1. City of Anaheim Master Plan - March 2026 Draft — Anaheim City Council, April 7, 2026 (part 1 of 3)

CITY OF ANAHEIM
March 2026 DRAFT
Transit
Master Plan

TABLE OF CONTENTS
Executive Summary 6
Introduction 14
About the Anaheim Transit Master Plan � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 15 Planning Process � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 16 Report Organization � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 17 Status of Anaheim Transportation Network (ATN)� � � � � � � � � � � � � � � � � � � � � � � 17 Existing Conditions 18
Plan, Policy, and Legislation Review � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �20 Transit Operations � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �24 Community Characteristics � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �35 Opportunities for Improvements � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �46 Recommendations Development 52
ATMP Goals and Evaluation Approach � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �54 Recommendations � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �58 Project Scoring Process � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 70 Public Outreach and Engagement 74
How Stakeholder Input Informed the ATMP � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 76 Phase One Outreach� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �78 Phase Two Outreach� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �80 City Council Hearing� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �84 Implementation Plan and Next Steps 86
Project Prioritization Matrix � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �88 Funding Opportunities � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �92 Benefits of Implementing the Transit Master Plan � � � � � � � � � � � � � � � � � � � � � �98 Appendices 100
Appendix A: Existing Conditions Report
Appendix B: Analysis and Recommendations Report
Appendix C: Outreach Summaries
01 02
03 04
05 06
TABLES
Table ES.1 Summary of ATMP Recommendations � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 13 Table 2.1 Summary Themes and Policies Related to ATMP� � � � � � � � � � � � � � � � � � � �20 Table 2.2 ATN Weekday Span of Service and Frequency, April 2024 � � � � � � � � � � �28 Table 2.3 Average Weekday OCTA Boardings by Route Within Anaheim � � � � � �30 Table 2.4 OCTA Weekday Span of Service and Frequency, April 2024 � � � � � � � � � 31 Table 2.5 Average Weekday Metrolink Boardings by Station, April 2024� � � � � � �33 Table 2.6 Metrolink Frequency and Span of Service � � � � � � � � � � � � � � � � � � � � � � � � � � �33 Table 2.7 Estimated and Forecasted Population � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �35 Table 2.8 Estimated and Forecasted Employment � � � � � � � � � � � � � � � � � � � � � � � � � � � �38 Table 3.1 Evaluation Criteria � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �55 Table 3.2 Project Scoring Results � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 71 Table 5.1 Prioritization Matrix 89
Table 5.2 Federal Funding Opportunities� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �93 Table 5.3 State Funding Opportunities � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �95 Table 5.4 Measure M Funding Opportunities � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �97

FIGURES
Figure ES.1How Stakeholder Input Informed the Development of the ATMP � � � � � � � 11 Figure 2.3Existing Transit Providers in Anaheim � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �25 Figure 2.4Aggregated Monthly Boardings at Bus Stops, OCTA and ATN� � � � � � � � �26 Figure 2.5Population Density, 2022� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �36 Figure 2.6Population Change, 2022-2045� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 37 Figure 2.7Employment Density, 2021 � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �39 Figure 2.8Employment Change, 2021-2045 � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �40 Figure 2.9Transit Propensity � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �42 Figure 2.10Low Ridership in High Propensity Areas � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �43 Figure 2.12Transit Supportive Densities in Anaheim, 2022� � � � � � � � � � � � � � � � � � � � � � � �45 Figure 3.1 Anaheim Transit Vision � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �59 Figure 4.1 How Stakeholder Input Informed the Development of the ATMP � � � � � � 77

EXECUTIVE SUMMARY
6 CITY OF ANAHEIM TRANSIT MASTER PLAN
About the
Anaheim Transit
Master Plan
The Anaheim Transit Master Plan (ATMP) is
a long-range vision for improving transit in
Anaheim. As Anaheim continues to grow in
population and employment, and as a hub
for visitors, transit can connect everyone to
all that Anaheim has to offer, while doing it
more sustainably.

The recommendations in the ATMP identify
ways to improve transit in Anaheim,
along with a suggested roadmap for
implementation. These recommendations
will help to identify and address mobility
gaps, improve passenger experience, and
grow ridership. The recommendations
include service improvements (e.g., new
microtransit service, more frequent bus and
rail service), capital improvements (e.g., a
new east-west connector between Anaheim
Regional Transportation Intermodal Center
(ARTIC) and the Resort/Convention Center,
and establishing other high-capacity transit
corridors), and low cost, policy improvements
(e.g., website updates, simplifying fares,
establishing transfer agreements). The
recommendations were developed with input
from the public and key stakeholders, existing
conditions assessments, and to ensure
consistency with City of Anaheim directives.
7 Anaheim Transit Master Plan DRAFT — About the Anaheim Transit Master Plan Relevant local plans, policies, and legislation
inspired the ATMP’s seven main goals:

Increasing Transit Access
Improving Mobility
Providing Benefit to Low Income
Populations
Reducing Greenhouse Gas Emissions
Supporting Economic Development
Rapid Project Implementation
Enhancing Transit in Anaheim’s
Targeted Growth Areas
Existing conditions analyses helped assess the
state of transit in Anaheim, potential issues,
challenges, and opportunities for improving transit
were identified during this phase. Public outreach
and meetings with key stakeholders helped further
identify needs, issues, and goals for the future of
transit through a more qualitative lens.
▼ Facilitators speaking with the community at the ATMP
Open House.

Planning Process
Thirteen (13) recommendations were developed
to address the identified issues, challenges,
and opportunities revealed from the preceding
assessments and public input. Once the
recommendations were developed, stakeholder
working group meetings were held again to
review and refine the recommendations. An
open house was hosted so the public could also
provide feedback and express their preferences. A
phasing schedule was developed to support the
implementation of the 13 recommendations over
the life of the plan.

