Document Anaheim_doc_2cf7735563

December 2007 Final Report Adopted December 18, 2007 ---PAGE BREAK--- City of Anaheim Council Members Mayor Curt Pringle Mayor Pro Tem Bob Hernandez Council Member Lorri Galloway Council Member Harry Sidhu Council Member Lucille Kring City of Anaheim Senior Management Natalie Meeks, Director of Public Works Sheri Vander Dussen, Planning Director Elisa Stipkovich, Executive Director of Community Development Brad Hobson, Deputy Executive Director of Community Development Dave Morgan, City Manager Joel Fick, Deputy City Manager Tom Wood, Assistant City Manager ACKNOWLEDGEMENTS The City of Anaheim would like to particularly thank the Orange County Transportation Authority (OCTA) who contributed a generous Go Local program grant to this study. Technical Steering Committee Shohreh Dupuis, City of Anaheim Danny Wu, City of Anaheim Greg Hastings, City of Anaheim Ted White, City of Anaheim Susan Kim, City of Anaheim Jeanne Spinner-LaMar, OCTA Elizabeth Mahoney, Metrolink Ed Knight, City of Orange Warren Repke, City of Villa Park Diana Kotler, Anaheim Transportation Network Tony Rahimian, RMC, Inc. Gary Johnson, Johnson & Vercliff, LLC Consultant Project Team Steve Schibuola, IBI Group Dennis Wahl, IBI Group Steve Wilks, IBI Group Xu Yang, IBI Group Marsha Bousquet, IBI Group Nadim Kurani, IBI Group Sebastian Gladney, Lea+Elliott Huy Huynh, Lea+Elliott Alan Wulkan, InfraConsult Jennifer Labrado, Consensus Planning Group ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan i Executive 1 1.1 Study 1. 1.2 The Go Local 1.3 The Planning The 2.1 Existing Anaheim Transit 2.2 Orange County Transit Vision and Renewed Measure 14. 2.3 Planned Transit 14. 2.4 Anaheim’s Transit developing the vision: a collaborative 3.1 Key the anaheim transit 4.1 Relationship to the Anaheim General 4.2 Guiding 4.3 The Transit 4.4 Intermodal 4.5 The Anaheim . Table Of Contents anaheim connection 5.1 Concept 1: ARTIC - Platinum Triangle. Resort Connector (Elevated Fixed Guideway 5.2 Concept 2: ARTIC - Downtown Anaheim - Fullerton Transportation. Center Connector (Bus-Based 59. 5.3 Concept 3: ARTIC - Anaheim Canyon Station Connector. (Bus-Based 5.4 Concept 4: ARTIC - The Platinum Triangle Anaheim Resort Shuttle Bus 5.5 Concept 5: West Anaheim Commuter 68. 5.6 Concept 6: Anaheim Canyon Station Feeders 71 Supporting 6.1 ARTIC - UCI Medical Center/The Block at 6.2 Visitor Day - Trip 6.3 ARTIC - Orange Station building the future: implementation Appendix 1 Evaluation Criteria and Appendix 2 Maintenance Facility 93 Appendix 1 2 3 5 6 7 4 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park ii Exhibit E-1 Anaheim Transit Master ES-3 Exhibit 2.1-1 Rail Stations and Park-and-Ride Exhibit 2.1-2 Metrolink Rail Exhibit 2.1-3 Existing Local Transit Exhibit 2.1-4 Existing Express Transit 12. Exhibit 2.1-5 Existing Transit Service Time Span and 13. Exhibit 2.3-1 Proposed OCTA Transit 16. Exhibit 2.4-1 2030 Population Density Per Square 21. Exhibit 2.4-2 2005-2030 Change in Population Density Per Square Mile..22. Exhibit 2.4-3 2030 Employament Density Per Square Exhibit 2.4-4 2005-2030 Change in Employment Density. Per Square 24. Exhibit 2.4-5 Major Activity Centers In and Surrounding Exhibit 2.4-6 Most Productive OCTA Bus Exhibit 2.4-7 Home Zip Codes of Anaheim 27. Exhibit 2.4-8 Home Zip Codes of Anaheim Resort Exhibit 2.4-9 Anaheim Canyon Station User Home Zip Codes. (Intercept Exhibit 2.4-10 Anaheim Canyon Station User Work Zip Codes. (Intercept Exhibit 2.4-11 Anaheim Station User Home Zip Codes (Intercept Survey)... 31. Exhibit 2.4-12 Anaheim Station User Work Zip Codes (Intercept Survey)....32. Exhibit 2.4-13 Future Travel Patterns (2030) – 20 Largest Exhibit 2.4-14 Potential Hot Spots with MPAH Exhibit 2.4-15 2030 AM Peak Transit Trip Density per Square Exhibit 2.4-16 Transit Dependency Index List of Exhibits Exhibit 3.1-1 City Council Initial Exhibit 3.1-2 Stakeholder Visioning Exhibit 4.4-1 The Six Exhibit 5.1-1 Project Concept 1, ARTIC - Platinum Triangle. – Resort Connector: Elevated 57. Exhibit 5.1-2 Exhibit 5.1-3 Exhibit 5.2-1 Project Concept 2, ARTIC to Downtown Connector. – Fullerton Transportation Center Exhibit 5.2-2 Exhibit 5.2-3 Exhibit 5.3-1 Project Concept 3, ARTIC - Anaheim Canyon Connector. (Bus-based Exhibit 5.3-2 Exhibit 5.3-3 Exhibit 5.4-1 Project Concept 4, ARTIC - Platinum Triangle. – Resort Connector: At-Grade Exhibit 5.5-1 Project Concept 5, West Anaheim Commuter Shuttles........69. Exhibit 5.6-1 Project Concept 6, . Two New Anaheim Canyon Station 71 Exhibit 6.1-1 ARTIC - UCI Medical Center - The Block Connector............ 74. Exhibit 6.2-1 Visitor Day-Trip Exhibit 6.3-1 ARTIC - Orange Station Exhibit 6.3-2 77. Exhibit 6.3-3 77 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan iii Table E-1 Overview of the Six ES-4. Table E-2 Anaheim Transit Concepts. - Go Local Evaluation ES-5 Table 2.1-1 Summaries of the OCTA Bus Table 2.2-1 Renewed Measure M Transit 14 Table 3.1 The Issues Identified in the Outreach Table 4.1 Overview of the Six 52. Table 4.2 Anaheim Transit Concepts. - Go Local Evaluation Table 5.1-1 Project Concept 1: Comparison of ARTIC – Platinum Triangle. - Resort Connector (Elevated Table 5.2-1 Project Concept 2: Camparison of ARTIC. - Downtown Connector 61. Table 5.3-1 Project Concept 3: Comparison of ARTIC. - Anaheim Canyon Station Table 5.4-1 Project Concept 2 Comparison of ARTIC – Platinum Triangle. - Resort Connector (At-grade 67. Table 5.5-1 Project Concept Summary of Key Operating and Financial Characteristics for . Anaheim Resort Worker Shuttle Table 5.6-1 Project Concept Summary of Key Operating and Financial Characteristics for. Anaheim Canyon Feeder Table 6.3-1 Comparison of ARTIC – Orange Station Alternatives............79 Table A2-1 Estimated M&SF Area List of Tables Figure 1 Maintenance Facility – Figure 2 Maintenance Facility – Level Figure 3 Maintenance Facility – Overall Figure 4 ARTIC to Anaheim Resort Connection: Sample Footprint of . Maintenance & Storage Figure 5 Bukit Panjang, Singapore Maintenance Facility. – APM Guideway 97 Figure 6 Bukit Panjang, Singapore Maintenance Facility. – Ground Figure 7 Excalibur- Luxor – Mandalay Bay Tram Maintenance,. Las Vegas, Figure 8 Typical Central Control Facility List of Figures ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan ES- The City of Anaheim has developed a Transit Master Plan that seeks to meet current and future mobility needs. The Plan takes into consideration how current commuters, including residents, employees, and visitors travel – while simultaneously exploring new modes of transportation that will enhance the ability to get to places safely and efficiently. In the short term, this study is recommending a transit system to extend the reach of what will soon be a frequent, all-day Metrolink train service throughout Orange County. A major objective of this study is to define feeder routes to improve connectivity to Anaheim’s two Metrolink stations – at the future Anaheim Regional Transportation Intermodal Center (ARTIC), and the Anaheim Canyon Station. The study lays out a Plan that helps guide the development and implementation of transit projects over the next 25 years. Go Local is a program created by the Orange County Transportation Authority (OCTA) that provides funding through transit grants, so that Orange County cities can improve transit access to Metrolink service. The Go Local program is a four-step process to plan and implement city-initiated transit extensions to OCTA’s Metrolink commuter rail line. The Metrolink rail line is the transit backbone in Orange County. Two-thirds of Orange County’s population and jobs are within a four-mile radius of each of the county’s 11 Metrolink stations. Because of this proximity of potential commuter rail users, OCTA plans to increase Metrolink service in the coming years. The Go Local Steps One and Two program is funded by Measure M, Orange County’s half cent sales tax for transportation improvements. Steps Three and Four of the Go Local Program will be funded by the Renewed Measure M Program and, state and federal sources. Public participation was a vital component in developing a Transit Master Plan that is reflective of Anaheim’s dynamic characteristics. Throughout the study process, stakeholders were encouraged to provide their ideas and feedback on what Anaheim’s transit future should look like. This feedback was used in conjunction with technical analysis to narrow down project concepts and produce this Plan. A series of working reports shaped the Plan, including: a Needs Assessment Report, a Transit Vision Statement, an Alternatives Screening Report, and a Project Concepts Report. Executive Summary ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park ES- The Needs Assessment Report evaluated the current and future transit needs in the City of Anaheim through an assessment of demographics, land use, travel patterns, and the existing and planned transportation network. An assessment of transit need was determined using a variety of land use and transportation criteria, resulting in the identification of potential corridors that would benefit from either a high capacity system or from increased local bus service. The report also identified areas of unmet transit needs. The Transit Vision Statement Report drew on the needs assessment, as well as on outreach activities with Anaheim City Council, key stakeholders and the public. Ten specific service concepts dubbed “Anaheim Connections” were articulated for further analysis. The following Vision Statement was crafted for future transit services in the City: The Anaheim Transit Vision “Transit plays a key role in Anaheim’s mobility and quality of life. An integrated family of diverse transit services that is accessible, safe, convenient, frequent and easy to navigate, connects residents, employees, and visitors to both local activity centers in the City of Anaheim and important regional destinations.” The Alternatives Screening Report defined a wide range of specific routing, technology and service alternatives for each of the “Anaheim Connections” identified in the Transit Vision Statement Report. A preliminary screening identified those with fatal flaws, using a variety of transportation and land use criteria, and developed a short list of eight of the most promising routing and technology alternatives. Of the remaining “Anaheim Connections”, the “ARTIC – UCI Medical Center – The Block Connector” will be provided by the bus rapid transit (BRT) network currently being deployed along State College Boulevard by OCTA. An ARTIC to Orange Station connector could be provided by the planned Metrolink expansion on the Orange County Line, the planned BRT network on Katella Avenue or by supporting the City of Orange Go Local application for a shuttle connection. Further, a “Visitor Day-Trip Service” would be provided by the private sector and the recommended action is to support private-sector initiatives in this area. Six major transit concepts developed in the Anaheim Transit Master Plan became the focus of the Project Concepts Report, that presented a detailed quantitative and technical analysis which adhered to OCTA’s Go Local program criteria. That report and direction from the Anaheim City Council was used in formulating a strategy for prioritizing projects to pursue under the Go Local program. Anaheim Transit Master Plan The Anaheim Transit Master Plan consists of the six major connectors, three key supporting elements, and the existing and planned OCTA fixed route bus system, serving Anaheim. THE SIX CONNECTORS (PROPOSED “Go Local” NETWORK) The following six major transit concepts are identified on Exhibit E-1 and are proposed as the backbone of the Anaheim Transit Master Plan: Long-Term (6-10 year) / Medium-to-High Investment (pursue project development funds): Concept 1. ARTIC – The Platinum Triangle – Anaheim Resort Connector. (Elevated Fixed Guideway System). Concept 2. ARTIC – Downtown Anaheim - Fullerton Transportation Center Connector (Bus-Based System). Concept 3. ARTIC – Anaheim Canyon Station Connector (Bus-Based System) Short-Term (0-5 year) / Low Investment (pursue capital and operating funds to expand ART Concept 4. ARTIC – The Platinum Triangle – Anaheim Resort Shuttle Bus Connector. Concept 5. West Anaheim Commuter Shuttles. Concept 6. Anaheim Canyon Feeder Shuttles Table E-1 summarizes the key features of the six connectors. 1. Anaheim Resort Transit System ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan ES- ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK K N I Metrolink METROLINK BNSF (Metrolink) OCTA (Metrolink) ) k n il o rt e M ( A T C O OCTA (Metrolink) Rail Corridors OCTA BRT Route 0 0.25 0.5 1 MILE ARTIC–Platinum Triangle –Resort Connector ARTIC–Downtown Connector Metrolink Connector & Anaheim Commuter Shuttles ARTIC–Anaheim Canyon Station Connector Anaheim Canyon Station Feeders OCTA BRT Route ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Orange Station Proposed Placentia Station DOWNTOWN ORANGE ANGEL STADIUM OF ANAHEIM WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE CAMBRIDGE STREET NEWPORT AVENUE MAIN STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE SA NT IA G O CA NY ON RO A D MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE METROLINK METROLINK ROSE DRIVE NOHL RANCH ROAD CANNON STREET HEWES AVENUE PROSPECT STREET TUSTIN STREET GLASSELL STREET BATAVIA STREET LEWIS STREET C A N YON R I M R O A D AN AH E IM H I L L R O A D CRA W F O RD C A N Y O N RO AD G I LBE RT S TR E E T Concept 1: ARTIC-The Platinum Triangle-Anaheim Resort Connector (Elevated Fixed Guideway System) Concept 2: ARTIC-Downtown Anaheim-Fullerton Transportation Center Connector (Bus-Based System) Concept 3: ARTIC-Anaheim Canyon Station Connector (Bus-Based System) Concept 4: ARTIC-The Platinum Triangle- Anaheim Resort Shuttle Bus Connector Concept 5: West Anaheim Commuter Shuttles Concept 6: Anaheim Canyon Feeder Shuttles OCTA BRT Routes ARTIC Exhibit E-1 Anaheim Transit Master Plan Note: Exact alignments subject to further study and refinement. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park ES- Project Concept Assumed Technology Route Length Annual Riders Capital Cost Action Next Step Estimated Costs Concept 1 ARTIC – The Platinum Triangle – Anaheim Resort Connector (Elevated Fixed Guideway System) Automated Guideway Transit (AGT) 2.9 - 3.4 miles 2.4 - 2.6 million $240 - $270 million Pursue Go Local project development funds for. AA/DEIS/DEIR $6 million Concept 21 ARTIC - Downtown Anaheim - Fullerton Transportation Center Connector (Bus-Based System) Bus Rapid Transit (BRT) 4.2 – 4.8 miles (7.2-7.7 miles) 0.6 – 0.8 million (1.2-1.3 million) $3.3 million ($4.4 million) Pursue Go Local project development funds for Project Definition study $750,000. (for Concepts 2 and 3) Concept 3 ARTIC – Anaheim Canyon Station Connector (Bus-Based System) Bus Rapid Transit (BRT) 5.8 – 7.1 miles 89,000 – 370,000 $2 - $4 million Pursue Go Local project development funds for Project Definition study Concept 4 ARTIC – The Platinum Triangle – Anaheim Resort Shuttle Bus Connector Bus / Shuttle 3.3 – 3.4 miles 200,000 $400,000 Pursue capital and operating funds to expand ART Detailed operating plan underway. $1.2 million bus capital. Annual net operating cost is estimated to be less than $850,000. Concept 5 West Anaheim Commuter Shuttles Bus / Shuttle 10 – 11 miles 93,000 $800,000 Pursue capital and operating funds to expand ART Concept 6 Anaheim Canyon Feeder Shuttles Bus / Shuttle 4.9 – 5.7 miles 86,000 $1.4 million Pursue capital and operating funds to expand ART $1.4 million bus capital. Annual net operating cost is estimated to be less than $500,000 Table E-1 Overview of the Six Connectors 1. Numbers in parentheses represent the full route that extends to the Fullerton Transportation Center. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan ES- OCTA Go Local Criteria Concept 1 ARTIC – The Platinum Triangle – Anaheim Resort Connector (Elevated Fixed Guideway System) Concept 24 ARTIC - Downtown Anaheim - Fullerton Transportation Center Connector (Bus-Based System) Concept 3 ARTIC – Anaheim Canyon Station Connector (Bus-Based System) Concept 4 ARTIC – The Platinum Triangle – Anaheim Resort Shuttle Bus Connector Concept 5 West Anaheim Commuter Shuttles Concept 6 Anaheim Canyon Feeder Shuttles Proximity to Jobs and Population Serves employment and population centers, and major tourist attractions: • Disneyland • Anaheim Convention Center • ARTIC • Angel Stadium of Anaheim • Honda Center • The Platinum Triangle • Garden Walk Services employment. and population centers, and major tourist attractions: • ARTIC • Angel Stadium of Anaheim • Honda Center • The Platinum Triangle • Garden Walk • Downtown Anaheim • Downtown Fullerton Links two Metrolink stations: • ARTIC • Anaheim Canyon Serves major employers. and attractions: • Kaiser Hospital (future) • Anaheim Canyon businesses . + TOD • Angel Stadium of Anaheim • ARTIC • Honda Center • The Platinum Triangle Serves employment and population centers, and major tourist attractions: • Disneyland • Anaheim Convention Center • Angel Stadium of Anaheim • ARTIC • Honda Center • The Platinum Triangle • Garden Walk Serves employees working in Anaheim Resort and living in west and northwest Anaheim. Serves employers in the Anaheim Canyon area – a major employment center in the City of Anaheim with approximately 60% of Anaheim’s industrial inventory. Also provides service between Anaheim Canyon and Downtown Anaheim. Regional Benefits Significant Significant Minor Significant Moderate Mod-Significant Ease/Simplicity to Connections • OCTA local, StationLink, BRT routes • ART routes • Metrolink and Amtrak. services • OCTA local, StationLink, BRT routes • ART routes • Metrolink and Amtrak services • OCTA local, StationLink,. BRT routes • ART routes • Metrolink and Amtrak services • OCTA local, StationLink, BRT routes • ART routes • Metrolink and Amtrak services • OCTA local, StationLink, BRT routes • ART routes • OCTA local, StationLink, BRT routes • ART routes • Metrolink Cost Effectiveness1 Capital Cost: $250M Capital Cost: $3.3M Capital Cost: $3M Capital Cost: $400K Capital Cost: $800K Capital Cost: $1.4M Traffic Congestion Relief2 Annual Ridership: 2.5M Significant congestion relief Annual Ridership: 700,000 Moderate congestion relief Annual Ridership: 300,000 Moderate congestion relief Annual Ridership: 200,000 Moderate congestion relief Annual Ridership: 93,000. Minor congestion relief Annual Ridership: 86,000. Minor congestion relief Right-of-Way Availability May require ROW takes No Issues No Issues No Issues No Issues No Issues Sound Long-Term Operating Plan3 Annual operating cost: $3M Farebox recovery: $2.5M Annual operating cost: $1M Farebox recovery: $700K Annual operating cost: $1.5M Farebox recovery: $300K Annual operating cost: $500K Farebox recovery: $200K Annual operating cost: $620K Farebox recovery: $93K Annual operating cost: $580K Farebox recovery: $86K Compatible and Approved Land Use Transit supportive land use in corridor. Consistent with current plans. Transit supportive land use in corridor. Consistent with current plans. Transit supportive land use in corridor. Consistent with current plans. Transit supportive land use in corridor. Consistent with current plans. Consistent with current plans. Consistent with current plans. Project Readiness Stakeholder support for detailed alternatives analysis ATN Infrastructure able to expand to provide service. Safe and Modern Technologies AGT Bus Rapid Transit Bus Rapid Transit Bus/Shuttle Bus/Shuttle Bus/Shuttle 1. Cost estimate figures are approximate averages. Refer to Table E-1 for ranges. 2. Ridership figures are estimates. Detailed ridership numbers will be generated in the next phase of study. 3. Operating costs and farebox recovery estimates are approximate. 4. Numbers represent the segment between ARTIC and Downtown Anaheim only. Table E-2 Anaheim Transit Concepts - Go Local Evaluation Summary Go Local Criteria Each of the six connectors meets the OCTA Go Local criteria as indicated in Table E-2 below: ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park ES- Supporting Elements 1. ARTIC – UCI Medical Center – The Block Connector UCI Medical Center and The Block at Orange are important destinations for health care, employment and entertainment/recreation. They form an activity center that is more easily accessed from ARTIC than from the Orange Station. The proposed OCTA bus rapid transit (BRT) system will run on State College Boulevard and along Katella Avenue to connect with ARTIC and provide the connection to the UCI Medical Center/The Block activity center. 2. Visitor Day-Trip Services The experience in Anaheim will be enhanced if visitors staying in the Anaheim Resort can also easily reach by transit some of the other places Orange County is famous for – its beaches and its destination shopping centers. Special, privately- operated, express services is envisioned to provide the connection between the Anaheim Resort, the beaches, South Coast Plaza and Fashion Island. It is recommended that the City of Anaheim support private-sector initiatives through information dissemination, supporting the extension of the planned OCTA BRT on Harbor Boulevard to the Beach, and coordination of these visitor day-trip services at ARTIC. 3. ARTIC – Orange Station Connection Transit riders arriving at Orange Station on Metrolink from the Inland Empire and wishing to make a connection to ARTIC, will have a feeder service that allows them to easily make this transfer from Orange to ARTIC without having to wait for the next Metrolink train. This will be achieved by supporting the Metrolink 30- minute service expansion, supporting the City of Orange Go Local application for a shuttle connection, and by supporting early implementation of the OCTA Katella BRT service which will serve both the ARTIC and the Orange stations. Advancing the Project For the next phase of OCTA’s Go Local program and to implement the transit vision and Anaheim Connection concepts in this Transit Master Plan, the following key steps will need to be undertaken: • Develop work scopes and budgets for Go Local Step 2 Work; . • Seek Stakeholder Letters of Support;. • Work with OCTA in submitting the Go Local applications;. • Proceed with project development and detailed alternatives analysis of. long-term concepts based on available funding; and. • Seek capital and operating funds for early implementation of short-term . concepts Implementation Timeline The timeline below illustrates the proposed actions and a schedule for implementation for each of the Project Concepts. DECEMBER Step 1 Seek City Council adoption of Transit Master Plan and submit Final Report to OCTA 2008 2007 January Step 2 OCTA Board adopts criteria and competitive guidelines ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan ES- MARCH 2009 JULY Step 2 Initiate project selection by OCTA Step 2 Conduct Alternatives Analysis/ Environmental Studies: Concept 1 Concept 2 Concept 3 Conduct Final Route Planning: Concept 4 Concept 5 Concept 6 Begin Revenue Operations to coincide with 30-minute Metrolink Service: Concept 4 Concept 5 Concept 6 Step 3 Implementation (PE through construction) Renewal of Measure M funds will provide up to $1 billion in additional funding for implementation (Project S) Step 4 Additional work on Metrolink Corridor to transform stations • ARTIC • Anaheim Canyon $226 million available under (Project $226 million available under (Project V) 2015 Begin Revenue Operations Concept 1 Concept 2 Concept 3 2011 (2010 if funding available before 2011) ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan  This section of the Anaheim Transit Master Plan documents the objectives of this plan, gives a brief introduction to OCTA’s Go Local program, and describes all related working processes and reports prepared for this plan. 1.1 Study Objectives The City of Anaheim developed this Transit Master Plan to meet current and future mobility needs. The Plan is the culmination of a year-long study effort which began January 2007 that took into consideration how current commuters, including residents, employees, and visitors travel – while simultaneously exploring new modes of transportation that will enhance the ability to get to places safely and efficiently. The study effort was undertaken in partnership with the cities of Orange and Villa Park, as these two cities were concurrently developing transit concepts to provide service for their residents and workers to the Metrolink system. As commuters in all three cities use stations in both Anaheim and Orange to access multiple activity centers, a comprehensive approach was required in order to arrive at a vision of transit service that would be supported by Anaheim, Orange and Villa Park. The Anaheim Transit Master Plan lays out a plan that helps guide the development of transit projects for the next 25 years. In the short term, the plan recommends a transit system to extend the reach of what will soon be a frequent, all-day Metrolink train service throughout Orange County. A major objective is to define feeder routes to improve connectivity to Anaheim’s two Metrolink stations – at the future Anaheim Regional Transportation Intermodal Center (ARTIC – to be located near the Honda Center and Anaheim Stadium), and the Anaheim Canyon station (currently located at Tustin and La Palma Avenues). Introduction 1 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park  1.2 The Go Local Program Go Local is a program created by the Orange County Transportation Authority (OCTA) that provides funding through transit grants, so that Orange County cities can improve transit access to Metrolink (commuter train) service. The Go Local program is a four-step process to plan and implement city initiated transit extensions to OCTA’s Metrolink commuter rail line. The Metrolink rail line is the backbone of the transit network in Orange County. Two-thirds of Orange County’s population and jobs are within a four-mile radius of each of the county’s 11 Metrolink stations. Because of the proximity of potential commuter rail users, and the growing demand for rail service, OCTA is pursuing plans to increase Metrolink service to 30-minute headways along the Orange County Line by end of 2009. Phase 1: The first phase of Go Local is designed to provide each of the 34 cities in Orange County a $100,000 grant to study possible extensions to the Metrolink line. These extensions will link major activity and employment centers with a Metrolink station. The grant can be used to study: • Land use development planning related to Metrolink stations or nearby . areas. • Assessment of needs or local travel patterns to extend the reach of the. Metrolink System. • Transit route planning for implementation Phase 2: During this phase, the cities will compete for additional funding to further develop the most promising projects. Proposed projects will be evaluated against well-defined and well-known criteria including: • Traffic congestion relief. • Project readiness, with priority given to projects that can be implemented within . the first five years of the Renewed Measure M Transportation Investment Plan. • Local funding commitments and the availability of right of way. • Proven ability to attract other financial partners, both public and private. • Cost-effectiveness. • Proximity to jobs and population centers. • Regional as well as local benefits. • Ease and simplicity of connections. • Compatible, approved land uses. • Safe and modern technology. • A sound, long-term operating plan Phase 3: Step three may move some projects into development and implementation, including preliminary engineering, final design, and construction. Phase 4: In this phase, the focus will be on efforts to transform existing Metrolink stations into major multi-modal transportation centers. These transportation centers would offer commuters travel by rail and also by bus to business and activity centers on weekdays and weekends. The Go Local program (Steps One and Two) is funded by Measure M, Orange County’s half cent sales tax for transportation improvements. Measure M was originally approved by Orange County voters in 1990 and expires in 2011. On November 6, 2006, Orange County voters approved the Renewed Measure M Transportation Investment Plan by a 69.7 percent majority, which will ensure transportation improvements for another 30 years until 2041. The Go Local (Steps Three and Four) will be funded by the Renewed Measure M and state and federal sources. 