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PREPARED FOR THE:
LOS ANGELES COUNTYTRANSPORTATION
COMMISSION
oLACTC
PREPARED BY,
GRUEN ASSOClATES
AUGUST 1990
---- ._._._--_._-_ .._-----_._---- ----------_ .. -----_._---
DODGER STADIUM ACCESS STUDY
PREPAI<ED FOil:
LOS ANGELES COUNTY TRANSPORTATION COMMISSION818 WEST 7TH STREET
LOS ANGELES. CALIFORNIA 90017213.623.119-1
PREPARED BY:
GRUEN ASSOCIATES6330 SAN VICENTE BOULEVARD
LOS ANGELES. CALIFORNIA 90048213.937.4270
IN ASSOCIATION Willi:
GANNETT FLEMING
AUGUSI 1990
TABLE OF CONTENTS
SUMMAHY
CIIAI'TEIl 1.0 I'lJHI'OSE AND NEED FOH TilE CONNECTOIl
1.1 PROJECT BACKGROUND
1.2 PROJECT ALTERNATIVES
CIIAPTEH 2.0 HOUTE AND TECIINOLOGY ALTEIlNATIVES
2.1 SHUTTLE BUS ..
2.2 AGT SHUTTLE
2.3 LRT SPUR
2.4 GONDOLA TRAMWAY
2.5 ESCALATOR / WALKWAY
CIIAI'TEH 3.0 DEVELOPMENT AND INITIAL SCHEENING OF ALTEHNATIVES
1
5
7
11
15
19
21
3.1
3.2
3.3
3.4
TOPOGRAPHIC CONSTRAINTS & DOWNTOWN CONNECTOR COMPATIBILITY.,,,,
STADIUM EXITING. BOARDING. & TRAVEL TIME
ENVIRONMENTAL ISSUES.
NEXT STEPS".
25
, 29
31
32
LIST OF FIGUHES & TABLES
F(CIIIlES
LOCATION MAP
2 TRANSIT CONTEXT.
3 CONNECTOR ALTERNATIVES
vi
2
4
4 ALTERNATIVE A; SHUTTLE BUS
5 ALTERNATIVE B; AGT SHUTTLE
. __ 6
........... 10
8 ALTERNATIVE E; ESCALATOR I WALKWAY
6
7
9
ALTERNATIVE C; LRT SPUR
ALTERNATIVE D; GONDOLA TRAM
SKETCH OF ESCALATOR I WALKWAY CONCEPT
______ .... __ ._. ._._._ .... _. __ 14
____ 18
__ ._._ .. 20
_... _.. . .. _.. 34
10 SKETCH OF AGT SHUTTLE CONCEPT ._ _. __ _ .
TABLES
CAPACITY AND COST COMPARATIVE MATRIX
__ . __ _ _ __ .. 35
v
2
3
KEY CHARACTERISTICS OF VAIHOUS TRANSIT TECHNOLOGIES
BOARDING AND TRAVEL TIME BY ALTERNATIVE .
26
30
i
~..------
SIH11UAHY
This report focuses on alternative connections that directly link Dodger Stadium andthe planned Pasadena Line Roll TransitStation near the Intersection of Collegeand Spring Streets In Chinatown. Two keyfactors In the consideration of any suchconnection are: 1} steep grades surroundIng the bluff top parking areas Qf Dodger.Stadium and 2) the Infrequept but high.crowd peaking that occurS at major events.,
DQdger Stadium Is located on a bluff topthat Is elevated more than 200 feet abQvethe Pasadena Rail Transit Line.,.. Any CQnnectar option would need to be able tohandle this steep grade. Secondly, before and after events at Dodger Stadium.large numbers of people entering andexiting the parking facilities cause congestion and delay for attendees. Any transittechnQlogy must accomodate aLoading p enomenQn where up tQ 56000...Relsons enter or leaye the Stodlym wlthlo.,
..,:Q_brlef period of time before or otter eyentsA
Because of these factors, the access studyIdentified a selected group of representative route and technolQgy alternativesthat could functlQn over a short (approximately one mile) rQute In which elevationchanges of 225-275 feet are encountered.
ilL
The technologies examined Include shuttlebuses, autQmated guideway transit, lightroll transit, gondola tramways. walkwaysond escalators. Furthermore, each of theconnector alternatives was developed withthe gaol of supporting economic development potential In ond around the futuro Chinatown Roll Transit Station.
As shown on Table 1, the connector alternatives with the greatest system copaclties are the automated guideway transit(AGT) and light rail alternatives. These alternatives could provide a maximumcapacity of 18,000 passengers per hourfor on AGT system such as a six-car monorail train or 14,000 passengers/hour for a3-cor LRT train. This represents approximately 25-30% of a sold out event exitingDodger Stadium. Total travel time to College Street Station would be 3 minutes forAGT and 7 minutes for LRT. Waiting timefollowing events at Dodger Stadium couldadd up to 18 minutes to these travel times .Costs for a light AGT system are estimatedat $20-25 million. Costs for grade separated LRT are estimated at $50-55 million.
A gondola tramway alternative offeredthe lowest capacity of the technologiesconsidered. Systems similar to the Palm
OODGf~ STADIUM TRANS"
GRUEN ASSOCIATES
DODGER STADIUM TRANSIT ACCESS STUDY
GRUEN ASSOCIATES
Springs Aerial Tranmway could carry up to2.600 passengers/hour over the Dodger Stadium route. Travel time from Dodger Stadium to College Street Station would necessarily Involve long waiting times duringpeak events due to the lower system capacities of gondola tramways. An average travel time following a Dodger game.Including waiting time. would be well overone hour. Costs for a gondola tram system would be $12-15 million.
Shuttle buses. running as an extension ofRTD and DASH systems. could provide apeak event capacity of 7.200 passengerslhour. assuming 30 second headways. Traveltime to College Street Station would be 10minutes. although waiting time followingevents at Dodger Stadium could add upto 33 minutes to trip time. Capital costswould be minimal. as existing RTD busescould be dispatched from the DowntownCentral Bus Facility for Dodger Stadiumevents which generally occur outside ofrush hour periods.
Pedestrian Improvements. Including escalators from the bluff top parking lots ofDodger Stadium to an existing pedestrianovercrosslng of the Pasadena Freeway.could be linked to the College Street Sta-
lV
tlon via pedestrian walkways. Capacitiesfor a double-escalator. double-walkwayconfiguration would be 16.000 personslhour. or 29% of a sold out event at DodgerStadium. The major advantage of thissystem Is that there would be very littlewaiting for an escalator before or afteran event. and walking time comparesfavorably with other technologies whenwaiting times are accounted for. Costsfor this alternative would be $2 to 5 million.
A more detailed description of the alternatives is provided beginning on page 7of this document. A more detailed comparison of the alternatives is provided beginning on page 25.
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,1 • See Chapter 2.0 for discussion of technology. capacity. and route length assumptions .....
7,'::/X)' 550-55'"(1.4 miles) million
"-- -- -
TABLE
i[l>
CAPACITY ANDCOST COMPARATIVE
MATRIX
Assumes use of RTD &DASH buses. personneland maintenancefnclilties.
B1 requires gUidewayconstruction to naltengrades at freewaycrossing.
NoleS
Some grading requiredto flatten grades alongStadium Way South.
length of escalator Is600 feet with 200 feet ofelevallon gain.
Roosevelt Island AerialTramway costs escalatedfrom 1975 costs of 56.25million. The length of theRoosevelt Island tramwayIs 3.100 feet.
