Green Line Station Access Plans

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ACCESS METRO: VOLUME 1

GREEN LINE STATION ACCESS PLANS

HAWTHORNE STATION CRENSHAW STATION VERMONT STATION AVALON STATION

Prepared by:

Los Angeles County Odyssey Metropolitan Transportation 901 F Street, Suite 210 Authority (Metro) Sacramento, CA 95814 One Gateway Plaza (916) 448-1687 Los Angeles, CA 90012-2952 (213) 922-7241 www.odyssey.org www.metro.net

September 2007

Acknowledgements

Metro would like to thank the following for their assistance and input into this project:

Project Team Kathleen McCune, Transportation Planning Manager, Metro South Bay Area Planning Team Sharon Sprowls, Interim Executive Director, Odyssey Lauren Cencic, Project Associate, Odyssey Carlos Morales, Project Associate, Odyssey

Community organizations that contributed to the station plan findings and recommendations and provided significant support to the walkability workshops and bicycle audit:

City Lites Harbor Gateway Neighborhood Council Lennox Coordinating Council Lennox Middle School Moffett Elementary School

Other Contributors: Scott Greene, Transportation Planning Manager, Metro South Bay Lynne Goldsmith, Transportation Planning Manager and Bicycle Program Coordinator, Metro Michelle Mowery, Sr. Project Coordinator – Bicycle Program, City of Los Angeles Department of Transportation City of Inglewood Public Works Department

TABLE OF CONTENTS

Introduction 4

Metro Green Line – Hawthorne Station 8 Existing Conditions 9 Recommendations for Access Improvements 26

Metro Green Line – Crenshaw Station 28 Existing Conditions 29 Recommendations for Access Improvements 47

Metro Green Line – Vermont Station 49 Existing Conditions 50 Recommendations for Access Improvements 66

Metro Green Line – Avalon Station 68 Existing Conditions 69 Recommendations for Access Improvements 83

Appendix A: Related Bicycle Codes

Appendix B: Community Resource List

Introduction

In 2005, the Los Angeles County Metropolitan Transportation Authority (Metro) collaborated with Odyssey, a statewide nonprofit focused on transportation issues, to submit an application to Caltrans for a Community-Based Planning Grant. The proposed grant project was to assess and recommend physical infrastructure and safety improvements to increase walking and bicycling to four selected Metro Green Line stations located in low-income neighborhoods in the South Bay.

The application was selected by Caltrans for funding, and in 2006 Metro and Odyssey began the project. The focus of the project was to make transit a more attractive and safe option for lower income residents by providing recommendations to improve the walking and bicycling conditions within a half-mile of the Metro Green Line rail stations. The Hawthorne, Crenshaw, Vermont, and Avalon stations were selected for the project because of their ridership and proximity to residential neighborhoods. These stations are also major bus transit hubs for Metro and other transit providers.

The project resulted in the four station plans that follow. Completed in August 2007, these plans represent an effort by Metro to reach out to affected communities and address access to its Metro Green Line stations and conditions in the neighborhoods that surround them.

Project Methodology

Odyssey and Metro undertook a series of steps to develop the four station plans and recommendations:

1. Learning the Area. Extensive site visits were conducted to become familiar with the stations, surrounding neighborhoods, major nearby destinations, agencies and community resources in each neighborhood. Project staff also phoned and met with community organizations and leaders to learn more about the area and the issues facing those residing in the neighborhoods around the station area.

2. Mapping. Maps were developed using Geographic Information Systems (GIS) to understand in more detail the population, demographics, governmental jurisdictions, and school attendance boundaries within a half-mile of each station area.

3. Frequency Counts. Frequency counts were conducted during peak morning and afternoon commute hours to document the frequency with which riders walk and bike to/from the four Metro Green Line stations to use light rail or bus transportation.

4. Intercept Interviews. Staff conducted over 175 intercept interviews with people walking or biking to/from the stations. The interviews provided information regarding pedestrians’ and cyclists’ routes to/from each station and impediments to accessing each station area, including conditions of streets, sidewalks, intersections, crossings, park-and-ride lots, traffic, safety, etc.

5. Walk Audits. To expand on these findings, the project team conducted numerous walk audits with parent and community groups at the stations and in surrounding neighborhoods within a quarter mile of the stations. Participants in walk audits examined station areas for pedestrian conditions, identifying concerns and suggesting solutions.

6. Bicycle Audit. Working with two community-based bicycling organizations, the project team also conducted a bike audit. Cyclists participating in the audit evaluated the bicycling conditions on various roadways in the station areas, identifying street conditions and suggestions for improvement.

7. Draft Plans. Based on the site visits, walk and bike audits and intercept interviews, the project team prepared a draft plan for each station area, highlighting key impediments to bicycle and pedestrian access and providing a series of recommendations for coordination, planning and physical improvements to enhance walking and biking conditions in each station area.

8. Feedback on Plans. The plans were circulated to community leaders, local governments, community groups, and participants in the audits, interviews and surveys, for additional comment and feedback before being finalized.

General Station Plan Findings

In the course of the project, Odyssey and Metro found numerous factors common to the station areas and surrounding neighborhoods:

• People do walk and bike in these areas, including parents with small children. • Bicyclists and pedestrians tended to use the busier north-south corridors to reach the station areas, rather than walking or biking on side streets. • Most cyclists were men, and most did not use helmets. • A majority of the cyclists tended to ride on the sidewalks, so they encountered similar issues to those facing pedestrians. (Jurisdictions vary on whether they allow cyclists to ride on the sidewalk: the City of Hawthorne permits it, the City of Inglewood and the County of Los Angeles do not, and the City of Los Angeles expects cyclists to travel in the same direction as vehicles, whether on the street or sidewalk.) • There is a need for bike lanes that lead to all the stations in both the east-west and north- south directions. • Major east-west corridors carry more traffic but are often easier to bicycle than local residential streets with narrower lanes. It is important to clean debris from gutters on key access streets to stations to facilitate bicycle use.