The ATMP is a living document. The plan
recommendations were mostly shaped by
assessments of mid-2020s conditions and
stakeholder feedback occurring during that same
period. If societal, economic, and/or technological
changes drastically alter conditions in Anaheim
or create unanticipated opportunities, then this
plan’s recommendations are intended to be
updated to adapt accordingly. As emerging transit
technologies become more viable contributors to
local mobility solutions, ATMP recommendations
should also be updated to leverage that potential.

Anaheim Transit Master Plan DRAFT — Executive Summary
8 CITY OF ANAHEIM TRANSIT MASTER PLAN
> Population in Anaheim is estimated to increase by 85,000 (25%) and employment is estimated to increase by 60,000 (29%) by 2045. This growth is projected to be concentrated in and around the Anaheim Canyon, Platinum Triangle, and the Resort Area.
> Transit propensity, areas in the city anticipated to have strong transit usage is highest in the Resort Area, the Platinum Triangle, Downtown Anaheim, and parts of West Anaheim. Improving or expanding transit service in these areas will benefit communities that either already use or have a higher likelihood of transit use.
> Of 562 bus stops in Anaheim, only 26% of bus stops have shelters. Lack of shelters at bus stops makes waiting for transit uncomfortable and unattractive to some riders.
> Bus stops along Anaheim Transit Network (ATN) and Orange County Transportation Authority (OCTA) routes can be difficult to identify. ATN stops utilize rectangular sign holders that are mounted on the pole and are too small to be visible from afar. OCTA bus stop signs do not identify the route numbers serving the stop on the sign, making it difficult for riders to determine which routes serve the bus stop.
> ATN does not publish a schedule for its bus routes and operates on a headway system with buses arriving every 20 to 30 minutes. Riders do not know when the next bus will arrive, making it difficult for riders to plan trips or time connections to other transit services.
> Across the six transit agencies operating in Anaheim, there is considerable variability in the adult cash fare, with the most notable difference between ATN ($4) and OCTA ($2). Not only are fares different, but the methods riders can use to pay are different for each agency. Some agencies do not accept cash (ATN), and some agencies use reloadable fare cards that are not interchangeable (e.g., LA Metro uses TAP card, OCTA uses WAVE). Transfer policies also vary widely as not every agency provides free transfers for riders.

This can be overwhelming for new riders to understand and can be a barrier to using transit.

Key Challenges and Opportunities
The following challenges and opportunities were
identified during the existing conditions assessment:
9 Anaheim Transit Master Plan DRAFT — Key Challenges and Opportunities > Eight OCTA routes combine for 23,000 average weekday local boardings.

Many of these routes operate every 15 to 20 minutes during AM and PM peak periods, but some have less frequent service during the midday and in the evening. Weekend service is also less frequent than on weekdays. Improving frequencies on these routes can improve mobility for thousands of riders. > Some high-ridership OCTA routes experience more variability in travel times during evening peak travel compared to midday, which causes bus reliability issues and passenger delay for thousands of riders. There is an opportunity to implement speed and reliability treatments, such as bus lanes, queue jumps, or transit signal priority to improve service reliability and make bus travel faster.
> Metrolink’s span of service and frequency are limited. Trains operate every 60 minutes during peak commute periods and have headways up to three hours outside of peak periods (midday and evenings). On weekends, service is even less frequent, with some lines having just two trips in each direction per day. Infrequent service is not conducive to individuals who have atypical work schedules, travel outside peak periods, and/or reverse commute during peak periods. Infrequent trains are also inconvenient for visitors attending events at Angel Stadium and Honda Center.

There was continuous outreach with the community
throughout the development of the plan to ensure
the ATMP reflects the feedback and priorities of
Anaheim residents and key stakeholders.

Public Outreach and Engagement
There were two phases of public outreach:
> Phase One (Spring 2025) – Presented existing
challenges, needs, and the ATMP framework
at technical and community working groups
and a public open house. During this phase
an online public survey was administered to
capture insights from anyone who lives or
works in Anaheim, as well as visitors to the city.
> Phase Two (Fall 2025/Winter 2026) – Reviewed
draft recommendations for feedback and
identifying additional priorities. This phase
involved presentations to technical and
community working groups and a public
meeting to gather feedback.

The public outreach and engagement activities,
and timeline are illustrated in Figure ES.1 on the
following page.

TRANSIT MASTER PLAN

HELP SHAPE THE FUTURE
OF TRANSIT IN ANAHEIM! The City of Anaheim wants to hear from YOU! Whether you live, work, or visit Anaheim, your input is essential in shaping a more efficient, accessible, and connected transit system for everyone. 🔘🔘 How you use transit in Anaheim
(or why you don’t)
🔘🔘 What improvements you’d
like to see
🔘🔘 What destinations and
services matter most to you
🔘🔘 How transit can better
support Anaheim’s future
SURVEY OPEN UNTIL:

JUNE 6, 2025 (11:59 PM)
COMPLETELY ANONYMOUS —

YOUR PRIVACY IS RESPECTED
TAKE OUR 5-MINUTE SURVEY AND TELL US:

SCAN THE QR CODE ABOVE TO START
THE SURVEY!
Or visit: Anaheim.net/6646/Anaheim-Transit-Master-Plan
»
▲ ATMP public survey promotional flyer.

