Metro Harbor Subdivision Transit Corridor November 2009

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1 2. Purpose and Need 2. PURPOSE AND NEED The objective of the Purpose and Need chapter is to characterize the transportation and mobility problems in the Harbor Subdivision study area, and identify the project objectives to improve transportation in the Corridor. It begins by describing the configuration, existing conditions and demographics of the Harbor Subdivision corridor, as well as previous studies of the area. It then analyzes the travel markets in South Los Angeles County, with particular attention to trip patterns among and between districts within the Harbor Subdivision Study Area. The travel markets analysis is needed to help define modal and operational alternatives that best meet the region s urban transportation needs. In addition, this document characterizes the performance of the transportation system and identifies opportunities for the Harbor Subdivision to address the transportation system s deficiencies. Heavy traffic congestion, poor transit times and schedule reliability, poor transit connections and a lack of regional connections are among the most significant symptoms of an imbalanced transportation system without competitive alternatives to auto travel. The Purpose and Need chapter concludes with a discussion of the goals and objectives of the Harbor Subdivision project that links the objectives to the Study Area s urban transportation needs. The objectives of the Harbor Subdivision Project, which will be substantiated throughout this Chapter, are listed below: Improve mobility in southwestern Los Angeles County by introducing high-frequency transit service options. Enhance the regional transit network by interconnecting existing and planned rapid transit lines. Provide an alternative mode of transportation for commuters who currently use the congested I-405 and I-110 corridors. Improve transit accessibility for residents of communities along the corridor. Encourage a mode shift to transit, reducing air pollution and greenhouse gas emissions HARBOR SUBDIVISION STUDY AREA Study Area Location Figure 2.1 shows a map of the Harbor Subdivision Study Area, which extends 26 miles in a C- shaped configuration from downtown Los Angeles in the north to LAX / El Segundo to the west and San Pedro / Wilmington to the south. The Study Area encompasses an approximate one-mile buffer on either side of the Harbor Subdivision ROW and potential off-corridor routing alternatives. All or part of the following jurisdictions (starting in the north) are included in the Study Area, and either directly abut the Harbor Subdivision ROW or offcorridor alignments that could connect to it: Page 2-1

2 2. Purpose and Need County of Los Angeles, including portions of the following unincorporated areas: o Florence o View Park o Ladera Heights o Lennox o Del Aire o Harbor Gateway City of Los Angeles, including all or portions of the following areas: o Downtown Los Angeles o South Los Angeles o Chesterfield Square o Hyde Park o Westchester o Harbor City o Wilmington o San Pedro Vernon Huntington Park Inglewood Hawthorne El Segundo Lawndale Manhattan Beach Redondo Beach Torrance Carson Long Beach Page 2-2

3 2. Purpose and Need Figure 2.1. Metro Harbor Subdivision Transit Corridor Study Area Source: AE LLC, STV Incorporated Page 2-3

4 2. Purpose and Need Study Area Boundaries In general, the Study Area boundaries correspond to existing jurisdictional boundaries and geographic features such as: Major transit corridors Freeways Major arterials City boundaries Metro Ridership Model Traffic Analysis Zones (TAZs) Figure 2.2 depicts the project Study Area by TAZ. The demographic and travel pattern data described in subsequent sections are presented in terms of TAZ areas, with the individual TAZs aggregated to analyze travel patterns and trip volumes. The Study Area boundaries are listed below, starting in the downtown Los Angeles area at LAUS and proceeding counterclockwise. Alpine Street Harbor Freeway (I-110) Vernon Avenue Crenshaw Boulevard Stocker Street La Brea Avenue Slauson Avenue La Tijera Boulevard Sepulveda Boulevard Westchester Parkway Western edge of LAX Central Terminal Area Imperial Boulevard Sepulveda Boulevard Hermosa Beach Eastern City Boundary Anita Street Torrance Western City Boundary Sepulveda Boulevard Crenshaw Boulevard Lomita Northern City Boundary Lomita Boulevard Normandie Avenue Gaffey Street Page 2-4

5 2. Purpose and Need 9th Street Union Pacific Railroad Shoreline Drive Ocean Boulevard Long Beach Boulevard Willow Street Long Beach Western City Boundary 223rd Street Western Avenue San Diego Freeway (I-405) Prairie Avenue Rosecrans Avenue Inglewood Avenue Century Boulevard Van Ness Avenue Florence Avenue Soto Street Santa Ana Freeway (US-101) Los Angeles River LAUS Entrance Tracks Page 2-5

6 2. Purpose and Need Figure 2.2. Study Area TAZs Source: Metro, STV Incorporated Page 2-6

7 2. Purpose and Need Existing Conditions along Harbor Subdivision ROW The 26-mile long Harbor Subdivision has several key characteristics that influence the design and implementation of new transit service along the corridor. These key characteristics are described in the following subsections ROW Width When the Harbor Subdivision ROW was bought in the early 1990s, the purchase included most elements of the subdivision. However, BNSF did not sell the entire width of the ROW in several locations where they retained freight functions. These areas include the Malabar Yard in Vernon, wide ROW sections in the Hyde Park and Westchester areas of the City of Los Angeles and industrial sidings through Torrance. At Malabar Yard and Torrance, Metro acquired only a 15 wide strip of land (7.5 on either side of the centerline of the existing mainline track) within the approximately 100 wide railroad ROW. Adding tracks or transit improvements through these areas will require the purchase of additional ROW from the BNSF or a modification to the existing operating agreement. The ROW widths for the Harbor Subdivision are shown graphically in Figure 2.3, and summarized in Table 2.1. Additional ROW still owned by the BNSF is shown in red in the figure. The data is broken into four width ranges that correspond to general configuration options: Less than 30 Can only accommodate one track without additional ROW takes Can accommodate two tracks / two-lane busway Can accommodate two transit tracks / busway plus one freight track Greater than 85 Can accommodate two transit tracks / busway plus more than one freight track Page 2-7

8 2. Purpose and Need Figure 2.3. Harbor Subdivision ROW Width Overview Source: AE LLC, Metro, STV Incorporated Page 2-8

9 2. Purpose and Need Table 2.1. Harbor Subdivision ROW Widths Summary ROW Width (ft) Length (mi) % of Corridor Length < % % % > % For approximately nine miles of the Harbor Subdivision (about 1/3 of its length, almost all of it between Harbor Junction and Crenshaw Boulevard), there is not sufficient space for both freight and transit to be accommodated within the corridor without ROW takes. If freight service is to be preserved in these sections, additional ROW takes or temporal separation of services will be required. The remaining 2/3 of the corridor (generally from Inglewood south) can accommodate freight service and a new transit service in the same ROW Freight Operations At the time it was purchased, the Harbor Subdivision served as the main BNSF access into the Ports of Los Angeles and Long Beach, and carried an increasing number of freight trains in the 1990s. With the opening of the Alameda Corridor in 2002, through freight traffic shifted off the Harbor Subdivision, which now only carries local trains. Freight traffic along the Harbor Subdivision is concentrated in the South Bay and Harbor area along the Harbor Subdivision, with additional service in the Vernon area and limited or no service in between. Current freight service along the Harbor Subdivision is shown in Figure 2.4, and described in more detail below. Harbor Junction to Malabar Yard BNSF currently runs trains daily south from Redondo Junction to the switching yard at Malabar in the City of Vernon. These are generally tank cars, and are stored and switched at Malabar Yard. Malabar Yard to Western Avenue BNSF currently provides very infrequent service south from Malabar along the Slauson Avenue corridor. Western Avenue to LAX BNSF does not currently provide service along this section of the ROW. LAX to El Segundo BNSF uses the track paralleling Aviation Boulevard in the LAX area to store empty container well cars. El Segundo to Torrance Two trains per day serve customers in the El Segundo area, with most service provided for the Chevron Oil refinery. Torrance to Watson Yard Four trains per day, providing additional service to industrial customers in Torrance and Wilmington. Page 2-9

10 2. Purpose and Need Figure 2.4. Harbor Subdivision BNSF Freight Operations Source: Wilbur Smith, Metro, STV Incorporated Page 2-10

11 2. Purpose and Need Grade Crossings The Harbor Subdivision corridor is crossed by many streets, railroads and other public and private facilities along its length. These grade crossings, especially the at-grade ones, have major implications for speed and safety in the corridor, and their locations are summarized in this section. The crossing locations are shown in Figure 2.5, and summary statistics for the 118 Harbor Subdivision crossings are shown below. By Direction: At-Grade: 96 Overcrossing: 8 Undercrossing: 14 By Type: Freeway: 4 Arterial (State): 4 Arterial: 43 Arterial (Future): 1 Minor Street: 57 Railroad: 5 Pedestrian : 1 Private: 3 By City / Jurisdiction: Los Angeles: 50 Vernon: 14 Huntington Park: 11 Inglewood : 14 El Segundo: 12 Manhattan Beach: 1 Hawthorne: 3 Lawndale: 8 Redondo Beach: 6 Torrance: 16 Carson: 8 Unincorp. LA County: 13 Note: Some crossings straddle city / jurisdiction boundaries and are counted more than once. Several important crossing-related issues are worth noting. First, there are a large number of at-grade crossings, 96 for the entire Metro-owned Harbor Subdivision and nearly 70 just between Vernon and LAX. While many of these streets (especially through Vernon, Huntington Park and the Slauson Corridor) are minor, carry low volumes of traffic and could potentially be closed, there would likely be crossings that would need to be upgraded or grade separated before transit service could be introduced along the corridor. The at-grade crossings are less numerous through the South Bay, but still would require significant analysis. Grade crossings and safety issues were identified as a major area of concern at the Early Scoping Meetings. For regional or express service options, a higher level of grade separation will likely be required to safely allow for the necessary higher operating speeds. See Section for further information on grade crossing issues. Page 2-11

