Barranca Avenue Streetscape. Placing street trees behind a new eight-foot sidewalk on the south side and behind the existing eight-foot sidewalk on the north "opens up" the Route 66 entry area. Street trees (London Plane) are placed in a four-foot-wide planter strip with a continuous hedge where feasible. Traditional acorn-style streetlights placed at approximately one hundred twenty feet on center add to the pedestrian level lighting. Wide bands of river rock crossing the street draw attention to the gateway intersection.

Along the east side of Barranca, streetscape improvements, including special paving, street furniture, planted hedge and street trees are continued.

Gateway Corner Treatment. Gateway corner treatments include a curved river rock accent wall planted with bougainvillea. Special colored concrete paving delineate sidewalks and crosswalks and river rock bands accent the special paving.

Barranca Gateway Median. The use of river rock softens and helps to create a more visually appealing median. A series of river rock planters culminating in a large Route 66 entry statement on a river rock base serve as the median's focal point.

Barranca Gateway Pedestrian Details. Custom river rock walls with built-in benches and planters placed along pedestrian connections and passageways enhance the overall pedestrian scale of the gateway. Occasional planters and unique overhead trellises add to the pedestrian environment. The use of shade trees is an important element for enhancing the pedestrian environment.

Grand Avenue Gateway (South) Streetscape. At Baseline Road, new species of street trees on Grand Avenue are placed in tree wells only on the east side where the sidewalk is provides the necessary right-of-way.

Continuing north on Grand Avenue, a grove effect begins with the introduction of a planted parkway and trees in the median. To accommodate the parkway and to encourage more appropriate vehicular traffic, the roadway is narrowed.

Rock Walls. Curved river rock walls placed in the landscaped parkway between Baseline and the surface road act as a screen to the residential area facing the freeway off-ramp, as well as introduce a thematic element used throughout the specific plan area.

The existing linear residential walls along Grand Avenue are resurfaced with a river rock veneer and concrete caps to continue this thematic river rock element.

Grand Avenue Gateway Corner Treatments. Replacing the existing safety railing at the Baseline intersection with a large curved monument wall celebrates the entry to the city. Special paving and river rock bands highlight the crosswalks at both Baseline and Mauna Loa.

Grand Avenue Streetscape. A grove effect is created between Mauna Loa and Colorado through a narrowing of the roadway and a double-row of Oak Trees planted in the parkway with a single row in the median.

At Colorado, the median trees are discontinued and replaced one row of Oaks are replaced with curb-adjacent Mexican Fan Palms that begin to frame the view to the mountains.

At the intersection of Route 66, the roadway widens slightly and a single row of Mexican Fan Palms frame views of the mountains to the north.

Grand Avenue Corner Treatments. The primary intersection of Grand and Route 66 is treated with curved river rock accent walls on each corner planted with lush bougainvillea. Special accent colored concrete paving is incorporated in the corner sidewalks and crosswalks with a river rock banding.

Neighborhood Entries. Neighborhood entries at Mauna Loa and Colorado are noted with bump-outs and small river rock monuments. At Mauna Loa, crosswalks are treated with special colored paving and river rock bands.

Glendora Avenue Streetscape. Traveling north on Glendora Avenue, curb-adjacent tall Mexican Fan Palms placed approximately forty feet on center frame the views to the mountains. Continuing north through the Route 66/Glendora intersection, Glendora Avenue narrows to allow for a more intimate, pedestrian scale link to the Village and the potential future transit center. The treatment in this area includes double rows of alternating Oak Trees and Mexican Fan Palms.

Along Route 66, evenly spaced London Plane street trees placed behind the sidewalk in a four-foot planted hedge "open up" the gateway. Traditional acorn lights are placed at the curb, approximately one hundred twenty feet on center.

Glendora Avenue Gateway Median. The Glendora Avenue medians provide a series of cascading river rock planters with bougainvillea spilling over the top provide a more formal entry statement to the Village area. These planters are also an appropriate location for a Village entry sign.

Glendora Avenue Corner Treatment. Curb details include curved river rock walls planted with bougainvillea. Special colored concrete paving highlight sidewalks and crosswalks, while bands of river rock placed flush with the surface provide further details.