Anaheim Transit Master Plan DRAFT — Executive Summary
10 CITY OF ANAHEIM TRANSIT MASTER PLAN
11 Figure 1. How Stakeholder Input Informed the Development of the ATMP Analyzed Existing
Conditions, Developed
Preliminary Goals,
Identifi ed Transit
Challenges and
Opportunities
Final ATMP
Analysis of Data,
Determination
of Preliminary
Recommendations
Development
of Draft ATMP
Recommendations
Data presented to:

TWG #2
CWG #2
Draft ATMP
presented to Public
Open House #2
Finalize Draft ATMP
Final Draft of
ATMP presented
to City Council
Data presented to:

Technical Working
Group (TWG) #1
Community Working
Group (CWG) #1
Public Open
House #1
Public Survey
Feedback shared with CWG
All Feedback Summarized
Figure ES.1How Stakeholder Input Informed the Development of the ATMP Anaheim Transit Master Plan DRAFT — Public Outreach and Engagement Recommendations
The ATMP contains 13 recommendations to
improve transit in Anaheim, as illustrated in
Figure ES.2 and summarized in Table ES.1. The
recommendations, categorized below, include
service improvements, capital investments, and
customer experience enhancements.
> Service recommendations include piloting new
microtransit service, increasing bus frequencies
on high ridership routes, and increasing rail
frequency to allow riders more flexibility when
using transit.
> Capital recommendations include sidewalk
gap infill near transit, upgrading select high
ridership bus routes to high-capacity transit
(light rail, Bus Rapid Transit, etc.), implementing
a new east-west connector between ARTIC and
the Anaheim Convention Center and Resort
Area, and implementing roadway treatments
to improve bus speed and reliability.
> Customer experience recommendations
include adding amenities to bus stops, making
local transit websites and mobile apps more
user friendly, harmonizing fare structures,
as well as streamlining and implementing a
schedule for future Resort Area transit routes.

Figure ES.2Anaheim Transit Vision
Anaheim Transit Master Plan DRAFT — Executive Summary
12 CITY OF ANAHEIM TRANSIT MASTER PLAN
Category Recommendation Description
Service
Pilot microtransit in Anaheim Canyon and/or
Anaheim Hills
Anaheim Canyon has challenging sidewalk conditions, making it difficult for riders to access existing fixed-route transit, and Anaheim Hills does not have fixed-route service. Microtransit would improve mobility in these areas.

Increase OCTA bus frequencies OCTA’s eight highest ridership routes in Anaheim serve 23,000 average weekday local riders. Increasing frequencies to seven days a week would improve mobility and connectivity throughout the city and region.

More frequent off-peak and weekend
Metrolink frequencies
Metrolink operates at hourly frequencies during peak periods and up to three hours during off-peak hours. Weekends have few scheduled trips. More frequent service would improve regional connections, support off-peak travel and enable more trip purposes than just commuting. Potential future increases in Amtrak service could also supplement or offset the need for additional Metrolink service.

Capital
Fill gaps in missing sidewalks to connect rail
stations and bus stops
Anaheim Canyon and the Platinum Triangle have sidewalks gaps in certain locations. This makes accessing bus stops and rail stations difficult. Filling gaps in sidewalks would make transit more accessible.

Implement high-capacity transit on major
corridors
OCTA’s highest ridership bus routes in Anaheim operate on major corridors and are strong candidates for high-capacity transit. Highcapacity transit can include Bus Rapid Transit, or some other mode. Implementing high-capacity transit on these corridors would improve mobility within the city and adjacent cities.

Implement speed and reliability
improvements
Some OCTA bus routes experience more delay than others during peak travel times, which can cause delay for all riders on the route when the bus is running behind. Implementing speed and reliability improvements such as bus lanes, queue jumps, or transit signal priority can potentially increase service reliability and improve customer experience.

Implement east-west ARTIC-Platinum
Triangle-Resort-Convention Center
Connector
A grade separated transit connector to link ARTIC station (and planned redevelopment near Honda Center and Angel Stadium) with the Convention Center and Resort Area, improving mobility for the thousands of people living and working in and around these major activity centers. The previous ATMP also identified this as a recommendation.

Customer
Experience
Increase sign visibility at bus stops
ATN’s current bus stop signage is difficult to identify from afar. OCTA bus stop signage does not display the routes serving the stops and many stops also do not include schedule information. Developing and installing uniform signage standards to clearly mark bus stops and provide route information will improve stop visibility and reduce rider confusion.

Introduce more amenities at bus stops Benches and shelters can make waiting for transit more comfortable, and other amenities like lighting and real-time arrival signs can improve the rider experience.

Improve ATN (future Resort-Platinum Triangle
transit provider) mobile app and website
ATN’s current website is challenging to use for some riders. The website also lacks service information that is provided in the app. Including all trip-planning information on the future Resort-Platinum Triangle transit provider transit provider’s website and improving the mobile app experience will help riders better plan their trips.

Implement a schedule for ATN (future ResortPlatinum Triangle transit provider) routesATN routes currently operate every 20-30 minutes, and there is no published schedule, so riders do not know when the next bus will arrive.

Publishing schedules for future Resort-Platinum Triangle transit provider routes can reduce waiting times and improve rider experience.

Streamline and simplify ATN (future ResortPlatinum Triangle transit provider) routes Several current ATN routes are circuitous and make several deviations. Some routes are also combined during midday service, which can cause confusion for riders. Simplifying future Resort-Platinum Triangle transit provider transit routes can reduce travel time and improve rider experience.

Simplify fare structures and establish
transfer agreements
The transit providers operating in Anaheim have different fare structures and payment methods, and ATN does not have transfer agreements with some agencies, so riders must pay two fares. Standardizing fares, enabling more convenient payment methods and establishing transfer agreements with a (future Resort-Platinum Triangle transit provider can reduce rider confusion and improve customer experience.

Table ES.1 Summary of ATMP Recommendations
13 Anaheim Transit Master Plan DRAFT — Recommendations

INTRODUCTION
01 14 CITY OF ANAHEIM TRANSIT MASTER PLAN
About the
Anaheim Transit
Master Plan
The Anaheim Transit Master Plan (ATMP) is a longrange vision for improving transit in Anaheim. As Anaheim continues to grow in population and
employment, and as a hub for visitors, transit can
connect everyone to all that Anaheim has to offer,
while doing it more sustainably.

