2015 06 11 transportation_comm agendapkt

In compliance with the Americans with Disabilities Act, if you need special assistance to participate in this meeting, please contact the SGVCOG office at (626) 457-1800. Notification 48 hours prior to the meeting will enable the SGVCOG to make reasonable arrangement to ensure accessibility to this meeting.

San Gabriel Valley Council of Governments AGENDA AND NOTICE OF THE SPECIAL MEETING OF THE

TRANSPORTATION COMMITTEE Thursday, June 11, 2015 – 4:00 PM

Garvey Center - 9108 Garvey Ave, Rosemead, CA 91770

Chair John Fasana, Duarte Vice-Chair Sam Pedroza, Claremont Members Alhambra Claremont Covina Diamond Bar Duarte Glendora Industry La Cañada Flintridge La Puente Rosemead South El Monte South Pasadena Walnut First District, LA County Unincorporated Communities Fifth District, LA County Unincorporated Communities

The Transportation Committee encourages public participation and invites you to share your views on agenda items.

MEETINGS: Regular Meetings of the Transportation Committee are held on the third Thursday of each month at 4:00 PM at the Upper San Gabriel Valley Municipal Water District Office (602 E. Huntington Drive, Suite B, Monrovia, California, 91016). The Transportation Committee agenda packet is available at the San Gabriel Valley Council of Government’s (SGVCOG) Office, 1000 South Fremont Avenue, Suite 10210, Alhambra, CA, and on the website, www.sgvcog.org. Copies are available via email upon request ([email protected]). Documents distributed to a majority of the Committee after the posting will be available for review in the SGVCOG office and on the SGVCOG website. Your attendance at this public meeting may result in the recording of your voice.

CITIZEN PARTICIPATION: Your participation is welcomed and invited at all Transportation Committee meetings. Time is reserved at each regular meeting for those who wish to address the Committee. SGVCOG requests that persons addressing the Committee refrain from making personal, slanderous, profane or disruptive remarks.

TO ADDRESS THE TRANSPORTATION COMMITTEE: At a regular meeting, the public may comment on any matter within the jurisdiction of the Committee during the public comment period and may also comment on any agenda item at the time it is discussed. At a special meeting, the public may only comment on items that are on the agenda. Members of the public wishing to speak are asked to complete a comment card or simply rise to be recognized when the Chair asks for public comments to speak. We ask that members of the public state their name for the record and keep their remarks brief. If several persons wish to address the Committee on a single item, the Chair may impose a time limit on individual remarks at the beginning of discussion. The Transportation Committee may not discuss or vote on items not on the agenda. AGENDA ITEMS: The Agenda contains the regular order of business of the Transportation Committee. Items on the Agenda have generally been reviewed and investigated by the staff in advance of the meeting so that the Transportation Committee can be fully informed about a matter before making its decision.

CONSENT CALENDAR: Items listed on the Consent Calendar are considered to be routine and will be acted upon by one motion. There will be no separate discussion on these items unless a Committee member or citizen so requests. In this event, the item will be removed from the Consent Calendar and considered after the Consent Calendar. If you would like an item on the Consent Calendar discussed, simply tell Staff or a member of the Committee.

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San Gabriel Valley Council of Governments Transportation Committee Meeting June 11, 2015 4:00 PM

PRELIMINARY BUSINESS

1. Call to Order

2. Pledge of Allegiance

3. Roll Call

4. Public Comment (If necessary, the Chair may place reasonable time limits on all comments) 5. Changes to Agenda Order: Identify emergency items arising after agenda posting and

requiring action prior to next regular meeting

CONSENT CALENDAR (It is anticipated that the Transportation Committee may take action on the following matters)

6. Transportation Meeting Minutes Recommended Action: Approve May 21, 2015 minutes.

ACTION ITEMS (It is anticipated that the Transportation Committee may take action on the following matters)

7. SR-710 North Environmental Impact Report-Environmental Impact Statement (EIR-EIS) Recommended Action: Provide direction to staff regarding submittal of comments to Metro/Caltrans regarding the SR-710 North EIR-EIS.

METROPOLITAN TRANSPORTATION AUTHORITY (MTA) REPORT (It is anticipated that the Transportation Committee may take action on the following matters)

EXECUTIVE DIRECTOR’S REPORT (It is anticipated that the Transportation Committee may take action on the following matters)

8. Oral Report Recommended Action: For information only.

COMMITTEE MEMBER ITEMS ANNOUNCEMENTS ADJOURN

Unapproved Minutes

SGVCOG Transportation Committee Unapproved Minutes Date: May 21, 2015 Time: 3:40 PM Location: Upper San Gabriel Valley Municipal Water District

PRELIMINARY BUSINESS 1. Call to Order

The meeting was called to order at 4:00 p.m.

2. Pledge of Allegiance

3. Roll Call Members Present Alhambra B. Messina Claremont S. Pedroza Diamond Bar C. Herrera, D. Liu Duarte J. Fasana Industry T. Spohn La Canada Flintridge T. Walker Rosemead S. Ly South El Monte J. Gonzales South Pasadena M. Lin Walnut M. Su LA County District 1 J. Hernandez

Members Absent Covina La Puente LA County District 5

Staff: F. Delach, Executive Director M. Christoffels, ACE CEO M. Creter, Staff

4. Public Comment W. Reiutmann (Day One) spoke in support of the SGVCOG’s efforts to develop an active transportation efforts and encouraged research and outreach. D. Rossman (Wilderness Society) spoke in support of additional research and outreach related to active transportation. A. Yipp (Bike SGV) spoke in support additional safety measures related to active transportation.

5. Changes to Agenda Order: Identify emergency items arising after agenda posting and requiring action prior to next regular meeting J. Fasana indicated that action on the Transportation Priorities would be delayed until a later meeting.

CONSENT CALENDAR 6. Transportation Meeting Minutes

There was a motion to approve the consent calendar (M/S: B. Messina/ S. Ly). [MOTION PASSED]

Item #6 Page 1 of 2

AYES: Alhambra, Claremont, Diamond Bar, Duarte, Industry, La Canada Flintridge, Rosemead, South El Monte, Walnut, LA County District 1

NOES: ABSTAIN: ABSENT: Covina, La Puente, South Pasadena, LA County District 5

ACTION ITEMS

7. Legislative Platform F. Delach reviewed this item.

There was a motion to recommend the Governing Board approve the legislative platform (M/S: S. Pedroza/ B. Messina). [MOTION PASSED] AYES: Alhambra, Claremont, Diamond Bar, Duarte, Industry, La Canada Flintridge,

Rosemead, South El Monte, South Pasadena, Walnut, LA County District 1 NOES: ABSTAIN: ABSENT: Covina, La Puente, LA County District 5

8. Proposed Programming of Anticipated Revenues for a Proposed 2016 LA County Transportation

Ballot Measure M. Christoffels report on this item and reviewed the polling data. There was questions regarding the measure development process and schedule, and the possibility of conducting polling specific for the San Gabriel Valley. There was a motion to continue the item (M/S: B. Messina/ D. Mahmud). [MOTION PASSED] AYES: Alhambra, Claremont, Diamond Bar, Duarte, Industry, La Canada Flintridge,

Rosemead, South El Monte, South Pasadena, Walnut, LA County District 1 NOES: ABSTAIN: ABSENT: Covina, La Puente, LA County District 5

METROPOLITAN TRANSPORTATION AUTHORITY (MTA) REPORT

EXECUTIVE DIRECTOR’S REPORT 9. Oral Report

COMMITTEE MEMBER ITEMS ANNOUNCEMENTS

ADJOURN The meeting was adjourned at 4:45 PM.

Item #6 Page 2 of 2

REPORT

DATE: June 11, 2015 TO: Transportation Committee FROM: Francis M. Delach, Executive Director RE: 710 North EIR-EIS RECOMMENDED ACTION Provide direction to staff regarding submittal of comments to Metro/Caltrans regarding the SR-710 North EIR-EIS. BACKGROUND On March 6, 2015, the California Department of Transportation (Caltrans) and the Los Angeles County Metropolitan Transportation Authority (Metro) released a Draft Environmental Impact Report/Environmental Impact Statement (EIR/EIS) on proposals regarding the 4.5 mile gap between the I-210 Freeway in Pasadena and the end of the I-710 freeway in East Los Angeles. The five alternatives proposed in the Draft EIR/EIS are:

• No Build option that would leave conditions as they are • A traffic management system to upgrade and synchronize signal and improvements to local

street intersections to more quickly move traffic that exits the dead end freeway • A rapid bus line featuring high frequency service with minimal stops and potentially a

dedicated bus lane • Light rail to carry passengers between East Los Angeles and Pasadena, and • A freeway tunnel that would extend the SR-710

Attachment A provides a summary of the major findings from the EIR. All of the documents related to the EIR, including the technical appendices, can be accessed here: http://www.dot.ca.gov/dist07/resources/envdocs/docs/710study/draft_eir-eis/. Public comments are due to Caltrans by July 6, 2015. BEYOND THE 710 ALTNERATIVE Beyond the 710 is a coalition of cities and community groups that support an alternative to closing the 710 gap via a freeway tunnel. Member agencies include the cities of Glendale, La Cañada Flintridge, Pasadena, Sierra Madre, South Pasadena, the Natural Resources Defense Council, the National Trust for Historic Preservation and No 710 Action Committee. In May 2015, the group released a report outlining an alternative strategy for addressing the traffic congestion in the region. This proposal includes a combination of transit improvements, active transportation investments, and demand management strategies. Attachment B provides a copy of this report.

