1 Date: April 28, 2025
To: Public Works and Sustainability Commission
From: Public Works Department
Subject: DISCUSSION AND POSSIBLE ACTION REGARDING THE
CONCEPTUAL DESIGN FOR THE METRO ACTIVE TRANSPORTATION
GRANT PROJECT FOR THE REDONDO BEACH BL CORRIDOR & THE
NRBB EXTENSION TO GRANT AVENUE AND MOBILITY HUB
PROJECT
SUMMARY:
After extensive community outreach, engineering analyses, and coordination with partner agencies, staff is bringing forward a discussion and possible recommendation of the conceptual design for the Metro Active Transportation Grant Project (MAT Project) for the Redondo Beach Boulevard (RBB) Corridor. Staff is seeking input on this matter from the public and from the Public Works & Sustainability Commission (PWSC). Specific noticing for this item was provided to the residents living within 700 feet of the Inglewood/Grant intersection. Related to the MAT Project, staff is bringing forward the conceptual design for the North Redondo Beach Bikeway (NRBB) extension project to Grant Avenue, and the proposed mobility hub at the southeast corner of Grant/Inglewood.
MAT Project:
Attachment 1 provides an overview of the project’s goals and objectives from the previous discussion of the MAT Project at the June 26, 2023 PWSC meeting. The City is partnering with Lawndale and LA County on this project. During the project’s outreach and conceptual design phases, the City of Torrance was willing to accommodate the project, which constitutes bicycle facilities along eastbound 190th Street and eastbound Redondo Beach Boulevard. City staff worked with Torrance city staff and provided regular updates asneeded. The Project conceptual design was also reviewed by Torrance staff, who indicated willingness to participate in the project. Torrance residents were also invited to the various outreach events like other residents in the other jurisdictions. However, at the time of drafting this administrative report, the City of Torrance is formally opposing the project and any changes within their City limits. Attachment 2 is the finalized project alternatives report, which summarizes community outreach, alignment alternatives, and shows the recommended project. Appendices to the MAT Project report and the 15% conceptual design can be found on the City’s website, link here:
https://www.redondo.org/departments/public_works/engineering_services/traffic_engineeri ng/traffic_projects.php
Administrative Report
2 Note that the conceptual design represents the project when all agencies were participating in the project. Bicycle facilities can still be provided in Redondo Beach, Lawndale, and LA County with or without Torrance’s participation.
Community Engagement
Since the PWSC recommended additional community outreach, staff and the project consultant held additional meetings and conducted surveys to arrive at the proposed alignment and 15% project conceptual design. To date, below is a list of all community engagement events:
2022 Phase 1 Priorities Survey – 300+ responses (40% Redondo) Alondra Park Halloween Event, October 2022
South Bay Galleria Pop-Up, November 2022
North RB Business Association Focus Group, April 2023 BCHD Youth Advisory Group, April 2023
Jefferson/Washington ES Open House, May 2023
Phase 2 Alternatives Survey – 367 responses, District 3 social media, 3 CBOs Supplemental survey mailed to residents along Lilienthal and Ripley, RBUSD parents notified – 13 responses
District 3 Community Meeting, February 2024
District 4 Community Meeting, March 2025 [Presentation slides on City website] Sentiments from all community engagement events and surveys showed very strong support for the project, a strong preference for protected walking/biking facilities, and a desire to build the project as quickly as possible.
Alignment
The project aims to connect existing active transportation infrastructure in the coast and inland areas with high quality walking and biking infrastructure, linking a bike trail and sidewalk on the southeast corner of Alondra Park and the City’s bike facility at Beryl/Blossom and 190th Street. The proposed alignment will include intermediate destinations such as Dominguez Park, RBUSD schools, the South Bay Galleria/Social District, a future K Line rail station, commercial frontage along Redondo Beach Blvd., Alondra Park, and El Camino College.
Based on community feedback and engineering analyses, the MAT Project’s preferred alignment from west to east starts along 190th Street at Beryl Street. Beryl Street has existing Class II bike lanes towards Dominguez Park, Redondo Union HS, and the coast.
Proposed bicycle facilities along 190th Street include Class IV protected bike lanes on the Redondo side of 190th (westbound), with small sections of Class II bike lanes to accommodate some on-street parking, commercial loading, and a long commercial driveway. At the time of drafting the design, the City of Torrance was willing to accommodate Class II striped bike lanes. However, at this time, the City of Torrance is no longer willing to install bicycle lanes for this project, which includes eastbound bicycle lanes along 190th Street. The alignment turns northerly into Lilienthal Park at Anza Avenue 3 as an off-street path, then utilizes the eastern side of Lilienthal Lane as a bi-directional Class IV cycle track. After connecting with Washington ES, the project turns easterly onto Ripley and continues as a bi-directional Class IV cycle track on the south side to connect with Adams MS. Just west of Inglewood Avenue, the project alignment turns north by way of a raised crosswalk across Ripley, which is proposed to enhance safety and reduce vehicular speeds. The path continues on the west side parkway of Inglewood Avenue to connect with Grant Avenue. Class II bike lanes exist along Grant. The Project will upgrade these to Class IV east of Inglewood, which connects to the South Bay Galleria. As part of the South Bay Social District redevelopment, an off-street path will be constructed along the western frontage of the Galleria property along Kingsdale, and then along its northern frontage along Artesia, replacing the third eastbound through lane between the Kingsdale and Redondo Beach Blvd. (RBB) intersections. The portions of the project along the Galleria will be undertaken by the Galleria project’s developer when the mall is renovated. The MAT Project picks back up by crossing Artesia at RBB and continuing as an off-street path on the south side of RBB. East of Hawthorne Boulevard and outside of Redondo Beach city limits, a mixture of Class II bike lanes and a Class IV bi-directional cycle track will be provided northeasterly along RBB. Since the City of Torrance is no longer willing to accommodate the project, only westbound bicycle facilities will be provided between Hawthorne and Ainsworth. A Class IV bi-directional cycle track will be provided east of Ainsworth. The project will terminate at Dominguez Channel. Overall, the MAT Project will provide greatly improved biking and walking facilities along the RBB corridor, with sections in Redondo Beach designed as protected facilities as much as feasible. Page 22 of the report in Attachment 2 also shows the finalized alignment. The Project’s conceptual (15%) design plans can be found here:
https://www.redondo.org/departments/public_works/engineering_services/traffic_engineeri ng/traffic_projects.php
Next Steps
Staff recommends moving forward into the final design phase of this project based on the support heard from the various Districts and community members. At this time, the MAT Project has received $6.6 million in grant funds to construct the project. The current cost estimate, with appropriate contingencies, is approximately $11 million. City and Metro staff are seeking an increase in the grant award to the maximum $8 million. City staff also requested an additional $4 million in Measure M MSP funds to fully fund the project. Staff is optimistic that these funding requests will receive Metro Board approval, as the MAT Project is a multijurisdictional active transportation project that is expected to further the region’s sustainability and mobility goals. If the PWSC recommends this project to move forward, staff will bring forward this item to the City Council for approval of the 15% design, Metro funding agreement, and final design services contract.
NRBB Grant Extension+Mobility Hub:
As a related but crucial companion project to the MAT Project, the City is embarking on an extension of the North Redondo Beach Bikeway (NRBB) to Grant Avenue. The NRBB is a 4 Class I shared-use walking/biking path along the Southern California Edison (SCE) right-ofway, connecting Robinson Street to Artesia Boulevard north-south, then east-west towards Felton Lane. The City recently awarded a construction contract to extend the NRBB from Felton to Inglewood Avenue. This newest NRBB extension project will extend the NRBB as a Class IV bi-directional cycle track southwards along the west side of Inglewood Avenue to connect with Grant Avenue and the MAT Project. This means that if both projects are approved, a continuous north-south Class I/IV walking and biking path will be provided between Robinson Street and 190th Street via the Grant Avenue / Inglewood Avenue intersection, which becomes the “hub” for multiple bike routes in the City. The Inglewood/Grant intersection will serve as a crucial connector for north-south and east-west mobility, and will be redesigned to accommodate the expected increase in bike/ped crossings. It will also address residents’ safety and speeding concerns. In cooperation with the District 4 Councilmember, the City is also proposing a native landscaped rest and gathering area, or “mobility hub”, at the southeast corner of Inglewood/Grant. The City used Metro grant funds to purchase surplus property at this area and will repurpose the land to screen off the adjacent cemetery, provide active transportation related amenities, situated in a purposed rest area beautified with native landscaping. The project will provide muchneeded greenspace to the neighborhood, and is intended to serve active mobility travelers.
No car parking will be provided. Amenities that City staff have requested include:
At least 25% native habitat (a pollinator fountain is also being explored) Metal or fabric shade structure
Boulders, bollards, bike racks, and fencing to protect open space from errant vehicles Driveway and pad for City maintenance, could double as a roving vendor space Bollard lighting and limited lighting structures to reduce light pollution Water bottle filling station
Micromobility wayfinding and interpretative signage
Bike fix-it station and air pump
Emergency phone/blue light, security cameras
Public Wi-Fi
Attachment 3 shows the conceptual design of the proposed project, plant species, and NRBB extension.
Next Steps
If the PWSC recommends moving forward with this project, staff will bring this item to the City Council for authorization to complete final design. The project is expected to cost approximately $4 million. Staff has requested the full construction funding amount from Measure M MSP. It is important to know that both the NRBB+Mobility Hub project and the MAT Project depend on each other to provide a seamless walking and biking experience at the Inglewood/Grant intersection.
COORDINATION:
Coordination of this report took place within the Public Works Department. 5 Prepared by:
Ryan Liu, Principal Transportation Engineer
Submitted by:
Andrew Winje, Public Works Director
ATTACHMENTS:
1 – PWSC Administrative Report, June 26, 2023
2 – MAT Project Final Report
Supplemental appendices and the Project’s conceptual design can be found at:
https://www.redondo.org/departments/public_works/engineering_services/traffic_engineeri ng/traffic_projects.php
3 – NRBB Extension and Native Planting Mobility Hub Project Concept Administrative
Report
J.2., File # PWC23-6269 Meeting Date: 6/26/2023
To: PUBLIC WORKS AND SUSTAINABILITY COMMISSION
From: DEPARTMENT OF PUBLIC WORKS
TITLE
DISCUSSION AND POSSIBLE ACTION REGARDING PROJECT ALTERNATIVES FOR THE METRO ACTIVE TRANSPORTATION GRANT PROJECT FOR THE REDONDO BEACH BLVD.
