Meeting_Body
PLANNING AND PROGRAMMING COMMITTEE
MAY 14, 2025
EXECUTIVE MANAGEMENT COMMITTEE
MAY 15, 2025
Subject
SUBJECT: SOUTHEAST GATEWAY LINE SLAUSON / A LINE TO LOS ANGELES UNION STATION STUDY UPDATE
Action
ACTION: RECEIVE AND FILE
Heading
RECOMMENDATION
Title
RECEIVE AND FILE status report on the Southeast Gateway Line Slauson/A Line to Los Angeles Union Station (LAUS) Study.
Issue
ISSUE
The Board directed staff to initiate a Slauson/A Line to LAUS Segment Study (the LAUS segment) to identify a cost-effective alignment route and configuration in lieu of the all-grade separated configuration (underground from LAUS to I-10 along Alameda and aerial along A Line to Slauson Station) included in the Draft EIS/EIR . Metro staff has completed the study and this item presents the findings of the LAUS Segment study and discusses next steps.
Background
BACKGROUND
In January 2022, the Board identified the Locally Preferred Alternative (LPA) for the Southeast Gateway Line (SGL). The LPA includes a 14.5-mile light rail transit (LRT) line with nine stations from a northern terminus at the Slauson/A Line Station located in the City of Los Angeles/Florence-Firestone unincorporated area of LA County to a southern terminus at the Pioneer Station located in the City of Artesia, a new C Line infill station at I-105, five parking facilities, and a maintenance and storage facility (MSF) in the City of Bellflower. The LPA was subsequently approved by the Board on April 25, 2024, after certifying the Environmental Impact Report (EIR) per the California Environmental Quality Act and the Environmental Impact Statement (EIS) per the National Environmental Protection Action (NEPA) successfully receiving a Record of Decision (ROD). The Project has initiated implementation of the early works components of the project.
As part of the January 2022 Board Action, the Board also identified LAUS as the ultimate northern terminus for the Project and directed staff to conduct a separate study to identify and evaluate cost-effective options for the approximately 4.8-mile alignment along Alameda Street from the SGL Slauson/A Line Station to LAUS, inclusive of three proposed stations (LAUS, Little Tokyo, and Arts/Industrial District). The study intended to provide an opportunity to identify concepts that would lower the project capital cost, make it competitive for “New Starts” Grant Funding, and reengage the community to best define a project (including station design and locations) to meet the changing mobility needs of Little Tokyo, Arts District, LAUS and surrounding area. The study also provided an opportunity to address several comments received from the Little Tokyo community related to the Little Tokyo Station location and design. Attachment A includes the LAUS Segment Study Executive Summary.
Discussion
DISCUSSION
At the January 2022 meeting, the Board approved Motion #10 by Directors Hahn, Solis, Garcetti, Mitchell, and Duta to recommended that the Board adopt as policy that the full SGL project will be declared complete once it provides a single-seat ride connecting the City of Artesia (Pioneer Boulevard) to LAUS via rail (Attachment B). As directed by Motion #10, staff worked with downtown stakeholders to explore a cost-effective/competitive alignment for the Slauson/A Line to LAUS segment for “New Starts” Grant Funding. The FTA's New Starts project evaluation uses a weighted, multi-criteria framework. Qualitative and quantitative ratings across various criteria are combined to produce justification, financial, and summary ratings. Notably, cost-effectiveness is a critical factor; projects rated below 'medium' will not receive funding, regardless of performance in other areas.
Study Approach: Lower the LAUS segment cost & make it cost-effective/competitive for “New Starts” grant funding
The LAUS segment includes a 4.5-mile segment along Alameda Street from LAUS to the Slauson/A Line Station, in which three stations are being considered: LAUS, Little Tokyo, and Arts/Industrial District. A range of preliminary concepts were developed based on key considerations, including providing a one-seat ride to LAUS, enhancing regional and local mobility, supporting economic growth and transit connections, potential to transform the Alameda Corridor character, and cost competitiveness for seeking Federal “New Starts” funding. These concepts are shown in Figure 1 below. The concepts were then further narrowed based on stakeholder feedback and technical considerations such as right-of-way constraints and operational constraints.
Figure 1: Preliminary Study Alignment Concepts
Two concepts were advanced and evaluated in comparison to the baseline alignment from the Draft EIS/EIR, as shown in Figure 2. The two concepts include:
• Concept 1: Draft EIS/EIR Underground Refined
• Concept 2: Alameda Aerial Median
Figure 2: Slauson/A Line to LAUS Study Baseline and Concepts
Concept 1: Draft EIS/EIR Underground Refined is similar to Alternative 1 from the Draft EIS/EIR with an underground alignment constructed via tunnel boring machine between LAUS and 14th Street. The alignment was revised to an at-grade segment under the I-10 freeway instead of an aerial configuration that was proposed in the Draft EIS/EIR. Consistent with Alternative 1 from the Draft EIS/EIR, the Concept 1 alignment would continue on an aerial structure adjacent to the existing A Line on Long Beach Boulevard until it ties in with the Approved Project at Slauson/A Line Station.