Item #7 Page 1 of 36

http://www.dot.ca.gov/dist07/resources/envdocs/docs/710study/draft_eir-eis/

REPORT

SGVCOG POSITION Closure of the 710 gap has been one of the SGVCOG’s transportation priorities since its formation in 1994. Attachment C provides a copy of the SGVCOG’s most recently adopted priority project list, which was adopted in January 2013. Prior iterations of the priority list had specifically identified the project as a freeway and/or tunnel. However, modifications were made during the most recent approval to use mode-neutral terminology. ATTACHMENTS Attachment A – 710 EIR/EIS Project Summary Attachment B – Beyond the 710 “New Initiative for Mobility and Sustainability” Attachment C – SGVCOG Transportation Priority Projects (Adopted January 2013)


Project Purpose and NeedState Route 710 North Study

Dra Environmental Impact Report/Environmental Impact Statement - 2015

PurposeThe purpose of the proposed ac on is to e ec vely and e ciently accommodate regional and local north-south travel demands in the study area of the western San Gabriel Valley and east/northeast Los Angeles, including the following considera ons:

• Improve the e ciency of the exis ng regional freeway and transit networks;• Reduce conges on on local arterials adversely a ected due to accommoda ng regional tra c volumes;• Minimize environmental impacts related to mobile sources

NeedThe need for the SR 710 North Study is based on considera on of the following factors: • Capacity, Transporta on Demand, and Safety - Lack of north-south transporta on facili es and overall conges on within the region • Modal Interrela onships and System Linkages - SR 110 and I-710 terminate within the study area without connec ng to other freeways • Social Demands or Economic Development - SR 710 is included in the SCAG 2012 RTP/SCS, FTIP and Metro’s LRTP • Environmental Factors - E ects related to mobile sources associated with conges on

Congestion on Local Streets Transit System Efficiency

Regional Transportation System

• Over half of the freeway system has LOS D or worse performance• The opera ons of the north-south freeways are worse than the east-west freeways• There will be even more LOS E/F (red) segments in 2035

• Freeway speeds are low and highly variable in LA County• The graph shows variability in speed along I-5

• The heaviest tra c (thick red lines) is almost all on north-south streets• The volume of tra c will further increase by 2035

• “Cut-Through Tra c” uses local streets for longer trips• Trips that both started and ended outside the study area were counted as “cut-through”• The analysis looked at tra c on 13 loca ons (see map) from LA to Duarte• About 1 in 8 trips is cut-through• Cut-through tra c will increase 15% by 2035

• Transit travel mes are high - even for rela vely short trips• The map shows travel mes on transit to Pasadena• The red areas are reasonably close to Pasadena but s ll can take 30 to 60 minutes or more on transit

Direc on of Tra c

North-South Freeways Level of Service (Exis ng)

East-West FreewaysLevel of Service (Exis ng)

LOS C or be er40% LOS D

23%

LOS E or F37%

LOS C or be er53% LOS D

24%

LOS E or F23%

The map shows the intensity of tra c on local streets

SR 710 North Study Area

Freeway System Efficiency

Attachment A


Alterna ves OverviewState Route 710 North Study


MILES210 4 6 N

Existing FreewayMetro Rail

Class III Bike Routes

Existing Road

Railroad/MetrolinkCity Boundary

Legend

1. No Build 2. Transportation System Management/Transportation Demand Management (TSM/TDM)

3. Bus Rapid Transit (BRT) 4. Light Rail Transit (LRT) 5. Freeway Tunnel

MILES210 4 6 N

Existing FreewayMetro Rail

Signal Optimization

Transit Signal Priority

Traffic Signal Synchronization

Existing Road

Railroad/MetrolinkCity Boundary

Legend

MILES210 4 6 N

• Signal synchroniza on• Signal op miza on

• Transit signal priority• Arterial changeable message signs

• Speed data collec on system

• 17 intersec on improvements• 7 local street segments

• Modify Fair Oaks/SR 110 Interchange• Extend St. John from Del Mar to California

• Valley to Mission Connector

• Pedestrian and bike facility enhancements to support access to transit

• Consistent with local agency plans

• Expanded peak period exis ng bus service• 10 minutes headway during peak hours

The No Build Alterna ve includes transporta on improvement projects inside and outside the Study Area, including all projects in the Southern California Associa on of Governments (SCAG) Regional Transporta on Plan (RTP) programmed to be completed by 2035. Including these projects is required by state and federal laws to demonstrate that the SR 710 North Study need s ll exists even if these projects are completed. For detailed informa on on proposed projects under the SCAG RTP, go to h p://rtpscs.scag.ca.gov.

• Preliminary Cost Es mate: $105 M (in 2014 dollars)

See display maps for more details

Local Street and Intersec on Improvements

ITS Improvements Transit Re nement

Legend

Ac ve Transporta on

• High-speed, high-frequency service between East Los Angeles and Pasadena• 12-mile corridor; 17 stops• Mixed- ow and exclusive lanes (single and both direc ons)• 10 minutes during peak hours and 20 minutes during o -peak• Replaces exis ng Route 762• Ameni es included to a ract riders• Two bus feeder services - Connects to El Monte Bus Sta on - Connects to Commerce and Montebello Metrolink Sta ons• Preliminary Cost Es mate: $241 M (2014 dollars) - Includes $102 M for TSM/TDM improvements

• Between East Los Angeles and Pasadena• 7.5-mile passenger rail line on dedicated guideway - Includes 3 miles of aerial segment and 4.5 miles of tunnels - 3 aerial and 4 underground sta ons• The tunnels are expected to be constructed using pressurized-face Tunnel Boring Machines (TBMs) - Two approximately 20-foot diameter tunnels - Tunnels would be advanced from south end• Design including safety elements follows Metro guidelines• Two bus feeder services - Connects to El Monte Bus Sta on - Connects to Commerce and Montebello Metrolink Sta ons• Preliminary Cost Es mate: $2,420 M (2014 dollars) - Includes $52 M for TSM/TDM improvements

• 6.3-mile route connec ng I-10 and I-210 - 4.2 miles of bored tunnel - 0.7 mile of cut-and-cover tunnel - 1.4 miles of at-grade segments - Approximately 60-foot tunnel diameter(s)• The tunnels are expected to be constructed using pressurized-face TBMs• Design and safety elements based on Caltrans and Na onal Fire Protec on Associa on guidelines• Ven la on structures provided near north and south portals - No intermediate ven la on structures• Opera ons and Maintenance Control (OMC) Building provided at both portals - Will house rst responders 24/7• Preliminary Cost Es mate: - Single Bore: $3,150 M (2014 dollars) - Dual Bore: $5,650 M (2014 dollars) - Includes $50 M for TSM/TDM elements

Attachment A


Tunnel Design Considera onsState Route 710 North Study


Many large-diameter tunnels have been excavated successfully around the world. Many of these shown have used similar tunneling and excava on technologies as those proposed on the tunnels being considered in this study.

The Tunnel Systems Fire Life Safety (FLS) components in both the Freeway and LRT Alterna ves will comply with all federal, state and local requirements including but not limited to the Na onal Fire Protec on Associa on Codes 101, 130 and 502 as well as Caltrans and Metro standards. These systems are installed to provide convenient and safe opera on of the tunnel environment, especially for re protec on in case of emergencies. Some examples of the tunnel systems as well as the FLS considera ons are shown below.

Pressurized-face Tunnel Boring Machines (TBMs) are rou nely used to reduce the risk of ground loss during excava on. These TBMs provide ac ve ground control at the face of the excava on, which controls face losses. To control shield losses, pressure can be maintained over the length of the shield by injec ng bentonite grout. Back ll grout injected into the annular space between the excavated ground and the lining will control tail losses. Ac ve real- me monitoring consis ng of an onboard monitoring system as well as geotechnical instrumenta on is typically used to monitor ground movements during excava on. If necessary, addi onal mi ga on measures may be required such as compensa on grou ng to control se lement.

Opera ons and Maintenance Control (OMC) Buildings and Communica on Systems• Co-loca on of rst responders• Voice communica on: phone, radio, public address system• Tra c detec on (Freeway Alt)• Train loca on (LRT Alt)• Ligh ng

Ven la on System• Jet fans• Exhaust fans• Air ltering• Air monitoring• Fire detec on and suppression system

Fire Life Safety Systems• Fixed re gh ng system• Standpipes and hoses• Fire ex nguishers

The LRT and Freeway tunnel alterna ves cross poten ally ac ve faults. Depending on the magnitude of fault o set, there are various approaches to address fault crossing design such as u lizing an oversize vault or a exible lining to accommodate expected fault o set/movement. A similar approach was used on Metro’s Red Line tunnels traversing the Hollywood Fault in the Hollywood Hills.

SEE NOTE 1

DETAIL

Note 1:One feasible concept is to use a robust composite steel lining in the an cipated fault zone, allowing for addi onal space for the fault o set to be accommodated.

Tunnel Name Country Approximate Diameter (feet)

Brisbane Legacy ,ailartsuAyaW Brisbane 40

Brisbane Clem Jones ,ailartsuAlennuT Brisbane 40

Brisbane Airport Link East-West Tunnel Australia, Brisbane 41

New Lower Inn Valley ,airtsuAyawliaR Münster 43

,airtsuAgnilhcsreP Vienna 43

Niagara ,adanaClennuT Ontario 47

Qianjiang Under River ,anihClennuT Hangzhou 51

Guangzhou-Shenzhen-Hong Kong Express Rail Link China, Hong Kong 43

Jinping-II Hydropower Sta on Tunnels China, Jinping 41

Nanjing Yangtze River Crossing China, Nanjing 49

Weisan Road ,anihClennuT Nanjing 49

Bund ,anihClennuT Shanghai 47

Yingbinsan Road ,anihClennuT Shanghai 47

Shangzhong Road Subaqueous Tunnel China, Shanghai 49

Jungong Road Subaquueous Tunnel China, Shanghai 49

Hongmei Road ,anihClennuT Shanghai 49

Shanghai Changjiang/Chongming Yangtze River Tunnel China, Shanghai 51

4th Elbe River ,ynamreGlennuT Hamburg 47

Galleria ,ylatIovrapS Sparvo 51

Valsugana Trento ,ylatIdroN Trento 40

Trans Tokyo Bay Highway Tunnel Japan, Tokyo 46

Tokyo ,napaJorteM Tokyo 47

Stormwater Management and Road Tunnel (SMART) Malaysia, Kuala Lumpur 43

Groene Hart 94sdnalrehteNlennuT

Waterview Connec on Auckland New Zealand, Auckland 47

Slowacki Tunnel ,dnaloPksnadG Gdansk 41

Silver Forest Tunnel (Silberwald) Russia, Moscow 47

Tunnel Name Country Approximate Diameter (feet)

Sochi Road Tunnel No. ,aissuR3 Sochi 43

Barcelona Metro Line ,niapS9 Barcelona 40

Tuneles Urbanos de ,niapSanoriG Girona 40

M-30 By-Pass Sur ,niapSetroNlenúT Madrid 50

Seville SE-40 Highway ,niapSslennuT Seville 46

Adler ,dnalreztiwSlennuT Basel 41

Biel East ,dnalreztiwShcnarB Biel 41

Tunnel de ,dnalreztiwSeruB Bure 41

Zurich-Thalwil Zimmerberg Base Tunnel Switzerland, Zurich 40

Eskisehir Köseköy / Tunnel ,yekruT62 Basköy 45

Istanbul Strait Road Tube Crossing Turkey, Istanbul 45

Port of Miami ,ASUlennuT Miami 42

to the two

Global Large Diameter Tunnels Fault Crossing Concepts

Tunnel Systems & Fire Life Safety Considerations Settlement Control

Loca on Tunnel

Loca on Map showing area faults in rela on to the two Tunnel Alterna ves

TYPICAL SECTION

SPECIALSEISMIC SECTION

SHADED AREA CANACCOMMODATE HORIZONTALAND VERTICAL OFFSET

Metro Red Line Tunnel through Hollywood Fault Zone.