512-15million
52-5million
minimalcapitalcosts
520-25'"million
--_.--- ...._...--._-----
On!"r ofMagnitude
Costs
2.800'(.53 miles)
A 1 : 7,50rJ(1.4 miles)
A2 = 8.500'(1.6 miles)
A3 = 9.'::/X)·0.8 miles)
Bl = 4AOO'(.83 miles)
B2 = 4.300'(.81 miles)
600' (escalator)4.500' (.85 miles)
(stadium to station)
110111"
Lenglh·(i-WilY: SladiumMid-Slalion 10
Fasadenll Line)
nutes
nutes
nutes
nutes
hutos
lin~t
ing. &I Timesadena
ne tt *
~.._~. ---------~---- ----
P"uk Exilin~ I~xi
Dodgcr Sladium Capacily BoardRoule Mode/Assumptions persons/hour· Trave
(% of Dodger 10 FaStadium capacily) Li
Shullle Bus
A • DASH or RTD 7,200 I hour 43mledenslon (13% of capacity)
• f:IJ persons I bus• 3D-second headway
AGT Shullle
B • grade separated 18.000 I hour 17m• double guideway (32% of capacity)• 9O-second headway• 6-car trains
--_.- ~
LRT Spur
C • grade separated 14.000 I hour 25ml• double guideway (25% of capacity)• 3-mlnute headway• 3-car trains --_.-
Gondola Tram
\) • 2 125-passenger car_ 2.800 I hour 92ml(5% of capacity)
1------- -_.1------ --
Escalator:
Escalalor/Walkway 16.000 I hour(29% of capacity)
E 23mlEscalator + stairway:
24.000 I hour(43% of capacity)
'--- -- ---------
i}
ij
.. Total time to move more than 4.000 riders tram Dodger 5tadlum to Pasadena Une following an event.(See Table 3. Section 3.2 for discussion of exiting. boarding and travel times.)
••• Costs are typical per mile costs for aerial gUideway systems. Costs are not Included tor stations. rollmaintenance and storage. 5uch ccmltal costs should be considered order-at-magnitude costs for Initialcomparison of alternatives only. Ft, Iher "ngtneerlng and route refinement study Is requlrf'd for moredetailed cost estimates.
lOS ANGElES COUNTY
rRANsPORTATION COMMISSION
GRUEN ASSOCIATES
GANNETT FLEMING
II
GRUEN ASSOCIATF.S
~ I
h
Dodger stadiumParking Enlrances
Elysian Park
Chinatown
LA UnionPassenger Terminal
Downtown CBD
FIGURE
I[]J
LOCATION MAP
LOS ANGELES COUNTY
TRANsporHATION COMMISSION
KEY-t>,,1~';'1-1---"-';1
A
GANNETT FLEMING
v ~
_____• -----1
1.01.1
"fill ,'OS,.; Ii N I) N,.; f: I)
FOIl TilE "IIOJEeT
PUOJECT BACKGUOOND
DODGER STADIUM TlU\NSn ACCESS SlUDV
Dodger Stadium Is a notionally known56.000 seat baseball and multi-functionsports. concert and outdoor exhibitionfactllty located In Chavez Ravine north ofDowntown Los Angeles. The Stadium wasopened In 1962. to provide a new homefor the Los Angeles Dodgers baseball franchise. which had recently relocated toLos Angeles from New York and had beentemporarily playing In the Los Angeles Memorial Coliseum at Exposition Park. DodgerStadium plays host to at least 81 majorleague baseball games per year betweenAprtl and October as well as numerousconcerts and exposition events. Recentevents. In addition to baseball. have Included G rock concert by David Bowie.religious gatherings. and a RecreationalVehicle & Boot Show. Annual attendancefor baseball Is greater than 2 million spectators.
As shown In Figure 1. Dodger Stadium Is located on a blufftop overlooking Downtown Los Angeles and Is well served byhighways (Pasadena. Hollywood andGolden State Freeways) and arterial roadways (Stadium Way. Academy Rood).During events at the Stadium. the publicis directed Into parking lots at five different access points. Parking Is provided for
upwards of 20.000 vehicles In parking lotssurrounding the Stadium.' Additionally.charter bus parking is prOVided at a central location within the parking lot area.
, Estimate Is based upon• 175 acres of surface parkIng at 350 sq. ft.! vehicle.
GIlU(N ASSOCIATES
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2
GANNETT FLEMING
LOS ANGELES COUNTY
TRANSPORTATION COM MISSION
GRUEN ASSOCIATES
FIGURE 2
(D
TRANSIT CONTEXT
_ Metro Blue line(Long Reach segmentopens 1990)
(Pasadena segmentopens 1998)
DASH "Roule B"
- Metro Red Une(opens 1993)
KEY
_ RTD Route #635
Ij
Transit service In the vicinity of DodgerStadium Is provided by SCRTD via surfacebus routes In Chinatown and Elysian Pork.As shown In Figure 2, this service Is supplemented by DASH service (Downtown AreaShuttle) and three new roll transit proJects scheduled for completion between1990 and 1998.
Dodger Stadium Is located one mile westof the adopted route of the PasadenaLight Roll Line. This project Is scheduledfor completion In 1998 with a station to belocated In Chinatown, near the Intersection of Spring Street and College Street.Since a Dodger Stadium Station was notpossible along the Pasadena Line route.alternative means of connecting DodgerStadium to the future Pasadena L1no railtransit station have been analyzed In thisreport. In addillon, tho Motro I~od L1no.serving LA Union Passenger Terminal(LAUPl), Civic Center, 5th & HIli, 7th &Flower. and Wilshire & Alvarado Is scheduled to open In 1993. Metro Blue Lineservice between Downtown Los Angelesand Downtown Long Beach opened forservice In July 1990. RTD has recently commenced service on LIne #635. which provides service between the Metro Blue LInePlco Station and Dodger Stadium. Directconnection by RTD buses Is provided start-
3
Ing 2 1/2 hours prior to each game and 15minutes following the end of a game.
DASH service has been expanded In thedowntown area with two routes. Route Bpresently runs along Hili Street and NorthBroadway In the vicinity of Dodger Stadium.
Providing transit access to persons attendIng events at Dodger Stadium will be theprimary purpose of the Dodger StadiumConnector. The connector would easetraffic congestion before and after eventsat the Stadium and could attract additional attendance to these events byproviding convenient access from Chinatown. downtown and the rest of the metropolitan region for thoso who cannot ordo not wish to drive to the ballpark.
DOOGFR STADIUM mA.NSIf ACCESS STUDY
GRUEN ASSOCIATES
FIGURE 3
0)
CONNECTOnALTERNATIVES
lOS ANGELES COUNTY
TRANSPORTATION COMMISSION
GRUEN ASSOCIATES
GANNETT FLEMING
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1.2 rUOJECT ALTEUNATIVES
A major constraint to the provision of transit service to Dodger Stadium Is the hillyterrain surrounding the Stadium bluff toplocation. Dodger Stadium Is located between 200-300 feet above the surroundIng urbanized areas. and any connectorroute would need to negotiate the steepslopes on the south and east faces of thebluff top parking area. Several alternative routes and technologies were examIned to determine their ability to serve astransit connectors between the DodgerStadium and the Pasadena Line. As shownIn Figure 3. five generic profile and technology options were Identified for study:
Route AShuttle Bus Service: An at-grade bus shuttlethat would provide service between theCollege & Spring Station and the loop roodof the Dodger Stadium parking lots. ServIce would either be direct from downtownvia DASH. or via the College & Spring Station where transit riders would change fromLRT to shuttle buses.