• Few cyclists parked their bikes in bicycle racks at the stations. Most took their bikes on the Metro Green Line or the bus. • People voiced many concerns with safety, trash, lack of amenities, and blight in station platform and bus stop areas, Park-and-Ride lots, and surrounding streets. • Due to their locations in the middle of the I-105 Freeway, all four station platforms have an extremely high noise level from freeway traffic, making it uncomfortable for passengers waiting for light rail trains. The Hawthorne and Vermont station entrances and bus stops at street level also have uncomfortably high noise levels due to both freeway and street traffic. Although less pronounced, the Crenshaw and Avalon station entrances underneath the I-105 freeway also have noise levels above comfortable levels. • Although the Americans with Disabilities Act (ADA) requires sidewalks to be a minimum of three (3) feet, sidewalks in many areas have barriers, such as telephone and utility poles, that decrease the usable sidewalk width to under two (2) feet and make passage difficult, especially for those with strollers, wheelchairs, or bicycles. • A significant number of sidewalks had broken or uneven surfaces, or were discontinuous due to sections without concrete. • Pedestrian signals at many of the intersections had unreasonably long wait times before turning green, slowing pedestrian and bike trips. • Many pedestrian signals had short crossing times before turning red, making it difficult for pedestrians, especially seniors and those with mobility impairments or young children, to cross the street during the walk cycle. • Curbs at a number of key intersections and pedestrian refuges near station areas did not have access ramps for those with wheelchairs, bicycles, strollers, or mobility impairments. • The Hawthorne and Crenshaw Metro Green Line stations are bordered by numerous I-105 Freeway on-and off-ramps that pose safety concerns for pedestrian and bike travel to and from the stations. • There are a number of public schools within a few blocks of the Hawthorne and Vermont stations that face issues with “safe routes to school.” Partnerships with schools could improve walking and biking conditions for both school families and transit users. • There is little nearby street signage directing people to the various Metro Green Line stations. • More enforcement in the station areas, especially nearby schools, could help prevent speeding, U-turns and other traffic issues that increase safety concerns for pedestrians and cyclists. • Multiple jurisdictions are responsible for the areas around the stations, the Park-and-Ride lots, freeway on-/off-ramps, and street and sidewalk infrastructure. Increased coordination between different agencies could help create more seamless, safe and pleasant trips for pedestrians and cyclists to/from each station. • Station areas already have a lot of the “people presence,” walking, biking and transit use of transit-oriented development. Many opportunities exist to make transit station areas more livable and vibrant for riders and community residents alike.

Toolkit

To facilitate replication of this project in other areas, the Access Metro project team has developed a toolkit on how to conduct a similar effort to assess and improve bike and pedestrian access around a transit station/hub, especially in low-income neighborhoods. The toolkit is Volume 2 of this document.

Funding Sources for Improvements

Volume 3 contains information on a variety of funding programs available to local jurisdictions, communities and residents to implement recommendations contained in the station plans. Metro’s biennial Call for Projects, federal, state and local funding programs, foundation and grant programs, can help local jurisdictions and communities improve streets, sidewalks, bicycle facilities, shade, and amenities in station areas. Local governments, community leaders and residents are encouraged to explore these funding sources to pursue improvements.

Next Steps

Metro South Bay Area Planning staff will meet with staff/representatives from the jurisdictions mentioned in the Station Access Plans to review the findings and determine an implementation strategy to improve the pedestrian and bicycle infrastructure around the Metro Green Line stations.

More Information

For more information on the Access Metro project, Station plans, or Toolkit contact Metro’s South Bay Area Planning staff at (213) 922-7241.

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Metro Green Line – Hawthorne Station

Name: Metro Green Line Hawthorne Station Intersection: Hawthorne Boulevard and I-105 Freeway Jurisdiction(s): North of the Station: West Side of Hawthorne Boulevard • From station to 111th Street [City of Hawthorne] • From 111th Street to 104th Street [County of Los Angeles – Lennox] East Side of Hawthorne Boulevard • From station to 104th Street [County of Los Angeles – Lennox] East and West Sides of Hawthorne Boulevard • From 104th Street to Century Boulevard [City of Inglewood] South of the Station: West and East Sides of Hawthorne Boulevard • From station to El Segundo Boulevard [City of Hawthorne]

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Existing Conditions

The Hawthorne Metro Green Line station platform is located above street level in the median of the I-105 Freeway. The stairway and elevator entrances to the light rail station platform are on the east and west sides of Hawthorne Blvd., where there are also bus stops for Metro Rapid and Metro Local bus services.

The major north/south corridor is Hawthorne Boulevard, and the major east/west corridors are Century Boulevard (to the north) and Imperial Highway and El Segundo Boulevard (to the south). The land use on Hawthorne Boulevard itself is primarily commercial. South of the station the predominant land use is multi-family residential with some single family and north of the station area the land use is single family residential with some multi-family. There are two elementary schools on 111th Street – Dolores Huerta within a block of the station area and Moffett, a few blocks further east. In addition there is Lennox Avenue which serves as a neighborhood shopping street catering to the local Latino population and also the site of the County of Los Angeles public library and County Supervisor’s local office.

Station Area Statistics Based on 2000 Census Data

Age Groups within ½ Mile Radius

Under 5 5 -17 18 to 21 22 to 29 30 to 39 40 to 49 50 to 64 Over 65

6,372 14,878 4,719 14,568 18,016 12,808 11,954 7,574

7% 16% 5% 16% 20% 14% 13% 8%

Commuter Data within ½ Mile Radius

Total Number of Public Transit Bicycle Walk Commuters 41,978 3,348 465 1,072 8% 1% 3%

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Station Area Transit Information

Ridership, Service and Population Statistics within ½ Mile Radius

Daily Metro Bus 2,312* Local Bus Service No Riders (Weekday) (other) Total Annual Riders 692,819** Population within 90,885 of Metro Rail in ½ FY 2007 at Mile Radius Hawthorne Station BRT Service No Average Household $44,211 Income within ½ Mile Radius Metro Rapid Yes Transit Riders 3,348 Service Living within ½ Mile Radius Existing Transit Yes Center * Metro Weekday Ridership for FY 2007 Quarter 1 Data – Boardings only ** Metro Rail Ridership FY 2007- Weekday Boardings only

Existing Transit Lines

Weekday Boardings Transit Type Agency Routes by Line Rail Lines METRO Green Line 2,728 740 Hawthorne 788 Bus Rapid Transit METRO Boulevard 40 1,111 126 28 Bus Lines METRO 212/312 374 442 11 Total Bus Boardings 2,312

Current Station Conditions

Sidewalks. At the station, the overall area provides ample room for pedestrians and cyclists on the sidewalk. The sidewalk is 9.6 feet wide at its widest section and 5.2 feet at its narrowest point due to trash cans, bus benches and bus poles.

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Shade/Amenities. Many of the riders at the station commented on the lack of shade and amenities such as benches for passengers waiting at the bus stops.

Noise. The traffic on the freeway and along Hawthorne Boulevard produces a high level of noise. It is even more pronounced on the station platform where the noise from vehicles on the freeway is increased by the design of the station, which acts as an acoustic cave.

Park-and-Ride Lots. The results from the interviews and community workshops indicated that cars are left in the Park-and-Ride lot on the east side of Hawthorne for lengthy periods of time, homeless people sleep in the lot at night, and that there are few garbage cans on 111th Street, increasing trash in the lot and on the street.

Bicycle Access Conditions

Bicycle Capacity. The transit station provides capacity for four bicycles in bike racks located in the adjacent Park-and-Ride lot on the southwest corner of Hawthorne Boulevard and 111th Street.

Bicycle Lanes/Paths. There are no bicycle lanes or paths to the station. About a mile and a half west of the transit station there is a Bike Lane (Class II) that travels east/west along Imperial Highway from the Aviation station to the southern border of LAX. The majority of cyclists riding to, and through, the Hawthorne station area were observed to be riding on the sidewalk.

Access to Street from Station. There are no curb cuts for cyclists to go directly from Hawthorne Boulevard to the station entrances. Instead, cyclists must pick their bikes up over the curb, ride their bikes on the sidewalk, creating potential conflicts with pedestrians, or walk to/from the closest intersection which at times can be more than 500 feet away.

