FINAL 2007 AQMP 

APPENDIX IV-C 

Regional Transportation Strategy and 

Control Measures 

June 2007 
Mission Statement

Leadership, vision and progress that promote economic growth, 

personal well being and livable communities for all Southern 

California. 

The Association will accomplish this mission by: 

• Developing long-range regional plans and strategies that provide 

for efficient movement of people, goods and information; enhance 

economic growth and international trade; and improve the 

environment and quality of life. 

• Providing quality information services and analysis for the 

Region. 

• Using an inclusive decision-making process that resolves 

conflicts and encourages trust. 

• Creating an educational and work environment that cultivates 

creativity, initiative and opportunity. 
Regional Council Members 

President: 

Yvonne B. Burke, Los Angeles 

First Vice President: 

Gary Ovitt, San Bernardino County

Second Vice President: 

Richard Dixon, Lake Forest

Immediate Past President: 

Toni Young, Port Hueneme

Imperial County: 

• Victor Carrillo, Imperial County 

• John Edney, El Centro

Los Angeles County: 

• Yvonne B. Burke, Los Angeles 

County 

• Zev Yaroslavsky, Los Angeles 

County 

• Jim Aldinger, Manhattan 

Beach 

• Harry Baldwin, San Gabriel 

• Paul Bowlen, Cerritos 

• Todd Campbell, Burbank

• Tony Cardenas, Los Angeles

• Stan Carroll, La Habra Heights

• Margaret Clark, Rosemead

• Gene Daniels, Paramount 

• Mike Dispenza, Palmdale 

• Judy Dunlap, Inglewood 

• Rae Gabelich, Long Beach

• David Gafin, Downey

• Wendy Greuel, Los 

Angeles 

• Frank Gurule, Cudahy 

• James Gurule, Cudahy 

• Janice Hahn, Los Angeles 

• Isadore Hall, Compton

• Keith W. Hanks, Azusa 

• Jose Huizar, Los Angeles

• Tom LaBonge, Los 

Angeles 

• Paula Lantz, Pomona

• Paul Nowatka, Torrance 

• Pam O'Connor, Santa 

Monica 

• Alex Padilla, Los Angeles 

• Bernard Parks, Los 

Angeles

• Jan Perry, Los Angeles 

• Ed Reyes, Los Angeles 

• Bill Rosendahl, Los Angeles 

• Greig Smith, Los Angeles

• Tom Sykes, Walnut 

• Paul Talbot, Alhambra 

• Mike Ten, South Pasadena

• Tonia Reyes Uranga, Long 

Beach

• Antonio Villaraigosa, Los 

Angeles

• Dennis Washburn, Calabasas 

• Jack Weiss, Los Angeles 

• Herb J. Wesson, Jr., Los 

Angeles

• Dennis P. Zine, Los Angeles

• Eric Garcetti, Los Angeles 

Orange County: 

• Chris Norby, Orange County

• Christine Barnes, La Palma

• John Beauman, Brea

• Lou Bone, Tustin

• Art Brown, Buena Park 

• Richard Chavez, Anaheim

• Debbie Cook, Huntington Beach 

• Richard Dixon, Lake Forest 

• Paul Glaab, Laguna Niguel

• Marilynn Poe, Los Alamitos 

• Leslie Daigle, Newport Beach

Riverside County: 

• Jeff Stone, Riverside County

• Thomas Buckley, Lake 

Elsinore

• Bonnie Flickinger, Moreno Valley

• Ron Loveridge, Riverside 

• Greg Pettis, Cathedral City 

• Ron Roberts, Temecula 

San Bernardino County:

• Gary Ovitt, San Bernardino 

County 

• Lawrence Dale, Barstow 

• Paul Eaton, Montclair 

• Lee Ann Garcia, Grand Terrace 

• Tim Jasper, Town of Apple Valley 

• Larry McCallon, Highland

• Debra Robertson, Rialto 

• Alan Wapner, Ontario

Ventura County: 

• Judy Mikels, Ventura County 

• Glen Becerra, Simi Valley 

• Carl Morehouse, San Buenaventura 

• Toni Young, Port Hueneme

Orange County Transportation Authority: 

• Lou Correa, County of Orange

Riverside County Transportation Commission: 

• Robin Lowe, Hemet

Ventura County Transportation Commission: 

• Keith Millhouse, Moorpark
SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS 

LIST OF CONTRIBUTORS 

SCAG MANAGEMENT 

Mark Pisano, Executive Director 

Jim Gosnell, Deputy Executive Director 

Hasan Ikhrata, Director, Planning and Policy 

Sylvia Patsaouras, Acting Director, Government and Public Affairs 

Keith Killough, Director, Information Services 

Wayne Moore, Chief Financial Officer 

Deng Bang Lee, Manager, Transportation Modeling 

Jacob Lieb, Acting Manager, Environmental Planning 

Lynn Harris, Manager, Community Development 

Rich Macias, Manager, Transportation Planning & Programs 

Joanna Africa, Acting Director, Legal Services 

PROJECT STAFF 

Main Authors 

Jonathan Nadler, Program Manager, Environmental Planning 

Sheryll Del Rosario, Associate Regional Planner, Environmental Planning 

Jessica Kirchner, Associate Regional Planner, Environmental Planning 

Other Contributors 

Naresh Amatya, Program Manager, Transportation Planning & Programs 

Mark Butala, Program Manager, Community Development 

Hsi-hwa Hu, Senior Regional Planner, Community Development 

Guoxiong Huang, Senior Modeling Analyst 

Philip Law, Senior Regional Planner Specialist, Transportation Planning & Programs 

Annie Nam, Program Manager, Transportation Planning & Programs 

Teresa Wang, Senior Modeling Analyst 

Frank Wen, Program Manager, Community Development 

Philbert Wong, Associate Regional Planner 

Danny Wu, Program Manager, Transportation Planning & Programs 

Ying Zhou, Senior Regional Planner Specialist, Community Development 
Table of Contents 

SUMMARY ............................................................................................................................. 1

LINKING REGIONAL TRANSPORTATION PLANNING TO AIR QUALITY 

PLANNING ............................................................................................................................. 2

KEY PLANNING FACTORS: CHALLENGES AND OBJECTIVES ................................................... 3 

IMPLEMENTING A REGIONAL TRANSPORTATION STRATEGY.......................... 4

HISTORIC TRENDS: CONTEXT AND CONDITIONS.................................................................... 5 

GROWTH FORECASTS: LINKING SOCIO-ECONOMIC PROFILES TO LAND USE PATTERNS........ 5 

SOUTHERN CALIFORNIA COMPASS BLUEPRINT: PLANNING FOR INTEGRATED

LAND USE AND TRANSPORTATION ....................................................................................... 6 

GOODS MOVEMENT: DEVELOPMENT OF A REGIONAL STRATEGY.......................................... 9 

TRANSPORTATION CONTROL MEASURES .............................................................. 36

BACKGROUND ..................................................................................................................... 36 

2007 AQMP TCMS............................................................................................................. 39 

ROLLOVER AND SUBSTITUTION OF TCM PROJECTS............................................................. 39 

TCM IMPLEMENTATION ...................................................................................................... 42 

RELATION OF CURRENT TCM COMPONENTS TO PREVIOUS PLANS ..................................... 44 

TCM ENFORCEABILITY AND MONITORING.......................................................................... 45 

REGIONAL TRANSPORTATION EMISSIONS............................................................. 46

REASONABLY AVAILABLE CONTROL MEASURE ANALYSIS............................. 49

INTRODUCTION .................................................................................................................... 49 

SCAG TCM DEVELOPMENT PROCESS ................................................................................ 49 

ASSEMBLY AND REVIEW OF CANDIDATE RACM ................................................................ 52 

DETERMINING RACM MEASURES....................................................................................... 54 

REASONED JUSTIFICATION................................................................................................... 55 

CONCLUSION ....................................................................................................................... 55 

ATTACHMENT A

2007 AQMP TRANSPORTATION CONTROL MEASURES (TCMS) 

ATTACHMENT B

FISCALLY CONSTRAINED PROJECTS FROM THE 2004 RTP 

ATTACHMENT C

REASONABLY AVAILABLE CONTROL MEASURE (RACM) ANALYSIS

ATTACHMENT D

GOODS MOVEMENT CONTROL MEASURES
Final 2007 AQMP 

June 2007 

 1

SUMMARY 

This Appendix describes the Southern California Association of Government’s (SCAG) 

transportation strategy and transportation control measures (TCMs) to be included as part of the 

2007 Air Quality Management Plan (AQMP) and State Implementation Plan (SIP) for the South 

Coast Air Basin. This strategy was developed in consultation with Federal, State and local 

transportation and air quality planning agencies and other stakeholders. The four County 

Transportation Commissions in the South Coast Air Basin, namely Los Angeles County 

Metropolitan Transportation Authority, Riverside County Transportation Commission, Orange 

County Transportation Authority and the San Bernardino Associated Governments, were 

actively involved in the development of the TCM strategy of this Appendix. 

Consistent with past practices and in response to the inter-Agency consultation process, the 

Regional Transportation Strategy and Transportation Control Measures portion of the 2007 

AQMP/SIP consists of the following four related elements. 

• Transportation Strategy and Emissions - Total regional emissions from transportation 

projects in the South Coast Air Basin (Basin) are derived from the 2004 Regional 

Transportation Plan (RTP). The long-term planning requirements from on-road mobile 

sources are met by the RTP process, while the short-term implementation requirements are 

met by the Regional Transportation Improvement Program (RTIP) process. 

• TCM Project Identification - The TCMs included in the 2007 AQMP are a subset of the 

RTP/RTIP. The TCMs are derived from TCM projects listed in the first two years of the 

2006 RTIP, which include ongoing TCMs from previous RTIPs and are based on the broad 

categories (TCM1) adopted in the 1994 AQMP/SIP. Examples of TCM1 categories are 

HOV lanes, transit improvements, park and ride facilities and traffic signal improvements. 

TCM projects with funds programmed for right-of-way or construction in the first two years 

of the prevailing RTIP are considered committed TCMs. In the event of a conformity lapse, 

only federally approved TCMs and exempt projects, in the first two years (fiscally 

constrained portion) of the most recent RTIP, will be allowed to proceed. 

SAFETEA-LU (Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy 

for Users) provides for a formal substitution process that supersedes the process currently 

approved and implemented by SCAG. In the event that the criteria outlined in SAFETEA-LU 

are met, a formal SIP revision is not necessary for substitution of TCMs. SCAG will continue 

to update the TCM list to reflect new, completed and ongoing projects each time SCAG 

adopts a new RTIP and/or RTP. 

• Timely Implementation – Once a TCM project is listed in an RTIP as a committed project, 

the implementation status must be reported on in subsequent RTIPs and RTPs until the 

project has been completed. The purpose of this reporting is to track the timely 

implementation of TCMs, and to demonstrate that TCMs have been or are being 
Final 2007 AQMP Appendix IV-C 

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2

implemented. Reporting is done through the timely implementation report which is included 

in each RTIP. This report assures implementation and compliance and is the primary tool 

used by SCAG and the federal agencies for TCM implementation tracking. As part of the 

RTIP process, the Transportation Conformity Working Group receives draft timely 

implementation reports as appropriate. SCAG maintains a list of completed TCMs on its 

website. 

• Reasonably Available Control Measure (RACM) Analysis – The Federal Clean Air Act 

(CAA) requires that a RACM analysis be included as part of the overall TCM strategy in the 

SIP. This analysis ensures that all potential TCMs are evaluated for implementation and that 

justification is provided for those measures that are not implemented. In accordance with 

EPA procedures, this analysis will consider TCM measures that are suggested during public 

comments, relevant measures adopted in other non-attainment areas of the country, and 

measures identified by the U.S. Environmental Protection Agency (EPA). 

LINKING REGIONAL TRANSPORTATION PLANNING TO AIR QUALITY 

PLANNING 

The air quality conformity requirements of the Federal CAA establish a need to integrate air 

quality planning and regional transportation planning. This integration presents the challenge of 

balancing the real need for improved mobility with the equally important goals of cleaner air and 

the enhanced social and economic well being of communities. As the Federally-designated 

Metropolitan Planning Organization (MPO) for the six-county Southern California region, 

SCAG is required by law to ensure that transportation activities “conform” to, and are supportive 

of, the goals of regional and state air quality plans to attain the National Ambient Air Quality 

Standards (NAAQS). In addition, SCAG is a co-producer, with the South Coast Air Quality 

Management District (AQMD), of the AQMP for the South Coast Air Basin. SCAG has the 

responsibility for the demographic projections and integrated regional land use, housing, 

employment, and transportation programs, measures, and strategies, as well as analyzing and 

providing emissions data related to its planning responsibilities (California Health and Safety 

Code § 40460). 

The SCAG Region is the largest metropolitan planning area in the United States, encompassing 

38,000 square miles. The Region is divided into 14 subregions and is one of the largest 

concentrations of population, employment, income, business, industry and finance in the world. 

The six-county SCAG Region is home to more than 18million people, nearly half of the 

population of the state of California. The Gross Regional Product (GRP) for the Region, over 

$700 billion in 2005, shows that Southern California is the 10th largest economy in the world, 

while the State, as a whole, constitutes the 5th largest economy in the world. The South Coast 

Air Basin (Basin) has the worst air quality of the four air basins contained in the SCAG region. 

SCAG is responsible for the creation of the Region’s quadrennial long-range (20 year planning 

horizon) RTP and its biennial short-term (six year planning horizon) RTIP. The 2004 RTP 

represents the culmination of more than two years of work involving dozens of public agencies, 

184 cities, hundreds of local, county, regional and state officials, the business community, 

environmental groups, as well as various nonprofit organizations, and was founded on a broad-
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3

based public outreach effort. A comprehensive list of Task Forces and Advisory Committees is 

included in the 2994 RTP, Appendix J1

. 

The 2004 RTP was formally adopted by the SCAG Regional Council in April 2004, and 

approved by the federal agencies on June 7, 2004. The 2004 RTP, as updated by more current 

socioeconomic data and improved heavy-duty truck trip data, provides a basis for the 

transportation control strategy portion of the 2007 AQMP. It also provides the framework for 

aggregating sub-regional and local efforts to institute measures aimed at mitigating the adverse 

air pollution impacts from increased transportation activities. These measures are known as 

transportation control measures, and are the focus of this Appendix. 

The RTIP is the vehicle used to implement the RTP. The TCMs in the 2007 AQMP are derived 

from the first two years of the 2006 RTIP. The RTIP also provides the schedule and framework 

for the timely implementation of the Region’s TCM strategies. 

Key Planning Factors: Challenges and Objectives 

As the growth forecasts point out, the central challenge facing the Region is the prospect that the 

regional population is expected to increase by almost 5.8 million people (32%), from 2003 to 

2035, employment by 2.5 million jobs (32%), and the number of households by 2.0 million 

(35%). Other demographic factors, such as the rapid aging of the region’s population profile and 

proportional redistribution amongst the region’s ethnic groups, may affect residential location 

decisions and affect commute and general transportation choices as well. 

Accommodating this anticipated growth in a sustainable way—by taking account of ecological, 

economic and social factors, while enhancing quality-of-life indicators for present and future 

generations—represents the central challenge facing regional transportation planning in Southern 

California. Improvements in transportation mobility, both for people and for goods and services, 

and in progress toward meeting the NAAQS, must meet the goals of cost-effectiveness, 

environmental protection, and energy-efficiency. 

It should be recognized that regional transportation and air quality plans, and ultimately their 

resultant SIPs, embody a commitment of resources by the region as a whole. However, as the 

designated MPO for the Southern California region, and thus also for the Basin, SCAG bases its 

responsibilities on the following four assumptions: 

• There will be an appropriate commitment of fiscal resources from State and Federal 

sources. 

• SCAG will continue to have responsibility over the official growth forecasts for the 

region. 

• A monitoring system will be maintained to track implementation of the TCMs. 

 

1 http://scag.ca.gov/rtp2004/2004draft/techappendix/Appendix_J_Task_Forces_final.pdf
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• There will be an appropriate commitment of resources supporting interagency 

consultation from local, State and Federal agencies involved in the process. 

Additionally, the Regional Transportation Strategy proposed in the 2007 AQMP is predicated on 

the assumption that the following financial strategies adopted by SCAG’s Regional Council 

(RC) will be implemented as expected: 

• Protect/strengthen existing transportation revenues, including Proposition 42 revenues 

from the state sales tax on gasoline, truck weight fee revenues, and federal gas tax 

receipts; 

• Continue local transportation sales taxes where necessary; allow 55 percent voter 

approval for local transportation sales taxes; 

• Maximize motor vehicle fuel user fee revenue through pay-as-you-go and debt financing 

(assuming an adjustment to the gas tax rate to maintain historical purchasing power); 

• Review methods for collecting revenues from alternative fuel vehicles; 

• Support implementation of a development mitigation fee in San Bernardino County; 

• Consider the feasibility of high-occupancy toll (HOT) lanes for new facilities; and 

• Pursue user-fee-supported project financing for major regional investments where 

applicable. 

Finally, it should be recognized that all the measures in this Appendix are taken from the 2004 

RTP and the 2006 RTIP. 

IMPLEMENTING A REGIONAL TRANSPORTATION STRATEGY 

The Regional Transportation Strategy for the 2007 AQMP, as embodied in the 2004 RTP and 

further defined by the fiscally-constrained portion (first two years) of the 2006 RTIP, is part of a 

comprehensive vision to improve air quality, while at the same time enhancing mobility and 

assuring social and economic development. The transportation strategy and TCM projects 

proposed in this Appendix are an interconnected system, with the various components 

augmenting and reinforcing one another, rather than merely a mechanical aggregation of standalone actions. 

Infrastructure improvements, transit and system management, and information services are being 

pursued within the context of a broad vision of the region's future. This transportation strategy 

outlines regional and sub-regional commitments to implement transportation improvements 

contained in the 2004 RTP and detailed in the first two years of the 2006 RTIP, and continues 

the blueprint contained in the 2003 SIP previously submitted to EPA. 

The Regional Transportation Strategy is intended to maximize the emission reductions that can 

realistically be expected to be achieved from on-road mobile sources. However, it should be 

recognized at the outset that potential improvements in air quality deriving from TCM and RTP 

strategies applied to on-road mobile sources are minimal. This is due to the fact that motor 
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vehicle emissions have been substantially reduced through technology, individual TCMs affect 

only a small portion of regional travel, and that TCMs generally do not produce large scale 

changes in travel behavior. To attain the NAAQS, the Region will need to continue its focus on 

reductions from all emission source categories. 

Historic Trends: Context and Conditions 

As shown in Table 1, between 1980 and 2000, both population and employment have increased 

substantially in Southern California. During this same time period, the absolute number of 

home-to-work vehicle trips increased by 25 percent. However, the percentage increase in people 

driving to work alone is greater than the percentage increase in people using transit. The 

percentage increase in people sharing rides to work also lags appreciably. The absolute number 

of people that either work at home (including telecommuting), or ride a bicycle or walk to work, 

has dropped significantly for this same period as depicted in the “other” category in Table 1. 

Clearly, and through the year 2000, the rate of increase in people riding transit and sharing rides 

to work has not kept pace with the rate of increase in home-to-work trips. There is a strong 

historic trend toward driving alone, and a primary goal of the RTP is to counter this trend. 

This is one of the key challenges for regional transportation planning, and will continue to be a 

central concern for some time to come—ensuring that the proportion of transit and ride-share 

trips, as well as non-motorized and information technology-based strategies, increase their share 

of the total work-trips for the region, particularly over the next decade. 

Table 1 

Long-term Transportation System Trends: Southern California Region 

Growth Forecasts: Linking Socio-Economic Profiles to Land Use Patterns 

As the designated MPO for the Southern California region, SCAG is responsible for generating 

the socio-economic profiles and growth forecasts on which land use, transportation, air quality 

management and implementation plans are based. The growth forecasts provide the socioeconomic data used to estimate vehicle trips and vehicle miles traveled (VMT). Emission 

estimates can then be forecast based on these projected estimates. 

1980 2000 Change % Change

Population 15,429,162 11,074,483 4,354,679 39%

Employment 7,089,958 5,402,323 1,687,635 31%

Total Home-to-Work Trips 6,102,839 4,898,642 1,204,197 25%

 Drive Alone 3,493,490 4,648,117 1,154,627 33%

 Carpool 844,424 960,356 115,932 14%

 Transit 260,075 310,382 50,307 19%

 Other 300,653 183,984 (116,669) -39%
Final 2007 AQMP Appendix IV-C 

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The monitoring of changes in regional socio-economic profiles is a key factor in tracking 

changes in land use patterns as they affect transportation system usage and, thus, air quality 

impacts. The regional land use forecast consists of allocating population and employment 

growth totals among zones, based on existing factors that can shape development. To the extent 

that land use policies and programs impact the allocation of population and employment growth, 

they will be reflected in the regional land use forecast, and therefore in the mobile source 

emissions estimate. 

Reductions in emissions due to changes in the socio-economic profile of the region are an 

important way of taking account of changes in land use patterns. For example, changes in jobshousing balance induced by changes in urban form and transit-oriented development induce 

changes in VMT by more closely linking housing to jobs. Thus, socio-economic growth 

forecasts are a key component to guide the Basin toward attainment of the NAAQS. SCAG 

provides the mechanisms by which changes in socio-economic profiles, which affect land use 

patterns, can be monitored on a systematic and on-going basis. 

Southern California Compass Blueprint: Planning for Integrated Land Use and 

Transportation 

Given the magnitude of growth projected over the 30-year RTP forecast period, and its potential 

impacts on traffic congestion, air quality, open space protection, etc., SCAG initiated a 

comprehensive growth visioning process called Southern California Compass as part of the 2004 

RTP development process. Compass seeks to accommodate growth while maintaining mobility, 

livability, prosperity and sustainability goals for all residents in the SCAG region. Specifically, 

Compass aims to provide a policy framework for growth forecasts; consider balanced and 

efficient growth and transportation patterns; promote affordable housing choices; and provide 

direction on producing alternative urban form scenarios for the RTP. 

At its core, Compass utilizes a technique referred to as scenario planning. Scenario planning, 

endorsed by the Federal Highway Administration (FHWA) and the U.S. EPA, explores multiple 

options for a region’s future and how the choices we make today will affect future outcomes. 

SCAG, via Compass, developed literally dozens of different scenarios and modeled and analyzed 

each. Through an iterative process these scenarios were refined, and eventually one scenario was 

selected as the growth alternative for the 2004 RTP. 

The following policy assumptions aiming to better link transportation and land use established 

the framework for the 2004 RTP: 

• Focusing growth in centers and major transportation corridors

By accommodating growth in existing or emerging centers and corridors, the region can 

greatly improve transportation performance. The centers themselves will be easily accessible 

from major freeways and also will include their own internal strong street network. 

Balancing the location of jobs and housing is an important strategy in meeting regional goals 

of relieving congestion, reducing commute times and vehicle trips, encouraging alternate 

modes of transportation, and improving air quality. The Growth Vision Alternative achieves 
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these goals via an in-fill strategy by locating job and housing centers in targeted livable 

communities suitable for accommodating additional growth. 

• Creating significant areas of mixed-use development 

Mixed-use development uses the same strategy as centers-based development and ensures a 

strong balance of jobs and housing located near each another. Mixed-use development 

sometimes takes the form of well-designed retail shops and services with housing placed 

above or adjacent. It also refers to a larger neighborhood area with an appealing mixture of 

housing, shops, small offices and services, all within walking distance. The use of in-fill in 

aging and underutilized sites provides a means of accommodating growth, revitalizing 

neighborhoods, districts or communities, and makes efficient use of the existing 

infrastructure. Many existing corridors lack the residential and commercial density to 

adequately support non-auto transit uses. By intensifying these corridors with people-scaled 

and mixed-use developments, the existing transit system can more fully realize its potential 

for accommodating additional trips and taking strain off systems that are already at or overcapacity. 

• Targeting growth around transit stations 

The principle of transit-oriented development (TOD) is particularly relevant to employment. 

For commuting by transit to be effective, major employment areas should not be dispersed 

but instead should be easily accessible to transit investments. In the Growth Vision 

distribution, employment density near major transit corridors and stations is quite high - 

providing an innovative and efficient partnership between land-use and transportation 

policies. By intensifying these stations with people-scaled and mixed-use developments, the 

existing transit system can more fully realize its potential for accommodating additional trips 

and taking strain off systems that are already at or over-capacity. 

• Providing housing opportunities to match changing demographics 

Changing demographics will have an impact on the Region’s economic future. The large 

baby-boomer cohort will begin retiring after 2010. Other changes on the horizon include 

increased immigrant (younger) population; increased household size, and lower per capita 

income. These changes necessitate variation in housing products as well as amenities to 

serve the changing population. 

• Ensuring adequate access to open space 

Demographic trends, the need for adequate job opportunities and shelter, and the Region’s 

historical development pattern set the stage for competing quality-of-life demands. 

Development patterns in the Growth Vision Alternative emphasize focusing growth in 

appropriate centers and corridors that make most efficient use of developed land and 

minimize encroachment on open public space. This should improve access to existing largescale and neighborhood-scale open space. 

• Changing land use to correspond to the implementation of a decentralized regional aviation 

strategy and its consequent sort- and long-term job creation 
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The decentralized airport strategy creates a significant number of high-paying jobs in the 

short- and long-term. The Growth Vision alternative responds to this by creating the 

opportunity for well-balanced communities to support the additional workforce. 

• Changing land use to correspond to the implementation of regionally significant major 

transportation projects and their consequent short- and long-term job creation 

New regionally significant infrastructure, such as highways and high-speed rail, is planned to 

serve future housing and job centers in the high desert areas of Los Angeles and San 

Bernardino counties and eastern Riverside County. Planned shifts of goods distribution 

functions to these areas also create long-term employment benefits. 

• Incorporating the local input and feedback on future growth 

Ninety percent of the 193 jurisdictions participated during extensive public outreach over a 

two- year period for the development of the 2004 RTP Growth Forecast. This technical input 

and local expertise were critical in developing the 2004 RTP. Adjustments occur only after a 

ramp up period (post-2010) intended to establish consensus on an implementation strategy. 

Regional Benefits of Compass

As part of the 2004 RTP planning process, the RTP was analyzed relative to baseline conditions. 

The analysis revealed that the strategies of the 2004 RTP contribute benefits to mobility, transit 

boarding, air quality and energy consumption over the forecast period. As part of the 2004 RTP 

planning process, the RTP was analyzed relative to baseline conditions. The analysis revealed 

that the strategies of the 2004 RTP contribute benefits to mobility, transit boarding, air quality 

and energy consumption over the forecast period. The 2007 AQMP, while based on the 2004 

RTP, incorporates changes to emission factors based on ARB’s EMFAC2007 and to the 

socioeconomic data based on actual changes since the 2004 RTP was prepared. While the 

Compass 2% Strategy assumptions remain the same, these other changes result in revised 

emission projections and benefits compared to what was shown for the 2004 RTP. For example, 

Growth Visioning in the 2007 AQMP is estimated to contribute a reduction of approximately 0.5 

ton per day of ROG in the year 2020 (approximately 30% of total reductions) versus a reduction 

of approximately 2 tons per day in 2020 (approximately 70% of total reductions) when analyzed 

for the 2004 RTP. It should be noted that the emission benefits attributed to Compass reflect 

only grosser changes in land use, and do not account for the micro land use changes that are 

assumed in Compass and are expected to provide additional transportation and emission benefits. 

SCAG is working to develop additional analytical tools to better calculate the benefits 

attributable to the Compass program. 

Implementing the Compass Vision

While Compass has succeeded in garnering citizens, planners and officials to create a shared 

regional vision, its ultimate success will be measured over time. Southern California can achieve 

maximum mobility, livability, prosperity and sustainability only through a series of agreed upon 
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and feasible implementation tools. The Compass implementation plan focuses on reaching out 

to local decision-makers and the public at large to build support and local actions for the Vision 

through demonstrations of how minor changes in land-use and transportation decision-making 

can reap heretofore unexpected economic, mobility, and environmental benefits locally, subregionally and regionally. These Compass strategic opportunity areas make up about 2% of the 

region, thus, leading to the name “Compass 2% Strategy” for the implementation plan. 

The Compass 2% Strategy for focusing growth in smart growth opportunity areas will be most 

successful when it compliments local visioning, inform local policy making, and integrates and 

aligns local planning with regional transportation investment plans. Collaboration with 

transportation commissions, subregional councils of government, municipal governments and 

private developers will be a featured element in evolving the vision. Political support for the 

vision would be developed by taking the plan to cities and counties. The State, regions and local 

governments can collaborate on future planning to address and alleviate the need for housing. 

To ensure collaboration and sustained public and stakeholder involvement, SCAG has convened 

the Compass Partnership comprised of business leaders, activists, academics, public officials and 

others to meet quarterly and serve as an extension of the Compass program into local 

communities. 

The SCAG Regional Council continues to support the Compass 2% Strategy as a high priority 

program. As such, the following tasks critical to implementation have been underway since the 

adoption of the 2004 RTP: 

1. Initiating Compass demonstration projects in critical growth opportunity areas with member 

cities and Council of Governments and providing technical assistance for projects that 

exemplify one or more of the key principles of the Compass Vision. 

2. Targeting local governments to align their plans with the Compass Vision and providing 

assistance and training support to communities developing or updating general, specific and 

redevelopment plans and pilot projects. 

3. Providing local governments, subregions and transportation commissions with development 

screening, scenario planning and real estate analysis tools, e.g. LA LOTS (Land Use 

Opportunity Tracking System) and other inter-regional partnership program tools. 

4. Conducting an extensive public education, training and outreach program that promotes 

incentive based initiatives supporting Compass goals, e.g., Pilot corridor programs and local 

success stories. 

5. Establishing benchmarking, program assessment, evaluation and monitoring guidelines in 

collaboration with subregional councils of government, transportation commissions, local 

government partners, and other applicable stakeholders. 

Goods Movement: Development of a Regional Strategy 

The discussion of land use and its relation to mobility and air quality must consider the 

significant impact that the region’s goods movement system plays. While international trade and 
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goods movement activities are key contributors to the State’s and Southern California economic 

vitality, air pollution from these activities is a major public health concern at both regional and 

community levels. To address the economic growth, mobility, and environmental issues 

associated with goods movement, SCAG’s Goods Movement Program seeks to optimize the 

region's transportation system through increases in economic efficiency, congestion mitigation, 

safety and air quality improvements, and enhancements to system security 

(http://scag.ca.gov/goodsmove/). 