1.3 The Planning Process In developing a Transit Master Plan that would be reflective of Anaheim’s dynamic characteristics, public participation was a vital component. Throughout the study process leading to this document, stakeholders were encouraged to provide their ideas and feedback on Anaheim’s future transit vision. This feedback was used in conjunction with technical analysis to identify alternatives and then to narrow these down to the project concepts presented in this document. A series of working reports shaped the Transit Master Plan, including: a Needs Assessment Report, a Transit Vision Statement, an Alternatives Screening Report, and a Project Concepts Report. The Needs Assessment Report evaluated the current and future transit needs in the City of Anaheim through an assessment of demographics, land use, travel patterns, and the existing and planned transportation network. An assessment of transit need was determined using a variety of land use and transportation criteria, resulting in the identification of potential corridors that would benefit from either a high capacity system or from increased local bus service. The report also identified areas of unmet transit needs. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan  The Transit Vision Statement Report drew on the needs assessment, as well as on outreach activities with Anaheim City Council, key stakeholders along the potential corridors and the public. Ten specific service concepts dubbed the “Anaheim Connections” were articulated for further analysis. That report provided a strategic transit vision for the City of Anaheim to guide the development of the future public transportation system in the City that addresses local objectives that are in keeping with the needs of Anaheim residents, commuters, and visitors and are compatible with existing and future land development patterns. Integral to this vision is the emphasis on connectivity between major activity centers and the future Anaheim Regional Transportation Intermodal Center (ARTIC) and Anaheim Canyon stations; and also the relationship between transit services and transit oriented development (TOD). A Vision Statement was crafted as follows: “Transit plays a key role in Anaheim’s mobility and quality of life. An integrated family of diverse transit services that is accessible, safe, convenient, frequent and easy to navigate connects residents, employees and visitors to both local activity centers in the City of Anaheim and other important regional destinations.” The Alternatives Screening Report defined a wide range of specific routing, technology and service alternatives for each of the “Anaheim Connections” identified in the Transit Vision Statement Report. A preliminary screening identified those with fatal flaws, using a variety of transportation and land use criteria, and developed a short list of eight of the most promising routing and technology alternatives. Of the remaining “Anaheim Connections”, the “ARTIC – UCI Medical Center – The Block Connector” will be provided by the bus rapid transit (BRT) network currently being deployed along State College Boulevard by OCTA. An ARTIC to Orange Station connector could be provided by the planned Metrolink expansion on the Orange County Line, the planned BRT network on Katella Avenue or by supporting the City of Orange Go Local application for a shuttle connection. Further, a “Visitor Day-Trip Service” would be provided by the private sector and the recommended action is to support private-sector initiatives in this area. Six major transit concepts developed in the Anaheim Transit Master Plan underwent additional refinement to make them successful in OCTA’s competitive Go Local grant program. To compete for Step 2 of the Go Local program, the major transit alignments and supporting technical analyses addressed OCTA’s evaluation criteria. It is important that proposed transit routes, technology and the resulting system work well and provide the needed transportation services. This includes consideration of alignment, maintenance yard station locations, services, ridership and capacity provided, cost effectiveness, travel time benefits, flexibility and expandability, environmental and community considerations. The Project Concepts Report presented a detailed quantitative and qualitative technical analysis for each of the six major transit concepts, which adhered to OCTA’s Go Local Program criteria. That report and direction received from the City Council on October 9, 2007 was used in formulating a strategy for prioritizing the projects to pursue under the Go Local program, and as such will be a key reference document for the Anaheim Transit Master Plan. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park  ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan  Essential to the development of a Transit Master Plan for the City of Anaheim that is both relevant to the community needs and can be implemented, is an understanding of the existing context and forecasted conditions for the transit network, traffic congestion, and demographics in the city. The City of Anaheim is currently served by several modes of transit including: commuter rail (Metrolink) and intercity rail (Amtrak); extensive fixed route transit provided by the Orange County Transportation Authority (OCTA); Stationlink routes that provide bus connections to the Anaheim Stadium and Anaheim Canyon rail stations; and Anaheim Resort Transit (ART) which provides circulator shuttle service within the Anaheim Resort. In recent years, the City of Anaheim has been planning a major transformation of its transportation infrastructure including plans to join in OCTA’s implementation of a countywide Bus Rapid Transit (BRT) demonstration project on Harbor Boulevard, which would be followed by four additional lines on Katella Avenue, State College Boulevard, La Palma Avenue, and Beach Boulevard. The State College line would be part of a 28-mile line traversing the cities of Brea, Fullerton, Anaheim, Orange, Santa Ana, Costa Mesa and Irvine. Another significant development in the planning stage includes the Anaheim Regional Intermodal Transportation Center (ARTIC), which will provide a host of new travel opportunities both within the city and regionally. Further, due to extensive ongoing redevelopment in Anaheim’s Northeast Area, a comprehensive station area planning exercise occurred recently at Anaheim Canyon station, in anticipation of expanded Metrolink services. In addition to the transit activities, there is significant private development occurring in The Platinum Triangle and Downtown Anaheim as a result of a very successful recent General Plan update, which has created opportunities for concentrating mixed- use developments near Metrolink stations and other nodes at intensities that are supportive of frequent transit service. The Context 2 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park  2.1 Existing Anaheim Transit System Intermodal Stations and Park-and-Ride Facilities To facilitate regional travel and inter-agency connectivity, the following multi-modal transit/transportation centers and park-and-ride facilities exist within the City of Anaheim. • Anaheim Stadium Station is located at 2150 E. Katella Avenue on the north edge of the Angel Stadium property in the southwest quadrant of Katella Avenue and the SR-57 freeway. Existing passenger rail service is provided by the Metrolink Orange County line and Amtrak. The station is also served by OCTA local, community and Station Link bus routes. Currently, there are approximately 400 parking spaces available in Anaheim station, with amenities including public phones, bike racks, rest rooms, and a waiting room. • Anaheim Canyon Station is located at 1039 N. Pacificenter Drive in the northeast part of the City of Anaheim in an area common known as the Anaheim Canyon Business Center. It is situated along the western edge of the PacifiCenter property in the southwest quadrant of Tustin and La Palma Avenues. Existing passenger rail service is provided by the Metrolink Inland Empire – Orange County (IEOC) line. It is also served by OCTA local, community and Station Link bus routes. A parking lot containing 50 spaces reserved to Metrolink passengers is located to the east of the station platform. Another 50 spaces are available in a shared lot with the existing office building to the south of this reserved parking. Two park-and-ride facilities are located in the City of Anaheim, which also facilitate car pooling and multi-modal travel: 1) La Palma park-and-ride lot and 2) State College park-and-ride lot. Exhibit 2.1-1 illustrates the location of the Anaheim Stadium Station, the Anaheim Canyon Station and the two park-and-ride lots. Rail Rail service to the City of Anaheim is provided by both Metrolink and Amtrak. Metrolink service is provided on two routes: the Orange County Line between Los Angeles and Oceanside (19 trains per day); and the Inland Empire-Orange County (IEOC) Line between San Bernardino and San Juan Capistrano (16 trains per day). Anaheim Stadium Station serves the Orange County Line, with more than 200 passengers boarding and 100 passengers alighting in the A.M. peak period in the peak direction during the week1. Anaheim Canyon Station serves the IEOC line, with less than 50 passengers boarding during the morning peak, but with more than 250 passengers getting off the train during the same period on weekdays. Amtrak Pacific Surfliner trains also provide a complementary service to Metrolink between Los Angeles and San Diego, stopping at Anaheim Stadium Station 22 times daily. Amtrak does not provide service along the IEOC Line. Exhibit 2.1-2 illustrates the rail network serving the City of Anaheim. Bus Bus services in the City of Anaheim are provided by the Orange County Transportation Authority (OCTA), the Anaheim Resort Transit (ART) and Los Angeles County Metropolitan Transportation Authority (Metro). There are currently 19 local OCTA bus routes that provide service on most major north/south and east/west arterials within Anaheim. OCTA also runs three community routes that provide linkages within Anaheim along lower class roadways and with less frequency than local routes. Four express bus routes are provided in the city: three by OCTA which operate between Orange County and Riverside, San Bernardino and Los Angeles; and one by Metro which provides service to Los Angeles. OCTA operates five Station Link routes that provide peak-period service between nearby activity centers and Anaheim and Anaheim Canyon stations. Table 2.1-1 summarizes the OCTA bus routes. 1. Source: Metrolink data (Station Ambassador counts) for A.M. peak-period peak direction boardings and alightings. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan  In addition to the scheduled bus services shown on the exhibits, demand-response services are provided by the OCTA (ACCESS) for those with mobility limitations. Beyond OCTA’s bus services, Anaheim Resort Transit (ART) services are also provided in the City of Anaheim and the greater Anaheim Resort area, including the cities of Anaheim, Garden Grove and Orange. ART’s frequent service with sixteen routes (numbers 1 to 16) allows for easy access and convenient connections to several major event centers in the study area, such as Disneyland, Anaheim Convention Center, Angel Stadium of Anaheim, Anaheim Stadium Station, and the Block at Orange. Exhibit 2.1-3 shows the current ART service area. ART bus services operate from 8:00 AM to midnight, with 45 stops, at frequency of every 20 minutes. All ART routes originate at The Disneyland Resort Main Shuttle Drop- Off Area. Exhibit 2.1-3 illustrates the OCTA local and community bus routes, the Station Link routes and the Anaheim Resort Transit network. Express bus routes are shown on Exhibit 2.1-4. Existing Transit Service Illustration To better understand the quantity and convenience of the current transit service, existing bus routes within the study area were color-coded on a map according to span of service and frequency of service in peak period for each route. Each route on the map is coded in one of four colors, the darkness of the color representing its span of service – the longer the service hours for a route, the darker its color. Bus routes with service hours longer than 20 hours per day are coded in the darkest color. Bus routes in the lightest color mean that service hours are less than 12 hours per day and usually only provide peak-period service. Each bus route line on the map is also coded in one of four thicknesses. The thickness of each line represents its service frequency in the peak period, so that bus routes with headways less than 10 minutes in peak period are coded in the thickest route line, and the thinnest lines represent headways of more than 30 minutes. Exhibit 2.1-5 classifies existing transit service using this method. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park  Route Type Route# City Served in Study Area Service Time Service Frequency (min) Weekday Saturday Sunday Peak Off Peak Local OCTA 24 Anaheim, Orange 5:00-22:00 7:00-20:00 7:00-20:00 30 60 Local OCTA 25 Anaheim 5:00-21:30 8:00-18:00 8:00-18:00 30 60 Local OCTA 29 Anaheim 4:00-23:00 4:30-22:30 5:30-22:30 10 30 Local OCTA 30 Anaheim 4:00-21:00 6:30-19:30 6:30-19:30 30 60 Local OCTA 33 Anaheim 5:30-20:00 8:30-19:00 9:00-19:00 30 60 Local OCTA 35 Anaheim 4:00-20:30 5:00-18:30 5:00-18:00 30 60 Local OCTA 37 Anaheim 5:00-22:00 5:30-17:00 7:30-18:30 30 60 Local OCTA 38 Anaheim 4:00-22:30 4:30-20:00 4:30-20:00 10 60 Local OCTA 42 Anaheim, Orange 5:00-23:30 6:00-20:00 6:00-20:00 15 30 Local OCTA 43 Anaheim 4:00-3:30 5:00-3:30 5:00-3:30 10 30 Local OCTA 46 Anaheim, Orange 4:30-22:30 6:30-19:00 6:30-19:00 20 60 Local OCTA 47 Anaheim, Orange 4:00-21:30 5:00-21:30 5:00-21:30 15 60 Local OCTA 50 Anaheim, Orange 4:00-3:30 4:30-3:30 4:30-3:30 20 60 Local OCTA 53 Anaheim, Orange 4:30-23:00 6:00-21:00 6:00-9:00 10 30 Local OCTA 54 Orange 5:00-22:00 6:00-22:00 7:00-20:00 20 60 Local OCTA 56 Orange 4:30-22:00 7:00-18:00 7:00-18:00 30 60 Local OCTA 57 Anaheim, Orange 4:00-3:30 5:00-3:30 5:00-3:30 8 60 Local OCTA 59 Anaheim, Orange 4:30-22:00 7:00-21:00 9:00-20:00 20 60 Local OCTA 71 Anaheim, Orange 5:00-21:30 6:00-19:30 6:00-18:30 30 60 Community OCTA 131 Anaheim, Orange 9:00-17:30 50 50 Community OCTA 147 Anaheim, Orange 6:00-17:30 50 50 Community OCTA 167 Anaheim, Orange, Villa Park 5:00-20:00 9:00-18:00 9:00-18:00 50 50 Intracounty Express OCTA 205 Anaheim 3:00-23:00 6:00-24:00 5:30-24:00 15 15 Intracounty Express OCTA 213A Anaheim, Orange 5:30-6:30 15 15 Stationlink OCTA 410 Anaheim 6:00-8:00/16:00-17:30 45 45 Stationlink OCTA 411 Anaheim 6:00-8:00/16:00-17:30 45 45 Stationlink OCTA 430 Anaheim 6:30-9:00/16:00-18:00 30 30 Stationlink OCTA 453 Orange 6:00-9:00/16:00-18:00 20 20 Stationlink OCTA 454 Orange 6:00-9:00/16:00-18:30 20 20 Intracounty Express OCTA 757 Anaheim, Orange 5:30-6:00/16:30-17:00 30 Intracounty Express OCTA 758 Passing with no stop 5:30-6:00/16:30-17:00 30 Intracounty Express OCTA 794 Passing with no stop 5:30-8:00/15:30-18:00 20 Intracounty Express Metro Anaheim 4:30-24:00 5:00-24:00 5:00-24:00 30 40 Tourist ART1-16 Anaheim, Orange 8:00-24:00 8:00-24:00 8:00-24:00 20 20 Table 2.1-1 Summaries of the OCTA Bus Routes OCTA Operating Summary: Oct, 2006 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan  Exhibit 2.1-1 Rail Stations and Park-and-Ride Lots FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK METROLINK 0 0.25 0.5 1 MILE ARTIC Anaheim Canyon Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Orange Station Proposed Placentia Station CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE METROLINK P P Rail Corridors Rail Station Park-and-Ride P ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 10 Exhibit 2.1-2 Metrolink Rail Service Orange Santa Ana Tustin Irvine Laguna Beach Laguna Niguel Aliso Viejo Newport Beach Dana Point Costa Mesa Garden Grove Westminster Seal Beach Fullerton Placenia Yorba Linda Mission Viejo Lake Forest Villa Park San Juan Capistrano San Clemente Huntington Beach La Habra Brea Rancho Santa Margarita Anaheim Buena Park Cypress 91 241 91 57 22 55 73 133 261 241 74 1 405 5 405 5 5 BUENA PARK FULLERTON ANAHEIM CANYON ANAHEIM ORANGE SANTA ANA TUSTIN IRVINE LAGUNA NIGUEL SAN JUAN CAPISTRANO SAN CLEMENTE Orange County Line Inland Empire - Orange County Line ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 11 Exhibit 2.1-3 Existing Local Transit Routes ORANGE VILLA PARK SANTA ANA RIVER FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station La Palma Park-and-ride State College Park-and-ride Lincoln Park-and-ride DOWNTOWN ORANGE CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 0 0.25 0.5 1 MILE 56 54 54 50 50 46 46 42 25 29 33 35 35 37 430 453 454 454 43 47 147 57 53 59 167 410 411 131 71 167 38 30 30 24 24 38 To Brea To Cerritos To Lakewood To Seal Beach To Los Alamitos To Long Beach To Garden Grove To Garden Grove To PCH To PCH To PCH To PCH To Irvine To Irvine To Irvine To Founatin Valley To Costa Mesa To Newport beach To Newport beach To Newport beach To La Habora To La Habora To Brea To Brea To Brea To Brea Anaheim Resort Transit OCTA Station Links OCTA East / West Route OCTA North / South Route ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 12 Exhibit 2.1-4 Existing Express Transit Routes ORANGE VILLA PARK SANTA ANA RIVER FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station La Palma Park-and-ride State College Park-and-ride Lincoln Park-and-ride DOWNTOWN ORANGE CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 0 0.25 0.5 1 MILE OCTA 213 to Brea OCTA 205 to Laguna Hill OCTA 213A to Irvine OCTA 757 to Fairplex Park-and-Ride via 57/60 and I-10 Freeway 205 205 757 757 213 213A 213 213 213A 757 213 460 Metro 460 to Los Angeles via I-5, I-105, I-110 Freeways OCTA Metro ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 13 Exhibit 2.1-5 Existing Transit Service Time Span and Frequency ORANGE VILLA PARK SANTA ANA RIVER FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station La Palma Park-and-ride State College Park-and-ride Lincoln Park-and-ride DOWNTOWN ORANGE CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 0 0.25 0.5 1 MILE 56 54 54 50 50 46 46 42 25 29 33 35 35 37 430 453 454 454 43 47 147 57 53 59 167 410 411 131 71 71 167 38 30 30 24 24 38 To Brea To Cerritos To Lakewood To Seal Beach To Los Alamitos To Long Beach To Garden Grove To Garden Grove To PCH To PCH To PCH To PCH To Irvine To Irvine To Irvine To Founatin Valley To Costa Mesa To Newport beach To Newport beach To Newport beach To La Habora To La Habora To Brea 213 To Brea To Brea To Brea 758 to Chino Transit Center via 57/60 Freeway MTA 460 to los Angeles via I-5, I-105, I-110 freeway 757 to Fairplex Park-and-Ride via 57/60 and I-10 Freeway To Brea 794 794 213A 213A 213 213 213 213 757 205 205 ART A-N 757 758 794 to Riverside/ Corona via SR-91 205 to Laguna Hill 758 to Irvine Transportation Center 794 to South Coast Metro 213A to Irvine > 20 hours 16-20 hours 12-16 hours < 12 hours < 10 min Service Time Span Service Frequency 10-20 min 20-30 min > 30 min MTA 460 MTA 460 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 14 2.2 Orange County Transit Vision and Renewed Measure M New Directions, the Orange County Transportation Authority’s 2006 Long-Range Transportation Plan (LRTP), details the transportation and transit services to be implemented by the year 2030 in order to ensure continued mobility for residents, workers, employers and visitors in Orange County. High-frequency Metrolink service is envisioned as the backbone of the transit system in Orange County under the LRTP, through: track improvements; more trains; upgraded stations and parking capacity; improvements to safety; and increased transit connections to Metrolink stations. The conversion of the Anaheim Metrolink station to a regional gateway to connect the Orange County Line with high-speed rail systems to be implemented in the future is also contemplated in the plan. In 2006, voters in Orange County approved the renewal of Measure M (a half- cent local transportation sales tax), to fund future transportation investments. The Renewed Measure M Transportation Investment Plan is a 30-year, $11.8 billion program – with 25% of the net revenue, or $2.83 billion, to be dedicated solely to countywide transit programs. Another 20%, or $2.24 billion, will be used to construct a new high capacity transit system using bus rapid transit (BRT) technology to link to the backbone Metrolink and Amtrak rail system. Several specific transit projects have been identified in the Renewed Measure M Transportation Investment Plan in order to implement high-frequency Metrolink service and high-capacity transit extensions to Metrolink. These are projects R through W and are summarized in Table 2.2-1 below: 2.3 Planned Transit System As part of the “Balanced Plan” in OCTA’s 2006 Long-Range Transportation Plan and renewed Measure M, additional bus route coverage and greater service frequency will be provided throughout Orange County by 2030. Improvement projects involving almost all major freeways within Orange County are planned, which will make future transit services on these freeways safer and more reliable. Transit services on local streets will also benefit from Regional Traffic Signal Program and Regional Capacity Program for local streets network in Orange County. Exhibit 2.3-1 shows the proposed transit improvements in OCTA’s “Balanced Plan”. The following are the ten strategic initiatives related to transit services in OCTA’s 2006 Long-Range Transportation Plan, all of which will be of benefit to the City of Anaheim: 1. Initiation of a Bus Rapid Transit program on Harbor, Westminster, and 28-Mile . (Brea-Irvine) lines . 2. Expansion of Metrolink service to provide frequent, all day service between . Fullerton and Laguna Niguel . 3. Expansion of countywide bus services, including express bus . 4. Expansion of the Bus Rapid Transit program on Orange County roadways . 5. High frequency Metrolink service . 6. Transit extensions to Metrolink . 7. Conversion Metrolink stations to regional gateways that connect Orange . County with high-speed rail systems . 8. Expansion of mobility choice for seniors and persons with disabilities . 9. Community based transit/circulator . 