Part 1 - Metro Gold Line

Project Definition Report 

Gold Line Phase II—Foothill Extension 

Prepared for: 

Metro Gold Line Foothill Extension 

Construction Authority 

Prepared by: 

Parsons Brinckerhoff Quade & Douglas 

In conjunction with: 

Myra L. Frank / Jones & Stokes, Inc. 

Korve Engineering 

March 2005

Foothill Extension Project Definition Report Table of Contents 

Table of Contents 

1.0 Introduction ......................................................................................................... 1-1 

1.1 Purpose of the Project Definition Report .................................................... 1-1 

1.2 Project Background.................................................................................... 1-1 

1.3 Locally Preferred Alternative ...................................................................... 1-1 

1.4 DEIS/R Review and Public Process........................................................... 1-3 

1.5 Approval of Project Definition Report by Cities .......................................... 1-7 

1.6 Modifications to DEIS/R System Definition ................................................ 1-8 

1.7 Mitigations Measures from DEIS/R .......................................................... 1-20 

2.0 Phase I and the Eastside Extension Relationship............................................... 2-1 

3.0 Foothill Extension Alignment Overview............................................................... 3-1 

3.1 LRT and Freight Rail Tracks ...................................................................... 3-1 

3.2 Foothill Extension Stations......................................................................... 3-1 

3.3 Grade Crossings ........................................................................................ 3-2 

3.4 Traction Power Substations ....................................................................... 3-3 

3.5 Construction Scenarios .............................................................................. 3-3 

4.0 Specific Information by City................................................................................. 4-1 

Pasadena................................................................................................... 4-2 

Unincorporated Los Angeles County.......................................................... 4-3 

Arcadia....................................................................................................... 4-4 

Monrovia .................................................................................................... 4-9 

Duarte ...................................................................................................... 4-13 

Irwindale................................................................................................... 4-17 

Azusa ....................................................................................................... 4-20 

Glendora .................................................................................................. 4-25 

San Dimas ............................................................................................... 4-29 

La Verne .................................................................................................. 4-34 

Pomona.................................................................................................... 4-38 

Claremont ................................................................................................ 4-42 

Montclair .................................................................................................. 4-46 

5.0 Maintenance and Operations Facility.................................................................. 5-1 

5.1 Storage Yard.............................................................................................. 5-1 

5.2 Maintenance and Shop Facility .................................................................. 5-2 

6.0 Next Steps .......................................................................................................... 6-1 

6.1 Project Definition Approval......................................................................... 6-1 

6.2 Issues to be Addressed.............................................................................. 6-1 

March 10, 2005 i FINAL


List of Figures 

1-1 Gold Line Network 

3-1 Foothill Extension LPA with stations 

3-2 Foothill Extension LPA Segment 1 with stations and TPSS 

3-3 Foothill Extension LPA Segment 2 with stations and TPSS 

3-4 Typical Station Design – Center Platform 

3-5 Typical Station Design – Side Platform 

4-1 Key Station Locations 

4-2 Pasadena / Sierra Madre Villa Station 

4-2A Pasadena Grade Crossing Locations 

4-3 Arcadia Station Alternative Locations 

4-3A Arcadia Station Option 1 Conceptual Plan 

4-3B Arcadia Station Option 2 Conceptual Plan 

4-3C Arcadia Grade Crossing Locations 

4-3D Arcadia Grade Crossing Locations 

4-3E Arcadia TPSS Location (TPSS-01) 

4-3F Arcadia TPSS Location (TPSS-02) 

4-4 Monrovia Station Location 

4-4A Monrovia Station Conceptual Plan 

4-4B Monrovia Grade Crossing Locations 

4-4C Monrovia Grade Crossing Locations 

4-4D Monrovia TPSS Location (TPSS-03) 

4-4E Monrovia TPSS Location (TPSS-04) 

4-5 Duarte Station Location 

4-5A Duarte Station Conceptual Plan 

4-5B Duarte Grade Crossing Locations 

4-5C Duarte Grade Crossing Locations 

4-5D Duarte TPSS Location (TPSS-05, Option 1) 

4-5E Duarte TPSS Location (TPSS-05, Option 2) 

4-6 Irwindale Station Location 

4-6A Irwindale Station Conceptual Plan 

4-6B Irwindale Grade Crossing Locations 

4-6C Irwindale Grade Crossing Locations 

4-6D Irwindale TPSS Location (TPSS-06) 

4-7 Azusa Station Locations 

4-7A Azusa Alameda Avenue Station Conceptual Plan 

4-7B Azusa Citrus Avenue Station Conceptual Plan 

4-7C Azusa Grade Crossing Locations 

4-7D Azusa Grade Crossing Locations 

4-7E Azusa TPSS Location (TPSS-07) 

4-7F Azusa TPSS Location (TPSS-08) 

4-8 Glendora Station Location 

4-8A Glendora Station Conceptual Plan 

March 10, 2005 ii FINAL


4-8B Glendora Grade Crossing Locations 

4-8C Glendora Grade Crossing Locations 

4-8D Glendora Grade Crossing Locations 

4-8E Glendora TPSS Location (TPSS-09) 

4-8F Glendora TPSS Location (TPSS-10, Options 1-3) 

4-9 San Dimas Station Location 

4-9A San Dimas Station Conceptual Plan 

4-9B San Dimas Grade Crossing Locations 

4-9C San Dimas Grade Crossing Locations 

4-9D San Dimas TPSS Location (TPSS-11) 

4-10 La Verne Station Location 

4-10A La Verne Station Conceptual Plan 

4-10B La Verne Grade Crossing Locations 

4-10C La Verne Grade Crossing Locations 

4-10D La Verne TPSS Location (TPSS-12) 

4-11 Pomona Station Location 

4-11A Pomona Station Conceptual Plan 

4-11B Pomona Grade Crossing Locations 

4-11C Pomona TPSS Location (TPSS-13) 

4-12 Claremont Station Location 

4-12A Claremont Station Conceptual Plan 

4-12B Claremont Grade Crossing Locations 

4-12C Claremont TPSS Location (TPSS-14) 

4-13 Montclair Station 

4-13A Montclair Station Conceptual Plan 

4-13B Montclair Grade Crossing Locations 

4-13C Montclair TPSS Location (TPSS-15) 

5-1 Irwindale Maintenance / Operations Facility Location (includes TPSS-16) 

Appendices 

City Council Agendas and Staff Reports, Meeting Notes, Correspondence, and Grade 

Crossing Preliminary Hazard Analysis Crossing Layouts for: 

A City of Arcadia 

B City of Monrovia 

C City of Duarte 

D City of Irwindale 

E City of Azusa 

F City of Glendora 

G City of San Dimas 

H City of La Verne 

I City of Pomona 

J City of Claremont 

K City of Montclair 

L Glossary 

M References 

March 10, 2005 iii FINAL

Foothill Extension Project Definition Report Introduction 

1.0 Introduction 

In May 2004, a Draft Environmental Impact Statement / Report (DEIS/R) was released 

for review and comment for the Metro Gold Line Phase II Pasadena to Montclair – 

Foothill Extension Project. The DEIS/R evaluated a No-Build Alternative, a 

Transportation System Management (TSM) Alternative, and two Light-Rail Transit (LRT) 

Alternatives. The Locally Preferred Alternative (LPA) was identified by the Gold Line 

Authority Board and the cities along the alignment as the 24-mile LRT project studied in 

the DEIS/R. 

1.1 Purpose of the Project Definition Report 

This report summarizes the refinement of the LPA as a result of further analysis and 

comments received during the public review period pertaining to station locations, 

parking facility locations, the LRT/freight tracks alignment, grade crossings, traction 

power substation locations, and typical mitigation measures. This refined project 

definition will be the basis for the environmental analysis in the Final EIS/R (FEIS/R) 

and for the Advanced Conceptual Engineering work efforts to support the FEIS/R. 

1.2 Project Background 

The Pasadena to Montclair Light Rail Project, referred to as the Foothill Extension, is an 

approximately 24-mile east-west light rail extension of the Metro Gold Line Phase I. 

The alignment generally follows the foothills of the San Gabriel Mountains from east 

Pasadena to Montclair. The project begins just east of the existing Phase I terminus 

Sierra Madre Villa station in Pasadena and runs along the former Burlington Northern 

Santa Fe (BNSF) railroad right-of-way (ROW), generally paralleling the Interstate 210 

(I-210) Freeway. The Foothill Extension will connect the communities of Arcadia, 

Monrovia, Duarte, Irwindale, Azusa, Glendora, San Dimas, La Verne, Pomona, 

Claremont, and Montclair. Refer to Figure 1-1. 

In April 2002, the Study Steering Committee, comprised of representatives from each 

corridor city, accepted the Alternatives Analysis Final Report Draft and recommended 

Alternative 4: Light Rail Transit as the Locally Preferred Alternative (LPA-AA). The 

corridor City Councils, the Governing Board of the San Gabriel Valley Council of 

Governments (COG), and the Gold Line Authority’s Board of Directors then adopted this 

alternative as the LPA-AA. The alternative provided two dedicated light rail tracks and a 

third track dedicated to freight operations. 

1.3 Locally Preferred Alternative (LPA) 

The DEIS/R was released in May 2004 for review and comment. In consideration of the 

public and agency comments received during the public hearings and 45-day review 

period, a Revised LPA was adopted by the Gold Line Authority’s Board of Directors on 

August 25, 2004. 

March 10, 2005 1-1 FINAL


The Revised LPA is defined as a 24-mile Light Rail Transit (LRT) System extending 

from the City of Pasadena to the City of Montclair with the following characteristics: 

• 12 stations and their associated parking facilities, 

• a Maintenance and Operations Facility, 

• double tracks for the LRT System, with the possible exception of a short section 

in the City of Claremont, 

• dedicated track for freight operations east of the Miller Brewing Company facility 

within the City of Irwindale to connect to the Metrolink track in Claremont, 

• widening as necessary existing bridge structures to accommodate two tracks and 

the dedicated third track for freight operations, 

• 43 at-grade crossings with gate protection, 

• an extension of the existing Phase I power, signaling and communications 

systems. 

LRT System Segments 

The LRT System would be constructed in two segments and may include additional 

refinements during the FEIS/R and Advanced Conceptual Engineering process. 

Segment 1 is defined as an 11.4-mile, 6 station extension from the City of Pasadena to 

the City of Azusa, representing a 2.7 mile increase from that which was identified in the 

DEIS/R for this first segment. Segment 1 will also include a Maintenance and 

Operations Facility in Irwindale, for approximately 80 light rail vehicles based upon the 

requirements of the full Gold Line system including the Eastside Extension. The 12.6mile 

Segment 2 is defined as the completion of the LRT System to the City of Montclair 

in San Bernardino County with 6 stations in the segment. 

Changes to the DEIS/R Alternative in the LPA 

The LPA is similar to the project defined in the DEIS/R, but includes the following 

modifications in response to the comments received on the DEIS/R: 

• Segment 1 is extended 2.7 miles east of Irwindale to Azusa’s second proposed 

station at Citrus Avenue. This extension connects the following sites: 

- Downtown Azusa 

- Azusa’s old Santa Fe rail passenger depot 

- Future Development at the Monrovia Nursery site 

- Citrus College 

- Azusa Pacific University 

• The size of the Maintenance and Operations Facility at the Miller Brewing 

Company site just south and west of the Irwindale station is reduced from 121 to 

80 light rail vehicles based upon the system requirements of the Gold Line 



including the Eastside Extension. Miller Brewing Company has plans to expand 

their plant’s production capability, and has indicated that it cannot accommodate 

the size of the parcel described in the DEIS/R. This proposal will allow the Gold 

Line to enter / exit the railroad right-of-way (ROW) at the most western point of 

the plant site and would result in a reduction in cost for the grade separations 

identified in the DEIS/R. 

• Elimination of the third track for freight between Pasadena and Irwindale due to 

the proposed Monrovia Granary relocation plan. 

• There are two options for the LRT and Metrolink track configurations in 

Claremont. Due to right-of-way constraints between Indian Hill Boulevard and 

College Avenue, only three tracks can be accommodated. The LRT System may 

operate on two tracks, with Metrolink / freight on one track to the south through 

this area. Alternatively, the LRT system may operate on a single track section 

through the station area, with two Metrolink / freight tracks on the south. The 

length of this single track section will have to be confirmed by further engineering 

analysis and discussions with all parties. This constraint was imposed due to 

strong objections from the City of Claremont and businesses immediately 

adjacent to the current Metrolink Station located between Indian Hill Boulevard 

and College Avenue. 

Following the adoption of the Revised LPA by the Gold Line Authority’s Board of 

Directors on August 25, 2004, additional analysis and design was performed on the 

project definition. The results of this analysis, communication with the Cities, and 

actions by the Cities have led to the project definition outlined in Sections 3, 4, and 5. 

1.4 DEIS/R Review and Public Process 

DEIS/R Formal Comment Period 

The DEIS/R Notice of Availability was posted with the Los Angeles and San Bernardino 

County Clerks on April 27, 2004, and published in the Federal Register on May 7, 2004. 

The Notice of Completion was filed with the State Clearinghouse on April 27, 2004. The 

publication in the Federal Register began the NEPA review period. The filing with the 

Los Angeles County Clerk, San Bernardino County Clerk, and the State Clearinghouse 

began the CEQA public review period. 

Several newspapers also carried notices regarding the release of the DEIS/R, including 

the Los Angeles Times, the Pasadena Star News, the San Gabriel Valley Tribune, La 

Opinion, and Wave Publications. The Notice of Availability was published on April 30, 

2004 in the Los Angeles Times. 

The document was available for download from the Authority’s website in addition to 

being available for public review in the following public libraries: Pasadena, Arcadia, 

Monrovia, Duarte, Irwindale, Azusa, Glendora, San Dimas, La Verne, Pomona, 



Claremont, Montclair, South Pasadena, Upland, Los Angeles Riordan Public Library, 

Los Angeles Chinatown Branch Library and Arroyo Seco Regional Library. 

Public hearings began on May 19, 2004 in each of the cities along the Phase I and 

Foothill Extension alignments. The formal public comment period ended on June 21, 

2004. 

