the metro DEIR c line extension proposes the row.

10 reasons for no

Metro releases THE deir (draft environmental impact report) regarding the c (green) line

Dated January 2023, the DEIR regarding the C Line (Green) Extension To Torrance was made public and is available for download here.

The public have been given 60 days to respond (by March 27) before which a final, non-draft, Environmental Impact Report will be rendered for the consideration by the Metro Planning Board. Our voices matter.

This site will be dedicated to providing a voice for the 1000+ residents of the ROW who will be affected by decisions made. Better solutions have been offered as options and alternatives.

1."Proposed" project = neighborhood dEstruction

The DEIR terms the Right-Of-Way option, the Metro ROW Elevated/Street-Level alignment and designates it as the Proposed Project. It proposes using the existing BNSF path as the foot print to add two additional rail lines to what has become a parkway. This directly effects thousands of residents.

The DEIR understates impacts on neighborhoods and communities by labeling impacts, "Less than significant."

The “Land Use” question here demonstrates some of the dismissive opinions the DEIR adopts. Introducing a high-frequency commuter train traveling at 40+ mph though established residential neighborhoods can not be characterized as “Less than Significant.” In this case, it literally divides an established community.

DEIR Executive Summary, Page ES-19

A simple comparison of the Proposed Project with the current neighborhood reveals the level of the division that this industrial project will inflict on communities. Commuter trains, routed through what now serves as a parkway, will destroy the relief from city density that this area currently enjoys.

installing a commuter Rail line running from 4am to Midnight every day of the year will divide established neighborhoods.

Proposed Project has a mix of elevated and at-grade design solutions that cross through Redondo Beach and Lawndale neighborhoods. The existing freight line tracks will need to be moved 7'-25' closer to residents adjacent to the ROW. It will continue to serve the BNSF rail system.

DEIR Executive Summary, Page ES-8

As a mitigation to some of the Noise and Vibration issues that the Proposed Project suffers from, a second approach to the ROW has been submitted. The DEIR names it the "Trench Option."

DEIR Executive Summary, Page ES-12

The train would travel through a subterranean ravine gashing the landscape to then periodically hop out to traverse bridges. Mr. Toad's Wild Ride, in our backyards. Hard pass on this idea as well.

2.Hazardous Materials deemed "less than significant"

The current ROW property is utilized by Harbor Subdivision primarily to haul LP (Liquid Petroleum) from the harbor toEl Segundo for refinement. This train runs at a frequency of once-per-day, back and forth. They share duty with a slew of underground high-pressure pipelines. The DEIR recognizes this, kind of...

As many as seven high-pressure lines run the length of the row. the deir identifies them as, "10-inch Shell crude oil, 8-inch ExxonMobil jet fuel, and 20-inch Chevron gas lines"

The ROW is littered with signs warning of pipelines. Multiple companies are involved with the maintenance and have responsibility to respond to 811 calls regarding digging at ROW residences. The DEIR dismisses natural concerns by residents.

DEIR Executive Summary, Page ES-31

The Metro ROW path proposes to move the existing freight track closer to residences by up to 25 feet. The DEIR indicates that they will consult with pipeline management companies to map and identify, but does not address how moving a large and heavy freight line closer to dangerous pipelines does not, in fact, create a hazardous situation.

Note that as the tracks curve east. The home footprints that abut the curve become much lower relative to the tracks. From some backyards, the train already feels intrusive. But the idea of moving the train closer to the edge of that hill becomes terrifying. Homes and pipelines and people live below.

DEIR Executive Summary, Page ES-32

Signs clearly identify "High Pressure Petroleum Pipeline(s)" all along the ROW. To ignore the very real risk and dangers associated with these pipelines borders on willful negligence. All of these pipelines are adjacent to, and in many cases, on the properties of homeowners and residents. Schools are close by both in Redondo Beach and Lawndale.

This is not being an alarmist. There has been enough disasters recently to indicate a more thoughtful approach is warranted.

3.current Geological instability ignored in the C line deir

ROW adjacent properties at the crossing under the Grant/ROW bridge are experiencing a sink hole that is unresolved going on 2+ years.

Routine maintenance results in A sink hole on the row aT Grant ave.

One of Metro's metrics for significant issue is called out as, "... located on a geologic unit or soil that is unstable or that would become unstable as a result of the project and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse."

DEIR Executive Summary, Page ES-30

According to the Geology & Soils chapter 3.8-4.1.2 Operational Impacts, "No Impact. The Proposed Project would not involve any type of operational activities that would result in an increased risk of loss, injury, or death due to fault rupture..."

