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What is the current status of the Expo Phase 2 project?
The Expo Phase 2 project team is preparing an Alternatives Analysis (AA) and an Environmental Impact Statement (EIS)/Environmental Impact Report (EIR) for the project. The AA process, required of all transit projects seeking Federal funding through the Federal Transit Administration’s (FTA) New Starts program, is intended to evaluate practical solutions to a transportation problem, evaluate them and narrow them down to one or more to be further studied in an environmental document. The alternatives analysis and environmental studies for this project are expected to be completed by the fall of 2009.
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What is an Environmental Impact Statement (EIS) and Environmental Impact Report (EIR)?
The EIS is developed to meet the requirements of the National Environmental Policy Act
(NEPA) and is required of all projects seeking Federal funding. It is completed in two phases
- a Draft (thus the DEIS reference) that is released for public review and comment, and a
final that will be acted on by the Expo and Metro Boards. The EIR is developed to meet the
requirements of the California Environmental Quality Act (CEQA) and is required of all major
projects in the State of California. It is also developed as a draft for public review and
comment, and a final for Expo and Metro Board action. Federal and State law allows the
two documents to be combined into one as long as the requirements for each are met.
Expo Phase 2 is using the joint document approach.
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Where can I get information about the Alternatives Analysis and Environmental
processes?
Listed below are several websites describing the Federal
and State requirements that apply
to the Alternatives Analysis and the Environmental processes.
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What is the schedule for the Project?
Project Kickoff and Public Scoping - Winter 2007
Definition of AA/DEIS/DEIR Alternatives - October 2007
Public Comment on DEIS/DEIR - Fall 2008
Adoption of Locally Preferred Alternative - Winter 2009
Circulation of FEIS/FEIR - Fall 2009
Begin Construction - 2010
Begin Service - 2014-2015
It is difficult to project
a construction timeframe until we know which, if
any, alternative will be built, the project costs
and the sources of funding. Completion of the Final
EIS/EIR, Preliminary Engineering and Final Design
would likely take 2 to 3 years beyond Winter 2009,
with construction following (assuming funding is
available).
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How did the Exposition Corridor become a designated transportation corridor for congestion relief?
The east/west corridor from West Los Angeles to the downtown central business district is
among the most congested transportation corridors in the country. For many years,
transportation planners and policy makers alike have been studying options to reduce traffic congestion, improve travel times and provide a full range of transit alternatives for this corridor. The Exposition Corridor has been identified as a priority in Metro’s Long Range
Transportation Plan for several years.
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Who is funding the Phase 2 project/study?
The Los Angeles County Metropolitan Transportation Authority (Metro) is providing funding
for the study. The Exposition Metro Line Construction Authority (Expo) is managing the
alternatives analysis and environmental studies and related processes.
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How will you select the alignment alternative to be built?
Once the AA/DEIS/DEIR is completed and approved by the Federal Transit Administration, it will be circulated for a public review period. Public hearings will be held to receive and record comments. Following the comment period and public hearings, the project team may recommend a Locally Preferred Alternative (LPA) that will be voted on by the Expo and Metro Boards. Additional engineering will be done to further refine the LPA. Then, all comments received during the public review period, either in writing or at the public hearings, will be recorded and addressed in the Final EIS/EIR.
Expo staff will recommend adoption of the FEIS/FEIR and its related environmental findings to the Expo Board. The Expo Board will consider that recommendation and make their recommendation to the Metro Board. The Metro Board will vote to adopt the FEIS/FEIR.
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What factors determine whether a rail project is built at street level (at-grade), below ground (below-grade), or aerial (above-grade)?
Many engineering and environmental factors are considered when determining whether a crossing will be street level (at-grade), below ground, or aerial (above grade). These include travel times, trip reliability, transit capacity, safety and security, right-of-way impacts, natural and cultural resources, traffic and circulation, visual and aesthetic impacts, noise and vibration impacts, construction impacts, cost-effectiveness, and other items.
The first step is to complete an evaluation of traffic conditions and determine whether at-grade is feasible in accordance with the Metro Grade Crossing Policy. Where an at-grade crossing is indicated, a traffic analysis is also undertaken to determine the impact on area traffic. Environmental and engineering considerations may come into effect that could impact crossing options as well.
Finally, all grade crossing decisions must be approved by the California Public Utilities Commission (CPUC).
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Where will the stations be located and big will they be?
The environmental study will describe where stations will be located, the land area required for them and the support facilities to be provided at each location.
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How do you decide where to include parking, and whether it is surface parking or a structure?
The travel demand model predicts how many people might want to park at a station. Each station is then evaluated to determine whether there is room within existing publically owned property. If not, the project teams looks for land within reasonable walking distance (approximately 1000’) of the station.
If a property acquisition is required, we then perform a cost analysis of completing the required parking at-grade (surface parking) or in a parking structure. Because of the very high land costs on the Westside, it is often less costly to build structured parking than to acquire adequate land for surface parking.
In some locations, the parking requirement was low, and/or the travel demand model demonstrated that those parkers would access a different station if parking was not provided. In those cases, parking is not being recommended at those locations.
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Will any homes or buildings be removed to make way for the proposed transit system in the Exposition Corridor?
The detailed design studies that would identify specific properties that would need to be acquired have not been completed at this time. The EIS/EIR will identify such homes and/or businesses for each of the alternatives studied. The Expo Authority will make every effort to minimize the acquisition of private property and the dislocation of businesses.
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Will any homes or buildings be removed to make way for the proposed transit
system in the Exposition Corridor?
The detailed design studies that would identify specific properties or businesses for potential removal have not been completed at this time. The EIS/EIR will identify any homes or businesses required to be removed for each of the alternatives studied.
The Expo Authority will make every effort to minimize the acquisition of private property or the dislocation of businesses.
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How are mitigations identified and implemented?
The detailed project definition and the required mitigations are determined through the environmental process. Along with the FEIS/FEIR, the Board adopts the Mitigation Monitoring Plan, and the project is required to provide all of those mitigations. The final cost estimate for the project is developed after the FEIS/FEIR is completed and includes the costs associated with the required mitigations.
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