Untitled - Department of City Planning

Transcription

TRANSIT-ORIENTED DISTRICTS IN
SOUTH LOS ANGELES
Legend
Metro Station
Metro Blue Line
Metro Green Line
RENEW Los Angeles
Subdistrict 1
Grand
Subdistrict 2
Subdistrict 3
Subdistrict 4
San Pedro
Washington
Vernon
SOUTHEAST
LOS ANGELES
Community Plan Area
Slauson
SOUTH LOS ANGELES
Community Plan Area
103rd St
Vermont
Harbor Fwy
Avalon
Imperial/Wilmington
N
STAFF REPORT
To the City Planning Commission
3/8/2012
CITY OF LOS ANGELES
DEPARTMENT OF CITY PLANNING
CPC-2008-1553-CPU / ENV-2008-1780-EIR
CPC-2008-1552-CPU / ENV-2008-1781-EIR
CITY OF LOS ANGELES
DEPARTMENT OF CITY PLANNING
RENEW/TOD TEAM
Faisal Roble, Senior City Planner
Lynell Washington, Project Manager
Robert Baird
Alex Campbell
Isidro Cerda
Tamara Gishri
TABLE OF CONTENTS
1.0
EXECUTIVE SUMMARY
1
2.0
PROJECT OVERVIEW
3
3.0
SITE CONTEXT/EXISTING CONDITIONS
9
4.0
POLICY RECOMMENDATIONS
17
Goal 1: Create perceptibly safe transit neighborhoods that have
daytime and nighttime commercial activity
18
Goal 2: Improve walkability near transit stations by enhancing
pedestrian environments
20
Goal 3: Complement the existing character of transit neighborhoods
while maximizing the housing and retail potential of nearby
stations
22
Goal 4: Use health, recreation and retail amenities to
improve local quality of life in transit neighborhoods
25
Goal 5: Promote environmental sustainability through
multi-modal transportation and resourceefficient design
27
Goal 6: Create mixed-income communities as an
alternative to displacement
30
Goal 7: Streamline the Environmental review process for
development projects near transit stations that meet basic
design requirements
5.0
6.0
IMPLEMENTATION
32
33
Development Typology
33
Density Incentives
46
Parking Incentives
47
Types of Public Benefits
47
Wayfinding Signage
49
NEXT STEPS
Environmental Clearance
51
51
A
Multimodal Traffic Analysis 51
Streetscape Plan
51
Policy Implementation—CPIOs
52
Appendix
53
Acknowledgements
83
1
1.0 Executive Summary
The Los Angeles Department of City
neighborhood constituencies and
Planning (DCP), with funding from the
stakeholders to understand their
LA County Department of Public Health
transportation needs and future
(DPH), began in 2010 to create ten new
development concerns
Transit Oriented Districts (TODs) along
the Metro Blue and Green lines in South
Los Angeles. The end product of this
3. Tabulation of the collected land use data
and community concerns
collaboration is to help reduce barriers to
4. Formulation of land use policy that
physical activity and to enhance economic
guide the development of private
development in the communities of South
property over the next 15-years
Los Angeles.
Renew Environments for Nutrition, Exercise,
and Wellness (RENEW) TOD objectives are
to improve the health, livability, mobility
5. Monitor and adjust the goals and
objectives of the RENEW TOD
Community Plan Implementation
Overlay (CPIO) over time.
and connectivity of several communities
The collaboration between DCP and
within a mile radius of ten Metro Rail
Community Health Councils, Inc. entailed
stations. The two-year LA County funded
extensive engagement of area residents in
project was divided into 5 sequences for
efforts to raise the level of awareness of
study purposes:
health issues and physical barriers in their
neighborhoods. There were a series of
1. Planning efforts centered on gathering
land use data
2. Extensive collaboration with local
visioning workshops to engage residents
on the tangible benefits of development
standards and how they can transform
2
RENEW Transit Oriented Districts Plan
2.22.2012 DRAFT
neighborhoods. Moreover, staff conducted
the community outreach also helped
a number of small group meetings to
create policies related to “placemaking”.
enhance public outreach. DCP used all
These goals range from creating safe
of this information and more to complete
transit neighborhoods that have daytime
a land use analysis and create a proposed
and nighttime commercial activity, to
implementation strategy for the public’s
complementing the existing character of
review over the next several months.
transit neighborhoods while maximizing
the housing and retail potential of nearby
As part of the land use policy
stations. Taking all of the feedback and
recommendations, streetscape
goals into account, a development typology
improvements and wayfinding signage
was created with an emphasis on form-
recommendations were created with the
based zoning practice. The development
help of a consultant, RAW International.
typology will modify the zoning and land
Several goals which were derived from
use regulations used by the City of Los
Angeles; to help increase the opportunity
Blue line station
to Long Beach
for mixed-use and multi-family housing
within a quarter-mile of Metro stations.
To encourage development around Metro
stations, new incentives are proposed to
provide developers with lower parking
requirements and more opportunities to
create catalytic projects, while giving the
RENEW aims to
implement changes to
the land-use policies
surrounding MTA
Blue and Green Line
transit stations
Proposed signage and
wayfinding for the
RENEW TOD areas
surrounding communities the amenities
needed to enhance their stations areas.
3
2.0 Project Overview
Obesity is an epidemic identified by
the federal Center for Disease Control
occurring at an in-proportionate rate
Obesity is an epidemic
in South Los Angeles. There are more
identified by the
people dying from diabetes, hypertension,
cardiovascular conditions and asthma than
CDC as occurring in
violent crime, drugs, and auto accidents
South Los Angeles.
combined. More than half of the adult
There are more people
population is overweight or obese in
Los Angeles County. Statistics show that
dying from diabetes,
low-income areas in Los Angeles are at
hypertension, cardio
higher risk for preventable diseases linked
vascular conditions and
to obesity, including heart attacks, strokes,
asthma than violent
diabetes and even cancer. Obesity is
affecting the younger generation as well.
crimes, drugs, and auto
It is estimated that children who are obese
accidents combined.
have a 70-80% chance of becoming obese
adults. As these children begin to develop
obesity-related diseases at younger ages, the
city will have to address more health and
of Los Angeles received a two-year grant
economic issues.
from the Centers for Disease Control
(CDC) to sponsor Renew Environments
As part of the American Recovery and
for Nutrition, Exercise, and Wellness in
Reinvestment Act (ARRA), the County
Los Angeles County (RENEW). Project
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2.22.2012 DRAFT
RENEW consists of ten health-based
economic equity. It revitalizes declining
initiatives throughout South Los Angeles.
neighborhoods and underutilized areas
The Department of Public Health
with compatible development through
(County of Los Angeles) contracted with
land use incentives.
several municipal agencies, including the
Department of City Planning (DCP),
and community–based organizations to
accomplish the goals expressed by the CDC.
One way to meet these goals is to decrease
the incidence of obesity, diabetes and other
chronic diseases by reducing barriers to
exercise and encouraging physical activity.
The partnership of City and County can
help meet these goals through the creation
of land use policies for ten Transit-Oriented
Districts (TODs) along the Metro Blue
• Increase Safety: A TOD helps increase
safety for pedestrians, visitors, and
transit users in the community be
creating places that are actively used
throughout the day and evening.
Neighborhoods that are planned with
pedestrian friendly design, and provide
various mixed use opportunities, put
more eyes on the street and reduce
isolation of both buildings and people.
• Sustainability: Housing in TOD with
and Green lines in South Los Angeles. The
a variety of shopping options for food
TOD Plans will include changes to the
and other essentials reduce the need
existing land use, creation of urban design
for vehicular traffic and, as a result,
standards and streetscape designs that
reduce rates of air pollution and energy
improve pedestrian and bicycle access to the
consumption.
transit stations and major neighborhood
destinations. Below are TOD summarized
benefits:
• Walkability: A TOD station promotes
walkability by providing amenities such
as safe and pedestrian-friendly street
• Mixed-Use: Building costs can be
reduced through more compact densities
and growth patterns. Mixed-use
development also encourages a higher
level of commercial activity.
• Connectivity: Better, safer streets at the
networks that allow for pedestrian access
neighborhood level can provide greater
between transit stops and/or work places
access to local transit hubs that connect
and the immediate surrounding areas of
people to the wider city.
residence.
• Mobility: A TOD creates improved
• Save Money: A TOD can save
money by decreasing use of cars and
transportation networks that can provide
associated driving costs such as fuel and
mobility options for elderly, young
maintenance.
people and people who do not own cars
or prefer not to drive.
• Equity: A TOD creates social and
• Health: A TOD encourages healthy
options for people to walk or bike to
local destinations, such as employment,
5
recreation, commercial and retail by
creating urban centers linked by transit
options and pedestrian corridors within
accessible distances.
As part of the two-year grant, DCP
There are many possibilities for growth
and economic development around the
ten Metro Rail stations. However, there
entered into a Memorandum of
are challenges that need to be addressed
Agreement (MOA) with DPH to provide
in order for the stations to reach their
staff; a project manager and four urban
planners, to formulate land use policy
full potential.
and implementation tools that address
the health epidemic in South Los Angeles
neighborhoods. In addition to the planning
staff, a design consultant was selected
BACKGROUND
from a field of Southern California firms
RENEW/TOD consists of ten Metro Blue/
to assist the RENEW planning team with
Green Line stations located in the Southeast
the formulation of design standards and
and South Los Angeles Community Plan
guidelines for residential, commercial
areas, each of which has its own unique
and industrial areas adjacent to the
physical characteristics, challenges and
transit stations. The consultant was also
opportunities. Stations were divided
responsible for developing a signage and
into sub-districts because of the existing
wayfinding typology. Outreach consultants
CPIO enabling language allows for one
were also contracted to engage various
geographical defined district within the
residential constituents and stakeholders
CPIO. ‘Sub districts’ were created to define
for visioning and the drafting of land use
the overall boundaries encompassing the
development policies.
land use areas adjacent to the ten stations.
