DEVELOPMENT AUTHORITY

Transcription

1 DEVELOPMENT AUTHORITY The Orangeline Development Authority is a joint powers agency formed to pursue deployment of the Orangeline maglev system in Southern California. The Authority is composed of the following public agencies: City of Artesia City of Bell City of Bellflower City of Cerritos City of Cudahy City of Downey City of Huntington Park City of Los Alamitos City of Maywood City of Palmdale City of Paramount City of Santa Clarita City of South Gate City of Vernon Chairman Scott Larsen Councilmember, City of Bellflower Secretary Art Gallucci City Manager, City of Cerritos General Counsel Michael Colantuono Colantuono & Levine, PC Treasurer/Auditor Jack Joseph Gateway Cities COG Executive Director Albert Perdon, PE Supporting Agencies Gateway Cities Council of Governments Southern California Association of Governments City of Garden Grove City of Huntington Beach City of Long Beach City of Stanton 1. Call to Order 2. Pledge of Allegiance 3. Introduction of Attendees 4. Public Comments ORANGELINE DEVELOPMENT AUTHORITY MEETING Wednesday, January 11, 2006 Cerritos Sheriff s Station/Community Center Community Meeting Room Bloomfield Avenue Cerritos Buffet Dinner 6:00 p.m. Meeting 6:30 p.m. A G E N D A 5. Approval of Meeting Minutes of December 14, Report on Shanghai Maglev Inspection 7. Milestone 3 Alignment and Station Locations 8. Milestone 4 Ridership Modeling Assumptions 9. Potential State Legislation 10. Approval of Warrants 11. Communication Items to the Board 12. Communication Items from the Board 13. Adjournment next meeting February 8, 2006 info@calmaglev.org Phone Fax Paramount Boulevard Paramount California USA

2 DEVELOPMENT AUTHORITY The Orangeline Development Authority is a joint powers agency formed to pursue deployment of the Orangeline maglev system in Southern California. The Authority is composed of the following public agencies: City of Artesia City of Bell City of Bellflower City of Cerritos City of Cudahy City of Downey City of Huntington Park City of Los Alamitos City of Maywood City of Palmdale City of Paramount City of Santa Clarita City of South Gate City of Vernon Chairman Scott Larsen Councilmember, City of Bellflower Secretary Art Gallucci City Manager, City of Cerritos TO: FROM: A G E N D A R E P O R T Members of the Orangeline Development Authority Albert Perdon, Executive Director DATE: January 11, 2006 SUBJECT: Report on Shanghai Maglev Inspection At its December 14, 2005 meeting, the Board approved a delegation of up to seven Board members plus the Executive Director and the Chairman of the Orangeline Cities Community Development Directors Task Force to conduct an inspection of the Shanghai Maglev. The Board approved a budget of not to exceed $2700 per delegation member to cover approved business travel expenses. A report on results of the inspection will be presented at the meeting of January 11, Delegation members will offer their impressions and describe how the lessons learned can be applied to the Orangeline. RECOMMENDATION The following is recommended to the Board: 1. Review and discuss the information presented at the Board meeting; and, 2. Receive and file the report. General Counsel Michael Colantuono Colantuono & Levine, PC Treasurer/Auditor Jack Joseph Gateway Cities COG Executive Director Albert Perdon, P.E. Supporting Agencies Gateway Cities Council of Governments Southern California Association of Governments City of Garden Grove City of Huntington Beach City of Long Beach City of Stanton info@calmaglev.org Phone Fax Paramount Boulevard Paramount California USA

3 DEVELOPMENT AUTHORITY The Orangeline Development Authority is a joint powers agency formed to pursue deployment of the Orangeline maglev system in Southern California. The Authority is composed of the following public agencies: TO: FROM: A G E N D A R E P O R T Members of the Orangeline Development Authority Albert Perdon, Executive Director City of Artesia City of Bell City of Bellflower City of Cerritos City of Cudahy City of Downey City of Huntington Park City of Los Alamitos City of Maywood City of Palmdale City of Paramount City of Santa Clarita City of South Gate City of Vernon Chairman Scott Larsen Councilmember, City of Bellflower Secretary Art Gallucci City Manager, City of Cerritos General Counsel Michael Colantuono Colantuono & Levine, PC Treasurer/Auditor Jack Joseph Gateway Cities COG Executive Director Albert Perdon, P.E. Supporting Agencies Gateway Cities Council of Governments Southern California Association of Governments City of Garden Grove City of Huntington Beach City of Long Beach City of Stanton DATE: January 11, 2006 SUBJECT: Milestone 3 Orangeline Maglev Alignment and Station Locations The Milestone 1 - Preliminary Engineering Project Management Plan approved by the Board in November 2005 identified key decisions to be made during the current project development phase. In December 2005, the Board approved Milestone 2 System Concepts and Criteria. The next key decision, Milestone 3, is approval of Orangeline Maglev alignment and station locations. Board approval of the Milestone 3 report would provide the basis for further engineering, cost and ridership analyses, as well as for corridor development planning. The draft Milestone 3 report is shown in Attachment A. The Orangeline Maglev system is described as a mostly elevated dual-guideway system extending from Palmdale to Irvine and located primarily above existing freeway and railroad rights-of-way. Previous project feasibility studies, the Los Angeles to Orange County study and the LAX-Palmdale study, identified the possible location of the elevated maglev guideways within the project corridor. Potential station locations were also identified. Milestone 3 confirms the alignment and station locations for the Palmdale to Irvine Orangeline Maglev. As with all key milestones, decisions made during this phase are subject to further consideration during the next phase of project development as project details are optimized. However, it is important to consider approval of the Milestone 3 report as approval to expend additional resources in accordance with the recommendations included in this Milestone report. The decisions made now will serve as the basis for securing private financing for the next phase of project development. The Authority-ARCADIS project team has worked closely with member agencies to prepare the recommendations for station locations. The Orangeline Cities Community Development Directors Task Force, under the leadership of Steve Lefever of South Gate, has provided input from the member cities perspective. Meetings with other cities along the corridor have also been held to obtain their input on preferences for station locations. Meetings with local agency representatives have focused on current and planned station area and corridor land use and development. Current and planned land use is a major factor in determining station locations. Following Board approval info@calmaglev.org Phone Fax Paramount Boulevard Paramount California USA

