The circulation system is one of the most important of all urban systems in determining the form and quality of the El Segundo environment. The circulation modes used, location of routes, operational policies and the operating levels of service influence the nature of urban development, the physical organization of the City, and can enhance or limit the social and economic activity within the City.

The purpose of the Circulation Element is to assist the City in providing a safe, convenient, and efficient circulation system. The Circulation Element identifies a system capable of responding to growth occurring consistent with the policies and Land Use Plan presented in the Land Use Element. The Circulation Element identifies physical improvements that will be needed to attain the Circulation goals and objectives, as well as alternative techniques to improve the City's circulation system.

The Circulation Element was developed in conjunction with the revision of the City of El Segundo's General Plan. State law requires that a circulation element be incorporated into the general plan. The pertinent government code sections are as follows:

Circulation issues and travel patterns extend far beyond the El Segundo city limits. Consequently, the circulation system within the City is heavily impacted by land use and circulation plans and developments of other jurisdictions. The impact to the City's circulation system of projected land use changes and circulation system improvements of other jurisdictions, as projected during the development of the General Plan, were incorporated into the analysis and preparation of the Circulation Element.

The City of El Segundo is served by the existing network of roadways shown on Exhibit C-1. The existing street network is essentially a grid system of north/south and east/west roadways. The primary north/south roadways are Aviation Boulevard, Douglas Street, Nash Street, Sepulveda Boulevard, Center Street, Main Street, and Vista Del Mar. The primary east/west streets are Imperial Highway, Imperial Avenue, Maple Avenue, Mariposa Avenue, Grand Avenue, El Segundo Boulevard, and Rosecrans Avenue. Each of these arterial roadways is described in the Existing Conditions Report.

Daily operating conditions were analyzed on each of the arterials designated on the City's Master Plan of Roadways. This was done by comparing the average daily traffic volume for each arterial to the estimated daily capacity and developing a corresponding Level of Service (LOS) estimate of operating conditions. The daily traffic volume, and estimated roadway capacity, and resulting LOS for each of the key roadways in the City are shown on Exhibit C-2. A definition of Level of Service (LOS) is included in Exhibit C-3.

Review of Exhibit C-2 reveals that the majority of roadways in the City of El Segundo operate at LOS "C" or better. Several roadway links operate at LOS "D." These are:

One roadway segment operates at LOS "E":

The analysis of daily operating conditions also indicated that two roadway segments currently experience LOS "F." They are:

Each of these roadway segments currently carries a daily traffic volume greater than its estimated capacity, indicating congested conditions.

In addition to the analysis of roadway segments on the basis of daily traffic volume and capacity, peak hourly traffic conditions at several key intersections throughout the City were also evaluated. Analysis of intersection operations was conducted using the Intersection Capacity Utilization (ICU) methodology. An explanation of the ICU methodology and Intersection LOS is included in Exhibits C-4 and C-5 respectively.

The results of the intersection analysis are presented graphically on Exhibit C-6. Review of Exhibit C-6 reveals that according to the peak hour intersection analysis, several intersections within the City currently operate at unacceptable Levels of Service (LOS). The following intersections currently operate at LOS "E" or "F" during the PM peak hour only:

In addition, the following intersections currently operate at LOS "E" or "F" during both peak hours:

During the AM and PM peak hours, at least one movement carries higher volumes than the available capacity at the unsignalized intersection of Douglas Street at Utah Avenue.

low volume streets. The presently adopted City circulation system consists of local streets, collector streets, secondary arterials, major arterials, and freeways. There are a myriad of other categories or names for the components of a circulation system. However, it should be recognized that the classification is not as important as the function to be fulfilled.

The functions of the above street categories are as follows:

The basic principles of network circulation, using these various functional street types, is important because it establishes the rationale by which the existing and recommended El Segundo circulation system was evaluated, and by which new proposals should be evaluated in the future. The variety of street types is designed for a specific function to provide adequate service to the community.

The Circulation Element goals and objectives presented later in this Element, combined with the future traffic demand as indicated by the Land Use Element, formed the basis for planning the future system of streets in El Segundo.

The recommended street classifications and standards are illustrated in Exhibit C-8 and described in the following paragraphs. These are consistent with regional standards and classifications. For example, the Los Angeles County Plan of Highways indicates a 100-foot right-of-way for a major highway. This would be equivalent to a secondary arterial in the El Segundo Circulation Element.

Any street segment which is constructed to geometrics that are inconsistent with the geometrics shown on Exhibit C-8 for the corresponding street classification is generally considered to be substandard. When new roadways are constructed or existing roadways are improved, the standards shown on Exhibit C-8 should be used as a guide to ensure that adequate rights-of-way exist to provide sufficient width of travel lanes, parking lanes, curbs, sidewalks, and medians where appropriate. It should also be noted that right-of-way may be needed beyond the standards shown in Exhibit C-8 in special locations, such as approaches to major intersections.

Planning, design, and construction of freeways in California are undertaken by Caltrans. As a result, they fall outside the jurisdiction of a city. Nonetheless, the City played an important role in the selection of the I-105 Freeway alignment, in determining the number of lanes required to carry projected traffic loads, and in locating the major interchanges along the freeway to serve the City street system.