12 Figure 2.5. Harbor Subdivision Grade Crossings Overview Source: AE LLC, STV Incorporated Page 2-12

13 Harbor Subdivision Purchase The former LACTC purchased the majority of the Harbor Subdivision, the mainline of the former Atchison Topeka & Santa Fe (ATSF) Railway between downtown Los Angeles and the Ports of Los Angeles and Long Beach, in 1992 and As part of the agreement, ATSF retained the right to provide freight rail service on the portion of the line owned by the LACTC, and LACTC retained the right to operate passenger service on the line. Metro, the successor agency to the LACTC, owns not only the right-of-way, but also the tracks and other improvements on the property. The purchase agreement included provisions allowing the BNSF, the successor railroad to the ATSF, to continue to use the route only for local originating and terminating traffic after the opening of the Alameda Corridor (see Section 2.1.5). Through freight trains along the entire Harbor Subdivision are no longer allowed to operate. According to the sale agreement, Metro may operate no more than two trains on the Harbor Subdivision in each direction daily until they construct the capital improvements necessary to ensure the original level of rail freight service along the corridor. Once passenger service commences, passenger trains will have dispatching priority over BNSF freight trains. Construction costs for new tracks and other infrastructure will be shared depending on their utility for passenger and freight service, with passenger-oriented improvements funded mainly by Metro and freight-oriented improvements funded mainly by BNSF Opening of Alameda Corridor The Alameda Corridor is a grade-separated, consolidated freight rail corridor paralleling Alameda Street from downtown Los Angeles to the Ports of Los Angeles and Long Beach. After its opening in 2002, the Alameda Corridor has served as the main access route for freight railroads to the ports. This has allowed the many BNSF freight trains previously serving the ports to be diverted to the Alameda Corridor from the Harbor Subdivision, which is now only served by local trains. Per the Alameda Corridor Use and Operating Agreement, the Harbor Subdivision cannot be used as a detour route if problems occur along the Alameda Corridor Previous Studies Several studies have been carried out over the years examining the potential of transit service along all or portions of the Harbor Subdivision. They are briefly summarized below. Coastal Corridor A late 1980s LACTC effort studied the Coastal Corridor, a new transit line roughly paralleling the I-405 corridor through the South Bay. It would have begun in Long Beach, at the Metro Blue Line, and run mainly on city streets and state arterials such as Pacific Coast Highway (PCH) and Hawthorne Boulevard through the South Bay to the Metro Green Line at its current Redondo Beach terminus. A northern extension would have run through LAX and Westchester, with further possible extensions to the Westside. Several sections of the Coastal Corridor through Redondo Beach and the LAX area would Page 2-13

14 have utilized the Harbor Subdivision ROW. The Coastal Corridor ultimately did not move forward for detailed engineering or construction, but much of its function could be reconstituted by the Harbor Subdivision project through the South Bay. Metro Green Line Northern Extension LACTC and Metro studied and environmentally cleared an extension of the Metro Green Line to LAX multiple times throughout the 1980s and 1990s. LACTC completed the Coastal Corridor Rail Transit Project: Northern Segment Environmental Impact Report (EIR) in 1989 and Metro completed the Supplemental EIR in Reconstituted task forces have examined this extension further in the 2000s. A Metro Green Line Northern Extension to LAX was one of the projects included in Measure R, a sales tax increase to fund transportation improvements passed by Los Angeles County voters in November This northern extension of the Metro Green Line would likely utilize the Harbor Subdivision ROW between Imperial Highway and Century Boulevard. Crenshaw Transit Corridor A transit line along Crenshaw Avenue has been included in Long Range Transportation Plans (LRTPs) in the Los Angeles area for many years, with a number of studies carried out throughout the decades. Some of the most recent studies include the Crenshaw-Prairie Corridor Major Investment Study from 2003, and the currently underway Environmental Impact Statement (EIS) / EIR for the Crenshaw Transit Corridor, which is described in more detail in Section The Crenshaw Transit Corridor as currently designed would use the Harbor Subdivision ROW between Crenshaw Avenue and Imperial Highway for a Light Rail Transit (LRT) or Bus Rapid Transit (BRT) guideway. South Bay Cities Railroad Study BNSF Harbor Subdivision (Southern California Association of Governments (SCAG), 2002) The South Bay Cities Railroad Study assessed the changes to the BNSF Harbor Subdivision line following the opening of the Alameda Corridor in The study examined the general configuration of the railroad corridor, corridor demographics, railroad operations and maintenance, and safety issues of the existing and future conditions. It also studied several potential transit projects along the corridor, and recommended that a number be studied further, such as Metro Green Line extensions into the South Bay and connections to LAX and LAUS. Harbor Subdivision Transit Analysis (Metro, 2006) The Harbor Subdivision Transit Analysis studied the feasibility of implementing several transit services along the Harbor Subdivision corridor, including BRT, LRT and Diesel Multiple Unit (DMU) Trains. The study generated preliminary ridership and cost estimates, and examined potential constructability and operational constraints. The Harbor Subdivision AA study builds on many of the results and findings of this previous analysis. Page 2-14

15 2.2. STUDY AREA DEMOGRAPHICS The following section describes general demographic characteristics for the Harbor Subdivision Study Area, and compares them to other regions of the Los Angeles metropolitan area. Characteristics that are examined include population and employment densities, ethnicity, low-income residents, transit-dependent households, and land use patterns Analysis Regions Demographic data has been aggregated for the Study Area and region as a whole based on the latest Metro Travel Demand Model, US Census data, and land use data from SCAG. The Los Angeles area is broken into 15 standard regions for the Metro Travel Demand Model, as shown in Table 2.2 and Figure 2.6. In addition, a South Los Angeles County area has been defined which is made of the eight regions in southern Los Angeles County which comprise the majority of Los Angeles County s population (Malibu and the North County are excluded given their large mountainous and unpopulated areas). South Los Angeles County provides a baseline against which the demographics of the Harbor Subdivision Study Area can be compared. The regions that make up the South Los Angeles area are highlighted in Table 2.2 and Figure 2.6. Table 2.2. Metro Travel Demand Model Regions (South LA Regions in Bold) District Description 1 Riverside County 2 San Gabriel Valley 3 Gateway Cities 4 South Bay Cities 5 Westside 6 Malibu 7 San Bernardino County 8 Orange County 9 Arroyo Verdugo 10 Los Angeles Central Business District (CBD) 11 Los Angeles Central 12 Los Angeles County North 13 Ventura County 14 Imperial County 15 San Fernando Valley Source: Metro Page 2-15

16 Figure 2.6. South Los Angeles County Area Overview Source: Metro, SCAG, STV Incorporated Study Area Subregions The Harbor Subdivision Study Area has been divided into four (4) subregions, each representing a geographic unit with common travel characteristics and land uses. The subregions are: 1. Downtown Los Angeles Study Area north of Vernon Avenue 2. South Los Angeles / Inglewood / LAX Study Area between Vernon Avenue and Imperial Highway 3. South Bay Study Area between Imperial Highway and Western Avenue 4. Harbor Study Area southeast of Western Avenue An overview of the Harbor Subdivision Study Area and its subregions is shown in Figure 2.7. Page 2-16

17 Figure 2.7. Harbor Subdivision Study Area and Subregions Overview Source: SCAG, STV Incorporated Page 2-17

18 Population and Employment Table 2.3 and Figure 2.8 show 2005 employment and population in the Study Area. The Study Area has relatively high population and employment densities, with nearly double the population and employment densities of South Los Angeles County as a whole. Residential densities are primarily concentrated in downtown Los Angeles. Although residential density is lower in the South Bay, residential density is spread evenly along the coastal region between the Harbor Subdivision and the coastline. These residential communities are the major productions sites for auto trips destined for other regions via I-405 and I-105. The Study Area s largest employment center is found in downtown Los Angeles, while there are smaller employment centers in the LAX / El Segundo area, Torrance and the Harbor region. Table 2.3. Population and Employment Study Area Subregion Residents Population Density (People / Sq. Mi) Jobs Employment Density (Jobs / Sq. Mi) Downtown LA 120,820 9, ,240 24,950 South LA / Inglewood / LAX 363,590 11, ,110 4,760 South Bay 177,860 7, ,580 5,930 Harbor 214,180 7,700 89,220 3,210 Study Area (All) 876,450 9, ,150 7,380 South LA County 7,865,640 7,620 3,806,130 3,690 (All) Source: Metro, STV Incorporated The concentration of population and employment within a given geographic area are major determinants of the intensity of trip making and the distribution of trips through the transportation network. These demographic factors are strongly correlated with production and attraction of trips, and the density of population and employment along the Harbor Subdivision is a good indicator of large potential transit ridership markets. This travel market data is presented in more detail in Section 2.3. Page 2-18

19 Figure 2.8. Population and Employment Study Area Overview Source: Metro, SCAG, STV Incorporated Page 2-19

20 According to Metro s 2009 Draft LRTP, the population in the South Bay cities is expected to increase 13% from approximately 1.4 million in 2004 to 1.6 million in Los Angeles County is predicted to grow by 24% from 9.8 million people in 2004 to 12.2 million in These trends will result in a commensurate increase in total vehicle-miles-of-travel (VMT), assuming no growth in individual travel demand. Employment growth in South Los Angeles County particularly in the LAX / El Segundo area and throughout the South Bay has accelerated over the last 15 years, creating more automobile trips and adding strain on the already-congested I-405 and north-south arterial corridors. Employment in the Westside has also seen strong growth, resulting in unprecedented increases in travel from the South Bay, Central Los Angeles and Gateway Cities regions. It is anticipated that employment in the South Bay cities will increase 24% from approximately 600,000 jobs in 2004 to 800,000 jobs in Ethnicity The communities in the Study Area and South Los Angeles County are very diverse. Table 2.4 and Figure 2.9 show that Latino populations are the largest in almost every subregion, including Downtown Los Angeles (38%), South Los Angeles / Inglewood / LAX (37%), Harbor (39%) and the Study Area as a whole (35%). Whites comprise the largest share of the South Bay subregion (50%) where there is also a large Asian / Pacific Islander population (15%). African-Americans comprise a large share of the population in South Los Angeles / Inglewood / LAX (24%). Subregion Downtown LA White Table 2.4. Population by Ethnicity Study Area African- American Latino Asian / Pacific Islander Other Multi-Race Amer. Indian 40,470 26,297 93,586 19,134 59,262 6,060 1,548 16% 11% 38 % 8% 24% 3% 1% South LA / 99, , ,912 5, ,550 20,417 3,724 Inglewood / LAX 14% 24% 37% 1% 22% 3% 1% South Bay Harbor Study Area (All) 104,123 7,872 40,126 30,802 17,580 8, % 4% 19% 15% 8% 4% 1% 68,641 19, ,335 22,309 69,259 11,233 1,984 22% 6% 39% 7% 22% 4% 1% 312, , ,959 77, ,651 46,406 8,233 21% 15% 35% 5% 21% 3% 1% South LA County 4,723,676 1,057,116 4,446,376 1,263,755 2,362, ,864 78,683 (All) 33% 7% 31% 9% 16% 3% 1% Source: US Census (2000), STV Incorporated Page 2-20

