City of Culver City, California
Agenda Item Report
Meeting Date: 3/23/15 Item Number: A-1
AGENDA ITEM: Approval of the Washington National Transit Oriented
Development District Streetscape Plan
Contact Person/Dept.:
Elaine Warner/CDD
Sol Blumenfeld/CDD
Phone Number:
(310) 253-5777
(310) 253-5702
Fiscal Impact: Yes [X] No [] General Fund: Yes [] No [X]
Public Hearing: [] Action Item: [X] Attachments: [X]
Commission Action Required: Yes [] No [] Date: _______________
Public Notification: (E-Mail) Meetings and Agendas – City Council (03/18/15); Postcards
Sent to Residents, Businesses and Owners within and Surrounding 500’ of District
Boundaries; Culver City News on February 27 and March 12. Notice Posted on City
Public Notification Page on February 26. Distribution via Gov-Delivery on February 26
and March 11.
Department Approval:
Sol Blumenfeld (03/13/15)
City Attorney:
Carol Schwab (by H. Baker) (03/17/15)
Chief Financial Officer Approval:
Jeff Muir (03/18/15)
City Manager Approval:
John Nachbar (03/18/15)
RECOMMENDATION
Staff recommends the City Council approve the Washington National Transit
Oriented Development District Streetscape Plan.
BACKGROUND
In March 2014, the City Council approved an agreement with AHBE Landscape
Architects for the development of the Washington National Transit Oriented
Development Streetscape Plan (Plan) for the Washington National Transit Oriented
Development District (District). The purpose of the Plan is to guide the development
of an attractive, pedestrian environment with sustainable, low impact project that
encourages multi-mobility, complements current and future transit oriented
development (TOD) projects, and serves as a gateway to Culver City from the Culver
City Light Rail Station (LRT Station). (Attachment 1).
AHBE conducted a number of studies, including a street survey, existing conditions
assessment, percolation and infiltration testing, and Low Impact Development (LID)
feasibility analyses in order to determine the opportunities and constraints within the
District relative to sustainable streetscape enhancements. The Community
Development, Public Works, and Parks, Recreation and Community Services
Departments have worked collaboratively with AHBE on the Plan which has
applicability for streetscape improvements throughout the City.
City of Culver City, California
Agenda Item Report
The Plan was presented to District stakeholders in February and the community at
large in March. The Plan has been well received with the majority of the comments
focused on connectivity between the District and Downtown, the Hayden Tract, and
the Arts District via streetscape enhancements and shuttle service. There was also
discussion relative to the proposed District identity color scheme, maintenance of
trees and ground cover planting, and timing and implementation of the Plan.
DISCUSSION
The Plan is comprised of design recommendations to beautify the area, and promote
sustainability, storm water management, and connectivity within and to the District.
Diverse Street Trees/Urban Forest
The Plan proposes the utilization of seven deciduous tree species to highlight and
distinguish the main commercial corridors within the District with canopy shade trees
to create attractive view corridors.
The recommended species are as follows:
? Bloodgood London Plane Tree – Washington Boulevard
? Ginkgo and Natchez Crepe Myrtle – National and Robertson Boulevards
? Mexican Sycamore – Venice Boulevard Purple Orchid Tree, Natchez Crape
Myrtle, Desert Museum Palo Verde, and African Tulip Tree – Wesley Street
Where feasible, these canopy trees will be planted every 30 feet to provide adequate
shade during the warmer seasons and create a distinct District identity. By
incorporating several different tree species along various streets, the Plan promotes
the goal of supporting a diverse Urban Forest consistent with the Urban Forest
Management Plan currently being prepared by the Public Works Department.
Common Design Elements/Street Furniture and Details
The Plan recommends the use of consistent street furnishings (benches,
trash/recycling receptacles, bike racks) and provides product details and
specifications. Special paving materials and distinctive paving patterns are
recommended for crosswalks and around tree wells. The Plan includes the use of
cast iron tree grates, in-ground planters, and permeable paving bands to distinguish
the District and enhance the pedestrian environment while allowing ground water
recharge.
The Plan’s proposed street furnishings and landscaping are consistent with the off-
site improvements required for two TOD project previously entitled and under
construction (Platform and Access Culver City). The Plan also includes three bike City of Culver City, California
Agenda Item Report
rack alternatives (“Bike Garden,” “Olympia,” and “FLO” per the City Council’s
discussion relative to design options).
Low Impact Development
Several LID features are proposed in the Plan, including concrete filtration planters
and structural soil systems to filter storm water prior to discharge into the City’s storm
water system. The new National Pollutant Discharge Elimination System Municipal
Separate Storm Sewer System Permit Order No. R4-2012-0175 became effective in
December 2012 and requires that the City develop LID ordinances that will handle
storm water runoff. The Plan advances the City’s compliance with Federal and State
law.
In-Ground Planters and Bioswale
In-ground planters are recommended throughout the District to provide vegetation,
buffer pedestrians from vehicular traffic, and capture storm water. On Washington
Boulevard, a series of 2’6” in-ground planters, filled with Breeze Lomandra, are
proposed adjacent to street benches and bike storage. Along National and
Robertson Boulevards – which have sidewalks varying between 7’– 8’, planted
parkways are recommended near the curb edge. Planting in these parkways include
Carex alma (Sturdy Sedge), Festuca glauca (Blue Fescue) and Muhlengergia
capillaris. A similar treatment is also proposed along Wesley Street.
A wide bioswale, varying between 14’ and 25’, is proposed along the Venice
Boulevard right-of-way which has an extra-wide sidewalk. Ground planting
proposed in the bioswale includes native species such as Muhlenbergia rigens (Deer
Grass) and Carex alma (Sturdy sedge).
Deeproot “Silva Cell” Soil Systems
Deeproot Silva Cells are an integrated tree, soil, and storm water “shoring” system
which maintains soil health, allows for greater tree root growth underneath sidewalks
and streets, and filters storm water before it enters the City’s discharge system. It is
recommended that these systems be installed under the sidewalk, adjacent to street
trees, to foster root growth (and associated canopy growth) as well as aid in
biorention. Silva Cell systems are indicated along portions of Washington, National
and Robertson Boulevards where feasible due to sidewalk width and infiltration data.
Crosswalks and Concrete Finish
Special pavers are recommended for crosswalks in seven locations throughout the
District to unify and connect the area. The Plan proposes pavers in shades of
charcoal and gray (similar to the City standard used on Sepulveda and Washington
Boulevards). The pavers are proposed in a linear running bond pattern. Natural gray City of Culver City, California
Agenda Item Report
concrete with a Top-Cast (aggregate) finish is recommended for general sidewalk
areas.
Graphics and Street Banners
A graphic identity program and way finding signs are proposed to highlight the
District and give it a special identity as a TOD and a vibrant mixed-used
neighborhood. Though still in a conceptual stage, District markers, street banners,
and directories are recommended for installation on existing street light poles
throughout the District. The preliminary design includes a “C” logo, consisting of 15
sun rays, one for each of Culver City’s 15 neighborhoods. The Plan also
recommends utilizing the existing Expo Line logo “blue” color to connect the LRT
Station to the District and promote way finding between the LRT Station and the
surrounding area. The concepts presented this evening are subject to further
refinement. Should the City Council like to provide input this evening, such input is
welcome. It is recommended that the design created is representative of all the
uses present in the emerging District (creative office, retail, residential, and boutique
hotel).
Potential Gateway Treatment
The District also presents the opportunity for a unique gateway treatment. The
gateway design could include a public art piece, special landscape, and/or special
lighting design. The Plan also recommends that special lighting to illuminate the
train platform with color or “gobos” (shapes/patterns projected on the light) and/or
special lighting at the intersection (four corners) at Washington Boulevard and
National Boulevard. This concept would need to be further refined and receive the
approval of METRO.
Implementation
The District is an evolving mixed-use, transit oriented neighborhood with five projects
planned or in construction (Attachment 2). Implementation of the Plan will be a
private and public effort. Privately entitled projects in the District are required,
pursuant to conditions of approval, to comply with the Plan and fund the capital costs
for improvements abutting such private projects.
In order to accommodate the two projects currently under construction, the off-site
improvements contained in the Platform and Culver City Access Comprehensive
Plans (both of which were considered and approved by the Planning Commission
and City Council) are being implemented to avoid construction delays. The City has
been working with these developers to ensure that tree species, ground planting, and
common design elements (including street furniture and tree grates) remain
consistent with the Plan where possible. Moving forward, all newly entitled projects
in the District will conform to the approved Plan and will incorporate the guidelines in
their offsite improvement construction drawings. It is proposed that the City City of Culver City, California
Agenda Item Report
implement the District-wide improvements (generally located in the public right-of-
way) such as the special paved crosswalks and graphic identity programs as funding
allows.
FISCAL ANALYSIS
The City has allocated approximately $461,000 of pre-2011 bond funds to implement
area wide improvements throughout the District. Given current construction bids on
similar work, it is estimated that these funds will allow for the construction of the
seven paved crosswalks as well as the graphic street banner program. Costs for the
District markers and way-finding elements are estimated at $169,000.
Implementation of these items may be possible if the construction bid for the
crosswalks is lower than expected, an additional funding source is identified, and/or
an assessment district or BID is eventually formed to fund ongoing marketing in the
District. The City is also exploring grant funding opportunities to implement these
elements of the Plan. The Cultural Trust Fund may also be utilized to fund public art
for a gateway design.
The chart below highlights the Plan components and the funding source:
Plan Element Funding Entity/Mechanism
Tree/Ground Planting (offsite improvements) Private - TOD Developer
Street Furnishings and Details (off-site
improvements)
Private - TOD Developer
Low Impact Development (Silva Cells, structured
soil, concrete infiltration planter) (off-site
improvements)
Private - TOD Developer (where
feasible given appropriate soil
conditions)
Concrete Improvements (off-site improvements) Private - TOD Developer
Graphic Identity – District markers and directories
(District wide)
Public – City (funding to be
determined)
Updated Pedestrian Way-Finding Signage (District
wide)
Public – City (funding to be
determined)
Street Banners (design pending – District wide) Public - City/Pre-2011 Bond Proceeds
Paved Crosswalks (seven – District wide) Public - City/Pre-2011 Bond Proceeds
Gateway Treatment (design pending) Public – City (funding to be
determined)
City of Culver City, California
Agenda Item Report
ATTACHMENTS
Attachment 1 – Draft Washington National Streetscape Plan
Attachment 2 – Current/Anticipated TOD Projects
MOTION
That the City Council:
1. Provide input as deemed appropriate; and,
2. Approve the Washington National Transit Oriented Development District
Streetscape Plan.
MEETING DATE: 3.23.15
AGENDA ITEM: Approval of the Washington National Transit Oriented
Development District Streetscape Plan
ATTACHMENTS
Pages
1. Draft Washington National Streetscape Plan 1 - 104
2. TOD Projects Planned or Under Construction 105
WASHINGTON
NATIONAL
TRANSIT
ORIENTED
DEVELOPMENT
DISTRICT
MASTER PLAN
FEBRUARY 2015
ATTACHMENT 1
1WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 2
1 | I N T R O DUC T I O N & V I S I O N
CLIENT
City of Culver City
Community Development Department
9770 Culver Boulevard
Culver City, California 90232
Contact: Mr. Sol Blumenfeld
T 310.253.5702
sol.blumenfeld@culvercity.org
PRIME CONSUL TANT
AHBE Landscape Architects
617 West Seventh Street, Suite 304
Los Angeles, California 90017
Contact: Mr. Evan Mather, ASLA
T 213.694.3800
emather@ahbe.com
CIVIL ENGINEERING
KOA Corporation
1100 Corporate Center Drive, Suite 201
Monterey Park, California 91754
Contact: Mr. Charlie Schwinger
T 323.260.4703
cschwinger@koacorp.com
SIGNAGE & GRAPHICS
Linespace
8440 Warner Drive, Suite A1
Culver City, California 90232
Contact: Mr. Nicholas Groh
T 310.581.4400
ngroh@linespace.com
GEOTECHNICAL ENGINEERING
Geotechnologies, Inc.
439 Western Avenue
Glendale, California 91201
Contact: Mr. Mike Savage
T 818.240.9600
msavage@geoteq.com
SURVEYING
KDM Meridian
22541 Aspan Street, Suite C
Lake Forest, California 92630
Contact: Mr. Steve Runels
T 949.768.0731
srunels@kdmmeridian.com
CONTENTS
SECTION 1 INTRODUCTION & VISION
T able of Contents and Consultant T eam ................ 2
Plan Area and Introduction ....................................... 3
Overall Street Tree Diagram ..................................... 5
SECTION 2 MASTER PLAN
Common Design Elements ....................................... 6
Washington Boulevard ............................................ 8
Street Tree Diagram ...................................... 12
Streetscape Plan ............................................. 14
Details ............................................................ 18
Venice Boulevard .................................................. 22
Street Tree Diagram ...................................... 25
Streetscape Plan ............................................. 26
Details ............................................................ 28
National and Robertson Boulevards .................... 32
Street Tree Diagram ...................................... 34
Streetscape Plan ............................................. 36
Details ............................................................ 40
Wesley Street ........................................................ 42
Street Tree Diagram ...................................... 45
Streetscape Plan ............................................. 46
Details ............................................................ 47
SECTION 3 SIGNAGE
District Identify Logo designs ................................ 49
District Banner, Pedestrian Directory
and Directory Designs ..................................... 50
SECTION 4 COST ESTIMATE
Preliminary Statement
of Potential Project Budget ............................. 52
APPENDIX
Geotechnical Engineering
Investigation Report ...................................55
Existing Conditions and Assessment and
Opportunities Memo ...................................... 76
Material Cut Sheets ................................................. 88
TABLE OF CONTENTS AND CONSULTANT LIST TABLE OF CONTENTS AND CONSULTANT LIST TABLE OF CONTENTS AND CONSULTANT LIST TABLE OF CONTENTS AND CONSULTANT LIST
ATTACHMENT 1
2VENICE BOULEVARD
WASHINGTON BOULEVARD
NATIONAL BOULEVARD
ROBERTSON BOULEVARD
WESLEY STREET
ACCESS
CULVER CITY
PLATFORM
LOWE DEVELOPMENT
CITY OF LOS ANGELES
CITY OF CULVER CITY
POTENTIAL CONNECTION
TO DOWNTOWN
POTENTIAL CONNECTION
TO ART DISTRICT
POTENTIAL CONNECTION
TO HAYDEN TRACT
1 | I N T R O DUC T I O N & V I S I O N
3 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
The purpose of this Washington National Transit
Oriented Development District Master Plan is to create
a series of principles to guide the streetscape design
in the vicinity of the Culver City Expo Line Station.
Spurred by the arrival of the Exposition Light Rail
Line (Expo) from Downtown Los Angeles to Culver
City in Spring of 2012, a series of new Transit
Oriented Developments (TODs) are being planned
and constructed near the intersection of Washington
and National Boulevards. Phase II Expo Line is
currently being extended to Santa Monica with service
anticipated to commence in 2015.
These TODs include Access Culver City, a 115-unit
mixed use development by Greystar Real Estate;
Platform at Culver Station by the Runyon Group;
and a future development by Lowe Enterprise Real
Estate Group directly adjacent to the Expo Culver
City station. These new developments necessitate
the implementation of common area improvements to
form a cohesive and attractive pedestrian environment
within an area designated the Washington National
Transit Oriented Development District.
The objective of the plan is to promote area
revitalization via the planning and implementation
of pedestrian friendly streetscape enhancements
including canopy street trees, street furniture,
graphics, and new crosswalk paving and Low Impact
Development (LID) features such as bioswales,
filtration planters, and structural soil system and to
convey a dynamic, contemporary urban lifestyle.
This plan strives to create an environment that is
pedestrian-oriented, connected to the Los Angeles
region via mass transit, and focused on sustainability.
PLAN AREA
INTRODUCTION
ATTACHMENT 1
3WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 4
1 | I N T R O DUC T I O N & V I S I O N
ATTACHMENT 1
41 | I N T R O DUC T I O N & V I S I O N
5 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
WASHINGTON BOULEVARD
Platanus x acerfolia ‘Bloodgood’ / Bloodgood London Plane Tree
NATIONAL & ROBERTSON BOULEVARDS
Ginkgo biloba / Ginkgo
Lagerstroemia indica x fauriei ‘Natchez’ / Natchez Crepe Myrtle
VENICE BOULEVARD
Platanus mexicana / Mexican Sycamore
WESLEY STREET
Bauhinia purpurea / Purple Orchid Tree
Lagerstroemia indica x fauriei ‘Natchez’ / Natchez Crape Myrtle
Cercidium x ‘Desert Museum’ / Desert Museum Palo Verde
Spathodea campanulata / African Tulip Tree
ACCESS CULVER CITY
TREE LEGEND:
PLATFORM
CULVER CITY STATION
(EXPO LINE)
VENICE BOULEVARD
WASHINGTON BOULEVARD
NATIONAL BOULEVARD
WESLEY STREET
LANDMARK STREET
ROBERTSON BOULEVARD
WASHINGTON / NATIONAL
TOD
CULVER CITY STATION
(EXPO LINE)
OVERALL STREET TREE DIAGRAM
ATTACHMENT 1
5WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 6
2 | M A S T E R P L A N
COMMON DESIGN ELEMENTS
4” x 24” Concrete Unit Plank Pavers Silva Cells by Deep Root
Concrete Pavement (Natural Gray T op-Cast, Finish #5)
“T owne Square” Bench by Landscape Forms
“Scarborough” Trash/Recyclables Receptacle by Landscape Forms “Connect” Bus Shelter by Landscape Forms
“Market Street” Tree Grate by Ironsmith “Bike Garden” Bike Rack by Forms + Surfaces
“Olympia” Bike Rack by Forms + Surfaces
4” x 8” Permeable Concrete Unit Pavers
“FLO” Bike Rack by Landscape Forms
ATTACHMENT 1
62 | M A S T E R P L A N
7 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
In order to visually unify the Washington National Transit Oriented
Development District, consistent paving, street furniture, graphic
signage, and LID technologies will be used throughout.
Canopy shade trees will be located at regular spacing along the
streetscape. Intermittent bands of low planting will occur between
the street trees.
Paving will be primarily a natural color concrete with a surface finish
(Top-Cast by Dayton Superior). Bands and fields of Aqua-via (City
Blend mix) concrete paver units and 4x16 (Charcoal) linear paving
stones by Acker-Stone will distinguish the LID features and add a
rich character to unify the district. 4” x 8” pavers will distinguish the
crosswalks in a running bond pattern.
A new interpretive signage/environmental graphics program with the
Culver City logo will provide information and way-finding and unify
the district. This will consist primarily of district banners on existing
light poles, way-finding signs and directories.
At designated areas, seat nodes will be located adjacent to the street
trees. The standard bench to be used throughout the district is the
Town Square bench by Landscape Forms (49” length with interim
divider to discourage sleeping). Accompanying the benches will be
Scarborough trash/recyclables receptacles by Landscape Forms
(24” diameter) and a pair of bike racks (Olympia by Forms+Surfaces
or Bike Garden by Forms+Surfaces or FLO by Landscape Forms).
Where bus stops are proposed, the Connect shelter by Landscape
Forms is recommended.
The primary LID features will be concrete filtration planters and
structural soil systems. The planters will filter storm water via a soil
medium prior to discharge into the city storm water system. (Note:
the accompanying geotechnical investigation confirms that infiltration
Standard Paver Running Bond Pattern
of storm water is not recommended.)
Decorative lighting, such as colored or patterned lighting of the
columns and underside of the bridge of the Expo Line overpass, will
highlight this distinct architectural feature.