Each sub district contains sub areas that
DCP is currently preparing the program-
describe the specific land use and zoning
level Environmental Impact Reports (PEIR)
changes. Each of the sub districts are
and associated Traffic Impact Mitigation
geographical areas that has been identified,
Program (TIMP) for the Southeast Los
based on land use characteristics, as ideal
Angeles and South Los Angeles New
locations to integrate future improvements
Community Plans (NCP), which the ten
and enhancements to the public-right-
RENEW TOD stations are a part of. The
of-way and ensures that compatible land
higher land use intensities, zone and height
uses, scale, intensity and density will occur.
district changes proposed for RENEW
Below is a brief description of the sub
TODs would be analyzed within the same
districts and their potential to ensure that
PEIR.
future development enhances the unique
architectural, environmental, and cultural
6
2.22.2012 DRAFT
SUB-DISTRICT 2
Evan Frankel Discovery
Center at the Augustus
Hawkins Natural Park
The Vernon and Slauson stations are within
close proximity to the Alameda Corridor
and the Augustus Hawkins Natural Park.
The Alameda Corridor provides access
to industry and jobs for the neighboring
communities. Augustus Hawkins Natural
Park provides a much needed connection
qualities of each of the Community Plan
to nature, which is premium in South Los
areas.
Angeles. This populous area is in close
proximity to a large retail serving facility
SUB-DISTRICT 1
and abuts one of the City’s oldest public
housing developments (Pueblo Del Rio).
The Grand, San Pedro and Washington
stations are located on Washington
Boulevard, which is considered to be one
SUB-DISTRICT 3
of the city’s primary growth corridors
The 103rd Street and Imperial/Wilmington
for mixed-use and clean industry. The
stations have cultural and historical
proximity to the downtown Business
significance to the City of Los Angeles.
District, schools and retail within close
Examples of cultural resources are the
distance of the stations make it ideal for
historic train station, Watts Towers and
infill growth and the refurbishment of
historic fire station. The Redevelopment
existing development.
of Jordan Downs and the expansion of
King-Drew Medical Center will serve as a
Watts Towers
new source of jobs and growth in the Watts
community.
SUB-DISTRICT 4
The Avalon, Harbor and Vermont
stations are within close proximity to the
Harbor (110) Freeway and Century (105)
Freeway, which provides residents access to
downtown Los Angeles and serves as the
gateway to the Los Angeles International
Airport. These three stations are in close
proximity to Los Angeles Southwest
College and various LA County civic
7
facilities. There is also potential for infill
PLANNING PROCESS
and increased zoning capacity opportunities
along the area’s main commercial corridors
The planning process includes:
(e.g. Imperial Highway and 120th Street).
• Discovery: Background research and
There are many possibilities for growth
engaging community groups and
and economic development around the
stakeholders.
ten Metro Rail stations. However, there
are challenges that need to be addressed
in order for the stations to reach their full
potential. Sidewalks along a majority of
the corridors within a half-mile of the
• Inventory Analysis: Obtain and analyze
land use and street data, and identify.
Identify barriers and opportunities
• Recommendations: Develop goals
stations vary in width and can be very
and objectives from the community;
narrow, at times. Combined with a lack
formulate. Formulate recommendations
of bicycle facilities, this makes it difficult
for development areas adjacent to transit
for pedestrians and bicyclists to travel
stations that incorporate and encourage
these corridors. The eastern portion of
alternative transit strategies and funding
Washington Boulevard and the Long Beach
models
Avenue corridor has issues with residential
and industrial transitions. A healthy
residential housing inventory adjacent
to a vigorous industrial employment
base is desirable. However, the lack of
a physical transition between these land
• Policy Adoption and Implementation:
Inform City and community leaders;
adopt. Adopt and build support for
plans
• Monitor and Update: The Plan will
uses can result in significant impacts to
be a collaborative, cooperative and
residents. The Blue Line tracks, in most
continuous process of addressing urban/
occurrences, are a barrier in the community,
pedestrian-oriented transit development
impeding the ability of pedestrians and
concerns
bicyclists to traverse their neighborhoods.
There is a variety of retail along the main
corridors near these stations. The types
of establishments and auto orientation of
buildings make it uncomfortable for nonmotorists to access them. These challenges,
in the absence of land use strategies and
robust urban design, have been detrimental
to the residents of South Los Angeles.
8
2.22.2012 DRAFT
Transit Oriented Development
Community Planning Process Diagram
2-3 Years
Discovery
Inventory Analysis
Recommendations
Environmental Process
Adoption & Implementation
Monitor
9
3.0 Site Context/
Existing Conditions
The need and potential for creating
URBAN CHARACTERISTIC
sustainable transit communities at each
VARIABLES
of the Blue/Green Line stations in South
Los Angeles was taken into consideration
when the land use assessments were made.
A framework and score card was developed
in order to provide the basis for quantitative
and qualitative land use assessments around
the ten Metro Rail stations. Field surveys
were conducted at the quarter-mile scale
and land use data was collected at the
mile scale. Each variable included in the
analysis is described below. After the data
was collected each station got a letter grade
based upon each variable (see Appendix B-1).
• Development Opportunity: Identified
parcels generally hostedhoused
small-scale industrial or multi-unit
residential land use that could be
assembled into workable opportunity
sites for development projects with
reasonable effort. Existing housing
stock that contributes to neighborhood
character, recent projects that
contribute to city goals for housing or
commercial development, large-scale
industrial employment generators,
and sites already identified for specific
redevelopment projects were not
identified as opportunity sites.
Mapping the locations of opportunity
sites near specific transit stations helped
to form a vision for nodes and corridors
of transformative development,
10
ultimately leading to the assignment of
2.22.2012 DRAFT
• Retail: The number of retail outlets
development types and the delineation
(i.e. apparel, electronics, and general
of individual subareas within each
merchandise) within a quarter-mile of
subdistrict.
each station measures the availability
• Housing: Three variables describe
the characteristics of the housing
stock within a mile of each station.
Residential density is measured by
dwelling units per acre (du/ac) and
varies from less than one du/ac in
of basic goods within walking distance
for local residents and employees. The
observed level of patronage at these
retail locations measures their potential
as generators of daytime and evening
pedestrian activity.
heavily industrial areas to almost eight
Survey results indicated that the
du/ac in medium-density residential
availability of retail space is not an
zones. Housing diversity is measured
inhibiting factor for creating pedestrian-
by the ratio of single-family homes
oriented commercial nodes at most
to multi-family homes. Housing
stations. However, moderate to low
affordability is measured by the
levels of actual activity at these locations
percentage of local households spending
indicate a need for more neighborhood-
30% or more of their income on
serving retail uses and a more walkable
housing expenses. These variables
shopping environment.
indicate how much residential capacity
findings led to a limited use of required
is needed to make TOD viable at
(though usually allowed) ground-floor
specific stations, where housing stock
commercial uses and a focus on street-
needs to be diversified, and where
level building design guidelines.
affordable housing development efforts
need to be concentrated.
These
• Everyday Uses: Five variables measure
the degree to which local residents and
None of the station areas currently have
employees (quarter-mile radius) have
densities near the minimum (12 du/ac)
access to everyday services, including
necessary to support TOD. The analysis
grocery stores, convenience stores,
also showed that affordable housing
restaurants, banks and financial service
policies are needed, often acutely, at all
providers, and medical service providers.
of the stations, and that even market-
Poor grades indicate a need for these
rate multi-family housing development
services to accompany residential
will address existing gaps in the local
development and employment
housing stock. These findings guided
generation.
policies focused on maximizing
housing development potential and the
preservation and expansion of affordable
housing availability near the stations.
• Educational Access: The number
of primary and secondary schools
(K-12), as well as postsecondary
11
Commercial use along 30th Street
located near Grand Station
Commercial/retail use adjacent
Corner condition near Avalon Station
Industrial land use on 25th Street near Grand Station
Light industrial and commercial
use near Slauson Station
Public open space near Avalon Station
12
2.22.2012 DRAFT
schools (i.e. colleges and vocational
a quarter-mile of each station measures
schools), measures the correlation
access to entertainment and cultural
between education and transit within
activities within walking distance for
a quarter-mile of transit stations. A
local residents and employees. The
weak correlation for K-12 schools
observed level of patronage at these
may represent a barrier to residential
venues measures their potential as
development in a station area, whereas
generators of daytime and evening
a strong correlation to well-regarded
pedestrian activity, as well as mixed-use
magnet and charter schools, community
development.
colleges, and well-patronized vocational
schools may represent a catalyst for
residential, commercial, and professional
sector development.
• Public Facilities: The number of parks
and recreational facilities, as well as
libraries and other civic buildings,
measures the correlation of open space
and community programming to
transit within a quarter-mile of transit
stations. The maintenance, design, and
versatility of these facilities also factors
into this correlation. As with education,
a weak correlation to public facilities
may represent a barrier to development.
Conversely, a strong correlation to
public facilities may represent a catalyst
for development.
• Attractions: The number of theaters,
museums, and other attractions within
•
Market Strength: Employment density
is measured by jobs per acre within a
mile of each station.
• Urban Form: The sense of place in
each station area is evaluated using
four factors, and indicates where urban
design will play an essential role in
neighborhood regeneration. Building
scale describes the degree to which
architecture enhances streetscapes,
ranging from tall and undifferentiated
street walls to small-scale and
aesthetically distinct facades. The
presence of buildings and spaces that
provide neighborhoods with discernable
centers and landmarks is measured, as is
the existence of well-defined commercial
corridors with active pedestrian
environments. The degree, to which
neighborhoods are woven together by
soft “seams”, rather than hard “edges”, is
Connecting bus lines
located at the Imperial/
Wilmington Station
also taken into account.
• Streetscape: Factors that promote
pedestrian activity on streets are
evaluated to determine where the built
environment needs to be re-oriented.
Station areas are graded downward
based on the pervasiveness of surface
13
parking, inward-facing buildings, and
connections and development that
widely varied setbacks. Street frontage is
serves transit patrons. The availability
graded for the articulation of building
of on-street vehicular parking during
facades and level of transparency, as are
business hours is also gauged as a
the proliferation of street trees and the
facilitator for commercial development
maintenance of landscaping.
in station areas.