2004 Regional Transportation Plan’s Goods Movement Strategy

The adopted 2004 RTP presents the region’s most ambitious program of strategies and projects 

for improving the region’s goods movement system and reducing its current impacts on 

congestion and the environment. In fact, the 2004 RTIP already committed $2 billion in goods 

movement-related projects that are slated to start within the next six years. Beyond this baseline 

and out to year 2030, the 2004 RTP proposed a series of system and physical enhancements 

aimed at improving the flow of goods through the region. 

For instance, recognizing the need for additional highway capacity to handle increased truck as 

well as passenger traffic, the 2004 RTP proposes a $16.5 billion regional system of dedicated 

truck lanes along freeway corridors extending from the San Pedro Bay Ports, through the EastWest Corridor (to be defined as part of Multi-County Goods Movement Action Plan) and out to 

distribution points northeast and southeast of the urbanized areas. Such a regional system would 

be funded through user-fees based on a per-mile toll. Implementation dates range between years 

2020 and 2030. Therefore, the dedicated facilities offer a viable and potentially self-financing 

solution for mitigating congestion and reducing mobile source emissions arising from freeway 

operations in Southern California. In addition to the dedicated facilities, the 2004 RTP includes 

additional truck climbing lanes on four routes in Orange, Riverside, and San Bernardino 

Counties, with implementation ranging from 2010 to 2030. 

The 2004 RTP also includes provisions for a regional rail capacity improvement program 

totaling $3.4 billion, which provides for both additional track capacity and mitigations in the 

form of some 130 highway-rail grade separation projects east of downtown Los Angeles. This 

strategy was identified as enabling the region to meet mainline rail capacity needs east of Los 

Angeles where triple and sometimes quadruple track improvements are needed. Bottlenecks 

such as the rail-to-rail Colton Crossing could also be addressed. 

The RTP goods movement strategy included studying the viability of developing inland ports 

away from the water ports to serve as cargo facilitation centers. These facilities would function 

as inland sorting and depository centers for ocean and domestic containers, possibly transported 

via dedicated rail or truck facilities. 

Subsequent to the adoption of the 2004 RTP, SCAG and its transportation partners developed a 

more focused regional consensus goods movement infrastructure project list, referred to as 

Southern California Regional Strategy for Goods Movement: A Plan for Action (amended 

March 2005), which was provided to the California Department of Business, Transportation & 

Housing as input into the State Goods Movement Action Plan. The list calls for approximately 
Final 2007 AQMP Appendix IV-C 

June 2007 

11

$6 billion in freight rail investments and $20 billion in highway investments to enable the region 

to handle the dramatic growth in goods movement. The rail investments consist of additional 

mainline capacity and new intermodal capacity to handle this growing segment of international 

trade. About a third of the rail-related investments are for grade crossing separations, which 

reduce traffic congestion, improve safety, and reduce pollution. The highway investments 

include a system of dedicated, toll-financed truck lanes, truck climbing lanes, rebuilt bridges and 

port access roads, and other freight related projects. In addition, $10 billion was earmarked for 

environmental mitigation that would be coupled with infrastructure proposals. 

Air Quality Objectives

While the planning for the 2004 RTP considered the need for increased capacity to handle the 

projected flow of goods through the region and support the goods movement industry as an 

economic driver, it also considered the beneficial air quality impacts associated with an 

improved goods movement system. The public discourse related to goods movement 

subsequently evolved to focus more prominently on the environmental impacts from this source. 

Air pollution associated with goods movement is now more widely recognized as a major public 

health concern. At a regional level, the emissions associated with goods movement activities are 

significant contributors to exceedances of the health-based ozone and particulate matter 

NAAQS. At a local level, the emissions of diesel particulate matter from goods movement 

sources are a major component of increased adverse health risks in communities near the ports 

and associated transportation corridors. Health risks associated with exposure to the pollutants 

from goods movement activities include premature death, cancer risk, respiratory illnesses, and 

increased risk of heart disease. 

The California Air Resources Board (CARB) estimates statewide premature deaths from goods 

movement to be approximately 2,400 annually, mostly from particulate pollution. Even after 

implementation of proposed CARB control measures, the estimate if premature deaths remaining 

is still very significant (approximately 1,600). CARB also estimated the cancer risk from 

activities specifically at the Ports of Los Angeles and Long Beach and found that the areas with 

the greatest impact outside port boundaries have an estimated cancer risk of over 500 in a 

million. The study found that the impact areas extend several miles from the ports.2

Previous to the CARB studies, an urban toxics monitoring and evaluation study was conducted 

for the South Coast Air Basin as part of the Environmental Justice Initiatives adopted by the 

AQMD Governing Board in October 1997. The Multiple Air Toxics Exposure Study (MATESII)3

 found that mobile source related compounds tend to be generally high throughout the Basin; 

however, spatial variations show higher concentrations occurring along freeway corridors and 

junctions. In addition, higher levels of mobile source related compounds are estimated near 

major mobile source activities (e.g., ports). 

The CARB and SCAQMD studies reveal that living close to freight transportation corridors 

increases health risk beyond regional levels. Consequently, the adverse health impacts 

 

2

 CARB, Proposed Emission Reduction Plan for Ports and Goods Movement in California, March 2006. 3

 The SCAQMD is in the process of conducting a follow-up study (MATES-III). 
Final 2007 AQMP Appendix IV-C 

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12

associated with goods movement activities has significant implications for transportation 

planning in the region. 

There is considerable effort underway by state, regional, and local stakeholders to address the 

numerous issues associated with goods movement. However, these efforts are not fully 

coordinated nor do they necessarily have the same objectives. While addressing the economic 

growth and mobility issues associated with goods movement, transportation planning agencies 

must include regional and community air quality improvements as an intrinsic component of a 

regional goods movement system. Investigation into a regional goods movement transportation 

system based on innovative freight movement technologies which could potentially reduce or 

eliminate diesel PM emissions should be the common goal of transportation planners and air 

quality agencies and other health officials. To this end, SCAG’s comprehensive Goods 

Movement Program includes development, review, and consideration of state-of-the art and 

paradigm-shifting system-wide technologies that provide for economic growth, improved 

regional mobility, and the mitigation of both adverse localized air quality impacts (i.e., air toxic 

emissions) and regional air quality impacts (i.e., criteria pollutant emissions) associated with the 

goods movement activities. An overview of potential innovative goods movement technologies 

are described later in this section. 

SCAG’s Goods Movement Program and Studies

To facilitate the discourse on a goods movement strategy for Southern California, SCAG’s 

Goods Movement Task Force meets on a monthly basis as a forum for stakeholders to advance a 

regional strategy. Agenda, meeting minutes, and presentations to the Goods Movement Task 

Force can be accessed at SCAG’s website (http://scag.ca.gov/goodsmove/#taskforce). Over the 

past few years, a number of studies, reports, and strategies have been considered through this 

process as shown in the following list. 

• Goods Movement in Southern California:

The Challenge, The Opportunity, and The Solution, September 2005 

• Southern California Regional Strategy for Goods Movement:

A Plan for Action February 2005, Amended March 2005 

o Southern California Consensus Priority Goods Movement Projects 

o Map 1: Existing Goods Movement System in the SCAG region

o Map 2: Needed Additions to the Goods Movement System

• Inland Port Feasibility Study: Draft Report on Inland Port Case Studies 

June 2006 

• Final Report: Port and Modal Elasticity Study 

November 2005 

• Inland Empire Railroad Main Line Study 

June 2005 

• Subregional Freight Movement Truck Access Study 

July 2004 

• Logistics and Distribution: An Answer to Regional Upward 

Social Mobility June 2004 

• Regional Rail Capacity Improvement Program 

January 2004 

• User-Supported Regional Truckways in Southern California 

January 2004 
Final 2007 AQMP Appendix IV-C 

June 2007 

13

• CVAG Southeast Bypass Routing Study Report 

May 2003 

• Goods Movement Truck and Rail Study 

January 2003 

o Technical Appendix: Subregional Freight Movement Truck Access Study 

• Goods Movement Truck Count Study 

September 2002 

• Los Angeles-Inland Empire Railroad Mainline Advanced 

Planning Study 

October 2002 

• Empty Ocean Container Logistics Study 

May 2002 

• Goods Movement Program White Paper: A Survey of Regional 

Initiatives and a Discussion of Program Objectives 

January 2002 

In addition to the studies listed above, SCAG is either the lead or in partnership with other 

agencies/organizations for on-going efforts to address the various issues associated with goods 

movement in California and in Southern California in particular. The goal of these efforts is to 

develop a system-wide goods movement plan that accommodates the facility needs and 

economic opportunities of the region while ensuring that the adverse environmental impacts of 

the goods movement system are appropriately mitigated. 

Goods Movement Control Measure

As part of the Transportation Strategy for the 2007 AQMP, SCAG is proposing a Goods 

Movement Control Measure which consists of two main components: Zero-Emissions Rail 

System and Truck-Only Lanes. See Attachment D. 

High Speed Transport System

SCAG has recently advanced a vision of additional high performance, environmentally sensitive 

regional movement systems based on the introduction of a high speed, regional transport system 

(HSRT). Envisioned to move both cargo and people throughout the region, the HSRT would 

serve to: 

• Link the San Pedro Bay ports with an inland port facility. The proposed regional 

strategy to increase capacity via inland ports by connecting them with a high-speed and 

high capacity line to the San Pedro Bay ports complex will facilitate efficient and 

environmentally sensitive goods handling in areas that have sufficient space outside of 

the urban areas. Create a direct, high-speed link between the urban centers and the 

airports. This would enable a higher level of service for airport access and connecting 

passengers, improved operation of the aviation system for passengers and airborne cargo, 

and optimize investment in aviation system infrastructure. This view envisions the 

continued use of Los Angeles International Airport (LAX) as a hub while allocating 

future traffic, both passenger and cargo, to other regional airports based on a high-speed 

connection via the HSRT. 
Final 2007 AQMP Appendix IV-C 

June 2007 

14

• Link the urban centers, serving the needs of commuters while reducing the number of 

private vehicles on the road. This would reduce traffic congestion, enhance mobility 

options, as well as reduce air and noise pollution from automobiles. By linking the 

dispersed activity centers around the region with a high-speed connection, it allows for 

improved facilitation of a variety of activities between urban centers and improves 

abilities for more efficient land use patterns. 

Relative to goods movement, an HSRT system can provide greater throughput and reliability 

with near zero emissions (see section on Innovative Goods Movement Technology below). 

Essentially, goods would be shuttled from the Ports to an inland port at San Bernardino and/or 

Palmdale via an HSRT container movement system. An HSRT system capitalizes on the 

inherent savings of multiple uses on a single infrastructure by operating on shared alignments 

with the HSRT people movement system. The technology permits operation of HSRT freight 

vehicles on a shared guide-way with passenger vehicles even during peak hour service. Freight 

vehicle trips can be interspersed with passenger trips while still meeting required passenger 

vehicle headways. Additionally, full utilization of the freight line can be achieved during the 

passenger system’s off-peak hours. 

Implementation of the HSRT is being proposed on the basis of a potentially self-financing 

business plan approach based on aviation, commuter, and freight operations and further bolstered 

by HSRT related development. The deployment of a HSRT system would create value in 

associated components which could in turn contribute to the HSRT’s total financial performance. 

A business and institutional structure for the movement of people, movement of goods, and 

associated development patterns has been developed by SCAG to serve as the basis for 

implementation of the movement systems. The results reached by SCAG’s business planning 

effort indicate that HSRT-based systems for aviation, goods, and people movement can fulfill the 

objective of financial independence and feasibility. 

A schematic of the business plan is shown below. 
Final 2007 AQMP Appendix IV-C 

June 2007 

15

A preliminary HSRT network is shown on the map on the following page. 
Final 2007 AQMP 

June 2007 

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Final 2007 AQMP Appendix IV-C 

June 2007 

 17

Truck-Only Lanes 

SCAG is formulating a business plan for a regional truckway system comprising 142 center-line 

miles of dedicated truck lanes extending from the San Pedro Bay ports eastward toward Barstow. 

The dedicated truckways offer a viable and partially self-financing solution for mitigating 

congestion and reducing mobile source emissions. The system would have a graduated toll rate 

based on a number of factors including the relative emissions associated with each vehicle. The 

truck-only lane would potentially allow each truck to carry multiple containers, reducing 

emissions and further improving the efficiency and financial viability of the system. The 

requirement that all trucks use alternative clean technology or otherwise meet the 2010 on-road 

heavy-duty exhaust emissions standards is also being considered. The EIR/EIS for the I-710 

Corridor project mentioned above will include evaluation of specific alternatives for the first 

segment of a truckway system from the ports to downtown Los Angeles. 

Taken together, the various components of an overall goods movement strategy are the basis for 

a goods movement transportation control measure. The enforceability of this measure is 

predicated on binding agreements, financing, and pricing mechanisms through existing Joint 

Powers Authorities or other applicable institutions or agencies. 

A supplemental/alternative approach to achieving emission reductions could take the form of an 

emissions reduction market based on binding agreements among the parties and performance 

commitments included in the SIP.4

 

Because of the complexity of the issues and the numerous on-going and planned efforts of the 

goods movement stakeholders, this control measure will be further refined as part of the 2007/8 

RTP. The goods movement strategy developed for the RTP could then become the basis for a 

SIP amendment which incorporates applicable emission reduction strategies. 

Table 2 below summarizes the current efforts of SCAG and other stakeholders related to goods 

movement. Two of the planning studies and an overview of innovative goods movement 

technologies are also described in greater detail following the table. 

 

4

 A proposal along these lines was included as Appendix G: Maritime Good s Movement Coalition Proposal, Proposed 

Emission Reduction Plan for Ports and Goods Movement in California, Approved by ARB on April 20, 2006. 
Final 2007 AQMP 

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Table 2 

Goods Movement Programs and Studies 

SCAG Lead Studies Environmental Mitigation for Goods Movement 

Develop a detailed strategy for investing a potential $10 billion in funding for mitigation of the 

environmental impacts of goods movement in the SCAG region. The study will identify potecontrol measures for goods movement sources, including ocean-going vessels, harbor craft

handling equipment at marine terminals and intermodal yards, locomotives, and trucks. The 

rank the measures according to effectiveness (tons of pollution reduced) and cost-effectiven(dollars per ton) and estimate their cumulative impact on the region’s air quality. 

Inland Port Feasibility Study To determine the potential benefits an Inland Port could provide to both the public and privat

such as reduced highway congestion and community impacts, improved air quality, and incrsupply chain efficiency and reliability. 

Port and Modal Elasticity Study Phase II 

Building on the previously completed SCAG Port and Modal Elasticity Study and railroad ma

studies, conduct additional outreach and research to further consolidate the case for private participation in financing infrastructure for goods movement. 

Goods Movement Conceptual System Design Phase I & II * 

Develop a conceptual design for the region’s goods movement system. This design will be u

communicate with stakeholders about the impacts and benefits of investments in the regiona

It will include more than the existing RTP and project lists, which will help to build consensus implementation. 

Feasibility of Innovative Freight Technologies * 

The objective of this study is to research potential alternative methods of transporting goods 

region, (e.g., underground tunnels, pilot-less shuttles, mono-rails, conveyer belt systems) an

determine which if any of these warrant further study and consideration. The study will detefeasibility of implementing such systems, and advantages and disadvantages compared to c

forms of goods movement such as costs to shippers, capital, operating, and maintenance cosavings, and community, congestion and air quality impacts. 

Study of Freight Movement by High Speed Rail * 

Conduct a study of the potential for high-speed rail (MagLev or other technology) to serve as 

economically viable means of transporting freight across the SCAG region. 

Missing Link Trucks The purpose of this project is to determine the truck traffic impact on the Arroyo Verdugo Su

should the I-710 gap closure project be completed. 

2% Strategy: Logistics Infrastructure & Growth Consensus 

To identify a goods movement pilot project that would demonstrate and advance the goals a

objectives of the Compass 2% Strategy. 

* These three studies are being combined. 
Final 2007 AQMP Appendix IV-C 

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19

Table 2 (continued) 

Goods Movement Programs and Studies 

Partnerships with Other AgenciesState Goods Movement Action Plan 

A partnership between the State BT&H and Cal/EPA to bring stakeholders together address 

movement of goods and reducing associated environmental impacts in California. Phase I f

the "why" and "what" of California goods movement needs. Phase II work addresses infrast

environmental impact mitigation, innovative and alternative financing, homeland security and 

safety, and community impact mitigation, and workforce development. 

Multi-County Goods Movement Action Plan 

The objective of the Multi-County Goods Movement Action Plan is to work with the County Transportation Commissions and Caltrans to develop a regional consensus and framework 

improving the goods movement system, which includes the ports, trucking, freight rail, inter-

facilities, and air cargo, etc., as well as mitigating negative community and environmental im

Southern California National Freight Gateway Strategy MOU 

Establish a formal process through which state and federal agencies would share responsib

work collaboratively with Southern California transportation agencies to address the region’s infrastructure needs, environmental effects, and community impacts of increasing goods mo

through the “Southern California National Freight Gateway,” which extends from the San PePorts to the cities of Barstow and Indio, California 

Sub-Regional COG StudiesI-710 EIR/EIS To provide regional technical planning support to the multi-jurisdictional planning team and t

the detailed questions/issues stemming from the completion of the LPS in the areas of corridand micro-level traffic forecasting, air quality impacts/mitigations (near term strategies and a

and conformity determination) and public involvement/outreach as appropriate. 

Gateway Cities COG - SubRegional and Inter-Regional Goods Movement Study 

Integration of Goods Movement Freight Corridors/Truck Lane Facilities into a system-wide f

corridor/truck lane system. 

South Bay Cities Council of Governments - South Bay Harbor Freeway Goods Movement 

Working with the POLB/POLA/LAWA and other groups such as the Multi-County Goods MoAdvisory Committee, the SBCCOG perform traffic pattern analyses that review the impacts at the ports and the planned improvements on the Harbor Freeway and adjacent arterials to that growth. 

Gateway Cities COG - Goods Movement Strategies 

Explore potential strategies for goods movement projects as well as linking transportation to 

within corridors 

Coachella Valley Association of Governments - Southeast Bypass Routing Study 

To determine the feasibility of constructing a bypass route extending from the I-10 at Blyth n

to the I-40 at Ludlow. 
Final 2007 AQMP 

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Environmental Mitigation Plan for Goods Movement

This SCAG study will determine how $10 billion could best be spent to bring about improved 

air quality in the region by reducing emissions from the goods movement sector. Specifically, 

the study will identify potential control measures for goods movement sources, including oceangoing vessels, harbor craft, cargo handling equipment at marine terminals and intermodal yards, 

locomotives, and trucks. Among the potential emission reduction strategies, the study will 

evaluate the relative costs and effects of electrification of rail and highway (truck) facilities. 

The consultant will rank these measures according to effectiveness (tons of pollution reduced) 

and cost-effectiveness (dollars per ton) and estimate their cumulative impact on the region’s air 

quality. The analysis will determine whether $10 billion will be enough to achieve a “fair 

share” of emissions reductions from the goods movement sector relative to the PM2.5 and 8-

hour ozone attainment demonstrations or whether more funds will be needed and what 

additional measures must be taken. 

The $10 billion figure is derived from SCAG staff and consultant work on goods movement. 

This work has established that the private sector finds substantial value in the use of goods 

movement infrastructure in our region, both existing and planned. As long as this value 

(productivity gain) is realized, it is unlikely that the region would lose a great deal of trade 

volume to other areas even if private user fees are adopted to finance new infrastructure. With 

the revenue that could be raised in this manner, as much as $36 billion in total could be financed 

for freight rail and truck facilities, as well as mitigation of the substantial environmental impacts 

of goods movement. Since the estimated regional total need for goods movement infrastructure 

is approximately $26.2 billion, about $10 billion could be dedicated to environmental 

improvements. 

Final results of this study are expected in December 2007. 

Multi-County Goods Movement Action Plan

Through this effort, local transportation planners have chosen to collectively address how 

freight can be moved to and through Los Angeles and its neighboring counties of Orange, 

Riverside, San Bernardino, Ventura, Imperial and San Diego, without disproportionately 

impacting local communities and the environment. Project partners are: 

- Los Angeles County Metropolitan Transportation Authority (Metro) 

- Orange County Transportation Authority (OCTA), 

- Riverside County Transportation Commission (RCTC) 

- San Bernardino Associated Governments (SANBAG) 

- Ventura County Transportation Commission (VCTC) 

- San Diego Association of Governments (SANDAG) 

- Caltrans: Districts 7, 8, 11 and 12 

- Southern California Association of Governments (SCAG) 
Final 2007 AQMP 

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The study began in July 2005 with Los Angeles County Metropolitan Transportation Authority 

(“Metro”), as the administrative lead. The mission of the action plan is to partner with the 

private sector in the development of a strategy and implementation plan for an improved 

regional goods movement system that: 

• Ensures the efficiency and reliability of freight movement 

• Maximizes both the economic opportunities associated with goods movement, as well as 

opportunities to reduce the associated environmental and community impacts 

• Complements local and regional economic goals 

• Includes innovative funding strategies 

• Encourages coordination and cooperation among the implementing agencies, both public 

and private 

This effort is intended to be a consensus strategy and implementation plan for the Southern 

California goods movement system. Specific objectives include: document existing freight 

movement systems and constraints; identify projected goods movement growth and trends, and 

possible private sector responses; identify strategies to lessen community and environmental 

impacts; identify optimal short-term and long-term infrastructure and operational 

strategies/projects; identify private- and public-sector roles in implementation, and funding 

sources; and identify partnership opportunities and solutions for implementation and needed 

public-private institutional arrangements 

As mentioned above, the scope of this effort includes an evaluation of the environmental 

impacts of goods movement, including air quality impacts, in the region. The effort will result 

in an Action Plan that contains a full range of strategies and options (short, mid and long-term) 

that can be implemented for the region as a whole, as well as the individual counties, including 

strategies to reduce air quality impacts from this sector. 

It is expected that this joint effort will be completed in 2nd quarter 2007, and its findings and 

recommendations will be incorporated into the 2007/8 RTP. 

Innovative Goods Movement Technologies

For centuries, freight has been moved by transport technologies such as locomotives on rail and 

trucks on road, both of which use diesel fuel. Except for the advent of containerization three 

decades ago and intermodalism (i.e., the use of multiple modes of transportation [locomotive 

rail, ocean carrier, and heavy-duty trucks along the supply-chain]), today’s freight technologies 

and their pathways have remained relatively unchanged. On-road trucks, in particular, continue 

to be an integral and important component of Southern California’s goods movement system. 

Almost all of the short-haul and a significant share of medium and long-haul movement of 

goods occur by truck. In addition, a significant share of freight is moved through the region and 

out of state by diesel locomotives on rail. 

As discussed above, there are health and environmental issues as well as issues of congestion 

and system inefficiency that create a compelling public interest to look at alternative freight 

transport technologies. As such, various forms of alternative freight transport systems have 
Final 2007 AQMP 

June 2007 

22

been proposed that are intended to supplement or replace current truck and rail transportation. 

The proposed technology systems could potentially generate system benefits relative to 

conventional truck and rail transport such as increased port throughput capacity, reduced 

highway and rail congestion, reduced emissions and energy use, and lower operating costs 

through automation and increased efficiency. 

This section provides an overview of three basic types of conceptual designs: 1) Linear 

Induction Motor Systems; 2) Automated Truck Platoons; and 3) Automated Rail Vehicles. 

There may be other emerging technologies that are not listed here, but are likely to be variations 

of those listed below. It should again be noted that SCAG will be conducting a feasibility study 

of these and other alternative freight technologies for possible application in the region. The 

study will identify and evaluate potential alternative methods, alignments and technologies for 

transporting goods within the SCAG region. 

Linear Induction Motor Systems 

Linear induction motor (LIM) systems typically use a girder-like monorail to support or suspend 

a container-carrying vehicle. Linear induction motors use electromagnetic force to produce 

linear mechanical force, rather than torque as in typical rotary electric motors. Vehicles that use 

linear induction motors can have contact with the guideway through the wheels (they may also 

levitate on the cushion of air between magnets mounted on the guideway and others on the 

vehicle, often referred to as “magnetic levitation” or “maglev” technology). LIM allows for a 

very simple electric propulsion system with few moving parts. The four types of LIM systems 

described in this section are: freight shuttles, Auto-Go, GRail, and Maglev. 

Freight Shuttle 

One LIM concept, called the “Freight Shuttle”5

, consists of an automated vehicle, a specially 

designed guideway, a linear induction propulsion system, and a control system (Exhibit 1). This 

system is envisioned as fully automated and unmanned, shifting the complexity to the central 

control system. The Freight Shuttle is envisioned as running in a loop between a marine 

terminal and an inland terminal. 

 

5 The Freight Shuttle: The Crisis in Freight Transportation and The Opportunity for a Green Alternative, Stephen S. 

Roop, Ph.D., Texas Transportation Institute, Texas A&M University, 2006 
Final 2007 AQMP 

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Exhibit 1: Freight Shuttle LIM System 

Note that Exhibit 1 shows the Freight Shuttle guideway at ground level in the marine or inland 

terminal. Fixed girder-like guideways have the disadvantage of presenting a barrier to terminal 

circulation. 

The Freight Shuttle concept requires an exclusive, grade-separated right-of-way as it is not 

compatible with other systems or with driver-guided vehicles. Exhibit 2 shows the Freight 

Shuttle in a freeway median, a common concept for fixed-guideway systems. Since the floor of 

the Freight Shuttle vehicle would likely be approximately the same height as a container 

chassis, it should fit under freeway and surface overpasses. 

Exhibit 2: Freight Shuttle in Freeway Median 
Final 2007 AQMP 

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Auto-GO 

Titan Global Technologies Ltd., a New Jersey based company, developed a suspended freight 

monorail concept that utilizes linear induction motors called Auto-GO. Auto-GO is an 

overhead cargo container handling system with fully automated single-container shuttles using 

linear induction motors (Exhibit 3). The Auto-GO system envisions container vehicles 

suspended from a girder system, each vehicle equipped with a spreader bar and cables to lift and 

drop containers at the terminals. This system would also be fully automated. 

Exhibit 3: Auto-GO System over Highway 

The transportation process would start inside the terminal where a gantry crane drops off the 

container (Exhibit 4). A cargo carrying system that is integrated with the carrying vehicle picks 

up the container and raises it by means of a specially designed bogie-spreader bar combination. 

The container is then secured under the container shuttle, and transported at 50 to 75 mph to its 

final destination. 
Final 2007 AQMP 

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Exhibit 4: Auto-GO System in Terminal 

Titan has built and tested a scale model of the Auto-GO system. The technologies used in the 

Auto-GO system guideway, switches, and movement control system have been tested in the 

field and use of linear induction motors have been proven in operation of the monorail peoplemovers that Titan built in Miami, Florida; Pomona, California; and Dallas, Texas. 

GRail

An Illinois Institute of Technology team developed a conceptual intra-yard GRail (Grid-Rail) 

system that utilizes linear induction motor technology. (Exhibit 5) 

Exhibit 5: GRID Rail (GRAIL) Concept 
Final 2007 AQMP 

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26

Much of this concept was developed over a period for Sea-Land Corporation by August Design, 

Inc., originally for ship-to-shore application, and was not widely documented until 2000. 

Exhibit 6 shows the elevated Grail grid structure, similar to the Auto-GO concept shown in 

Exhibit 4. 

The team also designed an elevated structure to move containers between terminals using a LIM 

vehicle. This between-yard structure provides for connecting freight nodes and allows for 

expansion capability by providing space for the under-hung GRail shuttle. 

Exhibit 6: GRAIL Terminal Grid Structure 

Maglev Systems 

By adding magnetic levitation to LIM propulsion, Maglev proposals offer reduced friction, 

reduced noise, and higher speeds (Exhibit 7). These systems are also envisioned as fully 

automated. TransRapid International (a joint venture between Siemens and Thyssen-Krupp) is 

perhaps the farthest along in developing a Maglev container transport concept. TransRapid 

envisions a dedicated express container system connecting the ports to the Inland Empire, to 

Victorville, and to Beaumont, with capacity for five million containers per year. 

The Center for the Commercial Deployment of Transportation Technologies (CCDoTT) at 

California State University, Long Beach, has considered a number of rights-of-way for a 

Maglev system. An important consideration with respect to right-of-way is the ability of 

Maglev freight systems to climb steep grades. The freight Maglev system is claimed to be able 

to carry containers up a 6% grade, versus 3% for conventional rail. The 6% claimed maximum 

grade for freight Maglev matches the maximum grade on Interstate highways, suggesting 

Maglev rights-of-way along interstate medians (assuming such medians are available). 
Final 2007 AQMP 

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Exhibit 7: Detailed View of General Atomic’s EDS Maglev Design 

Exhibit 8 shows the TransRapid freight design in a double-stack configuration. 

Exhibit 8: TransRapid Maglev Concept 
Final 2007 AQMP 

June 2007 

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The combined height of guideway (Exhibit 9), vehicles (Exhibit 7), and two high-cube (9’6”) 

containers would be 25’ – 27’, meaning a double-stack Maglev system would not fit under 

Interstate overpasses. A single-stack Maglev system would be 15’ – 17’ high, and would have 

to be depressed in the median to fit under most freeway overpasses. 

Exhibit 9: TransRapid Maglev Guideway Concepts 

Exhibit 10 shows a conceptual Maglev system linking a single port terminal with an inland 

terminal. The design shows two-unit and four-unit Maglev vehicles, instead of the single 

vehicles in most system proposals. The diagram also reflects the need for crossovers, 

maintenance facilities, and storage facilities ignored by other, less detailed proposals. 

The terminals shown in Exhibit 10 include marshalling areas and “container storage/retrieval 

systems”. Note that only one port terminal and only one terminal are shown. The system 

complexity would increase dramatically if the system were to serve multiple terminals on each 

end. 

In common with the other fixed-guideway proposals the Maglev system may require completely 

rebuilding or replacing existing marine terminals. Exhibit 11 shows a terminal concept 

developed by TransRapid. The automatic container storage/retrieval system has not been 

designed, although several concepts have been developed by other authors for similar systems, 

none have been built. Each terminal served by the Maglev system would need a comparable 

system. 
Final 2007 AQMP 

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29

Exhibit 10: TransRapid’s Port to Inland Intermodal Layout 

Marshalling area for inbound consists 

(decoupling to match 

Storage/Retrieval System) 

(number of tracks TBD) 

Maintenance Facility 

with parking tracks (offline storage of vehicles 

with/without containers) 

(number of tracks TBD) 

Operations &

Maintenance Facility 

with parking tracks 

(off-line storage of vehicles

with/without containers)

(number of tracks TBD) 

Marshalling area for outbound vehicles (coupling to produce 20-

section consists)

(number of tracks TBD) 

Exhibit 11: Maglev Terminal Concept 
Final 2007 AQMP 

June 2007 

30

Exhibit 12 shows estimates of relative transit times and operating costs for a 100-mile trip. 

