot self storage (6-story) facility in the
M-1L zone
43 parking spaces
Storage Facility Site Plan
Review
12 411 E. Kelso St SPR for converting existing northerly two-story building into 60 residential
units (59 affordable studios and 1
manager unit)
1-2 story northwest building to be 2-
story building with office uses and 2nd
Multi Family
Dwelling Units
Site Plan
Review
13 225 N La Brea SPR to allow a 137 units (5 story
multifamily dwelling)
69 on-site parking spaces
Multi Family
Dwelling Units
Site Plan
Review
14 330 Florence Ave 162-unit apartment development (17
affordable)
Multi Family
Development
Site Plan
Review
15 3624 W Century
Blvd
Preliminary for construction of 6-story
150 room hotel
122 parking spaces
Hotel Project Site Plan
Review
16 9020 Aviation
Blvd.

Site Plan Review for a new 215,455
square foot warehouse
Warehouse Plan Check
#2
Chapter 5 Built Environment

Table 5-6 List of Significant Pending or Approved Projects Address Project Description Project Type Most Recent
Entitlement
17 3700 102nd Street 79,415 square foot self-storage facility (5-story)
Commercial
Building
Plan Check
Submittal
18 11111 S. Prairie
Avenue
120-Room Hotel Hotel Project Plan Check
Expired
19 3837 Stadium
Drive
436,000 square foot hotel (13-story) Hollywood Park
Project
Building
Permit Issued
20 920 S. District
Drive
466,000 square foot office building (MU-
4)
Hollywood Park
Project
Building
Permit Issued
21 336 W Hillcrest
Boulevard
A 65-unit mixed use development,
adaptive reuse of office building
Mixed-Use
Project
Building
Permit Issued
22 1050 S. Prairie
Avenue
Approximately 5,750,000 square foot
commercial use
Hollywood Park
Phase II
Building
Permit Issued
23 201 N La Brea
Avenue
144 units (14 affordable)
72 parking spaces
Multi Family
Development
Building
Permits
Issued
24 939 W Manchester
Blvd
SPR for a 201,000 square foot mixed-
used building
3,400 square foot retail
222 apartments
261 subterranean parking spaces
Mixed-Use
Project
Building
Permits
Issued
25 1013 E La Palma
Drive
A 3-story apartment units with on grade
parking.

Multi Family
Development
Building
Permit
Finaled
26 943-959 W Hyde
Park Boulevard
5 Story Self Storage Facility Self Storage
Facility
Building
Permit
Finaled
27 1050 S. Prairie
Avenue
516,094 square foot retail (Phase1) Hollywood Park
Project
Building
Permit
Finaled
28 705 Centinela New 81,613 square foot self-storage
facility
Self Storage
Facility
Building
Permit
Finaled
29 3900 W Century
Blvd
Hotel renovation Hotel Project Building
Permit
Finaled
30 3320 W 85th
Street
SUP to allow a Pad for 65-unit senior
mixed-use development
Planned
Assembly
Development
Building
Permit
Expired
31 4200 Century
Boulevard
Preliminary PR to allow a 13-story mixed
use building.

Mixed-Use
Project
Zoning Code/
General Plan
Amendment
Source: City of Inglewood
30 25
26 27
28 17
19 20
21 22
23 24
18 16
17 6
7 8
9 10
11 12
13 14
153
4 5
1 2
2931
Dominguez Channel
Aviation Blvd
Westchester Pky
S La Cienega Blvd
S W
estern Ave
Crenshaw Blvd
W 74Th St
N Nash St
S Inglewood Ave
evA doowelgnI
evA sseN naV S
W 120Th St
evA eiriarP
E Arbor Vitae StArbor Vitae St
Centinela Ave
Flower St
S La Brea Ave
N Prairie Ave
La Tijera Blvd
W Century Blvd
120Th St
W Florence Ave
evA egasO
N La Brea Ave
Hawthorne Blvd
E Florence Ave
evA eiriarP S
E Imperial Hwy
W Arbor Vitae St
Imperial Hwy
N M
arket St
S La Tijera Blvd
Century Blvd
W Centinela Ave
W Imperial Hwy
S Market St405
105
El Segundo
Los Angeles
Culver City
West AthensHawthorne
Del Aire
View Park-Windsor
Hills
Westmont
Ladera
Heights
Lennox
Legend
Source: City of Inglewood 2024, PlaceWorks 2024
Parks and Open Space
Roads
Freeways
City Boundary
Manchester Blvd
Figure 5-12

SIGNIFICANT PENDING AND APPROVED

PROJECTS
1/4 11/20
Miles
Exclusive Negotiating
Agreement
Design Review
Plot or Site Plan Review
Plan Check(s) Submitted
Plan Check Expired
Building Permit Issued
Building Permit Finaled
Building Permit Expired
Zoning Code/General
Plan Amendment
1 11227 S. Praire Ave.
2 101,125,139,140,150
Market St.
3 Prairie Ave./Century Blvd.
4 317 S. La Brea Ave.
5 1050 S. Prairie Ave.
6 3500-3860 Stadium Dr.
7 400 Centinela Ave.
8 408 E. Warren Ln.
9 3820 W. 102nd St.
10 4041, 4049-4055 W.

Century Blvd.
11 3846 W. Century Blvd.
12 411 E. Kelso St.
13 225 N. La Brea Ave.
14 330 Florence Ave.
15 3624 W. Century Blvd.
16 9020 Aviation Blvd.
17 3700 102nd St.
18 11111 S. Prairie Ave.
19 3837 Stadium Dr.
20 920 S. District Dr.
21 336 W. Hillcrest Blvd.
22 1050 S. Prairie Ave.
23 201 N. La Brea Ave.
24 939 W. Manchester Blvd.
25 1013 E La Palma Dr.
26 943-59 W Hyde Park Blvd.
27 1050 S. Prairie Ave.
28 705 Centinela Ave.
30 3320 W. 85th St.
31 4200 Century Blvd.
29 3900 W. Century Blvd.

Chapter 5 Built Environment

5.1.6 Airport Impacts
Several plans focusing on airport land use, particularly at Los Angeles International Airport (LAX), have implications for the City of Inglewood.

Published in 1991 and revised in 2004, the Los Angeles County Airport Land Use Commission’s Comprehensive Land Use Plan establishes planning boundaries for the eleven general aviation airports in the region. Inglewood’s southernmost boundary is separated f rom Hawthorne Municipal Airport’s boundary by only I -105 and 120th Street, leaving less than 1,000 feet of separation. LAX’s planning boundary crosses the City of Inglewood’s, overlapping parts of the City with a variety of land uses, including industrial, commercial, and residential. The planning boundaries for both airports are shown in Figure 5-13.

Areas determined by the Airport Land Use Commission are subject to safety hazards, which warrant certain height restrictions and the establishment of approach surface and runway protection zones. Maximum building heights are specified by the Federal Aviation Administration regulations and restrictions, which generally limit building heights to 200 feet within 20,000 feet of an airport. Noise, which can have physiological, psychological, sociologica l, and economic effects, is also a significant factor within these planning boundaries.

The LAX Specific Plan divides into four land use subareas the area bounded by 88th Street, Manchester Avenue, and 91st Street on the north; Imperial Highway on the south; Pershing Drive on the west, and La Cienega Boulevard on the east. While none falls within the City of Inglewood’s boundary, the Airport Landside and Airport Landside Support subareas are immediately adjacent to Inglewood along the city’s western border, which follows La Cienega Boulevard to the west and Arbor Vitae Street to the north. These are primarily industrial and commercial areas of the city, with some scattered education facilities and multi -family residential uses. The purpose of the Airport Landside and Airport Landside Support subareas are to allow for the safe and efficient operation of airport facilities, primarily providing access to the airport and processing passengers.

Uses in the Commercial (C2) and Light Industrial (M2) zoning categories in the LA Municipal Code are permitted. Aircraft under power and buildings containing dwelling units are prohibited.

Figure 5-13 Areas of Influence of Nearby Airports
/76/79/83/32/65/78/71/69/76/69/83/32/67/79/85/78/84/89
/65/73/82/80/79/82/84/32/76/65/78/68/32/85/83/69/32/67/79/77/77/73/83/83/73/79/78 /51/50/48/32/87/46/32/84/101/109/112/108/101/32/83/116/114/101/101/116 /76/111/115/32/65/110/103/101/108/101/115/44/32/67/65/32/32/57/48/48/49/50 /40/50/49/51/41/32/57/55/52/45/54/52/50/53
/48 /51/48/48/48 /54/48/48/48 /57/48/48/48 /70/101/101/116 /76/79/83/32/65/78/71/69/76/69/83/32/73/78/84/69/82/78/65/84/73/79/78/65/76/32/65/73/82/80/79/82/84 /53/47/49/51/47/48/51
/65/73/82/80/79/82/84/32/73/78/70/76/85/69/78/67/69/32/65/82/69/65 /83/116/114/101/101/116/115
/70/114/101/101/119/97/121/115
/82/80/90
/65/105/114/112/111/114/116/32/80/114/111/112/101/114/116/121 /80/108/97/110/110/105/110/103/32/66/111/117/110/100/97/114/121/47/65/105/114/112/111/114/116/32/73/110/102/108/117/101/110/99/101/32/65/114/101/97 /65/76/85/80/32/78/111/105/115/101/32/67/111/110/116/111/117/114/32 /54/53/32/67/78/69/76
/55/48/32/67/78/69/76
Los Angeles International Airport and Hawthorne Municipal Airport Chapter 5 Built Environment

The LAX Specific Plan has been in effect since 2005. As part of the General Plan of the City of Los Angeles, the LAX Plan was prepared in 2017. Its goals are to:
• Strengthen LAX’s unique role within the regional airport network as the international gateway to the Southern California region.
• Develop and maintain the highest standards of air traffic safety and passenger security through design and the latest innovations.
• Optimize LAX’s critical role in supporting the economy as a major generator of economic activity.
• Recognize the responsibility to minimize effects on the physical environment. • Acknowledge neighborhood context and promote compatibility between LAX and the surrounding neighborhoods.
• Improve ground access to LAX.

The LAX Plan and LAX Specific Plan are not independent documents, using the same categories of subareas. The LAX Plan specifies that the aspects of passenger and cargo movement in the Inglewood-adjacent Airport Landside area are the Central Terminal Area, Intermodal Transportation Facilities, the Consolidated Rental Car Facility , and the Automated People Mover system. The LAX Plan establishes a land use policy framework, and the LAX Specific Plan establishes zoning and development regulations and standards. The specific plan is a tool for achieving the goals and implementing the policies and programs of the LAX Plan and establishes the procedures for processing future specific projects and activities anticipated under the LAX Master Plan Program.

5.1.7 Community Places
Inglewood has many unique areas , as depicted on Figure 5-14, that create a sense of place for community members and distinguish it from surrounding neighborhoods. These places are made up of both built and natural environments and they serve as spatial reference points for those that live, work, and play there.