These facilities handle inter-city vehicular trips in the magnitude of 40,000 to 75,000 vehicles per day (vpd). They should be planned for eight lanes of through traffic. In the majority of cases in El Segundo, curb parking will be projibited during peak periods. Bicycle traffic would travel wtih vehicular flow or be separated by a path behind the curb. Raised medians to separate opposing flows would be necessary and access controls, such as driveways and minor intersecting streets, would be held to a minimum.

Separate left-turn lanes at major signalized intersections would be mandatory with double left-turn lanes the rule rather than the exception. Separate right-turn lanes which also serve as bus loading areas would be considered at locations indicating high turn volumes.

These streets handle intra-city trips in the magnitude of 25,000 to 55,000 vpd and are not as continuous in length as major arterials. At least six throughlanes should be provided to handle these needs along with single or double left-turn lanes (the latter preferably) at major signalized intersections. Curb parking would be prohibited during peak periods. Bicycle traffic would have to use paths behind the curb, separate bicycle lanes, or travel in the street with autos, trucks and buses. Access to this arterial, and minor street intersections, should be held to a minimum.

Collector streets are anticipated to carry traffic volumes between 15,000 to 40,000 vpd and serve important internal functions within the community. A collector street may have one throughlane per direction; but more realistically, it should have a minimum of two throughlanes (at least during peak periods). Curb parking can be accommodated if abutting property owners have insufficient off-street parking. The function of the collector, however, is to "collect" vehicles from the local street system and transport them to the arterial system as efficiently as possible.

Signalization of collector/local street intersections should be timed to permit the majority of the traffic flow on the collector while allowing local street access. Restriction of free flow along collectors due to unwarranted STOP controls should be discouraged.

Cross sections of local streets vary with building practices, abutting land uses, parking requirements, street trees, and other considerations. Where both sides of the street are served equally in residential areas, the common right-of-way width for a local street is 60 feet with a 36-foot pavement width.

In multi-family areas where there is more or less continuous parking throughout the day and night, a minimum of 40 feet of pavement is required to provide room for two moving lanes of traffic. In commercial and industrial areas, a minimum pavement width of 40 feet is considered necessary. In industrial areas, consideration of the predominant type of trucking, and whether or not maneuvering of trailers must be provided, may require a pavement width of more than 44 feet.

When pavement widths exceed 40 feet on local streets, rights-of-way should be increased above 60 feet. Each parkway width should be 12 feet, including landscaped area and sidewalk. Sidewalk width should be 4 feet in residential areas and 5 feet in commercial or industrial areas.

The overall system design of local streets can greatly affect traffic. Unduly long streets build up traffic volumes and act as collectors. Cross streets and intersections with acute angles are likely to contribute to accidents. Good practice precludes carrying local streets into arterials since such intersections create unnecessary friction points and cause related congestion on the arterials. A far better approach is to bring local streets into collectors which then feed into arterials.

In order to plan for the future travel conditions in El Segundo, traffic forecasts were developed for buildout of the City's Land Use Plan as presented in the Land Use Element. The traffic forecasts incorporated the type and density of future land uses within the City, the location and potential interaction of various land use types, as well as the characteristics and capacity of each of the City's roadways.

Due to the fact that El Segundo is located in an urbanized area with many jurisdictions and a variety of planners and decision makers, planning for the City's future must incorporate projected activities in the jurisdictions neighboring the City and in the region as a whole. Therefore, projected traffic using the City's streets that would be generated by land use changes outside the city was incorporated into the analysis of buildout traffic conditions. In addition, regional initiatives and activities due to air quality and congestion concerns, are projected to have an impact on future travel patterns and traffic conditions in the region. The effect of regional air quality and congestion reduction activities was also considered and incorporated into the analysis of future traffic conditions.

The residents and businesses of El Segundo rely heavily on trucks for the efficient movement of goods in an economical and safe manner. For this reason, the truck route system within and through the City is an important aspect of the Circulation Element.

The El Segundo Municipal Code officially authorizes the City Council, by resolution, to designate truck routes on streets where vehicles in excess of three tons may travel. Existing truck routes are provided with appropriate sign posting to guide truck traffic through the City. These routes are shown in Exhibit C-11.

Selection of a truck routing system necessitates the determination of the impact of truck traffic on abutting land uses. There are land use categories that benefit from heavy truck access. Among these are industrial and commercial uses that require streets and alleys accessible to their development. Industry has to be served by trucks for deliveries of raw materials, the transfer of inventory, and the out-flow of finished goods. Commercial land uses also require access to trucks primarily for the transfer of inventory.

Conversely, there is a need to protect those land uses that are adversely affected by heavy truck traffic. In El Segundo, these include the single-family, two-family, and multi-family residential uses in the northwestern portion of the City. Heavy truck traffic within residential neighborhoods produce annoying and often excessive levels of noise, fumes, vibrations, and unsightliness. Areas in which schools, hospitals, churches, convalescent homes, and mortuaries are located must also be considered.

Establishment of a truck route system must basically follow the arterial street system. These routes must be located along those arterials designed to accommodate large vehicle traffic, and must, at the same time, seek to avoid fully developed residential areas where there are close and reasonable alternatives. They should also concentrate in areas of need such as the primary commercial and industrial areas in the southwest and easternmost portions of the City. The gross maximum weight restriction (6,000 pounds) in El Segundo is consistent with the weight limit imposed by most cities for non-truck route streets. The streets selected for the truck route system must be designed to support loads in excess of this limitation.

