Arroyo Seco Bikeway
1996 Project Proposal
Table of Contents
- Project Description
- Projected Ridership
- Public Benefit
- Alternative Project Deliver Strategy
- Proposed Funding
- Ongoing Operation
- Project Feasibility
- Project Development Team
- Artists' Renderings
- Historical Data
- Letters of Support
- Reprints of Articles
- Financial Analysis
California Cycleway Company was incorporated on August 23, 1897, by the visionary Horace Dobbins, to develop a bicycle tollway from the Green Hotel in downtown Pasadena to downtown Los Angeles. Although everything pointed to a successful venture, Dobbins' plans for an elevated wooden bike turnpike were rudely interrupted by the unexpected invention of the automobile. Constructed in an era known for thinking big, the Cycleway was nevertheless considered an engineering feat of the times. The Cycleway fell into disuse and the right-of-way subsequently became the Arroyo Seco/Pasadena Freeway, Dobbins became known as the father of the modern freeway, and the Cycleway was forgotten.
The Arroyo Seco Bikeway Project takes Dobbins' idea into the next century, in the same location. It will be built along the Pasadena Freeway, connecting downtown Pasadena to downtown Los Angeles. The Bikeway is envisioned to provide a serious alternative to motorized commuting, designed to attract people of all ages and abilities.
Initial support from cyclists and communities along the route has been strong. The Transportation Commission of the City of Pasadena has directed staff to start work on the project. The City of South Pasadena has expressed a willingness to contribute to the initial design. The Los Angeles Bicycle Advisory Committee has recommended the project to the City Council for review. Feedback from staff at other agencies has been favorable. The ultimate expression of community support will be the willingness to pay for use of the facility. The Arroyo Seco Bikeway is seen as the core of an extended, self-supporting bicycle transportation network. At a time when mass transit and highway alternatives have become very expensive, the Bikeway offers a low cost, low impact alternative.
The Bikeway will be a toll route, designed to pay for its own construction, maintenance, and generate a surplus. The purpose of this proposal is to secure a commitment for initial funding for feasibility and design, which will enable further review for permanent funding via a loan guarantee from a public agency. Income from revenues will reimburse costs. Profits from the operation of the project will be used for improvement of the system and expansion. Future grants will be sought to reduce the indebtedness of the system.
The 100-year anniversary of the original Cycleway is an important component of the project.
The Cycleway will provide the only direct route to downtown Los Angeles for bicyclists. Unlike existing torturous routes which combine hills with extreme motor vehicle traffic, the Cycleway will be safe, direct and non-stop. The project is designed to be approximately twenty feet wide, close to 250% wider than most bikeways. The quality of the Cycleway itself will be a major incentive for cyclists to use it. During rush hours it will be faster than navigating the Pasadena Freeway by car.
Nine miles long, the route will follow the Arroyo Seco flood control channel and the Arroyo Seco Parkway (Highway 110), between the Monterey Hills and Mount Washington. A bridge will be provided to cross the Los Angeles River with elevated sections over Midway Yard to complete access to Downtown.
The Cycleway will connect with the Los Angeles River Bikeway to facilitate its access to Union Station as well as the Arroyo Verdugo Area. It will create access to the Southwest Museum, Heritage Square and the Lummis Home, as well as Arroyo Seco and Ernest E. Debs Regional Parks.
In Los Angeles it will provide access to Union Station, Olvera Street and Angel's Walk, as well as downtown shops, restaurants and employment centers. The Cycleway itself will resurrect its historic right-of-way, in an ideal location.
Projected Ridership/Public Benefit
Preliminary estimates indicate initial ridership in the range of 3,000 to 10,000 daily trips. These estimates are based upon available data for other bikeways, including the Santa Ana River Bike Trail, as well as traffic data for the Pasadena-Los Angeles corridor. Automobile trips are estimated to be reduced by an equal number of trips per day, with associated reductions in emissions and congestion.