• Walkability: Four factors that facilitate
• Sustainability: The nexus between
pedestrian mobility are used to gauge
public health and TOD is also a
overall walkability in station areas.
function of environmental sustainability.
Linear feet of walkable streets and
To this end, basic elements of
the number of intersections within
sustainable design, such as the
a quarter-mile of transit stations are
implementation of the city’s walkability
tabulated, indicating where connectivity
checklist, drought-tolerant landscaping
may need to be enhanced by extending
and stormwater retention measures are
streets and adding pathways. Sidewalks
included in this analysis.
are graded for width and condition to
determine locations for larger setbacks
and capital investments. Lighting,
vehicular separation, and “eyes on the
street” are used to evaluate pedestrian
safety, suggesting locations where
perception is a barrier to regeneration.
• Mobility: The presence and service
COMPLETE STREET ANALYSIS
A complete street analysis methodology was
developed utilizing research from William
Sadler’s “Complete Streets Policies in
America’s Largest Cities and Metropolitan
Areas”. A street survey and complete street
matrix (see Appendix B-2) were created to
levels of connecting bus lines, as well
facilitate a multimodal shift in street design
as the presence and quality of transit
around the ten TOD station areas.
infrastructure (e.g. benches, shelters,
signage), indicate the viability of “last
The street survey enabled DCP to make
mile” connections and the potential for
physical assessments of the existing
commercial development to serve this
conditions of streets leading to and from
clientele. The degree to which pedestrian
Metro Rail stations within the Southeast
connections are navigable and free
LA and South LA Community Plan
from physical and perceptual barriers
areas. The purpose of the assessment is to
gauges the viability of transit-dependent
nominate certain types of streets, meeting
residences, stores, and worksites. The
a defined physical profile, which would
presence and connectivity of bikeways,
promote walking and bicycling. The
as well as the presence and quality
correlation between the built environment
of bicycle racks, lockers, and other
and a healthy community is defined as
facilities, also reinforces “last mile”
an environment that fosters exercise and
14
wellness. This nexus can be realized through
2.22.2012 DRAFT
1. Connectivity: Streets that lead to nodes
an environment that provides linkages to
of activity (including schools, parks,
public transit that are well planned, green,
public facilities etc).
walkable and accommodating to bicycling.
The City’s efforts to implement strategies
that will improve the built environment and
promote the health and well being of its
inhabitants, is paramount to the prevention
of unhealthy lifestyles because of the
inherent pediments to physically navigate
unfriendly streets. 2. Accessibility: Streets that possess
adequate infrastructure necessary to
accommodate all users (including
pedestrian, cyclist and automotive
pathways).
3. Physical Characteristics: Streets
that have adequate right-of-way
to accommodate complete street
METHODOLOGY
The first step in the process is to select
streets that are best suited to be complete
streets. Several streets that are linked to
the stations were chosen to be graded. The
six criteria applied are safety, economic
value, accessibility, cost savings, physical
components.
4. Safety: Streets that have more potential
for “eyes on the street”. Streets that do
not have long uninterrupted blocks.
Streets that have little truck traffic.
Streets that have lower traffic speeds.
Streets that do not have freeway
onramps. Streets that do not have
considerable amounts of traffic.
Severely cracked
sidewalks caused by
excessive root growth
5. Economic Value: Streets that lead to
and connect restaurants, commercial
corridors and employment centers.
6. Cost Savings: Streets that require the
least retrofitting (restriping, resurfacing,
traffic calming devices, etc).
characteristics and connectivity. Every
The next step was to set the priority level
street chosen had to meet the connectivity
for each of the complete street candidates.
criteria and at least two other criteria
The levels are high, medium and low. The
to be considered as a complete street
priority level indicates which streets should
candidate. The streets that did not meet the
be converted first, therefore high priority
aforementioned criteria were removed from
streets would be the first to be converted
the matrix. The evaluation of the streets was
followed by medium and then low. Streets
based on the information gathered in the
that get a high priority rating either directly
field survey. The criteria are as follows:
connect to the station or are a major
15
corridor. Streets that receive a medium
To accommodate all the changes that
priority lead directly to a high priority street
are needed to take place, a form-based
and create linkages to schools, parks etc.
approach was used. The form-based
Streets that get a low priority rating have
approach addresses the relationship between
or lead to very little commercial activity
building facades and the public realm. The
and little to no public uses. However, they
form and building mass in relation to one
are still important for creating an entire
complete street network.
Establishment of the criteria and the
The form and building mass in relation
evaluation process defined the linkage
to one another, and the scale types of
deficiencies around the TOD stations.
streets and blocks, is the driving factor
Below are types of linkage deficiencies
for development regulations, not the use.
found around the TOD station areas:
• Connectivity gaps exist between
proposed city/county bike plans around
another and the scale types of streets and
the transit stations
blocks is the driving factor for development
• Condition of streets and sidewalks
• Inadequate street width for demarcation
of bicycle lanes.
• Poor lighting
regulations, not the use. Based upon the
attributes of the form-based approach, four
development types were created which
conformed to the current city zoning
standards but still espoused the goals and
aspirations of Project RENEW.
• Poor visibility
• Inadequate bicycle facilities
COMMUNITY OUTREACH
• Inadequate or no street furniture
Community outreach efforts were
The data gathered through the inventory
analysis phase of the project enabled the
creation of preliminary TOD policy. In
creating a healthy, active and sustainable
TOD, the underlying zoning and land use
was recommended for change. Currently,
the zoning code of the city is dated
(adopted in 1949), and is not conducive
to an active, form based, mixed-use TOD
community land use policy.
conducted during the months of February
2011 through February 2012. These efforts
consisted of three bicycle and pedestrian
audits and six community meetings that
were held in various community venues
close to the transit stations. Additional
meetings were held for community
stakeholders whose concerns were more
area-specific.
The Bicycle and Pedestrian Audits were
16
2.22.2012 DRAFT
done in collaboration with the Prevention
parks and schools. These concerns will
Institute and focused primarily on the
serve to inform future policy efforts to
mobility needs of pedestrians and bicyclists.
develop implementation strategies for the
The focus was on the concerns and needs
development of successful TODs.
of cyclists and pedestrians. Most of the
feedback addressed pedestrian issues.
A recurring concern was the need for
more crosswalks, as well as the extension
of the length of time needed to cross at
intersections. The need for traffic-calming
measures is due, in large part, to the high
speeds at which cars travel through the
corridors. Furthermore, the conditions
and widths of sidewalks were also listed
as important concerns along with poor
lighting, vandalism and dumping as
contributing to the creation of an
uninviting pedestrian environment.
Remaining community meetings focused
on mobility, connectivity, and the location
of future infill areas for mixed-use. The
structure of the initial meetings were first
to educate the public about walkability
and health concerns as they relate to
physical barriers. The follow-up community
meetings centered on the more technical
aspects of transit-oriented districts (TOD)
and land use policy.
Feedback from the meetings resonated
with salient issues centered on multi-modal
transportation and connectivity to stations.
The participants also suggested ways of
improving walkability through the strategic
placement of street furniture and trash
receptacles around bus stops, as well as
landscape beautification measures that
connect community amenities, such as
17
4.0 Policy Recommendations
Transit-oriented districts (TOD) represent
a health intervention for the current obesity
and “food desert” epidemics in South
Los Angeles, as well as a policy solution
for sustainable community planning
imperatives in the Southern California
region. For TOD ideas to impact the
actual built environments of South LA
neighborhoods, they must eventually
be translated into ordinances where use
restrictions, form-based development
standards, and incentive programs
can promote quality urban design and
transportation alternatives. The following
seven goals encompass all of Project
RENEW’s TOD planning objectives for
South LA, including a series of detailed
proposed policies that can be implemented
when developers, public officials and
community advocates collaborate for the
sake of good community planning.
18
GOAL 1
2.22.2012 DRAFT
CREATE SAFE TRANSIT NEIGHBORHOODS THAT HAVE
DAYTIME AND NIGHTTIME COMMERCIAL ACTIVITY
Perceived lack of safety is a barrier to
Objective 1.1: Use land use
walkability, transit ridership, and economic
restrictions to limit activities that
development. The best way to make a
do not complement mainstream
neighborhood safer is to increase pedestrian
commercial development and
activity. Locating retail amenities near
undermine local perceptions of safety.
transit stations will make errands more
convenient, people less car-dependent and
Policy 1.1.1: Require nighttime
put more “eyes on the street”. Local stores
operating hours for businesses in critical
should be open in time to serve morning
locations (e.g. high-activity commercial
and evening commuters—the later into the
corners, station plazas).
evening the better.
Policy 1.1.2: Require off-site alcohol
sales to be located at least ½-mile apart
from any like establishment (excepting
full-service grocery stores).
Policy 1.1.3: Prohibit check-cashing and
pay-day lending establishments inside
TOD overlay zones.
Policy 1.1.4: Prohibit gun shops and
pawn shops inside TOD overlay zones.
Policy 1.1.5: Prohibit adult
entertainment venues/vendors inside
TOD overlay zones.
Policy 1.1.6: Prohibit medical marijuana
dispensaries inside TOD overlay zones.
Policy 1.1.7: Prohibit motels inside
residentially- and commercially-oriented
TOD overlay zones. Require at
least ½-mile distance from any like
establishment in industrially-oriented
parts of TOD overlay zones.
19
Objective 1.2: Use land use
restrictions to limit activities that do
not support pedestrian activity.
Policy 1.2.1: Prohibit automotive repair/
storage and fueling/service establishments
in residentially- and commerciallyoriented parts of TOD overlay zones.
Require vehicle storage areas to be
fully-enclosed in hybrid industrial areas.
Policy 1.2.2: Prohibit free-standing/
drive-through food establishments inside
TOD overlay zones.
Policy 1.2.3: Prohibit public self-storage
and warehouse facilities in residentiallyand commercially-oriented parts of
TOD overlay zones.
Policy 1.2.4: Prohibit recycling facilities
in residentially- and commerciallyoriented parts of TOD overlay zones.
Require at least ½-mile distance from
any like establishment in industriallyoriented parts of TOD overlay zones.