Date Time City / Location Format 

Wednesday, May 19, 2004 5:00 PM Claremont Open House, Presentation, Verbal 

Comments 

Thursday, May 20, 2004 5:30 PM Glendora Open House, Presentation, Verbal 

Comments 

Wednesday, May 26, 2004 6:00 PM Duarte Open House, Written Comments 

Tuesday, June 1, 2004 5:30 PM Los Angeles Open House, Written Comments 

Thursday, June 3, 2004 6:00 PM Monrovia Open House, Written Comments 

Monday, June 7, 2004 5:00 PM Montclair Open House, Presentation, Verbal 

Comments 

Tuesday, June 8, 2004 5:30 PM San Dimas Open House, Presentation, Verbal 

Comments 

Wednesday, June 9, 2004 5:30 PM La Verne Open House, Presentation, Verbal 

Comments 

Wednesday, June 9, 2004 5:15 PM Pasadena Open House, Presentation, Verbal 

Comments 

Thursday, June 10, 2004 6:30 PM South Pasadena Open House, Presentation, Verbal 

Comments 

Monday, June 14, 2004 6:00 PM Pomona Open House, Written Comments 

Monday, June 14, 2004 7:00 PM Arcadia Presentation, Verbal Comments 

Tuesday, June 15, 2004 5:00 PM Irwindale Open House, Presentation, Verbal 

Comments 

Wednesday, June 16, 2004 6:30 PM Azusa Open House, Presentation, Verbal 

Thursday, June 17, 2004 4:30 PM San Gabriel Valley 

Council of 

Governments Joint 

Powers Authority / 

Duarte 

Comments 

Presentation, Verbal Comments 

At the close of the Public Comment period, the comments received were reviewed and 

categorized by topic and commenter. While the comments were considered in defining 

the project, the formal responses to comments will be published as part of the FEIS/R 

document. 

Post-DEIS/R Project Refinement 

Over the past year (2004-2005), numerous meetings were held with each City and other 

interested parties in a joint effort to reach consensus on station locations, parking, 

alignment options, and community concerns. The meeting dates are identified in the 

table below. 



Date City / Organization 

July 14, 2004 Gold Line Authority Board of Directors 

July 15, 2004 San Gabriel Valley Council of Governments Joint 

Powers Authority Technical Advisory Committee 

July 20, 2004 City of Claremont Staff 

July 26, 2004 City of San Dimas Staff 

July 27, 2004 City of La Verne Staff 

July 28, 2004 City of Montclair Staff 

July 29, 2004 City of Azusa Staff 

July 29, 2004 City of Arcadia Staff 

August 2, 2004 City of Monrovia Staff 

August 3, 2004 City of Pomona Staff 

August 4, 2004 City of Glendora Staff 

August 12, 2004 City of Duarte Staff 

August 16, 2004 City of Irwindale Staff 

August 19, 2004 San Gabriel Valley Council of Governments Joint 

Powers Authority Technical Advisory Committee 

(JPA TAC) 

August 25, 2004 Gold Line Authority Board of Directors 

September 20, 2004 Federal Transit Administration (FTA) 

September 22, 2004 Gold Line Authority Board of Directors 

September 23, 2004 Azusa Land Partners (ALP) Developers (Monrovia 

Nursery Land) 

September 23, 2004 City of Montclair Staff 

September 24, 2004 City of Glendora Staff 

September 27, 2004 City of Claremont Staff 

September 28, 2004 City of Pomona Staff 

September 28, 2004 City of Monrovia Staff 

September 29, 2004 City of Duarte Staff 

September 29, 2004 City of Arcadia Staff 

September 29, 2004 City of Hope 

September 30, 2004 City of Azusa Staff 

September 30, 2004 City of La Verne Staff 

October 4, 2004 City of Irwindale Staff 

October 4, 2004 City of San Dimas Staff 

October 7, 2004 Miller Brewing Company, City of Irwindale Staff 

October 7, 2004 Guided Tour of Phase I for City of Arcadia 

October 12, 2004 Burlington Northern Santa Fe (BNSF) 

October 21, 2004 JPA TAC 

October 27, 2004 Gold Line Authority Board of Directors 

October 28, 2004 FTA 

October 28, 2004 Artist Request For Qualifications Public Meeting 

November 4, 2004 Guided Tour of Phase I for City of San Dimas City 

Council Member 

November 9, 2004 FTA 

November 9, 2004 Guided Tour of Phase I for City of Irwindale Staff 

November 9, 2004 City of San Dimas Station Design And Review 

(SDAR) Committee 

November 10, 2004 Guided Tour of Phase I for City of La Verne City 

Council Member 

November 15, 2004 City of San Dimas Staff 

November 15, 2004 City of Pomona City Council Meeting 

November 16, 2004 City of Montclair SDAR Committee 

November 18, 2004 JPA TAC 



Date City / Organization 

November 18, 2004 Guided Tour of Phase I for City of Claremont 

November 18, 2004 City of La Verne Staff 

November 23, 2004 City of Arcadia Alignment Walk 

November 30, 2004 Guided Tour of Phase I for City of Arcadia 

December 6, 2004 City of Duarte SDAR Committee 

December 6, 2004 City of La Verne Council and Planning Commission 

December 8, 2004 Guided Tour of Phase I for City of Arcadia SDAR 

Committee 

December 8, 2004 Gold Line Authority Board of Directors 

December 9, 2004 JPA TAC 

December 14, 2004 Guided Tour of Phase I for City of Montclair SDAR 

Committee 

December 20, 2004 City of Azusa Staff, ALP Developers 

December 28, 2004 FTA 

January 13, 2005 JPA TAC 

January 20, 2005 JPA 

January 26, 2005 Gold Line Authority Board of Directors 

January 27, 2005 JPA TAC Special Meeting 

January 25, 2005 City of Duarte Staff 

January 27, 2005 City of Irwindale Staff 

January 31, 2005 Tour of proposed O&M Facility for LACMTA 

Operations 

February 7, 2005 City of Pomona Staff 

February 7, 2005 City of Montclair City Council Meeting 

February 9, 2005 City of Pomona Staff 

February 9, 2005 JPA TAC Grade Crossing Sub-committee 

February 10, 2005 JPA TAC 

February 10, 2005 City of Glendora Staff 

February 11, 2005 LACMTA Modeling Group 

February 15, 2005 City of Arcadia City Council Meeting 

February 15, 2005 City of Monrovia City Council Meeting 

February 16, 2005 City of San Dimas Staff 

February 17, 2005 JPA Meeting 

February 22, 2005 City of La Verne City Council Meeting 

February 22, 2005 City of Duarte City Council Meeting 

February 22, 2005 City of Azusa City Council Meeting 

February 22, 2005 City of San Dimas City Council Meeting 

February 22, 2005 City of Claremont City Council Meeting 

February 22, 2005 City of Glendora City Council Meeting 

February 28, 2005 City of Pomona City Council Meeting 

March 1, 2005 City of Irwindale City Council Meeting 

During the meetings with the Cities, the station and parking locations from the DEIS/R 

were discussed. The plans were revised based on City comments, and distributed via 

follow-up mailings and meetings. In some cases, several alternatives were analyzed in 

this iterative process. 

Analysis continued on the grade crossings during this period. Further analysis was 

completed on the forty-three grade crossings using the Metro Grade Crossing Analysis 

Policy. The Milestone 2 Detailed Analysis was completed on the thirteen grade 

crossings identified as “At Grade Operation Possible.” The Grade Crossing Preliminary 



Hazard Analysis (PHA) was completed for all grade crossings along the alignment and 

resulted in suggested intersection and crossing improvements to improve safety and 

allow optimal operation of the crossings and streets. 

Alignment drawings in the DEIS/R were revised by both the Authority and the FEIS/R 

consultant. Locations of some of the TPSS were revised based on a new operating 

plan, changes to headways, comments from cities, and professional experience. 

Architects revised the station and parking design in consultation with City staff. Cost 

effectiveness, safety, and good design were key themes during the design process. 

The Authority assisted each City in developing a Station Design and Review (SDAR) 

Committee. The purpose of these committees is to work with the Authority on various 

planning decisions for each City’s station design features and artwork. The full SDAR 

Committee Plan was distributed to each City at the October / November TAC meetings, 

and also at the first SDAR meetings. Initial meetings were held with the SDAR 

committees to explain goals, objectives and the process, review the project and station 

location, discuss public comments received on the DEIS/R, and look at examples of 

standard station components and betterments. The artist selection process was 

discussed as well. Continuing throughout the Advanced Conceptual Engineering 

phase, future meetings will focus on specific design issues, artist selection, community 

themes, and City process. 

Meetings with the other interested parties concerned the location of the alignment, the 

Maintenance and Operations Facility layout, bridge structures, and other technical 

decisions. Stakeholder meetings were also held in order to gain an understanding of 

other stakeholders concerns. Again, the meetings and subsequent communications 

were an attempt to reach consensus on aspects of the project definition. 

1.5 Approval of Project Definition Report by Corridor Cities 

The Draft Project Definition Report was released in early January 2005. The report was 

presented to the Technical Advisory Committee (TAC), the Joint Powers Authority 

(JPA), and the Gold Line Construction Authority Board (Board) respectively. 

Each City Council was asked to approve the four elements outlined for their City 

(Section 4.0) by March 1, 2005. The City Council agendas, staff reports, and other 

information are included in the Appendices. The dates of the City Council meetings 

where formal action was taken are identified in the table below. 



Date City 

February 7, 2005 City of Montclair City Council Meeting 

February 15, 2005 City of Arcadia City Council Meeting 

February 15, 2005 City of Monrovia City Council Meeting 

February 22, 2005 City of La Verne City Council Meeting 

February 22, 2005 City of Duarte City Council Meeting 

February 22, 2005 City of Azusa City Council Meeting 

February 22, 2005 City of San Dimas City Council Meeting 

February 22, 2005 City of Claremont City Council Meeting 

February 22, 2005 City of Glendora City Council Meeting 

February 28, 2005 City of Pomona City Council Meeting 

March 1, 2005 City of Irwindale City Council Meeting 

Each City Council approved the Draft Project Definition Report contents, with some 

caveats and/or reservations. This report incorporates those approvals and comments. 

The issues identified by each City will be the subject of discussion and analysis as the 

FEIS/R and Advanced Conceptual Engineering are completed. 

1.6 Modifications to DEIS/R System Definition 

The changes to the project definition since it was published in the DEIS/R are identified 

below. These modifications are based on comments received during the public 

process, on-going discussions with City and other officials, and design considerations. 

Project-wide changes include switching the freight track to the north side of the 

alignment from Azusa to Pomona, relocating some of the TPSS sites, eliminating the 

freight track in Monrovia and Duarte, and selecting Option G identified in the DEIS/R, 

(the southern alignment option) in Montclair. Additionally, Segment 1 was extended to 

the eastern border of the City of Azusa, terminating at the Azusa-Citrus station. 

Segment 2 continues from this station to the Montclair TransCenter. 

Changes specific to each City are identified below. The project definition station and 

parking locations were arrived at through an iterative process involving the Cities, the 

Authority, the FEIS/R consultant, and other pertinent parties. 

Arcadia 

The Authority met with staff from the City of Arcadia twice during the summer / fall of 

2004. Topics covered at these meetings included the City’s request for the grade 

separation of Santa Anita Avenue, the potential benefits and impacts of a grade 

separation, additional traffic counts, the station and parking location, grade crossings, 

and TPSS sites. A memo on the grade separation benefits and impacts was furnished 

to the City to facilitate a decision. During a Study Session in November, and again in 

the approval of the Draft Project Definition Report, the City Council agreed to pursue a 

grade separation at Santa Anita Avenue. They indicated the City would pay the cost 

differential for this structure if the funds are available. The City of Arcadia has agreed to 

fund the Advanced Conceptual Engineering effort to advance the grade separation 



design for the FEIS/R. The structure reaches grade level northwest of First Avenue / 

Santa Clara Avenue, thus setting the station location southeast of the intersection. One 

of the station options can be eliminated once the City Council provides a letter formally 

requesting the grade separation and outlining the City’s financial responsibilities. The 

general parking location was agreed upon by all parties but requires further refinement 

for the FEIS/R. 

ARCADIA 

DEIS/R Project Definition 

Multiple options: 

(1) Base Condition: At-grade center platform 

station located NW of N. First Ave. / E. Santa 

Clara Ave. Entry from southern end of 

platform. 

(2) Option A: At-grade side platform station 

located SE of N. First Ave. / E. Santa Clara 

Ave. Entry from northern end of platform. 

This option works with a grade separation at 

Santa Anita Ave. 

(3) Option B: Aerial center platform station 

located NW of N. First Ave. / E. Santa Clara 

Ave. (similar to base condition). Station 

would be elevated approximately 30 feet 

above grade. This option works with a grade 

separation at Santa Anita Ave. and at N. First 

Ave. / E. Santa Clara Ave. intersection. 

All options assume double track LRT, no freight. 

Utilize both locations: 

(1) Structure at southwest corner of N. First St. & 

Wheeler Ave. Current use of property is 

municipal parking lot for local merchants. 

New structure must replace existing parking 

for merchants. Structure will be ground plus 

3 levels. Total structure contains 990 spaces 

(743 for Gold Line patrons + 247 for 

merchants / customers). 

(2) Surface lot at northwest corner of Front St. & 

E. Santa Clara St. Total lot contains 57 

spaces, all for Gold Line patrons. Current 

use of property is commercial/light industrial. 

Station Location 

Parking Location & Description 

Two options: 

(1) At-grade center platform station located NW 

of N. First Ave. / E. Santa Clara Ave. Entry 

from southern end of platform. (Base 

Condition in DEIS/R) 

(2) At-grade side platform station located SE of 

N. First Ave. / E. Santa Clara Ave. Entry 

from northern end of platform. (Option A in 

DEIS/R) This option works with a grade 

separation at Santa Anita Ave., as preferred 

by the City. 

Double track LRT, no freight. 

DEIS/R parking locations have been eliminated. 

Structure at northwest corner of Front St. & E. 

Santa Clara St. Structure will be ground plus 1 

level. Total structure contains approximately 305 

spaces. 

City requests alternative station parking located 

within Authority right-of-way, approximately 

northwest of First Avenue and Santa Clara Street 

intersection. Amount of parking available in this 

area to be determined. 



Monrovia 

Two meetings were held with staff from the City of Monrovia during August and 

September of 2004. Topics discussed included grade crossings, potential future 

development around the station area by the City, parking locations, intersection 

impacts, and the potential relocation of the Granary resulting in elimination of the freight 

track in Monrovia and Duarte. There was no change in the station location from the 

DEIS/R, but the parking has changed. The City will provide the required parking near 

the station. In addition, the City is working with the Granary to facilitate relocation. 

MONROVIA 



(1) Double Track Option: At-grade side platform 

station is located at the historic Santa Fe rail 

passenger depot at W. Duarte Rd. & S. 

Myrtle Ave. Entry from eastern end of 

platform. 

(2) Triple Track Option: At-grade center platform 

station is located at the historic Santa Fe rail 

passenger depot at W. Duarte Rd. & S. 