Phase I, which includes environmental documentation, design and preliminary engineering, is expected to cost $500,000. Projected construction cost is $18.5 million. Costs will vary according to actual design and other specifications.
The project is conceived as a self-supporting endeavor. This funding is based upon a combination of loans, grants, and project cash flows. Funding for Phase I is requested in the form of a grant with provisions for repayment from project revenues.
Ongoing operation will be largely automated for toll collection and security purposes. Administrative, maintenance and security services will be provided on a contract basis by a combination of public and private entities.
Initial analysis indicates that a base ridership of 4,000 average daily trips (ADT) could generate sufficient revenue to repay the debt and generate a substantial surplus. The purpose of Phase I is to determine the costs of the Bikeway and evaluate potential ridership to further determine the feasibility of constructing the Bikeway on a self-sustaining basis.
The Arroyo Seco runs from the San Gabriel Mountains to the Los Angeles River, between the Monterey Hills and Mount Washington.
After the railroad, the first planned transit use in the area was Horace Dobbins' elevated Cycleway. There were no paved roads in the area. Construction started in 1897 and the first section opened in 1900. When adults stopped riding bicycles and relied exclusively on automobiles, Dobbins dismantled the Cycleway and sold the wood at profit. He later sold the right-of-way, which became the Pasadena Freeway­p;the oldest freeway (controlled access parkway) west of the Mississippi River!
The Southwest Museum, the Lummis Home and Heritage Square are historic attractions in this corridor. Their viability is currently restricted by lack of access and parking.
Surface streets in the corridor are not contiguous. Many have steep hills or dense commercial development. Other streets are heavily traveled and very congested. These conditions are exacerbated on a daily basis when the Freeway backs up and motorists look for alternatives. The Express Buses from Pasadena often resort to residential streets in an attempt to meet schedules.
Due to its geographic conditions, the Arroyo Seco Parkway corridor is highly congested. According to Caltrans, the Pasadena Freeway (110) has 160,000 Average Daily Trips (ADT), with an equal amount on surface streets in the area. During peak periods, stop-and-go traffic is the norm. Average rush hour speeds are approximately 15 mph and are expected to be much slower in the coming years.
The three bridges that cross over the Los Angeles River (Spring St., Broadway, and Main St.) are narrow, poorly maintained and over-used by high-speed motorists. They are difficult for bikes to use and make the Los Angeles River an effective barrier to cyclists' access to downtown.
Due to the conditions outlined above, bike commuting to and from downtown Los Angeles is a daunting challenge, undertaken only by the most experienced cyclists or those without alternative transport.
The historic start and finish of the Cycleway, the Green Hotel in Pasadena and Olvera Street in downtown Los Angeles, are as important today as they were 100 years ago. They both provide access to downtown merchants, employers and other transit modes.
The "Bicycle Friendly" streets of Pasadena will feed the dedicated bikeway starting at Arroyo Park in South Pasadena. At the confluence of the Los Angeles River and the Arroyo, an elevated structure will provide easy access to downtown Los Angeles for the Cycleway, as well as a connecting point to the Los Angeles River Bikeway now under construction.
Historical design features will be incorporated into a state-of-the-art transit facility. Twenty feet wide (minimum), without-grade crossings will provide non-stop, safe and efficient transit for cyclists. This type of facility does not currently exist between major origin and destination points in Los Angeles.
Most of the Right-of-Way is in public hands and is not being utilized. Right-of-Way maps are being assembled.
The Los Angeles River and MTA's Midway Yard are the largest obstacles and will require an elevated structure.
Because of its location on surface streets, access at the Pasadena end will be unlimited. Initially, on-ramps will be located at Union Station, Los Angeles River Bikeway, Heritage Square, and Arroyo Park and will be toll locations.
The terminus at Union Station is envisioned to have a variety of facilities to accommodate the bicycle commuter working in a downtown office environment: bike storage, bike repair, showers, personal lockers, laundry and dry cleaning.