10. Safe transit stops Transit Project Description Cost Project R High Frequency Metrolink Service $1,014.1 million Project S High Capacity Transit Extensions to Metrolink $1,000.0 million Project T Convert Metrolink Station(s) to Regional Gateways that Connect Orange County with High Speed Rail Systems $226.6 million Project U Expand Mobility Choices for Seniors and Persons with Disabilities $339.8 million Project V Community Based Transit / Circulators $226.5 million Project W Safe Transit Stops $25.0 million Table 2.2-1 Renewed Measure M Transit Projects ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 15 Commuter Rail By the end of 2009, Metrolink will commence all day, 30-minute service on the Orange County Line. By the year 2030, there will be more frequent Metrolink commuter rail service at both the planned Anaheim Regional Transportation Intermodal Center (ARTIC) and the Anaheim Canyon Station. According to the SCRRA Strategic Assessment (January 2007), there will be 52 trains per day serving Orange County line in 2030. For the IEOC line, there will be 40 trains per day for weekday services, and 12 trains per day for weekend services, in 2030. By the year 2030, there will be about 700 passengers boarding at Anaheim Stadium Station, and more than 100 passengers boarding at Anaheim Canyon Station in the AM peak period. Future projects for the parking expansion and the pedestrian grade separation at the Orange Station are also included in the plans for Metrolink service improvements. Intercity Rail The Amtrak Pacific Surfliner services between Los Angeles and San Diego currently operates 11 northbound and 11 southbound trains that stop at Anaheim Stadium station each day. The LOSSAN Corridor Strategic Plan (October 2003) prepared for Caltrans and the U.S. Federal Railroad Administration, calls for hourly Amtrak Pacific Surfliner service between Los Angeles and San Diego by 2020. The realization of this increase in service, which is to be implemented incrementally, would mean that 16 trains per day in each direction would stop at the future ARTIC station. The ability to provide this additional service is contingent on improvements to the LOSSAN corridor to add main line track capacity. High Speed Rail The California High-Speed Rail Authority (CHSRA) is proposing to implement a high speed rail service for travel between the San Francisco Bay Area, Sacramento, Los Angeles and Orange County. The proposed ARTIC facility in Anaheim is the only regional gateway that will connect with this high speed train in Orange County, unless an electrified rail system can be implemented further south to Irvine. Annual ridership for the high speed rail is forecast at 100 million passengers. The initial operating segment in Southern California would run between ARTIC and Los Angeles Union Station. ARTIC would also be the only Orange County gateway to the California-Nevada Maglev project, which is proposed to initially run between Anaheim and Ontario with an eventual connection to Las Vegas. Express Bus Service OCTA’s express bus services typically operate during peak hours and use freeways and the HOV lanes to provide competitive travel times to the automobile. There are fewer stops and the routes are more direct than with local bus service. As part of the implementation of its 2006 LRTP, OCTA is planning several new express bus routes. Route 792 will be implemented in 2009 and will provide service between Riverside/Corona, Anaheim Canyon Station and the Anaheim Resort. Bus Rapid Transit By the end of 2010, at least two of the three OCTA Bus Rapid Transit (BRT) demonstration projects will be implemented in Orange County that will provide service in Anaheim. • OCTA (Route 543) will originate from Costa Mesa, operating on Harbor Boulevard, to the Fullerton Transportation Center, passing through Anaheim. . • OCTA (Route 557) will originate from the Brea Mall to Irvine Transportation . Center, operating along State College Boulevard and connecting to ARTIC, . and traveling along Main Street and I-405 Freeway before stopping at John . Wayne Airport and the Irvine Transportation Center. . • BRT services for an additional three routes in Anaheim along Beach Boulevard,. La Palma Avenue and Katella Avenue will also be implemented under the . “Balanced Plan” in OCTA’s 2006 Long-Range Transportation Plan. The planned increases in bus service, incremental restructuring and creation of new bus routes, and the continued expansion of Metrolink services are all expected to positively impact transit service levels in Anaheim. The goal of this Anaheim Transit Master Plan study was to determine what other transit service improvements, such as enhanced bus or rail services, might also be feasible and desirable. ---PAGE BREAK--- 16 Exhibit 2.3-1 Proposed OCTA Transit Improvements ORANGE VILLA PARK SANTA ANA RIVER FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK K N I L O R T E M METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station La Palma Park-and-ride State College Park-and-ride Lincoln Park-and-ride DOWNTOWN ORANGE CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET T E E R T S S I W E L WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER T E E R T S L L E S S A L G CAMBRIDGE STREET T E E R T S T C E P S O R P E U N E V A S E W E H NEWPORT AVENUE MAIN STREET T E E R T S A I V A T A B IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 0 0.25 0.5 1 MILE To Brea Mall To Irvine Transportation Center To Costa Mesa To Huntington Beach To Long Beach Transit Mall To Long Beach Note: BRT Lines are shown as the orginal proposal alignments, and subject to further dissusions with the local cities. To La Habra BRT 28-Mile BRT Harbor BRT Westminster / 17th Fullerton Station Parking Expansion Turnback Facility at Fullerton Station Additional Track La Palma Ave. to Fullerton Station Orange Station Parking Expansion Pedestrian Grade Seperation at Orange Station High Frequency Metrolink Service Laguna Nigel/Mission Viejo to Fullerton (2009) Relief Siding between Anaheim Station & La Palma Ave. BRT Katella BRT La Palma BRT Beach Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 17 2.4 Anaheim’s Transit Market The City of Anaheim is located in the central part of Orange County and is its largest and most populous city, covering an area of 54 square miles, and with population of approximately 340,000 in 2005. The population density is 6,835 people per square mile. Population Trends Exhibit 2.4-1 illustrates the 2030 population densities in Anaheim and the surrounding area. There are many areas in the city that will have population densities of over 10,000 persons per square mile by 2030. Based on Orange County Projections–2006 (OCP-2006), the population of the City of Anaheim is expected to grow at a much higher rate than the county as a whole. Compared to 19% increase of the total population in Orange County from 2005 to 2030, the population of Anaheim will increase 25% for the same time span. Intensification of residential development is occurring on a significant scale within Anaheim through infill and redevelopment projects both in the downtown and The Platinum Triangle. The change in population between 2005 and 2030 is illustrated on. Exhibit 2.4-2. Employment Trends Existing employment is located primarily along the major freeways, with the largest concentrations of employment along State Route 91, State Route 22, Katella Avenue and Ball Road between Walnut and Glassell Streets, Chapman Avenue between Lewis and Cambridge Streets, and Broadway between Harbor Boulevard and East Street. Employment densities, which are shown on Exhibit 2.4-3, are highest in the central-southern portion of Anaheim, and in the central- northern section of Anaheim. These employment centers have over 10,000 and up to 20,000 jobs per square mile; outside these centers, the employment drops to below 10,000 per square mile. Employment in the City of Anaheim in the next 20 years is projected to grow at a lower rate than the population, and it is significantly lower than the annual employment growth forecast for Orange County as a whole. From 2005 to 2030, employment in the study area will increase however, total Orange County employment is anticipated to grow by 21% over the same period. The change in employment is represented in Exhibit 2.4-4. Major Activity Centers While the character of the study area is largely residential in nature, there are several of the biggest tourist attractions and event centers in the City of Anaheim and in nearby cities. The employment concentrates along freeway corridors, certain arterials such as Katella Avenue, Chapman Avenue, Ball Road, Broadway, and in some business parks such as Anaheim Canyon. It is worth noting that the presence of several tourist attractions and major activity centers within Anaheim, including Disneyland, the Anaheim Convention Center, Angel Stadium and Honda Center contributes significantly to the potential transit market, as these destinations bring over 20 million annual visitors to the city. Major activity centers and the largest employers in and surrounding Anaheim are shown in Exhibit 2.4-5, and listed below: • Disneyland Resort. • Anaheim Convention Center (ACC). • Angel Stadium of Anaheim. • Honda Center. • Anaheim Station/ARTIC. • The Platinum Triangle. • UCI Medical Center. • St. Joseph/CHOC Medical Center. • The Village of Orange. • Downtown Orange. • The Block at Orange. • Santiago Canyon College. • Chapman University. • Knott’s Berry Farm. • Cathedral. • Santa Ana Main Place Existing High Transit Ridership Ridership information for October 2006 was collected from OCTA, along with Vehicle Service Hour (VSH) information and used to calculate the most heavily utilized routes on the OCTA bus system. The routes with the highest per-mile ridership are identified on Exhibit 2.4-6. The most popular bus routes pass through the western portion of the study area and travel in a north-south direction, serving as connections between the cities in North Orange County and the cities ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 18 in Central and Western Orange County. The most popular routes operate along Harbor, Anaheim and State College Boulevards. For bus routes operated by OCTA traveling in an east-west direction, the highest utilization is found on routes passing through the cities of Santa Ana, Garden Grove, and Westminster, just south of the City of Anaheim boundary. Current Travel Patterns In order to determine current travel patterns in Anaheim, information was analyzed from OCTA, Walt Disney Company, and through the public outreach effort undertaken for the Anaheim Transit Master Plan; namely, station surveys at Anaheim Station and Anaheim Canyon Station that were conducted in April 2007. Travel mode share data was obtained from the U.S. Census (2000) for the cities of Anaheim, Orange, and Villa Park, and also for Orange County and the State of California. More residents in Anaheim rely on transit as the primary travel mode than residents in Orange and Villa Park. The transit mode share in Anaheim is 4.6%, whereas it is 2.6% in Orange and only 2.0% in Villa Park. The following bar chart compares travel mode shares for the three cities, Orange County and California. 0% 20% 40% 60% 80% 100% Drive Alone California 71.8% 14.5% 5.1% 4.7% 3.8% 76.5% 13.3% 2.8% 3.7% 3.7% 71.1% 17.5% 4.6% 4.5% 2.4% 76.5% 12.8% 2.6% 4.6% 3.5% 83.6% 6.5% 2% 7.9% Orange County City of Anaheim City of Orange City of Villa Park Carpool Transit Others Work at Home Travel Mode Share by City in Study Area (Source: 2000 US Census Data) ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 19 OCTA Ridepro Database OCTA obtained zip code information from all major employers who participated voluntarily in the Regional Rideshare Initiative and documented this information in their Ridepro database. This data is unweighted and does not represent the total number of employees within the City of Anaheim. Exhibit 2.4-7, illustrates the home zip codes of employees working in the City of Anaheim from the OCTA database. The highest numbers of employees were determined to live in south Anaheim surrounding Disneyland Resort, west Anaheim, northwest Anaheim, and central Anaheim west of State College Blvd. In addition, the following four areas outside of Anaheim were the most popular places to live for its employees: Inland Empire, Southeast Los Angeles County, San Gabriel Valley, and South Orange County. Walt Disney Company Database Data was obtained from the Walt Disney Company through its Rideshare Program database with respect to home zip codes for employees working in the Anaheim Resort. This data is presented in Exhibit 2.4-8 and shows a similar trend to that found in the OCTA Ridepro database in terms of home location for Anaheim employees. Metrolink Station Intercept Surveys Station intercept surveys were undertaken as part of the public outreach effort in support of Anaheim’s Transit Master Plan in April 2007, at both Anaheim Canyon Station and Anaheim Stadium Station. The surveys were randomly distributed during the morning and evening peak periods. The purpose of the effort was to receive direct feedback from a random sample of Metrolink and Amtrak riders so that scientifically valid data could be collected to infer overall service demand for short-term Metrolink improvements and for the 25-year Anaheim Transit Master Plan. Both home and work zip code data was collected as part of the survey. The number of completed zip code responses was 103 at Anaheim Canyon Station and 98 at Anaheim Station. Zip code information from Anaheim Canyon station survey shows that more than 60% of all its users live in Riverside County. One in four users of this station lives in Orange County, and only 13 users had home zip codes in San Bernardino County. Only two out of the total 103 users mentioned their work zip codes in Riverside County, while all the rest work in Orange County and primarily in the City of Anaheim, as shown in the Exhibits 2.4-9 and 2.4-10. Interestingly, many users at Anaheim Stadium station are residents of various counties in the Southern California region such as Los Angeles, San Diego, San Bernardino, Orange and Riverside. However, three out of four users live and work in Orange County. The next major work destination is Los Angeles County (Downtown Los Angeles). Only three respondents mentioned work zip codes in San Bernardino County. Exhibit 2.4-11 illustrates the home zip codes of Anaheim Station users and Exhibit 2.4-12 shows their work zip codes. The primary work destination for many Metrolink users at both of these two stations is the City of Anaheim. Future Travel Patterns Future travel patterns were investigated using output from the Orange County Transportation Analysis Model (OCTAM) 3.2, provided by OCTA. The model estimates future transit and automobile trips based on the future transportation network of freeways, roads and transit services, and can be used to forecast transit demand and future traffic volumes on specific road and transit facilities. The background scenario for forecast year 2030 is the “balanced plan” scenario from the 2006 Long-Range Transportation Plan, which incorporates projects stemming from the passage of the Measure M renewal. These projects include: major freeway widenings and improvements, arterial roadway widenings and improvements, initialization of Bus Rapid Transit (BRT), and Metrolink service expansion. From those results, the origin-destination pairs relevant to Anaheim were ranked to determine the most common trips. Exhibit 2.4-13 shows the top 20 origin- destination pairs from the analysis - with the top five pairs shown in purple, the next 5 highest in blue, and the 10 lowest pairs shown in green. Traffic Congestion Corridors Traffic congestion corridors were identified based on projected year 2030 AM peak period traffic conditions on the freeway and arterial road network in and. around Anaheim. For each roadway segment, a ratio of the future traffic. volume to roadway capacity was estimated. Roads with severe congestion ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 20 (volume-to-capacity ratio > 1.0) and significant congestion (V/C ratio of 0.8 to 1.0) have been identified as “Congestion Hot Spots”. The traffic volumes and roadway capacity assumptions were taken from OCTAM 3.2 using the traffic assignment for the OCTA Master Plan of Arterial Highways (MPAH). Exhibit 2.4-14 shows the locations of the expected Congestion Hot Spots that will occur following the full MPAH build-out. Transit Needs Based on OCTAM 3.2, Orange County’s transit ridership in 2030 is projected to be 5.8% in the AM peak period, assuming OCTA’s “Balanced Plan”. An analysis of transit needs in Anaheim for 2030 was carried out in two steps. First, the major origin-destination pairs within the study area were compared in terms of total travel and transit mode split to see if any major travel markets were under-served. Transit trip density in the AM peak period was calculated for each TAZ by counting transit trips per square mile both to and from each TAZ. The distribution of transit trip densities for all TAZs within both Anaheim and Orange County is shown in Exhibit 2.4-15. There are several major transit trip origins/destinations in the study area, as indicated by TAZs with highest transit trip density values including: Downtown Anaheim, north Anaheim along SR-91, and the Disneyland/Anaheim Resort areas. The rest of the study area can be divided by the SR-55 Freeway. Transit trip densities are much higher west of the SR-55 where most population corridors are located. East of the SR-55 indicates much lower transit trip densities, as residents in this area have lower auto ownership rates. A second step was to look at origin-destination pairs between exterior super zones and the study area as a whole with a low percentage of transit trips, to see what areas outside the study area could most benefit from improved transit service. Transit travel patterns in 2030 for the AM peak period were determined to be the highest between the study area and Southeast Los Angeles County (including downtown Los Angeles), Central Orange County, and Western Orange County. From this analysis, five external travel markets were determined to be deficient in 2030. These included travel between Anaheim and San Bernardino, Riverside, the San Gabriel Valley, Northern Orange County and Western County. Transit travel between these areas and the study area was found to be less than 5.0% in the AM peak period. Transit Dependency Index In order to combine the demographic factors affecting people’s propensity to use public transit, a “Transit Dependency Index” was created to estimate how residents in each census tract are more likely to use public transit. A higher transit dependency index value would indicate that residents within that census tract are more transit dependent and likely to be frequent users of public transportation. Five demographic variables from the US Census database were selected to calculate the transit dependency index by census tract, including: median household income, auto ownership, age group from 5 to 17 years, age group above 65 years, and population density. A ranking from 1 to 5 was given to each of the variables, where the higher value represents a higher possibility of transit dependency. For example, for median households income (lowest income category = auto ownership (no vehicles = 5-17 year olds (highest percentage = over 65 year-olds (highest percentage = and population density (highest density = After ranking each variable, the transit dependency index was computed for each census tract. Exhibit 2.4-16 shows the transit dependency index distribution in Anaheim and the surrounding area and helps to provide an understanding of where the areas of highest demand for transit service are located. Residents in the western and north-central parts of Anaheim are more likely to be reliant on public transit. This is consistent with the earlier observation of travel mode splits. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 21 Exhibit 2.4-1 2030 Population Density Per Square Mile 5 91 22 57 405 73 133 261 5 241 55 Anaheim Orange Villa Park 5 91 22 57 55 Anaheim Orange Villa Park 0 - 500 501 - 3,000 3,001 - 10,000 10,001 - 20,000 20,001 - 40,000 40,001 - 50,000 Study Area City Boundaries Major Highways Major Roadways 0 2.5 5 10 miles Source: Orange County Projections 2006 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 22 Exhibit 2.4-2 2005-2030 Change in Population Density Per Square Mile 5 55 22 57 405 73 133 261 241 91 5 Anaheim Orange Villa Park 5 55 22 57 91 Anaheim Orange Villa Park No Change or Population Loss 1 – 1,000 1,001 – 5,000 5,001 – 15,000 15,001 – 30,000 Above 30,000 Study Area City Boundaries Major Highways Major Roadways 0 2.5 5 10 miles Source: Orange County Projections 2006 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 23 Exhibit 2.4-3 2030 Employment Density Per Square Mile Anaheim Orange Villa Park 5 55 22 57 405 73 133 261 5 241 91 Anaheim Orange Villa Park 5 55 22 57 91 0 - 500 501 - 3,000 3,001 - 10,000 10,001 - 20,000 20,001 - 40,000 40,001 - 80,000 Study Area City Boundaries Major Highways Major Roadways 0 2.5 5 10 miles Source: Orange County Projections 2006 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 24 Exhibit 2.4-4 2005-2030 Change in Employment Density Per Square Mile 5 55 22 57 405 73 133 261 241 91 5 Anaheim Orange Villa Park 5 55 22 57 91 Anaheim Orange Villa Park No Change or Job Loss 1 – 1,000 1,001 – 5,000 5,001 – 15,000 15,001 – 30,000 Above 30,000 Study Area City Boundaries Major Highways Major Roadways 0 2.5 5 10 miles Source: Orange County Projections 2006 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 25 Exhibit 2.4-5 Major Activity Centers In and Around Anaheim ORANGE VILLA PARK SANTA ANA RIVER FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 0 0.25 0.5 1 MILE 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK K N I L O R T E M METROLINK ANGEL STADIUM OF ANAHEIM ARTIC CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET T E E R T S R E T S A H T E E R T S S I W E L WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE R E E R T S N I T S U T T E E R T S L L E S S A L G T E E R T S E G D I R B M A C T E E R T S T C E P S O R P E U N E V A S E W E H NEWPORT AVENUE MAIN STREET T E E R T S A I V A T A B IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station La Palma Park-and-ride State College Park-and-ride Lincoln Park-and-ride DOWNTOWN ORANGE 21 12 5 17 16 22 7 8 3 23 24 2 19 18 4 1 10 13 20 11 9 6 15 14 Disneyland Resort 7996 RECREATION Amusement parks Employees: 20,050 Kaiser Foundation Hospital 8062 HEALTH General hospitals Employees: 3,660 Boeing North America 8711 Engineering services Employees: 3,500 Disneyland Hotel 7011 LODGING: Hotels motels & tourist co Employees: 1,000 Apparel 2329 MFG Mens & boys clothing nec Employees: 1,000 Anaheim Memorial Medical Center 8062 HEALTH General hospitals Employees: 1,185 Northgate Gonzalez Supermarkets 5411 RETAIL Grocery Employees: 1,000 Arrowhead Pond of Anaheim 7941 RECREATION Sports clubs & promoters Employees: 1,000 Anaheim Memorial Hosp-Er 8011 HEALTH Offices of physicians Employees: 1,185 Disney's Grand California Hotel 7011 LODGING: Hotels motels & tourist co Employees: 900 Hilton Anaheim 7011 LODGING: Hotels motels & tourist co Employees: 1,200 Long Beach Mortgage 6162 CREDIT Mortgage bankers & correspon Employees: 800 Anaheim Convention Center 6512 REAL ESTATE Nonresidential operator Employees: 800 West Anaheim Medical Center 8062 HEALTH General hospitals Employees: 774 PSI 7331 BUS SERV Direct mail advertising Employees: 700 Aramark At Edison Field 5812 RETAIL Eating places Employees: 700 Anaheim Sports Inc 8641 MEMBERSHIPORG Civic & sovial Employees: 700 Specialty Restaurants Corp 5812 RETAIL Eating places Employees: 700 First American Real Estate Solutions 2741 PRINTING Miscellaneous publishing Employees: 700 Anaheim Marriott 7011 LODGING: Hotels motels & tourist co Employees: 700 Advantage Sales & Marketing LLC 5141 WHOLESALE Groceries gene Employees: 700 Interstate Electronics Corp. 3699 MFG Electrical equipment & supplies Employees: 600 M G Disposal LLC & CVT Recycling Public & Disposal Center 5093 WHOLESALE Scrap & waste materials Employees: 600 Power Plus 4911 UTILITIES Electric Employees: 600 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 LARGEST EMPLOYERS IN ANAHEIM ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 26 Exhibit 2.4-6 Most Productive OCTA Bus Routes ORANGE VILLA PARK SANTA ANA RIVER FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station La Palma Park-and-ride State College Park-and-ride Lincoln Park-and-ride DOWNTOWN ORANGE CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 0 0.25 0.5 1 MILE 60 64 60 64 29 29 38 37 37 43 43 47 47 57 57 53 53 38 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 27 Exhibit 2.4-7 Home Zip Codes of Anaheim Employees ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK (FUTURE) METROLINK METROLINK (FUTURE) METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGEWOOD AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE VILLA PARK ROAD SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 92861 92867 92865 92806 92805 92802 92804 92840 92843 92870 92831 92832 92833 90621 92801 92868 92866 92706 92705 92869 92807 92808 92887 92886 92841 92844 90680 90620 Less than 50 50-250 251-[PHONE REDACTED] 1001-1200 Zip Codes Boundary Inland Empire = 10.3% Southeast LA County = 6.4% San Gabriel Valley = 3.8% South Orange County = 3.4% Total respondents = 29,310 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 28 Exhibit 2.4-8 Home Zip Codes of Anaheim Resort Employees ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK (FUTURE) METROLINK METROLINK (FUTURE) METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGEWOOD AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE VILLA PARK ROAD SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 92861 92867 92865 92806 92805 92802 92804 92840 92843 92870 92831 92832 92833 90621 92801 92868 92866 92706 92705 92869 92807 92808 92887 92886 92841 92844 90680 90620 Less than 50 50-300 301-600 601-[PHONE REDACTED] Zip Codes Boundary Inland Empire = 8% Southeast LA County = 6.5% San