Emergency Exits/Evacua on• Emergency egress walkways• Motorist/passenger aid sta on• Cross passages (LRT and Dual Bore only)

TBM ShieldTBM ShieldTBM Shield Tunnel LiningTunnel LiningTunnel Lining

When necessary, provisions forcompensa on grou ng understructures

Control Tail Losses:Immediate Installa onof Gas and Waterproof

Lining with Back llGrou ng of any Voids

Control Face Losses:Ac ve Face SupportPressure to MaintainExcava on Stability

Con nuous On-Board Monitoring of Data inside TBM

Real TimeGround andStructureMonitoring

Grout Supply Line

TBM Shield Back ll Grout

Water pressureand earth load

Tunnel LiningTunnel LiningTunnel Lining

Attachment A


Tra c Analysis OverviewState Route 710 North Study


DEIRSec on

3.5

• Regional (6 coun ver g San Bernar o rang Ventura)

rea

• Northea n reewa etworkv ne rea

nterca

f terna ve f na ect r

Regional and Study Area Pa erns (Travel Forecas

System• VMT • Thr• Trav (art reewa• Thr o n

Highway• V rv• Tra ver to local art

t f• Trav rov nt

Transit• New tr• Tr re

r r• Tr

Freeway and Inter ysis(Tra ra y

vel of Service ( a nterv reewa n

• De teria (2 t c rea re v

Multiple Traffic Analysis Study Areas

Two Types of Traffic Analysis

TTRSec on

4

TTRSec ons

5/7

Attachment A


Comparison of Alterna ves: Travel Forecas ngState Route 710 North Study


Addi onal roadway capacity a racts tra c from local streets(served by freeways).

Alternative/Variation

Loweris

better

Change in VMT (Study Area) vs. 2035 No BuildRegional VMT changes are near zero, as tra c is redistributed.

Loweris

better


Toll values ($4 and $1) are preliminary, based on those used for tra c analysis. These tolls were set to achieve op mized tra c volumes at high speeds, to maximize person-throughput. Re ned tolls (and revenues) would have to be determined in a future, formal “Tra c and Revenue” study.

Change in VMT (Region) 2035 No BuildStudy area travel me (VHT) drops as more roadway capacity is added,

even though VMT increases.


Loweris

better


Change in VHT (Study Area) vs. 2035 No Build

All alterna ves serve more north-south travel.


Person Trips Passing East-West Screenline

Arterial tra c volume is reduced with the freeway tunnel compared to transit alterna ves.


Loweris

better

Volume Crossing Screenline (Arterials)

Addi onal freeway capacity serves more vehicle trips.

Toll values ($4 and $1) are preliminary, based on those used for tra c analysis. These tolls were set to achieve op mized tra c volumes at high speeds, to maximize person-throughput. Re ned tolls (and revenues) would have to be determined in a future, formal “Tra c and Revenue” study. Alternative/Variation

Higher is better

Volume Crossing Screenline (Freeways)Arterial VMT is reduced when freeway capacity is increased.



Loweris

better

Change in Arterial VMT (Study Area) vs. 2035 No Build

The percent of long (cut-through) trips on local streets is reduced up to half when freeway capacity is increased.



Loweris

better

Use of Study Area Arterials for Long Trips

Linked transit trips (a measure of addi onal use of transit) is highest for the LRT.The bus service improvements with the TSM/TDM provide bene ts for all alterna ves.


Higher is better

Change in Linked Transit Trips (Study Area) vs. 2035 No Build

North-south transit travel in the study area is approximatelythe same for all alterna ves.

Toll values ($4 and $1) are preliminary, based on those used for tra c analysis. These tolls were set to achieve op mized tra c volumes at high speeds, to maximize person-throughput. Re ned tolls (and revenues) would have to be determined in a future, formal “Tra c and Revenue” study. Alternative/Variation

Higher is better

Transit Travel Across the Screenline

VMT/

VHT

Arte

rials

North-South Travel

Tran

sit


Vehicle Miles Traveled (VMT) is the total of all vehicle trips on all roads in the area of interest. It captures the total amount of travel by cars, trucks, and other vehicles on the road. It is important for assessing tra c, air quality, noise, and energy impacts.

“Linked transit trips” is the way to determine the addi onal number of new transit riders – people who elect to use transit services instead of another way to travel.

Vehicle Miles Traveled (VMT) is the total of all vehicle trips on all roads in the area of interest. It captures the total amount of travel by cars, trucks, and other vehicles on the road. It is important for assessing tra c, air quality, noise, and energy impacts.

Vehicle Hours Traveled (VHT) is the total me spent on the road by vehicles on all roads in the area of interest. It captures the me spent by the drivers (not passengers) of cars and trucks. It is important for assessing tra c, air quality, noise, and energy impacts.

The tra c model was used to es mate how many “long trips” in the study area are cu ng through on arterials (local streets in Alhambra, South Pasadena, and Pasadena). “Long trips” both start and end outside of the study area.

The project Purpose and Need focuses on north-south travel in the SR 710 corridor. To assess north-south travel, the model used a de ned east-west screenline, illustrated in the map below. The graphs around the map provide data on the number of person trips (in cars and transit vehicles), tra c volumes, and transit passengers crossing the screenline.

Attachment A


Key Findings - Community Impact AssessmentState Route 710 North Study

• Incons General Plans; amendments required

•

•

0

10

20

30

40

50

60

70

TSM/TDM BRT LRT FWY (single) FWY (dual)

Business Acquisitions

PartialAcquisitions

FullAcquisitions

Bus

ines

s A

cqui

sitio

ns

Land Use

• Adverse impacts to community character and cohesion from the displacement of 15 neighborhood-oriented businesses along Mednik Avenue

• No adverse impacts to community character and cohesion

Community Character and Cohesion

Environmental Justice

• The study area is largely built out• No new access to undeveloped or underdeveloped areas

Property or sales tax losses would occur as a result of property

Growth

Property and Sales Tax

Property Acquisition

Relocations and Displacements

$0

$10,000

$20,000

$30,000

$40,000

$50,000

$60,000

$70,000

$80,000


Reve

nue

Loss

Property and Sales Tax Revenue Loss

Annual Property TaxRevenue Loss

Annual Sales TaxRevenue Loss

0

100

200

300

400

500

600

700

800

0

10

20

30

40

50

60

70

80

TSM/TDM BRT LRT FWY (single) FWY (dual)Em

ploy

ee D

ispl

acem

ents

Busi

ness

Rel

oca

Business Reloca s and Employee Displacements

BusinessReloca ns

EmployeeDisplacements

Cascades Park - Monterey Park

Attachment A


Key Findings - Community Impact AssessmentState Route 710 North Study


Employment / Fiscal Impacts

Parking Impacts

Construc on of the Build Alterna ves would result in the crea on of construc on jobs and the genera on of employment earnings:

The opera on and maintenance of the Build Alterna ves would result in the crea on of jobs and the genera on of annual employment earnings:

The poten al temporary and permanent parking losses for each of the Build Alterna ves are displayed below:

0

200

400

600

800

1000

1200

1400


Operation/Maintenance Jobs

Operation/Maintenance Jobs

Num

ber

of J

obs

(Per

son

Yea

rs)

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000


Construction Jobs

ConstructionJobs

Con

stru

ctio

n Jo

bs(P

erso

n Y

ears

)

$0

$5

$10

$15

$20

$25

$30

$35

$40

$45

$50


Annual Operation/Maintenance Employment Earnings

Annual Operation/MaintenanceEmploymentEarnings

Em

ploy

men

t Ear

ning

s(M

illio

ns)

$0

$500

$1,000

$1,500

$2,000

$2,500

$3,000

$3,500

$4,000


Construction Employment Earnings

ConstructionEmploymentEarnings

Em

ploy

men

t Ear

ning

s(M

illio

ns)

0

50

100

150

200

250


Num

ber o

f Par

king

Spa

ce L

osse

s

Temporary Parking Space Loss

Temporary

0

200

400

600

800

1000

1200


Num

ber o

f Par

king

Spa

ce L

osse

s

Permanent Parking Space Loss

Permanent(All Hours)

Permanent(Peak Period)

Attachment A


Key Findings - Visual, Noise and Vibra onState Route 710 North Study


Visual

Visual Simulations

Noise

Ground-borne Noise and Vibration

TSM/TDM Alterna ve:• Minor physical changes or visible impacts to the environment• A minimal increase in ligh ng in exis ng business and residen al areas• Limited changes in glare from changes in tra c control cycles and addi onal travel lanes• No shade or shadow e ects• Approximately seven recommended noise barriers that may result in a low to high visual impact

LRT Alterna ve:• Noise barriers may result in a low to moderate visual impact• Moderately low permanent visual impacts on key views• Low permanent impacts related to light, glare, and shade and shadows

• FHWA Noise Abatement Criteria (NAC) and FTA Criteria used to determine when a noise e ect would occur

Receptors approaching and exceeding NAC or FTA criteria prior to abatement:• 27 receptors (TSM/TDM Alterna ve)• 9 receptors (BRT Alterna ve)• 12 moderate impact receptors (LRT Alterna ve)• 5 severe impact receptors (LRT Alterna ve)• 66 receptors (Freeway Tunnel Alterna ve [Single-Bore])• 75 receptors (Freeway Tunnel Alterna ve [Dual-Bore])

LRT Alterna ve:• Poten al opera onal ground-borne noise and vibra on impacts to 450 residen al buildings and 1 commercial o ce building• No ground-borne noise and vibra on impacts with implementa on of standard vibra on control measures

Other Alterna ves:• No impacts associated with ground-borne noise and vibra on from the opera on of the other Build Alterna ves

BRT Alterna ve:• Minimal increase in ligh ng and glare• Minor new shade and shadow e ects at new bus stops and signage• Low permanent visual impacts on key views• Approximately three recommended noise barriers may result in a moderate to moderately high visual impact

Freeway Tunnel Alterna ve:• Moderately low to moderate visual impacts on key views• Minimal vehicle headlight glare from new non-tunnel segments built below the exis ng grade level• Minimal shade and shadow impacts• Approximately ve recommended noise barriers for the dual-bore design varia on may result in moderate to high visual impacts• Approximately three recommended noise barriers for the single-bore design varia on may result in moderate to high visual impacts

See display maps for exhibits of visual simulations.

See display maps for locations of recommended noise barriers.

