CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

OVERVIEW • Provide pass-by service at the Monrovia, Duarte, Irwindale, and Alameda Stations with primarily on-street bus stops and minor restructuring of nearby routes to minimize walking distances and physical barriers between station platforms and This chapter presents the recommended bus interface plan to coincide with the opening of the Metro Gold Line Foothill bus stops. Ideally customers should have a line-of-sight visual connection between buses and the boarding platform. Extension Pasadena to Azusa project in 2015. This project will extend rail service from the existing Sierra Madre Villa Transit operations would benefi t from physical enhancements such as bus turnouts, wide sidewalks, and designated bus Station in Pasadena 11.4 miles east to the proposed Azusa-Citrus Station, adding six new stations to the regional rail stops. Customers would benefi t from shelters, street furniture, real-time schedule information, and passive route and network. The proposed plan outlined in this chapter reshapes the existing fi xed route bus network around the Gold timetable displays. Line light rail and recommends service levels commensurate with prevailing and projected future land use conditions, community development objectives, the needs and expectations of transit users as well as short-range fi scal constraints. • Restructure bus routes running parallel to the Gold Line Extension to operate one-way trips within a range of 38 to 52 The proposed bus network is displayed in Figure 2-1. Individual route recommendations by station are summarized in minutes and optimized schedule cycles of either 90 or 120 minutes. This will facilitate reliable operating schedules and Table 2-1 and described in the following pages. coordinated bus-train arrival and departure times at a primary transfer point. Routes 187, 494, and 690 are examples of existing parallel routes for which signifi cant changes are proposed. Service proposals are based on analysis of existing services using ridership data as available from Metro, Foothill Transit, and municipal providers, supplemented by observations in the fi eld. Additionally, the results of separate bus and rail • Adjust bus routes intersecting the Gold Line as necessary to minimize on board bus travel times required for transit passenger surveys, a random sample telephone survey of residents in the service area, meetings with the cities along the riders to access the nearest rail station that is geographically consistent with prevailing travel directions. Provide direct corridor, and focused discussions with bus operators were synthesized into the recommendations. linkages between the Gold Line, the San Bernardino Line, and the when feasible with these routes. The six new stations will be served by a combination of Metro, Foothill Transit, City of Duarte, and City of Glendora fi xed route bus services, as well as by paratransit services operated by each of the cities and the regional operators. • Improve service frequencies on top performing routes within fi scal limitations. Ideally buses should meet every peak Conceptually, the plan assumes that longer bus trips currently occurring in the will be converted direction train contingent on funding availability. For cost estimation purposes, target bus service frequencies of 15 into shorter feeder trips to the most proximate Gold Line stations. These and other short distance trips will become the minutes on weekdays and 30 minutes on weeknights and weekends are assumed when the Gold Line Extension opens primary focus of the bus system. Duplicative express services to downtown and the Westlake District are in 2014. proposed to be curtailed or discontinued. Similarly, bus routes currently serving cities between Glendora and Montclair • Coordinate peak direction bus and train arrivals and departures to minimize transfer wait times. are proposed to be selectively truncated or diverted to the Azusa-Citrus Station. The proposed service plan is shaped by several key design elements: • Establish new sub-regional transit hubs at the Arcadia and Azusa-Citrus Stations. Transit customers would benefi t from physical enhancements such as covered passenger waiting areas, real-time schedule information and enhanced customer information. Transit operations would benefi t from the availability of secure restrooms for bus operators at these locations. Ancillary transportation facilities such as taxi stands, auto pick up zones, and parking also should be considered within space constraints.

Foothill Extension Bus Interface Plan

23 CHAPTERCHAPTER 22 || PROPOSEDPROPOSED BUSBUS ROUTEROUTE MODIFICATIONSMODIFICATIONS

TABLE 2-1- BUS SERVICE FREQUENCY BY STATION: Pasadena to Azusa Buses Per Hour Monrovia Station Duarte Station Azusa-Alameda Station Azusa-Citrus Station Bus a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak Line Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Lay-over Positions Positions Positions Positions Positions Positions Positions Positions Positions Positions Positions Positions Eastbound Eastbound Eastbound Eastbound Eastbound Eastbound Eastbound Eastbound Eastbound Eastbound Eastbound Eastbound Westbound Westbound Westbound Westbound Westbound Westbound Westbound Westbound Westbound Westbound Westbound Westbound Northbound/ Northbound/ Northbound/ Northbound/ Northbound/ Northbound/ Northbound/ Northbound/ Northbound/ Northbound/ Southbound/ Northbound/ Southbound/ Northbound/ Southbound/ Southbound/ Southbound/ Southbound/ Southbound/ Southbound/ Southbound/ Southbound/ Southbound/ Southbound/ Foothill Transit 1861 3131 187 31 31 6 6 3131 1881 3131 185 4 42121 272 221221 280 3131 498 40 90 488 21 21 281 2121 494 Metro 793131 264 11 11 111111 270 11 12 487 2 2 Municipal Operators Duarte Green 10 10 Duarte Blue 01 01 Duarte 11 00 Commuter Total Hourly 833833221231552442-4- -4-110211028648114 Bus Arrivals 1 New proposed bus route 2 Bus space determined considering: Foothill Route 186/187 layover at Arcadia Station a.m. Peak is defi ned as the period between 6am and 9am Foothill Route185 stops at Irwindale Station and lays-over at Azusa-Alameda Station p.m. peak is defi ned as the period between 3pm and 7pm Metro Route 270 stops at Monrovia Station

Proposed Bus Routing at Arcadia Station Foothill Extension Bus Interface Plan

24 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route

Proposed Bus Route

Proposed Discontinued Bus Route

Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Alignment M Metro Bus Route F Foothill Bus Route

PA Pasadena ARTS Route

North

0 0.2 0.4 miles

Foothill Extension Bus Interface Plan Figure 2-1: Proposed Bus Routing – Pasadena to Azusa

25 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route Azusa – Montclair Proposed Bus Route Proposed Discontinued Bus Route

Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Alignment M Metro Bus Route F Foothill Bus Route

PA Pasadena ARTS Route

North

0 0.2 0.4 miles

Figure 2-1: Proposed Bus Routing – Pasadena to Azusa Foothill Extension Bus Interface Plan

26 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

RECOMMENDATIONS BY STATION Counter (APC) data is displayed in Figure 2-3 for weekday eastbound trips. The profi le refl ects a radial orientation with distinctly higher ridership on the western portion of the route. The highest number of accumulated passengers aboard all weekday trips (i.e., maximum load) occurs at the USC Medical Center Busway Station (863 passengers) per day. Passenger ARCADIA STATION volumes are signifi cantly lower in Pasadena and Arcadia, where the cumulative daily passenger load drops below 200 passengers per day in San Gabriel and reaches a minimum load point of 103 passengers per day approaching the Sierra The Arcadia Station will be located in the downtown area on the north side of Santa Clara Street between North 1st Madre Villa Station. Avenue and Santa Anita Avenue. Three bus routes currently operate in the vicinity as shown in Figure 2-2. Figure 2-4 A similar pattern is seen in Figure Metro Route 487 Passengers on Board Weekday Westbound Ridership 2-4 for westbound trips. Buses 250 1,200 Metro Route 79 depart from the El Monte Busway This local bus route extends from downtown Los Angeles to Arcadia and currently terminates near the proposed Gold Station with approximately 200 Boardings 1,000 200 Line station site. Eastbound buses approach the station area via Huntington Drive, turn north on 2nd Avenue and west Alightings passengers per day on board and Station Vicinty on St. Joseph Street to an on-street layover point facing west. Departing westbound trips turn south on 1st Avenue and ‡ SMV Left on Board the accumulated passenger load ‡ Arcadia west on Huntington returning to Los Angeles. 800 rises to 295 passengers per day as 150 buses proceed north on Santa Anita Passengers Weekday ridership information compiled from Metro automatic passenger count (APC) data indicates that Arcadia is a 600 signifi cant trip generator on Route 79. An average 272 riders board at six bus stops east of and including Santa Anita toward Live Oak Avenue. The load declines approaching Arcadia from 100 Avenue, which represents 6.7 percent of approximately 4,100 total average weekday daily boardings on the route. 400 Alightings (227) represent 5.5 percent of total alightings. Minor realignment is recommended to bring Route 79 nearer to the south with 170 passengers per day on board at Santa Clara Avenue. 50 the Gold Line station entrance on Santa Clara Street and to provide a new layover point. As proposed, eastbound buses 200 would approach via Huntington Drive, turn north on 1st Avenue and west on Santa Clara Street to a new terminal point It declines further along Sierra Madre located in a bus pullout on Santa Clara Street. Westbound departures would turn south on Santa Anita Avenue and west Villa Avenue with 71 passengers per 0 0 on Huntington Drive, returning to Los Angeles. day alighting at the existing Gold Line station. Thirty-seven passengers per day also board at the station Metro Route 487 Figure 2-3 for continuing service through San Gabriel and downtown Los This express bus route operates Metro Route 487 Passengers on Board Weekday Eastbound Ridership between the Westlake District in Los 300 1,000 Angeles via I-10. The maximum load point for westbound trips occurs at the Cal State Los Angeles Busway Station (1,057 passengers per day). Angeles and the El Monte Busway 900 Boardings 250 Station via downtown Los Angeles Alightings 800 Station Vicinty These data suggest that the Sierra Madre Villa Station is an appropriate point at which to terminate Route 487 when the and a “U”-shaped alignment passing Left on Board ‡ SMV ‡ Arcadia 700 Gold Line Extension from Pasadena to Azusa opens in 2014. The results of a recent survey of bus riders conducted for this through San Gabriel, Pasadena and 200 study reported that 72 percent of existing Route 487 riders are likely to use the Gold Line Extension and that Arcadia is the Arcadia. The existing alignment 600 Passengers most likely point of access identifi ed by 29 percent of survey respondents, followed by Sierra Madre Villa Station preferred serves both the existing Sierra 150 500 by 25 percent of respondents. Similarly, results from the concurrent survey of current Gold Line riders suggests that Madre Villa Station and the planned 400 Arcadia Station will attract up to 8 percent of total a.m. peak boardings on the extended Gold Line. Many of these patrons Arcadia Station. Route 487 travels 100 300 currently transfer at Sierra Madre Villa. north-south on Santa Anita Avenue 200 and passes one-half block west 50 Truncation of Route 487 at the Sierra Madre Villa Station and introduction of a new local route between Sierra Madre of the proposed Arcadia Station 100 Villa and El Monte via Arcadia is proposed as a means of enhancing intermodal access for most Arcadia as well as some site. Existing northbound and 0 0 Pasadena passengers. Operationally, Route 487 is a very long route requiring nearly two hours to complete a one-way southbound bus stops are located trip, which is signifi cantly longer than most customers are willing to ride a bus. The proposed local route would operate at the intersection of Santa Anita within a 120-minute schedule cycle allow one-way running times of up to 52 minutes. This includes rerouting to serve Avenue and Santa Clara Street. the Arcadia Station directly by diverting buses from Santa Anita Avenue via Huntington Drive, 1st Avenue, and Colorado Boulevard in both directions. Schedule coordination would focus on peak direction connections at both stations. Ridership information compiled from Metro Automatic Passenger