4 Milestone 3 Alignment and Station Locations January 11, 2006 Page 2 0f 2 of the Milestone 3 report, either as presented or as modified by the Board upon adoption, the project team will work closely with member cities and other cities along the corridor to more fully explore the opportunities and goals for corridor development. Results of these discussions will be documented in a future Milestone 7 Station Area Development report scheduled to be presented for Board consideration in May Milestone 3 is a key point in the development of the Orangeline. Our success in attracting private financing for the next program phase and beyond will depend heavily on demonstrated Orangeline Cities support of the Board s Milestone 3 decision. It is therefore recommended that each member city and other cities along the corridor be requested to consider the Milestone 3 recommendations and approve a resolution supporting the Board s action. Cities should also be asked to provide further input regarding current and planned station-area development. RECOMMENDATION The following is recommended to the Board: 1. Review and discuss the information provided; 2. Approve the attached Milestone 3 Alignment and Station Locations Report 3. Request resolutions of support for Milestone 3 Orangeline Maglev Alignment and Station Locations from each member agency and other cities along the corridor and seek further input from each city regarding current and future plans for station area development, including station area sizing, themes, architectural design concepts, etc. 4. File this report Attachment A Milestone 3 - Alignment and Station Locations Report

5 Attachment A Orangeline Development Authority ARCADIS A Public-Private Partnership Orangeline Corridor Development Project Milestone 3 Orangeline Maglev Alignment and Station Locations January 11, 2006

6 Content A. Summary of Alignment and Station Locations B. Project Concept 1. Orangeline Corridor Development Project Concept 2. Land Development Concept 3. High Speed Orangeline Maglev Service Concept C. Orangeline Maglev System Concepts and Criteria 1. Value for System Users 2. Value for Orangeline Cities 3. Distribution of Economic Benefits 4. Airport Access 5. Traffic Congestion and Air Quality 6. Intra-regional Connections 7. Freight and Container Cargo D. Project Description 1. Land Use 2. Land Development Policies and Implementation Program 3. Project Impact on Land Use, Population and Growth within Orangeline Cities 4. Orangeline Maglev Service Components 5. Competing/Complementary Regional Transportation Services E. Orangeline Maglev Station Locations F. Orangeline Maglev Alignment Attachments: 1. Milestone Report Adoption Schedule 2. Orangeline Maglev Station Outline Maps 3. Orangeline Maglev Alignment Maps i

7 A. SUMMARY OF ALIGNMENT AND STATION LOCATIONS This report, Milestone 3 Orangeline Maglev Alignment and Station Locations, is one of ten Phase 1 Preliminary Engineering Milestone reports being prepared as part of the Orangeline Corridor Development Project. Approval of each Milestone report by the Orangeline Development Authority Board of Directors and by the Authority s development partner, ARCADIS, sets in place specific policy directions and represents a major milestone in advancing the planning and overall development of the Project. Attachment 1 lists the 10 Milestone reports and the scheduled adoption date for each. Orangeline Maglev station locations identified for further study are identified in Table 1 below. The Orangeline Maglev alignment is shown in Figure 1 on the following page. Alignment and station locations are subject to further analyses in Phase 2 Preliminary Engineering and may be adjusted in the future after completion of the Phase 1 Preliminary Engineering analyses. Palmdale City Table 1 Orangeline Maglev Station Locations Orangeline Maglev Shuttle Station Santa Clarita McBean/Valencia S-14/SR126 San Fernando Burbank Burbank Airport N. Hollywood Way/Olive Orangeline Maglev Mainline Station Sierra Hwy at UPRR (Metrolink Station) San Fernando Road/UPRR/Workman Olive/UPRR (AMTRAK/Metrolink Station) Glendale Broadway/Brand San Fernando/Colorado Los Angeles Vernon Huntington Park Maywood Bell South Gate Cudahy Downey Paramount Bellflower Cerritos Artesia La Palma Cypress Buena Park Los Alamitos Santa Fe/Vernon Pacific/Gage Atlantic/Slauson Florence/Atlantic Firestone/California Clark/Atlantic Firestone/Paramount Rosecrans/Paramount Bloomfield/183rd South/Pioneer Orangethorpe/Valley View La Palma/SR-39 Katella/Race Track Union Station (numerous connecting modes) Salt Lake/Gage Atlantic/UPRR/Salt Lake UPRR/I-105 Fwy/Greenline Station Bellflower/Alondra Gridley/183rd Lincoln/Valley View Stanton S3-39/Garden Grove Blvd SR-39/P.E. Railway/north of Katella Anaheim Garden Grove Harbor and Katella Anaheim Stadium (ARTIC Station) Harbor Blvd./P.E. Railway Santa Ana Flower St/Santa Ana Blvd. Santa Ana AMTRAK/Metrolink Station Tustin Irvine Alton Pkwy/Irvine Center Drive Tustin AMTRAK/Metrolink Station Irvine Transportation Center (AMTRAK/Metrolink Station) 1