CORRIDOR
RECOMMENDATION
1. Receive and file the project report on the subject project.
2. Provide input to staff regarding project lane configuration alternatives for the portion of the project in the City of Redondo Beach.
SUMMARY
The City of Redondo Beach has partnered with the City of Lawndale and the County of Los Angeles to secure a $6.6M grant from the Los Angeles County Metropolitan Transportation Authority (“METRO”) to design and construct pedestrian and bicycle improvements (transportation modes known as “active transportation”) along the Redondo Beach Blvd. between El Camino College and Dominguez Park in Redondo Beach. The corridor includes portions of Grant Ave and Ripley Ave. within the City. The goal is to create a continuous bike facility for the full length of the corridor, and to provide pedestrian improvements at major intersections and where sidewalks are absent along the corridor.
The agencies have hired, via METRO’s on-call contract, a design firm (CR & Associates) to perform an alternatives analysis, conduct public outreach and develop a conceptual (15%) design that will function as the basis for the next phase of design development. The project has reached the stage to determine the preferred project elements. The consultant has developed several project element alternatives for which staff is seeking input from the Commission. Staff has invited representatives of CR & Associates to share project element alternatives developed to date along with results of the public outreach regarding those alternatives. The Commission’s conversation about configuration preferences within the City of Redondo Beach will be very informative to completion of the conceptual design.
Once these preferences are determined, the design consultant will begin the conceptual engineering and cost estimates. CR & Associates anticipates finalizing their 15% design concept in Spring 2024 to complete their contract. After that, the agencies will engage a designer to develop the engineering design further and prepare contract documents that may be put out to bid for construction.
J.2., File # PWC23-6269 Meeting Date: 6/26/2023
Prepared by:
Andy Winje, City Engineer
Submitted by:
Ted Semaan, Public Works Director
ATTACHMENTS
1. Presentation Slides
1 Redondo Beach Blvd Corridor
Metro Active Transportation (MAT) Program
June 26, 2023
2 Agenda
> Project Description
> Project Schedule
> Outreach Update / Survey Results
> Traffic Operations Analysis
> Q&A
Project
3 > Redondo Beach Blvd/Ripley Ave from Flagler Ln to the Dominguez Channel Greenway for 3.3 miles
> Project Lead and Funding: LA Metro
> Metro Active Transport, Transit and First/Last Mile Program Cycle 1
> Agencies: Cities of Redondo Beach and Lawndale, LACDPW > Project Goals:
• Encourage walking and biking
• Connect to transit facilities, educational facilities, parks, retail stores, job centers, and residential neighborhoods • Enhance safety
• ADA improvement
Project Map
4 Share Final
Concept &
Solicit Final
Thoughts
Oct - Nov
2022
April - May
2023
Summer
2023
Gather
Input &
Identify
Issues
Community
Feedback
on
Concepts
Summer 2023
- Spring 2024
Conceptual
Engineering &
Cost
Estimates
Final Design
&
Construction
Project Schedule
Develop 2-3
concepts
Refine concepts
to a preferred
project
Prepare
conceptual
engineering and
technical studies
5 July - Nov
2022
Project
Initiation &
Existing
Conditions
FY
2024-25
Outreach To Date
6 PHASE 1
Alondra Park Halloween
Trick or Treat Village
Thurs, Oct 27, 2022
Galleria Pop Up
Sat, Nov 19, 2022
Outreach Plan
Redondo Beach
Blvd
• 2 large scale
events
• 4 small scale
events
• 3 phases
(existing conditions,
concept
alternatives,
preferred project)
Spring 2023 Summer 2023 Summer 2023 -
Spring 2024 Fall 2022
We Are
Here
PHASE 2
North Redondo Beach Blvd
Business Association Meeting
Thurs, Apr 13, 2023
Beach Cities Health District
Youth Advisory Meeting
Tues, Apr 18, 2023
Jefferson and Washington
Elementary School Open
Houses
Thurs, May 25, 2023
7 Phase 2 Survey Results
• Survey was open from April 7 to May 31
• 367 surveys collected
• 3 supporting CBOs (SBBC+, Street Racing Kills, League of Women Voters)
• Social Media Promotion through District 3 Council Member Paige Kaluderovic's Office
8 A 18% BCD
Other
45%
14%
37%
5%
Which
alignment(s) do
you prefer?
(Participants were able to
select multiple responses.
Percentage may add up to
over 100%)
9 190th St:
Rindge to Meyer
Proposed
Existing
Very satisfied
Satisfied
Neither satisfied nor dissatisfied
Dissatisfied
Very dissatisfied
Other
23%
32%
13%
5%
13%
14%
How satisfied are you?
W 190th Street @ Meyer Lane
10 Looking west on W 190th
Street @ Meyer Lane
11 Lilienthal Ln:
Fisk to Ives
Option 2
Existing
62% Option 1
39%
Which option do you prefer?
(Participants were able to select both options. Percentage may add up to over 100%) Lilienthal Lane:
Fisk Lane and Ives Lane
12 Looking north on
Lilienthal Lane
13 Lilienthal Ln:
Ives to Ripley
Existing Option 2
91% Option 1
9%
Which option do you prefer?
(Participants were able to select both options. Percentage may add up to over 100%) Lilienthal Lane:
Ives Lane and Ripley Avenue
14 Looking north on Lilienthal Lane
(Washington Elementary School and
Adams Middle School to the right)
15 Ripley Ave:
Lilienthal to Inglewood
Option 2
Existing
69% Option 1
32%
Which option do you prefer?
(Participants were able to select both options. Percentage may add up to over 100%) Ripley Avenue:
Lilienthal Lane and Inglewood Avenue
16 Looking east on Ripley Lane,
approaching Perkins Lane
Very satisfied
Satisfied
Neither satisfied nor dissatisfied
Dissatisfied
Very dissatisfied
Other
17 Grant Ave:
Inglewood to Kingsdale
36%
31%
11%
4%
9%
9%
How satisfied are you?
Grant Avenue:
Inglewood Avenue and Kingsdale Avenue
18 Looking east on Grant Avenue
19 Artesia Blvd: Kingsdale to Redondo
Beach
Existing
Option 1
84% Option 2
18%
Which option do you prefer?
(Participants were able to select both options. Percentage may add up to over 100%) Looking east on Artesia Boulevard
@ Kingsdale Avenue
20 Artesia Boulevard
@ Redondo Beach
Boulevard
21 Redondo Beach Blvd: Artesia
to Hawthorne
Existing
Option 1
Option 2 54%
48%
Which option do you prefer?
(Participants were able to select both options. Percentage may add up to over 100%) Looking east on Redondo Beach Blvd
22 Redondo Beach Boulevard:
Artesia Blvd and Hawthorne Blvd
Very satisfied
Satisfied
Neither satisfied nor dissatisfied
Dissatisfied
Very dissatisfied
Other
23 Redondo Beach Blvd:
Hawthorne to Prairie
Proposed
Existing
13%
36%
14%
11%
13%
13%
How satisfied are you?
24 Redondo Beach Blvd:
Prairie to College
Option 2
Existing
64% Option 1
36%
Which option do you prefer?
(Participants were able to select both options. Percentage may add up to over 100%) 25 Traffic Operations
# Intersection Control
No Project w/ Project
Delay (sec.)
(AM / PM)
LOS
(AM / PM)
Delay (sec.)
(AM / PM)
LOS
(AM / PM)
1 Inglewood Ave & Ripley Ave1 SSSC (Existing) /
Signal (Project) 16.0 / 15.8 C / C 19.8 / 27.1 B / C
2 Inglewood Ave & Grant Ave1 Signal 37.9 / 59.9 D / E 47.7 / 57.9 D / E 3 Kingsdale Ave & Grant Ave Signal 25.0 / 26.5 C / C 28.0 / 32.3 C / C 4 Redondo Beach Blvd /
Grevillea Ave & Artesia Blvd2 Signal 25.6 / 26.0 C / C 27.8 / 27.6 C / C 5 Hawthorne Blvd & Artesia Blvd Signal 56.3 / 52.0 E / D 103.9 / 77.9 F / E 6 Hawthorne Blvd &
Redondo Beach Blvd Signal 58.6 / 49.0 E / D 76.1 / 76.2 E / E 7 Prairie Ave & Redondo Beach Blvd Signal 73.6 / 81.0 E / F 86.4 / 92.7 F / F Intersection LOS Results – Near-Term Year 2025 (Project Opening Year) Notes:
Bold indicates substandard LOS.
1Signalized Clustered Intersection, analyzed with HCM 2000. 2Due to unique geometry, analyzed with HCM 2000.