Glendora Avenue Village Connection Streetscape. Wide sidewalks of twelve feet or more with street trees planted in curb adjacent tree wells, along with the existing diagonal on-street parking, characterize the streetscape. Bump-outs, enhanced paving at crosswalks, and a mid-block crosswalk between Carroll and Foothill improve pedestrian safety and mobility. Building new structures at the sidewalk edge encourages retail-commercial storefront visibility and adds to the pedestrian experience.

Glendora Avenue Pedestrian Linkage Streetscape. The Glendora Avenue pedestrian linkage provides for a continuous pedestrian linkage from Route 66 to the Village by bringing the Village streetscape enhancements down to the transit area. Similarly, extend the Glendora Avenue streetscape concept of a narrower roadway and wider sidewalks into the transit area. Special pedestrian enhancements and amenities in the transit area connect the Village to the Route 66 pedestrian linkages along Glendora Avenue. Narrowing the roadway width allows for wider sidewalks and more amenities, including a double row of alternating bi-canopy trees consisting of high-canopy Mexican Fan Palms in curb-adjacent tree wells and Oak Trees in tree wells at the back of the sidewalk.

Glendora Avenue Pedestrian Linkage Focal Points. The Glendora Avenue pedestrian linkage creates a focal point at the northern end of the potential transit area that will provide a visual connection between the Village and transit area. Likewise, a focal point at the southern end of the potential station area provides a similar visual connection to Route 66.

Roundabouts are included as a unifying element to the streetscape. The roundabouts are intended to strengthen pedestrian activity and comfort. Additionally, the roundabouts promote the calming of traffic along Glendora Avenue.

Lone Hill Gateway Streetscape. Tall Mexican Fan Palms planted on Lone Hill at approximately forty feet on center preserve and frame views north to the mountains and complement the existing rows of palms on Lone Hill north of the Route 66.

Along Route 66, the streetscape includes an eight-foot curb adjacent sidewalk with a four-foot planted parkway and a single row of evenly spaced high canopy London Plane street trees. Traditional acorn-style streetlights placed at approximately one hundred twenty feet on center add to the pedestrian level lighting. Bands of river rock bisect the street intersections to draw attention to the gateway intersection.

Lone Hill Gateway Median. The use of river rock softens and creates a more visually appealing median. A series of river rock planters culminating in a large Route 66 entry statement on a river rock base serves as the Lone Hill median's focal point.

Lone Hill Gateway Corner Treatments. The corner details at Lone Hill provide design consistency with the primary gateways in the project area, including a curved river rock accent wall planted with bougainvillea. Special colored concrete paving delineate sidewalks and crosswalks and river rock bands are used to accent the special paving.

"Glendora" sidewalk pole with single acorn fixture by SOLO, Southern California Edison fourteen feet in height with banner attachments;

Six-foot Courtyard Series Bench by Washbash Valley, designed with green rib pattern/ribbon style and plastisol or vinyl-coated steel with custom Route 66 logo;

Green rib pattern/ribbon style thirty-two-gallon flare top trash receptacle by Wabash Valley (catalog #LRR32F) with plastisol or vinyl coated steel;

Zig-zag-shaped concrete interlocking concrete pavers in a herringbone pattern to match existing pavers in the Village;

Custom low seat walls, planters and neighborhood entry monuments made from river rock.

Mexican Fan Palm (Washingtonian robusta)—an evergreen fan palm with fast growth up to one hundred feet. Trees are to be used in sidewalk cutouts and parkways on north-south streets to frame views.

Oaks (Holly, California Live Oak, Virginian Oak)—an evergreen oak with slow to moderate growth with rounded canopy of forty to fifty feet. Trees to be used in large parkways and medians.

London Plane (Platanus X acerifolia)—Deciduous tree with moderate growth up to sixty feet with thirty-foot canopy. To be used in sidewalk cutouts, parkways and medians.

Citrus (Lemon or Orange Tree)—an evergreen tree with slow growth and small canopy. Trees to be used in special circumstances only for public space or heritage areas.

Ficus trees to match existing in areas adjacent to the Village.

Directional signs (transit center, parking, etc.);

Street name signs;

Banner attachment;

Pedestrian information sign;

Parking entry signs.

The city's water delivery system was created through the purchase of small private water companies and by the city's own expansion projects. As shown in Exhibit 4-16—Existing Domestic Water System, the system is comprised of eleven service zones containing approximately two hundred miles of pipe. The city receives water from two sources; groundwater pumping, and imported water obtained from the Metropolitan Water District of Southern California. Portions of the water supply system have been identified as requiring rehabilitation or replacement in the near-term. This is mainly due to reaches of pipe that are over fifty years old, or pipe diameters that do not meet city standards for providing current fire flow requirements.