The sink hole that came into existence when pipeline workers were doing routine maintenance in 2020. At the southeast corner of Ruxton Place which abuts the ROW near the ROW bridge at Grant, damages to property may include the retaining wall and the corner foundation of the structure. Residents have lost access to their entryway. What would happen if a freight train is moved just a few feet from that wall as shown in the Metro simulation?

In November 2021 a Geotechnical Evaluation of the site was published in draft form by Shell Pipeline Company (conducted by Ninyo & Moore, Geotechnical & Environmental Sciences Consultants). Recommendations which included underpinning retaining walls with "push piers and/or helical piers" and using "polymer injection" to be "performed by a qualified specialty contractor utilizing appropriate methods and materials" indicate the level of remediation necessary to solve this type of destruction. All of the homes on the ROW could face these types of issues when new tracks are laid near to their properties.

Miraculously, the Ruxton sink hole after a two-and-a-half years has been filled. We will continue to monitor to see if it holds.

4.unavoidable noise and vibration to private homes: during & after construction

The current train crossings at 182nd and 170th are at street level have some noise and vibration issues currently. The addition of two more rail lines with a frequency of trains every 5-15 minutes from 4am to Mdidnight every day of the year creates an entirely new level of nuisance. The DEIR admits as much.

Train crossings at street level require traffic stoppage and warning lights and bells.

Train noise at street level, whether freight or light rail, is "significant and unavoidable." The frequency of Metro trains would vary based on peak hours (rush hour) which would also see greater automotive traffic. Both 182nd and 170th suffer from heavy traffic at these times because they are access choke points to other parts of their respective cities. The mitigation that Metro is offering is a "Trenching Option."

DEIR Executive Summary, Page ES-22

Metro has added as a solution to the significant and unavoidable Noise and Vibration caused by street crossing at grade identified as Alternative #3: 170th/182nd Grade-Separated Light Rail Transit Alternative. Namely Trenching.

DEIR, Page 2-25

The freight line (and crossing gates) would move 8-9 feet closer to residents and a deep trench would gash the landscape. Further, to actually achieve a "less than significant" impact, cities would become responsible for implementing a "quiet zone" as a strategy to mitigate what is certain to be a disruptive service. Without the city's expenditure for a "quite zone," Metro can not claim a mitigation that could quiet the trains below the FTA levels. Additional sound walling would need to be to the east side of the tracks (no room on the west) effectively bouncing the sound back at residences.

5.Unrevealed property "encroachment" on the ROW

Along with the DEIR, a report entitled, "CLGET Real Estate Acquisition Report" (REAR) was published to the Metro web site. It is a PDF that maps affected properties along the ROW and Hawthorne routes.

Many properties will be directly affected by the metro row c line. metro may take legal action to annex what they are claiming as "Encroachment."

The REAR identifies properties in yellow which they claim are "Potential Encroachment into the ROW." Here we can see properties between 159th and 160th, 168th and 170th, and 171st to 173rd. The REAR states, "In some areas along the Metro ROW, a few private properties encroach into the Metro ROW and are indicated as such."

CLGET Real Estate Acquisition Report, Pages 10-12

In meetings with the communities, Metro has repeated that no residential properties would be acquired. That would not preclude them from action to reestablish their claim that current residences have disputed property lines. This would place a significant hardship on properties that have utilized that area for access to units and parking for tenants. These areas have not been claimed by BNSF or Metro until now. This will be a mess for both the city and residents.

6.further industrial invasion into habitat and recreational spaces

The short, once-a-day, freight line schedule has allowed an ecosystem to emerge on the ROW. Along with El Nido Park, the Lawndale green-space has become home to many species of birds and small game.

A large amount of old growth trees along the row are home to many birds and small animal habitat. they will be displaced.

The DEIR does not recognize this ecosystem. Residents have witnessed many species of large birds, including Owls and Hawks. The large birds feed on the gophers and other small prey and keep the ecosystem in balance. Removing the trees to install a high energy train would drive birds from their nesting homes.

DEIR Executive Summary, Page ES-28

Destruction of old growth trees will be unavoidable. Metro may plant new ones, but it will take decades to reestablish the tree canopies that exist now.

7.loss of privacy for hundreds of residential homes along the Row

Multiple elevated views in to residential neighborhoods will be the visual feature of the C Line Extension on ROW. Currently, the freight line does look down in to properties, but viewers are primarily BNSF employees, not public riders.

Train riders will be peering in to hundreds of backyards along the row.

The grab-bag chapter of the DEIR is called, "Other CEQA Considerations" and considers things like 'unplanned population growth' which are covered with a wide brush.