Limited Space to Ride and Street Debris. While Hawthorne Boulevard provides more space for bicyclists, there is limited space on other north-south and east-west connections to the station area, including Prairie Avenue, Inglewood Avenue, and Century Boulevard Cyclists using these streets reported having to use the gutter where there is more debris, storm drains, and uneven pavement. Riders on Century Boulevard reported the high incidence of potholes, fast traffic and uneven pavement between the gutter and the street. Parents of children attending the elementary schools on 111th reported concerns with allowing children to ride on the street because of limited space for bicycle use.

Alternate Routes to Station. Most observed pedestrians and bicyclists travel along Hawthorne Boulevard to access the station, despite the larger volume of traffic. Prairie

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Avenue to the east of Hawthorne Boulevard and 111th Street to the north has less traffic, but limited space for cyclists to ride.

Driver Behavior. Riding as a group during the bike audit, cyclists reported that drivers were generally courteous and friendly, allowing safe passing distances between cyclists and vehicles. However, regular riders to the Hawthorne station reported feeling insecure in street traffic, and that drivers often do not watch or stop for bicyclists.

Bicycle Facilities within a ½ Mile Radius of the Station.

Existing bike routes: None Existing bike lanes: None Existing bike paths: None Existing bike parking at station: 4 bike racks; 0 bike lockers

Pedestrian Access Conditions

Wide, Fast Streets. Hawthorne Boulevard is a wide arterial. At the northern end of the station area it measures 128 feet across, with seven traffic lanes. The southern crossing of Imperial Highway and Hawthorne Boulevard has ten traffic lanes. Traffic lanes are generally 12 feet wide and turning lanes measure about 24 feet wide. Hawthorne is posted as a 35 mph zone, but traffic often exceeds the speed limit.

View of Hawthorne Boulevard and the Station area looking north towards 111th Street

Freeway Ramps. [Caltrans and City of Hawthorne] The station area includes an on- ramp to the I-105 Freeway on the west side of Hawthorne Boulevard just south of the station. There

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are two traffic lanes (1 dedicated turning lane and one optional turning lane) dedicated to the on-ramp, which pedestrians and cyclists must cross going to and from the station. With the speed limit of 35 mph onto the on-ramp, cars have a difficult time slowing down, and both cyclists and pedestrians reported safety concerns in crossing the on-ramp. The freeway on- ramp does not have a pedestrian signal, but does have a marked crossing; however, the crosswalk is angled towards the freeway on-ramp, making it difficult for pedestrians and cyclists to see on-coming traffic behind them. At night, the on-ramp is particularly difficult to cross because of poor lighting and fast moving vehicles.

I-105 Freeway on-ramp Truck is stopped in the crosswalk as pedestrians cross the I-105 Freeway off-ramp on the east side of Hawthorne Boulevard

On the east side of Hawthorne, there is also an I-105 Freeway off-ramp which separates the station entrance and bus platform from the Park-and-Ride lot at 111th Street to the north. Even though there is a signal, pedestrians have a difficult time crossing the intersection of the I-105 off-ramp and Hawthorne Boulevard because motorists exiting the freeway often do not stop, even though their traffic light is red. Additionally, cars that do stop at this intersection often stop in the crosswalk (see above), which impedes pedestrian access to and from the station. It was observed that motorists regularly tend to look south for cars while rolling forward into the crosswalk, and do not look north for pedestrians.

Intersection at Hawthorne Boulevard and 111th Street. [County of Los Angeles, Caltrans and City of Hawthorne] The current configuration at the north end of the station area at Hawthorne Boulevard and 111th Street requires pedestrians to cross four separate signalized crosswalks and 13 lanes of traffic to travel from one side of the Hawthorne station to the other. For example, to cross from the west side entrance of the Hawthorne station to the east side entrance and bus platform, pedestrians must walk or wheel north across 111th Street, across Hawthorne Boulevard, back south across 111th Street, and then across the freeway off- ramp Each of these crossings is signalized. These crossings can be particularly difficult for wheelchair users or those pushing strollers.

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In addition, the pedestrian lights at all corners are extremely slow to change to “walk” and change too quickly to “don’t walk.” The pedestrian light to cross Hawthorne Boulevard at 111th Street allows only 27 seconds for pedestrians to cross seven lanes of traffic and 128 feet of street width. Schoolchildren regularly use this intersection to reach the elementary schools on 111th Street, but reportedly there is a crossing guard on only the east side of the intersection, and groups are regularly caught by the light. The prolonged length of time between crossing periods and the short crossing time on both the west and east sides of Hawthorne Boulevard, encourages pedestrians to cross illegally despite fast moving vehicles and turning cars. As noted earlier, the crossing at the freeway off-ramp, besides having a long wait time for pedestrians, can be dangerous because of cars rolling through the stoplight and crosswalk when exiting the freeway.

Northwest corner of Hawthorne Boulevard and 111th Street, facing east

Intersection of Imperial Highway and Hawthorne Boulevard. [City of Hawthorne] South of the station area, the pedestrian crossing at Imperial Highway and Hawthorne Boulevard also presents numerous conflicts for pedestrians. North of Imperial Highway, Hawthorne Boulevard contains a total of seven lanes – three going northbound divided by a center median, and four lanes going southbound, two of which are dedicated turning lanes – for a total width of 92 feet. South of Imperial Highway, Hawthorne Boulevard contains six lanes going northbound. Traffic is fast on both Hawthorne Boulevard and Imperial Highway at this intersection. Some of the more prevalent concerns at the intersection include the following:

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• Insufficient sidewalk width and sidewalk pavement in need of repair. • Corners that are cluttered with road signs, electrical poles and newspaper racks, and do not provide sufficient room for pedestrians to maneuver, especially those with wheelchairs, strollers or bicycles • Trash from the local auto repair shop on sidewalks which adds to clutter and poor aesthetics for pedestrians. • Insufficient time on the pedestrian light to cross the street at Hawthorne Boulevard and Imperial Highway • Cars turning on the red light without stopping, or stopping in the crosswalk • A median with a pedestrian refuge but no curb cuts on Imperial Highway, forcing people with wheelchairs, strollers or bicycles to wait in the street/roadway next to traffic if they are not able to cross in a single pedestrian cycle. On Hawthorne Boulevard, the median on the north side of the intersection has a curb cut, but the median on the south side of the intersection does not.

Southwest corner of Imperial Highway and Median without curb cuts forces waiting Hawthorne Boulevard - cramped space for right next to traffic on Imperial Highway, and groups waiting to cross car is stopped in crosswalk

Community Input

A number of pedestrian and bicycle access issues were identified by the community through surveys, interviews, audits and meetings. On the following pages you will find:

• Maps displaying many of the access issues identified and the most common pedestrian and bicycle routes utilized by community members to access the station • A chart listing more detailed and specific pedestrian and bike access issues around the station area • Recommendations for station access improvements, based on the community input and the previous description of the existing conditions, are listed after this section.