Concept 2: Alameda Aerial Median proposes the same horizontal alignment as Concept 1 but proposes an aerial structure between 4th Street and 14th Street instead of an underground alignment. Similar to Concept 1, Concept 2 proposes an at-grade configuration under the I-10 freeway and continues on an aerial structure adjacent to the existing A Line on Long Beach Boulevard until it ties in with the LPA at Slauson/A Line Station.
Station refinements to address stakeholder comments
This study also re-explored the LAUS and Little Tokyo Station locations considered in the Draft EIS/EIR. Figure 3 shows the station layouts.
• At LAUS, the Metropolitan Water District station option is proposed to be advanced instead of the Forecourt station option due to higher ridership and fewer conflicts with other projects in the LAUS area.
• In Little Tokyo, the Little Tokyo Station is being included for all concepts as requested by the Metro Board. The layout and configuration of the station portals were refined to address stakeholder comments and input. The north entrance portal has been shifted closer to the A and E Line portal entrance, and the southern portal has been rotated to allow for improved visual considerations for adjacent residences.
Figure 3: SGL LAUS and Little Tokyo Station Layouts
Stakeholder and Public Outreach
Metro staff coordinated closely with stakeholders and the public in the study area to ensure the design and study recommendations reflect community input. Outreach efforts included booths at community events, collaborating with community-based organizations (CBOs), and study-specific briefings, including: 13 community stakeholder and public meetings, one in-person community update meeting, 2 virtual stakeholder working group (SWG) meetings, 6 property owner briefings, and 5 CBO partnerships. CBO partners were each sponsored at the $500 level to help reach out to stakeholders, distribute project information and encourage participation at working group sessions and hosted project briefings. Comments and feedback received from stakeholders are considered in the study findings.
Feedback from the stakeholder meetings and property owner briefings indicated that stakeholders overwhelmingly preferred an underground alignment concept. 94% of stakeholders, including residents, businesses and property owners, preferred an underground alignment, while 6% stated they had no preference. No stakeholders preferred an aerial alignment. Key topics of concern for stakeholders included potential business impacts, noise and vibrational impacts, urban design, and visual effects.
Key Findings
Each concept was evaluated for engineering constraints, environmental considerations, cost savings, and public support. Table 1 summarizes the environmental considerations for the alignment concepts, evaluating factors such as street closures, grade crossings, traffic circulation, freeway access, on-street parking, utility relation, noise and vibration, and planned bicycle facilities.
Updated Cost & Schedule Estimate
At the time of the study, the capital cost year of expenditure (YOE) timeline was based on the Measure M timeline of 2041. The estimated YOE cost was approximately $7.75 billion for Concept 1 and $6.72 billion for Concept 2.
The Metro Measure M Funding Plan (Central City Subregion planning area) includes $400 million (in 2015 dollars) for the LAUS segment, which is equivalent to $928.9 million to $1.076 billion in YOE dollars.
Financial modeling indicates potential schedule acceleration for Concept 2 (Alameda Aerial Median) under current assumptions. However, the earliest possible completion date is 2048 due to existing Board federal funding priorities for the Southeast Gateway Line Approved Project, Eastside Corridor Phase 2, and the Sepulveda Transit Corridor projects. Further funding constraints include the need to issue bonds to accelerate local funding, which could increase debt service costs and potentially impact the agency's ability to fund future projects. Concept 1 has a projected completion date of 2053.
Based on the updated timeline of 2053 and 2048, the cost of Concepts 1 and 2 would be $12.2 B and $8.9 B (YOE $), respectively. The cost per mile for Concepts 1 and 2 is approximately $2.72 billion and $1.98 billion, compared to the Approved Project cost of $480 to $600 million per mile.
The high costs will make this LAUS segment more difficult to fund without significant new sources of revenue that were not envisioned in the original Measure M Expenditure Plan while not affecting the funding of other Board approved projects. Even after accounting for inflation adjustments, the cost estimate far exceeds the currently programmed funding for this Project. In addition, the currently approved SGL project, for which early works projects have been initiated, has yet to secure all funding to complete the funding plan. Staffing to support the continued progression of studies for the LAUS segment is strained against the needs of existing Metro priority projects and the major events planned for the region over the next few years. To address these constraints, if sufficient additional resources are committed, specialized staffing and consultant support can be allocated to complete specific deliverables that advance the environmental clearance and develop a funding plan.
Metro staff are exploring consideration of other potential external funding sources, which could include an Enhanced Infrastructure Financing District (EIFD). An EIFD could use property tax increment generated through increased property value within a defined geographic area to fund projects. Solutions Alameda Coalition (SAC), an advocacy non-profit organization, completed an EIFD analysis that suggests that potential funding could be generated for projects.
Given the funding uncertainties generally, staff recommend proceeding with the LAUS segment after the following key steps are completed:
1. Secure Full Funding Grant Agreement (FFGA) for the Approved Project (Slauson/A Line to Pioneer): Securing funding commitments for the Approved Project segment is critical for the initial operating segment of this corridor, and must be completed before initiating additional studies, environmental clearance, advanced design, etc., for the LAUS segment. The goal is to obtain a FFGA for the Approved Project by Q1 2027.