Myrtle Ave. Entry from eastern end of 

platform. Freight track travels north of 

historic depot and terminates just west of 

station area. 


(1) City is in process of constructing 205 surface 

parking spaces at west side of E. Pomona 

Ave., S. Myrtle Ave. & Rail ROW. Current 

use of property is park-and-ride, commercial 

and residential uses. City has obtained most 

of the land. Gold Line patrons will utilize 100 

spaces. Foothill Transit & Park-and-Ride 

patrons will utilize the remainder. 

(2) Structure located at triangle of land south of 

Rail ROW, north of W. Duarte Rd., and east 

of Peck Rd. Structure will be ground plus 1 

level. Current use of property is light 

industrial / commercial. Property would need 

to be acquired. Structure will be ground plus 

3 levels. Structure contains 500 spaces. 



At-grade side platform station is located at the 

historic Santa Fe rail passenger depot at W. 

Duarte Rd. & S. Myrtle Ave. Entry from the east 

end of platform. (Similar to Double Track Option 

from DEIS/R) 

No freight track in this location if Monrovia is 

successful in relocating the Granary. Alignment 

contains 2 LRT tracks and no freight. 

Triple Track Option has been eliminated. 

DEIS/R parking location (2) has been eliminated. 

City is in process of constructing a surface 

parking lot south of E. Pomona Ave., and west of 

S. Myrtle Ave. & north of Authority ROW. Current 

use of property is park-and-ride, commercial, and 

residential uses. City has obtained most of the 

land. Option (1) from DEIS/R. City has plans for 

redevelopment of entire block. City assures 

Authority they will meet opening day parking 

requirements. 



Duarte 

Three meetings were held with City of Duarte staff to reach consensus on the project 

definition. Topics discussed in the meetings included parking location options, grade 

crossings, noise, and safety. The station remained in the same general area, but 

several parking options were studied in response to comments from the City of Hope 

Medical Center. The station option to be studied in the FEIS/R is located just east of 

the original location. 

DUARTE 



(1) Double Track Option: At-grade center 

platform station is located on Duarte Rd. near 

the City of Hope Medical Center. Entry from 

western end of platform. 


station is located on Duarte Rd. near the City 

of Hope Medical Center. Entry from western 

end of platform. Expansion of ROW into 

westbound side of Duarte Rd. would be 

necessary. This area used to be a parking 

lane but parking was removed due to safety 

concerns. 

Parking would be located in a structure to be 

constructed over the existing City of Hope staff & 

visitor parking lot directly south of the proposed 

station. Structure must replace existing City of 

Hope parking. Structure will be ground plus 1 

level. Structure contains 500 spaces split evenly 

between City of Hope and Gold Line patrons. 



At-grade center platform station located on 

Duarte Rd. across from City of Hope Medical 

Center and Corps of Engineers property. Entry 

from west end of platform. 

No freight in this location if Monrovia is successful 

in relocating the Granary. Alignment contains 2 

LRT tracks and no freight. 

Triple Track Option has been eliminated. 

DEIS/R parking location has been eliminated. 

Surface parking on existing commercial lot 

located approximately 250 feet north of platform. 

Lot contains approximately 200 spaces. 

Easement through commercial property required 

to access platform. 



Irwindale 

Four meetings were held with the City of Irwindale staff to discuss the Gold Line project. 

Key topics at these meetings included relocating the parking, the size and location of 

the Maintenance & Operation Facility, and cooperation with Miller Brewing Company. 

The station was relocated to east of Irwindale Boulevard to allow room for siding tracks 

near the Miller Brewing facility. Several parking options were analyzed but a decision 

has not yet been reached. Discussions on parking will continue with the City. The 

Maintenance and Operations Facility, located west of the Miller Brewing Facility, was 

revised in both size and shape following meetings with the Miller Brewery staff and the 

City of Irwindale. 

IRWINDALE 


At-grade center platform station located SW of I- 

210 Freeway and Irwindale Blvd. adjacent to 

Miller Brewing Company property. Entry from 

eastern end of platform. Vehicular access from 

Irwindale Blvd. via Montoya Rd. Double or Triple 

Track. Freight track on south side of alignment. 

Terminus for Segment 1. 

Parking structure located on Miller Property south 

of the station site. Structure will be ground plus 1 

level. Structure contains 700 spaces for Gold 

Line patrons. 



DEIS/R station location has been eliminated. 

At-grade side platform station located south of I- 

210 Freeway and east of Irwindale Avenue 

overpass. Entry from both ends of platform. 

Vehicular access from Irwindale Blvd. via a tunnel 

accessed from Adelante Street. Freight track on 

south side of alignment, terminates just west of 

station at Miller Brewing Company. 

Property identified in DEIS/R is slated for Miller 

Brewing Company expansion. DEIS/R parking 

location has been eliminated. 

Several parking options: 

(1) Surface lot located in Kincaid Pit (South) 

south of I-210 Freeway, east of Irwindale 

Avenue, north of Montoya St. Tunnel under 

alignment necessary to access parking. 

Tunnel accessed via Adelante St. 6% slope 

required to go under alignment. Pit could 

require some fill. Lot contains approximately 

350 spaces. 

(2) City has requested the Authority consider 

alternate locations: Miller Brewing property, 

City property west of Irwindale Avenue, and 

various sites east of Irwindale Avenue. 

Parking capacity to be determined following 

continued discussions with the City. 



Azusa 

The Authority met with staff from the City of Azusa three times during the summer / fall 

of 2004. Topics covered during these meetings included grade crossings, noise, station 

and parking locations, the LRT flyover in western Azusa, and the Monrovia Nursery 

Development. Additional meetings were held with Azusa Land Partners, LLC (ALP), the 

developers of Monrovia Nursery, to discuss the relationship between their grade 

separation structures and the future Foothill Extension bridges. Station locations at 

both the downtown (Alameda Avenue) and Monrovia Nursery (Citrus Avenue) stations 

remained fairly consistent, while parking shifted slightly at both locations. 

AZUSA – Alameda Station 



At-grade center platform station located at N. 

Alameda Ave., which would be closed. Adjacent 

to old Santa Fe rail passenger depot. Entry from 

western end of platform. Double or Triple Track. 

Freight track on south side of alignment. 

Structure on block bounded by N. Alameda Ave., 

9 th St., N. Dalton Ave., and the rail ROW. Current 

use of the property is commercial and residential. 

Structure is ground plus 1 level. Total structure 

contains 400 spaces. 


Station location same as DEIS/R, with a side 

platform. 

At-grade side platform station located at N. 

Alameda Ave., which would be closed. Adjacent 

to old Santa Fe rail passenger depot. Entry from 

western end of platform. Double or Triple Track. 

Freight track on north side of alignment. 

Parking located on block bounded by N. Azusa 

Ave., E. 9 th St., N. Alameda Ave., and the 

Authority ROW. Current use of the property is 

commercial. Potential future mixed-use 

development on this property as per City. 

AZUSA – Citrus Station 



At-grade side platform station located W of the 

future extension of Citrus Ave. Located at the 

Monrovia Nursery Development project. Entry 

from western end of platform. Double or Triple 

Track. 


At-grade center platform station located between 

Palm Ave. and the future Citrus Ave. Located at 

the Monrovia Nursery Development project. 

Entry from eastern end of platform. Allow enough 

tail track space on the eastern end prior to Citrus 

Ave. grade crossing. (Similar to DEIS/R) 


Terminus for Segment 1. 



Parking to be provided by developer (350 

spaces). 

AZUSA – Citrus Station 



Developer to make available for purchase 1 acre 

of land for parking. 

Located north of Authority ROW & west of future 

extension of Citrus Ave. Current use of property 

is agricultural, with future development imminent. 

Area to be Transit Oriented Development Specific 

Plan with Provisions for 200 Opening Day Parking 

Spaces for the LRT Project, expandable to 350- 

400 spaces including bus loading /unloading area 

and pedestrian access to the east end of the LRT 

station platform. 



Glendora 

Three meetings were held with City staff regarding the project definition. Issues 

discussed at these meetings and in subsequent communications included grade 

crossings, future development, parking facility locations, and noise. The City expressed 

concern over future development on the eastern edge of the City and its potential 

impact on the Foothill Extension. Additional communication via phone, fax, and e-mail 

allowed further clarification. There were no major changes to the station and parking 

facility locations in Glendora, as both are located within the Authority right-of-way. 

GLENDORA 



(1) Double Track Option: At-grade center 

platform station located on empty parcel 

between Glendora Ave., E. Ada Ave., and 

Vermont Ave. Entry from western end of 

platform. 

(2) Triple Track Option: At-grade side platform 

station is located on empty parcel between 

Glendora Ave., E. Ada Ave., and Vermont 

Ave. Entry from western end of platform. 



(1) Structure at NW corner of Vermont Ave. and 

Rail ROW. Current use of property is 

commercial. Parking spaces were not 

specified for this lot. 

(2) Surface lot at empty parcel between 

Glendora Ave., E. Ada Ave., and Vermont 

Ave. at station site. Parking spaces were not 

specified for this lot. 



DEIS/DEIR options have been revised / 

eliminated. 

At-grade center platform station is located on 

empty parcel between Glendora Ave., E. Ada 

Ave., and Vermont Ave. Entry from both ends of 

platform. 

The City has indicated that they plan to work with 

the Authority to add enhancements adjacent to 

the Station platform on Authority right-of-way. 



DEIS/R parking location option (2) remains. This 

surface lot contains approximately 240 spaces 

plus transit drop-off area. 

Area immediately south of Authority ROW could 

also be utilized for future surface parking, 

providing approximately 160 spaces. 



San Dimas 

The Authority met with the City of San Dimas three times over the course of summer / 

autumn 2004, and again in February of 2005. Additional communication via phone, fax, 

and e-mail allowed further clarification. Numerous options were considered for both 

station and parking facility locations following the release of the DEIS/R. The City 

narrowed these alternatives down to one location for study in the FEIS/R. Also of 

importance to the City was the treatment of the Bonita Avenue / Cataract Avenue grade 

crossing. While it does not warrant a grade separation, special treatment is necessary 

to ensure a safe and functioning intersection due to constraints. 

SAN DIMAS 



(1) Double Track Option: At-grade offset side 

platform station located at historic Santa Fe 

rail passenger depot (now a railroad 

museum) between Cataract Ave. & Monte 

Vista Ave. Entry from both ends of platforms. 


station located north of Bonita Ave. between 

Cataract Ave. & Acacia Ave. Entry from 

eastern end of platform. Freight track on 

south side of alignment. 

Multiple options - utilize some or all locations: 

(1) Use any extra parking at the existing parkand-ride 

lot located between San Dimas Ave. 

and Monte Vista Ave., just south of the Rail 

ROW. 

(2) Surface lot located NW of Cataract Ave. & 

Bonita Ave. Current use of property is 

commercial/industrial. Lot size and number 

of parking spaces not specified in DEIS/R. 

(3) Structure located NW of Acacia Ave. & Rail 

ROW. Current use of property is 

commercial/industrial. Structure size and 

number of parking spaces not specified in 

DEIS/R. 

(4) Structure located NW of Eucla Ave. & Rail 

ROW. Current use of property is 

commercial/industrial. Structure size and 

number of parking spaces not specified in 

DEIS/R. 



DEIS/R station locations have been eliminated / 

revised. 

At-grade center platform station located west of 

Eucla Ave. Entry from eastern end of platform. 

City has requested Authority to consider a side 

platform at this location. 


All parking options from the DEIS/R have been 

eliminated / revised. 

Parking located on “Henkel & McCoy Property” 

west of Eucla and north of the alignment (same 

as DEIS/R Option #4). Structure is ground plus 2 

levels and contains 420 spaces. 50 additional 

spaces are located in a surface lot to the east of 

the structure. Property will contain bus and 

passenger drop off area. 



La Verne 

Three meetings were held with City of La Verne staff to discuss their concerns 

regarding station location, parking, noise, grade crossings, and landscaping. Following 

the release of the DEIS/R, an additional station option was identified in La Verne. The 

City, in partnership with the Los Angeles County Fairplex and the University of La 

Verne, hired a consultant to analyze station options. Four options were narrowed down 

to one after extensive analysis. 

LA VERNE 




station located east of E St. Entry from 

western end of platform. 

(2) Option C – Double Track: At-grade center 

platform station located west of D St. 

adjacent to the University of La Verne 

campus. Entry from eastern end of platform. 

(3) Option D – Double Track: At-grade center 

platform located within a multi-modal transfer 

facility. Facility located on parcel S of rail 

ROW between E St., White St., Arrow Hwy., 

and Metrolink ROW. Facility would serve 

Foothill Transit, OmniTrans, Metrolink, and 

the LRT. Option would require Metrolink 

track relocation to LRT ROW. 

(4) Option E – Triple Track: Same as Option C. 


(5) Option F – Triple Track: Same as Option D. 

Freight operates on relocated Metrolink track, 

south of LRT, between approximately San 

Dimas Canyon Rd. and White Ave. 

Surface lot on Fairplex property. Current use of 

property is parking for the Fairplex. Total lot 

contains 600 spaces at-grade. Property to be 

donated by Fairplex. 



DEIS/R station location options C, D, and E have 

been eliminated. 

At-grade center platform station located east of E 

St. Entry from western end of platform. (Same 

as DEIS/R) 

Same as DEIS/R. 

The City has indicated that they would like to see 

a handicap parking area and a kiss-n-ride 

adjacent to the station area. 



Pomona 

Five meetings were held with the City of Pomona staff, followed by additional 

communications via email, fax, and phone. Topics discussed included station and 

parking locations, future development, the LRT flyover (elevated structure), noise, the 

relationship to Metrolink, and grade crossings. Following internal discussions, the City 

Council identified a station site. The major change from the DEIS/R involves the LRT 

and freight alignments. The freight alignment is located on the north side of the right-ofway 

in the western part of the City. In order to connect with the Metrolink tracks, which 

are located on the south side of the LRT tracks, the freight must cross the LRT tracks. 

The LRT tracks are located on a flyover (elevated structure) that spans Towne Avenue 

and allows the freight tracks to cross under the LRT. This creates a grade separation at 

Towne Avenue for the LRT tracks. 

POMONA 




station located adjacent to existing Metrolink 

station W of Garey Ave. Entry from eastern 

end of platform. 

(2) Option D / F: At-grade center platform station 

located E of Towne Ave. Entry from western 

end of platform. This station relates to the La 

Verne multi-modal station option. 

Two Metrolink tracks on south side of alignment 

(Freight operates on Metrolink tracks). 