Dominguez Channel
Aviation Blvd
Westchester Pky
S La Cienega Blvd
S W
estern Ave
Crenshaw Blvd
W 74Th St
N Nash St
S In
glewood Ave
e v A d o o w e l g n I
e v A s s e N n a V S
W 120Th St
e v A e i r i a r P
E Arbor Vitae StArbor Vitae St
Centinela Ave
Flower St
S La Brea Ave
N Prairie Ave
La Tijera Blvd
W Century Blvd
120Th St
W Florence Ave
e v A e g a s O
N La Brea Ave
Hawthorne Blvd
E Florence Ave
e v A e i r i a r P S
E Imperial Hwy
W Arbor Vitae St
Imperial Hwy
N M
arket St
S La Tijera Blvd
Century Blvd
W Centinela Ave
W Imperial Hwy
S Market St405
105
El Segundo
Los Angeles
Culver City
West AthensHawthorne
Del Aire
View Park-Windsor
Hills
Westmont
Ladera
Heights
Lennox
Legend
Source:

Parks and Open Space
Roads
Freeways
Metro Rail Lines
Metro Rail Stations
City Boundary
Arbor Village
Centinela Heights
Century Heights
Fairview Heights
Imperial Village
Industrial
Inglewood Knolls
La Tijera Village
Lockhaven
Morningside Park
Sports Village
Neighborhood Designations
Manchester
Figure 5-14

COMMUNITY PLACES AND

NEIGHBORHOODS
1/4 11/20
Miles
Sports and Entertainment District
Downtown Inglewood
Inglewood Park Cemetery
Edward J. Vincent Park
Metro K Line Station
Area (Downtown)
Metro K Line Station Area
(Westchester/Veterans)
Metro K Line Station
Area (Fairview Heights)
Chapter 5 Built Environment

Downtown Inglewood
Downtown Inglewood straddles three major thoroughfares —La Brea Avenue, Manchester Boulevard, and Florence Avenue. This area of the city encompasses the civic core and includes Inglewood City Hall, Inglewood Public Library, and other city and county facilities and buildings.

Building along Market Street in Inglewood
Market Street, a pedestrian- oriented commercial district established in 1908 and rehabilitated during the 1990s, was historically the site of community gathering and center of commercial activity for the city’s Black residents. Its revitalization is a priority for the community , and steps toward that objective have been taken and are underway or planned, including streetscaping and placemaking improvements and mixed-use development projects.

Sports and Entertainment District/Hollywood Park Mixed-Use Development SoFi Stadium, Kia Forum and Hollywood Park Casino anchor Inglewood’s Hollywood Park sports and entertainment district, which was formerly home to the Hollywood Park Racetrack. This 300- acre master-planned development houses office space, condominiums, a movie theater, outdoor spaces, a hotel, YouTube Theater, restaurants , and other commercial uses. The objective for development in this district is to create a vibrant regional destination for tenants, residents, and visitors, harmonizing a variety of land us es. Hollywood Park construction began in 2014 , and its retail district, which is fully built out to the maximum area of 890,000 square feet, opened in Fall

Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-37

2024. Although not part of Hollywood Park, Intuit Dome, which is south of SoFi Stadium , is an integral part of this newer district.

Metro K Line Station Areas
Several Metro K Line stations are within the Inglewood’s boundaries : Fairview Heights Station, Downtown Inglewood Station, and Westchester/Veterans Station.

Westchester/Veterans is off Florence Avenue along the city’s western boundary. Its surrounding land uses are primarily industrial and commercial. Of the three Metro K Line stations in the c ity, Westchester/Veterans is less integrated with its immediate surroundings. However, it is proximate to local restaurants like Randy’s Donuts and the historic Centinela Adobe. It provides transit connections to the Metro C and K Line Link, which provides free bus service between the Westchester/Veterans and Aviation/LAX Station (C Line) running on the same schedule as trains.

Downtown Inglewood Metro K Line Station
Downtown Inglewood Station is proximate to entertainment destinations such as the Miracle Theater. Station amenities include bike lockers and bike racks. From the Downtown Inglewood Station, transit riders can connect to Metro 40, 111, 211, 212, and 215 and Torrance Transit 10.

Land uses surrounding the station are a mix of Commercial, Industrial, and Multi- and Single- Family Residential, and it is near pedestrian-oriented areas like Market Street.

Chapter 5 Built Environment

Fairview Heights Station is along Inglewood’s eastern boundary, east of Edward Vincent Jr. Park and north of Inglewood Park Cemetery. The land uses closest to the station are primarily categorized as Industrial, General Office, Multi -Family and Single Family Residential, and Open Space and Recreation. Station amenities include bike lockers and bike racks. From the Fairview Heights Station, transit riders can connect to Metro 40, 111, and 857; to Metro C Line Aviation/LAX Station; and Santa Monica’s Big Blue Bus 14.

Major Open Spaces
Edward Vincent Jr. Park
Edward Vincent Jr. Park, a 55-acre municipal park, is the city’s largest and hosts a wide variety of facilities and amenities. Other major Open Space and Recreation destinations include Darby Park, Ashwood Park, Center Park, Centinela Adobe Park, Circle Park, Grevillea Park, Queen Park, Siminski Park, North Park, and Rogers Park. Inglewood’s parks provide opportunities for community gathering, indoor and outdoor recreation, and events.

Visitors at Edward Vincent Jr. Park basketball courts

Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-39

Inglewood Park Cemetery
Founded in 1905, Inglewood Park Cemetery is the city’s largest land use area in the Open Space and Recreation category. The cemetery’s 200 acres make it a uniquely large green space in the city. The cemetery is open to the public from sunrise to sunset. While recreation such as jogging and walking is permitted in the cemetery, visitors are asked not to intrude on funerals, cremation services, or graves.

Residential and Mixed-Use Neighborhoods
Many of Inglewood’s residential neighborhoods, including La Tijera Village, Fairview Heights, and Morningside Park, consist primarily of single-family detached homes on small lots with scattered apartment and multi-family buildings.

Mixed-use neighborhoods are small in comparison and located on the edges of neighborhoods like Centinela Heights, Arbor Village, Morningside Park, Lockhaven, and Sports Village close to commercial corridors along major streets such as Centinela Avenue, Manchester Boulevard, South Prairie Avenue, and W. Imperial Highway.

5.1.8 Land Use/Urban Form Implications for Greenhouse Gas Emissions and Climate Change
In California in 2021, approximately 39 percent of greenhouse gas emissions, the primary contributor to climate change, were attributable to transportation sources. 1 Vehicle trips generated and miles traveled are directly related the distribution and densities of land use.

In Inglewood, uses are segregated and low to medium density —single family neighborhoods , multifamily apartment communities, and multitenant commercial centers . Consequently, most trips away from home for jobs, shopping, entertainment, and recreation are by car. Most commercial centers have uses that serve as single- point destinations —a grocery store for example—unlike newer, pedestrian-active “experiential” centers where people walk among and patronize multiple stores, dine, and enjoy music and the presence of their friends in an environment designed with pleasant outdoor spaces and amenities. Travel to and from multiple single-point destinations worsens air quality and increases greenhouse gas emissions, exacerbating the effects of climate change.

As new development in Inglewood proceeds as infill or replaces underutilized and economically obsolete uses, there will be opportunities to create a greater mix and intensity of land uses that reduce vehicle trips and make areas attractive for walking, bicycling, and other forms of personal and public transit. Land use patterns that lessen the need for the automobile can have a significant benefit by reducing Inglewood’s greenhouse gas emissions and climate change impacts. Recent and proposed transit improvements such as the K Line extension, Inglewood Transit Connector, and the implementation of various TOD Plans can have a beneficial impact in reducing vehicle miles traveled as well.

1 See https://ww2.arb.ca.gov/ghg-inventory-data.

Chapter 5 Built Environment

5.1.9 Housing Element Sites
The City’s 6th Cycle Housing Element covers the 2021 -2029 planning period and contains the City’s plan and policies to provide opportunities for (and not unduly constrain) housing development sufficient to meet the housing needs of everyone in the community. As a part of this plan, the Housing Element includes an inventory of sites suitable for the development of housing that will accommodate projections described in the Regional Housing Needs Allocation (RHNA).

The identification of the housing element sites utilizes the zoning regulations in place at the time of adoption, thus rezoning to meet RHNA is unnecessary.

The City of Inglewood’s required 7,439 RHNA units are split across four income levels—very low, low, moderate, and above moderate. The extremely low income need can be calculated as 50% of the very-low income RHNA, or 906 units.

Figure 5-15 depicts the sites utilized to satisfy the jurisdiction’s RHNA. The sites, including projects which have constructed housing units since the beginning of the 6th cycle or which have approved or pending housing projects, demonstrate a total realistic capacity of 11,453 units, 14.4% of the City’s total buildout capacity and 54% greater than the RHNA.

Figure 5-15 Housing Element Sites Inventory
Appendix C: Housing Resources
Housing Element 2021 – 2029 | City of Inglewood - 154
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Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community
Inglewood Site Inventory Map
City Boundary
Metro Stations
K Line
C Line
0 2,500 5,000 7,500 10,0001,250
Feet ¯
City Owned, 100% Lower
Institutional, 100% Lower
Pending
Vacant, No Lower
Macro TOD, 37% Lower
R3 R4, No Lower
R3 R4, 10% Lower
Other TOD, No Lower
Other TOD, 10% Lower
Other TOD, 37% Lower
Figure C-3a. Citywide Sites Inventory Map.

Source: City of Inglewood Sites Inventory 2022.

Chapter 5 Built Environment

5.1.10 Findings
Community Insights Regarding Land Use
Common concerns and desires related to land use emerged in conversations with community members during the public outreach activities described in Chapter 1 . Many people expressed feeling positive about new development in the c ity while some asked that local government officials engage residents proactively about future land use changes. In addition, there is a desire for better compatibility between local existing businesses and residences with regional entertainment activity. Commenters were effusive in a ppreciation for their neighborhoods, the City’s parks, the responsiveness of City staff, and the sense of community.

For many, a priority is the restoration and reinvigoration of Market Street and Downtown Inglewood with greater commercial activity at an appropriate scale. Several corridors were similarly identified by community members as being optimal for mixed -use development, including Imperial Boulevard, Century Boulevard, and Prairie Avenue. A greater mix of land uses is sought in multiple areas of the city. Objections to “high rises” were also raised by some.

Some community members shared that existing land use regulations, zoning designations, and permitting processes have sometimes created obstacles in the case of opening businesses, establishing urban agriculture sites, and more. Concerns were also raised with visual blight, with some expressing an interest in improving vacant buildings and empty lots and the appearance of warehouses along Century Boulevard.

A desire for additional housing choices was also noted in several comments. Specific housing types mentioned include low -income housing and affordable homes, housing for seniors and veterans, accessory dwelling units (ADU) and workforce housing. Stakeholders are also interested in more single-family housing, preserving existing housing and being attentive to the impacts of ADUs, particularly on parking supply.

The inclusion of more public park space and enhancement of existing public park space were popular requests. Improving streetscapes was also a priority. Finally, community members posed questions about how land use designations might change for Inglewood Unified School District school sites that face future closure.