Policy 1.2.5: Prohibit outdoor swap
meet facilities in residentially- and
commercially-oriented parts of TOD
overlay zones. Require at least ½-mile
distance from any like establishment
in industrially-oriented parts of TOD
overlay zones.
20
GOAL 2
2.22.2012 DRAFT
IMPROVE WALKABILITY NEAR TRANSIT STATIONS
BY ENHANCING PEDESTRIAN ENVIRONMENTS
Monotonous, auto-oriented corridors are
Objective 2.1: Use form-based
detriments to walkability. Pedestrians are
development standards to create
not likely to activate streets near transit
street enclosures and ground-floor
stations until the built environment is
pedestrian interactions
transformed to create a sense of place. It
will also be important to mitigate vehicular-
Policy 2.1.1: Require minimum
pedestrian conflicts, close gaps in pedestrian
building heights for new development
networks and increase the presence of shade
inside TOD overlay zones.
trees.
Policy 2.1.2: Limit the size of streetadjacent building setbacks for new
development projects, based on building
use and street character.
Policy 2.1.3: Require a minimum
percentage of building frontage at streetadjacent setbacks, based on applicable
street designation.
POLICY 2.1.3
Example illustrative
diagram denoting
minimum building
frontage requirements for
buildings facing secondary
and local streets
21
POLICY 2.1.4
diagram denoting
preferred parking
access along secondary
streets when a building
faces both primary and
secondary streets
Policy 2.1.4: Prohibit surface parking
Objective 2.2: Incorporate incentives
areas located at the front side of project
into TOD overlay zones that encourage
sites. Require surface parking areas to be
streetscape improvements.
located at the rear of project sites when
vehicle access is possible.
Policy 2.2.1: Offer floor-area ratio
(FAR) bonuses for development
Policy 2.1.5: Limit the width of vehicle
projects that include (or fund in
curbs to 20 feet. Prohibit more than
different locations) enhanced bus stops,
one vehicle curb cut for any land parcel
pedestrian crossing upgrades, pedestrian-
less than 100 feet in width. Prohibit
scale lighting, sidewalk landscaping
more than two vehicle curb cuts for
upgrades, enhanced street furnishings
any land parcels more than 100 feet in
and/or enhanced sidewalk paving.
width, with a minimum distance of 50
feet between them.
Policy 2.2.2: Offer parking reductions
for development projects that include
Policy 2.1.6: Require a publically-
(or fund in different locations) enhanced
accessible pedestrian or multi-modal
bus stops, pedestrian crossing upgrades,
passageway for every 300 feet of
pedestrian-scale lighting, sidewalk
building frontage.
landscaping upgrades, enhanced street
Policy 2.1.7: Require commercial
development projects to include a
ground-floor pedestrian entrance for
every 75 feet of building frontage.
furnishings and/or enhanced sidewalk
paving.
22
GOAL 3
2.22.2012 DRAFT
COMPLEMENT THE EXISTING CHARACTER OF
TRANSIT NEIGHBORHOODS WHILE MAXIMIZING
THE HOUSING AND RETAIL POTENTIAL OF NEARBY
STATIONS
TOD is an essential strategy for making
Los Angeles more environmentally and
development standards to achieve
economically sustainable, while addressing
context-sensitive massing.
future population and cost-of-living
pressures. Bringing residents, employees,
shoppers and other commuters closer
to transit stations will necessitate a
Policy 3.1.1: Limit building heights
in new development projects to levels
consistent with existing height districts.
transformation in land use at many places
Policy 3.1.2: Limit building mass (using
along the Blue Line and Green Line.
floor-area ratio) for new development
However, new development can preserve
projects, based on proposed
and even enhance the existing character of
development typology and existing
adjacent neighborhoods.
neighborhood character.
Policy 3.1.3: Require building mass in
new development projects to “step back”
incrementally from residential property
lines.
POLICY 3.1.3
diagram displaying
required building
stepbacks when adjacent
to a residential property
23
Policy 3.3.2: Limit the provision of
development standards to ensure
on-site vehicular parking spaces for
efficient use of land resources and
new development projects, equating
prevent “parking seas”.
to 50-90% of current LAMC parking
Policy 3.2.1: Require minimum
building mass (using floor-area ratio)
for new development projects, based on
standards, based on building use,
neighborhood character and proximity
to fixed-rail transit stations.
proposed development typology and
Policy 3.3.3: Require that all parking
existing neighborhood character.
in new development projects be
Policy 3.2.2: Require minimum lot
coverage for new development projects,
based on a percentage of a project site’s
total acreage
Objective 3.3: Set vehicular parking
standards that allow development
“unbundled” such that occupants
may lease or purchase space without
encumbering the cost of a parking space.
Objective 3.4: Use urban design
standards to enhance the visual
aesthetic of transit neighborhoods.
projects to include adequate supplies
Policy 3.4.1: Require ground-level
without inhibiting development
building facades to incorporate at
provision of on-site vehicular parking
spaces for development projects,
equating to 25-50% of current LAMC
parking standards, based on building
least one of the following treatments:
windows, doors, recessed entryways,
recessed courtyards, planters, murals,
mosaic tile, public art or another
medium of visual interest.
use, neighborhood character and
Policy 3.4.2: Require building
proximity to fixed-rail transit stations.
facades above the ground-level to be
POLICY 3.4.1
Street level perspective
featuring suggested
ground-level building
facade treatments such
as exterior lighting,
windows, doors, recessed
entryways, and planters
24
2.22.2012 DRAFT
differentiated by incorporating any
projects abut residential properties, and
of the following treatments: recessed
vice versa.
windows, balconies, offset planes,
awnings or other architectural details.
Policy 3.5.2: Require exterior lighting
to be directed away from residential
Policy 3.4.3: Require all of a project
units, roadways and the upward
site’s landscaped areas to be planted and
atmosphere. Prohibit commercial and
maintained with groundcover, shrubs or
industrial buildings from practicing
trees.
wholesale area illumination.
Policy 3.4.4: Incorporate landscaping
Policy 3.5.3: Prohibit merchandise,
standards that specify allowable plant
materials and equipment stored out
materials, planter dimensions, and
of doors from surpassing the height of
surface permeability.
enclosing walls and fences.
Policy 3.4.5: Incorporate standards that
specify allowable locations, quantities,
dimensions, illumination, construction
and messaging of all commercial
signage.
require rooftop appurtenances, surface
mechanical equipment, waste receptacles
and other utilitarian facilities to be
located away or screened from public
within TOD overlay zones that reward
more transformative development
projects.
(FAR) bonuses and minimum parking
reductions for development projects
that include a minimum portion of
subterranean vehicle parking spaces.
view. Require security grills and other
such devices to be stored away from
public view when not in use.
reductions for project sites that have
specify allowable heights, materials, and
articulation of fences and walls.
been assembled from separately-owned
land parcels.
Objective 3.5: Incorporate urban
design standards and use restrictions
that provide employee/resident transit
that limit the impact of nuisance
vouchers or maintain other transit
activities on residential structures.
demand management (TDM) programs.
Policy 3.5.1: Require walls of a specific
height and construction to be erected
where non-residential development
25
USE HEALTH, RECREATION AND RETAIL AMENITIES
TO IMPROVE LOCAL QUALITY OF LIFE IN TRANSIT
NEIGHBORHOODS
Promoting healthy lifestyles by enhancing
the built environment and improving
access to quality foods and health services
key community-serving amenities.
is a key ideal of Project RENEW. Good
community planning can accomplish this in
South LA by re-examining the definition of
open space and its numerical standard, and
by attracting the type of community-serving
amenities that have been lacking.
(FAR) bonuses for development
projects that include dedicated
space for full-service grocery stores,
pharmacies, childcare, health/medical
services, branch library, job-training/
educational services, police substation,
publically-accessible open space (in
addition to 15% project requirement),
programmable events space or similar
amenities.
Policy 4.1.2: Offer minimum parking
reductions for development projects that
include dedicated space for full-service
grocery stores, pharmacies childcare,
health/medical services, branch library,
job-training/educational services, police
substation, publically-accessible open
space (in addition to 15% project
requirement), programmable events
space or similar amenities.
Policy 4.1.3: Offer larger allowable
building setbacks for development
projects that include publicallyaccessible plazas, courtyards, paseos or
outdoor dining areas.
GOAL 4
26
development standards to create
usable open spaces throughout transit
neighborhoods.
Policy 4.2.1: Require development
project sites of less than 15,000 square
feet to include resident/employeeaccessible open space amounting to at
least 1,350 square feet or 15% of the
project site’s acreage, whichever is more.
Policy 4.2.2: Require development
project sites of 15,000 square feet or
larger to include publically-accessible
open space amounting to 15% of
the project site’s total acreage and is
designed for at least one functional
uses (e.g. athletic courts/fields, bicycle
rentals, programmable event space,
community garden, farmers market,
newsstand/information kiosk, off-leash
dog park, open-air dining, pedestrian/
bicycle passageways, exercise/fitness
area).
Policy 4.2.3: Incorporate design
standards, including minimum
horizontal dimension, landscaping and
pedestrian furniture requirements, for all
project site open spaces.
2.22.2012 DRAFT
27
PROMOTE ENVIRONMENTAL SUSTAINABILITY
THROUGH MULTI-MODAL TRANSPORTATION AND
RESOURCE-EFFICIENT DESIGN.
Development near transit is not TOD if
Objective 5.1: Incorporate parking
individual projects are still auto-oriented.
standards that address usage beyond
TOD is only partly sustainable if projects
gas-powered single-occupant vehicles
are not designed to be resource-efficient.
(SOV).
Therefore, multi-modality and sustainable
design must be key elements of any transitoriented project.
GOAL 5
provision of dedicated parking spaces
for carpools and carsharing programs in
new development projects.
provision of dedicated parking spaces
for two-wheeled motor vehicles (e.g.
motorcycles) in new development
projects.
provision of dedicated electric/hybrid
vehicle parking spaces and charging
stations in new development projects.
POLICY 5.1.3
Dedicated hybrid
vehicle parking space
provision of secured bicycle parking
spaces in development projects.
28
2.22.2012 DRAFT
or similar facilities.