8 Figure 1 Orangeline Maglev Alignment 2

9 B. PROJECT CONCEPT 1. Orangeline Corridor Development Project The Orangeline Corridor Development Project is being undertaking by a public private partnership formed by the Orangeline Development Authority and a consortium of private firms led by ARCADIS. The Project purpose is to support economic growth and improved mobility objectives of the Authority s member agencies, and to create a positive financial return on project investments. The Project concept is to create new housing and other needed development in designated growth centers and to deploy the Orangeline Maglev, a high-speed ground transportation system operating along a 110- mile corridor from Palmdale/Lancaster in north Los Angeles County to Irvine in South Orange County. The Project scope will expand as additional cities join the Authority. 2. Land Development Concept Orangeline Cities are experiencing a range of growth and development patterns. Some cities are built out and anticipate focusing their development on building up to accommodate growing population and employment. Other cities are at an earlier stage of development and are building out, with an eye toward areas to be developed at higher densities in the future. Orangeline Cities view the Orangeline Maglev as a means to support the development goals of its member cities. This includes higher-density land use in some areas served more predominantly by the Orangeline Maglev and other public transportation services, while preserving lower density residential developments in other parts of the city. 3. Orangeline Maglev High Speed Service Concept The Orangeline Maglev is being planned as a high-speed, high-quality transportation service that is competitive with the automobile for a broad range of travel. Average speeds along the 110-mile proposed corridor are estimated to be above 90 mph. Top speed will range between 150 and 200 miles per hour depending on location and time of day. The service will be priced to enable capital and operating costs to be funded from project revenues, with government support confined primarily to project planning, right-of-way contributions and construction financing/credit enhancements. ARCADIS, the Authority s development partner, would build and operate the Orangeline Maglev and support Orangeline Cities in station area development. C. ORANGELINE SYSTEM CONCEPTS AND CRITERIA On December 14, 2005, the Orangeline Development Authority Board of Directors adopted Orangeline Maglev System Concepts and Criteria. The Board s action, endorsed by the Authority s development partner, ARCADIS, establishes the primary functional roles for the Orangeline Maglev system. These functional roles form the key criteria for selection of Orangeline Maglev station locations: 1. Create Sufficient Value for System Users to Recover Capital and Operating Costs from Project Operations. The key role of the Orangeline Maglev is to provide a high quality transportation service that will attract sufficient users and operating revenues to cover development and operating costs. The system must be competitive with alternative travel options and not rely on government grants to subsidize construction or operating costs. Government support in providing public rights-of-way is assumed and credit enhancements, including loans and loan 3

10 guarantees, are anticipated as possible strategies for reducing financing costs. Government grants to help carry out initial planning work is also anticipated. 2. Create Value for Orangeline Cities. This role is aimed at providing high quality access and mobility within the corridor that is competitive with the automobile and that enables Orangeline Cities to achieve their General Plan and land use goals for housing, retail and commercial development and enhanced economic and environmental conditions. The value provided by the Orangeline Maglev would be exhibited in higher property values and prosperity for residents of Orangeline Cities. The system would stimulate economic development, which would in turn generate increased revenues for member cities. A key role of the Orangeline is to protect designated residential areas from intrusive development by focusing future housing, commercial, retail and similar development around Orangeline stations and along feeder routes served by high-quality public transit services. 3. Provide Equitable Distribution of Economic Benefits to all Member Agencies. The Authority s member agencies are all striving to create a quality living environment for their residents and ensure economically strong and vibrant communities. Due to various reasons, including state and federal policies, prior decisions, geography, development patterns and market forces, some member agencies are in a better position to achieve their goals than are others. An underlying principle of the Orangeline Corridor Development Project is that all member agencies are to be kept whole in terms of benefits to be derived from the Project. This means that the benefits derived from the Project will be distributed equitably among all the member agencies, enabling all member agencies to come closer to achieving their goals. 4. Provide Improved Airport Access in the Corridor. Under this role, the high-speed maglev system would provide quick access to Palmdale Airport. The intent of this connection is to provide a more attractive alternative to LAX and Burbank airports, thereby enabling residents of Orangeline Cities to avoid ground and air congestion at these airports. Air travel ticketing and baggage check-in would be accommodated at designated Orangeline stations. 5. Reduce Corridor Traffic Congestion and Improve Air Quality. This role is aimed at reducing freeway and surface street traffic congestion in the corridor. The Orangeline Maglev would provide high-speed access between population and employment centers. Commuters would access the system by walking from and to housing and job locations and other destinations within close proximity to Orangeline stations. Local public transit, bicycle, shared-ride, station cars and taxi modes would be favored for access to Orangeline stations. Auto access would be accommodated but station-area parking would be priced to reflect its true costs. Strategies would be employed by cities to reduce demand for auto usage and parking. Station areas would be planned to be pedestrian-friendly and serve as community activity centers. 4

11 6. Provide Intra-regional Connections. This is a role that addresses the opportunity to serve a market for high-speed travel to places beyond the boundaries of the corridor. Convenient connections would be provided to Metrolink, AMTRAK and regional public transit services to enable convenient travel to destinations outside the corridor. This role helps to fulfill the mission of the Orangeline to improve transportation in the region. 7. Carry Freight and Container Cargo. The maglev system can be designed to carry freight containers. Containers could be loaded onto to maglev vehicles concurrent with passenger boarding. The system would also be designed to serve or accommodate the movement of cargo containers from seaports to an inland port in Palmdale if it is determined that the market could support such a system. D. PROJECT DESCRIPTION The Orangeline Maglev is a development oriented transportation ( DOT ) improvement that will help meet current and long-term mobility needs brought about by economic and population growth forecasted to occur over the next 50 years and beyond. Selection of Orangeline Maglev alignment and station locations is predicated upon the following: 1. Land Use Land use in each of the Orangeline Cities is and will remain governed by local city council-adopted general plans, zoning ordinances and regulations. Each Orangeline City is actively managing land development to address local market conditions and community preferences. Adopted land use plans of each Orangeline City serve as the primary basis for station location decisions. 2. Land Development Policies and Implementation Program Orangeline Cities will adopt amendments to current General Plans and other land use regulations that respond to new market forces for land improvements. In the cities that are mostly built out, these forces are resulting in primarily higher-density multi-family housing development in specified areas. Such development will be served primarily by public transportation improvements, such as the Orangeline Maglev and public transit. Other Orangeline Cities that still have readily available land to build out are meeting the demands of a growing population by creating a variety of housing, including both single-family and multi-family residential development. A mix of roadway and public transportation improvements will be provided to serve the mobility needs of these cities. A key factor in land development is expansion of Palmdale Airport as a major air travel destination for both passengers and air freight. A large area around Palmdale Airport will be utilized as a major inland freight/cargo/distribution center. Development of Palmdale Airport, when served by the Orangeline Maglev will result in significant diversion of air travel from LAX. Ensuring a seamless connection with Palmdale Airport facilities is a key objective of the Orangeline Corridor Development Project. 3. Project Impact on Land Use, Population and Growth within Orangeline Cities 5