The structured soil system (Silva Cell by Deep Root) provides for
planting soil cells under the sidewalk and adjacent to the street trees
to allow for greater root volume and therefore larger tree canopies.
Street trees at the filtration planter will have tree grates (Market Street
by Ironsmith and Grate Stakes by JR Partners). The tree grates will
be finished with a rust inhibitor product (i.e. Black Max) to expedite to
oxidation process and mitigate corrosion. Tree grate openings can be
cut to make a larger area for the trunk as the trees mature.
Standard Paver Herringbone Pattern
Recommended
ATTACHMENT 1
7WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 8
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
The spine of the Washington National Transit Oriented
Development District Master Plan is Washington
Boulevard itself, connecting the Helms Bakery
complex to Downtown Culver City. Adjacent land
uses are mainly commercial. The area of Washington
National presents the opportunity for a gateway. The
gateway design could include: public art piece, special
landscape and/or special lighting treatment. The Plan
recommends that special lighting be used to illuminate
the train platform with color or “gobos” (shapes/
patterns projected on the light) and/or special lighting
at the intersection (four corners) at Washington
Boulevard and National Boulevard. In addition, lighting
could be used to illuminate special landscaping at the
intersection as a gateway treatment.
The designated street tree will be a single row of
deciduous, upright London Plane trees (Bloodgood
cultivar) planted approximately every 30 feet. The
London Plane Tree is an ideal street tree because
it grows moderately quickly, is easily pruned, and
is deciduous providing leafy shade during the
hot summer months. When mature, these trees
will provide a large canopy and a stronger visual
connection along the wide boulevard. ‘Breeze’
Lomandra will be the primary ground cover plant.
Decorative plank pavers and filtration planters will
occur at each street tree.
New decorative treatments at existing crosswalks
(Wesley, Landmark, National) and Washington
Boulevard will augment the Washington Boulevard
Transit District. These crosswalks will be constructed
of pavers. Shades of gray are recommended to be in
a running bond pattern (See Page 7).
Platanus x acerfolia ‘Bloodgood’ / London Plane Tree
WASHINGTON BOULEVARD
Lomandra longifolia ‘Breeze’ / Breeze Lomandra
ATTACHMENT 1
82 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
9 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
VIEW LOOKING WEST ON WASHINGTON BOULEVARD
ATTACHMENT 1
9WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 10
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
VIEW LOOKING EAST ON WASHINGTON BOULEVARD
ATTACHMENT 1
102 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
11 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
VIEW LOOKING EAST ON WASHINGTON BOULEVARD NEAR ROBERTSON
ATTACHMENT 1
11SPECIAL PLANK PAVERS
PERMEABLE PAVERS
CONCRETE
PLATFORM
STREET DETAIL-1
STREET DETAIL-2
ACCESS CULVER CITY
WASHINGTON/NATIONAL
TOD
WASHINGTON BOULEVARD
NATIONAL BOULEVARD
LANDMARK STREET
ROBERTSON BOULEVARD
CULVER CITY STATION
(EXPO LINE)
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 12
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
STREET TREE DIAGRAM
ATTACHMENT 1
12SPECIAL PLANK PAVERS
PERMEABLE PAVERS
CONCRETE
PLATFORM
STREET DETAIL-1
STREET DETAIL-2
ACCESS CULVER CITY
WASHINGTON/NATIONAL
TOD
WASHINGTON BOULEVARD
NATIONAL BOULEVARD
LANDMARK STREET
ROBERTSON BOULEVARD
CULVER CITY STATION
(EXPO LINE)
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
13 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
13NORTH
0’ 10’ 20’ 30’ 60’ 90’
Platanus x acerfolia ‘Bloodgood’ / London Plane Tree
Existing Tree To Be Removed
Existing Driveway To Remain
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Concrete Plank Pavers
New Permeable Pavers
New Pedestrian Directional Signage |101010101010101010 10
10|WASHINGTON BOULEVARD
ROBERTSON BOULEVARD
1 2 3
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
11
4 5 6 7
10
11
MATCHLINE, SEE PAGE 15
8 9
New Planting Band
New Crosswalk Pavers 12
Washington Boulevard Keynote
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 14
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
STREETSCAPE PLAN
ATTACHMENT 1
14NORTH
0’ 10’ 20’ 30’ 60’ 90’|101010101010101010 10
10|WASHINGTON BOULEVARD
1 2 3
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
PLATFORM
Platanus x acerfolia ‘Bloodgood’ / London Plane Tree
Existing Tree To Be Removed
Existing Driveway To Remain
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Concrete Plank Pavers
New Permeable Pavers
New Pedestrian Directional Signage
11
4 5 6 7
8 9
10
11
New Planting Band
New Crosswalk Pavers 12
MATCHLINE, SEE PAGE 14
MATCHLINE, SEE PAGE 16
12
Washington Boulevard Keynote
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
15 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
15MATCHLINE, SEE PAGE 17
MATCHLINE, SEE PAGE 15
NORTH
0’ 10’ 20’ 30’ 60’ 90’
WASHINGTON BOULEVARD
1 2|1010|LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
WASHINGTON / NATIONAL TOD
NATIONAL BOULEVARD
METRO EXPO LINE|101010|6 7 8 9 10 11|101010101010101010 10
10|Platanus x acerfolia ‘Bloodgood’ / London Plane Tree
Existing Tree To Be Removed
Existing Driveway To Remain
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Concrete Plank Pavers
New Permeable Pavers
New Pedestrian Directional Signage
11
New Planting Band
New Crosswalk Pavers 12
12
Washington Boulevard Keynote
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 16
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
STREETSCAPE PLAN
ATTACHMENT 1
162 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
17 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
NORTH
0’ 10’ 20’ 30’ 60’ 90’
WASHINGTON BOULEVARD|101010|LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
ACCESS CULVER CITY
WESLEY STREET
NATIONAL BOULEVARD
3 4 5
6 7 8 9 10
11|101010101010101010 10
10|Platanus x acerfolia ‘Bloodgood’ / London Plane Tree
Existing Tree To Be Removed
Existing Driveway To Remain
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Concrete Plank Pavers
New Permeable Pavers
New Pedestrian Directional Signage
11
New Planting Band
New Crosswalk Pavers 12
12
MATCHLINE, SEE PAGE 16
Washington Boulevard Keynote
12
ATTACHMENT 1
17WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 18
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
DETAILS
ATTACHMENT 1
182 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
19 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
19WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 20
2 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
DETAILS
ATTACHMENT 1
202 | M A S T E R P L A N | WA SHIN GTO N B O U L E VA R D
21 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
21WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 22
2 | M A S T E R P L A N | V EN IC E B O UL E VA R D
Venice Boulevard is the front door to the district on
its northern edge. This length is characterized by
commercial businesses, driveways, overhead utilities,
and a generous 24 to 35 foot wide right-of-way lacking
any significant vegetation.
A wide planted bioswale is proposed to capture
stormwater and buffer pedestrians from the busy
boulevard. Platanus mexicana street trees placed at
a maximum 30 feet on center will be planted in the
bioswale and will be under-planted with Muhlenbergia
rigens and Carex alma, or other similar ground
cover as approved by the City. This section will be
known as the Venice Boulevard Biofiltration Channel.
This comfortable, pedestrian-focused, sustainable
streetscape treatment will be viewed by transit users
as they descend from the Expo station platform.
Platanus mexicana / Mexican Sycamore
Muhlenbergia rigens / Deer Grass
Carex alma / Sturdy Sedge
VENICE BOULEVARD
ATTACHMENT 1
222 | M A S T E R P L A N | V EN IC E B O UL E VA R D
23 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
VIEW LOOKING WEST ON VENICE BOULEVARD
ATTACHMENT 1
23WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 24
2 | M A S T E R P L A N | V EN IC E B O UL E VA R D
ATTACHMENT 1
242 | M A S T E R P L A N | V EN IC E B O UL E VA R D
25 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
CULVER CITY STATION
(EXPO LINE)
VENICE BOULEVARD
NATIONAL BOULEVARD
ROBERTSON BOULEVARD
WASHINGTON/NATIONAL
TOD
WASHINGTON BOULEVARD
DRIVEWAY WHERE REQUIRED PER
WASHINGTON NATIONAL TOD
DEVELOPMENT PLAN
STREET TREE DIAGRAM
ATTACHMENT 1
25NORTH
0’ 10’ 20’ 30’ 60’ 90’|101010101010101010 10|VENICE BOULEVARD|1010|LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
MATCHLINE, SEE PAGE 27
8 3 4 6 11 9
MATCHLINE, SEE PAGE 27
Platanus mexicana / Mexican Sycamore
Existing Tree To Be Removed
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Directory Signage
New Pedestrian Directional Signage
New Filtration Planter
New Crosswalk Pavers
New Bus Shelters
10
11
Venice Boulevard Keynote
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 26
2 | M A S T E R P L A N | V EN IC E B O UL E VA R D
STREETSCAPE PLAN
ATTACHMENT 1
262 | M A S T E R P L A N | V EN IC E B O UL E VA R D
27 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
Platanus mexicana / Mexican Sycamore
Existing Tree To Be Removed
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Directory Signage
New Pedestrian Directional Signage
New Filtration Planter
New Crosswalk Pavers
New Bus Shelters
NORTH
0’ 10’ 20’ 30’ 60’ 90’|101010101010101010 10|VENICE BOULEVARD|1010|LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
NATIONAL BOULEVARD
WASHINGTON / NATIONAL TOD
MATCHLINE, SEE PAGE 26
7 8 2 4 5 6 11 9 3
10
11
10
Venice Boulevard Keynote
ATTACHMENT 1
27WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 28
2 | M A S T E R P L A N | V EN IC E B O UL E VA R D |1010|DETAILS
ATTACHMENT 1
282 | M A S T E R P L A N | V EN IC E B O UL E VA R D
29 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN|1010|ATTACHMENT 1
29WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 30
2 | M A S T E R P L A N | V EN IC E B O UL E VA R D
ATTACHMENT 1
302 | M A S T E R P L A N | V EN IC E B O UL E VA R D
31 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
31WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 32
2 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
National and Robertson Boulevards are planned
as walkable green streets connecting Venice and
Washington Boulevards in the Washington National
Transit Oriented Development District. Both of these
streets have 8 foot wide right-of-ways.
These connector streets will have upright canopy
street trees such as Ginkgo biloba or Lagerstromia
indica x faureii ‘Natchez’ placed at a maximum of 30
feet on center. On both National and Robertson, a
planted parkway of Carex alma, Festuca glauca, and
Muhlenbergia capillaris will buffer pedestrians from
vehicular traffic and capture stormwater in a concrete
filtration planter.
Lagerstroemia faureii ‘Natchez’ / ‘Natchez’ Crape Myrtle
Carex alma / Sturdy Sedge Festuca glauca / Blue Fescue
NATIONAL & ROBERTSON BOULEVARDS
Ginkgo biloba / Ginkgo
NATIONAL BOULEVARD ROBERTSON BOULEVARD
ATTACHMENT 1
322 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
33 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
VIEW LOOKING EAST ON NATIONAL BOULEVARD
ATTACHMENT 1
33WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 34
2 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
CULVER CITY STATION
(EXPO LINE)
PLATFORM
ACCESS
CULVER CITY
VENICE BOULEVARD
WASHINGTON BOULEVARD
NATIONAL BOULEVARD
WASHINGTON/NATIONAL
TOD
STREET TREE DIAGRAM STREET TREE DIAGRAM STREET TREE DIAGRAM
ATTACHMENT 1
342 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
35 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
WASHINGTON BOULEVARD
ROBERTSON BOULEVARD
WASHINGTON/NATIONAL
TOD
CULVER CITY STATION
(EXPO LINE)
STREET TREE DIAGRAM
ATTACHMENT 1
35NORTH
0’ 10’ 20’ 30’ 60’ 90’|1010101010101010|NATIONAL BOULEVARD|1010|LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
WASHINGTON / NATIONAL TOD
MATCHLINE, SEE PAGE 37
Lagerstroemia faureii ‘Natchez’ / ‘Natchez’ Crape Myrtle
Existing Driveway To Remain
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Planting Band
New Planting Area
New Crosswalk Pavers
2 3|1010|6 5 8|10 10|National Boulevard Keynote
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 36
2 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
STREETSCAPE PLAN
ATTACHMENT 1
36NORTH
0’ 10’ 20’ 30’ 60’ 90’|101010101010101010|NATIONAL BOULEVARD|1010|LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
WASHINGTON BOULEVARD
LIMIT OF WORK / R.O.W.
MATCHLINE, SEE PAGE 36
Lagerstroemia faureii ‘Natchez’ / ‘Natchez’ Crape Myrtle
Existing Driveway To Remain
Existing Street Light to Remain
Existing Traffic Signal to Remain
Existing Fire Hydrant
New Concrete Paving
New Planting Band
New Planting Area
New Crosswalk Pavers|1010|4 5|10 1010101010|ACCESS CULVER CITY|10 10|National Boulevard Keynote
WASHINGTON/
NATIONAL TOD
2 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
37 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
370’ 10’ 20’ 30’ 60’ 90’
Ginkgo biloba / Ginkgo
Existing Tree To Be Removed
Existing Driveway To Remain
Existing Street Light to Remain
New Concrete Paving
New Directory Signage
New Planting Band
New Planting Area
New Bus Shelters|101010101010101010 10|ROBERTSON BOULEVARD
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
NORTH
LIMIT OF WORK / R.O.W.
WASHINGTON BOULEVARD
MATCHLINE, SEE PAGE 39
1 6 2 3 4 5 8 9
Robertson Boulevard Keynote
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 38
2 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
STREETSCAPE PLAN
ATTACHMENT 1
38NORTH
0’ 10’ 20’ 30’ 60’ 90’
Ginkgo biloba / Ginkgo|101010101010101010 10|ROBERTSON BOULEVARD
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
MATCHLINE, SEE PAGE 38 MATCHLINE, SEE PAGE 38
Existing Tree To Be Removed
Existing Driveway To Remain
Existing Street Light to Remain
New Concrete Paving
New Directory Signage
New Planting Band
New Planting Area
New Bus Shelters
1 2 3
8 9|1010|MATCHLINE, SEE PAGE 26
Robertson Boulevard Keynote
0’ 10’ 20’ 30’ 60’ 90’
Ginkgo biloba / Ginkgo
Existing Tree To Be Removed
Existing Driveway To Remain
Existing Street Light to Remain
New Concrete Paving
New Directory Signage
New Planting Band
New Planting Area
New Bus Shelters|101010101010101010 10|ROBERTSON BOULEVARD
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
NORTH
LIMIT OF WORK / R.O.W.
WASHINGTON BOULEVARD
MATCHLINE, SEE PAGE 39
1 6 2 3 4 5 8 9
Robertson Boulevard Keynote
2 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
39 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
39WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 40
2 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
DETAILS
ATTACHMENT 1
402 | M A S T E R P L A N | N AT I O N AL B O U L E VARD & R O B E R T S O N B O U L E VARD
41 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
41WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 42
2 | M A S T E R P L A N | W E SL E Y ST R E E T
Wesley Street is planned to maintain its current
neighborhood-scale pedestrian character and will take
advantage of amenities and open space in the district.
The right-of-way along Wesley Street is 8 feet wide.
The sidewalk will be a natural gray concrete with T op-
Cast #5 finish.
Medium sized flowering street trees such as Bauhinia
purpurea or Cercidium x ‘Desert Museum’ or
Lagerstromia indica x faureii ‘Natchez’ or Spathodea
campanulata will be planted at a maximum of 30 feet
on center in a planted parkway. Lomandra longifolia
‘Breeze’ will be planted below the trees.
Bauhinia purpurea / Purple Orchid Tree
WESLEY STREET
Cercidium x ‘Desert Museum’ / Desert Museum Palo Verde Spathodea campanulata / African Tulip Tree
Lagerstroemia faureii ‘Natchez’ / ‘Natchez’ Crape Myrtle
Lomandra longifolia ‘Breeze’ / Breeze Lomandra
ATTACHMENT 1
422 | M A S T E R P L A N | W E SL E Y ST R E E T
43 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
VIEW LOOKING NORTH ON WESLEY STREET
ATTACHMENT 1
43WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 44
2 | M A S T E R P L A N | W E SL E Y ST R E E T
ATTACHMENT 1
442 | M A S T E R P L A N | W E SL E Y ST R E E T
45 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
WASHINGTON BOULEVARD
WESLEY STREET
STREET TREE DIAGRAM
ATTACHMENT 1
45NORTH
0’ 10’ 20’ 30’ 60’ 90’
Lagerstroemia faureii ‘Natchez’ / ‘Natchez’ Crape Myrtle
Bauhinia purpurea / Purple Orchid Tree
Cercidium x ‘Desert Museum’ / Desert Museum Palo Verde
Spathodea campanulata / African Tulip Tree
Existing Driveway To Remain
Existing Street Light to Remain
Existing Fire Hydrant
New Concrete Paving
New Planting Area |10101010101010|WESLEY STREET
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
WASHINGTON BOULEVARD
1 4 2
3 5 6
ACCESS CULVER CITY
Wesley Street Keynote
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 46
2 | M A S T E R P L A N | W E SL E Y ST R E E T
STREETSCAPE PLAN
ATTACHMENT 1
46NORTH
0’ 10’ 20’ 30’ 60’ 90’
Lagerstroemia faureii ‘Natchez’ / ‘Natchez’ Crape Myrtle
Bauhinia purpurea / Purple Orchid Tree
Cercidium x ‘Desert Museum’ / Desert Museum Palo Verde
Spathodea campanulata / African Tulip Tree
Existing Driveway To Remain
Existing Street Light to Remain
Existing Fire Hydrant
New Concrete Paving
New Planting Area |10101010101010|WESLEY STREET
LIMIT OF WORK / R.O.W.
LIMIT OF WORK / R.O.W.