Exhibit 12: Proponents’ 100-mile Transit Time and Cost Estimates 

Automated Truck Platoons 

Another approach for transporting goods calls for groups of remote controlled, automated trucks 

traveling on exclusive roads. The proposed system (Exhibit 13) includes reconfigured marine 

and inland terminals with automated multi-lane cranes. 
Final 2007 AQMP 

June 2007 

31

Exhibit 13: Conceptual Automated Truck Platoon System 

Automated guided vehicles (AGVs) have been proposed and studied in several instances. The 

Delta Terminal at the Port of Rotterdam has been operating AGVs to transport containers within 

the terminal, while other European and Asian ports are reportedly experimenting with similar 

systems. 

The system proposed for port to inland trip is much more ambitious. Since the automated trucks 

would be required to transport containers between a port and an inland port some distance away, 

they will need to travel at much higher speeds than the AGVs operating inside container 
Final 2007 AQMP 

June 2007 

32

terminals. The Center of Transport Technology in the Netherlands studied a container transport 

system, called “Combi-Road”, in which each container is pulled on a semi-trailer of an 

unmanned vehicle, and the vehicles are electrically driven along specially designed tracks. The 

proposed system is composed of automated trucks, automated cranes and a central control 

system. The central system would contain all the information on transportation tasks and road 

geometry, acquire real time information, and issue commands for all of the trucks, cranes, etc. 

Automated trucks would transport containers on a dedicated road. Inside the terminals 

containers would be handled by automated cranes. An automated truck would be issued 

commands for carrying a container from the inland port, joining a platoon, speeding up to a 

desired speed, cruising while on the road, slowing down when entering the container terminal, 

positioning itself under a quay crane for unloading, then repeating the cycle. 

It is envisioned that all import containers would be transported to the inland port before they are 

distributed to different destinations, and all the export containers would be processed in the 

inland port before they are transferred to the container terminal. 

Currently, this system is strictly conceptual. Simulations of its performance connecting one 

marine terminal to one inland port have been conducted, but none of the equipment has been 

designed or demonstrated and more complex multi-terminal operations have not yet been 

addressed. 

Automated Rail Vehicles 

CargoRail 

The CargoRail concept developed by the MegaRail Transportation Systems, Inc. employs 

rubber-tired vehicles (referred to as “Cargo Ferries”) that would move along an exclusive 

elevated guideway (Exhibit 14). 

Exhibit 14: CargoRail System 
Final 2007 AQMP 

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33

Each vehicle would operate individually, but would be fully automated and centrally controlled. 

Vehicles would operate on an enclosed weatherproof guideway (Exhibit 15). 

Exhibit 15: CargoRail Guideway Concept 

MegaRail Transportation Systems claims that this system is ready for a non-stop, 24-hour, 7-

day a week operation at operational speeds of up to 75 mph. The maximum designed payload 

per vehicle is 50,000 lbs. This proposal appears to be derived from MegaRails’ similar 

proposals for people movers. 

CargoMover 

Another proposal calls for automated vehicles operating over conventional railroad tracks, each 

carrying a single container (Exhibit 16). A variation on this proposal would equip each vehicle 

to load or unload itself. CargoMover technology is designed to utilize the European and 

wireless control systems, which are currently being deployed on several railway systems in 

Western Europe. CargoMover can also operate in conjunction with other train control systems. 

Siemens is currently testing several CargoMover vehicles. 
Final 2007 AQMP 

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Exhibit 16: Seimens Transportation CargoMover 

Cost Analysis 

While cost estimates for many of the technology options referenced above are not readily 

available, recent studies include limited investment cost evaluations which provide an order of 

magnitude in terms of capital and operating cost structures for such systems. 

The CCDoTT, for example, conducted a feasibility study of a high speed intermodal corridor 

from the ports of Los Angeles/Long Beach out to the Inland Empire (Victorville and 

Beaumont). The lower end of the cost range in Table 3 reflects CCDoTT’s preliminary estimate 

for a Maglev-Freight system. The higher end of the cost range assumes additional cost 

adjustments per SCAG’s initial review of CCDoTT’s findings. 
Final 2007 AQMP 

June 2007 

35

Table 3 

Preliminary Cost Estimate for Maglev-Freight System 

Cost Category Cost Range 

Capital Cost 

200 track-mile Maglev-freight system to Victorville and Beaumont. Lower 

end of cost range per CCDoTT evaluation; higher end per SCAG’s 

review—includes direct connection to port terminals and main service 

lines. Does not include right-of-way costs and does not include car costs. 

$26 billion to $28 billion 

Operating Cost 

Lower end of cost range per CCDoTT evaluation at $40 per container plus 

$110 per load/unload lifts; higher end of cost range per SCAG’s review—

adjusts for prevailing market lift rates, round trip operating costs, 

depreciation, and final dray costs. Does not include maintenance costs. 

$150 per container to $440 

per container 

The CCDoTT study cites a number of cost considerations for analyses including vehicle capital 

cost, guide-way infrastructure, cost of energy supply, right-of-way and environmental 

considerations as well as operations and maintenance costs. 

Initial findings indicate that the overall investment cost of a freight system using Maglev 

technology can be comparable to that of a passenger system. In terms of vehicle capital costs, 

configurations may change to accommodate freight, however, there may be offsetting cost 

factors such as length of freight vehicles (can be shorter) and on-board equipment (not 

necessary for freight service). Accordingly, the cost per section of freight vehicles is less than 

that of passenger vehicles. Nevertheless, the total number of sections needed to accommodate 

the volume of goods moving through the southern California region would be substantial. 

Guideway infrastructure would require slightly different configurations due to higher loads. But 

the overall design and construction would be simpler than that of passenger systems. Further, 

CCDoTT estimates that the cost of energy supply and propulsion system for freight would be 

comparable to passenger systems. Right-of-way and environmental considerations would be 

less for freight—requiring slightly smaller horizontal clearance; also, a freight system would be 

traveling at lower speeds than passenger service, thereby minimizing the need for noise 

protection measures along the route. 

Finally, CCDoTT’s preliminary cost considerations indicate that freight terminals would need to 

be highly automated such that operating personnel costs would not be significant; nevertheless 

more maintenance personnel would be necessary due to the greater number of substations 

needed for freight. In addition, because the systems involve automated control of unmanned 

vehicles, the costs of vehicle control systems is not known. Furthermore, it is not clear what the 

cost of assembling and acquiring right-of-way needed to construct these systems would be. 
Final 2007 AQMP 

June 2007 

36

These are all significant cost considerations that need to be fully analyzed in detail; additionally, 

studies need to be initiated to gauge costs associated with the reconfiguration of terminals that 

would accommodate proposed alternative technology systems. Overall, a comprehensive 

evaluation of the costs and benefits of alternative freight technology options is needed to help 

guide decision-makers as they evaluate strategies to optimize the region's goods movement 

transportation system. 

Next Steps 

In addition to pursuing business plans to implement the HSRT and truck-only lanes previously 

discussed, studies are currently underway or will begin in the near future to further assess the 

potential of alternative freight technologies and determine the extent to which such technologies 

offer advantages over conventional truck and rail transportation in terms of shipping time and 

reliability, congestion and environmental mitigation, and cost. 

The first is the SCAG Inland Port Feasibility Study, which will not analyze specific 

technologies but will instead examine the additional options for inland port locations, 

configurations, or functions that an alternative freight technology system may create. This 

study is currently in progress and is expected to be completed by June 2007. 

The second is the Ports of Los Angeles and Long Beach Advanced Cargo Transportation 

Technology Evaluation and Comparison (ACTTEC) study, which is currently in the Request for 

Proposals (RFP) process. This study will evaluate the use of advanced technologies for moving 

containers from the Ports relative to conventional truck drayage with the goal of supporting 

sustainable operations while improving the quality of life in the communities around the Ports 

and along the major goods movement corridors. 

The third is a SCAG study on the Feasibility of Innovative Freight Technologies, which will 

build on the work conducted in the ACTTEC study and examine the potential of alternative 

technologies to transport marine containers, as well as other non-port related goods, to locations 

in the SCAG region. Finally, it is anticipated that a study of container movements via alternative 

freight technologies will be conducted as part of the I-710 Environmental Impact Report 

(EIR)/Environmental Impact Study (EIS). 

TRANSPORTATION CONTROL MEASURES 

Background 

TCMs are defined as strategies that adjust trip patterns or otherwise modify vehicle use in ways 

that reduce air pollutant emissions, and which are specifically identified and committed to in the 

most recently approved AQMP/SIP. TCMs are included in the AQMP as part of the overall 

control strategy to demonstrate the region’s ability to come into attainment with the NAAQS. 

Historically, the majority of emission reductions from mobile sources have come from 

technological improvements in vehicle engines and fuel, which are stipulated by U.S. EPA and 
Final 2007 AQMP 

June 2007 

37

CARB. By law, and according to the Transportation Conformity Rule, vehicle technologybased, fuel chemistry-based and fleet maintenance-based measures cannot be considered as 

TCMs for timely implementation purposes. 

A definition of TCMs is provided in EPA’s Transportation Conformity Rule - 40 CFR Parts 51 

and 93: 

Transportation control measure (TCM) is any measure that is specifically identified and 

committed to in the applicable implementation plan that is either one of the types listed in 

§108 of the CAA, or any other measure for the purpose of reducing emissions or 

concentrations of air pollutants from transportation sources by reducing vehicle use or 

changing traffic flow or congestion conditions. Notwithstanding the above, vehicle 

technology-based, fuel-based, and maintenance-based measures which control the emissions 

from vehicles under fixed traffic conditions are not TCMs for the purposes of this subpart. 

The Rule also defines the criteria and procedures for timely implementation of TCMs as follows: 

§93.113 Criteria and procedures: Timely Implementation of TCMs 

(c) For TIPs, this criterion is satisfied if the following conditions are met: 

(1) An examination of the specific steps and funding source(s) needed to fully 

implement each TCM indicates that TCMs which are eligible for funding under title 

23 U.S.C. or the Federal Transit Laws are on or ahead of the schedule established in 

the applicable implementation plan, or, if such TCMs are behind the schedule 

established in the applicable implementation plan, the MPO and DOT have 

determined that past obstacles to implementation of the TCMs have been identified 

and have been or are being overcome, and that all State and local agencies with 

influence over approvals or funding for TCMs are giving maximum priority to 

approval or funding of TCMs over other projects within their control, including 

projects in locations outside the nonattainment or maintenance area. 

(2) If TCMs in the applicable implementation plan have previously been programmed 

for Federal funding but the funds have not been obligated and the TCMs are behind 

the schedule in the implementation plan, then the TIP cannot be found to conform if 

the funds intended for those TCMs are reallocated to projects in the TIP other than 

TCMs, or if there are no other TCMs in the TIP, if the funds are reallocated to 

projects in the TIP other than projects which are eligible for Federal funding intended 

for air quality improvement projects, e.g. the Congestion Mitigation and Air Quality 

Improvement Program. 

(3) Nothing in the TIP may interfere with the implementation of any TCM in the 

applicable implementation plan. 
Final 2007 AQMP 

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38

CAA Section 108(f)(1)(A)6 lists the following sixteen measures as illustrative of TCMs. 

i. Programs for improved use of public transit; 

ii. Restriction of certain roads or lanes to, or construction of such roads or lanes for use 

by, passenger buses or high occupancy vehicles; 

iii. Employer-based transportation management plans, including incentives; 

iv. Trip-reduction ordinances; 

v. Traffic flow improvement programs that achieve emission reductions; 

vi. Fringe and transportation corridor parking facilities, serving multiple occupancy 

vehicle programs or transit service; 

vii. Programs to limit or restrict vehicle use in downtown areas or other areas of emission 

concentration, particularly during periods of peak use; 

viii. Programs for the provision of all forms of high-occupancy, shared-ride services, such 

as the pooled use of vans; 

ix. Programs to limit portions of road surfaces or certain sections of the metropolitan area 

to the use of non-motorized vehicles or pedestrian use, both as to time and place; 

x. Programs for secure bicycle storage facilities and other facilities, including bicycle 

lanes, for the convenience and protection of bicyclists, in both public and private areas; 

xi. Programs to control extended idling of vehicles; 

xii. Programs to reduce motor vehicle emissions, consistent with Title II of the Clean Air 

Act, which are caused by extreme cold start conditions; 

xiii. Employer-sponsored programs to permit flexible work schedules; 

xiv. Programs and ordinances to facilitate non-automobile travel, provision and utilization 

of mass transit, and to generally reduce the need for single-occupant vehicle travel, as 

part of transportation planning and development efforts of a locality, including 

programs and ordinances applicable to new shopping centers, special events, and other 

centers of vehicle activity; 

xv. Programs for new construction and major reconstruction of paths, tracks or areas solely 

for the use by pedestrian or other non-motorized means of transportation, when 

economically feasible and in the public interest; and 

xvi. Programs to encourage the voluntary removal from use and the marketplace of pre1980 model year light duty vehicles and pre-1980 model light duty trucks. 

In addition to the measures listed above, other measures may be considered as TCMs if they 

reduce emissions or concentrations of air pollutants from transportation sources by modifying 

vehicle use, changing traffic flow, or mitigating traffic congestion conditions. TCMs may be 

voluntary programs, incentive-based programs, regulatory programs, as well as market- or 

pricing-based programs. 

Based on suggestions received from interagency consultation and discussions with transportation 

and air quality stakeholders via the Transportation Conformity Working Group (TCWG), SCAG 

formally refines the types of projects to be included as TCMs as appropriate during the 

AQMP/SIP and/or RTIP and RTIP Guidelines development process. During the regular update 

cycle for each of the listed documents, SCAG, in coordination with the TCWG, will refine and 

 

6

 See: http://www.epa.gov/oar/caa/contents.html 
Final 2007 AQMP 

June 2007 

39

revise TCM descriptions and definitions in order to clarify the general TCM process as well as 

resolve specific implementation issues. It is SCAG’s aim to work with County Transportation 

Commissions (CTCs),air quality stakeholders, and any other interested parties, primarily through 

the TCWG, to facilitate the TCM process and implement TCMs appropriately. 

It is SCAG’s responsibility to ensure that TCM strategies are funded in a manner consistent with 

the implementation schedule established in the RTIP at the time a project is identified as a 

committed TCM. The transportation conformity process is designed to ensure timely 

implementation of TCM strategies. If the implementation of a TCM strategy is delayed, or if a 

TCM strategy is only partially implemented, the emission reduction shortfall must be made up 

by either substituting a new TCM strategy or by enhancing other control measures through the 

substitution process described in this Appendix. 

2007 AQMP TCMs 

The TCMs included in this Appendix are derived from the TCM projects listed in the first two 

years of the 2006 RTIP. The RTIP is the short-range vehicle used to implement the goals and 

objectives of the long-range RTP. The 2006 RTIP includes projects committed as TCMs in 

previous RTIPs but not yet completed as well as new TCMs. A list of the TCM projects can be 

found in Attachment A of this Appendix. 

The enforceable commitment for the TCMs is to fund and implement projects and programs 

contained in the first two years of the current six-year RTIP. The remaining four years of the 

RTIP represent expectations in project scope and design only. The TCM projects in the RTIP 

are based on the projects planned in the RTP, which has a time horizon of 20 years. A full, 

illustrative list of these RTP projects can be found in Technical Appendix I of the 2004 RTP and 

Attachment B of this Appendix. Although the specific mix of projects to be funded with future 

RTIP dollars may ultimately change, the emission reductions anticipated, in aggregate, from 

these projects, set a key benchmark in determining the transportation sector’s contribution to a 

mobile source emission budget and its associated conformity determination. 

Rollover and Substitution of TCM Projects 

Each time the biennial RTIP is updated by action of SCAG’s Regional Council, the entire list of 

TCM projects in the AQMP/SIP will be updated, and the new and continuing projects identified 

in the fiscally constrained first two years of the new RTIP will be rolled over into the 

AQMP/SIP. In the event that a specific TCM project is found to be non-implementable within 

the designated time frame, an appropriate TCM will be used as a substitute. In either case, the 

parties in the conformity rule interagency consultation process, established in the SCAG region 

as the TCWG, shall assess the suitability and implementability for the new TCM projects. Where 

a transportation control measure identified in the SIP is no longer implementable, SCAG may 

initiate the process described below in the section “Substitution of Individual TCM Projects” to 

identify and adopt a new control measures. 

Rollover of TCM Projects (RTIP Update)
Final 2007 AQMP 

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40

Approximately every two years, as the RTIP is updated, additional TCMs will be added to the 

AQMP/SIP based on the new RTIP and the RTIP Guidelines. The “rollover” of TCMs will 

update the AQMP/SIP to include new projects in addition to ongoing projects from previous 

RTIPs. The TCMs “rolled over” will be monitored for adherence to the schedule established in 

the RTIP at the time a project is identified as a committed TCM. The identification of TCMs 

from the RTIP shall be agreed upon by both SCAG and the appropriate CTCs. 

For tracking and monitoring purposes, SCAG prepares a timely implementation report with each 

RTIP. Once a TCM project or program is committed for implementation in the first two years of 

the RTIP, that project must be implemented by the completion date in the prevailing RTIP or 

timely implementation report. Completed projects (projects that have completed construction or 

have service in place) will be reported as complete and removed from the timely implementation 

report. The list of TCMs included in the AQMP/SIP does not include a timely implementation 

report. 

The rollover process will apply to any RTIP that requires a full conformity analysis and finding. 

Generally, a new RTIP is required every two years in accordance with state and federal 

planning requirements. However, a new RTIP can be more frequent, for example a new RTIP is 

required within six months of the adoption of a new RTP. The described TCM rollover process 

shall apply in such cases as well. 

Adoption Procedures for RTIP Rollover of TCM Projects 

The rollover of the RTIP must be adopted by SCAG’s Regional Council, in accordance with the 

RTIP adoption process, as described below. 

• The Draft RTIP is reviewed by various SCAG Committees, Task Forces, and Working 

Groups, such as the standing Transportation and Communication Committee, and the 

Technical Advisory Committee; 

• The Transportation Conformity Working Group (TCWG), which serves as the 

interagency consultation group, reviews the proposed TCMs and RTIP; 

• Public notification is provided through major newspapers in the affected sub-regions as 

well as on SCAG’s website; 

• Draft RTIP materials are distributed, with appropriate cover letters, to approved public 

libraries and facilities and also made available on SCAG’s website for access by the 

public; 

• Input received is compiled and analyzed, and responses to comments are provided by 

SCAG Staff, and made available to the public; 

• A summary of comments received during the public comment period along with SCAG’s 

responses, following the close of the public comment period, is incorporated into the 

final RTIP; 

• The Final RTIP is adopted by SCAG’s Regional Council; 
Final 2007 AQMP 

June 2007 

41

• SCAG’s adopted RTIP is submitted to the State for funding approval and to the federal 

agencies (FHWA, FTA and EPA) for final funding and conformity approval; and 

• Upon federal approval of the RTIP, the new TCMs become part of the applicable 

AQMP/SIP. 

Substitution of Individual TCM Projects

The CTCs and/or project sponsors shall notify SCAG when a TCM project cannot be delivered 

or will be significantly delayed. SCAG and the CTCs will identify and evaluate possible 

replacement measures for individual substitutions, through the TCWG, which includes members 

from all affected jurisdictions, federal, state and/or local air quality agencies and transportation 

agencies. 

Substitution of individual TCMs will follow the process specified in the CAA section 176(c). 

Section 176(c) of the CAA allows for the substitution of individual TCMs if certain conditions 

are met. These include: 

"(i) if the substitute measures achieve equivalent or greater emissions reductions than the 

control measure to be replaced, as demonstrated with an emissions impact analysis that is 

consistent with the current methodology used for evaluating the replaced control measure in 

the implementation plan; 

"(ii) if the substitute control measures are implemented- 

 "(I) in accordance with a schedule that is consistent with the schedule 

provided for control measures in the implementation plan; or 

"(II) if the implementation plan date for implementation of the control 

measure to be replaced has passed, as soon as practicable after the 

implementation plan date but not later than the date on which emission 

reductions are necessary to achieve the purpose of the implementation plan; 

"(iii) if the substitute and additional control measures are accompanied with evidence of 

adequate personnel and funding and authority under State or local law to implement, 

monitor, and enforce the control measures; 

"(iv) if the substitute and additional control measures were developed through a collaborative 

process that included-- 

 "(I) participation by representatives of all affected jurisdictions (including 

local air pollution control agencies, the State air pollution control agency, and 

State and local transportation agencies); 

"(II) consultation with the Administrator; and 

"(III) reasonable public notice and opportunity for comment; and 

"(v) if the metropolitan planning organization, State air pollution control agency, and the 

Administrator concur with the equivalency of the substitute or additional control measures. 

In addition to the conditions above, the substitute project shall be in the same air basin and 

preferably be located in the same geographic area and preferably serve the same demographic 

subpopulation as the TCM being replaced. 
Final 2007 AQMP 

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A substitution does not require a new conformity determination or a formal SIP revision. 

Adoption of the new TCM in coordination with EPA concurrence will rescind the original TCM 

and apply the new measure. 

SCAG will maintain documentation of all approved TCM substitutions. The documentation will 

provide the emissions analysis as well as a description of the substitution process, including a list 

of the committee or working group members, public hearing and comment process, and evidence 

of SCAG adoption. Compliance with the provisions listed above will ensure adequate emissions 

reductions are achieved in a TCM substitution. 

TCM Implementation 

The TCM measures and strategies listed in Attachment A of this Appendix replace the TCM 

strategies contained in all previous AQMPs/SIPs. Table 4 provides an outline of the categories 

of TCMs in the 2006 RTIP and 2007 AQMP. As outlined in Table 4, the TCMs include the 

following three main categories of transportation improvement projects and programs. 

• High occupancy vehicle (HOV) measures, 

• Transit and Systems Management measures, and 

• Information-based Transportation Strategies. 

In the event a question arises as to whether a specific project is a TCM, that project should go to 

the TCWG for clarification. The agencies and parties at the TCWG will review the project and 

determine whether the project meets the definition of a TCM. This process also applies in the 

event that a CTC, or other party, wishes to dispute a particular TCM and remove it from the 

RTIP and the AQMP/SIP. 

Table 4 

TCM Project Categories (Based on the 2006 RTIP

Project Description 

A. High Occupancy Vehicle (HOV) Measures 

HOV projects, and their pricing alternatives. 

 New HOV Lanes – Extensions and Additions to Existing Facilities

 New HOV Lanes – With New Facility Projects

 New HOV Lanes – With Facility Improvement Projects

 HOV to HOV Bypasses, Connectors, and New Interchanges with Ramp Meters

 High Occupancy Toll (HOT) Lanes and Pricing Alternatives 
Final 2007 AQMP 

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Table 4 (continued) 

TCM Project Categories (Based on the 2006 RTIP)

B. Transit and System Management Measures 

Bus, rail and shuttle transit expansion and improvements; park and ride lots and inter-modal transfer 

facilities; bicycle and pedestrian facilities; railroad consolidation programs such as the Alameda 

Corridor, grade separation projects, channelization, over-passes, underpasses; traffic signalization; 

intersection improvements. 

Transit 

 Rail Track – New Lines 

 Rail Track – Capacity Expansion of Existing Lines 

 New Rolling Stock Acquisition – Rail Cars and/or Locomotives 

 Express Busways – Bus Rapid Transit and Dedicated Bus Lanes 

 Buses – Fleet Expansion 

 Shuttles and Para-transit Vehicles – Fleet Expansion 

Intermodal Transfer Facilities 

 Rail Stations – New 

 Rail Stations – Expansion 

 Park & Ride Lots – New 

 Park & Ride Lots – Expansion

 Bus Stations & Transfer Facilities – New 

 Bus Stations & Transfer Facilities – Expansion 

Non-motorized Transportation Mode Facilities (non-recreational) 

 Bicycle & Pedestrian Facilities – New 

 Bicycle & Pedestrian Facilities – Expansion 

 Bicycle Facilities – New 

 Bicycle Facilities – Expansion 

 Pedestrian Facilities – New 

 Pedestrian Facilities – Expansion 

C. Information-based Transportation Strategies 

Programs that promote and popularize multi-modal commute strategies to maximize alternatives to 

single-occupancy vehicle commute trips; marketing and promoting the use of HOV lanes or rail lines to 

the general public; educating the public regarding cost, locations, accessibility and services available at 

Park and Ride lots; promoting and marketing vanpool formation and incentive programs; promoting 

ride-matching services through the Internet and other means of making alternative travel option 

information more accessible to the general public; Urban Freeway System Management improvements; 

Smart Corridors System Management programs; Congestion Management Plan-based demand 

management strategies; county-/corridor-wide vanpool programs; seed money for transportation 

management associations (TMAs); and TDM demonstration programs/projects eligible for 

programming in the RTIP. 

 Marketing for Rideshare Services and Transit/TDM/Intermodal Services 

 Intelligent Transportation Systems/Control System Computerization 

 Telecommuting Programs/Satellite Work Centers 

 Real-time Rail, Transit, or Freeway Information Systems (changeable message signs) 
Final 2007 AQMP 

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Relation of Current TCM Components to Previous Plans 

The TCM components listed in the 2007 AQMP are consistent with the TCM elements proposed 

in previous plans, and meet the anti-backsliding requirements of Section 110(l) of the CAA. 

The CAA restricts EPA’s ability to approve state actions that weaken the California SIP. 

Therefore, the requirements must strengthen the SIP and not interfere with an applicable 

requirement under the CAA. All TCM commitments from previous AQMPs have been 

implemented and documentation is provided in the Timely Implementation Reports of the 2006 

RTIP and previous RTIPs. The TCMs in the 2007 AQMP continue SCAG’s TCM commitment 

and the TCM status will be reported in the Timely Implementation Reports of subsequent RTIPs. 

The 1994 AQMP lists one TCM, comprising various specific strategies (Table 5). Substantial 

progress has been made in implementing these measures, and the region remains committed to 

assuring continued implementation. 

Table 5 

TCMs from 1994 AQMP (TCM1*)

Transportation Improvements Current Status 

HOV Lanes On going 

Transit Improvements On going 

Park and Ride Facilities On going - expanded to include all facilities 

that substantially promote transfer across modes 

of travel. 

Traffic Signal Improvements On going - focus is on projects that substantially 

improve regional system flow 

Urban Freeway Systems Management 

Improvements and Smart Corridors 

On going - Intelligent Transportation 

Systems/Control System Computerization 

Operational Improvements (Flow 

improvements, Congestion relief) 

On going – focus is on projects that substantially 

improve regional system flow 

Rideshare Programs On going 

TDM Programs On going 

Bicycle Facility Improvements On going - expanded to include pedestrian 

facilities as well. 

* AQMP Appendix IV-C, September 1994, Pg. II-14 – II-16 

In addition to the TCM strategies specified above, indirect source measures (ISRs) were also 

considered as TCMs in the 1994 AQMP, and were planned for AQMD rule development (Table 

6). However, the legislature has reduced the AQMD’s legal authority to implement ISR 

measures. 
Final 2007 AQMP 

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45

Table 6 

Indirect Source Controls – 1994 AQMP 

ISR 1 Special Event Centers See H&S 40717.8, 1994 

ISR 2 Regional Shopping Centers See H&S 40717.6, 1995 

ISR 3 Registration and Commercial Vehicles See H&S 40717.9, 1995 

ISR 4 Airport Ground Access See H&S 40717.9, 1995 

ISR 5 Trip Reduction for Schools See H&S 40717.9, 1995 

ISR 6 Enhanced Rule 1501 See H&S 40717.9, 1995 

ISR 7 Parking Cash-Out See H&S 40717.9, 1995 

A key step in the 1994 AQMP was the proposal for the formation of the Southern California 

Economic Partnership (SCEP, or The Partnership), intended to help develop many of the 

innovative and conceptual projects envisioned at that time. It should be noted that The 

Partnership has been established as an active and effective entity, and is vigorously pursuing 

these and other projects. These include: Intelligent Transportation Systems (ITS), Smart 

Shuttles, Telecommunications, Telecommuting Support, Alternative Fuel Vehicle Support and 

Voluntary Emission Reduction Program, the Clean Cities Program, and the Travel Advisory 

News Network (TANN) Project (see 2007 AQMP, Chapter 4 and http://www.thepartnership.org/index.htm). 

TCM Enforceability and Monitoring 

The TCM strategies contained in the AQMP are expected to be real, quantifiable, and 

enforceable. The region’s long-range transportation blueprint (the previously triennial and now 

quadrennial RTP) and the shorter-term programming used to fund the improvements (the RTIP) 

together form the foundation and the keystone for improving transportation system performance 

while at the same time assuring the timely attainment of air quality goals within the Basin. 

Assessing the consistency of emissions deriving from these mobility strategies against the 

corresponding mobile source emission budgets contained in the applicable SIP serves as the 

basis for determining conformity to the SIP. The RTIP provides the information needed in 

assuring the timely implementation of TCM strategies described in this document. 

The projects and programs that make up the RTP and RTIP form the basis for assuring an 

enforceable commitment for each TCM. Federal law requires that funding priority be given to 

TCMs in developing the RTIP. Therefore, the report on the timely implementation of TCMs will 

continue to serve as one of the methods of monitoring the air quality impacts of transportation 

system improvements. 

The 2006 RTIP provides for timely implementation of the TCM strategies for the Basin. As the 

biennial element of the RTIP is revised, the list of fiscally constrained projects, or, rather, the list 

of projects for which funding has been identified, is updated. The U.S. EPA Transportation 

Conformity Rule states that timely implementation is to be measured against the TCM strategies 

in the applicable implementation plan. 
Final 2007 AQMP 

June 2007 

46

The enforceable commitment for TCM measures is to report on the funding and implementation 

of the first two years of the six-year biennial RTIP. The list of fiscally constrained projects will 

advance, or “roll forward”, and the enforceable commitment will automatically be revised to 

encompass the first two years of the constrained projects contained in each new RTIP. The 

implementation status of TCM projects is reported on in subsequent RTIPs until the TCM 

projects have been reported as completed. In projecting the long-term (2010, 2020, etc.) impacts 

which could be ascribed to this measure in the Plan, the facilities proposed to be built in the 

long-term timeframe, and programs as they exist today, serve as the basis for modeling travel 

and emission impacts. 

REGIONAL TRANSPORTATION EMISSIONS 

Based on the data generated from SCAG’s Transportation Demand Model (e.g., traffic volumes, 

vehicle speeds, transit ridership, etc.), an estimate of emissions associated with on-road mobile 

sources can be generated using CARB’s emission factor model (EMFAC). Through this process, 

future emissions from on-road mobile sources can be compared for the regional transportation 

system assuming implementation of the RTP versus a baseline case without RTP 

implementation. 