Questions
26 Monique Chen, PE
Principal / Project Manager
CR Associates
Aryo Rad, PE
Corridor Manager
CR Associates
Prepared For Prepared By
Metro
1 Gateway Plaza
Los Angeles, CA 90012
CR Associates
714 W Olympic Blvd, Suite 609
Los Angeles, CA 90015
APRIL 2024
METRO ACTIVE TRANSPORTATION
(MAT) PROGRAM
Redondo Beach Boulevard
Active Transportation Corridor
FINAL
Alternatives Analysis
Page i
Table of Contents
1.0 Study Background & Purpose .............................................................................................. 1
1.1 Overview...............................................................................................................................................1
1.2 Planning Process..................................................................................................................................3
1.2.1 Multi-jurisdictional MAT Grant Application .................................................................................3
1.2.2 Existing Conditions.....................................................................................................................3
1.2.3 Community Engagement Overview.............................................................................................7
2.0 Alignment Assessments ...................................................................................................... 9
2.1 Dominguez Park to Ripley Avenue/Lilienthal Lane Intersection........................................................ 10
2.1.1 Alternative A: Flagler Lane and Belmont Ave .......................................................................... 10
2.1.2 Alternative B: Ripley Avenue ................................................................................................... 11
2.1.3 Alternative C: 190th, Meyer Lane, Ralston Lane, and Lilienthal Lane ..................................... 11
2.1.4 Alternative D: 190th St and Lilienthal Lane ............................................................................. 12 Preferred Alignment for the Segment Between Dominquez Park and Ripley Avenue/Lilienthal Lane ... 12
2.2 Ripley Avenue from Ripley Avenue/Lilienthal Lane Intersection to Grant Avenue/Inglewood Avenue Intersection.................................................................................................................................................. 13
2.3 Grant Avenue, from Inglewood Avenue to Kingsdale Avenue............................................................ 15
2.4 South Bay Galleria Connection: Grant Avenue/Kingsdale Avenue Intersection to Artesia Boulevard/Redondo Beach Boulevard Intersection .................................................................................... 15
2.5 Artesia Boulevard/Redondo Beach Boulevard Intersection to Redondo Beach Boulevard/Hawthorne Boulevard Intersection ................................................................................................................................ 16
2.5.1 Alternative 1: Redondo Beach Boulevard ............................................................................... 16
2.5.2 Alternative 2: Artesia Boulevard and Hawthorne Boulevard ................................................... 16
2.5.3 Preferred Alignment ................................................................................................................ 17
2.6 Redondo Beach Boulevard, from Hawthorne Boulevard to Prairie Avenue....................................... 17
2.7 Redondo Beach Boulevard, from Prairie Avenue to Dominguez Channel ......................................... 18
3.0 Proposed Project .............................................................................................................. 20
3.1 Recommended Alignment................................................................................................................. 20
3.2 Recommended Facilities................................................................................................................... 22 Recommended Facilities for Dominguez Park to Ripley Avenue/Lilienthal Lane Intersection ............... 22
3.2.1 Recommended Facilities for Ripley Avenue/Lilienthal Lane Intersection to Grant Avenue/Inglewood Avenue Intersection................................................................................................. 24
3.2.2 Recommended Facilities for Grant Avenue, from Inglewood Avenue to Kingsdale Avenue .... 25
3.2.3 Recommended Facilities for South Bay Galleria Connection: Grant Avenue/Kingsdale Avenue Intersection to Artesia Boulevard/Redondo Beach Boulevard Intersection ........................................... 25
3.2.4 Recommended Facilities for Artesia Boulevard/Redondo Beach Boulevard Intersection to Redondo Beach Boulevard/Hawthorne Boulevard Intersection............................................................. 26
3.2.5 Recommended Facilities for Redondo Beach Boulevard, from Hawthorne Boulevard to Prairie Avenue ................................................................................................................................................ 26
3.2.6 Recommended Facilities for Redondo Beach Boulevard, from Prairie Avenue to Dominguez Channel ................................................................................................................................................ 26
3.3 Intersection Vehicle Operations Assessment .................................................................................... 27 Appendix A - Operational Assessment – Detailed Analysis Assumptions, Existing Traffic Counts, LOS Calculation Worksheets ............................................................................................................. 30
1.0 Study Background & Purpose
1.1 Overview
The Redondo Beach Blvd Active Transportation Corridor Project will improve walking and biking opportunities in the cities of Redondo Beach and Lawndale and the unincorporated Los Angeles County community of El Camino Village. The project will improve safety and access for multiple transportation modes to travel around the community. The project corridor crosses several major streets, including Inglewood Ave, Grant Ave, Kingsdale Ave, and Artesia Blvd, connecting people walking and biking to neighborhoods, parks, schools, shopping centers, and existing and future transportation centers, including the planned C Line (Green) station, along Ripley Ave and Redondo Beach Boulevard.
The originally proposed alignment traversed 3.3 miles of Ripley Avenue and Redondo Beach Boulevard, connecting to schools on Ripley Avenue, the South Bay Galleria, the future C Line Extension to Torrance, Alondra Park, and concentrations of residential and commercial uses.
The study area (one-half mile from the originally proposed grant application alignment) and existing and planned bicycle facilities are shown in Figure 1 below. Class II bicycle lanes exist on Grant Avenue between Kingsdale Avenue and Inglewood Avenue, and a short stretch of Class III facilities are on Ripley Avenue between Lilienthal Lane and Felton Lane.
Figure 1 Study Area with Existing and Planned Bicycle Facilities The Alternatives Analysis is one of the initial steps in the planning process. It serves to document the considered and preferred alternative alignments that will inform design development and engineering. Alignments were assessed based on community feedback, jurisdictional insight, right-ofway constraints, safety for all street users, connectivity, operations, and relative cost. This memo identifies recommended alignments to improve the travel environment and traffic safety for vulnerable groups, namely cyclists and pedestrians.
1.2 Planning Process
1.2.1 Multi-jurisdictional MAT Grant Application
The original multi-jurisdictional grant application for MAT Phase I funding was submitted by the City of Redondo Beach, the City of Lawndale, and the County of Los Angeles. The grant application identified Ripley Avenue and Redondo Beach Boulevard as the primary corridors. See Figure 2 below.
Figure 2 MAT Grant Application Alignment Map
1.2.2 Existing Conditions
The corridor is anchored by three nodes that have the highest propensity for attracting pedestrian and bicycle trip activity, including:
▪ Near Dominguez Park, at the southwestern end of the project area, there is a mix of housing, services, and schools.
▪ The central part of the project area surrounding the intersection of Artesia Boulevard and Hawthorne Boulevard, where South Bay Galleria, other commercial areas, and higher-density housing (over 40 residents/acre) are located.
▪ Near El Camino College, where 18,000 students are enrolled, in the northeastern end of the project area.
These high-propensity areas are revealed in the analysis of land use and destinations (Figure 3).
Figure 3 Land Uses and Destinations (Opportunity Score) A safety assessment found that pedestrian and bicycle collisions, shown in Figure 4, are more concentrated in the areas surrounding the three nodes; therefore, focusing pedestrian and bicycle improvements in these areas, as well as the routes that connect them, can enhance safety, comfort, and convenience for existing and future residents, employees, and visitors of the corridor.
Figure 4 Pedestrian and Bicycle Collisions (2015-2019)
Complex intersections, such as Artesia Blvd at Redondo Beach Blvd and Hawthorne Blvd at Redondo Beach Blvd, are identified as areas of concern. Intersection approaches that include high-visibility crosswalks, leading pedestrian intervals and/or protected signal phases for bicyclists, restricted right turn on red for vehicular movements, and traffic signals with protected left turn phases are critical considerations for improving bicycling and pedestrian safety.
Pedestrian and Bicycle Access to Transit
From the central hub of the study area, at the South Bay Galleria, to the northeastern terminus of the study area, the corridor is well served by local bus services operated by Metro, Torrance Transit, Lawndale Beat, Beach Cities Transit, and Gardena GTrans. Figure 5 shows the existing transit in and around the project study area.
Figure 5 Existing Transit Services
Maintaining and enhancing the areas around existing bus stops can help improve access to the local destinations and connections to the regional transit network. Wider sidewalks can ensure sufficient space for bus shelters without inhibiting the ADA accessibility of the walkways.
The future C Line (Green) extension to Torrance is considering two alignment alternatives, both of which cross the project area either on the east or west side of the South Bay Galleria. The C Line will provide the project area with high-quality transit connectivity by enabling quicker journeys to local and regional destinations.
1.2.3 Community Engagement Overview
Phase 1
The first phase of community engagement collected comments from over 300 residents and identified equally high levels of walking, biking, and driving in the community. The community’s most significant priorities within the study area are traffic and personal safety, addressing a lack of comfortable or separated bicycle facilities, improving connectivity to destinations and existing bike routes, and improving bicycle parking. The findings are summarized in the infographic below (Figure 6). The locations with the highest levels of challenges are Dominguez Park, the intersection of Inglewood Ave and Ripley Ave, and Redondo Beach Blvd between Hawthorne Blvd and Prairie Ave.
Figure 6 Phase 1 Community Outreach Summary
Community members also identified a number of alternative alignments that informed the routes assessed during the alternatives analysis. The community-identified routes, differentiated by the number of people who suggested the routes, are shown in Figure 7.
Figure 7 Community-Identified Preferred Routes
Phase 2
The second phase of community engagement collected comments from over 350 residents online and at in-person events that identified preferred alignments and bicycle facilities throughout the length of the corridor. Participants were provided with maps of alternative alignments, where considered, and sections illustrating proposed options for bicycle facilities.
The results from the survey informed the alignment and facility recommendations, such as the alignment on the westernmost segment between Dominguez Park and the Ripley Avenue/Lilienthal Lane intersection and the bicycle facilities on the easternmost segment. There was a general preference for protected facilities. Questions where there were more significant disparities in the level of safety – for instance, a protected, two-way cycle track versus unprotected Class II or Class III facilities – had the greatest difference in preferences. For the four survey questions that directly compared more protected against less protected facilities for specific segments, preferences ranged from 62% to 91% in favor of the more protected facilities.
In addition to the abovementioned engagement, the City of Redondo Beach and the Redondo Beach Unified School District contacted residents and school constituents around Lilienthal Lane and Ripley Avenue, where Washington Elementary School and Adams Middle School are located. The following general takeaways are based on survey responses and comments:
▪ Strong support for the project and wanting as much protection and safety as possible. ▪ Mixed opinions on signal/no signal at Inglewood/Ripley. Overall agreement is that careful design is needed at this location and that the left turns are already difficult. ▪ Concerns with path crossings at intersections and driveways. Who has the right-of-way, and will traffic be directed during busy times?
2.0 Alignment Assessments
Alternative alignments were studied within a half mile of the original grant application corridor based on the existing conditions along with community feedback, goals, and concerns. An overview of the studied alignments is exhibited in Figure 8, which shows locations where single alignment and multiple alternative alignments were assessed.
