Chapter 2: Proposed Bus Modifications - Metro Gold Line Foothill ...

OVERVIEW
This chapter presents the recommended bus interface plan to coincide with the opening of the Metro Gold Line Foothill
Extension Pasadena to Azusa project in 2015. This project will extend rail service from the existing Sierra Madre Villa
Station in Pasadena 11.4 miles east to the proposed Azusa-Citrus Station, adding six new stations to the regional rail
network. The proposed plan outlined in this chapter reshapes the existing fi xed route bus network around the Gold
Line light rail and recommends service levels commensurate with prevailing and projected future land use conditions,
community development objectives, the needs and expectations of transit users as well as short-range fi scal constraints.
The proposed bus network is displayed in Figure 2-1. Individual route recommendations by station are summarized in
Table 2-1 and described in the following pages.
Service proposals are based on analysis of existing services using ridership data as available from Metro, Foothill Transit,
and municipal providers, supplemented by observations in the fi eld. Additionally, the results of separate bus and rail
passenger surveys, a random sample telephone survey of residents in the service area, meetings with the cities along the
corridor, and focused discussions with bus operators were synthesized into the recommendations.
The six new stations will be served by a combination of Metro, Foothill Transit, City of Duarte, and City of Glendora
fi xed route bus services, as well as by paratransit services operated by each of the cities and the regional operators.
Conceptually, the plan assumes that longer bus trips currently occurring in the San Gabriel Valley will be converted
into shorter feeder trips to the most proximate Gold Line stations. These and other short distance trips will become the
primary focus of the bus system. Duplicative express services to downtown Los Angeles and the Westlake District are
proposed to be curtailed or discontinued. Similarly, bus routes currently serving cities between Glendora and Montclair
are proposed to be selectively truncated or diverted to the Azusa-Citrus Station.
The proposed service plan is shaped by several key design elements:
• Establish new sub-regional transit hubs at the Arcadia and Azusa-Citrus Stations. Transit customers would benefi t
from physical enhancements such as covered passenger waiting areas, real-time schedule information and enhanced
customer information. Transit operations would benefi t from the availability of secure restrooms for bus operators at
these locations. Ancillary transportation facilities such as taxi stands, auto pick up zones, and parking also should be
considered within space constraints.
Foothill Extension Bus Interface Plan
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
• Provide pass-by service at the Monrovia, Duarte, Irwindale, and Alameda Stations with primarily on-street bus stops and
minor restructuring of nearby routes to minimize walking distances and physical barriers between station platforms and
bus stops. Ideally customers should have a line-of-sight visual connection between buses and the boarding platform.
Transit operations would benefi t from physical enhancements such as bus turnouts, wide sidewalks, and designated bus
stops. Customers would benefi t from shelters, street furniture, real-time schedule information, and passive route and
timetable displays.
• Restructure bus routes running parallel to the Gold Line Extension to operate one-way trips within a range of 38 to 52
minutes and optimized schedule cycles of either 90 or 120 minutes. This will facilitate reliable operating schedules and
coordinated bus-train arrival and departure times at a primary transfer point. Foothill Transit Routes 187, 494, and 690
are examples of existing parallel routes for which signifi cant changes are proposed.
• Adjust bus routes intersecting the Gold Line as necessary to minimize on board bus travel times required for transit
riders to access the nearest rail station that is geographically consistent with prevailing travel directions. Provide direct
linkages between the Gold Line, the Metrolink San Bernardino Line, and the El Monte Busway when feasible with these
routes.
• Improve service frequencies on top performing routes within fi scal limitations. Ideally buses should meet every peak
direction train contingent on funding availability. For cost estimation purposes, target bus service frequencies of 15
minutes on weekdays and 30 minutes on weeknights and weekends are assumed when the Gold Line Extension opens
in 2014.
• Coordinate peak direction bus and train arrivals and departures to minimize transfer wait times.
23

CHAPTER 2 | | PROPOSED BUS ROUTE MODIFICATIONS
TABLE 2-1- BUS SERVICE FREQUENCY BY STATION: Pasadena to Azusa
Proposed Bus Routing at Arcadia Station
24
Bus
Line
Northbound/
Eastbound
Buses Per Hour
Arcadia Station Monrovia Station Duarte Station Irwindale Station Azusa-Alameda Station Azusa-Citrus Station
a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak a.m. Peak p.m. Peak
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Foothill Transit
1861 3 1 3 1
187 3 1 3 1 6 6 3 1 3 1
1881 3 1 3 1
185 4 4 2 1 2 1
272 2 2 1 2 2 1
280 3 1 3 1
498 4 0 9 0
488 2 1 2 1
281
494
Metro
2 1 2 1
79 3 1 3 1
264 1 1 1 1 1 1 1 1 1 1
270 1 1 1 2
487 2 2
Municipal Operators
Duarte Green 1 0 1 0
Duarte Blue 0 1 0 1
Duarte
Commuter
1 1 0 0
Total Hourly
Bus Arrivals
8 3 3 8 3 3 2 2 1 2 3 1 5 5 2 4 4 2 - 4 - - 4 - 11 0 2 11 0 2 8 6 4 8 11 4
1 New proposed bus route
2 Bus space determined considering:
Foothill Route 186/187 layover at Arcadia Station
a.m. Peak is defi ned as the period between 6am and 9am
Foothill Route185 stops at Irwindale Station and lays-over at Azusa-Alameda Station
Metro Route 270 stops at Monrovia Station
p.m. peak is defi ned as the period between 3pm and 7pm
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Southbound/
Westbound
Lay-over
Positions
Northbound/
Eastbound
Foothill Extension Bus Interface Plan
Southbound/
Westbound
Lay-over
Positions

CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Foothill Extension Bus Interface Plan Figure 2-1: Proposed Bus Routing – Pasadena to Azusa
LEGEND
M
F
PA
North
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
0 0.2 0.4 miles
Foothill Bus Route
Pasadena ARTS Route
25

26
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Figure 2-1: Proposed Bus Routing – Pasadena to Azusa
Azusa – Montclair
LEGEND
M
F
PA
North
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
0 0.2 0.4 miles
Foothill Bus Route
Pasadena ARTS Route
Foothill Extension Bus Interface Plan

RECOMMENDATIONS BY STATION
ARCADIA STATION
The Arcadia Station will be located in the downtown area on the north side of Santa Clara Street between North 1st
Avenue and Santa Anita Avenue. Three bus routes currently operate in the vicinity as shown in Figure 2-2.
Metro Route 79
This local bus route extends from downtown Los Angeles to Arcadia and currently terminates near the proposed Gold
Line station site. Eastbound buses approach the station area via Huntington Drive, turn north on 2nd Avenue and west
on St. Joseph Street to an on-street layover point facing west. Departing westbound trips turn south on 1st Avenue and
west on Huntington returning to Los Angeles.
Weekday ridership information compiled from Metro automatic passenger count (APC) data indicates that Arcadia is a
signifi cant trip generator on Route 79. An average 272 riders board at six bus stops east of and including Santa Anita
Avenue, which represents 6.7 percent of approximately 4,100 total average weekday daily boardings on the route.
Alightings (227) represent 5.5 percent of total alightings. Minor realignment is recommended to bring Route 79 nearer to
the Gold Line station entrance on Santa Clara Street and to provide a new layover point. As proposed, eastbound buses
would approach via Huntington Drive, turn north on 1st Avenue and west on Santa Clara Street to a new terminal point
located in a bus pullout on Santa Clara Street. Westbound departures would turn south on Santa Anita Avenue and west
on Huntington Drive, returning to Los Angeles.
Metro Route 487
This express bus route operates
between the Westlake District in Los
Angeles and the El Monte Busway
Station via downtown Los Angeles
and a “U”-shaped alignment passing
through San Gabriel, Pasadena and
Arcadia. The existing alignment
serves both the existing Sierra
Madre Villa Station and the planned
Arcadia Station. Route 487 travels
north-south on Santa Anita Avenue
and passes one-half block west
of the proposed Arcadia Station
site. Existing northbound and
southbound bus stops are located
at the intersection of Santa Anita
Avenue and Santa Clara Street.
Ridership information compiled
from Metro Automatic Passenger
Foothill Extension Bus Interface Plan
Passengers
300
250
200
150
100
50
0
Metro Route 487
Weekday Eastbound Ridership
Boardings
Alightings
Left on Board
Figure 2-3
Passengers on Board
Station Vicinty
SMV
Arcadia
1,000
900
800
700
600
500
400
300
200
100
0
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Counter (APC) data is displayed in Figure 2-3 for weekday eastbound trips. The profi le refl ects a radial orientation with
distinctly higher ridership on the western portion of the route. The highest number of accumulated passengers aboard all
weekday trips (i.e., maximum load) occurs at the USC Medical Center Busway Station (863 passengers) per day. Passenger
volumes are signifi cantly lower in Pasadena and Arcadia, where the cumulative daily passenger load drops below 200
passengers per day in San Gabriel and reaches a minimum load point of 103 passengers per day approaching the Sierra
Madre Villa Station.
A similar pattern is seen in Figure
2-4 for westbound trips. Buses
depart from the El Monte Busway
Station with approximately 200
passengers per day on board and
the accumulated passenger load
rises to 295 passengers per day as
buses proceed north on Santa Anita
toward Live Oak Avenue. The load
declines approaching Arcadia from
the south with 170 passengers per
day on board at Santa Clara Avenue.
It declines further along Sierra Madre
Villa Avenue with 71 passengers per
day alighting at the existing Gold
Line station. Thirty-seven passengers
per day also board at the station
for continuing service through
San Gabriel and downtown Los
Passengers
250
200
150
100
50
0
Metro Route 487
Weekday Westbound Ridership
Figure 2-4
Angeles via I-10. The maximum load point for westbound trips occurs at the Cal State Los Angeles Busway Station (1,057
passengers per day).
These data suggest that the Sierra Madre Villa Station is an appropriate point at which to terminate Route 487 when the
Gold Line Extension from Pasadena to Azusa opens in 2014. The results of a recent survey of bus riders conducted for this
study reported that 72 percent of existing Route 487 riders are likely to use the Gold Line Extension and that Arcadia is the
most likely point of access identifi ed by 29 percent of survey respondents, followed by Sierra Madre Villa Station preferred
by 25 percent of respondents. Similarly, results from the concurrent survey of current Gold Line riders suggests that
Arcadia Station will attract up to 8 percent of total a.m. peak boardings on the extended Gold Line. Many of these patrons
currently transfer at Sierra Madre Villa.
Station Vicinty
SMV
Arcadia
Passengers on Board
Truncation of Route 487 at the Sierra Madre Villa Station and introduction of a new local route between Sierra Madre
Villa and El Monte via Arcadia is proposed as a means of enhancing intermodal access for most Arcadia as well as some
Pasadena passengers. Operationally, Route 487 is a very long route requiring nearly two hours to complete a one-way
trip, which is signifi cantly longer than most customers are willing to ride a bus. The proposed local route would operate
within a 120-minute schedule cycle allow one-way running times of up to 52 minutes. This includes rerouting to serve
the Arcadia Station directly by diverting buses from Santa Anita Avenue via Huntington Drive, 1st Avenue, and Colorado
Boulevard in both directions. Schedule coordination would focus on peak direction connections at both stations.
Boardings
Alightings
Left on Board
1,200
1,000
800
600
400
200
0
27