15 Pedestrian and Bicyclist Concerns

HAWTHORNE STATION PLAN

Detailed Issues from Interviews and Audits of the Hawthorne Station Area

Sidewalk Problems Location Jurisdiction Description Hawthorne Boulevard City of Hawthorne • Sidewalk needs repair, is broken and uneven

Hawthorne Boulevard • Sidewalk is broken and needs repair. City of Hawthorne and Imperial Highway • Not enough room to wait at the corner. County of Los Hawthorne Boulevard Angeles and • Some broken sidewalks. and 104th Street City of Inglewood • Sidewalk widths are too narrow, need to be widened. th • The driveway on 111 just west of Hawthorne behind Golden Donut has no signs, although children walk there. • Between Burin and Hawthorne, the sidewalk is County of Los 111th Street narrow and pedestrians with umbrellas and Angeles strollers have to get out of the way. • Sidewalks west of the station are very narrow (approx. 3-4 ft.) for kids walking to Lennox Middle School and often interrupted by parked cars on the sidewalk, utility poles and garbage cans. • Bumpy sidewalk. • Sidewalk is 5-7 feet wide near the Moffett Along Freeman County of Los Elementary School. Avenue Angeles • Parents want more policing of speeding traffic by Moffett Elementary School. • Cannot cut through Park-and-Ride lot because County of Los Acacia Avenue there is no pedestrian access, have to go around Angeles to the street to reach the station. • This is one of the main pedestrian walkways to County of Los the Lennox Middle School and Buford Buford Avenue Angeles Elementary, but utility poles narrow the sidewalk width to three feet or less. Hawthorne Boulevard • Sidewalk is really narrow due to two utility poles County of Los and Lennox and a light pole near the Library and La Pizza Angeles Boulevard Loca. Imperial Highway and • Sidewalks are bumpy near the Jack-in-the-Box City of Hawthorne Gale Avenue restaurant. • Sidewalk is very narrow because sidewalk Near Moffett County of Los furniture reduces the sidewalk width to three feet Elementary School Angeles across.

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Intersections Location Jurisdiction Description • Difficult to cross Hawthorne Boulevard near station, cars do not stop. Metro and • Pedestrian signal takes too long to change to Hawthorne Station City of Hawthorne green. • Cars coming from the north often run the second light after 111th Street. • Pedestrian light across Hawthorne takes over two minutes to change to green and only allows 22-27 seconds to cross. th • Cars do not respect the light and turn onto 111 Street from Hawthorne Boulevard rapidly. • Curb cut on northwest corner forces those with a stroller or in wheelchairs out into traffic before County of Los being able to get back into the crosswalk and up Hawthorne Boulevard th Angeles and City of onto the sidewalk. and 111 Street th Hawthorne • Long wait to cross 111 Street from Park-and- Ride lots • Have to cross all the way around on four crosswalks to get to other side of station to catch a bus. If miss the bus, could be a 30-minute wait. Would be easier if there were a pedestrian crossing in the middle of the block to go from one side of the station to the other. • No crosswalk from small Park-and-Ride lot on Park-and-Ride Lots Caltrans west side of Hawthorne Boulevard to Burin Avenue. • Have to run or walk real fast to be able to make the green light, there is not enough time programmed on the light. • When crossing Imperial Highway it is difficult to Hawthorne Boulevard City of Hawthorne cross, could get hit by traffic speeding through and Imperial Highway the intersection if can’t cross in time. • Cars that are turning do not stop when they have a red light. • Cars frequently stop in crosswalk. Hawthorne Boulevard • Intersection needs more time on the pedestrian City of Hawthorne and 120th Street signal.

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• Hard to cross freeway intersection and Hawthorne Boulevard. • Cars cut people off, especially at freeway on- ramp. • At off-ramp to I-105 Freeway on northbound side it is difficult to cross the off-ramp because you hardly have time to cross the street. • The intersection at the off-ramp: the pedestrian Caltrans, Hawthorne Boulevard signal takes too long to change to green, and City of Hawthorne and I-105 Freeway changes too quickly to red. and County of Los on/off ramp • Freeway off-ramp: cars do not look at light, they Angeles go even if it is red. • At intersection of I-105 Freeway off-ramp and Hawthorne Boulevard, the traffic light does not coordinate with the traffic or the pedestrians. • Motorists were seen exiting the I-105 Freeway with a rolling stop and most of the time looking south for cars, but forgetting to look north for pedestrians. Hawthorne and City of Inglewood • Not enough time to cross street. Century • Need to put a stop sign and there are only two crosswalks instead of four by Huerta Elementary. Acacia Avenue and County of Los • Crosswalk is angled and would be safer if 111th Street Angeles straightened and realigned. th • Speeds on 111 Street are fast, and no speed limit signs. • The crosswalk is misaligned. Larch Avenue and County of Los • A curb extension at the northeast corner could 111th Street Angeles better align the crosswalk. • Crosswalks are misaligned. • The northeast corner is too small for a group to wait to cross which leads pedestrians to wait in 111th Street and County of Los the roadway. Inglewood Avenue Angeles • Parents enter the parking lot here to drop off kids, which can lead to conflicts between cars and pedestrians. th 111 Street and County of Los • Intersection does not have curb ramps in front of Buford Street Angeles Lennox Middle School th • The crosswalk on Buford and 109 Streets does Buford Street and County of Los not have ADA access ramps. th 109 Street Angeles • The sidewalk at the northwest corner of this intersection, forces children to wait in traffic. Imperial Highway and City of Hawthorne • The light to cross takes too long to change. Freeman Avenue

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Street Conditions for Cyclists Location Jurisdiction Description • No sidewalk curb cuts/ramps near station on Hawthorne Boulevard • Had to wait too long to cross intersection of Hawthorne Boulevard and Imperial Highway. • Difficult to cross freeway ramp. County of Los • Streets are bumpy and full of potholes. Hawthorne Boulevard Angeles, City of • Street is poorly maintained and broken glass near station Hawthorne, and from car accidents cause flat tires. Caltrans • Dangerous to ride bike on the street especially since Hawthorne Boulevard does not have any bike lanes. • Dangerous to cycle around Hawthorne Boulevard because of too much traffic. • No space for cyclists to ride in street. County of Los Prairie Avenue • Needs a bike lane or wide curb lane. Angeles • Cars drive too close to cyclists. Inglewood Avenue City of Hawthorne, • No space for cyclists to ride. between Broadway County of Los • Pavement is cracked, bumpy and broken. and Century Angeles, and City of • Autos pass closely. Boulevard Inglewood Century Boulevard between Inglewood • Potholes, debris in street. City of Inglewood Avenue and Prairie • No space for cyclists to ride. Avenue

Trash Location Jurisdiction Description County of Los Hawthorne Boulevard • Streets are dirty with trash and grease from cars. Angeles and City of near station • Trash along street. Hawthorne Hawthorne Boulevard County of Los and Lennox • Sidewalks are especially dirty. Angeles Boulevard County of Los Hawthorne Boulevard • The Park-and-Ride lot across the street from Angeles and City of and 111th Street Dolores Huerta Elementary has lots of trash. Hawthorne Hawthorne Boulevard and Century City of Inglewood • Sidewalk needs to be cleaned. Boulevard

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• Trash along the way on street. • Trash by Golden Donut near Hawthorne Boulevard and along street where children walk to/from County of Los school. 111th Street Angeles and • Electricity box is being used as a trash receptacle Caltrans on 111th near Moffett Elementary School; insufficient garbage cans in Park-and-Ride lot on east side of Hawthorne Boulevard. Imperial Highway and City of Hawthorne • Lots of trash. Freeman Avenue

Lighting Location Jurisdiction Description

• Pretty dark in areas near station. Hawthorne Station Metro • Street lights are usually off. • Too dark at night in and around the transit station.