The recommendations were developed with
input from the public and key stakeholders,
existing conditions assessments, and to ensure
consistency with City of Anaheim directives.
15 Anaheim Transit Master Plan DRAFT — About the Anaheim Transit Master Plan ▼ Facilitators speaking with the community at the ATMP
Open House.

Relevant local plans, policies, and legislation
inspired the ATMP’s seven main goals:

Anaheim Transit Master Plan DRAFT — Introduction
16 CITY OF ANAHEIM TRANSIT MASTER PLAN
ATN is one of the transit operators in Anaheim that
was analyzed as part of this study. The service
announced it will cease operations effective March
31, 2026. There are no current plans to replace
ATN service. As part of the ATMP, ATN’s service was
analyzed in the Existing Conditions chapter and
full Existing Conditions Technical Report (Appendix
A). Several recommendations were subsequently
developed to improve ATN operations and
customer experience with its service.

While ATN itself will no longer be operating, the
underlying findings and recommendations should
be considered for any future transit service that is
established to serve Anaheim’s Resort Area.

Chapter 2:

Existing Conditions
> Plan and Policy Review
> Overview of Existing Transit Operations
> Community Characteristics
> Opportunities for Improvements
Report Organization
Status of Anaheim Transportation
Network (ATN)
ATN was a key mobility provider within Anaheim
(particularly in the Resort Area and Platinum
Triangle), carrying over 125,000 trips per month.

The City of Anaheim is currently engaging
in conversations with hoteliers and other
stakeholders to consider the immediate next
steps for a replacement Resort Area service,
including development of franchise agreements
as necessary. ATMP Recommendations 3 through
6 are ATN-related.

Chapter 3:

Recommendations
Development
> Project Goals
> Recommendations and Evaluation
> Network Vision Map
Chapter 4:

Public Outreach and
Engagement
> Open Houses
> Technical Working Group/Community
Working Group Meetings
> Overview and Conclusions
Chapter 5:

Implementation Plan and
Next Steps
> Project Prioritization
> Funding Opportunities
> Benefits of Implementing the Plan
17 Anaheim Transit Master Plan DRAFT — Report Organization

EXISTING CONDITIONS
02 18 CITY OF ANAHEIM TRANSIT MASTER PLAN
This chapter summarizes the existing plan and
policy review that was conducted, population
and employment data, and transit operations
in Anaheim. The existing conditions work
was the foundation for the development of
recommendations by identifying challenges/
needs with existing transit service and
opportunities to improve mobility within Anaheim.

Anaheim Transit Master Plan DRAFT — Planning Process
19 Adopted long-range plans, policies, and
legislation were reviewed to understand the
transit landscape in Anaheim. This included
what planning work has been previously done,
what improvements are being planned for
implementation, and how existing policies and
legislation can support transit improvements.

Forty-eight (48) existing plans, policies, and laws
were reviewed from the City of Anaheim, local
agencies and stakeholders, regional agencies,
and the state and federal government.

Plan, Policy, and Legislation Review
The plans, policies, and legislation covered a
variety of topics including planned development
as well as transit and multimodal improvements.

Table 2.1 displays the general themes of the ATMP
and the number of plans and policies that share
these same themes. These themes each became
goals for the ATMP, which guided the development
of the recommendations. Key plans are
summarized after the table, and a comprehensive
plan review can be found in the Existing Conditions
Technical Report in Appendix A.

Table 2.1 Summary Themes and Policies Related to ATMP
Common Themes
Mobility Equity Safety Reduce
Greenhouse
Gases
Accessibility Economic
Development
Local
Regional
State and
Federal
Source: CR Associates
Anaheim Transit Master Plan DRAFT — Existing Conditions 20 CITY OF ANAHEIM TRANSIT MASTER PLAN
The Anaheim General Plan (2025) updated Anaheim’s longterm vision for growth over the next 20-plus years, with explicit goals to support bus and paratransit improvements and
expanded modal choices. The Plan identified Harbor Boulevard, State College Boulevard, Katella Avenue, Tustin Avenue north of SR-91, Orangethorpe Avenue, Beach Boulevard, and Imperial Highway north of SR-91 for congestion improvements. These corridors were identified in the Circulation Element.

The Anaheim Resort Mobility Study (2022) identified transit, pedestrian, bicycle, and roadway improvements to better serve Anaheim’s Resort Area. Key recommendations included an
east–west transit corridor on Katella Avenue, a resort circulator hub at ARTIC with improved regional rail connections, and safety-focused pedestrian, bicycle, and speed improvements.

Disneyland Forward (2024) updated and extended Disney’s long-term development agreement with the City of Anaheim through 2064. The plan focused on two future development nodes, one west of Disneyland Drive and the other at Katella Avenue and Harbor Boulevard. Future development could
include new theme park attractions, hotels, retail, and dining.

The plan also identified roadways, pedestrian, and bicycle improvements.

Key Plans
21 Anaheim Transit Master Plan DRAFT — Plan, Policy, and Legislation Review The OCVibe Master Plan (2024) proposed a 100-acre, mixeduse campus development in the Platinum Triangle anchored by the Honda Center. Development of the campus began in 2025 and the final phase of construction will begin in 2029. The development will include 564,000 square feet of office space, up to 2,250 apartments, 640 affordable apartments, 15,000 square feet of retail, and a 4.7-acre neighborhood park.

The Platinum Triangle Master Land Use Plan (2025) proposed an 826-acre, high density, mixed-use, urban district that serves as a major employment and residential hub. Future development in Platinum Triangle (also accounting for OCVibe) will include up to 17,840 dwelling units, 7,791,802 square feet of office uses, 6,195,019 square feet of commercial uses, and 250,000 square feet of institutional uses. The plan promoted strong pedestrian connectivity, expanded street networks, and integration with the Anaheim Resort.