Foothill Extension Bus Interface Plan

27 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND E Colorado Blvd Existing Bus Route Gold Line Foothill Extension Proposed Station M Metro Bus Route F Foothill Transit Route N 2nd Ave

N 1st Ave F 690 M 79

Arcadia Station E Santa Clara St Santa Anita N 5th Ave

E Huntington Dr F 187 M 487 M

North

California St

0 400 800 Feet

Figure 2-2: Existing Bus Routing at Arcadia Station Foothill Extension Bus Interface Plan

28 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

Foothill Transit Route 187 that 88 percent of existing Route 187 riders are likely to use the Gold Line Extension, the highest of any route surveyed. This is Foothill Transit’s most heavily utilized route, carrying over 6,000 passengers per average weekday, 3,100 per Arcadia is not necessarily the preferred point of access for existing bus riders, however, with the Azusa-Citrus (21 Saturday, and 2,900 per Sunday. Structurally similar to the Gold Line, Route 187 operates between downtown Pasadena percent), Monrovia (15 percent), Duarte (14 percent), Sierra Madre Villa (10 percent) and Azusa-Alameda (9 percent) and the Montclair Transit Center primarily on Huntington Drive and Foothill Boulevard, and often in close proximity to the Stations potentially attracting more transferring passengers than Arcadia (7 percent). These ridership patterns support rail corridor. A one-way trip end-to-end reconfi guration of Route 187 to better complement the Gold Line when the Pasadena to Azusa extension is completed. Figure 2-5 takes up to two hours and 15 minutes, It is recommended that Route 187 be divided into three shorter routes to shift longer passenger trips to the Gold Line and which is substantially longer than most Foothill Route 187 Weekday Westbound Ridership Passengers on Board refocus bus service on providing feeder trips into multiple stations along the Pasadena to Azusa segment. Two of the one-way bus transit trips taken in the 180 1,200 Station Vicinty three new routes would terminate at the Arcadia Station: region, and nearly three times longer ‡ SMV 160 Ons ‡ Arcadia than the Gold Line is expected to take Offs ‡ Citrus 1,000 • Route 186 Pasadena/Arcadia would operate between downtown Pasadena and Arcadia Station on an alignment Left on Board once the line is extended to Montclair. 140 similar to the current Route 187, which includes Sierra Madre Villa Station. The route should operate within a 120 800 90-minute schedule cycle requiring six peak buses to provide peak period 15-minute headways designed to meet Ridership data compiled from Foothill every other peak direction Gold Line train at Sierra Madre Villa Station. Route 186 would approach the Arcadia Station Transit APC information and shown in Passengers 100 600 from the west via Huntington Drive eastbound, turn north on 1st Street and west on Santa Clara Street to a terminal Figure 2-5 indicate a pattern of steadily 80 stop located on the street adjacent to the station entrance. Westbound departures would turn south on Santa Anita rising weekday passenger volumes 60 400 Avenue and west on Huntington Drive returning to Pasadena. aboard westbound trips to a maximum load point of 985 passengers per day 40 • Route 187 Arcadia/Azusa would operate between the Arcadia Station and the Azusa-Citrus Station on its current 200 on Huntington Drive approaching 2nd 20 alignment, with minor changes to serve the Azusa-Alameda Station better. The route should operate within a Street near the Arcadia Station site. 90-minute schedule cycle, requiring six peak buses to provide peak period 15-minute headways designed to meet Passenger volumes fl uctuate within 0 0 every other peak direction Gold Line train at the Arcadia Station. Route 187 would approach the Arcadia Station a relatively narrow range through proceeding west on Huntington Drive, north on 1st Street and west on Santa Clara Street to the bus turnout adjacent Pasadena, with 890 passengers per day to the station entrance. Eastbound departures would turn south on Santa Anita Avenue and east on Huntington on board at the Sierra Madre Villa Gold Drive returning to Azusa. Although Monrovia and Duarte Stations reportedly are attractive to survey respondents, Line Station and 937 passengers per day diversion of Route 187 to serve these stations directly is not recommended. on Colorado Boulevard at Sierra Madre Villa Boulevard. Passenger volumes Figure 2-6 The major benefi t anticipated from splitting the existing route into three routes is the opportunity to coordinate bus fall sharply from that point west to and train arrivals and departures at the Sierra Madre Villa, Arcadia and Azusa-Citrus Stations better. With Route 187 Foothill Route 187 Passengers on Board the end of the line at Colorado and Weekday Eastbound Ridership terminating at the Arcadia Station, transfer dwell times needed to align bus and train arrivals would coincide with layover 180 1,200 time required for operational purposes. This should result in an increased number of “line-of-sight” transfers available to Raymond as passengers alight in large Station Vicinty 160 ‡ SMV customers. Operationally, the shorter routes scheduled with recovery time equivalent to 15 percent of round trip running numbers in the downtown Pasadena ‡ Arcadia ‡ Citrus 1,000 time presumably would reduce pressure on Foothill Transit dispatchers and service supervisors attempting to maintain area. A similar pattern is exhibited on 140 eastbound trips shown in Figure 2-6, schedule reliability on the existing cross-valley bus line and localize the impacts of any service disruptions. 120 800 with heavy boardings in downtown Boardings Foothill Transit is currently working with several San Gabriel Valley cities to install a traffi c signal priority system for Route Pasadena resulting in a maximum load Passengers 100 Alightings Left on Board 600 187. It is anticipated that the route modifi cations in this report would not preclude use of this system as the current route of 991 passengers per day on board at 80 alignments and frequency is proposed to be maintained, all be it with three separate routes instead of a single route. Huntington Drive and 1st Street near the Arcadia Station site. The passenger 60 400 volume drops to 570 passengers per 40 Station Interface day on board at Foothill Boulevard and 200 20 The proposed layover location on Santa Clara Street should minimize the distance that customers need to walk when Citrus Avenue near the Azusa-Citrus transferring between modes. The bus stop location also helps to emphasize the pedestrian plaza proposed for the station Station. 0 0 area by the City of Arcadia. This plaza would serve as the primary pedestrian route between the bus stops and the light rail station platform. Proposed bus route modifi cations are shown in Figure 2-7. The results of the bus rider survey conducted for this study reported

Foothill Extension Bus Interface Plan

29 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND E Colorado Blvd Existing Bus Route Proposed Bus Route Proposed Discontinued Bus Route Proposed New Layover Location Gold Line Foothill Extension Proposed N 2nd Ave