Provisions must also be made for vehicles transporting hazardous materials into and through the City along the truck route system. Current Municipal Code sections in El Segundo adequately account for such provisions.

Several changes are recommended for the City's Master Plan Truck Route System, in order to better serve existing land uses and meet the transport needs of future land uses as outlined in the Land Use Element. In addition, the truck route system should incorporate new roadway facilities like the I-105 Freeway and the Nash/Douglas one-way couplet.

The Master Plan Truck Route System is shown on Exhibit C-12. It incorporates the following roadways as recommended additions to the existing truck route system in El Segundo. They are listed as follows:

There are presently narrow streets and alleys within some of the industrial areas of the City that serve as impediments to truck operation on the present street system. Current land uses and future development require truck access in many of these areas. The City needs to work toward widening the streets and alleys, eliminating the impediments for truck operation from the City's street system. In addition, the City should work toward implementing the appropriate policies listed later in the Circulation Element in order to minimize the truck access impediments wherever street widening is not feasible.

In order for a transit system to attract users away from the automobile, it must be as convenient and affordable as possible. Compared to the convenience, flexibility, and privacy of travel by car, transit travel is perceived to be less appealing, especially for recreational purposes. Thus, for transit service to provide a viable alternative to the automobile in the City of El Segundo, the City must take an active role in planning and supporting the provision of various transit opportunities.

The current transit service in El Segundo is provided by fixed bus routes operated by the Southern California Rapid Transit District (SCRTD) and a Dial-a-Ride service by the City of El Segundo. The current fixed SCRTD bus routes operating within the City are shown on Exhibit C-13.

Also depicted in Exhibit C-13, Routes 1, 2, and 3, is supplemental peak period bus service designed specifically to serve commuters. This Municipal Area Express, or MAX Transit Service, is funded cooperatively by eight cities and Los Angeles County. It is a directional bus service primarily provided for the workers in the El Segundo area. Buses run on three routes from residential areas to El Segundo in the AM, and from El Segundo back to the residential areas in the PM. This service, operated by the City of Torrance on behalf of the multi-agency consortium, has been very successful to the extent that the route from San Pedro frequently operates with standing room only.

In El Segundo, the City provides one twelve-passenger van that operates on a "Dial-a-Ride" basis in response to specific demand. This service has been in operation since 1975. Residents phone for appointments, with a door-to-door response time of approximately 10 minutes.

The service is currently funded by Proposition A funds. Dial-a-Ride service is free to El Segundo residents and only operates within the City limits. The van operates Mondays through Saturdays from 9:00 AM to 3:00 PM.

Ridership levels have stabilized over the years to approximately 35 passengers per day (approximately 11,000 passengers per year).

The predominant users of this service are senior citizens, accounting for approximately 60 percent of the trips.

Presently, the City's transit alternatives are limited primarily to SCRTD, the MAX Transit System, the City of El Segundo Dial-A-Ride, and Route 8 of the Torrance Transit System.

Public investment in transit services can be a viable means of mitigating the effects of automobile usage while providing increased mobility to all groups of citizens and employees. It must be emphasized that transit bus service cannot substitute for all automobile travel in the City, nor should it be intended to do so. The private automobile is an attractive means of travel for many people, offering an unmatched advantage for certain types of trips. Transit alternatives are only one component in the total transportation system serving the City, yet certainly the most environmentally respectful in the urban context.

Certain areas are more suitable for transit services than others. The following conditions exist and overlap in the City and adjacent urban areas and suggest that transit service would be appropriate within the City:

Rail rapid transit is currently not available in the El Segundo area. The only rail transit service currently operating in the region, beyond AMTRAK, is the Metro Blue Line. The Blue Line currently provides rail service at twenty-two (22) stations between downtown Los Angeles and downtown Long Beach. El Segundo transit riders are provided access to the Blue Line via three SCRTD bus routes, Route 120 (Imperial Highway), Route 124 (El Segundo Boulevard), and Route 125 (Rosecrans Avenue).

The Los Angeles County Transportation Commission (LACTC) is planning several additional rail transit lines in Los Angeles County as a result of the passage of Proposition A. The 300-mile Metro Rail Plan entails the development of rail service in various corridors throughout the urbanized area of the County. The Metro Green Line is currently under construction, and completion is expected in 1994. It will provide light rail service along the I-105 Freeway from Norwalk to Los Angeles Airport (LAX). Through transfer to the Blue Line, it will provide El Segundo with rail service to downtown Los Angeles and Long Beach.

Implementation of the Metro Green Line will provide the eastern portion of the City with direct rail service. The service should attract some commuters and visitors away from the automobile and thus, positively impact the roadway system within the City. Projected impacts and usage of the Metro Green Line service were incorporated into the analysis and development of the Circulation Element.

To ensure that the Metro Green Line is integrated into the City's circulation system, and City activities in general, consideration of the rail line should be incorporated into all aspects of City planning activities and the development review process. This is particularly important in the vicinity of the rail line stations. In addition, the pedestrian and bicycle circulation system must be designed to allow convenient access to each of the stations. Further, the City should monitor the LACTC and RCC and incorporate all Metro Rail planning and development into the City's planning process.

"Park-and-ride" facilities provide an interface between the private automobile and public transit/mass transit. Park-and-ride facilities enable the public to access the transit system by driving to a park-and-ride facility, parking the car, then riding the transit system to complete the trip. When the location of a park-and-ride facility is coupled with highly efficient fixed transit service and an adequate collection and distribution service at the commercial end of the trip, this concept is an integral part of public transportation.