The terrain and grade changes along Ripley Avenue west of Inglewood Avenue were identified as challenges to developing comfortable facilities for bicyclists of all abilities. Therefore, this portion of the study area had a higher number of alternative routes than any of the other segments of the study area east of Inglewood Ave.
Figure 8 Alignment Assessments Overview
The alignment assessments are presented by segment from west to east (left to right) in the following sub-sections.
2.1 Dominguez Park to Ripley Avenue/Lilienthal Lane
Intersection
The westernmost segment of the corridor
connects Dominguez Park to the intersection
of Ripley Avenue and Lilienthal Avenue, where
Washington Avenue Elementary School and
Adams Middle School are located. To create
this connection, four alternative routes were
assessed; these are labeled A through D from
northwest to southeast, as illustrated in Figure
9. Alternative B is the alignment initially
proposed in the MAT application grant.
These alternative alignments were presented
to the community for feedback. The
community’s response largely favored
Alternatives B and D, as shown in Figure 10.
2.1.1 Alternative A: Flagler Lane
and Belmont Ave
Alternative A, in yellow in Figure 9, traverses
Flagler Lane from Ripley Avenue to Belmont
Lane, Belmont Lane from Flagler Lane to
Ripley Avenue, and Ripley Avenue from
Belmont Lane to Lilienthal Lane. This route
avoids the steep grades in the original route
shown in the grant application, Alternative B.
However, this alignment still faces challenging
grades on the southern portion of Flagler, as
shown in Figure 11. Additionally, the
community did not prefer this route. For these
reasons, this alternative was not selected.
Figure 11 Elevations on Flagler Lane and Belmont Lane
Figure 9 Alignment Options A through D for the route
from Dominguez Park to the Ripley Avenue/Lilienthal
Lane intersection as presented in the community
survey
Figure 10 Community Survey Alignment Alternative
Preferences
18%
45%
14%
37%
5%
0% 10% 20% 30% 40% 50%
A
B
C
D
Other
2.1.2 Alternative B: Ripley Avenue
Alternative B, shown in blue in Figure 9, is the initial alignment pursued in the multi-jurisdictional grant application. This route is the most direct path between the two ends of this segment and was the top option preferred by the community (Figure 10). However, this alignment is challenged by extremely steep grades, especially around Rindge Lane with maximum slopes up to 23.8%, as shown in Figure 12. These steep grades would prevent all but the most proficient bicyclists and those with e-bikes from being able to use any facilities constructed comfortably.
Figure 12 Elevations on Ripley Avenue from Dominguez Park to Lilienthal Lane
2.1.3 Alternative C: 190th, Meyer Lane, Ralston Lane, and Lilienthal Lane
Alternative C, shown in pink in Figure 9, traverses 190th Street, Meyer Lane, Ralston Lane, and Lilienthal Lane. This route avoids the steep grades of Alternatives A and B while connecting to several schools. However, while the community initially identified this route in Phase 1 of outreach, it was the least favored option for this segment when presented to the community in Phase 2.
There are additional challenges that face both Alternatives C and D. The first is that 190th Street has right-of-way limitations where portions are more narrow than others, which makes the design and implementation of safe bicycle facilities while maintaining space for moving or parked vehicles challenging. The limitations of the right-of-way are illustrated in Figure 13. In order to overcome this challenge, the consultant team and the City of Redondo Beach, in consultation with targetted members of the community, developed a safe route that minimizes impacts to drivers, residents, and businesses.
Figure 13 Challenges on 190th Street
The second challenge is on Lilienthal Avenue, where coordination and approval by Washington Elementary will be required to implement protected bicycle lanes rather than Class III sharrows.
2.1.4 Alternative D: 190th St and Lilienthal Lane
Alternative D, shown in purple in Figure 9, is the southeasternmost alignment considered. The route goes east-west on 190th Street from the existing Class II facilities, which flank the east side of Dominguez Park, to the existing multi-use path within Lilienthal Park. The north-south route travels through the existing multi-use path in Lilienthal Park between 190th and Fisk Lane and on Lilienthal Lane between Fisk Lane and Ripley Avenue.
This route requires the same coordination efforts with the community and schools noted in Alternative C on 190th Street and Lilienthal Lane. The City of Redondo Beach has conducted extensive outreach with residents, the school districts, and students' parents to ensure that this portion of the project can be implemented successfully.
This was among the top two options widely preferred by the community, see Figure 10. Compared to the other top preference, Alternative B, the grading is navigable by bicyclists of all abilities and so is preferential. It has the further benefit of interfacing with Washington Elementary School.
Preferred Alignment for the Segment Between Dominquez Park and Ripley Avenue/Lilienthal Lane
The preferred alignment, Alternative D, follows 190th Street from Dominguez Park to Lilienthal Park and continues along Lilienthal Lane from Lilienthal Park/Fisk Lane to Ripley Avenue. The proposed cross-sections for this preferred alignment are presented later in Section 3.0, Proposed Project.
2.2 Ripley Avenue from Ripley Avenue/Lilienthal Lane
Intersection to Grant Avenue/Inglewood Avenue
Intersection
The next section of the corridor connects the intersection of Ripley Avenue and Lilienthal Avenue, where
Washington Avenue Elementary School and Adams
Middle School are located, to the intersection of Grant Avenue and Inglewood Avenue, shown in Figure 14.
The assessment for this section of the corridor primarily examined the options for Ripley Avenue as it provides the most direct route and was the alignment presented in the MAT Grant Application. This portion of Ripley Avenue
does not face the grading challenges found in the
westernmost section of the street. This friendly grading will allow a diverse range of cyclists with varying comfort levels and abilities to use the new bicycle facilities.
Additionally, this route interfaces directly with Adams Middle School and can allow for movement between
bicycle facilities on Lilienthal Lane and Ripley Avenue without crossing vehicle traffic.
Challenges facing this alignment are a constrained right-of-way on Ripley Avenue and crossing the intersection at Inglewood Avenue and Ripley Avenue, connecting to Grant Avenue. To address the constrained right-of-way, the team considered several design options and trade-offs, including Class II bicycle lanes that maintained parking and a protected two-way cycle track that removed parking.
These options were presented to the community to help determine preference. The two-way cycle track was favored by a wide margin (69% of 359 respondents preferred the two-way cycle track). This tracks with the community’s consistent preference for protected bicycling facilities.
Ripley Avenue terminates at the currently unsignalized
intersection of Inglewood Avenue and Ripley Avenue,
which carries high volumes of vehicular traffic. In order to improve safety conditions for cyclists and pedestrians
crossing from the south side of Ripley Avenue towards
Grant Avenue, it is recommended that left-turns in the
northbound and eastbound directions be prohibted at all times and bollards installed along Inglewood Avenue at
the intersection. Redondo Beach staff and residents
noted that these left-turns are already challenging to
perform due to sight distance issues. These left-turns
are already prohibited during weekday peak periods, and alternative routes with easier turns are available. Leftturn volumes at this intersection were found to be relatively low. Additionally, a raised crossing (speed table) will be constructed on the west leg of Inglewood Avenue at Ripley Avenue intersection.
An example of a speed raised crosswalk is shown on the image to the right in Figure 15. This would slow down turns and increase the profile of the crossing.
Figure 14 Ripley Avenue/Lilienthal Lane
Intersection to Grant Avenue/Inglewood
Avenue Intersection
Source: CRA
Figure 15 Raised Crosswalk in Solana
Beach, CA
The City of Redondo Beach owns the vacant parcels on the western side of Inglewood Avenue between Ripley Avenue and Grant Avenue. The availability of this space will permit the development of off-street bicycle facilities on the western side of Inglewood Avenue, thus enhancing the connection with additional bike and pedestrian supporting amenities along Ripley Avenue between the intersection at Inglewood Avenue and Grant Avenue.
The proposed cross-sections are presented later in Section 3.0, Proposed Project.
In addition to Ripley Avenue, a Felton Lane connection to existing bicycle facilities on Grant Avenue was examined. Based on agency partner feedback, this alternative was not selected for deeper assessment. In the future, design features should be considered to slow down traffic, improve safety and comfort, and provide additional network connections.
Considerations for this segment of the corridor between Felton Lane and Grant Avenue are shown in Figure 16.
Figure 16 Considerations between the Ripley Avenue/Felton Lane Intersection and Grant Avenue/Inglewood Avenue Intersection
2.3 Grant Avenue, from Inglewood Avenue to Kingsdale
Avenue
The section of the corridor on Grant Avenue from
Inglewood Avenue to Kingsdale Avenue connects the
Ripley Avenue corridor to the South Bay Galleria. This
portion of the corridor is shown in orange in Figure 17.
This section has existing Class II bicycle facilities; however, this project recommends improving protection and safety for cyclists along the corridor with Class IV facilities, as well as improved intersections at Inglewood Avenue/Grant Avenue and at Grant Avenue/Kingsdale Avenue. The
design is intended to incorporate the City of Redondo
Beach’s plans to improve bicycle facilities on Inglewood Avenue, connecting to the existing and proposed Class I facilities along the utilities easement. Grant Avenue east of Inglewood Avenue is also on the South Bay Cities Council of Governments’ (SBCCOG) Local Travel Network (LTN), a network of lower speed streets available for slower speed vehicles such as neighborhood electric vehicles and bicycles. The design for upgraded Class IV facilities on this portion of the corridor would be compliant with the LTN.
The proposed Class IV facilities were supported by the community – 68% of 358 respondents stated that they were either “satisfied” or “very satisfied” with the proposal. The proposed cross-section is presented later in Section 3.0, Proposed Project.
2.4 South Bay Galleria Connection: Grant
Avenue/Kingsdale Avenue Intersection to Artesia
Boulevard/Redondo Beach Boulevard Intersection
The South Bay Galleria connection extends from
the Grant Avenue/Kingsdale Avenue
Intersection to the Artesia Boulevard and
traverses the South Bay Galleria property. The
project team met with the developers of the
South Bay Galleria redevelopment project, also
known as the South Bay Social District. The
developers are planning to create an off-street
connection from the Grant Avenue/Kingsdale
Avenue intersection to Hawthorne Avenue
through the property. The specifics of this plan
are still being developed, along with Metro’s
plans for the C Line Extension. An approximated
alignment is shown as a dashed orange line in
Figure 18.