2. EIFD Formation and Commitment: Given the completion of the LAUS Segment Study and to develop a viable funding strategy, the City and County of Los Angeles must formally establish the EIFD and make a clear commitment of revenues to the SGL project. Staff will continue to collaborate with the City and County to support EIFD implementation and clarify the funding need and commitments If the City and County demonstrate sufficient commitments to establish an EIFD, and if initial funding agreements are secured for Metro staffing and consultant support, then, with Board approval, additional studies for project development, environmental clearance, and advanced design can be initiated.
Equity_Platform
EQUITY PLATFORM
The Approved Project and the LAUS Segment will benefit communities by adding a new high-quality reliable transit service which will increase mobility and connectivity for the historically underserved and transit-dependent communities along the corridor. The SGL corridor is comprised largely by Environmental Justice (EJ) communities. The LAUS Segment traverses through, and is adjacent to, established neighborhoods within the City of Los Angeles including but not limited to: Chinatown, El Pueblo de Los Angeles, Little Tokyo, Arts District, Industrial District, and Central-Alameda. In 2017 (the first year of environmental analysis), Black, Indigenous, and People of Color (BIPOC) residents comprised 71.6 percent of the total population in the LAUS Segment affected area. In addition, 46.1 percent of these communities are low-income.
During the environmental clearance phase of the Approved Project and the LAUS Segment study, staff has conducted extensive outreach efforts for corridor communities and has continued to engage project stakeholders through a variety of forums, platforms, languages, and access methods, including special outreach efforts to people of color, low income, and limited English proficiency populations, and persons with disabilities. Stakeholder feedback was received regarding privacy and visual impacts from the design of the Little Tokyo station portal and concerns of the design crossing the I-10 freeway. Project development has been directly influenced by this engagement, as discussed above. Metro staff will continue to engage communities as a part of the LAUS Segment when the environmental phase is initiated.
Vehicle_Miles_Traveled_Outcome
VEHICLE MILES TRAVELED OUTCOME
VMT and VMT per capita in Los Angeles County are lower than national averages, the lowest in the SCAG region, and on the lower end of VMT per capita statewide, with these declining VMT trends due in part to Metro’s significant investment in rail and bus transit.* Metro’s Board-adopted VMT reduction targets align with California’s statewide climate goals, including achieving carbon neutrality by 2045. To ensure continued progress, all Board items are assessed for their potential impact on VMT.
As part of these ongoing efforts, this item is expected to contribute to further reductions in VMT.This item supports Metro’s systemwide strategy to reduce VMT through planning activities that will improve and further encourage transit ridership through expanding high quality transit service. Metro conducted preliminary analysis as part of the Draft EIS/EIR which shows that the net effect of this project is to decrease VMT. Specifically, the VMT analysis in the Draft EIS/EIR for an alignment from LAUS to Artesia identified a reduction in daily regional VMT of 391,500 miles compared to the Horizon Year (2042) No Build Alternative conditions. Metro’s Board-adopted VMT reduction targets were designed to build on the success of existing investments, and this item aligns with those objectives.
*Based on population estimates from the United States Census and VMT estimates from Caltrans’ Highway Performance Monitoring System (HPMS) data between 2001-2019.
Implementation_of_Strategic_Plan_Goals
IMPLEMENTATION OF STRATEGIC PLAN GOALS
Recommendation supports strategic plan goals:
• Goal 1: Provide high-quality mobility options that enable people to spend less time traveling;
• Goal 3: Enhance communities and lives through mobility and access to opportunity; and
• Goal 5: Provide responsive, accountable, and trustworthy governance within the Metro organization.
Next_Steps
NEXT STEPS
Staff will continue to support and advance the following activities before re-initiating further work on the LAUS Segment: (1) securement of an FFGA for the initial operating segment of the corridor by Q1 2027, (2) Formation of an EIFD by City’s and County’s with commitment of revenues/funding dedicated to the LAUS Segment, and (3) completion of efforts related to the 2028 Games.
Attachments
ATTACHMENTS
Attachment A - SGL Slauson/A Line to Los Angeles Union Station Study Executive Summary
Attachment B - Motion #10
Prepared_by
Prepared by: Brian Lam, Senior Manager Transportation Planning, Countywide Planning & Development, (213) 922, 3077
Meghna Khanna, Deputy Executive Officer, Countywide Planning & Development, (213) 922-3931
Christina Long, Deputy Executive Officer, Countywide Planning & Development, (213) 922-4652
Allison Yoh, Executive Officer, Countywide Planning & Development, (213) 922-4812
Craig Hoshijima, Executive Officer, Countywide Planning & Development, (213) 547-4290
David Mieger, Senior Executive Officer, Countywide Planning & Development, (213) 922-3040
Reviewed_By
Reviewed by: Ray Sosa, Chief Planning Officer, Countywide Planning & Development,
(213) 547-4274