WASHINGTON BOULEVARD
1 4 2
3 5 6
ACCESS CULVER CITY
Wesley Street Keynote
2 | M A S T E R P L A N | W E SL E Y ST R E E T
47 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
DETAILS
ATTACHMENT 1
47WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 48
3 | D IS T R IC T I D EN T I T Y G R A P H IC S
ATTACHMENT 1
48DISTRICT IDENTITY LOGO 1
EXISTING METRO SIGNAGE
AT CULVER CITY STATION
DISTRICT IDENTITY LOGO 2
DISTRICT IDENTITY SIGNAGE
3 | D IS T R IC T I D EN T I T Y G R A P H IC S
49 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
49DIRECTORY / STREET BANNERS
WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 50
3 | D IS T R IC T I D EN T I T Y G R A P H IC S
ATTACHMENT 1
503 | D IS T R IC T I D EN T I T Y G R A P H IC S
51 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
WAYFINDING SIGNAGE
ATTACHMENT 1
51WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 52
4 | C O ST E ST IM AT E
AHBE Landscape Architects
Washington National Streetscape Plan
Preliminary Statement of Potential Project Budget
Prepared by AHBE Landscape Architects: 2/25/2015
Washington National Streetscape Plan Area GRAND TOTAL $4,966,175.16
SITE DEMOLITION Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
Tree Removal Including Stump each 62 $1,250.00 $77,500.00 $15,500.00 $6,587.50 $1,550.00 $6,587.50 $1,550.00 $109,275.00
Sawcut and Remove Existing 4" P.C.C. Sidewalk s.f. 69,360 $3.00 $208,080.00 $41,616.00 $17,686.80 $4,161.60 $17,686.80 $4,161.60 $293,392.80
Unclassified Excavation - Proposed Planting Areas - 24" Depth c.y. 168 $60.00 $10,055.56 $2,011.11 $854.72 $201.11 $854.72 $201.11 $14,178.33
Unclassified Excavation - Proposed Planting Areas - 36" Depth c.y. 19 $60.00 $1,120.00 $224.00 $95.20 $22.40 $95.20 $22.40 $1,579.20
Unclassified Excavation - Filtration Planters c.y. 5,113 $60.00 $306,780.00 $61,356.00 $26,076.30 $6,135.60 $26,076.30 $6,135.60 $432,559.80
Unclassified Excavation - Proposed Pedestrian Concrete c.y. 677 $60.00 $40,625.19 $8,125.04 $3,453.14 $812.50 $3,453.14 $812.50 $57,281.51
$908,266.64
SITE EARTHWORK Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
Top Soil - Planting Areas - 24" Depth c.y. 901 $45.00 $40,541.67 $8,108.33 $3,446.04 $810.83 $3,446.04 $810.83 $57,163.75
Top Soil - Planting Areas - 36" Depth c.y. 79 $45.00 $3,560.00 $712.00 $302.60 $71.20 $302.60 $71.20 $5,019.60
Top Soil - Filtration Planters c.y. 5,113 $45.00 $230,085.00 $46,017.00 $19,557.23 $4,601.70 $19,557.23 $4,601.70 $324,419.85
Fine Grading Including Soil Preparation, Excavation, Amendments s.f. 15,282 $3.50 $53,487.00 $10,697.40 $4,546.40 $1,069.74 $4,546.40 $1,069.74 $75,416.67
Erosion Control / SWPPP s.f. 73,240 $0.10 $7,324.00 $1,464.80 $622.54 $146.48 $622.54 $146.48 $10,326.84
Soil Testing each 10 $250.00 $2,500.00 $500.00 $212.50 $50.00 $212.50 $50.00 $3,525.00
$475,871.71
SITE PAVEMENT Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
6" Concrete Curb and Gutter l.f. 6,670 $35.00 $233,450.00 $46,690.00 $19,843.25 $4,669.00 $19,843.25 $4,669.00 $329,164.50
Sidewalk, Integral Color Concrete s.f. 54,844 $12.00 $658,128.00 $131,625.60 $55,940.88 $13,162.56 $55,940.88 $13,162.56 $927,960.48
Sidewalk, Concrete Unit Pavers s.f. 2,158 $15.00 $32,370.00 $6,474.00 $2,751.45 $647.40 $2,751.45 $647.40 $45,641.70
Filtration Planter Walls c.y. 858 $80.00 $68,640.00 $13,728.00 $5,834.40 $1,372.80 $5,834.40 $1,372.80 $96,782.40
6" Concrete Curb l.f. 2,325 $20.00 $46,500.00 $9,300.00 $3,952.50 $930.00 $3,952.50 $930.00 $65,565.00
$1,465,114.08
CROSSWALKS Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
Washington Boulevard & National Boulevard - 4 Legs allow 1 $124,262.00 $124,262.00 $0.00 $0.00 $2,485.24 $10,562.27 $2,485.24 $139,794.75
Washington Bouelvard & Landmark Street - 1 Leg allow 1 $30,148.00 $30,148.00 $0.00 $0.00 $602.96 $2,562.58 $602.96 $33,916.50
Washington Bouelvard & Wesley Street - 1 Leg allow 1 $12,280.00 $12,280.00 $0.00 $0.00 $245.60 $1,043.80 $245.60 $13,815.00
Venice Boulevard & National Bouelvard - 1 Leg allow 1 $44,604.00 $44,604.00 $0.00 $0.00 $892.08 $3,791.34 $892.08 $50,179.50
$237,705.75
SITE FURNITURE Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
Tree Grates (Ironsmith 4x6 "Market Street" + BlackMax + Frame) each 52 $1,500.00 $78,000.00 $15,600.00 $6,630.00 $1,560.00 $6,630.00 $1,560.00 $109,980.00
Bus Shelter (Landscape Forms "Connect") - 4x12 each 8 $25,000.00 $200,000.00 $40,000.00 $17,000.00 $4,000.00 $17,000.00 $4,000.00 $282,000.00
Bike Racks (Simple-Lok) each 8 $500.00 $4,000.00 $800.00 $340.00 $80.00 $340.00 $80.00 $5,640.00
Dual Use Little Receptacle (Landscape Forms "Scarborough") each 8 $1,750.00 $14,000.00 $2,800.00 $1,190.00 $280.00 $1,190.00 $280.00 $19,740.00
Benches (Landscape Forms "Towne Square") each 15 $1,250.00 $18,750.00 $3,750.00 $1,593.75 $375.00 $1,593.75 $375.00 $26,437.50
$443,797.50
SITE PLANTING Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
24" Box, Canopy Tree each 54 $500.00 $27,000.00 $5,400.00 $2,295.00 $540.00 $2,295.00 $540.00 $38,070.00
36" Box, Canopy Tree each 69 $1,100.00 $75,900.00 $15,180.00 $6,451.50 $1,518.00 $6,451.50 $1,518.00 $107,019.00
1 Gallon, Shrub/GC, 18" o.c. s.f. 16,238 $12.00 $194,856.00 $38,971.20 $16,562.76 $3,897.12 $16,562.76 $3,897.12 $274,746.96
Silva Cell each 2,712 $150.00 $406,800.00 $81,360.00 $34,578.00 $8,136.00 $34,578.00 $8,136.00 $573,588.00
Weed Control s.f. 16,238 $0.25 $4,059.50 $811.90 $345.06 $81.19 $345.06 $81.19 $5,723.90
Root Control Barrier l.f. 0 $1.25 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
Mulch for Planting Areas s.f. 16,238 $1.25 $20,297.50 $4,059.50 $1,725.29 $405.95 $1,725.29 $405.95 $28,619.48
90 Day Maintenance s.f. 16,238 $1.00 $16,238.00 $3,247.60 $1,380.23 $324.76 $1,380.23 $324.76 $22,895.58
$1,012,592.91
PRORATES
ATTACHMENT 1
524 | C O ST E ST IM AT E
53 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
SITE IRRIGATION Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
Drip Irrigation (Planting Areas) each 16,238 $4.00 $64,952.00 $12,990.40 $5,520.92 $1,299.04 $5,520.92 $1,299.04 $91,582.32
Tree Bubblers each 123 $75.00 $9,225.00 $1,845.00 $784.13 $184.50 $784.13 $184.50 $13,007.25
Remote Control Valves each 20 $750.00 $15,000.00 $3,000.00 $1,275.00 $300.00 $1,275.00 $300.00 $21,150.00
Smart Irrigation Controller + Cabinet each 5 $6,500.00 $32,500.00 $6,500.00 $2,762.50 $650.00 $2,762.50 $650.00 $45,825.00
Irrigation POC + Water Meter each 5 $9,000.00 $45,000.00 $9,000.00 $3,825.00 $900.00 $3,825.00 $900.00 $63,450.00
$235,014.57
WAYFINDING Unit Quantity Unit Cost Subtotal Design Continency (20%) Mobilization (8.5%) Bonds + Insurance (2%) Contractor's Fee (8.5%) Contingency (2%) Item Total
Sign Type 1, District ID on Light Post each 44 $1,000.00 $44,000.00 $8,800.00 $3,740.00 $880.00 $3,740.00 $880.00 $62,040.00
Sign Type 1, Dual Banners on Light Post each 44 $300.00 $13,200.00 $2,640.00 $1,122.00 $264.00 $1,122.00 $264.00 $18,612.00
Sign Type 2, Pedestrian Directory each 4 $9,000.00 $36,000.00 $7,200.00 $3,060.00 $720.00 $3,060.00 $720.00 $50,760.00
Sign Type 3, Pedestrian Direction Sign each 10 $4,000.00 $40,000.00 $8,000.00 $3,400.00 $800.00 $3,400.00 $800.00 $56,400.00
$187,812.00
ATTACHMENT 1
53WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 54
APPENDIX | G E OT E C HNI C A L E N G INE E R IN G IN V E ST I G AT IO N
APPENDIX
ATTACHMENT 1
54APPENDIX | G E OT E C HNI C A L E N G INE E R IN G IN V E ST I G AT IO N
55 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
www.geoteq.com
July 9, 2014
File No. 20784
AHBE Landscape Architects
617 West Seventh Street, Suite 304
Los Angeles, California 90017
Attention: Evan Mather
Subject: Geotechnical Engineering Investigation
Proposed Streetscape Plan
Southeast Corner of Washington Boulevard & National Boulevard
Culver City, California
Ladies and Gentlemen:
This letter transmits the Geotechnical Engineering Investigation for the subject property prepared
by Geotechnologies, Inc. This report provides geotechnical recommendations for the development
of the site, including earthwork, seismic design, excavations and foundation design. Engineering
for the proposed project should not begin until approval of the geotechnical investigation is granted
by the local building official. Significant changes in the geotechnical recommendations may result
due to the building department review process.
The validity of the recommendations presented herein is dependent upon review of the
geotechnical aspects of the project during construction by this firm. The subsurface conditions
described herein have been projected from limited subsurface exploration and laboratory testing.
The exploration and testing presented in this report should in no way be construed to reflect any
variations which may occur between the exploration locations or which may result from changes
in subsurface conditions.
Should you have any questions please contact this office.
Respectfully submitted,
GEOTECHNOLOGIES, INC.
SCOTT T. PRINCE EDWARD F. HILL
Staff Engineer G.E. 2126
STP/EFH:sa
Distribution: (3) Addressee
Email to: Evan Mather [emather@ahbe.com]
TABLE OF CONTENTS
SECTION PAGE
Geotechnologies, Inc.
439 Western Avenue, Glendale, California 91201-2837 ? Tel: 818.240.9600 ? Fax: 818.240.9675
www.geoteq.com
INTRODUCTION ........................................................................................................................ 1
PROPOSED DEVELOPMENT.................................................................................................... 1
SITE CONDITIONS ....................................................................................................................... 2
GEOTECHNICAL EXPLORATION ............................................................................................. 2
FIELD EXPLORATION .......................................................................................................... 2
Geologic Materials ................................................................................................................ 3
Groundwater ........................................................................................................................... 3
Caving ..................................................................................................................................... 4
SEISMIC EVALUATION ............................................................................................................ 4
REGIONAL GEOLOGIC SETTING ......................................................................................... 4
REGIONAL FAULTING ........................................................................................................... 5
SEISMIC HAZARDS AND DESIGN CONSIDERATIONS .................................................. 5
Surface Rupture .................................................................................................................... 6
Liquefaction .......................................................................................................................... 6
Tsunamis, Seiches and Flooding............................................................................................. 7
Landsliding ............................................................................................................................. 7
CONCLUSIONS AND RECOMMENDATIONS ......................................................................... 7
SEISMIC DESIGN CONSIDERATIONS ................................................................................. 8
2013 California Building Code Seismic Parameters ............................................................ 8
FILL SOILS .............................................................................................................................. 9
EXPANSIVE SOILS ................................................................................................................ 9
WATER-SOLUBLE SULFATES .......................................................................................... 10
GRADING GUIDELINES ....................................................................................................... 10
Compaction ........................................................................................................................... 11
Acceptable Materials .......................................................................................................... 11
Utility Trench Backfill ........................................................................................................ 12
Wet Soils ............................................................................................................................... 12
Shrinkage ............................................................................................................................ 13
Weather Related Grading Considerations ............................................................................. 13
Abandoned Seepage Pits ....................................................................................................... 14
Geotechnical Observations and Testing During Grading ..................................................... 14
LEED Considerations ........................................................................................................... 15
FOUNDATION DESIGN ......................................................................................................... 16
Miscellaneous Conventional Foundations .......................................................................... 16
Foundation Reinforcement.................................................................................................. 17
Lateral Design ....................................................................................................................... 17
Foundation Settlement ........................................................................................................ 18
Foundation Observations .................................................................................................... 18
TEMPORARY EXCAVATIONS .......................................................................................... 18
Excavation Observations .................................................................................................... 19
SLABS ON GRADE................................................................................................................. 19
Concrete Slabs-on Grade .................................................................................................... 19
Concrete Crack Control ...................................................................................................... 20
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TABLE OF CONTENTS
SECTION PAGE
Geotechnologies, Inc.
439 Western Avenue, Glendale, California 91201-2837 ? Tel: 818.240.9600 ? Fax: 818.240.9675
www.geoteq.com
Slab Reinforcing ................................................................................................................... 20
PAVEMENTS........................................................................................................................... 21
SITE DRAINAGE .................................................................................................................. 23
STORMWATER DISPOSAL ................................................................................................ 23
Introduction ........................................................................................................................... 23
Percolation Testing ............................................................................................................... 24
The Proposed System .......................................................................................................... 24
Recommendations ................................................................................................................. 25
DESIGN REVIEW ................................................................................................................... 25
CONSTRUCTION MONITORING ......................................................................................... 26
EXCAVATION CHARACTERISTICS ................................................................................... 26
CLOSURE AND LIMITATIONS .......................................................................................... 27
GEOTECHNICAL TESTING ................................................................................................ 28
Classification and Sampling ................................................................................................. 28
Expansion Index Testing....................................................................................................... 28
Laboratory Compaction Characteristics ............................................................................... 29
ENCLOSURES
References
Vicinity Map
Plot Plan
Historically Highest Groundwater Levels
Seismic Hazard Zone Map
Plate A
Plate D
439 Western Avenue, Glendale, California 91201-2837 ? 818.240.9600 ? 818.240.9675 fax
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GEOTECHNICAL ENGINEERING INVESTIGATION
PROPOSED STREETSCAPE PLAN
SOUTHEAST CORNER OF WASHINGTON BOULEVARD AND NATIONAL
BOULEVARD
CULVER CITY, CALIFORNIA
INTRODUCTION
This report presents the results of the geotechnical engineering investigation performed on the
subject site. The purpose of this investigation was to identify the distribution and engineering
properties of the geologic materials underlying the site, and to provide geotechnical
recommendations for the design of the proposed development.
This investigation included one exploratory excavation, collection of representative samples,
laboratory testing, engineering analysis, review of published geologic data, review of available
geotechnical engineering information and the preparation of this report. The exploratory
excavation location is shown on the enclosed Plot Plan. The results of the exploration and the
laboratory testing are presented in the Appendix of this report.
PROPOSED DEVELOPMENT
Information concerning the proposed development was furnished by the client. The proposed
development consists of a streetscape plan. The streetscape area is proposed to provide trees, bike
racks, benches, trash receptacles, paving, and street graphics. Only lightly-loaded uninhabitable
structures are anticipated for the project. All facilities are planned to be built at existing site grade.
Grading will consist of removal and recompaction of existing unsuitable soils. The final location
of the proposed uninhabitable structures should be reviewed by this firm once final plans are
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439 Western Avenue, Glendale, California 91201-2837 ? Tel: 818.240.9600 ? Fax: 818.240.9675
www.geoteq.com
available. The recommendations contained in this report should not be considered valid until
reviewed and modified or reaffirmed, in writing, subsequent to such review.
SITE CONDITIONS
The proposed streetscape plan is located at the southerly corner of Washington Boulevard and
National Boulevard in Culver City, California. The site is triangular in shape, and approximately
0.10 acres in area. The site is bounded by Washington Boulevard to the northwest, National
Boulevard to the northeast, and an elevated rail transit structure to the south.
The subject site is relatively level, with no pronounced highs or lows. The site is currently
unoccupied. Vegetation on the site consists of grass and trees. Drainage appears to be by
sheetflow to the city streets.
GEOTECHNICAL EXPLORATION
FIELD EXPLORATION
The site was explored on June 13, 2014 by performing one exploratory excavation. The excavation
carried to a depth of 6 feet with the aid of hand tools. The upper reaches of the excavation was on
the order of 5 feet square. The exploration location is shown on the Plot Plan and the geologic
materials encountered are logged on Plate A.
The location of the exploratory excavation was determined from hardscape features shown on the
attached Plot Plan. The location of the exploratory excavation should be considered accurate only
to the degree implied by the method used.
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www.geoteq.com
Geologic Materials
Fill materials were encountered in the exploratory excavation to depths of 4 feet below the existing
site grade. Fill materials encountered in the exploratory excavation consist of a mixture of fine
grained silty sand to sand. The fill ranges from medium to dark to yellowish brown in color, and
is moist, and medium dense.
The fill is underlain by alluvial soils consisting of interlayered mixtures of sandy silt to clayey silt.
The alluvial soils range in color from brown to dark brown, moist, stiff, and fine grained. More
detailed descriptions of the earth materials encountered may be obtained from individual logs of
the subsurface excavations.
Groundwater
Groundwater was not encountered during exploration to a depth of 6 feet. The historic high
groundwater level was established by review of California Geological Survey Seismic Hazard
Evaluation Report 023 Plate 1.2 entitled “Historically Highest Ground Water Contours”. Review
of this plate indicates that the historically highest groundwater level was on the order of 18 feet
below grade. A copy of this plate is included in the Appendix as Historically Highest Groundwater
Levels Map.
Fluctuations in the level of groundwater may occur due to variations in rainfall, temperature, and
other factors not evident at the time of the measurements reported herein. Fluctuations also may
occur across the site. High groundwater levels can result in changed conditions.
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www.geoteq.com
Caving
Caving could not be directly observed during exploration due to the type of excavation equipment
utilized. Based on the experience of this firm, large diameter excavations that encounter granular,
cohesionless soils, and excavations below the groundwater table, will most likely experience
caving.
SEISMIC EVALUATION
REGIONAL GEOLOGIC SETTING
The subject property is located in the Los Angeles Basin. The Los Angeles Basin is located at the
northern end of the Peninsular Ranges Geomorphic Province. The basin is bounded by the east
and southeast by the Santa Ana Mountains and San Joaquin Hills, to the northwest by the Santa
Monica Mountains. Over 22 million years ago the Los Angeles basin was a deep marine basin
formed by tectonic forces between the North American and Pacific plates. Since that time, over 5
miles of marine and non-marine sedimentary rock as well as intrusive and extrusive igneous rocks
have filled the basin. During the last 2 million years, defined by the Pleistocene and Holocene
epochs, the Los Angeles basin and surrounding mountain ranges have been uplifted to form the
present day landscape. Erosion of the surrounding mountains has resulted in deposition of
unconsolidated sediments in low-lying areas by rivers such as the Los Angeles River. Areas that
have experienced subtle uplift have been eroded with gullies.
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Geotechnologies, Inc.
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REGIONAL FAULTING
Based on criteria established by the California Division of Mines and Geology (CDMG) now
called California Geologic Survey (CGS), faults may be categorized as active, potentially active,
or inactive. Active faults are those which show evidence of surface displacement within the last
11,000 years (Holocene-age). Potentially-active faults are those that show evidence of most recent
surface displacement within the last 1.6 million years (Quaternary-age). Faults showing no
evidence of surface displacement within the last 1.6 million years are considered inactive for most
purposes, with the exception of design of some critical structures.
Buried thrust faults are faults without a surface expression but are a significant source of seismic
activity. They are typically broadly defined based on the analysis of seismic wave recordings of
hundreds of small and large earthquakes in the southern California area. Due to the buried nature
of these thrust faults, their existence is usually not known until they produce an earthquake. The
risk for surface rupture potential of these buried thrust faults is inferred to be low (Leighton, 1990).
However, the seismic risk of these buried structures in terms of recurrence and maximum potential
magnitude is not well established. Therefore, the potential for surface rupture on these surface-
verging splays at magnitudes higher than 6.0 cannot be precluded.
SEISMIC HAZARDS AND DESIGN CONSIDERATIONS
The primary geologic hazard at the site is moderate to strong ground motion (acceleration) caused
by an earthquake on any of the local or regional faults. The potential for other earthquake-induced
hazards was also evaluated including surface rupture, liquefaction, dynamic settlement, inundation
and landsliding.
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Geotechnologies, Inc.