Figure 17 Grant Avenue from Inglewood
Avenue to Kingsdale Avenue
Figure 18 South Bay Galleria Connection
The project team assessed options to develop accompanying on-street facilities on Artesia Boulevard. However, the high traffic volumes on Artesia Boulevard and limited right-of-way widths impeded the development of safe bicycle facilities. Since this section will be served by safe, offstreet bicycle connections in the future, it was determined that this was the preferred alternative.
The design will need to account for vehicles exiting and entering the South Bay Galleria, South Bay Galleria redevelopment plans and coordination, high traffic volumes on Artesia Boulevard, and bus traffic on Kingsdale.
2.5 Artesia Boulevard/Redondo Beach Boulevard
Intersection to Redondo Beach Boulevard/Hawthorne
Boulevard Intersection
A key link in the overall route is how to connect
Artesia Boulevard and the South Bay Galleria to
the Redondo Beach Boulevard corridor east of
Hawthorne Boulevard. From Artesia Boulevard
at Redondo Beach Boulevard and the
intersection of Hawthorne Boulevard and
Redondo Beach Boulevard, there are two
alternatives: (1) Redondo Beach Boulevard and
(2) an east-west route on Artesia Boulevard
connecting to a north-south route on Hawthorne
Boulevard. These two alternatives are shown in
orange (Alternative 1) and blue (Alternative 2) in
Figure 19.
2.5.1 Alternative 1: Redondo
Beach Boulevard
Alternative 1, which is consistent with the
original grant alignment, was identified as the preferred route by the community in Phase 1 of outreach. This alternative allows for the development of a protected path as there is available rightof-way. A challenge with this alternative is that the intersection of Artesia Boulevard, Grevillea Avenue, and Redondo Beach Boulevard is operationally and geometrically challenging due to the complexity of the intersection and the angles at which the streets meet.
2.5.2 Alternative 2: Artesia Boulevard and Hawthorne Boulevard Alternative 2 avoids crossing Artesia Boulevard at Redondo Beach Boulevard and is closer to the alternative station location for the C Line Extension to Torrance than Alternative 1. However, this alternative faces numerous challenges as both Hawthorne Boulevard and Artesia Boulevard have high traffic volumes. Furthermore, Hawthorne Boulevard is owned by Caltrans, and is a considered route for the C Line Extension to Torrance, so it will likely be constrained with competing priorities.
Further complications are the operational challenges faced at the intersection of Artesia Boulevard and Hawthorne Boulevard.
Figure 19 Artesia Boulevard/Redondo Beach
Boulevard Intersection to Redondo Beach
Boulevard/Hawthorne Boulevard Intersection
Alternative Alignments
2.5.3 Preferred Alignment
Due to the numerous challenges facing Alternative 2 and the opportunity to create a safe and protected bicycle facility on Redondo Beach Boulevard, the preferred alignment is Alternative 1:
Redondo Beach Boulevard from Artesia Boulevard to Hawthorne Boulevard.
The proposed cross-section for this preferred alignment is presented in later in Section 3.0, Proposed Project.
2.6 Redondo Beach Boulevard, from Hawthorne Boulevard
to Prairie Avenue
For this segment of the active transportation corridor, Redondo Beach Boulevard from Hawthorne
Boulevard to Prairie Avenue, a single route was
considered, shown in orange in Figure 20. This
section of Redondo Beach Boulevard is
predominantly within the City of Lawndale, with the
southern sidewalk within the City of Torrance.
The City of Lawndale recently restriped the street to
include Class II facilities and raised medians on the
north side (westbound). Due to the volume of
vehicles on Redondo Beach Boulevard, the need to
maintain as much on-street parking as possible for
residents and businesses, and construction budget
constraints, the study recommends maintaining the
overall vision of Lawndale’s recent street design as
lane removal was not feasible to allow for protected
bicycle facilities in most locations. An additional
challenge of this corridor is the ramps on I-405,
which can be intimidating for cyclists and pedestrians, and confusing for drivers entering or exiting the freeway.
Additional alignments that extended bicycle facilities on Artesia Boulevard and connected to Redondo Beach Boulevard via more easterly north-south routes were examined but were ultimately not moved forward due to political challenges.
The proposed project recommends refinements to the existing street configuration, including the installation of buffered facilities adjacent to the I-405 Freeway ramps and striping improvements at strategic intersections. The proposed cross-section is presented later in Section 3.0, Proposed Project.
Figure 20 Redondo Beach Boulevard, from
Hawthorne Boulevard to Prairie Avenue
2.7 Redondo Beach Boulevard, from Prairie Avenue to
Dominguez Channel
The easternmost segment of the active
transportation corridor, adjacent to Alondra
Park, is shown in orange in Figure 21. This
alignment is on Redondo Beach Boulevard
from Prairie Avenue, connecting to El
Camino Community College and existing
Class I facilities along Dominguez Channel.
This segment requires multi-jurisdictional
coordination as the northwestern corner of
the Redondo Beach Boulevard/Prairie
Avenue intersection is within the City of
Lawndale, the southern portion of the street,
which includes parking and the sidewalk, is
within the City of Torrance, and the
remainder (northern portion of the street east of Prairie Avenue, including most of the travel lanes) is within the County of Los Angeles. Extensive and ongoing coordination with project partners has been conducted over the lifetime of the project to help resolve this complication.
This segment provides opportunities to create protected bicycle facilities that connect to existing Class I facilities (Dominguez Channel Bikeway), serve regional users of Alondra Park, and students and staff at El Camino Community College. Because of the configuration of the Alondra Park parking lot and access points, there are few driveways on the north side of the street; This allows for the development of uninterrupted bicycle facilities on the north side of the street, which can include a protected two-way cycle track. However, a challenge with installing the two-way cycle track is the transition from the Class II bike lanes to the west. The intersection of Redondo Beach Boulevard and Prairie Avenue carries high traffic volumes, and the westbound, channelized, right-turn lane is needed to maintain traffic operations. Therefore, the study examined alternative locations to cross; this examination determined that Ainsworth Avenue was an appropriate low-stress, signalized intersection where crossing between one-way Class II on the south side of the street and two-way Class IV on the north side of the street would be comfortable for bicyclists.
The assessment recommends that the project include two-way protected cycle tracks on the north side of Redondo Beach Boulevard, adjacent to Alondra Park, east of Ainsworth Avenue; Bicyclists will be able to avoid the numerous driveway intersections on the south side of the street and connect to the existing Class I facilities along Dominguez Channel and El Camino Community College. This was supported by the majority of public respondents (64% of 348 people) who preferred the configuration with two-way cycle tracks in comparison to buffered one-way Class II facilities (36%). To provide multiple bicycle facility options, depending on destination, and accommodate a request from the City of Torrance, it is recommended that Class II facilities be continued on the south side of the street between Ainsworth Avenue and the planned Dominguez Channel extension to the south.
The recommended configuration incorporates one-way Class II bicycle facilities from Prairie Avenue to Ainsworth Avenue and two-way, protected cycle tracks along with a one-way eastbound Class II bicycle facility from Ainsworth Avenue to Dominguez Channel. The recommended transition between Figure 21 Redondo Beach Boulevard, from Prairie
Avenue to Dominguez Channel
the one-way and two-way bicycle facilities is at Ainsworth Avenue, as this is a low-stress, signalized intersection with existing pedestrian crosswalks, so operations will not be impacted.
It is anticipated that cyclists connecting to the existing Dominguez Channel Bikeway will transition to the north side of the street at Ainsworth Avenue. It is further anticipated that the one-way eastbound Class II bicycle facility on the south side of the street will interface with the southern segment of the Dominguez Channel Bikeway, planned by others.
The proposed cross-sections are presented later in Section 3.0, Proposed Project.
3.0 Proposed Project
3.1 Recommended Alignment
Based on the outreach and assessment conducted, the alignment shown in Figure 22 is recommended. This alignment will connect numerous residents, employees, and visitors to local schools and colleges, the South Bay Galleria, a keystone commercial and redevelopment site, Alondra Park, a regional recreational destination, and the Dominguez Channel Bikeway – an existing and planned active transportation corridor. It will also connect to existing bicycle facilities on the western and eastern ends of the corridor, providing access beyond the project limits.
Figure 22 Recommended Alignment for the Redondo Beach Boulevard Active Transportation Corridor
The recommended alignment for each segment is listed in Table 1 below, listed from west to east (left to right), as shown in Figure 22 on the previous page.
Table 1 Recommended Alignment(s) by Segment
Section Assessed Recommended Alignment
Dominguez Park to Ripley Avenue/Lilienthal Lane
Intersection
▪ 190th Street, from Dominguez Park to Lilienthal
Lane/Lilienthal Park
▪ Lilienthal Lane, from Lilienthal Park/Fisk Lane to
Ripley Avenue
Ripley Avenue/Lilienthal Lane Intersection to Grant
Avenue/Inglewood Avenue Intersection
▪ South side of Ripley Avenue, from Lilienthal Lane
to Inglewood Avenue
▪ West side of Inglewood Avenue, from Ripley
Avenue to Grant Avenue
Grant Avenue/Inglewood Avenue Intersection to
Grant Avenue/Kingsdale Avenue Intersection
▪ Grant Avenue, from Inglewood Avenue to
Kingsdale Avenue
South Bay Galleria Connection: Grant
Avenue/Kingsdale Avenue Intersection to Artesia
Boulevard/Redondo Beach Boulevard Intersection
▪ Alignment to be determined by the South Bay
Galleria development team
Artesia Boulevard/Redondo Beach Boulevard
Intersection to Redondo Beach
Boulevard/Hawthorne Boulevard Intersection
▪ South side of Redondo Beach Boulevard, from
Artesia Boulevard to Hawthorne Boulevard
Redondo Beach Boulevard/Hawthorne Boulevard
Intersection to Redondo Beach Boulevard Prairie
Avenue Intersection
▪ Redondo Beach Boulevard, from Hawthorne
Boulevard to Prairie Avenue
Redondo Beach Boulevard Prairie Avenue
Intersection to Dominguez Channel
▪ Redondo Beach Boulevard, from Prairie Avenue
to Dominguez Channel, transition from Class II
bike lanes to Class IV two-way cycle track (north
side of the street) at Ainsworth Avenue
3.2 Recommended Facilities
The following facilities are recommended based on the alternative alignments assessment and feedback from agency partners and community members. An overview of the facilities for the recommended alignments are shown in Figure 23 below.