Planning Implications
As a highly urbanized and built -out area, the City of Inglewood has few parcels remaining for development. Future development will need to be infill or replace existing uses . A number of major infill projects are underway and have set a precedent for this type of development in the city, including Hollywood Park. The City’s TOD Plans guide infill development in strategic areas to maximize access to the region’s expanding transit network. However, changes to additional land use designations and/or policies may be warranted to support integration with the planned Inglewood Transit Connector.

The long term viability of Inglewood’s linear commercial corridors is tenuous. They consist of a mix of uses but face a number of challenges , such as lack of parking and retail turnover and Chapter 5 Built Environment
January 2025 | CITY OF INGLEWOOD | EXISTING CONDITIONS REPORT Page 5-43

uncertainty about maintenance, improvement, and appropriate uses over time. These corridors have the potential to serve as centers of neighborhood activity in the way that the Market Street District has in the past and aims to do again.

In terms of climate impacts, the City’s current development pattern and reliance on automobiles as the primary means of transportation affect air quality and levels of greenhouse gas emissions, public health, and residents’ quality of life. However, recent investments in transportation infrastructure—the construction of K Line transit stations and the planned Inglewood Transit Connector—and the integration of future development with this infrastructure provides opportunities to lessen negative climate impacts.

Inglewood’s General Plan Land Use Diagram is challenging to utilize due to its generality and its incompatibility with geographic references. Its current format makes it difficult for the City to maintain consistency with the Zoning Map and comply with state legislation. For th ose reasons, an entirely new General Plan Land Use Diagram will be prepared through this General Plan Update effort. In addition, it is unclear if the land use designations described in the Land Use Element and utilized in the Land Use Diagram are appropriate to address the land use types found in the City today and desired in the future.

5.2 Urban Form
The following sections describe Inglewood’s urban form. The City’s physical form and design character speak to how people experience the community and their perceptions of the quality of life. Urban form plays a critical role in the creation of distinctive places and the establishment of a unique id entity for the community and its neighborhoods. Urban form not only relates to aesthetic character but also impacts community vitality, stability and function. There are both beneficial and detrimental implications related to form for fundamental issues such as business activity, traffic congestion, transit use, air pollution, and climate change.

Much of the city is organized around an orthogonal street grid, meaning streets intersect at right angles. Areas in Inglewood with greater topographic diversity, however, have more discontinuous and curvilinear streets, particularly in the northern part of the c ity. Inglewood’s continuous grid has gaps in several locations, including the Sports and Entertainment District, planned residential developments, large format commercial centers, and educational and medical campuses. The pattern also differs in Downtown Inglewood where a portion of the street grid is oriented at a 45 degree angle from surrounding, cardinally oriented streets.

Two major interstates, I-405 and I-105, partially form the City’s western and southern boundaries.

The northern and eastern edges divide Inglewood from the City of Los Angeles. However, the distinction between the two cities is subtle because the urban form along and surrounding the boundary lines have very similar residential typologies.

Inglewood’s developed pattern is dominated by traditional and multi -family residential neighborhoods; commercial centers and corridors concentrated along arterial roads ; industrial areas; a large sports and entertainment district; and dispersed open spaces and office, education, and medical campuses. Aside from undeveloped portions of Hollywood Park in the Sports and Chapter 5 Built Environment

Entertainment District and large swaths of open space in the northern part of the city that are occupied by Edward J. Vincent Park and Inglewood Park Cemetery, Inglewood is mostly built out.

5.2.1 Natural Elements
Topography and Vistas
Inglewood’s topography has influenced the city’s built environment and natural scenery. Certain areas have more pronounced elevation changes than others. Northern portions of the c ity, particularly around Centinela Heights, La Tijera Village, and Fairview Heights , have more varied terrain, with gently rolling hills that provide scenic views of the Los Angeles Basin. To the west and north, respectively, one can see the Pacific Ocean and skyline of downtown Los Angeles from the city’s highest points. Areas in the western and southern parts of the city, closer to Los Angeles International Airport, are relatively flat, creating a more uniform topography in both commercial and residential areas.

Hydrology and Watershed
The City’s hydrology is shaped by its position in the larger Ballona Creek watershed, which drains much of the surrounding urban area into the Pacific Ocean. The flatter western and southern portions of Inglewood contribute to surface water runoff that flo ws to Ballona Creek. Areas with more varied terrain create localized drainage patterns, which feed into smaller tributaries.

The City’s stormwater systems direct water from streets and neighborhoods into concrete channels that connect to Ballona Creek and other regional waterways. Downstream from the Los Angeles River, Inglewood’s regional water flow patterns are impacted during heavy rain events.

Open Space and Trails
Inglewood’s largest parks —Edward Vincent Jr. Park, Rogers Park , and Darby Park—provide a range of facilities and recreational opportunities , such as sports fields, picnic areas, an aquatic center, tennis courts, and more. Uniquely, Inglewood Park Cemetery, with its parklike grounds, provides a place where visitors can enjoy walking paths. In addition, the Inglewood Civic Center and Hollywood Park development have incorporated open spaces.

There is no direct access in the city to regional trail networks such as the Park to Playa Trail, which connects the Baldwin Hills parklands to the Pacific Ocean. However, Inglewood is close to key trailheads in neighboring communities such as the Ballona Creek Bike Path. There is also an extensive trail network in nearby Kenneth Hahn State Recreation Area.

5.2.2 Urban Form Development Typologies
The patterns and form of built development in Inglewood are defined by the block and parcel, street, and building footprint and location. Five categories and sixteen distinct urban form typologies have been identified.

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• Centers
- Regional Commercial Center
- Community Commercial Center
• Industrial
- Traditional Industrial and Manufacturing District
- Light Industrial and Office Park
• Commercial Corridors
- Strip Commercial Corridor (shallow)
- Strip Commercial Corridor (deep)
- Strip Mixed-Use Corridor
- Traditional Commercial Corridor (low-rise)
- Traditional Commercial Corridor (mid-rise)
• Neighborhoods
- Traditional Residential Neighborhood
- Multi-family Residential Neighborhood
- Mixed-Density Residential Neighborhood
- Mixed-Density Planned Neighborhood
• Other
- Sports and Entertainment Planned District
- Open Space
- Campus
The citywide distribution is depicted on Figure 5-16, and the characteristics of each are described in the ensuing subsections of this chapter.

Principle Urban Form Typology Elements: Blocks, Parcels, Streets, Buildings Contributing man-made elements to urban form are defined by three broad categories —block and parcel sizes, streets and intersections, and building and site features. Block and parcel sizes are indicators of scale in the neighborhood or district. Street characteristics such as travel lanes, intersection location, parking, and street and sidewalk width contribute to the overall accessibility of a place and help define who gets where and how. Building features and structures, along with their relationships to streets and parking, form the spaces within which people interact with the built environment.

Dominguez Channel
Aviation Blvd
Westchester Pky
S La Cienega Blvd
S W
estern Ave
Crenshaw Blvd
W 74Th St
N Nash St
S In
glewood Ave
e v A d o o w e l g n I
e v A s s e N n a V S
W 120Th St
e v A e i r i a r P
E Arbor Vitae StArbor Vitae St
Centinela Ave
Flower St
S La Brea Ave
N Prairie Ave
La Tijera Blvd
W Century Blvd
120Th St
W Florence Ave
e v A e g a s O
N La Brea Ave
Hawthorne Blvd
E Florence Ave
e v A e i r i a r P S
E Imperial Hwy
W Arbor Vitae St
Imperial Hwy
N M
arket St
S La Tijera Blvd
Century Blvd
W Centinela Ave
W Imperial Hwy
S Market St405
105
El Segundo
Los Angeles
Culver City
West AthensHawthorne
Del Aire
View Park-Windsor
Hills
Westmont
Ladera
Heights
Lennox
Legend
Source:

Roads
Freeways
Metro Rail Lines
Metro Rail Stations
City Boundary
Manchester
Figure 5-16

URBAN FORM TYPOLOGIES
1/4 11/20
Miles
Regional Commercial Center
Community Commercial Center
Traditional Industrial and Manufacturing
Light Industrial and Office Park
Strip Commercial Corridor (shallow)
Strip Commercial Corridor (deep)
Strip Mixed-Use Corridor
Traditional Commercial Corridor (low-rise)
Traditional Commercial Corridor (mid-rise)
Traditional Residential Neighborhood
Multi-family Residential Neighborhood
Mixed-Density Residential Neighborhood
Mixed-Density Planned Neighborhood
Sports and Entertainment Planned District
Open Space
Campus
Parks and Open Space

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Each of these three categories are further distilled into subcategories. The typical characteristics for each of these elements are explained below.

Block and Parcel Size
• Block Size. Block size is one of the most important defining characteristics of a community.

Typically, smaller blocks support more pedestrian activity. • Block Footprint. Closely related to block size, the proportions of a block affect the character of a community. The length and width ratio of a block plays an important role in building types and the location of other elements such as parking. It may also affect pedestrian access, particularly across wide boulevards with few crosswalks. • Parcel Size. Parcel size is an indicator of scale within a neighborhood or district. Large parcels are typically found in automobile-oriented environments. Smaller parcels typically result in a finer-grained development pattern that is more conducive to walking.

Streets and Intersections
• Travel Lanes. Roadways with multiple travel lanes accommodate higher traffic volumes and can act as barriers between the land uses on either side. Conversely, narrower streets with fewer travel lanes can create more comfortable environments that encourage pedestrian activities. The width of travel lanes also contributes to perceptions of safety and walkability. • Intersections. Intersections are a good indicator of a neighborhood’s internal level of accessibility and are related to block size. Typically, a higher number of intersections ensures many possible routes of travel by foot, bike, or automobile. Conversely, fewer intersections can indicate greater dependence on arterial and collector streets to accommodate automobile traffic.
• Parking Location. The location and distribution of off-street parking are indicated in the front, to the side, and/or to the rear of buildings. Parking may also be in an under- or above-ground parking structure.

Building and Site Features
• Activity Based Model. Buildings are mapped to show the relationship between built and unbuilt space. This shows spatially the size, arrangement, and configuration of buildings throughout the city.
• Building Location and Frontage. Frontage and building location describe the relationship of buildings to streets and distinguishes the various types of street character of an area. Building frontage may be a proxy for the quality of pedestrian experience, because buildings with greater connectivity to the street and sidewalk are more welcoming to those on foot.

Chapter 5 Built Environment

Centers
Regional Commercial Center
A regional commercial center is an area of economic activity that is typically located on a large lot. This typology is automobile oriented and has limited bicycle access. Buildings are typically large enough to accommodate big -box stores (Target, Costco, etc.) that attract shoppers from beyond the immediate area. There is little to no orientation to the public right-of-way and limited connectivity with the surroundings. Buildings are oriented around surface parking.