Relates to options above: 

(1) Base Condition: Structure at vacant lot N of 

rail ROW & S of Bonita Ave. Property is 

currently vacant. Structure is ground plus 2 

levels. Total structure contains 800 spaces. 

(2) Option D / F: Surface lot at NE corner of 

Towne Ave. & rail ROW. Total lot contains 

800 spaces. 



DEIS/R station location (2) has been eliminated. 

At-grade center platform station located adjacent 

to existing Metrolink station west of Garey Ave. 

Entry from western end of platform. (Similar to 

DEIS/R Base Condition) 

This results in 5 tracks through Pomona: Two 

Metrolink tracks on south side of LRT alignment 

and a freight track on the north side of LRT 

alignment between Fulton and west of Towne; the 

Towne Ave. flyover (elevated structure) relocates 

the LRT to north of the freight / Metrolink track. 

Flyover (elevated structure) located over Towne 

Ave. 


DEIS/R parking location (1) has been revised. 

Structure at vacant lot north of Authority ROW & 

south of Bonita Ave. Property is currently vacant. 

Structure is ground plus 1 level. Total structure 


The City has requested a full build parking facility 

of 800 Gold Line spaces on opening day. 

Discussions regarding the financial aspects will 

continue. 



Claremont 

The Authority met with staff from the City of Claremont twice during the summer / fall of 

2004. Topics covered during these meetings included station placement, parking facility 

locations, acquisitions, Metrolink, noise, and grade crossings. Due to concerns from 

residents, the City requested that the proposed land acquisitions on the south side of 

the right-of-way be eliminated. Four tracks (2 LRT, 2 Metrolink) and 2 stations, with the 

requisite spacing, could not fit in the resulting limited area. Discussions with Metrolink, 

MTA, and BNSF are continuing regarding the single and double track options identified 

in the Draft Project Definition Report. The City has approved an option with two LRT 

tracks and a single Metrolink / freight track between approximately Indian Hill Boulevard 

and College Avenue. The parking location has also changed. 

CLAREMONT 


At-grade side platform station located W of Indian 

Hill Blvd. at historic Santa Fe rail passenger 

depot and existing Metrolink station. Entry from 

both ends of platform. 




(1) Current Metrolink parking lot located W of 

College Ave. is underutilized and could 

handle Gold Line parking. Total lot contains 

100 Gold Line spaces. 

(2) Structure SW of Indian Hill Blvd. & W. 1 st St. 

Structure is ground plus 2 levels. Total lot 




At-grade center platform station located east of 

Indian Hill Blvd. south of historic Santa Fe rail 

passenger depot and north of existing Metrolink 

station. Entry from eastern end of platform. LRT 

double tracks, Metrolink single track with side 

platform north of Metrolink track. (Similar to 

DEIS/R) 

Freight operates on Metrolink track. 

Current Metrolink parking lot located east of 

College Ave. is underutilized and could handle 

Foothill Extension parking. Existing lot holds 403 

spaces, with approximately 260 in daily use. 

Build structure on ½ of the parcel holding 400 

spaces, surface parking on ½ of the parcel 

holding 200 spaces. Total is 600 spaces, with 

300 for Gold Line patrons and 300 for Metrolink 

patrons. 



Montclair 

Two meetings were held with the City of Montclair staff to present station alternatives 

and to discuss issues such as their Specific Plan currently in progress, the relationship 

with the Metrolink station and tracks, and the Metrolink pedestrian tunnel. A station 

location was identified and the spatial relationship between the LRT and Metrolink 

stations was clarified. 

MONTCLAIR 




station located north of the Montclair 

TransCenter. Entry from western end of 

platform. Utilizes UP/PE ROW. 

(2) Option G: At-grade side platform station 

located south of the Montclair TransCenter 

adjacent to the existing Metrolink station. 

Entry from western end of platform. 



Montclair TransCenter has approximately 1,600 

existing parking spaces, with less than 50% 

utilization. Use existing TransCenter parking to 

provide 800 spaces for Gold Line patrons. 

1.7 Mitigation Measures 



Base Condition is eliminated. 

Option G is revised as follows: 

At-grade center platform station located on south 

side of Montclair TransCenter, north of Metrolink 

tracks and station. Entry via at-grade entrances 

from both ends of the platform. 



No change from DEIS/R. 

Bus drop-off area will most likely need to be 

reconstructed due to location of LRT tracks. 

There are no substantive changes in mitigation measures from those identified in the 

DEIS/R and excerpted below: 

Acquisitions and Displacements 

Construction of the Foothill Extension would result in some property acquisitions. The 

potential effect of property acquisitions would be mitigated to a less than significant level 

through compliance with applicable federal and state laws governing property 

acquisition procedures. The applicable federal and state laws include: 

• The Uniform Relocation Assistance and Real Properties Acquisition Policies Act 

of 1970, as amended, 



• Section 6018 of the Relocation Assistance and Real Property Acquisitions 

Guidelines (California Code of Regulations), 

• The California Relocation Act (Government Code sections 7260-7277) 

Air Quality 

Operation of the Foothill Extension would not exacerbate or cause a violation of state or 

national ambient air quality standards. Measures to minimize air quality impacts during 

construction have been recommended. These include: 

• Implement measures to control fugitive dust; and maintain fugitive dust control 

program consistent with SCAQMD Rules. 

• Minimize use of on-site diesel construction equipment; and where feasible, 

replace diesel equipment with electrically powered ones. 

• Reduce idling of vehicles and equipment. 

• Locate long-haul truck staging in non-residential areas away from school 

buildings and playgrounds. 

• Require all trucks carrying loose substances and building materials to be 

covered. 

• Utilize street sweeping equipment to clean the streets adjacent to construction 

sites, at access points for trucks and other vehicles. Also implement a sidewalk 

and window cleaning program if needed. 

• To the extent feasible phase construction activities to minimize concurrent dust 

generating activities within a 2,500-foot radius of shaft site locations. 

• Suspend grading operations during first and second stage smog alerts, and 

during high winds. 

While implementation of these measures is anticipated to result in a significant 

reduction in airborne particulate emissions, reductions in vehicular emissions would be 

negligible. 

Biological Resources 

For the Foothill Extension, biological impacts are limited to the proposed site of the 

Maintenance and Operations Facility in Irwindale, the crossing of the San Gabriel River 

and adjoining parkland areas, and stations and parking sites in Glendora and Pomona. 

Focused surveys would be conducted during the development phase of the above 

referenced activities to identify measures, if necessary, that would mitigate impacts on 

biological resources to less than adverse / significant levels. 

Community Facilities and Services 

The Foothill Extension would not have adverse / significant impacts on police, fire, 

government centers, or hospitals. After noise and construction fugitive dust mitigation 

measures, the system would not have adverse / significant impacts on schools or parks. 



Cultural Resources 

The Foothill Extension would not have adverse / significant impacts on cultural 

resources. The historic depots along the alignment would be retained, and new station 

parking facilities in their vicinity could be designed to avoid adverse impacts to the 

depots’ settings. Modifications to two bridges and one pedestrian tunnel that appear to 

have historical or architectural significance can be made in accordance with the 

Secretary of the Interior’s Standards, so that impacts if any, would not be adverse / 

significant. 

Construction period impacts to cultural and paleontological resources would be 

eliminated or reduced by complying with the local, state and/or federal regulatory 

requirements and/or permits. No additional mitigation measures are required. 

Energy 

Since energy impacts due to construction and operation of the Foothill Extension would 

be not adverse / less than significant, no mitigation measures are required. 

Executive Orders 

The planning, engineering, construction and operation of the Foothill Extension would 

not result in the violation of Executive Orders pertaining to Floodplain Management, 

Protection of Wetlands, Environmental Justice, Environmental Health and Safety Risks 

to Children, Invasive Species, and Improving Access to Services for Persons with 

Limited English Proficiency. 

Geologic – Seismic 

The Foothill Extension would cross areas of seismic activities and potentially unstable 

geomorphology that underlie the entire study area. During the Advanced Conceptual 

Engineering that would be done to support the FEIS/R, specific design studies would be 

undertaken to determine the appropriate design solutions, and compliance with 

applicable design standards should result in not adverse / less than significant impacts. 

Hazardous Materials 

Detailed evaluation and development of mitigations for potentially hazardous materials 

identified for the alignment and station areas will be undertaken in the FEIS/R when a 

more precise location of facilities is determined. It is expected that complying with 

federal and state regulatory requirements and/or permits would eliminate or reduce 

impacts if any, to not adverse / less than significant levels. 



Land Use and Planning 

With dedicated freight track in the Revised LPA, which will have 3 tracks over the entire 

length of the alignment, there would be no long-term land use impacts to Phase I or 

Foothill Extension cities. Parking facility alternatives considered in Arcadia, Monrovia, 

Azusa, Glendora, and San Dimas would require building demolition and the 

replacement of existing land uses. However, these impacts would be less than 

significant because the proposed parking uses would be consistent with local plans for 

these cities. 

Noise and Vibration 

For the project, several residences would be exposed to noise impacts, as identified in 

the DEIS/R. Mitigation measures, including sound-walls and sound insulation of some 

residences, are expected to reduce noise impacts to below impact thresholds, with the 

exception of properties in close proximity to grade crossings. During the Advanced 

Conceptual Engineering that would be done to support the FEIS/R, more detailed 

studies would be conducted to assess the ability of existing walls to mitigate noise, and 

locations where existing walls would require replacement. Final mitigation would be 

described in the FEIS/R. Final mitigation will be described in the FEIS/R and will follow 

the FTA guidelines established for noise mitigations. 

During project construction, compliance with applicable noise regulations, permits, or 

similar requirements would eliminate or reduce such impacts. In addition to typical 

noise limiting measures, the following measures can also be considered: 

• Inclusion of specific residential property noise limits in the project’s construction 

specifications 

• Performing noise monitoring during construction to verify compliance with the 

limits 

At a minimum, vibration mitigation would require installation of ballast mats. However, 

more extensive mitigation may be required to adequately reduce vibration levels to 

below the FTA vibration impact criterion. Specific recommendations on vibration 

mitigation will be addressed in greater detail during the Advanced Conceptual 

Engineering that would be done to support the FEIS/R. 

Railroad Operations 

To enable the freight operations to continue much as it does now with some short term 

scheduling constraints, the following measures would be necessary: 

• Flyovers (elevated structures) will enable freight operations to continue to serve 

customers with no conflict to the Foothill Extension. 



• The 6,000-foot long siding lost in Irwindale would have to be replaced at another 

location in the BNSF network. 

Safety and Security 

Construction and operation of the Foothill Extension would be performed in accordance 

with policies and practices of regulatory agencies such as OHSA, CALOSHA, CPUC, 

and MTA. 

Socio Economics 

Construction period socioeconomic impacts would be mitigated or reduced to less than 

adverse / significance levels by: 

• Ensuring that adequate access is provided to residential and business properties. 

• Schedules for street closures would be developed in consultation with each 

corridor city, and notices and signs will be posted regarding restricted access or 

closed streets. 

• Changes and restrictions would be publicized through newspapers and the 

Authority / City websites. 

Traffic and Transportation 

Transit service and automobile traffic could be disrupted during construction of the 

Foothill Extension. Transit lines may have to be rerouted or may experience 

congestion. Before any significant rerouting / routing changes are made, passengers 

would be informed at least two weeks in advance through fliers and information hoods 

over bus stop signs. The community at large will be kept informed during construction 

of the system through surveys, meetings, telephone hot lines, field offices, etc. 

During final engineering, site and street specific Worksite Traffic Control Plans would be 

developed in cooperation with appropriate City / County / Agency departments. To the 

extent practical, traffic lanes will be maintained in both directions, particularly during 

peak traffic periods. Access to homes and businesses will be maintained throughout 

the construction period. Designated haul routes for trucks will be identified during final 

engineering. 

Several street and intersection improvements / modifications are recommended to 

mitigate traffic impacts during the operation of the Foothill Extension. 

Utility Disruptions and Relocation 

Construction of the Foothill Extension would result in utility disruptions and relocations. 

Mitigation measures would include coordination with utility providers to ensure 

compliance with regulatory requirements. During the Advanced Conceptual 

Engineering and the FEIS/R, utility locations and measures to maintain operations 



during construction will be identified. The Construction Authority, LA Metro, and 

SANBAG or their agents will work with the utility providers to minimize potential service 

interruptions and conserve resources. 

Visual Quality 

The protection of visual resources in the Foothill Extension project is promulgated 

through voluntary conformance with FHWA guidelines for assessing visual impacts 

associated with transportation projects. These provide a methodology for determining 

whether visual resources exist and whether impacts to those resources are likely to 

occur as a result of the proposed project. With mitigation, the proposed project as 

currently conceived is not expected to result in adverse effects (under NEPA)/significant 

impacts (under CEQA) to visual resources. Mitigation Measures would be replacement 

screening landscaping commensurate with Phase I landscape improvements. 

Water Quality 

Construction of the Foothill Extension would result in some adverse effects to surface 

water-water quality impacts to all Foothill Extension cities. To reduce water quality 

impacts, it is assumed that approvals and permits, identifying mitigations, will be 

obtained from agencies having jurisdiction during the project design and construction 

phases. With the implementation of construction-period permits and Best Management 

Practices, surface water-water quality impacts in the maintenance facility area would be 

less than significant. Permits would be obtained for affected resources in all parts of the 

alignment as appropriate. 


Foothill Extension Project Definition Report Relationship to Phase I 

2.0 Phase I and the Eastside Extension 

The Foothill Extension is a 24-mile eastward continuation of the Metro Gold Line Phase 

I Light Rail Transit (LRT) system, which opened for revenue service in July 2003. 

Serving the communities of Los Angeles, South Pasadena, and Pasadena, the Phase I 

double track system is 13.7 miles in length and includes thirteen stations. 

The Metro Gold Line Eastside Extension is a 6-mile, 8 station continuation of the Metro 

Gold Line Phase I LRT system to the southeast. From Union Station, the double track 

system extends through Boyle Heights and East Los Angeles to terminate at the 

intersection of Beverly / Atlantic Boulevards. 

The future operating plan for the Metro Gold Line Phase I and Eastside Extension (from 

the Sierra Madre Villa Station to the Beverly / Atlantic Station) is planned to have 5minute 

peak service and 10-minute off-peak service in 2025. Every other train will 

continue through Sierra Madre Villa Station on to the Foothill Extension. This will result 

in an operating plan of 10-minute peak service and 20-minute off-peak service between 

Sierra Madre Villa Station and the line terminus in Montclair. 

The Metro Gold Line system currently carries 14,000 passengers on an average 

weekday, and operates on a 10-minute headway during the peak period and a 12- 

minute headway during off-peak periods. 