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www.geoteq.com
Surface Rupture
In 1972, the Alquist-Priolo Special Studies Zones Act (now known as the Alquist-Priolo
Earthquake Fault Zoning Act) was passed into law. The Act defines “active” and “potentially
active” faults utilizing the same aging criteria as that used by California Geological Survey (CGS).
However, established state policy has been to zone only those faults which have direct evidence
of movement within the last 11,000 years. It is this recency of fault movement that the CGS
considers as a characteristic for faults that have a relatively high potential for ground rupture in
the future.
CGS policy is to delineate a boundary from 200 to 500 feet wide on each side of the known fault
trace based on the location precision, the complexity, or the regional significance of the fault. If a
site lies within an Earthquake Fault Zone, a geologic fault rupture investigation must be performed
that demonstrates that the proposed building site is not threatened by surface displacement from
the fault before development permits may be issued.
Ground rupture is defined as surface displacement which occurs along the surface trace of the
causative fault during an earthquake. Based on research of available literature and results of site
reconnaissance, no known active or potentially active faults underlie the subject site. In addition,
the subject site is not located within an Alquist-Priolo Earthquake Fault Zone. Based on these
considerations, the potential for surface ground rupture at the subject site is considered low.
Liquefaction
Liquefaction is a phenomenon in which saturated silty to cohesionless soils below the groundwater
table are subject to a temporary loss of strength due to the buildup of excess pore pressure during
cyclic loading conditions such as those induced by an earthquake. Liquefaction-related effects
include loss of bearing strength, amplified ground oscillations, lateral spreading, and flow failures.
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The Seismic Hazard Map for the Beverly Hills Quadrangle by the State of California (CDMG,
1999), classifies the site as part of a “Liquefiable” area. This determination is based on
groundwater depth records, soil type and distance to a fault capable of producing a substantial
earthquake. The proposed improvements are not habitable or subject to collapse therefore no
recommendations have been made based on the liquefiable nature of the site.
Tsunamis, Seiches and Flooding
Tsunamis are large ocean waves generated by sudden water displacement caused by a submarine
earthquake, landslide, or volcanic eruption. Review of the Culver City Tsunami Map indicates the
site does not lie within the mapped tsunami inundation boundaries.
Seiches are large waves generated in enclosed bodies of water in response to ground shaking.
Review of the Culver City Natural Hazards Fire and Flooding Map indicates the site does not lie
within mapped inundation boundary due to a breach in the upgradient reservoir.
Landsliding
The probability of seismically-induced landslides occurring on the site is considered to be low due
to the general lack of elevation difference across or adjacent to the site.
CONCLUSIONS AND RECOMMENDATIONS
Based upon the exploration, laboratory testing, and research, it is the finding of Geotechnologies,
Inc. that construction of the proposed streetscape project is considered feasible from a geotechnical
engineering standpoint provided the advice and recommendations presented herein are followed
and implemented during construction.
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The existing fill materials are not suitable for support of the proposed foundations. It is
recommended that, as a minimum, the upper 12 inches of fill materials be scarified and
recompacted for support of concrete flatwork. Miscellaneous structures may be supported on
conventional foundations deepened through any existing fill to bear in the underlying alluvial soils.
The validity of the conclusions and design recommendations presented herein is dependent upon
review of the geotechnical aspects of the proposed construction by this firm. The subsurface
conditions described herein have been projected from excavations on the site as indicated and
should in no way be construed to reflect any variations which may occur between these excavations
or which may result from changes in subsurface conditions. Any changes in the design, as outlined
in this report, should be reviewed by this office. The recommendations contained herein should
not be considered valid until reviewed and modified or reaffirmed subsequent to such review.
SEISMIC DESIGN CONSIDERATIONS
2013 California Building Code Seismic Parameters
Based on information derived from the subsurface investigation, the subject site is classified as
Site Class D, which corresponds to a “Stiff Soil” Profile, according to Table 1613.5.2 of the
California Building Code. This information and the site coordinates were input into the USGS
Ground Motion Parameter Calculator (Version 5.1.0) to calculate the Maximum Considered
Earthquake (MCE) Ground Motions for the site. The Maximum Considered Earthquake Ground
motions are equivalent to the 2475-year recurrence interval ground motions adjusted by a
deterministic limit. Ground motion parameters for the 2013 CBC (ASCE 7-10) are presented
below.
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2013 CALIFORNIA BUILDING CODE SEISMIC PARAMETERS
Site Class D
Mapped Spectral Acceleration at Short Periods (SS) 2.024g
Site Coefficient (Fa) 1.0
Maximum Considered Earthquake Spectral Response for Short
Periods (SMS)
2.024g
Five-Percent Damped Design Spectral Response Acceleration at Short
Periods (SDS)
1.350g
Mapped Spectral Acceleration at One-Second Period (S1) 0.742g
Site Coefficient (Fv) 1.5
Maximum Considered Earthquake Spectral Response for One-Second
Period (SM1)
1.114g
Five-Percent Damped Design Spectral Response Acceleration for
One-Second Period (SD1)
0.742g
FILL SOILS
The maximum depth of fill encountered during exploration was 4 feet. The fill soils are not
suitable for the support of foundations but may be reused as compacted fill. All foundations should
penetrate the fill materials and bear in underlying native soils. Existing fill materials should be
removed and recompacted a minimum of 12 inches for support of proposed concrete flatwork.
EXPANSIVE SOILS
The onsite geologic materials are in the moderate expansion range. The Expansion Index was
found to be 50 for representative bulk samples. Recommended reinforcing is provided in the
“Foundation Design” and “Slabs on Grade” sections of this report.
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www.geoteq.com
WATER-SOLUBLE SULFATES
The Portland cement portion of concrete is subject to attack when exposed to water-soluble
sulfates. Usually the two most common sources of exposure are from soil and marine
environments.
The sources of natural sulfate minerals in soils include the sulfates of calcium, magnesium,
sodium, and potassium. When these minerals interact and dissolve in subsurface water, a sulfate
concentration is created, which will react with exposed concrete. Over time sulfate attack will
destroy improperly proportioned concrete well before the end of its intended service life.
The water-soluble sulfate content of the onsite geologic materials was tested by California Test
417. The water-soluble sulfate content was determined to be less than 0.1% percentage by weight
for the soils tested. Based on American Concrete Institute (ACI) Standard 318-08, the sulfate
exposure is considered to be negligible for geologic materials with less than 0.1% and Type I
cement may be utilized for concrete foundations in contact with the site soils.
GRADING GUIDELINES
The following section is included for any miscellaneous grading that may be required, such as
concrete flatwork subgrade preparation.
As a minimum, existing earth materials should be scarified to a minimum depth of 12 inches
below the proposed subgrade of any outdoor concrete flatwork, moistened or dried to within 3
percent of optimum moisture content, and recompacted in excess of the minimum required
comparative density.
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Compaction
All fill should be mechanically compacted in layers not more than 8 inches thick. All fill shall be
compacted to at least 90 percent of the maximum laboratory density for the materials used. The
maximum density shall be determined by the laboratory operated by Geotechnologies, Inc. using
the test method described in the most recent revision of ASTM D 1557.
Field observation and testing shall be performed by a representative of the geotechnical engineer
during grading to assist the contractor in obtaining the required degree of compaction and the
proper moisture content. Where compaction is less than required, additional compactive effort
shall be made with adjustment of the moisture content, as necessary, until a minimum of 90 percent
compaction is obtained.
Acceptable Materials
The excavated onsite materials are considered satisfactory for reuse in the controlled fills as long
as any debris and/or organic matter is removed.
Any imported materials shall be observed and tested by the representative of the geotechnical
engineer prior to use in fill areas. Imported materials should contain sufficient fines so as to be
relatively impermeable and result in a stable subgrade when compacted. Any required import
materials should consist of geologic materials with an expansion index of less than 50. The water-
soluble sulfate content of the import materials should be less than 0.1% percentage by weight.
Imported materials should be free from chemical or organic substances which could affect the
proposed development. A competent professional should be retained in order to test imported
materials and address environmental issues and organic substances which might affect the
proposed development.
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Utility Trench Backfill
Utility trenches should be backfilled with controlled fill. The utility should be bedded with clean
sands at least one foot over the crown. The remainder of the backfill may be onsite soil compacted
to 90 percent of the laboratory maximum density. Utility trench backfill should be tested by
representatives of this firm in accordance with the most recent revision of ASTM D-1557.
Wet Soils
Pumping (yielding or vertical deflection) of the high-moisture content soils at the bottom of the
excavation may occur during operation of heavy equipment. Where pumping is encountered, the
exposed surface should be scarified at least 6 inches and allowed to dry to near the optimum
moisture content, and then recompacted to at least 90 percent of the maximum dry density.
Where excessive pumping is encountered, angular minimum ¾-inch gravel should be placed and
worked into the subgrade. The exact thickness of the gravel would be a trial and error procedure,
and would be determined in the field. It would likely be on the order of 1 to 2 feet thick. The
gravel will help to densify the subgrade as well as function as a stabilization material upon which
heavy equipment may operate.
It is not recommended that rubber tire construction equipment attempt to operate directly on the
pumping subgrade soils prior to placing the gravel. Direct operation of rubber tire equipment on
the soft subgrade soils will likely result in excessive disturbance to the soils, which in turn will
result in a delay to the construction schedule since those soils disturbed during operation of heavy
equipment would have to be removed and properly recompacted.
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Shrinkage
Shrinkage results when a volume of soil removed at one density is compacted to a higher density.
A shrinkage factor between 5 and 15 percent should be anticipated when excavating and
recompacting the existing fill and underlying native geologic materials on the site to an average
comparative compaction of 92 percent.
Weather Related Grading Considerations
When rain is forecast all fill that has been spread and awaits compaction shall be properly
compacted prior to stopping work for the day or prior to stopping due to inclement weather. These
fills, once compacted, shall have the surface sloped to drain to an area where water can be removed.
Temporary drainage devices should be installed to collect and transfer excess water to the street in
non-erosive drainage devices. Drainage should not be allowed to pond anywhere on the site, and
especially not against any foundation or retaining wall. Drainage should not be allowed to flow
uncontrolled over any descending slope.
Work may start again, after a period of rainfall, once the site has been reviewed by a representative
of this office. Any soils saturated by the rain shall be removed and aerated so that the moisture
content will fall within three percent of the optimum moisture content.
Surface materials previously compacted before the rain shall be scarified, brought to the proper
moisture content and recompacted prior to placing additional fill, if considered necessary by a
representative of this firm.
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www.geoteq.com
Abandoned Seepage Pits
No abandoned seepage pits were encountered during exploration and none are known to exist on
the site. However, should such a structure be encountered during grading, options to permanently
abandon seepage pits include complete removal and backfill of the excavation with compacted fill,
or drilling out the loose materials and backfilling to within a few feet of grade with slurry, followed
by a compacted fill cap.
If the subsurface structures are to be removed by grading, the entire structure should be
demolished. The resulting void may be refilled with compacted soil. Concrete and brick generated
during the seepage pit removal may be reused in the fill as long as all fragments are less than 6
inches in longest dimension and the debris comprises less than 15 percent of the fill by volume.
All grading should comply with the recommendations of this report.
Where the seepage pit structure is to be left in place, the seepage pits should be cleaned of all soil
and debris. This may be accomplished by drilling. The pits should be filled with minimum 1-1/2
sack concrete slurry to within 5 feet of the bottom of the proposed foundations. In order to provide
a more uniform foundation condition, the remainder of the void should be filled with controlled
fill.
Geotechnical Observations and Testing During Grading
Geotechnical observations and testing during grading are considered to be a continuation of the
geotechnical investigation. It is critical that the geotechnical aspects of the project be reviewed by
representatives of Geotechnologies, Inc. during the construction process. Compliance with the
design concepts, specifications or recommendations during construction requires review by this
firm during the course of construction. Any fill which is placed should be observed, tested, and
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verified if used for engineered purposes. Please advise this office at least twenty-four hours prior
to any required site visit.
LEED Considerations
The Leadership in Energy and Environmental Design (LEED) Green Building Rating System
encourages adoption of sustainable green building and development practices. Credit for LEED
Certification can be assigned for reuse of construction waste and diversion of materials from
landfills in new construction.
In an effort to provide the design team with a viable option in this regard, demolition debris could
be crushed onsite in order to use it in the ongoing grading operations. The environmental
ramifications of this option, if any, should be considered by the team.
The demolition debris should be limited to concrete, asphalt and other non-deleterious materials.
All deleterious materials should be removed including, but not limited to, paper, garbage, ceramic
materials and wood.
For structural fill applications, the materials should be crushed to 2 inches in maximum dimension
or smaller. The crushed materials should be thoroughly blended and mixed with onsite soils prior
to placement as compacted fill. The amount of crushed material should not exceed 20 percent.
The blended and mixed materials should be tested by this office prior to placement to insure it is
suitable for compaction purposes. The blended and mixed materials should be tested by
Geotechnologies, Inc. during placement to insure that it has been compacted in a suitable manner.
ATTACHMENT 1
63WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 64
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Geotechnologies, Inc.
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www.geoteq.com
FOUNDATION DESIGN
Miscellaneous Conventional Foundations
Any proposed lightly-loaded uninhabitable structures may be supported by conventional
foundations deepened through the existing fill in order to bear in the underlying alluvial soils.
Conventional foundations may bear in older alluvial soils found four feet below existing site
grades. The alluvial soils consist of sandy silts. Foundations may be designed based on the 2013
California Building Code Table 1806. For sandy silt a bearing pressure of 1,500 pounds per square
foot may be utilized. Foundations should be embedded a minimum of 1 foot into native soils.
Resistance to lateral loading may be provided by passive earth pressure at 100 pounds per square
foot per foot of depth. Since the recommended bearing value is a net value, the weight of concrete
in the foundations may be taken as 50 pounds per cubic foot and the weight of the soil backfill
may be neglected when determining the downward load on the foundations. When combining
passive and friction for lateral resistance, the passive component should be reduced by one third.
A one-third increase in the passive value may be used for wind or seismic loads.
Where foundations require deepening to bear in competent native soils. The deepened portion of
the foundation excavations may be filled with controlled low-strength material (CLSM). This is
allowable under 2013 California Building Code section 1804.6.
The foundation excavations should be cleaned of all loose materials prior to placement of the
CLSM. The CLSM should consist of 3-sack slurry mix. A sample of the CLSM should be
collected and checked for compressive strength. The results of the tests should indicate that the
CLSM at 28 days yields a minimum of 100 pounds per square inch. This value translates to over
14,000 pounds per square foot.
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The foundation may be poured on top of the cured CLSM. Some method of ensuring a good bond
between the top of the CLSM and the concrete of the proposed foundation should be employed.
The bearing capacities indicated above are for the total of dead and frequently applied live loads,
and may be increased by one third for short duration loading, which includes the effects of wind
or seismic forces.
Foundation Reinforcement
All continuous foundations should be reinforced with a minimum of four #4 steel bars. Two should
be placed near the top of the foundation, and two should be placed near the bottom.
Lateral Design
Passive geologic pressure for the sides of foundations poured against undisturbed alluvium soil
may be computed as an equivalent fluid having a density of 100 pounds per cubic foot with a
maximum earth pressure of 1,500 pounds per square foot.
When combining passive and friction for lateral resistance, the passive component should be
reduced by one third. A one-third increase in the passive value may be used for wind or seismic
loads.
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64APPENDIX | G E OT E C HNI C A L E N G INE E R IN G IN V E ST I G AT IO N
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File No. 20784
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Geotechnologies, Inc.
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www.geoteq.com
Foundation Settlement
Settlement of the foundation system is expected to occur on initial application of loading. The
maximum settlement is expected to be ½-inch and occur below the heaviest loaded columns.
Differential settlement is not expected to exceed ¼-inch.
Foundation Observations
It is critical that all foundation excavations are observed by a representative of this firm to verify
penetration into the recommended bearing materials. The observation should be performed prior
to the placement of reinforcement. Foundations should be deepened to extend into satisfactory
geologic materials, if necessary.
Foundation excavations should be cleaned of all loose soils prior to placing steel and concrete.
Any required foundation backfill should be mechanically compacted, flooding is not permitted.
TEMPORARY EXCAVATIONS
Excavations up to 5 feet in height may be anticipated in order for the foundations to bear in alluvial
soils. The excavations are expected to expose dense native soils, which are suitable for vertical
excavations up to 5 feet where not surcharged by adjacent traffic or structures.
Where sufficient space is available, temporary unsurcharged embankments could be cut at a
uniform 1:1 (h:v) slope gradient in their entirety, up to a maximum height of 8 feet. A uniform
sloped excavation does not have a vertical component. Sloped excavations with vertical cuts at
the toe of the slope are not recommended.
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Geotechnologies, Inc.
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Where sloped embankments are utilized, the tops of the slopes should be barricaded to prevent
vehicles and storage loads near the top of slope within a horizontal distance equal to the depth of
the excavation. If the temporary construction embankments are to be maintained during the rainy
season, berms are strongly recommended along the tops of the slopes to prevent runoff water from
entering the excavation and eroding the slope faces. Water should not be allowed to pond on top
of the excavation nor to flow towards it.
Excavation Observations
It is critical that the soils exposed in the cut slopes are observed by a representative of
Geotechnologies, Inc. during excavation so that modifications of the slopes can be made if
variations in the geologic material conditions occur. Many building officials require that
temporary excavations should be made during the continuous observations of the geotechnical
engineer. All excavations should be stabilized within 30 days of initial excavation.
SLABS ON GRADE
Concrete Slabs-on Grade
Outdoor concrete flatwork should be a minimum of 4 inches in thickness. Outdoor concrete
flatwork should be cast over undisturbed alluvial soils or properly compacted fill materials. Any
geologic materials loosened or over-excavated should be wasted from the site or properly
compacted to 90 percent of the maximum dry density.
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65WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 66
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Concrete Crack Control
The recommendations presented in this report are intended to reduce the potential for cracking of
concrete slabs-on-grade due to settlement. However even where these recommendations have
been implemented, foundations, stucco walls and concrete slabs-on-grade may display some
cracking due to minor soil movement and/or concrete shrinkage. The occurrence of concrete
cracking may be reduced and/or controlled by limiting the slump of the concrete used, proper
concrete placement and curing, and by placement of crack control joints at reasonable intervals, in
particular, where re-entrant slab corners occur.
For standard control of concrete cracking, a maximum crack control joint spacing of 12 feet should
not be exceeded. Lesser spacing’s would provide greater crack control. Joints at curves and angle
points are recommended. The crack control joints should be installed as soon as practical
following concrete placement. Crack control joints should extend a minimum depth of one-fourth
the slab thickness. Construction joints should be designed by a structural engineer.
Complete removal of the existing fill soils beneath outdoor flatwork such as walkways or patio
areas, is not required, however, due to the rigid nature of concrete, some cracking, a shorter design
life and increased maintenance costs should be anticipated. In order to provide uniform support
beneath the flatwork it is recommended that a minimum of 12 inches of the exposed subgrade
beneath the flatwork be scarified and recompacted to 90 percent relative compaction.
Slab Reinforcing
Outdoor flatwork should be reinforced with a minimum of #3 steel bars on 18-inch centers each
way.
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PAVEMENTS
Prior to placing paving, the existing grade should be scarified to a depth of 12 inches, moistened
as required to obtain optimum moisture content, and recompacted to 90 percent of the maximum
density as determined by the most recent revision of ASTM D 1557. The client should be aware
that removal of all existing fill in the area of new paving is not required. However, pavement
constructed in this manner will most likely have a shorter design life and increased maintenance
costs. The following pavement sections are recommended for use within the subject property:
Service Asphalt Pavement Thickness
Inches
Base Course
Inches
Passenger Cars (TI=4) 3 6
Moderate Truck (TI=6) 4 10
Aggregate base should be compacted to a minimum of 95 percent of the most recent revision of
ASTM D 1557 laboratory maximum dry density. Base materials should conform with Sections
200-2.2 or 200-2.4 of the “Standard Specifications for Public Works Construction”, (Green Book),
1991 Edition.
Concrete paving may be used on the project. Based on the highway design manual, for a Traffic
Index of up to 6, concrete paving should be 6 inches of concrete over 4 inches of compacted base.