Figure 23 Recommended Facility Types for the Redondo Beach Boulevard Active Transportation Corridor The details of the alignments, including proposed cross-sections, are presented from west to east (left to right) in sections 3.2.1 through 3.2.7.
3.2.1 Recommended Facilities for Dominguez Park to Ripley Avenue/Lilienthal Lane Intersection
The recommended alignment for this section is 190th Street from Dominguez Park to Lilienthal Lane and Lilienthal Lane from Lilienthal Park to Ripley Avenue. The recommended facilities for 190th Street and Lilienthal Lane are shown in the sections below.
For 190th Street, illustrated in Figure 24, it is recommended that, where feasible, protected, one-way facilities be installed on the north side of the street and due to limited roadway width, unprotected one-way Class II facilities be installed on the north side of the street. Bicycle lane protection materials will be determined during engineering design.
Figure 24 Proposed Section of Recommended Facilities for 190th Street from Dominguez Park to Lilienthal Lane
On Lilienthal Lane, the right-of-way is wider on the southern segment between Lilienthal Park/Fisk Lane and Ives Lane when compared to the northern section between Ives Lane and Ripley Avenue.
The southern segment, shown in Figure 25, has a median that will need to be accommodated and parking maintained.
Figure 25 Proposed Section of Recommended Facilities for Lilienthal Lane from Lilienthal Park/Fisk Lane to Ives Lane
The northern segment (Figure 26) is adjacent to Washington Elementary School. Washington Elementary has a landscaped setback on the school property that can be utilized to allow for a protected two-way cycle track or multi-use path despite the narrow right-of-way. This will create continuous protected facilities on the east side of Lilienthal Lane, allowing for safe, active transportation access for students. As design continues through development and construction, this segment will need to be developed in close coordination with the school district and parents of students. Existing utility poles on the east side of Lilienthal Lane would be moved and consolidated with other existing utility poles on the west side of the street.
Figure 26 Proposed Section of Recommended Facilities for Lilienthal Lane from Ives Lane to Ripley Avenue
3.2.2 Recommended Facilities for Ripley Avenue/Lilienthal Lane Intersection to Grant Avenue/Inglewood Avenue Intersection The recommended alignment for this section is Ripley Avenue from Lilienthal Lane to Inglewood Avenue and Inglewood Avenue from Ripley Avenue to Grant Avenue. The recommended facilities include a protected two-way cycle track on the south side of Ripley Avenue, as shown in the section below, Figure 27.
Figure 27 Proposed Section of Recommended Facilities for Ripley Avenue from Lilienthal Lane to Inglewood Avenue
3.2.3 Recommended Facilities for Grant Avenue, from Inglewood Avenue to Kingsdale Avenue
While Grant Avenue currently has Class II bicycle facilities, they are unprotected, offering limited comfort and safety to cyclists. To improve the experience of both bicyclists and pedestrians, it is recommended that buffered, protected Class IV facilities be installed, as shown in Figure 28. Like other proposed Class IV facilities, the specific vertical elements that constitute a Class IV facility will be determined during engineering design.
Figure 28 Proposed Section of Recommended Facilities for Grant Avenue, from Inglewood Avenue to Kingsdale Avenue
3.2.4 Recommended Facilities for South Bay Galleria Connection:
Grant Avenue/Kingsdale Avenue Intersection to Artesia
Boulevard/Redondo Beach Boulevard Intersection
The developers of the South Bay Galleria site, also referred to as the South Bay Social District, will work with City staff to develop off-street bicycle and active transportation routes fronting the buildings on Kingsdale Avenue and Artesia Boulevard as well as through the site. The construction of these facilities is anticipated to be phased alongside the site’s construction.
3.2.5 Recommended Facilities for Artesia Boulevard/Redondo Beach Boulevard Intersection to Redondo Beach Boulevard/Hawthorne Boulevard Intersection
For the recommended alignment for this section – Redondo Beach Boulevard from Artesia Boulevard to Hawthorne Boulevard – the bicycle facilities recommended are off-street, protected, two-way cycle tracks or multi-use path on the south side of the street. A typical section is shown in Figure 29 below.
Figure 29 Proposed Section of Recommended Facilities for Redondo Beach Boulevard from Artesia Boulevard to Hawthorne Boulevard
3.2.6 Recommended Facilities for Redondo Beach Boulevard, from Hawthorne Boulevard to Prairie Avenue
For this section of the corridor, the recommendation is to refine the existing one-way Class II facilities, including the installation of protected facilities adjacent to the I-405 Freeway ramps and intersection improvements. A typical section of this segment is illustrated in Figure 30.
Figure 30 Proposed Section of Recommended Facilities for Redondo Beach Boulevard, from Hawthorne Boulevard to Ainsworth Avenue
3.2.7 Recommended Facilities for Redondo Beach Boulevard, from Prairie Avenue to Dominguez Channel
For the single alignment evaluated, the recommended facilities include a one-way Class II bicycle facility from Prairie Avenue to Ainsworth Avenue. From Ainsworth Avenue to Dominguez Channel, a regional active transportation corridor, a protected two-way cycle track on the north side of the street is recommended, as shown in Figure 31. Additionally, the requested Class II facilities, which provide multiple choices of bicycle facility depending on the cyclist’s final destination, are continued on the
south side of the street between Ainsworth Avenue and Dominguez Channel, this is also shown in Figure 31.
Figure 31 Proposed Section of Recommended Facilities for Redondo Beach Boulevard, from Ainsworth Avenue to Dominguez Channel
3.3 Intersection Vehicle Operations Assessment
An operational assessment for drivers was conducted for the following seven (7) key intersections:
1. Inglewood Avenue & Ripley Avenue
2. Inglewood Avenue & Grant Avenue
3. Kingsdale Avenue & Grant Avenue
4. Redondo Beach Boulevard/Grevillea Avenue & Artesia Boulevard
5. Hawthorne Boulevard & Artesia Boulevard
6. Hawthorne Boulevard & Redondo Beach Boulevard
7. Prairie Avenue & Redondo Beach Boulevard
The operational assessment estimated potential driver delay and level of service (LOS) utilizing existing 20141 counts and forecasted year 2025 traffic volumes. The Near-Term Year 2025 traffic volumes were developed by applying an ambient growth rate of 0.38% per year to the existing traffic data. This is the same ambient growth rate utilized within the South Bay Galleria Improvement Project Transportation Impact Study. The ambient growth rate was based on the Southern California Association of Government’s (SCAG) population growth forecast for the City of Redondo Beach.
These LOS analyses using adjusted counts from 2014 represent an estimate of traffic delay conditions to be experienced by drivers during weekday peak commuting periods only. They do not represent traffic conditions during other hours of the day, nor are they a measure of drivers’ safety.
LOS also does not consider the experience and safety of those who are walking, biking, or taking public transit. As mentioned before, the purpose of the MAT Project is to improve walking and biking 1 Extracted from the South Bay Galleria Improvement Project Transportation Impact Study prepared by Fehr and Peers, July 2017.
connections and address multimodal safety concerns expressed by the community. Attempting to improve intersection LOS may increase speeds and worsen biking and walking conditions.
Table 2 displays the results of the peak hour intersection analysis under existing and Near-Term Year 2025 Conditions including delay, LOS, and key improvements at each intersection. Detailed analysis assumptions, existing traffic count worksheets, and LOS calculation worksheets, are provided in Appendix A.
Table 2 Peak Hour Intersection LOS Results
# Intersection Control
Existing Conditions
Near-Term Year 2025 with
Project
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
Delay Key Improvements
(sec)
LOS
Delay
(sec)
LOS
Delay
(sec)
LOS
Delay
(sec)
LOS
1 Inglewood Ave & Ripley Ave SSSC 16.0 C 15.7 C 17.2 C 16.9 C ▪ Prohibit left-turns
▪ Bollards along Inglewood
Ave
▪ Raised Crossing
2 Inglewood Ave & Grant Ave Signal 33.0 C 50.5 D 37.0 D 62.1 E ▪ Lane configuration
▪ Signal Modifications
▪ Bike Signals
3 Kingsdale Ave & Grant Ave Signal 22.1 C 20.9 C 23.9 C 25.9 C ▪ Lane configuration
▪ Signal Modifications
▪ Bike Signals
4 Redondo Beach Blvd/Grevillea
Ave & Artesia Blvd Signal 24.3 C 24.6 C 26.4 C 26.6 C
▪ Lane configuration
▪ Signal Modifications
▪ Bike Signal
5 Hawthorne Blvd & Artesia Blvd Signal 48.2 D 42.9 D Not Applicable1 6 Hawthorne Blvd & Redondo
Beach Blvd Signal 52.9 D 43.6 D 59.7 E 49.9 D
▪ Prohibit redundant
eastbound right-turn
▪ Bike Signals
7 Prairie Ave & Redondo Beach
Blvd Signal 64.5 E 70.9 E Not Applicable2
Notes:
SSSC = Side-Street Stop-Control. The delay shown is the worst delay experienced by the worst-performing movement for the intersection.
Bold indicates poor LOS.
1 As discussed in Section 2.5.2, due to the numerous challenges, the alignment through this intersection was not selected and improvements are not proposed. See Appendix A for reviewed alternative improvements.
2 As discussed in Section 2.7, due to operational challenges, improvements are not proposed at this intersection. Therefore, the transitions between existing and proposed bicycle facilities and between one-way and two-way bicycle facilities is proposed to take place at Ainsworth Avenue. See Appendix A for reviewed alternative improvements.