28
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
E Colorado Blvd
Santa Anita
M 487
Arcadia
Station
California St
Figure 2-2: Existing Bus Routing at Arcadia Station
N 1st Ave
M 79
E Santa Clara St
N 2nd Ave
E Huntington Dr
F 690
F 187
N 5th Ave
LEGEND
North
0 400
800 Feet
Foothill Extension Bus Interface Plan
M
F
Existing Bus Route
Gold Line Foothill Extension Proposed
Station
Metro Bus Route
Foothill Transit Route

Foothill Transit Route 187
This is Foothill Transit’s most heavily utilized route, carrying over 6,000 passengers per average weekday, 3,100 per
Saturday, and 2,900 per Sunday. Structurally similar to the Gold Line, Route 187 operates between downtown Pasadena
and the Montclair Transit Center primarily on Huntington Drive and Foothill Boulevard, and often in close proximity to the
rail corridor. A one-way trip end-to-end
takes up to two hours and 15 minutes,
which is substantially longer than most
one-way bus transit trips taken in the
region, and nearly three times longer
than the Gold Line is expected to take
once the line is extended to Montclair.
Ridership data compiled from Foothill
Transit APC information and shown in
Figure 2-5 indicate a pattern of steadily
rising weekday passenger volumes
aboard westbound trips to a maximum
load point of 985 passengers per day
on Huntington Drive approaching 2nd
Street near the Arcadia Station site.
Passenger volumes fl uctuate within
a relatively narrow range through
Pasadena, with 890 passengers per day
on board at the Sierra Madre Villa Gold
Line Station and 937 passengers per day
on Colorado Boulevard at Sierra Madre
Villa Boulevard. Passenger volumes
fall sharply from that point west to
the end of the line at Colorado and
Raymond as passengers alight in large
numbers in the downtown Pasadena
area. A similar pattern is exhibited on
eastbound trips shown in Figure 2-6,
with heavy boardings in downtown
Pasadena resulting in a maximum load
of 991 passengers per day on board at
Huntington Drive and 1st Street near
the Arcadia Station site. The passenger
volume drops to 570 passengers per
day on board at Foothill Boulevard and
Citrus Avenue near the Azusa-Citrus
Station.
The results of the bus rider survey
conducted for this study reported
Foothill Extension Bus Interface Plan
Passengers
Passengers
180
160
140
120
100
80
60
40
20
0
180
160
140
120
100
80
60
40
20
0
Foothill Route 187
Weekday Westbound Ridership
Ons
Offs
Left on Board
Foothill Route 187
Weekday Eastbound Ridership
Figure 2-5
Station Vicinty
SMV
Arcadia
Citrus
Figure 2-6
Station Vicinty
SMV
Arcadia
Citrus
Passengers on Board
Passengers on Board
Boardings
Alightings
Left on Board
1,200
1,000
800
600
400
200
0
1,200
1,000
800
600
400
200
0
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
that 88 percent of existing Route 187 riders are likely to use the Gold Line Extension, the highest of any route surveyed.
Arcadia is not necessarily the preferred point of access for existing bus riders, however, with the Azusa-Citrus (21
percent), Monrovia (15 percent), Duarte (14 percent), Sierra Madre Villa (10 percent) and Azusa-Alameda (9 percent)
Stations potentially attracting more transferring passengers than Arcadia (7 percent). These ridership patterns support
reconfi guration of Route 187 to better complement the Gold Line when the Pasadena to Azusa extension is completed.
It is recommended that Route 187 be divided into three shorter routes to shift longer passenger trips to the Gold Line and
refocus bus service on providing feeder trips into multiple stations along the Pasadena to Azusa segment. Two of the
three new routes would terminate at the Arcadia Station:
• Route 186 Pasadena/Arcadia would operate between downtown Pasadena and Arcadia Station on an alignment
similar to the current Route 187, which includes Sierra Madre Villa Station. The route should operate within a
90-minute schedule cycle requiring six peak buses to provide peak period 15-minute headways designed to meet
every other peak direction Gold Line train at Sierra Madre Villa Station. Route 186 would approach the Arcadia Station
from the west via Huntington Drive eastbound, turn north on 1st Street and west on Santa Clara Street to a terminal
stop located on the street adjacent to the station entrance. Westbound departures would turn south on Santa Anita
Avenue and west on Huntington Drive returning to Pasadena.
• Route 187 Arcadia/Azusa would operate between the Arcadia Station and the Azusa-Citrus Station on its current
alignment, with minor changes to serve the Azusa-Alameda Station better. The route should operate within a
90-minute schedule cycle, requiring six peak buses to provide peak period 15-minute headways designed to meet
every other peak direction Gold Line train at the Arcadia Station. Route 187 would approach the Arcadia Station
proceeding west on Huntington Drive, north on 1st Street and west on Santa Clara Street to the bus turnout adjacent
to the station entrance. Eastbound departures would turn south on Santa Anita Avenue and east on Huntington
Drive returning to Azusa. Although Monrovia and Duarte Stations reportedly are attractive to survey respondents,
diversion of Route 187 to serve these stations directly is not recommended.
The major benefi t anticipated from splitting the existing route into three routes is the opportunity to coordinate bus
and train arrivals and departures at the Sierra Madre Villa, Arcadia and Azusa-Citrus Stations better. With Route 187
terminating at the Arcadia Station, transfer dwell times needed to align bus and train arrivals would coincide with layover
time required for operational purposes. This should result in an increased number of “line-of-sight” transfers available to
customers. Operationally, the shorter routes scheduled with recovery time equivalent to 15 percent of round trip running
time presumably would reduce pressure on Foothill Transit dispatchers and service supervisors attempting to maintain
schedule reliability on the existing cross-valley bus line and localize the impacts of any service disruptions.
Foothill Transit is currently working with several San Gabriel Valley cities to install a traffi c signal priority system for Route
187. It is anticipated that the route modifi cations in this report would not preclude use of this system as the current route
alignments and frequency is proposed to be maintained, all be it with three separate routes instead of a single route.
Station Interface
The proposed layover location on Santa Clara Street should minimize the distance that customers need to walk when
transferring between modes. The bus stop location also helps to emphasize the pedestrian plaza proposed for the station
area by the City of Arcadia. This plaza would serve as the primary pedestrian route between the bus stops and the light
rail station platform. Proposed bus route modifi cations are shown in Figure 2-7.
29