The occurrence of concrete cracking may be reduced and/or controlled by limiting the slump of
the concrete used, proper concrete placement and curing, and by placement of crack control joints
at reasonable intervals, in particular, where re-entrant slab corners occur.
For standard control of concrete cracking, a maximum crack control joint spacing of 12 feet should
not be exceeded. Lesser spacings would provide greater crack control. Joints at curves and angle
points are recommended. The crack control joints should be installed as soon as practical
ATTACHMENT 1
66APPENDIX | G E OT E C HNI C A L E N G INE E R IN G IN V E ST I G AT IO N
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Geotechnologies, Inc.
439 Western Avenue, Glendale, California 91201-2837 ? Tel: 818.240.9600 ? Fax: 818.240.9675
www.geoteq.com
following concrete placement. Crack control joints should extend a minimum depth of one-fourth
the slab thickness. Construction joints should be designed by a structural engineer. Concrete
paving should be reinforced with a minimum of #3 steel bars on 18-inch centers each way.
The performance of pavement is highly dependent upon providing positive surface drainage away
from the edges. Ponding of water on or adjacent to pavement can result in saturation of the
subgrade materials and subsequent pavement distress. If planter islands are planned, the perimeter
curb should extend a minimum of 12 inches below the bottom of the aggregate base.
The management of pavement wear primarily is focused on the distress caused by vertical loads.
The reduction of vertical loading from large vehicles is assisted by increasing the number of axles.
Multi-axle groups reduce the peak vertical loading and, when closely spaced, reduce the magnitude
of the strain cycles to which the pavement is subjected. However, where tight low-speed turns are
executed, non-steering axle groups lead to transverse shear forces (scuffing) at the pavement-tire
interface.
With asphaltic concrete pavements, tensile shear stresses from tires can cause surface cracking and
raveling. Thus the increased use of non-steering axle groups results in increased pavement wear
in the vicinity of intersections and turnarounds where tight low speed turns are executed.
When designing intersections and turnarounds, the turn radius should be as large as possible. This
will lead to reduced “scuffing” forces. Where tight radius turns are unavoidable, the pavement
surface design should take into account the high level of “scuffing” forces that will occur and
thickened pavement and subgrade and base course keyways should be considered to assist in the
reduction of lateral deflection.
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Geotechnologies, Inc.
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SITE DRAINAGE
Proper surface drainage is critical to the future performance of the project. Saturation of a soil can
cause it to lose internal shear strength and increase its compressibility, resulting in a change in the
designed engineering properties. Proper site drainage should be maintained at all times.
All site drainage, with the exception of any required to be disposed of onsite by stormwater
regulations, should be collected and transferred to the street in non-erosive drainage devices.
Drainage should not be allowed to pond anywhere on the site, and especially not against any
foundation or retaining wall. Drainage should not be allowed to flow uncontrolled over any
descending slope. Planters which are located within a distance equal to the depth of a retaining
wall should be sealed to prevent moisture adversely affecting the wall. Planters which are located
within five feet of a foundation should be sealed to prevent moisture effecting the earth materials
supporting the foundation.
STORMWATER DISPOSAL
Introduction
Recently regulatory agencies have been requiring the disposal of a certain amount of stormwater
generated on a site by infiltration into the site soils. Increasing the moisture content of a soil can
cause it to lose internal shear strength and increase its compressibility, resulting in a change in the
designed engineering properties. This means that any overlying structure, including buildings,
pavements and concrete flatwork, could sustain damage due to saturation of the subgrade soils.
Structures serviced by subterranean levels could be adversely impacted by stormwater disposal by
increasing the design fluid pressures on retaining walls and causing leaks in the walls. Proper site
drainage is critical to the performance of any structure in the built environment.
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Percolation Testing
In order to establish a percolation rate for the site soils, the exploratory excavation was used for a
percolation test. The test pit was presoaked for a minimum of 4 hours prior to the test. After the
presoak, the test pit was refilled with water and the absorption of the soils was measured.
Based on results of the percolation tests, a percolation rate of 0.4 inches per hour was established.
This rate is based on the alluvial soils encountered in the test pit at a depth of 5 feet. It is
recommended that stormwater should only percolate into natural alluvial soils. It should be noted
that the recommended percolation rate is based on testing at a discrete location and the overall
percolation rate of the system could vary considerably.
The Proposed System
The locations for potential stormwater disposal have not been specifically addressed on this site.
It is the opinion of this office that stormwater infiltration is possible on this site, however when
the plan achieves more definition, this office should address the potential impacts.
The infiltration device will most likely be situated within below flatwork or paving. The client
and design team must be aware that repeatedly saturation of the soils will cause settlement to occur.
The settlement will manifest itself as cracking in the pavement, flatwork and other improvements.
These improvements will require increased maintenance and have a shorter design life.
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Recommendations
The design and construction of stormwater infiltration facilities is not the responsibility of the
geotechnical engineer. However, based on the experience of this firm, it is recommended that
several aspects of the use of such facilities should be considered by the design and construction
team:
? Open infiltration basins have many negative associated issues. Such a design must
consider attractive nuisance, impacts to growing vegetation, impacts to air quality and
vector control.
? All infiltration devices should be provided with overflow protection. Once the device
is full of water, additional water flowing to the device should be diverted to another
acceptable disposal area, or disposed offsite in an acceptable manner.
? All connections associated with stormwater infiltration devices should be sealed and
water-tight. Water leaking into the subgrade soils can lead to loss of strength, piping,
erosion, settlement and/or expansion of the effected earth materials.
? Excavations proposed for the installation of stormwater facilities should comply with
the “Temporary Excavations” sections of this (the referenced) reports well as
CalOSHA Regulations where applicable.
DESIGN REVIEW
Engineering of the proposed project should not begin until approval of the geotechnical report by
the Building Official is obtained in writing. Significant changes in the geotechnical
recommendations may result during the building department review process.
It is recommended that the geotechnical aspects of the project be reviewed by this firm during the
design process. This review provides assistance to the design team by providing specific
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68APPENDIX | G E OT E C HNI C A L E N G INE E R IN G IN V E ST I G AT IO N
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Geotechnologies, Inc.
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www.geoteq.com
recommendations for particular cases, as well as review of the proposed construction to evaluate
whether the intent of the recommendations presented herein are satisfied.
CONSTRUCTION MONITORING
Geotechnical observations and testing during construction are considered to be a continuation of
the geotechnical investigation. It is critical that this firm review the geotechnical aspects of the
project during the construction process. Compliance with the design concepts, specifications or
recommendations during construction requires review by this firm during the course of
construction. All foundations should be observed by a representative of this firm prior to placing
concrete or steel. Any fill which is placed should be observed, tested, and verified if used for
engineered purposes. Please advise Geotechnologies, Inc. at least twenty-four hours prior to any
required site visit.
If conditions encountered during construction appear to differ from those disclosed herein, notify
Geotechnologies, Inc. immediately so the need for modifications may be considered in a timely
manner.
It is the responsibility of the contractor to ensure that all excavations and trenches are properly
sloped or shored. All temporary excavations should be cut and maintained in accordance with
applicable OSHA rules and regulations.
EXCAVATION CHARACTERISTICS
The exploration performed for this investigation is limited to the geotechnical excavations
described. Direct exploration of the entire site would not be economically feasible. The owner,
design team and contractor must understand that differing excavation and drilling conditions may
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Geotechnologies, Inc.
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be encountered based on boulders, gravel, oversize materials, groundwater and many other
conditions. Fill materials, especially when they were placed without benefit of modern grading
codes, regularly contain materials which could impede efficient grading and drilling. The
contractor should be familiar with the site and the geologic materials in the vicinity.
CLOSURE AND LIMITATIONS
The purpose of this report is to aid in the design and completion of the described project.
Implementation of the advice presented in this report is intended to reduce certain risks associated
with construction projects. The professional opinions and geotechnical advice contained in this
report are sought because of special skill in engineering and geology and were prepared in
accordance with generally accepted geotechnical engineering practice. Geotechnologies, Inc. has
a duty to exercise the ordinary skill and competence of members of the engineering profession.
Those who hire Geotechnologies, Inc. are not justified in expecting infallibility, but can expect
reasonable professional care and competence.
The scope of the geotechnical services provided did not include any environmental site assessment
for the presence or absence of organic substances, hazardous/toxic materials in the soil, surface
water, groundwater, or atmosphere, or the presence of wetlands.
Proper compaction is necessary to reduce settlement of overlying improvements. Some settlement
of compacted fill should be anticipated. Any utilities supported therein should be designed to
accept differential settlement.
If corrosion sensitive improvements are planned, it is recommended that a comprehensive
corrosion study should be commissioned. The study will develop recommendations to avoid
premature corrosion of buried pipes and concrete structures in direct contact with the soils.
ATTACHMENT 1
69WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 70
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GEOTECHNICAL TESTING
Classification and Sampling
The soil is continuously logged by a representative of this firm and classified by visual examination
in accordance with the Unified Soil Classification system. The field classification is verified in
the laboratory, also in accordance with the Unified Soil Classification System. Laboratory
classification may include visual examination, Atterberg Limit Tests and grain size distribution.
The final classification is shown on the excavation logs.
Samples of the geologic materials encountered in the exploratory excavations were collected and
transported to the laboratory. Undisturbed samples of soil are obtained at frequent intervals.
Unless noted on the excavation logs as an SPT sample, samples acquired while utilizing a hollow-
stem auger drill rig are obtained by driving a thin-walled, California Modified Sampler with
successive 30-inch drops of a 140-pound hammer. Samples from bucket-auger drilling are
obtained utilizing a California Modified Sampler with successive 12-inch drops of a kelly bar,
whose weight is noted on the excavation logs. The soil is retained in brass rings of 2.50 inches
outside diameter and 1.00 inch in height. The central portion of the samples are stored in close
fitting, waterproof containers for transportation to the laboratory. Samples noted on the excavation
logs as SPT samples are obtained in accordance with the most recent revision of ASTM D 1586.
Samples are retained for 30 days after the date of the geotechnical report.
Expansion Index Testing
The expansion tests performed on the remolded samples are in accordance with the Expansion
Index testing procedures, as described in the most recent revision of ASTM D4829. The soil
sample is compacted into a metal ring at a saturation degree of 50 percent. The ring sample is then
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placed in a consolidometer, under a vertical confining pressure of 1 lbf/square inch and inundated
with distilled water. The deformation of the specimen is recorded for a period of 24 hour or until
the rate of deformation becomes less than 0.0002 inches/hour, whichever occurs first. The
expansion index, EI, is determined by dividing the difference between final and initial height of
the ring sample by the initial height, and multiplied by 1,000. Results are presented in Plate D of
this report.
Laboratory Compaction Characteristics
The maximum dry unit weight and optimum moisture content of a soil are determined by use of
the most recent revision of ASTM D 1557. A soil at a selected moisture content is placed in five
layers into as mold of given dimensions, with each layer compacted by 25 blows of a 10 pound
hammer dropped from a distance of 18 inches subjecting the soil to a total compactive effort of
about 56,000 pounds per cubic foot. The resulting dry unit weight is determined. The procedure
is repeated for a sufficient number of moisture contents to establish a relationship between the dry
unit weight and the water content of the soil. The data when plotted represent a curvilinear
relationship known as the compaction curve. The values of optimum moisture content and
modified maximum dry unit weight are determined from the compaction curve. Results are
presented in Plate D of this report.
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70APPENDIX | G E OT E C HNI C A L E N G INE E R IN G IN V E ST I G AT IO N
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Geotechnologies, Inc.
439 Western Avenue, Glendale, California 91201-2837 ? Tel: 818.240.9600 ? Fax: 818.240.9675
www.geoteq.com
REFERENCES
Applied Technology Council (1978), Tentative Provisions for Development of Seismic
Regulations for Buildings: ATC Publication ATC 3-06, NBS Special Publication 510,
NSF Publication 78-8.
Boore, D.M., Joyner, W.B., and Fumal, T.E. (1993), Estimation of Response Spectra and Peak
Accelerations From Western North American Earthquakes: An interim Report, U.S.
Geological Survey Open-File Report 93-509, 15 pp.
California Department of Conservation, Division of Mines and Geology, 1998, Seismic Hazard
Zone Report of the Beverly Hills 7½-Minute Quadrangle, Los Angeles County, California,
C.D.M.G. Seismic Hazard Zone Report 023, Map scale 1:24,000.
California Department of Conservation, Division of Mines and Geology, 1999, Seismic Hazard
Zones Map, Beverly Hills 7½-minute Quadrangle.
California Geological Survey, 2008, Guidelines for Evaluation and Mitigation of Seismic Hazards
in California, Special Publication 117A.
Hauksson, E. (1992), Seismicity, Faults, and Earthquake Potential in Los Angeles, Southern
California: Engineering Geology Practice in Southern California, Special Publication No.
4, Association of Engineering Geologists.
Jennings, Charles W. (1994), Fault Activity Map of California and Adjacent Areas, California
Division of Mines and Geology.
Leighton and Associates, Inc. (1990), Technical Appendix to the Safety Element of the Los
Angeles County General Plan: Hazard Reduction in Los Angeles County.
Martin, G.R., and Lew, M., 1999, Co-chairs and Editors of the Implementation Committee,
“Recommended Procedures for Implementation of DMG Special Publication 117,
Guidelines for Analyzing and Mitigating Liquefaction Hazards in California,” Organized
through the Southern California Earthquake Center, University of Southern California.
Geotechnologies, Inc.
439 Western Avenue, Glendale, California 91201-2837 ? Tel: 818.240.9600 ? Fax: 818.240.9675
www.geoteq.com
REFERENCES - continued
O’Rourke, T.D., Pease, J.W. (1997), Mapping Liquefiable Layer Thickness for Seismic Hazard
Assessment, Journal of the Geotechnical Engineering Division, American Society of Civil
Engineers, vol. 123, no. 1, pp. 46-56.
Seed, H.B. , Idriss, I.M., and Arango, I. (1983), Evaluation of Liquefaction Potential Using Field
Performance Data, Journal of the Geotechnical Engineering Division, American Society of
Civil Engineers, vol. 109, no. 3, pp. 458-482.
Tokimatsu, K., and Yoshimi, Y. (1983), Empirical Correlation of Soil Liquefaction Based on SPT
N-Value and Fines Content, Soils and Foundations, Japanese Society of Soil Mechanics
and Foundation Engineering, vol. 23, no. 4, pp. 56-74.
United States Geological Survey, 2008, U.S.G.S. Interactive Deaggregation Program.
http://eqint.cr.usgs.gov/deaggint/2008/index.php.
United States Geological Survey, 2011, U.S.G.S. Ground Motion Parameter Calculator (Version
5.1.0). http://earthquake.usgs.gov/research/hazmaps/design/.
Yerkes, R.F., McCulloh, T.H., Schoellhamer, J.E., Vedder, J.G., Geology of the Los Angeles
Basin, Southern California- An Introduction, U.S. Geological Professional Paper 420-A.
Youd, T. L. and Garris, C. T., 1995, Liquefaction-Induced Ground Surface Disruption, Journal of
Geotechnical Engineering, ASCE, Vol. 121, No. 11, P. 805-809.
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REFERENCE:
VICINITY MAP
FILE NO. 20784
U.S.G.S. TOPOGRAPHIC MAPS, 7.5 MINUTE SERIES,
Geotechnologies, Inc.
Consulting Geotechnical Engineers
AHBE LANDSCAPE
N
BEVERLY HILLS, CA QUADRANGLE
SUBJECT SITE
LAT: 34.0279 / LONG: 118.3866
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TP1
LEGEND
LOCATION & NUMBER OF TEST PIT
REFERENCE: TRACT SITE AREA BY THE CITY OF LOS ANGELES
AUGUST 14, 2013
File No.: 20784
Date: June '14
Geotechnologies, Inc.
Consulting Geotechnical Engineers
PLOT PLAN
AHBE LANDSCAPE
TP1
160 80 0
SCALE IN FEET
ATTACHMENT 1
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WML
HISTORICALLY HIGHEST GROUNDWATER LEVELS
FILE No. 20784
Geotechnologies, Inc.
Consulting Geotechnical Engineers
AHBE LANDSCAPE
N
REFERENCE: CDMG, SEISMIC HAZARD ZONE REPORT, 023
BEVERLY HILLS 7.5 - MINUTE QUADRANGLE, LOS ANGELES COUNTY, CALIFORNIA (1998, REVISED 2005)
20 Depth to groundwater in feet
SUBJECT SITE
SEISMIC HAZARD ZONE MAP
FILE NO. 20784
AHBE LANDSCAPE
Geotechnologies, Inc.
Consulting Geotechnical Engineers
LIQUEFACTION AREA
REFERENCE: SEISMIC HAZARD ZONES, BEVERLY HILLS QUADRANGLE OFFICIAL MAP (CDMG, 1999)
N
SUBJECT SITE
ATTACHMENT 1
74APPENDIX | G E OT E C HNI C A L E N G INE E R IN G IN V E ST I G AT IO N
75 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
AHBE Landscape Drilling Date: 06/13/14
File No. 20784 Method: Hand Dug Hand Auger
km
Sample Moisture Dry Density Depth USCS Description
Depth ft. Content % p.c.f. in feet Class. Surface Conditions: Lawn Area
0 -- FILL: Silty Sand to Sand, dark to yellowish brown, moist, medium dense, fine
- grained
1 --
-
2 -- Silty Sand to Sandy Silt, dark and grayish brown, Stiff, fine grained
-
3 --
- Sandy Silt, dark and yellowish brown
4 --
- ML Sandy Silt, dark brown, moist, stiff
5 --
- Sandy to Clayey Silt
6 --
- Total Depth 6 feet
7 -- No Water
- Fill to 4 feet
8 --
-
9 -- NOTE: The stratification lines represent the approximate
- boundary between earth types; the transition may be gradual.
10 --
- Used 4-inch diameter Hand-Augering Equipment; Hand Sampler
11 --
-
12 --
-
13 --
-
14 --
-
15 --
-
16 --
-
17 --
-
18 --
-
19 --
-
20 --
-
21 --
-
22 --
-
23 --
-
24 --
-
25 --
-
GEOTECHNOLOGIES, INC. Plate A-1
LOG OF TEST PIT NUMBER 1
SULFATE CONTENT:
SULFATE CONTENT
SAMPLE
TP1 @ 1-5'
< 0.10 %
(percentage by weight)
COMPACTION/EXPANSION/SULFATE DATA SHEET
SOIL TYPE:
SAMPLE
EXPANSION INDEX
EXPANSION CHARACTER
UBC STANDARD 18-2
MODERATE
50
ASTM D 4829
SOIL TYPE:
SAMPLE
MAXIMUM DENSITY pcf.
OPTIMUM MOISTURE %
TP1 @ 1- 5'
122.1
10.5
PLATE: D FILE NO. 20784
AHBE LANDSCAPE
Geotechnologies, Inc.
Consulting Geotechnical Engineers
ASTM D-1557
TP1 @ 1- 5'
SM/ML
SM/ML
ATTACHMENT 1
75WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 76
APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
ATTACHMENT 1
76APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
77 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
1100 Corporate Center Dr., Suite 201
Monterey Park, CA 91754
t: 323-260-4703 f: 323-260-4705
www.koacorporation.com
MEMORANDUM
Date: July 2, 2014
To: Evan Mather, ASLA, RLA – AHBE
From: Stephen Bise, P.E.