21 Figure 2.9. Ethnicity Study Area Source: US Census (2000), SCAG, STV Incorporated Page 2-21

22 Low-Income Residents For the purposes of this report and in many other studies, low-income is defined as 80% of the Area Median Income (AMI). As a whole, the Study Area has a larger proportion of lowincome residents (51%) than South Los Angeles County overall (46%), as shown in Table 2.5. Within the Study Area, the Downtown Los Angeles subregion has the highest share of lowincome residents (66%). The concentration of low-income households located throughout the Study Area is shown graphically in Figure Table 2.5. Concentration of Low-Income Residents Study Area Subregion Low-Income Residents Downtown LA 22,113 66% South LA / Inglewood / LAX 56,377 53% South Bay 26,044 40% Harbor 34,237 53% Study Area (All) 138,771 51% South LA County (All) 1,194,822 46% Source: Metro, STV Incorporated Page 2-22

23 Figure Concentration of Low-Income Residents Overview Source: Metro, STV Incorporated Page 2-23

24 Transit-Dependent Households Transit-dependency is closely correlated with income, with the rate of automobile ownership and automobile travel increasing with household income. Slightly more than 20% of households in the Study Area do not have access to personal automobiles, as compared to only 13% for South Los Angeles County, as shown in Table 2.6 and Figure The majority of these households are concentrated in South Los Angeles, Huntington Park and downtown Los Angeles, which has the largest transit-dependent population (49%) of any subregion. The Harbor Subdivision offers to connect these transit-dependent residents to employment opportunities in the LAX / El Segundo and South Bay areas. The South Bay is the subregion with the lowest share of households without access to an automobile - 7%. Table 2.6. Concentration of Transit-Dependent Households Study Area Subregion 0-Car House-holds Downtown LA 31,623 49% South LA / Inglewood / LAX 41,466 21% South Bay 7,165 7% Harbor 18,435 20% Study Area (All) 98,689 22% South LA County (All) 702,349 13% Source: US Census (2000), STV Incorporated Page 2-24

25 Figure Concentration of Transit-Dependent Households Study Area Source: STV Incorporated, US Census (2000) Page 2-25

26 Land Uses Study Area Land Uses Land uses differ greatly throughout the Harbor Subdivision Study Area, varying from mostly residential uses in South Los Angeles / Inglewood / LAX and the South Bay to large industrial areas in the downtown Los Angeles and Harbor subregions. Land uses are shown in Table 2.7 and Figure 2.12, with the data and categories taken from the 2005 SCAG land use database. Table 2.7. Land Use Study Area Subregion Low-Density Residential High-Density Residential Commercial Industrial Extraction Public Facilities / Institutions Transportation / Utilities Military Institutions Mixed Use Open Space / Recreation Agricultural Water Floodways Under Construction Vacant Downtown LA 0% 17% 13% 39% 0% 11% 13% 0% 3% 1% 0% 0% 1% 1% South LA / Inglewood / LAX 31% 24% 12% 11% 0% 5% 12% 0% 1% 3% 0% 0% 0% 1% South Bay 38% 12% 16% 16% 0% 6% 4% 1% 1% 4% 1% 0% 1% 2% Harbor 24% 12% 7% 33% 0% 5% 9% 0% 0% 3% 1% 2% 0% 4% Study Area (All) 27% 17% 12% 22% 0% 6% 9% 0% 1% 3% 0% 1% 0% 2% South LA County (All) 40% 10% 7% 7% 1% 5% 7% 0% 0% 5% 1% 1% 0% 17% Source: SCAG (2005) Page 2-26

27 Figure Land Uses Study Area Source: SCAG (2005), STV Incorporated Page 2-27

28 The prevailing land use pattern in the Study Area is low- to medium- density residential, with housing representing 44% of total land uses. Most housing is concentrated in the South Los Angeles / Inglewood / LAX and the South Bay subregions, with the densest housing along the Slauson Avenue corridor between Inglewood and Huntington Park. Overall, when compared to South Los Angeles County, the Study Area has less low-density residential (27% versus 40%) and more high-density residential (17% versus 10%) land uses. The second highest share of land use is industrial, much of which is concentrated south of downtown Los Angeles and in the City of Vernon. The area between LAX and El Segundo includes several light industrial complexes, and the port-related industrial core in the heart of San Pedro and Wilmington has concentrations of industrial land use. The downtown Los Angeles and Harbor subregions contain the heaviest industrial land uses - 39% and 33%, respectively. Overall, the Study Area is much more industrial than South Los Angeles County as a whole (22% versus 7%). Commercial properties make up approximately 12% of the Study Area s land uses. This compares to only 7% in South Los Angeles County. Commercial land uses are concentrated in the South Bay (16%) at major shopping centers like South Bay Galleria in Redondo Beach and Del Amo Fashion Center in Torrance. Additionally, many of the neighborhoods along Slauson Avenue are interspersed with small to mid-sized local and regional commercial strip malls. The Study Area s current land uses make it an attractive location for transit investments. Transit is well-situated for areas with varied land uses, enabling residents to utilize transit for a variety of purposes including travel to / from work, home, shopping areas, etc. Slauson Avenue commands special attention because of the unusually dense housing stock in close proximity to the Corridor. Local transit service could provide Slauson Corridor residents, who are generally lower-income and more dependent on transit than the rest of the county, with better mobility to the rest of the region Corridor-Adjacent Land Uses In addition to the land uses throughout the Study Area, the land uses directly adjacent to the Harbor Subdivision ROW also are important. These adjacent land uses may be receptors for many potential benefits and impacts of a new transit service along the Subdivision (such as increased accessibility or noise and vibration). Residential neighborhoods, schools, parks and other sensitive land uses along the corridor may require additional care to ensure adverse impacts are minimized. Land uses abutting the corridor were investigated using 2005 SCAG land use data, site visits and aerial photos. The data is shown in Figure 2.13 and summarized in Table 2.8. Page 2-28

29 Figure Harbor Subdivision Corridor-Adjacent Land Uses Source: SCAG, STV Incorporated Page 2-29

30 Table 2.8. Harbor Subdivision Corridor-Adjacent Land Uses Corridor-Adjacent Land Use Total Length (mi)* % of Corridor Transportation / Utility % Industrial % Low-Density Residential % Commercial % Open Space / Recreation % Vacant % High-Density Residential % Public Facilities / Institutions % Military % Other % * - Counts each side of ROW separately Nearly 1/3 of the land abutting the ROW is transportation or utility related, including roadways such as Slauson Avenue, Florence Avenue and Aviation Boulevard, LAX, power line ROW, parking and other general infrastructure uses. An additional 30% of the corridoradjacent land is industrial, which is logical given the many industries that grew up around the railroad. Low and high-density residential development abuts approximately 17% of the corridor, with most of that concentrated in Lawndale, Redondo Beach, Torrance, Harbor Gateway and Carson. Of the land abutting the Harbor Subdivision, 13% is commercial, generally focused on large office parks in El Segundo, Hawthorne and Redondo Beach. The remaining 10% of land adjacent to the corridor is a mix of uses, including parks and public uses in the downtown Inglewood area. While large portions of the Study Area are residential, there is generally a one or more block buffer of industrial and commercial uses along the Subdivision that reduces negative impacts from any new transit investments to the residential neighborhoods. These industrial and commercial areas also may serve as potential sites for development and redevelopment focused on a transit service along the Harbor Subdivision TRAVEL MARKETS This section characterizes the travel markets in the Harbor Subdivision area that can potentially be served by new transit service along the Subdivision. This discussion focuses on the concentration of productions and attractions within and adjacent to the Harbor Subdivision Study Area and assesses the potential for the Harbor Subdivision to serve existing and future travel markets Study Area Activity Centers The geographic concentration of trip productions and attractions, which roughly correspond to population and employment densities described earlier, yield several important insights Page 2-30

31 about the nature of trip patterns and activity centers within the Harbor Subdivision Study Area. Figure 2.14 shows the spatial distribution of trip production and attractions. Figure Study Area Productions (Blue) & Attractions (Red) Overview Source: Metro, SCAG, STV Incorporated Page 2-31

32 Based on the distribution of trip productions and attractions in the Study Area and intensity of land use, several major activity centers have been defined within or adjacent to the Harbor Subdivision Study Area. These activity centers generally consist of high concentrations of commercial and institutional uses that attract large numbers of local and regional trips. The Study Area s major activity centers are listed below, and shown in Figure Downtown Los Angeles (commercial, retail, entertainment, government, transportation) Huntington Park (commercial, residential) Inglewood (commercial, government, residential) Los Angeles International Airport (LAX) (commercial, airport) El Segundo (office) South Bay Galleria (commercial / retail) Central Torrance (commercial, government) San Pedro (port-related, commercial) Long Beach (port-related, commercial, government, residential) Of the activity centers described above, several stand out as regional activity centers that draw trips from wide areas of the Los Angeles region: downtown Los Angeles, the LAX / El Segundo area and downtown Long Beach. The remainder of the activity centers draw from smaller regions, but still represent the largest concentrations of trip activity in their immediate areas. Several other areas, such as the industrial areas of Vernon and near the Ports and large residential areas in South Los Angeles and the South Bay are also sites of extensive development. These areas are generally lower density than the concentrated areas characterized by the Study Area activity centers above, and do not have defined centers that can be easily served by transit. With proper feeder service to transit stations, these larger areas of activity are also potential ridership sources and attractions for services that would run along the Harbor Subdivision corridor. Page 2-32

33 Figure Study Area Activity Centers Trip Patterns Source: Metro, SCAG, STV Incorporated The following sections characterize the daily trip volumes to and from the Study Area districts, and the relative share of regional versus local trips. Section is devoted to summarizing the major trip markets among and between the districts that comprise the Study Area and adjacent areas. Page 2-33

34 Overview For the purposes of the travel market analysis, the Study Area is divided into four districts that are roughly equal to the subregions defined for the demographic analysis of Section 2.2. The districts used for the travel market (from south to north) are: Harbor South Bay LAX / Inglewood / South Los Angeles Downtown Los Angeles / Vernon / Huntington Park The districts are aggregations of TAZs, which are designated in the Metro Regional Travel Demand Model to estimate trip activity. The remainder of the Los Angeles region is represented by the regions described in Section 2.2.1, although several of the larger adjacent regions (such as Central Los Angeles and Gateway Cities) have been split to allow for more detailed analysis. Figure 2.16 illustrates the district structure used for the travel market analysis. Figure Study Area Travel Market Analysis Districts Source: Metro, STV Incorporated Page 2-34

35 Figure 2.17 depicts a spider diagram that shows the current daily volume of trips to and from each Study Area district from other districts in the Los Angeles Region. The line colors and widths correspond to: Red Greater than 200,000 trips between districts daily Orange 100,000 to 200,000 daily trips Yellow 50,000 to 100,000 daily trips Green 25,000 to 50,000 daily trips Trip patterns for the four Study Area districts are described in the following sections. Figure Daily Trip Volumes to / from Study Area Districts Source: Metro, AECOM, STV Incorporated Page 2-35

