June 22, 2011 - Foothill Gold Line 1... · 2018. 8. 20. · 1 Foothill Extension Bus Interface Plan DRAFT 6/22/2011 InTRoDucTIon | RepoRt oveRview InTRoDucTIon PRojecT BAckgRounD

June 22, 2011

Foothill Extension Bus Interface PlanDRAFT 6/22/2011

TAble oF ConTenTs InTRoDuCTIon | RepoRt oveRview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1• introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

– project Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1* Figure i-1: plan Development process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

– organization of Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

ChApTeR 1 | Review oF existing Bus seRvices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3• study Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3• Land use and Demographics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

* Figure 1-1: population and employment Densities Along the Alignment of the gold Line extension – pasadena to Azusa – From east pasadena to Azusa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

* table 1-1: population and employment Figures Around the pasadena to Azusa Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 – east pasadena - sierra Madre villa station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

* Figure 1-2: Aerial image and existing Land uses Around sierra Madre villa station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 – Arcadia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

* Figure 1-3: Aerial image and existing Land uses Around Arcadia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 – Monrovia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

* Figure 1-4: Aerial image and existing Land uses Around Monrovia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 – Duarte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

* Figure 1-5: Aerial image and existing Land uses Around Duarte station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 – irwindale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

* Figure 1-6: Aerial image and existing Land uses Around irwindale station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 – Azusa-Alameda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

* Figure 1-7: Aerial image and existing Land uses Around Azusa-Alameda station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 – Azusa-citrus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

* Figure 1-8: Aerial image and existing Land uses Around Azusa-citrus station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7• existing Local Bus services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

* Figure 1-9: Bus services in the vicinity of proposed gold Line pasadena to Azusa Foothill extension stations . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-9 – existing Local Bus services near stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

* table 1-2: summary of existing Bus service near proposed gold Line stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 – existing Local Bus transit Ridership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

* table 1-3: Average Daily Ridership – weekly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11* table 1-4: Average Daily Ridership – saturday . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

– Daily operating statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12* table 1-5: Daily operating summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

– summary Report by service type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12* table 1-6: summary by service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

• Future changes to Bus services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 – Los Angeles county Metropolitan transportation Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 – Foothill transit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

• Local and paratransit Bus operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13* table 1-7: Local and paratransit services in the cities serviced by the gold Line Foothill pasadena to Azusa extension . . . . . . . . . . . . . . . . . . . 13

– city of pasadena Local service and paratransit operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 – city of Arcadia Local service and paratransit operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 – city of Monrovia Local service and paratransit operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 – city of Duarte Local service and paratransit operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 – city of Azusa Local service and paratransit operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 – Access services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

• Discussions with Bus operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 – Los Angeles county Metropolitan transportation Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 – Foothill transit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

• Rider surveys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 – Bus Rider survey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

* table 1-8: primary originating and Destination cities of Bus Riders for their one-way trip by Bus Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 – gold Line Rider survey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 – telephone survey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 – Bicyclist survey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

ChApTeR 2 | pRoposeD Bus Route MoDiFicAtions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23• overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23• Bus service Frequency by station: pasadena to Azusa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

* table 2-1: Bus service Frequency by station: pasadena to Azusa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24* Figure 2-1: proposed Bus Routing – pasadena to Azusa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 – 26

• Recommendations by station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 – Arcadia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

* Figure 2-3: Metro Route 487 weekday eastbound Ridership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27* Figure 2-4: Metro Route 487 weekday westbound Ridership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27* Figure 2-2: existing Bus Routing at Arcadia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28* Figure 2-5: Foothill Route 187 weekday westbound Ridership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29* Figure 2-6: Foothill Route 187 weekday eastbound Ridership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29* Figure 2-7: proposed Bus Routing at Arcadia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

– Monrovia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31* Figure 2-9: Metro Route 264 weekday northbound Ridership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31* Figure 2-10: Metro Route 264 weekday southbound Ridership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31* Figure 2-8: existing Bus Routing at Monrovia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32* Figure 2-11: proposed Bus Routing at Monrovia station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

– Duarte station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35* Figure 2-12: existing Bus Routing at Duarte station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36* Figure 2-13: proposed Bus Routing at Duarte station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

– irwindale station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38* Figure 2-14: existing Bus Routing at irwindale station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39* Figure 2-15: proposed Bus Routing at irwindale station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

– Azusa-Alameda station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41* Figure 2-16: existing Bus Routing at Azusa-Alameda station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42* Figure 2-17: proposed Bus Routing at Azusa-Alameda station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

– Azusa-citrus station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44* Figure 2-18: existing Bus Routing at Azusa-citrus station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45* Figure 2-19: proposed Bus Routing at Azusa-citrus station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

• interim Restructuring of Bus Routes: Azusa to Montclair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48* Figure 2-20: proposed Bus Routing — Azusa to Montclair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

• net cost of Bus interface Recommendations: pasadena to Azusa project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50* table 2-2: Metro gold Line service span and Frequency February 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

– Base case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50* table 2-3: gold Line extension: pasadena to Azusa Bus interface plan change in Level of service — Base case . . . . . . . . . . . . . . . . . . . . . . . . . . . 51* table 2-4: gold Line Bus interface plan Base case operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

– enhanced serviced Level scenario — Bus Restructuring with enhanced service Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53* table 2-5: gold Line pasadena to Azusa Bus interface plan change in Level of service — enhanced service Level . . . . . . . . . . . . . . . . . . . . . . . . 53* table 2-6: gold Line Bus interface plan enhanced service Level operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

ChApTeR 3 | pRoposeD Bus/RAiL inteRFAce FAciLitY iMpRoveMents . . . . . . . . . . . . . . . . . .55• introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

– Bus stop Location and Design criteria and prototypes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55* table 3-1: Bus stop spacing guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55* table 3-2: Bus stop Bay size Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56* table 3-3: Bus stop Bay needs by station (gold Line opening Year) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56* table 3-4: Bus stop Bay needs by station (Buildout Year) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57* Figure 3-1: typical Bus stop Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

TAble oF ConTenTs | pRoposeD Bus Route MoDiFicAtions


* Figure 3-2: typical near-side Bus stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59* Figure 3-3: typical Far-side Bus stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60* Figure 3-4: typical Mid-Block Bus stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61* Figure 3-5: typical Mid-Block turnout Bus stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62* Figure 3-6: Bus shelter Design examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63* Figure 3-7: examples of innovative prototypes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64* Figure 3-8: sustainability considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

• proposed Bus/Rail interface Facility improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66* table 3-5: Recommended Arcadia station Bus stop improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66* Figure 3-9: Arcadia station—existing and proposed Bus interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67* Figure 3-10: Arcadia station—Bus improvement plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68* Figure 3-11: Arcadia station—Artist Rendering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69* table 3-6: Recommended Monrovia station Bus stop improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70* Figure 3-12: Monrovia station—existing and proposed Bus interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71* Figure 3-13: Monrovia station—initial Bus improvement plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72* Figure 3-14: Monrovia station—Artist Rendering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73* table 3-7: Recommended Duarte station Bus stop improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74* Figure 3-15: Duarte station—existing and proposed Bus interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75* Figure 3-16: Duarte station—Bus improvement plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76* Figure 3-17: Duarte station—Artist Rendering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77* table 3-8: Recommended irwindale station Bus stop improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78* Figure 3-18: irwindale station—existing and proposed Bus interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79* Figure 3-19: irwindale station—Bus improvement plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80* Figure 3-20: irwindale station—Artist Rendering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81* table 3-9: Recommended Azusa-Alameda station Bus stop improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82* Figure 3-21: Azusa-Alameda station—existing and proposed Bus interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83* Figure 3-22: Azusa-Alameda station—Bus improvement plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84* Figure 3-23: Azusa-Alameda station—Artist Rendering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85* table 3-10: Recommended Azusa-citrus station Bus stop improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86* Figure 3-24: Azusa-citrus station—existing and proposed Bus interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87* Figure 3-25: Azusa-citrus station—Bus improvement plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88* Figure 3-26: Azusa-citrus station—Artist Rendering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

ChApTeR 4 | peDestRiAn AnD BicYcLe Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91• introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91• Destinations Along the gold Line Foothill extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

* Figure 4-1: Major Destinations in proximity to stations—pasadena to Azusa corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92• Bicycle Facilities Along the gold Line Foothill extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

* Figure 4-2: existing and planned Bicycle Facilities—pasadena to Azusa corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94* Figure 4-3: Arcadia station—Destinations, expected Major pedestrian and Bicycle Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95* Figure 4-4: Monrovia station—Destinations, expected Major pedestrian and Bicycle Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96* Figure 4-5: Duarte station—Destinations, expected Major pedestrian and Bicycle Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97* Figure 4-6: irwindale station—Destinations, expected Major pedestrian and Bicycle Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98* Figure 4-7: Azusa-Alameda station—Destinations, expected Major pedestrian and Bicycle Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99* Figure 4-8: Azusa-citrus station—Destinations, expected Major pedestrian and Bicycle Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

• potential pedestrian improvements summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101* Figure 4-9: pedestrian improvements—types of potential station Area improvements - safety-Driven improvements . . . . . . . . . . . . . . . . . . 102* Figure 4-10: pedestrian improvements—types of potential station Area improvements - place-Making improvements . . . . . . . . . . . . . . . . . 103

• station Area specific pedestrian improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 – How to use these Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

* Figure 4-11: Arcadia station Area—potential pedestrian improvements - Key Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104* table 4-1: Arcadia station Area—potential pedestrian improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105* Figure 4-12: Monrovia station Area—potential pedestrian improvements - Key Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106* table 4-2: Monrovia station Area—potential pedestrian improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

* Figure 4-13: Duarte station Area—potential pedestrian improvements - Key Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108* table 4-3: Duarte station Area—potential pedestrian improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109* Figure 4-14: irwindale station Area—potential pedestrian improvements - Key Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110* table 4-4: irwindale station Area—potential pedestrian improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111* Figure 4-15: Azusa-Alameda station Area—potential pedestrian improvements - Key Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112* table 4-5: Azusa-Alameda station Area—potential pedestrian improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113* Figure 4-16: Azusa-citrus station Area—potential pedestrian improvements - Key Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114* table 4-6: Azusa-citrus station Area—potential pedestrian improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

• Bicycle improvement summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 – Regional Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 – potential east-west connector Bicycle Facility concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 – general Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

* Figure 4-17: existing, planned and potential suggested Bicycle Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117* Figure 4-18: examples of potential Bicycle Facility improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118* Figure 4-19: examples of potential Bicycle Facility improvements— identity, visibility and wayfinding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

• station Area specific Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 – Arcadia station Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

* Figure 4-20: Arcadia station Area—potential Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 – Monrovia station Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

* Figure 4-21: Monrovia station Area—potential Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 – Duarte station Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

* Figure 4-22: Duarte station Area—potential Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 – irwindale station Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

* Figure 4-23: irwindale station Area—potential Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 – Azusa-Alameda station Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

* Figure 4-24: Azusa-Alameda station Area—potential Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 – Azusa-citrus station Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

* Figure 4-25: Azusa-citrus station Area—potential Bicycle improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125• inventory of existing pasadena to Azusa station Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

– Figure 4-26: existing streetscape elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

1


InTRoDucTIon | RepoRt oveRview

InTRoDucTIon

PRojecT BAckgRounDthe pasadena to Azusa extension of the Metro Gold Line Foothill extension will add another six stations to the already successful Gold Line and extend it from its current terminus in pasadena to Citrus Avenue in Azusa. Construction commenced on the pasadena to Azusa extension in June 2010. the extended line is scheduled to be in operation in early 2015.

one measure by which the new extension will be judged is how well it works in combination with other modes to benefit current transit users and to attract new riders. prior to the opening of the Foothill extension there is need therefore to make sure that the bus and rail systems are well coordinated and supportive of one another. Connections between the Gold Line and the bus stops which Gold Line passengers will use must provide a safe and convenient transfer while walking to-and-from the LRt station and the bus stop and when waiting at the bus stop. Additionally, to maximize benefits to transit users and reduce bus services that might otherwise be duplicative of the Gold Line there is need to re-look at bus routings and schedules in the pasadena to Azusa Corridor to identify ways of best serving both bus and rail transit users while potentially reducing bus operating costs.

in addition to providing good interface for LRt riders connecting to buses, it is also important to provide convenient access for people who walk or use a bicycle for station access. pedestrian and/or bicycle linkages will be important for connecting the Gold Line to major institutions in Duarte (City of Hope), and Azusa (Citrus College and Azusa pacific University). Additionally there are existing business districts and civic centers close by to the Arcadia and Azusa-Alameda stations, and 5 of the 6 stations have plans for large-scale mixed-use transit oriented Development projects in the immediate environs. All of these existing and planned developments will require safe and convenient pedestrian and bicycle connections to-and-from the new Gold Line stations.

the purpose of the Bus interface plan is to identify ways to best integrate existing bus services with the pasadena to Azusa Metro Gold Line Foothill extension and to develop concept plans for bus, pedestrian and bicycle interface facilities at the six new pasadena to Azusa stations.

the challenge of this project was coming up with the right combinations of bus operational and physical improvements that enhance station connectivity and pedestrian safety for Gold Line riders who access the stations by bus, bicycles or on foot, while making the solutions cost effective and complementary to station area development plans. this required a collaborative process between the Metro Gold Line Foothill extension Construction Authority, the corridor cities and transit providers. Bus transit providers in the corridor include Foothill transit, L.A. County Metro, and municipal operations in Arcadia, Monrovia, and Duarte.

PlAn DeveloPmenT PRocessDevelopment of the Metro Gold Line Foothill extension pasadena to Azusa Bus improvement plan involved eight steps as depicted in Figure i-1.

Step 1 Review Databases and plans - At the outset of the project one-to-one meetings were held with staff at each of the corridor cities and with the bus operators to obtain their most recent data bases and plans for future changes that could influence planning for multi-modal access to the new Gold Line stations.

Step 2 Analyze existing Bus Services and Facilities - the bus operations and facilities database gathered in Step 1 was organized to create an analytical framework that allowed analysis of possible bus route and bus stop modifications.

Step 3 evaluate Bus Routing Modifications – Alternative bus routing modifications were next identified and evaluated in terms of their benefits and/or impacts to existing riders and to their cost effectiveness.

Step 4 identify Bus Stop Location options – in this step, design/planning criteria were identified and prototypical bus stop configurations developed and applied to determine potential bus stop location options for each pasadena to Azusa LRt station.

Step 5 Develop Bus interface plans and Costs – plans for bus route modifications and bus facility improvements for each of the pasadena to Azusa Gold Line stations were prepared along with cost estimates for the physical improvements.

Step 6 Develop pedestrian and Bicycle Access plans - Concurrent with development of the bus interface plans, concepts were prepared for improving station access for station users who will arrive and depart on foot or on a bicycle.

Step 7 Meetings to Review plans - Meetings were held with staff at each of the corridor cities and with the principal bus operators in the corridor to review the concept plans for bus, pedestrian and bicycle interface at the pasadena to Azusa LRt stations.

Step 8 prepare Draft and Final Bus interface plan – the final step comprises preparation of this Draft Bus interface plan Report, and following meetings with the cities, bus operators and Authority Board will result in a Final Bus interface plan Report.

oRgAnIzATIon oF RePoRTthis Draft Final Report is divided into four chapters as follows:• Chapter 1: existing Bus Services and Facilities• Chapter 2: proposed Bus Route Modifications to Support Bus/Rail interface• Chapter 3: Bus interface Facilities plans• Chapter 4: pedestrian and Bicycle Access plans

Disclaimer

the MGLFeCA embarked upon the bus interface project knowing that most of the improvements proposed in the Bus interface plan will fall outside of the Authority’s responsibilities to implement. the proposals in this document should therefore be viewed as suggestions of potential actions or physical improvements that could help facilitate the safe and convenient integration of new Gold Line stations into each of the host cities.

Project Background, Development Process and Report Organization

Figure I-1: Plan Development Process

3

Chapter 1 | Review of existing bus seRvices

Foothill Extension Bus Interface PlanDraFt 6/22/2011

An important element in the implementation of the foothill extension Pasadena to Azusa Project is ensuring that stations are accessible for riders regardless of access mode. the purpose of reviewing and analyzing bus services in the project corridor is to identify the needs and issues, and to recommend new services or modifications to existing routes (alignment or operational characteristics) in order to integrate the bus and light rail transit systems. the objective is to create a coordinated and seamless interface between nearby bus services and the extended gold Line.

this chapter contains an overview of the existing bus services that travel near the proposed Metro gold Line foothill extension Pasadena to Azusa Project light rail stations. it is organized in three parts:

1. study Area conditions

2. Discussions with bus operators

3. Rider survey

StUDY apprOaChthe review and analysis of existing bus services began with meetings with the city, local and regional bus operators that offer service near the proposed foothill extension Pasadena to Azusa Project. the objectives of these meetings is to understand the accessibility challenges faced around the planned stations, as well as to request information for the routes operating within the area being analyzed, such as existing alignment, bus stop location, operational characteristics, and other relevant information.

this section defines the existing conditions within a one-half-mile radius around the light rail stations proposed in this segment of the Metro gold Line foothill extension. existing conditions have been compiled for the following elements:

• Land use characteristics and demographics

• existing local bus services

• existing local bus ridership

• expected future changes to bus services

• Local and paratransit bus operations

LaND USe aND DeMOGraphICSthe land use and demographic data is presented along the proposed alignment for the Metro gold Line foothill extension Pasadena to Azusa Project and around each of the six proposed stations. Land use data is based on information contained in city general Plans and aerial images. Demographic data published by the southern california Association of governments (scAg) for the 2008 Regional transportation Plan (RtP) is used to discuss demographic trends along the alignment of the proposed extension, both for the existing condition and the future. totals for socioeconomic variables such as population and employment refer to a one-half-mile area around each station.

figure 1-1 illustrates the estimated 2010 population and employment densities along the proposed alignment of the gold Line extension. for analysis purposes, the population and employment densities around the proposed stations are compared to an average regional density value, where the region is defined as the san gabriel valley.

As can be observed in figure 1-1, population and employment densities around the proposed stations vary significantly, usually decreasing with the distance from the alignment of the extension. table 1-1 contains the estimated population

and employment figures in a one and a half-mile area of influence around the alignment. the area of influence is divided in three half-mile intervals for better representation.

the Azusa-citrus and irwindale stations are among the stations with the lowest population densities in a one-half mile area of influence. the irwindale station is located within an industrial/employment area, while Azusa-citrus station is adjacent to the citrus community college and a large vacant planned development area. the stations with the highest population densities are Azusa-Alameda, Monrovia and Duarte. existing employment densities are highest around the sierra Madre villa and Arcadia stations. existing conditions for land use and demographics at each station are further detailed on the following pages.

FIGUre 1-1 pOpULatION aND eMpLOYMeNt DeNSItIeS aLONG the aLIGNMeNt OF the GOLD LINe FOOthILL eXteNSION –FrOM paSaDeNa tO aZUSa

taBLe 1-1 pOpULatION aND eMpLOYMeNt FIGUreS arOUND the paSaDeNa tO aZUSa eXteNSION

Area of Influence 2010

(miles) Population Employment

0 to 0.5 63,395 43,850

0.5 to 1.0 71,630 36,070

1.0 to 1.5 76,645 25,805

Total 211,670 105,725

Alignment Overview, Land Use and Demographics

Pasadena to Azusa

Pasadena to Azusa

4



eaSt paSaDeNa - SIerra MaDre VILLa StatIONsierra Madre villa station is the current terminus of the first phase of Metro gold Line service. the station is located in the city of Pasadena, south of foothill boulevard, between sierra Madre villa Avenue and n. Halstead street. this station serves as an intermodal transportation hub connecting local and regional transit services, provided by Metro, foothill transit, Pasadena community buses (ARts and dial-a-ride), local city shuttle services (sierra Madre, Arcadia), and also provides service for commuters that reach the sierra Madre villa station by car and park in the structure adjacent to the station.

the current land uses surrounding the sierra Madre villa station are commercial, industrial and low density residential. figure 1-2 illustrates the location of the station and the existing land uses around the sierra Madre villa station.

the station is located in an area that has low population density when compared to the average subregional population density. the total population estimated to live in a one-half mile distance of the station is approximately 3,600 persons. employment density around the station area is above the average for the region, with about 3,200 jobs estimated to be located in one-half mile of the station.

the sierra Madre villa station falls within the boundaries of the east Pasadena specific Plan, which recommends changing the existing land use zoning to provide more commercial and residential use in the area around the station, in order to take advantage of the transit access provided.

FIGUre 1-2 aerIaL IMaGe aND eXIStING LaND USeS arOUND SIerra MaDre VILLa StatION

LEGEND

! Gold Line StationSelected_streets

Gold Line Extension

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arCaDIa StatIONthe location proposed for the Arcadia station is northwest of the intersection of santa clara street and 1st Avenue. the station is adjacent to commercial and industrial land uses, which can be identified in figure 1-3. other land uses such as single family and multiple family residences are among the most common uses within one-half-mile of the station, and can also be seen in figure 1-3.

Arcadia station is located in a medium-low population density area, but employment densities around the station are high when compared to the average values for the region. the total population in a one-half mile distance of the station is about 4,300 persons. Around 5,900 jobs are located in the same area.

the proposed location of the Arcadia station is compatible with the city’s general Plan, and is located within Arcadia’s central Redevelopment Project Area. in the area around the station, the city’s general Plan proposes to reduce the areas designated for commercial and industrial uses only, introducing mixed-uses and allowing denser occupancies of multiple family residences.

FIGUre 1-3 aerIaL IMaGe aND eXIStING LaND USeS arOUND arCaDIa StatION

Alignment Overview:Sierra Madre Villa and Arcadia Stations Existing Land Uses

5



MONrOVIathe proposed gold Line station in the city of Monrovia is adjacent to the city’s Historic santa fe Depot, north of west Duarte Road and west of Myrtle Avenue. the most common land uses south of the station are industrial and residential can be observed in figure 1-4. the land uses north of the rail tracks are mainly industrial from the tracks to the foothill freeway (i-210), with a predominance of residential and commercial uses north of i-210.

A large number of parcels designated as residential surrounding the station area are zoned as low density. there are some medium-high residential uses, and the resulting mix is a population density similar to the average subregional population density. the estimated population within a half-mile from the station is close to 6,600 persons. the estimated number of jobs within a half-mile of the station is around 3,100.

the city of Monrovia has plans to develop the area immediately adjacent to the station. one area of particular relevance is the area bounded by the i-210 foothill freeway to the north, Duarte Road to the south, Magnolia Avenue to the west and shamrock Avenue to the east. this proposed redevelopment project, the station square transit village, is an eighty-acre site that would replace current industrial use with residential, commercial (retail and office), public open space and hotel rooms.

FIGUre 1-4 aerIaL IMaGe aND eXIStING LaND USeS arOUND MONrOVIa StatION

MYR

TLE

AVDUARTE RD

CA

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LEGENDResidential Low

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DUartethe Duarte station site is located north of Duarte Road, between east circle Drive and Highland Avenue. figure 1-5 illustrates the general location of the station and the existing land uses surrounding it.

A large portion of the area surrounding the Duarte station is dedicated to public facilities, with the city of Hope national Medical center located immediately south west of the station site. employment and population densities around the station are lower than the average regional densities, with a total estimated population of less than 2,300. there are about 5,600 jobs within a half-mile of Duarte station.

the city of Duarte general Plan contains reference to fifteen approved specific plans, of which three are partially or fully contained in the half-mile area of influence around the station. these specific plans are for areas located north of the foothill freeway. the planned uses are medium density residential (single family units and assisted/independent living for seniors) and neighborhood commercial. the Duarte gold Line station is the subject of a separate specific Plan which proposes mixed-use transit oriented development around the station.

FIGUre 1-5 aerIaL IMaGe aND eXIStING LaND USeS arOUND DUarte StatION

FOOTHILL FRWY

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GABR

IEL R

IVER

FRW

Y

POPS

RD

BUSINESS CENTER DR

SAN

TOD

OM

ING

OAV

BLOOMDALE ST

HO

PED

R

!

FOOTHILL FRWYFOOTHILL FRWY

BU

ENA

VIST

AST

BU

ENA

VIST

AST

DUARTE RDDUARTE RD

HUNTINGTON DRHUNTINGTON DR

HIG

HLA

ND

AVH

IGH

LAN

DAV

VILL

AG

ER

DVI

LLA

GE

RD

THREE RANCH RDTHREE RANCH RD

SAN

GABR

IEL R

IVER

FRW

Y

SAN

GABR

IEL R

IVER

FRW

Y

POPS

RD

POPS

RD

BUSINESS CENTER DRBUSINESS CENTER DR

SAN

TOD

OM

ING

OAV

SAN

TOD

OM

ING

OAV

BLOOMDALE STBLOOMDALE ST

HO

PED

RH

OP E

DR

LEGEND

! Gold Line StationGold Line ExtensionSingle FamilyMultiple FamilyCommercial

MiningIndustrialPublic FacilitiesParkOpen SpaceVacant

Alignment Overview:Monrovia and Duarte Stations Existing Land Uses

6



IrwINDaLethe irwindale station is located in the city of irwindale, close to the city’s boundary with Azusa. the station site is positioned just east of irwindale Avenue and south of the i-210 foothill freeway, in an area of industrial land use. Access to the station is provided by Avenida Padilla. figure 1-6 illustrates the general location of the station and the land uses within the area of influence.

employment densities around the station are considered to be low when compared to average subregional densities, with an estimated total of about 2,100 jobs within a half-mile of the irwindale station. Population densities are significantly lower than the population density for the region, with an estimate of less than 100 people living within a half-mile from the station.

irwindale’s general Plan contains the allows for land use changes in the area of influence of the station. these changes include the substitution of industrial land uses north of the i-210 foothill freeway by commercial and mixed uses. the proposed station is also located within the boundaries of the city of irwindale Redevelopment Project Area