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sreirraB esioN fo rebmuN

Recommended Noise Barriers

RecommendedNoise Barriers forthe BuildAlternative*

*IncludesRecommendedNoise Barriers for the TSM/TDM Improvements

Proposed Bus Rapid Transit (BRT) Lane at 245 Fair Oaks Avenue in South Pasadena

Light Rail Transit crossing the I-10 Freeway LRT maintenance yard at Valley Blvd. Freeway Tunnel proposed northern portal Freeway Tunnel proposed southern portal

Attachment A


Key Findings - Cultural Resources and PaleontologyState Route 710 North Study

• No adverse e ect




limits. The loss of paleontological resources depending on the type of TBM used would be considered a permanen cant,

• Minor ground disturbance•

• • Fossil recovery during tunnel boring would be limited

Paleontology

Cultural Resources

4777 Cesar E. Chavez AvenueFair Oaks Avenue

Rialto Theater, South Pasadena 330 S. Fair Oaks, Pasadena

Sequoyah School, Pasadena 4777 S. Cesar Chavez, Los Angeles

Attachment A


Key Findings - Natural Environment StudyState Route 710 North Study


Natural Communities Wetlands

Animal Species

Threatened and Endangered Species

Plant Species

TSM/TDM, BRT, and LRT Alterna ves:• No permanent impacts on sensi ve natural communi es

Freeway Tunnel Alterna ve:• Permanent direct impacts to ~1.09 acres of riparian habitat

TSM/TDM, BRT, and LRT Alterna ves:• No impacts to wetlands or other waters

Freeway Tunnel Alterna ve impacts to non-wetland waters:• ~0.06 acres of permanent impacts (single-bore)• ~0.5 acres of permanent impacts (dual-bore)

All Build Alterna ves:• Disturbed/developed community - Poten al suitable habitat for the San Bernardino ring-necked snake

TSM/TDM, BRT, and Freeway Tunnel (Single and Dual-Bore) Alterna ves:• Nonna ve grasslands - Poten al habitat for milkweed plants required for monarch bu er y breeding - Poten al suitable habitat for western spadefoot toad and San Bernardino ring-necked snake

LRT and Freeway Tunnel (Single and Dual-Bore) Alterna ves:• Nonna ve woodlands (LRT and Freeway Tunnel) - Poten al to contain eucalyptus trees with winter roos ng aggrega ons of adult monarch bu er ies

All Build Alterna ves:• Townsend’s big-eared bats Temporary indirect impacts through habitat loss at bridge widenings Temporary indirect impacts to foraging bats during nigh me construc on

LRT and Freeway Tunnel (Single and Dual-Bore) Alterna ves:• Riparian obligate bird species Limited indirect temporary impacts due to proximity of poten al nonbreeding riparian habitat to construc on ac vi es

TSM/ TDM BRT LRTTrees protected by local tree ordinances

No impact 136 removed 21 removed 84 removed

Southern California black walnut

No impact No impact No impact Permanent impact to 1 tree located ~4 feet from the permanent impact area

Impacts to one Coulter’s goldfields population

No impact No impact Indirectpermanent edge effects

Permanent direct impacts

Freeway Tunnel(Single and Dual-Bore)

Townsend’s big-eared bats

Riparian system under overpass

San Bernardino ring-necked snake

Del Mar Pump Station

Attachment A


Key Findings - Floodplains, Water Quality, Energy, Hazardous Waste, Geology and SoilsState Route 710 North Study


All of the Build Alterna ves would poten ally:• Encounter hazardous materials during disturbance of soils and demoli on of exis ng structures• Result in impacts from hazardous materials associated with a number of proper es that require Phase II Site Inves ga ons

Compared to 2035 No Build Condi on in study area:TSM/TDM Alterna ve• Opera on: No change• Maintenance: 0.3% increase

BRT Alterna ve• Opera on: No change• Maintenance: 0.3% increase

LRT Alterna ve• Opera on: 0.7% decrease• Maintenance: 0.2% increase

Freeway Tunnel Alterna ve• Opera on: 0.7-1.0% decrease (Single-Bore)• Opera on: No Change (Dual-Bore)• Maintenance: 0.6-1.6% increase (Single and Dual-Bore)

TSM/TDM, BRT, and LRT Alterna ves:• No oodplain encroachments

Freeway Tunnel Alterna ve:• Encroachment in the Laguna Regula ng Basin oodplain (Single and Dual-Bore) - Nominal reduc on of the oodplain boundary - No increase in water surface eleva on• Encroachment in the Dorchester Channel oodplain (Dual-Bore) - Nominal reduc on of the oodplain boundary - Minor increase in water surface eleva on

SubjectProperty No. Facility Alternative(s) Affected

1 BRT

2 BRT, LRT, TSM/TDM (I-10)

3 TSM/TDM (Other Road Improvement T-1)

4 BRT, LRT

5 LRT

6

Hazardous Waste

Energy

TSM/TDM

BRT LRT FreewayTunnel

construction

LowPotential

LowPotential

Low to ModeratePotential

Low to ModeratePotential

Yes Yes Yes Yes

above and adjacent to tunnel

N/A N/A LowPotential

LowPotential

TSM/TDM BRT LRT

Freeway Tunnel

Single-bore Dual-bore

3.8 ac 1.12 ac 16.5 ac 1.7 ac 13.5 ac

Area treated by BMPs 12.0 ac 37.0 ac 16.5 ac 90.0 ac 95.0 ac

Increase in impervious surface

Floodplains

Water Quality

Geology and Soils

Former Circle K Stores

Fashion Master Cleaners

Railroad ROW

Elite Cleaners

Blanchard Landfill

Mercury Die/ Mission Corrugated

LRT, Freeway Tunnel (Single and Dual-Bore), TSM/TDM

(Other Road Improvement T-1)

Potential for naturally occurring oil or gas encountered during

Potential to experience fault rupture, seismically-induced ground motion, liquefaction, and/or landslides

Potential for ground settlement and differential settlement

ac=acres

Attachment A


Key Findings - Air QualityState Route 710 North Study


2020/2025 Opening Year• The regional criteria pollutant emissions for the No Build and all of the Build Alterna ves are lower than the Exis ng (2012) condi on emissions. The reduc on ranges from 4 percent for PM10 to 59 percent for carbon monoxide (CO).• When compared to the 2020/2025 No Build condi ons, the change in regional criteria pollutant emission is very small. The change in emission ranges from decrease of 1.9 percent for reac ve organic gases (ROG) to an increase of 1.4 percent for PM10.

2020/2025 Opening Year

2035 Horizon Year• With the excep on of PM10 for the dual-bore tunnel alterna ve varia ons, the regional criteria pollutant emissions for the No Build and all of the Build Alterna ves are lower than the Exis ng (2012) condi on emissions. The reduc on ranges from 0.6 percent for PM10 to 66 percent for CO. The largest increase in PM10 is 0.3 percent.• When compared to the 2035 No Build condi ons the change in regional criteria pollutant emission is very small. The change in emissions ranges from a decrease of 1.7 percent for ROG to an increase of 1.7 percent for PM10.

2035 Horizon Year

• The Build Alterna ves would not result in any exceedance of the 1-hour or 8-hour CO standards• The maximum PM2.5 and PM10 concentra ons within the project area are associated with the No Build Alterna ves• Through interagency consulta on, the TSM/TDM, LRT, and BRT Alterna ves were determined not to be Projects of Air Quality Concern (POAQC)• Addi onal PM analyses will be conducted for the Freeway Tunnel Alterna ve if it is iden ed as the preferred alterna ve

Air Quality

Transportation Conformity

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80,000

100,000

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2020 Opening Year

CO

ROG

NOx

PM10

PM2.5

0

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40,000

60,000

80,000

100,000

120,000

140,000

2012 Existing No Build (2025) LRT FWY (single)with Tolls

FWY (single)with Tolls and

No Trucks

FWY (single)with Tolls andExpress Bus

FWY (dual) NoTolls

FWY (dual) NoTrucks

FWY (dual)With Tolls

CO

ROG

NOx

PM10PM2.5

0

20,000

40,000

60,000

80,000

100,000

120,000

140,000

2012 Existing No Build(2035)

TSM/TDM BRT LRT FWY (single)With Tolls

FWY (single)With Tolls

and NoTrucks

FWY (single)With Tolls

and ExpressBus

FWY (dual)No Tolls

FWY (dual)No Trucks

FWY (dual)With Tolls

2035 Horizon Year

COROGNOxPM10

PM2.5

2025 Opening Year

Proj

ect S

tudy

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Attachment A


Key Findings - Health Risk Assessment and Climate ChangeState Route 710 North Study

future years

Build vs No Build Cancer Risk Impact Overview

• Localized cancer risk increases in small areas

TSM/TDM, BRT, and LRT:

of vehicle travel routes

highways, when compared to TSM/TDM, BRT, and LRT• Localized impacts are mostly near SR 710/I 210 and SR 710/I-10 interchanges and the portals

Small decrease in regional carbon dioxide (CO2) emissions during

Climate Change

Health Risk Assessment

Freeway Tunnel (Single-Bore) with Express Bus

Freeway Tunnel (Single-Bore) with Toll without trucks

Freeway Tunnel (Single-Bore)

Freeway Tunnel (Dual-Bore)

Freeway Tunnel (Dual-Bore) Freeway Tunnel (Dual-Bore) without tolls without trucks

0 5000 10000 15000 20000(meters)

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Freeway Tunnel (Single and Dual-Bore)

TSM/TDM, BRT, LRT

8,400

8,600

8,800

9,000

9,200

9,400

9,600

9,800

10,000

10,200

10,400

2012 Existing 2035 No Build TSM/TDM BRT LRT FWY (single)with Tolls

FWY (single)with Tolls and

No Trucks

FWY (single)with Tolls andExpress Buses

FWY (dual)No Tolls

FWY (dual) No Trucks

FWY (dual)with Tolls

2035 GHG Emissions (CO )2

CO2

Proj

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tudy

Are

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/day

)

Attachment A


Construc on ac vi es have a poten al to spread invasive species

Temporary indirect energy impacts result from the manufacture of vehicles that operate on the project and project construc on.