Figure 1-1, previously, illustrates the 43.7-mile Beverly / Atlantic to Montclair Metro Gold 

Line LRT System. The 11.4-mile Segment 1 of the Foothill Extension between 

Pasadena and Azusa-Citrus is expected to be operational in 2009. The 12.6-mile 

Segment 2 of the Foothill Extension from Glendora to Montclair is expected to be 

completed by 2014. The 6-mile Eastside Extension is expected to be completed in 

2009. 


Foothill Extension Project Definition Report Alignment Overview 

3.0 Foothill Extension Alignment Overview 

The 24-mile Foothill Extension Project, encompassing Segments 1 and 2, would extend 

the current Metro Gold Line system from the Phase I terminus Sierra Madre Villa station 

in Pasadena to Montclair. Two light rail tracks would continue from the existing Sierra 

Madre Villa Station to the terminus at Montclair. A single freight rail track would extend 

from Irwindale, where the Miller Brewing facility would be the westernmost freight 

customer, to the City of Claremont, where it would connect with the existing Metrolink 

track. In some areas, the existing Metrolink track would have to be relocated within the 

right-of-way to provide room for the two light rail tracks. Figures 3-1, 3-2, and 3-3 

illustrate the alignments with stations and traction power substations for Segments 1 

and 2, respectively. 

3.1 LRT and Freight Rail Tracks 

The Foothill Extension utilizes the 24-mile Authority/BNSF rail right-of-way from 

Pasadena to Montclair. The project is divided into two segments, which have changed 

slightly from the DEIS/R. Segment 1 extends the current Metro Gold Line system from 

the Phase I terminus Sierra Madre Villa station to the proposed Azusa-Citrus station. 

Segment 2 lies between the Azusa-Citrus station and the Montclair TransCenter. The 

Maintenance and Operations facility site has been re-designed and slightly downsized, 

but is still in the same general location in Irwindale. Section 5.0 describes the 

Maintenance and Operations facility in more detail. The project will use the same light 

rail transit (LRT) technology and the same types of system components as are in the 

existing Phase I and the under-construction Eastside Extension. 

The Foothill Extension consists of two LRT tracks extending from Sierra Madre Villa 

station in Pasadena along the Authority/BNSF alignment through the San Gabriel Valley 

to the Montclair TransCenter. A freight track will begin on the south side of the 

alignment in Irwindale at the Miller Brewing facility. Just east of the I-210 freeway in 

Azusa at Virginia Avenue, the LRT tracks will flyover the freight track via an elevated 

structure, placing the LRT tracks on the south and the freight track on the north. In 

Pomona, the LRT tracks will again flyover the freight track via an elevated structure at 

Towne Avenue, placing the LRT tracks on the north and the freight track on the south, 

where it will eventually merge with the Metrolink tracks. 

3.2 Foothill Extension Stations 

The Foothill Extension system will include 12 new stations. All stations would have one 

or two platforms, and be approximately 279-feet long, to accommodate LRT trains with 

up to three cars. Platforms would generally be 12-feet wide for each side-platform, and 

16-feet wide for the center-platform. Platform widths at specific locations would be 

based on available right-of-way widths and subject to minimum acceptable dimensions. 

Station platforms would be designed to accommodate high-floor LRT vehicles, with the 



platform level approximately 3 feet above the top of rail. Grade changes between the 

platform and the surrounding land would be addressed with ramps, sloped walks, and 

stairs that meet ADA requirements. Unless location specific waivers are granted, Metro 

design guidelines require that stations are to be at least 180 feet from the nearest street 

in order to allow for safe emergency stopping of the LRT vehicles short of the roadway. 

Parking at each station will be provided to accommodate LRT patrons. The parking 

facilities will be designed based on the results of the travel demand modeling ridership 

forecasts, which currently estimate a requirement of more than 7,150 total parking 

spaces for the 12 stations in 2025. The demand for parking has been established from 

the transportation modeling process for opening day and 2025, and initial parking 

facilities will be designed to meet opening day ridership forecasts. Segment 1 estimate 

for opening day requirements are 1,525 parking spaces, and Segment 2 estimate is 

2,590 parking spaces. Additional parking facilities may be required by 2025. Parking at 

stations may also be provided as part of transit-oriented development that may be 

implemented by the individual cities. 

Figures 3-4 and 3-5 illustrate prototypical platform concepts for center and side 

platforms, respectively. Conceptual plans for stations in each city are included in 

Section 4.0. 

3.3 Grade Crossings 

The impacts to roadway crossings due to the operation of the Foothill Extension were 

analyzed according to the Metro Grade Crossing Policy for Light Rail Transit as well as 

in a Grade Crossing Preliminary Hazard Analysis. 

The purpose of the Metro policy is to provide a process that addresses all of the 

principal concerns and clarifies the trade-offs involved in grade separation decisions. 

The policy includes up to three sequential phases of review and three corresponding 

Milestones that would take place before arriving at the “Final Decision” on a crossing. 

The information related to Grade Crossings in the Project Definition Report is based 

upon the results of the Milestone 1 and Milestone 2 Analyses. Milestone 2 builds upon 

the initial screening process at the completion of Milestone 1. The Milestone 1 analysis 

found that 43 crossings could be operated at-grade for the Foothill Extension, from 

Arcadia in the west to Montclair in the east. Additionally, the Milestone 1 study 

identified 13 crossings that had potential for grade separation or required mitigation in 

order to operate at-grade. 

The Milestone 2 analysis provided a detailed operational evaluation of each of these 13 

grade crossings, and took into account the peak hour and movement-by-movement 

analysis of roadway traffic in conjunction with assessment of potential impacts to rail 

operations due to priority control. It provided a more refined assessment of the 

feasibility of each at-grade operation and also identified operational trade-offs between 



roadway traffic conditions and rail operations. The suggested mitigations identified for 

selected grade crossings within each City’s section result from this process. 

Concurrent to the Milestone Grade Crossing analysis, a Grade Crossing Preliminary 

Hazard Analysis was conducted. This study also identified mitigations for grade 

crossings, looking at the crossing from a safety standpoint. Figures for each grade 

crossing from this analysis are included in the Appendices A thru K. 

3.4 Traction Power Substations 

Traction Power Substations (TPSS) will be required along the alignment to provide 

electrical power to the light rail vehicles. These pre-fabricated buildings are typically 14 

feet wide by 43 feet long by 16 feet high, and require an area of 40 feet by 70 feet to 

allow room for a perimeter ground mat, equipment access, and parking. As noted in the 

City descriptions, the TPSS are located along the alignment, in the Authority right-ofway 

where possible. Some may be located on vacant or landscaped land adjacent to 

the right-of-way. Architectural treatments and landscaping can make the TPSS more 

compatible with the surrounding land uses and will be explored further with the Cities 

during the FEIS/R and Advanced Conceptual Engineering phase. 

Locations of TPSS are independent of station locations. Sixteen TPSS sites will be 

required along the 24-mile Foothill Extension alignment, including one in the proposed 

Maintenance and Operations facility in Irwindale. The number of TPSS sites is based 

on the ultimate light rail operations of 3-car trains at 10-minute headways. 

3.5 Construction Scenarios 

Construction of the Foothill Extension would be accomplished over an approximate 4 to 

9 year period for both line Segments. Segment 1 would be completed in 2009, and 

Segment 2 would be completed in 2014. The schedule would depend on such variables 

as final designs, contractor’s means and methods, project funding, and restrictions on 

working hours. Construction would occur simultaneously at several locations along the 

alignment and would follow all applicable local, state and general laws for building and 

safety. Standard construction methods will be used for traffic control and noise, 

vibration, and dust control. 


Figure 3-3 

GOLD LINE SEGMENT II: CITY OF GLENDORA TO MONTCLAIR 

Citrus Ave. 

SAN BERNARDINO CO. 

LOS ANGELES CO. 

Glendora 

Glendora 

#* 

#* 

!. 

A§³0 

Claremont 

La Verne 

Upland 

San Dimas 

#* !. 

La Verne 

Montclair 

Claremont 

Pomona 

#* 

#* !. #* #* 

!. 

!. 

Montclair 

San 

Dimas 

Covina 

Pomona 

Gold Line Segment II: City of Glendora to Montclair 

?l 

Freeway 

Road 

Proposed Station 

!. #* 

City 

TPSS Locations 

!"`$ 

!"`$ 

Source: Geographic Data Technology, Inc. 2000; 

Caltrans 2001; USGS 2001 

0 Miles 

I

Foothill Extension Project Definition Report 

Figure 3-4 Center Platform Typical Plan 

January 6, 2005 DRAFT

Foothill Extension Project Definition Report 

Figure 3-5 Side Platform Typical Plan 

January 6, 2005 DRAFT

Foothill Extension Project Definition Report Segment 1 

4.0 Specific Information by City 

This section identifies specific station, parking facilities, alignment, TPSS and grade 

crossing information for each City along the 24-mile LRT alignment. Figures 4-1 

through 4-13 illustrate this information. Figure 4-1 provides an overview of the corridor, 

while Figures 4-2 through 4-13 show City and station-level detail. 


Figure 4-1 

Pasadena Arcadia Monrovia Duarte 

%&'( 210 

Central Ave. 

Evergreen St. 

Myrtle Ave. 

Central Ave. 

%&'( 210 

%&'( 210 

Newman Ave. 

Foothill Blvd. 

Colorado Blvd. 

Business Center Dr. 

Pomona Ave. 

Monrovia 

2nd Ave 

La Porte St. 

!. 

Saint Joseph St. 

!. 

!. 

Duarte Rd. 

Duarte Rd. 

!. 

Santa Clara St. 

Santa Anita Ave. 

%&'( 210 

Sierra Madre Villa 

Duarte 

Option 1 

Circle Rd. 

!. 

Duarte 

Peck Rd. 

1 St. Ave. 

Wheeler Ave. 

Halstead St. 

Frontage Rd. 

Option 2 

Sierra Madre 

Colorado Blvd. 

Green St. 

Irwindale Azusa Glendora San Dimas 

Cataract Ave. 

Oakway Ave. 

Carroll Ave. 

3rd St 

Glendora 

2nd St 

Ada Ave 

!. 

Rockvale Ave. 

9th St. 

San Dimas 

Azusa Alameda Ave Sta. 

!. !. !. 

Irwindale 

1st St. 

!. 

%&'( 210 

Montoya St. 

Acacia St. 

Eucla Ave. 

Alosta Ave 

Vermont Ave 

Azusa Citrus Ave. Sta. 

Foothill Blvd. 

Citrus Ave. 

Bonita Ave. 

Alosta Ave. 

Azusa Ave. 

Adelante St. 

Irwindale Ave 

La Verne Pomona Claremont Montclair 

Huntington Dr. 

Upland 

Montclair 

College Ave. 

Bonita Ave. 

F St 

3 rd St 

2nd St. 

D St 

2 nd St 

!. !. 

Monte Vista Ave. 

Claremont 

Bonita Ave. 

Fulton Rd. 

1st St. 

Richton St. 

Garey Ave 

Pomona 

La Verne 

Santa Fe St. 

!. !. 

1 St 

Montclair 

Green St. 

Arrow Hwy 

Indian Hill Blvd. 

Santa Fe St. 

E St 

Olive St. 

Arrow Hwy 

Cameron Ave.


Pasadena 

Sierra Madre Villa Station to Unincorporated Los Angeles County Boundary (Rosemead Boulevard) 

Station 827+23 to 849+55 

Length of alignment within the City: 0.42 miles 

The terminus of the Phase I is located in eastern Pasadena at Madre Street. The 

Foothill Extension begins at this location in the median of the I-210 Foothill Freeway. 

There are no new stations, parking facilities, grade crossings, or TPSS sites in 

Pasadena along the Foothill Extension. 

Alignment 

• At-grade 

• Utilizes Authority-owned railroad right-of-way 

• Freeway running 

• Double LRT tracks 

Two at-grade LRT tracks would follow the Authority-owned railroad right-of-way in the 

median of the I-210 freeway, continuing as per the Phase I alignment. This section of 

the right-of-way has not been used by freight or passenger trains for over 15 years. 

Beginning at the Sierra Madre Villa Station, the alignment remains in the middle of the I- 

210 for under half a mile before entering an unincorporated part of Los Angeles County. 

Refer to Figure 4-2. 

Grade Crossings 

• No at-grade crossings within this City 

• Existing grade separations within this City 

- Rosemead Boulevard 

There are no at-grade crossings of the Foothill Extension project in the City of 

Pasadena. The double LRT tracks, located at a similar grade as the I-210 freeway, will 

cross over Rosemead Boulevard. Figure 4-2A illustrates the location of this existing 

grade separation as well as two located within the unincorporated County of Los 

Angeles. 

Changes from DEIS/R 

The precise location of the tracks has shifted since the publication of the DEIS/R, and 

will continue to shift as engineering design continues. No other changes have occurred 

in this area. 


FOOTHILL EXTENSION GRADE CROSSINGS AND GRADE SEPARATIONS 

(EXISTING AND FUTURE) 

PASADENA 

Sierra Madre Villa Ave 

§¨¦ 210 

Foothill Blvd 

! 

! 

!. 

! 

Lotus Ave 

Halstead St 

Colorado Blvd 

Michillinda Ave 

Madre St 

E 

San Gabriel Blvd 

Rosemead Blvd · |}þ19 

Feet #* At Grade Crossing 

0 500 1,000 2,000 3,000 4,000 ! Existing Grade Separation 

Data Source: 2000 Census Tiger and Parsons Brinckerhoff Figure 4-2 A 

[` Future Grade Separation 

File Name: Gold_Line_Grade_Separations.mxd 

Date Printed: 2/15/05 !. Gold Line Stations


Unincorporated Los Angeles County 

Pasadena City Boundary (Rosemead Boulevard) to Arcadia City Boundary (Michillinda Avenue) 

Station 849+55 to 866+65 

Length of alignment: 0.32 miles 

The LRT alignment passes through a very small portion of unincorporated Los Angeles 

County. There are no new stations, parking facilities, grade crossings, or TPSS sites in 

this area along the Foothill Extension. 

Alignment 

• At-grade 


• Freeway running 


Two at-grade LRT tracks would follow the Authority-owned railroad right-of-way in the 

median of the I-210 freeway, a part of the right-of-way that has not been used by freight 

or passenger trains for over 15 years. The alignment remains in the middle of the I-210 

for approximately a third of a mile before entering the City of Arcadia. 


• No at-grade crossings within this area 

• Existing grade separations within this area 

- Rosemead Boulevard 

- Michillinda Avenue 

There are no at-grade crossings of the Foothill Extension project in this area of 

unincorporated Los Angeles County. The double LRT tracks, located at a similar grade 

as the I-210 freeway, will cross over Rosemead Boulevard and Michillinda Avenue. 