30
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
E Colorado Blvd
Santa Anita
M 487*
Arcadia
Station
F 186
California St
Figure 2-7: Proposed Bus Routing at Arcadia Station
N 1st Ave
M 79
E Santa Clara St
N 2nd Ave
E Huntington Dr
F 690
F 187
N 5th Ave
LEGEND
* New Local Metro Route Based on 487
North
0 400
Foothill Extension Bus Interface Plan
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route

MONROVIA STATION
The Monrovia Station will be located at the south periphery of the downtown area near the northwest corner of West
Duarte Road and South Myrtle Avenue. Three bus routes currently operate in the vicinity as shown in Figure 2-8.
Metro Route 264
This local bus route carries approximately 750 passengers per weekday between Pasadena and Duarte on an alignment
that includes the Sierra Madre Villa Station as well as the proposed Monrovia and Duarte Stations. It passes the Monrovia
Station site on Duarte Road west of South Myrtle Avenue. Existing bus stops are located on both sides of Duarte Road at
Myrtle Avenue.
Ridership data compiled
from Metro APC
information indicate a
radial orientation focused
on downtown Pasadena
with a major intermediate
stop at the Sierra Madre
Villa Gold Line Station.
As shown in Figure 2-9,
westbound trips departing
from the City of Hope
Medical Center opposite
the proposed Duarte
Station site accumulate
riders along Duarte Road
with 143 total passengers
per day on board at
South Myrtle Avenue
approaching the Monrovia
Station site.
Passengers
100
90
80
70
60
50
40
30
20
10
0
Metro Route 264
Weekday Westbound Ridership
Station Vicinty
Duarte
Monrovia
SMV
The results of the bus rider survey conducted for this study reported that 85 percent of existing Route 264 riders are
likely to use the Gold Line Extension and that the Monrovia Station is the preferred point of access for 28 percent of
existing bus riders, followed by Sierra Madre Villa (17 percent), Arcadia (15 percent), Lake (15 percent) and Duarte (10
percent). Similarly, the survey of existing Gold Line users suggests that Monrovia Station will attract up to nine percent
of total a.m. peak boardings on the extended Gold Line. Many of the 92 riders currently transferring at Sierra Madre Villa
Station will change at Monrovia instead for faster travel time and increased likelihood of getting a seat on the train. The
maximum load point (185 passengers per day) currently occurs at Duarte and 1st Avenue in Arcadia; however, it is not
recommended that Route 264 be diverted north to the proposed Arcadia Station. Thus Sierra Madre Villa Station will
remain a signifi cant access point for Route 264 passengers originating east of Pasadena. Existing ridership west of Sierra
Madre Villa Station is low, suggesting that further restructuring of Route 264 may be warranted in Pasadena and Altadena.
A similar pattern is seen in Figure 2-10 showing eastbound trips. Passenger volumes rise sharply at Sierra Madre
Villa Station and reach a maximum load point of 141 passengers per day on Duarte Road at Holly Avenue in Arcadia.
Foothill Extension Bus Interface Plan
Figure 2-9
Boardings
Aligthitngs
Left on Board
200
180
160
140
120
100
80
60
40
20
0
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Approximately 100
passengers per day
currently travel east of
Myrtle Avenue.
No signifi cant change to
Route 264 is proposed at
Monrovia Station.
Metro Route 270
Passengers
40
35
30
25
20
15
10
Metro Route 264
Weekday Eastbound Ridership
Boardings
Alightings
Left on Board
Figure 2-10
Station Vicinty
Duarte
Monrovia
SMV
This local bus route carries
approximately 2,500
passengers per weekday
between Norwalk and
Monrovia, intersecting the
Gold Line corridor on Myrtle
5
0
20
0
Avenue and Duarte Road and passing immediately east of the Monrovia Station site. Southbound service would off er a
20-minute connection between the Gold Line and the El Monte Busway Station via Myrtle Avenue. Northbound service
continues a relatively short distance into Old Town Monrovia and runs a one-way loop comprised of Primrose Street, Palm
Street and, Magnolia Avenue to Foothill Boulevard and returning south via Primrose.
Metro ridership data indicates that 12 percent of total weekday southbound boardings occur north of the station site
with 154 passengers per day aboard all buses approaching Duarte Road from the north. Similarly, 158 passengers per
day on northbound trips travel north of Duarte Road on Route 270. Although this number is signifi cant, the present route
structure would limit opportunities for schedule coordination at Monrovia Station. The results of the bus rider survey
conducted for this study reported that 68 percent of existing Route 270 riders are likely to use the Gold Line Extension
and that Monrovia Station is the preferred point of access for 44 percent of existing bus riders, followed by Duarte (14
percent) and Arcadia (13 percent). These data suggest potentially signifi cant interest in reverse direction transfers; i.e.,
northbound Route 270 to eastbound Gold Line trains toward Azusa.
Ideally, Route 270 would be truncated at the Gold Line to facilitate timed transfers. With the City’s proposed off -street bus
facility, the route divert from Myrtle Avenue into the facility; truncation or other alternatives should be considered, only
if the City of Monrovia implements its proposed downtown shuttle to and from the Gold Line Station that is capable of
providing an equivalent or better frequency of service than the existing Route 270. In the absence of this shuttle service,
the existing alignment of Route 270 should be maintained.
160
140
120
100
80
60
40
31

32
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
W Huntington Dr
M 264
Monrovia
Station
M 270
Figure 2-8: Existing Bus Routing at Monrovia Station
S Myrtle Ave
F 494
F 187
E Pomona Ave
E Duarte Rd
S California Ave
F 690
Mountain Ave
LEGEND
Foothill Extension Bus Interface Plan
M
F
Existing Bus Route
Gold Line Foothill Extension Proposed
Station
Metro Bus Route
Foothill Transit Route
North
0 400
800 Feet

Foothill Transit Route 494
This relatively low-volume express route provides weekday peak direction-only service between the San Dimas Parkand-Ride
lot (site of a proposed future Gold Line station) and the El Monte Busway Station, on an alignment that includes
three proposed Gold Line stations: Azusa-Citrus; Azusa-Alameda, and Monrovia. It runs primarily east-west on Foothill
Boulevard, Baseline Road, and Huntington Drive east of Myrtle Avenue; and north-south on Myrtle to El Monte. Route
494 partially overlaps several other routes, including Route 492 on Arrow Highway; Route 284 on Lone Hill Avenue and
Foothill Drive east of Glendora Avenue; Route 187 and shorter segments of several other routes on Foothill Boulevard and
Huntington Drive, as well as Metro Route 270 on Myrtle Avenue to El Monte.
Route 494 carries an average of 133 weekday boardings on seven one-way trips, or 19 passengers per trip. The results
of the bus rider survey conducted for this study reported that 72 percent of existing Route 494 riders are likely to use
the Gold Line Extension and that the two Azusa stations are the preferred point of access for 48 percent of all riders,
followed by Monrovia (19 percent) and Duarte (15 percent). Detailed passenger boarding and alighting information
was not available for analysis, making defi nitive systemic recommendations more diffi cult. However, either truncation
at the proposed Azusa-Citrus Station or outright discontinuation of Route 494 should be considered in conjunction with
restructuring local services to feed passengers into the Gold Line. Foothill Transit staff did note that existing riders of this
route value the connection it provides between Duarte and the El Monte transit center. A replacement connection should
be considered if this route is discontinuted. From a policy perspective, Foothill Transit and Metro should avoid providing
parallel express bus services to downtown Los Angeles when feeder services to the Gold Line are available providing
comparable service.
Station Interface
The interface plan assumes on-street bus stops on Duarte Road near the station for Metro Route 264, and potential off -
street layover position for Metro Route 270. Stops should be located to minimize the distance to the boarding platform.
Figure 2-11 illustrates the proposed bus route modifi cations.
Foothill Extension Bus Interface Plan
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
33

34
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
W Huntington Dr
M 264
Monrovia
Station
M 270
Figure 2-11: Proposed Bus Routing at Monrovia Station
S Myrtle Ave
F 494
F 187
E Pomona Ave
E Duarte Rd
S California Ave
F 690
Mountain Ave
LEGEND
North
0 400
800 Feet
Foothill Extension Bus Interface Plan
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route