There are no existing park-and-ride facilities within El Segundo. Their inclusion in the public transportation system should be considered. Many of the large employers in the area have extensive Transportation Demand Management (TDM) plans which would benefit from the establishment of park-and-ride locations outside of El Segundo. This would allow the collection of large numbers of their employees in vans and carpools for transport to their employment center within the City.

Locations within El Segundo that can serve as a starting point for public transportation trips to locations outside of the area should be explored. At present, the most likely locations for park-and-ride facilities would be adjacent to the I-105 Freeway. Locations near the I-405 Freeway interchanges, while outside the City of El Segundo limits, could serve park-and-ride users, as well.

The bicycle is increasing in popularity as a mode of transportation for commuter travel as well as for recreation. This is due to the growing cost of motor vehicle operation, the significantly shorter portal-to-portal time when bikes are used on short trips, the increasing awareness and desire of travelers to utilize clean-air travel methods, and the acceptance of the bicycle for personal health, exercise, and increased mobility. There is a need to meet the growing demand for safe places to ride bicycles, both for recreation and commuter activities.

For many years, roadway facilities have been built exclusively to meet the needs of the motorized vehicle, resulting in street geometrics, lane widths, and intersections that have not been designed for bicyclist concerns. Bicycle safety is jeopardized due to bike/auto and bike/pedestrian confrontation on the street, and the lack of space given to bicycle movement. Conflicts between bicycles and pedestrians at intersections and on sidewalks results in the need to separate these three modes, wherever possible, to provide a safer and more efficient operational environment for each.

To clarify any discussion on bicycles, a distinction must be made between the type of bicycle facilities in use. The following definitions (recognized Statewide) are identified below, and used throughout the Circulation Element:

Bicycle Path - Class I

Bicycle Lane - Class II

Bicycle Route - Class III

The existing system of bicycle facilities in the vicinity of El Segundo currently is limited to bicycle paths (Class I) along Imperial Highway, along the beach (Los Angeles County implementation), and portions of Grand Avenue approaching the beach.

Implementation of any bicycle route facility, as designated on the Bicycle Master Plan, would be subject to applicable design standards and guidelines. The State of California has prepared and approved "Standards and Guidelines for the Implementation and Design of Bicycle Facilities." The evolution of design concepts for this mode of transportation continues today, but the basic conclusions and basis for design remain with the State Guidelines. The principle bicycle design areas that should be adhered to include:

The need to link the City with a system of bicycle facilities led to the development of a Master Plan of Bicycle Routes included in the 1975 General Plan. The 1975 Plan was reviewed and updated to reflect progress and implementation of the identified routes, to be consistent with the bicycle-related goals and objectives of the 1992 Circulation Element, and to provide improved interaction between the bike system and other modes of travel, such as the Metro Green Line rail service. The recommended Master Plan of Bicycle Routes includes existing routes, and routes that are, or could be, developed into major bicycle-carrying corridors. The updated Master Plan of Bicycle Routes is shown on Exhibit C-15.

The proposed closure of Hillcrest Street, discussed previously, involves the roadway section from Imperial Highway to Imperial Avenue. This section of roadway serves as the link between the bicycle path on Imperial Highway west of Hillcrest Street and the proposed bicycle facility on Imperial Avenue east of Hillcrest Street as shown on Exhibit C-15. As the closure of Hillcrest Street is implemented, the City should ensure that the connection between the Imperial Highway and Imperial Avenue bicycle facilities is maintained. This should be done via the Hillcrest Street right-of-way or any appropriate alternate route.

The pedestrian is an integral part of the circulation system and requires appropriate attention in the Circulation Element. The sidewalk is an area of refuge that represents a convenient and safe route for pedestrian transport.

The high percentage of elderly residential population in El Segundo, coupled with mid-day walkers for shopping trips and jogging, necessitate the establishment of a pedestrian circulation system that will support and encourage walking as a mode of transportation.

The El Segundo Municipal Code Section on "Street and Sidewalks" does not address the issue of sidewalk design nor the policies for sidewalk implementation. The City Department of Public Works, however, has prepared Standard Plans and Specifications for the installation of sidewalks. The primary criteria is minimum width of sidewalk on new installation which is standard at 4 feet for residential streets. Sidewalks in commercial areas should be a minimum of 8 feet wide. The only exception is the case where the distance from face of curb to property line is 5 feet. The sidewalk minimum requirement then becomes 4 feet, 6 inches.

Installation of sidewalks is mandatory with all new improvements in the City. Existing locations that do not have sidewalks can only require implementation on an assessment district basis; i.e., petition from the homeowners with City installation and cost of the sidewalk distributed to each homeowner on the basis of their street frontage.

The City has pursued sidewalk installation on the basis of the 1911 Act. This Act allows installation of a sidewalk by an agency in all blocks where over 50 percent of the block has existing sidewalk. Protest from the citizens can be made to nullify installation under this Act with the final decision resting with the City Council. The City of El Segundo in the past has used this Act to install sidewalks to "close the gaps" in many of the residential areas.

It is necessary to keep the sidewalk area free of obstructions to allow for the free flow of pedestrians. When there is a need to place certain obstructions, i.e., traffic signal poles, they should be designed to present the least interference to pedestrians.