N 1st Ave F 690 Station

Arcadia Gold Line Foothill Extension Proposed Station Alignment E Santa Clara St M Metro Bus Route F Foothill Transit Route * New Local Metro Route Based on 487 Santa Anita N 5th Ave

F 186 E Huntington Dr F 187

M 79 M 487* M

North

California St 0 400

Figure 2-7: Proposed Bus Routing at Arcadia Station Foothill Extension Bus Interface Plan

30 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

MONROVIA STATION Approximately 100 Figure 2-10 The Monrovia Station will be located at the south periphery of the downtown area near the northwest corner of West passengers per day currently travel east of Metro Route 264 Duarte Road and South Myrtle Avenue. Three bus routes currently operate in the vicinity as shown in Figure 2-8. Weekday Eastbound Ridership Myrtle Avenue. 40 160 35 140

Boardings Alightings No signifi cant change to 30 120 Metro Route 264 Left on Board Station Vicinty Route 264 is proposed at ‡ Duarte This local bus route carries approximately 750 passengers per weekday between Pasadena and Duarte on an alignment 25 ‡ Monrovia 100 Monrovia Station. Passengers ‡ SMV that includes the Sierra Madre Villa Station as well as the proposed Monrovia and Duarte Stations. It passes the Monrovia 20 80 Station site on Duarte Road west of South Myrtle Avenue. Existing bus stops are located on both sides of Duarte Road at Metro Route 270 15 60 Myrtle Avenue. 10 40

This local bus route carries 5 20 Ridership data compiled Figure 2-9 approximately 2,500 0 0 from Metro APC passengers per weekday information indicate a Metro Route 264 Weekday Westbound Ridership between Norwalk and radial orientation focused 100 200 Monrovia, intersecting the on downtown Pasadena 90 Boardings 180 Aligthitngs Gold Line corridor on Myrtle with a major intermediate 80 Left on Board 160 Avenue and Duarte Road and passing immediately east of the Monrovia Station site. Southbound service would off er a stop at the Sierra Madre 70 140 20-minute connection between the Gold Line and the El Monte Busway Station via Myrtle Avenue. Northbound service Villa Gold Line Station. 60 120 PassengersPassengersPassengers Station Vicinty continues a relatively short distance into Old Town Monrovia and runs a one-way loop comprised of Primrose Street, Palm ‡ Duarte As shown in Figure 2-9, 50 100 ‡ Monrovia Street and, Magnolia Avenue to Foothill Boulevard and returning south via Primrose. ‡ SMV westbound trips departing 40 80 Metro ridership data indicates that 12 percent of total weekday southbound boardings occur north of the station site from the City of Hope 30 60 Medical Center opposite with 154 passengers per day aboard all buses approaching Duarte Road from the north. Similarly, 158 passengers per 20 40 the proposed Duarte day on northbound trips travel north of Duarte Road on Route 270. Although this number is signifi cant, the present route 10 20 Station site accumulate structure would limit opportunities for schedule coordination at Monrovia Station. The results of the bus rider survey riders along Duarte Road 0 0 conducted for this study reported that 68 percent of existing Route 270 riders are likely to use the Gold Line Extension with 143 total passengers and that Monrovia Station is the preferred point of access for 44 percent of existing bus riders, followed by Duarte (14 per day on board at percent) and Arcadia (13 percent). These data suggest potentially signifi cant interest in reverse direction transfers; i.e., South Myrtle Avenue northbound Route 270 to eastbound Gold Line trains toward Azusa. approaching the Monrovia Station site. Ideally, Route 270 would be truncated at the Gold Line to facilitate timed transfers. With the City’s proposed off -street bus facility, the route divert from Myrtle Avenue into the facility; truncation or other alternatives should be considered, only The results of the bus rider survey conducted for this study reported that 85 percent of existing Route 264 riders are if the City of Monrovia implements its proposed downtown shuttle to and from the Gold Line Station that is capable of likely to use the Gold Line Extension and that the Monrovia Station is the preferred point of access for 28 percent of providing an equivalent or better frequency of service than the existing Route 270. In the absence of this shuttle service, existing bus riders, followed by Sierra Madre Villa (17 percent), Arcadia (15 percent), Lake (15 percent) and Duarte (10 the existing alignment of Route 270 should be maintained. percent). Similarly, the survey of existing Gold Line users suggests that Monrovia Station will attract up to nine percent of total a.m. peak boardings on the extended Gold Line. Many of the 92 riders currently transferring at Sierra Madre Villa Station will change at Monrovia instead for faster travel time and increased likelihood of getting a seat on the train. The maximum load point (185 passengers per day) currently occurs at Duarte and 1st Avenue in Arcadia; however, it is not recommended that Route 264 be diverted north to the proposed Arcadia Station. Thus Sierra Madre Villa Station will remain a signifi cant access point for Route 264 passengers originating east of Pasadena. Existing ridership west of Sierra Madre Villa Station is low, suggesting that further restructuring of Route 264 may be warranted in Pasadena and Altadena. A similar pattern is seen in Figure 2-10 showing eastbound trips. Passenger volumes rise sharply at Sierra Madre Villa Station and reach a maximum load point of 141 passengers per day on Duarte Road at Holly Avenue in Arcadia.

Foothill Extension Bus Interface Plan

31 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND F 187 W Huntington Dr M 270 Existing Bus Route Gold Line Foothill Extension Proposed Station M Metro Bus Route F Foothill Transit Route Mountain Ave S Myrtle Ave S California Ave

F 690

E Pomona Ave Monrovia Station F 494

M 264 E Duarte Rd

North

0 400 800 Feet

Figure 2-8: Existing Bus Routing at Monrovia Station Foothill Extension Bus Interface Plan

32 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

Foothill Transit Route 494 This relatively low-volume express route provides weekday peak direction-only service between the San Dimas Park- and-Ride lot (site of a proposed future Gold Line station) and the El Monte Busway Station, on an alignment that includes three proposed Gold Line stations: Azusa-Citrus; Azusa-Alameda, and Monrovia. It runs primarily east-west on Foothill Boulevard, Baseline Road, and Huntington Drive east of Myrtle Avenue; and north-south on Myrtle to El Monte. Route 494 partially overlaps several other routes, including Route 492 on Arrow Highway; Route 284 on Lone Hill Avenue and Foothill Drive east of Glendora Avenue; Route 187 and shorter segments of several other routes on Foothill Boulevard and Huntington Drive, as well as Metro Route 270 on Myrtle Avenue to El Monte. Route 494 carries an average of 133 weekday boardings on seven one-way trips, or 19 passengers per trip. The results of the bus rider survey conducted for this study reported that 72 percent of existing Route 494 riders are likely to use the Gold Line Extension and that the two Azusa stations are the preferred point of access for 48 percent of all riders, followed by Monrovia (19 percent) and Duarte (15 percent). Detailed passenger boarding and alighting information was not available for analysis, making defi nitive systemic recommendations more diffi cult. However, either truncation at the proposed Azusa-Citrus Station or outright discontinuation of Route 494 should be considered in conjunction with restructuring local services to feed passengers into the Gold Line. Foothill Transit staff did note that existing riders of this route value the connection it provides between Duarte and the El Monte transit center. A replacement connection should be considered if this route is discontinuted. From a policy perspective, Foothill Transit and Metro should avoid providing parallel express bus services to downtown Los Angeles when feeder services to the Gold Line are available providing comparable service.

Station Interface The interface plan assumes on-street bus stops on Duarte Road near the station for Metro Route 264, and potential off - street layover position for Metro Route 270. Stops should be located to minimize the distance to the boarding platform. Figure 2-11 illustrates the proposed bus route modifi cations.

Foothill Extension Bus Interface Plan

33 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND F 187 W Huntington Dr M 270 Existing Bus Route Proposed Bus Route Proposed Discontinued Bus Route Proposed New Layover Location Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Mountain Ave

S Myrtle Ave Alignment S California Ave

F 690 M Metro Bus Route

F Foothill Transit Route E Pomona Ave Monrovia Station F 494

M 264 E Duarte Rd

North

0 400 800 Feet

Figure 2-11: Proposed Bus Routing at Monrovia Station Foothill Extension Bus Interface Plan