The Route 66 Corridor specific plan area is located in the city's zone 1 and zone 2 service areas. The land use districts located in the zone 1 service area are: Barranca gateway, town center mixed use, Route 66 service commercial (portion), Grand Avenue gateway mixed use and central Route 66 residential. Zone 1 is the largest zone within the city's system, and varies in elevation from six hundred twenty feet above mean sea level (amsl) at Gladstone Street and Barranca Avenue to eight hundred ninety feet amsl at Ben Lomond north of Sierra Madre Avenue. The zone is served from a high water elevation of 969.5 feet amsl by five reservoirs. Refer to Exhibit 4-16—Existing Domestic Water System for identification of the existing zone 1 system within the Route 66 Corridor specific plan area.

The zone 2 service area is located to the east of zone 1. The development areas in the zone 2 service area are: Lone Hill Gateway and Glendora technology/commercial/office and the remaining portion of Route 66 service commercial. Zone 2 service elevations vary from eight hundred ten feet amsl at Alosta Avenue and the Big Dalton Wash to one thousand thirty feet amsl north of Oak Knoll Drive, with a high water level of one thousand ninety feet amsl. Four reservoirs provide head to the zone with locations at three different sites. The zone 2 system within the specific plan area is shown in Exhibit 4-16—Existing Domestic Water System.

The existing domestic water demand for the specific plan area was calculated using the current land use, and demand factors from the city's water master plan. Demands were calculated for each of the land use districts, based on a field survey identifying existing land uses by visual appearance, and information obtained in the city's geographic information system (GIS). Table 4-2—Water Demand Factors summarizes the water usage factors used for this study, as provided in Table V-3 of the city's WMP.

The existing average day water demand for the specific plan area is calculated in Table 4-2—Water Demand Factors to be 0.98 MGD. Using the max day factor of 1.85 from the WMP, the existing max day demand is estimated to be one thousand two hundred fifty-four gallons per minute (gpm).

Under the water master plan, several recommendations were made. The WMP determined several reaches of pipe within the study area to be either undersized for fire flow requirements or of such age that replacement was recommended. Most of the existing system currently remains the same as it was at the time of the writing of the WMP. In particular, the backbone to both the zones 1 and 2 systems is a parallel eight-inch loop running on each side of Route 66. These parallel lines were constructed in 1935—1936 and 1954. Therefore, the WMP (which set a fifty year lifespan) determined these pipelines require upgrading.

A water demand analysis was performed for this study. Existing demands were estimated for the study area shown in Exhibit 4-17—Domestic Water System Improvements, as described above. Identical water usage factors (per Table V-3 of the city WMP as included in the appendix) were applied to the existing and proposed land uses for the specific plan area. Table 4-3—Estimated Domestic Water Demand summarizes the estimated demands and provides a side-by-side comparison. The average day demand for the proposed redeveloped area is 1.41 MGD. The max day demand for the proposed redevelopment area is one thousand eight hundred ten gpm.

The proposed system recommended should be planned to current operating standards, or as close to current standards as feasible. According to the city staff, the existing system was based upon an approximate one thousand two hundred fifty gpm fire flow for residential and small commercial land use, and two thousand five hundred for large commercial. The current fire flow standard is provided in the WMP for the city which states: two thousand two hundred fifty gpm for two hours for single-family residential, two thousand five hundred gpm for two hours for multifamily residential, one thousand seven hundred fifty gpm for two hours for mobilehome and five thousand gpm for five hours for large commercial. Eight inch lines under current fire flow standards are typically only sufficient for mobile home or single-family residential land uses. The WMP includes recommendations to replace the two eight-inch lines with a single eighteen-inch line to serve both sides of Route 66. However, the city has decided to continue maintaining a parallel system. The parallel pipeline layout facilitates service to each side of the street. Therefore, it is recommended that a fourteen-inch diameter pipe replace each eight-inch pipeline in order to provide the same capacity as the master-planned eighteen-inch.