In the areas of new planned development, the separation of pedestrians from autos must be considered. Utilizing pedestrian overpasses between buildings is one method of accomplishing this. The removal of the pedestrian from at-grade crossings significantly improves signal timing conditions, thus improving traffic flows.

The City is currently evaluating a program to develop a pedestrian system in the northeast quadrant of the City, that would allow pedestrians to cross the heavily traveled arterials, while avoiding conflicts with the vehicular traffic. Several new developments have already agreed to participate and support this program.

Transportation System Management (TSM) and Transportation Demand Management (TDM) techniques are cost-effective methods of improving traffic conditions. Roadway system expansion alone will not be enough to serve all projected circulation needs within the City of El Segundo. TSM and TDM techniques will have to be incorporated as an integral part of the City's package of transportation services provided in the future. The City currently has an ordinance in place, Ordinance No. 1077, Code Sections 20.55 and 20.56, which could serve this function, but they will need to be improved and strengthened where appropriate, and should be applied consistently to development throughout the City.

Transportation System Management (TSM) techniques are generally low cost methods relative to capital improvements. They involve changes to the existing system that permit improvements in operation. Caltrans defines TSM projects as "those projects designed to increase the number of person trips which can be carried on the system without significantly increasing the design capacity or the number of through lanes."

The City should evaluate a variety of TSM techniques and implement those that are deemed appropriate. Suggested TSM programs for consideration should include but are not limited to:

Transportation Demand Management (TDM) programs are geared toward reducing the number of vehicle trips wishing to use the circulation system. TDM techniques can be an effective tool in reducing air pollution, as well as traffic congestion. In fact, the Southern California Air Quality Management District (SCAQMD) through Regulation XV, has required TDM plans and programs throughout the region for companies of 100 or more employees. This includes many of the businesses and a significant portion of the workers located within El Segundo. The City should encourage and assist all the businesses in El Segundo to plan and maintain TDM programs. This should be done directly or through cooperation with and support of the El Segundo Employers Association (ESEA).

Potential TDM programs and techniques should include but are not limited to:

The City of El Segundo is located in one of the fastest developing

urban centers in the nation. The proximity to Los Angeles International Airport (LAX), active railroad lines (AT & SF, SPRR), and a major street and freeway network, dictates the need for close interface between transportation modes and systems other than the automobile.

The Los Angeles International Airport (LAX) is adjacent to the City on the north. This includes the West Imperial Terminal and Imperial Cargo Complex which are located on Imperial Highway. El Segundo's proximity to the airport provides the residents and businesses within the City with very convenient access to air services. In addition, the El Segundo economy benefits in many ways due to the airport-related activities. For instance, the City's hotels benefit substantially from their proximity to the airport. In addition, there are businesses like air freight companies which choose to locate within the City solely because of the convenient airport access.

The Los Angeles International Airport (LAX) encompasses a total of almost 3,500 acres. Approximately 1,257 acres of the property are utilized for landing, takeoff, and ground maneuvering. The remaining acreage is used for the terminal complex, automobile parking facilities, airline maintenance facilities, fuel storage systems, industrial purposes, air cargo complex, and related facilities. Some land has not yet been devoted to specific airport uses, including those acquired because of noise impact.

Annual passenger demand at LAX has risen steadily from 22 million in 1972 to 26 million in 1976 and 32.7 million in 1981. Preliminary numbers for 1990 indicate annual passenger demand of 49.8 million.

A Central Terminal Area (CTA) serves scheduled airline operations, while the West Imperial Terminal, located along the southern boundary of the airport, services charter flights and other non-scheduled operations. The Central Terminal Area is situated at the hub of the runways with passenger boarding facilities located in satellite buildings around its periphery. Inward from the satellites, and linked by underground passageways, are their respective ticketing buildings. These front on World Way, the main inner loop street serving all terminals. Within the loop itself is central parking, the airport administration and control tower building, the airport theme building with an elevated restaurant, and other facilities.

Air freight operations are presently concentrated east of the Central Terminal Area (CTA) serving slightly over a million pounds of freight in 1990. This area is served by both Century and Aviation Boulevards.

Extensive parking facilities are provided for the public, employees, and car rental firms. About half of the passenger parking spaces are located within the loop formed by World Way. The balance is located on the perimeter of the airport. The outlying spaces are lower priced and served by free buses to the CTA. Total parking spaces number approximately 24,000.

Circulation within and around the LAX is by automobile, bus, and parking lot trams. For the general public, surface traffic circulation between major facilities is on public streets.

Ground access to LAX is predominantly by means of motor vehicles using the street and highway system. The I-405 Freeway is aligned in a north/south direction easterly of the airport. It is the only freeway that presently comes close to the airport. The major access route from the freeway to the CTA is Century Boulevard, a major east/west thoroughfare. Alternative access routes are Imperial Highway and Lincoln Boulevard. In a north/south direction, Sepulveda Boulevard leads directly to the CTA via an interchange at Century Boulevard. Aviation Boulevard leads to the existing cargo facilities and the new Imperial Cargo Complex located just north of Imperial Highway. The west end of the airport is served via City of Los Angeles streets, Vista Del Mar, and Pershing Drive. Pershing Drive terminates at Imperial Highway on the south and allows east/west flow into and out of the area. Vista Del Mar continues northerly into the Marina Del Rey/Westchester area. To the south, it serves the Manhattan and Hermosa Beach communities.

The I-105 Freeway, currently under construction, is expected to open by 1994. It will provide access from Norwalk, Downey, and other cities east of LAX. The new freeway will provide access directly to the airport via Sepulveda Boulevard at Imperial Highway. Through interchanges with the I-405, I-110, I-710, and I-605 Freeways, the new I-105 Freeway will provide most of the region with more direct airport access.

The planned Metro Green Line extension to the airport will provide direct rail service to the airport. When the Metro Rail system is completed, this extension will provide a good portion of the urbanized part of Los Angeles County with an alternative mode of access to LAX. This should have a positive effect on operating conditions on many of the roadways near the airport.

LAX currently serves approximately 50 million annual passengers (MAP). The airport's current level of air traffic is expected to grow to 65 MAP within the time frame of the El Segundo Circulation Element or by buildout of the General Plan. In addition, there will be a corresponding increase in fueling, airline maintenance, and other related activities. The projected growth in air traffic will generate a corresponding growth in surface traffic due to the added air travelers getting to and from the airport, and increase support activities. The growth in airport-bound surface traffic is expected to significantly impact the City's circulation system. The estimates of airport growth-related surface traffic were obtained from the Los Angeles International Airport Area Traffic Study (Robert Crommalin & Associates, Inc., 1991).

The increased airport traffic can be anticipated to utilize several of the City's streets to access the airport area. The increased congestion, reduced street capacity, and necessary street expansions due to increased airport activities has been taken into consideration in the development of the Circulation Element. The truck route system discussed in the previous section also includes the potential travel patterns of cargo vehicles to and from the airport area.

Due to the interrelationship of the City's economy and circulation system to the activity at LAX, the City must monitor future plans and development at the airport. The City must also ensure that airport plans and development are incorporated into all aspects of the City's planning process.

The City of El Segundo has several railroad lines that are actively used for freight transport and are shown on Exhibit C-16. Most prominently located in the southeast portion of the City are the Atchison, Topeka and Santa Fe Railroad and the Southern Pacific Railroad. These rail lines do not provide public transportation service.

There are twenty-one at-grade crossings of railroad lines with arterial roadways within the City of El Segundo. The crossing of freight trains disrupts vehicular traffic on the City's streets considerably, contributing to delay and congestion.

Two major grade separations of the AT & SF railroad span El Segundo Boulevard and Rosecrans Avenue. The former crossing occurs immediately west of Aviation Boulevard while the latter separation diagonally crosses the intersection of Aviation/Rosecrans.

The El Segundo/Aviation railroad crossing has a middle support due to the long span across the west leg of the intersection. While the grade separation eliminated railroad/auto conflicts, its position over the road and its supports preclude roadway widening unless a large cost is incurred.

Likewise, the diagonal orientation of the separation across Rosecrans Avenue at Aviation Boulevard precludes widening of either street. The proximity of the railroad approach embankment necessitates railroad relocation or an extremely long span if major widening were to occur.

The grade separation of the highway and rail facilities allows both to operate more safely and efficiently. Grade separation at additional rail crossings within the City should be analyzed and encouraged. However, the necessary structures should be configured to allow future alterations or expansions of both the highway and rail link without necessitating reconstruction.

The City of El Segundo does not have a deep water port nor any small craft harbors along its jurisdictional boundary. Chevron does have a marine terminal to moor offshore for the loading and unloading of its large oil tankers.

The marine terminal is located in the Santa Monica Bay, and consists of three (3) berths that are comprised of mooring buoys permanently anchored to the ocean floor. Each of the three berths has a transfer pipeline to the refinery shore facilities for discharge and loading of crude oil and refined products.

Chevron currently has no plans for expansion of the operations, nor to increase capacity through the use of supertankers.

Circulation goals, objectives, and policies are presented as part of the Circulation Element for the City of El Segundo to guide policy makers and City staff in the planning and provision of the City's circulation system. The goals, objectives, and policies were developed through consideration of existing circulation issues, projected circulation needs associated with the Land Use Element, growth outside of the City, and the interests of the residents and businesses of El Segundo. Each of the goals identifies the general direction for the City's circulation system. The objectives outline more specific circulation guidelines for the City's decision makers and staff to work toward. The implementation policies are recommended actions or policies that will assist the City in achieving the identified goals and objectives.

Provide a roadway system that accommodates the City's existing and projected land use and circulation needs.

Develop citywide traffic model for purposes of evaluating project- related and external traffic impacts on the City circulation system.

Aggressively pursue implementation of all Circulation Element policies such that all Master Plan roadways are upgraded and maintained at acceptable levels of service.

Provide adequate roadway capacity on all Circulation Plan roadways.

Construct missing roadway links to complete the roadway system designated in the Circulation Element as warranted by roadway operating conditions of Level of Service "E" or "F."

Upgrade roadways to full Circulation Element standards as designated in the General Plan as warranted by roadway operating conditions of Level of Service "E" or "F."

Provide adequate intersection capacity to the extent possible on Major, Secondary, and Collector Arterials to prevent diversion of through traffic into local residential streets.

Provide all residential, commercial, and industrial areas with efficient and safe access to the major regional transportation facilities.

Provide all residential, commercial, and industrial areas with efficient and safe access for emergency vehicles.

Ensure that new roadway links are constructed as designated in the Circulation Plan and link with existing roadways within the City such that efficient operation of the circulation system is maintained at an operating Level of Service of "D" or better.

Ensure that the transition from any Master Plan roadway to a second Master Plan roadway at a higher classification operates safely and efficiently, incorporating the appropriate intersection configuration and any turn lanes that are necessary.

Convert Nash Street and Douglas Street from two-way roadway operation to a one-way couplet from El Segundo Boulevard to Imperial Highway, incorporating proper transition from one-way to two-way traffic on both ends of the couplet and accommodating proper access to the freeway on-ramps south of Imperial.

Establish and maintain a citywide traffic count program, to ensure the availability of data needed to identify circulation problems and to evaluate potential improvements. The 1988 count data should be used to represent "worst-case" baseline data until new counts surpass the 1988 traffic levels.

Require a full evaluation of potential traffic impacts associated with proposed new developments prior to project approval. Further, require the implementation of appropriate mitigation measures prior to, or in conjunction with, project development. Mitigation measures shal be provided by or paid for by the project developer.

Within one year after adoption of the General Plan, the City shall initiate development of a Downtown traffic mitigation plan designed to mitigate impacts associated with development at FAR 1.0.

Pursue and protect adequate right-of-way to accommodate future circulation system improvements.

Encourage the widening of substandard streets and alleys to meet City standards wherever feasible.

Encourage cooperation with other governmental agencies to provide adequate vehicular traffic movements on streets and through intersections by means of synchronized signalization.

Future developments should be reviewed to ensure uniformity of street naming and avoidance of name duplication or name inconsistencies on a continuous link.

Monitor the impacts of the I-105 Freeway on local El Segundo streets. If it is determined that freeway traffic is using local streets like California Street as a short cut through the City, evaluate potential mitigations.

Provide a circulation system consistent with current and future engineering standards to ensure the safety of the residents, workers, and visitors of El Segundo.

Develop and maintain a circulation system which shall include a functional hierarchy and classification system of arterial highways that will correlate capacity and service function to specific road design and land use requirements.

Ensure that the City's Master Plan Truck Route System efficiently serves the shipping needs of the commercial and industrial land uses in El Segundo while balancing potential conflicts with residential and recreational land uses throughout the City.

Ensure that the City's designated truck routes provide efficient access to and from the I-105 Freeway.

Ensure that the development review process incorporates consideration of off-street commercial loading requirements for all new projects.

All new construction on streets or corridors that are designated truck routes should have a Traffic Index calculation as stated by the State Department of Transportation in order to provide a roadway structural section that will accommodate the projected truck volumes and weights.

Prohibit parking within the public right-of-way on either side of most two-way alleys. Parking on one side of a one-way alley could be allowed if the alley width is a minimum of 19 feet.

Ensure that the trucks from the cargo facility north of Imperial Highway at Main Street stay on the City truck route system and do not travel along Main Street.

Provide a pedestrian circulation system to support and encourage walking as a safe and convenient travel mode within the City's circulation system.

Encourage the development of pedestrian linkages to and from the Green Line stations to encourage and attract internodal transit/ walking trips.

Develop a citywide system of pedestrian walkways, alleviating the conflict between pedestrians, autos, and bicyclists throughout the City.

Encourage new developments in the City to participate in the development of the citywide system of pedestrian walkways and require participation funded by the project developer where appropriate.

Ensure the installation of sidewalks on all future arterial widening or new construction projects, to establish a continuous and convenient link for pedestrians.

Encourage the continued use of the 1911 Act to provide missing sidewalk sections where applicable in residential and commercial areas.

Encourage shopping areas to design their facilities for ease of pedestrian access.

Closely monitor design practices to ensure a clear pedestrian walking area by minimizing obstructions, especially in the vicinity of intersections.

Provide a bikeway system throughout the City to support and encourage the use of the bicycle as a safe and convenient travel mode within the City's circulation system.

Implement the recommendations on the Bicycle Master Plan contained in the Circulation Element, as the availability arises; i.e., through development, private grants, signing of shared routes.

Encourage new development to provide facilities for bicyclists to park and store their bicycles and provide shower and clothes change facilities at or close to the bicyclist's work destination.

Develop off-street bicycle paths in corridors where appropriate throughout the City.

Encourage the use of bicycles for trips to and from elementary and high schools in the area as well as parks, libraries, and other public facilities.

Continue coordination of bicycle route planning and implementation with adjacent jurisdictions and regional agencies.

Encourage design of new streets with the potential for Class I or Class II bicycle routes that separate the automobile, bicycle, and pedestrian to the maximum extent feasible.

Ensure that when Hillcrest Street is closed to allow emergency vehicular access only, that the link in the Master Plan of Bicycle Routes is maintained, via the Hillcrest Street right-of-way or any appropriate alternative route.

Evaluate bikeway system links with the Green Line rail stations and improve access wherever feasible.

Ensure the provision of a safe and efficient transit system that will offer the residents, workers, and visitors of El Segundo a viable alternative to the automobile.

Work closely with the Southern California Rapid Transit District (SCRTD), the Los Angeles County Transportation Commission (LACTC), the Rail Construction Corporation (RCC), Torrance Municipal Bus Lines, the El Segundo Employers Association (ESEA), and private businesses to expand and improve the public transit service within and adjacent to the City.

Ensure that transit planning is considered and integrated into all related elements of City planning.

Encourage the development of pedestrian linkages to and from the Green Line stations to encourage and attract internodal transit/ walking trips.

Evaluate and implement feeder bus service through the City where appropriate. Feeder bus service could potentially take commuters from the fixed transit services (rail and bus) in the eastern portion of the City to the industrial and commercial areas to the west. In addition, midday shuttling of workers east of Sepulveda Boulevard to the Downtown retail area should also be considered.

Pursue potential Proposition A and Proposition C funds for bus transit shelters, signing, advertising, and bus turnouts to encourage bus ridership.

Continue the Dial-a-Ride operation and City subsidy to serve all residents of El Segundo, especially the elderly and handicapped.

Explore the feasibility of using excess government right-of-way, purchased property, or land use arrangements for multiple use of existing facilities, in order to establish or construct park-and-ride services of benefit to El Segundo residents and employees.

Encourage the implementation of park-and-ride facilities proximate to the I-405 and I-105 Freeways for shuttle service into El Segundo.

Investigate all LACTC programs which may be beneficial to the City.

Encourage the LACTC and SCRTD to provide bike storage facilities at the Green Line rail stations.

Ensure the use of Transportation System Management (TSM) measures throughout the City, to ensure that the City's circulation system is as efficient and cost effective as possible.

Establish and maintain a citywide traffic count program to ensure the availability of data needed to identify necessary operational improvements to the roadway system.

Continue to increase operational efficiencies of the transportation system by implementing all appropriate Transportation System Management (TSM) measures, including but not limited to improving design standards, upgrading and coordination of traffic control devices, controlling on-street parking, and using sophisticated electronic control methods to supervise the flow of traffic.

Ensure the use of Transportation Demand Management (TDM) measures throughout the City, where appropriate, to discourage the single-occupant vehicle, particularly during the peak hours. In addition, ensure that any developments that are approved based on TDM plans incorporate monitoring and enforcement of TDM targets as part of those plans.

Ensure that Transportation Demand Management (TDM) policies are considered during the evaluation of new developments within the City, including but not limited to ridesharing, carpooling and vanpooling, flexible work schedules, telecommuting and car/vanpool preferential parking.

Coordinate activities with neighboring jurisdictions and the El Segundo Employers Association (ESEA) to optimize the effectiveness of Transportation Demand Management (TDM) activities.

Encourage the provision of preferential parking for high occupancy vehicles wherever possible.

Ensure that potential circulation system impacts are considered when the City's decision makers and staff are evaluating land use changes.

Require all new development to mitigate project-related impacts on the existing and future circulation system such that all Master Plan roadways are upgraded and maintained at acceptable levels of service through implementation of all applicable Circulation Element policies. Mitigation measures shall be provided by or paid for by the project developer.

Encourage development projects that effectively integrate major transportation facilities with land use planning and the surrounding environment. These joint uses will obtain economic and aesthetic benefits of coordinated design, achieve land conservation in space-short urban areas of El Segundo, and maintain neighborhood continuity in built-up areas affected by future major transportation routes.

Ensure that transit planning is considered and integrated into all related elements of City planning.

Planning principles and Circulation Element goals, objectives, and policies should apply consistently to all land uses in the City.

Require a full evaluation of potential traffic impacts associated with proposed new developments prior to project approval. Further, require the implementation of appropriate mitigation measures prior to, or in conjunction with, project development. Mitigation measures shall be provided by or paid for by the project developer.

The City shall require submittal and implementation of a Transportation Management Plan (TMP) for all projects within the Urban Mixed-Use area, and shall encourage a TMP for all projects within the northeast quadrant.

Require the provision of adequate pedestrian and bicycle access for new development projects through the site plan review process.

Ensure that the driveway stacking distance for multi-family housing is evaluated during the development review process.

Ensure the consideration of the impacts of land use decisions on the City's parking situation.

Ensure the provision of sufficient on-site parking in all new development.

Ensure that the City's parking codes and zoning ordinances are kept up-to-date.

Cooperate to the fullest extent possible with State, County, and regional planning agencies responsible for maintaining and implementing the Circulation Element to ensure an orderly and consistent development of the entire South Bay region.

The City will actively participate in various committees and other planning forums associated with County, Regional, and State Congestion Management Programs.

Ensure that the City remains in compliance with the County, Regional, and State Congestion Management Programs (CMP) through the development of appropriate City programs and traffic impact analyses of new projects impacting the CMP routes of Sepulveda Boulevard, the I-105 Freeway, and the I-405 Freeway.

The City will investigate and evaluate the feasibility and merits of adding more routes, that are impacted by external traffic sources, to the County CMP highway system.

Ensure that the City's circulation system is consistent with those of neighboring jurisdictions.

Ensure that new roadway links are constructed as designated in the Circulation Element, and link with existing roadways in neighboring jurisdictions to allow efficient access into and out of the City.

Adjacent local agencies' plans should be carefully assessed to ensure compatibility across political boundaries. This does not imply that such compatibility is a requirement for adoption of the Circulation Element.

Monitor and incorporate planning and development of Los Angeles International Airport (LAX) into all aspects of the City's planning.

Encourage cooperation with other governmental agencies to provide adequate vehicular traffic movements on streets and through intersections by means of synchronized signalization.

Establish the City's short-term (5-year) Capital Improvement Program (CIP) consistent with the Circulation Element and the entire General Plan, and ensure that the CIP incorporates adequate funding for the City's circulation needs.