OC Transit Vision 2024 updated Orange County Transportation Authority’s (OCTA) transit master plan from 2018. It presented a 30-year framework for improving transit accessibility, reliability, and regional connectivity. The plan identified key transit opportunity corridors in Anaheim, along Harbor Boulevard, Katella Avenue, State College Boulevard, La Palma Avenue, and Lincoln Boulevard, and emphasized coordination with local jurisdictions to support transit-oriented land use and congestion reduction.

Anaheim Transit Master Plan DRAFT — Existing Conditions 22 CITY OF ANAHEIM TRANSIT MASTER PLAN
The LOSSAN Rail Corridor Optimization Study (2021) detailed phased improvements to increase service frequency,
connectivity, and operational efficiency of rail services. The agency has set a mid-term goal of providing hourly Pacific Surfliner service by 2027. The plan also aligns with long-term regional goals, including supporting the 2028 Los Angeles Olympic and Paralympic Games (2028 Olympics).

The Metrolink SCORE Program is a capital improvement
program that will expand the current rail network throughout the five counties it serves in preparation for the 2028 Olympics.

Projects that will be completed in the first phase include constructing an additional track to serve the Los AngelesFullerton Line, which is served by Metrolink’s Orange County and 91-Perris Valley Lines, both of which serve Anaheim.

California High-Speed Rail (HSR) is a high-speed rail system under planning and construction, which, when completed, will connect Anaheim to many central and northern California cities. The Los Angeles to Anaheim section in HSR Phase 1 upgrades the rail corridor between Los Angeles Union Station and ARTIC for intercity high-speed rail and for compatibility with the current rail freight and commuter rail uses. An Environmental Impact Report/Environmental Impact Statement (EIR/EIS) for the Los Angeles to Anaheim section was published for public comment on December 5, 2025.
23 Anaheim Transit Master Plan DRAFT — Plan, Policy, and Legislation Review Transit Operations
▼ A group of people waiting at the bus stop at the Katella Avenue and West Street intersection.

Anaheim Transit Master Plan DRAFT — Existing Conditions 24 CITY OF ANAHEIM TRANSIT MASTER PLAN
Anaheim is served by six bus and rail transit
agencies, whose routes through the city are
shown in Figure 2.3. This section provides a brief
overview of each provider, and a detailed analysis
of transit operations can be found in the Existing
Conditions Technical Report in Appendix A.

The Resort Area has the
highest concentration
of stops in the city, and
has multiple stops with
more than
Outside of the Resort Area,
Lincoln Avenue and La
Palma Avenue are the two
corridors with the largest
number of stops which have
Major intersections with
both east-west and
north-south stops have
higher boarding than other
locations, with many having
5,000
monthly boardings
1,000+
monthly boardings
2,500+
monthly boardings
Figure 2.4 shows the aggregated monthly
boardings by stop for OCTA and ATN, Anaheim’s
two largest transit providers. Some bus stops in
Anaheim are served by both transit providers.

Stop-level boardings data was not available for the
other agencies operating bus service in Anaheim.

Figure 2.3
Existing Transit Providers in Anaheim
Source: City of Anaheim, ATN, OCTA, RTA, LA Metro, Metrolink Anaheim Transit Master Plan DRAFT — Transit Operations
25 Figure 2.4
Aggregated Monthly Boardings at Bus Stops, OCTA and ATN Source: ATN, OCTA, April 2024
26 CITY OF ANAHEIM TRANSIT MASTER PLAN
Bus Operators

ANAHEIM TRANSPORTATION NETWORK (ATN)
The Anaheim Transportation Network (ATN)
currently operates 13 routes as part of their
Anaheim Resort Transportation (ART) service. The
routes are focused on providing connectivity to,
from, and within the Resort Area. ATN also operates
Senior Wheels, a door-to-door transportation
program for Anaheim residents aged 60 and
over that provides transportation within a 10-
mile radius of a resident’s home. Seniors may
use the service to reach meal sites, for social or
recreational trips, and non-emergency medical
appointments.

Table 2.2 details the span of service and
frequency for ATN’s 13 fixed routes. ATN fixed-route
service operates seven days a week, generally
from 6 a.m. to 12:30 a.m. ATN operates on a
headway-based service with buses arriving at
stops every 20 to 30 minutes, except for some
morning and evening routes that operate one or
two trips in each direction.

During the midday period when ridership is lower,
some ATN routes operate as combined routes,
which means two routes are merged into one long
route. Stop-level boardings data was not available.

ATN has recently stated that it will be winding
down its service at the end of March 2026. Next
steps discussions for the future Resort-Platinum
Triangle transit provider are ongoing.
▲ ATN bus arriving at a stop on West Street.

ATN is a major transit provider
in Anaheim with 134,300 total
boardings in Anaheim in April
2024. ATN ridership is highest
along Harbor Boulevard and
Katella Avenue, which also have
the greatest concentration of
lodging and other supporting retail
services. The highest ridership
activity is at the Disneyland Main
Transportation Center with over
1,700 daily boardings combined
across the various routes.
27 Anaheim Transit Master Plan DRAFT — Transit Operations ATN Route

EARLY AM AM PEAK MIDDAY PM PEAK NIGHT
2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1
3/4 - Grove District/Harbor
3 - Grove District
4 - Harbor
5 - Grand Plaza
6 - Disney Way
6/12 - Disney Way/
Manchester
7 - Clementine
7/8 - Clementine/Hotel Circle
8 - Hotel Circle
9 - Katella
9/11 - Katella/Ball Road
11 - Ball Road
12 - Manchester
15 - ARTIC Express
15 - ARTIC Sports Complex
17 - Canyon Metrolink to
Disneyland
17 - Disneyland Resort to
Canyon Metrolink
20 - Toy Story
Source: Anaheim Transportation Network
Table 2.2 ATN Weekday Span of Service and Frequency, April 2024 <30 min 30-59 min 60 min
Anaheim Transit Master Plan DRAFT — Existing Conditions 28 CITY OF ANAHEIM TRANSIT MASTER PLAN