Route BAGT Shuttle: An automated gUidewaytransit shuttle that would provide servicebetween the College & Spring Station andDodger Stadium via either Bernard Street
5
or Cottage Home Street and Stadium WayEast.
Route CLRT Spur: An elevated spur track from thePasadena Line that would allow LRT trainsto be diverted from the Pasadena line Inthe vicinity of the College & Spring Station to provide service to a Dodger Stadium Station via an elevated guidewayalong Bernard Street and Stadium WaySouth.
Route DGondola Tramwav: Similar to the PalmSprings Aerial Tramway, this alternativewould utilize on aerial cablecar systemthat would travel from the future CentralCity North Area. via Radio Tower Hill InElysian Park. to Dodger Stadium. Such atransit mode would tend to serve as avisitor attraction In Itself because of viewsof downtown Los Angeles. Dodger Stadiumand Elysian Park.
Route EEscalator: A pedestrian connection fromthe College & Spring Station through Chinatown and above the Pasadena Freeway to an escalator and/or stairway thatwould provide vertical connection to theDodger Stadium blufftop parking lots.
DODGER STADIUM TRANSIT ACC£SS STUDY
GRUEN ASSOCIATES
FIGURE <I
il}
ALTERNATIVE ASHUTTLE BUS
lOS ANGELES COUNTY
TRANSPORTATION COMMISSION
GRUEN ASSOCIATES
GANNETT FlEMING
2.02.1
ROUTE ANIJ TECHNOLOGYALTERNATIVES
ALTEUNATlVE ASHUTTLE nus CONNECTons
DODGER STADIUM TR'ANSIT ACCESS STUDY
Shuttle bus service Is currently providedfrom downtown Los Angeles to North Broadwoy and Hili Streets near Dodger Stadiumvia LA Department of Transportation DASHbuses. These buses run approximately everyten minutes (more frequently In the midday hours) from 6:30am to 6:30pm Monday-Friday, and every 15 minutes fromlO:OOam to 5:00pm on Saturdays. The DASHshuttle fare Is 25 cents. These buses runnorth bound on North Broadway, turn weston College Street to Hili, trove I north onHili to Bernard Street which Is the end ofthe line. After layover along Bernard Street.DASH buses return to downtown via NorthBroadway.
As shown In Figure 4, extension of DASHshuttle service to Include Dodger Stadiumwould be possible via a loop that would
proceed up College Street to Stadium WaySouth, along the ring rood of the DodgerStadium parking area and back downStadium Way East to North Broadway. Sucha loop could provide service from theproposed College Street LRT Station onthe Pasadena Line as well as direct servIce from downtown. During peak trafficperiods at Dodger Stadium an alternateroute down the hili could be utilized alongSolano Avenue that would ovoid heavytraffic congestion at Stadium Way East.
The one-way route length to the mid-pointof the loop roadway Is 7,500 feet via Stadium Way South, 8,500 feet via StadiumWay East and 9,500 feet via Solano Avenue. The steepest grades occur alongthe Stadium Way East segment wheremaximum grades of 7%-8% exist.
DASH Shull'e'City Depar/men/ 0/r,an.po,/allon .hull/e.hav" bflf!Jn very .tlC-c" .. /ul In p,ov/dln",,,rvlcfI 10 Down/own10. An"e'", and o/h,,'ar"a. 0/ /hl> Clly.
.-------------------------~-----------------------------.
Route A - At-grade Shuttle Bus via Broadway-Stadium Way East
575 fl.
475 It.
Ott.
Shuille Bus Palh
2.500 It.
7
5.000 It. 8.50011
Gf.lUFN ASSOCIAT[S
DODGER STADIUM lRANSrT ACCESS STUD'"
GRUEN ASSOCIATES
NQrth BrQadwaY at Bernard Street:DASH Shuttles currently layQver Qn Bernard Street between NQrth BrQadway andItill Streets.
Stadium WaY East crQssinQ of Pasadenafreewqy:Access to Dodger Stadium is CUI rently prQvided via Stadium Way East. This viewshQWS the undercrQssing Qf the PasadenaFreeway.
8
DQdaer Stadium principal entrance onStadIum Way East:The principal entrance to Dodger Stadiumis from the east at the Pasadena Freeway.Direct freeway ramps converge on thisentry which Is heavily used during theperiods Immediately before and afterstadium events. The high-rise structuresof dQwntown Los Angeles are seen at theupper center of this photo.
Dodger Stqdlum frQm parklog IQt #32:Terraced parking Is provided along a circular rlog road surrounding Dodger Stadium. Transit buses could pick up/discharge passengers along this ring rQad.or conversely. a single transit stQP CQuidbe provided at a central 10catlQn in theparking area.
9
DOOGER STADIUM TRANSIT ACC[SS STUDY
r;RUEN ASSOCIAlfS
FIGURE 5
oALTERNATIVE B
ACT SHUTTLE
LOS ANGELES COUNTY
TRANSPORTATION COMMISSiON
GRUEN ASSOCIATES
GANNETT fLEMING
------------------ ---._-----~-_.
---------- -------------- DODGER STADIUM tlMNSfT ACCESS STUDY
2.2 ALTEUNATIVE nA(;T SHUTTLE
I ho most direct conneclor allornallvebetween the Pasadena Line and DodgerStadium would be via an Automated Guideway Shuttle that would run bock and forlhalong Stadium Way East from Ille fulureCollege Street Roll Transit Station to DodgerStadium.
Collago Home Strool 10 cross above thePasadena Freeway. along Ihe edge ofStadium Way East to Dodger Stadium. OnceInside the Dodger Sladium parking area.the AG I line would run along the looproadway with several station stops to allow pick-up and drop-off.
Various types of AGT technologies arepossible for this route Including monorailsystems. rubber tired people mover. andsteel-wheel systems. A discussion of thevarious AGT technologies Is Included InChapter 3 of this report. As shown In Figure 5. two alternative routes are possible;B1) from the College & Spring Street Slatlon along Bernard Street to croSS abovethe Pasadena Freeway. along the edgeof Stadium Way East to Dodger Stadium;or B2) from the College Street Station along
Because of sleep slopes along StadiumWay East. light raillransit technology. whichIs being used on the Pasadena Roll Line.could not be used for this route. Maximum grades for lighl roil are approximately 6% and grades below Dodger Stadium on this route exceed 7%. Othertechnologies however. such as certaintypes of monorail can accommodatesteeper grades than light rail technologyand would therefore be more appropriate if this route were selected. Light
AGT Shu/lie'Th" Dllneywofld monololl In Ollando, floridaI. a Iyp" 01 AGT lechnology Ihal plovlde..huille '",vlce betwe.n ho/et. and actlvlIy e"n/e" wllhln /heamulemenl park.
lU..LLSmoolhlng 01 glade. 10reduce ,'ope, fo,allelnal/ve B I 10 I" ..Ihan /5" would le.ullIn a lelal/vely hlQhgUldttway .tructur6 onS.rnard 51,,,.1.
5.00011.
[8] DODGER STADIUM
L.""",,~~~
2.500 ft.
Elevated Rail Path
Route Bl - AGT Shuttle Guideway via Bernard Street-Stadium Way East
ofl.
575 fl.
475 ft.
Totol lenylh - 04..300 feet
375 fl. Elevalion Change - 2251,,"t.'.lRT Maximum Grode 15%
~;~~~0~==::~. :.:-=::r::I:J::~::i:~::l:J::~::i:j::i:J::I:'::D-=I':;.:;.~~2li· J·i.2~·. _0_--------- ....7.500 fl.