Subject: Existing Conditions Assessment and Opportunities - Culver City TOD
KOA Project JB31207
This document summarizes the engineering assessment and recommendations by KOA for possible enhancements
throughout the Transit Oriented Development District (TOD) in Culver City. We have summarized below our
observations of infrastructure deficiencies and opportunities for improvements. See the attached exhibits for
reference.
AMERICANS WITH DISABILITIES ACT (ADA) – COMPLIANCE FOR ACCEIBLE PEDESTRIAN
PATH & SIGNALS
ADA guidelines require a clear path of travel 4 feet wide for pedestrians. Deficiencies with sidewalks, curb ramps,
and driveways are described in the corresponding sections below.
The majority of sidewalks in the district meet ADA requirements with the exception of one location. On the
southwest corner of Washington Boulevard and National Boulevard, there is a 3 foot pinch point between the
existing traffic signal pole and controller cabinet. It is recommended to relocate the signal controller cabinet to
the back of sidewalk to allow the required room for pedestrian travel.
Accessible Pedestrian Signals (APS) are not present at any intersection within the TOD. The intersections of
Venice Boulevard at Robertson Boulevard and Venice Boulevard at National Boulevard are proposed to be
modified/upgraded with APS as part of the Expo Metro Light Rail Project. It is recommended APS push buttons
be installed at the following intersections.
- Washington Boulevard and Robertson Boulevard
- Washington Boulevard and Landmark Street
- Washington Boulevard and National Boulevard
- Washington Boulevard and Wesley Street (future signal)
APS push buttons include features of a vibrotactile surface and locator tones.
DRIVEWAYS
All driveways were assessed for compliance with the current Standard Plan for Public Works Construction
(SPPWC). There are three driveways that provide only a 3 foot pedestrian path. This does not meet current
ADA or SPPWC requirements and these should be reconstructed per current standards.
Existing Conditions Assessment and Opportunities - Culver City TOD Page 2
Prepared for AHBE/City of Culver City JB31207
July 2, 2014
Due to the higher than standard curb height in the area, there are two driveways with steep slopes (<16%) which
result in cars “bottoming out” at the top of the driveway. The steep slope is not in compliance with SPPWC and
these driveways should be reconstructed to have a max slope of 12% where applicable.
There are six driveways that do not provide an ADA acceptable pedestrian path and these should be
reconstructed to meet current standards.
All driveways are to be reconstructed along Wesley Street due to road widening in conjunction with the
construction of the mixed-use development at 8770 Washington Boulevard. All reconstructed driveways should
meet current ADA and SPPWC requirements.
SIDEWALKS & CURB RAMPS
There are several locations where the sidewalk is cracked and/or damaged from current construction in the area.
All damaged sidewalk should be replaced to provide a clear and unobstructed path of travel for pedestrians. All
new sidewalk shall have a maximum of 2 percent cross-slope and comply with the SPPWC. See the attached
exhibits for recommended locations for sidewalk reconstruction.
There are several areas where a parking meters were removed, but the post remains. It is recommended that all
remaining, un-used parking meter posts be removed and the adjoining sidewalk be repaired/replaced.
There is an existing parking lot on the south side of National Boulevard that is directly adjacent to the back of the
sidewalk. It was observed that several parked cars encroach into the sidewalk area, which is a safety concern for
pedestrians. It is recommended that a safety fence be installed at the back of the sidewalk due to the proximity of
the parking stalls to the sidewalk.
All sidewalk is to be reconstructed along Wesley Street due to road widening in conjunction with the
construction of the mixed-use development at 8770 Washington Boulevard. All reconstructed sidewalks shall
meet current ADA and SPPWC requirements.
The curb ramps on the northeast and northwest corners of Washington Boulevard and National Boulevard do
not meet ADA requirements and should be reconstructed per current SPPWC standards.
Curb ramps along Venice Boulevard at Robertson Boulevard, Exposition Boulevard, and National Boulevard are
to be reconstructed as part of the Exposition Metro Light Rail Project.
STORM DRAINS
There are fifteen existing catch basins within the TOD. Three are proposed to be reconstructed/relocated in
conjunction with developments currently under construction. The grate inlet catch basin on the north side of
Washington Boulevard at Landmark Street is damaged and should be relocated and reconstructed to be a curb
opening catch basin.
A City approved catch basin screen and/or debris collector, a best management practice (BMP), should be
installed in all existing and reconstructed catch basins in the TOD. There are currently three catch basins with an
existing BMP screen.
ATTACHMENT 1
77WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 78
APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
Existing Conditions Assessment and Opportunities - Culver City TOD Page 3
Prepared for AHBE/City of Culver City JB31207
July 2, 2014
TREE WELLS
There are several vacant tree wells within the TOD that can be utilized with landscaping or a Low-Impact
Development (LID) (See below section for LID recommendations). It was observed that there are a variety of
tree well covers; bricks, metal grates, no cover, etc.
LIGHTING
There is consistent street lighting throughout the TOD. Street lighting on the south side of Venice Boulevard
currently is temporary due to construction in the median.
A lack of lighting was observed at the bus stop under the Expo Line Bridge on the north side of Washington
Boulevard. It is recommended additional lighting be installed at this location.
Pedestrian lighting in high pedestrian traffic areas is also recommended to improve safety and aesthetics.
BUS PULLOVERS
There are two opportunities for bus pullovers within the TOD. These locations have sufficient room within the
public right-of-way and would improve traffic flow while a bus is stopped.
- Washington Boulevard, between Landmark Street and National Boulevard.
- Venice Boulevard, just east of Exposition Boulevard.
See the attached exhibit for illustrations.
There is currently no bus pad at the stop on National Boulevard, just west of Venice Boulevard. It is
recommended that a bus pad be constructed per current SPPWC.
CROSSWALKS
Crosswalks at Washington Boulevard at Robertson Boulevard and Washington Boulevard at Nation Boulevard
have been recently upgraded to continental style crosswalks.
Crosswalks at the following intersection should be upgraded to continental stripping or decorative pavers.
- Washington Boulevard and Landmark Street
- Washington Boulevard and Wesley Street (future signal)
- Venice Boulevard and Robertson Boulevard
- Venice Boulevard and National Boulevard
Existing Conditions Assessment and Opportunities - Culver City TOD Page 4
Prepared for AHBE/City of Culver City JB31207
July 2, 2014
TRAFFIC DEMANDS FOR TURNING MOVEMENTS AT INTERSECTIONS
A traffic study conducted for the mixed-use development at 8770 Washington Boulevard contains mitigation
measures to install a right turn lane for northbound traffic on National Boulevard onto Washington Boulevard.
See the attached exhibit for illustration.
OPPORTUNITIES FOR BULB-OUTS & MEDIANS
There is an opportunity for a bulb-out at the southeast corner of Washington Boulevard and National Boulevard.
The bulb-out could extend around the corner and down Washington Boulevard for approximately 100 feet. This
would remove potential on-street parking at this location. However, it would also provide additional
opportunities for landscaping or street furniture. See the attached exhibit for conceptual layout.
OPPORTUNITIES FOR LOW IMPACT DEVELOPMENT (LID)
There are several opportunities to incorporated LID’s within the TOD. Due to the porosity of the native soil and
previous LID history within the City of Culver City, it is recommended LID’s be limited to bio-retention filtration
systems/tree wells and be installed near catch basin. This will provide opportunity for a drainage outlet
connection into the existing storm drain system. See the attached exhibits for recommended locations.
There is also an opportunity to install permeable pavers on the west side of Wesley Street. The traffic study for
the adjacent mixed-used development recommended a loading/unloading zone north of the future driveway and
loading dock. Permeable pavers could be installed to distinguish the loading boundaries while incorporating an
LID. An outlet drain (if necessary) could be connected to the existing catch basin on Westley Street. See the
attached exhibits for illustration.
ATTACHMENT 1
78APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
79 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)
MATCHLINE - SEE SHEET 2|1010|WASHINGTON BLVD
MATCHLINE - SEE SHEET 4
EXISTING PORK-CHOP ISLAND. OPPORTUNITY
FOR LANDSCAPING.
EXISTING MANHOLE PROTRUDES FROM
PAVEMENT. ADJUST TO GRADE.
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP).
ADDRESS PARKING CONFLICTS THROUGHOUT
CORRIDOR. REMOVE PARKING METERS OR
RECONFIGURE SIGNAGE.
EX. "NO STOPPING ANY TIME"
EX. PARKING METER
REMOVE AND REPLACE DAMAGES CURB AND
CUTTER.
REMOVE AND REPLACE DAMAGED SIDEWALK.
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP). OPPORTUNITY TO REMOVE
ADJACENT TREE & REPLACE WITH STORM
WATER BIORETENTION FILTRATION
SYSTEM/TREE WELL (LID)
EX. CATCH BASIN. OPPORTUNITY TO REMOVE
ADJACENT TREE & REPLACE WITH STORM
WATER BIORETENTION FILTRATION
SYSTEM/TREE WELL (LID)
OPPORTUNITY TO INSTALL MEDIAN.
THIS WOULD REQUIRED REMOVING
PARKING ALONG BOTH SIDES OF
WASHINGTON BLVD.
ATTACHMENT 1
79WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 80
APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
MATCHLINE - SEE SHEET 3
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)|1010|WASHINGTON BLVD
MATCHLINE - SEE SHEET 1
DAMAGED GRATE INLET CATCH BASIN. OPPORTUNITY TO RECONSTRUCT
CATCH BASIN WITH ADJACENT STORM WATER BIO-RETENTION FILTRATION
SYSTEM (LID)
DAMAGED PAVEMENT. REMOVE AND REPAIR.
UPGRADE CROSSWALK TO CONTINENTAL
CROSSWALK OR WITH DECORATIVE PAVERS.
UPGRADE ALL PEDESTRIAN PUSH BUTTONS TO
CITY APPROVED APS UNITS. TYPICAL FOR ALL
PPB'S AT THIS LOCATION.
REMOVE ALL REMAINING UNUSED PARKING
METER POLES (TYPICAL).
EXISTING DRIVEWAY IS AT 19.5% WHICH
EXCEEDS CURRENT STANDARDS. RECOMMEND
RECONSTRUCT DRIVEWAY.
DAMAGED/TEMPORARY PAVEMENT/SIDEWALK.
REMOVE AND REPLACE.
OPPORTUNITY TO CONSTRUCT BUS PULL OUT
WITH CONCRETE BUS PAD. RELOCATE SIGNS,
STREET LIGHTS AND STREET FURNITURE.
REMOVE EXISTING BUS PAD AND REPLACE WITH
AC PAVEMENT.
PLATFORM
PLATFORM
OPPORTUNITY TO INSTALL RAISED MEDIAN.
ATTACHMENT 1
80APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
81 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)|1010|WASHINGTON BLVD
MATCHLINE - SEE SHEET 2
SEE SHEET 8 SEE SHEET 7
SEE SHEET 6
PEDESTRIAN PATH AT BACK OF DRIVEWAY IS 3'.
RECOMMEND TO RECONSTRUCT DRIVEWAY TO
ACCOMPLISH A 4' MINIMUM PEDESRIAN PATH AT
2%.
EXISTING RAMP DOES NOT MEET ADA
REQUIREMENTS. RECONSTRUCT RAMP TO MEET
ADA REQUIREMENTS.
RECOMMEND TO UPGRADE ALL PEDESTRAIN
PUSH BUTTONS TO CITY APPROVED APS UNITS.
TYPICAL FOR ALL PPB'S AT THIS INTERSECTION.
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP).
VACANT TREE WELLS. OPPORTUNITY FOR
MULTIPLE BIO-RETENTION FILTRATION
PLANTERS (LID) AND CONNECTION TO
ADJACENT CATCH BASIN.
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP).
EXISTING 3' CLEARANCE BETWEEN TRAFFIC
SIGNAL POLE AND CONTROLLER CABINET.
RECOMMENDED TRAFFIC SIGNAL MODIFICATION
TO INCREASE CLEARANCE.
OPPORTUNITY FOR 8' BULB-OUT FOR
LANDSCAPING OR ADDITIONAL STREET
FURNITURE
FUTURE TRAFFIC SIGNAL PER MITIGATION
MEASURE FROM TRAFFIC IMPACT ANALYSIS
REPORT (JULY 2010) FOR 8770 WASHINGTON
BOULEVARD MIXED-USE DEVELOPMENT.
GREYSTAR
FUTURE RECONSTRUCTED CATCH BASIN.
INSTALL CITY APPROVED CATCH BASIN SCREEN
AND/OR DEBRIS COLLECTOR (BMP).
ATTACHMENT 1
81WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 82
APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)|1010|ROBERTSON BLVD
SEE SHEET 1
CITY OF LOS ANGLES
CULVER CITY
ROBERTSON BVLD
SEE SHEET 5
MATCHLINE
SEE BELOW LEFT
MATCHLINE
SEE ABOVE RIGHT
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP). OPPORTUNITY TO REMOVE
ADJACENT TREE & REPLACE WITH STORM
WATER BIORETENTION FILTRATION
SYSTEM/TREE WELL (LID)
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP).
EXISTING DRIVEWAY HAS 3' PEDESTRIAN PATH.
RECOMMEND RECONSTRUCTION OF DRIVEWAY
WITH A MINIMUM 4' PEDESTRIAN PATH.
EXISTING TREES INTERFERE WITH BUSES.
RECOMMEND TO REPLACE TREE WITH
DIFFERENT SPECIES (TYPICAL).
GUIDE SIGNS ARE CONFUSING AND
NON-UNIFORM. CONSIDER ORGANIZING AND
CONFORMING GUIDE SIGNS THROUGHOUT THE
TOD.
EXISTING DRIVEWAY DOES NOT MEET ADA
REQUIREMENTS. RECOMMEND
RECONSTRUCTION OF DRIVEWAY TO MEET
CURRENT STANDARDS
RECONSTRUCT CURB, GUTTER, AND SIDEWALK
UNDER EXOP LINE. REMOVE AND REPAIR
ROADWAY PAVEMENT AS NEEDED.
EXISTING DRIVEWAY HAS 3' PEDESTRIAN PATH.
RECOMMEND RECONSTRUCTION OF DRIVEWAY
WITH A MINIMUM 4' PEDESTRIAN PATH.
ATTACHMENT 1
82APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
83 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)|1010|VENICE BLVD
SEE SHEET 4
SEE SHEET 6
VENICE BLVD
MATCHLINE
SEE BELOW LEFT
MATCHLINE
SEE ABOVE RIGHT
CURB/GUTTER, SIDEWALK, AND CURB RAMPS
ARE TO BE RECONSTRUCTED AS PART OF THE
EXPOSITION METRO LIGHT RAIL PROJECT.
CURB RAMP TO MEET TO BE RECONSTRUCTED
AS PART OF THE EXPOSITION METRO LIGHT RAIL
PROJECT. RE-STRIPE CROSSWALK WITH
CONTINENTAL CROSSWALK.
OPPORTUNITY TO CONSTRUCT BUS PULL OUT
WITH CONCRETE BUS PAD. RELOCATE SIGNS
AND STREET FURNITURE.
REMOVE AND REPLACE 10' SIDEWALK FROM
ROBERTSON BLVD TO NATIONAL BLVD.
REMOVE PARKING/CONCRETE. RECONSTRUCT
DRIVEWAY AS NECESSARY TO ENTER
PROPERTY.
REMOVE ALL CONCRETE IN PARKWAY AREA
AND LANDSCAPE.
OPPORTUNITY TO INSTALL MULTIPLE
BIO-RETENTION FILTRATION PLANTERS (LID) AND
CONNECT UNDER-DRAIN TO EXISTING CATCH
BASIN.
CURB/GUTTER, SIDEWALK, AND CURB RAMPS
ARE TO BE RECONSTRUCTED AS PART OF THE
EXPOSITION METRO LIGHT RAIL PROJECT.
ATTACHMENT 1
83WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 84
APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)|1010|CITY OF LOS ANGLES
CULVER CITY
MATCHLINE - SEE SHEET 7
SEE SHEET 5
NATIONAL BLVD
INSTALL CONCRETE BUS PAD. RECONSTRUCT DRIVEWAY TO MEET ADA
REQUIREMENTS.
REMOVE AND RECONSTRUCT CURB, GUTTER,
AND SIDEWALK AS NEEDED. OPPORTUNITY TO
ACQUIRE UNUSED AREA FOR LANDSCAPING
AND/OR LID FEATURES.
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP).
DRIVEWAY MEETS ADA REQUIREMENTS.
INSTALL GROOVES AT BOTH ENDS.
REMOVE RAIL ROAD TRACK COMPLETE,
RECONSTRUCT ROADWAY, CURB, GUTTER, AND
SIDEWALK AS NEEDED.
EX. CATCH BASIN. INSTALL CITY APPROVED
CATCH BASIN SCREEN AND/OR DEBRIS
COLLECTOR (BMP).
RECONSTRUCT DRIVEWAY TO MEET ADA
REQUIREMENTS.
RECONSTRUCT DRIVEWAYS TO MEET ADA
REQUIREMENTS.
UPGRADE CROSSWALK TO CONTINENTAL
CROSSWALK OR WITH DECORATIVE PAVERS.
RECOMMEND SAFETY FENCING ALONG
BACK OF WALK DUE TO PROXIMITY TO
PARKING LOT.
ATTACHMENT 1
84APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
85 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)|1010|SEE SHEET 3
MATCHLINE - SEE SHEET 6
NATIONAL BLVD
SEE SHEET 3
REPAIR DAMAGED AC PAVEMENT. RE-CUT
DETECTOR LOOPS IF NECESSARY.
ALL CURB/GUTTER AND SIDEWALK IS TO BE
REPLACED IN CONJUNCTION MIXED-USED
DEVELOPMENT AT 8770 WASHINGTON
BOULEVARD.
CONSIDER CONSOLIDATING SIGNAGE.
EXISTING CONSTRUCTION STORAGE AREA.
OPPORTUNITY TO ACQUIRE UNUSED AREA FOR
LANDSCAPING AND/OR LID FEATURES.
FUTURE 11' RIGHT TURN POCKET PER TRAFFIC
IMPACT ANALYSIS REPORT (JULY 2010) FOR 8770
WASHINGTON BOULEVARD MIXED-USE
DEVELOPMENT.
FUTURE CURB RETURN AND ADA CURB RAMP
PER TRAFFIC IMPACT ANALYSIS REPORT (JULY
2010) FOR 8770 WASHINGTON BOULEVARD
MIXED-USE DEVELOPMENT.
GREYSTAR
ATTACHMENT 1
85WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 86
APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
EXISITING CONDITIONS ASSESMENT
Monterey Park, California 91754
1100 Corporate Center Drive, Suite 201
CITY OF CULVER CITY
WASHINGTON NATIONAL STREETSCAPE PLAN
OF 8
TRANSIT ORIENTED DEVELOPMENT (TOD)|1010|SEE SHEET 3
WESLEY ST
FUTURE TRAFFIC SIGNAL PER MITIGATION
MEASURE FROM TRAFFIC IMPACT ANALYSIS
REPORT (JULY 2010) FOR 8770 WASHINGTON
BOULEVARD MIXED-USE DEVELOPMENT.
FUTURE ROAD WIDENING (36' ROAD WIDTH WITH
7' SIDEWALKS) IN CONJUNCTION WITH 8770
WASHINGTON BOULEVARD MIXED-USE
DEVELOPMENT.
PROJECT RELATED LOADING ZONE FOR MIXED USED DEVELOPMENT.
OPPORTUNITY FOR PERMEABLE PAVERS TO DISTINGUISH LOADING
AREA AND INCORPORATE "LID".