Blocks
• Length: 1,400 - 2,500 feet
• Depth: 600 - 1,200 feet

Parcels
• Length: 70 - 725 feet
• Depth: 170 - 1,190 feet
• Size: 8,620 - 683,510 square feet

Streets
• Street ROW Width: 80 feet
• Travel Lanes: 6
• Sidewalk Width: 10 feet
• Parking: On-site surface parking
• Intersections:

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Building and Site Character
• Height: 2-5 stories
• Building Location: Multiple buildings with variable size; oriented to surface parking in the development

Community Commercial Center
A community commercial center is an area of economic activity on a smaller lot than that of a regional commercial center. This typology is automobile oriented. Buildings are typically the same height and subdivided, allowing them to house multiple commercial tenants that mainly attract shoppers from the immediate area. There is little to no orientation to the public right-of-way and limited connectivity with the surroundings. Buildings are oriented around surface parking.

Blocks
• Length: 600 – 1,290 feet
• Depth: 600 - 845 feet

Parcels
• Length: 50 feet - 490 feet
• Depth: 150 feet - 815 feet
• Size: 4,961 - 390,185 square feet

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Streets
• Street ROW Width: 60 - 70 feet
• Travel Lanes: 6
• Sidewalk Width: 12 feet
• Parking: On-site surface parking
• Intersections:

Building and Site Character
• Height: 1 - 4 stories
• Building Location: Multiple buildings with variable size; oriented to surface parking in the development

Industrial
Traditional Industrial and Manufacturing District
Traditional Industrial and Manufacturing typologies are characteristically large lots that have large footprint buildings and are oriented to on-site surface parking lots. These areas are not particularly pedestrian oriented. The street-facing side of the buildings is often an unarticulated blank wall.

Image courtesy of Google Street View
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Blocks
• Length: 300 - 450 feet
• Depth: 300 - 1,280 feet

Parcels
• Length: 25 - 460 feet
• Depth: 80 - 710 feet
• Size: 1,670 - 322,425 square feet

Streets
• Street ROW Width: 35 feet
• Travel Lanes: 2
• Sidewalk Width: 12 feet
• Parking: On-site surface parking, on-street parallel parking • Intersections:

Building and Site Character
• Height: 1 story - 5 stories
• Building Location: Multiple unarticulated buildings with variable size; oriented to surface parking. Some buildings are adjacent to the sidewalk; others are set back from the
sidewalk.

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Light Industrial and Office Park
Light Industrial and Office Park typologies are auto -oriented and consist of a series of smaller buildings or a low-rise single building with multiple tenants, typically facing a surface parking lot.

Although they are street fronting, they are not necessarily street oriented. Other use types, such as commercial and residential, are sometimes mixed in.

Blocks
• Length: 1,100 - 1,350 feet
• Depth: 395 - 710 feet

Parcels
• Length: 50 - 490 feet
• Depth: 90 - 380 feet
• Size: 4,460 - 96,400 feet

Streets
• Street ROW Width: 36 feet
• Travel Lanes: 2
• Sidewalk Width: 12 feet
• Parking: On-site surface parking, on-street parallel parking • Intersections:

Image courtesy of Google Street View
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Building and Site Character
• Height: 1 story - 4 stories
• Building Location: Multiple unarticulated buildings with variable size; oriented to surface parking. Some buildings are adjacent to the sidewalk; others are set back from the
sidewalk.

Commercial Corridors
Strip Commercial Corridor (Shallow)
Strip Commercial Corridors (shallow) are auto oriented, set back from the street, and typically front an on-site surface parking lot. Parcel depths are shallow. Occasionally a small commercial center or strip mall occurs along the corridor.

Blocks
• Length: 280 -1,394 feet
• Depth: 170 - 294 feet

Parcels
• Length: 46 - 480 feet
• Depth: 105 - 290 feet
• Size: 4,370 – 99,470 square feet

Images courtesy of Google Street View
Chapter 5 Built Environment

Streets
• Street ROW Width: 70 feet
• Travel Lanes: 5 - 7
• Sidewalk Width: 10 feet
• Parking: On-site surface parking
• Intersections:

Building and Site Character
• Height: 1 story - 3 stories
• Building Location: Multiple articulated buildings with variable size; oriented to surface parking

Strip Commercial Corridor (Deep)
Strip Commercial Corridors (deep) are auto oriented, set back from the street, and typically front an on -site surface parking lot. Parcel depths are deep, allowing some buildings an interior orientation rather than a street-facing orientation.

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Blocks
• Length: 440 -1,150 feet
• Depth: 305 - 500 feet

Parcels
• Length: 20 - 460 feet
• Depth: 75 - 280 feet
• Size: 1,730 - 119,720 square feet

Streets
• Street ROW Width: 70 feet
• Travel Lanes: 5
• Sidewalk Width: 13 feet
• Parking: On-site surface parking, on-street parallel parking • Intersections:

Building and Site Character
• Height: 1 - 6 stories
• Building Location: Many buildings are adjacent to the sidewalk; others are set back from the sidewalk. Some are oriented to surface parking.

Strip Mixed-Use Corridor
Strip Mixed-Use corridors include commercial, civic, and residential uses. They are largely auto oriented but vary in terms of setback.

Images courtesy of Google Street View
Chapter 5 Built Environment

Blocks
• Length: 330 - 530 feet
• Depth: 330 - 470 feet

Parcels
• Length: 36 - 240 feet
• Depth: 100 - 225 feet
• Size: 3,020 - 66,130 square feet

Streets
• Street ROW Width: 60 feet
• Travel Lanes: 5-6
• Sidewalk Width: 6 feet
• Parking: On-site surface parking, on-street parking, garage parking, driveway parking
• Intersections:

Building and Site Character
• Height: 1 - 4 stories
• Building Location: Many buildings are adjacent to the sidewalk; others have setbacks. Some buildings are oriented to surface or driveway parking.

Traditional Commercial Corridor (low-rise)
Traditional Commercial Corridors (low -rise) are pedestrian oriented and have a high level of walkability. There is typically a consistent street wall with low -rise buildings with windows and doors facing the sidewalk, creating a pedestrian -friendly environment. Parking is typically found on the street at the front or to the side of buildings. Lot and parcel sizes are shallow in comparison to most in the city. Occasionally, a small commercial center occurs.

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Blocks
• Length: 280 - 312 feet
• Depth: 120 - 248 feet

Parcels
• Length: 27 - 215 feet
• Depth: 85 -123 feet
• Size: 2,150 - 26,025 square feet

Streets
• Street ROW Width: 70 feet
• Travel Lanes: 4-5
• Sidewalk Width: 12 feet
• Parking: On-site surface parking, on-street parallel parking • Intersections:

Building and Site Character
• Height: 1 - 3 stories
• Building Location: Articulated buildings oriented to the sidewalk

Images courtesy of Google Street View
Chapter 5 Built Environment

Traditional Commercial Corridor (mid-rise)
Traditional Commercial Corridors (mid -rise) are pedestrian oriented and have a high level of walkability. There is typically a consistent street wall with mid -rise buildings that front a wide sidewalk. Parking is typically found on the street at the front or to the side of buildings.

Blocks
• Length: 273 - 571 feet
• Depth: 330 - 380 feet

Parcels
• Length: 40 - 315 feet
• Depth: 45 - 465 feet
• Size: 1,840 - 120,490 square feet

Streets
• Street ROW Width: 40 - 90 feet
• Travel Lanes: 3 - 4
• Sidewalk Width: 16 feet
• Parking: On-street parking
• Intersections:

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Building and Site Character
• Height: 1 story - 8 stories
• Building Location: Articulated buildings oriented to the sidewalk

Neighborhoods
Traditional Residential Neighborhood
Traditional Residential Neighborhoods are typically situated around a consistent residential grid.

Generally, detached, single-family homes are on narrow lots and have street -fronting driveways.

Parking is also found on the street.

Blocks
• Length: 1,120 - 1,520 feet
• Depth: 240 - 330 feet

Parcels
• Length: 40 - 80 feet
• Depth: 110 - 145 feet
• Size: 4,200 - 12,040 square feet

Chapter 5 Built Environment

Streets
• Street ROW Width: 20 - 30 feet
• Travel Lanes: 2
• Sidewalk Width: 7 - 13 feet
• Parking: On-street parallel parking, driveway parking • Intersections:

Building and Site Character
• Height: 1 - 3 stories
• Building Location: Articulated buildings oriented to the street, often with front yards and or driveways where
buildings are set back from the street

Multi-family Residential Neighborhood
Multi-family Residential Neighborhoods are primarily developed on large parcels and are street- fronting. Building types are typically two to three stories but vary in their shape and orientation.

Some buildings surround common open space (courtyard) or a recreational amenity (pool). Others are long and uninterrupted (have no interior cutout) but have an interior orientation away from the street, with parking alongside the building rather than in front.

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Blocks
• Length: 655 - 1,050 feet
• Depth: 355 - 500 feet

Parcels
• Length: 40 - 460 feet
• Depth: 80 - 380 feet
• Size: 3,149 - 143,990 square feet

Streets
• Street ROW Width: 40 feet
• Travel Lanes: 2
• Sidewalk Width: 16 feet
• Parking: On-street parallel parking, on-street diagonal parking, garage parking
• Intersections:

Building and Site Character
• Height: 1 - 4 stories
• Building Location: Building entrances are oriented to the public street and set back from the sidewalk. Some buildings are oriented inward to internal courtyards.

Mixed-Density Residential Neighborhood
Mixed-density Residential Neighborhoods are typically situated around a traditional residential grid but consist of both multi-family and single-family residences. There is some variety in lot size between multi-family and single-family homes.

Chapter 5 Built Environment

Blocks
• Length: 530 - 1,600 feet
• Depth: 610 - 745 feet

Parcels
• Length: 55 - 196 feet
• Depth: 32 - 525 feet
• Size: 1,930 - 74,142 square feet

Streets
• Street ROW Width: 30 feet
• Travel Lanes: 2
• Sidewalk Width: 10 feet
• Parking: On-street parking, driveway parking, garage parking • Intersections:

Building and Site Character
• Height: 1 - 5 stories
• Building Location: Multi-family and single-family residences are mixed. Most are oriented to the public street. Some multi-family buildings are oriented inward to internal
courtyards.

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Planned Neighborhood (Mixed-Density)
Planned Neighborhoods (Mixed-Density) typically have detached, single-family homes and two- to four-story multi-family residential buildings on large parcels. The street pattern differs from the other neighborhood urban form typologies. Streets are often curvilinear despite the topography being relatively flat and some terminate in a cul-de-sac. Parcels vary in shape, but many are fairly narrow and have street-fronting driveways or on-street diagonal demarcated parking. Open space and community amenities are often integrated into the Planned Neighborhood. Access points to public streets are controlled with gated entries in most cases.

Blocks
• Length: 3,046 feet
• Depth: 1,205 feet

Parcels
• Length: 26 - 790 feet
• Depth: 40 - 740 feet
• Size: 1,000 - 232,580 square feet

Streets
• Street ROW Width: 35 feet
• Travel Lanes: 2
• Sidewalk Width: 4 feet
• Parking: On-site surface parking, on-street parallel parking, driveway parking
• Intersections:

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Building and Site Character
• Height: 1 - 4 stories
• Building Location: Multi-family and single-family residences are mixed. Most are oriented to the development’s private street. Set back from grassy area that serve as open space throughout the development.