One of the key goals of conventional transportation planning has been the provision of sufficient 

roadway capacity to reduce congestion and improve mobility through improvements to regional 

networks of highways and arterials. And, to the extent that congestion is relieved, there are 

significant regional air quality benefits to such flow-improving interventions. Thus, the 

emissions benefits historically demonstrated in previous AQMPs and air quality analyses 

performed for the RTP and the RTIP have been based on the congestion relief effects associated 

with both added infrastructure capacity and implementation of TCMs. It is generally 

understood, however, that potential future improvements in air quality deriving from the RTP 

and TCMs will be much smaller, since motor vehicle emissions have and will continue to be 

substantially reduced through technology (i.e., emission standards for new engines and in-use 

standards for existing fleets). For instance, the emissions of ROG go from approximately 300 

tons per day in 2005 to approximately 82 tons per day in 2030. Further, most of the TCM 

projects in the South Coast Air Basin were adopted into the SIP to meet the one-hour ozone 

standard by 2010 and have already been implemented. Thus, the emission reductions associated 

with these projects are now included in the baseline emissions and no longer show up in the 

TCM benefit values. 

The modeling exercises performed for the Final Draft 2007 AQMP are intended to evaluate 

emissions associated with the transportation strategy (i.e., the RTP) relative to baseline 

conditions for ROG, NOx, and PM2.5. Additional modeling exercises were performed to 

estimate the contribution of TCMs and the Compass Growth Visioning program to the emissions 

profile of the overall transportation strategy. For the TCM modeling exercise, socio-economic 

data variables were held constant and the transportation network was modified to account for the 

TCMs. To estimate the benefits of Compass, the transportation network was held constant and 

socio-economic data associated with Compass was modified between baseline and project 

conditions. It must be noted, however, that the regional transportation strategy is appropriately 
Final 2007 AQMP 

June 2007 

47

viewed on a systems-level basis and not by its components (e.g., TCMs, Compass, etc.) since 

each of the individual transportation improvements and strategies affect each other and the 

system. Isolating and summing the emissions effect of each transportation improvement and 

strategy cannot provide an accurate representation of the system’s emissions because the 

interactions and feedback among these components alters the end results. Nevertheless, for 

purposes of discussion, Table 7 provides the results of the modeling analyses for the RTP as a 

whole as well as those for the TCM and Compass components of the RTP for the attainment 

years 2014 (PM2.5), 2020 (8-hour ozone), and 2023 (8-hour ozone assuming a “bump-up” to 

extreme nonattainment). 

It should be noted that SCAG has been working with modeling experts and practitioners to 

develop a new Transportation Demand Model that is expected to more accurately forecast 

highway traffic volumes, speeds, and other aspects of the transportation system The new model 

is in the process of being calibrated and validated. Model runs, with a preliminarily calibrated 

and validated model, seem to be consistent with the interim model emissions in the South Coast. 
Final 2007 AQMP 

June 2007 

48

Table 7 

Transportation Strategy Emissions 

(tons per day) 

2010 2014 2020 

Pollutan

t 

RTP TCMs Compas

s 

RTP TCMs Compas

s 

RTP TCMs Compas

s 

RTP 

ROG -2.86 ** *** -1.79 -1.04 *** -1.68 -0.83 -0.50 -1.74 

NOX -1.01 ** *** -0.01 -3.48 *** 0.25 -2.20 -0.47 -0.21 

PM2.5 -0.26 ** *** -0.24 -0.18 ***   ** **   ** ** 

Notes: Negative value indicates an emissions reduction 

PM2.5 and all 2014 values based on annual emissions inventory; all others are summer planning inventory 

Does not include emission reductions associated with proposed goods movement control measures. See Attachment D. * Does not include fugitive dust emissions. ** TCMs benefit shown for attainment years only *** Implementation of Compass Growth Visioning Program occurs after 2014 **** PM2.5 attainment required by 2015 
Final 2007 AQMP 

June 2007 

49

REASONABLY AVAILABLE CONTROL MEASURE ANALYSIS 

Introduction 

Clean Air Act Section 172(c)(1) requires SIPs to provide for the implementation of all 

reasonably available control measures (RACM) as expeditiously as practicable. Guidance on 

interpreting RACM requirements in the context of the 1990 Amendments was set forth in the 

General Preamble (57 FR 13498, 13560) in 1992. In the General Preamble, U.S. Environmental 

Protection Agency (EPA) interpreted section 172(c)(1) as imposing a duty on States to consider 

all available control measures and to adopt and implement measures that are reasonably 

available for implementation in a specific nonattainment area. It also retained an earlier 

interpretation of RACM that it would not be reasonable to require the implementation of 

measures that do not advance the date for attainment. 

With regard to TCMs, EPA revised earlier guidance by indicating that it is inappropriate to 

presume that all Section 108(f)(1)(A) measures of the CAA are available in all nonattainment 

areas. Instead, States should consider Section 108(f)(1)(A) measures as potential options that are 

not exhaustive, but indicative of the types of measures that should be considered. In addition, 

any measure identified as reasonably available during the public comment period should also be 

considered for implementation. EPA indicated that States could reject measures as not 

reasonably available for reasons related to local conditions. States are required to justify why 

available measures were not considered RACM and not adopted in the SIP. 

To meet the RACM requirements articulated in the EPA guidance described above, this RACM 

analysis was performed using several steps. First is a description of the process by which SCAG 

and related transportation agencies in the South Coast Air Basin identify, review, and make 

enforceable commitments to implement TCMs. Second is the assembly and review of a list of 

control measures recently implemented in other ozone nonattainment areas. This effort involved 

a review of measures implemented in California nonattainment areas as well those located in 

Arizona, Texas, and Washington, and the organization of those measures in the 16 categories 

specified in CAA Section 108(f). The third step is to determine RACM measures by contrasting 

the list of candidate measures with measures implemented to date in the South Coast Air Basin, 

as well as any new commitments in the current AQMP. The fourth step is to provide a reasoned 

justification for any of the available measures that have yet to be implemented. These 

justifications must address criteria described in the above-cited guidance. 

SCAG TCM Development Process 

As defined by EPA, a TCM is any measure that is specifically identified and committed to in the 

applicable implementation plan that is either one of the types listed in Section 108(f)(1)(A) of 

the CAA, or any other measure for the purpose of reducing emissions or concentrations of air 

pollutants from transportation sources by reducing vehicle use or changing traffic flow or 

congestion conditions. 
Final 2007 AQMP 

June 2007 

50

While the implementation of TCMs has played a role in improving air quality in the South Coast 

Air Basin, these measures are yielding fewer emission reductions over time because of 

technological advances of vehicle fleets. Thus, the CAA’s requirement to adopt all RACM is a 

driving force governing whether and which TCMs are necessary for the SIP. During SIP 

preparation, areas are obligated to evaluate TCMs and determine whether they qualify as 

RACM. The TCM process and RACM analysis run concurrently, rather than consecutively, 

with the transportation planning process. 

The RACM process relies predominantly on a continuous updating and addition process for 

TCMs. The TCM process was established for the South Coast Air Basin by replacing a process 

that developed TCMs each time a SIP was produced with a continuous ongoing TCM process. 

This process continues to govern the selection and implementation of TCMs today. TCMs are 

continuously identified and reviewed throughout the transportation planning process. SCAG’s 

ongoing public outreach effort, including an involved interagency input process via the 

Transportation Conformity Working Group (TCWG), helps ensure that the process to identify 

and review TCMs is robust, inclusive, and comprehensive. Development of TCMs arises from 

multiple processes and multiple sources, which include CTCs, subregional agencies, task forces, 

committees, and the public. Project sponsors have a strong incentive to develop and help 

identify TCMs because TCMs receive special consideration on Congestion Management and Air 

Quality (CMAQ) and Surface Transportation Program (STP) funds, and are assured timely 

implementation in accordance with the schedule in the RTIP. These funding and scheduling 

incentives ensure that TCMs are developed, sponsored, and clearly identified throughout the 

process. 

The discussion below outlines the multiple processes and entities involved in the TCM planning 

process. 

County Transportation Commissions

County Transportation Commissions must follow the most current RTIP Guidelines when 

preparing their lists of transportation improvements. The RTIP Guidelines state that “the RTIP 

is required to advance the RTP by programming the projects, programs, and policies contained in 

the Plan, in accordance with federal and state requirements.”7 As stated above, the RTIP 

Guidelines ensure that “TCMs require priority of funding (with special claim on CMAQ and 

STP funds), as well as timely implementation in accordance with the schedule in the RTP”8

. The 

discussion below outlines the process used by Los Angeles County Metropolitan Transportation 

Authority (Metro), the Orange County Transportation Authority (OCTA), the San Bernardino 

Associated Governments (SANBAG), and the Riverside County Transportation Commission 

(RCTC) to develop their lists of transportation projects for each update of the RTIP and RTP.9 

 

7 Southern California Association of Governments. (October 2005). Final 2006 Regional Transportation Improvement Programs 

Guidelines. Los Angeles, CA. 8

 Southern California Association of Governments. (October 2005). Final 2006 Regional Transportation Improvement Programs 

Guidelines. Los Angeles, CA. 9 Note, the other CTCs in the SCAG region (for Ventura and Imperial counties) are outside the South Coast Air Basin. 
Final 2007 AQMP 

June 2007 

51

Los Angeles County Metropolitan Transportation Authority 

The Metro begins its Transportation Improvement Program (TIP) process with a call for projects. 

The call for projects process meets federal and state planning and programming requirements for 

developing an integrated, multi-modal transportation system. The Call for Projects also 

addresses Metro’s mandated responsibilities to the California Transportation Commission 

regarding the programming of the State TIP. There is a local match requirement that varies 

depending on the modal category and a public hearing before the Metro Board officially adopts 

the TIP. TCM projects are prioritized throughout Metro’s process. In general, projects are 

evaluated based on three criteria: project need and purpose, cost effectiveness, and project 

readiness. Thus, TCM projects that are useful, economically feasible, and that are ready to be 

implemented in the near-term receive priority of funding and scheduling. 

Orange County Transportation Authority 

Cities in Orange County propose projects to OCTA through a competitive call for projects. 

OCTA, reviews and prioritizes the projects based on an approved set of criteria. Additionally, 

OCTA programs regionally significant projects that are of the highest importance to the County 

via the Comprehensive Funding Strategy and Long Range Transpiration Plan. Those projects 

that also qualify as TCMs are identified and included in the RTP and RTIP. 

Riverside County Transportation Commission 

The RCTC begins its process with a call for projects. RCTC staff and a RCTC Technical 

Advisory Committee comprised of local agency public works directors and senior planners 

review and evaluate projects for funding consideration against the funding criteria which may 

include air conformity benefits, mobility, congestion relief, safety, project readiness etc. per the 

eligibility parameters of the funds. Projects which meet the TCM criteria are identified 

immediately and a secondary review occurs to evaluate timely implementation and to ensure 

funding is committed to the project. Projects recommended for funding are sent to the RCTC 

Board for final approval. Approved projects are programmed in the RTIP with project 

monitoring then occurring on a quarterly basis to ensure the project is progressing satisfactorily. 

San Bernardino Associated Governments 

SANBAG conducts calls for projects. TCM projects receive priority for funding and 

implementation through application of evaluation criteria that reward projects that provide the 

greatest mobility and emissions benefit per allocated dollar. 

Sub-regional Coordination and Regional Transportation Planning for Air Quality 

Management

The Subregional Coordinators Group is an important part of SCAG's participatory planning 

process and assists in balancing regional needs and prospects against local constraints and 

opportunities. Established in 1990, at the sub-region's initiative, the Group comprises 

administrators from Councils of Governments (COGs), cities and counties within the region and 

assists SCAG in the design and implementation of its administrative and programmatic tasks 

within realistic fiscal and local constraints. 
Final 2007 AQMP 

June 2007 

52

The subregions help coordinate community outreach for discussion of the transportation policies, 

programs and projects, including effective and efficient TCM projects, nominated for inclusion 

in the long-range RTP and the short-range RTIP. SCAG then synthesizes these projects, 

programs and policies into a regionally coherent transportation strategy and assesses the 

environmental and equity consequences for the region as a whole. 

Assembly and Review of Candidate RACM 

EPA and related court decisions have maintained that TCMs considered RACM must be 

measures that 1) advance the attainment date, typically by at least one year and 2) are 

technologically and economically feasible. Measures must pass both the advance attainment and 

technical/economic feasibility tests to be deemed RACM. 

U.S. EPA guidance documents provide help in identifying the type of measures to be considered. 

CAA Section 108(f)(1)(A) provides a list of sixteen categories of TCMs that are potential 

options that should be considered indicative types of control measures: 

i. Programs for improved use of public transit; 

ii. Restriction of certain roads or lanes to, or construction of such roads or lanes for use 

by, passenger buses or high occupancy vehicles; 

iii. Employer-based transportation management plans, including incentives; 

iv. Trip-reduction ordinances; 

v. Traffic flow improvement programs that achieve emission reductions; 

vi. Fringe and transportation corridor parking facilities, serving multiple occupancy 

vehicle programs or transit service; 

vii. Programs to limit or restrict vehicle use in downtown areas or other areas of emission 

concentration, particularly during periods of peak use; 

viii. Programs for the provision of all forms of high-occupancy, shared-ride services, such 

as the pooled use of vans; 

ix. Programs to limit portions of road surfaces or certain sections of the metropolitan area 

to the use of non-motorized vehicles or pedestrian use, both as to time and place; 

x. Programs for secure bicycle storage facilities and other facilities, including bicycle 

lanes, for the convenience and protection of bicyclists, in both public and private areas; 

xi. Programs to control extended idling of vehicles; 

xii. Programs to reduce motor vehicle emissions, consistent with Title II of the Clean Air 

Act, which are caused by extreme cold start conditions; 

xiii. Employer-sponsored programs to permit flexible work schedules; 

xiv. Programs and ordinances to facilitate non-automobile travel, provision and utilization 

of mass transit, and to generally reduce the need for single-occupant vehicle travel, as 

part of transportation planning and development efforts of a locality, including 

programs and ordinances applicable to new shopping centers, special events, and other 

centers of vehicle activity; 

xv. Programs for new construction and major reconstruction of paths, tracks or areas solely 

for the use by pedestrian or other non-motorized means of transportation, when 

economically feasible and in the public interest; and 
Final 2007 AQMP 

June 2007 

53

xvi. Programs to encourage the voluntary removal from use and the marketplace of pre1980 model year light duty vehicles and pre-1980 model light duty trucks. 

EPA guidance has emphasized that these sixteen measures are an illustrative, but not exhaustive 

list. Instead, TCMs need to be evaluated on an area-by-area basis to determine which are 

reasonably available. In addition to the measures listed above, the 1992 General Preamble of the 

CAA cite other sources to include TCMs that were a) suggested during public comments (e.g. at 

workshops, public hearings, in written comments, etc.); b) adopted in other nonattainment areas 

of the country; and c) specifically identified by the EPA (i.e. EPA TCM database, support 

documents for rulemaking, etc.).10 

To develop a list of candidate RACM, SCAG performed a review of available TCMs in 

California, as well as in other states. SCAG reexamined the candidate RACM identified during 

the comprehensive RACM analysis performed for the 2003 AQMP. Additionally, SCAG 

coordinated with other MPOs and air quality districts to identify measures that are being 

implemented or considered in other nonattainment areas. SCAG reviewed TCMs implemented 

in California from various nonattainment areas (Sacramento, San Joaquin Valley, and the Bay 

Area). SCAG also coordinated with other agencies outside of the SCAG region in an effort to 

ensure that all RACM were considered (the Houston-Galveston Area Council [H-GAC] in 

Texas; Metropolitan Washington Council of Governments [MWCOG] in Washington D.C.11; the 

Maricopa County Air Quality Department in Arizona, and the North Central Texas Council of 

Governments [NCTCOG].12 SCAG also utilized information from Arizona and Texas obtained 

in the 2003 AQMP RACM Analysis. The comprehensive list of candidate TCMs for RACM 

compiled in the UC Davis-Caltrans Air Quality Project, Transportation Control Measures: 

Guidance for Conformity and State Implementation Plan Development (August 2004), was also 

reviewed as part of the current RACM analysis. 

Additionally, TCMs were discussed and reviewed at numerous TCWG meetings as part of the 

2006 RTIP development process, as well as the development of this 2007 AQMP. Further, 

SCAG has an extensive and robust public participation process for the development of the 

RTP/RTIP through ongoing public meetings, and technical, advisory, and policy committees. 

These groups generally meet on a monthly basis and provide explicit opportunities for the public 

to participate and contribute. 

In summary, SCAG performed the RACM analysis based on information reviewed from the 

following sources: 

• CAA Section 108(f)(1)(A) 

• 2003 South Coast AQMP RACM Analysis 

• Other nonattainment areas in California 

 

10 Seitz, John S. (December 14, 2000) Memo from John Seitz: Guidance on the Reasonably Available Control Measures (RACM) 

Requirement and Attainment Demonstration Submissions for Ozone Nonattainment Areas. Available at: 

http://www.epa.gov/ttn/oarpg/t1/memoranda/revracm.pdf.

11 Draft list of candidate RACM were used for reference only and not published. Per e-mail from Jeff King, Metropolitan Washington 

Council of Governments (MWCOG). (June 8, 2006). 

12 Texas Commission on Environmental Quality.(December 13, 2006). Dallas-Fort Worth 8-hour Ozone Nonattainment Area Attainment 

Demonstration: Revisions to the State Implementation Plan (SIP) for the Control of Ozone Air Pollution. Available at: 

http://www.tceq.state.tx.us/implementation/air/sip/dfw.html.
Final 2007 AQMP 

June 2007 

54

• Other nonattainment areas outside California 

• Interagency Consultation (TCWG) 

• RTP/RTIP Updates 

• Candidate TCMs for RACM – UC Davis-Caltrans Air Quality Project13

The candidate measures were reviewed to determine which can be considered RACM. As 

discussed above, the RACM TCM requirement consists of two core criteria that must be 

satisfied: 1) TCMs must advance attainment of the air quality standards; and 2) TCMs must be 

both technically and economically feasible. EPA has left their definitions vague and has 

preferred to allow flexibility in each region’s determination. EPA did not provide definitive 

guidance on “advancing attainment,” but in practice, agencies have based their determination on 

whether a measure or group of measures would help an area achieve attainment one year earlier 

than in the absence of the measure or group of measures. In other words, TCM implementation 

must significantly reduce emissions to facilitate attainment of the National Ambient Air Quality 

Standards (NAAQS) one year earlier than without the TCMs. Considering the magnitude of the 

emissions reductions necessary to demonstrate attainment in the South Coast Air Basin, the 

implementation of TCMs is not expected to meet this criterion. 

Similarly vague is U.S. EPA’s definition for the second criterion - technical and economical 

feasibility. Technical feasibility has been determined in terms of local factors, such as 

environmental impacts, availability of control measure, and ability to achieve the emission 

reduction.14 EPA has not set firm thresholds to determine economic feasibility. Costeffectiveness has been considered a determining factor. As a recent example, the Maricopa 

Association of Governments defined economic feasibility based on guidance from California air 

agencies, which included AQMD and Bay Area Air Quality Management District guidelines. 

They established that TCMs at or below approximately $8,400 to $9,000 per ton of PM10 

reduced annually were cost-effective.15 

Determining RACM Measures 

For this step of the RACM analysis, SCAG compared the list measures implemented within the 

South Coast Air Basin with those implemented in other areas. SCAG then organized all 

measures, including candidate measures and those measures currently implemented in the region, 

according to the sixteen categories specified in Section 108(f)(1)(A) of the CAA. No formal 

requirement exists on how to organize TCMs. However, SCAG utilized this organization 

scheme as a way to highlight those measures that fall within the sixteen CAA categories, which 

are formally recognized as "TCMs" and subject to CAA and federal conformity requirements. 

SCAG found a number of candidate measures that were not currently implemented in the region 

and not included in the 2003 AQMP RACM analysis. 

 

13 UC Davis-Caltrans Air Quality Project. (August 18, 2004). Transportation Control Measures: Guidance for Conformity and State 

Implementation Plan Development. 14 UC Davis-Caltrans Air Quality Project. (August 18, 2004). Transportation Control Measures: Guidance for Conformity and State 

Implementation Plan Development. 15 Eisenger, D. and D. Niemeier. (November 2003). Transportation Control Measures: Federal Requirements and SIP Development 

Considerations Poster. Prepared for the Transportation Research Board's Annual Meeting, 2004. 
Final 2007 AQMP 

June 2007 

55

Reasoned Justification 

The fourth step is to provide a reasoned justification for any of the available measures that have 

yet to be implemented or will not be implemented. In 1999, EPA issued a memorandum entitled 

“Guidance on the Reasonably Available Control Measures Requirement and Attainment 

Demonstration Submissions for Ozone Nonattainment Areas.”16 In this memorandum, EPA 

states that in order to determine whether a state has adopted all RACM necessary for attainment 

and as expeditiously as practicable, the state must explain why the selected implementation 

schedule is the earliest schedule based on the circumstances of the area. This indicated that 

States could reject measures as not reasonably available for reasons related to local conditions. 

In such cases, States are obligated to provide justification as to why potentially reasonable 

measures have not been adopted. Valid reasons for rejecting a measure include that it would not 

advance the attainment date, it is economically infeasible, or it is technologically infeasible. 

The complete listing of all candidate measures evaluated for RACM determination is included in 

Attachment C. A “Measure Number” is assigned for each strategy for ease of discussion (not 

rank in priority). The “Description” column provides a brief description of the relevant measure 

in discussion. “Has It Been Implemented?” confirms whether the measure is currently 

implemented in the SCAG region. The final column “Reasoned Justification for Not 

Implementing” provides a reasoned justification for those measures that were not considered 

RACM. SCAG appropriately considered a number of factors that included technical and 

economic feasibility, enforceability, geographic applicability, and ability to provide emission 

reductions. Of the TCMS that were deemed candidate measures, none were found to meet the 

criteria for RACM implementation. 

Conclusion 

CAA Section 172(c)(1) requires SIPs to provide for the implementation of all RACM as 

“expeditiously as practicable.” EPA and related court decisions have maintained that TCMs 

considered RACM must be measures that 1) advance the attainment date, typically by at least 

one year and 2) are technologically and economically feasible. Measures must pass both the 

advance attainment and technical/economic feasibility tests to be deemed RACM. 

Based on a comprehensive review of TCM projects in other nonattainment areas or otherwise 

identified, it is determined that the TCMs being implemented in the South Coast Air Basin are 

inclusive of all RACM. None of the candidate measures reviewed herein and determined to be 

infeasible meets the criteria for RACM implementation. 

SCAG and the local transportation agencies have in place a comprehensive, formal process for 

identifying, evaluating, and selecting TCMs. The regular RTP, RTIP, and AQMP/SIP public 

update processes ensure that TCM identification and implementation is a routine consideration 

that helps SCAG and the AQMD demonstrate attainment of applicable NAAQS. 

 

16 Seitz, John S. (December 14, 2000). Memo from John Seitz: Guidance on the Reasonably Available Control Measures (RACM) 

Requirement and Attainment Demonstration Submissions for Ozone Nonattainment Areas. Available at: 

http://www.epa.gov/ttn/oarpg/t1/memoranda/revracm.pdf
ATTACHMENT A 

2007 AQMP Transportation Control Measures (TCMs)
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

HOV Improvements - New HOV Lanes, Extensions, Additions To Existing Facilities 

Lead Agency Project ID Description 

20Co

CALTRANS 1178A 

IN LOS ANGELES AND CULVER CITY FROM ROUTE 90 TO ROUTE 10 - HOV LANES (SB 5+0 TO 5+1; NB 5+0 TO 5+1 HOV) (2206LK CFP) OBLIGATED 6207 (034) 

CALTRANS LA000357 

 FROM ROUTE 170 TO ROUTE 118 HOV LANES (10 TO 12 LANES) (CFP 345) (2001 CFP 8339; CFP2197). (EA# 121901, PPNO 0158K) 

CALTRANS LA000358 

FROM ROUTE 134 TO ROUTE 170 HOV LANES (8 TO 10 LANES) (CFP 346)(2001 CFP 8355). (EA# 121801, PPNO 0142F) 

CALTRANS LA000359 

IN EL MONTE AND BALDWIN PARK FROM BALDWIN AVE TO ROUTE 605 HOV LANES (8+0 TO 8+2) AND TOS PROJECTS. (EA# 10695, 22350, 22340 PPNO 0295M, PPNO 2969,PPNO 2968) 

CALTRANS LA000548 

FROM PUENTE TO CITRUS HOV LANES FROM 8 TO 10 LANES (C-ISTEA 77720) (PE ONLY) (EA# 117080, PPNO# 0309N) 

CALTRANS LA01342 

RT 10 FROM RT 605 TO PUENTE AVE HOV LANES (8+0 TO 8+2) (EA# 117070, PPNO 0306H) 

CALTRANS LA01344 

RT 5 FROM RT 118 TO RT 14 FROM 10 TO 12 LANES HOV LANES. EA# 122001, PPNO 0162P. GARVEE project 

CALTRANS LA0B951 

ROUTE 10 TO ROUTE 60 - EXPRESSWAY TO FREEWAY CONVERSION - ADD 1 HOV LANE AND 1 MIXED FLOW LANE . (2001 CFP 8349, TCRP #50) (EA# 210600, PPNO 2741) 

CALTRANS LA0C8344 

EXTENSION OF N/B I-405 HOV LANE-TO EXTEND THE HOV LANE ON N/B I-405 FROM SOUTH OF VENTURA BL TO SO. BURBANK BLVD WHERE IT WILL JOIN THE EXISTING HOV LANE. (EA# 199620, PPNO# 2788). 

CALTRANS LA0D73 

LA MIRADA, NORWALK & SANTA FE SPRINGS-ORANGE CO LINE TO RTE 605 JUNCTION. WIDEN FOR HOV & MIXED FLOW LNS, RECONSTRUCT VALLEY VIEW (EA 2159A0, PPNO 2808). 

CALTRANS LA195900 

RTE. 405 - WATERFORD AVE. TO RTE 10 - AUX LANE: LOS ANGELES - WATERFORD AV. TO RTE 10 - CONSTRUCT S/B AUX LANE & S/B HOV LANE (2001 CFP 8354) (EA# 195900 ,PPNO 2333). GARVEE 12/03 

CALTRANS LA963724 

IN LA VERNE AND CLAREMONT, FROM FOOTHILL BLVD TO SAN BERN COUNTY LINE, CONSTRUCT 8-LN FWY INCLU 2 HOV LNS 

CALTRANS LA996137 

RTE. 60 HOV LNS. FROM RTE. 605 TO BREA CANYON RD. -- CONSTRUCT ONE HOV LANE IN EACH DIRECTION) (CFP: 358, 4262, 6137=67,150+IIP: 5,100) (EA#129410, 129421, PPNO 0482R,0482RA) 

CALTRANS LA996138 

RTE.5 HOV LNS. FROM FLORENCE AVE TO RTE.19 - ADD ONE LANE IN EACH DIRECTION 

CALTRANS ORA000195 

ON SR-22 (I-405 TO SR55) ADD 2 HOV LANES/1 EA DIR (FRM 0 - 2); & 2 AUX LANES/1 EA DIR (FRM 0- 2) (I-5 TO BEACH) & OPERATING IMPROVMENTS 

A-1 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

HOV Improvements - New HOV Lanes, With New Facility Projects 

Lead Agency Project ID Description 

20Co

ANAHEIM ORA000100 

GENE AUTRY WAY WEST@ I-5 (I-5 HOV TRANSITWAY TO HASTER) ADD OVERCROSSING ON I-5 (S)/MANCHESTER AND EXTEND GENE AUTRY WAY WEST FROM I-5 TO HARBOR. 

CALTRANS 10167 

I-5 FROM SR-91 TO LA COUNTY LINE IN BUENA PARK - ADD 1 MIXED FLOW LN AND 1 HOV LN IN EACH DIRECTION. FROM 6 - 0 TO 8 - 2 LANES. 

CALTRANS 354801 

JCT RTE 15 TO VALLEY WAY - ADD 1 HOV LN AND 1 M/ F LN IN EA. DIR. INCLUDING OPERATIONAL STRIPING (IN SBD CNTY 9.05 - 9.95 & AT THE EAST END) ALSO WIDEN 5 UC'S & 1 OH 

CALTRANS 0121D 

ON I-215/SR91/SR60, RIV I215 COR IMPROV PROJ - FROM 60/91/215 JCT TO 60/215 SPLIT - WIDEN 6 TO 8 LNS, INCLUDING MAINLINE/IC IMPROVS, ADD HOV, AUX, & SB TRUCK CLIMB LN (EA: 3348U1) 

GARDEN GROVE ORA981104 

RECONSTRUCT HARBOR BLVD INTERCHANGE. 4 LANES EACH DIRECTION. (1/4 MILE BEFORE AND AFTER SR-22 RAMPS) 2 HOV LNES(1 E/B & 1 W/B) AND PROPOSED SR-22 HOV LANES. 