12 It is anticipated that the Project will impact growth in the region. Station location decisions are based on the premise that station areas will see significant growth in population and employment around many of the Orangeline Maglev stations as a result of both market forces and actions by Orangeline Cities to attract growth around the proposed stations. The impact on population will vary by station and extend over many years. The Authority, ARCADIS and Orangeline Cities will carefully consider and plan for accommodating the changes that will result from future growth in order to protect the interests of current and future residents and businesses. The Authority and ARCADIS estimate that the population of Orangeline corridor cities will rise from a current population of 3.7 million people to 5.3 million people by The estimate includes only 10 percent of the population of the City of Los Angeles that would be directly served by the Orangeline Maglev. The increase of 1.6 million inhabitants in Orangeline Cities is about equal to the current population of Phoenix, Arizona. The population growth estimate is based on the projection that Orangeline Cities, on average, will attract an additional 10 percent growth in population and employment compared to the growth anticipated without the Project. In addition, it is projected that the Project will generate, on average, an added 10 percent growth within Orangeline Maglev station areas as a result of redistribution of growth within Orangeline Cities. This increase and redistribution in population is due directly to the economic impact of constructing the Orangeline Maglev system, to the improved mobility resulting from the Project, and to the policies and Project activities supporting higher-density development centered on Orangeline Maglev stations and along well-served public transit feeder lines. 4. Orangeline Maglev System Service Characteristics Orangeline Maglev station locations are directly influenced by the functional role of the system to serve three distinct passenger travel markets: commuter, airport access and inter-city travel. Freight and cargo movement is an additional consideration, although service to passenger travel is the predominant role of the Orangeline Maglev and takes priority in the setting of station locations. In considering possible options for locating Orangeline Maglev stations, the following service characteristics are presumed: a. Passenger Services Orangeline Maglev services include high-speed express and local services, as well as feeder services. Average speeds are estimated to be above 90 mph, including 30-second station dwell times. 1. High-speed Maglev Express Express service will be provided to designated Orangeline stations, as described in Attachment 3. Express service will operate between the hours of 7:00 a.m. and 9:00 p.m. Service frequency will be every 20 minutes. 2. High-speed Maglev Local Local service will be provided to all Orangeline stations as shown in Attachment 3. Local Service will operate between the hours of 5:00 a.m. and 1:00 a.m. Service frequency will be every 5 minutes between express vehicles. 6

13 3. Feeder Member cities and neighboring cities will provide local shuttle and feeder services to the Orangeline Maglev. Regional transit agencies will provide connections to Orangeline Maglev stations. Additional Orangeline feeder services will be provided from 5:00 a.m. to 1:00 a.m. to supplement member agency and regional transit agency public transit services accordingly. Such services would be provided to ensure no less than five-minute combined service frequency during Orangeline Maglev operating hours. 4. Evening Operations Operations during evening hours from 9 p.m. to 1:00 a.m. will be adjusted as shown in Table 1. b. Freight/Cargo Services Two types of service are contemplated. Additional studies will be undertaken to identify the potential for offering these services as a selffunded enterprise. Passenger service will take priority over freight/cargo services. 1. High-value Airline Container Freight Freight service will be provided to mail and small package freight forwarders such as USPS, FEDEX, UPS, etc. Frequency of service throughout the day will be determined following future market studies. 2. Sea-borne Container Cargo Cargo service will be provided to include sea-borne containers on dedicated Maglev cargo vehicles. Cargo service will operate during non-passenger operating hours or on a separate dedicated guideway. Frequency of service will be determined following future market studies. 5. Complementary Regional and Inter-city Transportation Systems Orangeline Maglev services will complement and inter-connect with other existing and planned transportation services in the corridor. These services include, public transit services provided by LACMTA and OCTA, Metrolink, and local public transit services provided by member agencies and other local agencies operating municipal public transit. Also included are complementary inter-city services currently provided by AMTRAK and future services that may be provided by the State in the development of a proposed state-wide high-speed rail line running from northern California to San Diego. It is anticipated that feeder services, in addition to those provided by the Authority, will complement Orangeline Maglev services and extend the reach of the overall public transportation system in the corridor and region. Station locations and designs are being planned to maximize the opportunity for convenient connections to complementary transportation services. The potential opportunity to service freight and cargo markets is also a consideration in the selection of station locations. E. Orangeline Maglev Station Locations In order to achieve the functional roles and meet the objectives established for the Orangeline Maglev, three types of Orangeline Maglev stations are planned. Orangeline Maglev mainline stations would be located at selected locations along the maglev system, providing direct access to the maglev 7

14 vehicles passing through the stations. Mainline stations would consist of local service only stations and combination local and express service stations. Orangeline Maglev shuttle stations would be located in key locations at varying distances from mainline stations. Orangeline Maglev shuttle stations would provide access to the Orangeline Maglev via frequent shuttle services. The criteria for selecting the station type are as follows: Station Type Orangeline Maglev Express and Local Service Station Orangeline Maglev Local Service Station Orangeline Maglev Shuttle Station Station Characteristic Located on Maglev mainline Located in current or planned higherdensity area Direct connection to major multi-modal services (e.g. Metrolink, AMTRAK, LRT or subway lines or high-volume bus lines) Anticipate higher station passenger volumes Serves major activity centers with concentration of population, employment, entertainment, or other activities attracting large numbers of people. Serves higher percentage of longerdistance trips High lever of passenger boardings Located on Maglev mainline Located in current or planned moderatedensity areas No direct connection to other highvolume transit services Serves areas with less concentration of trip generators Serves primarily local, shorter-distance trips. Medium level of passenger boardings Located off of Maglev mainline Located in significant activity centers, such as town centers, employment concentrations or at key inter-modal connecting locations Lower level of passenger volumes Provides direct, frequent connection to mainline stations Supplements local transit service access to Orangeline Maglev Station The combination of proposed station types is planned to offer the highest level of services to the maximum number of passengers. The approach enables the system to maintain high speeds on the mainline, high frequency of service, and close access to a large number of trip origins and destinations. A station may change its designation over time, for example from a local to an express and local, as its service characteristics change. 8