DUARTE STATION
The Duarte Station will be located on the north side of Duarte Road, west of the intersection with Highland Avenue and
near to the City of Hope Medical Campus. There are fi ve existing bus routes that operate in the vicinity of the Duarte
Station, as seen in Figure 2-12.
Metro Route 264
This local bus route carries approximately 750 passengers per weekday between Pasadena and Duarte on an alignment
that includes the Sierra Madre Villa Station as well as the proposed Monrovia and Duarte Stations. Currently it passes the
Duarte Station site on Duarte Road. The route terminates on the south side of Durate Road. Westbound trips return via
a clockwise loop heading west on Business Center Drive, north on Denning Avenue, east on Evergreen Street, and south
on Highland Avenue. An existing eastbound stop is located across Duarte Road from the station site at the City of Hope
exit roadway; however, the nearest westbound stop to the Duarte Station site is located far to the west at the near side of
Buena Vista Avenue.
Metro ridership data (shown earlier in Figures 2-9 and 2-10) indicates signifi cant ridership activity in the vicinity of the
station site generated primarily by the City of Hope Medical Center and nearby businesses along Duarte Road. These
conditions suggest that the Duarte Station location will strengthen an already strong eastern terminus for Route 264.
Consequently, no immediate changes are proposed for this route.
Foothill Transit Route 272
This local route carries approximately 415 passengers per weekday between West Covina and Duarte via Baldwin Park and
Irwindale. Northbound buses approach the proposed Gold Line Duarte Station from the south via Buena Vista Avenue,
turn east Duarte Road and run parallel the corridor past the station site to Highland Avenue. The route continues north
on Highland Avenue and terminates at an on-street bus stop on Huntington Drive at Highland Avenue, approximately
one mile north of the station. Southbound buses depart west on Huntington Drive and turn south on Buena Vista Avenue
for the return trip to West Covina, bypassing Duarte Station.
Detailed ridership data for Route 272 were not available at the time of this analysis, making it more diffi cult to provide
defi nitive recommendations concerning this route. The results of the bus rider survey conducted for this study reported
that 66 percent of existing Route 272 riders are likely to use the Gold Line Extension and that Duarte (29 percent),
Irwindale (27 percent) and Monrovia (24 percent) are most preferred as access points. Structurally, the one-way
loop utilized to turn buses at the northern end of the route weakens the interface with the Gold Line at Duarte and is
particularly inconvenient for passengers transferring from rail to bus and heading south.
Northbound Route 272 service should be truncated at Duarte Station. Southbound buses would use Highland Avenue,
Business Center Drive , Denning Road, and Evergreen Street to loop around and return to Duarte Road westbound, similar
to Metro 264. Alternative local coverage on Highland Avenue could be provided with restructured City of Duarte shuttle
services or by diverting Route 187 to Duarte Station. Possible restructuring coinciding with the planned 2014 opening of
the Phase 2A extension also should be considered once detailed boarding and alighting data are available. The objective
of short-term restructuring would be to equalize bus travel times to and from the Duarte Station.
Foothill Extension Bus Interface Plan
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Duarte City Routes
The City of Duarte operates three local circulator routes utilizing small buses to supplement Metro and Foothill Transit
routes in the city. Shown in Figure 2-12, they are briefl y described as follows:
• Duarte Blue Line operates a clockwise loop direction around the City generally northwest of the station area along
Huntington Drive and Buena Vista Street. Currently the Blue Line does not stop in the immediate vicinity of the Duarte
Station site.
• Duarte Green Line operates a counter-clockwise loop around the City that includes Duarte Road in the eastbound
direction passing the Gold Line station site, and in the westbound direction via Evergreen Street. Eastbound service
stops about 300 feet west of the station.
• Duarte Commuter Line is a morning peak service that transports residents to locations where they can transfer to a
Metro or Foothill Transit bus line. It currently runs on Evergreen Street, north of the station.
The results of the bus rider survey conducted for this study reported that 81 percent of existing Duarte circulator riders
are likely to use the Gold Line Extension, and that 47 percent consider Duarte Station as the preferred point of access,
followed by Monrovia (13 percent), Azusa-Citrus (9 percent), Azusa-Alameda (8 percent) and Irwindale (7 percent).
Detailed ridership data for these routes were not available for this analysis, making defi nitive systemic recommendations
more diffi cult. Generally these routes should be evaluated in context of an integrated transit plan where Metro, Foothill,
and municipal routes provide complementary services that are perceived by customers as a single network.
Station Interface
On-street bus stops suffi cient to accommodate fi ve fi xed-route bus routes and one paratransit or specialized
transportation vehicle should be provided at the Duarte Station. Physical improvements are recommended with a new
westbound stop located on the west curb of Highland Avenue near the east station portal. The eastbound stop will
remain at the existing bus turnout serving the City of Hope Medical Center. A new pedestrian crossing across Duarte
Road near the City of Hope driveway is planned.
Figure 2-13 shows the proposed bus route modifi cations. The objective of these proposed route modifi cations is to
continue to provide convenient bus connections to City of Hope Medical Center and to improve connections from this
facility and the Gold Line Station to the South and West. The proposed loop for Metro Route 264 and Foothill Route 272
on Business Center Drive, Denning Avenue, and Evergreen Street allows both routes to serve Duarte Road, the City of
Hope, and the Gold Line station in both directions.
Proposed modifi cations to local Duarte bus routes will be further coordinated with the city as the Gold Line Extension
Project advances.
35

36
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Buena Vista St
F 272
E Huntington Dr
Duarte Green Line
Business Center Drive
M 264
Duarte
Station
F 187
Duarte Rd
Figure 2-12: Existing Bus Routing at Duarte Station
Duarte Commuter Line
Highland Ave
F 494
Duarte Blue Line
F 690
LEGEND
North
0 300 600 Feet
Foothill Extension Bus Interface Plan
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route

Buena Vista St
F 272
E Huntington Dr
Duarte Green Line
Business Center Drive
M 264
Foothill Extension Bus Interface Plan
Duarte
Station
Duarte Commuter Line
Highland Ave
F 187
Duarte Rd
F 494
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Duarte Blue Line
F 690
LEGEND
North
0 300 600 Feet
Figure 2-13: Proposed Bus Routing at Duarte Station
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route
37

38
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
IRWINDALE STATION
The Irwindale station will be located north of Avenida Padilla, and east of Irwindale Avenue. One existing bus route operates
in the immediate vicinity of the station, as shown in Figure 2-14.
Foothill Transit Route 185
This local bus route carries nearly 2,000 passengers per weekday on a predominantly north-south alignment between
Hacienda Heights and Azusa via West Covina and Irwindale. It passes one block west of the Irwindale Station site along
Irwindale Avenue at Montoya Street and the I-210 Freeway. To the south, Route 185 provides a 20-minute connection to the
Plaza at West Covina Transit Center and continues through West Covina, La Puente and Industry to Puente Hills Mall via Sunset
Avenue, Glendora Avenue and Hacienda Boulevard. To the north, Route 185 continues to Foothill Boulevard and turns east
toward downtown Azusa, overlaying Route 187 between Irwindale Avenue and Alameda Avenue.
The results of the bus rider survey conducted for this study indicate that 68 percent of existing Route 185 riders are likely
to use the Gold Line Extension, and that 30 percent consider Irwindale Station as the preferred point of access, followed by
Azusa-Alameda (21 percent), Azusa-Citrus (18 percent), Monrovia (11 percent), and Duarte (9 percent). The concurrent survey
of current Gold Line riders indicated that Irwindale Station is the least preferred among the six new stations as the initial
point of access to the rail line. Detailed ridership data for Route 185 were not available for this analysis, making defi nitive
recommendations more diffi cult. Truncation at Irwindale Station could be considered when ridership data become available,
given service redundancy with Route 187 on Foothill Boulevard east of Irwindale Avenue and to improve opportunity for
schedule coordination with Gold Line trains.
In the immediate term, it is recommended that Route 185 divert from Irwindale Avenue to Irwindale Station in both directions
when the Gold Line Extension opens. Northbound buses would turn right from Irwindale Avenue onto Adelante Street,
where a new traffi c signal is planned, and continue north on Avenida Padilla to a new bus stop located on the north side of
Montoya Street, southwest of the station. Ideally customers should have a line-of-sight visual connection to buses from the
rail platform. Departing buses would continue west on Avenida Padilla, pass under the Irwindale Avenue bridge and turn left,
running parallel to Irwindale Avenue until the traffi c light at Adelante Street and Irwindale Avenue, where the existing routing
would be resumed. Buses running in the southbound direction would turn left at the intersection of Irwindale Avenue and
Adelante Street, follow the same itinerary as described for northbound service and then continue south after the traffi c light at
Adelante Street/Irwindale Avenue. Proposed changes are shown in Figure 2-15.
Foothill Extension Bus Interface Plan

E 1st St
F185
N Irwindale Ave
Irwindale
Station
F 187
F 690
F 494
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
W Foothill Blvd
Foothill Extension Bus Interface Plan Figure 2-14: Existing Bus Routing at Irwindale Station
LEGEND
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route
North
0 300 600 Feet
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40
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
E 1st St
Figure 2-15: Proposed Bus Routing at Irwindale Station
F185
N Irwindale Ave
Irwindale
Station
F 187
F 690
F 494
W Foothill Blvd
LEGEND
North
0 300 600 Feet
Foothill Extension Bus Interface Plan
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route