36 Harbor District The Harbor District includes downtown Long Beach, the San Pedro and Wilmington neighborhoods of the City of Los Angeles, the southern portion of Carson and the Harbor Gateway area of unincorporated Los Angeles County. The Harbor District generates 2.2 million trips per day, with one million trips (47%) destined for locations within the Harbor District. The top ten sources / destinations for the Harbor District trips are shown in Figure An overview of the major sources and destinations for the Harbor District is shown in Figure Approximately 300,000 daily trips (14%) are to or from other Study Area districts, with the South Bay District attracting most of these (over 230,000 per day). The district attracting the highest share of external trips is Gateway Cities South, likely due to the strong connections from residential neighborhoods in those cities and Long Beach to the downtown Long Beach area. The number of trips from the Harbor District to regional destinations is approximately 800,000 (38% of district trips), where regional trips are defined as those come / go to non- Study Area districts Over 800,000 or 74% of trips destined for locations outside the Harbor District go to four districts: Gateway Cities South, South Bay, Interior South Bay and Orange County. The Downtown Los Angeles and LAX / Inglewood / South LA districts are less significant destinations, attracting approximately 8% or 40,000 daily trips each. Figure Top Regional Trip Sources & Destinations Harbor District Source: Metro, AECOM, STV Incorporated Page 2-36

37 Figure Regional Trip Sources & Destinations Harbor District Overview Source: Metro, AECOM, STV Incorporated Page 2-37

38 South Bay District The South Bay District includes Manhattan Beach, Hermosa Beach, Redondo Beach, El Segundo, Lawndale and Torrance. The most unique characteristic of the South Bay District is the high share of intra-district trips (58%), suggesting the presence of a strong local market between Torrance, Lawndale, Hawthorne and the beach cities of Redondo Beach and Manhattan Beach. The top ten sources / destinations for South Bay district trips are shown in Figure An overview of the major sources and destinations for the South Bay District is shown in Figure Approximately 800,000 daily trips (16%) are destined to other Study Area districts, with the LAX / Inglewood and Harbor districts attracting over 500,000 (90%) of Study Area trips. The district attracting the highest share of external trips is LAX / Inglewood. Approximately 1 million (26%) daily trips in the South Bay District are from / to regional destinations. Approximately 60% (over 900,000) of trips destined for locations outside the South Bay District go to four neighboring districts: LAX / Inglewood, Interior South Bay, Harbor and Westside. Of these three districts, LAX / Inglewood and Harbor are districts within the Study Area. The travel data suggests that transit service along the Harbor Subdivision, which serves the heart of the South Bay District, would provide excellent accessibility for both local and regional markets. Figure Top Regional Trip Sources & Destinations South Bay District Source: Metro, AECOM, STV Incorporated Page 2-38

39 Figure Regional Trip Sources & Destinations South Bay District Overview Source: Metro, AECOM, STV Incorporated Page 2-39

40 LAX / Inglewood / South LA District The LAX / Inglewood / South LA District includes Los Angeles International Airport, Inglewood, the Westchester and South Los Angeles neighborhoods of the City of Los Angeles and the Baldwin Hills unincorporated area of Los Angeles County. The LAX / Inglewood / South LA District generates 2.5 million trips per day, with one million (40%) destined for locations within the LAX / Inglewood District. The top ten sources / destinations for LAX / Inglewood / South LA district trips are shown in Figure An overview of the major sources and destinations for the LAX / Inglewood / South LA District is shown in Figure Approximately 500,000 daily trips (19%) are destined to other Study Area districts, with the South Bay and downtown Los Angeles districts attracting approximately 90% of Study Area trips. The district attracting the highest share of external trips is Westside. Regional trips account for 40% of external trips, especially given the strong connection between LAX / Inglewood / South LA and the Westside District. Figure 2.22 below presents the top ten districts / geographies that attract the highest volume of trips from the LAX / Inglewood District. Approximately two million or 75% of trips destined for locations outside the LAX / Inglewood District go to five districts: Westside, South Bay, Central LA West, Downtown Los Angeles and Interior South Bay. The South Bay and downtown Los Angeles districts (both in the Study Area) attract the second and fourth highest share of out-of-district trips, and attest to a robust regional trip market along the Harbor Subdivision corridor. Figure Top Regional Trip Sources & Destinations LAX / Inglewood / South LA Source: Metro, AECOM, STV Incorporated Page 2-40

41 Figure Regional Trip Sources & Destinations LAX / Inglewood / South LA District Source: Metro, AECOM, STV Incorporated Page 2-41

42 Downtown LA / Vernon / Huntington Park District The Downtown LA / Vernon/ Huntington Park District includes Huntington Park, Vernon and the downtown Los Angeles and Boyle Heights neighborhoods of the City of Los Angeles. The LA / Vernon / Huntington Park District generates 4.2 million trips per day, with 1.6 million (38%) destined for locations within the LA / Vernon / Huntington Park District. The top ten sources / destinations for Downtown LA district trips are shown in Figure An overview of the major sources and destinations for the Downtown LA District is shown in Figure Approximately 300,000 trips (7%) are destined to other Study Area districts, with the LAX / Inglewood District attracting approximately 70% of Study Area trips. The district attracting the highest share of external trips is Central LA - West. Approximately 2.3 million daily trips (55%) are to / from regional destinations. Approximately 1.6 million trips (60%) destined for locations outside the LA / Vernon / Huntington Park District go to four districts: Central LA West, San Gabriel Valley, Gateway Cities North and Central LA East. Although the LAX and South Bay districts are not the largest destinations for Downtown LA district trips, they still attract hundreds of thousands of trips per day and serve as major regional destinations that could be served by a new transit line along the Harbor Subdivision corridor. Figure Top Regional Trip Sources & Destinations Downtown LA District Source: Metro, AECOM, STV Incorporated Page 2-42

43 Figure Regional Trip Sources & Destinations Downtown LA District Overview Source: Metro, AECOM, STV Incorporated Page 2-43

44 Summary of Trip Pattern Analysis The district-to-district trip pattern analysis yields several general observations: There is a strong connection between districts within the Study Area. Generally, the highest share of non-internal trips are to adjacent districts. For the South Bay District, for example, there over 100,000 daily trips to / from LAX / Inglewood, Interior South Bay and Harbor. All Study Area districts have very strong connections to adjacent Study Area districts and moderate connections to non-adjacent Study Area districts. There is a large market along the I-405 corridor from Orange County through the South Bay and Westside to the San Fernando Valley. The I-405 Freeway traverses many districts along the coast: Orange County, Gateway Cities South, Harbor, South Bay, LAX / El Segundo / Inglewood, Westside and San Fernando Valley. Along this axis, there is a large travel market between adjacent I-405 districts as well as for more regional trips. This mature travel market along the I-405 axis, which currently experiences severe congestion during peak periods (see Section 2.5), suggests the presence of a strong market for a fixed-guideway transit service paralleling the freeway that can offer competitive travel times. Downtown Los Angeles serves as the regional hub of the Study Area. The trip data clearly shows that downtown Los Angeles is the transportation hub of the Study Area and Los Angeles area transportation system, with both the freeway and mass transit systems feeding into downtown Los Angeles in a radial orientation. The downtown Los Angeles area has strong connections to nearly all districts in the Los Angeles area, and its robust transportation connection to the rest of the region will be one of the main access points for future Harbor Subdivision riders heading to points to the north and east. There is a strong north-south local and regional travel market in the South Bay. More than half (60%) of trips in the South Bay District stay within the South Bay, with many residents of the South Bay District working at jobs there as well. In addition, there is a strong northsouth travel market between the Palos Verdes Peninsula, the South Bay and the LAX / El Segundo / South Los Angeles area, with many of those trips fed onto north-south arterials such as PCH and Sepulveda, Hawthorne and Crenshaw Boulevards. The Harbor Subdivision runs through the heart of this travel market, and can provide an alternative to these congested South Bay arterials Major Travel Markets Overview The intra-district and district-to-district travel patterns for the four Study Area districts described in the prior sections demonstrate the presence of a large travel market which can be served by a new transit service along the Harbor Subdivision corridor. Given the current deficiencies in the existing transportation system, adding transit capacity along the Harbor Subdivision has the potential to address numerous unmet needs. Page 2-44

45 Residential areas are generally concentrated on the periphery of the Harbor Subdivision Study Area, including Palos Verdes Harbor Gateway Beach Cities Interior South Bay Westchester / Baldwin Hills South Los Angeles Trips from these areas flow onto major transportation facilities such as I-405 and major northsouth and east-west arterials, and on to employment sites clustered within the Study Area, which include: Long Beach Ports Central Torrance El Segundo LAX Inglewood Downtown Los Angeles The major residential areas (blue) and employment centers (red) along the Harbor Subdivision are shown in Figure The Harbor Subdivision corridor, shown by the yellow line, parallels the I-405 between the Harbor area and LAX. It traverses the heart of the El Segundo / South Bay employment base, shown in the areas shaded red. The travel market analysis described in Section 2.3 shows that trips originate in residential areas like Palos Verdes, Harbor Cities, Redondo Beach, Manhattan Beach, Lawndale, Westchester, Baldwin Hills and South Los Angeles. These trips are destined for activity centers in downtown Los Angeles, El Segundo / LAX, Torrance, San Pedro and Long Beach. Page 2-45

46 Figure Residential to Employment Trip Patterns Harbor Subdivision Study Area Source: AE LLC, STV Incorporated Page 2-46

47 The Harbor Subdivision corridor serves both north-south trips between the Harbor, Palos Verdes and LAX / El Segundo and east-west trips between LAX, Inglewood and downtown Los Angeles. Both the cities of Redondo Beach and Torrance are currently planning regional transit centers along the Harbor Subdivision ROW that would serve local and regional trips that connect to LAX / El Segundo and downtown Los Angeles. Both transit hubs are also being designed to accommodate transit trips generated in the coastal and interior South Bay via local bus feeder connections. This travel market analysis is intended to establish the major trip markets within the Study Area and beyond. The analysis in the previous section focused on the relative share of trips between district-to-district pairs, which yielded information about trip lengths (and the relative share of regional versus local trips). Understanding these travel markets is a critical precondition to addressing how new mass transit service along the Harbor Subdivision corridor fits existing and emerging travel markets. Five major travel markets have been defined along the Harbor Subdivision corridor, as described in the following sections Interstate 405 Corridor The I-405 market is a regional travel market that serves medium to longer distance commute trips that use I-405 to access the heart of several major employment areas: the Westside, LAX / El Segundo, Long Beach and Orange County. In addition, I-405 is used for shorter trips within the South Bay area. Figure 2.27 shows the I-405 travel market. Figure I-405 Travel Market Between LAX and Long Beach, the Harbor Subdivision alignment generally runs parallel to I-405, where there are currently no regional transit alternatives that provide comparative trip times between the south end of the Study Area and LAX. Subject to a future extension into the Westside, one goal for this study would be to investigate a potential fixed route corridor south of the current Metro Green Line terminus at Marine Boulevard in Redondo Beach that may be able to serve local and regional trips that are currently fed onto the I-405. Source: STV Incorporated Page 2-47