Gabriel Valley = 4.6% South Orange County = 3.2% Total respondents = 21,919 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 29 Exhibit 2.4-9 Anaheim Canyon Station User Home Zip Codes (Intercept Survey) ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK (FUTURE) METROLINK METROLINK (FUTURE) METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGEWOOD AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE VILLA PARK ROAD SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 92861 92867 92865 92806 92805 92802 92804 92840 92843 92870 92831 92832 92821 92833 90621 92801 92868 92866 92706 92705 92869 92807 92808 92887 92886 92841 92844 90680 90620 1-2 3-4 5-6 7-9 Zip Codes Boundary Riverside County = 65 San Bernardino County = 13 Orange County = 25 Total respondents = 103 Anaheim Canyon Station ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 30 Exhibit 2.4-10 Anaheim Canyon Station User Work Zip Codes (Intercept Survey) ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK (FUTURE) METROLINK METROLINK (FUTURE) METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGEWOOD AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE VILLA PARK ROAD SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 92861 92867 92865 92806 92805 92802 92804 92840 92843 92870 92831 92832 92821 92833 90621 92801 92868 92866 92706 92705 92869 92807 92808 92887 92886 92841 92844 90680 90620 1-2 3-4 5-6 7-9 10-17 Zip Codes Boundary Riverside County = 2 Orange County = 101 Total respondents = 103 Anaheim Canyon Station ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 31 Exhibit 2.4-11 Anaheim Stadium Station User Home Zip Codes (Intercept Survey) ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK (FUTURE) METROLINK METROLINK (FUTURE) METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGEWOOD AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE VILLA PARK ROAD SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 92861 92867 92865 92806 92805 92802 92804 92840 92843 92870 92831 92832 92821 92833 90621 92801 92868 92866 92706 92705 92869 92807 92808 92887 92886 92841 92844 90680 90620 1 2 3 4 Zip Codes Boundary San Diego County = 15 Riverside County = 12 Orange County = 57 San Bernardino County = 9 Los Angeles County = 6 Total respondents = 99 Anaheim Station ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 32 Exhibit 2.4-12 Anaheim Stadium Station User Work Zip Codes (Intercept Survey) ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK (FUTURE) METROLINK METROLINK (FUTURE) METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGEWOOD AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE VILLA PARK ROAD SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 92861 92867 92865 92806 92805 92802 92804 92840 92843 92870 92831 92832 92821 92833 90621 92801 92868 92866 92706 92705 92869 92807 92808 92887 92886 92841 92844 90680 90620 1-2 3-4 5-6 7-9 Zip Codes Boundary Los Angeles County = 36 Orange County = 59 San Bernardino County = 3 Total respondents = 98 Anaheim Station ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 33 Exhibit 2.4-13 Future Travel Patterns (2030) - 20 Largest Volumes Los Angeles County San Bernardino County Riverside County Orange County Anaheim Villa Park Orange Santa Ana Huntington Beach Westminster Fountain Valley Irvine Tustin Garden Grove Fullerton Yorba Linda Placentia Costa Mesa Buena Park Stanton 5 10 55 22 57 60 405 73 133 261 5 241 91 1 2 3 4 5 6 7 8 9 12 20 23 21 25 26 11 10 17 19 18 16 14 13 15 Metrolink Sta- tions Rail Lines Top 5 O/D Pairs Next 5 O/D Pairs Next 10 O/D 0 5 10 20 Miles ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 34 Exhibit 2.4-14 Potential Hot Spots with MPAH Build-out ORANGE VILLA PARK SANTA ANA RIVER FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK METROLINK ANGEL STADIUM OF ANAHEIM ARTIC ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Orange Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Proposed Placentia Station La Palma Park-and-ride State College Park-and-ride Lincoln Park-and-ride DOWNTOWN ORANGE CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE 0 0.25 0.5 1 MILE Significant Congested (0.8 < V/C < 1.0) Severely Congested (V/C > 1.0) ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 35 Exhibit 2.4-15 2030 AM Peak Transit Trips Per Square Mile 5 55 22 57 405 73 133 261 241 91 5 5 55 22 57 91 0 1 - 500 501 - 1,500 1,501 - 3,000 3,001 - 10,000 10,001 - 27,499 City Boundaries Major Highways Major Roadways 0 2.5 5 10 miles ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 36 Exhibit 2.4-16 Transit Dependency Index Distribution y Orangethorpe Ave Lincoln Ave Ball Rd Katella Ave Brookhurst St Euclid St Harbor Blvd State College Blvd Tustin St 5 55 22 22 57 91 ANAHEIM VILLA PARK ORANGE Transit Dependency Index (Scale 5) (By Census Tract) 1.4 - 1.9 2.0 - 2.5 2.6 - 3.0 3.1 - 3.5 3.6 - 4.0 Study Area Boundary ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 37 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 38 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 39 An extensive outreach effort was undertaken as part of the Anaheim Transit Master Plan study with a view to developing an overall vision statement for the future transit system in the city, identifying corridors to be studied, and assisting in determining the specific elements of the plan. The outreach process was undertaken on a number of fronts in order to ensure that input and support was obtained from Anaheim’s residents, workers, business leaders, transit users and providers, and City officials. The following activities occurred with respect to this process: • A series of briefing meetings with the City of Anaheim Council members.. • A stakeholder workshop held on February 20, 2007, supplemented by individual . meetings with key stakeholders. • A public open house held on March 8, 2007.. • A web-based survey.. • A survey of Metrolink riders at the Anaheim Canyon Station on April 18, 2007.. • A survey of Metrolink riders at the Anaheim Stadium Station on April 19, 2007.. • A workshop with the City of Anaheim Council on April 24, 2007.. • A second stakeholder workshop on August 14, 2007.. • A second workshop with the City of Anaheim Council on October 9, 2007.. • meetings with the Technical Steering Committee which included . representatives from the Cities of Orange and Villa Park, City of Anaheim Public . Works, Planning and Redevelopment departments, the Anaheim Transit Network, . Metrolink and OCTA. 3.1 Key Issues Details on the outreach process are contained in the companion document Anaheim Transit Vision Interim Report. A summary of key issues is provided in Table 3.1. DEVELOPING THE VISION: A COLLABORATIVE PROCESS 3 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 40 ARTIC The ARTIC facility should serve as the primary hub in the city and a key regional hub. It is essential to connect ARTIC with public transit to major activity centers in the city, including: the Anaheim Resort, The Platinum Triangle, and Downtown Anaheim. Gene Autry Way is a key corridor in making the connection to the Resort. A high speed transit connection to Ontario Airport from ARTIC would also benefit the region. Downtown Anaheim Changing development patterns in the Downtown will bring an opportunity for transit to link residents and workers there with other activity centers in the city. Any system introduced there will need to be compatible with the historic and village-like atmosphere of Downtown. Therefore, rail-based technologies are not recommonded. Anaheim Canyon Station The use of this station should be maximized and its role as the city’s second transit hub should be reinforced. Integrating this station with the surrounding community and providing a good circulator system within Anaheim Canyon will better connect Metrolink with places of employment. Connecting Anaheim Canyon Station with transit to ARTIC will eliminate the need for transfers at Orange Station. Anaheim Resort Workers. Resort workers need to have convenient transit service to their homes in Anaheim, Santa Ana, Costa Mesa, Orange and the Inland Empire. Transit service should be timed to shifts and be extended to later / earlier hours to accommodate these workers. Colleges / Universities Students should be able to take public transportation to colleges and universities in North and Central Orange County (i.e. Cal State Fullerton, Chapman University, Santiago College, Santa Ana College). Anaheim Hills This area is somewhat isolated in terms of connectivity to Metrolink and it is challenging to reach the Anaheim Canyon station. There may be an opportunity for more of an on- demand service to Anaheim Hills for commuters, college students, workers and seniors to access Metrolink. The Platinum Triangle Given the significant amount of development that is anticipated in The Platinum Triangle, it is important to provide transit choices within this district so that it can function as a vibrant, urban place where walking and transit are the preferred modes of getting around and that automobiles become non-essential for travel within Anaheim. Beaches / Shopping Centers There is a strong demand from visitors to Anaheim to be able to access the beach and destination shopping centers such as South Coast Plaza and Fashion Island via privately- operated transit that is understandable and convenient to use. Airports A flyaway service should be implemented to regional commercial airports from ARTIC using either bus rapid transit (BRT) or express bus in the short term. Maglev or high speed rail should be implemented in the long term to provide access to Ontario International Airport. Anaheim Resort Transit (ART) This existing service provides an opportunity to build the city’s transit network in the short term, instead of waiting until more significant public transit projects can be implemented. This might be an appropriate short-term solution to providing service between Downtown Anaheim, the Anaheim Resort and The Platinum Triangle, as well as to other areas where circulator service may be needed, such as West Anaheim. Table 3.1 The Issues Identified in the Outreach Process ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 41 Anaheim City Council Input During January 2007, a series of one-on-one briefing meetings were held with each of the members of the Anaheim City Council in order to kick off the study process with some initial input from the elected officials on their views of the major transportation issues faced in the city, their vision of Anaheim’s public transportation system, and direction on issues for further consideration during the study. This input is represented graphically in Exhibit 3.1-1. Stakeholder Visioning Workshop Input A stakeholder visioning workshop was held at the City of Anaheim on February 20, 2007. Approximately 80 participants attended representing transit agencies; real estate developers operating in downtown Anaheim, The Platinum Triangle and Anaheim Canyon; Anaheim resort businesses; and City of Anaheim senior staff. The purpose of the workshop was to provide an overview of the Anaheim Transit Master Plan study and to generate input from participants on creating a transit vision for the city. Exhibit 3.1-2 illustrates some of the ideas generated in the workshop. A number of transportation principles emerged as a result of this input: 1. Public transit should be convenient to the user by being accessible,. understandable, and by providing frequent and rapid service.. 2. Public transit should have priority over the automobile.. 3. Public transit should play a role in supporting walkable, village environments in the Anaheim Resort, Downtown Anaheim and The Platinum Triangle.. 4. A hierarchy of public transit services is needed in the City, focused on a . central spine system operating between the Anaheim Resort and ARTIC with . other systems providing feeder service.. 5. Public transit should connect key activity centers both within and outside of . the City of Anaheim so that people can move around easily without needing . a car.. 6. More frequent bus and Metrolink service in the Anaheim Canyon would help . support economic development in this area.. 7. Bus and other feeder services should be timed to Metrolink train arrivals and . departures.. 8. Station Link service should be used to reach as many job centers as . possible.. 9. Off-peak and later transit service should be available to better accommodate . shift workers in the Anaheim Resort and Anaheim Canyon.. 10. A branded “Beach Express” service should be implemented to allow for . a direct user-friendly express bus service to the beach that is convenient for . visitors and residents.. 11. Public transit needs to provide efficient service in bringing workers living in . the Inland Empire to the City of Anaheim.. 12. A high speed direct transit service to Ontario Airport from Anaheim is . desirable. People should be able to use transit as an alternative way to . access regional airports (Ontario, John Wayne, and Long Beach). A second stakeholder workshop was held at the City of Anaheim on August 14, 2007, to review emerging concepts for the Anaheim Transit Master Plan and to obtain input on possible routes, station locations and technologies. Other Outreach Meetings During March and April 2007, individual briefing meetings were held with major developers in Downtown Anaheim and The Platinum Triangle, representatives of Disney, and the Anaheim/Orange County Visitor & Convention Bureau. These discussions focused on transportation and transit challenges and opportunities with respect to new neighborhood development and Anaheim Resort visitor and employee transit needs. Transit is viewed as essential to the success of urban revitalization in Downtown Anaheim and The Platinum Triangle and developers view transit connections to Metrolink as a top priority to serve higher density neighborhoods. The Anaheim Resort Transit (ART) is a critical component in supporting the visitor experience to Anaheim and transit needs to be understandable to travelers. Linkages to the airports via transit are also extremely important. Public Open House A public open house was held at the Anaheim Downtown Community Center in the evening on March 8, 2007. It was attended by a number of residents of Downtown Anaheim who expressed concerns about preserving the historical context of this part of the City. In addition, they were not supportive of a high capacity type of rail transit system in the downtown. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 42 Web Survey An on-line survey was developed for this study and was accessible via a link on the City of Anaheim’s web site. This survey was geared towards generating feedback on transit use in the city, and ideas on improving service. The web survey responses confirmed that quick, direct service that provides better connections to Metrolink is desired. Station Survey An intercept/windshield survey was undertaken of Metrolink and Amtrak riders at the Anaheim Canyon and the Anaheim Stadium stations in April 2007. A response rate of 29.2% was achieved. The objective of the station surveys was to receive direct feedback from Metrolink and Amtrak riders with respect to overall rider attitudes, preferences for station improvements and new or expanded transit connections to the stations. For riders at the Anaheim Canyon station, the most important transit connection is to the businesses in Anaheim Canyon. At the Anaheim Station, the most important connections for riders are to Disneyland and the Anaheim Resort area and to Downtown Anaheim. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 43 Exhibit 3.1-1 City Council Initial Input 5 57 91 91 55 LA PALMA AVENUE MIRALOMA AVENUE KRAEMER BOULEVARD LA PALMA AVENUE ORANGETHORPE AVENUE METROLINK GENE AUTRY WAY CHAPMAN AVENUE KATELLA AVENUE ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM BOULEVARD TUS T I N A V E N U E 0 0.25 0.5 1 MILE METROLINK ANAHEIM HILLS ANAHEIM CONVENTION CENTER OC BEACHES ANGEL STADIUM OF ANAHEIM DOWNTOWN ANAHEIM HONDA CENTER ARTIC UC IRVINE MEDICAL CENTER SOUTH COAST PLAZA METROLINK (FUTURE) METROLINK METROLINK Anaheim Canyon Station Orange Station Anaheim Station Fullerton Station Placentia Westgate Station CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD WALNUT STREET LEMON STREET LINCOLN AVENUE LA PALMA AVENUE ORANGETHORPE AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD SUNKIST STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD HARBOR BOULEVARD E STREET What We’ve Heard to Date Briefing meetings have occurred with Anaheim Council Members who have identified the following key issues: • Link ARTIC and Anaheim Canyon Stations • Connect Downtown Anaheim with The Platinum Triangle and ARTIC • Limit consideration of elevated systems to the Resort/ARTIC Corridor • Provide connections to Disney, Angel Stadium and Honda Center • Provide transit that serves workers in Anaheim Resort • Connect Anaheim Hills with Anaheim Canyon Station and ARTIC • Look at Grand Boulevard along Gene Autry Way with a fixed guideway • UCI Medical Center is an important destination • Tourists want access to Orange County beaches and major shopping centers such as South Coast Plaza • Airport Fly-Away service using BRT or express bus • Use Anaheim Resort Transit (ART) to expand network in near term • More parking and improve security at Anaheim Canyon Station • Ensure proposed technologies are compatible with communities • Limit consideration of elevated systems to the Resort/ARTIC Corridor ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 44 Exhibit 3.1-2 Stakeholder Visioning Workshop ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK METROLINK ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM YPRESS OLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Orange Station Proposed Placentia Station DOWNTOWN ORANGE ANGEL STADIUM OF ANAHEIM ARTIC WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGEWOOD AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE METROLINK 0 0.25 0.5 1 MILE Resort “Village” Free Transit Connections Beach Express Improve Metrolink access JWA Express Elevated Airport JWA to South Coast - Fashion Island - Beaches John Wayne Airport Ontario Airport Metrolink Transit Connectivity to South Orange County New Metrolink Station High Speed Ontario Airport Modern Streetcar CORRIDORS/ROUTES • Resort - Convention Center - Platinum Triangle/ARTIC • Anaheim Canyon to Platinum Triangle/ARTIC • Anaheim Resort to South Coast Plaza and JWA • Metrolink feeders (City and South County) • Freeway HOV • Fullerton Station to Downtown Anaheim • Stadium/ARTIC - Anaheim Canyon - Fullerton • Downtown Anaheim - Anaheim Boulevard - Anaheim Resort - Harbor - Orangewood - UCI TECHnOLOGy • Elevated dedicated system is preferred for speed. It would need to work aesthetically. • Flexible feeders that are “on the ground”. • Monorail • Express Bus • Enhanced Express Bus • BRT • Modern Streetcar • High Speed Rail WHO SHOULD TRAnSIT SERVE? • Visitors • Resort workers • Anaheim Canyon workers • TOD Residents • Anaheim Hills youth and seniors • West Anaheim residents • Seniors • Anaheim workers living in Inland Empire ACTIVITy CEnTER/PLACES TO COnnECT • ARTIC • Anaheim Resort • Downtown Anaheim • Platinum Triangle • Honda Center • Angel Stadium • Beaches • Neighboring Cities • Colleges/Universities • UCI Medical Center • Block at Orange • Cathedral • Fullerton Station • Airports ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 45 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 46 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 47 This section provides a strategic transit vision for the City of Anaheim to guide the development of the future public transportation system in the City that addresses local objectives that are in keeping with the needs of Anaheim residents, commuters, and visitors and are compatible with existing and future land development patterns. Integral to this vision is the emphasis on connectivity between major activity centers and the future Anaheim Regional Transportation Intermodal Center (ARTIC) and Anaheim Canyon stations; and also the relationship between transit services and transit oriented development (TOD). The Anaheim Transit Vision “Transit plays a key role in Anaheim’s mobility and quality of life. An integrated family of diverse transit services that is accessible, safe, convenient, frequent and easy to navigate, connects residents, employees, and visitors to both local activity centers in the City of Anaheim and important regional destinations.” During the course of the transit visioning process, it became apparent that residents and business leaders view transit favorably and envision that public transportation will play an increasingly important role in providing mobility both within the City of Anaheim and on a regional level. Investments in transit need to consider a comprehensive future land use – transportation picture that acknowledges: 1) where people will live and work; and, 2) how they will move around on a daily basis. The current land use patterns in Southern California have created some significant challenges for transportation as many people have been forced to reside further away from their place of employment than they would like due to strong economic growth and limited housing opportunities near employment centers. Bridging these distances will be a continued effort of both Metrolink and the Orange County Transportation Authority (OCTA) in the future. THE ANAHEIM TRANSIT VISION 4 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 48 The City of Anaheim in 2030 will be a place of choice in neighborhood environment and in transportation mode. Anaheim will have gone a long way to help bridge the jobs/housing imbalance in Orange County through the well-established urban downtown in The Platinum Triangle that will offer a truly urban lifestyle where people can live, work and play and use transit as their preferred way to get around. Downtown Anaheim will have reinvented itself into a pedestrian-oriented village where residents are also connected to the rest of the city via public transportation. The automobile won’t be a thing of the past, but it will play less of a role in people’s daily lives. When you are in these areas of Anaheim, you will see people on the sidewalks – walking, eating in outdoor cafés, and waiting at transit stops to head to their next destination. 4.1 Relationship to the Anaheim General Plan The Circulation Element of the Anaheim General Plan describes a vision for the transportation system and the infrastructure plan for circulation improvements to ensure mobility in the City. The six “Anaheim Connections” and three key supporting elements of the Anaheim Transit Master Plan are consistent with the goals and policies of the Circulation Element1; namely, Goals 5.1 and 6.1 as follows: Goal 5.1: Promote bus service and paratransit improvements. Policies: 1. Support the efforts of regional, State and Federal agencies to provide . additional local and express bus service in the City.. 2. Support and encourage the provision of a range of paratransit opportunities to . complement bus and rail service for specialized transit needs.. 3. Support transit supportive land uses in new development.. 4. Support OCTA’s development of a Bus Rapid Transit (BRT) system that is . sensitive to the City’s aesthetic needs.. 5. Intensify land uses in close proximity to future BRT stop(s) where appropriate. 6. Improve pedestrian access to transit facilities.. 7. Integrate BRT with ARTIC. Goal 6.1: Support the development of mass transit to enhance modal choice. Policies: 1. Support efforts to enhance intercity and commuter rail systems and services.. 2. Pursue the development of multi-modal transit opportunities in The Platinum . Triangle, including the development of an Intermodal Transportation Center. 3. Participate in and support further study of regional and interstate rail projects.. 4. Participate in and support the California-Nevada High Speed Rail. planning effort.. 5. Participate in passenger rail planning efforts. 4.2 Guiding Principles Key principles of the Anaheim Transit Vision have been developed with a view to improving the transit system in the City and to attracting new riders to it. These principles are as follows: • Metrolink will be a viable option for workers due to its fast, convenient feeder . service to the Anaheim Regional Transportation Intermodal Center (ARTIC) and . Anaheim Canyon stations. . • Employees will be able connect to their jobs via transit whether within Anaheim. or elsewhere in the region.. • People can use transit to reach the major activity centers in the City such as . Downtown Anaheim, Disneyland, Anaheim Convention Center, Anaheim . Resort, The Platinum Triangle, Angel Stadium of Anaheim, Honda Center, and . the Anaheim Canyon.. • Public transit service will be well-timed to employee work hours and . convenient to use, with few transfers.. • Residents in Downtown Anaheim or in the new neighborhoods in The Platinum. Triangle will no longer be limited to the automobile and can leave their cars. behind on the weekend. . • Residents and Visitors to Anaheim will have easy access to private coach. services to make day trips to the beach, and to destination shopping centers. such as South Coast Plaza and Fashion Island.. • Transit and land use development patterns will be mutually supportive, with . higher concentrations of development around the stations to allow for as many . riders as possible to access public transit by walking only a short distance. 1. City of Anaheim General Plan Circulation Element (May 2004). ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 49 4.3 The Transit Network The Anaheim Transit Vision will be realized through a mass transit system that builds upon what is contemplated in the City of Anaheim General Plan Circulation Element through supporting the efforts of the Orange County Transportation Authority (OCTA), local, state and federal agencies in providing transit service in the City. The overall structure of the transit system is envisioned as follows: • A statewide high speed rail system will be implemented by the California High . Speed Rail Authority to connect Anaheim with major urban areas in California . (including San Francisco, Sacramento, the Central Valley and Los Angeles) . using high speed trains that travel at speeds up to 220 mph. A trip between . Anaheim and San Francisco would take approximately three hours.. • Metrolink will form the backbone of the mass transit network, providing longer. distance commuter rail trips between Anaheim and other cities in Orange. County, Los Angeles County, and the Inland Empire from two intermodal. stations: the future Anaheim Regional Transportation Intermodal Center. (ARTIC), and the Anaheim Canyon station. Further details on the intermodal. stations and their specific functions are provided in the “Intermodal Stations”. discussion below. . • Amtrak will provide even longer distance rail trips between Anaheim and. other cities in Orange County, Los Angeles County, and San Diego County. from ARTIC. Compared to today, its service level will increase substantially. . • Bus Rapid Transit (BRT), as planned by OCTA, will introduce a new, attractive. mode of fixed route service in Anaheim that will provided improved travel times. over typical bus service through transit signal priority or dedicated lanes. Five. BRT lines will provide service within the city, connecting to points in the north. and central parts of Orange County, on Harbor Boulevard, Beach Boulevard,. State College Boulevard, Katella Avenue and La Palma Avenue. . • The Bus Rapid Transit (BRT) system will connect with Metrolink and other. services at ARTIC via the Katella and/or State College lines. It will also connect. with Metrolink at the Anaheim Canyon station along the La Palma line.. • OCTA will continue to provide intra-community express bus service to connect. Anaheim with surrounding communities, along with local fixed route service.. • Local connections will occur between the intermodal stations and key activity. centers using a family of transit technologies which may include: modern. streetcar, automated guideway transit, bus and circulator shuttles. Further. details on these local connections are outlined below in the “Anaheim . Connections” discussion. High density corridors will be served by high . capacity systems, which will in turn be supported by feeder shuttles.. • The Anaheim Resort Transit (ART) will provide the circulator service within the . Anaheim Resort and will also provide expanded service to key destinations in . Anaheim over the short term.. • Marketing will be used to attract new riders to the system through information. that is easily accessible and intuitive. Information technology will be a key tool. in aiding residents, employees and visitors in planning their transit trips. Clear. signage and visual aids at intermodal stations and transit stops will allow. riders to quickly understand how to use mass transit to reach their intended. destination. 4.4 Intermodal Stations In 2030, the City of Anaheim will have connected its major activity centers and high density areas to the regional Metrolink and OCTA bus system with frequent feeder systems to its two key transit stations: 1) the Anaheim Regional Transportation Intermodal Center (ARTIC) and, 2) the Anaheim Canyon station. ARTIC will now serve as the primary hub in central Orange County, providing access to a full range of regional (commuter rail, high speed rail/maglev, express bus), private tour buses, and local transit services. The Anaheim Canyon station will be providing expanded Metrolink commuter rail service along the Inland Empire-Orange County line. The station will be a focal point in the Anaheim Canyon neighborhood which has become a complete village of residences, offices, shops and restaurants all of which are easily accessible by foot from the station. 4.5 The Anaheim Connections Based on input received during the transit visioning process, the transit network in Anaheim will be based on the idea of connecting specific stations and activity centers in order to facilitate transit trip movements within the City of Anaheim and in neighboring communities. The “Anaheim Connections” will link the main travel markets (residents, workers, visitors) to their destinations by allowing them to walk or use public transit for whatever the purpose of their trip may be. A quality service will be provided so that people are enticed to use it and that it becomes their preferred mode of travel. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 50 In 2030, in addition to the system contemplated in the OCTA Long Range Transportation Plan, the public transportation system in Anaheim will consist of 10 new project concepts, which include five major connectors and three key supporting elements as follows: The Six Connectors The following five major transit concepts are identified on Exhibit 4.5-1 and are proposed as the short and long term transit development and implementation strategy of the Anaheim Transit Master Plan: Long-Term (6-10 year) / Medium-to-High Investment (pursue project development funds): 1. ARTIC - The Platinum Triangle – Anaheim Resort Connector. (Elevated Fixed Guideway System). 2. ARTIC – Downtown Anaheim - Fullerton Transportation Center Connector . (Bus-based System). 3. ARTIC – Anaheim Canyon Station Connector (Bus-based System) Short-Term (0-5 year) / Low Investment (pursue operating funds to expand ART): 4. ARTIC – The Platinum Triangle – Anaheim Resort Shuttle Bus Connector. 5. Anaheim Commuter Shuttles. 6. New Anaheim Canyon Feeder Shuttles Table 4.1 summarizes the key features of the six connectors. Each of the six connectors meets the OCTA Go Local criteria as indicated in Table 4.2 below: Supporting Elements 1. ARTIC – UCI Medical Center – The Block Connector UCI Medical Center and The Block at Orange are important destinations for . health care, employment and entertainment/recreation. They form an activity . center that is more easily accessed from ARTIC than from the Orange . Station. The proposed OCTA bus rapid transit (BRT) system will run on State . College Boulevard and along Katella Avenue to connect with ARTIC and . provide the connection to the UCI Medical Center/The Block activity center. . 2. Visitor Day-Trip Services The experience in Anaheim will be enhanced if visitors staying in the Anaheim . Resort can also easily reach by transit some of the other places Orange . County is famous for – its beaches and its destination shopping centers. . Special, privately-operated, express services will provide the connection . between the Resort, the beaches, South Coast Plaza and Fashion Island. . It is recommended that the City of Anaheim support private-sector initiatives . through information dissemination, supporting the extension of the planned . OCTA BRT on Harbor Boulevard to the Beach, and coordination of these . visitor day-trip services at ARTIC. . 3. ARTIC – Orange Station Connection Transit riders arriving at Orange Station on Metrolink from the Inland Empire . and wishing to make a connection to ARTIC, will have a feeder service that. allows them to easily make this transfer from Orange to ARTIC without . having to wait for the next Metrolink train. This will be achieved by . supporting the Metrolink 30-minute service expansion, supporting the City . of Orange Go Local application for a shuttle connection, and by supporting . early implementation of the OCTA Katella BRT service which will serve both . the ARTIC and the Orange stations. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 51 Exhibit 4.5-1 The Six Connectors ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK K N I Metrolink METROLINK BNSF (Metrolink) OCTA (Metrolink) ) k n il o rt e M ( A T C O OCTA (Metrolink) Rail Corridors OCTA BRT Route 0 0.25 0.5 1 MILE ARTIC–Platinum Triangle –Resort Connector ARTIC–Downtown Connector Metrolink Connector & Anaheim Commuter Shuttles ARTIC–Anaheim Canyon Station Connector Anaheim Canyon Station Feeders OCTA BRT Route ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Orange Station Proposed Placentia Station DOWNTOWN ORANGE ANGEL STADIUM OF ANAHEIM WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE CAMBRIDGE STREET NEWPORT AVENUE MAIN STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE SA NT IA G O CA NY ON RO A D MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE METROLINK METROLINK ROSE DRIVE NOHL RANCH ROAD CANNON STREET HEWES AVENUE PROSPECT STREET TUSTIN STREET GLASSELL STREET BATAVIA STREET LEWIS STREET C A N YON R I M R O A D AN AH E IM H I L L R O A D CRA W F O RD C A N Y O N RO AD G I LBE RT S TR E E T Concept 1: ARTIC-The Platinum Triangle-Anaheim Resort Connector (Elevated Fixed Guideway System) Concept 2: ARTIC-Downtown Anaheim-Fullerton Transportation Center Connector (Bus-Based System) Concept 3: ARTIC-Anaheim Canyon Station Connector (Bus-Based System) Concept 4: ARTIC-The Platinum Triangle- Anaheim Resort Shuttle Bus Connector Concept 5: West Anaheim Commuter Shuttles Concept 6: Anaheim Canyon Feeder Shuttles OCTA BRT Routes ARTIC Note: Exact alignments subject to further study and refinement. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 52 Table 4.1 Overview of the Six Connectors Project Concept Assumed Technology Route Length Annual Riders Capital Cost Action Next Step Estimated Costs Concept 1 ARTIC – The Platinum Triangle – Anaheim Resort Connector (Elevated Fixed Guideway System) Automated Guideway Transit (AGT) 2.9 - 3.4 miles 2.4 - 2.6 million $240 - $270 million Pursue Go Local project development funds for. AA/DEIS/DEIR $6 million Concept 21 ARTIC - Downtown Anaheim - Fullerton Transportation Center Connector (Bus-Based System) Bus Rapid Transit (BRT) 4.2 – 4.8 miles (7.2-7.7 miles) 0.6 – 0.8 million (1.2-1.3 million) $3.3 million ($4.4 million) Pursue Go Local project development funds for Project Definition study $750,000. (for Concepts 2 and 3) Concept 3 ARTIC – Anaheim Canyon Station Connector (Bus-Based System) Bus Rapid Transit (BRT) 5.8 – 7.1 miles 89,000 – 370,000 $2 - $4 million Pursue Go Local project development funds for Project Definition study Concept 4 ARTIC – The Platinum Triangle – Anaheim Resort Shuttle Bus Connector Bus / Shuttle 3.3 – 3.4 miles 200,000 $400,000 Pursue capital and operating funds to expand ART Detailed operating plan underway. $1.2 million bus capital. Annual net operating cost is estimated to be less than $850,000. Concept 5 West Anaheim Commuter Shuttles Bus / Shuttle 10 – 11 miles 93,000 $800,000 Pursue capital and operating funds to expand ART Concept 6 Anaheim Canyon Feeder Shuttles Bus / Shuttle 4.9 – 5.7 miles 86,000 $1.4 million Pursue capital and operating funds to expand ART $1.4 million bus capital. Annual net operating cost is estimated to be less than $500,000 1. Numbers in parentheses represent the full route that extends to the Fullerton Transportation Center. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 53 Table 4.2 Anaheim Transit Concepts - Go Local Evaluation Summary OCTA Go Local Criteria Concept 1 ARTIC – The Platinum Triangle – Anaheim Resort Connector (Elevated Fixed Guideway System) Concept 24 ARTIC - Downtown Anaheim - Fullerton Transportation Center Connector (Bus-Based System) Concept 3 ARTIC – Anaheim Canyon Station Connector (Bus-Based System) Concept 4 ARTIC – The Platinum Triangle – Anaheim Resort Shuttle Bus Connector Concept 5 West Anaheim Commuter Shuttles Concept 6 Anaheim Canyon Feeder Shuttles Proximity to Jobs and Population Serves employment and population centers, and major tourist attractions: • Disneyland • Anaheim Convention Center • ARTIC • Angel Stadium of Anaheim • Honda Center • The Platinum Triangle • Garden Walk Services employment. and population centers, and major tourist attractions: • ARTIC • Angel Stadium of Anaheim • Honda Center • The Platinum Triangle • Garden Walk • Downtown Anaheim • Downtown Fullerton Links two Metrolink stations: • ARTIC • Anaheim Canyon Serves major employers. and attractions: • Kaiser Hospital (future) • Anaheim Canyon businesses . + TOD • Angel Stadium of Anaheim • ARTIC • Honda Center • The Platinum Triangle Serves employment and population centers, and major tourist attractions: • Disneyland • Anaheim Convention Center • Angel Stadium of Anaheim • ARTIC • Honda Center • The Platinum Triangle • Garden Walk Serves employees working in Anaheim Resort and living in west and northwest Anaheim. Serves employers in the Anaheim Canyon area – a major employment center in the City of Anaheim with approximately 60% of Anaheim’s industrial inventory. Also provides service between Anaheim Canyon and Downtown Anaheim. Regional Benefits Significant Significant Minor Significant Moderate Mod-Significant Ease/Simplicity to Connections • OCTA local, StationLink, BRT routes • ART routes • Metrolink and Amtrak. services • OCTA local, StationLink, BRT routes • ART routes • Metrolink and Amtrak services • OCTA local, StationLink,. BRT routes • ART routes • Metrolink and Amtrak services • OCTA local, StationLink, BRT routes • ART routes • Metrolink and Amtrak services • OCTA local, StationLink, BRT routes • ART routes • OCTA local, StationLink, BRT routes • ART routes • Metrolink Cost Effectiveness1 Capital Cost: $250M Capital Cost: $3.3M Capital Cost: $3M Capital Cost: $400K Capital Cost: $800K Capital Cost: $1.4M Traffic Congestion Relief2 Annual Ridership: 2.5M Significant congestion relief Annual Ridership: 700,000 Moderate congestion relief Annual Ridership: 300,000 Moderate congestion relief Annual Ridership: 200,000 Moderate congestion relief Annual Ridership: 93,000. Minor congestion relief Annual Ridership: 86,000. Minor congestion relief Right-of-Way Availability May require ROW takes No Issues No Issues No Issues No Issues No Issues Sound Long-Term Operating Plan3 Annual operating cost: $3M Farebox recovery: $2.5M Annual operating cost: $1M Farebox recovery: $700K Annual operating cost: $1.5M Farebox recovery: $300K Annual operating cost: $500K Farebox recovery: $200K Annual operating cost: $620K Farebox recovery: $93K Annual operating cost: $580K Farebox recovery: $86K Compatible and Approved Land Use Transit supportive land use in corridor. Consistent with current plans. Transit supportive land use in corridor. Consistent with current plans. Transit supportive land use in corridor. Consistent with current plans. Transit supportive land use in corridor. Consistent with current plans. Consistent with current plans. Consistent with current plans. Project Readiness Stakeholder support for detailed alternatives analysis ATN Infrastructure able to expand to provide service. Safe and Modern Technologies AGT Bus Rapid Transit Bus Rapid Transit Bus/Shuttle Bus/Shuttle Bus/Shuttle 1. Cost estimate figures are approximate averages. Refer to Table E-1 for ranges. 2. Ridership figures are estimates. Detailed ridership numbers will be generated in the next phase of study. 3. Operating costs and farebox recovery estimates are approximate. 4. Numbers represent the segment between ARTIC and Downtown Anaheim only. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 54 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 55 Each of the six major connectors proposed as new transit project concepts in the City of Anaheim in order to realize the Transit Vision, are described further in this section in terms of how they respond to transit need, candidate technologies, system attributes and recommended strategies for implementation under the OCTA Go Local program. Appendix 1 provides further detail on the evaluation criteria, assumptions and methodology. 5.1 CONCEPT 1: ARTIC – The Platinum Triangle – Anaheim Resort Connector (Elevated Fixed Guideway System) Project Concept 1 proposes an Elevated Fixed-Guideway System along a high volume corridor to connect ARTIC to the two key centers of interest - The Anaheim Resort and The Platinum Triangle. The transit service can help to stimulate and support economic development and land use objectives along the corridor between these two centers, which are destinations for more than 20 million visitors annually. This system will allow for residents, visitors and workers to access jobs, shopping and recreation at Disneyland, the Anaheim Convention Center, Garden Walk, The Platinum Triangle neighborhoods, Angel Stadium, and Honda Center, while also being able to quickly connect to regional transit at ARTIC. It will likely have the highest number of riders in the city’s transit system, as by 2030 there will be more than 20,000 residents and 27,000 jobs within 1/4 mile of the corridor. The elevated alternative features an over pass of I-5 on Gene Autry Way. West of Haster Street, several alignment options are possible for providing access to the Anaheim Resort. ANAHEIM CONNECTION CONCEPTS 5 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 56 An at-grade alternative is proposed as a short-term improvement and discussed further in Section 5.4 of this document. A maintenance and storage facility (MSF) would be required as part of Concept 1. A site of approximately 3 acres is required. The nature of the MSF would permit co-location with a parking structure or a commercial or industrial use. While a final location for the MSF would require further study, the best option may be to take advantage of any opportunity which may be available in conjunction with planned developments in the corridor. For example, the city-owned stadium property, the Fujishige property or the planned future Disney parking structure to the north of Garden Walk. All could be feabile condidates for hosting the MSF along side compatible uses. Appendix 2 provides further detail on maintenance and storage facility requirements. Elevated Fixed- Guideway System characteristics are provided in Appendix 3. Candidate Technologies: A range of technologies will be studied in the next phase, which would involve an Alternatives Analysis and Draft Environmental Impact Report/Statement (AA/DEIS/ DEIR). Potential candidate technologies could include: • Monorail, automatic people mover, or streetcar System Attributes: • System length ranges from 2.9 to 3.15 miles. • 6 stations. • 15 minutes headways, from 6:00 AM to 12:00 PM, 7 days per week. • Frequencies could be higher in peak periods and lower in off-peak periods. • Travel time from end-to-end is 8-9 minutes. • Estimated capital cost is $242-265 million. • Estimated annual operating cost is $ $2.5 million Exhibit 5.1-1 illustrates the potential route options for the elevated alternative. Typical cross-sections required for an elevated system along the route are shown on Exhibit 5.1-2. A typical station cross-section is illustrated on Exhibit 5.1-3. A detailed comparison matrix of performance criteria such as proximity to jobs and population, ease of connections, capital and operating costs, land use and right- of-way availability related to the elevated alternatives is provided in Table 5.1-1. Recommended Action: It is recommended that this concept be subjected to an Alternatives Analysis/ Draft Environmental Impact Statement/Draft Environmental Impact Report. (AA/DEIS/DEIR) in Step 2 of the GO Local Program. Such an effort is anticipated to cost between $4-$6M (depending on the level of engineering detail needed by project partners prior to selecting a Locally Preferred Alternative) and take 18-24 months to complete. Exhibit 5.1-3 24’ - 30’ 17’ 23’ 5’ 16’ 8’ 8’ 20’ - 28’ 23’ 20’ - 28’ 12’ 12’ 5’ 16’ Elevator Elevator 8’ 8’ Exhibit 5.1-2 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 57 Exhibit 5.1-1 Project Concept 1, ARTIC - Platinum Triangle - Resort Connector: Elevated Alternatives ARTIC • Gateway transportation hub • High speed trains/ Maglev • Bus Rapid Transit • Honda Center • Amtrak & Metrolink The Platinum Triangle • Vibrant residential, retail & entertainment • Angel Stadium of Anaheim • 22,400 residents • 37,100 jobs Anaheim Resort • Disney Resort and hotels • Anaheim Convention Center • 20+ million annual visitors • 25,000 jobs ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 58 Criteria Performance Measures A-1 (2.9 miles) A-2 (3.4 miles) A-3 (3.05 miles) A-4 (3.15 miles) Proximity to Jobs and Population Centers Year 2030 population within 1/4 mile of corridor 19,800 23,800 20,900 20,900 Year 2030 population within 1/4 mile of stations 18,400 14,800 15,000 15,700 Year 2030 employment within 1/4 mile of corridor 25,400 27,000 27,400 26,900 Year 2030 employment within 1/4 mile of stations 19,800 25,600 23,400 19,200 Year 2007 visitors within 1/4 mile of corridor and station 23,000,000 24,000,000 24,000,000 24,000,000 Regional Benefits Major activity centers within 1/4 mile of corridor 5 5 5 5 Ease/Simplicity of Connections Linkage assessment within project area - major activity centers connected 5 5 5 5 Number of new transit connections 6 6 6 6 Sample trips for travel time comparisons (including station dwell time) 8 mins 9 mins 8.5 mins 8.5 mins Cost Effectiveness Estimated capital cost – total (2007) $242,247,000 $265,713,000 $254,712,000 $257,855,000 Estimated capital cost - per mile $83,534,000 $78,151,000 $83,512,000 $81,859,000 Cost per resident within 1/4 mile $12,235 $11,143 $12,179 $12,326 Cost per (resident + job) within 1/4 mile $5,360 $5,225 $5,267 $5,390 Cost per job within 1/4 mile $9,539 $9,838 $9,280 $9,578 Cost per new rider $198 $209 $200 $203 Traffic Congestion Relief Projected number of total transit riders in 2030 2,486,000 2,596,000 2,572,000 2,531,000 Projected number of “new” transit riders in 2030 1,221,000 1,271,000 1,271,000 1,271,000 Estimated reduction in VMT 1,618,000 1,665,000 1,683,000 1,678,000 Projected benefits to local network (qualitative) Major Major Major Major Right-of-Way Availability Potential new ROW required (qualitative risk level) Low Moderate Moderate Low Sound Long-Term Operating Plan Estimated Annual O&M Cost $2,820,000 $3,306,000 $2,966,000 $3,063,000 Projected farebox recovery $2,486,000 $2,596,000 $2,571,000 $2,531,000 Compatible and Approved Land Use Qualitative assessment of transit supportiveness of land uses served by project Supportive Supportive Supportive Supportive Local and regional plan consistency Consistent Consistent Consistent Consistent Table 5.1-1 Project Concept 1: Comparsion of ARTIC – Platinum Triangle - Resort Connector (Elevated Alternatives) ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 59 5.2 CONCEPT 2: ARTIC – Downtown Anaheim-Fullerton Transportation Center Connector (Bus- Based System) Project Concept 2 will allow residents and workers in Downtown Anaheim to reach ARTIC, either to commute to jobs outside of the city or to other points of interest near ARTIC or by taking transit from that hub, such as Angel Stadium of Anaheim, Honda Center, the Anaheim Resort or The Block at Orange. It will also allow people in The Platinum Triangle, which will house the largest concentration of residents in the city, to reach Downtown Anaheim. By 2030, the population within 1/4-mile of the corridor will be between 29,000 and 35,000. In the 1/4-mile radius of stations, there will be 15,000 jobs by 2030. An appropriately-scaled transit service that is reflective of the unique Downtown neighborhood heritage is envisioned. A possible future extension to the Fullerton Transportation Center may also occur. Candidate Technologies: Bus rapid transit (BRT), streetcar and shuttle were considered as possibilities for this connection; however, ridership levels and community compatibility indicate that a bus-based system will likely be the most appropriate for this project. System Attributes: • System length is 4.25 to 4.75 miles from ARTIC to Downtown Anaheim and . 7.15 to 7.65 miles if the extension to Fullerton is included. • Six stations (10 with Fullerton extension). • 15 minute intervals in peak periods from 6:00 AM to 9:00 AM and from. 3:00 PM to 6:00 PM on weekdays. • 30 minute intervals in off-peak periods from 9:00 AM to 3:00 PM and from . 