GRUEN ASSOCiATES
11
DODGER STA.DlUM TRANSn ACCESS STUDY
II 0 ul, B I'thl. vl.w look' w •• 1
Irom Norlh Broadwayalollg B.rllard S'r •• '.
All .'.val.d guld.waywould rUII olollg Ih.
e.lIl.r or .,d. of B.rliard Slr •• 1 wh'r' /I
would lurll 10 Ih. rlghl10 ero" abov. 'httPa.ad_na Ft •• wuy.
th. bluff/op parking101. of Dodg.r Sladium
can b • ••• n In Ih.upp.r rlghl of Ih.
ph 0 I o.
GRUEN ASSOCIATES
monorail and other AGT technologies cangenerally handle grades of up to 8%-10%.which would make it possible to climb the225 feet tram the College & Spring StreetStation to Dodger Stadium over the 4.300foot length of this route. Mag-lev technology. such as the M-Bahn. MagneticTransit of America prototype vehicle. canhandle slopes of up to 10%. althoughpractical applications of this technologyhave not been made to date,
Under this alternative. the guideway wouldbe totally grade-separated. The columnscould be placed either In the middle oron the side of the street and would displace at least one traffic or parking lanefrom the street. Conversely. straddle bentswould be utilized as the guideway support with no traffic lanes taken. but property displacements would occur on bothsides of the street. The crossing of the
12
Pasadena Freeway would require thatcolumns be strategically placed reSUltingIn a relatively high structure above theChinatown segment of the route. RouteB2 is slightly shorter and more direct thanRoute B 1. however Route B2 Is adjacentto Cathedral High School and numerousresidential structures. Route B1 Is slightlylonger. however adjacent properties alongBernard Street are generally vacant orused for commercial purposes,
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Roule Bl'
AI 'hit 'nl"f,ecllon o(
Bernard Street and IhftPa,adena freeway. Ihrt.'flvnl.,d rJ,,'rl.woy
would ''''" 10 to/lowthe northbound DodgerStadium off-ramp, 'een01 Ihe "ghl 01 Ihepharo. Th" guld"waywould climb cd a 6% 10JO% grad". In order 10gaIn 225 I""r 01 "',,valion belwlIJen No,th'roadway and Dodg~,
Stadium.
R.12 u,,, BLirhl. vlllPw look. 'owardDodger Sladium ",omNorth Broadway olongCottage Home 5', •• 1.The no,Ihbound DodgerSladlum ott-tamp from'he Pa.adflna Fretftwaycan be .een again"Ih" blull backd,op. Anelevated gllidewaywould run along thecent"r or .Ide of Collagff Home SI·eel andwould lur" 1o the rightto (o"ow the t, ..Utwoyoff-romp up 10 DodgfIJfS I a d I II 1Jl.
AI the '"ffJf.ecllon ofCol/ag" Hom" 51,e,,'and the Pa.adenafreeway the elevaledgUideway would cro,.over Ihe PasadenaFrRewey (Ieen In thecenle, 01 'hI' photo)and }oln Ih" no,lh,bound o"~ramp, n' tilelell 01 Ihe photo.
FIGURE 6
1[1>
ALTERNATIVE CLilT SPUIl
lOS ANGElfS COUNIY
TnANSPOIHATION COMMISSION
GRUEN ASSOCIATES
GANNETT FLEMING
14
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DODGfP srADIIIM '~AN5n ACCESS srUDV
~ 2.:1 ALTEnNATIVE C
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A spur track from the Pasadena Line wouldbe possible to serve Dodger Stadium. Asshown in Figure 6. such a spur track wouldbranch north Of College Street to crossabove North Broadway and run alongBernard Street. At the Pasadena Freeway. a long-span structure would be required. The aerial guideway would climbalong the south side of Stadium Way South.Near the Sunset Boulevard entrance toDodger Stadium. the structure would curvealong the backside of the south parkinglot and cross over Stadium Way obliquely.crossing Into the Dodger Stadium parkingarea. Once Inside the Dodger Stadiumparking area, the LRT spur line would runalong the loop roadway with several station stops to allow pick-up and drop-off.
At 7.500 feet in length. fllis alternative isamong the longest of the alternatives conSidered in this report. The greater lengthis necessary to accommodate the climbing characteristics of light roll technology. While this greator length adds tocosts for this alternative, the use of thesame technology as is being used on thePasadena Rail Transit Project providesefficiencies In the service and maintenance of vehicles. Additionally. operational fleXibility Is afforded wl1ereby extratrains could be added to serve specialevents of Dodger Stadium. It would evenbe possible for special "oxpress· trains torun directly to Dodger Stadium from various parts of the rail network.
LRT Spur'rhe> Me>/ro SlUr> Un ..which cU(fenlfy run,betwee" Downtown Lo,AngelO'. and longaeach hOI 'everatprorltt IRparuted .,o~
lion. and "f6el cro.,Ing .. Such grad.·,eparatlon would beneee,.ory along a .pur'rack rervlng Dodge,Siad/um.
tlJli'l~Lflr If.tchnology canhandll!f maxImum ,'opl!f'up 10 d~. Th"ftt/Of.,.om •• /ope modll/calion. would be f.qu/fed10 malnlaJn a conllnn'grade or Ie,. Ihan d%..
DODGERSII\IJIUM
~
2,500 (t.
Roule C - WI Spur via ncrnord SlrcclSlocJiurn Way Soulh
Orl.
575 (I.
';~N =7~~~'"T~8~~;r;ml~::!:,~:";~;j:~,·.275ft. --------. - --~. --'-~~
5.0ll0 fI. 7 .~)(X) rI.
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[IOln,1 n ~IAl"Ut.4 lUAN511 ACU:SS :iflJl)'f
Roul, C'ThIJ vIew look. norlh
al Dodger Sladium IromIhe ad/acenl bluff,alonp Flgu~,oa T.,,ace. Sladlum Way
We,' climb' lowa'd IheSladium I,om Ih. right
QI Ihe photo whe,e IIpa,,~. the US NavalAtmory campI" .. andthe Dodge' StadIum
flckel olflce.
GI-lU'=U ASSOClATfS
16
I
~
,I
:~
I~
!~
ifJ
._-----------------
11
DODGE~ STADIUM TIlANSrr ACCF$:, SrU[)V
11...2.Jl.U---.J;~
AI 'he lorl 01 Ihephoto. the Sunse'8ou'~vo,d entrance ,0
the Sladlum parking101, can be .sen.Roul. C woUld followStadium Wnr and wou'dcro •• above the .'fe6110 IIIJ'er the Stadiumparking loll.
R IJ f fJ 1\ s: S 0 ,- I /I. I r ~
FIGURE 7
Q0
AL'I'EUNATIH ()GONDOLA TUAM
lOS ANGElETflANSPOIH S COUNTY
ATIO..N COMMISSION
{;UlIf.N A550CIArt:S
GANNETT FLEMING
f
I.
DODGER STADIUM TRANSfl ACCfSS STUDY
Ij
i~.
2.1 ALTEIlNATIVE n(; 0 N nOLA TIt-HI
The City of Los Angeles Planning Department has identified major re-use potential in the ·Cornfield" railroad storage yardsadjacent to North Broadway. along theroute of the planned Pasadena Rail Transit Project. As a part of Initial planning forredevelopment of this area. conceptualsketches Illustrating posslbte future see·narlos for the area show a gondola tramway connecting the heart of this redeveloped area to Dodger Stadium.