Energy

Invasive Species

All Build Alterna ves:• Construc on-related e ects on exis ng land uses - Business and neighborhood disrup ons - Disrup on of local tra c pa erns - Disrup on of access to homes and businesses - Increased tra c conges on, noise, vibra on• Use of privately owned proper es for temporary construc on easements (TCEs)

Haul Routes

Poten al haul routes for the LRT tunnel and sta on excava ons

Poten al haul route for the Freeway Tunnel Alterna ve North Portal (Single and Dual-Bore)

Short-term degrada on of air quality may occur due to the release ofpar culate emissions (airborne dust) from construc on ac vi es such as excava on, grading, and hauling

All Build Alterna ves:• Temporary noise and ground-borne vibra on impacts associated with construc on

LRT and Freeway Tunnel (Single and Dual-Bore) Alterna ves: • Short-term ground-borne noise and vibra on from: - Tunnel excava on - Supply and muck train movements - Excava on and construc on of tunnel portal and underground sta ons

• Temporary impacts to community character and cohesion from air quality, noise, tra c/access, and/or parking e ects to community facili es within 500 feet of the Build Alterna ves• Construc on tra c impacts would include minor temporary lane restric ons to overnight closures and detours• Hauling excavated materials from tunnel boring using freeways and/or rail - LRT sta on excava on would use local streets• Increase in person-year jobs and employment earnings

Temporary Construc on Easements (TCEs):

Freeway Tunnel Alterna ve (Single and Dual-Bore):• Construc on ac vi es would encroach in the Laguna Regula ng Basin • Land and vegeta on would be cleared, exposing soil to the poten al for erosion and downstream transport of sediments to occur

Freeway Tunnel Alterna ve (Dual-Bore):• Construc on ac vi es would encroach in the Dorchester Channel

Poten al for previously undocumented cultural resources or humanremains to be unearthed during site prepara on, grading, or excava on

• Low poten al for soil se lement• Poten al for naturally occurring gas to be encountered• Dewatering required for the LRT and Freeway Tunnel (Single and Dual-Bore) Alterna ves

• Poten al release of hazardous materials such as lead and asbestos-containing materials (ACMs) during soil disturbance and demoli on• Phase II Site Inves ga ons required for 6 proper es

Land Use

Community Impacts

Cultural Resources

Geology and Soils/Hydrology

Hazardous Waste/Materials

Air Quality

Noise and Vibration

TSM/TDM BRT LRT Freeway Tunnel Single-Bore Dual-Bore

TCEs 16 parcels 36 parcels 13 parcels 52 parcels 47 parcels

Construc on energy in Bri sh Thermal Units (BTUs) in billions:

TSM/TDM BRT LRT Freeway Tunnel Single-Bore Dual-Bore

BTUs 33,600 55,300 422,000 523,000 926,000

Key Findings - Construc on Impacts


State Route 710 North Study

Hydrology and Floodplain

Attachment A


1

Transit – Building out the area’s rapid transit network (particularly some missing north-south options) will make car ownership an option rather than a necessity – potentially improving life quality and household finance.

Active Transportation – Every trip starts by walking, and the people of this community deserve to be able to walk safely and comfortably. What better use of dollars is there than those spent to reduce injuries and deaths while taking cars off our congested roads?

Managing Demand – Sometimes it costs less to convince people not to drive than it does to accommodate driving with more road construction. Five-Hundred Million well spent dollars can take more cars off the roads than could be carried on a comparably priced new facility.

Congestion – While spending to create more choice, we can’t lose sight of the fact that sometimes you just need to drive. Dollars spent smartly can help make those drives less miserable without encouraging the development sprawl that can result from less focused projects.

The San Gabriel Valley is an area of diverse cities and neighborhoods that trace the history of Southern California. New homes mingle with historic downtowns and educational institutions to create a lively sub-region. All of that activity, however, creates demand for ever-increasing mobility and access. The economic might of our region means we will continue to have opportunities to invest in transportation. Doing so in ways that serve our economy and environment, while supporting our health and quality of life, will require sound decisions. This initiative is a starting point that changes the conversation to focus on the transportation needs of the area and the opportunities that may be explored by the local community as they develop their vision for community mobility.

SUMMARY

NEW INITIATIVE FORMOBILITY AND

COMMUNITYwww.nelsonnygaard.com

Attachment B


2

For many years, the idea of a 710 freeway connection has been misleadingly touted as a solution to the transportation woes of the San Gabriel Valley. The publication of the 710 Environmental Impact Report has made clear, however, that this 50-year old project is no solution. It does not help a community craving transit access. It does not address east-west mobility problems. It prohibits trucks, bikes, pedestrians and charges tolls for cars. Perhaps most importantly, it will consume all of the available financial resources for this area. Problems with the tunnel proposal include:• The tunnel does not “pay for itself” through

tolls as some have asserted.• According to the EIR, the tunnel does not

address congestion issues in Alhambra.• The tunnel bypasses the very destinations

people want to go to.

The San Gabriel Valley is a community of diverse people, with widely varying commute patterns. Employees need to make short commutes to Pasadena and long commutes to Burbank (Metro has found that 70 percent of study area vehicle trips start and end within the San Gabriel Valley). Students attending Cal State LA and East LA College need ways to make short commutes to school. Communities need to be able to walk safely to transit and want to be able to invest in ways that can improve air quality.

The set of ideas outlined in the pages that follow are intended as a starting point for the development of a real, community-based transportation vision. This is a compilation of many good ideas that have emerged from community and agency processes over the years. This diverse set of solutions should be refined based on community input and community needs in order to accommodate community aspirations. A community-based solution represents the best investment of our transportation dollars to connect and create community in the San Gabriel Valley.

DIVERSE COMMUNITY, DIVERSE SOLUTIONS

Analysis by Metro indicates the greatest population growth in the San Gabriel Valley will be in Pasadena - a community that has passed a resolution against 710 tunnel.

The addition of a 710 freeway linkage could bring the same level of environmental risk to local residents as that faced by residents in corridors such as I-605.

It strains credibility that, despite holding scores of public open houses filled with community comment, no changes of substance have been made to any of the alternatives under evaluation. The 710 tunnel is not a community solution.

Attachment B


3

This vision of reconnected streets supporting redevelopment would bridge the gap between downtown and West Pasadena.

THE NORTH STUB

OPTION A: FILL THE DITCH

OPTION B: RETAIN CURRENT GRADES

QUICK COMPARISON

East-West Connections

Reducing Traffic Impacts

Developable Land

Grade Issues for Buildings

Grade Issues for Access

Maintaining Bridges

Front/Back/Servicing

Civic Open Space Plan

Costs

MORE VALUE

X

+++++

++? ?

For fifty years this community has been held hostage to the wrong-headed idea of a freeway extension – an idea which has precluded all sensible solutions. Allowing these “complete street” connections to happen would improve access and reconnect neighborhoods as the land relinquished by Caltrans is put back into productive use.

As an example of the kind of solution that can be developed from the grass roots community, this vision of Pasadena’s future stands in stark contrast to the 710 tunnel envisioned by planners (not influenced by community input).

Attachment B


4

The 710 freeway stub north of the 10 is over-scaled, and dumps all its traffic onto Valley Blvd, creating a congestion bottleneck. Converting the freeway into a boulevard allows us to solve its traffic problems by providing direct access to Cal State LA, and a 2-lane complete street connection to Alhambra Ave/Mission Rd, allowing traffic to be distributed into the arterial grid while protecting residential neighborhoods. A complete street connection through the emerging “Biotech Triangle” can reduce traffic at Fremont/Mission and cut-though along Concord Ave.

These changes also allow the restoration of Arroyo Rosa de Castilla, the year-round creek that runs alongside and under the 710, and the creation of over 30 acres of new parklands, three regular soccer fields, and a 2.5 mile bike path connecting Alhambra, El Sereno, and South Pasadena.

The boulevard also allows the creation of a new front door for Cal State LA, including 6.7 acres of flat, developable campus land.

Changing the disconnected south 710 Freeway stub into a connected boulevard would free up space for Cal State LA campus expansion, more efficiently disperse area traffic, provide space for premium transit including the opportunity to expand Dash service to El Sereno and Cal State LA. Perhaps more importantly it would connect communities, provide needed greenspace.

Campus Gateway : 15.5 AcresNet New Campus Land:6.7 Acres

South Park : 15.4 Acres

Middle Park : 9.8 Acres

North Park : 6.9 Acres3 Regular Soccer Fields

1.0 Mile Creek Daylighting1.8 Miles Creek Restoration

New street connection to Fremont St

2.5 Mile Bike Path from Fremont St to Cal State LA Metrorail

New Rapid Bus:- Pasadena- South Pas - Alhambra- Cal State LA - East LA College - Atlantic - 3 Metrolink Lines - Gold Line - Green Line- El Monte Busway

THE SOUTH STUB

New Rapid Bus

Restored Aroyo Rosa de Castilla

Golden Eagle Boulevard Complete Street

Bike Path

LEGEND

Attachment B


5

CONGESTION RELIEFDISAPPEARING TRAFFIC By replacing the freeway stub with a connected local street, “Golden Eagle Boulevard” would allow drivers to reach their destinations sooner – reducing traffic on the northern connector so much that a two-lane complete street (potentially ending in a traffic calming roundabout) could handle the reduced traffic. Measure R tax money was set aside for improvements to this corridor, but has gone unused so that the idea of a tunnel wouldn’t be harmed. The citizens have already paid the taxes – it’s time to get the benefit.

SCALE OF GOLDEN EAGLE BLVD/ MISSION RD

Cal State LA Traffic

Forced onto Valley Blvd Many circuitous movements create unnecessary congestion

CAL STATE LA TRAFFIC

SCALE OF GOLDEN EAGLE BLVD 45,000 VEHICLES PER DAY

Currently, a query to Google would send a driver on a round about trip to Cal State LA, adding miles to the roads and congestion to local streets.

Changing the Freeway stub to a connected street and adding a complete street link to Mission Road is the real solution to area congestion.

10

MISSION RD

VALLEY BLVD

CAL STATE LA

5,000

5,000

10,000

35,0

00

45,

00

0

10

MISSION RD

VALLEY BLVDVALLEY/ ALHAMBRA COMPLETE

STREET

CAL STATE LA

5,000

25,00

0

5,000

10,000

35,0

00

45,

00

0

VALLEY/

ALHAMBRA

COMPLETE STREET

Attachment B


6

Rebuilding the stub as a complete street would allow the restoration of the Arroyo Rosa de Castilla – a natural waterway that was piped and channelized to make room for the freeway stub. North Park :

6.9 Acres3 Regular Soccer Fields

1.0 Mile Creek Daylighting1.8 Miles Creek Restoration

Golden Eagle Blvd Connec-tion to Fremont

South Fremont

Biotech Triangle

The new street connection will provide a link between the University and the emerging “Biotech Triangle.” Connecting these minds to the investment outcomes of their thinking allows this cycle of creativity to happen in the San Gabriel Valley. The new network along “Golden Eagle Boulevard” can reduce traffic at Fremont/Mission and cut-through traffic along Concord Ave. The resulting complete street intersection on Mission will have such an manageable level of traffic entering that it could likely be handled by a single lane roundabout.