Mass Transit Connections
The terminus at Union Station will be a major connecting point for local and regional mass transit. The Pasadena terminus is located adjacent to the new park and ride facility and will have easy access to Foothill Transit, which has a new bike rack program.
The Historic Cycleway will enhance Heritage Square and make it economically viable. Encouraging commercial use by facilitating access in harmony with the century old structures, without causing parking problems, is only possible with bikes or a dedicated park and ride system.
Connections to Bicycle Network
Pasadena has had great successes in encouraging bicycle usage. Its "Bicycle Friendly" program has doubled bike usage. The roads in the Arroyo/Rose Bowl area feature more bikes than cars.
Los Angeles River Bikeway
The Los Angeles River Bikeway has received funding and is under construction from Riverside Drive in the San Fernando Valley to downtown Los Angeles. It does not have an effective design strategy for downtown access. Current planning has the Bikeway ending at Griffith Park, leaving a four to six mile trip to downtown over crowded streets, depending on the route. Its access to downtown is a problem that can be solved by the Cycleway. It has a projected ridership of 3,000 riders per day.
Los Angeles River Elevated Crossing
The segment of the Cycleway from the Los Angeles River over Midway Yard to Union Station will be elevated to allow for an acceptable grade and route.
The Arroyo Seco Bikeway is seen as the first leg in a series of routes which will form a bicycle network throughout Metropolitan Los Angeles. Surplus revenues would be dedicated to that purpose. Other corridors which could be candidates for expansion are the Foothill Freeway, connection to the Westwood Veloway, the Southern Pacific Right-of-Way from Claremont to San Bernardino, and the San Gabriel River Bikeway, among others.
Without question, ridership support of the Bikeway is the key to financial success. Hard data for this type of project is hard to come by. While preliminary assessments indicate that the Bikeway will attract sufficient ridership, a critical component of Phase I will be the completion of a ridership study.
A significant percentage of the population rides a bicycle. According a 1994 Harris Survey, over 80 million Americans rode a bicycle at least once in the prior year. Of that number, 53% indicated they would ride to work if conditions permitted. Without question a major impediment to cycle commuting is the lack of facilities. With a safe, dedicated facility the Bikeway should attract a strong ridership base.
The estimated ridership for the Arroyo Seco Bikeway is based upon a number of factors: the volume of vehicular traffic along the corridor, bike trail ridership surveys, recreational interest and the lower cost of bicycle travel.
As a starting place, we can estimate ridership based upon traffic along the Arroyo Seco Corridor. The percentage of trips by bicycle nationally in Los Angeles is generally held to be 1%. This is lower than in other parts of the country, reflecting the obvious dominance of the automobile. In major cities abroad the figures are considerably higher: 33% in Muenster, Germany; 25% in Tokyo; and 53% in Delft, Netherlands.
The total number of trips along the Arroyo Seco Corridor is estimated to be 320,000. Using the widely accepted 1% ratio of bicycle trips to vehicle trips would produce 3,200 trips or a ridership base of 1,600. That 1% ratio reflects the cross section of all surface alternatives, from dirt roads to bike paths. The nature of the path itself - wide, safe, secure and direct - should generate a much higher number.
The destinations at either end of the route, as well as the historic landmarks along it, will generate recreational interest. Non-commuting riders simply desiring a safe course for a workout can be expected to use the Bikeway, adding to the non-peak hour usage. In addition to drawing riders from the Arroyo Seco Corridor, the Bikeway is expected to draw from other north-south routes coming off the Foothill Corridor. The Bikeway would be attractive to riders presently using other routes to downtown Los Angeles, such as Huntington Drive. The Pasadena Park and Ride facility provides access to residents in Glendale, Altadena, and the North Valley, as well as the foothill communities.
There are a number of bike facilities across the country which can give an indication of potential ridership. The Minuteman Trail in the Boston had an Average Daily Trip (ADT) level of 9,000 before paving was completed. The Washington and Old Dominion Trail runs from Purcilville to Arlington.