MORENO VALLEY 32300 

AT SR60/NASON ST IC - MODIFY/RECONSTRUCT IC & NASON ST FROM ELDER TO FIR: REALIGN EB, WB EXIT PLUS EB & WB ENTRY RAMPS, ADD EB & WB RAMP HOV LNS, & ADD AUX LANES (EA: 32300) 

VARIOUS 713 

I-215 CORRIDOR NORTH - IN SAN BERNARDINO, ON I-215 FROM RTE 10 TO RTE 30- ADD 2 HOV LANES 1 LANE IN EA. DIR. AND OPERATIONAL IMPROVEMENTS 

VARIOUS 20620 

UPLAND TO SAN BERNARDINO FROM LOS ANGELES COUNTY LINE TO ROUTE 215 - 8 LANE FREEWAY INCLUDING 2 HOV LANES (6+2) - 210 CORRIDOR PROJECT W/AUX LANES THROUGOUT SEGMENT 9-11 

A-2 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

HOV Improvements - HOV Bypasses, Connectors, and New Interchange with Ramp Meters 

Lead Agency Project ID Description 

20Co

CALTRANS 12570 

RTE. 57/60 HOV CONNECTOR INDUSTRY FROM OLD BREA CANYON ROAD TO GRAND AVENUE - HOV DIRECT CONNECTORS AND COLLECTOR ROAD (BOTH DIRECTIONS) (EA# 12570, PPNO# 0499Q) 

CALTRANS LA996134 

RTE. 5/14 INTERCHANGE & HOV LNS ON RTE 14 - CONSTRUCT 2 ELEVATED LANES - HOV CONNECTOR (DIRECT CONNECTORS) (EA# 16800)(2001 CFP 8343) (PPNO 0168M) 

ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA000193 

SR-22/I-405 AND I-405/I-605 INTERCHANGES. DESIGN HOV TO HOV LANE CONNECTORS 

ORANGE, CITY OF ORA990443 

SR-22 AND CITY DRIVE INTERCHANGE IMPROVEMENTS. RECONFIGURE FREEWAY INTERCHANGE AT SR-22 FROM SR-57 TO LEWIS STREET -- FROM 6/0 TO 6/2 LANES (ADDING 2 HOV LANES) 

RIVERSIDE COUNTY TRANS COMMISSION (RCTC) RIV010212 

ON SR91 - ADAMS TO 60/215 IC: ADD HOV LNS, AUX LNS (MADISON-CENTRAL), BRIDGE WIDENING & REPLACEMENTS, EB/WB BRAIDED RAMPS, IC MOD/RECONSTRUCT + SOUND/RETAINING WALLS 

A-3 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

High Occupancy Toll (HOT) Lanes and Pricing Alternatives 

Lead Agency Project ID Description 

20Co

TCA 10254 

SJHC, 15 MI TOLL RD BETWEEN I-5 IN SAN JUAN CAPISTRANO & RTE 73 IN IRVINE, EXISTING 3/M/F EA.DIR.1 ADD'L M/F EA DIR, PLUS CLIMBING & AUX LNS AS REQ, BY 2015 PER SCAG/TCA MOU 4/5/01. [2008 COMPLETION DATE FOR PHASE 1 ONLY] 

TCA ORA050 

ETC (RTE 241/261/133) TOLL RD (RTE 91TO I-5/JAMBOREE) EXISTING 2 M/F EA.DIR, 2 ADD'L M/F IN EA. DIR, PLUS CLIMB AND AUX LNS AS REQ, BY 2015 PER SCAG/TCA MOU 4/05/01. [2010 COMPLETION DATE FOR PHASE 1 ONLY] 

TCA ORA051 

(FTC-N) TOLL RD ( OSO PKWY TO ETC) (13MI) EXISTING 2 MF IN EA. DIR; 3 MF EA. DIR BY 2010; 4 MF EA. DIR BY 2015, PLS CLMBNG & AUX LANS PER SCAG/TCA MOU 4/05/01. [2010 COMPLETION DATE FOR PHASE 1 ONLY] 

TCA ORA052 

(FTC-S) TOLL RD (I-5 TO OSO PKWY) (15MI) 2 MF EA. DIR BY 2010; AND 1 ADDITIONAL M/F EA. DIR. PLS CLMBNG & AUX LANES AS REQ BY 2015 PER SCAG/TCA MOU 4/05/01. [2010 COMPLETION DATE FOR PHASE 1 ONLY] 

A-4 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Transit - Rail Track, Capacity Expansion of Existing Lines 

Lead Agency Project ID Description 

20Co

CALTRANS LA963519 

ADD 3 MILES OF TRIPLE TRACK AT BANDINI, MP 148.5 & 151.7 BETWEEN FULLERTON & LAUS (2002 IIP) 

LAC MTA LA29212XY 

METRO RAIL GOLD LINE EXTENSION- PASADENA TO MONTCLAIR 24- MILE, 12- STATION LRT EXTENSION. SAFETEA-LU # 285 LEAD AGENCY WILL CHANGE TO METRO GOLD LINE 

A-5 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Transit - Rail Track, New Rolling Stock Acquisition 

Lead Agency Project ID Description 

20Co

LAC MTA LA990305 LIGHT RAIL TRANSIT FLEET- 50 NEW RAIL CAR.PPNO 3225. SOUTHERN CALIF REGIONAL RAIL AUTHORITY RIV010214 

PURCHASE/REHAB ROLLING STOCK - RIVERSIDE COUNTY SHARE (13 CARS IN FY02/03 AND 18 CARS IN FY 03/04) 

SOUTHERN CALIF REGIONAL RAIL AUTHORITY RIV011242 

PURCHASE EXPANSION ROLLING STOCK (2 CAB CARS AND 3 LOCOMOTIVES) FOR METROLINK IEOC AND RIVERSIDE/FULLERTON/LA LINES (EA: RIVFUL, PPNO: 0079E) 

SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY LA963758 

METROLINK ROLLING STOCK-PHASE II (SCRRA). PURCHASE ADD'L METROLINK ROLLING STOCK TO ALLOW SYST EXPANSION(4 LOCOMOTIVES AND UPTO 31 CARS (JOINTLY FUNDED LA, ORA,RIV,SBD) LA0C8231 

A-6 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Transit - Express Busways, Bus Rapid Transit, and Dedicated Bus Lanes 

Lead Agency Project ID Description 

20Co

LAC MTA LA29202U1 

SAN FERNANDO VALLEY E/W BRT (FROM TERMINUS OF METRO RED LINE IN NO HOLLYWOOD TO WARNER CTR)14-MILE EXCLUSIVE BUS LANES AT FORMER RAIL RD ROW (PPNO 3333 AB3090REP ) SAFETEA-LU # 326 

LAC MTA LA29202U3 

SAN FERNANDO VALLEY NORTH/SOUTH BRT EXTENSION PHASE I: METRO RAPID SERVICE ALONG RESEDA BLVD. AND SEPULVEDA BLVD. 

LAC MTA LA29202U4 

SAN FERNANDO VALLEY NORTH/ SOUTH BRT EXTENSION PHASE II: BUS SPEED IMPROVEMENTS ALONG METRO RAPID CORRIDORS AND EXPANSION OF EXISTING PARK & RIDE FACILITY. 

LAC MTA LA29202U5 

SAN FERNANDO VALLEY NORTH/ SOUTH BRT EXTENSION PHASE III: STATION ACCESSIBILITY AND PEDESTRIAN ENHANCEMENTS ON RESEDA BLVD., SEPULVEDA BLVD., AND LANKERSHIM BLVD. 

LAC MTA LA29202U6 

SAN FERNANDO VALLEY NORTH/ SOUTH BRT EXTENSION PHASE IV: COMPLETION OF A NORTHBOUND BUS ONLY LANE ON A PORTION OF SEPULVEDA BLVD. AND OTHER IMPROVEMENTS. 

LAC MTA LA29202V 

EASTSIDE TRANSIT CORRIDOR - UNION STATION TO ATLANTIC VIA 1ST ST. TO LORENA, THEN 3RD ST. VIA 3RD/BEVERLY BLVD. TO ATLANTIC (EASTSIDE LRT PPNO 3358) 

LAC MTA LA29202W 

MID -CITY TRANSIT CORRIDOR: WILSHIRE BLVD. FROM VERMONT TO SANTA MONICA DOWNTOWN- MID-CITY WILSHIRE BRT INCL. DIV. 10 EXPANSION 

ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA110501 

BUS RAPID TRANIST - 28MI FIXED BRT FRM BREA MALL TO IRVINE TRANS CNTR. INCLUDES STRUCTURES, ROLLING STOCK, AND FEEDER SVC & IBC SHUTTLE- CNG SHUTTLES FROM JWA TO IBC. 

ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA120325 OCTA - INTER COUNTY EXPRESS BUS SERVICE - VEHICLE CAPITAL LEASE ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA120531 

BUS RAPID TRANIST (HARBOR BOULEVARD BRT) - 19MILE FIXED RT BRT BETWEEN FULLERTON AND COSTA MESA; INCLUDES STRUCTURES AND ROLLING STOCK 

ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA120532 

BUS RAPID TRANIST (WESTMINSTER/17TH BRT) - 22MILE FIXED RT BRT BETWEEN SANTA ANA AND LONG BEACH; INCLUDES STRUCTURES AND ROLLING STOCK 

A-7 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Transit - Buses, Fleet Expansion 

Lead Agency Project ID Description 

20Co

BURBANK LA0D25 PROCUREMENT OF (3) ALTERNATIVE FUEL TRANSIT VEHICLES CARSON, CITY OF LAE0108 

PURCHASE TWO TRIPPER BUSES TO RELIEVE OVERCROWDING DURING PEAK PERIODS. ROUTE G AND D, BLUELINE STATION AT DEL AMO BLVD/I-710 TO SOUTH BAY PAVILION MALL, DEL AMO BLVD 

CARSON, CITY OF LAE0132 

PURCHASE OF ONE BUS.REPLACEMENT OF A 1983 CROWN DIESEL FUEL SCHOOL BUS WITH THE PURCHASE OF A NEW CNG-POWERED SCHOOL BUS. BUS WILL REDUCE EMISSIONS & CONTINUE TO PROVIDE TRANSPORTA 

CITY OF LOS ANGELES LA0C8241 

PICO UNION/ECHO PARK DASH VEHICLE PROCUREMENT. PURCHASE (3) LOWFLOOR, PROPANE-POWERED 30' BUSES FOR THE PICO/UNION ECHO PARK SHUTTLE SERVICE. 

GLENDALE LAE0001A PURCHASE OF CNG BUSES FOR GLENDALE BEELINE TRANSIT SYSTEM LA GARDENA LA0D340 PURCHASE FIVE (5) 40 FT. ALTERNATIVE FUEL BUSES FOR SERVICE EXPANSION LA MIRADA LA0D349 

PURCHASE EXPANSION BUSES WITH ALTERNATE FUEL (HYBRID/ELECTRIC): FY 06=2 

LAC MTA LA01B120 

EXPANSION OF DIVISION 1 TO ADD ADDITIONAL CAPACITY OF APPROX 67 BUSES AND ADDITIONAL PARKING SPACE OF EMPLOYEES. ACQUISITION OF A VACANT PARCEL SOUTH OF DIV 1 

LAC MTA LA963542 

ACQUISTION REVENUE VEHICLES - 2,513 CLEAN FUEL BUSES: LEASED VEH, FY02 (370) FY03 (30 HC) + FY04 (70 HC) + (200 ARTICS); FY05-FY10 TOTAL OF 1000 BUSES. 

MONTEBELLO LA0D287 

PURCHASE OF 29 REPLACEMENT BUSES. GASOLINE-ELECTRIC HYBRID LOW FLOOR 40' COACH. PURCHASE OF 6 EXPANSION BUSES. GASOLINE=ELECTRIC HYBRID LOW FLOOR 40' COACH 

ORANGE COUNTY TRANSIT DISTRICT (OCTD) ORA041501 

PURCHASE (52)STANDARD 30FT EXPANSION BUSES - ALTERNATIVE FUEL - (12) IN FY05-06, (5) IN FY06-07, (2) IN FY07-08, (5) IN FY08-09, (27) IN FY09-10, AND (1) IN FY10-11 

ORANGE COUNTY TRANSIT DISTRICT (OCTD) ORA55241 

PURCHASE (79) STANDARD 40 FT EXPAN ALT FUEL BUSSES - (28) IN FY04/05, (21) IN FY05/06, (14) IN FY06/07, (9) IN FY08/09, (7) IN FY09/10 

PASADENA LA0D99 

PURCHASE 2 EXPANSION LOW-FLOOR, HANDICAPPED ACCESSIBLE, ALTERNATIVE FUEL TRANSIT BUSES. 

SAN FERNANDO LAE0127 

PROCUREMENT OF (3) CNG TRANSIT VEHICLES AND RELATED INFRASTRCTURE EQUIPMENT FOR FIXED ROUTE PUBLIC TRANSPORTATION. 

SANTA CLARITA LA0C8371 

SANTA CLARITA TRANSIT EXPANSION BUSES; WILL ALLOW PHASE 1 OF 5 YEAR MASTER PLAN TO BE IMPLEMENTED WITH SEVEN LOCAL BUSES AND FOUR COMMUTER BUSES. 

SANTA CLARITA LA0F018 PURCHASE (2) EXPANSION BUSES FOR ROUTE 8 TO THE SAN FERNANDO VALLEY 

A-8 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Transit - Buses, Fleet Expansion 

Lead Agency Project ID Description 

20Co

SANTA CLARITA LAOD363 

SANTA CLARITA TRANSIT PHASE 2 - EXPANSION BUSES - (9) LOCAL TRANSIT CNG BUSES & (4) OVER THE ROAD COMMUTER BUSES. 

SIERRA MADRE LA0C8372 

EXPANSION OF SIERRA MADRE BUS ROUTE. PURCHASE OF 3 CNG VANS TO EXPAND SIERRA MADRE ROUNDABOUT SYSTEM. 

VARIOUS AGENCIES ORA030302 

(9) EXPANSION MEDIUM BUSES (TYPE II) AND (11) MOBILE RADIOS - ORANGE COUNTY ARC - PROVIDE SERVICES TO SENIORS AND DISABLED PERSONS. 

A-9 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Transit - Shuttles and Paratransit Vehicles, Fleet Expansion 

Lead Agency Project ID Description 

20Co

ACCESS SERVICES, INC. LA900520 

PURCHASE OF ADDITIONAL 386 VEHICLES FROM FY06 TO FY09. 100 VEHICLES IN FY06, 114 VEHICLES IN FY07; 110 IN FY08 AND 62 IN FY09. 

ARCADIA LA990712 

NEW & EXPANDED SHUTTLE SERVICE THRU DOWNTOWN ARCADIA CONNECTING HOTELS & BUSINESSES TO SANTA ANITA RACE TRAK & FASHION MALL (HUNTINGTON ST) & PROPOSED TRANSIT STATION 

BALDWIN PARK LAE0076 

CONSTRUCT ADD'L VEHICLE PARKING (200 TO 400 SPACES), BICYCLE PARKING LOT AND PEDESTRIAN REST AREA AT THE TRANSIT CENTER 

CARSON, CITY OF LAE0407 

PURCHASE ONE TROLLEY BUS VEHICLE FOR EXISTING SERVICE ALONG CARSON ST. BETWEEN THE HARBOR TRANSIT WAY STATION AND THE CARSON CIVIC CENTER AT AVALON BLVD 

CITY OF LOS ANGELES LAE0566 

EXPANSION OF LAX REMOTE TERMINAL FLYAWAY SHUTTLE BUS SYSTEM. LAWA AIRPORTS WILL OPERATE BUSES BETWEEN THESE PARK-N-RIDE LOTS AND L.A. INTERNATIONAL AIRPORT. SITES BEING CONSIDERED 

CULVER CITY MUNI BUS LINES LA0B400 PROCUREMENT OF FIVE (5) 40' CNG EXPANSION BUSES/420K PER BUS LAC MTA LA0B7023 

GET ABOUT FLEET IMPROVE (POMONA VAL TRANS. AUTHORITY)-PURCHASE 18, 21 PASSENGER VEHIC TO INCR CAPACITY OF SUBREG PARATRANSIT SYS 

LAC MTA LA996044 

VEH ACQ FOR EST L.A. SHUTTLE PURCH 4 VEH'S TO REMEDY EXISTING OVERCROWDED CONDITIONS 

OMNITRANS 2002171 (1) EXPANSION PARATRANSIT VAN ORANGE COUNTY TRANSIT DISTRICT (OCTD) ORA020119 

PURCHASE PARATRANSIT VEHICLES EXPAN (142) - (66) IN FY04/05, (21) IN FY05/06, (14) IN FY06/07, (13) IN FY07/08, (14) IN FY08/09, (14) IN FY09/10 

REDONDO BEACH LAOD299 

ACQUISITION OF (6) ALTER FUEL TRANSIT/PARATRANSIT VEHICLES NOT TO EXCEED 35' SAFETEA-LU TRANSIT #251 

RIVERSIDE COUNTY TRANS COMMISSION (RCTC) RIV020902 

IN WEST RIV CO FOR EXCEED, A DIVISION OF VALLEY RESOURCE CENTER - PURCHASE 1 EXPANSION 20' MODIFIED VAN, 1 EXPANSION 22' MEDIUM BUS, AND 2 RADIOS - SECTION 5310 FY 02/03 CYCLE 

RIVERSIDE COUNTY TRANS COMMISSION (RCTC) RIV030902 

IN WESTERN RIVERSIDE COUNTY FOR EXCEED, A DIVISION OF VALLEY RESOURCE CENTER - PURCHASE 2 EXPANSION SMALL BUSES AND 1 EXPANSION MINIVAN (5310 FY 03/04 CYCLE) 

RIVERSIDE COUNTY TRANS COMMISSION (RCTC) RIV051006 

IN WESTERN RIVERSIDE COUNTY FOR CARE CONNEXXUS INC.: PURCHASE 1 EXPANSION LARGE BUS (APPROX 16 PASSENGERS, GAS/DIESEL) W/ LIFT AND TIEDOWNS (5310 FY 05/06 CYCLE) 

RIVERSIDE TRANSIT AGENCY RIV041009 

IN WESTERN RIVERSIDE COUNTY FOR RTA - DEBT FINANCING (FY 04/05 PORTION) FOR 57 TRANSIT COACHES, 25 REPLACEMENT, 32 EXPANSION (FY 05 5307) 

RIVERSIDE TRANSIT AGENCY RIV050538 

IN WESTERN RIVERSIDE COUNTY FOR RTA - DEBT FINANCING (FY 05/06 PORTION) FOR 

57 TRANIST COACHES, 25 REPLACEMENT, 32 EXPANSION (FY 06 5307, UZA: RIV-SAN) 

A-10 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Transit - Shuttles and Paratransit Vehicles, Fleet Expansion 

Lead Agency Project ID Description 

20Co

RIVERSIDE TRANSIT AGENCY RIV051005 

IN WESTERN RIVERSIDE COUNTY FOR RTA: PURCHASE 10 EXPANSION MINIVANS (APPROX 5 PASSENGERS EACH, GAS/DIESEL) (5310 FY 05/06 CYCLE) 

SAN FERNANDO LA0D284 

PROCUREMENT OF TWO EXPANSION CNG TRANSIT VEHICLES AND RELATED INFRASTRUCTURE EQUIPMENT FOR FIXED ROUTE PUBLIC TRANSPORTATION WITHIN THE CITY OF SAN FERNANDO. 

SAN FERNANDO LA0D314 

PROCURE 2 CNG EXPANSION TRANSIT VEHICLES WHICH WILL PROVIDE FIXED ROUTE PUBLIC TRANSPORTATION IN SAN FERNANDO. 

VARIOUS AGENCIES ORA030301 

(1) EXPANSION MINIVAN - A.S. FOUNDATION - PROVIDE SERVICES TO SENIORS AND DISABLED PERSONS. 

A-11 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

System Management – Railroad Consolidation Programs 

Lead Agency Project ID Description 

20Co

LOS ANGELES COUNTY LA990353 ALAMEDA CORRIDOR EAST - NOGALES ST. GRADE SEP (T21-491, SGVCG) SAN GABRIEL VALLEY COG LA0C56 

ACE/GATEWAY CITIES-CONSTRUCT GRADE SEPARATION AT VALLEY VIEW AVENUE IN SANTA FE SPRINGS (PART OF ALAMEDA CORRIDOR EAST PROJECT) 

SAN GABRIEL VALLEY COG LA0C57 

ACE/GATEWAY CITIES-CONSTRUCT GRADE SEPARATION AT PASSONS BLVD IN PICO RIVERA (AND MODIFY PROFILE OF SERAPIS AVENUE)(PART OF ALAMEDA CORRIDOR EAST PROJECT). 

SAN GABRIEL VALLEY COG LA990359 

GRADE CROSSINGS/SAFETY IMPRVMT & GRADE SEP. ALONG 35- MILE FREIGHT RAIL CORIDOR THRGH SAN GABRIEL VALLEY - EAST L.A. TO POMONA ALONG UPRR ALHAMBRA &L.A. SUBDIVISIONS - ITS 2318 

ALAMEDA TRANSPORTATION CORRIDOR AGENCY LA0D45 

ALAMEDA CORRIDOR TRUCK EXPRESSWAY. ELEVATED 4-LANE EXPRESSWAY BETWEEN COMMODORE HELM BRIDGE AND ALAMEDA STREET (SR-47). 

A-12 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Intermodal Transfer Facilities - Rail Stations, New 

Lead Agency Project ID Description 

20Co

BUENA PARK ORA55286 

COMMUTER RAIL STATION (DALE STREET AND MALVERN) IN BUENA PARK. CONSTRUCT NEW RAIL STATION. 308 PARKING SPACES. 

A-13 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Intermodal Transfer Facilities - Rail Stations, Expansion 

Lead Agency Project ID Description 

20Co

BALDWIN PARK LA0D281 

DESIGN AND CONSTRUCT PARKING IMPROVEMENTS AT AND ADJACENT TO THE CITY'S EXISTING METROLINK STATION 

CITY OF LOS ANGELES LA0C8173 

NORTHRIDGE METROLINK STN PARKING IMPRVMENT. CONSTRUCT ADDT'L 100 PRKING SPCS & RECONFIGURE SOUTHERN PRTION OF EXISTING PRKING LOT TO YIELD AN ADDT'L 40 NET PRKING SPCES TOTAL 400 SPC. 

FULLERTON ORA020113 

FULLERTON TRAIN STATION - PARKING STRUCTURE, PHASE I AND II. TOTAL OF 670 SPACES. 

LAC MTA LA0C10 

MID-CITY/EXPOSITION CORRIDOR LIGHT RAIL TRANSIT PROJECT PHASE I TO VENICE-ROBERTSON STATION 

RIALTO 200450 RIALTO METROLINK STATION - INCREASE PARKING SPACES FROM 225-775 

A-14 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Intermodal Transfer Facilities - Park & Ride Lots, New 

Lead Agency Project ID Description 

20Co

FOOTHILL TRANSIT ZONE LA0B311 PARK AND RIDE FACILITY TRANSIT ORIENTED NEIGHBORHOOD PROGRAM HEMET RIV990708 

CONSTRUCT TRANSPORTATION/ TRANSIT CENTER/PARK-N-RIDE LOT ON CORNER OF HARVARD AND LATHAM AVE, APP 100 SPACES 

LAC MTA LAE0276 

MUSEUM OF LATIN AMERICAN ART, LONG BEACH TO BUILD INTERMODAL PARK AND RIDE FACILITY 

LAC MTA LAE0364 

CONSTRUCT INTERMODAL PARK AND RIDE FACILITY AT SANTA MONICA COLLEGE CAMPUS ON SOUTH BUNDY DRIVE NEAR AIRPORT AVENUE 

LOS ANGELES REDEVELOPMENT AGENCY LA0C53 

'HOLLYWOOD INTERMODAL TRANSPORTATION AND PUBLIC PARKING CENTER ON HAWTHORNE AVE. BETWEEN HIGHLAND AVENUE AND NORTH ORANGE DRIVE. 

RIVERSIDE COUNTY TRANS COMMISSION (RCTC) RIV051201 

IN CORONA - IMPLEMENT NEW 60 SPACE PARK-AND-RIDE LOT (via annual lease agreement) AT FAITH BIBLE CHURCH AT 1114 W. ONTARIO AVE (TCM substitution for Corona's 3 expansion buses) 

TEMECULA RIV62029 

AT HWY 79 SO AND LA PAZ, ACQUIRE LAND, DESIGN AND CONSTRUCT PARK AND RIDE - 250 SPACES (FY 05 HR4818 EARMARK) 

A-15 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Intermodal Transfer Facilities - Park & Ride Lots, Expansion 

Lead Agency Project ID Description 

20Co

CLAREMONT LA0D103 

THE CITY AND THE REDEVELOPMENT AGENCY WILL EXPAND ON AN EXISTING PARKING FACILITY (500 PARKING SPACE) FOR ADDITIONAL USE BY TRANSIT PATRONS. 

A-16 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Intermodal Transfer Facilities - Bus Stations & Transfer Facilities, New 

Lead Agency Project ID Description 

20Co

CALABASAS LAOD322 

TRANSIT FACILITY TO INCLUDE BUS MAINTENANCE STRUCTURE, BUS STORAGE, TRANSIT HUB, PARK-N-RIDE, TRAIL HEAD, AND A VISITOR SERVING KIOSK 

CARSON LA0C8219 

SOUTH BAY PAVILION REGIONAL TRANSIT CTR. CONSTRUCTION OF A TRANSIT CTR AT THE SOUTH BAY PAVILION SHOPPING CTR TO BE SERVED BY ALL 8 CARSON CIRCUIT RTES & MTA LINES #205 & #446-447 

CITY OF LOS ANGELES LA0C8319 

TAXI/SHUTTLE STANDS AT METRO RED LINE STA AT N HLWD & UNIVERSAL CITY AUTHORIZED TAXI STANDS AT TWO METRO RED LINE STATIONS (UNIVERSAL CITY ON LANKERSHIM AND N. HLWD ON CHANDLER. 

CITY OF LOS ANGELES LA0C8380 

CHINATOWN/COLLEGE STREET GOLD LINE STATION - INTERMODAL TRANS. CENTER ENHANCE MENT ( PEDESTRIAN WALKWAY BRIDGE, BUS STATION, AND A BIKE STATION) 

CITY OF LOS ANGELES LA962148 

WESTLAKE COMMUNITY BASED INTERCEPT INTERMODAL FACILITY (95 CALL, CAT 2) [CALL #2446] 

CITY OF LOS ANGELES LAE0567 

LAX INTERMODAL TRANSPORTATION CENTER RAIL & BUS FACILITIES AT THE NORTHEAST CORNER OF AVIATION BLVD AND IMPERIAL HWY. INCLUDES PEDESTRIAN CONNECTION TO THE EXISTING GREEN LINE . 

FOOTHILL TRANSIT ZONE LA963762 MONROVIA TIMED TRANSFER CENTER LAC MTA LA0C8364 

NORTH LA COUNTY NON-ADVERTISING BUS STOP SHELTERS. INSTALLATION OF BUS SHELTERS WITH SEATING AT BUS STOPS WITH GREATEST # OF DAILY BOARDING IN NORTH LOS ANGELES COUNTY. PPNO 3229. 

LAC MTA LA974181 

LAC+USC MEDICAL CENTER BUS TRANSIT STATION FACILITY WILL HAVE 4 BUS BAYS AND 4 LAYOVER BAYS BUS STOP IMPROVEMENT PRJ 

MONROVIA LAE0039 

TRANSIT VILLAGE - PROVIDE A TRANS. FACILITY FOR SATELLITE PARKING FOR SIERRA MADRE VILLA GOLD LINE STA, P-N-R FOR COMMUTERS, A FOOTHILL TRANSIT STORE. 

OMNITRANS 981118 

BUS SYSTEM - PASSENGER FACILITIES: DESIGN AND BUILDING OF ONTARIO TRANSCENTER 

ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA1100501 

BUS RAPID TRANSIT - 28MI FIXED BRT FRM BREA MALL TO IRVINE TRANS CNTR. INCLUDES STRUCTURES, ROLLING STOCK, AND FEEDER SVC & IBC SHUTTLE- CNG SHUTTLES FROM JWA TO IBC. 

RIVERSIDE TRANSIT AGENCY RIV990902 

IN WESTERN RIVERSIDE COUNTY IN THE CITY OF PERRIS - CONSTRUCT NEW MULTIMODAL TRANSIT FACILITY (BUS & RAIL) AT 4TH AND D STREETS 

A-17 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Intermodal Transfer Facilities - Bus Stations & Transfer Facilities, Expansion 

Lead Agency Project ID Description 

20Co

BURBANK LAE0396 

UPGRADE EXIST - REG,L TRANSIT & LAYOVER FACILITY ADJACENT TO THE BURBANK-GLENDALE-PASADENA AIRPORT. WILL FACILITATE TRANSFER OF PASSENGERS TO & FROM MANY GROUND TRANS. (PE ONLY) 

CITY OF LOS ANGELES LA0C8242 

BUS STOP IMPROVEMENTS ON SAN FERNANDO ROAD & TC LIGHTING; ENHANCE PASSENGER FACILITIES AT THREE BUS STOPS WITH GREATEST NUMBER OF DAILY BOARDINGS ON EAST SIDE OF SAN FERNANDO ROAD. 

CITY OF LOS ANGELES LA974165 

MACARTHUR PARK STATION IMPROVEMENTS INCLUDE DESIGN AND CONSTRUCTION OF A PLAZA TO ACCOMMODATE PUBLIC ACCESS (PEDESTRIAN ENTRANCES, WALKWAYS, BICYCLE FACILITIES) PPNO# 3417 

CULVER CITY MUNI BUS LINES LA0C8382 

SEPULVEDA BLVD BUS STOP IMPROVEMENT PROGRAM. BUS STOP AMENITIES INC LIGHTING SIGNAGE, LANDSCAPING, SHELTERS, SEATING, LANDINGS AND TRASH RECEPTACLES. 

FOOTHILL TRANSIT ZONE LA0C8362 EL MONTE STATION IMPROVEMENT PROJECT AND TRANSIT STORE EQUIPMENT FOOTHILL TRANSIT ZONE LA963526 BUS STOP ENHANCEMENT AND SCHEDULE CAROUSELS FOOTHILL TRANSIT ZONE LA9811007 AVL SYSTEM, ARRIVAL SIGNS, FUEL MGMT. SYSTEM (SMART BUS PROJECT) LAC MTA LA0C8413 

METRO RAPID BUS STATIONS-PHASE II: INCLUDES COMMUNICATIONS & EQUIPMENT 

LONG BEACH PUBLIC TRANSPORTATION CO. LA0C8383 

LONG BEACH TRANSIT: BUS STOP IMPROVEMENT PROJ. ENHANCE 9 OF RAIL STATION FEEDER BUS STOPS TO EASE TRANSFERS, MAKE PUBLIC TRANSIT MORE AESTHETICALLY PLEASING & SAFER, INC RIDERSHIP. 

LONG BEACH PUBLIC TRANSPORTATION CO. LA973029 BUS STOP AMENITIES MONTEBELLO LA55201 CONTINUING PROJECT - BUS STOP IMPROVEMENTS ,AMENITIES ,SHELTERS ,ETC ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA000104 

TRANSITWAY IMPROVEMENTS AT IRVINE TRANSPORTATION CENTER; BUILD 900 SPACE PARKING STRUCTURE, INCLUDING ENVIRONMENTAL, DESIGN AND CONSTRUCTION. 