Other
Sports and Entertainment Planned District
Sports and Entertainment Planned districts consist of large stadiums and entertainment facilities that are situated on large lots. These buildings are oriented around large, on-site surface parking.

Blocks
• Length: 1,070 - 3,015 feet
• Depth: 1,120 - 4,000 feet

Parcels
• Length: 110 - 2,000 feet
• Depth: 125 - 1,250 feet
• Size: 2,180 - 2,201,670 feet

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Streets
• Street ROW Width:
• Travel Lanes: 4-5
• Sidewalk Width: 16 - 20 feet
• Parking: On-site surface parking, garage parking
• Intersections:

Building and Site Character
• Height: 3-6 levels (stadium and arenas),
• Building Location: Large, multi-level structures, some with open-air areas; generally situated in large-footprint parking lots or adjacent to multi-story parking garages
Open Space
Open Spaces are areas of continuous green space and sometimes interrupt the city’s grid pattern.

Building types vary but the areas are generally less developed than other urban form typologies, emphasizing green space for a variety of land uses, including parks, sports fields, and cemeteries.

Chapter 5 Built Environment

Blocks
• Length: 520 - 2,540 feet
• Depth: 420 - 3,985 feet

Parcels
• Length: 1,920 - 2,635 feet
• Depth: 155 - 3,270 feet
• Size: 28,595 - 8,494,130 square feet

Streets
• Street ROW Width: 35-50 feet
• Travel Lanes: 2-5
• Sidewalk Width: 5 - 8 feet
• Parking: On-site surface parking, on-street parallel parking • Intersections:

Building and Site Character
• Height: 1 story - 6 stories
• Building Location: Articulated buildings vary in size and distribution

Campus
Campuses typically contain large footprint buildings on large parcels oriented to on -site surface parking lots. In Inglewood, they are often adjacent to neighborhood urban form typologies , and their most common use is as medical and educational facilities.

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Blocks
• Length: 785 - 2,366 feet
• Depth: 675 - 1,265 feet

Parcels
• Length: 135 - 1,610 feet
• Depth: 215 - 1,272 feet
• Size: 29,260 - 2,041,520 square feet

Streets
• Street ROW Width: 30 feet
• Travel Lanes: 2-3
• Sidewalk Width: 6-12 feet
• Parking: On-site surface parking
• Intersections:

Building and Site Character
• Height: 1 - 3 stories
• Building Location: Multiple articulated and unarticulated buildings with variable size typically oriented to surface parking. A cluster of buildings are connected by an internal network of pathways.

Images courtesy of Wikimedia Commons and Flickr
Chapter 5 Built Environment

5.2.3 Findings
Inglewood’s physical form and design give texture and identity to the c ity’s neighborhoods and community places. The urban form is defined by man- made elements , including blocks and parcels, streets, and building footprints and location.

Inglewood’s structure and density primarily support travel and access by automobile. While single-family housing and multifamily apartments are mixed, neighborhoods are separated from places of business and employment. Retail and office uses are designed for the automobile, with limited pedestrian amenities and access. These forms of development contribute negatively to elements of residents’ quality of life, such as air quality, climate change, and human health. An exception to this is the Market Street district, where vehicular travel lanes number no more than three, and commercial buildings are directly along a wide sidewalk with streetscape amenities, contributing to a more active pedestrian environment. With little vacancy in the city, development of new uses will require replacement, infill, and/or intensification of the existing built environment.

The analysis in this chapter suggests opportunities and/or constraints for enhancing existing places and creating quality new places. For example, areas dominated by commercial centers with large surface parking lots and wide setbacks are likely to remain auto oriented unless redevelopment of surface parking lots occurs or strategies to make them more pedestrian-friendly can be implemented. Similarly, wide, commercial corridors with vehicular-exclusive travel lanes do not provide safe or comfortable infrastructure for cyclists and pedestrians. There may be potential in both residential neighborhoods and commercial corridors to create more mixed -use opportunities, bringing residents closer to other forms of development that they frequent.

Circulation
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6 CIRCULATION
The City of Inglewood’s circulation system facilitates travel by multiple modes including walking, bicycling, public transit, motor vehicles, freight , and more . It connects travelers to housing, employment opportunities, world-class sports and entertainment venues, and local and regional destinations throughout the city and the greater Los Angeles area. This extensive transportation network serves the daily mobility needs of all types of users , including residents, visitors, employers, and more. The existing conditions of the se t ransportation networks, services, and systems are described in detail in this chapter, along with implications for updating the Circulation Element in the City’s General Plan.

6.1 Inglewood’s Circulation System

6.1.1 Purposes
Inglewood’s circulation system serves many functions. Its primary purpose is to allow for safe and efficient travel for people using all modes of transportation to access their destinations. The mobility system allows residents to reach local-serving retail, schools, residential neighborhoods, and more, as well as regional destinations in adjacent cities and beyond.

In addition to its transportation functions, the City’s public rights -of-way also play an important role in placemaking and urban development. In particular, t he design of rights-of-way can have an important role in creating local landmarks and destinations and supporting adjacent land uses.

Chapter 6 Circulation

Market Street Pedestrian Realm in Downtown Inglewood

6.1.2 A Transforming Mobility Network
Just like the city itself, Inglewood’s mobility network is a story of transformation. The existing circulation system is oriented to vehicles; however, it is evolving and poised for a future that supports multiple modes of transportation.

In the last few decades, new developments have not only left a lasting imprint on the City’s physical landscape, but also created new challenges and opportunities for the City’s mobility network. SOFI Stadium and the Hollywood Park Development Project, redeveloped Kia Forum, and new Intuit Dome bring in visitors that help boost the City’s economy, but they also lea d to increased traffic volumes and congestion on surrounding streets. Meanwhile, the opening of the LA Metro K Line has expanded transit access for city residents, opening new options for travel.

In tandem with these changes, the City has prepared several transportation planning -related documents to support a changing cityscape. In 2022, the City adopted the Active Transportation and Safe Routes to School Plan, which provides a framework for enhancing pedestrian and bicycle infrastructure throughout the city. The City also developed plans for Transit Oriented Development (TOD) around four LA Metro stations along the K and C Line s. Separately, the City commissioned a Mobility Plan in 2019 that promot es a range of transportation strategies to address the challenges stemming from new sports and entertainment venues.

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These physical land use changes, along with planned transportation efforts, have and will continue to shape the City’s transportation system.

6.2 Transportation Planning Framework
Transportation planning and implementation in the city is governed by many city departments and regional/state agencies, each with its own functions and responsibilities . In most instances, the agencies collaborate to develop the plans or policies that apply to the City’s circulation system.

Some plans and polic ies were adopted/approved by the City of Inglewood, while others were developed by regional transportation agencies such as the Los Angeles County Metropolitan Transportation Authority (LA Metro) and the Southern California Association of Governments, and state and federal agencies . The following offers synopses of the agencies involved as well as applicable transportation planning efforts and policies.

6.2.1 Agency Involvement
City of Inglewood
The circulation system in Inglewood is primarily planned, implemented, and maintained by the City of Inglewood. The City owns the majority of the public right s-of-way and is the lead agency for many transportation projects with in its boundaries. The City collaborates with the following agencies on transportation projects that are outside of the City’s jurisdiction.

Los Angeles County Metropolitan Transportation Authority LA Metro plans, operates, and oversees funding for most of the public transportation system in LA County, including transit and highway projects. The agency is also responsible for planning and operation of the LA Metro transit system, which has four rail stations in Inglewood as well as numerous fixed bus routes.

Southern California Association of Governments
The Southern California Association of Governments is the regional transportation planning agency and metropolitan planning organization for the Southern California region. Among its many functions, the agency develops the regional long -range transportation plans for the six - county Southern California region.

California Department of Transportation
Caltrans has authority over the State highway system, including main-line facilities, interchanges, and arterial state routes. The agency approves the planning and design of improvements for all State-controlled transportation facilities. Caltrans facilities in or serving Inglewood include I -405 and I-105.

Chapter 6 Circulation

Unites States Department of Transportation, Federal Highway Administration The Federal Highway Administration supports State and local governments in the design, construction, and maintenance of the highway system and is responsible for ensuring roads and highways are safe and technologically sound.

6.2.2 City of Inglewood Plans and Policies
Inglewood Mobility Plan (2019)
In 2019, the City of Inglewood Public Works Department created the City of Inglewood Mobility Plan. The Plan seeks to create a multimodal city that can sustainably accommodate future development. The core goals of the Plan include environmental considerati ons; neighborhood protections and preservation; an efficient, balanced, and multimodal mobility network; congestion reduction; and the safety, accessibility, and reliability of the transportation system.

Active Transportation and Safe Routes to School Plan (2022) The plan provides goals, policies, and implementation steps for a comprehensive active transportation network that integrates bicycle and pedestrian enhancements while addressing ADA requirements. It contains an extensive discussion of existing conditions of existing pedestrian and bicycle infrastructure in the city, as well as a pedestrian and bicycle collisions analysis. The plan also provides mini-plans with cut sheets for 17 schools as a part of the Safe Routes to School component.

Transit Oriented Development Plans
Between 2016 and 2021, the City adopted TOD plans for four areas adjacent to the LA Metro stations along the K and C Lines . These plans contain the zoning, development standards, and design guidelines for each TOD area.
• Westchester/Veterans TOD Plan (2021). Adopted in 2021, the p lan established a concept plan and framework for development around the Westchester/Veterans LA Metro station. It covers approximately 379 acres at the western end of Inglewood , and it would leverage the opportunities from the LA Metro K Line to provide transit access to new residents and businesses.
• Crenshaw/Imperial TOD Plan (2021). The Crenshaw/Imperial TOD Plan maximizes the utilization of the Crenshaw Station along the LA Metro C Line, formerly the Green Line, as a vital link between housing and employment opportunities for transit riders. The Crenshaw/Imperial TOD Plan area spans approximately 103 acres and serves as a comprehensive neighborhood hub for the southern part of the city. • New Downtown Inglewood and Fairview Heights TOD Plan (2016). The TOD Plan encompasses areas adjacent to two stations in Inglewood along the LA Metro K Line. The Downtown TOD Plan area consists of approximately 585 acres located within approximately ½ mile from the Downtown Inglewood Station . The Fairview Heights TOD Plan area consists Chapter 6 Circulation
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of approximately 328 acres near the intersection of Florence Avenue and West Boulevard , adjacent to the Fairview Heights Station . The p lan fosters development through enhanced zoning, urban design, and sustainability measures. It proposes various pedestrian and bicycle connections throughout the Downtown and Fairview Heights districts as well as a network of “Primary Pedestrian Promenades,” “Green Boulevards,” and “Neighborhood Connectors” to create a network of Complete Streets.

Fairview Heights TOD
City of Inglewood First/Last Mile Plan (2019) by LA Metro Prepared by LA Metro, the p lan provides recommendations for first/last mile improvements around the three stations along the K Line (Fairview Heights Station, Downtown Inglewood Station, and Westchester/Veterans Station) and one station along the C Line (Crenshaw Station).