Based on this analysis, the following is a list of recommended system improvements for adequate service to the Route 66 Corridor redevelopment project:

Exhibit 4-17—Domestic Water System Improvements, shows the changes recommended for the system. The proposed system upgrades described here will improve system capacity. However, computer modeling would be necessary to verify that current fire flow standards are met.

The portion of the city's wastewater system that will be used for the Route 66 Corridor redevelopment project is a gravity system that flows to the Los Angeles County Sanitation District 22 trunk sewer lines. The city's gravity sewers will collect the generated wastewater flows within the specific plan area. The general direction of the wastewater flow is east to west. The Lorraine Avenue Trunk and Baseline Road Trunk sewers convey the flows from the existing land uses within the study area to the main Los Angeles County Sanitation trunk tie-in at the intersection of Barranca Avenue and Baseline Road. Exhibit 4-18—Wastewater System shows alignments and diameters of the existing sewers within the study area.

In the absence of city standards, typical industry-standard water-to-wastewater "return" ratios were used for estimating wastewater flows. The return ratio figures are derived from standards of similar water agencies within Southern California, as shown in Table 4-4—Water Demand/Wastewater Generation Factors.

The proposed redevelopment will increase the flow to the sewers serving the specific plan area. Redevelopment within the specific plan area consists of various land uses. The two thousand nine hundred gpd/ac demand factor was used for the study for all commercial areas as a conservative assumption.

Consultation with Los Angeles County Sanitation District No. 22 and the city has indicated that the current sewer system should have sufficient capacity for the additional flows. Table 4-5—Estimated Wastewater Generation provides an analysis of the system by estimating the flows by land use district (location).

Differences between "existing" and "proposed" at intermediate points within the study area. The existing average flow for the study area is calculated as 0.79 MGD. All of the defined land use districts are estimated to increase wastewater flow to some degree. Table 4-6—Estimated Flow Increases, summarizes estimated flow increase percentages at selected intermediate locations.

Table 4-7—Capacity by Pipe Diameter, was developed using the Flowmaster software by Haestad Methods to determine the capacity of different diameter pipes resulted in the following values:

Based upon correspondence with the Los Angeles County Sanitation District, the Baseline Avenue trunk sewer is currently being monitored. It is estimated that the flows from the Route 66 Corridor study area will increase by approximately thirty-four percent from existing flows as discussed in the following section, and shown in Exhibit 4-18—Wastewater System and Table 4-5—Estimated Wastewater Generation.

The Route 66 Corridor specific plan project area provides a number of storm drain systems collecting surface runoff and providing conveyance to the main flood control channel in the area, the Big Dalton Wash. Existing storm drain facilities are indicated on Exhibit 4-19—Existing Storm Drain System.

A majority of the catch basins on Route 66 drain to mainlines in streets that cross under the roadway. Most of these catch basins and laterals on the north side Route 66. The runoff from the south portion of Route 66 typically flows in the gutter to the streets that intersect Route 66. At these locations, the runoff turns the corner and continues in the cross streets to one of the major flood control channels in the area or is picked up in catch basins on the cross streets. The streets providing storm drain mainlines include:

The Big Dalton Wash, the East Branch of the Big Dalton Wash, and the Alosta Avenue Drain all cross Route 66 within the city limits of the city.

The following section provides as summary of Exhibit 4-19—Existing Storm Drain System, including a detailed description of the storm drain mainlines in each of the cross streets as well as some of their catch basin laterals.

The location and size of all existing mainlines and laterals are shown on Exhibit 4-19—Existing Storm Drain System. The capacity as well as the physical characteristics of the main lines are provided in Table 4-8—Storm Drain Mainline Characteristics. The corresponding Mainline Pipe Numbers are shown on Exhibit 4-19.

The city has observed two areas within the project area that currently experience flooding in large storm events. This localized flooding occurs approximately two to three times yearly. One of the two locations where flooding occurs within the project is located on the north side of Route 66 between Vermont Avenue and Grand Avenue. At this location, runoff flows south on Vermont and is never picked up in a catch basin lateral. It then ponds up at the intersection of Vermont and Route 66 and begins to flow west on Route 66. The runoff does not get into the storm drain network until the intersection of Grand Avenue and Route 66. In that area, the flow in the street overtops the eight-inch curb and creates localized flooding.