GREYSTAR
EX./RECONSTRUCTED CATCH BASIN. INSTALL
CITY APPROVED CATCH BASIN SCREEN AND/OR
DEBRIS COLLECTOR (BMP).
ATTACHMENT 1
86APPENDIX | E X I ST IN G C O ND I T IO N S A S SE S SM E N T & O P P O R T U NI T IE S
87 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
87WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 88
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
PRODUCT DATA
page 1 of 4 | Rev. 06-06-14
BIKE GARDEN
TM
BIKE RACK
© 2014 Forms+Surfaces® | All dimensions are nominal. Specifications and pricing subject to change without notice. For the most current version of this document, please refer to our website at www.forms-surfaces.com.
T 800.451.0410 | www.forms-surfaces.com
Inspired by organic forms, the Bike Garden provides a truly unique solution to the increasing challenges of bike parking and security. Its “stems” can
be arranged in a wide variety of configurations to creatively accommodate almost any setting and provide riders with the added assurance of multiple
locking points to secure the frame and wheels. Constructed entirely of rugged, corrosion-resistant stainless steel, Bike Garden's stems can be surface
mounted or cast-in-place and may be purchased individually for maximum arrangement flexibility or in pre-configured layouts.
MATERIALS & FINISHES INSTALLATION & MAINTENANCE
MATERIALS FINISH GUIDELINES & SECURITY INSTALLATION MAINTENANCE
• Constructed entirely
of corrosion-resistant
stainless steel.
• Head and optional
surface mount foot
are cast stainless
steel; body is
stainless steel tubing.
• Available in stainless steel with a radial Satin finish
or powdercoated.
• Standard powdercoat colors are Aluminum Texture
and Slate Texture; optional colors from the F+S
color chart and custom RAL colors are available for
an upcharge.
• Due to the inherent nature of metal castings, gloss
powdercoats are not offered for cast components.
• Configurations A, B, and C of the Bike
Garden Bike Rack meet Association of
Pedestrian and Bicycle Professionals
(APBP) guidelines.
• Locking point details and mounting
configurations that meet APBP guidelines
can be found on pages 2 and 3 of this
document.
• Bike Garden can
be cast-in-place or
surface mounted with
embedded anchors.
Stainless steel anchors
and tamper-resistant
stainless steel screws
are included for surface
mount.
• Metal surfaces
can be cleaned
as needed using
a soft cloth or
brush with warm
water and a mild
detergent. Avoid
abrasive cleaners.
NOMINAL DIMENSIONS (Cast-in-place)
MODEL ABOVE-GROUND HEIGHT OVERALL HEIGHT OVERALL WIDTH DIAMETER WEIGHT
SKGAR-162-CIP 16.2" (411 mm) 26.2" (665 mm) 7.1" (180 mm) 2.5" (63.5 mm) 8.6 lbs (3.9 kg)
SKGAR-208-CIP 20.8" (528 mm) 30.8" (782 mm) 9.2" (234 mm) 2.5" (63.5 mm) 9.8 lbs (4.4 kg)
SKGAR-254-CIP 25.3" (643 mm) 35.3" (897 mm) 11.8" (300 mm) 2.5" (63.5 mm) 11.3 lbs (5.1 kg)
SKGAR-300-CIP 29.9" (759 mm) 39.9" (1,013 mm) 13.3" (338 mm) 2.5" (63.5 mm) 12.7 lbs (5.8 kg)
SKGAR-344-CIP 34.4" (874 mm) 44.4" (1,128 mm) 15.8" (401 mm) 2.5" (63.5 mm) 14.1 lbs (6.4 kg)
SKGAR-391-CIP 39.1" (993 mm) 49.1" (1,247 mm) 17.3" (439 mm) 2.5" (63.5 mm) 15.4 lbs (7.0 kg)
Overall
Width
Above Ground
Height
Overall
Height
Diameter
ATTACHMENT 1
88APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
89 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
PRODUCT DATA
page 1 of 3 | Rev. 06-06-14
OLYMPIA
TM
BIKE RACK
© 2014 Forms+Surfaces® | All dimensions are nominal. Specifications and pricing subject to change without notice. For the most current version of this document, please refer to our website at www.forms-surfaces.com.
T 800.451.0410 | www.forms-surfaces.com
The Olympia Bike Rack’s smooth, fluid curves combined with the strength that comes with solid corrosion-resistant cast aluminum construction
make this rack a perfect choice for parks, corporate campuses and more. Its stand-alone, space-saving design allows for an unlimited number of
configuration options for ultimate design flexibility.
MATERIAL & FINISHES INSTALLATION & MAINTENANCE
MATERIAL FINISHES GUIDELINES & SECURITY INSTALLATION MAINTENANCE
• Body is made of
corrosion-resistant
cast aluminum
with a powdercoat
finish.
• Standard colors are Aluminum Texture and Slate Texture;
optional colors from the F+S color chart and custom RAL
colors are available for an upcharge.
• Due to the inherent nature of metal castings, gloss
powdercoats are not offered for cast components.
• Meets Association of Pedestrian
and Bicycle Professionals (APBP)
guidelines.
• A locking point detail and mounting
configurations that meet APBP
guidelines can be found on page 2 of
this document.
• Olympia Bike Racks must
be surface mounted
with embedded anchors.
Stainless steel anchors
and tamper-resistant
stainless steel screws are
included.
• Metal surfaces
can be cleaned
as needed using
a soft cloth or
brush with warm
water and a mild
detergent. Avoid
abrasive cleaners.
NOMINAL DIMENSIONS
OVERALL LENGTH OVERALL DEPTH OVERALL HEIGHT WEIGHT
7" (178 mm) 3" (76 mm) 35.6" (904 mm) 22.2 lbs (10.1 kg)
STANDARD POWDERCOAT COLORS*
Forms+Surfaces standard powdercoat colors have been formulated to be ultra-durable for improved long-term wear and resistance to weather.
Standard colors are also anti-graffiti, allowing marks from paint, permanent markers, and dirt to be removed easily.
*Please see the Powdercoat Product Data Sheet for additional powdercoat options.
Overall
Height
Overall
Depth
Overall
Length
ALUMINUM TEXTURE SLATE TEXTURE
NOTE: Because different computers, monitors, and printers render colors and textures differently, actual finishes may vary from those shown here.
Our Purpose Is To Enrich Outdoor Spaces
We believe in the power of design and its ability to
influence and elevate the quality of public space. High
quality products and outstanding customer experience
makes us one of the world’s premier designers and
manufacturers of outdoor commercial furnishings.
landscapeforms.com
Visit our website for product details, pricing, color charts,
technical sheets, sales office locations. Download JPG
images, brochure PDF, CAD details, CSI specifications,
and assembly instructions.
Bicilinea and Key are Santa & Cole products.
Specifications are subject to change without notice.
Bola, Flo and Ring are designed by Brian Kane, IDSA.
Pi is designed by Robert Chipman, ASLA.
Ride is designed by BMW Group DesignWorksUSA.
Protected by U.S. Patend Nos – Pi: D374,849. Flo: D529,433
Landscape Forms supports the LAF at the Second Century level.
©2013 Landscape Forms, Inc. Printed in U.S.A.
Bike Rack Specifications
Bicilinea: Bike racks available in 10' and 20' lengths. 10' accommodates
8 bicycles, and 20' holds 16 bicycles. Stainless steel horizontal tube connects
to support posts and curved tubes. Bicilinea must be embedded, and needs
some assembly.
Bola
®
and Ring
®
: Bike racks made of 1.5" o.d., .120" wall stainless steel tubing,
with a #4 satin electropolish finish on bare stainless steel. Ring and Bola are
also available in powdercoated steel. Both Ring and Bola must be embed-
ded. Ring and Bola can secure two bicycles parked parallel to the rack. The
bicycles can be headed in opposite directions, or in the same direction. The
rack provides two- point contact to prevent the bicycle from tipping over.
A standard D-shaped bike lock can secure both a wheel and the frame.
Flo: Bike rack is made of 1.5" o.d., .120" wall stainless steel tubing, with a #4 satin
electropolish finish on bare stainless steel. Flo is also available in powdercoat-
ed steel. Nylon glides cushion the two intermediate loops. Flo may be surface
mounted or embedded. Flo can secure three bicycles parked parallel to the
rack. The bicycles must alternate directions, so access is required from both
ends. If access is limited to one direction, the capacity is reduced to two bicy-
cles. The rack provides two-point contact to prevent the bicycles from tipping
over. A standard D-shaped bike lock can secure both a wheel and the frame.
Key: Bike rack is made of red or grey polyurethane plastic molded over
galvanized finish on internal steel tubing. Aluminum base comes standard in
silver powdercoat. Key must be embedded, and ships fully assembled. Sup-
ports bike upright by its frame in two places, and holds two bicycles. Standard
D-shaped bike lock can be placed to secure both a wheel and the frame.
Pi
™
Rack: Horizontal bar and legs are 2" o.d., .120" wall tubular steel, powder-
coated with Pangard II, a polyester powdercoat. Surface mount plate is 5"
deep x 10" wide. Pi Rack can secure two bicycles.
Ride
™
: Ride can be surface mount or embedded, and ships fully assembled.
Must be spaced 30' apart, and 24' from wall. Provides bicycle support with
capability for attachment at two points and holds two bicycles. Cover plate over
bike rack base provides seamless appearance. Aluminum casting finished
with Pangard II
®
powdercoat, offered in selection of colors.
All Landscape Forms bike racks meet guidelines established by the
Association of Pedestrian and Bicycle Professionals.
800.521.2546 269.381.3455 fax
431 Lawndale Avenue, Kalamazoo, MI 49048
landscapeforms.com
Finishes
All metal parts are finished with Landscape Forms’ proprietary Pangard II
®
polyester powdercoat, a hard yet flexible finish that resists rusting, chipping,
peeling and fading. Call for standard color chart.
To Specify
Bicilinea: Specify collection and product name.
Bola and Ring: Select bike rack style. Specify powdercoat
color or stainless steel.
Flo: Specify powdercoat color or stainless steel.
Key: Specify grey or red.
Pi and Ride: Select surface mount or embedded style.
Specify powdercoat color.
Metal is the world’s most recycled material and is fully recyclable. Consult our website for recycled content for this
product. Powdercoat finish on metal parts contains no heavy metals, is HAPS-free and has extremely low VOCs.
Landscape Forms is proud to specify FSC and Green-e certified paper. This paper meets the Forest Stewardship
Council’s standards for responsible forest management and is made using certified renewable energy.
bicilinea 10' bicilinea 20' ride
60" x 32" x 119" 60" x 32" x 238" 4" x 26" x 28" d x h x l
bola flo key
1.42" x 27.42" x 32" 1.5" x 25" x 27" 28" x 26" x 32" d x w x h
pi ring
5" x 21.5" x 43" 1.5" x 25" x 27" d x w x h
®
ATTACHMENT 1
89WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 90
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
3/4" VINYL LETTERING
FONT: ARIAL BOLD
www.landscapeforms.com Ph: 800.521.2546
Drawing: -04 LID
Date: 11/15/2012
Dimensions are in Inches[mm]
CONFIDENTIAL DRAWING INFORMATION CONTAINED HEREIN IS THE PROPERTY OF LANDSCAPE FORMS, INC.
INTENDED USE IS LIMITED TO DESIGN PROFESSIONALS SPECIFYING LANDSCAPE FORMS, INC. PRODUCTS AND
THEIR DIRECT CLIENTS. DRAWING IS NOT TO BE COPIED OR DISCLOSED TO OTHERS WITHOUT THE CONSENT
OF LANDSCAPE FORMS, INC. © 2012 LANDSCAPE FORMS, INC. ALL RIGHTS RESERVED.
Special Product Drawing
DATE: BY:
REJECTED
REVISE AND RESUBMIT
APPROVED
COMMENTS MADE ON THESE
SUBMITTALS ARE FOR INFORMATION
ONLY. ANY CHANGES REQUIRE
RE-SUBMITTAL AND APPROVAL.
CUSTOMER IS RESPONSIBLE FOR
CONFIRMING ALL QUANTITIES,
DIMENSIONS, AND INSTALLATION
TECHNIQUES.
ATTACHMENT 1
90APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
91 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
townesquare
™
Towne Square
™
Bench Specifications
Strap and perforated seat styles offered in 32", 49" or 70" lengths. One
divider is available for the 49" bench; the 70" bench, may be specified with
two intermediate dividers.
A single panel is formed to make a comfortable seat. Seating panels are
vertical steel straps (1-1/2" x 1/8"), or perforated steel. The Towne Square
bench comes standard with freestanding glides. Bench may be surface
mounted with glides in place.
32" bench 49" bench 70" bench
Our Purpose Is To Enrich Outdoor Spaces
We believe in the power of design and its ability to
influence and elevate the quality of public space. High
quality products and outstanding customer experience
makes us one of the world’s premier designers and
manufacturers of outdoor commercial furnishings.
Specifications are subject to change without notice.
Towne Square is manufactured in U.S.A.
Towne Square is designed by Brian Kane, IDSA.
Towne Square meets ANSI/BIFMA performance and safety standards.
Location photography: Watercolor Resort, Santa Rosa Beach, FL.
Landscape Forms supports the LAF at the Second Century level.
©2009 Landscape Forms, Inc. Printed in U.S.A.
800.521.2546 269.381.3455 fax
431 Lawndale Ave., Kalamazoo, MI 49048
landscapeforms.com
To Specify:
Specify bench length, vertical strap or perforated seat
style, with or without center/intermediate dividers, and
powdercoat color.
landscapeforms.com
Visitourwebsiteforproductdetails,colorcharts,technical
sheets, sales office locations. Download JPG images,
brochure PDF, CAD details, CSI specifications.
27" x 32" x 32" 27" x 32" x 49" 27" x 32" x 70" d x h x l
Finishes
Metal is finished with Landscape Forms’ proprietary
PangardII
®
polyesterpowdercoat,ahardyetflexiblefinish
that resists rusting, chipping, peeling and fading. Call for
standard color chart.
one intermediate two intermediate perforated
divider dividers seat panel
Metalistheworld’smostrecycledmaterialandisfullyrecyclable.Consultourwebsiteforrecycledcontentforthis
product. Powdercoat finish on metal parts contains no heavy metals, is HAPS-free and has extremely low VOCs.
Landscape Forms is proud to specify FSC and Green-e certified paper. This paper meets the Forest Stewardship
Council’s standards for responsible forest management and is made using certified renewable energy.
7445 Towne Square:Town Square brochure 9/4/09 3:04 PM Page 1
ATTACHMENT 1
91WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 92
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
The Connect transit shelter plays a starring role in the Metro40 ensemble. Its elegant mobius
strip aluminum frame creates a continuous, flowing outline for the light and airy glass-roofed
and glass-sided structure. Glass side and roof panels are standard stationary elements.
Optional glass panels are available for the back and front of the shelter to address specific
site requirements and climate conditions.
connect
Sonia Schiefer, BMW Designworks USA : “The design symbolizes the elements of modern transit: traffic
flow, people flow, connectedness, a continuous circle. It has dynamic shapes with flowing surfaces, accelerated
curves and rotating edges that give a sense of visual movement.”
4' x 8' shelter
4' x 12' shelter
ATTACHMENT 1
92APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
93 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
IRONSMITH
41-701 CORPORATE WAY, #3
PALM DESERT, CA 92260
(800) 338-4766
c COPYRIGHT
1/2" x 1" x 1/4" THICK GRINDING PADS FOR
LEVELING - TYP. 4 OR MORE PLACES
30"
[762.00mm]
60"
[1523.37mm]|10101010|"
[38.10mm]|10101010|"
[31.75mm]|1010|16
"
[11.11mm]
see note
light well
with cover
This drawing embodies a confidential proprietary design of IRONSMITH,INC. Palm Desert,Ca. All design, manufactuing ,reproduction ,use, sale, and
other rights regarding the same are expressly reserved. This drawing is submitted under confidential relationship for a specific purpose and the
recipient agrees by accepting this drawing not to supply or disclose any information regarding it to any unauthorized person or to incorporate any
special feature peculiar to this design in other projects. The information in this drawing may be covered completely or in part by partents pending.
IRONSMITH
41-701 Corporate Way #3
Palm Desert, CA 92260
800.338.4766
6064
MARKET STREET
TREE GRATE
60" x 60" tree grate in
two sections.
two lightwells with
bolted cover as shown.
1/2 Maximum square
opening for pedestrian
safety and A.D.A
Compliance.
Cast from 100%
recycled Iron,
Aluminum,or Bronze for
pedestrian loads only.
Tree opening:
12",18",30"
Grates can be orderd
with or later expanded
to these openings.
please specify when
ordering.
Finish: unfinished or
Black dip or
Enamel paint or
Polyurethane Paint or
Powder coat
Specify finish and color
Use frame models:
6000F
Weight:
Iron= 485 lb/ 220 Kg
Aluminum=184 lb/84 Kg
ATTACHMENT 1
93WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 94
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
60 3/4"
+0"
-1/8"
[
1542.46mm
+0.00mm
-3.18mm]
60 3/4"
+0"
-1/8"
[
1542.46mm
+0.00mm
-3.18mm]
PAVER
BEDDING
1-3/4" X 1-3/4" X 1/4" STEEL ANGLE
GRATE
SECTION TREE GRATE FRAME- DETAIL 4
1/4" THICK X 2" STEEL TAB
SLOTTED 7/16" X 3/4"
FOR CONCRETE ANCHOR
(TYP. 8 PLCS. PER FRAME)
BOLT ON FOR RETROFIT APPLICATIONS
CONCRETE ANCHOR BOLT
(BY INSTALLER)
SPECIFY
SQUARE TREEGRATE
FRAME
M6000F-4
This drawing embodies a confidential proprietary design of IRONSMITH,INC. Palm Desert,CA. All design, manufacturing,reproduction,use,sale and
other rights regarding the same are expressly reserved. This drawing is submitted under confidential relationship for a specific purpose and the
recipient agrees by accepting this drawing not to supply or disclose any information regarding it to any unauthorized person or to incorporate any
special feature peculiar to this design in other projects. The information in this drawing may be covered completely or in part by patents pending.
I R O N SM I TH
41701 Corporate Way #3
Palm Desert, CA 92260
(800)-338-4766
www.ironsmith.biz
WITH DETAIL #4
FOR PAVERS WITH
CONCRETE BASE
FRAME JIG WELDED
FROM 1-3/4" x1-3/4" x1/4"
STEEL ANGLE to ASTM
A36
ANCHORAGE PROVIDED
BY 1/4" THICK x 2" STEEL
TABS SHOP WELDED TO
FRAME
TABS SLOTTED 7/16" x
3/4" FOR CONCRETE
WEDGE (ANCHOR
PROVIDED BY
INSTALLER)
FRAME FINISH:
UNFINISHED
or GALVANIZED
or POWDER COAT
OTHER INSTALLATION
CONFIGURATIONS
AVAILABLE
PLAN
SECTION
ATTACHMENT 1
94APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
95 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ATTACHMENT 1
95WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 96
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
ATTACHMENT 1
96APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
97 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
Manufactured by
BRIDGE DECK FORMING
Adjustable Joist Hangers
Bridge Overhang Brackets
Haunch and Fillet Forming
Pres-Steel, Coil Rod and
Con-Beam Hangers
Screed Supports
ChEMICalS
Bond Breakers
Cleaners / Strippers
Concrete Repair/Restoration
Curing Compounds / Sealers
Epoxies
Floor Levelers
Form Release Agents
Grouts
Hardeners/Industrial Toppings
Liquid Densifiers
Surface Retarders
FORMING aND ShORING
Aluminum Shoring
Ganged Formwork
Garage Beam System
Handset Formwork
Highway Forms
Jump Forms
Modular Deck Shoring
One Sided Frames
Self Spanning Forms
Steel Frame Shoring
FORMlINERS
ABS Plastic
Polystyrene Plastic
PaVING
Dowel Bar Expansion Caps
Dowel Bar Retrofit System
Elastomeric and Hot Pour Joint Seal
Metal Keyway Form Systems
Tie Bar Assemblies
Transverse Bar Assemblies
Welded Dowel Assemblies
Wire Baskets without Dowels
PRECaST
Anchors and Lift Systems
Coil / Ferrule Inserts
Core Plugs
Magnets
Precast Forms
Rustications/Chamfers
Sandwich Panel Connector
Shear Connectors
Slotted Inserts
REBaR SPlICING
Forged Dowel Bar Couplers
Lockshear Bolt Couplers
Shear Resistance Products
Straight Thread Couplers
Taper Thread Couplers
REBaR SUPPORTS
Concrete Dobies
Continuous Plastic and Steel Bar
Supports
Individual Plastic and Steel Bar
Supports
Mesh Chairs
Paving Chairs
Side Form Spacers
TIES aND aCCESSORIES
Modular Form Ties
Single Waler System
Ties and Accessories
TIlT-UP
Braces and Brace Anchors
Helical Ground Anchors
Setting Plugs
Strongback System
Tilt-Up Anchors and Lifting
Systems
®
®
TC2
07/13
CORPORaTE hEaDqUaRTERS
1125 Byers Road
Miamisburg, OH 45342
937-866-0711
aCCESSORIES aND ChEMICalS
Customer Service: 888-977-9600
Technical Assistance: 877-266-7732
info@daytonsuperior.com
CONTaCT INFORMaTION
Day TON SUPERIOR PRODUCTS
®
®
Top-Cast
®
Surface Retarder
Looks
beautifuL
on the top
surface…
and on the
bottom Line.
ATTACHMENT 1
97WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 98
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
No. C ode e TCh aggregaTe size To exposure pa CKage CoL or
ATTACHMENT 1
98APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
99 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
ReSTORING e COSYSTe M Se RVICe S TO THe URBAN e NVIROMe NT
INTe GRATe D TRee, SOIL AND STORMWATe R SYSTeM
DEEPROOT SILVA CELL
ATTACHMENT 1
99WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 100
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
The Silva Cell is a modular building block for containing
unlimited amounts of healthy soil beneath paving while
supporting traffic loads and accommodating surrounding
utilities. The Silva Cell is filled with high-quality, uncompacted
soil to grow trees and manage the rate, quality and volume of
stormwater. The modular system can be easily sized to
accommodate the needs of any site without compromising
effectiveness or site design.
By combining on-site stormwater management with expanded
rooting volumes for healthy tree growth, Silva Cells create
an unparalleled ability to restore ecological function to
developed areas.
SOIL, TREES AND STORMWATER
Increasing attention is being paid to soil, and the conclusion is
inescapable – soil matters. A Report by the National
Research Council commissioned by the United States
Environmental Protection Agency concludes:
“Nearly all of the associated problems [of urbanized
watersheds] result from one underlying cause: loss of the
water-retaining and evapotranspirating functions of the soil
and vegetation in the urban landscape.” |1010|
The report goes on to state:
“Stormwater Control Measures that harvest, infiltrate, and
evapotranspirate stormwater are critical to reducing the
volume and pollutant loading of small storms.” |1010|
The more healthy soil is available to trees, the bigger they can
grow – and the bigger a tree grows, the more significant
environmental and social benefit it provides. USDA Forest
Service research shows that a tree with a 30-inch diameter
removes 70 times the pollution of a tree with just a 3-inch
diameter|1010|. Typically, urban tree growth is stunted by limited
access to soil and poor soil quality. Buckling sidewalks from
roots are hazardous and a major cost to repair. The Silva Cell
overcomes these challenges by providing unlimited soil volumes
without compromising above ground surface area.
The Silva Cell integrates trees and soil with stormwater
management, utilizing the proven capacity of soils to act as an
underground bioretention system. When rainfall moves across
impermeable paving, it picks up pollutants. As it is channeled
off-site, it deposits these pollutants in oceans, lakes, rivers and
wetlands. This non-point source runoff, a leading cause of
urban pollution, is significantly mitigated by use of the Silva Cell.
Through soil filtration, bioremediation and evapotranspiration,
the Silva Cell treats stormwater directly on-site, restoring
ecosystem services and saving money while protecting one of
our most valuable resources.
SOIL IS CRITICAL TO THe LONG TeRM
SUSTAINABILITY OF DeVeLOPMeNT SITeS.
Provide the basis for healthy vegetation, treat stormwater as a resource,
and restore ecosystem services with the Silva Cell.
THE SILVA CELL
®
INTeGRATING TReeS , SOIL AND STORMWATeR FOR SUSTAINABLe DeVe LOPMeNT
1. Urban Stormwater Management in the United States (a report by the National Research
Council: National Academies Press, 2008).
2. Ibid. 8.
02
3. David Nowak, “Trees Pollute? A “TREE” Explains It All.” (Proceedings of the 7th National Urban Forest
Conference, Washington, D.C, USA, 1995).
APPLICATIONS
The Silva Cell can be used in a wide variety of
applications. Some of the most common are:
· STREETScApES AND pLAzAS
· BREAk-OuT zONES
· pAR kINg LOTS
· gREEN ROOfS/ON-STRucTuRE
· gREEN WALLS
Each of these applications can be designed
to optimize tree growth and stormwater
management.
For more information on different types of Silva
Cell applications see pages 7-8, or contact us
at info@deeproot.com or (415) 781-9700.
ATTACHMENT 1
100APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
101 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
HOW THE SILVA CELL WORKS
MODULAR De SIGN ACCOMMODATe S ANY SITe SUPPORT TRAFFIC LOADING WHILe
PROVIDING UNCOMPACTeD SOIL VOLUMeS
FOR LARGe TRee GROWTH AND ON-SITe
STORMWATeR MANAGeMeNT.
Material Specifications
Fiberglass reinforced, chemically-coupled,
impact modified polypropylene.
Galvanized steel tubes.
f rame Dimensions
Length: 48’’ (1200 mm)
Width: 24’’ (600 mm)
Height: 16’’ (400 mm)
Deck Dimensions
Length: 48’’ (1200 mm)
Width: 24’’ (600 mm)
Height: 2’’ (51.5 mm)
c apacity
Void capacity: approximately 92%
Soil capacity: approximately 10 ft|1010| (.28 m|1010|)
Length: 48" (1200 mm)
Width: 24" (600 mm)
STEEL REINFORCING TUBES
FRAME
DECK
Height: 16" (400 mm)
04
Each Silva Cell is composed of a frame and a deck. Frames can be stacked one, two, or three units high
before they are topped with a deck to create a maximum amount of soil volume for supporting tree root
growth and stormwater management.
ATTACHMENT 1
101WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 102
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
FRAMe AND DeCK FeATUReS
fRAME DESIgN fEAT uRES
Six rigid vertical posts protrude from the frame, providing
structural support of paving and the loads it carries. Their
cross-sectional shape maximizes axial rigidity and prevents
the posts from telescoping together when the frames
are stacked.
Their rounded edges prevent significant stress
concentrations, meaning that paving supported by the
Silva Cell does not settle due to compressive forces. The
bottom portion of the frame is relatively pliable, allowing it
to conform to irregularities in the earth without breaking or
suffering loss of strength.
DEck DESIgN fEAT uRES
The deck is a rigid platform with six recesses
positioned to rest securely on the six posts of the frame.
Openings on the deck allow ample room for air and
water to penetrate and nourish the enclosed soil. Two
diagonal channels on the upper portion of the deck house
galvanized steel tubes that prevent deformation of the
posts and help eliminate plastic creep.
POST DeTAIL FRAMe DeCK
FRAMeS CAN Be STACKeD , ONe, TWO OR THRee HIGH
ENGINEERING AND LOADING 06
21.3 psi 21.3 psi 18.7 psi 15.0 psi
3.15? pavers
1? sand base
12? of aggregate
H-20 applie loading
4? of asphalt concrete
12? of aggregate
H-20 applied loading
4? of asphalt concrete
4? of aggregate
H-20 applied loading
2.36? pavers
4? of concrete
H-20 applied loading
147 kN/m|1010|147 kN/m|1010|129 kN/m|1010|103 kN/m|1010|
8 cm pavers
2.5 cm sand base
30.5 cm of aggregate
14,500 kg applied
loading
10 cm of asphalt
concrete
30.5 cm of aggregate
14,500 kg applied
loading
10 cm of Portland
concrete concrete
10 cm of aggregate
14,500 kg applied
loading
6 cm pavers
12.7 cm of concrete
14,500 kg applied
loading
147 kPa 147 kPa 129 kPa 103 kPa
8 cm pavers
2.5 cm sand base
30.5 cm of aggregate
14,500 kg applied
loading
10 cm of asphalt
concrete
30.5 cm of aggregate
14,500 kg applied
loading
10 cm of Portland
concrete concrete
10 cm of aggregate
14,500 kg applied
loading
6 cm pavers
12.7 cm of concrete
14,500 kg applied
loading
is the maximum allowable stress that can be applied to the deck and it also represents a factor of
safety equal to 1.50 when compared to the ultimate stress value
21.3 psi 21.3 psi 18.7 psi 15.0 psi
3.15? pavers
1? sand base
12? of aggregate
4? of asphalt concrete
12? of aggregate
4? of Portland
Cement Concrete
4? of aggregate
2.36? pavers
5? of Portland
Cement Concrete
146.8 kN/m|1010| (kPa) 146.8 kN/m|1010| (kPa) 128.9 kN/m|1010| (kPa) 103.4 kN/m|1010| (kPa)
8 cm pavers
2.5 cm sand base
30.5 cm of aggregate
10 cm of asphalt
concrete
30.5 cm of aggregate
10 cm of Portland
Cement Concrete
10 cm of aggregate
6 cm pavers
12.7 cm of Portland
Cement Concrete
is the recommended allowable stress that can be applied
to the deck and represents a minimum safety factor of 1.45
when compared to the ultimate allowable stress value
6´-0?
1.8 m
curb
english Metric
Pavers Asphalt Concrete Pavers with Concrete
Pavers Asphalt Concrete
Recommended
Allowable
Stress
Factor of Safety
Pavers with
Concrete
Ultimate
Allowable
Stress
31.2
psi
Maximum axle load of
32,000 lbs/14,500 kg
Stress
21.3 psi 21.3 psi
18.7 psi
15.0 psi
The Silva Cell can support vehicle loading
up to AASHTO H-20 rating of 32,000 lbs.
(14,500 kgs) per axie. This rating refers to the
ability of a roadway to safely accommodate
3-4 axle vehicles, such as a large semi-truck
and trailer.
The tables and associated paving conditions
listed here are represented in our standard
product details and specifications.
Loading standards vary worldwide and your
particular project may have different needs.
Please consult with Deep Root to review
and optimize the use of the Silva Cell to your
project requirements.
Physical load testing was completed by
TRI Environmental in order to determine the
ultimate allowable stress of the Silva Cell. The
applied stress values from the applied loading
on the pavement surface were determined
using Sigma/W, a finite element program, for
each of the design cases. These values were
compared to the ultimate allowable stress
(considering a minimum safety factor of 1.45).
In all cases, the material self weight is used.
The values in the table to the right are
the applied stresses due to various loading
scenarios and are calculated based on
having the ground surface loads dissipated
through the pavement surface.
TYPICAL H-20 AxL e LOADING AT
THe PAVeMe NT SURFACe
SUMMARY OF TOP DeCK STReSSeS UNDeR H-20 LOADING CONDITIONS (32,000 LBS/14,500 KG)
ATTACHMENT 1
102APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
103 WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN
APPLICATIONS 08
Streetscape (Tasmania, Australia)
Total soil volume per tree: 388 ft|1010| (11m|1010|)
Total Silva Cells: 75 frames, 25 decks
Installation type: Trees (retrofit)
Client: Port Arthur Historical Site
A retrofit process enabled the Silva Cells to protect and
enhance the growing medium for these heritage trees
planted around 1835.
Streetscape (Amersfoort, Netherlands)
Total soil volume per tree: 400 ft|1010| (11.3 m|1010|)
Total Silva Cells: 34 frames, 17 decks
Installation type: Trees
Client: Heijmans
A private company installed Silva Cells to grow large,
healthy trees to beautify an outdoor plaza area intended
for employee use and enjoyment.
courtyard (Devonshire, united kingdom)
Total soil volume per tree: 460 ft|1010| (13 m|1010|)
Total Silva Cells: 80 frames, 40 decks
Installation type: Trees
Client: Ritchie Landscape Design
Sillva Cells were installed in a courtyard at the center of
a commercial building to enhance its look and feel for
patrons and the public.
pARkINg LOTS
parking Lot (Lakeland, fL)
Total soil volume per tree: 1,000 ft|1010| (28 m|1010|)
Total Silva Cells: 1,600 frames, 800 decks
Installation type: Trees
The trees in this “big box” retailer parking lot had
suffered for years from compacted soils, leaving them
dead or in serious decline. A recent store renovation with
a sustainable intiative added large soil volumes in Silva
Cells underneath the new parking lot.
gREEN ROOfS
green Roof (Vancouver, canada)
Total soil volume per tree: 268 ft|1010| (7.6 m|1010|)
Total Silva Cells: 20 frames, 20 decks
Installation type: Trees
Client: Eckford and Associates
This rooftop balcony tree has access to added soil
volumes with the Silva Cell, creating a unique playspace
for children and a focal point for the space. As the tree
grows it will provide shade and a park-like environment on
this south-facing balcony.
BREAk-OuT zONES
Break-Out zone (Richmond, canada)
Total soil volume per tree: n/a
Total Silva Cells: 30 frames, 30 decks
Installation type: Trees
Client: City of Richmond
Taking advantage of large soil volumes in nearby open
planting areas, this playground project used the Silva
Cell as a bridge to help tree roots “break-out” of the
immediate planting zone and thereby significantly increase
soil volume at low cost.
These are just a few of the Silva Cell installations that
have been completed.
For more information on these or other installations,
please contact us at info@deeproot.com or
(415) 781-9700.
The Silva Cell can be used in a wide variety of tree and
stormwater management applications of any size.
Silva Cells make it possible for streetscapes, plazas and
parking areas to support healthy, thriving trees without
compromising above ground surface areas. They can act
as a bridge, linking street tree roots up with nearby soil
volumes like parks and lawns in break-out zone
applications, and they can support green walls and
green roofs to help transform otherwise under-utilized
spaces into living resources.
The Silva Cell can be applied to different green building
certification programs, including LEED and BREEAM. Please
contact us at info@deeproot.com to learn more.
STREETScApES / pROMENADES / cOuRTYARDS
Streetscape and On-Structure (New York, NY)
Total soil volume per tree: 820 - 1,000 ft|1010| (23 - 28 m|1010|)
Total Silva Cells: 1,150 frames, 390 decks
Installation type: Trees
Client: Lincoln Center Development Project
Recent renovations of Lincoln Center emphasize a truly green
approach to development – the Bosque and streetscape
applications utilize the soil volume provided by the Silva Cells to
achieve that design vision.
Streetscape (Toronto, canada)
Total soil volume per tree: 688 ft|1010| (19.5 m|1010|)
Total Silva Cells: 260 frames, 130 decks
Installation type: Trees and stormwater
Watershed area treated: 8,288 ft|1010|(770 m|1010|)
Water volume treated: 656 ft|1010|(18.5 m|1010|)*
Client: Toronto Water
Silva Cells were installed under a parking lane and
sidewalk and filled with bioretention soil. Runoff from the
roadway and adjacent buildings flows into the system for
pollutant removal and tree growth.
*Based on a 1" (2.5 cm) storm event
promenade (Vancouver, canada)
Total soil volume per tree: 883 ft|1010| (25 m|1010|)
Total Silva Cells: 7,000 frames, 3,500 decks
Installation type: Trees
Client: City of Vancouver
This Vancouver promenade will be part of the Athletes’
Village for the 2010 Olympic Games. The use of the Silva Cell
to realize thriving and long-lived promenade trees will help
showcase Vancouver’s focus on green technology.
North America
Australia
Europe
Asia
SeLe CTe D PROJe CTS
ATTACHMENT 1
103WASHINGTON NATIONAL TRANSIT ORIENTED DEVELOPMENT DISTRICT MASTER PLAN 104
APPENDIX | S ITE F U R N ITU R E & M ATE R I A L S
DEEPROOT SUPPORT SERVICES
A VISION FOR THe FUTURe 10
We’re proud to announce Deep Root Urban Solutions, our
professional sustainability services team, providing specialized
support to architects, landscape architects, engineers and
others. We specialize in integrating soil, stormwater, and tree
growth into your project.
Green infrastructure and sustainability goals are of increasing
importance, and achieving these goals requires technical
understanding and training in varied fields. We offer time
savings on your project by contributing specialty services to
help meet your project goals. Peter MacDonagh, ASLA,
CSLA, is the Director of Science + Design for the Urban
Solutions team. He heads a team of specialists including
hydrologists, water resource engineers, tree and soil design
specialists, and LEED-accredited professionals, all trained
in green infrastructure. We deliver the most ecological and
economical return to your site possible.
Please contact us for a proposal or presentation.
plans and Details
· Analysis of site plan and site details for efficient Silva Cell
use, recommendations
· Analysis of existing Silva Cell layout plan, potential
conflicts, recommendations
· Silva Cell layout plan from schematic design to
construction documents
· Soil volume and Silva Cell calculations, including economic
review of alternatives
Stormwater Design
· Analysis of site plan, site details, pavement details, for
efficient Silva Cell use
· Calculations and stormwater modeling based on project
components and infrastructure
· Silva Cell system design and layout from schematic design
to construction documents
· Construction services (observation, inspection)
· Post Installation Evaluation (PIE) and long-term
system evaluation
· Regulatory compliance, NPDES Phase II
· Total Maximum Daily Load (TMDL) Feasibility and Analysis
Tree and Soil Design
· Existing soil and drainage studies
· Planting space and planting soil design
· Tree size/soil volume calculations
· Construction services (observation, inspection)
· Species selection
Shop Drawings
· Independent desktop review of project construction
support documents relating to Silva Cell design as
requested by the contractor
· Custom, site-specific layout and detailing of Silva Cells,
based on project construction documents, for
contractor installation
Training
· Contractor training and workshops (in-house and remote)
· Professional training and workshops (in-house and remote)
· Complimentary lunch and learn opportunities,
group presentations
INTRODUCING DeePROOT URBAN
SOLUTIONS, PROFeSSIONAL
SUSTAINABILITY SeRVICeS.
NOTE: All Silva Cell layouts and details shall be reviewed and approved by project engineer.
Please contact us for more information and to discuss the specifics of your project needs.
THe FOLLOWING IS A PARTIAL LIST OF
SeRVICeS. PLeASe LeT US KNOW WHAT
YOUR NeeDS ARe IF YOU DON’T See WHAT
YOU’Re LOOKING FOR HeRe.
Peter MacDonagh (ASLA, CSLA, RHS, ISA) is the author of the “Site and Water” portion of the State of Minnesota’s
Sustainable Building Guidelines (B3) and completed the award winning Minnesota Soil Bioengineering Handbook for
the Minnesota Department of Transportation. He is a Landscape Architect, Horticulturist and Arborist, and serves as
an Adjunct Professor at the University of Minnesota.
ATTACHMENT 1
1041. Lowe Development
2. VCN Mixed Use
3. Access Culver City
4. Platform
5. Watt Industries
TOD PROJECTS PLANNED OR UNDER CONSTRUCTION
ATTACHMENT 2
105