PASADENA LA974129 

PASADENA GOLD LINE COMMUNITY LINKAGES PEDESTRIAN IMPROVEMENTS TO TWO PLANNED METRO PASADENA GOLD LINE STATIONS WITHIN THE CITY (PPNO# 3422) 

RIVERSIDE COUNTY TRANS COMMISSION (RCTC) RIV520109 

RECONSTRUCT & UPGRADE SAN JACINTO BRANCH LINE FOR RAIL PASSENGER SERVICE (RIVERSIDE TO PERRIS) (PERRIS VALLEY LINE) 

RIVERSIDE TRANSIT AGENCY RIV051008 

INSTALL MULTI-JURISDICTIONAL ATIS AT TRANSIT CENTERS & HIGH TRAFFIC CORRIDOR BUS STOPS INCLUDING REAL TIME SCHEDULES, IMPROVED SIGNAGE & LIGHTING (MAGNOLIA CORRIDOR PHASE) 

A-18 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Intermodal Transfer Facilities - Bus Stations & Transfer Facilities, Expansion 

Lead Agency Project ID Description 

20Co

SAN BERNARDINO, CITY OF 20020802 

METROLINK ADD'L PARKING STRUCTURE - CONSTRUCT 5 LEVEL PARKING STRUCTURE TO SERVE EXISTING METROLINK STATION AT SANTA FE DEPOT LOCATION 

SANTA CLARITA LA0B7020 

ADDITIONAL (150) PARKING AT NEWHALL METROLINK STATION-CONSTRUCT ADEQUATE PARKING AT NEWHALL METROLINK STATION, INCLDE PARK & RIDE, KISS & RIDE & DISBLED -ACCESS SPACES.PPNO 2901 

SANTA MONICA LA57101 BUS FACILITY IMPROVEMENTS SCRAA/LACMTA/SANBAG LA29204 

LA-SAN BERNARDINO CR (SF UNION STATION-SAN BERNARDINO) CAPACITY IMPROVEMENTS (3037) (JARC $1982). DEMOT21 = 3037 

A-19 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Non-motorized Facilities - Bicycle & Pedestrian Facilities, New 

Lead Agency Project ID Description 

20Co

BELLFLOWER LA996275 

WEST BRANCH GREENWAY MULTI-MODAL TRANS. CORRIDOR DESIGN AND CONSTRUCT 2.5 MILE CLASS I BIKE PATH ALONG MTA-OWNED SANTA ANA BRANCH ROW INCL. PEDESTRIAN AND LANDSCAPING (3145) 

CITY OF LOS ANGELES LA002738 

BIKEWAY/PEDESTRIAN BRIDGE OVER LA R RIVER AT TAYLOR YARD CLASS I (CFP 738, 2077) 

LAC MTA LAE0195 

DESIGN AND CONSTRUCT IMPROVED PEDESTRIAN LINKAGES BETWEEN LOS ANGELES PIERCE COLLEGE AND MTA'S RAPID BUS TRANSIT STOPS TO INCLUDE PASSENGER AMENITIES 

LAC MTA LAE0388A 

DESIGN AND CONSTRUCT IMPROVED PEDESTRIAN LINKAGES BETWEEN LOS ANGELES MISSION COLLEGE AND PUBLIC TRANSIT SERVICES TO INCLUDE LIGHTING, LANDSCAPIND, AND PASSENGER AMENITIES 

SANBAG 200074 

LUMP SUM - TRANSPORTATION ENHANCEMENT ACTIVITIES PROJECTS FOR SAN BERNARDINO COUNTY-BIKE/PED PROJECTS 

SANBAG SBD031505 

VARIOUS LOCATIONS - LUMP SUMS LTF, ARTICLE 3 BICYCLE/PEDESTRIAN PROJECTS (PROJECTS ARE CONSISTENT WITH 40 CFR PART 93.126, 127,128, EXEMPT TABLES 2 & 3) 

SANTA CLARITA LA0C8156 

SANTA CLARITA REGNL COMUTR TRAIL - I-5 TO FAIRWAYS DRIVE: CNSTRCTN & SOME ACQUISITION OF 1.0 MILES OF CLASS I BIKE PATH & A BRIDGE RESTORATION ADJACENT TO SANTA CLARA.(PPNO 3127). 

SANTA MONICA LA030001 

CALIFORNIA INCLINE SIDEHILL VIADUCT BR 53C0543 ADD, INCLUDED INSTATE IN STATE HBRR PROGRAM (0.3 MILE, 1-S, 1-N) SIDEWALK/BIKEWAY WIDENING & SEISMIC (53C0543) 

VARIOUS AGENCIES ORA990906 

LUMP SUM. TEA FUNDS FOR BICYCLE AND PEDESTRIAN FACILITY PROJECTS THROUGHOUT ORANGE COUNTY. 

A-20 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Non-motorized Facilities - Bicycle & Pedestrian Facilities, Expansion 

Lead Agency Project ID Description 

20Co

LAC MTA LA974124 

SANTA MONICA BOULEVARD TRANSIT PARKWAY TRANSIT PEDESTRIAN AND BIKEWAY IMPROVEMENTS ALONG SANTA MONICA BLVD IN WEST LOS ANGELES, SPANS 2.5 

LONG BEACH LA0C8163 

BIKEWAY AND PEDESTRIAN IMPROVEMENTS. 1.2 MILE CLASS I BIKE/PED PATH FROM WALNUT AVE TO WILLOW ST AT THE BLUE LINE STATION. (PPNO# 3408) 

LOS ANGELES COUNTY LA996289 

SOUTH BAY BIKE TRAIL PED. ACCESS RAMPS/SIDEWALKS - DESIGN OF RAMPS, WALKWAYS TO PROVIDE ACCESS TO THE STH. BAY TRAIL AT DOCKWEILER STATE BEACH (2006 STIP) 

A-21 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Non-motorized Facilities - Bicycle Facilities, New 

Lead Agency Project ID Description 

20Co

CITY OF LOS ANGELES LA0B7330 

SAN FERNANDO RD ROW BIKE PATH PHSE II-CONSTRUCT 2.75 MILES CLASS I FROM FIRST ST TO BRANFORD ST,ON MTA-OWND ROW PARCEL TO SAN FERNANDO RD. LINK CYCLISTS TO NUMEROUS BUS LNE. PPNO 2868 

CITY OF LOS ANGELES LA0C8330 

BICYCLE COMMUTER TECHNOLOGY ACCESS, CITY'S WEB PAGE FOR BICYCLE PROGRAM 

COLTON 2002164 

ON VALLEY BLVD. IN COLTON TO NORTH TO 10TH STREET CONNECTING TO ABANDONED RR CORRIDOR ON WEST SIDE OF COLTON AVE.-CONSTRUCT CLASS I BIKEWAY, LANDSCAPING AND LIGHTING 

FONTANA 200431 

INLAND PACIFIC ELECTRIC TRAIL - ON OLD SP ABANDONED RR BETWEEN I-15 TO JUNIPER AVE.-CONSTRUCT CLASS 1 BIKE LANE (APPROX. 7 MILES LONG) 

LA CANADA-FLINTRIDGE LA0C8159 

LA CANADA FLINTRIDGE EAST/WEST BIKEWAY CORRIDOR. DESIGN AND CONSTRUCTION OF 3.42 MILES OF EAST/WEST DIRECTIONAL CLASS II BIKE LANES IN THE CITY OF LA CANADA FLINTRIDGE. 

LAC MTA LA000274 

FROM SEPULVEDA TO MORENO CONSTRUCT DIVIDED PKWY WITH TRANSIT PKWAY IMPROVEMENTS, BIKE LANES & RT. 2/405 INTERCHANGE (94CFP; CAT. 2, 210, 98STIP00027) TEA21-#1531 

LAC MTA LA002633 THOMPSON CREEK BICYCLE TRAIL (93/97 CFP; BIKE PROGRAM) CLASS I (2 MILES) LAC MTA LA974083 

CHANDLER/BURBANK BIKE PATH-WHITEOAK TO PIERCE COLLEGE A 3.2 MILE CLASS I BIKEWAY ON MTA'S CHANDLER/BURBANK RAIL RIGHT-OF-WAY WILL IMPROVE NON-MOTORIZED ACCESS (COMBINED W/LA974078) 

ORANGE, CITY OF ORA990452 

TUSTIN BRANCH RAIL TRAIL (SANTA ANA RIVER TO FAIRHAVEN ST) CONVERT RAILS TO BIKE TRAIL THROUGH VILLA PARK AND ORANGE. CONNECTS 9 MILE TRAIL. 

RANCHO CUCAMONGA 20020201 

PACIFIC ELECTRIC INLAND EMPIRE TRAIL – PHASE 1 – HAVEN AVENUE TO 1200’ EAST OF ETIWANDA AVE (3.4) MILES) CONSTRUCT CLASS 1 BIKE TRAIL & ROW ACQ, ETIWANDA DEPOT 

WEST LAKE VILLAGE LA960142 

LINDERO CANYON ROAD FROM AGOURA RD TO JANLOR DR CONSTRUCT BIKE PATH, RESTRIPE STREET, INTERSECTION WIDENING, SIGNAL COORDINATION, RAMP WIDENING (TEA21-#65) 

A-22 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Non-motorized Facilities - Bicycle Facilities, New 

SANTA CLARITA LA0B7335 

SANTA CLARA RIVER REGIONAL TRAIL-DESIGNING OF 7 MILES OF CLASS I BIKE/PED PATH ALONG THE NORTH SIDE OF THE RIVER FROM I-5 ON THE WEST TO DISCOVERY PARK ON THE EAST 

WHITTIER LA0B7322 

'WHITTIER GREENWAY TRAIL-ACQUISITION, DESIGN, AND CONSTRUCT OF 2 MILES CLASS I BIKE/PED PATH ON AN ABANDONED RAIL ROW FROM NORWALK TO FIVE POINTS.PPNO 2872 

WHITTIER LA0C8161 

WHITTIER GREENWAY TRAIL: SEGMENT 1 DEVT& SEGMENT 3 P/E AND DEVT. DESIGN, CONSTRUCT & SOME ACQUISITION OF 2.86 MILES CLASS I BIKE/PED FACILITIES ON ABANDONED ROW IN WHITTIER (3440) 

Non-motorized Facilities - Bicycle Facilities, Expansion 

Lead Agency Project ID Description 

20Co

CALABASAS LA974100 

U.S. 101 INTER-JURISDICTIONAL BIKE LANE GAP CLOSURE CONSTRUCTION 4.5 MILES OF BIKEWAY IMPROVEMENTS TO CLOSE SEVERAL GAPS WITHIN A 12 MILE CORRIDOR(TEA21-#69) 

CITY OF LOS ANGELES LA0C8164 

EXPOSITION BLVD RIGHT-OF-WAY BIKE PATH-WESTSIDE EXTENSION. DESIGN AND CONSTRUCTION OF 2.5 MILES OF CLASS 1 BIKEWAY, LIGHTING, LANDSCAPING & INTERSECTION IMPROVEMENTS. (PPNO# 3184) 

CITY OF LOS ANGELES LA0C8171 

GAYLEY AVE BIKE LANES & STREET WIDENING. DESIGN AND CONSTRUCTION OF .25 MILES OF CLASS II BIKE LANES ON GAYLEY AVE FROM EXISTING BIKE LANES AT LEVERING AVENUE TO THE UCLA CAMPUS 

CITY OF LOS ANGELES LA0C8318 

LA CITY AND SURROUNDING COMMUNITIES BICYCLE MAP-PROJECT WILL UPDATE BIKEWAY MAPPING INFO. FOR THE CITY OF LA AND PLOT BICYCLE LANE AND PATH INFORMATION ON A NEW MAP. 

COMPTON LAOB7326 

COMPTON CREEK BIKEWAY EXTSN - PHASE III.DSIGN & CNSTRUCT .6 MI OF CLASS 1 BIKE/PED PATH FRM GREENLEAF BL TO ARTESIA FWY.WILL INC BIKE PATH, PED WALKWAY SIGNAGE, STRPNG. (PPNO 2869). 

LAC MTA LA996285 

SOUTH BAY BIKE TRAIL RECONSTRCT AT PLAYA DEL REY - DESIGN AND RECONSTRCT SEGMENT OF THE TRAIL AT DOCKWEILER STATE BEACH. 

LAC MTA LA996288 

SAN GABRIEL RVR. BIKE TRAIL REHAB PHASE I - FROM WHITTIER NARROWS DAM TO FLORENCE AVE. 

PASADENA LA0C8155 

'8 SEGMENTS OF PASADENA BIKEWAY; INCLUDES IMPROVEMENTS TO SIGNALIZED INTERSECTIONS FOR BICYCLE DETECTION, SIGNAGE, RESTRIPING OF TRAFFIC LANES & STRIPING OF BIKE LANES. 

A-23 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Non-motorized Facilities - Pedestrian Facilities, New 

Lead Agency Project ID Description 

20Co

CITY OF CARSON LAE2932 

213TH ST. PEDESTRIAN SIDEWALK BRIDGE OVER DOMINGUEZ CHANNEL. CONSRUCT 213TH ST. PEDESTRIAN BIRDGE TO PROVIDE SAFE PASSAGE FOR PEDESTRIANS AND WHEELCHAIRS OVER DOMINGUEZ CHANNEL 

CITY OF LOS ANGELES LA0B7293 

SAN PEDRO PEDESTRIAN WAY-PROVIDE PEDESTRIAN ACCESS WAYS LINKING EXISTING TRANSIT FACILITIES AND PROPOSED PARKING STRUCTURE TO SURROUNDING & OTHER DESTINATIONS IN DOWNTOWN SAN PEDRO 

COVINA LA0D206 

METROLINK PEDESTRIAN BRIDGE PROJECT. THIS FACILITY WILL BE CONSTRUCTED ON THE WEST SIDE OF CITRUS AVE. THE METROLINK STATION IS ON THE EAST SIDE OF CITRUS AVE. 

LAC MTA LAE0036 

WILSHIRE/ VERMONT PEDESTRIAN PLAZA IMPROVEMENTS AND INTERMODAL PEDESTRIAN LINKAGES 

PASADENA LA0D372 

SOUTH ACCESS PEDESTRIAN BRIDGE TO SIERRA MADRE VILLA LIGHT RAIL STATION. THIS PEDESTRIAN BRIDGE OVER THE ROUTE 210 FREEWAY WILL PROVIDE A DIRECT AND SAFE APPROACH FOR PEDESTRIANS 

SANBAG 20020106 

MONTCLAIR PEDESTRIAN UNDERCROSSING-CONSTRUCTION OF A 2ND PLATFORM CREATES NEED FOR CONSTRUCTION OF NEW UNDERCROSSING 

A-24 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Non-motorized Facilities - Pedestrian Facilities, Expansion 

Lead Agency Project ID Description 

20Co

CITY OF LOS ANGELES LA0C8174 

LITTLE TOKYO PEDESTRIAN LINKAGES. CONSTRUCT OF IMPRVMENT: SIDEWALK & CROSSWALK ENHANCEMENTS, STREET FURNITURE & LANDSCAPING TO PROMOTE PEDESTRIAN TRAVEL W/IN LITTLE TOKYO. PPNO 3116. 

CITY OF LOS ANGELES LA0C8209 

HOLLYWOOD MEDIA DISTRICT-PEDESTRIAN IMPROVEMENTS. INCLUDING SMART CROSSWALKS, TRAFFIC SIGNAL, LANDSCAPING ETC. BET. BUS STOPS ALONG SANTA MONICA BLVD, VINE ST AND HIGHLAND AVE. 

LAC MTA LA974294 

IN LOS ANGELES - DOWNTOWN OVER FREEWAY 101 - PEDESTRIAN BRIDGE ENHANCEMENT 

A-25 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Information-based Strategies Marketing and Promotion of Rideshare and Intermodal Activities 

Lead Agency Project ID Description 

20Co

LAC MTA 927333 RIDESHARE ACTIVITIES LAC MTA LA0C8109 

'COUNTYWIDE TRANSPORTATION SYS. AWARENESS & SATISFACTION. PROJECT WILL USE AND EXPAND UPON IT'S PREDECESSOR'S WORK, THE SERVICE PLANNING MARKET RESEARCH PROGRAM (SPMRP) FOR TRANSIT 

LAC MTA LA0C8114 

'LA CNTY RIDESHARE SERVICES; PROVIDE COMMUTE INFO, EMPLOYER ASSISTANCE AND INCENTIVE PROGRAMS THROUGH CORE & EMPLOYER RIDESHARE SERVICES & MTA INCENTIVE PROGRAMS. PPNO 9003 

LAC MTA LA0C8315 

ELECTRIC BIKE AND SCOOTER DEMONSTRATION PROJECT. PURCHASE OF ELECTRIC BIKES AND SCOOTERS AS A TEST FOR FEASIBILITY AS SUBSTITUTES FOR SHORT COMMUTE TRIPS TO PARK AND RIDE LOTS. 

MISSION VIEJO ORA990902 

MISSION VIEJO (CITYWIDE) REMOTE TMC AND TRAVLER/PUBLIC INFO ACCESS CENTER. PROVIDES TRAFFIC INFO TO PUBLIC LIBRARIES. EST COMM INTERTIE BETWEEN CITY AND CALTRANS 

ORANGE COUNTY TRANS AUTHORITY (OCTA) ORA65002 

RIDESHARE SERVICES RIDEGUIDE, DATABASE, CUSTOMER INFO, AND MARKETING. (ORANGE COUNTY PORTION). 

RIVERSIDE COUNTY TRANS COMMISSION (RCTC) RIV520111 REGIONAL RIDESHARE SANBAG 94163 RIDESHARE ACTIVITIES FOR SOUTH COAST AIR BASIN 

A-26 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Information-based Strategies - Intelligent Transportation Systems/Control System Computerization 

Lead Agency Project ID Description 

20Co

CORONA RIV010227 CORONA ADVANCED TRAFFIC MANAGEMENT SYSTEM (ATMS) LONG BEACH LAE1296 LONG BEACH INTELLIGENT TRANSPORTATION SYSTEMS PASADENA LA0D47 

SR 710 MITIGATION PROJECT-TRAFFIC CONTROL AND MONITORING SYSTEMINTELLIGENT TRANSPORTATION SYSTEMS (ITS). CONSTRUCT AND INSTALL ITS TECHNOLOGY AND VARIOUS DEGREES OF SMART SIGNALS 

SANTA CLARITA LA0C8130 

INCIDENT MANAGEMENT - TRAVELER INFORMATION SUBSYSTEM; INSTALLATION CONSISTS OF 4 STATIONARY ELECTRONIC CHANGEABLE MESSAGE SIGNS & A HIGHWAY ADVISORY RADIO SYSTEM. 

TORRANCE LA0D379 AUTOMATIC VEHICLE LOCATOR (AVL) PROJECT-PHASE 2 WEST COVINA LAE1407 

PLAZA DRIVE FROM VINCENT AVE. TO CALIFORNIA AVE. INCLUDING INSTALLATIO OF TRAFFIC SIGNAL SYS AT INTERSECTION OF PLAZA DR & CALIF. THE SYNC OF TWO TRAFFIC SY, & ADD'L TURN LANES. 

A-27 
Final 2007 AQMP 2007 AQMP TCM Projects 

June 2007 (from 2006 RTIP) 

Information-based Strategies - Real-Time Rail, Transit, or Freeway Notification Systems 

Lead Agency Project ID Description 

20Co

LAC MTA LA962214 

PACIFIC COAST HIGHWAY TRAFFIC MANAGEMENT SYSTEM FROM MCCLURE TUNNEL TO TRANCAS CANYON RD TRAFFIC MAN. & BUS SPEED IMPROVEMNT(TEA21-#707). LACDPW LEAD AGENCY INSTEAD CALTRANS. 

LOS ANGELES COUNTY LA0C8316 

TRANSPORTATION INFORMATION PROJECT (TIP) EQUIP COUNTY EMPLOYEES AT 41 SITES THROUGHOUT LA COUNTY WITH THE TOOLS NEEDED TO PROVIDE INDIVIDUALIZED TRANSIT ITINERARIES ETC. 

PASADENA LAE3790 

THE PASADENA ITS INTEGRATES 2 COMPONENTS: TRAFFIC SIGNAL COMMUNICATION AND CONTRL, TRANSIT VEHICLE ARRIVAL INFO, AND PUBLIC PARKING AVAILABILITY INFO. SAFETEA-LU PRJ #3790 AND #399 

A-28 
ATTACHMENT B 

Fiscally Constrained Projects from the 2004 RTP1

 

1

 See www.scag.ca.gov/rtp2004/2004draft/techappendix/Appendix_I_ProjectList_final.pdf [2004 RTP:p. 

I161-I174] 
Final 2007 AQMP 

June 2007 B-1

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

IM Arterial SR-115 I-8 Evan Hewes Hwy Construct 4-lane extension $55,000,000 IM Arterial SR-98 SR-111 Dogwood Rd/SR-98 

Corridor improvements - widening and/or realignment 

$30,000,000 

IM Arterial SR-78 at Proposed SDSU Campus in Brawley Access improvements $3,000,000 IM Arterial SR-111 South of SR-98 Port of Entry Improvements $50,000,000 IM Mixed Flow SR-111 SR-98 I-8 

Upgrade to 4-lane freeway with interchange(s) at several locations 

$90,000,000 

IM Arterial SR-111 SR-78 (Brawley) SR-115 (Calipatria) Upgrade to 4-lane conventional $50,000,000 IM Arterial SR-98 West of SR-111 @ RR crossing Construct bridge structure $1,500,000 IM Arterial 

Dogwood Rd Corridor / I-8 Overpass 

SR-98 I-8 

Corridor improvements - widen to 6 lanes from McCabe to I-8; I-8 improvement to 6 lanes 

$90,000,000 

IM O&M State Highway and Arterial Preservation Countywide State Highway and Arterial Preservation/Maintenance $157,500,000 IM TDM TDM/Non-motorized Countywide TDM (Non-motorized, telecommute, etc.) $32,000,000 IM Total Imperial County $559,000,000 

LA Arterial Arterial Improvements Countywide 

Regional Surface Transportation Improvements - refer to separate Arterials project list 

$583,200,000 

LA Grade Crossing Grade Crossing Countywide Arterial Goods Movement - refer to separate Grade Crossings project list $522,600,000 LA HOV I-5/SR-170 North to South/South to North HOV Connector $43,000,000 
Final 2007 AQMP 

June 2007 B-2

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

LA HOV I-5/I-405 North to South/South to North HOV Connector $85,000,000 LA HOV SR-60 Grand Ave Construct HOV drop ramps at Grand Ave $6,000,000 LA HOV SR-14 Ave. P-8 Ave. L Add 1 HOV lane each dir $27,000,000 LA HOV I-710 I-10 Huntington Dr Construct 1 HOV lane each dir $100,000,000 LA HOV I-710 Huntington Dr I-210 Construct 1 HOV lane each dir $150,000,000 LA Mixed Flow I-710 I-10 Huntington Dr Construct 3 MF lanes each dir $300,000,000 LA Mixed Flow I-710 Huntington Dr I-210 Construct 3 MF lanes each dir $450,000,000 LA Mixed Flow I-5 Interchanges Orange County Line Rosemead Blvd Interchange improvements $209,000,000 LA Mixed Flow SR-57/SR-60 Interchange improvement $209,000,000 LA Mixed Flow Gerald Desmond Bridge replacement Replacement of existing bridge connecting Terminal Island to I-710 $570,40LA O&M State Highway and Arterial Preservation Countywide State Highway and Arterial Preservation/Maintenance $3,030,000,000 LA TDM Non-motorized Countywide 

Bikeway and Pedestrian Improvements, Transportation Enhancements 

$513,300,000 

LA TDM TDM Countywide Transportation Demand Management $186,600,000 LA TDM Rideshare Countywide Rideshare Services $114,300,000 LA ITS ITS Countywide Signal Synchronization & Bus Speed Improvement $676,500,000 LA Transit Metrolink Commuter Rail Countywide Service Expansion $388,000,000 
Final 2007 AQMP 

June 2007 B-3

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

LA Transit 

Countywide Bus System Improvement 

Countywide Countywide Bus System Improvement $2,197,000,000 

LA Transit Transit Capital Project Funding Countywide Transit Capital Project Funding $293,000,000 LA Transit Tiered Transit System Countywide Implementation LA Transit Community Transit Service Countywide Community Transit Service (shuttles, local circulators) LA Transit Green Line Extension Mariposa@Nash to Century@Sepulveda (LAX Term.) Light Rail $168,00LA Transit Crenshaw Corridor Transit Corridor (technology TBD) $201,000,000 LA Transit Gold Line Extension Pasadena Claremont Light Rail $595,000,000 LA Transit Metro Center Connector Blue Line/Exposition Line Gold Line Downtown Light Rail Connector $126,000,000 LA Transit Red Line Extension Western Ave Fairfax Ave Subway $710,000,000 LA Corridor El Camino Real (US-101) Corridor SR-23 in Ventura County SR-134/SR-170 User-Fee-Backed Capacity Enhancement $329,000,000 $4,100,00LA Total Los Angeles County $12,044,500,000 $4,838,40

OR Arterial Arterial Improvements Countywide 

Smart Street and Other Improvements - refer to separate Arterials project list 

$326,600,000 $687,60

OR Arterial Arterial Improvements Countywide Measure M Regional/Local Projects & MOE $355,700,000 $276,80OR Arterial Arterial Improvements Countywide 

Regional Surface Transportation Program Projects - Capital and Maintenance Streets and Roads Projects 

$661,000,000 
Final 2007 AQMP 

June 2007 B-4

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

OR Arterial Arterial Improvements Countywide TCRP Subventions and Proposition 42 City/County Funding $781,00OR Arterial Arterial Improvements Countywide 

Gas Tax Subventions for Street Projects/Maintenance (With projects, represents 100% of anticipated subventions for local jurisdictions) 

 $1,360,00

OR Grade Crossing Grade Crossing Countywide 

Grade Crossing Improvements - refer to separate Grade Crossings project list 

$318,400,000 

OR Toll SR-91/SR-241 

Add direct toll-to-toll orHOV connection from north/south SR-241 to SR-91 toll lanes to/from the east 

 $65,00

OR Toll SR-91 SR-241 SR-71 

Add toll lane and toll connection at SR-71 (RIV) (per Four Corners Study) 

 $160,00

OR HOV I-5 NB/SB Coast Highway Pico Add 1 HOV lane each direction $70,000,000 OR HOV SR-22/I-405 HOV Connector $75,000,000 OR HOV I-405/I-605 HOV Connector $105,000,000 OR HOV I-405 at Von Karman HOV Drop Ramp $50,000,000 OR Mixed Flow SR-57 NB Orangethorpe Lambert MF or Aux Capacity $77,000,000 
Final 2007 AQMP 

June 2007 B-5

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

OR Mixed Flow SR-57 NB at SR-91 Add 4th through lane $1,000,000 OR Mixed Flow SR-91 EB/WB SR-55 Riverside County Line Add 1 MF lane each direction $250,000,000 OR Mixed Flow I-405 SR-73 Beach Add 1 MF lane each direction $130,000,000 OR Mixed Flow Chokepoints Countywide Countywide Other Chokepoints $69,200,000 OR Mixed Flow SR-91 EB/WB Truck scales Imperial Add storage lane at truck weigh in motion station $8,000,000 OR Auxiliary I-5 SB La Paz Road Oso Parkway Extend auxiliary lane through interchange $1,500,000 OR Auxiliary I-5 SB Alicia Parkway Extend auxiliary lane through interchange $5,000,000 OR Auxiliary SR-55 17th / 4th / I-5 area 

Add southbound auxiliary lane from SR-22 to I-5 to address lane drop/merge issues 

$10,000,000 

OR Auxiliary SR-55 SB Dyer MacArthur Auxiliary lane $1,300,000 OR Auxiliary SR-57 NB Katella on-ramp Lincoln off-ramp Auxiliary lane, full standard median $18,100,000 OR Auxiliary SR-57 SB Ball off ramp Katella on ramp Add auxiliary lane $75,000,000 OR Auxiliary SR-91 WB SR-71 SR-241 Add auxiliary lane $10,000,000 OR Auxiliary SR-91 EB SR-241 SR-71 

Add auxiliary lane EB which drops at Green River, another extends to SR-71 

$36,000,000 

OR Auxiliary SR-91 WB NB SR-55 WB SR-91 at Tustin Add auxiliary lane $35,000,000 
Final 2007 AQMP 

June 2007 B-6

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

OR Auxiliary SR-91 WB SR-57 I-5 (WB Only) Add auxiliary lane $20,000,000 OR Auxiliary I-405 NB SR-133 Sand Canyon 

Widen NB I-405 SR-133 to Sand Canyon, add aux lane 

$2,100,000 

OR Auxiliary I-405 SB Irvine Center Drive Irvine Center Drive Add 2nd auxiliary lane $1,300,000 OR Auxiliary I-405 NB Jeffrey Culver Add auxiliary lane $3,100,000 OR Auxiliary I-405 NB Sand Canyon Culver Tie auxiliary lanes together $2,500,000 OR Auxiliary I-405 SB Beach I-605 Continuous auxiliary lane, operational improvements $75,000,000 OR IC/Ramps I-5 NB/SB La Paz Road 

Re-construct interchange to increase storage capacity of ramps 

$29,400,000 

OR IC/Ramps I-5 Stonehill Dr Add southbound I-5 off- ramp at Stonehill $7,000,000 OR IC/Ramps I-5 NB/SB Avery Parkway 

Avery parkway ramp relocation, reconfiguration, upgrades 

$13,900,000 

OR IC/Ramps I-5 NB/SB Jamboree Road 

Provide two lanes off and widen terminal section of off-ramp, modify NB ramp 

$6,000,000 

OR IC/Ramps I-5 NB/SB I-5/SR-74 Separation Rebuild interchange including widening of SR- 74 overcrossing $50,000,000 OR IC/Ramps I-5 SB 1st and SR-55 Reconfigure to reduce weaving - interim project $50,000,000 OR IC/Ramps SR-91 Fairmont Drive 

Add intermediate access to 91 Express Lanes at Fairmont Drive to/from the east 

$70,000,000 

OR IC/Ramps SR-91 Lakeview Interchange 

Construct barrierseparated on-ramp (2 lanes) from SB Lakeview to WB SR-91 

$15,000,000 
Final 2007 AQMP 

June 2007 B-7

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

OR IC/Ramps I-405/SR-55 South Bristol Braid 

Delete left turn access from NB Bristol to SB I405. Provide right turn on-ramp from NB Bristol to SB I-405 via a new braid that also provides direct access to NB SR55. 