15 Figure 1 on Page 1 lists the proposed Orangeline Maglev Station locations. Station locations have been selected based on the previously described selection criteria and, where possible, on input from Orangeline Maglev corridor cities. Attachment 2 provides maps outlining the proposed station locations in the cities of Artesia, Bellflower, Cerritos, Downey, Paramount, Palmdale, South Gate and San Fernando, and at Union Station. Included is a preliminary summary assessment of engineering and access issues for each station. The Bellflower and Downey stations are currently planned to be local stations to allow express service to bypass these stations. These proposed station locations are based on input derived from the Orangeline Cities Community Development Directors Task Force meeting of November 28, 2005 and subsequent input from each city identified above. Similar maps will be developed for the other stations following additional meetings with local city staff of the remaining cities to obtain input on their interests in their station location. A meeting was held with several Orange County cities on December 20, 2005, to discuss the Orangeline Maglev Project and to solicit their interest in locating stations within their cities. Representatives of Anaheim, Irvine, Santa Ana, Fullerton and Buena Park attended the meeting. All the city representatives except Fullerton expressed interest in locating a station in their city. Discussions will continue with these cities to pursue commitments to joining the Orangeline project and/or determine locations for stations to facilitate the modeling work to be done soon. F. Orangeline Maglev Alignment Figure 1 shows the Orangeline Maglev alignment. The dual-guideway, elevated maglev system will generally be located above railroad and freeway corridors. The alignment locations are planned as shown in Table 2 and in the alignment maps contained in Attachment 3. Table 2 Orangeline Maglev Alignment Beginning Point Alignment Location Palmdale UPRR Acton SR-14 Freeway I-5/SR14 Interchange UPRR Paramount PE Railway Stanton UPRR/Katella to ARTIC Station ARTIC Station UPRR Stanton PE Railway SR-22 SR-22 I-5 I-5 Santa Ana Station UPRR Irvine UPRR 9

16 Attachment 1 Orangeline Corridor Development Project Phase 1 Preliminary Engineering Milestone Report Adoption Schedule Milestone Report Scheduled Approval Date 1. Project Management Plan November 9, System Concepts and Criteria December 14, Alignment and Station Locations January 11, Ridership Modeling Assumptions February 8, System Operations March 8, Cargo and Freight April 12, Station Area Development May 10, Cost and Revenues June 14, Deployment Plan July 12, Financial Plan August 9,

17 Attachment 2 Orangeline Corridor Development Project Orangeline Maglev Station Locations Station Outline Maps (To be provided) 1

18 Attachment 3 Orangeline Corridor Development Project Orangeline Maglev Alignment Maps 1

19 Figure 1 Orangeline Maglev Alignment Lancaster to Palmdale 2

20 Figure 2 Orangeline Maglev Alignment Palmdale to Acton 3

21 Figure 3 Orangeline Maglev Alignment Acton Agua Dulce 4

22 Figure 4 Orangeline Maglev Alignment Agua Dulce Sand Canyon 5

23 Figure 5 Orangeline Maglev Alignment Sand Canyon Santa Clarita 6

24 Figure 6 Orangeline Maglev Alignment Santa Clarita San Fernando 7

25 Figure 7 Orangeline Maglev Alignment San Fernando Sun Valley 8

26 Figure 8 Orangeline Maglev Alignment Sun Valley - Glendale 9

27 Figure 9 Orangeline Maglev Alignment Glendale - Union Station 10

28 Figure 10 Orangeline Maglev Alignment Union Station - Cudahy 11

29 Figure 11 Orangeline Maglev Alignment Cudahy - Bellflower 12

30 Figure 12 Orangeline Maglev Alignment Bellflower - Cypress 13

31 Figure 13 Orangeline Maglev Alignment Cerritos - Stanton 14

32 Figure 14 Orangeline Maglev Alignment Stanton Santa Ana 15

33 Figure 15 Orangeline Maglev Alignment Santa Ana - Irvine 16

34 DEVELOPMENT AUTHORITY The Orangeline Development Authority is a joint powers agency formed to pursue deployment of the Orangeline maglev system in Southern California. The Authority is composed of the following public agencies: TO: FROM: A G E N D A R E P O R T Members of the Orangeline Development Authority Albert Perdon, Executive Director City of Artesia City of Bell City of Bellflower City of Cerritos City of Cudahy City of Downey City of Huntington Park City of Los Alamitos City of Maywood City of Palmdale City of Paramount City of Santa Clarita City of South Gate City of Vernon Chairman Scott Larsen Councilmember, City of Bellflower Secretary Art Gallucci City Manager, City of Cerritos General Counsel Michael Colantuono Colantuono & Levine, PC Treasurer/Auditor Jack Joseph Gateway Cities COG Executive Director Albert Perdon, P.E. Supporting Agencies Gateway Cities Council of Governments Southern California Association of Governments City of Garden Grove City of Huntington Beach City of Long Beach City of Stanton DATE: January 11, 2006 SUBJECT: Milestone 4 Ridership Modeling Assumptions The Milestone 3 - Orangeline Maglev Alignment and Station Locations Report on today s Board agenda defines key station location inputs to Orangeline Maglev ridership analyses. The ridership analyses, in turn, provide one of the bases for determining the financial viability of the Orangeline Maglev. Milestone 4 Ridership Modeling Assumptions defines the key inputs for the assessment of potential ridership on the Orangeline Maglev. Ridership estimates will be prepared using sophisticated computer models that simulate travel behavior in future years. The Authority and ARCADIS will use the SCAG regional model to conduct the ridership analysis. The process for estimating ridership involves several iterations of computer runs that test various input assumptions. Multiple runs are required to also validate the results of the analysis to ensure that the outcome reflects real-life observations. The Project Management Plan incorporates four modeling runs that will be undertaken between now and April Results of the final runs will serve as the basis for the financial plan. The Project team has prepared the preliminary assumptions for the initial model runs. These assumptions are presented in the attached Milestone 4 report, which is provided as an information item on today s Board agenda. After receiving Board input and further analysis, staff will submit the revised Milestone 4 report to the Board for approval at the February Board meeting. In early December 2005, LACMTA staff indicated that they were initiating their own ridership modeling for the Orangeline Maglev in conjunction with the Authority s request that the Orangeline Maglev be included in the MTA Short Range/Long Range Transportation Plan. On December 23 rd, Authority staff provided the requested information, most of which is reflected in the attached Milestone 4 report. A concern is that MTA plans to conduct modeling for only local service and for only the Orangeline Maglev segment from Union Station to Anaheim. Staff has sought clarification from MTA as to its intention to include all or only a portion of the Orangeline Maglev in the Plan. The fact that MTA is undertaking the modeling work is a positive sign and indicates that the Orangeline Maglev is beginning to be seriously considered by the MTA. MTA s work will complement the work being performed by the Project team and serve as a possible validation of the results of our analyses. Consideration of the differences in modeling assumptions will have to be taken into account. info@calmaglev.org Phone Fax Paramount Boulevard Paramount California USA