As shown in Figure 7. such a tramway couldrun from a central location in the plannedCentral City North Development Area tothe top of Radio Tower HIli in Elysian Park.and then across the volley formed betweenf?adio Tower Hill and the bluffs of the DodgerStadium Parking area. A mid-station stopat Radio Tower Hill would open up thislittle used portion of Elysian Park to greaterpublic use and at the same time. provide
a scenic view point. picnic and recreation area. The closest application of atechnology such as this In Southern California is the Palm Springs Aerial Tramwayat Mt. San Jacinto, This system utilizescable cars accommodating up to 80 persons and move up to 400 persons per hourto the top of a 6.000 foot incline. A moreurban application of this technology isthe r?oosevelt Island Aerial Tramway in NewYork Cily. This system was constructed In1976 and moves 1.500 persons per hourbetween midtown Monhallan and Roosevelt Islanet in the middle of the East River.Many ski resorts utilize smoiler. 4-8 persongondola cars than run in a continuousseries, Systems such as 1110 8 person gon·dolo at Steam boot Springs. Colorado canaccommodate up 10 2.IlCHJ persons perhour,
rwo obvious problems are: 1) accessibil·
I
5ZJ>JU1.9_LiL.J_L11..ill.ll'Jl.J'.1SkI ''0'10'' technologyhOf boen adopted 10amusement parle andurban application'.uch ul 1he PalmSprings Aerial Tramwayand the Roor9vtJII"'and AerIal rramwayIn New York City.
. RaGle 0= Gondola tram via Radio rower Hill
------.]/JlXlfl.
" . -- -_. -··1 -- .-
!>.!}()(lfI,
loIn! IYllV'h . ? .non fee'!
[iovoliull Chl-Hln(~ ?~'7 1,,/'1
M'l'l(i!l\l)ll,Cf("j.~ ~,n'x,
2.500 ft.
................
.-----Gondolo !'<Jlh
tA:-...l.----- ~0 DODG[IISIAIJIUM
~
ort.
575ft, -
475 ft.
375 ft,
sTklj~N[5<J275 ft.
': P II l II 1\ r, ~ " r I " ! r
FIGURE 8
Q]l
HTEHNATIVE EESCALATOH WALKWAY
CONNECTION
lOS ANGELES COUNlY
rl~ANSPORTATION COMMISSION
(.;RlJEN ASSOCIATES
GANNETT FlfMING
20
DODGER STADIUM JRA,N~" ACCESS STUDY
'i
Ily 10 lho Individual tower support locations, and 2) whether the soli bearing capuclly UIlt! rrlclloll roslslUllco will L>o oroutenough to support the tower foundations.
Several towers and foundations will be reQuired. Also, the structure at the beginning of Ihe aerial Iramway localed In Iheexisting rail yard will have to be a sizeableslructure In Ilself to keep the maximumclimbing grades to a minimum and provide adequate clearance over North Broadway. In order for this technology alternative to connect directly to the PasadenaLos Angeles Rail Transit Project, a newstation would need to be provided in thevicinity of North Broadway and the foot ofRadio Tower Hill.
2.5 ALTEHNATIVE E
ESCALATOH IWAJ,KWAY
Before and after events at Dodger Sta-
dlum, largo numbers of poople 'enterlngand exiling the parking facllilles causecOlluos1lofl und doluy ('.lI ullolldoos. Adrawback with any transit technology Isthis peak loading phenomenon wherebyup to 56,000 persons seek to enter or leaveDodger Sladium within a brief period oftime before or after evenls, Any technology used will develop Queues with peoplewaiting to board trains. buses. or simplyexit Ihe parking 101 in Ihelr cars. Becauseof this wailing lime, many attendees wouldprefer to walk some distance rather thanwait in lines, Because il Is less than onemile from Dodger StadiufTl to Ihe CollegeSlreel Roil Transil Slalion, many peoplecould reach the station on foot followingmajor events faster than they could beconveyed by transit. For these reasons,this alternallve provides high-capacity vertical circulation to assist pedestrians withthe 280 foot grade change between DodgerStadium and the Pasadena Line Station,
Dodger StadiumflcalatQ"E,calato" a,q pfe,-ently uled al Dodgo,StadIum to tran,portIan. "om differentlevel' of 'he tt.u,acIJdparking '01 .. AddlIlonal ule or luchfllealalo" would provldtl " hlgh-cap"cllypodollflan roule betwero" the Pej,e1donaRail LIne and DodgerStadIum.
lolul Lei 'gth 4,~>OO feel
flnvolioll Chollge - 2BD ff't.(~1
1'1.11 Ilcir lJur II Cl(ll I.. 31')%
2,500n.
-_._ ....._----_._-----
Route E- Escalator via Chinatown-Lookout Drive6(U 111.1 t8J DODGlil SIADIUM
EscuJalor Palt>37.5% max. grodo -~---...
(3: 1 overull)
Oft.
575 fl.
475 n.
375 ft.
sIA:~)N[8J275 n -t:::::;=-:~.:i..:~.:i..:====Z=:.:.:,;.:i.:.~:i.:.~~~:..:.;~:..:.;~· I--------~- _._ ------f
5.000 n. 7,500 fl.
r1I
Ij
'I
ij
'; I
{H)[H,! [f :>[A!IIUM [ilArJSIl A,CCF.S.5 SltJOV
Perhap, Ihe be,' vIew.01 down/own (0' ~ng.
/6' ar. 10 be hod (romDodf}'" Stadium. rhl.vle-w look, .0uJh (10m
th e e d f}e at theblulltop parking lot ••acro.' the Po. adena
Fr."way and the exl.,lng pede. Irian OVfJr~
cfo,,'ng. toward Chinatown and Ihe CIvIc
Center or.a. Alternalive /loute E would
provIde acce .. up Ihl.hl/I.,d" Irom Ihe p,,
de.'rlan ov.,rcfo •• 'ng10 allow ped9.IrJan
acee •• Irom O.ASH.hulll". and Ih" Pa.ad
flna lln_.
GRU[N ASSOCIAIES
but allows them to walk or be conveyedon elevated moving walkways for the remainder of the route.
As shown in Figure 8. an existing pedestrian overpass above the Pasadena Freeway is provided at Bernard Street. It isless than 800 feet from this pedestrianbridge to the bluff top edge of DodgerStadium parking lot #32. however there isa 200' rise in elevation over this samedistance. Similar to the historic Angel'sFlight inclined railway. an inclined escalator could provide automated pedestrian transport over this distance. Two 48"wide escalators would have a peak capacity of over 16.000 persons per t)Our.There is also very little waiting with thistechnology. thus allowing crowds to disperse qUickly following events. At thefoot of the Dodger Stadium hill. pedes-
22
trians would have a choice of routes between the pedestrian overcrosslng andthe College Street Rail Transit Station. Anelevated walkway above Bernard Streetcould provide a automated walkway connecting directly to the roll transit station.Conversely. pedestrians could be directedthrough Chinatown where numerous restaurants. shops and pedestrian ammenlties are provided. A further option wouldbe to take a DASH shuttle from this pointdirectly to downtown.
The total length from Dodger Stadium tothe College Street Station would be 4.500feet under this alternative. with an average walking time of 13 minutes. This Iscomparable to other alternatives such asLRT and AGT where waiting times duringpeak periods increase travel time. Also.passenger waiting following a game Is
i!
psychologically perceived as being threeto four times ionger than actual waiting
time,
DODG[R 51AOIUM IIU1.NSfi II.CC~SS SJO!J'I'
",
Ij
Ii
,i
j! i,j "'§D
r~
·i
.i
'!