POLICY 5.1.4
Example of secured
bicycle parking spaces
Objective 5.4: Use sustainable design
standards to create more resourceefficient development projects.
Policy 5.4.1: Incorporate building
transparency standards that limit
window-wall ratios, window reflectivity
and roof reflectivity, while requiring
shading apparatuses or glazing
car sharing and bike sharing
treatments.
programs.
Policy 5.2.1: Grant all requests from
percentage of native plants for
registered car sharing entities for
landscaped areas of new development
on-street parking spaces dedicated to
projects.
car share vehicles within 1500 feet of
fixed-rail transit stations.
Policy 5.4.3: Allow only drip or
subsurface irrigation systems in
Policy 5.2.2: Grant all requests from
new development projects. Require
registered bike sharing entities for
weather-based irrigation control and
on-street parking areas dedicated to
zoned irrigation systems. Require dual
shared bicycles within 1500 feet of
plumbing to enable recycled/reclaimed
fixed-rail transit stations.
water connections.
bicycle infrastructure.
Policy 5.4.4: Allow only low-flow
faucets, waterless urinals, single-head
shower stalls, dual plumbing for
toilets and industrial use, tankless or
on-demand water heaters and individual
(FAR) bonuses and parking reductions
water metering in new development
projects.
(or und in different locations) bike lanes,
grade-separate bike baths, bike lockers
or similar facilities.
Policy 5.4.5: Allow only light-emitting
diodes (LED) wherever it is feasible in
new development projects. Require
Policy 5.3.2: Offer parking reductions
dimmers in lobbies, atria and perimeter
corridors for nighttime usage. Require
(or und in different locations) bike lanes,
all non-residential development projects
grade-separate bike baths, bike lockers
to incorporate staggered switching,
29
photo sensory, infrared/motion
detection and day lighting systems.
Policy 5.4.6: Require new development
projects to install and maintain on-site
renewable energy systems that provide
for 10% of residential demand and 20%
of non-residential demand.
Policy 5.4.7: Require all swimming
pools and hot tubs to be installed with
water-saving filters and leak-detection
systems.
Policy 5.4.8: Require residential
development projects of five or
more units and all non-residential
development projects to, when
technically feasible, highly treat the total
storm water volume resulting from an
85-percentile storm event and infiltrate,
store for use or evapotranspire a rainfall
intensity of ½-inch/hour.
Policy 5.4.9: Require all new
development projects to maintain
contracted recycling pick-up on a weekly
basis for all refuse not reused on site.
30
GOAL 6
2.22.2012 DRAFT
CREATE MIXED-INCOME COMMUNITIES AS
AN ALTERNATIVE TO DISPLACEMENT
Displacement is not a required outcome
of TOD. Policies that encourage, and
sometimes require, the development of
mixed-income housing development.
affordable housing can preserve the place
of a neighborhood’s existing residents,
even as new residents move in. Housing
development should account for a variety of
income levels and household compositions.
(FAR) bonuses for development projects
that provide a minimum portion of
income-restricted units (based on
percentage of area median income).
Policy 6.1.2: Offer minimum parking
that provided a minimum portion
of income-restricted units (based on
percentage of area median income).
Objective 6.2: Preserve the existing
stock of income-restricted units near
transit stations.
Policy 6.2.1: Require new development
projects to replace all of the site’s
preexisting income-restricted units
(either on-site or in another location).
Policy 6.2.2: Allow affordable housing
developers and tenant cooperatives
first right-of-refusal upon the sale
of any residentially or commercially
zoned properties within TOD overlay
zones (under agreement that existing
income-restricted units will remain so
at the same percentage of area median
income).
Policy 6.2.3: Exact linkage fees from
development projects that do not
include a minimum portion of income-
31
restricted units (based on percentage
of area median income). Require
that proceeds from linkage fees be
used to subsidize affordable housing
development within the same TOD
sub-district.
32
GOAL 7
2.22.2012 DRAFT
STREAMLINE THE ENVIRONMENTAL REVIEW
PROCESS FOR DEVELOPMENT PROJECTS NEAR
TRANSIT STATIONS THAT MEET BASIC DESIGN
REQUIREMENTS
Communities and developers both benefit
Objective 7.1: Use program-level
from a clear and predictable entitlement
EIR to reduce the amount of
process. Projects are much more likely
environmental documentation
to come to fruition when approval
required by individual projects.
processes are low-risk and time-efficient.
In many areas of South LA, this will
be crucial if a health-focused, transitoriented transformation is to take place.
Community advocates can refocus on
other pertinent issues when their adopted
Policy 7.1.1: Conduct program-level
environmental impact reports (PEIR)
that study the most significant impacts
of potential development at each TOD
sub-district.
plans ensure that new development will
Policy 7.1.2: During the approval
be of quality design and promote existing
process, allow a development project
characteristics.
to “tier-off” from a certified programlevel environmental impact report
(PEIR) where the proposal adheres to
the development standards and use
restrictions stipulated by TOD overlays.
33
5.0 Implementation
DEVELOPMENT TYPOLOGY
The following four development types are
proposed here so that various stakeholders
can be informed about the ideal character of
future development along the Blue/Green
Lines in South Los Angeles. City planners
can use this typology to draft specific formbased development standards, based on the
location of proposed development types.
Developers can utilize the typology to help
conceptualize TOD projects in a specific
area and better gauge expectations for their
design and function. Also, community
advocates can use this typology to anticipate
the character of proposed development and
formulate constructive input into future
planning processes in the area.
34
Massing: 1.5 – 3.5 FAR
Building Heights: 25 – 55 feet
Combines medium-density housing with
neighborhood-serving retail and services on
corridors leading to transit stations. New
development should enhance the pedestrian
realm and have building mass that fits well
with adjacent residential areas. Projects
can be mixed-use or single-use residential,
although ground-floor retail should be
required at key locations. Detached
homes and auto-oriented uses should be
prohibited.
2.22.2012 DRAFT
35
Massing: 2.5 – 6.0 FAR
Allows for high-density housing and
commercial office space along major
corridors and important nodes. Groundfloor commercial space, which can include
grocery stores, pharmacies, restaurants and
other services, should be required in most
locations. The edges of large project sites
should be articulated with architectural
nuances, landscaping elements, paseos,
plazas and other open spaces.
36
Massing: Up to 6.0 FAR
Allows for a mix of residential and
compatible light industrial uses, particularly
where sensitive residential neighborhoods
need buffering from more intensive
industrial areas. Enhancing the pedestrian
realm and the location of loading areas are
key design considerations.
Infill projects
can include commercial space and should
require it at key locations.
2.22.2012 DRAFT
37
Massing: Up to 1.5 FAR
Protects job-generating land near transit
stations from the encroachment of nonconforming residential use, while creating
better pedestrian connections to transit
stations for the employees who work
there. Walkability and the location of
loading areas are key design considerations.
Commercial uses may be allowed at specific
locations.
38
2.22.2012 DRAFT
LAND USE PLAN
SUB-DISTRICT 1:
WASHINGTON CORRIDOR STATIONS
development types:
urban village
neighborhood village
hybrid industrial
building mass range:
1.5 – 6.0 FAR
building height range:
25 – 105 feet
Washington Boulevard is one of the
for areas on the corridor’s periphery where
city’s primary growth corridors due to
residential and industrial uses currently
the presence of three stations on the
come into conflict.
high-ridership Blue Line and because
of its proximity to major employment,
commercial, education and entertainment
concentrations near Downtown LA.
However, planning efforts need to
acknowledge the changing character of the
corridor as it shifts from a high-density
commercial district near Figueroa Street
to a heavy industrial district near Alameda
Street, with light industrial activities and
single-family neighborhoods scattered
between.
Accordingly, recommended densities are at
their highest on the corridor’s western end
near the Grand station (where a number of
pre-existing mid-rise towers already exist)
and begin to taper off east of Main Street
heading towards the San Pedro station.
Medium-density mixed-use development
is also recommended for the commercial
areas south of the corridor along San Pedro
Street, Central Avenue and Maple Avenue.
Hybrid industrial zones are recommended
39
GRAND STATION
(See Appendix A-1 and
A-2 for enlarged maps)
SAN PEDRO STATION
WAWASHINGTON STATION
40
SUB-DISTRICT 2:
LONG BEACH CORRIDOR STATIONS
development types:
hybrid industrial
industrial preserve
1.0 – 6.0 FAR
25 – 75 feet
A wide variety of land use activities are
found along the Long Beach Avenue
corridor and, in many areas, these uses mix
together in uncomplementary ways. An
infusion of neighborhood-serving retail
and compatible industrial activity would
alleviate these conflicts while uplifting the
local employment base.
West of the Vernon station, mediumdensity housing and ground-floor retail
can transform underutilized corridors into
a vibrant and safe transit village. Across
the Blue Line tracks, flexible zoning and
pedestrian-oriented design can repackage
the area’s existing commercial activity into a
walkable district for workers, shoppers and
even a few residents.
Uncomplementary land use and rail
infrastructure severely undermine
walkability and safety perceptions near
the Slauson station. Adopting industrial
design standards and hybrid industrial zones
will buffer homes near Hawkins Nature
Park and help create viable pedestrian
connections for local employees and Pueblo
del Rio residents, without undermining the
area’s job-generating land resources.
2.22.2012 DRAFT
41
VERNON STATION AND SLAUSON STATION
(See Appendix A-7 and A-8 for enlarged maps)
42
SUB-DISTRICT 3:
WATTS STATIONS
development types:
urban village
1.5 – 4.0 FAR
25 – 65 feet
Considering the community’s cultural and
historic significance, a TOD transformation
of Watts would be all the more symbolic for
urban development in South LA. Helping
to make this vision plausible is the central
presence of a notable tourist landmark and
an emergent arts program at Watts Towers,
and the availability of large sites with
redevelopment potential in the area.
A key location for TOD is on 103rd Street,
the community’s principal commercial
corridor. West of the station, a mixed-use
retrofit of MLK shopping center and
other sites nearby would move commercial
activity to the street front and add much
needed housing units, creating a village-like
atmosphere where parking lots and blank
walls proliferate now. South of the station,
development of empty land on Graham
Avenue would create a stronger connection
to Watts Towers. Medium-density housing
is also recommended for the Wilmington
Avenue and Central Avenue corridors and
for brownfield sites along the Blue Line rail
corridor, with ground-floor retail located at
key intersections.