The other location where localized flooding occurs is on Route 66 near the intersection of Elwood Avenue. There are several catch basins on Route 66, but they do not connect to a storm drain network, nor are there any storm drain plans for these facilities. They have a very shallow slope and move water from Route 66 to the southern portion of Elwood Avenue where the runoff is discharged back into the street. The runoff then flows south in Elwood Avenue to the Big Dalton Wash.

This system has shown historic evidence of surcharge on Route 66 because it does not have the needed head to push a large amount of water through the shallow box culvert.

Route 66/Vermont Avenue Improvements. As shown on Exhibit 4-20—Storm Drain System Improvements. There are two possible options for alleviating the localized flooding on Route 66 between Grand Avenue and Vermont Avenue. Both of the alternatives would involve trenching in existing pavement and laying a new storm drain line with laterals and catch basins from the mainline in Grand Avenue to Vermont Avenue. All of the runoff from Vermont eventually gets into the Grand Avenue mainline so these possible new lines will not be changing the existing drainage patterns in the area.

Route 66/Elwood Avenue Improvements. As shown in Exhibit 4-20—Storm Drain System Improvements. There are two possible options for alleviating the localized flooding at the intersection of Elwood Avenue and Route 66. Both of the alternatives would involve trenching in existing pavement and laying a new storm drain line with laterals and catch basins.

Use a brief message. The fewer the words, the more effective the sign. A sign with a brief, succinct message is simpler and faster to read, looks cleaner and is more attractive. Evaluate each word carefully, and, if it does not contribute directly to the sign's message, it should probably be eliminated. Businesses with long names are encouraged to use a generic identification (e.g., "CLEANERS") rather than force too much sign copy into the allowed sign area.

Ensure legibility. An effective sign should do more than attract attention; it should communicate its message clearly. Usually, this is a question of the readability of words and phrases. The most significant influence on legibility is lettering style and spacing. Use the following guidelines to help ensure sign legibility.

Use significant contrast. If there is little contrast between the brightness or hue of the message of a sign and its background, it will be difficult to read.

Avoid signs with strange shapes. Signs that are unnecessarily narrow or oddly shaped can restrict the legibility of the message. If an unusual shape is not symbolic, it will probably be confusing.

Use symbols and logos. Pictographic images will usually register more quickly in the viewer's mind than a written message.

Signs should be designed to relate to the architectural features of the building on which they are located and create visual continuity with other storefronts in the same building and adjacent buildings.

Signs should be placed to indicate the location of access to a business. Signs should be placed at or near the public entrance to a building or main parking area to indicate the most direct access to the business.

Signs should be placed consistent with the proportions of the building's façade. For example, a particular sign may fit well on an upper, more plain wall, but would overpower and obstruct the finer detail of a lower storefront area. A sign appropriate near the building's entry may look tiny and out of place above the ground level.

On buildings that have a monolithic or very plain façade, proper sign placement can establish appropriate rhythm, scale, and proportion.

Signs should not be located so that they cover or interrupt the architectural details or ornamentation of a building's façade.

Signs should not project above the edge of the rooflines and should not obstruct, windows and/or doorways.

Too many colors overwhelm the basic function of communication. If they compete with content for the viewer's attention. Limited use of the accent colors can increase legibility, while large areas of competing colors tend to confuse and disturb. Limit colors to three on a single sign.

Contrast is an important influence on the legibility of signs. The most aesthetic and effective graphics are produced when light colored letters and images are placed on a dark, contrasting colored background.

Colors or color combinations that interfere with legibility of the sign copy or that interfere with viewer identification of other signs should be avoided. Bright day-glo (fluorescent) colors should be avoided as they are distracting and do not blend well with other background colors.

Colors should relate to and complement the materials or paint scheme of the buildings, including accent and trim colors.

If the sign can be illuminated by an indirect source of light, this is usually the best arrangement because the sign will appear to be better integrated with the building's architecture. Light fixtures supported in front of the sign cast light on the sign and generally a portion of the face of the building as well. Indirect lighting emphasizes the continuity of the building's surface and signs become an integral part of the façade. Conversely, internally illuminated cabinet signs where only the sign face is illuminated tend to stand out and not appear integrated with the building's façade.

Individually illuminated letters, either internally illuminated or back-lighted solid letters (reverse channel), are a preferred alternative to internally illuminated plastic-faced cabinet signs. Signs comprised of individual letters will be better integrated with the building because they use the building's façade as their background.

The use of backlit, individually cut letter signs is strongly encouraged for all types of business and signs, including monument-type signs.