AZUSA-ALAMEDA STATION
The Azusa-Alameda Gold Line Station will be located on the north side of Santa Fe Avenue between Azusa Avenue and
Alameda Avenue in the downtown area. Four existing bus routes that operate in the vicinity of Azusa-Alameda Station
and are in the vicinity of the station are shown in Figure 2-16.
Foothill Transit Route 185
This local bus route carries nearly 2,000 passengers per weekday between Hacienda Heights and Azusa via West Covina
and downtown Azusa on an alignment that includes the proposed Irwindale and Azusa-Alameda Stations. It approaches
the station vicinity from the west via Foothill Boulevard and terminates at San Gabriel Avenue two blocks west of the
station.
The results of the bus rider survey conducted for this study indicate that 68 percent of existing Route 185 riders are
likely to use the Gold Line Extension and that 21 percent consider Azusa-Alameda Station as the preferred point of
access, which is second to Irwindale Station (30 percent). Detailed ridership data for Route 185 were not available for
this analysis, making defi nitive recommendations more diffi cult. At a minimum it is recommended that Route 185 be
extended to a new terminal and layover point located adjacent to the new station entrance when the Gold Line Extension
opens. Buses would continue from San Gabriel Avenue on Foothill Boulevard, turn north on Azusa Avenue and east on
Santa Fe Avenue to the bus stop. Departing buses would turn south on Alameda Avenue and west on Foothill Boulevard
returning to Irwindale.
Foothill Transit Route 187
This local bus route currently travels east-west on Foothill Boulevard and passes one block south of the Azusa-Alameda
Station site. Existing bus stops are located on both sides of Foothill at the Azusa Avenue intersection. As described
earlier, Route 187 would be truncated at both ends and serve the Arcadia and Azusa-Citrus Stations. Ridership data
indicates that downtown Azusa is a signifi cant transit trip generator and diversion of Route 187 to the station entrance
on Santa Fe Avenue is recommended. Both Alameda and Azusa Avenues may be used for signal-protected access to and
from Foothill Boulevard.
Foothill Transit Route 280
This local route is Foothill Transit’s second highest volume line carrying over 3,400 passengers per average weekday
between Puente Hills Mall and downtown Azusa via Azusa Avenue. It currently terminates one block south of the Azusa-
Alameda Station via a one-way loop consisting of north on Azusa Avenue, west on Foothill Boulevard and south on San
Gabriel Avenue. Existing bus stops are located on Azusa Avenue northbound and on San Gabriel Avenue southbound,
both south of Foothill Boulevard.
The results of the bus rider survey conducted for this study reported that 62 percent of existing Route 280 riders are
likely to use the Gold Line Extension and that the Azusa-Alameda Station is the preferred point of access for 16 percent
of those who expect to use the train. In comparison, Azusa-Citrus Station is preferred by 48 percent of riders, and Duarte
is preferred by 10 percent of riders. Detailed ridership data for Route 280 were unavailable at the time of this analysis,
making it more diffi cult to off er recommendations concerning this route. At a minimum, extension one block north on
Azusa Avenue and east on Santa Fe Avenue to a new on-street bus stop and layover point located across the street from
the Gold Line station entrance is recommended. Ideally customers should have a line-of-sight visual connection to buses
Foothill Extension Bus Interface Plan
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
from the rail platform. Departing southbound buses would turn south on Alameda Avenue, west on Foothill Boulevard
and south on San Gabriel Avenue returning to Puente Hills Mall. This alignment would allow Route 280 use the existing
bus stop located on the north side of Foothill Boulevard at the far side of Alameda Avenue.
Foothill Transit Route 494
This relatively low-volume express route provides weekday peak direction-only service between the San Dimas Park-and-
Ride lot (site of a future Gold Line station) and the El Monte Busway Station on an alignment that includes three proposed
Gold LIne stations: Azusa-Citrus; Azusa-Alameda, and Monrovia. It runs primarily east-west on Foothill Boulevard,
Baseline Road, and Huntington Drive east of Myrtle Avenue; and north-south on Myrtle to El Monte. Route 494 partially
overlaps several other routes, including Route 492 on Arrow Highway; Route 284 on Lone Hill Avenue and Foothill
Drive east of Glendora Avenue; and Route 187 and shorter segments of several other routes on Foothill Boulevard and
Huntington Drive, as well as Metro Route 270 on Myrtle Avenue to El Monte.
Route 494 carries an average of 133 weekday boardings on seven one-way trips, or 19 passengers per trip. The results
of the bus rider survey conducted for this study reported that 72 percent of existing Route 494 riders are likely to use
the Gold Line Extension and that the Azusa-Alameda Station is the preferred point of access for 25 percent of all riders,
followed by Azusa-Citrus (23 percent), Monrovia (19 percent) and Duarte (15 percent). Detailed passenger boarding
and alighting information was not available for analysis, making defi nitive recommendations more diffi cult. However,
either truncation at the proposed Azusa-Citrus Station or outright discontinuation of Route 494 should be considered in
conjunction with restructuring local services to feed passengers into the Gold Line.
Station Interface
It is proposed that Santa Fe Avenue be converted to have an on-street bus facility adjacent to the Azusa-Alameda Station,
between Azusa Avenue and Alameda Avenue. This proposal will improve customer convenience and help to meet
operational requirements. Bus stops suffi cient to accommodate three fi xed-route bus routes and one paratransit or
specialized transportation vehicle at Azusa-Alameda Station should be provided. Bus route modifi cations are shown in
Figure 2-17.
41

42
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
E 11th St
F 185
N San Gabriel Ave
Figure 2-16: Existing Bus Routing at Azusa-Alameda Station
N Azusa Ave
F 280
N Alameda Ave
E 9th St
Azusa-Alameda
Station
F 494
W 5th St
E Foothill Blvd
F 187
N Citrus Ave
F 281
LEGEND
North
0 400
800 Feet
Foothill Extension Bus Interface Plan
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route