BIOTECH TRIANGLE

RESTORATION

Restoration of the Arroyo Rosa de Castilla will provide local residents with increased open space, beautiful vistas, opportunities for active mobility, areas for community gatherings and overall improved quality of life.

Attachment B


7

WALKING

700 estimated pedestrians are killed in California every year, the most of any state.

200 of those fatalities are in Los Angeles County alone.

5,000 collisions involving pedestrians, in an average year in LA. County

SUPPORTED BY ENHANCED PRIORITY CROSSINGS

23% California 14%

NationalIn 2014, 23% of those killed in car crashes in California were pedestrians – well above the national average of 14%.

This budget could improve safety for pedestrians throughout the San Gabriel Valley. Crossings of major arterials, accessibility improvements to intersections and dignified transit stops could all be achieved.

CAR CRASHES AND PEDESTRIANS IN CALIFORNIA

PEDESTRIAN FATALITIES IN CALIFORNIA COLLISIONS IN LA

23%

$25 M

Attachment B


8

This option would be different from the transit alternative shown in the EIR. Rather than a disruptive aerial structure, this would be a fast, surface, community-serving alternative.

This area’s great east-west transit connectivity could be supplemented by a north-south corridor that would connect both legs of the Gold Line, MetroLink’s San Bernardino, Riverside and Orange County Lines, the El Monte Busway, the Green Line and the Blue Line. In addition to all those transit linkages, activity centers along the line such as Huntington Hospital, Cal State LA, East LA College, St. Francis Medical Center and the communities of Bell, Maywood and Southgate and Long Beach would all become better connected. As ridership continues to grow, the community may explore the possibility of a light rail option that could further enhance the existing transit network.

NORTH-SOUTH CONNECTIONS

The community supports an enhanced, surface transit solution that connects to employment centers, recreational opportunities and educational institutions, not a disruptive aerial structure as proposed in the EIR.


This area’s great east-west transit connectivity could be supplemented by a north-south corridor that would connect both legs of the Gold Line, MetroLink’s San Bernardino, Riverside and Orange County Lines, the El Monte Busway, the Green Line and the Blue Line. In addition to all those transit linkages, destinations along the line such as Huntington Hospital, Cal State LA, East LA College, St. Francis Medical Center and the communities of Bell, Maywood and Southgate and Long Beach would all become better connected.

NORTH-SOUTH CONNECTIONS


Activity Centers

LEGEND

Attachment B


9

DEMAND MANAGEMENTCAN TDM SOLVE THE PROBLEM?

YESCOST

$500 M

VEHICLE TRIP REDUCTION ESTIMATE

20%33,600 TRIPS SAVED PER DAY

302,400 TRIPS SAVED PER YEAR

$73.00COST PER YEAR PER RIDER - MARGINAL

30 YEAR COST AT MARGINAL COST RATE

0 500000000 1000000000 1500000000 2000000000 2500000000

$498,960,000

CASE STUDY: CAL STATE LONG BEACH

RESULTS

LONG BEACH TRANSIT RIDERSHIP 07-08

TOTAL 84,000

CAL STATE LA STUDENTS

23,000

EAST LA COLLEGE

STUDENTS 35,000

PASADENA CITY COLLEGE

STUDENTS 26,000

CASE STUDY: Cal State Long Beach has offered unlimited free rides on Long Beach Transit to all faculty, staff and students since 2008, achieving great results.

98,860

1,114,709 LONG BEACH TRANSIT RIDERSHIP 09-10

1,015,849 ANNUAL RIDERSHIP INCREASE

COST PER AVOIDED TRIP

PER YEAR $0.52

ANNUAL PROGRAM COST

$525,000

Attachment B


10

WHAT CAN HAPPEN NOW?

Rosemead Boulevard is the main north-south street in the San Gabriel Valley, connecting the City of Rosemead to Temple City, East San Gabriel and East Pasadena. It is also served by Metro Lines 266 and 489, and a segment in Temple City features the region’s first protected bike lanes.

Remove the South Stub and build “Golden Eagle Boulevard,” including a connection to Mission Road, as a “complete street.” (bus lanes and separated bike path included)

$200 M

Rebuild street connections to stitch together the North Stub $95 M

Expanded DASH service to CalState LA $15 M

Add 30 safe, pedestrian arterial crossings, 10 miles of new sidewalks and build the planned network of bike lanes and paths within one mile of either side of the 710 alignment

$25 M

Deliver real Rapid Bus (Improved Route 762) north-south service to include greater frequency, longer hours, weekend service and some dedicated bus lanes

$170 M

$200 M

Transit passes for 10 years for students of Pasadena City Collage, Cal State LA and East LA Collage $170 M

FUTURE PHASES: Moving forward the sale of surplus Caltrans properties could generate up to an additional $250 million to fund effective approaches such as student transit passes in the corridor:

Attachment B


11

With an initiative such as Measure R2, the following projects can address the regional transportation issues throughout the area.

WHAT COULD HAPPEN WITH MORE FUNDING

Premium Transit to connect the network. Pasadena-Hollywood BRT and Valley Boulevard BRT.

$13 M

Metrolink upgrades to Burbank Airport and San Bernardino. Providing 30 minute all day service.

$400 M

Gold Level Active Transportation. Safe and comfortable bike and pedestrian networks throughout the Valley. $275 M

Extension of the Foothill and Eastside Gold Line. $2.3 B

Attachment B


12

NOHO-PASADENA

VALLEY

MISSING LINK

• North Hollywood to Pasadena BRT (including Burbank and Glendale)

• Valley Boulevard BRT (Downtown LA to El Monte Transit Center)

Rapid Bus Transit along the sub-region’s key corridors can connect communities that are a bit farther from the rail network. These corridors involve more than just buses. Improvements to transit stops/stations can assure that all riders have a safe and dignified experience. Improvement of sidewalk connectivity and quality can assure people can get to the system and safely cross streets at stations. Once the sidewalks are improved, consolidating stations can make the ride much faster and more reliable.

$13 M

PREMIUM TRANSIT CONNECTIVITY

As illustrated in this 1990 Metro Rail Plan, there has always been a “V” shaped missing link in rail planning that bypasses Glendale and Burbank. The time has come to bridge the missing link and connect communities.

Attachment B


13

VALLEY

The long-planned completion of the Gold Line will connect the eastern San Gabriel Valley into the rest of the region’s rapidly expanding transit network.

GOLD LINE COMPLETIONPremium Transit Access for the east end of the San Gabriel Valley will connect many more residents to jobs throughout Los Angeles County.

ATLANTIC

EAST LOS ANGELES

PASADENA

UNION STATION

HIGHLAND PARK

LAKE

DOWNTOWNASUZA

MONTCLAIRMETROLINK

EL MONTE BUSWAYTO EL MONTE BUS STATION

RED LINE TO NORTH HOLLYWOOD

PURPLE LINE TO WILSHIRE/ WESTERN

WHITTIER

EASTSIDE TRANSIT CORRIDOR PHASE

2 (Remaining Alternatives)

FOOTHILL EXTENSION PHASE 2A FOOTHILL

EXTENSION PHASE 2B

SOUTH EL MONTE

SAN GABRIEL VALLEY

$1.2 B

Attachment B


14

BURBANK AIR

PORT

CAL STATE LA

SAN BERNARDINO

LA UNIO

N STATIO

N

Upgrades to service on the Ventura County Line could provide 30 minute all day (and evening) service to the Burbank Airport. Improvements to the San Bernardino Line could provide hourly reverse commute and mid-day service. Both would represent a tremendous improvement to the usability of these valuable existing systems.

$400 M

METROLINK UPGRADES

All day, frequent service to Burbank Airport, San Bernardino and points between will represent a significant improvement to quality of life.

Attachment B


15

GOLD LEVEL ACTIVE TRANSPORTATION

SGV ACTIVE TRANSPORTATION FRAMEWORK

BIKING

NETWORK PRINCIPLES

SEPARATED BACKBONE - EVERY 1 MILE

D

IRECT

LE

GIB

LE

EXPERIENTIA

L

COMFORTABLE

SAFE

CONNECTED

AN “ALL AGES

ABILITIES” ACTIVE TRANSPORTATION

NETWORK

NEIGHBORHOOD GREENWAYS EVERY 1/2 MILE

This budget would be enough to create a premier, nationally-competitive bike network connecting the entire San Gabriel Valley. This system would focus on “low-stress” facilities that are comfortable to a wide range of potential users.

Major pathwayDedicated bikewayNeighborhood greenway

SGV Node

LEGEND

$275 M

75%

In its first year, a protected bike lane increases bicycle traffic on a street by an average of 75% 96%

Most people riding in protected bike lanes feel safer on the street because of the lanes

Attachment B


Category Project Description Cost Status

Goods Movement ACE Project The ACE Construction Authority is a single purpose construction

authority created by the SGVCOG in 1998 to mitigate the impacts of 70

miles of mainline railroad in the San Gabriel Valley. The ACE Project

consists of multiple construction projects including near-term, low

cost mobility improvements that encompass safety upgrades and

grade separations. The project components are as follows:

(1) Safety improvements at 39 crossings; and

(2) Grade separations at 22 rail crossings, including the 2.2 mile San

Gabriel Trench project.

Safety improvements and grade

separations - $1.61 billion.

The ACE Project is included in the Baseline Section of the 2009 LRTP. ACE has

completed Jump Start safety improvements at 39 crossings. Construction is

complete for the first seven grade separations, and underway or funded for

the next 6 grade separation projects. In addition, five projects are in design or

will be beginning design in the near future.

Highway - Carpool Lane

Completion

I-605 Carpool Lanes This project is intended to provide a High Occupancy Vehicle (HOV)

Lane in each direction along the I-605 Freeway from I-10 to the I-210

(approximately 5.5 miles).

To be determined This project is in the Strategic (Unfunded) section of the 2009 LRTP, and is in

the pre-planning stage. A Project Study Report is yet to be initiated on this

project.


Completion

SR 60 Carpool Lanes

(US-101 to I-605)

This project is intended to close a High Occupancy Vehicle (HOV) Lane

Gap along the SR-60 Freeway and provide continuous HOV lanes from

downtown Los Angeles to SR-57. The project widens the freeway to

construct one HOV lane in each direction. The project length is

approximately 12.0 centerline miles.

To be determined. This project is included in the Strategic (Unfunded) Section of the 2009 LRTP.

The project is in the preplanning phase, and Project Study Report is yet to be

completed. There may be consideration to phase the project in two segments

(US-101 to SR-710 and SR-710 to I-605) to accelerate delivery of a segment.


