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

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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
Page 1 and 2: OVERVIEW This chapter presents the
Page 3 and 4: CHAPTER 2 | PROPOSED BUS ROUTE MODI
Page 5: RECOMMENDATIONS BY STATION ARCADIA
Page 9 and 10: MONROVIA STATION The Monrovia Stati
Page 11 and 12: Foothill Transit Route 494 This rel
Page 13 and 14: DUARTE STATION The Duarte Station w
Page 15 and 16: Buena Vista St F 272 E Huntington D
Page 17 and 18: E 1st St F185 N Irwindale Ave Irwin
Page 19 and 20: AZUSA-ALAMEDA STATION The Azusa-Ala
Page 21 and 22: E 11th St N San Gabriel Ave F 280 N
Page 23 and 24: F 494 E Alosta Ave F 187 Azusa-Citr
Page 25 and 26: F 494 E Alosta Ave F 187 Azusa-Citr
Page 27 and 28: Foothill Extension Bus Interface Pl
Page 29 and 30: TABLE 2-3 Gold Line Extension: Pasa
Page 31 and 32: Foothill Extension Bus Interface Pl

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