34 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

DUARTE STATION Duarte City Routes The Duarte Station will be located on the north side of Duarte Road, west of the intersection with Highland Avenue and The City of Duarte operates three local circulator routes utilizing small buses to supplement Metro and Foothill Transit near to the City of Hope Medical Campus. There are fi ve existing bus routes that operate in the vicinity of the Duarte routes in the city. Shown in Figure 2-12, they are briefl y described as follows: Station, as seen in Figure 2-12. • Duarte Blue Line operates a clockwise loop direction around the City generally northwest of the station area along Huntington Drive and Buena Vista Street. Currently the Blue Line does not stop in the immediate vicinity of the Duarte Metro Route 264 Station site. This local bus route carries approximately 750 passengers per weekday between Pasadena and Duarte on an alignment • Duarte Green Line operates a counter-clockwise loop around the City that includes Duarte Road in the eastbound that includes the Sierra Madre Villa Station as well as the proposed Monrovia and Duarte Stations. Currently it passes the direction passing the Gold Line station site, and in the westbound direction via Evergreen Street. Eastbound service Duarte Station site on Duarte Road. The route terminates on the south side of Durate Road. Westbound trips return via stops about 300 feet west of the station. a clockwise loop heading west on Business Center Drive, north on Denning Avenue, east on Evergreen Street, and south on Highland Avenue. An existing eastbound stop is located across Duarte Road from the station site at the City of Hope • Duarte Commuter Line is a morning peak service that transports residents to locations where they can transfer to a exit roadway; however, the nearest westbound stop to the Duarte Station site is located far to the west at the near side of Metro or Foothill Transit bus line. It currently runs on Evergreen Street, north of the station. Buena Vista Avenue. The results of the bus rider survey conducted for this study reported that 81 percent of existing Duarte circulator riders Metro ridership data (shown earlier in Figures 2-9 and 2-10) indicates signifi cant ridership activity in the vicinity of the are likely to use the Gold Line Extension, and that 47 percent consider Duarte Station as the preferred point of access, station site generated primarily by the City of Hope Medical Center and nearby businesses along Duarte Road. These followed by Monrovia (13 percent), Azusa-Citrus (9 percent), Azusa-Alameda (8 percent) and Irwindale (7 percent). conditions suggest that the Duarte Station location will strengthen an already strong eastern terminus for Route 264. Detailed ridership data for these routes were not available for this analysis, making defi nitive systemic recommendations Consequently, no immediate changes are proposed for this route. more diffi cult. Generally these routes should be evaluated in context of an integrated transit plan where Metro, Foothill, and municipal routes provide complementary services that are perceived by customers as a single network. Foothill Transit Route 272 This local route carries approximately 415 passengers per weekday between West Covina and Duarte via Baldwin Park and Station Interface Irwindale. Northbound buses approach the proposed Gold Line Duarte Station from the south via Buena Vista Avenue, On-street bus stops suffi cient to accommodate fi ve fi xed-route bus routes and one paratransit or specialized turn east Duarte Road and run parallel the corridor past the station site to Highland Avenue. The route continues north transportation vehicle should be provided at the Duarte Station. Physical improvements are recommended with a new on Highland Avenue and terminates at an on-street bus stop on Huntington Drive at Highland Avenue, approximately westbound stop located on the west curb of Highland Avenue near the east station portal. The eastbound stop will one mile north of the station. Southbound buses depart west on Huntington Drive and turn south on Buena Vista Avenue remain at the existing bus turnout serving the City of Hope Medical Center. A new pedestrian crossing across Duarte for the return trip to West Covina, bypassing Duarte Station. Road near the City of Hope driveway is planned. Detailed ridership data for Route 272 were not available at the time of this analysis, making it more diffi cult to provide Figure 2-13 shows the proposed bus route modifi cations. The objective of these proposed route modifi cations is to defi nitive recommendations concerning this route. The results of the bus rider survey conducted for this study reported continue to provide convenient bus connections to City of Hope Medical Center and to improve connections from this that 66 percent of existing Route 272 riders are likely to use the Gold Line Extension and that Duarte (29 percent), facility and the Gold Line Station to the South and West. The proposed loop for Metro Route 264 and Foothill Route 272 Irwindale (27 percent) and Monrovia (24 percent) are most preferred as access points. Structurally, the one-way on Business Center Drive, Denning Avenue, and Evergreen Street allows both routes to serve Duarte Road, the City of loop utilized to turn buses at the northern end of the route weakens the interface with the Gold Line at Duarte and is Hope, and the Gold Line station in both directions. particularly inconvenient for passengers transferring from rail to bus and heading south. Proposed modifi cations to local Duarte bus routes will be further coordinated with the city as the Gold Line Extension Northbound Route 272 service should be truncated at Duarte Station. Southbound buses would use Highland Avenue, Project advances. Business Center Drive , Denning Road, and Evergreen Street to loop around and return to Duarte Road westbound, similar to Metro 264. Alternative local coverage on Highland Avenue could be provided with restructured City of Duarte shuttle services or by diverting Route 187 to Duarte Station. Possible restructuring coinciding with the planned 2014 opening of the Phase 2A extension also should be considered once detailed boarding and alighting data are available. The objective of short-term restructuring would be to equalize bus travel times to and from the Duarte Station.

Foothill Extension Bus Interface Plan

35 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route Duarte Blue Line F 494 E Huntington Dr F 187 Proposed Bus Route Proposed Discontinued Bus Route Proposed New Layover Location Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Duarte Commuter Line Alignment

M Metro Bus Route

Duarte Green Line F Foothill Transit Route F 690 Business Center Drive

Duarte Ave Highland Buena Vista St Vista Buena Station

M 264 Duarte Rd F 272

North

0 300 600 Feet

Figure 2-12: Existing Bus Routing at Duarte Station Foothill Extension Bus Interface Plan

36 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Duarte Blue Line Existing Bus Route F 494 E Huntington Dr F 187 Proposed Bus Route Proposed Discontinued Bus Route Proposed New Layover Location Gold Line Foothill Extension Proposed Station

Duarte Commuter Line Gold Line Foothill Extension Proposed Alignment

M Metro Bus Route Duarte Green Line F Foothill Transit Route F 690 Business Center Drive

Duarte Ave Highland Buena Vista St Vista Buena Station

F 272 M 264 Duarte Rd

North

0 300 600 Feet

Foothill Extension Bus Interface Plan Figure 2-13: Proposed Bus Routing at Duarte Station

37 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

IRWINDALE STATION The Irwindale station will be located north of Avenida Padilla, and east of Irwindale Avenue. One existing bus route operates in the immediate vicinity of the station, as shown in Figure 2-14.

Foothill Transit Route 185 This local bus route carries nearly 2,000 passengers per weekday on a predominantly north-south alignment between Hacienda Heights and Azusa via West Covina and Irwindale. It passes one block west of the Irwindale Station site along Irwindale Avenue at Montoya Street and the I-210 Freeway. To the south, Route 185 provides a 20-minute connection to the Plaza at West Covina Transit Center and continues through West Covina, La Puente and Industry to Puente Hills Mall via Sunset Avenue, Glendora Avenue and Hacienda Boulevard. To the north, Route 185 continues to Foothill Boulevard and turns east toward downtown Azusa, overlaying Route 187 between Irwindale Avenue and Alameda Avenue. The results of the bus rider survey conducted for this study indicate that 68 percent of existing Route 185 riders are likely to use the Gold Line Extension, and that 30 percent consider Irwindale Station as the preferred point of access, followed by Azusa-Alameda (21 percent), Azusa-Citrus (18 percent), Monrovia (11 percent), and Duarte (9 percent). The concurrent survey of current Gold Line riders indicated that Irwindale Station is the least preferred among the six new stations as the initial point of access to the rail line. Detailed ridership data for Route 185 were not available for this analysis, making defi nitive recommendations more diffi cult. Truncation at Irwindale Station could be considered when ridership data become available, given service redundancy with Route 187 on Foothill Boulevard east of Irwindale Avenue and to improve opportunity for schedule coordination with Gold Line trains. In the immediate term, it is recommended that Route 185 divert from Irwindale Avenue to Irwindale Station in both directions when the Gold Line Extension opens. Northbound buses would turn right from Irwindale Avenue onto Adelante Street, where a new traffi c signal is planned, and continue north on Avenida Padilla to a new bus stop located on the north side of Montoya Street, southwest of the station. Ideally customers should have a line-of-sight visual connection to buses from the rail platform. Departing buses would continue west on Avenida Padilla, pass under the Irwindale Avenue bridge and turn left, running parallel to Irwindale Avenue until the traffi c light at Adelante Street and Irwindale Avenue, where the existing routing would be resumed. Buses running in the southbound direction would turn left at the intersection of Irwindale Avenue and Adelante Street, follow the same itinerary as described for northbound service and then continue south after the traffi c light at Adelante Street/Irwindale Avenue. Proposed changes are shown in Figure 2-15.