The recommendations focus on pedestrian, bicycle, streetscaping, and bus stop infrastructure improvements.

Traffic Demand Management Ordinance
The City’s Traffic Demand Management Ordinance (Article 12 of City of Inglewood Code of Ordinances) establishes development standards for various land uses, intended to reduce transportation demand and vehicle trips associated with projects. Examples include informational signage regarding ridesharing and bicycle routes , quantitative carpool/vanpool parking requirements, and calculations for secure bicycle parking requirements.

Hollywood Park Specific Plan (2009)
The Hollywood Park project area is two miles east of LAX and several blocks southeast of downtown Inglewood. The plan proposed a large mixed-use development with residential units, retail, office space, a relocated casino, a hotel, and 26 acres of open space. It emphasi zes pedestrian priority, compact mixed-use development, a public park system, and rights-of-way that

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encourage walking, bicycling, and connections to transit. The p lan identifies a series of specific bicycle and pedestrian circulation improvements along Century B oulevard and Prairie Avenue in the planning area.

City of Inglewood Energy and Climate Action Plan (2013) This plan is a roadmap for achieving citywide energy consumption and greenhouse gas emissions reductions, with reduction targets by 2020 and 2035. Because the plan identifies transportation as a primary source of greenhouse gas emissions in Inglewood, its approach is largely transportation related. It includes a series of strategies for reducing vehicles miles traveled in the city, including but not limited to a pplying complete streets policies, prioritizing transportation funding around transit stations to encourage walking and biking and calm traffic, expanding local transit shuttle service, improving local transit stops , and expanding sidewalks and street improvements.

6.2.3 Other Plans and Policies
In addition to the planning efforts discussed above, there are many other regional, state, and federal policies that govern the circulation system in Inglewood. Table 6-1 offers a sample of the most applicable efforts.

Table 6-1 Other Applicable Policies
Level Plan/Policy
Regional • LA Metro Complete Streets Policy
• LA Metro NextGen Bus Plan (2020)
• LA Metro 2020 Long Range Transportation Plan
• LA Metro Strategic Plan (Vision 2028)
• LA Moving Beyond Sustainability (MBS)
• Southern California Association of Governments (SCAG) Connect SoCal 2024 • Los Angeles County Airport Land Use Plan (2004)
State • California Vehicle Code (CVC)
• Assembly Bill 1358 (Complete Streets Act)
• Complete Streets: Integrating the Transportation System Directive • Statewide Transportation Improvement Program (STIP)
• Caltrans Traffic Study Guidance
• Senate Bill 743 (Establishes new criteria for determining the significance of transportation impacts)
• Assembly Bill 2019 (Parking Cash Out)
• Assembly Bill 32 (Global Warming Solutions Act) and Senate Bill 375 (Sustainable Communities and Climate Protection Act)
• Senate Bill 932 (Circulation Element Update to eliminate fatal and serious injuries for all road users)
Federal • Americans with Disabilities (ADA) Act of 1990

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6.3 Travel Characteristics
Travel characteristics such as housing-employment dynamics, commute patterns, and commuter modal split provide insights into how people travel throughout the city.

6.3.1 Housing-Employment Dynamics
Most Inglewood residents travel outside of the city to access employment. According to the 2022 American Community Survey and the 20 21 Longitudinal Employer-Household Dynamics Origin Destination Employment Statistics, the City has 108,806 residents and 28,070 jobs. Approximately

9.8 percent of total jobs within Inglewood, or 2,757 jobs, are held by Inglewood residents, while the other 90 percent of jobs are held by those who live elsewhere. The top workplace cities for Inglewood residents are Los Angeles, Inglewood, Culver City, Santa Monica, and Torrance, as shown on Figure 6-1, Job Counts by Work Place. Most Inglewood workers are employed in the City of Los Angeles, potentially signaling greater morning commute traffic flows on I-405 North, I-105 East, and I-110 North.

Figure 6-1 Job Counts by Work Place

6.3.2 Commute Distances and Patterns
There are roughly 25,313 workers commuting into Inglewood for employment, and approximately 41,217 residents employed outside of the city. Although many of Inglewood’s working population leave the city for work, most do not have a long-distance commute.

Source: 2021 Longitudinal Employer-Household Dynamics.

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The majority (62.7 percent) travel less than 10 miles to reach their employment. Approximately one-fifth (20.3 percent) have workplaces that are between 10 to 24 miles. And less than one-fifth (17 percent) travel 25 miles or more to get to work. Inglewood’s working population benefit from nearby employment centers such as LAX and Downtown Los Angeles.

6.3.3 Commuter Modal Split
Table 6-2 presents the mode share of each commute travel mode. The majority of Inglewood residents commute using the automobile, which includes solo drivers and carpools. Automobile trips (both single occupancy vehicle and carpool) make up about 75 percent of total commute trips. This is on par with the countywide rate of 74.1 percent but slightly higher than the California average of 72 percent.

The second most popular mode of travel for commuter trips is public transportation (5 percent).

Only 2 percent of commuters walk to work . On average, the percentage of commute trips by bicycling between all Inglewood census tracts is close to zero. However, some individual census tracts have higher rates for bicycling commute trips than walking commute trips. Census Tract 6015.01, roughly two miles east of LAX, has the highest rate of bicycling in the city (5.9 percent).

The wide modal split between autocentric commuter trips and all other modes of travel may suggest a lack of existing access to transit and active transportation networks.

Table 6-2 Commuter Mode Split

Workers
(16+)
Commute
Trips by
Auto
Commute Trips
by Public
Transportation
Commute
Trips by
Walking
Commute
Trips by
Cycling
Commute
Trips by
Taxi or
Other
Means
No
Commute
(WFH)
Total
Workers 85070
Average %
for
Inglewood 75 5 2 0 3 10
Source: U.S. Census Bureau, 2022 American Community Survey 5-year Estimates.

6.4 Roadway Network

6.4.1 Roadway Classification
An important component of the mobility system is the roadway network, which has a typology classification system for understanding how each type of roadway functions , also known as “functional classification.” Inglewood has five main roadway types: freeways, arterials ( major and minor arterials), collectors, and local streets. The classifications typically align with the number of lanes, the type of service the roadway intends to provide, and the existing use and location of each roadway. The roadway typologies primarily focus on providing access for vehicles.

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Freeways. Freeways provide intercity and regional travel, and they can accommodate the highest traffic volumes. All planning, design, and improvements of freeways are under the jurisdiction of Caltrans. Two freeways fall within the City of Inglewood boundaries:
• Interstate 405 (I -405) serves as a north- south route in the Inglewood area. It averages six travel lanes in each direction and carries an average of 379,000 vehicles per day. • Interstate 105 (I-105) serves as an east-west route along the south edge of Inglewood. There are six travel lanes going west toward LAX and five travel lanes going east. During peak commute hours, the corridor experiences demand that exceeds the freeway’s capacity at 200,000 to 250,000 vehicles per day.

Arterials. Arterial roadways are designed to carry high volumes of motorized traffic. Arterial roadways in Inglewood are classified as Major Arterials and Minor Arterials. Although similar in functionality, Minor Arterials have lower speeds and cover smaller geographic areas compared to Major Arterials.
• Major Arterials. Major arterials function as primary intercity routes (i.e. continuous routes into, through, and out of the city) in addition to collecting and distributing a large portion of local traffic. They are designed to carry over 10,000 vehicles per day and have at least two travel lanes in each direction. Examples of major arterials in the city include La Cienega Boulevard, La Brea Avenue, Imperial Highway, and Manchester Boulevard. • Minor Arterials. Minor Arterials may be discontinuous within the city, carry less traffic volume, and/or serve as extensions of other major arterials. They are typically designed to carry 3,000 to 10,000 vehicles per day and have at least two travel lanes in each direction. Crenshaw Drive, Overhill Drive, and Van Ness Avenue are some examples.

Collectors. Collectors are transitional roadways that connect local roads and streets with arterials.

The function of a collector is to “collect” vehicles from the local street system and transport them to the arterial system. Collectors may be designed to carry up to 15,000 vehicles per day, although many typically accommodate 3,000 to 10,000 vehicles. A collector roadway will have at least one travel lane in each direction, but depending on specific traffic volume or access f unction, it may have two travel lanes in each direction. Hyde Park Boulevard, 104th Steet, and Beach Avenue are some collector streets in Inglewood.

Local Roads. Local roads are the most common type in the roadway network. In most of the city, they connect directly to local residences and other destinations that are not served by other roadway types.

The City’s roadway network is shown on Figure 6-2, Roadway Network.

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Intersection of La Cienega Blvd and Manchester Ave

6.4.2 Vehicular Roadway Usage
Inglewood’s roadways are generally designed for vehicles and predominantly used by vehicles. As discussed in Section 6.3, Travel Characteristics , automobile trips (both single occupancy vehicles and carpool) constitute about 75 percent of total commute trips. As noted in Section 6 .6.2, only

3.2 miles of bikeways make up the existing bicycle network.

Inglewood’s Circulation Element was last updated in 1992, and the city has transformed greatly in the past three decades. Community members have voiced concerns about the increase in vehicular traffic in the city, particularly in neighborhoods adjacent to new sports and entertainment venues. Meanwhile, the environmental impact reports (EIRs) for recent developments such as the SOFI Stadium and Hollywood Park Development Project and Intuit Dome showed the projects would result in a significant increase in tr affic along the roadways adjacent to the venues.

A comprehensive analysis was not conducted as part of this Existing Conditions Report to evaluate for traffic impacts. However, the City will prepare a detailed analysis of existing and proposed vehicle miles traveled as a part of the EIR in fulfillment of the California Environmental Quality Act (CEQA) for General Plans.

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6.4.3 Vehicular Collision Analysis
In the five-year period between 2019 and 2023, the c ity had 1,919 vehicular collisions. Of these, 37 (2 percent) resulted in a fatality, 111 (6 percent) resulted in severe injury, 474 (25 percent) resulted in visible injury, and 1,297 (68 percent) collisions led to complaint of pain.

As shown on Figures 6-3 and 6-4, collisions between vehicles occur primarily along all segments of the arterials Imperial Highway, Century Boulevard, Manchester Boulevard, Prairie Avenue, and Centinela Avenue. However, these collisions are concentrated at a series of major intersections, including Manchester Blvd and Prairie Blvd, Manchester Blvd and Crenshaw Blvd, Century Blvd and Crenshaw Blvd, and Century Blvd and Prairie Ave. There is also a high concentration of vehicle- on-vehicle collisions at and near the intersection of South Prairie Ave and Lennox Blvd.

6.5 Transit System
Transit is an important part of the mobility network . It expands transportation options to those who may not be able to afford or physically operate other means of travel and to those who prefer it over driving.