6:00 PM to 10:00 PM on weekdays. • 30 minute intervals from 8:00 AM to 6:00 PM on weekends.. • Travel time to Downtown is 15 minutes and 22 minutes to Fullerton . Transportation Center from ARTIC.. • Estimated capital cost is $3.3 million. • Estimated annual operating cost is $1 million Exhibit 5.2-1 illustrates the two at-grade route alternatives for this project concept. Typical cross-sections for a shared-lane configuration are shown on Exhibit 5.2-2 and for a side-platform station on Exhibit 5.2-3. A detailed comparison matrix of performance criteria such as proximity to jobs and population, ease of connections, capital and operating costs, land use compatibility and right-of-way availability is provided in Table 5.2-1. Recommended Actions: It is recommended that this concept be subjected to a Project Definition Study and Operating Plan in Step 2 of the Go Local Program. Such an effort is anticipated to cost approximately $375,000 and take 12 months to complete. Exhibit 5.2-2 Exhibit 5.2-3 14’ - 17’ 10’ 14’ - 17’ ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 60 Exhibit 5.2-1 Project Concept 2, ARTIC to Downtown Anaheim-Fullerton Transportation Center Connector DOWNTOWN ANAHEIM 57 5 METROLINK CERRITOS AVENUE BALL ROAD GENE AUTRY WAY KATELLA AVENUE ORANGEWOOD AVENUE HARBOR BOULEVARD HASTER STREET STATE COLLEGE BOULEVARD DISNEYLAND DRIVE ANAHEIM BOULEVARD BROADWAY HONDA CENTER ANAHEIM RESORT ANAHEIM CONVENTION CENTER DISNEYLAND CALIFORNIA ADVENTURE ANGEL STADIUM OF ANAHEIM THE GROVE GARDEN WALK DOUGLASS ROAD FUTURE ARTIC ALTERNATIVE 1 ALTERNATIVE 2 POTENTIAL STATION BRT Pot e n t i a l Te c h n o log ies Shuttle ARTIC • Gateway transportation hub • High speed trains/ Maglev • Bus Rapid Transit • Honda Center • Amtrak & Metrolink Downtown Anaheim • Civic Center • Downtown Community Center • Chamber of Commerce • Historic Colony District • 21,000 residents (28,000 at build-out) • Over 8,500 jobs Fullerton Transportation Center • Downtown Fullerton • Farmers Market • The SOCO District ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 61 A-1 (4.25 miles) A-2 (4.75 miles) A-1 (7.15 miles) A-2 (7.65 miles) Criteria Performance Measures BRT Street Car BRT Street Car To Fullerton To Fullerton Proximity to Jobs and Population Centers Year 2030 population within 1/4 mile of corridor 35,429 35,429 28,876 28,876 47,832 41,279 Year 2030 population within 1/4 mile of stations 24,593 24,593 19,293 19,293 28,241 22,941 Year 2030 employment within 1/4 mile of corridor 15,475 15,475 21,174 21,174 23,276 28,975 Year 2030 employment within 1/4 mile of stations 15,268 15,268 14,297 14,297 18,446 17,475 Year 2007 visitors within 1/4 mile of corridor and station 24,000,000 24,000,000 25,300,000 25,300,000 24,000,000 25,300,000 Regional Benefits Major activity centers within 1/4 mile of corridor 5 5 5 5 6 6 Ease/Simplicity of Connections Linkage assessment within project area-major activity centers connected 5 5 5 5 6 6 Number of new transit connections 6 6 6 6 10 10 Sample trips for travel time comparisons 15 mins 15 mins 16 mins 16 mins 22 mins 22 mins Cost Effectiveness Estimated capital cost - total $3,214,321 $85,726,596 $3,390,065 $86,547,640 $4,291,997 $4,467,741 Estimated capital cost - per mile $756,311 $20,170,964 $713,698 $18,220,556 $600,279 $584,018 Cost per resident within 1/4 mile $91 $2,420 $117 $2,997 $90 $108 Cost per (resident + job) within 1/4 mile $63 $1,684 $68 $1,729 $60 $64 Cost per job within 1/4 mile $208 $5,540 $160 $4,088 $184 $154 Cost per new rider $14 $278 $17 $344 $11 $13 Traffic Congestion Relief Projected number of total transit riders in 2030 790,728 1,027,946 645,932 839,712 1,337,872 1,184,100 Projected number of “new” transit riders in 2030 237,218 308,384 193,780 251,914 401,361 355,230 Estimated reduction in VMT 390,019 541,246 332,737 470,805 1,242,961 1,153,429 Projected benefits to local network (qualitative) Moderate Moderate Moderate Moderate Moderate Moderate Right-of-Way Availability Potential new ROW required (qualitative risk level) Very Low High Very Low High Very Low Very Low Sound Long-Term Operating Plan Estimated Annual O&M Cost $929,671 $1,996,225 $1,039,044 $2,231,075 $1,564,034 $1,673,407 Projected farebox recovery $790,728 $1,027,946 $645,932 $839,712 $1,337,872 $1,184,100 Compatible and Approved Land Use Qualitative assessment of transit supportiveness of land uses served by project Supportive Supportive Supportive Supportive Supportive Land Use Local and regional plan consistency Consistent Consistent Consistent Consistent Consistent Consistent Table 5.2-1 Project Concept 2: Comparison of ARTIC - Downtown Anaheim - Fullerton Transportation Center Connector Alternatives ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 62 5.3 CONCEPT 3: ARTIC – Anaheim Canyon Station Connector (Bus-Based System) Currently, commuters traveling via Metrolink to Anaheim from the Inland Empire do not have a direct connection from the Anaheim Canyon Station into either the existing Anaheim Stadium Station or future ARTIC. This connection would eliminate the need for commuters to transfer between trains at the Orange Station by providing a more direct and faster transfer, thereby speeding the commute and attracting additional ridership. Candidate Technologies: • Bus rapid transit or shuttle bus System Attributes: • System length is 5.8 - 7.1 miles. • 5 - 14 stations. • 15 minute intervals in peak periods from 6:00 AM to 9:00 AM and from. 3:00 PM to 6:00 PM on weekdays. • 30 minute intervals in off-peak periods from 9:00 AM to 3:00 PM and from . 6:00 PM to 10:00 PM on weekdays. • 30 minute intervals from 8:00 AM to 6:00 PM on weekends. • Travel times are 6 - 23 minutes. • Estimated capital cost is $2 to $4 million. • Estimated annual operating cost is $1.5 million Exhibit 5.3-1 indicates the two potential at-grade route alternatives for this project concept. A typical cross-section for the shared-lane system is provided in. Exhibit 5.3-2. The typical side-platform station cross section is illustrated in Exhibit 5.3-3. A detailed comparison matrix of performance criteria such as proximity to jobs and population, ease of connections, capital and operating costs, land use compatibility and right-of-way availability for the two potential routes is provided in Table 5.3-1. Recommended Action: It is recommended that this concept be subjected to a Project Definition Study and Operating Plan in Step 2 of the Go Local Program. Such an effort is anticipated to cost approximately $375,000 and take 12 months to complete. Exhibit 5.3-2 Exhibit 5.3-3 14’ - 17’ 10’ 14’ - 17’ ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 63 Exhibit 5.3-1 Project Concept 3: ARTIC - Anaheim Canyon Connector (Bus-Based System) 5 LA PALMA AVENUE BALL ROAD LA PALMA AVENUE LINCOLN AVENUE KATELLA AVENUE ORANGEWOOD AVENUE HARBOR BOULEVARD STATE COLLEGE BOULEVARD Anaheim Canyon Station 55 METROLINK Honda Center Anaheim Town Square FUTURE ARTIC 0 0.5 1 Mile 57 91 Alternative 1 Alternative 2 Potential Station Angel Stadium of Anaheim Bus Shuttle BRT P o t e n t i a l Technologies ARTIC • Gateway transportation hub • High speed trains/ Maglev • Bus Rapid Transit • Honda Center • Amtrak & Metrolink Anaheim Canyon Station • Anaheim Canyon Business District • Kaiser Permanente • The Crossings TOD • Boeing Redevelopment ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 64 Criteria Performance Measures A-1 (5.8 miles) A-2 (7.1 miles) Proximity to Jobs and Population Centers Year 2030 population within 1/4 mile of corridor 2,010 26,057 Year 2030 population within 1/4 mile of stations 2,010 12,822 Year 2030 employment within 1/4 mile of corridor 6,023 30,111 Year 2030 employment within 1/4 mile of stations 6,023 14,843 Year 2007 visitors within 1/4 mile of corridor and station 3,000,000 4,300,000 Regional Benefits Major activity centers within 1/4 mile of corridor 4 4 Ease/Simplicity of Connections Linkage assessment within project area - major activity centers connected 1 3 Number of new transit connections 5 14 Sample trips for travel time comparisons 6-12 mins 23 mins Cost Effectiveness Estimated capital cost – total $2,120,525 $4,144,553 Estimated capital cost - per mile $365,608 $583,740 Cost per resident within 1/4 mile $1,055 $159 Cost per (resident + job) within 1/4 mile $264 $74 Cost per job within 1/4 mile $352 $138 Cost per new rider $19 $66 Traffic Congestion Relief Projected number of total transit riders in 2030 89,237 369,780 Projected number of “new” transit riders in 2030 62,466 110,934 Estimated reduction in VMT 25,479 203,552 Projected benefits to local network (qualitative) Minor Moderate Right-of-Way Availability Potential new ROW required (qualitative risk level) Very low Very low Sound Long-Term Operating Plan Estimated Annual O&M Cost $1,268,727 $1,553,097 Projected farebox recovery $89,237 $369,780 Compatible and Approved Land Use Qualitative assessment of transit supportiveness of land uses served by project Supportive Supportive Local and regional plan consistency Consistent Consistent Table 5.3-1 Project Concept 3: Comparison of ARTIC – Anaheim Canyon Station Alternatives ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 65 5.4 CONCEPT 4: ARTIC – The Platinum Triangle - Anaheim Resort Shuttle Bus Connector Project Concept 4 will provide an at-grade transit connection along the high volume corridor between ARTIC and the Anaheim Resort that will serve as short-term early implementation strategy to an ultimate fixed guideway system that is contemplated in Project Concept 1. This connection will be provided by expanding the Anaheim Resort Transit (ART) shuttle. An operating plan for ART is currently underway. This connection will be operated in conjunction with Project Concept 5 - West Anaheim Commuter Shuttles to allow transit riders in the west and northwest portions of the city to have a direct link to The Anaheim Resort and to ARTIC. Candidate Technologies: • Shuttle At-Grade System Attributes: • System length is 3.4 miles • 15 minute headways, from 6:00 AM to 12:00 PM, 7 days per week. • Frequencies could be higher in peak periods and lower in off-peak periods. • Travel time is approximately 14 minutes. • Estimated capital cost is $400,000. • Estimated annual operating cost is $500,000 Exhibit 5.4-1 illustrates the potential route options for the at-grade alternative. A detailed comparison matrix of performance criteria such as proximity to jobs and population, ease of connections, capital and operating costs, land use and right- of-way availability related to the elevated alternatives is provided in Table 5.4-1. Recommended Action: It is recommended that the City of Anaheim pursue capital and operating funds. This service is proposed to be operated by the Anaheim Transit Network (ATN). ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 66 Exhibit 5.4-1 Project Concept 4, ARTIC - Platinum Triangle - Resort Connector: At-Grade Alternatives 57 5 Anaheim Resort Anaheim Convention Center METROLINK BALL ROAD GENE AUTRY WAY KATELLA AVENUE ORANGEWOOD AVENUE DISNEY WAY HARBOR BOULEVARD HASTER STREET DOUGLASS ROAD STATE COLLEGE BOULEVARD DISNEYLAND DRIVE CERRITOS AVENUE Honda Center Disneyland California Adventure Future Disney Parking Structure Fujishige Property Downtown Disney The Grove Garden Walk FUTURE ARTIC CLEMENTINE STREET 0 0.25 0.5 Mile UNDERPASS I-5 Alternative 1 (At-Grade) Alternative 2 (At-Grade) Alternative 3 (At-Grade) Optional Alignment to Haster Street Potential Station Angel Stadium of Anaheim Shuttle Potential Technologies ARTIC • Gateway transportation hub • High speed trains/ Maglev • Bus Rapid Transit • Honda Center • Amtrak & Metrolink The Platinum Triangle • Vibrant residential, retail & entertainment • Angel Stadium of Anaheim • 22,400 residents • 37,100 jobs Anaheim Resort • Disney Resort and hotels • Anaheim Convention Center • 20+ million annual visitors • 25,000 jobs ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 67 Criteria Performance Measures A-1 (3.45 miles) A-2 (3.35 miles) A-3 (3.40 miles) Proximity to Jobs and Population Centers Year 2030 population within 1/4 mile of corridor 12,073 10,963 13,182 Year 2030 population within 1/4 mile of stations 7,071 7,073 6,999 Year 2030 employment within 1/4 mile of corridor 30,602 29,691 24,233 Year 2030 employment within 1/4 mile of stations 26,054 22,976 16,384 Year 2007 visitors within 1/4 mile of corridor and station 25,300,000 24,300,000 5,300,000 Regional Benefits Major activity centers within 1/4 mile of corridor 5 5 5 Ease/Simplicity of Connections Linkage assessment within project area - major activity centers connected 5 5 5 Number of new transit connections 6 6 6 Sample trips for travel time comparisons 14 mins 14 mins 14 mins Cost Effectiveness Estimated capital cost – total $400,000 $400,000 $400,000 Estimated capital cost - per mile $115,942 $119,403 $117,647 Cost per resident within 1/4 mile $33 $36 $30 Cost per (resident + job) within 1/4 mile $9 $10 $11 Cost per job within 1/4 mile $13 $13 $17 Cost per new rider $3 $3 $3 Traffic Congestion Relief Projected number of total transit riders in 2030 197,100 197,100 197,100 Projected number of “new” transit riders in 2030 118,260 118,260 118,260 Estimated reduction in VMT 22,667 22,010 19,382 Projected benefits to local network (qualitative) Minor Minor Minor Right-of-Way Availability Potential new ROW required (qualitative risk level) Low Low Low Sound Long-Term Operating Plan Estimated Annual O&M Cost $499,320 $499,320 $499,320 Projected farebox recovery $197,100 $197,100 $197,100 Compatible and Approved Land Use Qualitative assessment of transit supportiveness of land uses served by project Supportive Supportive Supportive Local and regional plan consistency Consistent Consistent Consistent Table 5.4-1 Project Concept 4 Comparison of ARTIC – Platinum Triangle - Anaheim Resort Connector (At-grade Alternatives) ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 68 5.5 CONCEPT 5: West Anaheim Commuter Shuttles Increased transit service will be available to workers in the Anaheim Resort that will be better tailored to employee shifts at both ends of the trip, whether through earlier service in the morning or late-night service. A time-of-day service using the expanded Anaheim Resort Transit will provide this service to west and northwest Anaheim, possibly along Orangewood Avenue. This connection will be operated to feed into Project Concept 4 so that commuters in this part of Anaheim will have a direct link to the Anaheim Resort and to ARTIC. Candidate Technology: • Shuttle bus is the only technology choice proposed for this concept. System Attributes: • System are 10 miles (Route 1) and 11 miles (Route • 30 minute headways. • Service will operate peak hour weekday service between the hours of 6:00 AM . to 9:00 AM and from 3:00 PM to 6:00 PM.. • Estimated capital cost is $400,000. • Estimated annual operating cost is less than $200,000. Three potential routes have been identified for providing this service as shown in Exhibit 5.5-1. Table 5.5-1 presents a summary of key operating and financial characteristics, adhering to OCTA Go Local program criteria, for the Anaheim Worker Shuttle service. Recommended Action: It is recommended that the City of Anaheim pursue capital and operating funds. This service is proposed to be operated by the Anaheim Transit Network (ATN). Characteristic R-1 (4.9 miles) R-2 (5.7miles) Approx. Trip Time 35 mins 40 mins Estimated Capital Cost: (2 vehicles per route) $400,000 $400,000 Estimated Capital Cost Per Mile $40,000 $36,364 Total capital Cost $800,000 Annual Revenue Hours 11,680 Annual Ridership 93,440 Farebox Recovery $93,440 Net Annual Operating Cost $525,600 Net Cost Per Trip $5.63 Net Cost Per Revenue Hour $45.00 Trips Per (Revenue) Hour 8 Table 5.5-1 Project Concept 5: Summary of Key Operating and Financial Characteristics for Anaheim Resort Worker Shuttle Routes ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 69 Exhibit 5.5-1 Project Concept 5, West Anaheim Commuter Shuttles 5 Crescent Ave Lincoln Ave Orange Ave Katella Ave Ball Road Anaheim Blvd Cerritos Ave Disneyland Dr Euclid St Gibert St Brookhurst St Magnolia Ave Dale Ave Beach Blvd Western Ave Knott Ave Walnut St La Palma Ave Orangethorpe Ave OCTA 792 (Proposed) Harbor Blvd West Anaheim Northwest Anaheim Suggested Stop Route Deviation Service Area Route Deviation Service Area Broadway ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 70 5.6 CONCEPT 6: Anaheim Canyon Station Feeder Shuttles The Anaheim Canyon is the pre-eminent center of industry in the City of Anaheim. An expanded Anaheim Canyon Station and surrounding development will help to encourage commuters to the area to use Metrolink as the arrival experience will be significantly enhanced. Frequent station feeders will provide workers to the area with a comfortable service to reach their places of employment in a timely fashion. Two new shuttle routes are proposed to circulate between Anaheim Canyon Station and within the Anaheim Canyon Businesses Center, which is home to 2,600 business and one of the largest employment hubs for industrial, research & development, and technology in Orange County. A third shuttle route would ensure continuation of the ART operated service between Anaheim Canyon Station and Downtown Anaheim. Candidate Technology: • Shuttle bus is the only technology choice proposed for this concept System Attributes: • System are 4.9, 5.2 and 5.7 miles.. • 30 minute headways corresponding to the Metrolink schedule. • Service will operate peak hour weekday service between the hours of. 6:00 AM to 9:00 AM and from 3:00 PM to 6:00 PM.. • Travel times range between 15 and 18 minutes.. • Estimated capital cost is $1.4 million.. • Estimated annual operating cost is less than $500,000. Three potential at-grade routes are proposed as shown on Exhibit 5.6-1. A summary of key operating and financial characteristics, which meet the OCTA Go Local program criteria, for the three proposed Anaheim Canyon feeder routes is presented in Table 5.6-1. Recommended Action: It is recommended that the City of Anaheim pursue capital operating funds for three new Anaheim Canyon Station feeders. The Anaheim Transit Network (ATN) is proposed to be responsible for operating all three of these shuttle services. Characteristic F-1 (4.9 miles) F-2 (5.7miles) F-3 (5.2 miles) Approx. Trip Time 15 mins 18 mins 16 mins Estimated Capital Cost: (2 vehicles for F-1/2, 3 vehicles for F-3) $400,000 $400,000 $600,000 Estimated Capital Cost Per Mile $81,633 $70,175 $115,385 Total capital Cost $800,000 $600,000 Annual Revenue Hours 7,280 3,640 Annual Ridership 80,080 6,000 Farebox Recovery $80,080 $6,000 Net Annual Operating Cost $305,760 $186,920 Net Cost Per Trip $3.82 $31.15 Net Cost Per Revenue Hour $42.00 $51.35 Trips Per (Revenue) Hour 11 2 Table 5.6-1 Project Concept 6: Summary of Key Operating and Financial Characteristics for Anaheim Canyon Feeder Routes ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 71 Exhibit 5.6-1 Project Concept 6, Two New Anaheim Canyon Station Feeders 5 DOWNTOWN ANAHEIM BROADWAY LINCOLN AVE SYCAMORE ST LA PALMA AVE ANAHEIM BLVD IMPERIAL HWY LA PALMA AVE ORANGETHORPE AVE BRASHER ST HUNTER AVE MIRALOMA AVE RIVERDALE AVE LA PALMA AVE MILLER ST CORONADO ST ORANGETHORPE AVE KRAEMER BLVD RED GUM ST BLUE GUM ST LAJOLLA ST MIRALOMA AVE Anaheim Canyon Station JEFFERSON ST VAN BUREN ST CORONADO ST KRAEMER PL TUSTIN AVE VINCENTE AVE RICHFIELD RD FEE ANA ST LAKEVIEW AVE HANCOCK ST HUNTER AVE KELLOGG DR Proposed Feeder Routes Route F1 Route F2 Route F3 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 72 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 73 This section provides further detail on the four key supporting elements of the Anaheim Transit Master Plan, which are no less important than the six major connectors, but which will not require funding through the OCTA Go Local program. These connections include: 1. ARTIC – UCI Medical Center – The Block Connector. 2. Visitor Day-Trip Services. 3. ARTIC – Orange Station Connector 6.1 ARTIC – UCI Medical Center/The Block at Orange UCI Medical Center and The Block at Orange are important destinations for employment, health care, and entertainment/recreation. Together they form an activity center is more easily accessible from ARTIC than from the Orange Station; therefore, a transit connection to ARTIC will ensure access to Metrolink service to and from this activity center. People will be able to take Metrolink or other transit to ARTIC and transfer to a feeder service to a station serving the UCI Medical Center and The Block at Orange. Young people will no longer be dependent on their parents to drive them to see a movie or meet up with their friends at The Block. Medical staff, researchers and patients will have an alternative, convenient way of getting to the UCI Medical Center. The planned OCTA BRT service along State College Blvd linking ARTIC and UCI Medical Center/Block is shown in Exhibit 6.1-1 SUPPORTING ELEMENTS 6 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 74 Exhibit 6.1-1 ARTIC - UCI Medical Center - The Block Connector BALL ROAD KATELLA AVENUE GENE AUTRY WAY COLLINS AVENUE ORANGEWOOD AVENUE CHAPMAN AVENUE MAIN STREET GLASSELL STREET STATE COLLEGE BOULEVARD DOUGLASS ROAD METROLINK 5 57 Honda Center TO BEAR MALL TO IRVINE CENTER Angel Stadium The Grove FUTURE ARTIC Orange Station 0 0.5 1 Mile UCI Medical Center BRT 28-Mile Potential Station Metrolink 30-Minute Service (2010) ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 75 Candidate Technology: • Bus rapid transit (BRT) and bus Recommended Action: Support the proposed OCTA Bus Rapid Transit on State College Boulevard and restructure the route to provide a stop at ARTIC. 6.2 Visitor Day-Trip Services The experience in Anaheim will be enhanced if visitors staying in the Anaheim Resort can also easily reach by transit some of the other places Orange County is famous for – its beaches and its destination shopping centers. Special, privately- operated, express bus or shuttle services would be the best option for providing transit connections between the Anaheim Resort, the beaches, South Coast Plaza and Fashion Island. Exhibit 6.2-1 illustrates conceptually the need to provide visitor day-trip services. Recommended Action: It is recommended that the City of Anaheim support private-sector initiatives through information dissemination, supporting the extension of the planned OCTA BRT on Harbor Boulevard to the beach, and coordination of these visitor day- trip services at ARTIC. It is further recommended that the City of Anaheim make available bus bay spaces at ARTIC for private tour operators. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 76 Exhibit 6.2-1 Visitor Day-Trip Services ORANGE VILLA PARK FULLERTON ANAHEIM YORBA LINDA PLACENTIA ORANGE VILLA PARK TUSTIN GARDEN GROVE WESTMINSTER SANTA ANA BUENA PARK STANTON OCTA (Metrolink) OCTA BRT Route 5 405 57 22 91 91 55 261 241 241 METROLINK METROLINK METROLINK METROLINK METROLINK BNSF (Metrolink) UPRR UPRR UPRR UPRR OCTA (Metrolink) OCTA (Metrolink) OCTA (Metrolink) UPRR Rail Corridors OCTA BRT Route 0 0.25 0.5 1 MILE ANAHEIM RESORT PLATINUM TRIANGLE ANAHEIM HILLS DOWNTOWN ANAHEIM HONDA CENTER ANAHEIM CONVENTION CENTER THE BLOCK AT ORANGE CATHEDRAL SANTA ANA COLLEGE CHAPMAN UNIVERSITY DOWNTOWN SANTA ANA CHAPMAN MEDICAL CENTER SANTIAGO CANYON COLLEGE CHOC ST. JOSEPH HOSPITAL SANTA ANA WESTFIELD SHOPPING TOWN MAINPLACE KNOTTS BERRY FRAM CYPRESS COLLEGE BUENA PARK MALL UC IRVINE MEDICAL CENTER FULLERTON COLLEGE CSU FULLERTON THE VILLAGE AT ORANGE FULLERTON METRO CENTER Anaheim Canyon Station Santa Ana Station Anaheim Station Fullerton Station Buena Park Station Orange Station Proposed Placentia Station DOWNTOWN ORANGE ANGEL STADIUM OF ANAHEIM ARTIC WEST ANAHEIM CERRITOS AVENUE ORANGEWOOD AVENUE BALL ROAD MEATS AVENUE BALL ROAD LINCOLN AVENUE ORANGE AVENUE WALNUT STREET HASTER STREET LEWIS STREET WEST STREET EUCLID STREET LEMON STREET BROOKHURST STREET MAGNOLIA AVENUE BEACH BOULEVARD STANTON AVENUE BEACH BOULEVARD WESTERN AVENUE KNOTT AVENUE HOLDER STREET VALLEY VIEW STREET CRESCENT AVENUE LA PALMA AVENUE ARTESIA BOULEVARD LINCOLN AVENUE ORANGETHORPE AVENUE COMMONWEALTH AVENUE CHAPMAN AVENUE MALVERN AVENUE YORBA LINDA BOULEVARD PALM DRIVE BASTANCHURY ROAD PLACENTIA AVENUE COLLINS AVENUE WALNUT AVENUE TAFT AVENUE VERMONT AVENUE BROADWAY STATE COLLEGE BOULEVARD BREA BOULEVARD SUNKIST STREET KRAEMER BOULEVARD RICHFIELD ROAD LAKEVIEW AVENUE ROSE DRIVE TUSTIN STREER GLASSELL STREET CAMBRIDGE STREET PROSPECT STREET HEWES AVENUE NEWPORT AVENUE MAIN STREET BATAVIA STREET IMPERIAL HIGHWAY SANTA ANA CANYON ROAD FAIRMONT BOULEVARD WEIR CANYON ROAD HARBOR BOULEVARD HARBOR BOULEVARD E STREET C A N Y O N R I M R O A D A N A H E I M H IL L R O A D CHAPMAN AVENUE GARDEN GOVE BOULEVARD WESTMINSTER AVENUE 17TH AVENUE CIVIC CENTER DRIVE SANTA ANA BOULEVARD LA VETA AVENUE FAIRHAVEN AVENUE Villa Park Road SERRANO AVENUE SANTIAGO CANYON ROAD KATELLA AVENUE N OHL RA N C H R O A D CRAW F OR D C A N Y O N R O A D CANN O N S T R E ET SA NT IA G O CA NY ON RO A D G I L B E R T S T R E E T MIRALOMA AVENUE LA PALMA AVENUE GENE AUTRY WAY ANAHEIM BOULEVARD TUS T I N A V E N U E ORANGETHORPE AVENUE METROLINK METROLINK Beaches, Museums, Airports, Shopping ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 77 6.3 ARTIC – Orange Station Connection Transit riders arriving at Orange Station on Metrolink from the Inland Empire and wishing to make a connection to ARTIC, will have a feeder service that allows them to easily transfer from Orange to ARTIC without having to wait for the next Metrolink train. While the cities of Anaheim, Orange and Villa Park have partnered to address transportation solutions in the tri-city area, the latter two cities’ report has been documented under separate cover. A preferred approach provides for fixed-route shuttle service linking: 1) the Orange Station, the Block and the Village at Orange with two route deviation zones (including the City of Villa Park); and 2) an enhanced alignment linking ARTIC and the Orange Station. These would be City of Orange Go Local projects. Candidate Technology: • Bus rapid transit or shuttle bus System Attributes: • 15 minute intervals in peak periods from 6:00 AM to 9:00 AM and from. 3:00 PM to 6:00 PM on weekdays. • 30 minute intervals in off-peak periods from 9:00 AM to 3:00 PM and from . 