The use of internally illuminated cabinet-type signs with translucent panels or panels with reflective surfaces, including, but not limited to, acrylic, fiberglass, plastic, or metal is strongly discouraged and the Sign Code prohibits their use for monument-type signs. If internally illuminated cabinet signs are used for wall signs, their sign panels should be opaque so that when illuminated only the lettering, not the background, is illuminated. The background or field should have a nongloss, nonreflective finish.

Whenever indirect lighting fixtures are used, care should be taken to properly shield the light source to prevent glare from spilling over into residential areas and public rights-of-way.

Sign materials should be selected with consideration for the architectural design of the building's façade. Sign materials should compliment materials used on the building and should also contribute to the legibility of the sign. For example, the glossy finishes used on most cabinet signs are often difficult to read because of glare and reflections.

Sign materials should be extremely durable. Paper and cloth signs are not suitable for exterior use because they deteriorate quickly. If wood is used, it should be properly sealed to keep moisture from soaking into the wood and causing the sign's lettering to deteriorate.

Electrical transformer boxes and raceways should be concealed from public view. If a raceway cannot be mounted internally behind the finished exterior wall, the exposed metal surfaces of the raceway should be finished to match the background wall, or integrated into the overall design of the sign.

If raceways are necessary, they should be as thin and narrow as possible and should never extend in width or height beyond the area of the sign's lettering or graphics.

All exposed conduit and junction boxes should be concealed from public view.

A wall sign should be located where architectural features or details suggest a location, size, or shape for the sign. The best location for a wall sign is generally a band or blank area between the first and second floors of a building.

New wall signs in a shopping center should be placed consistent with sign locations on adjacent businesses. This will establish visual continuity among storefronts and create a unified appearance for the center.

Lettering should not occupy more than about seventy-five percent of the area of the sign to avoid a cluttered look and to help maintain the readability of the sign.

Wall signs should not project from the surface upon which they are attached more than the required for construction purposes.

Internally-illuminated cabinet-type signs are strongly discouraged. Internally-illuminated, individually-cut channel letters are preferred.

The use of pedestrian-oriented projecting signs is strongly encouraged.

Projecting signs should be used for ground floor uses only.

Projecting signs should ensure clearance for pedestrians.

Sign supports and brackets should be compatible with the design and scale of the sign and the architectural design of the building.

Internal illumination of a projecting sign is prohibited.

The text, copy, or logo face should not exceed seventy-five percent of the sign face of a projecting sign.

The sign should be hung at a ninety-degree angle from the face of the building.

Window signs on ground level, coverage should not unsafely obstruct or overwhelm the total window area. Window signs should not be used above the second level.

Permanent window signs should be limited to individual letters and/or logos placed on the interior surface of the window. White or gold leaf is the recommended colors. Glass-mounted graphics may be applied by painting, silk screening, or vinyl die-cut forms. The use of nonpermanent materials such as paper is strongly discouraged.

The text or sign copy of a window sign should be limited to the business name, proprietor's name, hours of operation, and brief messages identifying the type of product or service (e.g., "maternity wear" or "attorney") or pertinent information (e.g., "se habla Espanol" or "reservations required").

Signs on awnings should be limited to ground floor and second floor uses.

Awning signs should be limited to awnings covering a main or side/rear entrance on a street or parking lot.

Freestanding monument-type signs (on ground) are encouraged.

Sign background should not be a prominent feature of the monument sign. The sign copy should dominant the sign face.

Between five to ten percent of the sign area should be dedicated to identification of the street address.

Freestanding monument signs should be placed perpendicular to the street.

Freestanding monument signs should be placed so that sight lines at entry driveways circulation aisles are not blocked.

Freestanding monument signs may be internally illuminated if the sign copy is the only portion of the sign face that is illuminated. The sign background or field should be opaque with a nongloss, nonreflective finish. Signs with individual backlit letters, or stenciled panels with three-dimensional push-through graphics are encouraged.

Monument signs should be designed to create visual interest and compliment their surroundings. Signs should incorporate architectural elements, details, and articulation as follows:

Each monument sign should be surrounded by a landscape planter.

Multi-tenant monument signs. Signs with multiple tenant identification panels present a special challenge in delivering their message in a clear manner. To help overcome the problems associated with these types of signs, the following guidelines should be followed: