Conceptual Alternatives Report

SEPULVEDA TRANSIT CORRIDOR PROJECT Contract No. PS40442000

Conceptual Alternatives Report Task No. 3.7

Prepared for:

Los Angeles County Metropolitan Transportation Authority

Prepared by:

601 W. 5th Street, Suite 1000 , 90071

Review Date Name Originator 6/4/2019 Armeen Neshat; Elenna Salcido Checker 9/12/2019 Steven Greene Backchecker 9/17/2019 Dennis Henderson QA/QC Manager 9/19/2019 Zafer Müdar Project Manager 9/20/2019 Dennis Henderson

September 2019

Conceptual Alternatives Report Table of Contents

Table of Contents

1 INTRODUCTION ...... 1-1 1.1 Purpose of the Study ...... 1-1 1.2 Project Study Area ...... 1-2 1.3 Purpose of this Report ...... 1-2 2 NO BUILD ALTERNATIVE ...... 2-1 2.1 Roadway Facilities ...... 2-1 Existing Facilities ...... 2-1 Planned Roadway Facilities ...... 2-4 2.2 Transit Facilities and Services ...... 2-4 Existing Facilities and Services ...... 2-4 Planned Los Angeles World Airports Transit Project ...... 2-6 3 DEFINITION OF CONCEPTUAL ALTERNATIVES ...... 3-1 3.1 Approach to Definition of Conceptual Alternatives ...... 3-1 3.2 HRT 1 ...... 3-1 Operating Plans ...... 3-4 3.3 HRT 2 ...... 3-5 Operating Plans ...... 3-7 3.4 HRT 3 ...... 3-8 Operating Plans ...... 3-11 3.5 MRT 1 ...... 3-12 Operating Plans ...... 3-15 3.6 Westside Alignment Options ...... 3-16 Sepulveda-Gayley Alignment Option ...... 3-18 Bundy-Veteran Alignment Option...... 3-18 3.7 Tunnel Configuration Options ...... 3-18 3.8 Alignment and Configuration Options Included in Conceptual Engineering Drawings ..... 3-20 4 STATIONS ...... 4-1 5 SUPPORTING FACILITIES AND SYSTEMS ...... 5-1 5.1 Sepulveda at Nebraska MSF Option ...... 5-3 5.2 Van Nuys at Orange Line MSF Option ...... 5-3 5.3 Sepulveda at Orange Line MSF Option ...... 5-3 5.4 Metrolink at Woodman MSF Option ...... 5-3 6 REFERENCES ...... 6-1

Sepulveda Transit Corridor Project i Conceptual Alternatives Report Table of Contents

Appendix

APPENDIX A STATION-TO-STATION TRAVEL TIMES

Tables

Table 2-1. Existing Bus Providers and Service Types ...... 2-4 Table 2-2. Metro Fixed-Guideway Transit System in 2042 ...... 2-6 Table 3-1. Proposed Modifications to Bus Service under HRT 1 ...... 3-5 Table 3-2. Proposed Modifications to Bus Service under HRT 2 ...... 3-7 Table 3-3. Proposed Modifications to Bus Service under HRT 3 ...... 3-11 Table 3-4. Proposed Modifications to Bus Service under MRT 1 ...... 3-16 Table 3-5. Options Included in Conceptual Engineering Drawings ...... 3-21 Table 4-1. Proposed Sepulveda Transit Corridor Stations ...... 4-1

Figures

Figure 1-1. Study Area ...... 1-3 Figure 2-1. 2042 No Build Transportation System ...... 2-2 Figure 2-2. Existing Bus Service ...... 2-5 Figure 3-1. HRT 1 Alternative ...... 3-2 Figure 3-2. HRT 1, Looking South at Expo/Sepulveda Station ...... 3-3 Figure 3-3. HRT 2 Alternative ...... 3-6 Figure 3-4. HRT 3 Alternative ...... 3-9 Figure 3-5. HRT 3, Looking North at / Station ...... 3-10 Figure 3-6. HRT 3, Looking South on Sepulveda Boulevard at Weddington Street ...... 3-10 Figure 3-7. MRT 1 Alternative...... 3-13 Figure 3-8. MRT 1, Looking North at Bridge ...... 3-14 Figure 3-9. MRT 1, Looking South on Sepulveda Boulevard at Weddington Street ...... 3-14 Figure 3-10. MRT 1, Looking North at Station at Metrolink Van Nuys Station ...... 3-15 Figure 3-11. Westside Alignment Options ...... 3-17 Figure 3-12. Typical 20-Foot Twin-Bore Tunnel Configuration ...... 3-19 Figure 3-13. Typical 27-Foot Twin-Bore Tunnel Configuration ...... 3-19 Figure 3-14. Typical Forty-Foot Single-Bore Tunnel Configuration ...... 3-20 Figure 5-1. Potential Locations for a Maintenance and Storage Facility ...... 5-2

ii Sepulveda Transit Corridor Project Conceptual Alternatives Report Abbreviations / Acronyms

Abbreviations / Acronyms

AVTA Antelope Valley Transportation Authority BRT bus rapid transit HOV high-occupancy vehicle HOT high-occupancy toll HRT heavy rail transit I- Interstate LADOT Los Angeles Department of Transportation LAX Los Angeles International Airport LRT light rail transit Metro Los Angeles County Metropolitan Transportation Authority MRDC Metro Rail Design Criteria MRT monorail/rubber tire transit MSF maintenance and storage facility MWD Metropolitan Water District NEPA National Environmental Policy Act P3 public-private partnership UCLA University of California Los Angeles

Sepulveda Transit Corridor Project iii

Conceptual Alternatives Report 1 Introduction

1 INTRODUCTION The Los Angeles County Metropolitan Transportation Authority (Metro) has initiated the preparation of a Transit Feasibility Study and Technical Compendium for the Sepulveda Transit Corridor Project and has contracted with Sepulveda Mobility Partners as the Technical Contractor for provision of planning and engineering services in support of the study. 1.1 Purpose of the Study

The purpose of the Sepulveda Transit Feasibility Study is to develop and evaluate a range of high- capacity rail transit alternatives to serve the large and growing travel market and transit needs in the Sepulveda Corridor between the and the Westside, including the Los Angeles International Airport (LAX) area. For transit to be a competitive travel option that attracts new riders, there is a need to increase the speed, frequency, capacity, and reliability of transit service and provide convenient connections to existing and planned transit lines. The alternatives developed in the study are intended to represent a range of rail transit modes, alignments, and station locations for addressing the identified transportation needs of the Sepulveda Corridor. The Sepulveda Transit Corridor Project is included in Metro’s 2009 Long-Range Transportation Plan, in the Measure R expenditure plan as the “San Fernando Valley I-405 Corridor Connection,” and in the Measure M expenditure plan as the “Sepulveda Pass Transit Corridor.” The Measure M Expenditure Plan provides for implementation of the Sepulveda Transit Corridor Project in two phases: 2033 for the Valley-Westside segment and 2057 for the Westside-LAX segment. Based on the Measure M phasing plan for the Project, this study is designed to first develop and evaluate fixed-guideway transit alternatives between the San Fernando Valley and the Westside of Los Angeles (Valley-Westside) and then evaluate extensions of those alternatives from the Westside to LAX. The study is being undertaken in coordination with separate Metro efforts studying the implementation of ExpressLanes on Interstate 405 (I-405) between US 101 and I-10, the potential operation of bus rapid transit service in the corridor, and delivery of the Sepulveda Transit Corridor Project through a public-private partnership (P3). At the completion of the study, a reduced number of alternatives will be recommended to the Metro Board of Directors for refinement and further study during a subsequent environmental review process. The environmental review of the Valley-Westside segment is currently anticipated to begin following Metro Board review and action at the end of this study. The Westside-LAX segment will be the focus of a separate environmental review process in the future. This Sepulveda Transit Feasibility Study is being conducted so that the study can be referenced during scoping under the National Environmental Policy Act (NEPA) and California Environmental Quality Act in the next phase of the Project. The intent is for the results and decisions of this study to support the next phase environmental review by informing the purpose and need or goals and objectives; transit mode, termini, and general alignments for consideration; and the preliminary screening of alternatives and elimination of unreasonable alternatives. To meet the requirements of 23 Code of Federal Regulations Part 450 – Linking the Transportation and NEPA Processes, the study is being conducted through input from an extensive public outreach effort and through close coordination with local, state, and federal agencies and by ensuring that the process for developing

Sepulveda Transit Corridor Project 1-1 Conceptual Alternatives Report 1 Introduction and screening of alternatives, the level of definition of the alternatives, and the types and level of analyses are commensurate with the decisions that need to be made. 1.2 Project Study Area

Figure 1-1 shows the Study Area for the Sepulveda Transit Corridor Project. It is generally centered on I-405, extending approximately two miles to the east and to the west. The northern limit is at Roscoe Boulevard in the San Fernando Valley, and the southern limit is at LAX. The Study Area represents the area in which the transit concepts and ancillary facilities are expected to be located. 1.3 Purpose of this Report

The Initial Screening Report documented the process of developing, evaluating, and refining initial transit concepts for the Valley-Westside and Westside-LAX segments of the Project. Through the process of conceptual engineering and associated operational analyses, the transit concepts recommended for the Valley-Westside segment in that report have been more fully developed into project alternatives. This Conceptual Alternatives Report documents the physical and operating characteristics of the Valley-Westside alternatives, including a description of the alignments, configuration, stations, operating plans, fleet requirements, fare assumptions, and supporting facilities as presented in the Conceptual Engineering Drawings. The design decisions, options, and outstanding issues associated with the development of the conceptual engineering plans will be documented in a subsequent Engineering Analysis Report. The project alternatives will undergo a final evaluation. The results of that evaluation, as well as documentation of additional public input and agency and stakeholder coordination, will be presented in the Final Feasibility Report. The alternatives described in this report have been developed for the purposes of estimating costs and identifying potential impacts of the Sepulveda Transit Corridor Project. All alternatives are subject to review and change during the environmental review process.

1-2 Sepulveda Transit Corridor Project Conceptual Alternatives Report 1 Introduction

Figure 1-1. Study Area

Source: Sepulveda Mobility Partners, 2018

Sepulveda Transit Corridor Project 1-3

Conceptual Alternatives Report 2 No Build Alternative

2 No Build Alternative The No Build alternative represents the future transportation infrastructure and services in the Study Area if the Sepulveda Transit Corridor Project were not to be built. It provides a baseline against which to compare the performance of each alternative. The No Build alternative includes all existing and under construction highway and transit services and facilities, as well as the committed transit and highway projects scheduled to be operational by 2042 in the Measure M Expenditure Plan and the Southern California Association of Governments’ 2016 Regional Transportation Plan/Sustainable Communities Strategy. In consultation with the Federal Transit Administration, Metro selected 2042 as the analysis year to provide consistency across studies for Measure M transit corridor projects. Figure 2-1 displays a map of 2042 No Build transportation facilities in the Study Area and surrounding areas without the Sepulveda Transit Corridor Project. The following sections describe existing and planned highway facilities within the portion of the Study Area in which the Valley-Westside alternatives are located, followed by existing and planned transit facilities and services.

2.1 Roadway Facilities Existing Facilities The Study Area is served by a network of freeways and arterial roadways. The following freeways travel through the portion of the Study Area in which the Valley-Westside alternatives are located: µ I-10 travels east-west through the Westside in the southern part of the Study Area. Within the Study Area, I-10 consists of four general purpose lanes in each direction, with no high- occupancy vehicle (HOV) lanes. µ I-405 travels north-south through the center of the Study Area. I-405 ranges from four to six general purpose lanes in each direction and has one continuous HOV lane in each direction. µ US 101 travels east-west through the San Fernando Valley in the northern part of the Study Area. US 101 has five general purpose lanes in each direction, with auxiliary lanes near the I-405 interchange, and does not have any HOV lanes in either direction within the Study Area. In the Westside, the roadway network includes the following major arterials: µ Bundy Drive travels north-south between Sunset Boulevard and Stanwood Drive (south of National Boulevard), where it becomes Centinela Avenue. Within the Study Area, Bundy Drive generally has one lane in each direction north of Wilshire Boulevard, and two lanes in each direction south of Wilshire Boulevard. µ Olympic Boulevard travels east-west between the City of Santa Monica and Downtown Los Angeles. Within the Study Area, Olympic Boulevard has three lanes in each direction. µ Overland Avenue travels north-south between Santa Monica Boulevard and the edge of Fox Hills. Within the Study Area, Overland Avenue generally has two lanes in each direction south of Pico Boulevard and one lane in each direction north of Pico Boulevard. µ Pico Boulevard travels east-west between the City of Santa Monica and Downtown Los Angeles. Within the Study Area, Pico Boulevard generally has three lanes in each direction east of Gateway Boulevard and two lanes in each direction west of Gateway Boulevard.

Sepulveda Transit Corridor Project 2-1 Conceptual Alternatives Report 2 No Build Alternative

Figure 2-1. 2042 No Build Transportation System

Source: Sepulveda Mobility Partners, 2019

2-2 Sepulveda Transit Corridor Project Conceptual Alternatives Report 2 No Build Alternative

µ Santa Monica Boulevard travels east-west between the City of Santa Monica and Sunset Boulevard in Silver Lake. Within the Study Area, Santa Monica Boulevard has three lanes in each direction. Santa Monica Boulevard is designated as State Route 2 from the Santa Monica City Limits to I-405. µ Sawtelle Boulevard travels north-south between the Veterans Affairs Healthcare Center campus and Overland Avenue. Within the Study Area, Sawtelle Boulevard has one lane in each direction north of Mississippi Avenue and two lanes south of Mississippi Avenue. µ Sepulveda Boulevard travels north-south between Mission Hills and the South Bay. Within the Westside, Sepulveda Boulevard has two lanes in each direction. µ Sunset Boulevard travels east-west between Pacific Palisades and Downtown Los Angeles. Within the Study Area, Sunset Boulevard has two lanes in each direction. µ Wilshire Boulevard travels east-west between the City of Santa Monica and Downtown Los Angeles. Within the Study Area, Wilshire Boulevard generally has three lanes in each direction west of I-405 and four lanes in each direction east of I-405. During weekday peak periods, one lane becomes a bus-only lane in parts of the Study Area. In the San Fernando Valley, the roadway network includes the following major arterials: µ Burbank Boulevard travels east-west between Woodland Hills and the City of Burbank. Within the Study Area, Burbank Boulevard has two lanes in each direction. µ Magnolia Boulevard travels east-west between Sherman Oaks and the City of Burbank. Within the Study Area, Magnolia Boulevard has two lanes in each direction. µ Oxnard Street travels east-west between Van Nuys and North Hollywood. Within the Study Area, Oxnard Street has two lanes in each direction. µ Roscoe Boulevard travels east-west between Canoga Park and Sun Valley. Within the Study Area, Roscoe Boulevard has three lanes in each direction. µ Sepulveda Boulevard travels north-south between Mission Hills and the South Bay. Within the Valley, Sepulveda Boulevard has three lanes in each direction. µ Sherman Way travels east-west between Canoga Park and the City of Burbank. Within the Study Area, Sherman Way has three lanes in each direction. µ Van Nuys Boulevard travels north-south between Pacoima and Sherman Oaks. Within the Study Area, Van Nuys Boulevard generally has three lanes in each direction north of Chandler Boulevard and two lanes in each direction south of Chandler Boulevard. µ Vanowen Street travels east-west between Canoga Park and the City of Burbank. Within the Study Area, Vanowen Street has two lanes in each direction. µ Ventura Boulevard travels east-west between Hidden Hills and Studio City. Within the Study Area, Ventura Boulevard generally has three lanes in each direction west of I-405 and two lanes in each direction east of I-405. µ Victory Boulevard travels east-west between Canoga Park and the City of Burbank. Within the Study Area, Victory Boulevard has three lanes in each direction.

Sepulveda Transit Corridor Project 2-3 Conceptual Alternatives Report 2 No Build Alternative

Planned Roadway Facilities The only major highway improvement in the vicinity of the Sepulveda Transit Corridor included in the No Build alternative is the addition of high-occupancy toll (HOT) lanes on I-405 between the US 101 and I-10 as part of the I-405 ExpressLanes Project. While the exact configuration of the ExpressLanes Project has not been determined, it is assumed to include two HOT lanes in each direction for the purpose of this study. The I-405 ExpressLanes may also be used by bus rapid transit (BRT), Rapid Bus, and express bus services, as are other ExpressLanes in Los Angeles County.

2.2 Transit Facilities and Services Existing Facilities and Services As shown in Figure 2-1, Metro currently provides fixed-guideway bus and rail service in the Study Area with the Metro Orange and Expo Lines. The Metro Green Line provides service to areas immediately adjacent to the southern limits of the Study Area. The Study Area is also served extensively by buses operated by the Antelope Valley Transit Authority (AVTA), Santa Clarita Transit, Santa Monica Big Blue Bus, Culver CityBus, the Los Angeles Department of Transportation (LADOT), LAX Flyaway, and Metro. Big Blue Bus and Culver CityBus both provide service primarily on the Westside and connect the Westside to activity centers south of the San Fernando Valley. Services operated by AVTA and Santa Clarita Transit within the Study Area primarily travel north-south to connect the Antelope Valley and Santa Clarita to activity centers within Los Angeles. LADOT operates both commuter service (Commuter Express) and local service (DASH) within the Study Area. The LAX Flyaway provides express service between key locations and LAX, with multiple stops located within the Study Area. Metro bus lines operate throughout the Study Area and provide service between the Study Area and the rest of the Metro service area, including connecting service between the San Fernando Valley and Westside. Table 2-1 lists the types of bus services provided by these operators throughout the Study Area. Figure 2-2 displays a map of transit services within the Study Area that connect the San Fernando Valley and the Westside.

Table 2-1. Existing Bus Providers and Service Types Service Service Type Antelope Valley Transit Authority Commuter bus service City of Santa Clarita Transit Commuter bus service Culver CityBus Rapid bus service, local bus service LAX Flyaway Express bus service LADOT Commuter bus service, local bus service Santa Monica Municipal Bus Lines Rapid bus service, local bus service Metro Rapid Bus, local bus service Source: Sepulveda Mobility Partners, 2019

2-4 Sepulveda Transit Corridor Project Conceptual Alternatives Report 2 No Build Alternative

Figure 2-2. Existing Bus Service

Source: Sepulveda Mobility Partners, 2019

Sepulveda Transit Corridor Project 2-5 Conceptual Alternatives Report 2 No Build Alternative

2.2.1.1 Planned Metro Transit Projects According to the Measure R and Measure M Expenditure Plans, by 2042, the Metro transit projects listed in Table 2-2 will be operational throughout Los Angeles County. During peak hours, heavy rail transit (HRT) services will operate at 4-minute headways, and light rail transit (LRT) and BRT services will operate at 5-minute headways. During non-peak hours, HRT, LRT, and BRT services other than the Metro Orange Line will operate at 10-minute headways, and the Metro Orange Line will operate at 8-minute headways.

Table 2-2. Metro Fixed-Guideway Transit System in 2042 Transit Line Mode Alignment Description Purple Line HRT Union Station to Westwood/VA Station Red Line HRT Union Station to North Hollywood Station Green Line LRT AMC 96th Street Transit Station to Torrance Crenshaw Line LRT Norwalk Green Line Station to Expo/Crenshaw Station Blue Line LRT Claremont to Downtown Long Beach Gold Line Gold Line LRT Lambert Road to Downtown Santa Monica Station Expo Line Peck Road to Downtown Santa Monica Station East San Fernando Valley Transit LRT Sylmar/San Fernando Metrolink Station to Metro Orange Corridor Line Line Van Nuys West Santa Ana Branch Line LRT Union Station to Artesia Orange Line BRT Del Mar Station to Chatsworth North San Fernando Valley Line BRT North Hollywood to Chatsworth Vermont Corridor BRT Sunset Boulevard to 120th Street Note: With the completion of the Regional Connector Project in Downtown Los Angeles, the Metro Blue, Gold, and Expo Lines will become two lines, one north-south and one east-west.

Planned Los Angeles World Airports Transit Project The No Build alternative includes the LAX Automated People Mover, currently under construction by Los Angeles World Airports. It will operate between the LAX Central Terminal Area and the Airport Metro Connector 96th Street Transit Station, where it will connect to the Metro Rail system.

2-6 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

3 DEFINITION OF CONCEPTUAL ALTERNATIVES The conceptual alternatives selected for further study in the Initial Screening Report are detailed in the Conceptual Engineering Drawings and described in this chapter. Descriptions of the alignments, configuration, stations, operating plans, fleet requirements, fare assumptions, and supporting facilities are provided in this chapter.

3.1 Approach to Definition of Conceptual Alternatives The Initial Screening Report recommended that three HRT alternatives and one monorail/rubber tire transit (MRT) alternative be evaluated further, including the development of conceptual engineering drawings. All four conceptual alternatives extend from the Metro Expo Line in the south to the Metrolink Ventura County Line Van Nuys Station in the north. In the San Fernando Valley, the four alternatives include a variety of station locations and configurations at Ventura Boulevard, the Metro Orange Line, and the Metrolink Ventura Line Van Nuys Station. Because they are particular to each alternative, these station configurations are discussed with the appropriate alternative. In the Westside, the base alignment for all conceptual alternatives includes a southern terminus at the Expo/Sepulveda Station and connects to the planned Metro Purple Line Westwood/UCLA (University of California Los Angeles) Station under Westwood Boulevard. Alignment options with a southern terminus at the Expo/Bundy Station and with different roadway alignments at the Westwood/UCLA Station were developed to permit the evaluation of a variety of means to connect to the Metro Expo and Purple Lines. Because these alignment options apply to multiple alternatives, they are discussed separately, following the discussion of the four base alignments.

3.2 HRT 1 This section describes the base alignment of the proposed HRT 1, an entirely underground HRT line, illustrated in Figure 3-1. Including tail tracks, the HRT 1 alignment is 12.9 miles from end to end and would include seven stations. HRT 1 would have a southern terminus at an underground station oriented generally in a north-south direction on private property just north of the Expo/Sepulveda Station on the Metro Expo Line, with double crossovers north and south of the station. Figure 3-2 illustrates the station entrance adjacent to the existing Expo/Sepulveda Station, which would be similar for all alternatives.

Sepulveda Transit Corridor Project 3-1 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-1. HRT 1 Alternative

Source: Sepulveda Mobility Partners, 2019 Note: HRT 1 alignment in the Conceptual Engineering Drawings depicts the Bundy-Veteran alignment option on the Westside.

3-2 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-2. HRT 1, Looking South at Expo/Sepulveda Station

Source: Sepulveda Mobility Partners, 2019

North of the station, the alignment would turn slightly east toward Bentley Avenue and continue in a tunnel under Bentley Avenue. Tunneling under Bentley Avenue rather than Sepulveda Boulevard avoids the 96-inch Metropolitan Water District (MWD) Sepulveda Feeder under Sepulveda Boulevard. Just south of Santa Monica Boulevard, there would be an underground station generally oriented north-south under Bentley Avenue, with an entrance between Sepulveda Boulevard and Bentley Avenue. The location of this station may need to be modified pending detailed investigation of the Santa Monica Fault Zone in this area. To the north of the station, a special seismic section would likely be required for the tunnel as it crosses the fault zone. North of Santa Monica Boulevard, the alignment would follow an S-curve to the northeast to reach Westwood Boulevard, traveling under residences, businesses, and smaller roadways. Continuing north under Westwood Boulevard, it would reach a proposed station at Wilshire Boulevard and the Purple Line, generally oriented north-south at the east end of the Purple Line station. This station would provide a connection to the Purple Line station. North of the Purple Line, the alignment would continue northeast toward the UCLA campus. Once on campus, the tunnel would turn to align north-south under Westwood Plaza. A station would be located under Westwood Plaza just north of the UCLA Medical Center, with a double crossover north of the station. The alignment on the UCLA campus will have to consider the locations of equipment sensitive to noise, vibration, and electromagnetic fields. In addition, deviations from Metro Rail Design Criteria (MRDC) (Metro, 2014-2016) standards governing horizontal curves may be required to allow a station centrally located on campus and a connection to the Metro Purple Line Westwood/UCLA Station.

Sepulveda Transit Corridor Project 3-3 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

HRT 1 would continue north under the . The alignment would roughly follow, though not parallel, Beverly Glen Boulevard for much of its length under the mountains. There would be one double crossover under the Santa Monica Mountains. Once in the San Fernando Valley, the tunnel would continue north under Van Nuys Boulevard. There would be an underground station at Ventura Boulevard, with a double crossover south of the station. The tunnel would remain under Van Nuys Boulevard, including a station beneath the Metro Orange Line, which would provide a connection with the Metro Orange Line and the East San Fernando Valley Transit Corridor. The Orange Line busway and station would be grade-separated at this location as part of the Metro Orange Line Improvements Project, which would result in a two-level transfer from the underground Sepulveda Transit Corridor station to the aerial Orange Line station. The future East San Fernando Valley Transit Corridor station is planned to be at-grade. Because the East San Fernando Valley Transit Corridor and grade-separated Metro Orange Line stations at this location do not have final designs, continued coordination will be necessary for a well-integrated transfer station. There would be a double crossover south of this station. North of the Metro Orange Line, HRT 1 would continue north under Van Nuys Boulevard until Sherman Way, where it would curve slightly to the east and parallel Van Nuys Boulevard under the properties on the east side of the roadway. An off-street underground station would provide a connection with the Metrolink Van Nuys Station, as well as the planned East San Fernando Valley Transit Corridor station at this location. Double crossovers would be provided north and south of this terminus station. The tail tracks of the alignment would extend north past the Metrolink right-of-way to Arminta Street. Operating Plans 3.2.1.1 Headways and Span of Service HRT 1 would operate over its 12.2-mile route from the Expo/Sepulveda Station to the Metrolink Van Nuys Station in 16 minutes and 12 seconds, allowing for a dwell time of 30 seconds at transfer stations and 20 seconds at intermediate stations. (Note that the operational length of the alignment is slightly less than its physical length, which includes tail tracks.) Headways would be 4 minutes with 6-car trains during peak periods and 10 minutes with 4-car trains during off-peak periods. To achieve these operational parameters and serve ridership demand, HRT 1 would require a fleet of 87 vehicles, including spares. Station-to-station travel times are included in Appendix A. Detailed operating statistics are included in the O&M Cost Estimates Report (Metro, 2019). The Sepulveda Transit Corridor would charge the standard fare used across the Metro system. 3.2.1.2 Supporting Bus Service It is expected that some Metro and municipal bus services would be modified to eliminate duplicative service and to support regional access to the Sepulveda Transit Corridor. Table 3-1 summarizes the bus service changes that would be made to support HRT 1.

3-4 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Table 3-1. Proposed Modifications to Bus Service under HRT 1 Peak Route Proposed Modification Headway Metro Line 234 Operate from Sylmar to West Los Angeles (replacing Metro Rapid 20 minutes 734’s function) all day Metro Rapid 734 Eliminate N/A Metro Rapid 744 Reroute the portion along Van Nuys Boulevard to instead continue 10 minutes eastward on Ventura Boulevard to Universal City/Studio City Metro Rapid 788 Eliminate N/A LADOT Commuter Express Truncate to connect with the Sepulveda Transit Corridor at Ventura 20 minutes 573 Boulevard/Van Nuys Boulevard Station AVTA 786 Truncate to connect with the Sepulveda Transit Corridor at 20 minutes Metrolink Van Nuys Station Santa Clarita Transit 792 Truncate to connect with the Sepulveda Transit Corridor at 20 minutes Metrolink Van Nuys Station Santa Clarita Transit 797 Truncate to connect with the Sepulveda Transit Corridor at 20 minutes Metrolink Van Nuys Station Note: Service changes were assumed for purposes of travel demand forecasting and to calculate operations and maintenance costs. Operators will be consulted to refine and finalize service changes during the environmental review process.

3.3 HRT 2 This section describes the base alignment of the proposed HRT 2, an entirely underground HRT line, illustrated in Figure 3-3. The drawings for HRT 2 in the Conceptual Engineering Drawings reflect both the base alignment on the Westside for a twin-bore tunnel configuration and the Sepulveda-Gayley alignment option described in Section 3.6.1 for a single-bore tunnel configuration. Including tail tracks, this alternative is 13.3 miles from end to end and would include seven stations. As with HRT 1, HRT 2 would have a southern terminus at an underground station at the Expo/Sepulveda Station on the Metro Expo Line. From its southern terminus to the UCLA campus station, the alignment would be the same as that of HRT 1, with the same constraints and considerations that would need to be addressed. North of the UCLA campus, HRT 2 would continue north under the Santa Monica Mountains. There would be a double crossover under the Santa Monica Mountains. While under the mountains, the alignment would turn northwest toward Sepulveda Boulevard. Once in the San Fernando Valley, there would be an underground station generally oriented north-south at Ventura Boulevard at its intersection with Columbus Avenue, east of Sepulveda Boulevard, and a double crossover south of the station. The station entrance would be located between Sepulveda Boulevard and Columbus Avenue. As on the Westside, tunneling under a roadway other than Sepulveda Boulevard would avoid the MWD Sepulveda Feeder under Sepulveda Boulevard.

Sepulveda Transit Corridor Project 3-5 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-3. HRT 2 Alternative

Source: Sepulveda Mobility Partners, 2019

3-6 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

The alignment would continue north under Columbus Avenue. South of Burbank Boulevard, the alignment would begin to curve to the west to line up with Sepulveda Boulevard and connect with the Metro Orange Line. This underground station would require a two-level transfer, as the Orange Line busway and station would be grade-separated at Sepulveda Boulevard as part of the Metro Orange Line Improvements Project. Because the MWD Sepulveda Feeder leaves the Sepulveda Boulevard right-of-way at Hatteras Street, south of the Orange Line, the tunnel and underground station would not conflict with it. North of the Metro Orange Line, the alignment would turn to the east toward its terminus at the Metrolink Van Nuys Station. It would continue in a northeast direction under residences, businesses, and roadways until it parallels Van Nuys Boulevard to the east. It would have the same off-street underground transfer station at Metrolink and the East San Fernando Valley Transit Corridor as HRT 1. The northern tail tracks of the alignment extend north past the railroad right-of-way to Arminta Street. Operating Plans 3.3.1.1 Headways and Span of Service HRT 2 would operate over its 12.9-mile route from the Expo/Sepulveda Station to the Metrolink Van Nuys Station in 17 minutes. There would be a dwell time of 30 seconds at transfer stations and 20 seconds at intermediate stations. Station-to-station travel times are included in Appendix A. Service span, service frequency, size of train consists, and fares would be the same as described for HRT 1. To achieve these operational parameters and serve ridership demand, HRT 2 would require a fleet of 87 vehicles, including spares. Detailed operating statistics are included in the O&M Cost Estimates Report (Metro, 2019). 3.3.1.2 Supporting Bus Service It is expected that some Metro and municipal bus services would be modified to eliminate duplicative service and to support regional access to the Sepulveda Transit Corridor. Table 3-2 summarizes the bus services changes that would be made to support HRT 2.

Table 3-2. Proposed Modifications to Bus Service under HRT 2 Peak Route Proposed Modification Headway Metro Line 234 Operate from Sylmar to West Los Angeles (replacing Metro Rapid 20 minutes 734’s function) all day Metro Rapid 734 Eliminate N/A Metro Rapid 744 Reroute the portion along Van Nuys Boulevard to instead continue 10 minutes eastward on Ventura Boulevard to Universal City/Studio City Metro Rapid 788 Eliminate N/A LADOT Commuter Truncate to connect with the Sepulveda Transit Corridor at Ventura 20 minutes Express 573 Boulevard/Sepulveda Boulevard Station AVTA 786 Truncate to connect with the Sepulveda Transit Corridor at Metro 20 minutes Orange Line Sepulveda Station Santa Clarita Transit 792 Truncate to connect with the Sepulveda Transit Corridor at Metro 20 minutes Orange Line Sepulveda Station Santa Clarita Transit 797 Truncate to connect with the Sepulveda Transit Corridor at Metro 20 minutes Orange Line Sepulveda Station Note: Service changes were assumed for purposes of travel demand forecasting and to calculate operations and maintenance costs. Operators will be consulted to refine and finalize service changes during the environmental review process.

Sepulveda Transit Corridor Project 3-7 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

3.4 HRT 3 The alignment of the proposed HRT 3, a mixed aerial and underground HRT line, is illustrated in Figure 3-4. Including tail tracks, this alternative is 14.6 miles from end to end and would include eight stations. The alignment for HRT 3 from the Metro Expo Line to the UCLA campus would be the same as HRT 1 and HRT 2. Note that HRT 3 in the Conceptual Engineering Drawings reflect the Bundy- Veteran alignment variation described in Section 3.6.2. North of UCLA, the alignment would continue in a tunnel under the Santa Monica Mountains, similar to that of HRT 2, and there would be a double crossover under the mountains. However, instead of continuing to an underground station in the San Fernando Valley, HRT 3 would portal and transition to an aerial structure at Del Gado Drive, just east of I-405. After crossing over Sepulveda Boulevard, there would be an off-street aerial station between the I-405 freeway ramps and Ventura Boulevard, with a double crossover south of the station. Figure 3-5 illustrates this station. The alignment would then turn toward the intersection of Sepulveda Boulevard and Ventura Boulevard. Once north of the intersection of Sepulveda Boulevard and Ventura Boulevard, the alignment would continue on an aerial structure on the east side of Sepulveda Boulevard until crossing over US 101. North of US 101, the aerial structure would follow the center of the roadway, as illustrated in Figure 3-6. In this area, the MWD Sepulveda Feeder would need to be relocated. There would be an aerial station at the Metro Orange Line, over the Orange Line Sepulveda Station, with a double crossover south of the station. As this Orange Line station would be grade-separated by the Orange Line Improvements Project, the top of rail of the aerial guideway would be approximately 50 feet above the ground. North of the Metro Orange Line, the aerial guideway would continue in the center of Sepulveda Boulevard, with an aerial station just south of Sherman Way and a double crossover south of the station. The aerial guideway would continue north on Sepulveda Boulevard until approximately Stagg Street, where it would curve to the east across private property to align with the Metro and Union Pacific Railroad right-of-way used by Metrolink and Amtrak. The aerial guideway would parallel the railroad to the south until its terminus at an aerial station above Van Nuys Boulevard at the Metrolink Van Nuys Station, with a double crossover both east and west of the station. The tail tracks would extend past the station to the south of the existing Union Pacific yard.

3-8 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-4. HRT 3 Alternative

Source: Sepulveda Mobility Partners, 2019 Note: HRT 3 alignment in the Conceptual Engineering Drawings depicts the Bundy-Veteran alignment option on the Westside.

Sepulveda Transit Corridor Project 3-9 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-5. HRT 3, Looking North at Sepulveda Boulevard/Ventura Boulevard Station

Source: Sepulveda Mobility Partners, 2019

Figure 3-6. HRT 3, Looking South on Sepulveda Boulevard at Weddington Street

Source: Sepulveda Mobility Partners, 2019

3-10 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Operating Plans 3.4.1.1 Headways and Span of Service HRT 3 would operate over its 13.8-mile route from the Expo/Sepulveda Station to the Metrolink Van Nuys Station in 19 minutes. There would be a dwell time of 30 seconds at transfer stations and 20 seconds at intermediate stations. Station-to-station travel times are included in Appendix A of this report. Service span, service frequency, size of train consists, and fares would be the same as described for HRT 1. To achieve these operational parameters and serve ridership demand, HRT 3 would require a fleet of 94 vehicles, including spares, because the alignment is longer than that of HRT 1 or HRT 2. Detailed operating statistics are included in the O&M Cost Estimates Report (Metro, 2019). 3.4.1.2 Supporting Bus Service It is expected that some Metro and municipal bus services would be modified to eliminate duplicative service and to support regional access to the Sepulveda Transit Corridor. Table 3-3 summarizes the bus service changes that could be made to support HRT 3.

Table 3-3. Proposed Modifications to Bus Service under HRT 3 Peak Route Proposed Modification Headway Metro Line 234 Operate from Sylmar to West Los Angeles (replacing Metro 20 minutes Rapid 734’s function) all day Metro Rapid 734 Eliminate N/A Metro Rapid 744 Reroute the portion along Van Nuys Boulevard to instead 10 minutes continue eastward on Ventura Boulevard to Universal City/Studio City Metro Rapid 788 Eliminate N/A LADOT Commuter Express 573 Truncate to connect with the Sepulveda Transit Corridor at 20 minutes Ventura Boulevard/Sepulveda Boulevard Station AVTA 786 Truncate to connect with the Sepulveda Transit Corridor at 20 minutes Sherman Way/Sepulveda Boulevard Santa Clarita Transit 792 Truncate to connect with the Sepulveda Transit Corridor at 20 minutes Sherman Way/Sepulveda Boulevard Santa Clarita Transit 797 Truncate to connect with the Sepulveda Transit Corridor at 20 minutes Sherman Way/Sepulveda Boulevard Note: Service changes were assumed for purposes of travel demand forecasting and to calculate operations and maintenance costs. Operators will be consulted to refine and finalize service changes during the environmental review process.

Sepulveda Transit Corridor Project 3-11 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

3.5 MRT 1 The proposed MRT 1, a mixed aerial, cut-and-fill, and underground monorail or rubber tire line, is illustrated in Figure 3-7. MRT 1 would not have an option to terminate at the Expo/Bundy Station, as the intent of the MRT alternative is to allow for a southern extension to LAX that could be aerial to the maximum extent possible, which may be feasible along I-405, near Sepulveda Boulevard. Including tail tracks, this alternative is 14.9 miles from end to end and would include eight stations. The alignment of MRT 1 from the Expo Line through the Westside to the UCLA campus station would be the same as described for the other alternatives. North of the UCLA station, the alignment would begin to differ from the HRT alternatives. The alignment would curve west under the campus and Bel Air toward the I-405 interchange with Drive. Slightly south of the interchange, it would portal on the east side of the freeway and transition to an aerial structure and cross over the freeway. To reach the surface from beneath the canyons of Bel Air and cross over the freeway, the alignment would require a 7 percent grade. After crossing I-405, the alignment would turn to the north and parallel the freeway to its west through most of the Sepulveda Pass. The alignment would be on aerial structure or retained fill throughout the Sepulveda Pass. There would be two double crossovers through the Sepulveda Pass. Figure 3-8 illustrates the alternative between Skirball Center Drive and Mulholland Drive. The steep and varying grades throughout the Sepulveda Pass would require inclines of the aerial guideway of up to 6.5 percent in some areas, in addition to the 7 percent grade required for the transition from tunnel to aerial guideway. These 6.5 percent inclines would be located immediately north and south of Mulholland Drive, the apex of the Sepulveda Pass, and entering the San Fernando Valley. Before it reaches the Sepulveda Boulevard crossing under I-405, the aerial guideway would cross over I-405 and briefly remain adjacent to I-405 on the east side of the freeway over private property. It would then turn toward the intersection of Sepulveda Boulevard and Ventura Boulevard. After the aerial guideway crosses Ventura Boulevard, there would be an aerial station near the Sherman Oaks Galleria, with a double crossover south of the station. North of the Sepulveda Boulevard/Ventura Boulevard station, MRT 1 would have the same alignment and stations as HRT 3. Figure 3-9 illustrates the alternative in this area, and Figure 3-10 shows a conceptual rendering of the station adjacent to the Metrolink Van Nuys Station.

3-12 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-7. MRT 1 Alternative

Source: Sepulveda Mobility Partners, 2019

Sepulveda Transit Corridor Project 3-13 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-8. MRT 1, Looking North at Mulholland Drive Bridge

Source: Sepulveda Mobility Partners, 2019

Figure 3-9. MRT 1, Looking South on Sepulveda Boulevard at Weddington Street

Source: Sepulveda Mobility Partners, 2019

3-14 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-10. MRT 1, Looking North at Station at Metrolink Van Nuys Station

Source: Sepulveda Mobility Partners, 2019

Operating Plans 3.5.1.1 Headways and Span of Service MRT 1 would operate over its 14.7-mile route from the Expo/Sepulveda Station to Metrolink Van Nuys Station in 25 minutes and 36 seconds. There would be a dwell time of 30 seconds at transfer stations and 20 seconds at intermediate stations. Station-to-station travel times are included in Appendix A of this report. Service span, service frequency, and fares would be the same as described for HRT 1. Headways would be 4 minutes with 8-car trains during peak periods and 10 minutes with 6-car trains during off-peak periods. Because of the slower speeds of monorail and rubber tire systems, more vehicles would be required for MRT 1 than for the HRT alternatives. To meet operational requirements, a fleet of 154 vehicles, including spares, would be required. Detailed operating statistics are included in the O&M Cost Estimates Report (Metro, 2019).

3.5.1.2 Supporting Bus Service It is expected that some Metro and municipal bus services would be modified to eliminate duplicative service and to support regional access to the Sepulveda Transit Corridor. Table 3-4 summarizes the bus services changes that would be made to support MRT 1.

Sepulveda Transit Corridor Project 3-15 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Table 3-4. Proposed Modifications to Bus Service under MRT 1 Peak Route Proposed Modification Headway Metro Line 234 Operate from Sylmar to West Los Angeles (replacing Metro 20 minutes Rapid 734’s function) all day Metro Rapid 734 Eliminate N/A Metro Rapid 744 Reroute the portion along Van Nuys Boulevard to instead 10 minutes continue eastward on Ventura Boulevard to Universal City/Studio City Metro Rapid 788 Eliminate N/A LADOT Commuter Express 573 Truncated to connect with the Sepulveda Transit Corridor at 20 minutes Ventura Boulevard/Sepulveda Boulevard Station AVTA 786 Truncated to connect with the Sepulveda Transit Corridor at 20 minutes Sherman Way/Sepulveda Boulevard Santa Clarita Transit 792 Truncated to connect with the Sepulveda Transit Corridor at 20 minutes Sherman Way/Sepulveda Boulevard Santa Clarita Transit 797 Truncated to connect with the Sepulveda Transit Corridor at 20 minutes Sherman Way/Sepulveda Boulevard Note: Service changes were assumed for purposes of travel demand forecasting and to calculate operations and maintenance costs. Operators will be consulted to refine and finalize service changes during the environmental review process.

3.6 Westside Alignment Options In addition to the base alternatives described above, the Conceptual Engineering Drawings also include two alignment options on the Westside that were developed to provide different ways to connect to the Metro Purple Line and Metro Expo Line. As illustrated in Figure 3-11, the “Sepulveda- Gayley” alignment option has a southern terminus at the Expo/Sepulveda Station like the base alternative, but it connects to the Metro Purple Line Westwood/UCLA Station at Gayley Avenue instead of Westwood Boulevard. The “Bundy-Veteran” alignment option has a southern terminus at the Expo/Bundy Station instead of the Expo/Sepulveda Station, and it connects to the Metro Purple Line Westwood/UCLA Station from Veteran Avenue. Both alignment options are applicable to all of the HRT alternatives. The “Bundy-Veteran” alignment option would not be applicable to MRT 1 because the intention of the MRT alternatives is to continue south in the I-405 right-of-way for the Westside-LAX segment of the Project. Other alignment options on the Westside could be considered, such as Bundy-Gayley or Sepulveda-Veteran, but conceptual engineering drawings have not been prepared for additional options.

3-16 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-11. Westside Alignment Options

Source: Sepulveda Mobility Partners, 2019

Sepulveda Transit Corridor Project 3-17 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Sepulveda-Gayley Alignment Option The Sepulveda-Gayley alignment option would be the same as the base alignment from its southern terminus at the Expo/Sepulveda Station to the proposed station at Santa Monica Boulevard. North of Santa Monica Boulevard, the alignment would continue toward the intersection of Midvale Avenue and Wilshire Boulevard. Midvale Avenue continues as Gayley Avenue north of Wilshire Boulevard and curves to the northeast. This differs from other intersections in the area, including those of Westwood Boulevard and Veteran Avenue, which are oriented toward the northwest. This allows for the possibility of a narrow station, more easily achieved with a single-bore alignment, at the intersection of Gayley Avenue and Wilshire Boulevard. The station platform would be directly under the future Purple Line station platform. North of the Metro Purple Line, the alignment would continue north to the UCLA campus station previously described. Bundy-Veteran Alignment Option The Bundy-Veteran alignment option would have a southern terminus at the Expo/Bundy Station on the Metro Expo Line, with double crossovers both north and south of the station. The alignment would curve east of Bundy Drive just north of the station and continue northeast toward Santa Monica Boulevard, under residences, businesses, and roadways. Just south of Santa Monica Boulevard at Federal Avenue there would be an underground station. As with the base alignment, the location of this station would need to take into consideration the Santa Monica Fault Zone to the north, and a special seismic section would likely be required for the tunnel in this area. North of the proposed Santa Monica Boulevard Station the alignment would continue to the northeast, still under residences, businesses, and roadways, where it would connect with the Metro Purple Line Westwood/UCLA Station at Veteran Avenue and Wilshire Boulevard. The proposed station would be underground, below and to the west of the Purple Line station, with a pedestrian connection via the station mezzanines. North of the Metro Purple Line, the alignment would continue northeast toward the UCLA campus. Once on campus, the tunnel would curve to the east and align north-south with Westwood Plaza and the UCLA campus station previously described.

3.7 Tunnel Configuration Options All of the alignment alternatives include substantial tunnel segments. The tunnel configuration specified in the MRDC consists of twin 20-foot-diameter tunnels with ventilation provided at stations. This “twin-bore” configuration, illustrated in Figure 3-12, accommodates one guideway in each tunnel, and it would require numerous mined cross-passages between the twin tunnels under the Santa Monica Mountains, as well as up to two vertical shafts to provide for intermediate ventilation due to the long run under the mountains without any stations. Twin-bore 27-foot-diameter tunnels would allow for a longitudinal ventilation duct to be incorporated into each tunnel, eliminating the need for ventilation shafts, but still requiring mined cross-passages under the mountains. Alternatively, a larger, single-bore 40-foot-diameter tunnel would accommodate both guideways and ventilation in a single tunnel, eliminating the need for mined cross-passages and for ventilation shafts. Typical cross-sections of twin- and single-bore tunnels are illustrated in Figure 3-13 and Figure 3-14, respectively. These alternative tunnel configurations are discussed in greater detail in the Engineering Analysis Report.

3-18 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-12. Typical 20-Foot Twin-Bore Tunnel Configuration

Source: Sepulveda Mobility Partners, 2019 Note: Tunnel cross-section shown for HRT. Cross-section for MRT would be similar.

Figure 3-13. Typical 27-Foot Twin-Bore Tunnel Configuration

Source: Sepulveda Mobility Partners, 2019 Note: Tunnel cross-section shown for HRT. Cross-section for MRT would be similar.

Sepulveda Transit Corridor Project 3-19 Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Figure 3-14. Typical Forty-Foot Single-Bore Tunnel Configuration

Source: Sepulveda Mobility Partners, 2019 Note: Tunnel cross-section shown for HRT. Cross-section for MRT would be similar.

Because twin-bore tunnels generally require one tunnel diameter separation between the two tunnels, the right-of-way width for twin 20-foot tunnels is approximately 60 feet, and for twin 27- foot tunnels it is approximately 81 feet. To allow a comparison of the range of potential impacts, the Conceptual Engineering Drawings include tunnel configurations having the least and greatest right- of-way requirements: 40 feet for a single-bore tunnel and 81 feet for 27-foot twin-bore tunnels. The base alignment and the Bundy-Veteran alignment option could be designed using any of the three configuration options: 20-foot twin-bore, 27-foot twin bore, or 40-foot single bore. The Sepulveda-Gayley alignment option could only be designed as single-bore because of the narrow distance between major building foundations at the intersection of Gayley Avenue and Wilshire Boulevard.

3.8 Alignment and Configuration Options Included in Conceptual Engineering Drawings The Conceptual Engineering Drawings were developed to efficiently convey the range of potential alignment and configuration options for the Sepulveda Transit Corridor. While any of the HRT alternatives could be designed with any of the Westside alignment options, the HRT 1 plan set includes the Bundy-Veteran alignment option; the HRT 2 twin-bore plan set includes the base alignment; and the HRT 2 single-bore plan set includes the Sepulveda-Gayley alignment option. Both single- and twin-bore tunnel configurations should be explored further for any alternatives carried into environmental analysis. In the Conceptual Engineering Drawings, HRT 1, one variation of HRT 2, and HRT 3 are designed with a 27-foot twin-bore tunnel configuration, and another variation of HRT 2 and MRT 1 are designed with a 40-foot single-bore tunnel configuration. Table 3-5 summarizes which plan sets reflect which alignment variations and tunnel configurations.

3-20 Sepulveda Transit Corridor Project Conceptual Alternatives Report 3 Definition of Conceptual Alternatives

Table 3-5. Options Included in Conceptual Engineering Drawings Alignment Option Tunnel Configuration Sepulveda- Bundy- 27-foot 40-foot Plan Set Base Gayley Veteran Twin-Bore Single Bore HRT 1 X X HRT 2 TB X X HRT 2 SB X X HRT 3 X X MRT 1 X X

Sepulveda Transit Corridor Project 3-21

Conceptual Alternatives Report 4 Stations

4 STATIONS The station locations included in each alternative are summarized in Table 4-1. All stations would be underground or aerial, depending on the vertical configuration of the alignment at that location. Stations would be designed to accommodate HRT trains of up to six cars or MRT trains of equivalent length.

Table 4-1. Proposed Sepulveda Transit Corridor Stations Alternative 1 1 2 3 T T T T R R R R

Station H H H M Expo/Bundy Station U U U Expo/Sepulveda Station U U U U Santa Monica Boulevard/Federal Avenue U U U Santa Monica Boulevard/Sepulveda Boulevard U U U U Westwood/UCLA Station U U U U UCLA Campus U U U U Ventura Boulevard/Sepulveda Boulevard U A A Ventura Boulevard/Van Nuys Boulevard U Metro Orange Line Sepulveda Station U A A Metro Orange Line Van Nuys Station U Sherman Way and Sepulveda Boulevard A A Metrolink Van Nuys Station U U A A Note: U = underground, A = aerial

Underground stations would have off-street entrances which include vertical circulation to bring patrons to a mezzanine level where the ticketing functions are located. Station platforms would be accessed from the mezzanine level. All underground stations with twin-bore tunnel configurations would have center platforms, and those with single-bore tunnel configurations would have side platforms. Aerial stations would have off-street entrances which include vertical circulation to bring patrons to the platforms. Ticketing functions would be located at the station plaza at street level. In general, aerial stations would have side platforms to facilitate access to either side of the street without requiring an additional level for a mezzanine. Exceptions would be the Sepulveda Boulevard/Ventura Boulevard aerial station, because it would be located in an off-street plaza, and the Metro Orange Line Sepulveda aerial station, because the side platforms planned for the Orange Line station would complicate passenger transfers to another side-platform station unless a third station level were constructed for a mezzanine.

Sepulveda Transit Corridor Project 4-1

Conceptual Alternatives Report 5 Supporting Facilities and Systems

5 SUPPORTING FACILITIES AND SYSTEMS All alternatives would require traction power substations, communications and signaling systems, and a maintenance and storage facility (MSF) sized to accommodate its fleet. This chapter describes these supporting facilities and systems. Traction power substations are adjacent to the track and power the “third rail” that propels the train. Communications and signaling buildings house train control and communications for train operations in a central facility at each station. Each facility is located within the station site area, typically adjacent to a station platform. There would be a traction power substation approximately every mile along the alignment. Because stations on the Westside are separated by one mile or less, the traction power substations would be co-located with the stations. Because of the depth of the tunnel under the Santa Monica Mountains, it would not be practical to locate traction power substations at the surface, so they would likely be in caverns adjacent to the tunnel through the mountains. In the San Fernando Valley, stations are spaced greater than a mile apart, so traction power substations would be required between stations. All alternatives would require a new MSF to support the required fleet of vehicles. The MSF would be a stand-alone facility capable of performing all levels of service and maintenance of the HRT or MRT vehicles. Typical maintenance functions that would take place at the facility include interior and exterior cleaning of the rail vehicles, scheduled service and inspection, heavy repair, interior and exterior painting of the rail vehicles, and wheel truing. The MSF would also include storage and maintenance of equipment for maintaining the guideway and right-of-way. The MSF would also serve as a storage area for vehicles that are not in service. The facility would need to be large enough to support the number of vehicles required to operate the Sepulveda Transit Corridor Project during peak periods. This number has been determined based on the mode and the length of the alignment, with faster, higher-capacity modes requiring fewer vehicles. The fleet size that the MSF would be required to accommodate is included with each alternatives’ description in Chapter 3. According to Section 11 of the MRDC (Metro, 2014-2016), the MSF should have access from both directions of the guideway and be located near a station if possible. During the development of the alternatives, the availability of suitable, industrially-zoned land adjacent to the refined concepts was reviewed, and the four locations illustrated in Figure 5-1 were identified: µ Sepulveda at Nebraska Option µ Van Nuys at Arminta Option µ Metrolink at Woodman Option During environmental review, additional MSF sites will be investigated.

Sepulveda Transit Corridor Project 5-1 Conceptual Alternatives Report 5 Supporting Facilities and Systems

Figure 5-1. Potential Locations for a Maintenance and Storage Facility

Source: Sepulveda Mobility Partners, 2019

5-2 Sepulveda Transit Corridor Project Conceptual Alternatives Report 5 Supporting Facilities and Systems

5.1 Sepulveda at Nebraska MSF Option The Sepulveda at Nebraska MSF option would be located between I-405 and Sepulveda Boulevard, south of Nebraska Avenue and north of Olympic Boulevard. This 26-acre site could serve all alternatives, but it is not compatible with the Bundy-Veteran alignment option. This MSF would be built below roadway level. Yard access for rail vehicles would be from the alignment under Bentley Avenue, and the yard leads would need to cross under Sepulveda Boulevard and the MWD Sepulveda Feeder. Roadway access would be from Olympic Boulevard at Pontius Avenue, with a secondary access point from Sepulveda Boulevard near Missouri Avenue.

5.2 Van Nuys at Orange Line MSF Option The Van Nuys at Orange Line MSF option would be located east of Van Nuys Boulevard, between the Metro Orange Line and the Van Nuys Civic Center. This 25-acre site could serve the HRT 1 alternative, which would require a fleet of 87 vehicles. This MSF would be built below roadway level, with Tyrone Avenue being maintained at its current level on a structure above the yard tracks. The Metro Orange Line guideway would need to be elevated above the yard. The yard leads would be from the alignment under Van Nuys Boulevard on either side of the Metro Orange Line Van Nuys Station. Roadway access would be from Tyrone Avenue at Calvert Street, with a secondary access point from Bessemer Street west of Tyrone Avenue. This location would require the demolition of several City of Los Angeles and State of California buildings and offices that are located on State and County land and would require the cooperation of all three jurisdictions.

5.3 Sepulveda at Orange Line MSF Option The Sepulveda at Orange Line MSF option would be located east of Sepulveda Boulevard and north of the Metro Orange Line. This 17-acre site could serve the HRT 2 alternative, which would require a fleet of 87 vehicles. This MSF would be built below roadway level, with Victory Boulevard and Erwin Street being maintained at their current levels on structures above the yard tracks. The yard leads would be from the alignment under Sepulveda Boulevard on either side of the Metro Orange Line Sepulveda Station. Roadway access would be from Erwin Street at Halbrent Avenue, with a secondary access point from Sepulveda Boulevard north of Victory Boulevard.

5.4 Metrolink at Woodman MSF Option The Metrolink at Woodman MSF option would be located south of the Metro and Union Pacific right- of-way, west of Hazeltine Avenue and east of Woodman Avenue. This 39-acre site could serve the HRT 3 alternative, which would require a fleet of 94 vehicles, and the MRT 1 alternative, which would require a fleet of 154 vehicles. The tail tracks of the alignment would lead into the yard. The yard tracks could be elevated or at ground level. Roadway access would be from Woodman Avenue north of Covelio Street, with a secondary access point from Hazeltine Avenue.

Sepulveda Transit Corridor Project 5-3

Conceptual Alternatives Report 6 References

6 REFERENCES 23 Code of Federal Regulations (CFR) 450 Appendix A. 2019. Linking the Transportation Planning and NEPA Processes. Los Angeles County Metropolitan Transportation Authority (Metro). 2009. Long-Range Transportation Plan. Los Angeles County Metropolitan Transportation Authority (Metro). 2014-2016. Metro Rail Design Criteria. Los Angeles County Metropolitan Transportation Authority (Metro). 2019. Sepulveda Transit Corridor Project, Conceptual Engineering Drawings. Los Angeles County Metropolitan Transportation Authority (Metro). 2019. Sepulveda Transit Corridor Project, Initial Screening Report. Los Angeles County Metropolitan Transportation Authority (Metro). 2019. Sepulveda Transit Corridor Project, O&M Cost Estimates for Valley-Westside Refined Concepts. Southern California Association of Governments. 2016. Regional Transportation Plan/Sustainable Communities Strategy. Adopted April 2016.

Sepulveda Transit Corridor Project 6-1

Conceptual Alternatives Report Appendix A Station-to-Station Travel Times

APPENDIX A STATION-TO-STATION TRAVEL TIMES

Sepulveda Transit Corridor Project

Conceptual Alternatives Report Appendix A Station-to-Station Travel Times

Station-to-Station Summaries Metrolink Van Nuys to UCLA Campus

VALLEY TO WESTSIDE TABLES - HRT & MRT HRT 1 Twin Bore Tunnel - Van Nuys Metrolink to UCLA Campus BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED METROLINK VAN NUYS METRO ORANGE VAN NUYS 1.99 0:02:46 43.1 METRO ORANGE VAN NUYS VAN NUYS/VENTURA 2.09 0:02:40 47.1 VAN NUYS/VENTURA UCLA CAMPUS 5.66 0:05:47 58.7 TOTALS 9.74 0:11:13 52.1

HRT 2 Twin Bore Tunnel - Van Nuys Metrolink to UCLA Campus BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED VAN NUYS METROLINK METRO ORANGE SEPULVEDA 2.40 0:03:11 45.3 METRO ORANGE SEPULVEDA SEPULVEDA/VENTURA 1.88 0:02:31 44.8 SEPULVEDA/VENTURA UCLA CAMPUS 6.17 0:06:18 58.7 TOTALS 10.45 0:12:00 52.2

HRT 2 Single Bore - Van Nuys Metrolink to UCLA Campus BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED VAN NUYS METROLINK METRO ORANGE SEPULVEDA 2.37 0:03:08 45.4 METRO ORANGE SEPULVEDA SEPULVEDA/VENTURA 1.92 0:02:34 45.0 SEPULVEDA/VENTURA UCLA CAMPUS 6.13 0:06:21 57.9 TOTALS 10.42 0:12:03 51.9

HRT 3 Van Nuys Metrolink to UCLA Campus BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED VAN NUYS METROLINK SEPULVEDA/SHERMAN WAY 1.90 0:02:49 40.5 SEPULVEDA/SHERMAN WAY METRO ORANGE SEPULVEDA 1.31 0:02:10 36.2 METRO ORANGE SEPULVEDA SEPULVEDA/VENTURA 2.12 0:02:49 45.2 SEPULVEDA/VENTURA UCLA CAMPUS 6.00 0:06:10 58.4 TOTALS 11.33 0:13:58 48.7

MRT 1 - Van Nuys Metrolink to UCLA Campus BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED VAN NUYS METROLINK SEPULVEDA/SHERMAN WAY 1.91 0:03:14 35.4 SEPULVEDA/SHERMAN WAY METRO ORANGE SEPULVEDA 1.31 0:02:36 30.2 METRO ORANGE SEPULVEDA SEPULVEDA/VENTURA 1.83 0:03:08 35.0 SEPULVEDA/VENTURA UCLA CAMPUS 7.24 0:11:00 39.5 TOTALS 12.28 0:19:58 36.9

Sepulveda Transit Corridor Project A-1 Conceptual Alternatives Report Appendix A Station-to-Station Travel Times

Station-to-Station Summaries South

SOUTH OF UCLA CAMPUS - HRT TABLES UCLA Campus to Expo/Bundy BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED UCLA CAMPUS WESTWOOD/UCLA 0.85 0:01:55 26.6 WESTWOOD/UCLA SANTA MONICA (SAWTELLE) 1.02 0:01:52 32.6 SANTA MONICA (SAWTELLE) EXPO/BUNDY 1.09 0:02:04 31.6 TOTALS 2.95 0:05:51 30.3

UCLA Campus to Expo/Sepulveda BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED UCLA CAMPUS WESTWOOD/UCLA 0.71 0:01:38 25.9 WESTWOOD/UCLA SANTA MONICA (SAWTELLE) 0.82 0:01:35 31.1 SANTA MONICA (SAWTELLE) EXPO/SEPULVEDA 0.92 0:01:48 30.6 TOTALS 2.45 0:05:01 29.3

SOUTH OF UCLA CAMPUS - MRT TABLES UCLA Campus to Expo/Bundy BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED UCLA CAMPUS WESTWOOD/UCLA 0.85 0:02:00 25.5 WESTWOOD/UCLA SANTA MONICA (SAWTELLE) 1.02 0:02:02 30.0 SANTA MONICA (SAWTELLE) EXPO/BUNDY 1.09 0:02:18 28.4 TOTALS 2.95 0:06:20 28.0

UCLA Campus to Expo/Sepulveda BEGINNING END SEG. SEG. AVG. STATION STATION DIST. TIME SPEED UCLA CAMPUS WESTWOOD/UCLA 0.71 0:01:47 23.8 WESTWOOD/UCLA SANTA MONICA (SAWTELLE) 0.82 0:01:47 27.6 SANTA MONICA (SAWTELLE) EXPO/SEPULVEDA 0.92 0:02:05 26.5

A-2 Sepulveda Transit Corridor Project