 $40,00

OR O&M State Highway and Arterial Preservation Countywide State Highway and Arterial Preservation/Maintenance $760,000,000 OR Other Motorist Services Countywide Freeway Service Patrol and Callbox Program $150,800,000 OR Other Soundwalls Countywide Retrofit Soundwall Program $87,000,000 OR Other Project Development Countywide Project Development $84,000,000 OR Other Other TEA Countywide Transportation Enhancement Activities $45,200,000 OR Other Cal Nevada HS Rail Anaheim Ontario Airport 

Study feasibility of adding high speed rail between Anaheim and Ontario Airport 

 

OR Other SR-57/Santa Ana River Corridor SR-22/SR-57/I-5 I-405 Regionally Significant Transportation Investment Study (RSTIS) $1,007,000 OR Other SR-91 Orange County Riverside County 

Regionally Significant Transportation Investment Study (RSTIS) 

$2,250,000 

OR Other I-405 

Regionally Significant Transportation Investment Study (RSTIS) 

$1,150,000 

OR Other I-5 South 

Regionally Significant Transportation Investment Study (RSTIS) 

$1,500,000 

OR Other Other Studies Other studies included in FY 03-04 Work Program $2,690,000 
Final 2007 AQMP 

June 2007 B-8

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

OR TDM Rideshare Countywide 

Regional Rideshare - Invest in transportation demand management programs 

$27,000,000 

OR TDM Non-motorized Countywide Build the Commuter Bikeways Strategic Plan $115,000,000 OR ITS ITS Countywide 

Invest in Intelligent Transportation Systems Programs 

$29,000,000 

OR Transit Fixed Route Bus Countywide 

Countywide Fixed Route, Express, Rail Feeder, Rapid Bus. Expand local service to achieve 10-minute headways in the core of the county. Expand to 2.5 million annual vsh by 2030. 

$1,892,800,000 

OR Transit Express Bus 

Countywide (intercounty and intracounty) 

Industry to Anaheim Resort (04); 4 rtes btwn OR to RV Co (03); Rancho Santa Margarita to Irvine Transp Ctr (10); Long Beach to South Coast Metro (04); San Clemente to South Coast Metro (04); Long Beach to Orange (07); Laguna Hills to Anaheim (04); Other 

costs included in 

Fixed Route Bus 

category 

OR Transit Rail Feeder Bus Countywide 

Rail Feeder - Add StationLink service to an estimate 40,000 annual vsh 

costs included in 

Fixed Route Bus 

category 
Final 2007 AQMP 

June 2007 B-9

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

OR Transit Bus Rapid Transit Countywide 

Add Bus Rapid Transit in mixed traffic with signal priority on the following lines: Harbor ('07), Westminster ('09), Katella ('13), Edinger ('17), Beach ('11), La Palma ('15) 

costs included in 

Fixed Route Bus 

category 

OR Transit 

Elderly & Handicapped Assistance 

Countywide 

Paratransit - Expand specialized transit to meet ADA mandates - estimated from .400 million to .700 million annual vsh. Includes paratransit bus base ($12 million) 

$274,580,000 

OR Transit 

Elderly & Handicapped Assistance 

Countywide 

Senior Mobility Program - Provide community based senior transportation services 

$68,000,000 $25,50

OR Transit Bus Stops Countywide 

Bus Stop Accessbility Program - Invest in making bus stops accessible for people with disabilities 

$10,000,000 

OR Transit Metrolink Commuter Rail Orange Line/IEOC Line/91 Line 

Expand service - Orange Line to 30 daily trains, IEOC to 21 daily trains, 91 line to 21 daily trains. Plan for midday intracounty service Laguna Niguel to Fullerton. 

$266,300,000 

OR Transit Track La Mirada Basta La Mirada DT Junction to La Mirada Triple Track 

cost included in 

Metrolink 

Commuter Rail 

category 
Final 2007 AQMP 

June 2007 B-10

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

OR Transit Metrolink Commuter Rail Anaheim Stadium Parking Structures and Platform Extensions - Metrolink Station $73,20OR Transit CenterLine Light Rail 

Funding Reserve for Extensions (Extend CenterLine north to Fullerton or west along PE ROW) + Santa Ana College Link 

$770,000,000 

OR Transit Transit Center 

Construct Intermodal Center at the Metrolink station in Santa Ana (CenterLine station) 

$50,000,000 

OR Truck Climbing SR-57 NB Lambert Tonner Canyon Road Truck Climbing Lane $68,300,000 OR Total Orange County $7,740,677,000 $3,469,10

RV Arterial Arterial Improvements Coachella Valley Widen/construct regional arterials $628,000,000 RV Arterial Arterial Improvements Western County Widen/construct regional arterials $300,000,000 RV Arterial Arterial Improvements Countywide 

Countywide arterial improvements - refer to separate Arterials project list 

$1,971,000,000 $962,00

RV Grade Crossing Grade Crossing Countywide 

Grade Crossing Improvements - refer to separate Grade Crossing projects list 

$672,995,000 

RV Corridor CETAP - Cajalco/Ramona Hemet Corona/Lake Elsinore 

Cajalco/Ramona expressway (3 lanes each dir) from Sanderson Ave to I-15 

$466,000,000 
Final 2007 AQMP 

June 2007 B-11

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

RV Corridor 

CETAP - Moreno Valley to San Bernardino County 

Moreno Valley San Bernardino County Construct new intercounty transporation corridor $181,000,000 $1,051,00

RV Corridor 

CETAP - Riverside County to Orange County 

Riverside County Orange County Construct new intercounty transporation corridor $402,000,000 $2,348,00

RV Corridor CETAP - Temecula Corridor Winchester (SR- 79/SR-74) Temecula 

On I-15, widen to 1 HOV & 6 MF each dir from I215 to Winchester, 1 HOV & 5 MF each dir from Winchester to San Diego County Line; on I-215, widen to 1 HOV & 4 MF each dir from Newport Rd to I-15; improve I-15/I-215 interchange 

$150,000,000 

RV HOV SR-60/I-215 SR60/I-215 E. Jct East to SR-60 and South to I-215 HOV Connector $40,000,000 RV HOV I-15 San Diego County Line (R0.0) SR-60 (51.5) Add 1 HOV lane each direction (EA's 33790G, 33800G) $359,000,000 RV HOV SR-91/I-15 South to West/West to South HOV Connector $243,000,000 RV Mixed Flow & HOV I-215 SR-60/SR-91/I-215 Jct San Bernardino County Line Add 1 MF and 1 HOV lane each direction (EA 467200) $231,000,000 RV Mixed Flow I-10 Monterey Ave (44.5) Dillon Rd (58.9) Add 1 MF lane each direction (EA 0A030K) $71,000,000 RV Mixed Flow I-10/SR-60 Construct new interchange $129,000,000 RV Mixed Flow I-215 Eucalyptus Ave (R37.4) I-15 (R8.9) Add 1 MF lane each direction (EA's 35380K, 35390K, 35370K) $210,000,000 RV Mixed Flow SR-71 SR-91 San Bernardino County Line Widen to 3 MF lanes each direction $68,000,000 
Final 2007 AQMP 

June 2007 B-12

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

RV Mixed Flow SR-91 Pierce Street Orange County Line Add 1 MF lane each direction $161,000,000 RV Mixed Flow SR-91/SR-71 Improve interchange $26,000,000 RV Mixed Flow SR-79 Ramona Expwy Domenigoni Parkway Realign highway (construct 4 lanes) $132,000,000 RV Mixed Flow SR-79 Hunter Ramona Expwy 

Widen from 4 to 6 lanes (note: RTIP#46460 widens to 6 lanes from Hunter to Domenigoni) 

$65,000,000 

RV Auxiliary I-10 Calimesa @ County Line Rd (R4.0) 500 meters e/o Sandlwood Dr I/C (R4.3) Replace Bridge, Ramps, Construct Auxiliary Lanes, and Realign Calimesa Rd (EA 0A710K) $60,000,000 RV Auxiliary SR-60 0.4 mi e/o I-15/SR- 60 IC 0.2 mi e/o Main St Add auxiliary lanes both directions $5,000,000 RV Auxiliary SR-91 WB SR-71 Orange County Line Add auxiliary lane see Orange County listing RV Auxiliary SR-91 EB Orange County Line SR-71 

Add auxiliary lane EB which drops at Green River, another extends to SR-71 

$29,120,000 

RV IC/Ramps I-10 at SR-79/Beaumont Ave btwn 6th St & 1st St Reconstruct interchange/ramps $14,500,000 RV IC/Ramps I-10 at 8th St btwn Ramsey St & Lincoln St Reconstruct interchange/ramps $2,900,000 RV IC/Ramps I-10 at Ave 50 Construct new interchange $19,468,000 RV IC/Ramps I-10 at Calimesa Blvd/Sandalwood Dr btwn 7th St & Sandalwood Dr Reconstruct interchange/ramps $29,000,000 RV IC/Ramps I-10 

McNaughton Pkwy (approx. 3.38 mi e/o Dillon Rd) 

 Construct interchange $20,000,000 

RV IC/Ramps I-10 at Pennsylvania Ave btwn 6th St & 3rd St Reconstruct interchange/ramps $14,500,000 
Final 2007 AQMP 

June 2007 B-13

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

RV IC/Ramps I-10 at Portola Ave btwn Dinah Shore & Varner 

Construct new IC (4 lanes) and ramps incl. bridge over UPRR & Varner realignment 

$19,750,000 

RV IC/Ramps I-10 at Monterey Ave 

Reconfigure IC, add 1 NB lane, construct new WB entry loop ramp from Monterey & WB entry ramp from Varner, realign/relocate WB exit ramp 

$4,250,000 

RV IC/Ramps I-15 at 6th St btwn Hamner Ave & Sierra Ave Reconstruct interchange/ramps $14,500,000 RV IC/Ramps I-15 at Bellegrave Ave btwn Hamner Ave & Wineville Rd Add signals and ramps. 0.1 mi. $3,289,000 RV IC/Ramps I-15 at Hidden Valley Pkwy btwn Hamner Ave & Beyond NB Exit Ramp Reconstruct interchange/ramps $2,900,000 RV IC/Ramps I-215 at SR-74/4th St btwn G St & San Jacinto Ave Reconstruct interchange/ramps $14,500,000 RV IC/Ramps I-215 at SR-74 (Matthews Rd) btwn Case Rd & Trumble Rd Reconstruct interchange/ramps $2,900,000 RV IC/Ramps I-215 at Cactus Ave btwn W. Frontage Rd & Elsworth St Reconstruct interchange/ramps $2,900,000 RV IC/Ramps I-215 at Center St btwn Stephens Ave & Iowa Ave Reconstruct interchange/ramps $13,000,000 RV IC/Ramps I-215 at Columbia Ave btwn Primer St & Brandywine Ave Reconstruct interchange/ramps $12,000,000 RV IC/Ramps I-215 at Ethanac Rd btwn Barnett Rd & Trumble Rd Reconstruct interchange/ramps $2,900,000 RV IC/Ramps I-215 at Garbani Rd btwn Haun Rd & Antelope Rd 

Construct new interchange - add 4-lane overpass and ramps. 0.1 mi. 

$10,914,000 
Final 2007 AQMP 

June 2007 B-14

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

RV IC/Ramps I-215 at Keller Rd bwn Zeiders Rd & Antelope Rd Construct 4-lane overcrossing and ramps $2,000,000 RV IC/Ramps I-215 at Nuevo Rd btwn A St & E. Frontage Rd Reconstruct interchange/ramps $2,900,000 RV IC/Ramps I-215/SR-60 at Central Ave btwn Springs Blvd & Watkins Dr Reconstruct interchange/ramps $2,900,000 RV IC/Ramps I-215/SR-60 at University Ave btwn Iowa Ave & Canyon Crest Dr Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-60 at Etiwanda Ave btwn San Sevaine Wy & Iberia St Widen ramps 1 to 2 lanes. 0.1 mi. $224,000 RV IC/Ramps SR-60 at Heacock St btwn Hemlock Ave & Sunnymead Blvd Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-60 at Main St btwn Russell St & Stoddard Ave Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-60 at Milliken Ave btwn Etiwanda Ave & Wineville Rd Widen ramps 1 to 2 lanes. 0.1 mi. $75,000 RV IC/Ramps SR-60 at Mission Blvd btwn WB On Ramp & Etiwanda Ave Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-60 at Mission Blvd btwn Granite Hill Dr & Sevaine Way Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-86 S at Ave 50 Construct interchange $9,276,000 RV IC/Ramps SR-86 S at Ave 52 btwn La Hernandez and Polk Construct new interchange $19,700,000 RV IC/Ramps SR-86 at Ave 54 btwn SR-111 & Fillmore Construct bridge/interchange w new SR-86 $11,210,000 RV IC/Ramps SR-86 S at Airport Blvd/Ave 56 btwn Orange & Fillmore Construct new interchange (Spread- Diamond) $17,800,000 RV IC/Ramps SR-86 S at SR-195 (Avenue 66) R10.63/R11.43 Near Mecca, construct new interchange $19,350,000 RV IC/Ramps SR-86 S Tyler St w/o SR-86S Tyler St e/o SR-86S Construct new interchange $19,000,000 
Final 2007 AQMP 

June 2007 B-15

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

RV IC/Ramps SR-91 at 14th St btwn Olivewood Ave & Commerce St Reconstruct interchange/ramps $14,500,000 RV IC/Ramps SR-91 at Adams St btwn Diana Ave & Indiana Ave Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-91 at Madison St btwn Garden St & Indiana Ave Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-91 at Magnolia Ave btwn Merced Dr & Fillmore St Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-91 at Serfas Club Dr btwn Frontage Rd & Wardlow Rd Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-91 at Tyler St btwn Diana Ave & Indiana Ave Reconstruct interchange/ramps $2,900,000 RV IC/Ramps SR-91 at University Ave btwn Lemon St & Vine St Reconstruct interchange/ramps $2,900,000 RV O&M State Highway and Arterial Preservation Countywide State Highway and Arterial Preservation/Maintenance $552,000,000 RV Other Economic Development Western County Infrastucture & facility improvements incentives $40,000,000 RV TDM Rideshare Countywide 

RCTC Commuter Assistance Program: rideshare and other incentive programs, TDM (telecommute, park and ride, etc.) 

$66,400,000 

RV TDM Non-motorized Countywide Non-motorized $50,000,000 RV ITS ITS Countywide Intelligent Transportation Systems $25,000,000 RV Transit Metrolink Commuter Rail Countywide Metrolink Improvements (track, rolling stock) $280,000,000 RV Transit Metrolink Commuter Rail IEOC & 91 Lines Metrolink Rail Station Improvements $20,000,000 
Final 2007 AQMP 

June 2007 B-16

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

RV Transit Metrolink Commuter Rail 

Metrolink Construct New Station At 3360 Van Buren Blvd In Riverside (Parking 550 Spaces) 

$9,500,000 

RV Transit Bus Rapid Transit Corona Moreno Valley 

Bus Rapid Transit (BRT): 65 Intersections Retrofitted for Signal Priority for Transit and Automated Travel Information at 15 Bus Stops 

$850,000 

RV Transit Bus Rapid Transit Coachella Valley Rapid Bus/BRT $10,000,000 RV Transit Metrolink Commuter Rail & Intercity Bus Western County Metrolink & commuter bus services expansion $255,000,000 RV Transit 

Elderly & Handicapped Assistance 

Coachella Valley Elderly & Handicapped Assistance $19,500,000 

RV Transit 

Elderly & Handicapped Assistance 

Countywide 

Provide additional senior/special transit services 

$85,000,000 

RV Transit Local Transit Service Coachella Valley Operations and Maintenance - Local Transit Service $156,000,000 RV Transit Transit ITS Coachella Valley 

ITS/Consistency with Reg. Project; GFI, Bus Cameras, Smart Fare Boxes 

$2,000,000 

RV Transit Bus Purchases Coachella Valley 

Purchase 3 Additional Expansion Hydrogen Buses, Routes TBD 

$1,000,000 

RV Transit Bus Stops Western Riverside County area 

Safety and Security Enhancements at Bus Stops (e.g. Lighted Shelters, Bus Benches, and Concrete Pads) 250 stops - specific implementation locations 

$976,000 $2
Final 2007 AQMP 

June 2007 B-17

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

TBA 

RV Transit Transit Center Banning/ Beaumont/ Calimesa area Transit Center $6,000,000 RV Transit Transit Center City of Temecula Transit Center $6,000,000 RV Transit Transit Center Coachella Valley 

Construct 3 Transit Centers in the Coachella Valley, locations TBD 

$15,000,000 

RV Transit Transit Center Downtown Riverside Transit Center $6,000,000 RV Transit Transit Center Hemet/San Jacinto 

zone Transit Center $6,000,000 

RV Transit Transit Center 

Menifee (southwestern Riverside County) 

 Transit Center $6,000,000 

RV Transit Transit Center Moreno Valley/ Perris Transit Center $6,000,000 RV Transit Transit Center 

Northwest Riverside County zone - East Vale/ Norco 

 Transit Center $6,000,000 

RV Transit Transit Center 

South Corona/ Riverside County area 

 Transit Center $6,000,000 

RV Transit Transit Center Southwest Lake Elsinore/ Murrieta Transit Center $6,000,000 RV Transit Facility Acquisition/ Construction Thousand Palms Facility Acquisition/Construction $10,000,000 RV Truck Climbing I-10 San Bernardino County Line (R0.0) Banning City Limits (12.9) Add eastbound truck climbing lane $75,000,000 RV Truck Climbing SR-60 Badlands area east of Moreno Valley Badlands area - west of SR-60/I-10 Jct Add eastbound truck climbing lane $26,000,000 
Final 2007 AQMP 

June 2007 B-18

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

RV Total Riverside County $8,708,347,000 $4,361,02

SB Arterial Arterial Improvements Countywide 

Countywide arterial improvements - refer to separate Arterials project list 

$703,000,000 

SB Grade Crossing Grade Crossing Countywide Grade Crossings - refer to separate Grade Crossings project list $500,000,000 SB HOV I-10 I-15 SR-38 

Add 1 HOV lane each direction, widen UC's, reconstruct ramps 

$350,000,000 

SB HOV I-10 SR-38 Yucaipa Bl Add 1 HOV lane each direction $0 SB HOV I-10 Yucaipa Bl Riverside County Line Add 1 HOV lane each direction $23,000,000 SB HOV I-15 Riverside County Line I-215 Add 1 HOV lane each direction $99,000,000 SB HOV I-15 I-215 US-395 Add 1 HOV lane each direction $114,000,000 SB HOV I-15 US-395 D St Add 1 HOV lane each direction $74,000,000 SB HOV I-215 Riverside County Line I-10 Add 1 HOV lane each direction $86,500,000 SB HOV I-215 SR-30 I-15 Add 1 HOV lane each direction $48,000,000 SB HOV I-10/I-215 South to East/East to South HOV Connector $15,000,000 SB HOV I-10/I-15 South to West/West to South HOV Connector $14,000,000 SB HOV I-10/I-15 North to West/West to North HOV Connector $14,000,000 SB Mixed Flow I-10 WB Yucaipa Bl Ford St Add 1 MF lane westbound $30,000,000 SB Mixed Flow I-215 Riverside County Line I-10 Add 1 MF lane each direction $86,500,000 
Final 2007 AQMP 

June 2007 B-19

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

SB Mixed Flow I-215 I-10 SR-30 Add 1 MF lane each direction (restriping) $500,000 SB Mixed Flow I-215 SR-30 I-15 Add 1 MF lane each direction $48,000,000 SB Mixed Flow SR-210 I-215 I-10 Add 1 MF lane each direction and widen UC's $120,000,000 SB Mixed Flow SR-18 Los Angeles County Line US 395 Widen from 1 to 2 lanes each dir $27,000,000 SB Mixed Flow SR-18 

0.8 mi west of Orchard Dr (PM 79.9) 

2.1 mi west of Orchard Dr (PM 81.2) 

Construct Passing Lanes (PM 79.9/81.2) and Turn Lanes (PM 73.76/84.33) 

$13,600,000 

SB Mixed Flow SR-38 (Orange/Lugonia) Redlands City Limit (W) Redlands City Limit (E) Widen from 1 to 2 lanes each dir $6,000,000 SB Mixed Flow SR-62 (Twentynine Palms Hwy) Fairway Dr SR-247 Widen from 2 to 3 lanes each dir $7,000,000 SB Mixed Flow SR-83 (Euclid) Merril Av Kimball Av Widen from 2 to 4 lanes each dir $1,000,000 SB Mixed Flow SR-142 (Chino Hills Pkwy) Carbon Canyon Rd Pipeline Dr Widen from 2 to 3 lanes each dir $3,000,000 SB Mixed Flow SR-247 (Old Woman Springs Rd) North of SR-62 Griffith Rd Widen from 1 to 2 lanes each dir $3,000,000 SB Auxiliary I-10 and I-215 

On I-10 from 0.1 km w/o I-215 (PM 23.6) to 0.9km e/o SR-38 (PM 31.4) 

On I-215 from Riverside County Line (PM 0.0) to Jct I-10/I-215 (PM 4.03) 

Install Fiber Optic Communications (FOC) backbone system, Changeable message signs (CMS), Ramp metering stations (RMS), modify existing communication hub, CCTV, VDS, TOS Cabinets; widen on-ramps on I-10 and I-215; add aux lanes on I-10 (various locations) 

$9,500,000 
Final 2007 AQMP 

June 2007 B-20

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

SB Auxiliary US-395 

NB from 0.84mi s/o Desert Flower Rd to 2.84mi n/o Purple Sage St, and from 4mi n/o Shadow Mountain Ave to 6.07mi n/o Shadow Mountain Ave 

SB from 2.72mi n/o Purple Sage St to 0.95mi s/o Desert Flower Rd, and from 5.95mi n/o Shadow Mountain Ave to 3.88mi n/o Shadow Mountain Ave 

Add Passing Lanes in both directions and adjust vertical and horizontal alignments 

$26,000,000 

SB Auxiliary I-10 Waterman Av (PM 25.5) Tippecanoe Ave (PM 26.27) 

Add eastbound auxiliary lane (500m) and widen eastbound Tippecanoe off-ramp from 1 to 2 lanes 

$740,000 

SB IC/Ramps I-10 0.1 km e/o I-15 (PM 9.9) 0.4 km e/o I-215 (PM R24.5) 

Install RMS, CCTV ESU; widen entrance ramps from 1 to 2 lanes at: EB & WB at Cherry Ave, Citrus Ave, Cedar Ave, Riverside Ave and Mt Vernon Ave; WB at Rancho Ave; EB at 9th St 

$9,240,000 

SB IC/Ramps I-10 0.8 km e/o Etiwanda Ave OC (PM 11.6) 1.5 km w/o Riverside Ave OC (PM 19.1) 

In Fontana widen exit ramps from 1 to 2 lanes at Cherry Ave, Citrus Ave, & Cedar Ave IC to accommodate proposed aux lanes at Cherry Ave IC E/B aux lane PM 11.99/12.85, W/B Aux lane PM 13.38/13.68; Citrus Ave IC E/B aux lane only PM 14.58/14.88; Cedar Ave IC E/B aux lane PM 17.36/17.83, W/B aux lane PM 18.94/19.41 

$19,000,000 

SB IC/Ramps I-10 Alabama St Interchange $16,000,000 
Final 2007 AQMP 

June 2007 B-21

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

SB IC/Ramps I-10 Beech Av Interchange $25,000,000 SB IC/Ramps I-10 California St Interchange $16,000,000 SB IC/Ramps I-10 Cedar Av Interchange $16,000,000 SB IC/Ramps I-10 Live Oak Canyon Interchange $8,000,000 SB IC/Ramps I-10 Mountain View Av Interchange $16,000,000 SB IC/Ramps I-10 Mt Vernon Av Interchange $16,000,000 SB IC/Ramps I-10 Wabash Av Interchange $16,000,000 SB IC/Ramps I-10 Wildwood Canyon Interchange $11,000,000 SB IC/Ramps I-15 6th Street Interchange $16,000,000 SB IC/Ramps I-15 Cajon Jn/SR-138 Interchange $16,000,000 SB IC/Ramps I-15 Duncan Canyon Rd New Interchange $15,000,000 SB IC/Ramps I-15 Foothill Blvd (SR-66) 

Add 400m deceleration lane on NB I-15 and widen NB off-ramp from 1 to 2 lanes 

$725,000 

SB IC/Ramps I-15 Mojave St Interchange $16,000,000 SB IC/Ramps I-15 Oak Hill Rd Replace overcrossing $1,000,000 SB IC/Ramps I-15 Sierra Av Interchange $16,000,000 SB IC/Ramps I-15 Stoddard Wells Rd Interchange $16,000,000 SB IC/Ramps I-215 Barton Road Widen over-crossing 2-4 lanes $1,000,000 SB IC/Ramps I-215 Palm Av Interchange $16,000,000 SB IC/Ramps I-215 Pepper-Linden Av Interchange $16,000,000 SB IC/Ramps I-215 University Pkwy Interchange $16,000,000 SB IC/Ramps SR-60 Central Av Upgrade Interchange $10,000,000 SB IC/Ramps SR-60 Grove Av Interchange/Ramps $500,000 SB IC/Ramps SR-30 (SR-210) Del Rosa Av Interchange $16,000,000 SB IC/Ramps SR-30 (SR-210) Highland Av Interchange $16,000,000 SB IC/Ramps SR-30 (SR-210) Waterman Av Interchange $16,000,000 SB IC/Ramps I-10 and SR-60 Haven Av Interchange Improvements $30,000,000 
Final 2007 AQMP 

June 2007 B-22

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

SB O&M State Highway and Arterial Preservation Countywide State Highway and Arterial Preservation/Maintenance $1,664,500,000 SB Other 

Project Development & Traffic Mitigation 

Countywide Project Development & Traffic Mitigation $64,000,000 

SB Other 

Southern California Logistics Airport Rail Project 

Track and intermodal yard improvements (Phases 1 through 4) 

 $278,50

SB ITS ITS Countywide Intelligent Transportation Systems $48,500,000 SB TDM Rideshare Countywide Motorist Assistance Program $36,000,000 SB TDM Non-motorized Countywide Non-motorized $39,000,000 SB TDM TDM Countywide TDM (Telecommute, park and ride, etc.) $6,500,000 SB Transit San Bernardino- Redlands Extension 4th St/Mt. Vernon Grove/Central 

Extend rail service to Redlands (10 miles); rail technology TBD; 15-min. freq. daily 

$60,000,000 

SB Transit Gold Line Extension Claremont in Los Angeles County Montclair in San Bernardino County Light Rail extension (1.5 miles) $76,000,000 SB Transit Metrolink Commuter Rail Countywide 

Service Expansion; SB Line 52 daily trains, Riverside line 40 daily trains, IEOC line 28 daily trains 

$464,000,000 

SB Transit Local Transit Service Countywide Local Transit Service $364,000,000 SB Transit 

Elderly & Handicapped Assistance 

Countywide Elderly & Handicapped Assistance $137,000,000 

SB Truck Climbing I-15 Devore Summit Truck Climbing Lane $10,000,000 SB Total San Bernardino County $5,794,305,000 $278,50
Final 2007 AQMP 

June 2007 B-23

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

VE Arterial Arterial Improvements Countywide 

Misc. Arterial System Improvements - refer to separate Arterials and Grade Crossings project lists 

$135,000,000 

VE Mixed Flow SR-33 (Casitas Bypass) Foster Park Creek Rd Expressway $120,000,000 VE Mixed Flow SR-118 SR-232 Moorpark Expressway $104,000,000 VE IC/Ramps US-101 La Conchita Mussel Shoals Interchange Improvement $17,000,000 VE IC/Ramps US-101 At Del Norte Blvd 

Interchange improvement and 4 lane overcrossing with left turn pocket 

$10,000,000 $10,00

VE O&M State Highway and Arterial Preservation Countywide State Highway and Arterial Preservation/Maintenance $292,500,000 VE ITS ITS Countywide Misc. ITS Project Implementation $80,000,000 VE TDM TDM/Non-motorized Countywide TDM (Non-motorized, telecommute, etc.) $30,000,000 VE TDM Non-motorized Montalvo Los Angeles County Line Santa Paula Branch Recreational Trail $35,000,000 VE Transit Transit Service Expansion Countywide Transit Services $325,000,000 VE Transit Metrolink Commuter Rail Ventura Los Angeles County Line Service Expansion $131,000,000 VE Transit Tunnel 26 Rail Tunnel Reconstruction $12,000,000 $2,00VE Transit Metrolink Commuter Rail Coast Main Line Enhanced Metrolink Capital Maintenance $45,000,000 VE Total Ventura County $1,336,500,000 $12,00

REG Maglev Maglev Regionwide 

By 2018 - IOS (West LA to Ontario); By 2030 - Total Regional System 

 $29,400,00
Final 2007 AQMP 

June 2007 B-24

2004 RTP - Plan Projects 

CO Category Route/Program From To Description Public Funding 

(02$) 

Private/O

Funding (

REG Corridor I-710 Corridor Port of Long Beach/Los Angeles SR-60 User Fee-Backed Capacity Improvement REG Corridor 

East-West Corridor (I-210, SR-210, I-10, SR-60, SR-91) 

I-710 Corridor I-10/SR-60 Interchange User Fee-Backed Capacity Improvement 

$16,500,00

(includes East-Wes

I-15 corr

REG Corridor I-15 Corridor East-West Corridor Barstow User Fee-Backed Capacity Improvement REG Railroad Capacity 

Regional rail capacity improvement program 

Regionwide 

Main line tracks and grade separation improvements 

 $3,400,00

REG TOTAL SCAG $36,183,329,000 $62,259,02
ATTACHMENT C 

Reasonably Available Control Measure (RACM) Analysis 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-1 

Section 108 (f) 1. Programs for Improved Public Transit

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

1.1 Regional Express Bus Program Purchase of buses to operate regional express 

bus services. 

Yes 

1.2 Transit access to airports Operation of transit to airport to serve air 

passengers. 

Yes 

1.3 Accelerate Bus Retrofit Program Accelerate application of retrofit of diesel-powered 

buses to achieve earlier compliance with state regulations. 

Yes 

1.4 Mass transit alternatives Major change to the scope and service levels. Yes 1.5 Expansion of public transportation 

systems 

Expand and enhance existing public transit services. 

Yes 

1.6 Transit service improvements in 

combination with park-and-ride lots and parking Management 

Local jurisdictions and transit agency improve the public transit system and add new park-and-ride facilities and spaces on an as needed basis. 

Yes 

1.7 Free transit during special events Require free transit during selected special events 

to reduce event-related congestion and associated emission increases. 

No The Legislature s

reduced authority implement indirecontrol measures revisions to the HSafety Code (HS

Transit agencies decide individualthis measure is efeasible for them

1.8 Require that government employees 

use transit for home to work trips, 

Require all government employees use transit a specified number of times per week. 

Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-2 

Section 108 (f) 1. Programs for Improved Public Transit

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

expand transit, and encourage large businesses to promote transit use 

1.9 Increase parking at transit centers or 

stops 

Encourage transit convenience by providing additional parking at transit centers. 