E 11th St
N San Gabriel Ave
F 280
N Azusa Ave
F 185
N Alameda Ave
E 9th St
Azusa-Alameda
Station
F 494
W 5th St
E Foothill Blvd
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Foothill Extension Bus Interface Plan Figure 2-17: Proposed Bus Routing at Azusa-Alameda Station
F 187
N Citrus Ave
F 281
LEGEND
M
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route
North
0 400
800 Feet
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44
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
AZUSA-CITRUS STATION
The Azusa-Citrus Station will be located northwest of the intersection of Citrus Avenue and Foothill Boulevard near the
Citrus Community College and Azusa Pacifi c University campuses. There are fi ve existing bus routes that operate in the
vicinity of the proposed station site, as shown in Figure 2-18.
Foothill Transit Route 187
This is Foothill’s most heavily utilized route, carrying over 6,000 passengers per average weekday, 3,100 per Saturday, and
2,900 per Sunday. A detailed discussion of boarding and alighting patterns is provided earlier in this report in the Arcadia
Station section. Route 187 travels east-west on Foothill Boulevard and north-south on Citrus Avenue in the vicinity of
the Azusa-Citrus Station site, passing several hundred feet to the south. Existing bus stops are located on the east side of
Citrus Avenue south of the curve to Foothill Boulevard, and on the north side of Foothill Boulevard immediately east of
the curve to Citrus Avenue.
Ridership data shown earlier in Figures 2-5 and 2-6 indicate that the Azusa-Citrus station vicinity is a signifi cant transit
trip generator in both directions. Passenger volumes are higher to the west and lower to the east of the station site, with
accumulated loads of approximately 600 passengers aboard weekday service in each direction at Foothill Boulevard and
Citrus Avenue.
These ridership patterns support reconfi guration of Route 187 better to complement the Gold Line when the line is
extended. It is recommended that Route 187 be divided into three shorter routes to shift longer passenger trips to the
Gold Line, and refocus bus service on providing feeder trips into both Azusa-Citrus and Arcadia Stations from the east
with continuing direct service provided by the Gold Line. Two of the three new routes would terminate at Azusa-Citrus
Station:
• Route 187 Arcadia/Azusa would operate between Arcadia Station and Azusa-Citrus Station on its current alignment
with minor changes to serve the Azusa-Alameda Station better. The route should operate within a 90-minute
schedule cycle, requiring six peak buses to provide peak period 15-minute headways designed to meet every other
peak direction Gold Line train at Arcadia Station.
• Route 188 Azusa/Montclair would operate between Azusa-Citrus Station and the Montclair Transit Center on an
alignment similar to the current Route 187, which includes intermediate stops at the Glendora and Claremont
Stations as planned in the Azusa to Montclair Extension. The route should operate within a 120-minute schedule
cycle, requiring eight peak buses to provide peak period 15-minute headways designed to meet every other peak
direction Gold Line train at Azusa-Citrus Station.
The Azusa-Citrus Station does have substantial needs for bus layover space. At project opening, the necessary layover
space is proposed to be provided along the curbs on Foothill Boulevard and Citrus Avenue. Long-term need would be
met by the bus facility on the north side of the light rail alignment where all fi ve bus routes would have layover space.
Foothill Transit Route 281
This local bus route carries nearly 2,100 passengers per weekday between Puente Hills Mall and Azusa via Industry, West
Covina and Covina. It approaches Azusa from the south via Citrus Avenue and terminates one-quarter mile south of the
station site at the intersection of Foothill Boulevard at Citrus Avenue.
The results of the bus rider survey conducted for this study indicate that 74 percent of existing Route 281 riders are likely
to use the Gold Line Extension, and that half of these consider the Azusa-Citrus Station as the preferred point of access,
followed by Azusa-Alameda (12 percent) and Irwindale (11 percent). The concurrent survey of current Gold Line riders
indicated that Azusa-Citrus Station is the most preferred among the six new stations as the initial point of access to the
rail line. Detailed ridership data for Route 281 were not available for this analysis, making defi nitive recommendations
more diffi cult. However, extension of the route to the Azusa –Citrus Station is strongly suggested to provide new
connectivity with the Gold Line.
Foothill Transit Route 488
This local bus route carries nearly 1,600 passengers per weekday between El Monte and Glendora via Baldwin Park, West
Covina and Covina. It approaches the Azusa-Citrus Station site from the south and east via South Grand Avenue and
Foothill Boulevard and currently terminates 0.5 mile east at the intersection of Foothill Boulevard and Barranca Avenue.
The results of the bus rider survey conducted for this study indicate that 54 percent of existing Route 488 riders are
likely to use the Gold Line Extension, and that 56 percent of these consider the Azusa-Citrus Station as the preferred
point of access, followed by Azusa-Alameda (9 percent) and Irwindale (7 percent). Detailed ridership data for Route
488 were not available for this analysis, making defi nitive recommendations more diffi cult. However, extension of the
route to the Azusa-Citrus Station is strongly suggested to provide an eff ective feeder connection from the South Grand
Avenue corridor to the Gold Line, as well as an additional bus connection between the Gold Line and the San Bernardino
Metrolink Line in Covina.
Foothill Transit Route 494
This relatively low-volume express route provides weekday peak direction-only service between the San Dimas Park-and-
Ride lot (site of a future Gold Line station) and the El Monte Busway Station on an alignment that includes three stations
in this phase: Azusa-Citrus, Azusa-Alameda, and Monrovia. It runs primarily east-west on Foothill Boulevard, Baseline
Road and Huntington Drive east of Myrtle Avenue, and north-south on Myrtle to El Monte. Route 494 partially overlaps
several other routes, including Route 492 on Arrow Highway; Route 284 on Lone Hill Avenue and Foothill Drive east of
Glendora Avenue; Route 187 and shorter segments of several other routes on Foothill Boulevard and Huntington Drive;
and Metro Route 270 on Myrtle Avenue to El Monte.
Route 494 carries an average of 133 weekday boardings on seven one-way trips, or 19 passengers per trip. The results of
the bus rider survey conducted for this study reported that 72 percent of existing Route 494 riders are likely to use the
Gold Line Extension and that the Azusa-Citrus Station is the preferred point of access for 23 percent of all riders, second to
Azusa-Alameda (25 percent), but ahead of Monrovia (19 percent) and Duarte (15 percent). Detailed passenger boarding
and alighting information was not available for analysis, making defi nitive recommendations more diffi cult. Either
truncation at Azusa-Citrus Station or outright discontinuation should be considered in conjunction with restructuring
local services to feed passengers into the Gold Line.
Foothill Transit Route 498
This express route provides weekday peak direction-only service between the Citrus College Park-And-Ride Lot in Azusa
and downtown Los Angeles via Covina and West Covina. It carries 866 passengers per average weekday on 23 westbound
trips to Los Angeles in the morning and 25 return trips to Azusa in the afternoon. Average ridership per one-way trip is 18
Foothill Extension Bus Interface Plan

F 494
E Alosta Ave
F 187
Azusa-Citrus
Station
N Citrus Ave
F 281
F 187
W Foothill Blvd
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
N Barranca Ave
Foothill Extension Bus Interface Plan Figure 2-18: Existing Bus Routing at Azusa-Citrus Station
F 498
Alosta Ave
W Bennett Ave
F 488
F 851
S Grand Ave
LEGEND
M
F
North
0 300 600 Feet
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metro Bus Route
Foothill Transit Route
45

46
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
passengers.
Morning trips currently depart from the intersection of Barranca Avenue at Foothill Boulevard, which is 0.5 mile east of the
Azusa-Citrus Station site. Buses turn east on Alosta Avenue and south onto Grand Avenue to the I-10 Freeway. Afternoon
trips return via north on Grand and west on Foothill Boulevard to Barranca Avenue.
The results of the bus rider survey conducted for this study reported that 54 percent of existing Route 498 riders are
likely to use the Gold Line Extension and that the Azusa-Citrus Station is overwhelmingly preferred as the point of access,
by 69 percent of those who expect to use the Gold Line. Detailed passenger boarding and alighting information was
not available for analysis, making defi nitive recommendations more diffi cult. Discontinuation should be considered in
conjunction with restructuring local services to feed passengers into the Gold Line. From a policy perspective, Foothill
Transit and Metro should consider truncating or discontinuing parallel express bus services to downtown Los Angeles
when feeder services to the Gold Line off er comparable service.
Station Interface
This station is particularly important as an intermodal transfer point due to its dual function as a major generator of walkon
passenger traffi c and as the eastern terminus of the Gold Line once the Azusa to Pasadena Extension is completed.
Survey results conducted for this analysis suggest that this location will attract nine percent of total Gold Line a.m.
and p.m. peak boardings, the most among the six new stations, and six percent of midday and night-time boardings.
Projected utilization of Azusa-Citrus Station is even higher as an alighting point, with 12 percent of total anticipated Gold
Line passengers alighting there during midday and p.m. peak periods 10 percent at night and six percent during the
morning peak. The survey also indicated that 79 percent of respondents are interested in the extension from Azusa-Citrus
to Montclair, suggesting that interim demand for access to Azusa-Citrus among residents of eastern San Gabriel Valley
cities will be high. Proposed bus route modifi cations are shown in Figure 2-19.
In view of its interim signifi cance as the Pasadena to Azusa Extension eastern terminus, timely construction of an off -
street bus facility adjacent to Azusa-Citrus Station is recommended. The bus interface plan acknowledges that location
and confi guration of a permanent facility is contingent on development of the adjacent Rosemont Master Planned
Community. This may require the use of on-street bus stops and a nearby off -site location where terminating buses can
spend scheduled recovery time and turn around. Initially buses will board and discharge passengers at on-street bus
stops located on both sides of Foothill Boulevard at the Citrus Avenue curve. Terminating buses would then deadhead
to an off -site recovery time point. Lacking restroom facilities, this location is not suggested for extended layovers until a
permanent off -street facility is constructed.
Foothill Extension Bus Interface Plan

F 494
E Alosta Ave
F 187
Azusa-Citrus
Station
F 281
N Citrus Ave
W Foothill Blvd
F 188
N Barranca Ave
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Foothill Extension Bus Interface Plan Figure 2-19: Proposed Bus Routing at Azusa-Citrus Station
F 498
Alosta Ave
W Bennett Ave
F 488
F 851
S Grand Ave
LEGEND
F
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Proposed New Layover Location
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Foothill Transit Route
North
0 300 600 Feet
47