Foothill Extension Bus Interface Plan

38 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route Proposed Bus Route Proposed Discontinued Bus Route F 187 F 494 W Foothill Blvd Proposed New Layover Location Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Alignment F 690 M Metro Bus Route

F Foothill Transit Route

Irwindale Station

F185 N Irwindale Ave

North

E 1st St 0 300 600 Feet

Foothill Extension Bus Interface Plan Figure 2-14: Existing Bus Routing at Irwindale Station

39 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route Proposed Bus Route

F 187 F 494 W Foothill Blvd Proposed Discontinued Bus Route Proposed New Layover Location Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed F 690 Alignment M Metro Bus Route

F Foothill Transit Route

Irwindale Station

F185 N Irwindale Ave

North

E 1st St 0 300 600 Feet

Figure 2-15: Proposed Bus Routing at Irwindale Station Foothill Extension Bus Interface Plan

40 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

AZUSA-ALAMEDA STATION from the rail platform. Departing southbound buses would turn south on Alameda Avenue, west on Foothill Boulevard The Azusa-Alameda Gold Line Station will be located on the north side of Santa Fe Avenue between Azusa Avenue and and south on San Gabriel Avenue returning to Puente Hills Mall. This alignment would allow Route 280 use the existing Alameda Avenue in the downtown area. Four existing bus routes that operate in the vicinity of Azusa-Alameda Station bus stop located on the north side of Foothill Boulevard at the far side of Alameda Avenue. and are in the vicinity of the station are shown in Figure 2-16. Foothill Transit Route 494 Foothill Transit Route 185 This relatively low-volume express route provides weekday peak direction-only service between the San Dimas Park-and- This local bus route carries nearly 2,000 passengers per weekday between Hacienda Heights and Azusa via West Covina Ride lot (site of a future Gold Line station) and the El Monte Busway Station on an alignment that includes three proposed and downtown Azusa on an alignment that includes the proposed Irwindale and Azusa-Alameda Stations. It approaches Gold LIne stations: Azusa-Citrus; Azusa-Alameda, and Monrovia. It runs primarily east-west on Foothill Boulevard, the station vicinity from the west via Foothill Boulevard and terminates at San Gabriel Avenue two blocks west of the Baseline Road, and Huntington Drive east of Myrtle Avenue; and north-south on Myrtle to El Monte. Route 494 partially station. overlaps several other routes, including Route 492 on Arrow Highway; Route 284 on Lone Hill Avenue and Foothill Drive east of Glendora Avenue; and Route 187 and shorter segments of several other routes on Foothill Boulevard and The results of the bus rider survey conducted for this study indicate that 68 percent of existing Route 185 riders are Huntington Drive, as well as Metro Route 270 on Myrtle Avenue to El Monte. likely to use the Gold Line Extension and that 21 percent consider Azusa-Alameda Station as the preferred point of access, which is second to Irwindale Station (30 percent). Detailed ridership data for Route 185 were not available for Route 494 carries an average of 133 weekday boardings on seven one-way trips, or 19 passengers per trip. The results this analysis, making defi nitive recommendations more diffi cult. At a minimum it is recommended that Route 185 be of the bus rider survey conducted for this study reported that 72 percent of existing Route 494 riders are likely to use extended to a new terminal and layover point located adjacent to the new station entrance when the Gold Line Extension the Gold Line Extension and that the Azusa-Alameda Station is the preferred point of access for 25 percent of all riders, opens. Buses would continue from San Gabriel Avenue on Foothill Boulevard, turn north on Azusa Avenue and east on followed by Azusa-Citrus (23 percent), Monrovia (19 percent) and Duarte (15 percent). Detailed passenger boarding Santa Fe Avenue to the bus stop. Departing buses would turn south on Alameda Avenue and west on Foothill Boulevard and alighting information was not available for analysis, making defi nitive recommendations more diffi cult. However, returning to Irwindale. either truncation at the proposed Azusa-Citrus Station or outright discontinuation of Route 494 should be considered in conjunction with restructuring local services to feed passengers into the Gold Line.

Foothill Transit Route 187 Station Interface This local bus route currently travels east-west on Foothill Boulevard and passes one block south of the Azusa-Alameda Station site. Existing bus stops are located on both sides of Foothill at the Azusa Avenue intersection. As described It is proposed that Santa Fe Avenue be converted to have an on-street bus facility adjacent to the Azusa-Alameda Station, earlier, Route 187 would be truncated at both ends and serve the Arcadia and Azusa-Citrus Stations. Ridership data between Azusa Avenue and Alameda Avenue. This proposal will improve customer convenience and help to meet indicates that downtown Azusa is a signifi cant transit trip generator and diversion of Route 187 to the station entrance operational requirements. Bus stops suffi cient to accommodate three fi xed-route bus routes and one paratransit or on Santa Fe Avenue is recommended. Both Alameda and Azusa Avenues may be used for signal-protected access to and specialized transportation vehicle at Azusa-Alameda Station should be provided. Bus route modifi cations are shown in from Foothill Boulevard. Figure 2-17.

Foothill Transit Route 280 This local route is Foothill Transit’s second highest volume line carrying over 3,400 passengers per average weekday between Puente Hills Mall and downtown Azusa via Azusa Avenue. It currently terminates one block south of the Azusa- Alameda Station via a one-way loop consisting of north on Azusa Avenue, west on Foothill Boulevard and south on San Gabriel Avenue. Existing bus stops are located on Azusa Avenue northbound and on San Gabriel Avenue southbound, both south of Foothill Boulevard. The results of the bus rider survey conducted for this study reported that 62 percent of existing Route 280 riders are likely to use the Gold Line Extension and that the Azusa-Alameda Station is the preferred point of access for 16 percent of those who expect to use the train. In comparison, Azusa-Citrus Station is preferred by 48 percent of riders, and Duarte is preferred by 10 percent of riders. Detailed ridership data for Route 280 were unavailable at the time of this analysis, making it more diffi cult to off er recommendations concerning this route. At a minimum, extension one block north on Azusa Avenue and east on Santa Fe Avenue to a new on-street bus stop and layover point located across the street from the Gold Line station entrance is recommended. Ideally customers should have a line-of-sight visual connection to buses

Foothill Extension Bus Interface Plan

41 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route Proposed Bus Route Proposed Discontinued Bus Route E 11th St Proposed New Layover Location Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed

N San Gabriel Ave Alignment

M Metro Bus Route

E 9th St F Foothill Transit Route

Azusa-Alameda Station N Citrus Ave F 185 F 494 E Foothill Blvd F 187

F 281

North N Alameda Ave N Azusa Ave W 5th St

F 280 0 400 800 Feet

Figure 2-16: Existing Bus Routing at Azusa-Alameda Station Foothill Extension Bus Interface Plan

42 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route E 11th St Proposed Bus Route Proposed Discontinued Bus Route Proposed New Layover Location Gold Line Foothill Extension Proposed Station N San Gabriel Ave Gold Line Foothill Extension Proposed Alignment E 9th St M Metro Bus Route

F Foothill Transit Route

Azusa-Alameda Station

F 185 N Citrus Ave F 494 E Foothill Blvd F 187

F 281

F 280 N Alameda Ave N Azusa Ave W 5th St North

0 400 800 Feet

Foothill Extension Bus Interface Plan Figure 2-17: Proposed Bus Routing at Azusa-Alameda Station