6:00 PM to 10:00 PM on weekdays. • 30 minute intervals from 8:00 AM to 6:00 PM on weekends. Two potential at-grade route alternatives have been identified as indicated on Exhibit 6.3-1. Typical cross-sections and station profiles for the proposed connection are shown in Exhibits 6.3-2 and 6.3-3. A comparison of performance measures such as proximity to jobs and population, ease of connections, cost effectiveness, traffic congestion relief, right-of-way availability and compatible land use is provided in Table 6.3-1. Recommended Action: This connection will be achieved through supporting the Metrolink 30-minute service expansion and by supporting early implementation of the OCTA Katella BRT service which will service both the ARTIC and the Orange stations. Exhibit 6.3-2 Exhibit 6.3-3 14’ - 17’ 10’ 14’ - 17’ ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 78 Exhibit 6.3-1 ARTIC - Orange Station Connection BALL ROAD KATELLA AVENUE ORANGEWOOD AVENUE CHAPMAN AVENUE MAIN STREET STATE COLLEGE BOULEVARD DOUGLASS ROAD METROLINK 5 57 Honda Center The Grove FUTURE ARTIC Orange Station 0 0.5 1 Mile Alternative 1 Alternative 2 Potential Station Metrolink 30-Minute Service (2010) Angel Stadium of Anaheim Shuttle Bus BRT Potential Technologies ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 79 Criteria Performance Measures A-1 (2.5 miles) A-2 (3.1 miles) Proximity to Jobs and Population Centers Year 2030 population within 1/4 mile of corridor 6,740 7,058 Year 2030 population within 1/4 mile of stations 6,469 7,112 Year 2030 employment within 1/4 mile of corridor 8,128 16,702 Year 2030 employment within 1/4 mile of stations 9,589 14,916 Year 2007 visitors within 1/4 mile of corridor and station 3,000,000 4,300,000 Regional Benefits Major activity centers within 1/4 mile of corridor 3 3 Ease/Simplicity of Connections Linkage assessment within project area - major activity centers connected 1 2 Number of new transit connections 4 5 Sample trips for travel time comparisons 6-8 mins 10 mins Cost Effectiveness Estimated capital cost – total $2,170,000 $3,021,000 Estimated capital cost - per mile $374,000 $976,000 Cost per resident within 1/4 mile $322 $428 Cost per (resident + job) within 1/4 mile $146 $127 Cost per job within 1/4 mile $267 $181 Cost per new rider $25 $44 Traffic Congestion Relief Projected number of total transit riders in 2030 173,000 228,000 Projected number of “new” transit riders in 2030 86,000 68,000 Estimated reduction in VMT 41,000 115,000 Projected benefits to local network (qualitative) Minor Minor Right-of-Way Availability Potential new ROW required (qualitative risk level) Very low Very low Sound Long-Term Operating Plan Estimated Annual O&M Cost $547,000 $678,777 Projected farebox recovery $216,000 $285,000 Compatible and Approved Land Use Qualitative assessment of transit supportiveness of land uses served by project Supportive Supportive Local and regional plan consistency Consistent Consistent Table 6.3-1 Comparison of ARTIC – Orange Station Alternatives ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 80 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 81 To realize the vision laid out in this Master Plan, the City will undertake a two-phase strategy. This approach will lead to early implementation of lower-investment services to coincide with the start of 30-minute Metrolink service on the LOSSAN corridor in 2009, as a way to build the market. Concurrently, project development work will begin on the higher-investment services that will require more time for design, environmental clearance and construction. All strategies will be pursued through the Go Local Program; consequently, the next step is the submission of a Step Two Go Local application, of which this document is a part. In keeping with the two-phase strategy, the City of Anaheim’s Go Local Step Two application will seek: • Funds to conduct an Alternatives Analysis/Draft Environmental Impact . Statement/Draft Environmental Impact Report (AA/DEIS/DEIR) to State and . Federal requirements for:. - Concept 1: ARTIC – The Platinum Triangle – Anaheim Resort Connector . (Elevated Fixed Guideway System);. . • Funds to conduct a Project Definition Study (including detailed route planning and . development of operational plans) for: - Concept 2: ARTIC – Downtown Anaheim – Fullerton Transportation Center Connector (Bus-based System). - Concept 3: ARTIC – Anaheim Canyon Station Connector (Bus-based System) • Capital and operating funds to expand the Anaheim Resort Transit service to. provide the following new services, to coincide with the 2009 start of 30-minute. Metrolink service:. - Concept 4: ARTIC – The Platinum Triangle – Anaheim Resort Shuttle Bus . Connector. - Concept 5: West Anaheim Commuter Shuttles . - Concept 6: Anaheim Canyon Station Feeders BUILDING THE FUTURE: IMPLEMENTATION STRATEGY 7 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 82 Advancing Concept 1: ARTIC – The Platinum Triangle – Anaheim Resort Connector (Elevated Fixed Guideway System) – Alternatives Analysis and Draft Environmental Document This will be the City’s primary Go Local project. It will not only provide a vital. high-capacity link between ARTIC and the Resort District, it will also be the main east-west backbone upon which the other transit Connection concepts will rely. Next Step: Because of the scale of the project and its capital cost, it will most likely require Federal or State funding to leverage Go Local funds. Therefore, the City will follow Federal guidelines and prepare an Alternatives Analysis. This is the first step in the New Starts project development process, and is the main decision-making document with which to evaluate costs, benefits and impacts of a range of transportation alternatives before selecting a Locally Preferred Alternative (LPA). Its purpose is to provide the public, elected officials and potential funding partners with sufficient information to answer key questions including: • What are the main mobility problems we wish to address (purpose and need)?. • What is an appropriate range of alignment and modal alternatives that could . address these problems (alternatives definition)?. • What are the costs? Benefits? Environmental and community Impacts . (alternatives analysis)?. • How will we pay for the construction and operation of the system (funding . strategies)?. • Given all of the above, what is our preferred mode and alignment (Locally . Preferred Alternative)? To save time and money since they require similar information, an AA is often prepared alongside Drafts of the required environmental documents – an Environmental Impact Report under CEQA and an Environmental Impact Statement under NEPA. This approach is recommended for the City. In addition to rigorous technical analysis that includes detailed ridership forecasting, capital and O&M costing, conceptual engineering and environmental analysis, extensive public participation is the cornerstone of the AA/DEIS/DEIR process. Organization/Method: Public Works staff will manage the effort. Due to the scale and schedule of effort required, the City will most likely retain an external consultant team to prepare the AA/DEIS/DEIR, and a Program Management consultant to assist in managing the effort. Schedule: The AA/DEIS/DEIR is anticipated to require 18-24 months to complete. Outcomes: Locally Preferred Alternative (alignment, technology, station locations), funding strategy and Draft Environmental Documentation. Budget For a project of this scale and complexity, the required Draft Environmental Documents (with the level of conceptual engineering needed to support the environmental studies) can be accomplished for $2-3M. However, the system as contemplated would be very highly integrated into the planned developments at ARTIC, the Platinum Triangle and the Resort. Project partners will likely require a level of detail more closely resembling Preliminary Engineering before achieving consensus on the Locally Preferred Alternative. Therefore, it is recommended that a budget of $6M be allocated to this project phase. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 83 Advancing Concepts 2 and 3: Bus-Based Connections from ARTIC to Downtown Anaheim and to the Anaheim Canyon Station – Project Definition Study These two connections, will build on the backbone provided by the ARTIC – Platinum Triangle – Resort Fixed Guideway System to extend the City’s high- capacity network to downtown, and to interconnect the City’s two rail stations. The proposed technology would be a form of mixed-flow bus-based rapid transit similar in features to the family of BRT routes currently being implemented by OCTA. Next Step: As these services are much less capital-intensive than the Fixed Guideway, it may not be necessary to follow the full Federal AA process. Also, since this is a mixed-flow alternative with little or no right-of-way implications, the environmental documentation process may also be streamlined. Therefore, the City will prepare a Project Definition Study (or Studies, if the two concepts are pursued separately). This would contain elements that are similar to the AA process and could allow for Federal funding perhaps through the Small Starts process, but would be more focused and streamlined compared with an AA. For example, it would not be necessary to explore modal or technology alternatives in great detail. Similar to an AA, the project definition study would determine the preferred alignment and station locations, transit priority treatments, traveler information systems, service plan, fleet needs, capital and operating costs, ridership, and funding strategy. Public input would be sought on the preferred alternative. The project definition study would provide sufficient material to support the required level of environmental documentation, which would likely be a Categorical Exclusion. Organization/Method: Public Works staff will manage the effort. Due to the scale and schedule of effort required, the City will most likely retain an external consultant team to prepare the AA/DEIS/DEIR, and a Program Management consultant to assist in managing the effort. Schedule: The Project Definition Study is anticipated to require 12 months to complete. Outcomes: Locally Preferred Alternative (alignment, station locations), funding strategy. Budget For a project of this scale a Project Definition Study covering both concepts can be prepared for approximately $750,000. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 84 Advancing Concepts 4, 5 and 6: Shuttle Connections from ARTIC to the Resort, to Anaheim Neighborhoods and to the Anaheim Canyon Business Park – Operating Funds Because Anaheim already contains an organization to provide local transit service – the Anaheim Transportation Network (ATN) and its ART system - these low-cost connections can be implemented very quickly and efficiently to be in place in time for the roll-out of the 30-minute Metrolink service in 2009. This will immediately leverage OCTA’s investment by enhancing Metrolink ridership from day one of the 30-minute service, and start to build ridership to support the higher-capacity forms of transit contemplated in the other Connection concepts. Next Step: Secure capital and operating funds to allow ATN to provide these new services as an extension of its current services. Detailed service planning in conjunction with ATN is currently under way to fully define the service routes and resource requirements. Organization/Method: ATN is proposed to operate the service. Schedule: The service will begin running when the 30-minute Metrolink service begins revenue operations. Outcomes: Complementary shuttle service to Metrolink from day one of 30-minute operation. Budget. Budget needs are being refined with ATN, but are expected to be less than $1.4M per year. DECEMBER Step 1 Seek City Council adoption of Transit Master Plan and submit Final Report to OCTA 2008 2007 January Step 2 OCTA Board adopts criteria and competitive guidelines ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 85 MARCH 2009 JULY Step 2 Initiate project selection by OCTA Step 2 Conduct Alternatives Analysis/ Environmental Studies: Concept 1 Concept 2 Concept 3 Conduct Final Route Planning: Concept 4 Concept 5 Concept 6 Begin Revenue Operations to coincide with 30-minute Metrolink Service: Concept 4 Concept 5 Concept 6 Step 3 Implementation (PE through construction) Renewal of Measure M funds will provide up to $1 billion in additional funding for implementation (Project S) Step 4 Additional work on Metrolink Corridor to transform stations • ARTIC • Anaheim Canyon $226 million available under (Project $226 million available under (Project V) 2015 Begin Revenue Operations Concept 1 Concept 2 Concept 3 2011 (2010 if funding available before 2011) ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 86 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 87 This Appendix outlines the technical criteria used for the evaluation process of each proposed alternative. Each proposed alternative in each connection concept underwent a thorough evaluation using readily available demographic and environmental data and field inspections of existing conditions to produce comparisons and deliver a set of candidate alignments for the next phase of OCTA’s Go Local Program. This technical evaluation is guided by the criteria and measures based upon OCTA’s Go Local Program guidelines, it has also been modified by the Technical Steering Committee to fit available data to this study. The evaluation criteria and measures use ten general categories: 1. Proximity to Jobs and Population Centers. 2. Regional Benefits. 3. Ease/Simplicity of Connections. 4. Cost Effectiveness. 5. Traffic Congestions Relief. 6. Right-of-way Availability. 7. Sound Long-Term Operating Plan. 8. Compatible and Approved Land Use. 9. Project Readiness. 10. Safe and Modern Technologies Note that full complement of Go Local criteria includes two additional factors: • Local Funding Commitments. • Proven Ability to Attract Funding Partners These two criteria were not evaluated in this report as they apply to the abilities of the City, not to merits or issues of specific project concepts. Appendix 1 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 88 Proximity to Jobs and Population Centers With the purpose to maximize the number of people being served by the proposed connection projects, proximity to jobs and population centers is established as a high priority in the evaluation process. Potential transit ridership for candidate alternatives reflect in measures of population, employment and visitors within one-quarter mile of each proposed alignment including: • Year 2030 population within ¼ mile of corridor. • Year 2030 population within ¼ mile of stations. • Year 2030 employment within ¼ mile of corridor. • Year 2030 employment within ¼ mile of stations. • Year 2007 visitors within ¼ mile of corridor and stations (year 2030 data not . available, but has been projected for ridership estimation purposes) Projected population and employment information for year 2030 has been derived from Orange County Projections (OCP)-2006 by adding population and employment for all Transportation Analysis Zones within one-quarter mile band on each side of the alignment and within one-quarter mile circle around each proposed station or stops along each route. Estimated visitor numbers from major event centers within one-quarter mile of each alternative alignment were necessary to calculate the last measure of the criterion. Regional Benefits This criterion assesses how each proposed alternative effectively delivers Metrolink riders to regional employment and activity destinations. The measure of this criterion includes: • Major activity centers within ¼ mile of corridor All Major activity centers have been identified in the Needs Assessment Report. One-quarter mile of the proposed alignment of each alternative is counted to compute this measure. Ease/Simplicity of Connections The criterion – ease/simplicity of connections- is a high priority in the evaluation process. Its purpose is to close gaps between existing transit services and to maximize ridership by assuring the project includes the optimum number of user- friendly design connections between the project and Metrolink. The following measures quantify this criterion to differentiate the alternatives of each proposed connections concept. • Linkage assessment within project area- major activity centers connected. • Number of new transit connections. • Sample trips for travel time comparison All major activity centers identified in the Needs Assessment Report and directly connected to each evaluated alternative are counted to compute the first measure of this criterion. New transit connections are determined by new crossing points of the new alignment and the existing transit routes of OCTA’s current transit system map. This method also covers future connections of OCTA’s emerging BRT network, as the BRT services will follow existing OCTA routes in the City. Travel time for each evaluated alternative is estimated according to route length, technology constraints, assumed station dwelling time, and normal traffic conditions if the alternative shares the right-of-way with general traffic. Cost Effectiveness Cost effectiveness is established for assessing the benefit of each public dollar spent on the proposed projects. The intent is to provide an order of magnitude of costs versus benefits if each element were built. The following quantitative measures are calculated for all alternatives: • Estimated capital cost- total cost. • Estimated capital cost- per mile. • Cost per resident within ¼ mile. • Cost per (resident + job) within ¼ mile. • Cost per job within ¼ mile. • Cost per new rider. • Identify 20-year life cycle costs ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 89 Estimates have been created for the alignment of each candidate alternative based on the experience with several recent APM, Streetcar and BRT projects. A “unit rate” approach is used where major components of each transit system are quantified and multiplied by typical average unit costs. These major components include: transit route construction, number of stations, power and communication systems, support facilities including maintenance facilities, bus or rail vehicles, and cost contingencies. Total capital costs reported in 2007 dollars, are calculated by technology of each alternative, alignment length, number of stations, current construction unit cost per length and per station, and system cost for each individual technology. Cost effectiveness is derived from total estimated capital cost for each alternative combined with projected population and employment numbers along each alternative and with the projected “new” transit ridership along each alternative. Traffic Congestion Relief and Transit Ridership Traffic congestion relief is a variable in the evaluation process. Its purpose is to effect congestion reduction so streets and freeways function more productively, especially in the local community project area. The following four measures are evaluated for each candidate alternative of the proposed connection concepts: • Projected number of total annual transit ridership in 2030. • Projected number of “new” transit riders in 2030. • Estimated reduction in VMT. • Projected benefits to local network Projected transit ridership for each candidate alternative of each connection concept is derived from Origin-Destination (O/D) Matrix from OCTA’s OCTAM model for year 2030. First, the O/D pairs between TAZs that would be served by the proposed transit alternative routes were identified. Second, daily trips between these O/D pairs in peak periods and off-peak periods from the OCTAM model for year 2030, are multiplied by percentages reflecting likely transit usages to obtain a potential ridership “baseline” of the candidate alternative. Then base trip numbers are adjusted according to the ratio of population and employment within one-quarter mile of proposed stations along each alternative, relative the TAZs which the route passes through, to estimate transit riders in 2030. The above method may not catch all potential riders for some routes; therefore, a direct demand model (DDM) is also used to estimate ridership. This DDM method uses a trip rate factor between two stations (ie. an origin and destination station) along the route, the number of households within a certain distance from the origin station, and the job fraction of regional jobs within a certain distance from the destination station. This data is combined to compute the average daily boardings between these to stations. The trip rate factor values used in this study have been well calibrated in similar studies. The distance of one-quarter mile is used to represent the catchment distance for potential riders. The number of households within one-quarter miles and job fraction value from each proposed station along the route are calculated based upon population and employment information from OCP-2006 data for year 2030 and TAZs within one-quarter mile from each station. After the average boardings between any two stations on the evaluated transit alternative route are computed by multiplying the trip rate factor, the number of households within one-quarter mile from the origin station, and the job fractions of regional jobs within one-quarter mile from the destination station, ridership for the whole route is determined by adding up these boardings numbers. This results in an estimated transit ridership in 2030 for commuters for each alternative route. If visitors are considered to be an important ridership source for the evaluated alternative, then visitors trips to/from major event centers along the evaluated alternative are estimated for year 2030 based on visitor numbers in 2007 and a certain growth rate from 2007 to 2030. Finally, the projected number of total transit riders in 2030 is computed by adding estimated riders for commutes and visitor riders. “New” transit ridership is estimated based on the projected total ridership of each candidate alternative, and an estimate of the percentages of ridership switching from other transportation modes other than transit for both commuter trips and visitor trips (if applicable). An estimate of the VMT reduction attributable to the projected “new” ridership of each candidate alternative is derived using an assumed average trip length based on the OCTAM data. Based upon the estimated reduction in VMT for each candidate alternative and the capacities of streets and freeways on the route of each alternative, a qualitative assessment is given to measure potential benefits to the local network from each alternative. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 90 Right-of-Way Availability Right-of-way availability is to assess what is needed to build a project and thereby maximize the likelihood of a cost effective, timely project delivery. The following measure qualifying this criterion is used: • Potential new ROW required (qualitative risk level) Based on the proposed technology implemented for each alternative and the possibility to require extra right of way technology, a qualitative analysis for potential new ROW need is scaled in one of several levels (low, moderate, and high, based on the proportion of the alignment which may face ROW constraints) for all alternatives in each connection concept. Sound Long-Term Operating Plan OCTA has placed early operations planning in high priority. The framework of an operating plan can and must be established early to ensure public funds are properly invested. The following two measures are used to quantify a sound long-term operating plan: • Estimated Operating and Maintenance (O&M) cost. • Projected farebox recovery Operating and maintenance cost is calculated based on technology implemented for each alternative, its annual service distance, and current unit cost for operating and maintenance per service distance from similar projects. Operating and maintenance costs are reported in 2007 dollars. The annual farebox revenue is calculated using the projected annual ridership for each evaluated alternative, and an assumed fare level that mirrors OCTA’s current fare policy. Compatible and Approved Land Use This criterion -compatible and approved land use- is to ensure that transportation and land use are working in accord to maximize the return on transit investment and land values. The following measures are used to qualify this criterion: • Qualitative assessment of transit supportiveness of land uses served by . project. • Local and regional plan consistency Transit-supportive land use refers to a pattern of development with a mix of land uses, compact in building placement, and pedestrian-friendly that also encourages walking, bicycling, and transit use. Current general plans from cities in the study area – Anaheim, Orange and Villa Park, were reviewed to determine consistency of land use policies along candidate alternatives with transit-supportive objectives. Project Readiness Project readiness is to ensure that Go Local projects can be implemented in a timely way so their benefits can start to accrue as soon as practicable. The following measure is used to qualify this criterion: • Lead time required to plan, design and implement the project. • Lead time was assessed based on industry experience to deliver similar projects Safe and Modern Technologies To guarantee safety of patrons and reduce the potential implementation risk associated with emerging technologies, only service-proven technologies are considered for these concepts. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 91 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 92 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 93 A2-1 Maintenance and Storage Facility Description The Maintenance and Storage Facility (M&SF) will be the location for vehicle and System equipment repair, maintenance, and storage. The M&SF will accommodate the maintenance and storage of a vehicle fleet sized to satisfy passenger demand on the System and house all administrative and other functions associated with train maintenance, operations, and vehicle storage. The M&SF will also be the location of the Central Control Facility (CCF). The M&SF will be an off-line facility at a site that has not yet been identified. A2-1.1 M&SF Programmatic Requirements This section provides programmatic M&SF requirements and general information related to maintenance functions to be performed at the M&SF. Additional information and a discussion of these general requirements are provided in Section 1.2, Functional Requirements. A2-1.1.1 Fleet Requirements M&SF program requirements are largely a function of the required vehicle fleet size, which is based on passenger demand and analyses of the annual average vehicle miles accumulated over the operating schedule. Preliminary operational analysis indicates that Alignment 4 has a round trip time of approximately 19 minutes. One Bombardier M-VI monorail vehicle (4 cars per vehicle) provides comparable capacity to three approximately 40 ft. rubber-tired vehicles in a train. During peak periods, two trains operating at 10 minute headways can provide a capacity of approximately 1500 passengers per hour per direction Along with this peak operating fleet, one spare monorail vehicle or 2 to 3 APM vehicles are recommended. Given these assumptions, the fleet size is assumed to be three M-VIs (or other similarly Appendix 2 ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 94 sized monorail vehicle) or 8 to 9 APM vehicles. The facility will be designed for the fleet size estimated, but should be expandable for fleet increases as ridership grows over time or due to system expansion. A2-1.1.2 Vehicle Maintenance and Storage Requirements There are two types of maintenance performed on vehicles: preventive and corrective. Preventive maintenance (PM) is planned work based on time and/or mileage and involves activities such as cleaning, inspections, light and heavy servicing, and testing. Corrective maintenance (CM) is unplanned work that must be performed as needed. Areas for vehicle preventive and corrective maintenance activities will be provided at the M&SF, including areas for vehicle testing, cleaning/washing, and inspections. Vehicle maintenance positions equivalent to approximately 66% to 100% of the vehicle fleet will be provided in the vehicle maintenance shop. Southern California weather is relatively mild and it is assumed vehicles can be stored outside. One vehicle storage position should be provided for each vehicle in the M&SF or in the M&SF yard. This facilitates efficient yard operations and enables all vehicles to be securely stored in the event of a total System shutdown. A2-1.1.3 Staffing Requirements Staffing requirements for O&M personnel are generally a function of fleet size, operating hours, and the extent of subcontracted maintenance tasks. Estimated O&M staffing requirements have not been prepared. A rough estimate of staff size for a system of this size would be 55-65 personnel for a 7 days/week 19 hours/day operation. A2-1.1.4 Spatial Requirements The M&SF has specific spatial requirements relative to area and overhead clearances. The following overhead clearances are recommended for the M&SF: A. A minimum vertical clearance of 10 feet is required in the shop and . shipping/receiving areas.. B. A minimum vertical clearance of 8 feet is required in office areas.. C. A minimum vertical clearance of 20 feet is required in the vehicle heavy maintenance area and designated “highbay” areas. Estimated area requirements for the M&SF are provided in Table A2-1. These estimates are provided for conceptual design development purposes only; actual requirements will be refined at a later date. Area requirements for administrative offices and the CCF are included in the estimates provided. Room/Function Approximate Sq. Ft. Central Control Room (including equipment room) 2,600 Electrical/Mechanical Room (including telephone and fire alarm) 2,500 Offices (including Management, Administrative, Training Room, Conference Room, Lobby and Reception, and first aid) 3,650 Electrical/Electronics Shop, Mechanical Shop, AC Shop, and Welding Room (assume paint is done off site or temporary) 2,900 Break Room 1,250 Locker/Restrooms (M/W) 1,050 Storage/Inventory Control/Tools and Equipment 4,900 Loading Dock 800 Power Substation, UPS and Battery Storage and Charging, and M&SF Equipment Room 2,800 Maintenance Guideway Areas 12,500 Elevators/Stairs/Hallways/Miscellaneous 14,000 Car Wash and Equipment 4,450 Facility Total: 53,400 Table A2-1: Estimated M&SF Area Requirements ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 95 Based on these areas, the M&SF will require approximately 53,400 square feet. Typical facilities on space constrained sites are two stories high; therefore 26,700 sq. ft. per floor would be required. A typical M&SF layout is shown in Figures 1 and 2. The dimensions of this representative M&SF facility are 178 feet by 150 feet. The layout would be adjusted to the site specific requirements. The Conceptual Overall Maintenance Facility Layout includes a ladder track with three separate entrances into the facility. Ladder tracks and two switches lead the vehicles to the proper entrances as shown in Figure 3. The location of the facility has yet to be decided, and local site and system conditions would likely modify some of these general findings. A site large enough for the maintenance facility and its access tracks located near the mainline guideway is needed. Total area required for the M&SF and the access track, access roads, and parking is estimated to require approximately 3 acres Figure 4 conveys a sense of the total space requirements of the facility relative to the alternative aligment. This area requirement will depend on the configuration of the site, and will be analyzed in further detail when potential M&SF sites are selected. Space requirements for any other adjacent facilities, such as a parking garage, would be additional. Figure 1: Maintenance Facility – Level Figure 2 Maintenance Facility – Level 2 Figure 3 Maintenance Facility – Overall Layout Approximately 325 ft ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 96 Figure 4 ARTIC to Anaheim Resort Connection: Sample Footprint of Maintenance & Storage Facility 57 5 Anaheim Resort Anaheim Convention Center METROLINK GENE AUTRY WAY KATELLA AVENUE ORANGEWOOD AVENUE HARBOR BOULEVARD DOUGLASS ROAD STATE COLLEGE BOULEVARD DISNEYLAND DRIVE CERRITOS AVENUE Honda Center Disneyland California Adventure Fujishige Property Downtown Disney Angel Stadium of Anaheim The Grove Garden Walk FUTURE ARTIC CLEMENTINE STREET 0 0.25 0.5 Mile HASTER STREET Future Disney Parking Structure D I S NE Y W A Y OVERPASS I-5 Alternative 1 (Elevated) Alternative 2 (Elevated) Alternative 3 (Elevated) Alternative 4 (Elevated) Optional Alignment to Haster Street Potential Station Moving Sidewalk 3 Acre Typical Maintenance & Control Facility Footprint Automated People Mover Monorail Potential Technolog ies Streetcar ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 97 A2-1.2 Mixed Use Facilities Monorail and APM maintenance facilities can be collocated with other facilities, as a number of systems around the world have done. In planning such mixed- use facilities, special considerations must be given to fire separations, noise and vibration attenuation, and other design elements. As the transit system would likely be operating during the day and performing most maintenance activities during off-peak or non-operating hours at night, retail and office uses are more appropriate than residential units, whose occupants will be more sensitive to nighttime activities. Maintenance facility noise can generally be limited to reasonable levels, and limits can be adjusted for different times of day based on the adjacent uses. Co-location with large parking structures may also be feasible. Fire separation requirements are defined by the National Fire Protection Association’s Standard for Fixed Guideway Transit and Passenger Rail Systems, 2007 Edition (NFPA 130). This standard requires a separation of at least three hours between station public areas and nontransit uses. While this does not specifically address maintenance facilities, a similar separation would be appropriate and may be required based on interpretation by the local Authority Having Jurisdiction (AHJ). Figures 5 and 6 are images of the APM maintenance facility in Bukit Panjang, Singapore. This building houses both an APM facility on the upper two levels and a shopping center on the lower two levels. This building is also a good example of architecture allowing the maintenance facility to fit relatively unobtrusively into an urban environment. Figure 5: Bukit Panjang, Singapore Maintenance Facility – APM Guideway Level ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 98 Figure 6: Bukit Panjang, Singapore Maintenance Facility – Ground Level ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 99 Another example of a maintenance facility being integrated into a public space is at the Excalibur Hotel and Casino in Las Vegas, Nevada. At this location, the maintenance facility and end station (see Figure 7) for the short shuttle system connecting the Excalibur, Luxor, and Mandalay Bay Hotels and Casinos are integrated into a heavily traveled pedestrian node. This node connects the Excalibur with street level foot traffic as well as bridges across Las Vegas Boulevard and Tropicana Boulevard to other casino properties. The architecture of this facility matches the medieval theme of the adjacent Excalibur, and the industrial use of this building is not readily noticeable to visitors. A2-1.3 Functional Requirements The following functional considerations are provided to assist in the development of preliminary M&SF design concepts. The previous programmatic requirements were developed considering the functional requirements discussed in the following sections. Operational information is included in the following sections to provide a comprehensive overview of operations and maintenance activities and procedures to be considered in the preliminary M&SF design development. A2-1.3.1 M&SF Operations Prior to the beginning of daily operations, or when additional vehicles are required to be put into service, vehicles will be taken from storage location(s); coupled into required train as needed; moved into position for pre-operational testing, if required; subjected to pre-operational testing; placed into the proper location and control configuration for automatic passenger service; and then dispatched into the revenue guideway and placed in automatic passenger service. Space is required for these vehicle movements. At the end of the operational day or when trains need to be removed from revenue service, vehicles will be cleared of passengers, removed from the mainline guideway, and returned to the M&SF for storage and/or maintenance. The M&SF will specifically accommodate the following: A. A vehicle storage area or facility sized for a fleet that will satisfy passenger . demand. The vehicle storage area will be fully automated. Space and . facilities are required for vehicle inspection, maintenance and interior cleaning if these functions are to be performed in the vehicle storage area. Position and arrangement of stored vehicles must protect personnel from hazards such as moving vehicles and propulsion power, and provide access and room for fire fighting personnel.. B. Movement of powered vehicles from the mainline guideway to and from . defined storage locations.. C. Movement by a Maintenance and Recovery Vehicle (MRV) of unpowered . passenger vehicles awaiting maintenance or repair and for storage of those . vehicles until such activities can begin.. D. Storage of the MRV for use on the guideways.. E. A vehicle/train-receiving track to receive trains removed from passenger . service.. Figure 7: Excalibur- Luxor – Mandalay Bay Tram Maintenance, Las Vegas, Nevada ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 100 F. A train ready track for positioning trains that are ready for dispatch into . passenger service.. G. A train test track to test the on-board electronics, vehicle doors and all other . mechanical assemblies to ensure that the train is ready for passenger . service. A2-1.3.2 Maintenance Maintenance performed on vehicles and System equipment includes: A. Service. The periodic replacement of consumables and expendables and . adjustment of parts to their nominal position, required tolerance, setting, . output, etc.. B. Cleaning. Interior and exterior cleaning of accumulated trash, dirt, and . grime, including graffiti.. C. Inspection. Periodic inspection of parts, appurtenances and . subject to deterioration and failure.. D. Repair. The repair or replacement of a part that has been damaged, has . failed, or is nearing the end of its service life.. E. Departure Test. The M&SF will contain departure test equipment. A . section of guideway in the M&SF is required for a departure test position. A . separate section of track in the M&SF will be used as the test track.. F. Maintenance Information Management and Scheduling. The . processing of maintenance information, work reports, failure reports, . and System performance data needed to manage the System maintenance . program effectively and efficiently. A2-1.3.2.1 Vehicle Washing Washing of the vehicle exteriors will be accomplished at an automated vehicle wash facility. There are generally two types of automatic vehicle wash systems: 1) a stationary system where the vehicle pulls through a set of brushes/wash equipment that is fixed and 2) a moving gantry system where the brushes/wash equipment move back and forth over the vehicle(s) while the train remains stopped. A moving gantry wash system may require a facility at least as long as the longest train, whereas a wash system that remains stationary while a multi-car train passes through it may only require a facility a fraction of the train length. A2-1.3.2.2 Maintenance Bays Maintenance bays, including provisions for under-vehicle access, are required to perform maintenance on trains at the M&SF. The M&SF will include the space and related necessary infrastructure to inspect and maintain the vehicles. Power rails will not be provided in the maintenance bays, but power will be provided to vehicles by powered umbilical cables. These cables are typically supported by a suspended track system above the centerline of the maintenance bays. A2-1.3.2.3 Maintenance and Recovery Vehicle (MRV) The System Supplier will provide at least one guideway-based maintenance and recovery vehicle (MRV) to: 1) inspect and maintain the guideways and guideway equipment; 2) retrieve failed trains anywhere on the guideway; and 3) move vehicles and trains about the M&SF. An MRV Storage Facility may be required to house the MRV. This storage facility should be covered, lighted, heated, and ventilated, and should provide adequate space to operate a forklift around the MRV for loading/unloading of equipment and materials required for System maintenance. The MRV Storage Facility can be part of the MSF or adjacent to it. The MRV storage facility can provide for the activities required to maintain and fuel the MRV and store guideway maintenance equipment. A2-1.4 Access and Circulation Requirements A secured entry system is required at the M&SF to allow access by authorized personnel. The M&SF should provide for controlled public access to the office areas for business activities. This public access should be separate from maintenance personnel access. Accessible routes are required for disabled employees and visitors in accordance with ADA requirements and local codes. Access to the office areas should be controlled by means of security stations, secured lobbies, elevators, key card systems, or other methods acceptable to the Owner. In general, all rooms housing System equipment will be restricted to authorized personnel, and will be secured via a keyed locking system or similar means, monitored at the Central Control Facility. ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 101 A2-1.4.1 Vehicle Movements Vehicles primarily operate between the following M&SF areas: 1) train receiving track, 2) train ready track, 3) vehicle storage, 4) test track, 5) vehicle wash facility, and 6) maintenance areas. The efficiency of M&SF vehicle operations is maximized when conflicts between vehicle movements between these primary areas are minimized. This can be achieved through effective planning and design strategies for the M&SF such as providing two access points to/from the mainline, and providing through shop and storage tracks. A2-1.4.2 Personnel Movements The M&SF design should limit personnel movements across tracks, ground vehicular traffic areas, and M&SF office areas to avoid disruption of office and operational activities and safety risks associated with exposure to high voltage and train operations. A2-1.4.3 Access to Road Network Road access to the M&SF is required for employees, visitors, suppliers, and emergency vehicles. Accommodations for a delivery entrance to load and unload equipment, materials and parts from a tractor-trailer truck should be made. Roadway access is also required near the facility to facilitate vehicle delivery. Appropriate space should be provided to allow adequate maneuvering by these ground vehicles. The site should be designed to limit and/or prevent the crossing of vehicle tracks by the ground vehicles. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 102 A-2-2 Central Control Facility Description The Central Control Facility (CCF) provides for the supervision of the overall operation and houses display, safety, and communications equipment required to monitor and control the System. The CCF will be located within the M&SF. A2-2.1 General Requirments An area of about 1,600 square feet is required for the CCF control room, which contains the central control console, mimic displays, CCTV monitor banks, and other office computer equipment. Requirements for the central control computer equipment room are provided in Section 2.2. The CCF floor slab should be depressed 12 to 18 inches for the installation of an access floor system that will be flush with adjacent floor areas. This access floor will cover cable connections to CCF equipment. A minimum vertical clearance of 9 feet is required above the finished floor. Access to the CCF is required for equipment removal and replacement. Doors and hallways leading to the CCF should accommodate large electronic equipment racks. These access requirements are described further in the following section. In providing accommodations for communications wiring and radios, the facility design should consider requirements for interfaces between the CCF and local police or resort security. It is desirable, but not mandatory, to provide an exterior wall window in the central control room to allow CCOs to overlook areas of the M&SF yard in which automated vehicle movements will occur. A typical CCF layout is illustrated in Figure 8. Figure 8: Typical Central Control Facility Layout Central Control Console Public Viewing Area (Optional) Central Control Room System Status Monitors (Above) CCTV Monitors (Above) Computer Equipment Room ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 103 A2-2.2 Equipment Room The CCF requires a computer equipment room adjacent to the central control room to house CCTV, central control computer processing equipment, and other related electronic System equipment. This equipment room may also house UPS equipment to power the CCF when utility power is available and for a limited duration when utility power is not available. The computer equipment room requires an area of about 1,000 square feet. Depending on the type of UPS equipment provided and applicable code requirements, it may be necessary to isolate the UPS equipment in a dedicated space with appropriate ventilation and related facilities provisions. Cable distribution and wiring access must be considered in the design of equipment rooms and can either be provided above or below the equipment. It is desirable to locate the cabling below equipment, and in this case floor slabs should be depressed 12 to 18 inches for the installation of an access floor system that will be flush with adjacent floor areas without ramps. A clearance of 9 feet is required above the finished floor in this case. If cable distribution and wiring access is accommodated above the equipment in the room, a clearance of 13 feet is required (16 feet is desirable) above the finished floor and an access floor system will not be required in the equipment room. The equipment located within the equipment room has removable panels or doors that swing open to access the equipment inside; therefore, interior columns should be minimized. A minimum clearance of 3 feet is required around the entire perimeter of equipment cabinets. Equipment room design should consider the installation and removal/replacement of System equipment. The size of such equipment typically requires openings larger than a single, man-access door. Overhead, roll-up type industrial doors are typically required to accomplish such activities. Double, bi-parting doors may also be acceptable. A clear path is required between these doors and the equipment cabinets. Access to the equipment room is also required for authorized personnel to perform maintenance and testing activities. Controlled access is required at all equipment room access points. A-2-2.3 Adminstrative and Support Areas An administrative office, male/female restrooms, break room, and conference room are required at the CCF. Since the CCF is co-located with the M&SF, the area requirements for these spaces have already been included as part of the M&SF area requirements in Table A2-1. ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 104 ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 105 This appendix lays out preliminary guidelines for accommodating a future elevated guideway system in the ARTIC – The Platinum Triangle – Anaheim Resort corridor. The Anaheim Go Local Transit Master plan proposes several candidate technology alternatives for this elevated fixed guideway system, including streetcar, Automated People Mover (APM) and monorail. Selection of a preferred technology will occur at the next stage of study; therefore, the envelope presented below is large enough to accommodate any of the above technologies. As work on the guideway progresses to greater levels of detail and specificity, these guidelines will be refined. Appendix 3 Guideway Envelope (between stations) Minimum horizontal curve radius 300 ft Maximum grade 6 % Column width at ground-level 8 ft. (12 feet including buffer) Guideway Width – maximum width of elevated section 30 ft Minimum vertical clearance to bottom of structure 16 ft Elevated station Length of platform 200 ft Total length 240 ft width of central platform 28 ft Total width of station 52 ft Substations approx 5,000 ft apart Summary of Key Design Guidelines ---PAGE BREAK--- Metrolink Extension Transit Studies for The Cities of Anaheim, Orange and Villa Park 106 Guideway Envelope With an elevated alignment, the at-grade footprint of the system (between stations) is that of the support columns of the guideway, plus a buffer for safety. There are various approaches to an elevated cross-section: • Central support column in a street corridor median (6-8 ft wide columns . approximately every 100 feet. The right-of-way requirement is 12 feet wide;. • Central support columns where the guideway is offset from the median of the . street right-of-way, on the side for example. • Straddle bents, where the guideway is supported by beams running across. the right-of-way. The beams rest on support columns, which are on the sides. of the right-of-way.. • A combination of the three above approaches and others, to deal with the. requirements of specific locations. The guideway envelope can be accommodated in a street median or other ROW, but must be accessible by maintenance and emergency vehicles. Stations A central platform serving both directions is assumed, although it is possible to have two side platforms. Elevator(s), escalators and stairs would provide connections from the elevated platforms to ground level. The configuration of the street access elements can affect platform width. Circulation can also be provided from platform-level up to a mezzanine level that can provide a pedestrian bridge connection to adjacent development. Depending on the configuration, the ground level of the station area may include fare collection, information kiosks and other amenities such as vending machines, 24’ - 30’ 17’ 23’ 5’ 16’ 8’ 8’ 20’ - 28’ 23’ 20’ - 28’ 12’ 12’ 5’ 16’ Elevator Elevator 8’ 8’ 26’ 240’ ---PAGE BREAK--- Anaheim GO LOCAL TransiT Master Plan 107 public art and bicycle racks. Since this system provides local circulation and acts as a distributor to Amtrak, Metrolink and other long-distance services, it is not anticipated that there would be any park-and-ride demand, and therefore no station parking is required. All station areas will be designed to provide access for physically disabled travelers, as provided for in the Americans with Disabilities Act. Also, NFPA 130 minimum requirements are used to establish the platform size and vertical circulation requirements necessary to ensure passenger safety. The support columns would be approximately 8-feet wide with a buffer zone on each side. The typical cross-section suggests that a 25 ft. wide section would be required at grade for an elevated station. Stations must be located on a straight (tangent) track section, at no more than a 0.5% slope. Power Substations The candidate technologies require electric power supply and substations. A substation is assumed to be necessary every 5,000 ft and its size is 1,000-1,500 sq ft. It will typically be located at-grade, under the guideway structure. ---PAGE BREAK--- Prepared for the City of Anaheim Prepared by IBI Group I 18401 Von Karman Avenue, Suite 110, Irvine, CA 92612 I Tel [PHONE REDACTED] I www.ibigroup.com