Yes 

1.10 Expand regional transit connection 

ticket distribution 

Provides interchangeability of transit ticket. Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-3 

Section 108 (f) 2. Restriction of Certain Roads or Lanes to, or Construction of Such Roads or Lanes for Use By, Passenger Buses or H

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

2.1 Update High Occupancy Vehicle 

(HOV) Lane Master Plan 

Analysis of increased enforcement, increasing occupancy requirements, conversion of existing HOV lanes to bus only lanes and/or designation of any new carpool lanes as bus-only lanes; utilization of freeway shoulders for peak-period express bus use; commercial vehicle buy-in to HOV lanes; and appropriateness of HOV lanes for corridors that have considered congestion pricing or value pricing. 

Yes 

2.2 Fixed lanes for buses and carpools 

on arterials 

Provide fixed lanes for buses and carpools on arterial streets where appropriate. 

Yes 

2.3 Expand number of freeway miles 

available, allow use by alternative fuel vehicles, changes to HOV lane requirements and hours 

Various measures evaluated in many ozone nonattainment areas. Specifics vary according to freeway system, use patterns and local characteristics. 

Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-4 

Section 108 (f) 3. Employer-Based Transportation Management Plans, Including Incentives

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

3.1∗ Commute solutions The federal law that complements parking cashout is called the Commuter Choice Program. It 

provides for benefits that employers can offer to employees to commute to work by methods other than driving alone. 

Yes 

3.2* Parking cash-out State law requires certain employers who provide 

subsidized parking for their employees to offer a cash allowance in lieu of a parking space. 

Yes 

3.3* Employer Rideshare Program 

Incentives 

Employer rideshare incentives and introduction of strategies designed to reduce single occupant vehicle trips. Examples include: public awareness campaigns, Transportation Management Associations among employers, alternative work hours, and financial incentives. 

Yes 

3.4* Implement Parking Charge Incentive 

Program 

Evaluate feasibility of an incentive program for cities and employers that convert free public parking spaces to paid spaces. Review existing parking polices as they relate to new development approvals. 

Yes 

3.5* Preferential parking for carpools and 

vanpools 

This measure encourages public and private employers to provide preferential parking spaces for carpools and vanpools to decrease the number of single occupant automobile work trips. The preferential treatment could include covered parking spaces or close-in spaces. 

Yes 

3.6* Employee parking fees Encourage public and private employers to Yes 

∗ This measure relates to AQMD Rule 2202, On-Road Motor Vehicle Mitigation Options. Rule 2202 provides a menu of options for employers in choosing how they 

implementer is the employer. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-5 

Section 108 (f) 3. Employer-Based Transportation Management Plans, Including Incentives

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

charge employees for parking. 

3.7 Merchant transportation incentives Implement “non-work” trip reduction ordinances 

requiring merchants to offer customers mode shift travel incentives such as free bus passes and requiring owners/managers/developers of large retail establishments to provide facilities for nonmotorized modes. 

No The Legislature h

authority to impleemployee trip redmeasures througthe Health & Safe(HSC 40717.6.) 

3.8* Purchase vans for vanpools Purchase a specified number of vans for use in 

employee commute travel. 

Yes 

3.9* Encourage merchants and employers 

to subsidize the cost of transit for employees 

Provide outreach and possible financial incentives to encourage local employers to provide transit passes or subsidies to encourage less individual vehicle travel. 

Yes 

3.10∗ Compressed work weeks Self explanatory. Yes 

3.11* Telecommuting Goal of specified percentage of employees 

telecommuting at least once per week. 

Yes 

∗ This measure relates to AQMD Rule 2202, On-Road Motor Vehicle Mitigation Options. Rule 2202 provides a menu of options for employers in choosing how they 

implementer is the employer. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-6 

Section 108 (f) 4. Trip Reduction OrdinanceIn December 1995, Congress changed the Clean Air Act Amendments to make the Employee Commute Option program voluntary (no longer m

prohibits mandatory employer based trip reduction ordinance programs (SB437). (HSC 40717.9) To account for these restrictions, SCAQMD Ru

menu of options to reduce mobile source emissions generated from employee commutes. Rule 2202 complies with federal and state Clean Air 

and HSC 182(d)(1)(B) of the federal Clean Air Act. Nevertheless, some jurisdictions continue to implement Trip Reduction Ordinances. For exarequires new and existing non-residential development projects to adopt Emission Reduction Plans and pay transportation impact fees to reduce air quality in the city. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-7 

Section 108 (f) 5. Traffic Flow Improvement Programs That Achieve Emissions Reductions

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

5.1 Develop Intelligent Transportation 

Systems 

The term “Intelligent Transportation Systems” includes a variety of technological applications intended to produce more efficient use of existing transportation corridors. 

Yes 

5.2 Coordinate traffic signal systems This measures implements and enhances 

synchronized traffic signal systems to promote steady traffic flow at moderate speeds. 

Yes 

5.3 Reduce traffic congestion at major 

intersections 

This measure implements a wide range of traffic control techniques designed to facilitate smooth, safe travel through intersections. These techniques include signalization, turn lanes or median dividers. The use of grade separations may also be appropriate for high volume or unusually configured intersections. 

Yes 

5.4 Site-specific transportation control 

measures 

This measure could include geometric or traffic control improvements at specific congested intersections or at other substandard locations. Another example might be programming left turn signals at certain intersections to lag, rather than lead, the green time for through traffic. 

Yes 

 5.5 Removal of on-street parking Require all commercial/industrial development to 

design and implement off-street parking. 

Yes 

5.6 Reversible lanes Implement reversible lanes on arterial streets to 

improve traffic flow where appropriate. 

Yes 

5.7 One-way streets Redesignate streets (or portions of in downtown 

areas) as one-way to improve traffic flow. 

Yes 

5.8 On-Street parking restrictions Restrict on-street parking where appropriate. Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-8 

Section 108 (f) 5. Traffic Flow Improvement Programs That Achieve Emissions Reductions

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

5.9 Bus pullouts in curbs for passenger 

loading 

Provide bus pullouts in curbs, or queue jumper lanes for passenger loading and unloading. 

Yes 

5.10 Additional freeway service patrol Operation of additional lane miles of new roving 

tow truck patrols to clear incidents and reduce delay on freeways during peak periods. 

Yes 

5.11 Fewer stop signs, remove 

unwarranted and "political" stop signs and signals 

Improve flow-through traffic by removing stop signs and signals. Potential downside in safety issues. 

Yes 

5.12 Ban left turns Banning all left turns would stop the creation of 

bottlenecks although slightly increase travel distances. 

No No clear demons

quality emissions 

5.13 Changeable lane assignments Increase number of one-way lanes going in 

congested flow direction during peak traffic hours. 

Yes 

5.14 Adaptive traffic signals and signal 

timing 

Self explanatory. Yes 

5.15 Freeway bottleneck improvements 

(add lanes, construct shoulders, etc.) 

Identify key freeway bottlenecks and take accelerated action to mitigate them. 

Yes 

5.16 Minimize impact of construction on 

traveling public. Have contractors pay when lanes are closed as an incentive to keep lanes open. 

Prohibit lane closures during peak hours, limit work to weekends and/or nights. 

Yes 

5.17 Internet provided road and route 

information 

Reduce travel on highly congested roadways by providing accessible information on congestion and travel. 

Yes 

5.18 Regional route marking systems to 

encourage underutilized capacity 

Encourage travel on local roads and arterials by better route marking to show alternatives. 

Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-9 

Section 108 (f) 5. Traffic Flow Improvement Programs That Achieve Emissions Reductions

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

5.19 Congestion management field team 

to clear incidents 

Self explanatory. Yes 

5.20 Use dynamic message signs to 

direct/smooth speeds during incidents 

Self explanatory. Yes 

5.21 Get real-time traffic information to 

trucking centers and rental car agencies 

Reduce travel in congested areas by providing information directly to high volume travelers. 

Yes 

5.22 55 mph speed limit during ozone 

season 

Self explanatory No Reductions in fre

are governed by Vehicle Code 22authorizes Caltraspeeds after doinengineering, and which shows that legislatively- set speed of 65 mphis reasonable or 

No consideration is contemplated ustatute. This mefeasible until the changed. 

5.23 Require 40 mph speed limit on all 

facilities 

Depends on area’s emission factors. No The California Ve

Sections 22357 amandates a methsetting speed limareas. This meafeasible until the changed. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-10 

Section 108 (f) 5. Traffic Flow Improvement Programs That Achieve Emissions Reductions

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

5.24 Require lower speeds during peak 

periods 

Self explanatory. No The California Ve

Sections 22357 amandates methosetting speed limareas. This meafeasible until the changed. 

5.25 On-street parking restrictions Restrict on-street parking where appropriate. Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-11 

Section 108 (f) 6. Fringe and Transportation Corridor Parking Facilities Serving Multiple Occupancy Vehicle Programs or Transit Servi

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

6.1 Park-and-ride lots Develop, design, and implement new park-andride facilities in locations where they are needed. Yes 6.2 Park-and-ride lots serving perimeter 

counties 

Specific to a locality. Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-12 

Section 108 (f) 7. Programs to Limit or Restrict Vehicle Use in Downtown Areas or Other Areas of Emission Concentration Particularly 

Measure # Measure Title Description Has It Been Implemented Reasoned Just

Not Implementi

7.1 Off-peak goods movement Restrict truck deliveries by time or place in order 

to minimize traffic congestion during peak periods. 

Yes 

7.2 Truck restrictions during peak periods Restrict truck travel during peak periods in order 

to minimize traffic congestion. 

Yes 

7.3 Involve school districts to encourage 

walking/bicycling to school 

Decrease vehicle emissions due to school trips by reducing these trips through education and outreach programs. 

Yes 

7.4 Adjust school hours so they do not 

coincide with peak traffic periods and ozone seasons 

Measure to reduce travel during peak periods and ozone-contributing periods in the early morning. 

No School hours are 

many variables, iovercrowding anschooling. This mnot feasible. 

7.5 Area-wide tax for parking Reduce driving by limiting parking through pricing 

measures. 

Yes 

7.6 Increase parking fees Reduce driving by limiting parking through pricing 

measures. 

No Attorney Genera

lacks authority to this measure. 

7.7 Graduated pricing starting with 

highest in Central Business District 

Charge the most for parking in the central business or other high volume areas in a city to discourage vehicle travel in these areas. 

Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-13 

Section 108 (f) 7. Programs to Limit or Restrict Vehicle Use in Downtown Areas or Other Areas of Emission Concentration Particularly 

Measure # Measure Title Description Has It Been Implemented Reasoned Just

Not Implementi

7.8 Buy parking lots and convert to other 

land use 

Limit parking by converting available parking to other land uses to discourage driving. 

Yes 

7.9 Limit the number of parking spaces at 

commercial airlines to support mass transit 

Reduce airport travel by limits on parking at airports. 

No Regulatory agen

have the legal aumake local land udecisions. It is adiscretion of the local airport authlocal land use depertaining to airp

Additionally, It is have significant mavailable at airpothis measure can implemented. Thcurrently not the 

7.10 No Central Business District (CBD) 

vehicles unless LEV or alt fuel or electric 

Define high-use area and ticket any vehicles present unless they are low emitting, alternative fueled or electric. 

No The Legislature s

reduced authority implement indirecontrol measures revisions to the HSafety Code (40740717.8, and 407

7.11 Auto restricted zones No vehicles allowed in certain areas where high 

emissions, congestion or contribution to ozone problems. 

Yes 

7.12 Incentives to increase density around 

transit centers 

Lower travel by increasing residential and commercial density in areas near transit. 

Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-14 

Section 108 (f) 7. Programs to Limit or Restrict Vehicle Use in Downtown Areas or Other Areas of Emission Concentration Particularly 

Measure # Measure Title Description Has It Been Implemented Reasoned Just

Not Implementi

7.13 Land use/air quality guidelines Guidelines for development that contributes to air 

quality goals. 

Yes 

7.14 Cash incentives to foster 

jobs/housing balance 

Specific to locality – encouraged by California Clean Air Plan. 

No No dedicated sou

funding for this m

7.15 Trip reduction oriented development Land use decisions that encourage trip 

reductions. 

Yes 

7.16 Transit oriented development Land use decisions that encourage walkable 

communities and multi-modal transit systems. 

Yes 

7.17 Sustainable development Land use decisions that create equitable 

standards of living to satisfy the basic needs of all peoples, all while taking the steps to avoid further environmental degradation. 

Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-15 

Section 108 (f) 8. Programs For the Provision of All Forms of High-Occupancy, Shared-Ride Services

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

8.1∗ Financial Incentives, Including ZeroBus Fares Provide financial incentives or other benefits, such as free or subsidized bus passes and cash 

payments for not driving, in lieu of parking spaces for employees who do not drive to the workplace. 

Yes 

8.2 Internet ride matching services Provide match-lists, route info, hours and contact 

information over the internet to assist individuals in joining or developing carpools. 

Yes 

8.3* Preferential parking for carpoolers Provide free, covered, near-building or similar 

incentives to carpoolers. 

Yes 

8.4* Credits and incentives for carpoolers Self-explanatory – form depends on locality. Yes 8.5* Employers provide vehicles to 

carpoolers for running errands or emergencies 

Having vehicles available for workday errands makes it easier to go to work without one. 

Yes 

8.6 Subscription services Free van services to provide transportation for the 

elderly, handicapped or other individuals who have no access to transportation. 

Yes 

8.7 School car pools Self explanatory. No Not economically 

insufficient resoufor implementatio

8.8* Guaranteed ride home Self explanatory. Yes 

∗ This measure relates to AQMD Rule 2202, On-Road Motor Vehicle Mitigation Options. Rule 2202 provides a menu of options for employers in choosing how they 

implementer is the employer. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-16 

Section 108 (f) 9. Programs to Limit Portions of Road Surfaces or Certain Sections of the Metropolitan Area to the Use of Non-MotoriBoth as to Time and Place 

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

9.1 Establish Auto-Free Zones and 

pedestrian malls 

Establish auto free zones and pedestrian malls where appropriate. 

Yes 

9.2 Encouragement of pedestrian travel This measure involves encouraging the use of 

pedestrian travel as an alternative to automobile travel. Pedestrian travel is quite feasible for short shopping, business, or school trips. Promotion of pedestrian travel could be included in air pollution. 

Yes 

9.3 Bicycle/Pedestrian Program Fund high priority projects in countywide plans 

consistent with funding availability. 

Yes 

9.4 Close certain roads for use by nonmotorized traffic During special events, weekends, or certain times of the day, close some roads to all but nonmotorized traffic. Yes 9.5 Encouragement of bicycle travel Promotion of bicycle travel to reduce automobile 

use and improve air quality. Bikeway system planning, routes for inter-city bike trips to help bicyclists avoid other, less safe facilities. Another area for potential actions is the development and distribution of educational materials, regarding bicycle use and safety. 

Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-17 

Section 108 (f) 9. Programs to Limit Portions of Road Surfaces or Certain Sections of the Metropolitan Area to the Use of Non-MotoriBoth as to Time and Place 

9.6 Free bikes Provide free bikes in the manner of Boulder, CO. 

Simple utilitarian bikes that can be used throughout the metro area and dropped off at destination for use by anyone desiring use. 

No Evidence sugges

theft is a problem programs and remeasure technicaeconomically infe

9.7∗ Cash rebates for bikes Provide financial incentives to purchase bicycles 

and thereby encourage use. 

Yes 

9.8 Close streets for special events for 

use by bikes and pedestrians 

Self Explanatory. Yes 

9.9 Use condemned dirt roads for bike 

trails 

Self Explanatory. No Not applicable be

are no condemnein the region. 

∗ This measure relates to AQMD Rule 2202, On-Road Motor Vehicle Mitigation Options. Rule 2202 provides a menu of options for employers in choosing how they 

implementer is the employer. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-18 

Section 108 (f) 10. Programs for Secure Bicycle Storage Facilities and Other Facilities, Including Bicycle Lanes, for the Convenience Both Public and Private Areas 

Measure # Measure Title Description Has It Been Implemented Reasoned Justif

Not Implementin

10.1∗ Bike racks at work sites Self Explanatory. Yes 

10.2 Bike racks on buses Bike racks would be placed on a to-bedetermined number of buses to increase bicycle 

travel. 

Yes 

10.3 Regional bike parking Bike Transit Centers Yes 10.4 Development of bicycle travel 

facilities 

Encourages a variety of capital improvements to increase bicycle use. Off-street bikeways where high-speed roadways preclude safe bicycling. Clearly mark travel facilities with signs and provide adequate maintenance. 

Yes 

10.5 Expedite bicycle projects from RTP Create bicycle and pedestrian master plan and 

build out at an accelerated rate to achieve benefits in time for attainment deadline. 

Yes 

10.6 Provide bike/pedestrian facilities 

safety patrols 

 Self Explanatory. Yes 

10.7 Inclusion of bicycle lanes on 

thoroughfare projects 

 Self Explanatory. Yes 

10.8 Bicycle lanes on arterial and frontage 

roads 

Self Explanatory. Yes 

10.9 Bicycle route lighting Self Explanatory. Yes 

∗ This measure relates to AQMD Rule 2202, On-Road Motor Vehicle Mitigation Options. Rule 2202 provides a menu of options for employers in choosing how they 

implementer is the employer. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-19 

Section 108 (f) 11. Programs to Control Extended Idling of Vehicles

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

11.1 Limit excessive car dealership 

vehicle starts 

Require car dealers to limit the starting of vehicles for sale on their lot(s) to once every two weeks. Presently, a number of new and used car dealers start their vehicles daily to avoid battery failure and assure smooth start-ups for customer test drives. 

No This measure wa

investigated by thit was determined contrast to coldewhere vehicles aa daily basis, vehSouth Coast starfrequently. For thwas determined technically feasib

11.2 Encourage limitations on vehicle 

idling 

Encourage limitations to limit extended idling operations. 

Yes 

11.3 Turn off engines while stalled in 

traffic 

Public outreach or police-enforced program. No This measure rai

and congestion c

No clear demonsquality emissions 

11.4 Outlaw idling in parking lots Police enforced program. No Enforcement of id

restrictions is a lopolice relative to missions. The coeffectiveness of thas not been demis not economica

11.5 Reduce idling at drive-throughs; ban 

drive-throughs 

Mandate no idling or do not allow drive-through windows during ozone season. 

No No clear demons

quality emissions 

This measure is economically fea
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-20 

Section 108 (f) 11. Programs to Control Extended Idling of Vehicles

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

11.6 Promote use of pony engines Use special battery engines to keep air 

conditioning and other truck systems working while truck not in use. 

Yes 

11.7 Idle restrictions at airport curbsides Police enforced. Yes 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-21 

Section 108 (f) 12. Program to Reduce Motor Vehicle Emissions Consistent with Title II, Which Are Caused by Extreme Cold Start ConNot applicable. The definition of an "extreme cold start" specifies temperatures below 20 degrees Fahrenheit. 

Not applicable in the South Coasconditions 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-22 

Section 108 (f) 13. Employer-sponsored programs to permit flexible work schedules

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

13.1∗ Alternative work schedules Enables workers to choose their own working 

hours within certain constraints. Flextime provides the opportunity for employees to use public transit, ridesharing, and other Nonmotorized transportation. A related strategy, staggered work hours, is designed to reduce congestion in the vicinity of the workplace. Alternative workweeks have been implemented extensively by large private and public employers. 

Yes 

13.2* Modifications of work schedules Implement alternate work schedules that flex the 

scheduled shift time for employees. Encourage the use of flexible or staggered work hours to promote off-peak driving and accommodate the use of transit and carpooling. 

Yes 

13.3* TelecommunicationsTelecommuting/Teleconferencing Encourage the use of telecommuting- telecommuting/teleconferencing in place of motor 

vehicle use where appropriate. 

Yes 

∗ This measure relates to AQMD Rule 2202, On-Road Motor Vehicle Mitigation Options. Rule 2202 provides a menu of options for employers in choosing how they 

implementer is the employer. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-23 

Section 108 (f) 14. Programs and Ordinances to facilitate Non-automotive travel, provision to and utilization of mass transit, and tsingle-occupant vehicle travel, as part of transportation planning and development efforts 

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

14.1 Areawide public awareness programs This measure focuses on conducting ongoing 

public awareness programs throughout the year to provide the public with information on air pollution and encourage changes in driving behavior and transportation mode use. 

Yes 

14.2 Special event controls This measure would require new and existing 

owners/operators of the special event centers to reduce mobile source emissions generated by their events. A list of optional strategies would be available that reduce mobile source emissions. The definition of “special event center” could be developed through the rule development process. 

Yes 

14.3 Land Use/development alternatives This measure includes encouraging land use 

patterns, which support public transit and other alternative modes of transportation. In general, this measure would also encourage land use patterns designed to reduce travel distances between related land uses 

Yes 

14.4 Voluntary No-Drive Day programs Conduct voluntary No-Drive Day programs during 

the ozone season through media and employer based public awareness activities. 

Yes 

14.5∗∗ New Development Air Quality Impact 

Evaluation 

Evaluate air quality impacts of new development and recommend or require mitigation for significant adverse impacts. 

Yes 

∗∗ AQMD and SCAG recommend mitigation as commenting agencies on new development projects; cities and counties require mitigation under their discretionary a
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-24 

Section 108 (f) 14. Programs and Ordinances to facilitate Non-automotive travel, provision to and utilization of mass transit, and tsingle-occupant vehicle travel, as part of transportation planning and development efforts 

14.6 Transportation for Livable 

Communities (TLC)/Housing Incentive program 

Program provides planning grants, technical assistance, and capital grants to help cities and Nonprofit agencies define and implement transportation projects that support community plans including increased housing near transit. 

Yes 

14.7 Incentives to increase density around 

transit centers 

Lower travel by increasing residential and commercial density in areas near transit. 

Yes 

14.8 Incentives for cities with good 

development practices 

Provide financial or other incentive to local cities that practice air quality-sensitive development. 

Yes 

14.9 Increase state gas tax Self Explanatory. No No clear demons

quality emissions 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-25 

Section 108 (f) 15. Programs for new construction and major reconstructions of paths, tracks or areas solely for the use by pedestrian of transportation when commercially feasible and in the public interest 

Measure # Measure Title Description Has It Been Implemented Reasoned Jus

Not Implement

15.1∗ Encouragement of pedestrian travel Promote public awareness and use of walking as 

an alternative to the motor vehicle. 

Yes 

15.2 Pedestrian and bicycle overpasses 

where safety dictates 

Ongoing implementation as development occurs. Yes 

∗ This measure relates to AQMD Rule 2202, On-Road Motor Vehicle Mitigation Options. Rule 2202 provides a menu of options for employers in choosing how they 

implementer is the employer. 
Final 2007 AQMP 

June 2007 

RACM Analysis 

C-26 

Section 108 (f) 16. Program to encourage the voluntary removal from use and the marketplace of pre-1980 model year light duty vehicduty trucks

Measure 

# Measure Title Description Has It Been Implemented Reasoned Just

Not Implement

16.1 Counties assess ten dollar license plate 

fee to fund repair/replacement program for high-emitters 

Counties assess ten-dollar license plate fee to fund repair/replacement program for highemitters. 

Yes 

16.2 Buy vehicles older than 1975 Self explanatory. Yes 16.3 Demolish impounded vehicles that are 

high emitters 

Self explanatory. No Not economically 

16.4 Do whatever is necessary to allow cities 

to remove the engines of high emitting vehicles (pre-1980) that are abandoned and to be auctioned 

Self explanatory. No Not economically 

16.5 Accelerated retirement program Identify high emitting vehicle age groups and 

develop a program to remove them from use. 

Yes 
ATTACHMENT D 

Goods Movement Control Measures 

Subsequent to the Regional Council action in May on the 2007 South Coast AQMP, SCAG’s 

transportation partners raised concerns regarding the two proposed goods movement control 

measures included in SCAG’s portion of the AQMP. In light of these discussions, SCAG staff 

requested that the AQMD Governing Board delay action on the measures when it considered the 

AQMP at its June 1, 2007 public hearing until its next meeting on July 13, 2007. 

Since the AQMD Governing Board hearing and SCAG’s Regional Council and Policy 

Committee meetings in June, SCAG staff has initiated further consultation with the County 

Transportation Commissions to review the proposed measures. Based on these discussions, staff 

has concluded that there is need to continue consultation on the proposed goods movement 

control measures and requested hat the AQMD Governing Board not take action on the two 

measures at its July 13, 2007, public hearing.

SCAG will continue its efforts to bring the goods movement measures forward such that they can 

be considered for inclusion in the SIP. 
Final 2007 AQMP Appendix IV-C 

June 2007 

HIGH-SPEED TRANSPORT SYSTEM 

SOURCE CATEGORY: LOCOMOTIVES (FREIGHT) 

CONTROL METHODS: ALTERNATIVE TECHNOLOGY, HIGH SPEED TRANSPORT 

SYSTEM 

EMISSIONS (TONS/DAY):

SUMMER PLANNING 

NOx INVENTORY 

2014 

18 

2023 

23

NOx REDUCTION 18 23

NOx REMAINING 0.0 0.0 

CONTROL COST: Based on partially self-financing business plan and public/private 

partnership 

IMPLEMENTING AGENCIES: Consortium under jurisdiction of Joint Powers Authority 

DESCRIPTION OF SOURCE CATEGORY 

Diesel-electric locomotives have a large diesel engine (main traction engine) for generating 

electric power which in turn drives electric motors in each axle. Modern line-haul or freight 

locomotives have 4400-horsepower diesel engines with six drive axles. Switch locomotives are 

smaller, and usually older, four-axle locomotives, with 1200-2500 horsepower engines. 

PROPOSED METHOD OF CONTROL 

This control measure envisions moving cargo from the San Pedro Bay Ports to an inland port 

facility. Goods would be shuttled from the Ports to an inland port at San Bernardino and/or 

Palmdale via a zero-emissions high speed transport (HST) system (see section on Innovative 

Goods Movement Technology in main volume of Appendix IV-C). Such a system capitalizes on 

the inherent savings of multiple uses on a single infrastructure by operating on shared alignments 

with a people movement system. The technology permits operation of freight vehicles on a 

shared guide-way with passenger vehicles even during peak hour service. Freight vehicle trips 

can be interspersed with passenger trips while still meeting required passenger vehicle headways. 

Additionally, full utilization of the freight line can be achieved during the passenger system’s 

off-peak hours. 

A map depicting a preliminary HST network is shown in the goods movement section of 

Appendix IV-C. 

D-1 
Final 2007 AQMP Appendix IV-C 

June 2007 

EMISSION REDUCTION 

The preliminary emission reduction estimates are based on replacing 100% of the freight 

locomotives with a zero-emission system, including a high speed transport system. The 

preliminary emission reduction estimates do not account for emissions associated with the 

incremental increase in electricity generation which may be needed. 

The emission reduction commitments for AQMP control measures are discussed in Chapter 4 of 

the main volume of the AQMP. It is proposed that ARB take on the full legal commitment to 

backstop the reductions of this control measure if necessary; however, both SCAG and the 

AQMD have agreed to an annual review meeting to monitor the implementation of these 

measures and to explore additional controls that both the AQMD and SCAG can implement to 

backstop the original measures. 

IMPLEMENTING AGENCY 

Implementation of the HST system is being proposed on the basis of a potentially self-financing 

business plan approach based on aviation, commuter, and freight operations and further bolstered 

by HST system related development. A schematic of the business plan is shown in the goods 

movement section of Appendix IV-C. The deployment of a HST system would create value in 

associated components which could in turn contribute to the HST’s total financial performance. 

A business and institutional structure for the movement of people, movement of goods, and 

associated development patterns has been developed by SCAG to serve as the basis for 

implementation of the movement systems. The results reached by SCAG’s business planning 

effort indicate that HST-based systems for aviation, goods, and people movement can fulfill the 

objective of financial independence and feasibility. 

A consortium under jurisdiction of Joint Powers Authority would be necessary to implement this 

control measure. 

D-2 
Final 2007 AQMP Appendix IV-C 

June 2007 

TRUCK-ONLY LANES 

SOURCE CATEGORY: ON-ROAD HEAVY-DUTY DIESEL FREIGHT TRUCKS 

CONTROL METHODS: PORT TRUCKS: TRUCK-ONLY LANES; TWO CONTAINERS 

PER TRACTOR 

EMISSIONS (TONS/DAY):

SUMMER PLANNING 

NOx INVENTORY 

2014 

18 

2023 

15

NOx REDUCTION * 9.0 7.5

NOx REMAINING 9.0 7.5 

CONTROL COST: Based on partially self-financing business plan and public/private 

partnership 

IMPLEMENTING AGENCIES Consortium under jurisdiction of Joint Powers Authority 

* The estimated emission reductions do not account for potential emission benefits of any heavy duty-diesel truck 

control measures proposed by the San Pedro Bay Ports, the ARB, or AQMD. 

DESCRIPTION OF SOURCE CATEGORY 

Emissions from heavy-duty diesel mobile sources continue to represent a significant and 

increasing portion of the emissions inventory in the South Coast Air Basin, adversely effecting 

regional air quality. The two primary pollutants resulting from diesel fuel combustion are 

particulate matter (PM) and oxides of nitrogen (NOx). PM typically constitutes the visible 

emissions from diesel engine exhaust, and it contains over 40 known cancer-causing substances. 

PROPOSED METHOD OF CONTROL 

This control measure envisions a regional truckway system comprising 142 center-line miles of 

dedicated truck lanes extending from the San Pedro Bay ports eastward toward Barstow. The 

dedicated truckway offers a viable and partially self-financing solution for mitigating congestion 

and reducing mobile source emissions. The system would have a graduated toll rate based on a 

number of factors including the relative emissions associated with each vehicle. The truck-only 

lane would potentially allow each truck to carry multiple containers, further improving the 

efficiency and financial viability of the system. The potential for requiring all trucks to use 

alternative clean technology or otherwise meet the 2010 on-road heavy-duty exhaust emissions 

standards is also being considered. 

D-3 
Final 2007 AQMP Appendix IV-C 

June 2007 

EMISSION REDUCTION 

The preliminary emission reduction estimates are based on 100% of the port trucks using the 

truck-only lane and each tractor hauling two containers. 

The emission reductions do not account for potential emission benefits of reduced regional 

congestion or of any control measures proposed by the San Pedro Bay Ports, the ARB, or 

AQMD. 

The emission reduction commitments for AQMP control measures are discussed in Chapter 4 of 

the main volume of the AQMP. It is proposed that ARB take on the full legal commitment to 

backstop the reductions of this control measure if necessary; however, both SCAG and the 

AQMD have agreed to an annual review meeting to monitor the implementation of these 

measures and to explore additional controls that both the AQMD and SCAG can implement to 

backstop the original measures. 

IMPLEMENTING AGENCY 

A consortium under jurisdiction of Joint Powers Authority would be necessary to implement this 

control measure. 

D-4