35 Milestone 4 Ridership Modeling Assumptions January 11, 2006 Page 2 of 2 RECOMMENDATION The following is recommended to the Board: 1. Review and discuss the information provided; 2. Provide further direction to staff. 3. File this report Attachment: 1. Preliminary Milestone 4 - Ridership Modeling Assumptions Report

36 Milestone 4 Ridership Modeling Assumptions ATTACHMENT 1

37 Orangeline Development Authority ARCADIS A Public-Private Partnership Orangeline Corridor Development Project Ridership and Revenue Analysis Preliminary Computer Modeling Input Assumptions December 23, 2005

38 Content A. Summary of Modeling Assumptions B. Project Concept 1. Orangeline Corridor Development Project Concept 2. Land Development Concept 3. High Speed Orangeline Maglev Service Concept C. Project Background and Purpose 1. Value for System Users 2. Value for Orangeline Cities 3. Distribution of Economic Benefits 4. Airport Access 5. Traffic Congestion and Air Quality 6. Intra-regional Connections 7. Freight and Container Cargo D. Project Description 1. Land Use 2. Land Development Policies and Implementation Program 3. Project Impact on Land Use, Population and Growth within Orangeline Cities 4. Orangeline Maglev Service Components a. Passenger Services 1. Express 2. Local 3. Feeder b. Freight/Cargo Services 1. High-value Airline Container Freight 2. Sea-borne Container Cargo 5. Competing/Complementary Regional Transportation Services a. Competing Transportation Services b. Complementary Transportation Services 6. Orangeline Maglev System Components a. Passenger System b. Freight/Cargo System c. Comparison of Maglev features to high speed rail (ICE 3) 7. Passenger Fares and Cargo fees a. Passenger Service b. Freight/Cargo Service Attachments 1. Map of Orangeline Maglev 2. Orangeline Cities Population Projections 3. Orangeline Maglev Distance, Speed and Time Profile 4. Orangeline Maglev Station Locations 5. Orangeline Maglev System Technology Features i

39 A. SUMMARY OF MODELING ASSUMPTIONS The Orangeline Maglev is a high speed ground transportation system that is being planned as part of the Orangeline Corridor Development Project to provide transportation services along a 110-mile corridor from Lancaster/Palmdale to Irvine. Three types of service are being planned express and local passenger services and freight/cargo service. Initial feasibility studies conducted in 2000 and 2001 by the IBI Group indicated the feasibility of maglev service along the proposed corridor. The first phase of preliminary engineering studies is currently underway. The data shown in Table 1 and in the pages that follow present the preliminary modeling assumptions for estimating the potential ridership and revenues derived from Orangeline Maglev operations. Operations Table 1 Summary of Orangeline Maglev Modeling Assumptions (Preliminary) Express Service Local Service Number of Stations Orangeline Maglev Orangeline Maglev Shuttle End to End Travel Time (minutes) Miles Traveled Average Scheduled Speed (mph) Maximum Operating Speed (mph) Assumed Average Hwy Speed Headway (minutes) 20 5 Evening (9 pm 1 am) (minutes) - 10 Operating Hours 7 am 9 pm 5 am 1 am Operating Constraints (Evening Operations) None None Average Scheduled Speed (mph) - 75 Maximum Operating Speed (mph) Assumed Average Hwy Speed Headway (minutes) - 10 Operational Capacity (seated passengers) Vehicle (up to 6-section vehicle) System (peak point, 1 direction, ph) Potential Capacity (seated passengers) Vehicle (up to 10-section vehicle) System (peak point, 1 direction, ph) Fares (no transfers) Boarding Charge $5.00 $5.00 Mileage Charge $0.13 $0.10 Peak Surcharge (6-9 am & 4-7 pm) +25% +25% Average User Subsidies (by others) 10% 20% Parking Charge (average per day) $5 $5 Feeder Services Headway (minutes) 5 am 9 pm pm 1 am

40 B. PROJECT CONCEPT 1. Orangeline Corridor Development Project The Orangeline Corridor Development Project is being undertaking by a public private partnership formed by the Orangeline Development Authority and a consortium of private firms led by ARCADIS. The Project purpose is to support economic growth and improved mobility objectives of the Authority s member agencies, and to create a positive financial return on project investments. The Project concept is to create new housing and other needed development in designated growth centers and to deploy the Orangeline Maglev, a high-speed ground transportation system operating along a 110- mile corridor from Palmdale/Lancaster in north Los Angeles County to Irvine in South Orange County. The Project scope will expand as additional cities join the Authority. 2. Land Development Concept Orangeline Cities are experiencing a range of growth and development patterns. Some cities are built out and anticipate focusing their development on building up to accommodate growing population and employment. Other cities are at an earlier stage of development and are building out, with an eye toward areas to be developed at higher densities in the future. Orangeline Cities view the Orangeline Maglev as a means to support the development goals of its member cities. This includes higher-density land use in some areas served more predominantly by the Orangeline Maglev and other public transportation services. 3. Orangeline Maglev High Speed Service Concept The Orangeline Maglev is being planned as a high-speed, high-quality transportation service that is competitive with the automobile for a broad range of travel. Average speeds along the 110-mile proposed corridor are estimated to be above 90 mph. Top speed will range between 150 and 200 miles per hour depending on location and time of day. The service will be priced to enable capital and operating costs to be funded from project revenues, with government support confined primarily to project planning, right-of-way contributions and construction financing/credit enhancements. ARCADIS, the Authority s development partner, would build and operate the Orangeline Maglev and support Orangeline Cities in station area development. B. PROJECT BACKGROUND AND PURPOSE The Orangeline Development Authority is a joint powers agency established under the provisions of the Joint Exercise of Powers Act of the State of California, California Government Code Sections As of December 2005, fourteen cities in Los Angeles and Orange Counties are members of the Authority. The Authority has been organized on behalf of the people who reside in the Authority s member cities and, for unincorporated areas, member counties. The Authority is governed by a Board of Directors comprised of one delegate from each member agency. On December 14, 2005, the Orangeline Development Authority Board of Directors adopted Orangeline Maglev System Concepts and Criteria. The Board s action, establishes the following functional roles for the Orangeline Maglev system: 2