Appendix A - Operational Assessment –
Detailed Analysis Assumptions, Existing
Traffic Counts, LOS Calculation Worksheets
Detailed Analysis Assumptions
This section outlines all analysis assumptions for key study intersections for the Proposed Project including any traffic signal modifications, bike signal assumptions, and geometric changes.
Summarized list of study intersections is shown below:
1. Inglewood Ave & Ripley Ave
2. Inglewood Ave & Grant Ave
3. Kingsdale Ave & Grant Ave
4. Redondo Beach Blvd/Grevillea Ave & Artesia Blvd
5. Hawthorne Blvd & Artesia Blvd
6. Hawthorne Blvd & Redondo Beach Blvd
7. Prairie Ave & Redondo Beach Blvd
Intersection #1: Inglewood Ave & Ripley Ave
Cyclists will need to cross from the south side of Ripley Ave to the north.
Preferred:
▪ Maintain intersection as unsignalized
▪ Prohibit left-turns for the northbound and eastbound direction ▪ Addition of bollards along Inglewood Ave at the intersection to prohibit left-turns ▪ Addition of a speed table for the west leg of the intersection Alternative:
▪ Signalization (Couplet with Inglewood Ave & Grant Ave intersection) ▪ Bike signal for west leg
▪ Northbound left-turn will be prohibited during peak hours and possibly school dismissal with blank out sign (prohibited during peak hours under existing conditions) ▪ Eastbound left-turn will be allowed with signalization (restricted during peak hours under existing conditions)
Determined to be infeasible due to following:
▪ History of coordination issues for couplet/closely spaced intersections Signal has potential to induce vehicular traffic and increase left-turns out of Ripley at the intersection Intersection #2: Inglewood Ave & Grant Ave
Project Feature: Class IV one-way cycle tracks will be constructed on the north and south side of Grant Ave east of Inglewood Ave, which will require geometric changes for the east leg. Additionally, a bike signal(s) will be needed at intersection.
Preferred:
▪ Removal of merge lanes for east leg
▪ Incorporating the southbound stop-control right-turn pocket into the signal operations ▪ Conversion of westbound through lane to a shared through-right lane ▪ Bike signals for all approaches
Alternative:
▪ Coordinate signal with new signal at Inglewood Ave & Ripley Ave intersection Determined to be infeasible due to following:
▪ History of coordination issues for couplet/closely spaced intersections Intersection #3: Kingsdale Ave & Grant Ave
Class IV one-way cycle tracks will be constructed on the north and south side of Grant Ave west of Kingsdale Ave. The landscape triangle and the landscape on south side of Grant Ave west of Kingsdale Ave will be incorporated into design. Channelized southbound right-turn will be removed to remove the conflict point between vehicles and cyclists along Grant Ave.
Preferred:
▪ Bike signals for the north, south, and east leg
▪ Eastbound through-right lane converted to an exclusive right-turn lane ▪ Southbound approach extended to intersection
▪ Maintain permissive left-turn phasing for both the northbound and westbound approaches Alternative:
▪ Bike signals for the north, south, and east leg
▪ Eastbound through-right lane converted to an exclusive right-turn lane ▪ Southbound approach extended to intersection
▪ Update permissive left-turn phasing for both the northbound and westbound approaches to protected left-turn phasing
Determined infeasible due to operational constraints at the intersections and affected intersections south of the intersection.
Intersection #4: Redondo Beach Blvd/Grevillea Ave & Artesia Blvd Lane repurposing with removal of one eastbound vehicle lane to construct a class IV two-way cycle track. Additionally, cyclists will need to cross Arteria Blvd to continue onto Redondo Beach Blvd.
Preferred:
▪ Removal of eastbound through lane
▪ Bike signal on east leg of intersection
Intersection #5: Hawthorne Blvd & Artesia Blvd
This intersection was analyzed to determine the feasibility of alignment along Artesia Boulevard between Redondo Beach Boulevard and Hawthorne Boulevard.
Alternative:
Lane repurposing between Redondo Beach Blvd and Hawthorne Blvd = removal of eastbound rightturn pocket at intersection and convert through lane to an exclusive right-turn lane ▪ Bike signals for the south and east leg
▪ Conversion of northbound through-right lane to an exclusive right-turn lane.
Determined infeasible due to substantial increase in delay and degraded levels of service. With implementation of the improvements above, the intersection is projected to operate at 103.9 seconds of delay/LOS F during the AM peak hour and 77.9 seconds of delay/LOS E during the PM peak hour.
Intersection #6: Hawthorne Blvd & Redondo Beach Blvd
Cyclists will need to transition between the class IV two-way cycle track to the west of the intersection to the Class II facilities to the east.
Preferred:
▪ Maintain split signal phasing in eastbound and westbound directions ▪ Prohibit the eastbound right-turn
▪ Bike signals for the south and east leg
Alternative:
Lane repurposing (south side only along Redondo Beach Blvd west of intersection) ▪ Eastbound and westbound thru/left lanes converted to thru-lanes. ▪ Eastbound and westbound phasing updated from split phasing to protected left-turns. ▪ Addition of NBR Overlap.
▪ Bike signals for south and east legs.
Determined infeasible due to substantial increase in delay and degraded vehicular levels of service.
With implementation of the improvements above, the intersection is projected to operate at 76.1 seconds of delay/LOS E during the AM peak hour and 76.2 seconds of delay/LOS E during the PM peak hour.
Intersection #7: Prairie Ave & Redondo Beach Blvd
Initially, the transitions between existing and proposed bicycle facilities and between one-way and two-way bicycle facilities is proposed to take place at this intersection Alternative:
▪ Westbound approach lane configuration updated from WBL, Dual WBT, WBR (channelized) to WBL, WBT, WBTR (removal of WBR channelized lane).
▪ Bike signal for north, south, and east leg
Determined infeasible due to substantial increase in delay and degraded vehicular levels of service.
With implementation of the improvements above, the intersection is projected to operate at 86.4 seconds of delay/LOS F during the AM peak hour and 92.7 seconds of delay/LOS F during the PM peak hour.
Existing Traffic Counts
LOS Calculation Worksheets
NATURE
HUB
C I V I C
MOBILITY
• Prioritize opportunities for mobility based access to site. • Encourage bicycle traffic to enter the park.
• Incorporate bicycle repair station. Encourage workshop destination for regular bicycle community.
• Provide temporary bike racks for short term rest.
• Provide areas for mobile vendors to activate site with local business. • Create passive rest areas and encourage short exploration point for cyclists. • Park to serve as a community gateway and passive meet up point for cyclists. • Provide interpretive art elements to connect users to the site. • Create a Mobility Hub, incorporating a passive pause point destination. • Incorporate endangered El Segundo Blue Butterfly habitat and interpretive features. • Create a civic space of gathering/storytelling through public art. • Focus people places along the Grant Ave to encourage good Crime Prevention Through Environmental Design (CPTED) best practices.
• Screen the view to the Cemetery while also preserving the view to the Cemetery Signage. • Celebrate the endagered El Segundo Blue Butterfly and create habitats that support their proliferation in the area.
• Opportunity to use planting to screen cemetery.
• Create a natural barricade and boulders from west streetscape.
CIVIC
NATURE
MOBILITY HUB
GUIDING PRINCIPLES
Regional Map - NTS
Ripley Ave
Artesia Blvd
405
Hawthorn Blvd
Redondo Beach Blvd
SITE
Legend
Bike / Mobility Trail
Open Space
North Redondo Beach Bike Lanes Conceptual Design Package January 09, 2025 0 30 60 120
Scale: 1” = 60’-0”
North
Felton LnPerkins LnInglewood Ave
Rockefeller Ln
Grant Ave
LEGEND
1 4
5 7
19 15
10 20
18 12
11 24
6 23
22 3
2 21
8 16
9 17
13 14
Existing Tree to Remain, Typ.
Enhanced Paving at the Main
Pedestrian Point of Entry
Blue Light Emergency Phone
Proposed Dedicated Bike Lane
Proposed Sidewalk
Overhead Power Line, Typ.
Overhead Power Pole, Typ.
Light Overhead Shade Structure
Mobility Hub Bicycle Repair Equipment
El Segundo Blue Butterfly Interpretive
Panels
Canopy Shade Tree, Typ.
Accent Tree, Typ.
Existing Sign to Remain
Tall Regal Stone CMU Privacy Wall
18” Tall C.I.P. Concrete Seat Wall w/
integral skate stops & sleep deterrents
Bench Seating, Typ.
Varying Size Boulders, Typ.
Arroyo w/ Cobble and Mixed Planting
Security Bollard, Typ.
Prefabricated Pedestrian Bridge
Bike Racks
Replant Median Landscape
Art Installation
Mixed Planting Area, Typ.
1 6
8 15
10 17
12 19
20 21
22 23
24 14
2 7
9 16
11 18
13 3
4 5
Eriogonum parvifolium
Dune Buckwheat
Pedestrian Bridge
Future Bike Lane
Not in Current
Project
Interpretive Panels
Design Inspiration
El Segundo Blue Butterfly
Arroyo w/ Cobble Bioswale
Planting Strategies
Light Overhead Structure
Bike Repair Station
North Redondo Beach Bike Lanes 0 10 20 40
Scale: 1” = 20’-0”
North
Inglewood Ave
Ripley Ave
Grant Ave
Pacific Crest Cemetery
Design Statement
The landscape vision for this open space is crafted through the concept of wind and mobility. You feel the wind as you cycle to the site as the prevailing westerly winds sweep through the open space. The wind carries the endangered El Segundo Blue Butterfly to this site and the proposed plant massings provide new habitat areas for the butterfly.
The open space features are inspired by the patterns of the Blue Butterfly wings.
The central planting areas are an abstraction of the rhythmic spots located on the butterfly wings. This concept also proposes a free standing privacy wall with mounding to screen the cemetery along the southern edge of the site.
The interpretive panels within the main plaza tell the story of the El Segundo Blue Butterfly, it’s unique connection to this region, life cycle, and it’s native habitats.