FIGUre 1-6 aerIaL IMaGe aND eXIStING LaND USeS arOUND IrwINDaLe StatION

AERIAL

1ST ST

FOOTHILL F

RWY

IRW

IND

ALE

AV

FOOTHILL BLVD

OPTICAL DR

EXISTING LAND USE

LEGEND

! Gold Line StationGold Line Extension

City Boundary

Low Density Residential

Commercial

Mining

Business Park

Industrial

Heavy Industrial

Open Space

Vacant

Roadway

1ST ST1ST ST

FOOTHILL F

RWY

FOOTHILL F

RWY

IRW

IND

ALE

AVIR

WIN

DA

LEAV

FOOTHILL BLVDFOOTHILL BLVD

OPTICAL DROPTICAL DR

AERIAL

1ST ST1ST ST

FOOTHILL F

RWY

FOOTHILL F

RWY

IRW

IND

ALE

AVIR

WIN

DA

LEAV


OPTICAL DROPTICAL DR

aZUSa - aLaMeDathe Azusa-Alameda station is located off of Alameda Avenue, between east santa fe Avenue and east 9th street, in Azusa’s Historic Downtown District. the proposed station site is adjacent to the historic Azusa santa fe Railroad Depot and near to the Azusa city Hall and Library. Land uses near the station include commercial, residential, and governmental. Land uses within a half-mile of the station area are very diverse, as can be seen in figure 1-7.

employment and population densities around the station are similar to the average for the subregion, with a total estimated population of 8,000 persons and 4,300 jobs within a half-mile from the station.

the city of Azusa general Plan identifies the area surrounding the proposed station as a transit oriented district, and has plans to promote higher densities for residential uses, as well as the introduction of residential and commercial mixed uses in the stations area of influence. the station is also located within the boundaries of the Azusa central business District Redevelopment Project and is surrounded by projects such as: Downtown north, Azusa village center (block 36), and affordable senior housing and a library. the city Hall/Library complex is also schedule for modifications.

FIGUre 1-7 aerIaL IMaGe aND eXIStING LaND USeS arOUND aZUSa-aLaMeDa StatION

5TH ST

6TH ST

4TH ST

10TH ST

11TH ST

PASA

DEN

AA V

FOOTHILL BLVD

SAN

GA

BR

IEL

AV

S OL D

AN

OAV

12TH ST

CER

RIT

OS

A V

AN

GE L

E NO

AV

S UN

S ET

A V

L EM

ON

AV

AL A

MED

AAV

BAYLESS ST

HO

LMA

RA V

LEE DR

STEI

NLN

DU

RR

E LL

AV

DANLEE ST

BONITA ST

9TH ST

RO

CK

V AL E

AV

8TH ST

OR

AN

GE

AV

AL A

MED

AAV

MC

KEE

VER

AV

DA

LTO

N A

V

5TH ST5TH ST

6TH ST6TH ST

4TH ST4TH ST

10TH ST10TH ST

11TH ST11TH ST

PASA

DEN

AAV

P AS A

DE N

AAV


SAN

GA

BR

IEL

AVSA

N G

AB

RIE

L A V

SOLD

AN

O A

VSO

LDA

NO

AV

12TH ST12TH ST

CER

RIT

OS

AVC

ERR

ITO

S AV

AN

GEL

E NO

AVA

NG

ELE N

OAV

S UN

S ET

A VS U

NS E

T A V

LEM

ON

AVLE

MO

NAV

AL A

MED

A A V

AL A

MED

A A V

BAYLESS STBAYLESS ST

HO

LMA

R A

VH

OLM

AR

AV

LEE DRLEE DR

STEI

NLN

STE I

NL N

DU

RR

ELL

A VD

UR

REL

L A V

DANLEE STDANLEE ST

BONITA STBONITA ST

9TH ST9TH ST

RO

CK

VAL E

AV

RO

CK

VAL E

AV

8TH ST8TH ST

OR

AN

GE

AVO

RA

NG

E AV

AL A

MED

A A V

AL A

MED

A A V

MC

KE E

VER

AVM

CK

E EVE

RAV

DA

LTO

NAV

DA

LTO

NAV

LEGENDVery Low DensityLow DensityLow Medium DensityMedium DensityHigh DensityMobile HomeRetail

OfficeServicesFood ServicesAutomobile ServicesMotel/HotelClub/HallMulti-Tenant Building

Warehouse/StorageLight ManufacturingPreschool/DaycareSchoolCollegeChurch/TempleParking Lots

GovernmentalRailroadUtilities/Flood ControlParkGolf CourseNatural Open SpaceVacantGold Line Extension