6.5.1 Transit Operations and Programs
Transit service in Inglewood is currently served by multiple agencies and programs, as detailed in Table 6-3. With nine bus lines, LA Metro is the biggest provider of fixed -route buses throughout the city. LA Metro also has three light -rail stations within the city boundaries. The recently completed K line created the Westchester/Veterans Station, Downtown Inglewood Station, and Fairview Heights Station. Also, the Crenshaw Station along the C Line is on the southern edge in Hawthorne but provides services to city residents. Other transit operators include Torrance Transit, which has one fixed route, and the Link -Lennox and Link-Athens, which are operated by Los Angeles County to serve the Lennox and Athens communities but have stops in Inglewood.

In addition to transit operators, several programs offer transit services in the city. The I Line Shuttle, offered by the Inglewood Senior Center, is a fixed route that has 25 stops across the city. Iride Inglewood is a point -to-point-based service for res idents traveling between LAX and the Inglewood/Lennox area. It is a collaborative program between the City of Inglewood and Los Angeles World Airports. On game days, Torrance Transit has extra operations to SoFi stadium from the Mary K. Giordano Regional Transit Center, and SoFI stadium offers a shuttle service from the LA Metro C Line Hawthorne/Lennox Station. Intuit Dome provides a micro transit shuttle for visitors within a six-mile radius and a regional park & ride service from five designated locations across Los Angeles County.

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Table 6-3 Transit Services in Inglewood
Transit Operator Service/Routes
LA Metro
• Fixed-Route Bus: Line 40, Line 102, Line 110, Line 111, Line 115, Line 117, Line 120, Line 211/215, Line 212/312
• Light-Rail: K Line (Westchester/Veterans Station, Downtown Inglewood Station, Fairview Heights Station), C Line (Crenshaw Station) – In Hawthorne adjacent to the southern city boundary.

Torrance Transit • Fixed-Route Bus: Line 10
I Line Shuttle • Fixed-Route Bus offered by the Inglewood Senior Center to 25 stops throughout the city
Iride Inglewood • Point-to-point-based services for residents traveling between LAX and the Inglewood/Lennox area
The Link – Lennox & The
Link - Athens
• Fixed-Route Bus: Shuttle/microbus to Lennox and Athens • Operated by LA County Department of Public Works to primarily service the Lennox and Athens areas
Special Event Transit
• Torrance Transit Line 10X for game days
• SoFi Stadium Shuttle for football games at the SoFi stadium • Intuit Dome Micro Transit Shuttle and Regional Park & Ride

Despite having multiple transit options, the City does not have any formal transit hub. Several transit routes serve the LA Metro K Line Downtown Inglewood Station and Downtown Inglewood, which could serve as a potential transit hub in the future Light rail and fixed-route transit services in Inglewood are illustrated on Figure 6-5, Transit Routes.

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Iride Inglewood bus at LAX. Photo Credit for Iride Inglewood.

LA Metro bus

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LA Metro light rail

6.5.2 Inglewood Transit Connector
The Inglewood Transit Connector is an ongoing collaboration between the City and LA Metro.

When completed, the project will create a 1.6 -mile elevated people mover to connect the LA Metro K Line’s Downtown Inglewood Station to the entertainment venues, housing, and commercial opportunities along Prairie Avenue. It will have three new transit stations in the city :

Market Street/Florence Avenue Station, Prairie Avenue/Manchester Boulevard Station, and Prairie Avenue/ Hardy Street Station. The project received environmental clearances in 2022 and 2023 for CEQA and the National Environmental Policy Act (NEPA) review processes, respectively. It is scheduled begin revenue service in 2030.

Downtown Inglewood LA Metro Station

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6.6 Active Transportation Networks
In 2022, the City adopted the Active Transportation and Safe Routes to School Plan (AT SRTS Plan).

The plan contains goals, policies, and implementation strategies for improving pedestrian and bicycle infrastructure in the city. The p lan also discusse s existing conditions for pedestrian and bicycle infrastructure. The following section is based on the findings from the plan.

6.6.1 Pedestrian Infrastructure
Pedestrian infrastructure provides travelers with a safe and comfortable means of reaching their destinations by foot. Even trips by other modes often have a pedestrian component. In addition to walking as a mode of transportation, pedestrian trips include walking to nearby bus stops to take public transit, getting from parking lots to destinations , and walking dogs around the neighborhood.

According to the AT SRTS Plan, Inglewood has a comprehensive network of sidewalks. However, there are many opportunities for improvement to create a more pedestrian-friendly environment.

These include:
• Upgrade bus stops and install curb ramps at every crossing to improve accessibility for people with disabilities.
• Install continental-style, clearly painted crosswalks. • Install pedestrian countdown signals and accessible pedestrians signals (APS) at every signal- controlled intersection.
• Use leading pedestrian intervals in high pedestrian areas to help reduce conflicts between turning vehicles and pedestrians.

The Plan offers specific infrastructural recommendations for 27 locations in the c ity. These locations are primarily in Downtown Inglewood and along Century Boulevard, Prairie Avenue, Crenshaw Boulevard, and Florence Avenue.

Figure 6-6 shows the locations with proposed pedestrian improvements.

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Example of pedestrian infrastructure in Inglewood: sidewalk with ADA-compliant curb ramp

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Figure 6-6 Proposed Pedestrian Improvement Locations

Source: Active Transportation and Safe Routes to School Plan (2022). Numbers on map correspond to potential locations for pedestrian improvements, which are described in detail in the Plan.

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6.6.2 Bicycle Infrastructure
Bicycling is a low-cost transportation mode that allows travelers to reach destinations further than by walking alone. B icycling infrastructure contains two main components: the bikeway network and bicycle amenities such as parking and end-of trip amenities.

Bikeway Network
Similar to the functional classification typology for roadways, there are several types of bikeways in the bikeway network.
• Bike Paths (Class I Bikeways). Paved facilities for the exclusive use of bicyclists, pedestrians, and other non- motorized travel modes.
• Bike Lanes (Class II Bikeways). On-street lanes reserved for the exclusive use of bicyclists.

Colored pavement may be added to increase visibility of the facility, identify conflict areas and reinforce priority to bicyclists in conflict areas.
• Buffered Bike Lanes. Conventional bike lanes with a designated buffer space separating the bike lane from the adjacent motor vehicle lane and/or parking lane. Colored pavement may be added.
• Bike Routes (Class III Bikeways). Travel routes for bicyclists on which a separate lane or path is either not feasible or not desirable. Bicyclists and cars share lanes on bike routes (typically the rightmost lane).
• Bike Boulevards. Streets with low motorized traffic volumes a t low speeds, designated and design to give bicycle travel priority. Like bike routes, bicyclists and cars share the same lanes. • Protected Bike Lanes (Class IV Bikeways). Bike lanes with a physical barrier between the bike lane and other travel/parking lanes. Protected bike lane treatments may be one- way facilities or two-way facilities. Colored pavement may be added.

According to the AT SRTS Plan, the city has 3.2 miles of bikeways. Of these, 1.5 miles are Class II bike lanes and 1.7 miles are Class III bike routes. These bikeways are generally routed alon g Florence Avenue and South Van Ness Avenue. The City’s existing bikeways are depicted on Figure 6-7.

The AT SRTS Plan proposes 56.7 miles of new bikeways. Of these the plan recommends: 1.1 miles of bike paths, 9.2 miles of bike lanes, 30.8 miles of bike routes, and 9.6 miles of protected bike lanes. These total more than 56.7 miles because some streets have a mix , such as a bike lane on one side and sharrows on the other. The bike lanes include regular striped lanes, colored bike lanes, and buffered bike lanes. The bike routes include those with sharrows, some with greenback sharrows, and some bike boulevards. The proposed bikeway network is shown on

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Figure 6-8 Proposed Bikeways

Source: Active Transportation and Safe Routes to School Plan (2022).

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Bicycle Amenities
Bicycle amenities such as parking for short -term and long -term use, showers, and changing lockers allow bicyclists a place to safely park their bicycles and store their belongings at their destinations. Inglewood currently lacks widespread bicycle parking, showers, and changing lockers. Providing these amenities at locations such as transit stations and local/regional destinations can help encourage travelers to bike more.

A map of proposed bicycle amenities and their locations , as identified in the AT SRTS Plan, are shown on Figure 6-9.

6.7 Parking
The City has several citywide programs that address a variety of parking demands. The Parking and Traffic Department is responsible for parking services in Inglewood.

6.7.1 Downtown Inglewood Public Parking
In Downtown Inglewood, the City provides metered parking and parking structures for the public to use. It manages and operates four parking structures at or near civic institutions. These include the County Courthouse, Civic Center/City Hall, Senior Center, and Locust Street Garage. Metered parking is available on Regent Street, Queen Street, Manchester Boulevard, Nutwood Avenue, Fir, La Brea Avenue, Market Street, and Locust Street.

6.7.2 Residential Permit Parking Program
The City has a Residential Permit Parking Program to manage parking on city streets. The program includes full-time parking restrictions, Monday through Sunday, 24 hours a day. Special passes are available for visitors, special events, and other exceptions.

6.7.3 Businesses (Merchant) Permit Program
The program is available for any employee or business owner of a business within the city’s business parking permit district to obtain a parking permit for employees. The permit allows employees to park on meters within the district and exempt them from the parking meter fees. At the time of writing, this permit is only allowed in permit parking district 4, which includes two areas: the neighborhood that is generally west of the I-405 to the western city boundaries and the portion of the city that is bounded by I -405, Florence Avenue, Beach Avenue, and Hyde Park Boulevard.

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Figure 6-9 Proposed Bicycle Parking, Links to Transit, and End of Trip Amenities

Source: Active Transportation and Safe Routes to School Plan (2022).

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6.7.4 IPARK&GO: Event Parking
IPARK&GO is a collaboration between the City of Inglewood and LAZ Parking; it provides remote parking and shuttle services for visitors to the SoFi Stadium and the Hollywood Park area. It offers services from six parking locations near the SoFi Stadium that collectively have over 4,000 parking spaces for event attendees to park. Visitors can reserve parking spots ahead of time to guarantee event parking.

Example of on-street parking in a residential neighborhood

6.8 Freight and Goods Movement
Truck routes allow for goods and freight to travel throughout the city. They apply to vehicles that exceed a maximum gross weight of three tons. Truck routes are critical for ensuring the smooth flow of goods and services, managing roadway wear and tear, minimizing traffic congestion, maximizing safety, and mitigating impacts on the environment and quality of life for residents.

The City’s mobility network includes more than 15 streets that are designated as truck routes , almost all of which run along major and minor arterials . These include, but are not limited to, north-south routes along La Cienega Boulevard, Market Street , and Crenshaw Boulevard; and east-west routes along Centinela Avenue, Manchester Boulevard, Century Boulevard. Truck routes in the city are shown on Figure 6-10, Truck Routes.

The City does not have freight rail. However, rail facilities are available in Hawthorne, just across the southern border of Inglewood along I-105.

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6.9 Special Event Operations
Events and sports venues such as the SoFi Stadium and Hollywood Park, Kia Forum, and Intuit Dome have created new demands on the City’s mobility system. As mentioned in the Vehicular Roadway Usage section, analyses conducted for the Environmental Impact Reports for the SOFI Stadium and Hollywood Park Development Project and Intuit Dome projected significant increases in traffic along roadways adjacent to the venues. Now that the projects have been completed and the venues are in operation, neighbors living in the adjacent neighborhoods have been voicing their concerns about the additional vehicular traffic from special events.