• They have lights in Park and Ride lot but there are Park-and-Ride lot Caltrans no lights for the sidewalk. • Lights turn off at night.

• At night, lights missing along street. th County of Los 111 Street • There are no lights on at around 1 AM. Angeles • There are no lights along street at night.

Other Location Jurisdiction Description • There is no shade at the station. Hawthorne Station Metro • Elevator smells, has lots of trash. County of Los Along Hawthorne • There is no shade along sidewalk. Angeles and City Boulevard • Noise levels are very high. of Hawthorne County of Los 111th Street • Need shade along street. Angeles County of Los Along Acacia Avenue • Grass is dead and there are no trees. Angeles

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Issues Near Moffett Elementary School Location Jurisdiction Description th • Autos traveling west on 111 Street often stop in the pedestrian crossing making it difficult for pedestrians to cross the street. • Lots of parents use the Park-and-Ride lot in the morning and walk their kids to school from there, but expressed concern about cars not stopping County of Los 111th Street and blocking the pedestrian crossing. Angeles • There is a driveway behind the Golden Donut (just west of Hawthorne Boulevard) that is used by fast moving cars to and from 111th Street. There is no signage to indicate that drivers should watch and stop for schoolchildren and other pedestrians crossing the driveway. • It is confusing which green light to use to turn left Hawthorne Boulevard County of Los from Hawthorne Boulevard onto 111th. Street. th and 111 Street Angeles • Crossing guard only covers the eastern half of Hawthorne Boulevard, not the western half. • Larch Avenue functions as a one-way street during the morning hours, however it is not enforced and some autos make a U-turn and go the wrong way. • Parents double and triple park when dropping off kids, and kids cross in front of cars. • There are no stop signs at the entry to the school. • No lighting. • Need education with parents on driving and drop- offs. • Vendors sell food to kids in the driveway after Entrance to school on County of Los school, making the narrow sidewalks and Larch Avenue Angeles pedestrian congestion even worse. • There is no crosswalk in front of the school, forcing pedestrians to walk a long distance to the stop sign to cross. • Sidewalk on west side of Larch Avenue is narrow, and there are no mid-block crossings for children to cross to the school. • On east side of Larch Avenue, there is not enough space for strollers; afternoon vendors in the driveway after school make the conditions worse.

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County of Los • Children use the teacher parking entrance as a Angeles and short cut to get to school as there is no entrance to Moffett the school on Freeman Avenue, forcing children Teacher Parking Lot on Elementary and parents to go to Larch Avenue 111th Street School (Lennox • Multiple conflicts between pedestrians and cars Unified School occur at the entrance to the parking lot from 111th District) Street.

Issues Near Lennox Middle School Location Jurisdiction Description • Most school families and children walk along 111th Street, including from Hawthorne Boulevard and further to the school. Congestion issues are made worse by the school’s proximity to Buford Elementary 111th Street Los Angeles County School. Because of narrow sidewalks and trash cans on the sidewalk and in the street, children end up walking in the street on 111th Street. • Homeowners park into the sidewalk area, blocking children’s passage on the sidewalk. • Two entrance points to the parking lot create more conflicts between pedestrians and cars. Parking Lot • The main entrance in front of the school is shared by cars and kids walking to school. • Parents idle and park on Buford in front of the County of Los Angeles school entrance, blocking the way for children Buford Avenue and and Lennox Middle on foot. 111th Street by entrance School (Lennox • Parents make U-turns in this intersection. to school Unified School • Parents dropping off their kids ignore the left District) turn only sign.

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Recommendations for Access Improvements

Coordination

• Increase coordination between the different jurisdictions to make Hawthorne Boulevard more bicycle and pedestrian friendly. Consider continuing the street improvements that have occurred south of Imperial Highway along Hawthorne Boulevard, such as wider sidewalks, bulb-outs at intersections, heavy metal trash receptacles at every block, bus turn-ins, and street medians.

• Work with Caltrans on potential safety improvements to the crossing of the I-105 Freeway off-ramp at Hawthorne Boulevard. Assess the potential for a direct, signalized crossing of Hawthorne from east to west just south of the freeway off-ramp to eliminate the four separate pedestrian crossings currently required.

• Work with the local jurisdictions that control the signalized intersections to shorten the pedestrian wait times and lengthen the crossing times at the intersections of Hawthorne Boulevard with: o 111th Street [County of Los Angeles and City of Hawthorne] o I-105 Freeway off-ramp [Caltrans, City of Hawthorne, and County of Los Angeles] o 120th Street [City of Hawthorne] and o Imperial Highway [City of Hawthorne]

Also review intersections of 111th Street with Acacia Avenue for additional crosswalks, and the intersection of Imperial Highway and Freeman Avenue for lengthening the pedestrian crossing light. [County of Los Angeles]

• Metro and/or Caltrans could partner with local groups to discourage littering, report cars parked long-term, and help encourage keeping the streets clean by the station, Park-and-Ride lots and schools. Potential local partners in the area could include parent groups at the local schools (Dolores Huerta Elementary School, Moffett Elementary School, and Lennox Middle School).

Maintenance/Security

• Increase maintenance of the Park-and-Ride lots and control of trash • Increase patrol of Park-and-Ride lots to ensure cars that are present are not abandoned • Increase security at night to increase safety in the area • Increase regular maintenance at the station to eliminate trash and urine smell in elevators and corners within the transit station.

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Physical Improvements

• Improve amenities at the station to replace broken benches and increase lighting, and consider adding shade trees in planters or shade structures for passengers waiting for bus connections. [Metro]

• Increase the width of the sidewalks on Hawthorne Boulevard north of Imperial Highway to 5 feet per ADA for those sidewalks that currently provide three feet or less of walking room. [County of Los Angeles]

• Reposition sidewalk barriers that impede mobility, such as telephone and utility poles, at the corners of Imperial Highway and Hawthorne Boulevard [City of Hawthorne] and Lennox and Hawthorne. [County of Los Angeles]

• In the areas around local elementary schools, install curb extensions, sidewalk widenings, striped crosswalks, and red curbs near student entrances to help make the walking environment safe for all users. [Lennox Unified School District, County of Los Angeles]

• Consider installing bike routes on Hawthorne Boulevard and smaller side streets or marking them with shared lane use arrows to indicate bicycles are to be expected.