Completion

SR-57 Carpool Lanes This project is intended to provide a High Occupancy Vehicle (HOV)

Lane in each direction along the SR-57 Freeway from SR-60 to the I-

210 (approximately 7.1 miles).

TBD. This project is in the Strategic (Unfunded) section of the 2009 LRTP, and is in

the pre-planning stage. A Project Study Report is yet to be initiated on this

project.


Completion

I-10 Carpool Lanes

(I-605 to Puente Avenue)

This project is intended to close the 11 mile High Occupancy Vehicle

(HOV) Lane Gap along the I-10 Freeway and provide continuous HOV

lanes from downtown Los Angeles to the San Bernardino County Line.

168.6 Million

This project is included in the 2009 LRTP Constrained list, and the project has

been in construction. Caltrans is scheduled to open the HOV lanes to traffic in

January 2013.


Completion

I-10 Carpool Lanes

(Puente Avenue to Citrus

Avenue)




$182.8 Million This project is included in the 2009 LRTP Constrained list and is in design.

Construction is scheduled to begin mid 2013 and continue for about three

years.


Completion

I-10 Carpool Lanes

(Citrus Avenue to SR-57)




$170 Million This project is included in the 2009 LRTP Constrained list and is in design

Construction is scheduled to begin in mid 2015 and continue for about three

years.

SGV Transportation Priority List (Adopted January 2013)

Page 1 of 5

Attachment C



Highway - Congestion Relief SR-710 Transportation

Improvement Options

The I-710 freeway serves as a major north-south link in the Los

Angeles County transportation network. Currently, this freeway

extends from its southern terminus in the City of Long Beach to Valley

Boulevard, just north of the Interstate 10 (I-10) freeway. Beyond this

northern terminus is a 4.5 mile unconstructed segment, referred to as

State Route (SR) 710, until the freeway resumes at Del Mar Boulevard,

in the City of Pasadena.

The California Department of Transportation (Caltrans), Federal

Highway Administration (FHWA), the Southern California Association

of Governments (SCAG), Metro and SGVCOG support the completion of

Route 710 to relieve regional and local traffic congestion and to

improve regional air quality. Over the past forty years, alternative

concepts have been proposed and evaluated to complete the I-710

freeway. In order to address both, regional mobility needs and

community/environmental concerns, Caltrans and Metro are currently

considering a subterranean freeway tunnel concept, Light Rail Transit

(LRT), Bus Rapid Transit (BRT), Transportation Systems

Management/Transportation Demand Management (TSM/TDM), and

surface freeway and highway options. The failure to implement a

transportation improvement project has contributed to growing

congestion on nearby freeways and local arterials.

The more recent geotechnical studies conducted by Los Angeles

County Metropolitan Transportation Authority (Metro) and the

California Department of Transportation (Caltrans) to address the

problem found tunneling to be a viable option, subject to appropriate

mitigation measures and funding.

To be determined. At its June 2010 meeting, the Metro Board of Directors accepted previous

tunnel study findings and adopted motions to initiate the environmental

review phase of the project, with the understanding that a full range of multi-

modal alternatives and mitigation measures would be studied. Scoping, the

first step in the process was completed in 2011. In October 2011, the Metro

Board approved staff’s recommendation to approve CH2MHILL as the prime

technical contractor to conduct engineering and environmental studies

leading to a DEIS/DEIR by winter 2013 and a FEIS/FEIR by winter 2014. In

January 2012, Metro Board approved staff recommendation to approve

Consensus, Inc. as the prime contractor for public outreach efforts.

Highway - Gap Closure SR-71 Completion -

(Interstate 10 to Mission

Boulevard)

Beginning at its northern terminus at the Kellogg Interchange complex

in San Dimas to a short distance south of Holt Avenue in Pomona, SR-

71 is a traditional four-lane freeway. From that point and through

most of Pomona (for approximately 1.8 miles), it becomes a four-lane

expressway with at-grade intersections, which are signalized. Just

north of the Rio Rancho Road exit, all aspects of the highway return to

freeway standards in its alignment, lane width, pavement, barriers,

access, etc. This project is intended to close this existing gap in the

freeway system by converting this section of SR-71 to a traditional

freeway.

To be determined. The LRTP includes a

total budget of $115 Million (escalated).

This project is in the Constrained (Funded) section of the 2009 LRTP. The

project is in the design phase but design has been suspended when it was

determined that construction funds were scheduled for the later years of the

2001 LRTP. Metro is supportive of City of Pomona’s efforts for Caltrans to

revise the project report with an alternative that could save costs and possibly

advance the project schedule. The project is scheduled for opening in 2027

per the 2009 LRTP. To advance the project schedule, the project is included in

the Highway Goods Movement Public Private Partnership Bundle Project. A

request for qualifications is scheduled to be released in early 2012 with the

start of contract in mid 2013.

Highway - Gap Closure SR-71 Completion -

(Mission Boulevard to Rio

Rancho Road/State Route

60)

Beginning at its northern terminus at the Kellogg Interchange complex

in San Dimas to a short distance south of Holt Avenue in Pomona, SR-

71 is a traditional four-lane freeway. From that point and through

most of Pomona (for approximately 1.8 miles), it becomes a four-lane

expressway with at-grade intersections, which are signalized. Just

north of the Rio Rancho Road exit, all aspects of the highway return to

freeway standards in its alignment, lane width, pavement, barriers,

access, etc. This project is intended to close this existing gap in the

freeway system by converting this section of SR-71 to a traditional

freeway.

To be determined. The LRTP includes a

total budget of $330 Million (escalated).

This project is in the Constrained (Funded) section of the 2009 LRTP. The

project is in the design phase but design has been suspended when it was

determined that construction funds were scheduled for the later years of the

2001 LRTP. Metro is supportive of City of Pomona’s efforts for Caltrans to

revise the project report with an alternative that could save costs and possibly

advance the project schedule. The project is scheduled for opening in 2029

per the 2009 LRTP. To advance the project schedule, the project is included in

the Highway Goods Movement Public Private Partnership Bundle Project that

is in the development stages. A request for qualifications is scheduled to be

released in early 2013 with the start of contract in mid 2014.

Page 2 of 5

Attachment C



Highway - Interchange

Improvements

SR-60 / I-605 Mixed Flow

and HOV Direct Connectors

The project proposes improvements to the mixed-flow connectors and

two sets of High Occupancy Vehicle (HOV) direct connectors

Westbound SR-60 to Southbound I-605 (and reverse move) and

Westbound SR-60 to Northbound I-605 (and reverse move). HOV

Direct connectors would lessen the mainline weaving moves of

vehicles that have to transfer from one freeway to another helping

lessen congestion in the vicinity of freeway to freeway interchanges.

The total project cost is yet to be

determined.

The Project Study Report (PSR) that was

completed in 2003 estimated the

Westbound to Northbound (and reverse

move) HOV direct connectors at $130-280

million depending on the alternative

configuration that would be selected.

The Westbound SR-60 to Southbound I-

605 HOV direct connectors have not been

studied but are likely to be even costlier as

the existence of one set of connectors will

require more complicated and longer

structures for the second set of HOV

connectors.

The HOV direct connector projects are included in the Strategic (Unfunded)

section of the 2009 LRTP. The mixed flow connector improvements have not

been identified and are not included in the 2009 LRTP. While funding has not

been identified for these projects, this interchange was included in the

Gateway COG’s study of “605 Hotspots.” As part of Measure R, $590 million

has been identified to address these “605 Hotspots”; however, the specific list

of projects to be funded through this program is yet to be determined. A new

PSR which takes into account all the potential improvements at this

interchange should be produced.


Improvements

SR-57 / SR-60 Interchange Routes 57 and 60 share a common alignment for a distance of about 2

miles and within this shared alignment area is the Grand Avenue

Interchange. Severe congestion occurs in the confluence area and cut

through traffic on local roads is evident. The Grand Avenue

interchange, situated in the middle of the confluence area, reduces the

freeway lane capacities due to lane drops when Route 57 traffic

merges with Route 60 traffic at the connectors and significant weaving

of freeway traffic to ingress or egress Grand Avenue.

To be determined based on the design

alternative that is selected. The LRTP

includes a budget of $475 Million

(escalated) for this project.

This project is included in the Constrained (Funded) section of the 2009 LRTP.

The 57/60 interchange Improvements Feasibility Study evaluated three

alternatives for improving the interchange. A system of collector roads with

freeway to freeway HOV and mainline connectors appears to be the consensus

alternative. The project will move to the Project Study Report phase at the

appropriate time. The LRTP has $475 million in escalated dollars for the

project however if all elements of the collector road project alternative are

constructed, the project budget will have to be increased.

In order to satisfy environmental mitigation issues associated with

development north of the freeway and adjacent to Grand Ave, the City of

Industry has proposed a project that improves Grand Ave and the 57/60

interchange operations. Their project is a subset of the collector road concept

in the Study. The 2009 LRTP scheduled this interchange project to be

completed in 2029.


Improvements

I-10/I-605 (Southbound

(SB) I-605 to Eastbound

(EB) I-10 Transition

Connector (mixed flow))

The project will construct a flyover connector from Southbound I-605

to the Eastbound I-10 which would replace the existing shared at-

grade connector.

$71.0 Million. This project is being funded by State Transportation Improvement Program

(STIP) and State Highway Operations and Protection Program (SHOPP) funds.

State may bond the SHOPP revenues via Grant Anticipation Revenue Vehicles

(GARVEE) bonds to deliver the project faster than if the SHOPP funds are not

bonded. The project will be constructed through a design-build contract and

is anticipated to begin construction in mid 2012. This schedule minimizes

duo contractor work in the same work area as the I-10 carpool lanes project

currently in construction should be complete before this contract begins.


Improvements

I-10/I-605 Interchange

(Southbound I-605 to

Eastbound I-10 Transition

Connector - Mixed Flow)

The existing I-10 / I-605 interchange has congestion levels and

accidents rates that are significantly above average when compared to

comparable interchanges, due to the configuration of this interchange.

This two-level interchange lacks two flyover connectors and traffic

utilizing the interchange weaves in short distances to move from one

freeway to another as the connectors share common alignments. This

weaving over the joint segment results in queuing on the outer lanes of

the freeways and weaving and congestion-related accidents in the

vicinity of the interchange. Also, while HOV lanes exist on I-10 and I-

605 and additional lanes will be constructed on I-10 to close the HOV

gap between I-605 & SR-57, HOV traffic has to weave out of the HOV

lanes across mixed flow lanes and then back into the HOV lanes to

switch freeways.

$71.0 Million (1) This project is being funded by State Highway Operations and Protection

Program (SHOPP) funds. The State may bond the SHOPP revenues via Grant

Anticipation Revenue Vehicle (GARVEE) bonds to advance project delivery.