'1
'I,j
1~
I~
.cj
~
"
rh,., ~xl.tlng 8BfnardSI,oel pede.lrlan OV(f(
croJ.lng of the Pa,adenD Freftway It '&en Inthis view. 'he 011&1
cro.,'ng could beImproved 10 p,ov'd~ abelter, more Inle,e,','"g wnlldng (tnvlronmen' thaI would connecl 10 an •• coldlor/parkway conn.cllort 10Dodge, stadium on 'hooppo.lte .'de o( rhePo, adena Frtl9way.The blu/flOP Dodge,Siad/um pa,klng /01.org .ilJon 01 thfJ upperrlghl 0' /he pholo.
( I ' I I ";
TRANSIT AC(;[SS STUDYOODGfR STADIUM
Route E"d (I.Irla n
F,om Ih"..~:g 01 Ih"ov.rcro Freeway. an
I'a.ad"na Iml/a' 10 Ion-alolof' n Sunkef".e"". "'f/hl '~Vld" p,,_
~ III c a u I d e~ ".. I a I h "",'an a Siadium
d.. DOdg<l~~'ng 101 ..blulliop p" land.cap-
pa,k.llk uld p,o-10 Ih"m" wo 'h"Ing walkway up woy
V'~7, a Such a w"aC:kWllhh . b" d""gn I"w-
eou,~"" <Ifea. ;'p~cnlcpolnl. on ould be
area"ha:oCStadiumu."d P"O~h .. walkW~~eventJ. been d
.hown h~' malnlaln"fined O"d_acce._
h ndleapp .,op ....a ./b I ..
KEY
I Stairways111111 Escalators
-~DGER PARKING.
G RUE N ASS 0 r. I ATE S
24
____c ~c _
DODGER STADIUM TRANSrT ACCESS StUDY
3.0 IJEVEI.OPMENT AND INITIALSCl(EENING OF ALTERNATIVES
The previous chapter described a selectedgroup of technologies that can provideautomated transit connection betweenDodger Stadium and the planned Pasad·ena Rail Line. The alternatives presentedwere chosen to represent a range of possible solutions. This chapter broadens thediscussion to discUSS a family of transittechnologies that would be possible toevaluate In future route refinement. environmental and engineering studies. Thechapter also provides additional discussion of the key factors affecting the selection of a technology to serve DodgerStadium.
3.1 TOPOGRAPIlH: CONSTUAINTS &
DOWNTOWN CONNECTIONCOMPATIBILITY
Perhaps the key factor in the selection ofa technology to serve Dodger Stadiumare the steep slopes surrounding theDodger Stadium parking lots that wouldeliminate many types of transit technology from consideration at the outset. Anytechnology to be considered for furtherevaluation would need to be able to climbgrades In excess of B% over theshortest and most direct route to Dodger
25
Stadium on Stadium Way East. or over 6%for the longer. more gradual grade alongStadium Way South.
A second Important consideration in theselection of any technology for furtherevaluation is the ability of that technol·ogy to interface with other transit systemsthat are existing or are being planned forthe downtown area. The ability to connect Dodger Stadium to downtown LosAngeles directly has been mentioned Inseveral planning stUdies dating from theDowntown People Mover in the early 1980'sthrough current planning for the BunkerHill Transit Tunnel/Downtown Circulatortransit system. Technologies currentlybeing evaluated for Downtown range fromsimple sidewalk Improvements and movIng sidewalk facilities. through coble driventechnologies. rubber-tired automatedsystems (as have been used In many airports). steel-wheeled systems and advanced technology such as monorail andmag-lev systems. The following tableprovides a summary of the key characterIstics of these systems and their generalsuitability to the topographic requirementsof the Dodger Stadium connection.
GRUEN ASSOCIATES
'---__ • L.. . -'- . , _
26
---------------- ----------~-------
ti
~
~
~
F
--- ~
~
~
r:~
I!
f
~
~
~
~
~
~
~
I!
t
~
~
~
..
8%
12%
6 .. 8%
SO%+
MaximumGrndes
10%
15% (Sidewalk)50% (Escalator)
50
so
15 .. 20
2
20 - 7020
30 - 50
MaximumSpeed (mph)
100·20.000
9,000
20.000
3.000 - 15.000
3.000 - 10.000
7.000 . SO,OOO3.000
Typical Capacity*(I'a.senger. I lIour) .
MagneticLevitation
Rubbor-Ilrod
Coble-Driven
Monorail:Top-RidingUnderslung
Technology
Sf 001 Whool fLight Roll
Moving Sidewalk fEscalator
GRUEN ASSOCIATES
LOS ANGELES COUNTY
TRANSPORTATION COMMISSION
GANNETT fLEMING
TllIhle adapted (rom lIu.nker Ifill
1'ranJIt S.udy; rholf~ 2, LA DOT,LACRA, Sehimpeler-Corre.dinoAuociale./Delon Hamplon &A..ndale., June 1990.
TABLE 2
oKEY CIIAHACTEHISTICS
OF TRANSITTECHNOLOGIES
(UNDER CONSIDERATION FORDOWNTOWN I.OS ANCEJ.[S
DISTRIBUTOR SYSTEM)
*' Capacilie. b8lled on 3~minule headway. (or applicable lechnologiu.
Moylng Sidewalks/Escalators: Moving sidewalks are used at major airports to convey passengers between the terminal andboarding gates. They are also used at theHollywood Bowland at shopping centerssuch as the Beverly Connection In WestHollyWOOd to convey passengers from parkIng areas to shopping and activity areas.Escalators are used outdoors In DowntownLos Angeles along the skybrldges and plazas near Arco Plaza. the Bonaventure Hotel and the new First Interstate Tower. Theyare also used at many transit systemsthroughout the world Including the futureMetro Red Line stations In Downtown LosAngeles. Outside escalators are also usedat Dodger Stadium to convey fans fromdifferent levels of the terraced parkingfacilities. Such systems operate continuously at about 2 miles per hour and because of their continuous operation. cancarry large numbers of people. The actual capacity depends on the width ofthe walkway Installed but ranges between3.000 and 10.000 people per hour for eachwalkway provided. Moving sidewalks havelimited applications for climbing gradeswith a maximum slope of about 15%. Escalators routinely handle 2: 1 slopes exceeding 50%. Such a system has beenIdentified as Route Alternative E In thisstUdy.
Rubber-TIred: Typical rubber-tired systemsrun on a dedicated right-of-way that Isusually elevated In urban areas. Vehiclesrange In size from small minibus size tostreetcar size and can usually be linked
27
Into trains of several cars to Increasecarrying capacity. The most commonapplication to date has been at airportsto serve remote terminal and boardingareas. Capacities range from 3.000 to15.000 passengers per hour at speeds ofbetween 30-50 mph. Such a technologycould be used under the Automated Guideway Transit Alternative B In this report.
Steel Woeel Rail: Both the Metro Blue Lineand Metro Red Line are steel wheel systems. The Metro Red Line Is defined as aheavy-roll system utilizing large. heavyvehicles running on full weight ralls. Heavyroll systems would not be appropriate toserve Dodger Stadium because of slopelimitations associated with this technology. Light roll systems. such as the MetroBlue Line currently running between Downtown Los Angeles and Long Beach. havelighter vehicles and lighter weight tracks.They run at slower speeds. and are capable of negotiating tighter turns thanheavy roll systems. The future PasadenaRoll Line will be such a light roll systems.Maximum climbing grades for light andheavy roll systems are about 6% for practical applications. This would precludethe use of this technology along StadiumWay East at Dodger Stadium and wouldnecessitate the longer route along Stadium Way South described as the Route Calternative In this report.