48 South Los Angeles East-West Local Corridor Another major travel market is the east-west corridor through South Los Angeles between downtown Los Angeles and Inglewood, as shown in Figure The major travel axis within this area is the Slauson Avenue corridor, which connects several communities, including Huntington Park, the Florence unincorporated area of Los Angeles County, the Chesterfield Square, Hyde Park and Westchester neighborhoods of the City of Los Angeles in addition to Inglewood. The corridor is generally medium to high density residential, with pockets of industrial land uses along the Harbor Subdivision and sporadic commercial uses (generally auto-focused strip mall type development). There are several parallel east-west arterials that funnel trips through this corridor, with the most important in the Study Area being Vernon, Slauson and Florence Avenues. These neighborhoods generally are more transit dependent than the rest of the Study Area and South Los Angeles County as a whole (see Section 2.2.6), and there are many local and express east-west bus routes along the major arterials, which have high transit ridership. The Harbor Subdivision, which runs adjacent to Slauson Avenue through South Los Angeles, could provide a new fixed guideway transit service to serve the many local and regional trips made from the dense neighborhoods in this area. Figure South Los Angeles East-West Local Travel Market Source: STV Incorporated Page 2-48

49 South Bay North South Local Corridor Similar to the South Los Angeles East-West Local Travel Market, there is also a local arterialbased travel market in the South Bay. These trips are in a north-south direction instead of east-west, reflecting the large number of residential neighborhoods in the southern section of the South Bay and employment centers stretching from Torrance to Inglewood. The South Bay North-South Local Travel Market generally extends from the Palos Verdes peninsula in the south through Torrance, Redondo Beach, Lawndale, Hawthorne and El Segundo to LAX and Inglewood in the north. An overview of this market is shown in Figure Although it generally overlaps with the I-405 corridor, the South Bay North-South Local Corridor market is treated separately because of the high share of local trips that are fed onto major north-south arterials such as Crenshaw Boulevard, Hawthorne Boulevard, Sepulveda Boulevard, Aviation Boulevard and Pacific Coast Highway. Many of these trips are of shorter distances than those which use the I-405 (nearly 60% are within the South Bay District), and are dependent on the heavily congested north-south arterials mentioned above and described further in Section 2.5.2). The Harbor Subdivision, which runs southeast to northwest through the South Bay, can serve many of the trips in this local market, especially as an extension of the Metro Green Line and planned Crenshaw Transit Corridor which serve the employment markets from El Segundo north. Figure South Bay North-South Local Travel Market Source: STV Incorporated Page 2-49

50 Los Angeles International Airport (LAX) One of the largest single trip destinations in the Study Area is Los Angeles International Airport (LAX), currently serving over 60 million passengers annually. In addition to the many passengers catching flights at LAX, it also serves as a major center of employment, with thousands of jobs at airport passenger and cargo facilities. An overview of the LAX market is shown in Figure The LAX market can be broken into several sub-markets, including airport passengers, airport employees, local trips and regional trips, with different modes providing optimum service to different sub-markets. The 2006 LAX Passenger Survey performed by Los Angeles World Airports (LAWA) noted that 55% of passengers currently access LAX by private automobile, 11% via rental car, 10% via door-to-door shuttle, 9% via taxi and only 1% via public transportation. In general, trips to the airport come via four main axes: San Fernando Valley / Westside (via I-405) Central Los Angeles (via I-110 and I-105 or with connections through Union Station) Gateway Cities (via I-105) South Bay / Long Beach (via I-405) Much of the attention to date on providing better transit service to the airport has focused on extending the Metro Green Line north from Imperial Highway / Aviation Boulevard to LAX. While the extension does address a major gap between the regional rail system and LAX, transit trips via rail from downtown Los Angeles at LAUS would still require a four-seat, three-transfer ride from the Metro Red Line to the Metro Blue Line to the Metro Green Line to an airport shuttle or people mover. Local and regional transit connections from the South Bay to LAX could be provided by extending the Metro Green Line south via the Harbor Subdivision. Figure Los Angeles International Airport Market Regional trips and trips by visitors unfamiliar with the Los Angeles area transit system are better served by an airport-specific express mode. This is currently provided by the LAX FlyAway service, which runs every 30 minutes for most of the day between LAUS and LAX. Source: STV Incorporated Page 2-50

51 An express transit line along the Harbor Subdivision would be able to provide a similar service, but likely at higher speeds and less variability given its avoidance of the congested freeways between downtown Los Angeles and LAX. A regional service along the Harbor Subdivision would also be able to provide a similar service to residents of the South Bay South Bay Regional Market The final major travel market is a regional market from the South Bay north to downtown Los Angeles and beyond. This market is representative of the many residents of the South Bay who head to employment in the downtown Los Angeles area or further to the east and north, as well as residents of outlying areas heading to the South Bay employment centers. An overview of this market is shown in Figure Numerically, the South Bay Regional Market is one of the smallest ones in the Study Area. Maps such as Figure 2.17 illustrate that the volume of daily trips between districts is a function of distance. Travel data suggests that the share of transit trips increases as trip distances increase, as evidenced by robust Metrolink service between Riverside and San Figure South Bay Regional Travel Market Bernardino Counties and downtown Los Angeles. This regional market in the South Bay, while smaller than the others, is rich in potential transit users. A regional service along the Harbor Subdivision, with through service to other destinations via the existing Metrolink system, is a viable way to serve the South Bay regional market Summary of Major Travel Markets To summarize, the five major travel markets in the Harbor Subdivision Study Area are: I-405 Corridor Regional and semiregional trips within the South Bay and along the I-405 corridor from Orange County through the South Bay to the Westside and San Fernando Valley. South Los Angeles East West Local Corridor Local trips traveling east-west between Culver City, Inglewood, Hyde Park, Chesterfield Square, South Los Angeles, Huntington Park, the Gateway Cities and downtown Los Angeles. Source: STV Incorporated Page 2-51

52 South Bay North South Local Corridor Local trips traveling north-south through the South Bay, generally traveling between Inglewood, Hawthorne, Lawndale, Redondo Beach, Torrance and Palos Verdes. Los Angeles International Airport Regional trips to LAX from throughout the Los Angeles Basin including the South Bay, Gateway Cities, West Los Angeles and Central Los Angeles. South Bay Regional Regional trips to and from the South Bay to Union Station and points to the north and east TRANSPORTATION FACILITIES AND SERVICES The Harbor Subdivision Study Area is served by several freeways, an extensive arterial network, numerous local bus operators and a limited section of the region s rail system. The purpose of this section is to describe the transportation system in the Study Area by major facility type. An inventory of existing infrastructure is a necessary first step to characterizing the performance of these facilities and identifying deficiencies in the transportation network that might be addressed through a transit investment along the Harbor Subdivision corridor Study Area Freeways / Arterials The Study Area is served by an extensive freeway and arterial system. There are four major freeways serving the Study Area and its immediate vicinity: I-110, I-405, I-710 and I-105. Major arterials in the Study Area are listed in Table 2.9. As is described further in Section 2.5, many of the roadways, freeways and arterials currently operate at poor levels-of-service (LOS) during the peak commute periods and LOS is expected to deteriorate further in the future. North / South South Sepulveda Boulevard La Cienega Boulevard Anza Avenue Hawthorne Boulevard / SR 107 Prairie Avenue Crenshaw Boulevard Van Ness Avenue Western Avenue / SR 213 Normandie Avenue Gaffey Street Vermont Avenue Figueroa Street Broadway Street Main Street San Pedro Street Avalon Boulevard Central Avenue Wilmington Avenue Table 2.9. Major Arterials in Study Area East / West Anaheim Street Pacific Coast Highway / SR 1 Lomita Boulevard 235 th Street Willow Street Carson Street Del Amo Boulevard Victoria Street 190 th Street Albertoni Street Artesia Boulevard / SR 91 Alondra Boulevard Compton Boulevard Rosecrans Avenue West El Segundo Boulevard Imperial Highway Century Boulevard Manchester Avenue / SR 42 Page 2-52

53 Alameda Street Santa Fe Avenue Magnolia Avenue Atlantic Avenue North / South East / West Florence Avenue Slauson Avenue Vemon Avenue Stocker Street West Martin Luther King Jr. Boulevard Jefferson Boulevard 8 th Street 7 th Street 6 th Street 5 th Street 4 th Street Whittier Boulevard Future Highway / Arterial Projects A variety of transportation projects are currently in the planning, design and construction phases throughout the Study Area. These projects include improvements to Interstate 710, the FastLanes congestion pricing demonstration on Interstate 110 and arterial improvements. These projects are slated to improve mobility in a few portions of the Study Area, but will not solve the region s transportation problem as a whole. The projects are discussed in further detail below ExpressLanes Metro is implementing a one-year demonstration to test the ability of managed lanes to alleviate congestion, maximize freeway capacity usage and fund additional transit alternatives on I-110 (between 182nd Street / Artesia Transit Center and Adams Boulevard) and I-10 (between Alameda Street / Union Station and I-605) High-Occupancy Vehicle (HOV) lanes. These corridors are targeted for a managed lane demonstration because travel demand and traffic congestion levels are high, the carpool lane segments are long enough to offer significant travel time savings and high speed parallel express bus and commuter rail service options are available. Pricing will be adjusted according to the level of travel demand and will be determined as Metro develops an operating plan. The project is financed almost entirely by the federal government and is expected to start December 31, ExpressLanes is confined to only a portion of the Study Area and although ExpressLanes may relieve congestion along a portion of I-110 and I-10 (which run through small sections of the Study Area), the project does not directly provide residents in most of the Study Area with alternative travel options, nor does it directly improve connectivity. Page 2-53