The project will be constructed using a design-build contract that began

construction in mid 2012. This schedule minimizes duo contractor work in

the same work area as the I-10 carpool lanes project currently in construction

should be complete in this area before this contract begins.

Page 3 of 5

Attachment C




Improvements

I-10/I-605 Interchange

Northbound (NB) I-605 to

Westbound (WB) I-10

Transition Connector

(Mixed flow)













switch freeways.

Up to $230 Million depending on

alternative configurations.

This project is not currently included in the 2009 LRTP. A Project Study

Report for this project was completed in 2008.


Improvements

I-10/I-605 Interchange -

(Partial HOV connector -

from Westbound to

Southbound and Eastbound

to Southbound)













switch freeways.

To be determined. This project is in the Strategic (Unfunded) section of the 2009 LRTP. A Project

Study Report that was completed in 2003 estimated the eastbound to

southbound (and reverse move) connectors at $130-210 Million depending

on the alternative configuration that would be selected. However, the

estimates are dated. The westbound to southbound connectors have not been

studied but are likely to be even costlier as the existence of one set of

connectors will require more complicated and longer structures for the

second set of HOV connectors. A new PSR which takes into account all the

potential improvements should be produced.

Rail Regional Connector The Metro Regional Connector is an approximate 2 mile light rail

project that will connect the Metro Gold, Metro Blue and Metro

Exposition light rail transit systems through downtown in Los Angeles,

providing through service across Los Angeles County. In October

2010, Metro Board designated the fully underground alternative as its

Locally Preferred Alternative (LPA). The LPA would add three

underground stations located in Little Tokyo/Arts District

(1st/Central), Broadway (2nd/Broadway) and Bunker Hill

(2nd/Hope).

The project Cost for the Regional

Connector is estimated to be $1.3 billion

(Year of Expenditure). Measure R provides

$160 million for the project.

The Final EIS/EIR was completed and released for public review in January

2012. The Federal Transit Administration authorized the Regional Connector

to begin Preliminary Engineering (PE) in January 2011. PE is anticipated to

be completed in October 2012. The Record of Decision (ROD) was received

on June 29, 2012. This project has been included in the American Fast

Forward program, which was initiated by the City of Los Angeles and is

intended to accelerate LA County Metro rail and highway projects. The

Regional Connector is included in the Constrained (Funded) section of the

2009 LRTP. This project is scheduled to be completed in 2019.

Rail Gold Line Foothill Extension

- Phase 2A

The project will extend the Gold Line’s double track light rail line from

Sierra Madre Villa Station in the City of Pasadena to the City of Azusa, a

distance of 11.34 miles, with 6 new stations (Cities of Arcadia,

Monrovia, Duarte, Irwindale, Azusa Downtown and Azusa Citrus). The

projected ridership when completed to Azusa is estimated to be 9,004

by 2025 per the EIR.

$741 Million This project is included in the Constrained (Funded) section of the 2009 LRTP.

Measure R provides $810.5 Million (escalated) with a $32 Million local match

to fund the Project. A light rail maintenance facility will also be constructed in

Monrovia as part of the project. Construction of the I-210 bridge in Arcadia is

currently underway and is expected to be completed by the end of 2012. This

phase is currently projected to begin revenue operations in 2016.

Rail Gold Line Foothill Extension

- Phase 2B

This project would extend the Gold Line Foothill extension double

track light rail line from the City of Azusa Citrus station to Montclair

Station, a distance of 12.57 miles, with 6 new stations (Cities of

Glendora, San Dimas, La Verne, Pomona, Claremont and Montclair).

The projected ridership when completed from Azusa to Montclair is

estimated to be 17,770 per day in 2035 per the EIR.

$764 Million This project is included in the Strategic (Unfunded) section of the 2009 LRTP.

A draft EIR for this project was released for a 45 day public comment period

on August 21, 2012.

Rail Gold Line Eastside Phase 2

Transit Corridor

This project proposes to extend the Gold Line Eastside Extension via a

double track light rail line from its current terminus at Atlantic

Boulevard /Pomona Boulevard Station to either the City of South El

Monte via an alignment mostly adjacent to State Route 60, or to the

City of Whittier via Washington Boulevard.

When completed, the projected ridership to the City of South El Monte

or the City of Whittier is estimated to be 18,300 to 20,800 average

weekday daily boardings.

$1.3 billion to $1.7 billion (2010 dollars),

depending on which alignment is selected

and other variables.

This project is included in the Constrained (Funded) section of the 2009 LRTP.

Measure R provides $1.27 billion to fund the project, which would be

available beginning FY 2022-2024. This project is not expected to be

completed until FY 2035, and matching funds could be required to fully fund

this extension. The administrative DEIR/DEIS is currently under review by

the Federal Transit Administration and three Cooperating Agencies. If

Measure J passes, the completion date of the project can be accelerated to FY

2022.

Page 4 of 5

Attachment C



Regional Corridor Studies Arrow Highway Arrow Highway traverses 53 miles of Los Angeles and San Bernardino

counties. The demonstration project focused on the 8.5-mile stretch of

Arrow Hwy within the Valley, through the cities of Baldwin Park,

Irwindale, Azusa, Covina, and Glendora, and County unincorporated

communities of Charter Oak, the Covina Islands, and East Irwindale.

Located at the edge of several cities, and often functioning as a

jurisdictional boundary, the north and south sides of Arrow Hwy are

often subject to different policies concerning zoning and streetscape

design. The planning and development of properties along the

highway are considered a low priority within each jurisdiction,

including some of the unincorporated area. For these reasons, the land

along Arrow Hwy is largely underutilized and suffers from a high level

of blight.

Since the initial study was completed, the corridor working group has created

a database consisting of parcel information for the properties within a ¼-mile

radius of Arrow Highway. In May 2010, the participating agencies were given

a Compass Blueprint Award by SCAG for the initial 2008 study effort.

Previously, Supervisors’ offices and the LA County CEO’s office were

researching the feasibility of creating a multi-jurisdictional redevelopment

project area in order to improve this area and have hired special legal counsel

to assist with this effort. However, future efforts related to this corridor are

on hold due to the Statewide dissolution of redevelopment agencies.

Regional Corridor Studies Ramona-Badillo This study focuses on an approximately 10-mile stretch along Ramona

Blvd. and Badillo St. that begins at the El Monte Bus Transit Station

and runs through the cities of El Monte, Baldwin Park, West Covina,

and Covina and unincorporated neighborhoods in Los Angeles County.

A major feature of the project area is the concentration of major

regional transportation hubs. The El Monte Bus Transit Station is the

busiest metropolitan bus station west of Chicago, with approximately

5,700 average daily boardings. In addition, the nearby El Monte,

Baldwin Park, and Covina stops along Metrolink’s San Bernardino line

provide additional opportunities to better link the corridor to the

region’s transit network.

The cities of Baldwin Park, Covina, El Monte, West Covina, and the County of

Los Angeles partnered to complete a study that explores the need for a Bus

Rapid Transit line along the Ramona-Badillo corridor and recently received

MTA Call for Projects Funding for Bus Signal Priority. Building upon the

findings and recommendations of that study, the cities received funding from

SCAG’s Compass Blueprint Program to complete a corridor study to develop a

vision for future land use and transportation investments, exploring land use,

traffic circulation, and design changes that could be used to improve the

image, function, and economic performance of the corridor.

Regional Corridor Studies Valley Boulevard Valley Boulevard has a great deal of regional significance in the San

Gabriel Valley, especially the eastern portion of the Valley. It is the

primary east-west corridor in the south East San Gabriel Valley, and is

used daily by an overwhelming number of commuters and residents,

as it serves as an arterial alternative to SR-60. Currently, the cities of

La Puente, Industry, West Covina, Walnut, and Pomona, as well as the

County of Los Angeles are engaged in joint planning efforts focused on

improving mobility along this corridor.

This Corridor Working Group is focused on prioritizing transportation

investments and creating a cohesive vision for the corridor. A study is

planned in the near future to create an initial planning document for this multi-

jurisdictional effort. The scope of work for this study includes an analysis of

the corridor’s function, its relationship to adjacent land use, and the impact of

the land uses within the corridor. This study will result in a comprehensive

list of transportation projects and investments to be implemented along the

corridor, as well as criteria for ranking and prioritizing projects.

Regional Corridor Studies Rosemead Boulevard Rosemead Boulevard is a former State highway that reaches from the

San Gabriel Mountains in the North to Long Beach. This corridor study

area includes the portions of Rosemead Boulevard in the cities of

Pasadena, Temple City, Rosemead, El Monte, and South El Monte, as

well as LA County Unincorporated. One of the overarching issues

affecting potential planning projects along Rosemead Boulevard is the

ongoing divestment by Caltrans. Currently, only the County of Los

Angeles and the City of Temple City have accepted relinquishment.

Divestment issues notwithstanding, jurisdictions along Rosemead

Boulevard are working to develop a corridor-wide vision that

incorporates pedestrian and retail-friendly planning, while addressing

capacity needs.

Currently, the working group for this corridor is reviewing options related to

mobility, beautification and other enhancements to improve this important

North-South Corridor. Currently, the group is reviewing options to fund an

initial assessment study, including grant applications, SCAG funding and self-

assessment. The County of Los Angeles has completed improvements along

the northern section of the corridor, and the City of Temple City is currently

finalizing a plan for their section of the corridor.

State Routes Highway 39 State Route 39 (SR-39) was a state highway, traversing Orange and Los

Angeles Counties. Caltrans had relinquished all of SR 39 in LA County

to local jurisdictions except this last segment within the US Forest

Service. In January 2009, Caltrans approved the Environmental

Impact Report/Environmental Assessment (EIR/EA) for SR-39 (SR-39

San Gabriel Canyon Road) Rehabilitation/Reopening Project SR-39, in

the Angeles National Forest, from just south of Snow Spring to State

Route-2 (Post mile 40.0 to 44.4). This portion has been closed to the

public since 1978 due to a massive rock and mudslide caused by heavy

rains and floods.

In September 2009, the CTC approved for future consideration of funding this

project, which was described as a “project in Los Angeles County that will

rehabilitate, re-open, and construct roadway improvements on Route 39

within the Angeles National Forest north of the city of Duarte.” However, in a

letter to the US Forest Service dated August 31, 2011, Caltrans stated that it

had determined it is “not realistic or cost effective to continue pursuing the

implementation of this reopening project.” In February 2012, the SGVCOG

took a position to oppose any efforts by Caltrans to abandon State Route-39

and to request that Caltrans continue their efforts to complete the reopening

Project.

Page 5 of 5

Attachment C


2015 06 11 transportation_comm agendapkt

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