The Santa Ana River Trail (SART) 1988 count conducted by the County of Orange shows ADTs at 2,000. With recent improvements in the SART and the increase in bicycle usage since 1988, the ADT figure of 2,000 is extremely conservative and it serves mainly as a recreational route rather than for bicycle commuters.
The Los Angeles River Bikeway has a projected ridership of 3,000 per day. That level of ridership not only adds credibility to a similar number for the Arroyo Seco Bikeway, but it also serves as a source of additional riders. Some percentage of the Los Angeles River Bikeway riders will have a downtown destination. With a proper connection to the Arroyo Seco Bikeway those riders would have a dramatically improved ride.
Charging a toll for bicycle travel is a novel concept. Certainly there are many parallels seen with the automobile: toll roads, toll bridges, day use fees at State and National parks and parking charges (meters and lots). Toll facilities can compete with free facilities if there are benefits derived from their use, generally reduced trip time resulting from congestion relief or more direct routes. For bicyclists, the Arroyo Seco Bikeway will be such a dramatic improvement that cost is not seen as an impediment, especially at $1.00 trip rate.
In fact, one of the major incentives for use of the Bikeway will be the low cost of bicycle commuting. The out-of-pocket cost of using the Bikeway is estimated to be 21% of the cost of bus transportation. Low-wage workers relying on the bus would save $40 to $50 per month. Savings versus the automobile will be substantially greater. Commuters currently driving to work could easily save $100 to $200 per month.
Cost of a round trip from Pasadena to Los Angeles
- Bikeway Fare1 $1.00
- Bus Fare $4.70
- Automobile2 $5.40
1 Fare only. Cost to operate is de minimis.
2 At $0.30 per mile. Does not include parking. Parking estimated from 0 to $20 per day.
Taking all of these factors into account, we are estimating daily ridership as shown below:
Daily Base Ridership (1/1/2000)
- Low 3,000
- Mid Range 6,000
- High 10,000
For purposes of financial analysis, we have used a based ridership of 4,000 in the year 2000, or 2.5% of the current total trips along the Arroyo Seco Corridor.
Beautifying and making safe an abandoned area, the Bikeway will provide bike riders with a safe and pleasant place to ride, along with parks, historic landmarks, museums, shops and restaurants as destinations.
The elimination of the congestion and emissions from 8,000 vehicular trips is significant, particularly if this is accomplished at no cost to the taxpayers or the business community.
The Southwest Museum which contains the largest collection of Native American artifacts in the world, the Lummis Home and Heritage Square are tremendous resources, the use of which is constrained by limited access. The Cycleway would provide much-needed access to these facilities, so tightly hemmed-in by development and congestion. The Cycleway itself is a restoration of an historic route, adjacent to an historic freeway.
Provides a safe, pleasant way to access the shops and restaurants in Pasadena, South Pasadena and along Figueroa, as well as downtown Los Angeles. It would provide inexpensive, reliable transportation to a population greatly underserved by present systems.
Bicycling is an excellent form of exercise. Commuters will be able to get their exercise during travel time. The Bikeway will stimulate additional recreational and fitness use.
Cost estimates are the result of the combined efforts of Miralles Associates and Ch2M HILL, using current industry costs.
Phase I includes all costs sufficient to produce environmental documentation and conceptual drawings: engineering, traffic study, ridership survey, architectural, right-of-way and so forth. Total cost is estimated to be $500,000.
Nine miles of Cycleway are broken down into three miles of "traffic calmed" surface streets, primarily in Pasadena, four miles of dedicated bikeway on-grade starting in South Pasadena at Arroyo Park to the Los Angeles River, and two miles of elevated structure to cross the Los Angeles River, the Midway Rail Yard and the streets surrounding Union Station into downtown. Landscaping, lighting, fencing and equipment are all included.