• Consider noise abatement measures for the station platform. [Metro, Caltrans]

• Install clear signage to indicate the location of the station along major corridors. [Metro, Caltrans, City of Hawthorne and City of Inglewood]

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Metro Green Line – Crenshaw Station

Name: Metro Green Line Crenshaw Station Intersection: Crenshaw Boulevard and I-105 Freeway Jurisdiction(s): North of the Station: East Side of Crenshaw Boulevard • From station to 119th Street [City of Hawthorne] • From 119th Street to Century Boulevard [City of Inglewood] West Side of Crenshaw Boulevard • From station to Century Boulevard [City of Inglewood] South of the Station: East and West Sides of Crenshaw Boulevard • From station to El Segundo Boulevard [City of Hawthorne]

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Existing Conditions

The Crenshaw Metro Green Line station platform is located in the median of the I-105 Freeway above Crenshaw Boulevard. From the street level, there are stairs and an elevator to the light rail platform, along with bus stops along Crenshaw Boulevard for Metro Rapid and Metro Local bus services. To the north of the station, the east/west corridor is Imperial Highway, and the primary land use is single family residential. South of the station, the east/west corridor is West 120th Street, and the predominant land use is commercial and light industrial. Directly south of the transit station is the Hawthorne Municipal Airport on the west side of Crenshaw Boulevard. Just east of Crenshaw Boulevard along 120th Street are two shopping centers.

Station Area Statistics Based on 2000 Census Data

Age Groups within ½ Mile Radius

Under 5 5 -17 18 to 21 22 to 29 30 to 39 40 to 49 50 to 64 Over 65

3,334 7,397 2,462 8,342 10,925 7,581 6,940 4,853

6% 14% 5% 16% 21% 15% 13% 9%

Commuter Data within ½ Mile Radius

Total Number of Public Transit Bicycle Walk Commuters 25,867 1,567 251 657 6% 1% 3%

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Station Area Transit Information

Ridership, Service and Population Statistics within ½ Mile Radius

Daily Metro Bus Riders 1,247* Local Bus Service No (Weekday) (other) Total Annual Riders of 606,948** Population within 51,753 Metro Rail in ½ Mile Radius FY 2007 at Crenshaw Station BRT Service No Average Household $48,838 Income within ½ Mile Radius Metro Rapid Service Yes Transit Riders 1,567 Living within ½ Mile Radius Existing Transit Center Yes

* Metro Weekday Ridership for FY 2007 Quarter 1 Data – Boardings only ** Metro Rail Ridership FY 2007- Weekday Boardings only

Existing Transit Lines

Weekday Boardings by Transit Type Agency Description Line Rail Lines METRO Green Line 2,390 710 814 Bus Rapid Transit METRO 757 30 403 Bus Lines METRO 210 Total Bus 1,247

Boardings

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View from station looking South on View from station looking North on Crenshaw Crenshaw Boulevard - Hawthorne Municipal Boulevard Airport is on the right

Current Station Conditions

Safety Concerns. Some of the most prevalent concerns of transit users dealt with safety and perceptions of safety, especially at night.

Maintenance. Transit riders interviewed mentioned concerns with trash in the Park-and-Ride lot, the lack of restrooms and the smell of urine in elevators.

Bicycle Access Conditions

Bicycle Capacity. The transit station provides capacity for 10 bicycles in bike racks and capacity for bicycles in four bike lockers.

Limited Space to Ride. The transit station area is enclosed by the I-105 Freeway. The major corridors of Crenshaw Boulevard and Imperial Highway are often congested, and there is limited room for cyclists. Uneven pavement along the outer edges of the street and debris in

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the gutter are further impediments along these corridors. Similarly, on 120th Street, west of the station, cyclists encounter fast traffic, limited room and debris in the gutter.

Bicycle Lanes/Paths. There are no bicycle lanes on streets connecting to the station. Two miles southeast of the transit station there is a Bike Route (Class III) which connects to the city of Gardena. Just south of the transit station, starting near the southwest corner of Crenshaw Boulevard and 120th Street is a Class I Bike Path that travels south along Dominguez Channel for approximately three miles. The southernmost end of the path is on Redondo Beach Boulevard by El Camino College.

Bicycle Facilities within a ½ Mile Radius of the Station. Existing bike routes: None Existing bike lanes: None Existing bike paths: Yes, 120th South to Redondo beach Existing bike parking at station: Yes, 10 Bike racks 2 bike lockers

Issues with Bike Path. [City of Hawthorne, City of Gardena and County of Los Angeles] The Bike path is located between industrial/residential neighborhoods on the Dominguez Channel (Laguna Dominguez), providing bicyclists with an alternative to heavily traveled Crenshaw Boulevard. However, interviews and audits identified concerns with the Bike path, including:

• Entrances to the bike path are not marked at all, or marked only with small signs. As a result, many of the cyclists interviewed were completely unaware of the existence of this path. [County of Los Angeles] • The entrance to the path by Rosecrans Avenue requires going through a parking lot to reach a bridge and unmarked entrance. The entrance that might be expected from Rosecrans Avenue is blocked by a fence with a No Dumping and No Trespassing sign, making it appear that the path is not open to the public for use. [County of Los Angeles] • The Bike Path is lined by chain link fences on both sides, creating concerns for personal safety, especially because the path is usually empty of bikers or pedestrians. • Dominguez Channel is a concrete flood channel flanked largely by industrial uses, and there are no visual enhancements, trees or landscaping along the path. [County of Los Angeles] • The design of the bike path has several mid-block crossings along its length which, in some cases, have no formal signage or pavement markings indicating that cyclists may be crossing the streets at these points. And cyclists do not have room to ride on the bridge sidewalks to reach the signalized crossing at Crenshaw Boulevard. • On most of the streets where the bike path has an entrance and exit, there is a lack of signage that would indicate to motorists that bicyclists are present and may cross the street to reach the next Bike Path segment. • On 135th Street, one of the only streets with a pedestrian refuge between segments, there is insufficient space in the small median refuge for multiple cyclists or those with large bikes to feel secure in the midst of passing high-speed traffic. [City of Gardena]

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• Medians do not provide a clear line of sight for cyclists and motorists to maintain eye contact. This is particularly true where cyclists must cross El Segundo Boulevard. [City of Hawthorne] • Throughout the path there are points where the bike path is obstructed by driveways for local industries. At the driveways, there are no clear signs or indicators for either cyclists or motorists to prevent an accident. At the intersections near the entrances to the Lowe’s store and the development just south of Lowe’s, also lack a clear line of sight is lacking from the bike trail to the driveway, as there is a fence separating the two that is covered with plastic sheeting and difficult to see through. Similarly, there is a third intersection with the railroad lines and the bike path which lacks a clear line of sight and signs or indicators, including a crossing arm to alert bicyclists to the upcoming railroad crossing. [County of Los Angeles] • The path has poor lighting at night which, coupled with the isolated location, creates a heightened sense of danger/discomfort for users. [County of Los Angeles] • The path is littered with debris. [County of Los Angeles] • Pavement is uneven in places, especially crossing the railroad tracks near 120th Street. The bridge near the Lowe’s Center has a drop-off at its edge, making the ride bumpy for bicyclists. [City of Hawthorne] • When exiting the path on 120th Street, there is no direct access to the Metro Green Line Crenshaw Station just to the north. Cyclists must either illegally cross 120th Street or walk their bikes west on the sidewalk to Crenshaw Boulevard to cross at the intersection. [City of Hawthorne]