43 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

AZUSA-CITRUS STATION The results of the bus rider survey conducted for this study indicate that 74 percent of existing Route 281 riders are likely The Azusa-Citrus Station will be located northwest of the intersection of Citrus Avenue and Foothill Boulevard near the to use the Gold Line Extension, and that half of these consider the Azusa-Citrus Station as the preferred point of access, Citrus Community College and Azusa Pacifi c University campuses. There are fi ve existing bus routes that operate in the followed by Azusa-Alameda (12 percent) and Irwindale (11 percent). The concurrent survey of current Gold Line riders vicinity of the proposed station site, as shown in Figure 2-18. indicated that Azusa-Citrus Station is the most preferred among the six new stations as the initial point of access to the rail line. Detailed ridership data for Route 281 were not available for this analysis, making defi nitive recommendations more diffi cult. However, extension of the route to the Azusa –Citrus Station is strongly suggested to provide new Foothill Transit Route 187 connectivity with the Gold Line. This is Foothill’s most heavily utilized route, carrying over 6,000 passengers per average weekday, 3,100 per Saturday, and 2,900 per Sunday. A detailed discussion of boarding and alighting patterns is provided earlier in this report in the Arcadia Foothill Transit Route 488 Station section. Route 187 travels east-west on Foothill Boulevard and north-south on Citrus Avenue in the vicinity of the Azusa-Citrus Station site, passing several hundred feet to the south. Existing bus stops are located on the east side of This local bus route carries nearly 1,600 passengers per weekday between El Monte and Glendora via Baldwin Park, West Citrus Avenue south of the curve to Foothill Boulevard, and on the north side of Foothill Boulevard immediately east of Covina and Covina. It approaches the Azusa-Citrus Station site from the south and east via South Grand Avenue and the curve to Citrus Avenue. Foothill Boulevard and currently terminates 0.5 mile east at the intersection of Foothill Boulevard and Barranca Avenue. Ridership data shown earlier in Figures 2-5 and 2-6 indicate that the Azusa-Citrus station vicinity is a signifi cant transit The results of the bus rider survey conducted for this study indicate that 54 percent of existing Route 488 riders are trip generator in both directions. Passenger volumes are higher to the west and lower to the east of the station site, with likely to use the Gold Line Extension, and that 56 percent of these consider the Azusa-Citrus Station as the preferred accumulated loads of approximately 600 passengers aboard weekday service in each direction at Foothill Boulevard and point of access, followed by Azusa-Alameda (9 percent) and Irwindale (7 percent). Detailed ridership data for Route Citrus Avenue. 488 were not available for this analysis, making defi nitive recommendations more diffi cult. However, extension of the route to the Azusa-Citrus Station is strongly suggested to provide an eff ective feeder connection from the South Grand These ridership patterns support reconfi guration of Route 187 better to complement the Gold Line when the line is Avenue corridor to the Gold Line, as well as an additional bus connection between the Gold Line and the San Bernardino extended. It is recommended that Route 187 be divided into three shorter routes to shift longer passenger trips to the Metrolink Line in Covina. Gold Line, and refocus bus service on providing feeder trips into both Azusa-Citrus and Arcadia Stations from the east with continuing direct service provided by the Gold Line. Two of the three new routes would terminate at Azusa-Citrus Station: Foothill Transit Route 494 This relatively low-volume express route provides weekday peak direction-only service between the San Dimas Park-and- • Route 187 Arcadia/Azusa would operate between Arcadia Station and Azusa-Citrus Station on its current alignment Ride lot (site of a future Gold Line station) and the El Monte Busway Station on an alignment that includes three stations with minor changes to serve the Azusa-Alameda Station better. The route should operate within a 90-minute in this phase: Azusa-Citrus, Azusa-Alameda, and Monrovia. It runs primarily east-west on Foothill Boulevard, Baseline schedule cycle, requiring six peak buses to provide peak period 15-minute headways designed to meet every other Road and Huntington Drive east of Myrtle Avenue, and north-south on Myrtle to El Monte. Route 494 partially overlaps peak direction Gold Line train at Arcadia Station. several other routes, including Route 492 on Arrow Highway; Route 284 on Lone Hill Avenue and Foothill Drive east of • Route 188 Azusa/Montclair would operate between Azusa-Citrus Station and the Montclair Transit Center on an Glendora Avenue; Route 187 and shorter segments of several other routes on Foothill Boulevard and Huntington Drive; alignment similar to the current Route 187, which includes intermediate stops at the Glendora and Claremont and Metro Route 270 on Myrtle Avenue to El Monte. Stations as planned in the Azusa to Montclair Extension. The route should operate within a 120-minute schedule Route 494 carries an average of 133 weekday boardings on seven one-way trips, or 19 passengers per trip. The results of cycle, requiring eight peak buses to provide peak period 15-minute headways designed to meet every other peak the bus rider survey conducted for this study reported that 72 percent of existing Route 494 riders are likely to use the direction Gold Line train at Azusa-Citrus Station. Gold Line Extension and that the Azusa-Citrus Station is the preferred point of access for 23 percent of all riders, second to The Azusa-Citrus Station does have substantial needs for bus layover space. At project opening, the necessary layover Azusa-Alameda (25 percent), but ahead of Monrovia (19 percent) and Duarte (15 percent). Detailed passenger boarding space is proposed to be provided along the curbs on Foothill Boulevard and Citrus Avenue. Long-term need would be and alighting information was not available for analysis, making defi nitive recommendations more diffi cult. Either met by the bus facility on the north side of the light rail alignment where all fi ve bus routes would have layover space. truncation at Azusa-Citrus Station or outright discontinuation should be considered in conjunction with restructuring local services to feed passengers into the Gold Line.

Foothill Transit Route 281 Foothill Transit Route 498 This local bus route carries nearly 2,100 passengers per weekday between Puente Hills Mall and Azusa via Industry, West Covina and Covina. It approaches Azusa from the south via Citrus Avenue and terminates one-quarter mile south of the This express route provides weekday peak direction-only service between the Citrus College Park-And-Ride Lot in Azusa station site at the intersection of Foothill Boulevard at Citrus Avenue. and downtown Los Angeles via Covina and West Covina. It carries 866 passengers per average weekday on 23 westbound trips to Los Angeles in the morning and 25 return trips to Azusa in the afternoon. Average ridership per one-way trip is 18

Foothill Extension Bus Interface Plan

44 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route

F 851 Proposed Bus Route Proposed Discontinued Bus Route Proposed New Layover Location

W Bennett Ave Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Alignment

Azusa-Citrus M Metro Bus Route Station F Foothill Transit Route

F 488 W Foothill Blvd F 498

F 494 S Grand Ave F 187 N Barranca Ave Barranca N

E Alosta Ave

N Citrus Ave Citrus N North

F 281

F 187 Alosta Ave 0 300 600 Feet

Foothill Extension Bus Interface Plan Figure 2-18: Existing Bus Routing at Azusa-Citrus Station

45 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS passengers. Morning trips currently depart from the intersection of Barranca Avenue at Foothill Boulevard, which is 0.5 mile east of the Azusa-Citrus Station site. Buses turn east on Alosta Avenue and south onto Grand Avenue to the I-10 Freeway. Afternoon trips return via north on Grand and west on Foothill Boulevard to Barranca Avenue. The results of the bus rider survey conducted for this study reported that 54 percent of existing Route 498 riders are likely to use the Gold Line Extension and that the Azusa-Citrus Station is overwhelmingly preferred as the point of access, by 69 percent of those who expect to use the Gold Line. Detailed passenger boarding and alighting information was not available for analysis, making defi nitive recommendations more diffi cult. Discontinuation should be considered in conjunction with restructuring local services to feed passengers into the Gold Line. From a policy perspective, Foothill Transit and Metro should consider truncating or discontinuing parallel express bus services to downtown Los Angeles when feeder services to the Gold Line off er comparable service.

Station Interface This station is particularly important as an intermodal transfer point due to its dual function as a major generator of walk- on passenger traffi c and as the eastern terminus of the Gold Line once the Azusa to Pasadena Extension is completed. Survey results conducted for this analysis suggest that this location will attract nine percent of total Gold Line a.m. and p.m. peak boardings, the most among the six new stations, and six percent of midday and night-time boardings. Projected utilization of Azusa-Citrus Station is even higher as an alighting point, with 12 percent of total anticipated Gold Line passengers alighting there during midday and p.m. peak periods 10 percent at night and six percent during the morning peak. The survey also indicated that 79 percent of respondents are interested in the extension from Azusa-Citrus to Montclair, suggesting that interim demand for access to Azusa-Citrus among residents of eastern San Gabriel Valley cities will be high. Proposed bus route modifi cations are shown in Figure 2-19. In view of its interim signifi cance as the Pasadena to Azusa Extension eastern terminus, timely construction of an off - street bus facility adjacent to Azusa-Citrus Station is recommended. The bus interface plan acknowledges that location and confi guration of a permanent facility is contingent on development of the adjacent Rosemont Master Planned Community. This may require the use of on-street bus stops and a nearby off -site location where terminating buses can spend scheduled recovery time and turn around. Initially buses will board and discharge passengers at on-street bus stops located on both sides of Foothill Boulevard at the Citrus Avenue curve. Terminating buses would then deadhead to an off -site recovery time point. Lacking restroom facilities, this location is not suggested for extended layovers until a permanent off -street facility is constructed.

Foothill Extension Bus Interface Plan

46 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route

F 851 Proposed Bus Route Proposed Discontinued Bus Route Proposed New Layover Location

W Bennett Ave Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Alignment

Azusa-Citrus F Foothill Transit Route Station

F 488 W Foothill Blvd F 498

F 281

F 494 S Grand Ave F 187 N Barranca Ave Barranca N

E Alosta Ave

N Citrus Ave Citrus N North

F 188 Alosta Ave 0 300 600 Feet

Foothill Extension Bus Interface Plan Figure 2-19: Proposed Bus Routing at Azusa-Citrus Station