3 miles on surface streets
4 miles on-grade bikeway
2 miles elevated bikeway
Architectural, Engineering and Environmental Services
Costs will vary according to actual design and other specifications. A full environmental documentation will be prepared.
The proposal is to contract with existing public agencies or private contractors for various aspects of operation and maintenance. Such services can be supported by revenues, but may be provided as a contribution by public agencies in addition to the project financing support. These include:
Annual Costs of Operation
Public Relations, Advertising
ALTERNATIVE PROJECT DELIVERY STRATEGY
Public Private Partnership
An important component of the delivery of the project on a timely basis, as well as its ongoing operation, is the active involvement of the private sector. Completion of the project by the Cycleway's centennial will rely on private entities for design. A design/build approach also could be considered for time and cost savings. Components of ongoing operation, which can easily be contracted to third parties, will be awarded to private sector entities.
Public Agency Involvement
Public agency involvement is crucial to the success of the project. Public agency sponsorship is essential to secure financial resources, the right-of-way, environmental approval, as well as access to low cost tax-exempt financing. It is anticipated that project ownership would vest with an appropriate third party public agency, preferably a newly formed Joint Powers Authority. The concept is to utilize a sole purpose entity dedicated to the project and to the expansion of bicycle commuting. Existing public agency right-of-way and/or title would not necessarily be transferred; the JPA would at least have exclusive use of the right-of-way.
Joint Powers Authority
A dedicated, sole purpose Joint Powers Authority (e.g. the Arroyo Seco Bikeway Authority) would provide the project with the greatest chance for success. Since several jurisdictions and agencies need to be involved, some joint forum for participation is needed. A single purpose entity will provide a sufficient degree of control for the participating agencies and, at the same time, ensure that the project will not be overshadowed by other projects.
Formation of the Authority would be fairly simple. All three of the Cities along the route have experience with this type of organization. Other representatives on the Authority could include the Metropolitan Transportation Authority, the Southern California Association of Governments and Caltrans. Under state law, the Authority could incorporate the powers of its members: environmental approval, project ownership, debt issuance, etc.
Initial Memorandum of Understanding
A prelude to the formation of a Joint Powers Authority would be the development of a Memorandum of Understanding (MOU) amongst several of the involved parties. The purpose of the MOU would be to initially define the project and authorize preliminary work efforts. For example, under the terms of an MOU, a given agency could take the lead on pursuing a particular aspect of project development (e.g. right-of-way assessment or feasibility study).
While grant funding has been, and will continue to be pursued, the proposal is to fund the Cycleway through debt. The debt would be repaid through project revenues, primarily, but not limited to tolls. Other revenue sources could include advertising, corporate sponsorship and franchise fees, (i.e., bike rental, food stand, etc.)
A public agency sponsor will either make a direct loan to the project or provide a "bankable" guarantee which would be used to facilitate the issuance of tax-exempt revenue bonds. The debt would most likely be issued by the Joint Powers Authority (The Arroyo Seco Bikeway Authority) formed by two or more of the public agencies, with a direct interest in the project or an interest in transportation (i.e. the Cities of Pasadena, South Pasadena and Los Angeles, the Department of Transportation, MTA, etc.). Initial revenue projections indicate that revenues should be sufficient to repay the debt. Extension of the route or connection with other Bikeways could be easily accommodated by adding members to the JPA.
Public Agency Guarantee
The public agency guarantee would come in the form of a reimbursement agreement which would cover any revenue shortfall. The source of this guarantee would be one or more of the numerous sources of revenue available to State and local agencies for bikeway funding. These include federal funds (ISTEA, Section 1032, NHA, Scenic Byways, Symms Trails Act, & Section 3), State funds (TEA, CMAQ, California Bikeways Act, TDA Article 3) and local funds (sales tax, gas tax). The expected cash flow impact will depend upon ridership. Under most reasonable scenarios this guarantee will require only a couple of years of partial "subsidy" until project revenues achieve a break-even level. Any such subsidy would be considered an advance to be repaid. Such guarantee could be subordinate to existing claims on the dedicated revenue stream.