Figure 4-2A, previously, illustrates the location of these two existing grade separations. 


The precise location of the tracks has shifted since the publication of the DEIS/R, and 

will continue to shift as engineering design continues. No other changes have occurred 

in this area. 



Arcadia 

Arcadia City Western Boundary (Michillinda Avenue) to Monrovia City Boundary 

Station 866+65 to 1022+50 


Arcadia is home to the Los Angeles County Arboretum, the world-famous Santa Anita 

Race Track, and the newly expanded Westfield ShoppingTown Santa Anita. Arcadia is 

the first stop heading east on the Foothill Extension from the Phase I terminus in 

Pasadena. There are two potential station options depending on the treatment of the 

Santa Anita Avenue grade crossing. Refer to Figure 4-3. 

Station (Option 1) 

• Center Platform 

• Northwest corner of the North First Avenue and East Santa Clara Street 

Intersection 

• Entry from southeast end of platform 

• Santa Anita Avenue – at-grade crossing 

The LRT station will be located northwest of the intersection of North First Avenue and 

East Santa Clara Street. The station will have a center platform, with access from the 

southeast end of the platform via the corner of North First Street and East Santa Clara 

Avenue. This option assumes that Santa Anita Avenue is an at-grade crossing. Refer 

to Figure 4-3A. 

Station (Option 2) 

• Side Platforms 

• Southeast corner of the North First Avenue and East Santa Clara Street 

Intersection 

• Entry from northwest end of platforms 

• Santa Anita Avenue – grade separated 

• Location determined by grade separation at Santa Anita Avenue 

The second station location option, southeast of the intersection of North First Avenue 

and East Santa Clara Street, is due to the City’s request for grade separation of Santa 

Anita Avenue. Grade separation of the crossing at Santa Anita Avenue would require 

the station to be located after the tracks reached grade level, just west of North First 

Avenue. The LRT station would be located a short block away from the City’s main 

commercial area on Huntington Drive. The station will have side platforms, with access 

from the northwest end of the platforms via the corner of North First Street and East 

Santa Clara Avenue. Refer to Figure 4-3B. 



The DEIS/R identified three possible station locations depending on whether the 

crossing at Santa Anita Avenue would be at-grade or grade-separated. At the February 

15, 2005, the Arcadia City Council approved the grade separated crossing at Santa 

Anita Avenue with the incremental cost to be borne by the City. Refer to Appendix A. 

Because this grade separation is not required as per the Metro Grade Crossing Policy, 

by selecting this option, the City agrees to pay the differential cost for the design and 

construction of the grade separation. Refer to Appendix A. The City Council’s decision 

in February also determined the station location on the southeast corner of the North 

First Avenue and East Santa Clara Street intersection. 

Parking 

• 300 parking spaces required on opening day 

• 800 parking spaces required in 2025 

• Structure at northwest corner of North First Street & East Santa Clara Street. 

Structure will be ground level plus 1 level. Total structure contains approximately 

305 spaces. 

• Alternate parking option, recommended by the City, is on Authority right-of-way 

at the same intersection. This will not meeting opening day parking 

requirements. 

The Arcadia station requires 300 parking spaces on opening day and 800 parking 

spaces by 2025. On opening day, parking will be provided in a 2-level structure located 

on the northwest corner of North First Street and East Santa Clara Street, just east of 

the REI retail store property. This structure will accommodate approximately 305 

spaces and will be located adjacent to station option 1 and approximately 400 feet from 

station option 2. The location of this structure would be partially on Authority right-ofway 

and partially on a property currently used for commercial purposes. It would also 

require Front Street to be partially vacated. Figures 4-3A and 4-3B illustrate the 

potential parking location. 

In approving the Draft Project Definition Report document, the City Council 

recommended that parking be provided on the Authority right-of-way, northwest of the 

Front Street and East Santa Clara Street intersection, in order to avoid impacting the 

existing commercial businesses. However, the size of this parcel does not meet the 

parking requirements determined for opening day. Both options will be analyzed during 

the Advanced Conceptual Engineering and FEIS/R development and the Authority will 

continue to work with the City to reach agreement. 

Alignment 

• At-grade 





Two at-grade LRT tracks would follow the Authority-owned railroad right-of-way. This 

section of the right-of-way has not been used by revenue freight or passenger trains in 

over 15 years. 

The alignment through the City of Arcadia begins in the median of the I-210 Freeway in 

the western portion of the City. The two light rail tracks cross over the I-210 eastbound 

lanes between Baldwin Avenue and Santa Anita Avenue, and travel in a southeasterly 

direction through Arcadia. 


• At-grade crossings within Arcadia 

- Santa Anita Avenue 

- First Avenue / Santa Clara Street 

• Existing grade separations within Arcadia 

- Baldwin Avenue 

- Colorado Boulevard 

- Huntington Drive / Second Avenue 

• Future grade separation 

- I-210 Eastbound lanes 

• Milestone 2 Grade Crossing Analysis completed on 

- Santa Anita Avenue 

- First Avenue / Santa Clara Street 

• No grade separations of City streets warranted 

• City desires grade separation at Santa Anita Avenue and has indicated 

willingness to pay the cost differential. 

There are three existing grade separated crossings within the City of Arcadia; and they 

are at Baldwin Avenue, Colorado Boulevard, and Huntington Drive / Second Avenue. 

Refer to Figures 4-3C and 4-3D. Two existing at-grade crossings are at Santa Anita 

Avenue and North First Avenue / Santa Clara Street. A future grade separation will 

span the eastbound lanes of the I-210 Freeway. The grade crossings were analyzed 

using the Metro Grade Crossing Policy. During this initial analysis, both intersections 

fell into the category of “Possible At-Grade Operation.” A Milestone 2 (M2) Analysis 

(from the Metro Grade Crossing Policy) was conducted for these grade crossings. It 

was found that appropriate mitigations for the Santa Anita Avenue crossing would 

include: 

• four quadrant gates to supplement the existing median and pedestrian 

gates, 

• design provisions to address the queuing at the adjacent In-and-Out fast 

food restaurant, such as parking removal to provide a lead-in lane and/or 

advance warning signs with queue detection. 

Mitigations for the North First Avenue / Santa Clara Street grade crossing would 

include: 



• signalizing the intersection, 

• prohibiting right turns on red, 

• four quadrant gates and pedestrian gates installed in coordination with the 

traffic signal. 

With these provisions, both of these crossings should be operable at-grade. However, 

based on the Arcadia City Council action in November 2004, and the subsequent action 

in February 2005, the crossing at Santa Anita Avenue may be grade separated at the 

City’s cost. 

A Grade Crossing Preliminary Hazard Analysis (PHA) was conducted for both 

intersections. The analysis concurred with adding pedestrian gates at both 

intersections, and four quadrant gates, signalization, and left-turn treatments as 

recommended in the M2 Analysis for the North First Avenue / Santa Clara Street 

Intersection. The PHA mitigation at Santa Anita Avenue recommended modifying the 

median barriers rather than four quadrant gates. This difference will be analyzed during 

the FEIS/R and Advanced Conceptual Engineering for the most appropriate solution to 

the crossing. Refer to the end of Appendix A for the proposed grade crossing 

treatments identified in the PHA. 

Traction Power Substations (TPSS) 

• 2 TPSS sites within the City 

- TPSS-01: North of the I-210 Freeway East of Baldwin Avenue on-ramp 

(sta. 921+00) 

- TPSS-02: West of Second Avenue, North of Alignment (sta. 999+50) 

Traction Power Substations (TPSS) provide electrical power to the light rail vehicles. 

There are two TPSS proposed to be located in the City of Arcadia. The first would be 

located along the freeway portion of the alignment and the second would be located in 

the commercial district. TPSS-01 is located north of the I-210 Freeway, North of 

Colorado Boulevard, at Station 921+00. TPSS-02 is located west of Second Avenue, 

behind the building at 136 East Santa Clara Street at Station 999+50. Refer to Figures 

4-3E and 4-3F for the TPSS locations. 


• One DEIS/R station option has been eliminated: 

o Option B: Aerial station located northwest of North First Avenue / East Santa 

Clara Avenue 

• One DEIS/R parking option has been eliminated: 

o Structure on the City Municipal lot located on North Santa Anita Avenue 

between Wheeler Avenue and Huntington Drive. 



• One DEIS/R parking option has been revised: 

o DEIS/R had a surface lot located at the northwest corner of North First 

Avenue / East Santa Clara Avenue. 

o Draft Project Definition Report has a 2 level parking structure (305 spaces) at 

this location. 

o Project Definition Report considers a surface lot on Authority right-of-way at 

this location. 

• Grade separation at Santa Anita Avenue 

o M2 and PHA did not support inclusion of a grade separation. 

o City has recommended grade separation and is prepared to finance the cost 

differential of the design and construction. However, two station and grade 

crossing treatments options remain until the City has finalized their financial 

source. 

• TPSS locations 

o Two TPSS locations have changed from the DEIS/R. 

o One TPSS location in the DEIS/R was eliminated from the proposed three 

locations in the DEIS/R. 

The City of Arcadia had a number of options in the DEIS/R that have been narrowed 

down for more detailed study in the Advanced Conceptual Engineering and FEIS/R. 

The parking location has shifted at the request of the City, and the City has made 

preliminary decisions regarding the grade separation of Santa Anita. The number of 

TPSS locations has been reduced. 

City Approval 

The Arcadia City Council approved the recommendations of the Draft Project Definition 

Report on February 15, 2005, with additional recommendations regarding the Santa 

Anita Avenue grade separation, the station location, alternate station parking 

configuration, and aesthetic and noise treatments for the TPSS sites. The Staff Report 

and City Council agenda are included in Appendix A. The Authority will include in the 

FEIS/R and Advanced Conceptual Engineering the Santa Anita Avenue grade 

separation as an option, with the acknowledgement that the City will pay the additional 

cost. The Authority will work with the City during the development of the FEIS/R to 

reach a mutually agreeable solution to the station parking location, balancing the City’s 

desires to not impact existing commercial properties with the need to provide adequate 

parking for LRT patrons. 




ARCADIA 

Baldwin Ave 

Foothill Blvd 

! 

[` 

§¨¦ 210 

Santa Maria 

Rd 

Colorado St 

! 

Colorado Blvd 

Colorado Pl 

Baldwin Ave 

E 



Data Source: 2000 Census Tiger and Parsons Brinckerhoff Figure 4-3 C 






C 

Colorado Blvd 

(Potential) 

! 

[` 

MONROVIA 

§¨¦ 210 

!. 

Santa Clara St 

#* #* 

5th Ave 

Huntington Dr 

! ! 

1st Ave 

Mayflower Ave 

2nd Ave 

Magnolia Ave 

#* #* 

Santa Anita Ave 

E!. 

#* #* 

Encino Ave 

ARCADIA 

Duarte Rd 

P 



Data Source: 2000 Census Tiger and Parsons Brinckerhoff Figure 4-3 D 





Monrovia 

Arcadia City Boundary to Duarte City Boundary 

Station 1022+50 to 1128+85 


The City of Monrovia has a historic Santa Fe depot located west of Myrtle Avenue, 

south of West Pomona Avenue and just north of West Duarte Road. The City is in the 

process of revitalizing the depot area with the creation of a new transit center that will 

jointly serve the Foothill Extension and Foothill Transit. The groundbreaking ceremony 

for this center was held on February 9, 2005. The City is working with a developer to 

facilitate transit-oriented development in the vicinity. To be consistent with the future 

land use policies in Monrovia, the existing Granary is being planned for relocation east 

of the City of Irwindale and will eliminate the need to extend freight service from 

Monrovia to Irwindale. 

Station 

• Located west of historic Santa Fe passenger rail depot 


• Northwest corner of the West Duarte Road / South Myrtle Avenue intersection 

• Entry from east end of platforms 

The Foothill Extension station will be located northwest of the intersection of West 

Duarte Road and South Myrtle Avenue, just west of the historic Santa Fe passenger rail 

depot. Side platforms with access from the east end of the platforms will provide 

flexibility to the City for future planned development of the surrounding area. Refer to 

Figures 4-4 and 4-4A. 

Parking 



• City is in process of constructing a surface parking lot south of W. Pomona Ave., 

west of S. Myrtle Ave. & north of the Authority right-of-way. Current use of 

property is park-and-ride, commercial, and residential uses. City has obtained 

most of the land. Option (1) from DEIS/R. Current proposed square fottage of 

the surface parking lot will not meet opening day parking requirements. City has 

plans for redevelopment of entire block. 

• City assures the Authority they will meet parking requirements 

This station requires 350 parking spaces on opening day, and 600 parking spaces by 

2025. Some parking for the Foothill Extension station will be provided in a joint use 

facility with Foothill Transit. The City of Monrovia has acquired the land for this facility, 

located on the west side of South Myrtle Avenue, between East Pomona Avenue and 



the LRT Alignment. The City has committed to meeting the parking requirements for 

this station through the adjacent development proposed for the station area. The City is 

in the process of selecting a developer for the proposed transit-oriented development. 

Alignment 

• At-grade 



• Working with City to relocate Granary to allow freight to terminate at Irwindale 

The alignment through the City of Monrovia is primarily tangent, heading in a northwest 

/ southeast direction, and turning to an east / west orientation west of Myrtle Avenue, 

adjacent to the station. The at-grade, double LRT tracks utilize the Authority-owned 

right-of-way. The City is working on relocating the western-most BNSF freight 

customer, the Granary, which is adjacent to the station site. If the Granary is relocated, 

the existing BNSF freight line would be eliminated within the City. 

The City’s October 2004 and February 2005 request that the LRT tracks be located on 

the northern side of the LRT right-of-way in order to facilitate widening of Duarte Road 

will be considered during the analysis for the FEIS/R and the Advanced Conceptual 

Engineering. Refer to Appendix B. However, a number of factors must be considered, 

including that the portion of the LRT alignment that parallels Duarte Road approximately 

between Myrtle Avenue and Highland Avenue (in Duarte) is approximately 50 feet or 

less in width. 