47 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

INTERIM RESTRUCTURING OF BUS ROUTES: AZUSA TO MONTCLAIR Foothill Route 690 This express route operates peak direction-only weekday service between the Montclair Transit Center and downtown Completion of the Gold Line Extension from Pasadena to Azusa will warrant consideration of interim service changes to Pasadena on an alignment comprised primarily of Foothill Boulevard and Baseline Road east of Azusa, and the I-210 routes that primarily serve communities east of Azusa that later will be served directly by light rail service in the Azusa Freeway west of Azusa Avenue to downtown Pasadena. It overlays local Route 187 east of Glendora. It carries an average to Montclair Extension. This section provides a limited plan that diverts and truncates selected bus routes at the Azusa- of 274 weekday boardings on nine westbound trips in the morning and eight eastbound trips in the afternoon. Average Citrus Station, and proposes others for discontinuation. ridership is 16 passengers per one-way trip. Results from the random telephone survey of San Gabriel residents conducted for this study indicate that Azusa-Citrus Detailed passenger boarding and alighting information was not available for analysis, making defi nitive Station will become an attractive access point for central and eastern San Gabriel Valley residents who indicated likely use recommendations more diffi cult. At a minimum, Route 690 should be diverted via Citrus Avenue to the Azusa-Citrus of the Gold Line upon completion of the Pasadena to Azusa Extension. Similarly, the onboard survey of current bus riders Station when the Pasadena to Azusa extension opens, to avoid redundancy with the Gold Line. Discontinuation should indicate that the Azusa-Citrus Station will be the most likely point of access preferred by 23 percent of those who expect be considered as part of future planning. to use the Gold Line when this extension opens, followed by Monrovia (15 percent), Duarte (14 percent), Azusa-Alameda (11 percent), Arcadia (8 percent) and Irwindale (7 percent). Foothill Route 851 Changes to four existing bus routes as shown in Figure 2-20 are proposed: This commuter-oriented local route operates weekday peak period service between Glendora and the Covina Metrolink Station on a meandering north-south alignment comprised primarily of Glendora Avenue and Sunfl ower Avenue. It Glendora Mini Bus Metrolink Shuttle crosses the Gold Line corridor at Glendora Avenue north of Alosta Avenue. Route 851 carries an average of 165 weekday This commuter shuttle service operated by the City of Glendora runs between the Glendora Transportation Center on boardings on eight morning trips and seven afternoon trips. Average ridership is 11 passengers per one-way trip. Foothill Boulevard at Dalton Avenue and the Covina Metrolink Station, primarily via Barranca Avenue. Southbound Detailed passenger boarding and alighting information was not available for analysis, making defi nitive service to Metrolink comprises six trips departing between at 5:18 a.m. and 7:14 a.m. on weekdays only. Return service recommendations more diffi cult. Consideration should be given to extending selected trips on Route 851 via Foothill comprises six northbound trips departing between 4:00 p.m. and 6:40 p.m. Neither passenger boarding and alighting Boulevard to the Azusa-Citrus Station. Alternatively, local feeder service to Azusa-Citrus Station could replace the existing information nor specifi c survey results relative to this route were available for analysis. Generally the route should be segment on Sierra Madre Boulevard and between Grand Avenue and Valley Center Avenue. It is recognized that this integrated into the larger bus interface plan that would feed Glendora passengers primarily to the Gold Line throughout route serves a signifi cant number of school trips on weekdays. No modifi cations to school peak service are proposed. the service day and provide north-south connecting service to the Metrolink San Bernardino Line. Systemic restructuring within cities east of Azusa should be considered in context of future service changes contemplated by Foothill Transit either prior to or concurrently with the opening of the extension to Montclair. Foothill Transit Route 284 This local bus route carries 410 passengers per weekday between West Covina and Glendora via Covina and San Dimas. It approaches the planned Gold Line site from the east via Foothill Boulevard and south on Glendora Avenue to an on-street terminal point at Ada Avenue. The results of the bus rider survey conducted for this study reported that 42 percent of existing Route 284 riders are likely to use the Gold Line Extension and that the Azusa-Citrus Station is preferred as the point of access by 36 percent of those who expect to use the Gold Line, followed by Azusa-Alameda (26 percent) and Irwindale (14 percent). Detailed passenger boarding and alighting information was not available for analysis, making defi nitive recommendations more diffi cult. However, extension of Route 284 two miles west via Foothill Boulevard to the Azusa-Citrus Station should be considered. The bus connection presumably would be maintained until Gold Line service is extended to Glendora Station. One possible routing would be to extend the route from the existing terminus at Glendora Avenue and Alosta Avenue by routing busses west on Alosta, north on Grand Avenue and west on Foothill Boulevard to the Azusa-Citrus Station. This would minimize duplication with Route 187 on Alosta Avenue and maintain coverage on most of the segment of Foothill Boulevard to be vacated by the proposed discontinuation of Route 494.

Foothill Extension Bus Interface Plan

48 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

LEGEND

Existing Bus Route

Proposed Bus Route

Proposed Discontinued Bus Route

Gold Line Foothill Extension Proposed Station Gold Line Foothill Extension Proposed Alignment Metrolink

M Metro Bus Route F Foothill Bus Route

North

0 0.2 0.4 miles

Foothill Extension Bus Interface Plan Figure 2-20: Proposed Bus Routing – Azusa to Montclair

49 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

NET COST OF BUS INTERFACE RECOMMENDATIONS: PASADENA TO AZUSA PROJECT BASE CASE As indicated in Table 2-3, cumulative annual revenue vehicle hours for all intersecting routes would increase by 0.8 This section presents a preliminary estimate of operating cost associated with the preceding recommendations. Gold percent, from 394,734 to 398,054 assuming the base case scenario. Key changes include the proposed discontinuation of Line service span and frequency are key variables that will aff ect both the total operating cost of the Pasadena to Azusa Foothill Transit Route 494. Additional savings would come from the truncation of Foothill Route 690 at the Azusa-Citrus feeder bus network as well as the extent to which schedule coordination between buses and trains may be achieved at Station, and truncation of Foothill Route 272 at Monrovia Station. These operating cost reductions would be off set by the the new rail stations. As actual 2015 rail schedules have yet to be fi nalized, the following assumptions have been drawn extension of Foothill Routes 284 to Azusa-Citrus Station, division of Foothill Route 187 and Metro Route 487 into multiple for purposes of plan costing. routes, and various minor route extensions and span improvements as necessary to support the proposed bus interface • Service Span – It is assumed that the Gold Line will operate seven days per week generally between the hours of 4:30 plan. a.m. and 1:00 a.m., a daily span of 20.5 hours. This is comparable to the existing service span operated on the Gold Line between Pasadena and Los Angeles. • Service Frequency – Design headways recommended during the engineering phase diff er from the current level of service operated between Pasadena and Los Angeles. Planned Pasadena to Azusa service frequencies by service day and time period are summarized in Table 2-2.

TABLE 2-2 Metro Gold Line Service Span and Frequency February 2011

SERVICE FREQUENCY

Service Day Operating Hours Early AM a.m. Peak Base p.m. Peak Night

Weekday 4:30am - 1:00 am 15 10 15 10 20

Saturday 4:30am - 1:00 am 20 20 15 15 20

Sunday 4:30am - 1:00 am 20 20 15 15 20

Two bus service scenarios are included in this section to provide a range of probable operating cost for the Pasadena to Azusa bus network: • Base Case – includes all intersecting routes operating on modifi ed alignments as proposed at or near prevailing (2011) service levels in terms of service span and frequency; • Enhanced Service Levels – includes all intersecting routes operating on modifi ed alignments as proposed at enhanced service levels including service span equivalent to that of the Gold Line and bus frequencies suffi cient to meet every other train on a directional basis. Ideally, buses and trains should operate on an even multiple of the same headway to ensure schedule coordination on a directional basis. However, in consideration of both the suburban character of the Pasadena to Azusa service area and current 30 to 60 minute headways on many of the existing routes, it is assumed that meeting every train on a directional basis may be unattainable within the current transit funding environment in California. Therefore it is recommended that for planning purposes target headways for intersecting bus routes be based on an objective of meeting every other Gold Line train on a bi-directional basis.

Foothill Extension Bus Interface Plan

50 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

TABLE 2-3 Gold Line Extension: Pasadena to Azusa Bus Interface Plan Change in Level of Service - Base Case

Existing Revenue Hours Proposed Revenue Hours Route Operator Stations Aff ected Weekday Saturday Sunday Annual Weekday Saturday Sunday Annual Percent Change 79 (78)1 Metro Arcadia 181.2 131.9 112.1 59,559 185.5 131.3 114.3 60,759 2.0%

185 Foothill Irwindale, Alameda 73.9 55.0 55.0 24,896 73.5 61.5 61.5 25,508 2.5%

186 Foothill Arcadia 0.0 0.0 0.0 0 81.8 47.3 64.5 26,000 1.3%

187 Foothill Arcadia, Alameda, Citrus 269.5 154.8 154.8 85,748 109.0 65.3 62.0 34,788 1.3%

188 Foothill Citrus 0.0 0.0 0.0 0 81.8 49.0 46.5 26,091 1.3%

264 (267)2 Metro Monrovia, Duarte 55.3 33.7 33.6 17,800 56.0 33.0 33.0 17,910 0.6% 270 Metro Monrovia 68.5 52.6 0.0 20,203 70.0 52.0 0.0 20,554 1.7% 272 Foothill Duarte 27.3 19.6 19.6 9,107 22.5 18.8 18.8 7,800 -14.4%