Grant funding would be pursued to capture any available funds. As a demonstration project, the Bikeway would qualify for Transit Fund and SMART Highway Fund grants. To the extent such funds were available they would be used to reduce outstanding debt, including any public agency advances. Grant funding would, of course, significantly enhance project viability. As a "Clean Air" project, the Bikeway would qualify for AQMD funding.
To the extent surplus revenues are produced, they would be utilized in the following order:
- repay any public agency advances;
- pay down debt; and
- fund project enhancements and extensions.
Toll collection would utilize automated collection points, including electronic passes. Security would utilize camera surveillance, roadside call boxes and bike patrol officers. Support services will be performed on a contract basis.
Project feasibility will depend very much upon ridership generating sufficient funds. At this point a feasibility report has not been prepared, but it is reasonable to assume that the project will attract a sufficient level of ridership. Based upon the ridership analysis discussed above, we have evaluated project feasibility over a number of levels.
The projected one way toll of $0.50 compares favorably with all available alternatives. The cost is highly competitive with mass transit alternatives, providing an economic alternative for low-wage workers, many of whom presently use the bicycle for primary transportation.
Assuming a minimum ridership of 4,000 daily trips, financial analysis prepared by Rauscher Pierce Refsnes, Inc. shows that the project is highly viable as shown in the graph below. Ridership above this level requires no public subsidy. Ridership below this level can still produce a viable project, particularly if grant funding were available - either from outside sources or as a project "write-off" of unreimbursed advances by the sponsoring agencies.
Arroyo Seco BikewayProjected Operating Results
The initial years of operation are critical. Some mechanism to defer payment may be necessary to cover any gaps (i.e., public agency advances, deferred interest loan, etc.). In our preliminary analysis we have utilized a simple debt structure. Some of the burden during the critical years could be shifted to the later years by the use of zero coupon or deferred interest bonds.
The following table summarizes our preliminary analysis.
Arroyo Seco Bikeway
Summary of Financial Analysis1
|Base Ridership2 - 1st Year 3,000|
1 See attached tables.
2 Total ridership equals average daily round trips times 365.
3 After payment of O & M and debt service. Toll revenues only. First year of operation: Calendar 2000.
4 Over thirty years.
Additional Revenue Sources
The potential exists to generate revenues in addition to tolls. Projections do not incorporate any of these revenue sources.
Advertising similar to other transit advertising (i.e., vehicle mounted, outdoor shelter, stations, etc.) could be sold.
Logical corporate sponsors would include sporting goods manufacturers, especially bicycle related companies.
Fun rides, time trials, etc.
The project development team is convinced that, if properly designed, the Bikeway will become a highly viable transportation alternative fully capable of supporting itself. Surveys have consistently shown that a significant percentage of motorists would use the bicycle if a safe riding environment were available.
Additional preliminary work needs to be done to substantiate project feasibility. A ridership study, followed by the Phase I engineering and architectural work, will lay the foundation for a decision to commit to the Phase II cost of $18.5 million. Funding Phase I would provide this project with a tremendous boost.
Project Development Team
The project development team is comprised of professionals with experience in the transportation field who believe in the concept of a dedicated bicycle facility. Initial efforts to develop the Arroyo Seco Bikeway have been conducted on a pro bono basis. As the project proceeds, members of the team will be interested in consideration for contracts to provide needed services.
Architecture, Planning and Landscape Architecture - Miralles Associates, Inc.
Founded in 1972, Miralles Associates is an architectural and planning firm located in Altadena, California. The firm has been involved in the transportation sector for over ten years, and is currently working with the Los Angeles County Metropolitan Transportation Authority, the Riverside County Transportation Authority, the Southern California Regional Rail Authority and the Glendale Redevelopment Agency on transportation-related projects.