• At-grade crossings within Monrovia 

- Mayflower Avenue 

- Magnolia Avenue 

- Myrtle Avenue 

- California Avenue 

- Mountain Avenue 

• Milestone 2 Grade Crossing Analysis completed on: 

- Myrtle Avenue 

• No grade separations warranted 

There are five grade crossings within the City: Mayflower Avenue; Magnolia Avenue; 

Myrtle Avenue; California Avenue; and Mountain Avenue. Refer to Figures 4-4B and 4- 

4C. The City boundary between Monrovia and Duarte runs down the center of 

Mountain Avenue. These five crossings were analyzed using the Metro Grade Crossing 

Policy. During this initial analysis, four crossings fell into the category of “At Grade 

Operation Should be Feasible,” while one crossing fell into “Possible At Grade 

Operation.” This latter crossing was at Myrtle Avenue. A Milestone 2 (M2) Analysis 

(from the Metro Grade Crossing Policy) was conducted on the Myrtle Avenue grade 



crossing, and it was found that appropriate mitigations would include four quadrant 

gates, pedestrian gates, pre-emption of the traffic signal, a pre-signal for the train, traffic 

signal provisions to address spillback queues, and possible queue length detection and 

traffic signal interconnect between Duarte Road and Evergreen Avenue traffic signals. 

With these provisions, this crossing should be operable at-grade. 

A Grade Crossing Preliminary Hazard Analysis (PHA) was conducted for all five 

intersections. The analysis supported four quadrant gates and pedestrian gates for all 

of the grade crossings within the City. Pre-emption to clear the southbound lanes was 

suggested at three crossings: Myrtle Avenue, California Avenue, and Mountain Avenue. 

The results of the PHA concur with the M2 Analysis of Myrtle Avenue. Refer to the end 

of Appendix B for the proposed grade crossing treatments identified in the PHA. 

The City indicated in an October 12, 2004 letter, that they had a number of concerns 

with the grade crossings, including the elimination of super-elevation at the crossings, a 

request for signal pre-emption on Myrtle Avenue, the proposed re-alignment of the 

Mountain Avenue / Duarte Road intersection, and interconnectivity with proposed new 

traffic signals in areas near the crossings. The Authority will work with the City during 

the FEIS/R and Advanced Conceptual Engineering to address these concerns. 


• 2 TPSS sites within Monrovia 

- TPSS-03: West of Magnolia Avenue (sta. 1061+53) 

- TPSS-04: West of Sawpit Wash, North of the alignment (sta. 1119+53) 


Two TPSS are located in the City of Monrovia, TPSS-03 just west of Magnolia Avenue 

at Station 1061+53 and TPSS-04 is located west of Sawpit Wash, north of Duarte Road 

at Station 1119+53. TPSS-04 was incorrectly labeled as being located in the City of 

Duarte in the Draft Project Definition Report, and was not included in the City Council’s 

approval of the document. The Authority has met with City staff regarding this issue 

and will continue to work with the City to obtain approval of this location. Refer to 

Figures 4-4D and 4-4E. 


• One DEIS/R station option has been eliminated: 

o Triple Track option. 

• One DEIS/R parking option has been eliminated: 

o Structure located south of Authority right-of-way, north of Duarte Road, and 

east of Peck Road. 

• Triple Track Option has been eliminated 

o The relocation of the Granary has eliminated the need for a BNSF freight 

track west of Irwindale. 



• TPSS 

o The TPSS has moved slightly from the DEIS/R location. 

o One TPSS location was corrected to within the City of Monrovia. 

For the most part, the alignment, station, and parking in Monrovia have not changed 

from the DEIS/R. The station has remained in the same location, adjacent to the 

historic Santa Fe passenger rail depot. With the decision to relocate the Granary, the 

triple track option for the station and alignment has been eliminated. Because the City 

is planning to redevelop the area surrounding the station, one of the parking options has 

been eliminated. 

City Approval 

The Monrovia City Council approved the recommendations of the Draft Project 

Definition Report on February 15, 2005. The approval letter from the City is included in 

Appendix B. The City noted concerns regarding the Myrtle Avenue grade crossing, 

intersection connectivity, and their future plans to widen Duarte Road. The Authority will 

work with the City to ensure that their concerns are addressed. Additionally, the 

Authority will work with the City during the analysis period for the FEIS/R and Advanced 

Conceptual Engineering in order to finalize parking plans and locations. The location of 

TPSS-04, which was incorrectly identified in the Draft Project Definition Report, will also 

be an important topic of discussion with the City in the upcoming months. 




C 

Colorado Blvd 

(Potential) 

! 

[` 

MONROVIA 

§¨¦ 210 

!. 

Santa Clara St 

#* 

5th Ave 

Huntington Dr 

! 

1st Ave 

Mayflower Ave 

2nd Ave 

Magnolia Ave 

#* 

Santa Anita Ave 

E!. 

#* 

Encino Ave 

ARCADIA 

Duarte Rd 

P 



Data Source: 2000 Census Tiger and Parsons Brinckerhoff Figure 4-4 B 







Mountain Ave 

MONROVIA 

§¨¦ 210 

DUARTE 

Shamrock Ave 

California Ave 

Magnolia Ave 

#* 

!. 

#* #* #* #* 

Duarte Rd 

Buena Vista St 

Peck Rd 

Myrtle Ave 

E 








Duarte 

Monrovia City Boundary to Irwindale City Boundary 

Station 1128+85 to 1208+45 


The City of Duarte, located at the terminus of the San Gabriel River Freeway (I-605) 

and just west of the San Gabriel River, is the location for the third station on the Foothill 

Extension. Refer to Figure 4-5. 

Station 


• North of Duarte Road, West of Highland Avenue 

• Entry from the west end of platform 

The Foothill Extension station will be located along Duarte Road, approximately 500 

feet west of Highland Avenue. It will be a center platform station, and entry will be via 

the western end of the platform. The City has requested access from both sides of the 

platform, which will be reviewed in the FEIS/R and Advanced Conceptual Engineering 

for feasibility. Surrounding uses include commercial, industrial, and residential buildings 

to the north and west, and the City of Hope Medical campus and the San Gabriel River 

Flood Control area to the south. Note that the location has shifted slightly from previous 

studies. Refer to Figure 4-5A. 

Parking 



• Surface parking on existing commercial lot located approximately 250 feet north 

of platform. Lot will contain approximately 200 spaces. Easement through 

commercial property required to access platform. 

The Duarte station requires 125 parking spaces on opening day and 250 parking 

spaces by 2025. Surface parking would be provided north of the platform on an 

existing commercial lot. Vehicular access to this lot would be from the north via 

Business Center Drive, which connects with Highland Avenue. The walk between the 

parking facility and the station would be approximately 500 feet via an easement 

through an adjacent commercial property. The proposed surface lot would 

accommodate approximately 200 spaces. The City has requested a traffic analysis on 

the potential impacts to abutting residences as well as traffic and circulation impacts 

resulting from the parking facility in addition to other requests including signalization. 

Additional analyses have been discussed with the City and will be conducted as a part 

of the FEIS/R. 



Alignment 

• At-grade 



The alignment through the City of Duarte is primarily tangent, heading in an east / west 

direction parallel to Duarte Road. The at-grade, double LRT tracks utilize the Authorityowned 

right-of-way. If relocating the existing Monrovia freight customer is successful, 

there will be no freight track along the alignment through the City of Duarte. 


• At-grade crossings within Duarte 

- Mountain Avenue 

- Buena Vista Street 

- Highland Avenue 

• Milestone 2 Grade Crossing Analysis completed on 

- Buena Vista Street 


There are three existing grade crossings within the City of Duarte: Mountain Avenue, 

Buena Vista Street, and Highland Avenue. Note that the City boundary between 

Monrovia and Duarte runs down the center of Mountain Avenue. Refer to Figures 4-5B 

and 4-5C. The three grade crossings were analyzed using the Metro Grade Crossing 

Policy. During this initial analysis, two crossings fell into the category of “At Grade 

Operation Should be Feasible,” while one crossing fell into “Possible At Grade 

Operation.” This latter crossing was at Buena Vista Street. A Milestone 2 (M2) Analysis 

(from the Metro Grade Crossing Policy) was conducted on the Buena Vista Street grade 

crossing, and it was found that appropriate mitigations would include: 

• four quadrant gates and pedestrian gates, 

• pre-emption of the traffic signal, 

• a pre-signal for the train, 

• traffic signal provisions to address the impact of pre-emption on Duarte 

Road intersection capacity. 

With these provisions, this crossing should be operable at-grade. 

A Grade Crossing Preliminary Hazard Analysis (PHA) was conducted for all three 

intersections. The analysis concurred with adding four quadrant gates and pedestrian 

gates for all of the at-grade crossings within the City (for Highland Avenue, quad gate 

was recommended for the northeast quadrant only). Pre-emption to clear the 

southbound lanes, relocation of the traffic signals, and flashing red during crossing 

activation were suggested at two crossings: Mountain Avenue and Buena Vista Street. 



This concurs with the M2 analysis of Buena Vista Street. Refer to the end of Appendix 

C for the proposed grade crossing treatments identified in the PHA. 


• 1 TPSS site within Duarte 

- TPSS-05, Option 1: In the proposed parking lot near Duarte Station (sta. 

1177+10) 

- TPSS-05, Option 2: In an existing commercial parking lot, east of Highland 

Avenue and north of the alignment (sta. 1192+42) 


There is one TPSS proposed to be located in the City of Duarte. The location has 

changed from that identified in the DEIS/R, described in the Draft Project Definition 

Report as south of the alignment and directly across from the Highland Avenue 

terminus, and subsequently approved by the City Council. However, the location is 

within the City of Irwindale, whose City Council approved only 2 TPSS locations within 

their City; this particular TPSS location is not one of them. Therefore, several alternate 

options were analyzed for the location of TPSS-05, in the general vicinity of the Duarte 

Station at the eastern end of the City. TPSS-05, option 1, is located in the proposed 

surface parking facility, north of the station, at Station 1177+10. This option was 

discussed with the City Council but due to insufficient data and review time, was not 

acted upon at the Council meeting on February 22, 2005. TPSS-05, option 2, is located 

in an existing commercial parking lot, east of Highland Avenue and north of the 

alignment at Station 1192+42. This option will be reviewed with the City during the 

FEIS/R and Advanced Conceptual Engineering period. Refer to Figures 4-5D and 4-5E. 


- Both DEIS/R station options have been eliminated: 

o Double Track option. 

o Triple Track option. 

- One station option has been added at the City’s request: 

o Center platform located approximately 500’ west of Highland Avenue on 

Duarte Road. 

- DEIS/R parking option has been eliminated: 

o Structure located on City of Hope property. 

- New parking location in Project Definition Report: 

o Surface lot (200 spaces) located approximately 250’ north of station 

location via an easement. Vehicle access via Business Center Drive. 

- Triple Track Option has been eliminated 

o The relocation of the Granary has eliminated the need for a freight track 

west of Irwindale. 

- TPSS 

o One TPSS location has been eliminated. 

o One TPSS location has changed slightly from the DEIS/R, and now 

requires future City Council action. 



The alignment in Duarte has not changed from that identified in the DEIS/R. The station 

has remained in the same general location on Duarte Road, but is now located 

approximately 500’ west of Highland Avenue. The triple track option has been 

eliminated, thus avoiding the partial acquisition of Duarte Road. Based on comments 

received and following meetings with the City, a new parking facility as described herein 

and the TPSS site located in the eastern portion of the City will be studied as a part of 

the FEIS/R and Advanced Conceptual Engineering. 

City Approval 

The Duarte City Council approved the Draft Project Definition Report on February 22, 

2005 with comments and City Staff recommendations. The approval letter from the City 

is included in Appendix C. The City included several requests in their letter to the 

Authority, including further analysis of the station parking facility impact to the 

surrounding neighborhoods be conducted, possibly signalization along Highland 

Avenue, further design of the parking facility, and access from both sides of the station 

platform. The traffic analysis and other studies to be completed during the FEIS/R and 

Advanced Conceptual Engineering will address these concerns. Additionally, the TPSS 

site in Duarte has not been finalized in this report but on-going discussions with the City 

will endeavor to resolve this issue. 


Figure 4-5 

Duarte Station 

Central Ave. 

%&'( 210 

Evergreen St. 

Business Center Dr. 

Highland Ave. 

Three Ranch Rd. 

Duarte 

!. 

Duarte Rd. 

F 

0 120 240 480 720 960 

Feet




Mountain Ave 

MONROVIA 

§¨¦ 210 

DUARTE 

Shamrock Ave 

California Ave 

Magnolia Ave 

#* 

!. 

#* #* #* #* 

Duarte Rd 

Buena Vista St 

Peck Rd 

Myrtle Ave 

E 









DUARTE 

Central Ave 

§¨¦ 210 

Highland Ave 

!. #* ! ! ! 

Duarte Rd 

IRWINDALE 

§¨¦ 605 

E 








Irwindale 

Duarte City Boundary to Azusa City Boundary 

Station 1208+45 to 1301+20 


The City of Irwindale is located just east of the San Gabriel River Flood Control area. 

Known as the Jardin de Roca, or Garden of Rocks, Irwindale is actively revitalizing their 

vacant land through a sixty-year pit reclamation program. The Maintenance and 

Operations Facility will be located in Irwindale, east of the Miller Brewing Facility on 

currently vacant land. Refer to Section 5 of this Report for information pertaining to the 

Maintenance and Operations Facility. 

Station 


• East of Irwindale Avenue overpass 

• Entry from both ends of platforms 

The Foothill Extension station within the City of Irwindale is located east of Irwindale 

Avenue overpass and is accessed via Montoya Street. The side platform station will be 

entered via both ends of the platforms. Surrounding land uses are vacant land and 

abandoned pits, and commercial / industrial uses, with Miller Brewing Company located 

to the west and south of the station. Refer to Figures 4-6 and 4-6A. 

Parking 



• Surface lot located north of LRT alignment, east of Irwindale Avenue overpass, 

south of I-210 freeway, in south Kincaid pit. 

• Access to lot via underpass from Adelante Street. 

• Alternate parking locations, as suggested by the City, are on the Miller Brewing 

Company property, City right-of-way located west of Irwindale Avenue adjacent 

to the western Access Road, and various sites east of Irwindale Avenue. 

This station requires 350 parking spaces on opening day, and 700 parking spaces by 

2025. The Draft Project Definition Report states that the station surface parking will be 

provided on a currently vacant parcel of land located north of the alignment, east of 

Irwindale Avenue, and south of the I-210 freeway. This land is known locally as the 

south Kincaid pit. The approximately 350-space parking lot would be accessed via a 

tunnel/driveway from Adelante Street, under the alignment. The City Council has 

requested that the Authority look at additional parking options: on the Miller Brewing 

Company property, City right-of-way located west of Irwindale Avenue adjacent to the 

western Access Road, and various sites east of Irwindale Avenue. The Authority will 



analyze these alternative parking sites, taking into account size, cost, and feasibility, 

and will work with the City during the FEIS/R and Advanced Conceptual Engineering 

analysis to reach agreement on a site. 