41 1. Create Sufficient Value for System Users to Recover Capital and Operating Costs from Project Operations. The key role of the Orangeline Maglev is to provide a high quality transportation service that will attract sufficient users and operating revenues to cover development and operating costs. The system must be competitive with alternative travel options and not rely on government grants to subsidize construction or operating costs. Government support in providing public rights-of-way is assumed and credit enhancements, including loans and loan guarantees, are anticipated as possible strategies for reducing financing costs. Government grants to help carry out initial planning work is also anticipated. 2. Create Value for Orangeline Cities. This role is aimed at providing high quality access and mobility within the corridor that is competitive with the automobile and that enables Orangeline Cities to achieve their General Plan and land use goals for housing, retail and commercial development and enhanced economic and environmental conditions. The value provided by the Orangeline Maglev would be exhibited in higher property values and prosperity for residents of Orangeline Cities. The system would stimulate economic development, which would in turn generate increased revenues for member cities. A key role of the Orangeline is to protect designated residential areas from intrusive development by focusing future housing, commercial, retail and similar development around Orangeline stations and along feeder routes served by high-quality public transit services. 3. Provide Equitable Distribution of Economic Benefits to all Member Agencies. The Authority s member agencies are all striving to create a quality living environment for their residents and ensure economically strong and vibrant communities. Due to various reasons, including state and federal policies, prior decisions, geography, development patterns and market forces, some member agencies are in a better position to achieve their goals than are others. An underlying principle of the Orangeline Corridor Development Project is that all member agencies are to be kept whole in terms of benefits to be derived from the Project. This means that the benefits derived from the Project will be distributed equitably among all the member agencies, enabling all member agencies to come closer to achieving their goals. 4. Provide Improved Airport Access in the Corridor. Under this role, the high-speed maglev system would provide quick access to Palmdale Airport. The intent of this connection is to provide a more attractive alternative to LAX and Burbank airports, thereby enabling residents of Orangeline Cities to avoid ground and air congestion at these airports. Air travel ticketing and baggage check-in would be accommodated at designated Orangeline stations. 5. Reduce Corridor Traffic Congestion and Improve Air Quality. This role is aimed at reducing freeway and surface street traffic congestion in the corridor. The Orangeline Maglev would provide high-speed access between population and employment centers. Commuters would access the system by walking from and to housing and job locations and other destinations within close proximity to Orangeline stations. Local public 3

42 transit, bicycle, shared-ride, station cars and taxi modes would be favored for access to Orangeline stations. Auto access would be accommodated but station-area parking would be priced to reflect its true costs. Strategies would be employed by cities to reduce demand for auto usage and parking. Station areas would be planned to be pedestrian-friendly and serve as community activity centers. 6. Provide Intra-regional Connections. This is a role that addresses the opportunity to serve a market for high-speed travel to places beyond the boundaries of the corridor. Convenient connections would be provided to Metrolink, AMTRAK and regional public transit services to enable convenient travel to destinations outside the corridor. This role helps to fulfill the mission of the Orangeline to improve transportation in the region. 7. Carry Freight and Container Cargo. The maglev system can be designed to carry freight containers. Containers could be loaded onto to maglev vehicles concurrent with passenger boarding. The system would also be designed to serve or accommodate the movement of cargo containers from seaports to an inland port in Palmdale if it is determined that the market could support such a system. C. PROJECT DESCRIPTION Computer-based ridership modeling is predicated on specified assumptions pertaining to land use in the corridor and the region, local land development policies and implementation programs, and Orangeline Maglev system components and service characteristics. The Orangeline Maglev is a development oriented transportation ( DOT ) improvement that will help meet current and long-term mobility needs brought about by economic and population growth forecasted to occur over the next 50 years and beyond. Modeling assumptions are based on the following project descriptions: 1. Land Use Land use in each of the Orangeline Cities is and will remain governed by local city council-adopted general plans, zoning ordinances and regulations. Each Orangeline City is actively managing land development to address local market conditions and community preferences. Adopted land use plans of each Orangeline City serve as the basis for land use assumptions in the development of ridership estimates. At the regional level, land use data and demographic projections developed by the Southern California Association of Governments serve as the base assumptions for land use. 2. Land Development Policies and Implementation Program Orangeline Cities will adopt amendments to current General Plans and other land use regulations that respond to new market forces for land improvements. In the cities that are mostly built out, these forces are resulting in primarily higher-density multi-family housing development in specified areas. Such development will be served primarily by public transportation improvements, such as the Orangeline Maglev and public transit. Other Orangeline Cities that still have readily available land to build out are meeting the demands of a growing population by creating a variety of housing, including both single-family and multi-family residential 4