54 Arterial Improvements The SCAG 2008 Regional Transportation Plan (RTP) identifies major arterials and intersections for improvement throughout the Study Area. Arterials identified for widening include Anaheim Street, Sepulveda Boulevard and Pier B Street. Grade separation and bridge widening projects will also be undertaken at Del Amo Boulevard, First Street and La Tijera Boulevards. Additionally, Crenshaw and Harry Bridges Boulevards and La Brea Avenue are slated for rehabilitation and intersection improvements are planned for Inglewood, Rosecrans and Wilmington Avenues. Furthermore, the implementation of real-time traffic signal monitoring and control is being implemented along most Study Area corridors. Better traffic management will improve the efficiency of regional traffic flow. Many of these arterial improvements throughout the Study Area are in high demand and will help improve traffic flow and reduce accidents in the immediate vicinity. However, street rehabilitation, widening, intersection improvements and traffic signal monitoring are not sufficient to accommodate growing travel demand in the region Study Area Transit Lines Transit service in the Study Area is provided by Metro and various Los Angeles County municipal bus operators. The operators and their services are described in the following subsections. Local bus service is the primary transit mode although some light rail and express and rapid bus service operates throughout the Study Area. Overview maps of transit service in the northern and southern Study Area is shown in Figure 2.32 and Figure Transit service in downtown Los Angeles is shown in Figure Beach Cities Transit Beach Cities Transit, a department of the City of Redondo Beach, consists of three bus routes that provide north / south service throughout the Beach Cities Redondo Beach, Hermosa Beach and El Segundo. These routes also provide east / west connectivity to Torrance. All three Beach Cities Transit routes run within the Study Area. Route 102: Redondo Beach Pier to South Bay Galleria and Metro Green Line via Diamond Street and Redondo Beach Avenue Route 104: Redondo Beach Pier to Riviera Village and Torrance via Esplanade Avenue, Calle de Arboles, Calle Mayor and Sepulveda Boulevard Route 109: Redondo Beach to Hermosa Beach, El Segundo and LAX City Bus Center via Catalina, Hermosa and Highland Avenues, Vista del Mar, West Imperial Highway and Aviation Boulevard Page 2-54

55 Figure Transit Lines Northern Study Area Source: Metro System Map (July 2009) N Page 2-55

56 Figure Transit Lines Southern Study Area Source: Metro System Map (July 2009) N Page 2-56

57 Figure Transit Lines Downtown Los Angeles Source: Metro System Map (July 2009) Page 2-57

58 Carson Circuit The Carson Circuit provides service throughout the City of Carson and connects to the Metro Blue Line and other regional bus services. Two Carson Circuit routes operate in the Study Area. Route B: South Bay Pavilion to Harbor City via Avalon Boulevard, Carson Street, Moneta Avenue and Figueroa, 234th and Main Streets Route C: South Bay Pavilion to Sepulveda Boulevard via Avalon Boulevard, Dolores Street, Sepulveda Boulevard and Bonita Street Culver City Municipal Bus Lines Culver CityBus currently operates seven routes which connect the West Los Angeles area. One Culver CityBus line operates in the Study Area. Line 6: UCLA to the Metro Green Line via Sepulveda Boulevard Gardena Municipal Bus Lines The Gardena Municipal Bus provides service throughout Gardena and connects to the Metro Blue Line and other regional bus services. Three of four Gardena bus lines run in the Study Area. Line 1: Gardena to Los Angeles via Vermont Street and Western and Marine Avenues Line 2: Athens to Harbor City via Normandie and Western Avenues Line 3: Compton to South Bay Galleria via Compton, Alondra and Gardena Boulevards, Vermont Avenue and Redondo Beach Boulevard Lawndale BEAT The City of Lawndale operates two routes one residential and one express serving key destinations in Lawndale. Both the residential and express routes run within the Study Area. Residential: Operates within Lawndale serving the Metro Green Line and Galleria at South Bay on Inglewood and Rosecrans Avenues, Hawthorne Boulevard, Marine, Prairie and Osage Avenues, 106 th Street and Freeman Avenue Express: Operates within Lawndale serving the Metro Green Line and Galleria at South Bay on Hawthorne Boulevard, Rosecrans, Prairie and Marine Avenues. Page 2-58

59 Los Angeles Department of Transportation (LADOT) LADOT operates multiple bus services throughout the City of Los Angeles. These include shuttle service, a local service called the DASH and the Commuter Express, a limited-stop service running during periods of peak travel. Many of these services operate throughout the Study Area and are documented below. Shuttle: Metrolink Shuttle Bus: Available to Bunker Hill in the morning and back to Union Station in the afternoon via Grand Avenue, 3 rd and Hope Streets DASH: LADOT s Downtown Area Short Hop (DASH) service uses 30-foot shuttle buses running on frequent headways within the downtown area as well as other business districts and activity centers. DASH buses provide mobility within these centers and allow riders to quickly and conveniently make trips that would otherwise require a car trip or a lengthy walk. Many of the routes run in loops and make frequent stops. Downtown Route A: Little Tokyo to City West via 3rd, Hewitt, 1 st, Figueroa and 7 th Streets and Wilshire Boulevard Downtown Route B: Chinatown to Financial District via Alameda, Arcadia, Temple, Hope and Olive Streets Downtown Route C: Financial District to South Park via Hope, 11 th and Hill Streets, Pico Boulevard, Olive Street and Grand Avenue Downtown Route D: Union Station to South Park via Temple, Main, Spring, Hill, Grand and Olive Streets Downtown Route E: City West through Fashion District to Metro Blue Line via 7 th and Main Streets, Pico Boulevard and San Pedro Street Downtown Route F: Financial District to USC and Exposition Park via Figueroa and Flower Streets Chesterfield Square: Chesterfield Square heading east via 54 th Street, Vermont and Slauson Avenues, Hoover Street, Florence, Holmes and Gage Avenues, Long Beach Boulevard and Nadeau Street Leimert / Slauson: Operates around Hyde Park on Martin Luther King Boulevard, Vermont, Vernon and Denker Avenues, 54 th Street, Slauson Avenue and Crenshaw Boulevard San Pedro: South to North San Pedro via 25 th, Meyler, 19 th and Gaffey Streets and Summerland and Western Avenues Southeast / Pueblo Del Rio: University of Southern California to the Metro Blue Line Station via Menlo and Slauson Avenues, 55 th Street, Long Beach Avenue West, 41 st Street and Central and Vernon Avenues Page 2-59

60 Vermont / Main: Operates along the Harbor Freeway via Vermont Avenue, Century Boulevard, Main Street and Gage Avenue Wilmington: Operates around Wilmington on Pacific Coast Highway, Blinn Avenue, East L Street, Avalon Boulevard, Anaheim and Figueroa Street and Wilmington Boulevard Commuter Express: LADOT s Commuter Express service consists of 40-foot coaches with high floors and higher seatbacks than traditional transit buses. Some buses have a rear exit door, but are otherwise configured for long-distance service, with amenities such as cushioned seats and overhead reading lights. Buses make few intermediate stops along their routes, due to long freewayrunning segments, and are thus ill-suited for short, local trips. LADOT charges premium distance-based fares for long trips. Route 142: San Pedro to Long Beach via Sampson Way, 10th and Gaffey Streets, Highway 47, Seaside Avenue and Ocean Boulevard Route 438: Financial District downtown Los Angeles to El Segundo, Manhattan Beach, Hermosa Beach and Redondo Beach via Temple, Figueroa and Flower Streets, the Harbor Freeway, Imperial Highway, Vista Del Mar and Highland, Manhattan, Hermosa and Catalina Avenues Route 448: Financial District downtown to Harbor City, Rolling Hills Estates and Rancho Pales Verdes via Temple, Figueroa and Flower Streets, the Harbor Freeway, Pacific Coast Highway and Hawthorne Boulevard Route 534: Downtown Los Angeles to Century City and Westwood via Los Angeles, 1st, Figueroa and Flower Streets, Olympic Boulevard, Century Park East and Santa Monica, Beverly Glen and Wilshire Boulevards Los Angeles World Airports (LAWA) LAWA operates three FlyAway shuttle service routes to LAX. The nonstop shuttles depart approximately every 30 minutes. One route operates in the Study Area. The Flyaway uses 40- foot, high floor, high seatback buses configured for long-distance service. Buses have airlinestyle under-seat and overhead baggage compartments, as well as under-cabin baggage space. Passengers may bring small luggage items onboard, and give larger items to the driver to store under the bus. Buses are equipped with amenities typical of long-haul coach service, such as cushioned reclining seats, overhead reading lights, individual air conditioning controls and onboard restroom facilities. Union Station FlyAway: Operates on US Route 101, Interstates 110 and 105 and exits at Sepulveda Boulevard. Provides direct service to all terminals Page 2-60

61 Long Beach Transit Long Beach Transit operates the Passport Shuttle service and 38 bus routes within Long Beach, Lakewood and Signal Hill. These local routes provide connections with the Metro light rail service to Los Angeles, El Segundo and Norwalk and other regional bus services to neighboring cities. Many Long Beach Transit routes operate throughout the Study Area and are documented below. Shuttle Service: Passport B: Operates within downtown Long Beach on 4 th Street, Alamitos Avenue, 7 th and 6 th Streets, Golden Avenue and Broadway Passport C: Operates within downtown Long Beach on Queensland Drive, Pine Avenue and Long Beach Boulevard Local Service: Route 1: Downtown Long Beach to Wardlow Station via Wardlow Road, Easy Avenue, Pacific Coast Highway and Long Beach Boulevard Route 7: Downtown Long Beach Transit Mall to Orange at Rosecrans via Orange, Atlantic and Pacific Avenues and Long Beach Boulevard Route 45: Anaheim Street to Pacific Coast Highway via Anaheim Street Route 46: Downtown Long Beach Transit Mall Station to Pacific Coast Highway via Long Beach Boulevard and Anaheim Street Route 51 / 52: Downtown Long Beach Transit Mall to Artesia Station via Long Beach Boulevard and Artesia Boulevard Route 61: Downtown Long Beach Transit Mall to Artesia Metro Blue Line Station via Ocean Avenue, Long Beach Boulevard, 6 th Street, Atlantic Avenue and Artesia Boulevard Route 62: Downtown Long Beach Transit Mall to Long Beach Boulevard via Ocean Avenue, Long Beach Boulevard, 6 th Street, Atlantic Avenue and Artesia Boulevard Route 63: Downtown Long Beach Transit Mall to Alondra Boulevard via Ocean Avenue, Long Beach Boulevard, 6 th Street, Atlantic Avenue and Artesia Boulevard Route 81: Downtown Long Beach Transit Mall to CSULB via Pacific Avenue, 10 th Street, Park Avenue and 7 th Street Route 91: Downtown Long Beach Transit Mall to Bellflower via 7 th Street and Bellflower Boulevard Route 92: Downtown Long Beach Transit Mall to Bellflower via 7 th Street and Woodruff Avenue Route 93: Downtown Long Beach Transit Mall to Lakewood and Bellflower via 7 th Street, Bellflower Boulevard, Clark Avenue and Lakewood Boulevard Route 94 / 96: Downtown Long Beach Transit Mall to Los Altos Market Center via 7 th Street and Bellflower Boulevard Page 2-61