2.22.2012 DRAFT
43
103RD STREET STATION AND
IMPERIAL/WILMINGTON STATION
(See Appendix A-9 and A-10 for enlarged maps)
44
SUB-DISTRICT 4:
IMPERIAL CORRIDOR STATIONS
development types:
1.5 – 3.5 FAR
25 – 55 feet
Located within the Century Freeway
(105) corridor and next to single-family
neighborhoods, the potential for TOD
adjacent to Green Line stations is somewhat
constrained. However, the heavily-travelled
commercial corridors of this area represent
a major opportunity for mixed-use infill
development within a walkable proximity of
the stations.
Medium-density housing development
that enhances the pedestrian realm is
recommended for Avalon Boulevard,
Figueroa Street and Vermont Avenue,
which would establish viable connections
to significant mixed-use commercial
nodes where these corridors intersect
with Imperial Highway and 120th Street.
Transforming these auto-oriented strips into
pedestrian-friendly villages would better
tie the area’s residential neighborhoods
together, while promoting a more localized
identity, decreasing car dependence and
increasing access to community-serving
commercial ammenities.
2.22.2012 DRAFT
45
HARBOR FREEWAY STATION
VERMONT STATION
AVALON STATION
N
VERMONT STATION, HARBOR FREEWAY STATION, AND AVALON STATION
(See Appendix A-11 and A-12 for enlarged maps of Avalon
Station and Harbor Station. See Appendix A-13 and A-14 for
enlarged maps of Harbor Station and Vermont Station.)
46
46
2.22.2012 DRAFT
INCENTIVES
B. By-Right FAR: The maximum FAR
Through RENEW/TOD’s field research
and community outreach process, staff
for a project that does not provide any
have heard and identified significant
public benefits or incentive programs.
deficiencies in the area’s street infrastructure,
community amenities and gathering areas.
C. Incentive Max FAR: Additional FAR
in excess of the by-right FAR shall be
The intent of the proposed incentives is
permitted by complying with the Bonus
to encourage developers to contribute a
public benefit or use in exchange for either
a density bonus or parking reduction. A
FAR and/or Transfer FAR (TFAR)
strategies described below. A project may
increase their FAR up to the Incentive
project cannot reach the maximum floor-
FAR from its Base FAR by submitting,
area ration (FAR) or maximum reduction
in parking requirements without providing
some sort of public benefit.
as part of the Administrative Clearance
Application, a Bonus FAR Plan on
a form prescribed by the Director of
Planning.
DENSITY INCENTIVES
By further dividing the FAR by use type,
The table below is an example of how to
the Department can further incentivize a
configure density incentives. The table is
specific type of development by allowing
organized by subarea and typology. Each
a higher incentive max FAR than other
typology is divided between a minimum
uses. For example, subarea 3D allows for
FAR , by-right FAR, and incentive/
an incentive max of 3.1 FAR for single-use
maximum FAR.
commercial, 2 ½:1 for single use residential
projects and a 4:1 FAR for mixed use
A. Minimum FAR: The lowest possible
projects.
FAR a project can build to.
EXAMPLE TABLE OF DENSITY INCENTIVES
Summary of Permitted Floor Area Uses
100% INDUSTRIAL
TYPOLOGY
3D
min
FAR
by-right
FAR
incentive
max FAR
100% COMMERCIAL
MIXED-USE
100% RESIDENTIAL
min
FAR
by-right
FAR
incentive
max FAR
min
FAR
by-right
FAR
incentive
max FAR
min
FAR
1:1
1½:1
3:1
1:1
2½:1
4:1
1:1
by-right incentive
FAR
max FAR
1½:1
2½:1
47
PARKING INCENTIVES
TYPES OF PUBLIC BENEFITS
Like FAR incentives, minimum parking
1. Use Incentives: A use restriction will
reductions are only attainable through
prohibit blight uses in a certain area,
a project providing a specific use or
but can also provide an incentive for a
program. For example, a project can
specific use in a subarea with a specific
receive a reduction incentive if they create
use need. For example, incentives may
a transportation demand management
be given for inclusion of affordable
program, subterranean parking, or
housing units, a community or cultural
workforce housing.
amenity, full service grocery store, job
training/educational programs, open
space, lot consolidation or district
parking.
2. Street Improvements: Street
improvements are updates to the public
realm (streets and sidewalks) that will
make the station area more pedestrianoriented and walkable. For example,
pedestrian street lighting, trash cans,
bus shelters, and curb extensions make
the public realm friendlier and safer
for people walking and biking in the
neighborhood. Larger project such as
a public park, bike lanes, or medians is
attractive to both local businesses and
residents. A streetscape plan for these
station areas could also further specify
and customize the streetscape needs that
EXAMPLE TABLE OF REDUCED PARKING STANDARDS
Summary of Vehicular Parking Standards (based on 'reductions to' percentage of LAMC parking standards)
100% INDUSTRIAL
min
FAR
3D
by-right
FAR
incentive
max FAR
100% COMMERCIAL
MIXED-USE
100% RESIDENTIAL
min
FAR
by-right
FAR
incentive
max FAR
min
FAR
by-right
FAR
incentive
max FAR
min
FAR
1:1
1½:1
3:1
1:1
2½:1
4:1
1:1
by-right incentive
FAR
max FAR
1½:1
2½:1
48
2.22.2012 DRAFT
can be tied to the incentive program.
The following is an example of a tiered
approach to bonuses, where the developer
is able to customize its improvements to
reach its desired Floor area ratio or parking
reduction. This is a menu of options that
allows for flexibility between the Planning
Department and the project.
EXAMPLE TABLE OF TIERED APPROACH TO DENSITY BONUSES AND PARKING REDUCTIONS
Summary of Bonuses
DENSITY BONUS
PARKING REDUCTION
cannot exceed incentive/max
FAR for specific subarea
cannot exceed 25% total reduction
from by-right standard
Street furniture, pedestrian lighting, bus shelters,
stamped crosswalks, bicycle lockers, stormwater
management, curb extensions, parallel curb ramps
0.1 FAR per item
Up to 10 items (1.0 FAR)
2% from code per item
Up to 8 items (16% reduction)
Grocery store, childcare facility, community center,
job training/educational program, performing arts
center, museum, library
0.5 FAR per item
Up to 2 items (1.0 FAR)
Up to 2 items (16% reduction)
Public park, street median, bike lane, subterranean
parking, traffic control
1.5 FAR per item
Limit 1 item
Limit 1 item
PUBLIC BENEFITS
49
WAYFINDING SIGNAGE
The Wayfinding Signage report addresses
TYPE I
Pole Mounted Banner
the first step of increasing public awareness
about the core concepts of Project RENEW
through the use of an environmental
graphics campaign (see appendix section
#). The overall strategy is to establish a
public awareness campaign using cost
effective tools that provide a high degree
of visibility to pedestrian and vehicular
TYPE II
Pavement Medallion
In-Lay
traffic circulating through and within a
¼- mile of transit stations. For optimum
effectiveness, each of the tools will be
deployed to locations where they will
achieve a particular purpose. Banners
establish a RENEW district, while carefully
placed inlay medallions will mark points of
TYPE III
Pole-Mounted
Vinyl Asset Map
significance. Monument signs are reserved
for locations such as plaza areas within the
¼-mile station area radius, where they can
become an enhancement to a place that the
neighborhood identifies as special in some
way. Vinyl maps mounted to existing, or
custom-designed poles offer the opportunity
to cite locations of key local assets with a
TYPE IV
Infrastructure
Super Graphics
system that is attractive and informative.
Banners establish a RENEW district, while
carefully placed inlay medallions will mark
points of significance. Monument signs are
reserved for locations such as plaza areas
within the ¼ mile station area radii, where
they can become an enhancement to a
place that the neighborhood identifies as
special in some way. Vinyl Maps mounted
to existing, or custom-designed poles offer
the opportunity to cite locations of key local
assets with a system that is attractive and
informative.
TYPE V
Monument Signage
50
2.22.2012 DRAFT
A major challenge of this program is to
avoid adding to the visual clutter that exists
at and around the ten stations. Where
sensible, the proposed environmental
graphics campaign will take advantage of
similar, related elements deployed by other
programs by emulating selected designs
and fabrication methods, and potentially
accessing the same manufacturers. For
example, by extending vinyl themed district
TYPE VI
Train Decal
map signs from an existing City program
to serve a similar purpose in promoting
RENEW/TOD messaging, we will avoid
adding yet another competing visual
element to the streetscape and station area
environment.
Ideally, the increase in public awareness
that will result from the deployment of
these core components, which represent
good health and well-being, will be
supplemented by physical improvements
to the public realm, and programming
available to residents and users of the Metro
Rail system, particularly at the ten station
areas addressed in this report. The RENEW
program at this time has not identified
immediate funding sources to implement
the wayfinding strategies, however,
implementation opportunities can still be
realized through the MTA Call for Projects
procedure.
51
6.0 Next Steps
ENVIRONMENTAL
both access and mobility to reduce auto
CLEARANCE
have a safe, comfortable, attractive and
dependency. In addition, pedestrians will
secure network that is well connected and
An environmental analysis for the Southeast
directly linked to places of interest and
LA and South LA NCPs, based on the
neighborhood facilities, as well as a bicycle
work of RENEW/TOD, is needed to
network that is safe, convenient and well
substantiate the policy recommendations.
connected to major destinations and activity
The population, housing and traffic
centers. A nexus study will also be required
analysis zone (TAZ) allocations need to
in order to obtain traffic mitigation fees
be recalculated, in order to accurately
to make multimodal improvements. A
estimate the potential impact of TODs.
multimodal traffic analysis will provide the
This information will generate additional
data needed to justify the pedestrian, bicycle
mitigation measures, and alternatives to the
and transit improvements around the ten
preferred plan.
transit stations.