43 development. A mix of roadway and public transportation improvements will be provided to serve the mobility needs of these cities. A key factor in land development is expansion of Palmdale Airport as a major air travel destination for both passengers and air freight. A large area around Palmdale Airport will be utilized as a major inland freight/cargo/distribution center. Development of Palmdale Airport, when served by the Orangeline Maglev will result in significant diversion of air travel from LAX. 3. Project Impact on Land Use, Population and Growth within Orangeline Cities It is anticipated that the Project will impact growth in the region. Ridership estimates will be prepared to reflect base case conditions for population and employment growth that assume no Project impacts on growth or land development patterns. Estimates will also be prepared to reflect the anticipated impacts the Project will have on total growth and distribution of growth in Orangeline Cities. Demographic projections to 2030 developed by the Southern California Association of Governments serve as the base assumptions for population, households and employment. The 2005 population of Orangeline corridor cities is about 3.7 million, which is about 20.6% of the regional population. SCAG projects this population to grow to 4.8 million by 2030, which would be about 20.9% of the regional population at that time. The Authority estimates that the population of Orangeline corridor cities will rise to 5.3 million, or about 21.1 % of the regional population, by Base population data developed by SCG are shown in Attachment 2. It is projected that Orangeline Cities, on overage, will attract an additional 10 percent growth in population and employment compared to the growth anticipated without the Project. The Project will generate an additional 10 percent growth within Orangeline Maglev station areas as a result of redistribution of growth within Orangeline Cities. This increase and redistribution in population is due directly to the economic impact of constructing the Orangeline Maglev system, to the improved mobility resulting from the Project, and to the policies and Project activities supporting higher-density development centered on Orangeline Maglev stations and along well-served public transit feeder lines. 4. Orangeline Maglev System Service Characteristics a. Passenger Services Orangeline Maglev services include high-speed express and local services, as well as feeder services. Average speeds are estimated to be above 90 mph, including 30-second station dwell times. 1. High-speed Maglev Express Express service will be provided to designated Orangeline stations, as described in Attachment 3. Express service will operate between the hours of 7:00 a.m. and 9:00 p.m. Service frequency will be every 20 minutes. 2. High-speed Maglev Local Local service will be provided to all Orangeline stations as shown in Attachment 3. Local Service will operate between the hours of 5:00 5

44 a.m. and 1:00 a.m. Service frequency will be every 5 minutes between express vehicles. 3. Feeder Member cities and neighboring cities will provide local shuttle and feeder services to the Orangeline Maglev. Regional transit agencies will provide connections to Orangeline Maglev stations. Additional Orangeline feeder services will be provided from 5:00 a.m. to 1:00 a.m. to supplement member agency and regional transit agency public transit services accordingly. Such services would be provided to ensure no less than five-minute combined service frequency during Orangeline Maglev operating hours. 4. Evening Operations Operations during evening hours from 9 p.m. to 1:00 a.m. will be adjusted as shown in Table 1. b. Freight/Cargo Services Two types of service are contemplated. Additional studies will be undertaken to identify the potential for offering these services as a selffunded enterprise. Passenger service will take priority over freight/cargo services. 1. High-value Airline Container Freight Freight service will be provided to mail and small package freight forwarders such as USPS, FEDEX, UPS, etc. Frequency of service throughout the day will be determined following future market studies. 2. Sea-borne Container Cargo Cargo service will be provided to include sea-borne containers on dedicated Maglev cargo vehicles. Cargo service will operate during non-passenger operating hours or on a separate dedicated guideway. Frequency of service will be determined following future market studies. 5. Competing/Complementary Regional Transportation Systems a. Competing Services 1. There are no competing services contemplated. The high-speed Orangeline Maglev provides a unique service that is not provided by existing or future transportation systems. While some passengers who would otherwise be using another mode in the absence of the Orangeline will switch to the Orangeline when it goes into operation, many new passengers will be using the mix of transportation services and facilities available in the future. b. Complementary Services 1. Orangeline Maglev services will complement other existing transportation services in the corridor. These services include, public transit services provided by LACMTA and OCTA, Metrolink, and local public transit services provided by member agencies and other local agencies operating municipal public transit. It is anticipated that feeder services, in addition to those provided by the Authority, will complement Orangeline Maglev services and extend the reach of the overall public transportation system in the corridor and region. 6. Orangeline Maglev System Components a. Passenger system 1. Maglev Guideway 6

45 The Orangeline Maglev double guideway is totally grade separated, with designated by-pass guideways for off-line stations, and is located above freeway and railroad corridors. 2. Stations Orangeline Maglev station locations are shown in Attachment 4. Orangeline Maglev stations are served by high-speed maglev vehicles and feeder/shuttle services and other modes, and are surrounded by moderate to higher-density housing and other mixed-use developments. Orangeline Maglev Shuttle stations are served by Orangeline shuttle buses and other regional and municipal bus services and other modes. 3. Power and Control Maglev is electrically powered. Operation is by automatic computer control. There are no operators on board Orangeline Maglev vehicles. 4. Vehicles Maglev vehicles are of varying lengths and capacity. The basic vehicle has two end sections with a total capacity of seated passengers. A six-section vehicle has a capacity of seated passengers. If demand requires it, up to 1192 seated passengers can be carried on a ten-section vehicle. 5. System Capacity The Orangeline Maglev has a practical point capacity of 15,000 passengers per hour per direction. b. Freight/Cargo System 1. Maglev Guideway Freight/cargo vehicles will use the same guideway used for passenger service. 2. Stations Loading and unloading will be done at special stations/station areas, separate from passenger operations. 3. Power and Control The power and control system used for the passenger system will also be used for the freight/cargo system. Future study will determine if the freight/cargo system requires special needs. 4. Vehicles Freight/cargo vehicles will be of two types. Freight vehicles designed to accommodate high time value parcel-type delivery will use the same vehicle (slightly modified) as the passenger system. Sea-borne container cargo will used specially-designed cargo vehicles. c. Comparison of Maglev features to high speed rail (ICE 3) Attachment 5 provides a summary of Maglev system features, as well as comparable features for high speed rail. 7. Passenger Fares and Cargo Fees a. Passenger Service A variable pricing structure will be used. The objective of the pricing policy is to maximize operating revenues and ridership by a broad range of users. i. Local service will be priced at a $5.00 boarding charge plus 10 cents per mile. ii. Peak period service will be assessed a 25% surcharge compared to off-peak service (weekdays: 6 a.m. 9 a.m. and 4 p.m. 7 p.m.). iii. Express service will be assessed a 3 cents-per-mile surcharge. 7

46 iv. There will be no transfer privileges between Orangeline services and other modes. v. User subsidies (employer, social service agencies, etc.) are assumed to reduce the actual direct cost to passengers of using the Orangeline. b. Freight/Cargo Service Freight (Fedex, UPS, etc.) and Cargo (sea-borne containers) transport will be charged fees that reflect market prices. Further study will be done to determine what the appropriate fee structure will be. 8

47 Map of Orangeline Maglev Attachment 1