48
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
INTERIM RESTRUCTURING OF BUS ROUTES: AZUSA TO MONTCLAIR
Completion of the Gold Line Extension from Pasadena to Azusa will warrant consideration of interim service changes to
routes that primarily serve communities east of Azusa that later will be served directly by light rail service in the Azusa
to Montclair Extension. This section provides a limited plan that diverts and truncates selected bus routes at the Azusa-
Citrus Station, and proposes others for discontinuation.
Results from the random telephone survey of San Gabriel residents conducted for this study indicate that Azusa-Citrus
Station will become an attractive access point for central and eastern San Gabriel Valley residents who indicated likely use
of the Gold Line upon completion of the Pasadena to Azusa Extension. Similarly, the onboard survey of current bus riders
indicate that the Azusa-Citrus Station will be the most likely point of access preferred by 23 percent of those who expect
to use the Gold Line when this extension opens, followed by Monrovia (15 percent), Duarte (14 percent), Azusa-Alameda
(11 percent), Arcadia (8 percent) and Irwindale (7 percent).
Changes to four existing bus routes as shown in Figure 2-20 are proposed:
Glendora Mini Bus Metrolink Shuttle
This commuter shuttle service operated by the City of Glendora runs between the Glendora Transportation Center on
Foothill Boulevard at Dalton Avenue and the Covina Metrolink Station, primarily via Barranca Avenue. Southbound
service to Metrolink comprises six trips departing between at 5:18 a.m. and 7:14 a.m. on weekdays only. Return service
comprises six northbound trips departing between 4:00 p.m. and 6:40 p.m. Neither passenger boarding and alighting
information nor specifi c survey results relative to this route were available for analysis. Generally the route should be
integrated into the larger bus interface plan that would feed Glendora passengers primarily to the Gold Line throughout
the service day and provide north-south connecting service to the Metrolink San Bernardino Line.
Foothill Transit Route 284
This local bus route carries 410 passengers per weekday between West Covina and Glendora via Covina and San Dimas.
It approaches the planned Gold Line Glendora Station site from the east via Foothill Boulevard and south on Glendora
Avenue to an on-street terminal point at Ada Avenue.
The results of the bus rider survey conducted for this study reported that 42 percent of existing Route 284 riders are likely
to use the Gold Line Extension and that the Azusa-Citrus Station is preferred as the point of access by 36 percent of those
who expect to use the Gold Line, followed by Azusa-Alameda (26 percent) and Irwindale (14 percent). Detailed passenger
boarding and alighting information was not available for analysis, making defi nitive recommendations more diffi cult.
However, extension of Route 284 two miles west via Foothill Boulevard to the Azusa-Citrus Station should be considered.
The bus connection presumably would be maintained until Gold Line service is extended to Glendora Station.
One possible routing would be to extend the route from the existing terminus at Glendora Avenue and Alosta Avenue by
routing busses west on Alosta, north on Grand Avenue and west on Foothill Boulevard to the Azusa-Citrus Station. This
would minimize duplication with Route 187 on Alosta Avenue and maintain coverage on most of the segment of Foothill
Boulevard to be vacated by the proposed discontinuation of Route 494.
Foothill Route 690
This express route operates peak direction-only weekday service between the Montclair Transit Center and downtown
Pasadena on an alignment comprised primarily of Foothill Boulevard and Baseline Road east of Azusa, and the I-210
Freeway west of Azusa Avenue to downtown Pasadena. It overlays local Route 187 east of Glendora. It carries an average
of 274 weekday boardings on nine westbound trips in the morning and eight eastbound trips in the afternoon. Average
ridership is 16 passengers per one-way trip.
Detailed passenger boarding and alighting information was not available for analysis, making defi nitive
recommendations more diffi cult. At a minimum, Route 690 should be diverted via Citrus Avenue to the Azusa-Citrus
Station when the Pasadena to Azusa extension opens, to avoid redundancy with the Gold Line. Discontinuation should
be considered as part of future planning.
Foothill Route 851
This commuter-oriented local route operates weekday peak period service between Glendora and the Covina Metrolink
Station on a meandering north-south alignment comprised primarily of Glendora Avenue and Sunfl ower Avenue. It
crosses the Gold Line corridor at Glendora Avenue north of Alosta Avenue. Route 851 carries an average of 165 weekday
boardings on eight morning trips and seven afternoon trips. Average ridership is 11 passengers per one-way trip.
Detailed passenger boarding and alighting information was not available for analysis, making defi nitive
recommendations more diffi cult. Consideration should be given to extending selected trips on Route 851 via Foothill
Boulevard to the Azusa-Citrus Station. Alternatively, local feeder service to Azusa-Citrus Station could replace the existing
segment on Sierra Madre Boulevard and between Grand Avenue and Valley Center Avenue. It is recognized that this
route serves a signifi cant number of school trips on weekdays. No modifi cations to school peak service are proposed.
Systemic restructuring within cities east of Azusa should be considered in context of future service changes contemplated
by Foothill Transit either prior to or concurrently with the opening of the extension to Montclair.
Foothill Extension Bus Interface Plan

Foothill Extension Bus Interface Plan
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
LEGEND
M
F
North
Existing Bus Route
Proposed Bus Route
Proposed Discontinued Bus Route
Gold Line Foothill Extension Proposed
Station
Gold Line Foothill Extension Proposed
Alignment
Metrolink
Metro Bus Route
0 0.2 0.4 miles
Foothill Bus Route
Figure 2-20: Proposed Bus Routing – Azusa to Montclair
49

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CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
NET COST OF BUS INTERFACE RECOMMENDATIONS: PASADENA TO AZUSA PROJECT
This section presents a preliminary estimate of operating cost associated with the preceding recommendations. Gold
Line service span and frequency are key variables that will aff ect both the total operating cost of the Pasadena to Azusa
feeder bus network as well as the extent to which schedule coordination between buses and trains may be achieved at
the new rail stations. As actual 2015 rail schedules have yet to be fi nalized, the following assumptions have been drawn
for purposes of plan costing.
• Service Span – It is assumed that the Gold Line will operate seven days per week generally between the hours of 4:30
a.m. and 1:00 a.m., a daily span of 20.5 hours. This is comparable to the existing service span operated on the Gold
Line between Pasadena and Los Angeles.
• Service Frequency – Design headways recommended during the engineering phase diff er from the current level of
service operated between Pasadena and Los Angeles. Planned Pasadena to Azusa service frequencies by service day
and time period are summarized in Table 2-2.
TABLE 2-2 Metro Gold Line Service Span and Frequency
February 2011
SERVICE FREQUENCY
Service Day Operating Hours Early AM a.m. Peak Base p.m. Peak Night
Weekday 4:30am - 1:00 am 15 10 15 10 20
Saturday 4:30am - 1:00 am 20 20 15 15 20
Sunday 4:30am - 1:00 am 20 20 15 15 20
Two bus service scenarios are included in this section to provide a range of probable operating cost for the Pasadena to
Azusa bus network:
• Base Case – includes all intersecting routes operating on modifi ed alignments as proposed at or near prevailing (2011)
service levels in terms of service span and frequency;
• Enhanced Service Levels – includes all intersecting routes operating on modifi ed alignments as proposed at
enhanced service levels including service span equivalent to that of the Gold Line and bus frequencies suffi cient to
meet every other train on a directional basis.
Ideally, buses and trains should operate on an even multiple of the same headway to ensure schedule coordination on a
directional basis. However, in consideration of both the suburban character of the Pasadena to Azusa service area and
current 30 to 60 minute headways on many of the existing routes, it is assumed that meeting every train on a directional
basis may be unattainable within the current transit funding environment in California. Therefore it is recommended that
for planning purposes target headways for intersecting bus routes be based on an objective of meeting every other Gold
Line train on a bi-directional basis.
BASE CASE
As indicated in Table 2-3, cumulative annual revenue vehicle hours for all intersecting routes would increase by 0.8
percent, from 394,734 to 398,054 assuming the base case scenario. Key changes include the proposed discontinuation of
Foothill Transit Route 494. Additional savings would come from the truncation of Foothill Route 690 at the Azusa-Citrus
Station, and truncation of Foothill Route 272 at Monrovia Station. These operating cost reductions would be off set by the
extension of Foothill Routes 284 to Azusa-Citrus Station, division of Foothill Route 187 and Metro Route 487 into multiple
routes, and various minor route extensions and span improvements as necessary to support the proposed bus interface
plan.
Foothill Extension Bus Interface Plan