62 Route 101: Santa Fe to Long Beach Towne Center via Willow Street, Atlantic Avenue, Carson Street and Centralia Street Route 102: Santa Fe to Long Beach Towne Center via Willow Street, Spring Street, Wardlow Road and Norwalk Boulevard Route 103: Santa Fe to Lakewood Center Mall via Willow Street, Atlantic Avenue, Carson Street and Clark Avenue Route 110: Downtown Long Beach Transit Mall to Lakewood via Broadway and Lakewood Boulevard Route 111: Downtown Long Beach Transit Mall to Lakewood via Lakewood Boulevard and Clark Avenue Route 171: Seal Beach to Villages at Cabrillo via Pacific Coast Highway and Atherton Street Route 172: Downtown Long Beach Transit Mall to Metro Green Line Station via Pacific Coast Highway, Palo Verde Avenue and Studebaker Road Route 173: Downtown Long Beach Transit Mall to Metro Green Line Station via Pacific Coast Highway and Atherton Street and Studebaker and Norwalk Boulevards Route 174: Downtown Long Beach Transit Mall to Community Hospital via Pacific Coast Highway Route 181: Colorado Lagoon to Downtown Long Beach Transit Mall and Wardlow Station via 4 th Street and Magnolia Avenue Route 182: Colorado Lagoon to Downtown Long Beach Transit Mall and Wardlow Station via 4 th Street and Pacific Avenue Route 191: Downtown Long Beach Transit Mall to Artesia High via Magnolia and Santa Fe Avenues and Del Amo Boulevard Route 192: Downtown Long Beach Transit Mall to Los Cerritos Center via Magnolia and Santa Fe Avenues, De Amo and Long Beach Boulevards and South Street Route 193: Downtown Long Beach Transit Mall to Del Amo Station via Magnolia and Santa Fe Avenues Page 2-62

63 Metro Metro operates rail and bus services throughout Los Angeles County that provide local, limited stop and express, services throughout the Study Area and are described below. It should be noted that additional bus routes that are not listed also serve downtown Los Angeles, but these routes are not included because they primarily operate outside the Study Area. Local: Line 40: Downtown Los Angeles to South Bay Galleria via King and Hawthorne Boulevards Line 42: Downtown Los Angeles to LAX Transit Center via King and La Tijera Boulevards Line 108: Marina Del Rey to City Of Commerce via Slauson Avenue Line 110: Playa Vista to Bell Gardens via Gage Avenue Line 111: LAX Transit Center to Norwalk Station via Florence Avenue Line 115: Playa Del Rey to Norwalk Station via Manchester Avenue and Firestone Boulevard Line 117: LAX Transit Center to Lakewood Station via Century and Tweedy Boulevards Line 120: Aviation/LAX Station to Rosa Parks Station via Imperial Highway Line 124: El Segundo to Rosa Parks Station via El Segundo Boulevard Line 125: El Segundo to Norwalk via Rosecrans Avenue Line 126: Manhattan Beach to Hawthorne Station via El Camino College Line 130: Redondo Beach to Cerritos via Artesia Boulevard Line 202: Willowbrook to Compton to Wilmington via Willowbrook Avenue Line 204: Hollywood to Athens via Vermont Avenue Line 206: Hollywood to Athens via Normandie Avenue Line 207: Hollywood/Western Station to LA Southwest College via Western Avenue Line 209: Wilshire/Western Station to Gardena via Van Ness Avenue Line 210: Hollywood to South Bay Galleria via Vine Street & Crenshaw Boulevard Line 211: Inglewood to South Bay Galleria via Prairie Avenue Line 212: Hollywood to Inglewood via La Brea Avenue Line 215: Inglewood to Redondo Station via Inglewood Avenue Line 232: LAX Transit Center to Long Beach via Sepulveda Boulevard and Pacific Coast Hwy Limited Stop: Line 305: Westwood to Watts via Crosstown Limited Line 358: Marina Del Rey to City Of Commerce via Slauson Avenue Page 2-63

64 Express: Line 439: Los Angeles Union Station to LAX Transit Center Express via I-10 Freeway Line 442: LAUS to Hawthorne Station via Inglewood Line 444: Los Angeles Union Station to West Torrance, Rolling Hills and Rancho Palos Verdes Express Line 445: Los Angeles Union Station to San Pedro via Harbor Transitway Express Line 446: LAUS to Carson, Wilmington and San Pedro via Avalon Boulevard Line 447: Los Angeles Union Station to Carson, Wilmington and San Pedro via 7th Street. Express Line 450: Downtown Los Angeles 7th/Metro Center to Artesia Transit Center Express Line 550: West Hollywood to San Pedro Express Shuttles and Circulators: Line 607: North Inglewood Shuttle Line 608: Crenshaw Connection Line 625: Aviation/LAX Station to World Way West via Imperial Highway Line 626: LAX Transit Center to El Segundo Employment Center Metro Rapid: Line 710: Crenshaw Boulevard Metro Rapid Line 711: Florence Avenue Metro Rapid Line 715: Manchester Avenue Metro Rapid Line 740: Hawthorne Boulevard Metro Rapid Line 754: Vermont Avenue Metro Rapid Line 757: Western Avenue Metro Rapid Metro Rail: Metro Red Line: Heavy Rail subway between LAUS and North Hollywood Metro Purple Line: Heavy Rail subway between LAUS and Wilshire Boulevard / Western Boulevard Metro Gold Line: Light Rail between East Los Angeles and Sierra Madre Metro Green Line: Light Rail between Norwalk and Redondo Beach Metro Blue Line: Light Rail between downtown Los Angeles and Long Beach Page 2-64

65 Torrance Transit Torrance Transit offers eight local bus routes serving Los Angeles to Long Beach and seven of these routes operate within the Study Area. Torrance Transit also operates Municipal Area Express (MAX) a commuter bus service specifically designed to address the commuting needs of South Bay residents who work in the El Segundo employment center. MAX provides three routes through the Study Area during the morning and afternoon peak commuting hours. Local: Route 1: Torrance Del Amo Fashion Center to downtown Los Angeles via Torrance Boulevard, Vermont Avenue, Figueroa Street, Harbor Freeway and Hill Street Route 2: Torrance Del Amo Fashion Center to downtown Los Angeles via Anza, Artesia and Crenshaw Boulevards, Harbor Freeway and Hill Street Route 3: Redondo Beach Pier to downtown Long Beach via Torrance Boulevard and Carson and Main Streets Route 5: Historic downtown Torrance to El Camino Community College via Arlington and Van Ness Avenues and Crenshaw Boulevard Route 6: Del Amo Fashion Center to the Metro Blue Line Artesia Station via Madrona Avenue, 190 th Street, Central Avenue and Walnut Street Route 7: Redondo Beach Pier to Wilmington via Torrance, Sepulveda and Lomita Boulevards Route 8: Skypark Business District Los Angeles International Airport Lot C via Hawthorne, Artesia, Aviation, El Segundo, Douglas and Sepulveda Boulevards MAX Commuter Service: Route 2: El Segundo to Palos Verdes via Aviation Boulevard, Inglewood and Anza Avenues and Hawthorne Boulevard Route 3: El Segundo to Torrance and San Pedro via Aviation, Manhattan Beach and Crenshaw Boulevards, Pacific Coast Highway, Western Avenue, 9 th Street and Pacific Avenue Route 3X: El Segundo to San Pedro via I-405S, I-110S, Gaffey Street and Pacific Avenue Page 2-65

66 Santa Monica Big Blue Bus Santa Monica Big Blue Bus operates throughout the City of Santa Monica and surrounding West Los Angeles, providing both local and express service. Two routes operate within the Study Area: Line 3 / Rapid 3: From the UCLA Bus Terminal to the Metro Green Line Station via Hilgard Avenue, Westwood and San Vicente Boulevards, Montana Avenue, Lincoln Boulevard and Manchester Avenue Line 10: From Santa Monica to Union Station in downtown Los Angeles via Colorado and Ocean Avenues, Santa Monica Boulevard, Bundy Avenue, Santa Monica Freeway, Olive, Figueroa, Hope and Temple Streets and Cesar Chavez Boulevard Future Transit Projects New rail and bus expansion projects are currently in the planning, design and construction phases throughout the Study Area. Like roadway and arterial improvements, these projects will improve mobility in limited portions of the Study Area but will not serve the major travel markets described in Section 2.3. The projects are discussed in further detail in the following sections Exposition Line The Exposition Line is an 8.5-mile LRT project that will operate along the Metro-owned Exposition ROW from the existing 7th Street/Metro Center rail station in downtown Los Angeles to near Venice and Robertson Boulevards in Culver City. This Mid-City segment will primarily run at-grade, but will include two below-grade stations at 7th Street/Metro Center and USC/Exposition Park and two aerial stations at La Cienega Boulevard and La Brea Avenue. The project is currently proceeding with final design and construction and is expected to be operational by An overview of the Exposition Line is shown in Figure Phase II of the Exposition Line, an extension west to Santa Monica, is currently undergoing environmental clearance and is scheduled to open in It is not included in the 2001 Metro LRTP or the No Build Alternative (described in Section 3), which is based upon the 2001 Metro LRTP. But, the project is included in the 2009 Metro LRTP, and interactions with it were taken into account during the design and evaluation of Harbor Subdivision alternatives. Page 2-66

67 Figure Exposition LRT Line Overview Source: Metro Metro Crenshaw Transit Corridor Metro is preparing an AA and Draft EIS / EIR for the Crenshaw Transit Corridor a ten mile north-south span from Wilshire Boulevard to Imperial Highway. Alternatives being studied include BRT and LRT in addition to the No Build and Transportation Systems Management (TSM) Alternatives. Both the BRT and LRT alternatives follow the Harbor Subdivision from a southern terminus at the Aviation/LAX Metro Green Line station. The alternatives leave the Harbor Subdivision Corridor at Crenshaw Boulevard, following Crenshaw north to the Exposition LRT line. The BRT alternative includes an on-street northern section to connect to the Metro Purple Line at Wilshire and Western Boulevards, while the LRT alternative terminates at Exposition Boulevard. The Final EIS / EIR is scheduled for completion in the fall of Metro s 2009 Long Range Transportation Plan estimates that the Crenshaw Transit Corridor will be operational in The Crenshaw Transit Corridor is funded under Measure R. An overview map of the Crenshaw Transit Corridor Study Area is shown in Figure Page 2-67