3.16-2.3.1 Would the Proposed Project induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)?
No Impact. The Proposed Project and Options do not propose new homes or businesses and, as discussed in Section 3.16-1, are designed to serve the current and planned growth in population, housing, and employment along the study corridor and to support the development of a multi-modalcorridor consistent with local planning goals. While the Proposed Project and Options could potentially increase the incentive for development on undeveloped or underutilized lots by increasing alternative transportation modes and improving access, such development on underutilized land would largely represent a redistribution of the anticipated regional growth near the station rather than a large-scale development boom. In addition, the 2020-2045 SCAG RTP/SCS identifies the project area as a priority growth area and accounts for a light rail extension from the current Metro C Line (Green) terminus at the Redondo Beach (Marine) Station to Torrance in its population and housing projections (SCAG,2020a). Therefore, the Proposed Project and Options would not induce substantial unplanned population growth during construction or operation and there would be no impact.

DEIR, Page 3.16-7

The DEIR states that there will be no real growth impact around the train line other than "underutilized lots" mostly around the stations. Unfortunately what is not addressed is the growth of crime and homelessness that is served by train lines. Exposure to residential neighborhoods is counter productive. The reason why the old Red Car Line ran down the middle of Hawthorne Blvd., is because it served the business district of the time.

Public transportation should not trespass on exiting neighborhood privacy. Serving populations can not be at the expense of loss of privacy for local residents.

The ROW already deals with homeless encampments. Narrow walled corridors will provide a level of secrecy that is conducive to those hiding in urban settings.

8.The push to use the row to connect with the new redondo transit center is a red herring

The Hawthorne option shows a station at Artesia and Hawthorne Blvd. which would be a third of mile or so away from the Redondo Beach Transit Center. The new RBTC serves the bus line. Currently all buses stop at Artesia and Hawthorne. Metro has indicated that if the Hawthorne Option is selected, they could accommodate a bus stop adjacent to the platform. Riders will not need to travel to the transit center to board a bus.

The new south bay social district will be a targeted destination for train travelers.

If they do wish to go to the transit center, they will be able to go through the newly renovated mall space which will feature open markets and dinning, new retail, a hotel and other live/work quarters.

An elevated stance will allow Metro to bring a bus stop adjacent to the platform making transfers quick and painless. This is a typical design consideration for all Metro Stations.

9.Metro projects a modern neighborhood aesthetic — Featuring walls

To counter both the safety and the noise issues, a sea of walls is projected throughout the neighborhoods that line the corridor.

What was once a park like community will be turned into waves of walls. structures bouncing freight noise and ruining views.

The DEIR Executive Summary places no importance on these basic quality of life concerns for residents along the ROW. The only recognition of intrusion is during construction, which will be significant light flooding at darkened hours.

DEIR Executive Summary, Page ES-19

Fitting two additional train tracks and infrastructure will squeeze out the parkland at the row.

Communities along the ROW count on this area as park space to relieve the urban density in this part of the South Bay. Not only will the commuter train line destroy the visual aesthetic of this space, throughout years of constructions, residents will be dealing with noise, vibration, and apparently, "substantial light or glare." This will be very intrusive to young families, the elderly, and those working from home.

DEIR Executive Summary, Page ES-20

10.decisions having a 100 year impact should not be made Over "projected" construction costs

A constant refrain seems to be that since Metro "owns" the ROW, naturally, it should use that corridor. The Metro possesses an option to use the corridor, but they have divulged that they do not have ownership rights that would allow them to remove the BNSF Freight Line or the High-Pressure Pipelines. Further, if Metro were working on moving the freight line (moving it to accommodate the additional light-rail lines), they must continue to service the delivery for which the BNSF train currently functions. Metro owns a usage option to the ROW for which they cannot encumber other stakeholders.

Metro must retain current BNSF line and share the row with the freight and High-pressure pipelines.

Metro has projected the cost on this slide shared with the community. It indicates a billion dollar difference between the ROW option and Hawthorne. This does not include the mitigated trenching which will change costs significantly. This needs to be itemized. Devil's in the details.

During one of their presentations to the community, a Metro representative explained that the cost per foot for cheapest to most expensive design was: 1) at-grade; 2) elevated; and 3) trenching. So the trenching mitigation will change both cost and timing which must be spelled out for a legitimate cost and timing comparison.

Timing was communicated with this slide. Though some municipalities have projected completion for the C Line to be in time for the 2028 Olympics, that clearly is not in the works, and Metro has communicated this to the cities involved.