MULTI-MODAL
TRAFFIC ANALYSIS
Conducting a multi-modal traffic analysis
will create a foundation for a well connected
transportation system, which will provide
STREETSCAPE PLAN
A Streetscape Plan should be established
for each of the ten stations in order to
ensure the RENEW TOD vision. Because,
streetscape plans will be the conduit which
guides physical and aesthetic improvements
and enhancements within the public
52
realm. The aim of these improvements is
to create healthy, safe, pedestrian- friendly
communities through enhancing and
protecting desired development in the
public right-of-way. Streetscape plans
unifies the streets and sidewalks by creating
a theme and vision that can be carried out
over time, thus giving a blueprint which
ensures that the public investment in the
right of way has a uniform look.
STREETSCAPE PLAN GOALS
• To preserve or foster a unified,
distinctive aesthetic character of existing
neighborhoods
• To assist in improving the visual
2.22.2012 DRAFT
POLICY IMPLEMENTATION—CPIOS
The goals and policies set forth in this
study can be implemented in several ways;
however the preferred alternative is to
incorporate them into the Southeast LA and
South LA New Community Plans (NCP).
This can be done by creating a community
plan implementation overlay (CPIO),
which is then incorporated into the NCP.
The CPIO is a tool that is closely tied to
the objectives, policies and programs of the
Community Plan. It is used to consolidate
development regulations and make them
more context-sensitive, as well as providing
development incentives for community
benefits and making more project approvals
ministerial. The ten TOD station areas
attractiveness and image of
would be divided into four sub districts: the
neighborhoods and business districts
Washington Boulevard corridor (Grand,
• To assure that future development
within a community is in conformance
and harmony with the design
objectives and policies put forth in the
Community Plan
• To coordinate street and sidewalk
San Pedro and Washington stations),
Long Beach Avenue corridor (Vernon and
Slauson stations), the Watts community
(103rd Street and Imperial/Wilmington
stations) and the Imperial Highway corridor
(Avalon, Harbor Freeway and Vermont
stations). Each sub-district would have
improvements and present
its own policies, however all ten stations
improvements to private projects in
would still be tied to the overall goals
the public right-of-way which are
of the New Community Plans while
not acceptable or desirable to the
espousing the RENEW/TOD policies for
community
health, connectivity, mobility, equity and
• To promote complementary physical
improvement or enhancements on
private property fronting the public
right-of-way
sustainability at each of the station subareas.
53
A
Appendix
SUBDISTRICT AND MAXIMUM BUILDING HEIGHT MAPS
A-1
A-2
GRAND STATION
GRAND STATION
— Maximum Building Heights
A-3
A-4
SAN PEDRO STATION
SAN PEDRO STATION
A-5
A-6
WASHINGTON STATION
WASHINGTON STATION
A-7
A-8
A-9
A-10
103RD STREET STATION AND IMPERIAL/WILMINGTON STATION
103RD STREET STATION AND IMPERIAL/WILMINGTON STATION
A-11
A-12
AVALON STATION AND HARBOR STATION
AVALON STATION AND HARBOR STATION
A-13
A-14
HARBOR STATION AND VERMONT STATION
HARBOR STATION AND VERMONT STATION
ANALYSIS AND METHODOLOGY
B-1
B-2
B-3
SURVEY MATRIX
TOD LINKAGE STREETS
PEDESTRIAN AND BIKE AUDIT—PRIORITY BOARD
54
B-4
B-5
B-6
B-7
B-8
B-9
B-10
B-11
B-12
B-13
B-14
COMMUNITY MAPPING EXERCISE
WAYFINDING RECOMMENDATION MAP
- GRAND STATION
- SAN PEDRO STATION
- WASHINGTON STATION
- VERNON STATION
- SLAUSON STATION
- 103RD STREET STATION
- IMPERIAL/WILMINGTON STATION
- AVALON STATION
- HARBOR STATION
- VERMONT STATION
2.22.2012 DRAFT
A-1
GRAND STATION
A-2
GRAND STATION
MAXIMUM BUILDING HEIGHTS
A-3
SAN PEDRO STATION
A-4
SAN PEDRO STATION
A-5
WASHINGTON STATION
A-6
WASHINGTON STATION
A-7
VERNON STATION
AND SLAUSON STATION
A-8
VERNON STATION
AND SLAUSON STATION
A-9
103RD STREET STATION
AND IMPERIAL/WILMINGTON STATION
A-10
AND IMPERIAL/WILMINGTON STATION
A-11
AVALON STATION
AND HARBOR STATION
A-12
AVALON STATION
AND HARBOR STATION
A-13
HARBOR STATION
AND VERMONT STATION
A-14
HARBOR STATION
AND VERMONT STATION
B-1
SURVEY MATRIX
Grand
San Pedro
Washington
Vernon
Slauson
103rd St
Rosa Parks
Avalon
Harbor Fwy
Vermont
Project RENEW - TOD survey scorecard
1.1
1.2
opportunity sites
employment potential
A
A
A
A
A
B
C
B
B
C
development opportunity
1
2.1
2.2
2.3
residential density
housing diversity
housing affordability
B
C
C
C
C
A
B
B
C
A
C
B
B
B
B
B
C
B
B
B
C
C
B
C
C
C
B
C
C
C
C
C
C
B
C
C
C
A
C
B
housing
2
3.1
3.2
retail locations
retail activity
A
B
A/B
A
B
A/B
C
C
C
A
B
A/B
C
C
C
A
B
A/B
A
C
B
A
C
B
B
B
B
C
C
C
shopping
3
4.1
4.2
4.3
4.4
4.5
grocery stores
convenience stores
restaurants
banks/financial services
hospital/clinics
C
A
B
C
C
B
B
A
A
C
A
B
C
A
C
C
C
C
B
B
B
C
C
B
B
A
C
C
C
B
B
B
C
A
C
B
B
A
B
C
C
B
C
B
B
B
A
B
C
A
B
C
C
B
B
C
C
C
C
C
everyday uses
4
variable
category
5.1
5.2
K-12 schools
colleges/vocational schools
C
A
B
B
C
B/C
C
C
C
B
C
B/C
C
C
C
A
C
B
C
C
C
B
C
B/C
C
C
C
C
C
C
educational access
5
6.1
6.2
6.3
parks/recreation
libraries/other civic
facilities quality
B
C
B
B
C
C
C
C
C
C
C
C
B
C
B
B
B
C
A
B
A
A
A
A
C
C
C
C
C
C
B
C
C
C
C
C
C
C
C
C
public facilities
6
7.1
7.2
entertainment/cultrual venues
enternianment/cultural activity
A
B
A/B
C
C
C
C
C
C
C
C
C
C
C
C
C
B
B/C
C
C
C
C
C
C
C
C
C
C
C
C
attractions
7
8.1
8.2
8.3
8.4
employment density
retail vacancies
office vacancies
industrial vacancies
A
A
A
B
B
C
C
C
C
C
market strength
8
9.1
9.2
9.3
9.4
building scale
centers/landmarks
commecial corridors
neighborhood transitions
B
B
B
C
B
B
B
B
C
B
C
C
C
C
C
B
C
B
C
B/C
B
C
C
C
C
B
A
B
C
B
A
C
B
C
B
A
C
B
B
B
B
C
B
C
B/C
B
C
C
C
C
urban form
9
10.1
10.2
10.3
built edge
street frontage
street trees/landscaping
C
C
B
C
B
C
B
B
C
C
C
C
C
C
B
C
C
C
C
C
C
C
B
C
B
C
C
C
B
C
C
C
C
C
C
C
C
C
B
C
streetscape
10
11.1
11.2
11.3
11.4
linear walkability
intersection density
sidewalk quality
pedestrian safety
A
A
B
B
A/B
B
A
B
B
B
B
B
B
C
B
B
B
B
C
B
C
B
B
C
B/C
B
B
B
C
B
C
C
B
C
C
A
B
B
B
B
B
B
B
C
B
C
C
B
B
B/C walkability
11
A
B
C
C
B
B
A
B
C
C
C
B
B
B
C
C
A
B
B
B
C
C
A
B
B
C
C
C
A
B
B
B
C
C
B
B
A
C
C
C
B
B
B
B
C
C
A
B
B
C
C
C
A
B
B
B
C
C
A
B
mobility
12
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
sustainability
13
12.1
12.2
12.3
12.4
12.5
transit service
pedestrian linkages
bicyle network
bicyle facilities
on-street parking
13.1
13.2
sustainable landscaping
sustainable stormwater
Legend
A
good
B
mediocre
C
poor
9/14/2010
Olive
Grand
Main
Broadway
Hill
Central
Hooper
Compton
Long Beach
Maple
San Pedro
Long Beach
Staunton
Central
Compton
Long Beach
Holmes
Central
Compton
Graham
Wilmington
Grandee
Central
Compton
Willowbrook
Wilmington
Compton
San Pedro
Avalon
Stanford
Central
Main
Broadway
Hoover
Figueroa
Vermont
Street Name
(N-S Streets)
Vermont
Vermont
Vermont
Vermont
Vermont
Harbor
Harbor
Harbor
Harbor
Harbor
Harbor
Harbor
Harbor
Harbor
Harbor
Avalon
Avalon
Avalon
Avalon
Avalon
Avalon
Imperial
Imperial
Imperial
Imperial
Imperial
Imperial
Imperial
103rd
103rd
103rd
103rd
103rd
103rd
103rd
103rd
103rd
103rd
Slauson
Slauson
Slauson
Slauson
Vernon
Vernon
Vernon
Vernon
Vernon
Vernon
Washington
Washington
Washington
Washington
San Pedro
San Pedro
San Pedro
Grand
Grand
Grand
Grand
Grand
Grand
Grand
Grand
Station
111th St.
105 Freeway Onramp
117th St.
119th St.
111th St.
111th St.
Imperial
117th St.
111th St.
Imperial
117th St.
111th St.
Imperial
116th St.
117th St.
111th St.
111th St.
112th St.
111th St.
Imperial
118th St.
111th St.
112th St.
115th St.
111th St.
114th St.
108th St.
114th St.
Century
Century
103rd St.
104th St.
Century
103rd St.
104th St.
103rd St.
Century
104th St.
51st St.
51st St.
51st St.
55th St.