ORANGE COUNTY TRANSPORTATION

AUTHORITY (OCTA)
OCTA operates 24 bus routes within Anaheim,
including three which are limited stop OC Bus
Rapid routes (service formerly known as BRAVO!),
providing access to key destinations across the
city and surrounding areas. OCTA also operates
OC Access, a shared-ride paratransit service for
individuals with disabilities who cannot use fixedroute buses. This service operates within ¾ of a mile of OCTA’s fixed-route network.

OCTA had 467,640 total fixedroute boardings in Anaheim in April 2024. OCTA ridership
is highest locally along major
east-west corridors such as
Katella Avenue, Ball Road,
Lincoln Avenue, and La Palma
Avenue. Ridership is also high
at major intersections where
north-south and east-west
roadways intersect, where
many users transfer between
OCTA routes.
▼ An OCTA bus stopping along Harbor Boulevard.
29 Anaheim Transit Master Plan DRAFT — Transit Operations Rank in Ridership OCTA Route Average Weekday
Boardings in Anaheim
1 38-Lakewood - Anaheim Hills 3,621
2 42/42A-Orange - Seal Beach 3,561
3 47-Fullerton - Newport Beach 2,940
4 43-Fullerton - Costa Mesa 2,792
5 57-Brea - Newport Beach 2,621
6 50-Long Beach - Orange 2,362
7 46-Long Beach - Orange 1,942
8 37-La Habra - Fountain Valley 1,940
9 543-Fullerton - Costa Mesa 905
10 29-La Habra - Huntington Beach 641
11 35-Fullerton - Huntington Beach 608
12 83-Anaheim - Laguna Hills 585
13 33-Fullerton - Huntington Beach 489
14 30-Cerritos - Anaheim 325
15 529-Fullerton - Huntington Beach 256
16 25-Fullerton - Huntington Beach 251
17 71-Yorba Linda - Newport Beach 161
18 59-Anaheim - Irvine 146
19 129-La Habra - Anaheim 119
20 53-Orange - Irvine 97
21 123-Anaheim - Huntington Beach 64
22 553-Orange - Santa Ana 64
23 54-Garden Grove - Orange 24
Source: OCTA, April 2024
Table 2.3 Average Weekday OCTA Boardings by Route Within Anaheim Table 2.3 shows the average weekday boardings
within Anaheim for all OCTA routes ordered from
highest to lowest ridership. Routes with the most
boardings should be evaluated for improvements
that can both retain existing riders and attract
new ones.

Some OCTA routes only serve a few bus stops
within Anaheim, such as Route 54, so there is
some correlation between route coverage and
boardings. Several of OCTA’s highest ridership
stops are in the Resort Area and the ARTIC station,
as these are major trip generators.

Anaheim Transit Master Plan DRAFT — Existing Conditions 30 CITY OF ANAHEIM TRANSIT MASTER PLAN
Table 2.4 OCTA Weekday Span of Service and Frequency, April 2024 Table 2.4 details the weekday span of service
and frequency of OCTA routes operating within
Anaheim. All routes generally start service
between 4 and 5 a.m. and operate until 9 or 10
p.m. Most routes operate at a frequency of less
than 60 minutes and have a consistent frequency
ATN Route

EARLY AM AM PEAK MIDDAY PM PEAK NIGHT
2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1
25 - Fullerton to Huntington Beach
29 - La Habra to Huntington Beach
30 - Cerritos to Anaheim
33 - Fullerton to Huntington Beach
35 - Fullerton to Costa Mesa
37 - La HabratoFountain Valley
38 - Lakewoodto AnaheimHills
42 - Seal Beach to Orange
42a - Seal Beach to Orange
43 - Fullerton to Costa Mesa
46 - Long Beach to Orange
47 - Fullerton to Balboa
50 - Long Beach to Orange
53 - Anaheim to Irvine
54 - Garden Grove to Orange
57 - Brea to Newport Beach
59 - Anaheim to Irvine
71 - Yorba Linda to Newport Beach
83 - Anaheim to Laguna Hills
123 - Anaheim to Huntington
Beach
129 - La Habra to Anaheim
529 - Rapid Fullerton to
Huntington Beach
543 - Fullerton Transportation
Center to Santa Ana
553 - Rapid Anaheim to Costa
Mesa
Source: OCTA, April 2024
during their span, except for Routes 38, 50, and
529, which have additional service during the
peak commute periods. The OCTA routes with the
highest ridership in Anaheim have more frequent
service than other routes.
<30 min 30-59 min 60 min
31 Anaheim Transit Master Plan DRAFT — Transit Operations

LA METRO
The Los Angeles County Metropolitan
Transportation Authority (LA Metro) is the primary
transit service provider in Los Angeles County. LA
Metro operates Line 460, a regional bus service
connecting Anaheim’s Disneyland Resort and
the Anaheim Convention Center to Downtown
Los Angeles. Line 460 operates with 45-minute
frequencies and includes stops at the Fullerton
Park & Ride, Knott’s Berry Farm, and the Norwalk C
Line (Green) Metro Station.

RIVERSIDE TRANSIT AGENCY
The Riverside Transit Agency (RTA) is the primary
transit provider in western Riverside County.

RTA operates Route 200, a regional bus service
connecting the San Bernardino Transit Center
to the Disneyland Resort in Anaheim. The route
includes stops at Angel Stadium and the Anaheim
Convention Center, operating with one-to-twohour frequencies. RTA Route 200 also stops at the Vine Street mobility hub in Riverside, the La Sierra
Metrolink station, and the Village at Orange.