Conceptual Design Package
January 09, 2025
Agave attenuata /
Foxtail Agave
Arbutus ‘Marina’ /
Marina Strawberry Tree
Tabebuia impetiginosa /
Pink Trumpet Tree
Acacia podalyriifolia /
Blue Pearl Acacia
Ulmus parvifolia /
Chinese Elm
Magnolia grandiflora ‘Samuel Sommer’ /
Samuel Sommer Magnolia
Calandrinia spectabilis /
Pink Calandrinia
Carex spissa /
San Diego Sedge
Rhamnus californica ‘Eve Case’ /
Eve Case California Coffeeberry
Carex praegracilis /
California Field Sedge
Asclepias subulata /
Rush Milkweed
Salvia leucophylla ‘Point Sal Spreader’ /
Point Sal Spreader Purple Sage
Senecio mandraliscae ‘Blue Chalk Sticks’ /
Blue Fingers
Muhlenbergia dubia /
Pine Muhly
Zamia furfuracea /
Cardboard Palm
Tagetes lemmonii /
Tagetes Copper Canyon
Eriogonum parvifolium /
Dune Buckwheat
Iva hayesiana /
San Diego marsh elder
Mixed Boulders and Cobble of the Arroyo
TREES SHRUBS GROUNDCOVER AROYO SHUBS
Abutilon palmeri /
Indian mallow
North Redondo Beach Bike Lanes Conceptual Design Package January 09, 2025
APN: 4082007002,
4082007900
GRANT AVE INGLEWOOD AVE
R/W
38 39 40 40
GRANT AVE CL
1 1
1 1
OIL
WTR
SS
PIP GAS LINE
PIP GAS LINE
PIP GAS LINE
TELE
PIP GAS LINE
3 1 1
3 3
16" TREE 3
12" TREE
PP
3 TS 13
13 TS
5 6
7 7
INGLEWOOD AVE CL
4" TREE
8" TREE
3 4" TREE (3)
PP 1
3 LSCP
TELE MH 2
TELE VAULT 2
WM 1
TELE MH 1
2 1
ICB 2
VALVE 2
PB 1
SIGN
FENCE 1
GATE 1
1 PP
PP 1
PB 2 2 SIGN
1 C&G
2 SIGN 2 SIGN
2 WM 3
SS MH 1
3 FENCE
2 SIGN
2 SIGN
SWLK 3
SITE TO BE UPDATED ONCE LAYOUT IS FINALIZED
7 6 10'
5 7 3
PP 1
GUY WIRE(3) 2
2 GUY WIRE
2 GUY WIRE
2 GUY WIRE
PB 13
PB 13
PB 13
3 CURB
RAMP
R/W
R/W
R/W
C&G 1
PUBLIC WORKS DEPARTMENT
CALIFORNIA
CITY OF REDONDO BEACH
ENGINEERING SERVICES DIVISION
REVISIONS
DATE DESCRIPTION
DRAWN CHECKED SCALE
APPROVED BY DATE
PROJECT NO. SHEET NO.
OF SHEETS
DRAWING NO.
CITY ENGINEER - RCE # PRELIMINARY DESIGN P:\Project\2024.0798_North Redondo Beach Bike Lane\CAD\Plans\798_IM_PARK.dwg Plot: Donna Zhang Date: 1/17/2025 4:37:15 PM 6 N
0' 10' 20'
SCALE 1" = 10'
4 GENERAL NOTES
1. UNLESS OTHERWISE SHOWN ON PLANS, CONTRACTOR SHALL CLEAR AND
GRUB ALL AREAS WITHIN GRADING LIMITS AND REMOVE ALL IMPEDANCES FOR THE PROPOSED FACILITIES.
2. CONTRACTOR SHALL VERIFY THE EXISTENCE AND HORIZONTAL/VERTICAL
LOCATION OF ALL UTILITIES WITHIN THE PROJECT AREA THAT MAY CONFLICT WITH THE PROPOSED CONSTRUCTION. CONTRACTOR SHALL VERIFY THAT ANY
UTILITIES SHOWN TO BE RELOCATED BY OTHERS HAVE BEEN RELOCATED AND ARE NO LONGER IN CONFLICT. CONTRACTOR SHALL IMMEDIATELY NOTIFY THE
ENGINEER OF ANY REMAINING UTILITY CONFLICTS PRIOR TO THE START OF ANY DEMOLITION WORK.
3. CONTRACTOR SHALL MAINTAIN EXISTING ELECTRICAL CIRCUITS FOR EQUIPMENT NOT REMOVED DURING DEMOLITION.
4. SEE SIGNING AND PAVEMENT MARKING PLANS FOR PAVEMENT MARKINGS AND TRAFFIC SIGN RELOCATIONS AND NEW INSTALLATIONS.
LEGEND
PROPERTY LINE
R/W
EXISTING FENCE LINE
SIDEWALK
ASPHALT
CONSTRUCTION NOTES
PROTECT IN PLACE
ADJUST TO FINISHED GRADE
REMOVE AND DISPOSE
CONSTRUCT 4" THICK PCC SIDEWALK PER
SPPWC STD PLAN 113-2
CONSTRUCT 6" THICK PCC DRIVEWAY
APPROACH PER SPPWC STD PLAN 110-2
CONSTRUCT CURB RAMP PER SPPWC STD
PLAN 111-5
TRAFFIC SIGNAL IMPROVEMENTS AT FINAL
DESIGN
1 2
3 5
6 7
13 //
STOP APN: 4082008004
APN: 4082008802
APN: 4082008801
INGLEWOOD AVE GRANT AVE 37 38
10 11 12 13 13
GRANT AVE CL
WATER
OIL
WATER
MEDIAN
TREE TREE TREE TREE TREE
SIGN
MEDIAN
SWLK
WV
WV
7 ROCKEFELLER LN
OIL 10' 40' 40' 10'
R/W
R/W
R/W
1 1
1 3
3 1
1 1 1 1 1 1
3 1
3 1
INGLEWOOD AVE CL
3 1
8 8
REALIGN MEDIAN
13 10
13 1
1 14
11 PB
PB
7 TMH
PUBLIC WORKS DEPARTMENT
CALIFORNIA
CITY OF REDONDO BEACH
ENGINEERING SERVICES DIVISION
REVISIONS
DATE DESCRIPTION
DRAWN CHECKED SCALE
APPROVED BY DATE
PROJECT NO. SHEET NO.
OF SHEETS
DRAWING NO.
CITY ENGINEER - RCE # PRELIMINARY DESIGN P:\Project\2024.0798_North Redondo Beach Bike Lane\CAD\Plans\798_IM.dwg Plot: Donna Zhang Date: 1/17/2025 4:42:45 PM 6 N
0' 20' 40'
SCALE 1" = 20'
5 GENERAL NOTES
1. UNLESS OTHERWISE SHOWN ON PLANS, CONTRACTOR SHALL CLEAR AND
GRUB ALL AREAS WITHIN GRADING LIMITS AND REMOVE ALL IMPEDANCES FOR THE PROPOSED FACILITIES.
2. CONTRACTOR SHALL VERIFY THE EXISTENCE AND HORIZONTAL/VERTICAL
LOCATION OF ALL UTILITIES WITHIN THE PROJECT AREA THAT MAY CONFLICT WITH THE PROPOSED CONSTRUCTION. CONTRACTOR SHALL VERIFY THAT ANY
UTILITIES SHOWN TO BE RELOCATED BY OTHERS HAVE BEEN RELOCATED AND ARE NO LONGER IN CONFLICT. CONTRACTOR SHALL IMMEDIATELY NOTIFY THE
ENGINEER OF ANY REMAINING UTILITY CONFLICTS PRIOR TO THE START OF ANY DEMOLITION WORK.
3. CONTRACTOR SHALL MAINTAIN EXISTING ELECTRICAL CIRCUITS FOR EQUIPMENT NOT REMOVED DURING DEMOLITION.
4. SEE SIGNING AND PAVEMENT MARKING PLANS FOR PAVEMENT MARKINGS AND TRAFFIC SIGN RELOCATIONS AND NEW INSTALLATIONS.
LEGEND
PROPERTY LINE
R/W
EXISTING FENCE LINE
SIDEWALK
ASPHALT
LANDSCAPING
CONSTRUCTION NOTES
PROTECT IN PLACE
REMOVE AND DISPOSE
CONSTRUCT CURB RAMP PER SPPWC STD
PLAN 111-5
CONSTRUCT BIKE MEDIAN PER DETAIL X ON
SHEET X
REMOVE AND INSTALL TYPE 1-A TRAFFIC
SIGNAL POLE
CONSTRUCT 4" THICK PCC DRIVEWAY
APPROACH PER SPPWC STD PLAN 110-2
TRAFFIC SIGNAL IMPROVEMENTS AT FINAL
DESIGN
CONTRACTOR TO RELOCATE SURVEY
MONUMENT
1 3
7 8
10 11
13 14
//
STOP
INGLEWOOD AVE GRANT AVE
R/W
R/W
R/W R/W
4.5'
11'
4.5'
2'
11'
10'
10'
4'
2'
6'
11'
8.5'
10'
10'
12'
11.4'
R375' ROCKEFELLER LN 37 38
10 11 12 13 13 7 7 R800'
10' 10'
10' 10'
11' MIN
VAR 14'
12.5'
VAR
19.6'
12'
11.6' R800' R800'
PUBLIC WORKS DEPARTMENT
CALIFORNIA
CITY OF REDONDO BEACH
ENGINEERING SERVICES DIVISION
REVISIONS
DATE DESCRIPTION
DRAWN CHECKED SCALE
APPROVED BY DATE
PROJECT NO. SHEET NO.
OF SHEETS
DRAWING NO.
CITY ENGINEER - RCE # PRELIMINARY DESIGN P:\Project\2024.0798_North Redondo Beach Bike Lane\CAD\Plans\798_SS.dwg Plot: Donna Zhang Date: 1/17/2025 3:42:06 PM 6 N 0' 20' 40'
SCALE 1" = 20'
6