The City has several programs aimed at a ddressing traffic volumes and parking from the special event operations. The IPARK&GO program allows visitors to park at structures outside of the venues and take shuttles to the SoFi Stadium and Hollywood Park area. The City’s parking programs restrict vehicular parking on city streets to residents and employees, with exceptions for a small handful of other users such as visitors, college students, and medical care providers . To manage visitor traffic, the City is wo rking with LA Metro on the Inglewood Transit Connector project, a people mover that will connect the LA Metro K Line’s Downtown Inglewood Station to the entertainment venues along Prairie Avenue. The City is also using Intelligent Transportation Systems (ITS) to better coordinate vehicular traffic along the city’s roadways to allow for a more efficient circulation system. As discussed in further detail in the Mobility Technologies section, the City has an ITS management center that uses the technology to better manage vehicular traffic.

6.10 Transportation Demand Management
Transportation Demand Management (TDM) is a set of strategies that aim to provide travelers with more transportation options. The City of Inglewood has a Traffic Demand Management Ordinance that helps expand transportation choices in new non- residential developments. The Ordinance has several provisions. These include a review of transit impacts and consultation with transit agencies for any development projects that require an Environmental Impact Report; requirements for transportation demand and trip red uction measures, such as parking for vanpools and information about transit options for nonresidential developments with 25,000 square feet or more as a part of project approval; and monitoring mechanisms to make sure the TDM program gets implemented after project approval.

6.11 Los Angeles International Airport
The western boundary of Inglewood is roughly one mile from LAX. LAX is currently the eighth busiest airport in the world as measured by annual passenger traffic, hosting over 75 million passengers in 2023. As a result, travel patterns in and near the city, particularly adjacent to the eastern border, are partially shaped by the airport. Los Angeles County’s Airport Land Use Commission coordinates airport-related planning. The Commission’s primary planning document is the Los Angeles County Airport Land Use Plan. According to th is plan, two swaths of the LAX Planning Boundary/Airport Influence Area, which is the area subject to airport noise impacts and safety hazards, extend west/east across the entire city of Inglewood.

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6.12 Mobility Technologies
From ITS to electric vehicles , autonomous vehicles , and ride hailing services, technology is changing the way people move. Further developments and innovations have the potential to make travel safer, more convenient , and more environmentally sustainable, while bringing unforeseen challenges. This section covers some of the new technologies to consider in planning for mobility through 2050.

6.12.1 Intelligent Transportation Systems
Intelligent Transportation Systems integrate communication technologies with transportation infrastructure and vehicles to improve safety and mobility. ITS encompasses a range of technologies that are employed in a variety of ways to address many transportation challenges.

One example of ITS is Connected Vehicle technologies, which include V2V Communication and V2I Communication . According to the US Department of Transportation, Connected Vehicle technologies use V2X ( vehicle to everything) communications for short -range broadcasts, allowing vehicles to “sense” what other travelers are doing and identify potential hazards. This technology could communicate with anything or anyone (such as a pedestrian or bicyclist) to help reduce roadway collisions. Vehicle-to-vehicle communications (V2V) allow vehicles to “talk” with each other. According to the National Highway Traffic Safety Administration, V2V communications allow vehicles to be continuously aware of each other. One application is warning vehicles behind another vehicle of sudden maneuvers, so they could slow down. Vehicle -to-infrastructure (V2I) communications, on the other hand, enable vehicles to communicate with the roadway infrastructure. For example, emergency vehicles could “talk” with the City’s traffic operations infrastructure and interrupt normal traffic signal timing to allow for green lights. This would allow emergency responders to arrive more quickly at their intended destinations.

The City of Inglewood operates an ITS traffic management center through the Transportation Division. In August 2024, the City approved an agreement with LA Metro to become a member of the Regional Integration of Intelligent Transportation System (RIITS). Membership allows the city to have access to members’ transportation data. And the transportation data collected from the city, such as real-time traffic, transit, video, and other data relating to all modes of transportation, will be shared with all members for transportation purposes. However, technologies for ITS are constantly-evolving, and it is important for the City to continuously invest in the new technologies to provide for a safer and more efficient transportation system.

6.12.2 Transportation Network Companies
Transportation network companies (TNC), such as Uber and Lyft, combine web- based applications, such as mobile applications, and ridesharing vehicles. While TNCs could reduce private vehicle ownership levels, they are also likely to increase total vehicle m iles traveled. The greatest factors that TNCs will affect in cities include parking, curb-space management, and transit use—especially in areas where parking is currently considered “difficult.”

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When people use TNC services in place of a privately owned automobile, the demand for parking goes down, and the demand for curbside drop-off and pick-up locations rises. As TNCs continue to rise and capture a greater share of travel modes, the City will have to identify areas where it is difficult to park and develop strategies for curb space management, while reconsidering minimum parking requirements. Minimum parking requirements may be reduced or eliminated or maximum parking requirements could be introduced in specific areas of the city.

TNCs can help improve first -last mile connections, where a person must find transportation options to get to a transit station, and from transit to their destination. The General Plan Update should consider appropriate curbside management strategies, such as areas that either prioritize or restrict passenger loading and unloading, as well as safety.

6.12.3 Electric Vehicles
Adoption of electric vehicles is becoming more widespread, with California transitioning to clean energy vehicles by 2035. As a part of the Advanced Clean Cars II regulations, all new passenger cars, trucks, and SUVs sold in the state are required to be zero -emission vehicles in 2035. In this space, there could be an opportunity to create wireless charging areas for cars, bikes, microtransit, and other mobility options that can charge in these areas.

To prepare for this new reality, the City would need to plan for more electric vehicle charging areas and promote EV infrastructure in buildings. As the City considers potentials retrofits of parking areas or develops roadways, it may want to consider this potential future and incorporate specific elements to make implementation easier once an integrated platform is developed.

6.12.4 Autonomous Vehicles
Autonomous vehicles (AV) have the potential to revolutionize mobility. There are several levels of vehicle autonomy. They range from cruise control (low level of autonomy) to fully autonomous vehicles that require no interaction with the driver. It is unknown how long it will take to convert all cars to AV s or if that will ever happen. However, the expansion of AVs will likely alter travel behavior in the city. AVs are expected to make car travel less stressful, increase travel safety, and reduce operational inefficiencies on freeways, all leading to an increase in demand for automobile travel and potential farther expansion of land uses. The transition period, when streets carry large numbers of both conventional and autonomous vehicles, will involve complex interactions and require new informed analysis methods and professional judgment to address conflicts and benefits.

Parking utilization will be altered by the introduction of AVs. In the United States, a considerable amount of land is dedicated to parking by way of minimum parking requirements. Today there are about five parking spaces per vehicle in the United States; however, in the future as more shared AVs are available, the need for parking w ould likely be reduced. The General Plan would need to include strategies that anticipate how these changes in parking and the future AV fleet could affect the City’s mobility system.

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6.12.5 Microtransit
Microtransit is technology-enabled, demand-responsive transit service that is open to everyone.

It can be used as incremental improvement to coverage- oriented dial -a-ride or paratransit services by suburban transit agencies, as a supplement of low-performing suburban fixed route services by transit agencies, or as a premium for-profit fixed route service interlining with already overcapacity urban transit corridors. When considering a new service, a fixed-route bus is likely to best accomplish a ridership g oal, and microtransit is better suited to a coverage goal that complements existing fixed-route transit service.

6.12.6 Solar Roadway Technology
Solar roadway is a technological advancement that is currently being researched by agencies such as the Federal Highway Administration for the purpose of providing charging for electrical vehicles. Solar panel cells are embedded into the roadway to harvest solar radiation into renewable energy. The surface of the solar cells is laminated in glass and light -emitting diodes.

Solar technology still has a way to go. There are still constraints to work through, such as surface friction, water infiltration, cost of construction/maintenance, and lower than expected energy returns.

6.13 Findings

6.13.1 Community Input
Inglewood community members provided input on the City’s circulation system at various in - person outreach events, stakeholder interviews, and surveys. They expressed desires on a range of transportation topics, including:
• Improved traffic management and notifications about roadway impacts related to entertainment and sports venue events
• More parking
• Greater deployment of traffic calming elements, such as speed bumps, reduced speed limits • Expanded bicycle infrastructure, including bike share • More walkable areas and better pedestrian infrastructure, including shading and lighting • Improved public transportation service and expanded access • More traffic enforcement
• Improvements to the parking permit system, including more enforcement • Traffic signal improvements to improve traffic flow
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• More consistent maintenance of the pedestrian realm
• Improvements to Market Street as a public space
The public also shared comments on components of the city’s circulation system that they enjoy.

Many thought the city is walkable with stores close by that they could walk to. They also like to having access to the freeways and LAX, as well as being near beaches.

6.13.2 Implications for Planning
The City’s mobility system supports a variety of functions, and it is constantly transforming. Growth in the city will change how people move around, resulting in new circulation-related challenges and opportunities . The state -of-practice of transportation planning is also dynamic. It has transformed since adoption of the current general plan, shaped by new legislation, appreciation of the relationship between transportation and climate change, and resulting design paradigms.

The General Plan Update process is an opportunity for Inglewood to consider the existing mobility landscape and develop a responsive, forward-thinking set of transportation goals and policies.

These policies will enable the City’s transportation infrastructure and system to adapt to future development and ensure sustainability, resiliency, and equity. Based on the existing conditions assessment in this document, key topics to consider in this new transportation planning and policy framework follow.

Establishment of local transportation priorities. The past decade has seen significant shifts in how mobility projects are prioritized, assessed, and regulated. The change from LOS to VMT and focus on collision reduction are just two examples of this. Given Inglewood’s recent history of new and proposed projects, the City may benefit from adopting a set of local transportation priorities and evaluation guidelines. The process could consider standards such as VMT reduction, facilitation of active modes, climate friendliness, fatality reduction rates and others. The resulting framework would not supplant required review such as CEQA, but help the City formally evaluate potential projects and responses to local mobility deficiencies. “Complete” transportation corridors and multimodal urban design. Many of the City’s commercial land uses are located along major transportation corridors. These corridors are auto- oriented, and their design separates businesses from either side and creates unpleasant public realms. Better design of public streets that complement existing land uses can create new public spaces that people can enjoy while supporting local businesses.

Planning for mobility hubs. Mobility hubs are nodes where multiple transportation options and modes are available for travelers to connect to their destinations. Mobility hubs can be microlocal spaces with a bus shelter, bike parking, and drop- off spaces for ridesharing, or regional in scale with commuter rail integration, a bus transfer facility, transit plaza, bike repair station, ridesharing pick-up, and microtransit. Mobility hubs help promote a more sustainable and equitable mobility system by giving people alternative options for driving. This is vital in Inglewood, where a new web of regional desti nations and transit infrastructure continue to transform the circulation landscape.

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