! Gold Line Station

Alignment Overview:Irwindale and Azusa-Alameda Stations Existing Land Uses

7



aZUSa - CItrUSthe Azusa-citrus station is located north of foothill boulevard, between Palm Drive and citrus Avenue. Most of the area of influence located north of the rail tracks has been claims for a major redevelopment project (Rosedale Master Planned communities). the area to the south is consists mostly of residential and educational uses, as can be seen in figure 1-8. Major land uses in the station area include citrus college, Azusa Pacific university to the southeast, with other portions of Azusa Pacific university to the southwest.

while residential population densities are relatively high to the southwest of the station, due to the vacant lands to the north and campuses to the southwest, population densities around the station are low compared to the regional density, with a total estimated population of about 4,600. employment densities are similar to the average estimated for the subregion. Around 2,500 jobs are located within a half-mile of the Azusa-citrus station, primarily at the two campuses.

the city of Azusa general Plan proposes densification of residential land use within the Rosedale Master Planned community, a 518-acre development that would introduce new homes, a community center and small scale commercial uses north of the station. this is a significant development that would be directly served by the station.

FIGUre 1-8 aerIaL IMaGe aND eXIStING LaND USeS arOUND aZUSa-CItrUS StatION

ALOSTA AV

5TH ST

CIT

RU

S A

VFOOTHILL BLVDR

OC

KVA

LE A

V

LEADORA AV

CE

RR

ITO

S A

V

6TH ST

MILTON DR

10TH ST

UNIVERSITY AV

NEWHILL ST

STE

IN L

N

BA

LDY

VIS

TA A

V

PALM

DR8TH ST

LIME ST

RO

CK

VALE

AV

FOOTHILL BLVD

LEGEND

! Gold Line StationGold Line ExtensionVery Low DensityLow DensityLow Medium Density

Medium DensityHigh DensityMobile HomeRetailOfficeFood ServicesMotel/Hotel

Club/HallMulti-Tenant BuildingSchoolCollegeChurch / TempleParking LotsRailroad

Utilities/Flood ControlAgricultural / NurseryParkVacant

BALD

Y V

ISTA

AV

LEADORA AV

MILTON DR

NEWHILL STFOOTHILL BLVD

PALM

DR

ROC

KV

ALE

AV

8TH ST

STEI

N L

N

CER

RITO

S A

V LIME ST

6TH ST

5TH ST

ROC

KV

ALE

AV

CIT

RUS

AV

UNIVERSITY AV

ALOSTA AV

10TH ST10TH ST

BALD

Y V

ISTA

AV

LEADORA AV

MILTON DR

NEWHILL STFOOTHILL BLVD


PALM

DR

ROC

KV

ALE

AV

8TH ST

STEI

N L

N

CER

RITO

S A

V

LIME ST

6TH ST

5TH ST

ROC

KV

ALE

AV

CIT

RUS

AV

UNIVERSITY AV

ALOSTA AV

Alignment Overview:Azusa-Citrus Station Existing Land Uses

8



FIGUre 1-9 BUS SerVICeS IN the VICINItY OF prOpOSeD GOLD LINe FOOthILL eXteNSION StatIONS – paSaDeNa tO aZUSa

eXIStING LOCaL BUS SerVICeS

existing local fixed route bus services around the planned stations are reviewed in this subsection. existing local bus lines in the vicinity of each proposed station of the gold Line foothill extension from Pasadena to Azusa are presented in figure 1-9. operational characteristics of local bus services are analyzed for the lines operated by the two primary bus operators in the corridors Metro and foothill transit.

210210

10

605

57

60

Arcadia

ArcadiaStation

Sierra MadreVilla Station

Monrovia

MonroviaStation Duarte

DuarteStation

Irwindale

Azusa

IrwindaleStation

Azusa - AlamedaStation

Azusa - CitrusStation

Glendora

GlendoraStation

San Dimas

Station

San DimasStation

La Verne

La VerneStation

Pomona

PomonaStation

Claremont

ClaremontStation

Montclair

MontclairStation

Pasadena

F 690M 79

F 187

M 4

87

E Santa Clara St

E Huntington Dr

E Colorado Blvd

California St

N 1s

t Ave

Documents

June 22, 2011 - Foothill Gold Line 1... · 2018. 8. 20. · 1 Foothill Extension Bus Interface Plan DRAFT 6/22/2011 InTRoDucTIon | RepoRt oveRview InTRoDucTIon PRojecT BAckgRounD