Miralles Associates is dedicated to applying advanced technology to the design effort, and takes environmental responsibility very seriously. The firm recently entered a national planning competition sponsored by Edison Electric Institute, the U.S. Department of Energy and General Motors, and won first place for its electric vehicle infrastructure plan for the City of Pasadena, California.
Financial Services - Rauscher Pierce Refsnes, Inc.
Rauscher Pierce Refsnes, Inc., a member of the National Association of Securities Dealers and the New York Stock Exchange, was founded in 1933 and provides investment banking and securities brokerage services to a wide range of municipal, corporation, institution and individual clients. One of the nation's largest regional brokerage firms, RPR has over 1,000 employees in 26 offices across the Western and Southern United States.
RPR has the largest Public Finance practice outside of the New York investment banks. RPR's Public Finance Group offers complete investment banking and financial advisory services to state, county, and local governments. In 1994, the Public Finance Group served as managing underwriter or financial advisor on over 522 separate municipal offerings totaling over $9.5 billion. The firm has the unique qualification of being both a top ten financial advisor and a top twenty underwriter simultaneously.
The firm has served a vast array of transportation issuers throughout the Southwest, structuring financings for airports, toll bridges, mass transit systems and highways. Major clients have included the Arizona Department of Transportation, the San Mateo County Transit District, the Santa Clara County Traffic Authority and the San Diego Metropolitan Transit Development Board.
Technical Services - Dennis Crowley
Dennis Crowley is a bicycle activist with a background in design and construction management. He has 25 years of experience in the construction industry, from carpentry to project management. He has managed a wide range of projects including residential, commercial, industrial, parking structures and high-rise. These projects have ranged in size from $5 million to $200 million.
He has been involved in cycling for 25 years as a commuter, tourist and racer. He is known throughout the cycling community. In 1991, he was appointed to Pasadena Mayor Hess Houghston's Bicycle Task Force, where he organized community support, re-designed the Rose Bowl Loop for bicycle supremacy and discovered the historic Horace Dobbins' Cycleway.
He is a member of the Pasadena Athletic Association's bicycle team, United States Cycling Federation, Masters category 3 racer and member of the Mount Wilson Bicycling Association. A long time contributor to cycling publications Cyclist, California Bicyclist and Southwest Cycling as well as the Pasadena Star News, he has written extensively on bicycle issues.
Transportation Planning and Engineering Services - Ch2M HILL, Inc.
Ch2M HILL has provided services for transportation projects since the firm was established in 1946. Today, the firm's services include comprehensive capabilities for:
- environmental assessment
- planning and studies
- operations analysis
- functional design
- final design
- value engineering
- construction services
- program management
Ch2M HILL's transportation staff includes planners, traffic engineers, roadway design engineers, bridge engineers. hydraulics engineers, airport planners and design engineers, environmental specialists and construction/program managers.
Supporting each transportation team are Ch2M HILL specialists in economics, surveying and mapping, materials testing and electrical design. With more than 70 offices throughout the United States and Canada, CH2M HILL has a unique familiarity with local conditions to complement the firm's extensive technical skills. The firm has provided transportation planning, design, and construction services to Caltrans, L.A. County Metropolitan Transportation Authority, Orange County Transportation Authority, Riverside County Transportation Commission, as well as several large cities in Southern California.
Urban Design - Robert S. Harris, Architecture and Urban Design
Robert S. Harris provides professional services to public agencies, private clients, and to architecture and development professions. Since 1981, as a sole proprietor, Harris has been based in Los Angeles. From 1964 to 1981, Harris was a principal and partner with a succession of firms, first in Austin, Texas and then in Eugene, Oregon.
The primary focus of his work has been urban architecture and urban design. Bob Harris is well known for his effectiveness in bringing individuals and groups together to resolve complex urban design and planning issues and to facilitate the implementation of projects. He joined the faculty of the USC School of Architecture in 1981, and served as Dean from 1981 to 1992. He remains a professor and Director of the Master of Architecture program there.