TABLE 2-3 Gold Line Extension: Pasadena to Azusa Bus Interface Plan Change in Level of Service - Base Case
Foothill Extension Bus Interface Plan
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
Existing Revenue Hours Proposed Revenue Hours
Route Operator Stations Aff ected Weekday Saturday Sunday Annual Weekday Saturday Sunday Annual Percent Change
79 (78) 1 Metro Arcadia 181.2 131.9 112.1 59,559 185.5 131.3 114.3 60,759 2.0%
185 Foothill Irwindale, Alameda 73.9 55.0 55.0 24,896 73.5 61.5 61.5 25,508 2.5%
186 Foothill Arcadia 0.0 0.0 0.0 0 81.8 47.3 64.5 26,000 1.3%
187 Foothill Arcadia, Alameda, Citrus 269.5 154.8 154.8 85,748 109.0 65.3 62.0 34,788 1.3%
188 Foothill Citrus 0.0 0.0 0.0 0 81.8 49.0 46.5 26,091 1.3%
264 (267) 2 Metro Monrovia, Duarte 55.3 33.7 33.6 17,800 56.0 33.0 33.0 17,910 0.6%
270 Metro Monrovia 68.5 52.6 0.0 20,203 70.0 52.0 0.0 20,554 1.7%
272 Foothill Duarte 27.3 19.6 19.6 9,107 22.5 18.8 18.8 7,800 -14.4%
280 Foothill Alameda 94.7 59.0 59.0 30,622 95.0 61.0 59.5 30,848 0.7%
281 Foothill Citrus 93.1 36.7 36.7 27,764 95.0 39.0 39.0 28,515 2.7%
284 Foothill Citrus 16.4 14.8 14.8 5,802 22.0 18.0 18.0 7,590 30.8%
487 Metro Arcadia 138.4 58.7 58.7 41,749 88.5 39.0 39.0 26,858 7.2%
487A Metro Arcadia 0.0 0.0 0.0 0 59.0 26.0 26.0 17,905 7.2%
488 Foothill Citrus 75.1 43.1 43.1 23,875 76.5 43.5 43.5 24,293 1.7%
494 Foothill Monrovia, Alameda, Citrus 9.1 0.0 0.0 2,315 0.0 0.0 0.0 0 -100.0%
498 Foothill Citrus 64.4 0.0 0.0 16,430 64.4 0.0 0.0 16,430 0.0%
690 Foothill Citrus 25.4 0.0 0.0 6,482 13.9 0.0 0.0 3,538 -45.4%
851 Foothill Citrus 13.5 0.0 0.0 3,450 13.5 0.0 0.0 3,450 0.01%
Blue City of Duarte Duarte 12.0 10.0 0.0 3,580 13.0 11.0 0.0 3,887 8.6%
Green City of Duarte Duarte 12.0 0.0 0.0 3,060 13.0 0.0 0.0 3,315 8.3%
Commuter City of Duarte Duarte 1.5 0.0 0.0 383 1.5 0.0 0.0 383 0.01%
Metro Link Shuttle Glendora Minibus Citrus 3.7 0.0 0.0 944 4.0 0.0 0.0 1,020 8.1%
Campus Trolley APU Citrus 43.0 0.0 0.0 10,965 43.0 0.0 0.0 10,965 0.0%
Notes: 1 Estimated 67% of existing revenue hours attributable to Route 79
2 Estimated 50% of existing revenue hours attributable to Route 264
Total 1,277.9 669.6 587.1 394,734 1,280.8 695.6 607.6 398,054 0.8%
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CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
The estimated net eff ect on bus transit operating budgets associated with the Base Case scenario is summarized in Table
2-4. The plan generates net savings of slightly over $100,000 for Foothill Transit, and net cost of $0.57 million for Metro, as
well as nominally increased cost for Duarte Transit and Glendora Minibus.
TABLE 2-4 Gold Line Bus Interface Plan Base Case Operating Expenses
Operator / Service Cost per RVH
Existing
Revenue
Hours
Existing
Operating
Expense
Proposed
Revenue Hours
Proposed
Operating
Expense
Change Revenue
Hours
Net Change
Expense
Metro directly operated $130.84 119,108 $15,584,119 123,431 $16,149,756 4,323 $565,637
Metro contract 84.07 20,203 $1,698,441 20,203 $1,698,441 0 $0
Foothill Transit - except
488 & 498
61.43 196,187 $12,051,755 196,288 $12,058,000 -2,058 -$126,435
Foothill Route 488 60.44 23,875 $1,443,032 24,293 $1,468,239 417 $25,207
Foothill Route 498 103.55 16,430 $1,701,290 16,430 $1,701,290 0 $0
Duarte 60.00 7,023 $421,350 7,202 $432,120 562 $33,720
Glendora 60.00 944 $56,610 1,020 $61,200 77 $4,590
Azusa Pacifi c University 60.00 10,965 $657,900 10,965 $657,900 0 $0
Total -- 394,734 $33,614,497 398,054 $34,117,216 3,320 $502,719
Notes: * Metro unit costs per LAMTA Planning Department (S. Chesler). Foothill unit costs per Foothill Planning Department (L. Gillespie). Duarte, Glendora, and APU
unit cost estimates by IBI Group.
Foothill Extension Bus Interface Plan

Foothill Extension Bus Interface Plan
CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
ENHANCED SERVICED LEVEL SCENARIO – BUS RESTRUCTURING WITH ENHANCED SERVICE LEVELS
As indicated in Table 2-5, cumulative annual revenue vehicle hours for all intersecting routes would increase by 52 percent, from 394,734 to 601,161 annually, assuming the Enhanced Service Level scenario. The enhanced scenario assumes all
proposed route changes operating on schedules designed to meet every other Gold Line train on a directional basis. Most routes would operate every 20 minutes during the a.m. and p.m. peak hours; every 30 minutes during the weekday base
period and on weekends, and every 40 minutes at night.
TABLE 2-5 Gold Line Pasadena to Azusa Bus Interface Plan Change in Level of Service - Enhanced Service Levels
Existing Revenue Hours Enhanced Revenue Hours
Route Operator Stations Aff ected Weekday Saturday Sunday Annual Weekday Saturday Sunday Annual Percent Change
79 (78) 1 Metro Arcadia 181.2 131.9 112.1 59,559 181.1 133.9 133.9 60,913 2.3%
185 Foothill Irwindale, Alameda 73.9 55.0 55.0 24,896 132.8 114.8 114.8 46,474 86.7%
186 Foothill Arcadia 0.0 0.0 0.0 0 66.4 57.4 57.4 23,237 -9.7%
187 Foothill Arcadia, Alameda, Citrus 269.5 154.8 154.8 85,748 88.5 76.5 76.5 30,983 -9.7%
188 Foothill Citrus 0.0 0.0 0.0 0 66.4 57.4 57.4 23,237 -9.7%
264 (267) 2 Metro Monrovia, Duarte 55.3 33.7 33.6 17,800 88.5 76.5 76.5 30,983 74.1%
270 Metro Monrovia 68.5 52.6 0.0 20,203 177.0 153.0 0.0 53,091 162.8%
272 Foothill Duarte 27.3 19.6 19.6 9,107 66.4 57.4 57.4 23,237 155.2%
280 Foothill Alameda 94.7 59.0 59.0 30,622 88.5 76.5 76.5 30,983 1.2%
281 Foothill Citrus 93.1 36.7 36.7 27,764 132.8 114.8 114.8 46,474 67.4%
284 Foothill Citrus 16.4 14.8 14.8 5,802 66.4 57.4 57.4 23,237 300.5%
487 Metro Arcadia 138.4 58.7 58.7 41,749 132.8 114.8 114.8 46,474 11.3%
487A Metro Arcadia 0.0 0.0 0.0 0 88.5 76.5 76.5 30,983 NA
488 Foothill Citrus 75.1 43.1 43.1 23,875 132.8 114.8 114.8 46,474 94.7%
494 Foothill Monrovia, Alameda, Citrus 9.1 0.0 0.0 2,315 0.0 0.0 0.0 0 -100.0%
498 Foothill Citrus 64.4 0.0 0.0 16,430 64.4 0.0 0.0 16,430 0.0%
690 Foothill Citrus 25.4 0.0 0.0 6,482 33.2 0.0 0.0 8,463 30.6%
851 Foothill Citrus 13.5 0.0 0.0 3,450 88.5 0.0 0.0 22,568 554.1%
Blue City of Duarte Duarte 12.0 10.0 0.0 3,580 44.3 38.3 0.0 13,273 270.7%
Green City of Duarte Duarte 12.0 0.0 0.0 3,060 44.3 0.0 0.0 11,284 268.8%
Commuter City of Duarte Duarte 1.5 0.0 0.0 383 1.5 0.0 0.0 383 0.0%
Metro Link Shuttle Glendora Minibus Citrus 3.7 0.0 0.0 944 4.0 0.0 0.0 1,020 8.1%
Campus Trolley APU Citrus 43.0 0.0 0.0 10,965 43.0 0.0 0.0 10,965 0.0%
Notes: 1 Estimated 67% of existing revenue hours attributable to Route 79
2 Estimated 50% of existing revenue hours attributable to Route 264
Total 1,277.9 669.6 587.1 394,734 1,831.7 1,319.6 1,128.4 601,161 52.3%
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CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS
The estimated net eff ect on bus transit operating budgets is summarized in Table 2-6. Full implementation of the
Enhanced Service Level scenario would increase bus system operating expenses by $16.9 million (current dollars).
TABLE 2-6 Gold Line Bus Interface Plan Enhanced Service Level Operating Expenses
Operator / Service Cost per RVH
Existing
Revenue
Hours
Existing
Operating
Expense
Proposed
Revenue Hours
Proposed
Operating
Expense
Change Revenue
Hours
Net Change
Expense
Metro directly operated $130.84 119,108 $15,584,119 169,352 $22,157,999 50,244 $6,573,881
Metro contract 84.07 20,203 $1,698,441 53,091 $4,463,360 32,888 $2,764,919
Foothill Transit - except
488 & 498
61.43 196,187 $12,051,755 278,890 $17,132,232 82,704 $5,080,477
Foothill Route 488 60.44 23,875 $1,443,032 46,474 $2,808,873 22,598 $1,365,841
Foothill Route 498 103.55 16,430 $1,701,290 16,430 $1,701,290 0 $0
Duarte 60.00 7,023 $421,350 24,939 $1,496,340 17,917 $1,074,990
Glendora 60.00 944 $56,610 1,020 $61,200 77 $4,590
Azusa Pacifi c University 60.00 10,965 $657,900 10,965 $657,900 0 $0
Total -- 394,734 $33,614,497 601,161 $50,479,195 206,427 $16,864,698
Notes: * Metro unit costs per LAMTA Planning Department (S. Chesler). Foothill unit costs per Foothill Planning Department (L. Gillespie). Duarte, Glendora and APU
unit cost estimates by IBI Group.
Foothill Extension Bus Interface Plan