Monorail: Southern Californians are familiar with monorail technology as one ofthe earliest applications was at Disneyland
DODGER STADIUM TRANSIT ACCESS STUDY
GRUEN ASSOCIATES
DODGER STADIUM TRANSIJ ACCESS STUDY
GRUEN ASSOCIATES
In the late 1950·s. Since that time. monorail technology has progressed. and although only the Seattle World Fair andDlsneyWorld monorail have been built Inthe United States. over 40 miles of urbanroute service Is currently In operation InJapan. This technology requires approximately 1/3 of the structure of comparableLRT and rubber-tired elevated systems because of its relative light weight. Monorails can be configured as either top-riding or underslung. Top-riding monorailsusually utilize a concrete or steel box beam.with a rUbber-tired vehicle riding on topand guide wheels at the sides. Underslung monorail systems are similar In appearance to ski resort cable cars. with vehicles suspended below a single slendersteel track. Vehicle size can range fromsmall 'personal" vehicles through heavyroll size cars. Train capacity ranges from7,000 to 50.000 passengers per hour atspeeds ranging from 20 to 70 mph. Medium capacity monorail systems cangenerally climb grades of 10-12% whichwould make them appropriate for use atDodger Stadium along the shortest, mostdirect route along Stadium Way East. Sucha system would be suitable as an Automated Guideway Transit (AGT) AlternativeB In this report.
Magnetic Leyltation: The 'M-bahn" system in Germany is currently the onlyapplication of this technology althoughprototype systems have been demonstrated for several years. Mag-lev technology utilizes electromagnetic resistance
28
-----_.----------
to hold vehicles above the guideway.thereby providing smooth. frictionlesstravel. Mag-levs have high speed Intercity application at speeds exceeding 300mph, but have also been demonstratedto have lower speed downtown applications. such as the Japanese HSST urbanmaglev system. This system can handlegrades of 8% which would be marginallyacceptable for the route to Dodger Stadium.
Cable Drlyen: Two types of cable-drivensystems exist for downtown urban applications. The first type can run on steelralls, rubber tires or other support mechanism and be pulled by cable. The secondtype Is supported by an overhead cableand also driven by cable. These systemsoperate at relatively low speeds of 15-20mph and have capacities that are generally limited to between 1,000 and 4,000passengers per hour. Very few applications of this technology exist In the UnitedStates In urban areas, although the technology has been used extensively In skiresorts and amusement parks. Applications In downtown Los Angeles are generally being considered for the Bunker HillTransit Tunnel over a distance of less thanone mile. Because of the low speed, itwould be difficult to achieve any effective linkage between Dodger Stadium anddowntown Los Angeles using this technology. The Gondola Tram alternative D hasbeen Included In this study to provide acomparison with the other alternativesand because of Its potential application
--------------------
In providing on attraction In Its own rightfor the City North Development Area.Elysian Park and Dodger Stadium.
:1.2 STAIHUM EXITING, (JOAIWI NG &
TIlAVEt TIME
A unique feature of transit service at DodgerStadium that would not occur to the samedegree at other locations In the Downtown area. Is the peak loading of anytransit system that would occur followingbaseball games and other major events.Any technology used will develop queueswith people waiting to board trains. busesor simply exit the parking lots In their cars.Table 3 presents a comparison of thetechnologies to determine waiting andtravel times for the alternatives. In orderto develop the analysis. the followingassumptions were mode:
• Average waiting times and travel timeswere developed based on the assumption that approximately 10% of an average crowd (40.000 attendees) would usetransit to exit the stadium In the peak periodfollowing on event at the Stadium. Thiswould mean that 4.000 persons would arriveand queue up at approximately the sametime to board whatever mode of transit
29
--------------
was provided. Waiting times were thencalcuated based on the time thot It wouldtake each different transit mode to move4.000 riders to the Pasadena Line Stationat College and Spring Street.
Typical transit technologies were selected to estimate system loading capacities. The following typical technologieswere used:
Route A- Shuttle Bus: Standard RTD buseswere assumed that can handle up to 60persons per bus. Maximum headways of30 seconds were assumed yielding a peakhour exiting capacity of 7.200 passengersper hour.
Route B- AGT Shuttle: A medium-capacitymonorail technology was assumed. Suchtechnologies could theoretically accommodate 90 second headways during peakperiods configured In standard 6-car trains.Up to ten car trains would be possible.although such a configuration wouldrequire larger station platforms over 400feet in length. 6-car train configurationswould more closely match station platform lengths used on the Pasadena RoilLine and would accommodate up to 450passengers per train. Boarding of 4.000passengers would therefore require 10trains. or 15 minutes.
Route C- lRT Sour: The light roll transitvehicle being planned for use on the Poso-
DODGER STADIUM TRANS" ACCESS STUDY
GRUEN ASSOCIATFS
DoDGlR STADIUM TRANSfl ACCESS STUDY
KEY
92 minutes
6
43 minutes
10
25 minutes
A. SHUTTLE BUS60 persons/bu.
3O-secoOO headway.
14 3
~~s= Ilr'Jka 17 m'oulesI>-car trains at 7~ pass./cO/;
450 passengeB/traln ~
D. GONDOLA TRAM2 t25-person cablecalS
Dlslance-2.llOO ,"'"30-"",. terminal "ma'
2.BOO poss./hr.
E. ESCALATOR2-48' wide escalator. and
J .tollWay at 8.000 pelliOOS/hr.each; 24.000 pelSans/ hr.
C. LRT SPUR3-mlnute haadwoy>
3-<:ar tralna at 237 poss,/COl700 pa....ngelS/traln
Wi! Existing and Boarding
~ TravelTime
*' Travel timCi from (lodgerSladium lo ()...dcna tineal 4,000 p."cngcn.
TABLE 3
I[Jl
BOARDING AND TRAVELTUIE BY ALTERNATIVE
I1"
LOS ANGELES COUNTY
TO"NSPORT""0N COMMISSION
o 10 20 30 40 50
MINUTES
60 70 80 90 100
GRUEN "SSOCI"'ES
GANNEII FLEMING
30
--- .._-------
dena Roll Line was assumed. Such vehicles can accommodate up to 237 ridersper car configured In three-car consists.At 3-mlnute headways, boarding of 4,000passengers would require 6 trains, or 18minutes.
Route D - Gondola Tram: The RooseveltIsland Aerial Tramway In New York Citywas used as a comparable model for theDodger Stadium system. Roosevelt Islandutilizes two cablecars that travel over adistance of 3,100 feet. The Dodger Stadium route would cover a distance of 2,800feet under similar conditions. Capacityof the New York system Is about 1.500passengers/hour. By Increasing the sizeof the cablecars and Increasing speeds,a peak hour capacity of 2.800 personsper hour could be achieved, At this rateof boarding, It would take 86 minutes toboard 4,000 passengers following an eventat Dodger Stadium.
Route E - Escqlator Walkwqy: Two 48"wide escalators would accommodate upto 8.000 passengers/hour each. or 16,000passengers/hour total. A stairway wouldalso be necessary that would accommodate a similar number of walkers goingdown the slope following an event atDodger Stadium would Increase the totalcapacity to 24,000 persons/hour. At thisrate. 4,000 persons arriving at the top ofthe escalator/walkway could be accommodated in 10 minutes,
From this analysis, It can be seen that the
31
waiting time and boarding time Is morecritical In the evaluation of a connectorsystem to Dodger Stadium than the actual travel time required to cover the onemile to the College & Spring Station. TheAGT shuttle Is both the shortest transit route,and the one reqUiring the shortest wait.The Escalator/Walkway Alternative however, compares favorably with other alternatives In total travel time due to theshort route length and the short waitingtime Involved.