Bike path entrance near Rosecrans Avenue and Bike path entrance near Rosecrans Crenshaw Boulevard - closed gate and lack of signs Avenue and Crenshaw Boulevard - make it difficult to know there is an entrance no signage indicating this is an entrance to the bike path

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View of median along El Segundo Boulevard without Entrance to bike path near 135th mid-block crossing pavement markings or signage Street and Crenshaw Boulevard - difficult to see signage

Bike path facing north lined by chain link Intersection of bike path and railroad crossing, fence which is very bumpy to ride

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Bike path entrance near 120th Street and Bike path exit near 120th Street and Crenshaw Crenshaw Boulevard - difficult to see Boulevard offers choice between crossing illegally entrance or riding narrow sidewalk to intersection to reach the station

Pedestrian Access Conditions

Crenshaw Boulevard. For the most part, pedestrians reported that they walked to the station along the major corridors of Crenshaw Boulevard and Imperial Highway. Some pedestrians even traveled from as far south as Rosecrans Avenue to reach the station. Concerns included broken or missing sidewalks, blockages due to construction near Crenshaw Boulevard and Imperial Highway, and poor sidewalk conditions on Crenshaw Boulevard past Florence Avenue.

Sidewalk Widths. The sidewalks on Crenshaw Boulevard south of the station measure 8.8 feet at their widest, but at some points this width is reduced to 3.5 feet because of utility poles, planters, trash cans and bus benches. [City of Hawthorne]

Although there is a median along Crenshaw Boulevard to the north of the station, the standard sidewalk width measures about four feet at its widest, and narrows down to two feet due to utility poles, etc. [City of Inglewood]

The sidewalk along 120th Street near Crenshaw Boulevard varies in width, with the widest portion measuring 7.5 feet, but the narrowest part measuring 1.5 feet due to obstructions such as light posts, utility poles, bus benches and trash cans. Narrow sidewalks make it difficult for pedestrians to travel, and there are no buffers from traffic.

Crenshaw and 120th Street. [City of Hawthorne] On 120th Street near Crenshaw Boulevard, there are eight lanes of traffic on the west side of the intersection and seven lanes of traffic on the east side of the intersection, with a total crosswalk width of 109 feet on either side of the intersection. Each of the through lanes measures 10 feet, with turning lanes averaging 28-30 feet and 14-18 feet. Traveling along Crenshaw Boulevard from the south there are eight lanes

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of traffic, with a total of 97 feet in the southern crossing and nine lanes with a total of 137 feet on the north side of the intersection. The through lanes again measure 10 feet, with the right turning lanes measuring between 18 and 28 feet wide.

Interviews and audits identified concerns with long waits for pedestrian lights, and short crossing times to walk across so many lanes, making it hard for many, especially seniors or those with mobility impairments, to cross the street in time. There are also no pedestrian refuges for safe waiting half-way.

Freeway Ramps. The Crenshaw station has several on- and off-ramps to/from the I-105 Freeway which produce conflicts between pedestrians, cyclists and automobiles.

Traveling northbound on Crenshaw Boulevard to the station, pedestrians and bicyclists must contend with the eastbound I-105 Freeway on-ramp. Located just south of the station, the ramp has one dedicated right turn lane which is 40 feet wide and a second lane that is an optional right turn lane with an adjacent 5 ½ foot sidewalk. The crosswalk at the on-ramp is not signalized, and the current configuration encourages early acceleration of approaching vehicles. At the same time, the curved ramp and diagonal crosswalk make it difficult for pedestrians/cyclists to see merging traffic.

Eastbound on-ramp, just south of the Crenshaw Station with angled pedestrian crosswalk

Traveling north of the station along the east side of Crenshaw Boulevard, pedestrians and cyclists encounter the westbound on-ramp to the I-105 Freeway. The on-ramp contains two lanes that merge onto the freeway, measuring 42 feet in width. The ramp has no crossing light, and vehicles accelerate to prepare to merge onto the freeway. The pedestrian crosswalk is angled, preventing pedestrians walking from the station from seeing the traffic before it turns, and making it difficult for merging traffic to see pedestrians in the crosswalk.

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View of westbound I-105 Freeway on-ramp on Close-up of this angled crosswalk across the on- east side of Crenshaw Boulevard, and ramp. pedestrian crossing the two incoming lanes and angled crosswalk.

The westbound I-105 Freeway off-ramp onto Crenshaw Boulevard has a total of three lanes, with a combined distance of 65.5 feet across. At the off-ramp, there is a marked crosswalk and pedestrian light. It was observed, however, that to get a better view of traffic before turning right onto Crenshaw Boulevard, at times vehicles in the far right turn lane roll into the pedestrian crosswalk without looking for pedestrians.

Off-ramp of I-105 Freeway at Crenshaw Boulevard north of station where vehicles often pull into crosswalk

There is also a westbound I-105 Freeway on-ramp just to the north of the station. The southbound lanes of Crenshaw Boulevard include a right turn only lane and a second optional right turn lane to the on-ramp. The crosswalk across these two lanes has no signal, and the crosswalk is angled, creating a longer distance to cross and obstructing pedestrians’ line of

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sight. Because of the dedicated right-turn-only lane, cyclists riding to the station using the street must move left into the optional right turn lane to avoid any cars who are turning right onto the on- ramp instead of continuing straight down Crenshaw Boulevard.

Westbound I-105 Freeway entrance traveling south on Crenshaw (just north of station) where pedestrians must cross two lanes of traffic.

Frontage Road. [City of Inglewood] North of the station, there is a frontage road along the east side of Crenshaw Boulevard beginning at West 119th Street and continuing for one and half blocks. At this point, Crenshaw Boulevard does not have a sidewalk and pedestrians must walk on the grass or use the frontage road sidewalk, which ends abruptly at the service entrance to the shopping plaza before Imperial Highway. At the end of the frontage road, pedestrians are forced to cross both the frontage road and the service road to continue on the sidewalk that restarts at that point on Crenshaw Boulevard

Access to Shopping Centers. [City of Hawthorne] Many of the patrons using the Crenshaw station also use the shopping center that is located just south of the station, which includes a Starbucks and several other fast food establishments. However, the pedestrian entrance to the center is on 120th Street, making people walk around and through a large parking lot to get to their destination. To shorten their route, many pedestrians have worn a footpath up a small embankment. Although this is the shortest distance to Starbucks and other eating places, it also offers a slippery and possibly dangerous path without more formal stairs or treads.