280 Foothill Alameda 94.7 59.0 59.0 30,622 95.0 61.0 59.5 30,848 0.7%

281 Foothill Citrus 93.1 36.7 36.7 27,764 95.0 39.0 39.0 28,515 2.7%

284 Foothill Citrus 16.4 14.8 14.8 5,802 22.0 18.0 18.0 7,590 30.8%

487 Metro Arcadia 138.4 58.7 58.7 41,749 88.5 39.0 39.0 26,858 7.2%

487A Metro Arcadia 0.0 0.0 0.0 0 59.0 26.0 26.0 17,905 7.2%

488 Foothill Citrus 75.1 43.1 43.1 23,875 76.5 43.5 43.5 24,293 1.7%

494 Foothill Monrovia, Alameda, Citrus 9.1 0.0 0.0 2,315 0.0 0.0 0.0 0 -100.0%

498 Foothill Citrus 64.4 0.0 0.0 16,430 64.4 0.0 0.0 16,430 0.0%

690 Foothill Citrus 25.4 0.0 0.0 6,482 13.9 0.0 0.0 3,538 -45.4%

851 Foothill Citrus 13.5 0.0 0.0 3,450 13.5 0.0 0.0 3,450 0.01%

Blue City of Duarte Duarte 12.0 10.0 0.0 3,580 13.0 11.0 0.0 3,887 8.6%

Green City of Duarte Duarte 12.0 0.0 0.0 3,060 13.0 0.0 0.0 3,315 8.3%

Commuter City of Duarte Duarte 1.5 0.0 0.0 383 1.5 0.0 0.0 383 0.01%

Metro Link Shuttle Glendora Minibus Citrus 3.7 0.0 0.0 944 4.0 0.0 0.0 1,020 8.1%

Campus Trolley APU Citrus 43.0 0.0 0.0 10,965 43.0 0.0 0.0 10,965 0.0%

Total 1,277.9 669.6 587.1 394,734 1,280.8 695.6 607.6 398,054 0.8%

Notes: 1 Estimated 67% of existing revenue hours attributable to Route 79 2 Estimated 50% of existing revenue hours attributable to Route 264

Foothill Extension Bus Interface Plan

51 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

The estimated net eff ect on bus transit operating budgets associated with the Base Case scenario is summarized in Table 2-4. The plan generates net savings of slightly over $100,000 for Foothill Transit, and net cost of $0.57 million for Metro, as well as nominally increased cost for Duarte Transit and Glendora Minibus.

TABLE 2-4 Gold Line Bus Interface Plan Base Case Operating Expenses

Existing Existing Proposed Proposed Change Revenue Net Change Operator / Service Cost per RVH Revenue Operating Operating Revenue Hours Hours Expense Hours Expense Expense Metro directly operated $130.84 119,108 $15,584,119 123,431 $16,149,756 4,323 $565,637 Metro contract 84.07 20,203 $1,698,441 20,203 $1,698,441 0 $0 Foothill Transit - except 61.43 196,187 $12,051,755 196,288 $12,058,000 -2,058 -$126,435 488 & 498 Foothill Route 488 60.44 23,875 $1,443,032 24,293 $1,468,239 417 $25,207 Foothill Route 498 103.55 16,430 $1,701,290 16,430 $1,701,290 0 $0 Duarte 60.00 7,023 $421,350 7,202 $432,120 562 $33,720 Glendora 60.00 944 $56,610 1,020 $61,200 77 $4,590 Azusa Pacifi c University 60.00 10,965 $657,900 10,965 $657,900 0 $0 Total -- 394,734 $33,614,497 398,054 $34,117,216 3,320 $502,719

Notes: * Metro unit costs per LAMTA Planning Department (S. Chesler). Foothill unit costs per Foothill Planning Department (L. Gillespie). Duarte, Glendora, and APU unit cost estimates by IBI Group.

Foothill Extension Bus Interface Plan

52 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

ENHANCED SERVICED LEVEL SCENARIO – BUS RESTRUCTURING WITH ENHANCED SERVICE LEVELS As indicated in Table 2-5, cumulative annual revenue vehicle hours for all intersecting routes would increase by 52 percent, from 394,734 to 601,161 annually, assuming the Enhanced Service Level scenario. The enhanced scenario assumes all proposed route changes operating on schedules designed to meet every other Gold Line train on a directional basis. Most routes would operate every 20 minutes during the a.m. and p.m. peak hours; every 30 minutes during the weekday base period and on weekends, and every 40 minutes at night. TABLE 2-5 Gold Line Pasadena to Azusa Bus Interface Plan Change in Level of Service - Enhanced Service Levels

Existing Revenue Hours Enhanced Revenue Hours Route Operator Stations Aff ected Weekday Saturday Sunday Annual Weekday Saturday Sunday Annual Percent Change 79 (78)1 Metro Arcadia 181.2 131.9 112.1 59,559 181.1 133.9 133.9 60,913 2.3%

185 Foothill Irwindale, Alameda 73.9 55.0 55.0 24,896 132.8 114.8 114.8 46,474 86.7%

186 Foothill Arcadia 0.0 0.0 0.0 0 66.4 57.4 57.4 23,237 -9.7%

187 Foothill Arcadia, Alameda, Citrus 269.5 154.8 154.8 85,748 88.5 76.5 76.5 30,983 -9.7% 188 Foothill Citrus 0.0 0.0 0.0 0 66.4 57.4 57.4 23,237 -9.7%

264 (267)2 Metro Monrovia, Duarte 55.3 33.7 33.6 17,800 88.5 76.5 76.5 30,983 74.1% 270 Metro Monrovia 68.5 52.6 0.0 20,203 177.0 153.0 0.0 53,091 162.8% 272 Foothill Duarte 27.3 19.6 19.6 9,107 66.4 57.4 57.4 23,237 155.2% 280 Foothill Alameda 94.7 59.0 59.0 30,622 88.5 76.5 76.5 30,983 1.2%

281 Foothill Citrus 93.1 36.7 36.7 27,764 132.8 114.8 114.8 46,474 67.4%

284 Foothill Citrus 16.4 14.8 14.8 5,802 66.4 57.4 57.4 23,237 300.5%

487 Metro Arcadia 138.4 58.7 58.7 41,749 132.8 114.8 114.8 46,474 11.3%

487A Metro Arcadia 0.0 0.0 0.0 0 88.5 76.5 76.5 30,983 NA

488 Foothill Citrus 75.1 43.1 43.1 23,875 132.8 114.8 114.8 46,474 94.7%

494 Foothill Monrovia, Alameda, Citrus 9.1 0.0 0.0 2,315 0.0 0.0 0.0 0 -100.0%

498 Foothill Citrus 64.4 0.0 0.0 16,430 64.4 0.0 0.0 16,430 0.0%

690 Foothill Citrus 25.4 0.0 0.0 6,482 33.2 0.0 0.0 8,463 30.6%

851 Foothill Citrus 13.5 0.0 0.0 3,450 88.5 0.0 0.0 22,568 554.1%

Blue City of Duarte Duarte 12.0 10.0 0.0 3,580 44.3 38.3 0.0 13,273 270.7%

Green City of Duarte Duarte 12.0 0.0 0.0 3,060 44.3 0.0 0.0 11,284 268.8%

Commuter City of Duarte Duarte 1.5 0.0 0.0 383 1.5 0.0 0.0 383 0.0%

Metro Link Shuttle Glendora Minibus Citrus 3.7 0.0 0.0 944 4.0 0.0 0.0 1,020 8.1%

Campus Trolley APU Citrus 43.0 0.0 0.0 10,965 43.0 0.0 0.0 10,965 0.0%

Total 1,277.9 669.6 587.1 394,734 1,831.7 1,319.6 1,128.4 601,161 52.3%

Notes: 1 Estimated 67% of existing revenue hours attributable to Route 79 2 Estimated 50% of existing revenue hours attributable to Route 264

Foothill Extension Bus Interface Plan

53 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS

The estimated net eff ect on bus transit operating budgets is summarized in Table 2-6. Full implementation of the Enhanced Service Level scenario would increase bus system operating expenses by $16.9 million (current dollars).

TABLE 2-6 Gold Line Bus Interface Plan Enhanced Service Level Operating Expenses Existing Existing Proposed Proposed Change Revenue Net Change Operator / Service Cost per RVH Revenue Operating Operating Revenue Hours Hours Expense Hours Expense Expense Metro directly operated $130.84 119,108 $15,584,119 169,352 $22,157,999 50,244 $6,573,881 Metro contract 84.07 20,203 $1,698,441 53,091 $4,463,360 32,888 $2,764,919 Foothill Transit - except 61.43 196,187 $12,051,755 278,890 $17,132,232 82,704 $5,080,477 488 & 498 Foothill Route 488 60.44 23,875 $1,443,032 46,474 $2,808,873 22,598 $1,365,841 Foothill Route 498 103.55 16,430 $1,701,290 16,430 $1,701,290 0 $0 Duarte 60.00 7,023 $421,350 24,939 $1,496,340 17,917 $1,074,990 Glendora 60.00 944 $56,610 1,020 $61,200 77 $4,590 Azusa Pacifi c University 60.00 10,965 $657,900 10,965 $657,900 0 $0 Total -- 394,734 $33,614,497 601,161 $50,479,195 206,427 $16,864,698

Notes: * Metro unit costs per LAMTA Planning Department (S. Chesler). Foothill unit costs per Foothill Planning Department (L. Gillespie). Duarte, Glendora and APU unit cost estimates by IBI Group.

Foothill Extension Bus Interface Plan

54