68 Figure Metro Crenshaw Transit Corridor Overview Source: Metro Page 2-68

69 Metro Regional Connector Transit Corridor Metro has also initiated an EIS / EIR to study alternatives that would connect the Metro Gold, Blue and Exposition Lines through downtown Los Angeles. More specifically, the study will examine the feasibility of connecting the Metro Gold Line at the Little Tokyo/Arts District Station and the Metro Blue and Exposition Lines at the 7th Street/Metro Center Station. Alternatives currently being studied include both above- and below-grade LRT alignments in addition to the No Build and TSM Alternatives. The Study Area encompasses two square miles of downtown Los Angeles, including Little Tokyo, the Arts District, the Historic Core, the Toy District, Bunker Hill, the Financial District, the Jewelry District and the Civic Center. Objectives for the Regional Connector project include accommodating expected ridership increases due to the opening of the Metro Gold Line Eastside Extension, while also increasing mobility and utilization of all rail lines. The project is partially funded under Measure R. It is included in the 2009 Metro LRTP, but not the 2001 Metro LRTP or the Harbor Subdivision No Build Alternative. Interactions with the Regional Connector were taken into account during the design and evaluation of Harbor Subdivision alternatives. An overview map of the Regional Connector is shown in Figure Figure Metro Regional Connector Transit Corridor Map Source: Metro Page 2-69

70 Metro Rapid Expansion Metro Rapid debuted on Wilshire Boulevard in 2000 and has since provided higher speeds and additional capacity to the most heavily traveled corridors in Los Angeles County. By 2009, Metro will have introduced 28 additional Rapid lines since Additionally, Metro has plans to upgrade the original Metro Rapid line on Wilshire and Whittier Boulevards. Enhancements include higher capacity buses, station upgrades, construction of a curb lane for 3.8 miles and peak period dedicated bus lanes on Wilshire Boulevard., subject to environmental clearance and the approval of local jurisdictions and the Metro Board. These upgrades are currently undergoing environmental analysis. A map of the Metro Rapid System is shown in Figure Figure Metro Rapid System Map Source: Metro Metro Rapid Lines were introduced along the Manchester (Line 715), San Fernando / Lankershim (724), Pico (730), Central (753), Atlantic (762) and San Fernando / Brand (794) corridors in July Future Metro Rapid service on the Sepulveda South, Torrance Long Beach and a portion of the Pico corridors will complete the current Metro Rapid System Plan. Page 2-70

71 Summary of Future Transit Projects The above transit improvement projects are slated to improve mobility, accessibility and connectivity in those areas in which they are being built or considered. However, many of the projects, such as the Exposition Line and Crenshaw Transit Corridor, primarily serve the northernmost portion of the Study Area only. Although Rapid Bus lines along southern Sepulveda Boulevard and from Torrance to Long Beach will improve both mobility and accessibility in the southern portion of the corridor, they are not sufficient in accommodating growing travel demand. Fixed-guideway, high-frequency, high-capacity transit service along the Harbor Subdivision ROW would provide new transit options and improve mobility throughout the Study Area TRANSPORTATION SYSTEM PERFORMANCE This section characterizes the performance of transportation facilities described in Section 2.4. Section summarizes freeway performance, Section summarizes arterial performance and Section describes transit system performance throughout the Study Area Freeway System Performance Data on existing and future roadway performance was gathered for the Study Area and surrounding region from the 2008 SCAG RTP. The measures used to define roadway performance are Level of Service (LOS), where LOS is defined by the roadway s volume divided by its capacity, as shown in Table Table 2.11 illustrates LOS in terms of speed by urban street class. Table Level-of-Service Definition Roadway Volume / Roadway Capacity Level-of-Service (LOS) < 0.6 A B C D E > 1.0 F Page 2-71

72 Table Level of Service by Urban Street Class Urban Street Class I II III IV Range of free-flow speeds (FFS) 55 to 45 mi / hr 45 to 35 mi / hr 35 to 30 mi / hr 35 to 25 mi / hr Typical FFS 50 mi / hr 40 mi / hr 35 mi / hr 30 mi / hr LOS Average Travel Speed (mi / hr) A > 42 > 35 > 30 > 25 B > > > > C > > > > D > > > > 9-13 E >16-21 > > > 7-9 F Source: Exhibit 15-2, Highway Capacity Manual 2000 Table 2.12 and Table 2.13 summarize current and future freeway LOS throughout the Study Area and South Los Angeles County in 2003 and The SCAG model data predicts a worsening of LOS on most Study Area freeways and in South Los Angeles County, with slight improvements forecast for the South Los Angeles / Inglewood / LAX subregion. Downtown Los Angeles will continue to experience the lowest average speeds and highest percentage of LOS F in Table Freeway Performance by Subregion PM Peak Period 2003 Subregion Level of Service A B C D E F Avg. Speed (mph) Downtown Los Angeles 2% 1% 4% 12% 11% 70% 20.2 South Los Angeles / Inglewood / LAX 19% 3% 0% 6% 5% 67% 28.1 South Bay 14% 3% 0% 11% 27% 46% 29.4 Harbor 43% 19% 14% 9% 9% 6% 47.7 Study Area (All) 20% 7% 6% 10% 12% 45% 31.5 South Los Angeles County (All) 6% 4% 7% 13% 19% 52% 30.0 Source: SCAG, STV Incorporated Page 2-72

73 Table Freeway Performance by Subregion PM Peak Period 2035 Subregion Level of Service A B C D E F Avg. Speed Downtown Los Angeles 2% 1% 2% 8% 15% 72% 18.8 South Los Angeles / Inglewood / LAX 19% 6% 5% 3% 7% 60% 29.2 South Bay 14% 3% 0% 0% 24% 60% 32.1 Harbor 44% 9% 16% 9% 0% 8% 35.5 Study Area (All) 21% 5% 6% 6% 11% 47% 26.9 South Los Angeles County (All) 5% 3% 6% 9% 17% 61% 25.9 Source: SCAG, STV Incorporated Deteriorating LOS on Study Area freeways has detrimental effects on surrounding communities. Low levels of service equate to lower travel speeds, increased travel times and ultimately lost productivity. Slower travel speeds mean less efficient gas consumption, increased tail pipe emissions and diminished air quality. In addition, slow freeway speeds tend to push traffic and congestion to parallel arterials as drivers look for alternate routes. A major transportation investment in the Study Area is needed to provide more travel options, ease current roadway congestion and accommodate additional travel projected for the future. High-frequency passenger service along the Harbor Subdivision has the potential to improve travel times and encourage mode shifts to transit, thereby easing congestion on parallel roadways. Downtown Los Angeles, which experiences the worst freeway delays, could especially benefit from fixed guideway transit along the Harbor Subdivision, as the route could connect downtown Los Angeles to major destinations including LAX, South Bay and the Harbor area. The following graphs, compiled from Caltrans Freeway Performance Measurement Systems (PeMS) data, compare the various Study Area freeways. Figure 2.39 illustrates average weekday VMT on Interstates 405, 110 and 105 between January 1, 2008 and September 1, I-405 is among the most heavily traveled highway corridors in Los Angeles County, with over 2.5 million miles traveled in each direction per day. The volume of daily trips is well beyond I-405 s design capacity, resulting in severe traffic congestion and recurring chokepoints. The 110 Freeway also carries very large volumes of traffic, while I-105 carries the smallest volumes of autos of the major Study Area freeways. Overall, a greater number of vehicle miles were traveled in the northbound direction (compared to the southbound direction), as evidenced by both I-405 and I-110. Page 2-73

74 Figure Average Weekday Vehicle Miles Traveled Study Area Freeways Average Weekday Vehicle Miles Traveled (VMT) 1/1/2008-9/1/ Miles in Millions N 405 S 110 N 110 S 105 W 105 E Interstates Source: PeMS, STV Incorporated Figure 2.40 shows average weekday delay in vehicle-hours from January 1, 2008 to September 1, Delay is defined as speeds below 35 miles per hour. Average weekday delay was most severe on northbound 1-405, with motorists experiencing over 5,000 vehicle-hours of delay per day. This data is consistent with the land use analysis, which identifies several large activity centers along I-405 such as LAX, El Segundo, Westwood, UCLA and employment clusters throughout West Los Angeles. Northbound I-110 also experiences relatively high levels of delay, with a high share of those trips destined for downtown Los Angeles. I-105 especially in the westbound direction had the lowest levels of delay among the three interstates examined. Of the three major freeways described here, I-405 is the most heavily used and most congested. Page 2-74

75 Figure Average Weekday Delay Study Area Freeways Average Weekday Delay (< 35 mph) 1/1/2008-9/1/2008 6,000 5,000 Average Delay in Vehicle Hours 4,000 3,000 2,000 1, N 405 S 110 N 110 S 105 W 105 E Interstates Source: PeMS, STV Incorporated The relative performance of the Study Area freeways is summarized below. I-405 has some of the worst performance of any freeway in the Harbor Subdivision Study Area. As shown in Figure 2.41, it is at LOS C or worse for much of the day, including LOS F for during much of the peak period (northbound in the AM peak, southbound in the PM peak). Such poor performance on I-405 pushes many drivers to use parallel arterials for longer distance trips, worsening their performance as well (see Section 2.5.2). I-110 As shown in Figure 2.42, the performance of I-110 is nearly as poor as I-405. It performs at LOS F for large portions of the peak period, and LOS C or worst for much of the rest of the day. I-105 Interstate 105 has the best performance of the three major Study Area freeways, as shown in Figure It only performs at LOS F during the peak hours, and otherwise performs at LOS C or better for much of the day. But I-105 only runs through a short section of the Study Area. Page 2-75

76 Figure Level of Service I-405 Northbound by Time of Day Source: PeMS Figure Level of Service I-110 Northbound by Time of Day Source: PeMS Page 2-76

77 Figure Level of Service I-105 Eastbound by Time of Day Source: PeMS Arterial System Performance This section summarizes existing traffic conditions along selected key arterials in the Harbor Subdivision Study Area. Figure 2.44 shows the corridor alignment and the location of the seven (7) study arterial segments that were analyzed as part of this existing conditions traffic assessment. The following key arterial segments were identified to be studied and are discussed in the following sections: Slauson Avenue Santa Fe Avenue to Western Avenue Florence Avenue Manchester Avenue to Western Avenue Aviation Boulevard Arbor Vitae Street to Manhattan Beach Boulevard Hawthorne Boulevard El Segundo Boulevard to Pacific Coast Highway Crenshaw Boulevard 190 th Street to Lomita Boulevard Pacific Coast Highway I-710 Freeway to Long Beach Boulevard Anaheim Street Normandie Avenue to Long Beach Boulevard Page 2-77

78 Figure Major Arterial Segments Analyzed in Study Area Source: STV Incorporated Page 2-78

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