In April 2024, LA Metro Line 460 had an average of 4,062 weekday boardings across the entire route. Stop-level
boardings data was not available for this route.

RTA Route 200 had 13,098 boardings in September 2024
across the entire route. Stop-level boardings data was not available for this route.
▲ The LA Metro 460 line at the Anaheim Convention Center.

Photo by Alan Heitz via LAist Featured Photos on Flickr.

Anaheim Transit Master Plan DRAFT — Existing Conditions 32 CITY OF ANAHEIM TRANSIT MASTER PLAN
Rail Operators

METROLINK
Metrolink is a regional commuter rail service
operating in Los Angeles, Orange, Riverside, San
Bernardino, Ventura, and San Diego counties. Two
Metrolink stations are located within Anaheim’s
city limits, ARTIC and the Anaheim Canyon
Metrolink Station. Fullerton Station serves parts of
northern Anaheim though it is located just outside
of the city limits in the City of Fullerton.

Average weekday boardings by station are
detailed in Table 2.5 for the three Metrolink lines
that serve Anaheim.

Metrolink Station OCTA Route Average Weekday
Boardings in Anaheim
ARTIC Orange County Line 236
Anaheim Canyon Inland Empire-Orange County Line 137
Fullerton 91/Perris Valley Line, Orange County Line 535 Source: Metrolink, April 2024
Metrolink Station
OCTA Route
Average
Weekday
Boardings in
Anaheim Weekday Service
Span
Weekend
Frequency
Weekend Service
Span
Peak Off-Peak
Inland Empire/
Orange County
60 min in peak
direction: to
Laguna Niguel
in the AM, to San
Bernardino in
the PM)
120 min 4:54 am -
8:06 pm
2 trips in each
direction
8:13 am and
10:11 am to
Oceanside,
3:54 pm and
7:50 pm to San
Bernardino
Orange County 60 min 120 to 180 min 5:36 am -
10:25 pm
4 trips in each
direction 9:16 am-6:46 pm
91/Perris Valley 60 min 120 to 180 min 5:50 am -
7:12 pm
2 trips in each
direction
8:38 am-9:40
am, 4:02 pm7:07 pm
Table 2.5 Average Weekday Metrolink Boardings by Station, April 2024 Table 2.6 Metrolink Frequency and Span of Service
Table 2.6 details the frequency and hours of
service for the three Metrolink lines that serve
Anaheim. Metrolink operates at one-hour
frequencies during the weekday peak commute
hours and operates every two or three hours at all
other times on weekdays. Service is less frequent
on weekends with only one or two trips in the
morning and evening. Infrequent service is less
desirable for riders who travel outside of peak
periods or who must connect to local bus service
because it limits when they can travel.
33 Anaheim Transit Master Plan DRAFT — Transit Operations AMTRAK
Amtrak operates one route through Anaheim, the
Pacific Surfliner, between San Diego and Goleta,
California (some trips extend to San Luis Obispo).

In Anaheim, the only stop is at the ARTIC. Service
runs daily with service every one to two hours
during the peak and every two to three hours in
the off-peak.

The ARTIC station had 163,848 annual riders on the Pacific Surfliner in 2022, averaging to 449 daily passengers. Fullerton station had 178,003 annual riders in 2022, averaging to 488 daily passengers.

Fullerton Station, just north of Anaheim, is served
by the Pacific Surfliner and the Southwest Chief,
connecting Chicago and Los Angeles with one trip
daily in each direction.
▲ The ARTIC station on W Katella Avenue.

Anaheim Transit Master Plan DRAFT — Existing Conditions 34 CITY OF ANAHEIM TRANSIT MASTER PLAN
Baseline ATAM
Population (2016)
Adjusted Population
Estimate (2022)1
Forecasted ATAM
Population (2045)
Percentage Increase
from Baseline
Average Weekday
Boardings in
Anaheim
345,999 346,333 431,340 25% 236
Source: ATAM Model
12022 population in the ATAM model was estimated by calculating the percent difference in population between US Census American Community Survey (ACS) years 2016 and 2022 and multiplying it by the 2016 ATAM population.

Population
Forecasts of future population and employment
growth in Anaheim over the next 20 years
were based off the Anaheim Traffic Analysis
Model (ATAM). Table 2.7 summarizes Anaheim’s
population in 2016 as a baseline and the
forecasted population in 2045 from the model.

The model estimates that Anaheim’s population
will grow by about 85,000 between 2016 and
2045, about a 25% increase.

Community Characteristics
Table 2.7 Estimated and Forecasted Population
Population in Anaheim is
expected to grow by
25%
between 2016
and 2045.
▲ A variety of housing densities are prevalent across Anaheim.

Figure 2.5 shows population density by census
block group in Anaheim using the 2022 American
Community Survey (5-year estimate) to reflect
current population density within Anaheim.

Central Anaheim is most densely populated along
major corridors, reflecting established residential
neighborhoods and mixed-use districts. This
baseline view is helpful for evaluating where
current concentrations of population may support
transit and active transportation.

Figure 2.6 shows the areas of Anaheim where
population density is expected to increase over
the next 20 years by comparing 2022 estimated
model population numbers to the projected
population growth from the model. The Platinum
Triangle is projected to experience the highest
increase in population density, indicating a
potential opportunity to improve transit service in
that area.
35 Anaheim Transit Master Plan DRAFT — Community Characteristics Figure 2.5
Population Density, 2022
Source: 2022 American Community Survey 5-Year Estimate
36 CITY OF ANAHEIM TRANSIT MASTER PLAN
Figure 2.6
Population Change, 2022-2045
Source: ATAM Model
Anaheim Transit Master Plan DRAFT — Community Characteristics 37 Baseline ATAM
Employment (2016)
Adjusted
Employment
Estimate (2021)2
Forecasted ATAM
Employment (2045)
Percentage Increase
from Baseline
Average Weekday
Boardings in
Anaheim
213,193 179,602 274,213 29% 236
Source: ATAM Model
22021 employment in the ATAM model was estimated by calculating the percent difference in employment between US Census American Community Survey (ACS) years 2016 and 2021 and multiplying by 2016 ATAM employment.