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Community Input

A number of pedestrian and bicycle access issues were identified by the community through surveys, interviews, audits and meetings. On the following pages you will find:

39 Pedestrian and Bicyclist Concerns

CRENSHAW STATION PLAN

Detailed Issues from Interviews and Audits of the Crenshaw Station Area

Sidewalk Problems Location Jurisdiction Description • Crowded streets and sidewalks. • The street along Crenshaw Boulevard City of Inglewood, City of has too many potholes and it is difficult Crenshaw Boulevard Hawthorne and County of to bicycle on the street. Los Angeles • Crenshaw Boulevard needs adequate bike lanes. • There is a lack of room between railroad crossing arm and the sidewalk where pedestrians must walk next to a fence. Crenshaw Boulevard City of Hawthorne • Sidewalks around this area are too and Northrop close to traffic, and there are no buffers on sidewalk between street traffic and pedestrians. El Segundo Boulevard City of Hawthorne and City of and Crenshaw • Gap in sidewalk paving. Gardena Boulevard • Near the intersection of Crenshaw Boulevard and Imperial Highway, by the Bank of America, people have to walk on grass because there is no sidewalk. Crenshaw Boulevard • There is construction blocking the City of Inglewood and Imperial Highway sidewalk along Crenshaw Boulevard and Imperial Highway. • Along Crenshaw Boulevard between the station and Imperial Highway, the sidewalk is cracked. Imperial Highway and • Sidewalk is broken because of the tree City of Inglewood Simms Avenue roots. th 90 Street and Century • The sidewalk on the east side of the City of Inglewood Boulevard street is broken and has gaps.

City of Inglewood and City of • Sidewalks are narrow. 120th Street Hawthorne • Traffic drives too close to pedestrians. • Along Crenshaw Boulevard sidewalks Florence Avenue City of Inglewood are bad past Florence.

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Intersections Location Jurisdiction Description • Dangerous to cross. • Pedestrian signal does not provide enough time to cross Crenshaw Boulevard. City of Inglewood, City of • Too much traffic along Crenshaw Crenshaw Boulevard Hawthorne and County of Boulevard. Los Angeles • Cars drive too fast and cut bicyclists off along Crenshaw Boulevard. • By 99¢ Store, someone was reportedly hit when a car did not stop. • People have close calls at on-ramp on southbound side, need to pay attention to traffic especially when dark. • There is no stop sign for cars getting on/off freeway. • Cars don't stop at on/off ramps to freeways. • Cars do not stop and sometimes Freeway On-/Off- Caltrans, City of Hawthorne impede pedestrians/cyclists crossing at Ramps and City of Inglewood crosswalks. • One freeway ramp has pedestrian light, the other does not. • Freeway ramps: Pedestrians unable to see cars coming that tend to be going at a fast speed. • Freeway ramps are scary, cars rush out. • Freeway ramps near station difficult to cross. • Big concern: I-105 Freeway on-ramp has no pedestrian light to cross, so you Freeway On-ramp and Caltrans and City of have to pay real close attention to 118th Place Hawthorne traffic. • On-ramp of I-105 Freeway: really hard to see cars and the cars go too fast • From the station the on-ramp of I-105 Freeway along 120th Street is difficult to cross. Freeway On/Off Ramp Caltrans and City of • In the direction of Starbucks, the and 120th Street Hawthorne freeway intersection is very dangerous, have to pay attention and wait for red light.

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• Wide streets, traffic drives too fast. • Difficult to cross. • Not enough time at crosswalks. If not paying close attention you pause for a few seconds when it turns green, you Crenshaw Boulevard City of Hawthorne get stuck in a yellow or red light. Hard and W 120th Street for seniors and disabled people. th • 120 Street cars cut you off even when you have the right-of-way. • Pedestrian signal does not provide enough time. Crenshaw Boulevard City of Hawthorne and City of and El Segundo • Pedestrian signal times are too short. Gardena Boulevard • There is construction on sidewalk, difficult to cross. • Construction makes it difficult to cross Crenshaw Boulevard City of Inglewood street. and Imperial Highway • On the northbound side, the crosswalk button is broken. Need to wait for it to change on its own.

Century Boulevard City of Inglewood • Cars turn too fast.

Trash Location Jurisdiction Description City of Inglewood, City of Crenshaw Boulevard Hawthorne and County of • Trash along street. Los Angeles Crenshaw Boulevard City of Inglewood • There is a trash problem. and 104th Street Alley between Simms Avenue and Crenshaw City of Inglewood • Dirty and trash along alley. Boulevard • Trash by railroad tracks and inside the Park and Ride lot Caltrans and Metro Park-and-Ride lot.

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Lighting Location Jurisdiction Description City of Inglewood, City of Crenshaw Boulevard Hawthorne and County of • Not enough lights along street. Los Angeles

th City of Hawthorne and 120 Street • No lights along street. County of Los Angeles

Imperial Highway City of Inglewood • More lights needed along street.

• There are no lights in the park-and-ride Park-and-Ride lot Caltrans and Metro lot

Other Location Jurisdiction Description • There is a problem with urine smell in Crenshaw Station Metro the elevator. • The station needs a restroom. • No stairs leading from Crenshaw Outside of Crenshaw Boulevard outside transit station to City of Hawthorne Station Starbucks, have to walk all the way around to reach Starbucks. th 120 Street City of Hawthorne • No shade along street.

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Recommendations for Access Improvements

Coordination

• Facilitate communication between the different jurisdictions to develop a corridor plan for Crenshaw Boulevard to address safety concerns and improve pedestrian and bike- friendliness of the area near the Green Line Station, including the potential for adding bike lanes.

• Coordinate with Caltrans on possible safety improvements for pedestrians and cyclists at on- and off-ramps to the I-105 Freeway.

• Coordinate with Union Pacific to improve the railroad crossing along the bike path, and on Crenshaw Boulevard.

• There are tour and casino bus companies and other bus services that use the large Park-and-Ride lot at the Crenshaw station. Caltrans may wish to explore partnerships with the other companies to share costs to clean and maintain the lot and/or add security.

• Work with Caltrans staff on Standards/Design of crosswalks to improve visibility of users, rather than focusing solely on length of exposure.

Physical Improvements

• Assess the potential for widening sidewalks along Crenshaw Boulevard, especially near intersections such as 120th Street where the sidewalks are narrow and don’t have room for more than a single walker at a time. [City of Hawthorne and City of Inglewood]

• Increase crossing times of the pedestrian signals at 120th Street and Crenshaw Boulevard and consider strategies for reducing crossing distances or improving crossing safety for pedestrians. [City of Hawthorne]

• Add sidewalk sections along 120th Street between Crenshaw Boulevard and Prairie Avenue where they do not currently exist. [City of Hawthorne]

• Consider noise abatement measures for the station platform. [Metro, Caltrans]

• Install clear signage to indicate the location of the station along major corridors. [Metro, Caltrans, City of Hawthorne and City of Inglewood]

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Dominguez Channel Bike Path (Laguna Dominguez) Improvements. [County of Los Angeles]

• Organize or enlist a community group to undertake a bike path clean-up day.

• Organize a volunteer group or find a local corporate sponsor to adopt the bike path and develop enhancements to make it more attractive.

• Add signs that are clearly visible to passers-by indicating the entrances/exits to the bike path.

• Add lighting along the bike path.

• Improve bicycle access from path segments across major intersecting streets, by adding signage and mid-block crossings including improvements at 120th Street to access the Crenshaw Station.

• Improve visibility from the bike path through fences and at crossings and driveways.

• Improve intersections of the bike path with the railroad crossing to provide an even cycling surface.