41st St.
41st St.
Vernon
41st St.
Vernon
46th St
16th St.
16th St.
16th St.
16th St.
16th St.
16th St.
Washington
16th St.
Venice
Venice
Washington
Venice
Venice
Washington
23rd St.
Northern Boundary
105 Freeway Onramp
117th St.
119th St.
120th St.
120th St.
Imperial
117th St.
120th St.
Imperial
117th St.
120th St.
Imperial
116th St.
117th St.
120th St.
120th St.
120th St.
120th St.
Imperial
118th St.
120th St.
112th St.
115th St.
Imperial
114th St.
Imperial
112th St.
Imperial
111th St.
103rd St.
104th St.
111th St.
103rd St.
104th St.
108th St.
108th St.
104th St.
111th St.
Slauson
Slauson
Slauson
Slauson
51st St.
Vernon
51st St.
51st St.
46th St
48th Pl
41st St.
41st St.
41st St.
41st St.
Adams
Washington
Adams
Adams
Adams
Washington
Adams
23rd St.
Washington
23rd St.
Adams
Southern Boundary
.04 mi
Station located on street
.09 mi
.30 mi
.25 mi
.16 mi
.08 mi
.28 mi
.25 mi
.25 mi
.53 mi
.50 mi
.50 mi
.52 mi
.25 mi
.16 mi
.60 mi
.60 mi
.60 mi
.46 mi
.43 mi
.38 mi
.08 mi
.05 mi
.03 mi
.62 mi
.17 mi
.17 mi
.21 mi
.03 mi
.03 mi
.12 mi
.03 mi
.23 mi
.22 mi
.75 mi
.25 mi
.13 mi
.76 mi
.25 mi
.25 mi
.07 mi
.07 mi
.77mi
.20 mi
.06 mi
.32 mi
.05 mi
.05mi
.25 mi
.20 mi
.15 mi
.15 mi
.07 mi
.28 mi
Distance To Station (from
closest point)
15' w, 25'e
10'
10' w, 25' - 4'e
15' w, 4'e
10'
16.5'
10'
16.5'
15'
10'
7'
15' w, 12' e
15'
10'
15'
10'
10'
10'
10'
8' - 10' w, 10' e
10'
7'
10' w, 7' e
7'
9'
10' - 9' w, 9' e
10' e
10' e
10'
10'
10'
10'
10' w, 5' e
10'
5'
10' e
10'
9'
12'
12'
10'
14'
12'
10'
12'
10'
10' w, 5' e
10' w, 5' e
12'
10'
10'
10'
10'
14'
14'
16'
15'
15'
18'
12'
12'
12'
24' w, 12' e
Existing
Dimensions
s'wlk X 2
Existing Dimensions
100'
92' - 84'
84' - 80'
80' - 90'
60'
67'
80'
67'
90'
80'
46'
53'
50'
80'
50'
60'
60'
25'
80'
80' - 90' - 80'
80'
36'
50'
36'
42'
42' - 80' - 42'
30'
30'
80'
70'
70' - 66'
42'
40'
40'
40'
50'
80'
42'
56'
56'
60'
72'
56'
40'
56'
60'
40'
40'
56'
40'
40'
60'
40'
62'
57'
68'
60'
62'
56'
56'
56'
56'
56'
Existing
Dimensions
Road
60'
60'
60'
-
-
60'
60'
60'
60' - 40'
40'
-
Existing
Median or
Rail ROW
200'
195'
195'
195' - 153'
80'
100'
100'
100'
160'
100'
60'
80'
80'
100'
80'
80'
80'
45'
100'
100' - 110' -100'
100'
50'
67'
50'
60'
60' - 99' - 60'
40'
40'
100'
90'
90' - 85'
62'
55'
50'
50'
60'
100'
60'
80'
80'
140'
100'
80'
60'
80'
140'
55'
55'
80'
60'
60'
140'
60'
90'
85'
100'
90'
92'
92'
80'
80'
80'
92'
Existing
Dimensions
ROW
Dimensions as they are on the ground
Collector Street
Collector Street
Collector Street
Collector Street
Collector Street
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Secondary Hwy
Secondary Hwy
Secondary Hwy
Collector Street
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Major Hwy Class II
Major Hwy Class II
Local
Local
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Local
Local
Local
Local
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Collector Street
Local
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Collector Street
Local
Local
Major Hwy Class II
Secondary Hwy
Local
Collector Street
Collector Street
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Secondary Hwy
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
DCP Designation
Overclassified
Overclassified
Overclassified
Overclassified
Overclassified
4'
4'
4'
Overclassified
4'
44'
10'
10'
Overclassified
10'
10'
10'
19'
4'
4'
4'
40'
23'
40'
44'
44' - 5' - 44'
20'
20'
4'
5'
28'
5'
10'
10'
4'
44'
24'
10'
Overclassified
Overclassified
24'
30'
10'
Overclassified
5'
5'
24'
30'
Overclassified
4'
14'
19'
4'
Overclassified
Overclassified
10'
24'
24'
12'
Existing
highway
dedication
DCP/BOE
12'
12'
12'
12'
10'
12'
12'
12'
12'
12'
12'
10'
10'
10'
10'
10'
12'
10'
12'
12'
12'
10'
10'
10'
12'
12'
12'
12'
12'
12'
10'
10'
12'
12'
12'
12'
12'
12'
12'
10'
12'
12'
12'
10'
10'
12'
12'
12'
12'
10'
12'
12'
10'
12'
12'
12'
10'
10'
10'
10'
12'
12'
12'
Planned
Dimensions
s'wlk X 2
80'
80'
80'
80'
44'
80'
80'
80'
80'
80'
80'
70'
70'
70'
70'
70'
80'
44'
80'
80'
80'
70'
70'
70'
80'
80'
36'
36'
80'
80'
70'
70'
36'
36'
36'
36'
80'
80'
80'
70'
80'
36'
80'
70'
70'
80'
36'
36'
80'
70'
36'
80'
44'
80'
80'
80'
70'
70'
70'
70'
80'
80'
80'
Planned
Dimensions
Road
104'
104'
104'
104'
64'
104'
104'
104'
104'
104'
104'
90'
90'
90'
90'
90'
104'
64'
104'
104'
104'
90'
90'
90'
104'
104'
60'
60'
104'
104'
90'
90'
60'
60'
60'
60'
104'
104'
104'
90'
104'
60'
104'
90'
90'
104'
60'
60'
104'
90'
60'
104'
64'
104'
104'
104'
90'
90'
90'
90'
104'
104'
104'
Planned
Dimensions
ROW
BOE & LADOT Dimensions
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Collector Street
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Secondary Hwy
Secondary Hwy
Major Hwy Class II
Collector Street
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Major Hwy Class II
Major Hwy Class II
Local
Local
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Local
Local
Local
Local
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Major Hwy Class II
Local
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Major Hwy Class II
Local
Local
Major Hwy Class II
Secondary Hwy
Local
Major Hwy Class II
Collector Street
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Secondary Hwy
Secondary Hwy
Secondary Hwy
Secondary Hwy
Major Hwy Class II
Major Hwy Class II
Major Hwy Class II
Planned
Designation
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Complete
Street
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
Yes
No
Yes
No
No
No
Yes
Yes
Yes
No
No
Yes
Yes
No
Yes
No
No
Yes
Yes
Yes
Yes
No
No
No
No
No
Yes
No
No
Yes
No
No
No
No
Yes
No
No
No
No
No
No
No
Yes
Yes
Yes
No
No
No
Safety
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
No
Yes
No
Yes
Yes
Yes
No
No
No
Yes
Yes
No
No
Yes
No
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
No
Yes
No
Yes
No
No
Yes
Yes
Yes
Yes
No
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Economic
Value
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Accessibility
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
No
No
No
Yes
Yes
No
No
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Physical
No
No
No
No
Yes
No
No
No
No
No
Yes
No
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
Yes
Yes
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
Cost Savings
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Connectivity
High
High
High
High
Medium
High
High
High
High
High
Medium
Medium
Medium
Medium
Medium
Medium
High
Medium
High
High
High
Medium
Medium
Medium
High
High
Low
Low
High
Medium
Medium
Medium
Medium
High
High
High
Medium
Medium
High
Medium
High
Low
High
Medium
Medium
High
Medium
Medium
High
Low
Medium
High
Low
High
High
High
High
Medium
Medium
Medium
High
High
High
Level of
Importance
(Priority)
B-2
TOD LINKAGE STREETS
B-3
PEDESTRIAN AND BIKE
AUDIT—PRIORITY BOARD
Place the stickers next to your top 3 issues
Coloque el punto adhesivo junto a los tres
asuntos más importantes para usted
Safe, walkable streets
Calles que son seguras y transitables
More housing options
Más opciones de vivienda
More shopping options
Más variedad de tiendas
Preserve/improve job
opportunities
Preservar o mejorar las
oportunidades de empleo
Preserve single-family
neighborhoods
18
6
9
9
7
Preservar los vecindarios unifamiliares
Better bicycle connections
Mejorar las conexiones para viajar en
bicicleta
6
B-4
COMMUNITY MAPPING EXERCISE
B-5
GRAND STATION
B-6
SAN PEDRO STATION
B-7
WASHINGTON STATION
B-8
VERNON STATION
B-9
SLAUSON STATION
B-10
B-11
IMPERIAL/WILMINGTON STATION
B-12
AVALON STATION
B-13
HARBOR STATION
B-14
VERMONT STATION
Acknowledgements
RENEW/TOD TEAM
Faisal Roble, Senior City Planner
Lynell Washington, Project Manager
Robert Baird
Alex Campbell
Isidro Cerda
Tamara Gishri
RAW INTERNATIONAL
Roland Wiley
Steven Lott
Rosa Kuo
Steven Lewis
Ashley Hart
Daniel Lee
Made possible by funding from the
Department of Health and Human
Services through the Los Angeles
County Department of Public Health
Made possible by funding from the Department of
Health and Human Services through the Los Angeles
County Department of Public Health
RENEW Los Angeles
Visualization of Proposed
Development at San
Pedro Station Area

Untitled - Department of City Planning

Transcription

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