3.3 ENVIltONMENTAI, ISSUES
Each of the alternatives considered wouldhave environmental Impacts associatedwith the construction and operation ofthese systems. A summary of potentialenvironmental Impacts associated witheach alternative InCludes the following:
Route A - Shuttle Bus: The provision of anIncreased number of shuttle buses servingDodger Stadium would add to congestionIn Downtown and Chinatown during PMpeak hour periods when evening rush hourtraffic overlaps with pre-game arrivals atthe Stadium.
Route B - AGI Shuttle: The construction ofan aerial guideway structure along eitherBernard Street or Cottage Home Streetwould require the reconstrucllon and re-
DODGER STADIUM TRANSIT" ACCESS STUDV
G f.1 II f. N AS:; () (: I A , f !I
DODGER SfADIUM TRANSIT ACCESS STUDY
GRUEN ASSOCIATES
configuration of a two-story parking structure located on the east side of NorthBroadway. The guideway structure wouldalso require the displacement of one laneof traffic (probably a parking lane) onBernard Street with Option B1 or CottageHome Street with Option 2. Visual andnoise Impacts would be greater with OptionB2 than with Option B1 due to the proximity of Cathedral High School and moreresidential structures along Cottage HomeStreet than along Bernard Street. Construction of the aerial gUideway abovethe Pasadena Freeway could require sometemporary lane closures during the construction period to allow for the placement of guideway beams. Depending uponthe technology selected. and the type ofgrades that are possible. the height ofthe aerial guideway could potentiallyreach 30 to 40 feet In height due to clearance and grade requirements associatedwith the freeway crossing creating visualImpacts for adjacent land uses In Chinatown.
Route C - LRT Spur Environmental Impacts of this alternative would be similarto Route B with regard to potential Impacts along Bernard Street and at thecrossing of the Pasadena Freeway. Additionally. this alternative would require somegrading at the edge of the bluffs alongStadium Way South to allow for flatteningOf the grades of the LRT aerial guidewaystructure as it enters the Dodger Stadiumparking lots.
32
Route D - Gondola Tram: This alternativewould require the displacement of at leastone home along North Broadway to allowfor the cablecar right-of-way between theCentral City North Development Area andRadio Tower HilI. The visual Impact of thecablecars and their support towers wouldneed to be evaluated for possible Impactsto Elysian Park and adjacent residentialproperties on North Broadway.
Route E - Escalator WalkWaY: This alternative would require the displacement ofone home on Lookout Drive to allow forthe escalator/walkway right-of-way connection between the Dodger Stadiumparking lot #32 and the pedestrian bridgecrossing of the Pasadena Freeway.
3.4 N EXT STEPS
This Initial feasibility study has presentedseveral possible connector options between Dodger Stadium and the plannedPasadena Line Rail Transit Station at College and Spring Streets. Basic data InvolVing technology. slopes. costs. and environmental factors have been reviewed.
Before further technical work can be undertaken. a review of the Ideas presentedherein should be undertaken between theDodgers and affected local agencies. Thiswould Include the Los Angeles City Coun-
--_..~~-- -----------------~-----
ell. the Deportment of Transportation. theLos Angeles City Planning Deportment. theLos Angeles Community RedevelopmentAgency. and Caltrans.
The provision of a transit cannectlon wouldbenefit the Dodgers by providing Increasedaccess to Dodger Stadium. Additionally.the connector could benefit others andother sources of funding may be available. Peripheral parking for DowntownLos Angeles Is one potential benefit ofthe connector that could occur on weekdays when no events are scheduled atthe Stadium.
Figures 9 and lOon the following pagesIllustrate two of the potential connectorconcepts that have parllcular merit following Initial screening. In the short term.the escalator walkway would permitpedestrian access to Dodger Stadiumcoupled with park enhancements In Elysian Park. In the longer term. the AGTShuttle connector would provide highcapacity direct transit that would linkDodger Stalum to Downtown Los Angelesand the entire 150 mile rail transit systemunder construction by the LACle. Intandem. these two alternatives couldfunction together and provide on Important urban link that would serve the Dodgers. the City. and the greater Los AngelesRegion.
33
DODGE" st....DIUM TRANS" ACCESS stuOY
GRUEN ASSOCIATES
TRANSITACCE SSSTrDY
FIGURE 9
ALTfRNATlVF. F
ESCALATon / WALKWAY CONCEPT
34
oIAcre
LOS ANGELEs COUNTY
TRANSPOIHA.TION COMMISSiON
CI\U;" ,\SSOCI \TESI "". '-r '0, ."',.' "'.~~' !. J';;
AUTOMATED GUIDEWAY (AGT)SHUTTLE CONCEPT
AGT Includes a number of different technologies.Monorail Is shown tor Illustrative purposes as
~I ,-...one such AGT technology.
I)G<R STADt",Qc, ...01,
TRlrtsl/fc
/
AcCESS~STU DY
FIGURE 10
1\1lEI"(NATlV[; B
oLACTC
LOS ANGElES COUNTY
IRANSPORTATION COMMISSION
r;fH h~ .\SSOCI \TES, • 0 .~. • ~ •• '.~ • ~, .:;
35
PREPAHERS
• LOS ANGELES COUNTY TIlANSI'OIlTATION COMMISSiON
NEIL PETERSON. Executive Director
CENTRAL CITY AHEA DEVELOPMENT TEAM
A.R. DE LA CRUZ. Area Project DirectorNANCY MICHALI. ProJect Manager
OTII EH LACTC CONTHIBUTORS
SUSAN ROSALESRICHARD STANGER
• GRUEN ASSOCIATES
6330 SAN ViCENTE BOULEVARDLOS ANGELES. CALIFORNIA 90048213.937,4270
JOHN STUTSMAN. AICP. Project ManagerDAVID L, MIEGER. AICP. Assistant Project ManagerRHONNEL SOTELO. PlannerBARBARA RIECHERS. Graphic DesignerFREDERICK ABELSON. Landscape DesignerMICHAEL DECHELLIS. Renderings
• GANNETT FLEMING
JOHN Q. HARGROVEDON STEELEY, P.E.
36
HEFERENCES
A Plan For City North. Los Angeles DesignAction Planning Team Report. Los AngelesCity Planning Department. Urban DesignAdvisory Coalition. National Endowmenttor the Arts. December 1989
Bunker Hili Transit Study. Phase 2: InitialEvaluation / Screenings of AlternativeUses for the Bunker Hili Transit Tunnel.LADOT. LA Community RedevelopmentAgency. Schlmpeler Corradino Associates IDelon Hampton & Associates. June 1990
Hollywood Bowl Connector Study TechnicalMemorandum. SCRTD. Parsons. BrinkerhoffQuade & Douglas. Inc .. March 1988
Tommy Hawkins met with Antonovich's staff recently regarding the DowntownConnector proposal. The proposal was originally prepared by Gruen Associatesback in August, 1990. In the past, Mr. Hawkins has submitted the attachedproposal to eRA, LADOT and MTA.
Mr. Hawkins, via Antonovich's office is requesting assistance from MTA toprovide modeling/ridership numbers and to waive the service fee.
Per Jim de la Loza, providing modeling assistance at this time would not befeasible for the following reasons:
• current focus is on the Regional Transit Alternative Analysis modelingthrough October; and maybe through December.
• modeling is labor intensive and can take anywhere from two-four weeks tocomplete one scenario, depending on the number ofvariables involved.
• the lead modeler (Deng-Bang Lee) for the MTA left the organization via thelast layoff. Planning has not replaced him with another individual. KeithKillough is now having to feel in while they go through a recruitment.