Alignment 

• At-grade 


• Double LRT tracks on northern side of alignment 

• Western terminus of freight track 

• Freight track(s) on southern side of alignment 

The alignment through the City of Irwindale follows the gentle curve of the I-210 freeway 

across the San Gabriel River Flood Control area, past the Miller Brewing Company 

facility, and then east into Azusa. Miller Brewing Company is the western-most 

customer of the BNSF freight line, if the existing Monrovia freight customer is relocated. 

From Miller Brewing Company to the east, the alignment will consist of one freight track 

and two LRT tracks on the Authority-owned, at-grade, right-of-way. Within the City of 

Irwindale, the freight track will be located on the south side of the alignment and the 

LRT tracks will be located on the north side. Adjacent to the Miller Brewing facility, 

there will also be freight sidings for use by BNSF. 


• There are no at-grade crossings within Irwindale 

• Existing grade separations within Irwindale 

- Irwindale Avenue 

- I-605 Mainline and Connector Ramps to I-210 

There are no at-grade crossings within the City of Irwindale; Irwindale Avenue is the 

sole grade separation. The light rail tracks will pass underneath the I-605 mainline and 

connector ramps to the I-210. Refer to Figures 4-6B and 4-6C. The Metro Grade 

Crossing Policy and the Grade Crossing Preliminary Hazard Analysis do not apply in 

this City. 


• 2 TPSS sites within Irwindale 

TPSS-06: South of I-210, West of Miller Brewing (sta. 1252+85) 

TPSS-16: Maintenance & Operations Facility 


There are two TPSS proposed to be located in the City of Irwindale. The location on the 

alignment has changed from that identified in the DEIS/R. TPSS-06 is located south of 

the I-210 Freeway and west of the Miller Brewing Facility at Station 1252+85. Refer to 



Figure 4-6D. TPSS-16 is located within the Maintenance and Operations Facility, west 

of the Miller Brewing Facility, and is discussed in Section 5.0. 

The Draft Project Definition Report specified a third TPSS location for the City of 

Irwindale, which was incorrectly labeled as located within the City of Duarte. The 

Irwindale City Council took action on March 1, 2005 to not allow a third TPSS site within 

their City. The Authority will work with the City of Duarte to relocate this TPSS site to 

ensure that it will be outside of the City of Irwindale. 


- Both DEIS/R station options have been eliminated: 

o Double Track 

o Triple Track 

- New station option in Project Definition Report: 

o Side platform located east of Irwindale Boulevard. 

- New parking locations in Project Definition Report: 

o Per the Draft Project Definition Report, surface lot (350 spaces) located in 

south Kincaid pit, northeast of the proposed station. 

o Alternate parking locations suggested by City to be considered during 

analysis for FEIS/R. 

- TPSS 

o Two TPSS locations have changed slightly from the DEIS/R. 

- Refer to Section 5.0 for changes to the Maintenance and Operations Facility 

- Irwindale is no longer the terminus for Segment 1. 

There have been several changes to the Irwindale station and parking facility locations 

since the publication of the DEIS/R. The double track station and alignment options 

have been eliminated. The station platform has been shifted to the east side of 

Irwindale Avenue overpass, and parking has not been finalized with additional parking 

sites suggested by the City also being considered. The TPSS locations have shifted 

slightly as well. Changes to the Maintenance and Operations Facility are addressed in 

Section 5.0. The terminus of Segment 1 has shifted to Azusa and is no longer 

Irwindale. 

City Approval 

The Irwindale City Council approved the recommendations of the Draft Project 

Definition Report on March 1, 2005, with additional recommendations on the station 

parking facility location and the TPSS locations, quantity, and aesthetics. Refer to 

Appendix D for the City Council Agenda, Staff Report, and approval letter. The City 

Council requested that the Authority consider alternative locations for the station parking 

facility and the TPSS locations, and indicated that the City shall approve the final 

parking location and the TPSS locations. The Authority will work with City staff to reach 

agreement on the parking location, keeping several factors in mind, including location, 

size, and cost. In addition, the Authority will work with City staff on the final TPSS 

locations, quantity, and the aesthetics, keeping several factors in mind including cost. 




DUARTE 

Central Ave 

§¨¦ 210 

Highland Ave 

!. #* ! ! ! 

Duarte Rd 

IRWINDALE 

§¨¦ 605 

E 









AZUSA 

Todd Ave 

Mc Keever Ave 

Foothill Blvd 

! 

[` 

IRWINDALE 

5th St 

Virginia Ave 

! 

§¨¦ 210 

!. 

! 

E 

Irwindale Ave 








Azusa 

Irwindale City Boundary to Glendora City Boundary 

Station 1301+20 to 1428+10 


The City of Azusa will have two stations – one in the downtown area near City Hall, and 

one at the proposed Monrovia Nursery development on the eastern border of the City. 

This latter station will also serve as the terminus of Segment 1. Refer to Figure 4-7. 

Station (1) – Alameda Avenue 


• At North Alameda Avenue, 180 feet east of North Azusa Avenue 

• Entry from western end of platforms 

• Requires the closure of North Alameda Avenue 

• Adjacent to old Santa Fe depot 

Located in the heart of downtown Azusa, the Alameda Avenue station will have side 

platforms. The station will be located 180 feet east of North Azusa Avenue, and will be 

accessed via the western end of the platforms. The old Santa Fe depot, while needing 

rehabilitation, is also located near the proposed LRT station. Due to the short distance 

between streets, North Alameda Avenue will be closed at the alignment to allow for 

station placement. Refer to Figure 4-7A. 

Parking (1) – Alameda Avenue 



• City has expressed interest in mixed-use development / parking on block north of 

the alignment bounded by North Azusa Avenue, North Alameda Avenue, and 

East 9 th Street. Authority would build surface parking on this block for opening 

day parking requirements. Future development would require agreements 

between the Authority and the City. 

The downtown Alameda station will require 200 parking spaces on opening day, and an 

ultimate of 400 parking spaces in 2025. The City of Azusa has expressed interest in 

mixed-use development and parking on the block north of the alignment bounded by 

North Azusa Avenue, North Alameda Avenue, and East 9 th Street. To meet opening 

day parking requirements, the Authority would build parking within this block. Future 

development would require agreements between the Authority and the City. The City 

plans to complete a parking study in July 2005. 



Station (2) – Citrus Avenue 


• Between Palm and Citrus Avenues 

• Entry from east end of platform 

The development of the Monrovia Nursery property has provided a unique opportunity 

to add a LRT station to a master-planned green-field development. The Authorityowned 

right-of-way is located on the southern edge of this development. A center 

platform station will be located between Palm Avenue and Citrus Avenue, with access 

via the east end of the platform. This will be the terminus of Segment 1. Currently, 

land uses south of the proposed station are primarily residential, commercial, and 

educational. Refer to Figure 4-7B. 

Parking (2) – Citrus Avenue 



• Structure parking would be located just west of the proposed Citrus Avenue 

extension. Ground level plus one level to hold approximately 230 vehicles. 

Approximately 200 parking spaces are required on opening day at the Citrus station, 

and 350 parking spaces will be required by 2025. The developer of the Monrovia 

Nursery will provide the Authority the opportunity to purchase a one-acre parcel for 

parking near the proposed station location. This is enough land for a two-level parking 

structure containing approximately 230 parking spaces. A transit plaza is also proposed 

adjacent to the station and parking. 

Alignment 

• At-grade 


• Double LRT tracks on south side of alignment 

• Freight rail on south side of alignment until Virginia Avenue (just east of the I-210 

freeway), at which time it moves to the north side of alignment 

• LRT flyover (elevated structure) located at Virginia Avenue in order for LRT to 

cross freight from the north side of the alignment to the south side. 

Two at-grade LRT tracks and one freight track would follow the Authority-owned railroad 

right-of-way through the City of Azusa. 

The at-grade alignment through Azusa generally follows a northeast / southwest 

direction along the Authority-owned right-of-way. At the western end of the city, the 

freight track is located on the south side of the alignment, and the LRT is located on the 

north side. At Virginia Avenue, a LRT flyover (elevated structure) will transfer the light 

rail from the north side to the south side of the right-of-way, while the freight track will 



move at-grade to the north side of the right-of-way. The LRT tracks will be grade 

separated over Virginia Avenue while the freight track will remain at-grade. This 

arrangement will allow the light rail to operate without affecting the freight track. 


• At-grade crossings within Azusa 

- Virginia Avenue (freight only) 

- San Gabriel Avenue, Rte. 39 (one-way street) 

- Azusa Avenue, Rte. 39 (one-way street) 

- Alameda Avenue (will become a pedestrian crossing only) 

- Dalton Avenue 

- Pasadena Avenue 

• Existing grade separations within Azusa 

- I-210 Freeway mainline 

- Foothill Boulevard 

• Future grade separations 

- Virginia Avenue (LRT only) 

- Palm Drive (Grade Separation by Monrovia Nursery Developer) 

- Citrus Avenue (New Road, New Grade Separation by Monrovia Nursery 

Developer) 

• Closed grade crossings 

- Alameda Avenue (will become a pedestrian crossing only) 

• No Milestone 2 Grade Crossing Analysis required 


There are seven existing at-grade crossings within the City: Virginia Avenue, San 

Gabriel Avenue (Rte. 39 South), Azusa Avenue (Rte. 39 North), Alameda Avenue, 

Dalton Avenue, Pasadena Avenue, and Palm Drive. The grade crossings were 

analyzed using the Metro Grade Crossing Policy. During this initial analysis, all seven 

crossings fell into the category of “At Grade Operation Should be Feasible.” As a result, 

no Milestone 2 (M2) Analyses were conducted within the City of Azusa. Alameda 

Avenue will be closed at the alignment to allow for the downtown Alameda station. 

Refer to Figures 4-7C and 4-7D. 

There is one existing grade separation in Azusa, Foothill Boulevard (Rte. 66). Virginia 

Avenue will be grade separated (LRT only) as a part of the flyover (elevated structure) 

described previously. Two additional grade separations will be constructed as a part of 

the Monrovia Nursery development. Citrus Avenue will be extended northward, and 

both Citrus Avenue and Palm Avenue will be grade separated under the alignment. 

Note that the City boundary of Azusa and Glendora runs through the center of the 

proposed Citrus Avenue. 

A Grade Crossing Preliminary Hazard Analysis (PHA) was conducted for all seven 

crossings. The analysis concurred with adding four quadrant gates and pedestrian 

gates for all of the bi-directional at-grade crossings within the City. San Gabriel Avenue 



and Azusa Avenue are currently one-way streets, so full closure of the crossing can be 

achieved with standard gates and pedestrian gates. Refer to the end of Appendix E for 

the proposed grade crossing treatments identified in the PHA. 


• 2 TPSS sites within Azusa 

TPSS-07: East of Virginia Avenue (sta. 1342+44) 

TPSS-08: East of Pasadena Avenue (sta. 1394+44) 


There are two TPSS proposed to be located in the City of Azusa. The locations have 

changed from those identified in the DEIS/R. TPSS-07 is located east of Virginia 

Avenue at Station 1342+44 adjacent to the proposed flyover (elevated structure). 

TPSS-08 is located east of Pasadena Avenue at Station 1394+44. Refer to Figures 4- 

7E and 4-7F. 


- Two DEIS/R station options have been eliminated: 

o Azusa-Alameda: Double Track option has been eliminated. 

o Azusa-Citrus: Double Track option has been eliminated. 

- Two DEIS/R station options have been revised: 

o Azusa-Alameda: Triple Track option is now a side platform station. 

o Azusa-Citrus: Triple Track option is now a center platform station located 

halfway between Palm Avenue and Citrus Avenue. 

- DEIS/R parking option has been eliminated: 

o Azusa-Alameda: Structure (400 spaces) located north of the Authority 

right-of-way and between North Alameda Avenue and North Dalton 

Avenue. 

- New parking location in Project Definition Report: 

o Azusa-Alameda: Station surface parking lot (200 spaces) located north of 

the Authority right-of-way and between North Azusa Avenue, North 

Alameda Avenue, and East 9 th Avenue. 

o Azusa-Citrus: Structure (230 spaces) located north of the Authority rightof-way 

and west of the future extension of Citrus Avenue. 

- One DEIS/R at-grade crossing is grade separated due to LRT flyover 

(elevated structure): 

o Virginia Avenue 

- LRT tracks flyover freight track located in western end of the City of Azusa at 

Virginia Avenue. 

o Freight track on north side of LRT until Virginia Avenue. 

- TPSS 

o Two TPSS locations have changed slightly from the DEIS/R. 

- Segment 1 terminates at Citrus Avenue (Azusa / Glendora City Boundary). 



Azusa is now the terminus of Segment 1, which is a departure from the DEIS/R. The 

double track station and alignment options have been eliminated, and the triple track 

options have been revised. The station layouts have changed slightly, as have the 

parking locations. One at-grade crossing has been grade separated as a part of the 

flyover (elevated structure). The freight track is now on the north side of the alignment 

instead of the south, as in the DEIS/R, through the majority of the City from Virginia 

Avenue to the east. A flyover, instead of a switch, will allow uninterrupted freight and 

LRT service. The two TPSS locations have changed slightly from the DEIS/R. 

City Approval 

The Azusa City Council approved the recommendations of the Draft Project Definition 

Report on February 22, 2005. Appendix E contains the City Council Letter and Staff 

Report. 




AZUSA 

Todd Ave 

Mc Keever Ave 

Foothill Blvd 

! 

[` 

IRWINDALE 

5th St 

Virginia Ave 

! 

§¨¦ 210 

!. 

! 

E 

Irwindale Ave 

#* At Grade Crossing 

! Existing Grade Separation 


!. Gold Line Stations 

Feet 

0 500 1,000 2,000 3,000 4,000 

Figure 4-7 C 

Data Source: 2000 Census Tiger and Parsons Brinckerhoff 

Date Printed: 3/07/05



·|}þ39 

Barranca Ave 

AZUSA 

#* 

Azusa Ave 

San Gabriel Ave 

[` 

!. 

#* [` 

Foothill Blvd 

#* 

!. 

#* 

GLENDORA 

Palm Dr 

Rockvale Ave 

#* 

Foothill Blvd 

Pasadena Ave 

Citrus Ave 

Alosta Ave 

Cerritos Ave 

5th St 

Soldano Ave 

Dalton Ave 

Alameda Ave 

E 

·|}þ 39 

#* At Grade Crossing 

! Existing Grade Separation 


!. Gold Line Stations 

Feet 

0 500 1,000 2,000 3,000 4,000 

Figure 4-7 D 

Data Source: 2000 Census Tiger and Parsons Brinckerhoff 

Date Printed: 03/07/05

Part 1 - Metro Gold Line

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