Employment
Employment density is a good indicator of
how much demand there is for transit service.

According to the Public Policy Institute of
California, employment density is more strongly
associated with transit use than residential
density. Areas with higher employment density
are more likely to have productive transit service
than areas with lower employment density.

Table 2.8 summarizes the ATAM’s forecasted
employment growth in Anaheim. Using 2016
employment as a baseline, the model projects
the number of jobs in Anaheim will grow by about
60,000 between 2016 and 2045, approximately a
29% increase.

Table 2.8 Estimated and Forecasted Employment
Employment in Anaheim is
expected to grow by
29%
between 2016
and 2045.
▲ The Hestan warehouse and office is one of four buildings built on the Anaheim Concourse site.

Figure 2.7 shows that the largest centers of
employment in Anaheim are the Anaheim
Canyon, Platinum Triangle, and the Resort Area, as
well as parts of Downtown Anaheim. These areas
may support near-term recommendations for
improving transit and mobility in Anaheim.

Figure 2.8 shows the projected changes in
employment density from 2021 to 2045. While
employment growth is projected throughout
Anaheim, growth will continue to be concentrated
mostly in Anaheim Canyon, the Platinum
Triangle, and Resort Area. These areas should be
considered when evaluating long-term transit
investments in the city because there will be future
markets for transit in these areas.

Employment growth in Anaheim
will be primarily concentrated in
the Anaheim Canyon, Platinum
Triangle, and Resort Area
Anaheim Transit Master Plan DRAFT — Existing Conditions 38 CITY OF ANAHEIM TRANSIT MASTER PLAN
Figure 2.7
Employment Density, 2021
Source: US Census LEHD
Anaheim Transit Master Plan DRAFT — Community Characteristics 39 Figure 2.8
Employment Change, 2021-2045
Source: ATAM Model
40 CITY OF ANAHEIM TRANSIT MASTER PLAN
Transit Propensity
Understanding community transit needs is
important for delivering equitable and efficient
transit service. This section examines select
demographic and socioeconomic data that
correlate to higher transit usage, which can help
determine overall transit propensity for a given
area. Areas of higher propensity are more likely
to generate ridership and support transit service.

The following demographic and socioeconomic
characteristics were identified as being more
likely to support transit usage:
> Higher percentage of persons of color
> Lower rates of vehicle ownership per household
> Lower rates of U.S. citizenship
> Lower median household income
Transit propensity is highest in parts of West Anaheim, the Resort Area, the Platinum Triangle, and Downtown Anaheim.

Anaheim’s transit propensity is displayed in
Figure 2.9. Transit propensity is highest in parts
of West Anaheim, the Resort Area, the Platinum
Triangle, and Downtown Anaheim. These areas
already have fixed-route services, but improving
transit service to these areas can improve
mobility and service quality. This could include
providing more frequent service, more service
hours, improving bus reliability, and providing
more amenities at stops.

Figure 2.10 overlays census block groups with
low bus ridership with high transit propensity.

These areas indicate where transit service is
potentially underperforming in places with high
ridership potential.
41 Anaheim Transit Master Plan DRAFT — Community Characteristics Figure 2.9
Transit Propensity
Source: 2022 American Community Survey 5-Year Estimate
42 CITY OF ANAHEIM TRANSIT MASTER PLAN
Figure 2.10
Low Ridership in High Propensity Areas
Source: 2022 American Community Survey 5-Year Estimate, OCTA, ATN 43 Anaheim Transit Master Plan DRAFT — Community Characteristics Transit Supportive Densities
The type and amount of transit service an area
can support is largely determined by population
and employment densities in an area. Figure 2.11
shows approximate population and employment
densities, along with the typical built environments
for these densities, based on transit planning best
practices and market research.

The figure also indicates the types of transit and
frequency, as appropriate. Based on this guidance,
Anaheim’s population and employment density
were combined to identify ideal levels of transit
frequency by areas in the city.

Figure 2.11Transit Supportive Population and Employment Densities As shown in Figure 2.12, most of Anaheim, except
Anaheim Hills, have densities that support some
level of fixed-route service. While this analysis is
not prescriptive, especially due to the variations
in supportive densities along a given street or
corridor, it does indicate what level of service
could be appropriate for
key destinations.

Anaheim Transit Master Plan DRAFT — Existing Conditions 44 CITY OF ANAHEIM TRANSIT MASTER PLAN
45 Source: ACS, LEHD, Nelson\Nygaard
Figure 2.12Transit Supportive Densities in Anaheim, 2022 For example, the Anaheim Hills Festival (shopping center), which had fixed-route service discontinued in August 2024, is an anchor destination and therefore supports frequent transit service. However, the area surrounding the 3.5-mile long La Palma Avenue corridor which connects to Anaheim Hills Festival has densities less supportive of frequent transit service. This highlights a tradeoff between providing frequent service through areas with limited demand and ensuring that riders can still reach key destinations. 45 Anaheim Transit Master Plan DRAFT — Community Characteristics

1. High Transit Propensity with Low Transit Ridership along Ball Road High transit propensity areas with low transit ridership were identified along Ball Road in West Anaheim.

This area has the demographics to potentially generate more ridership and support transit service better than what current statistics are indicating.

2. Improving Accessibility to Transit in
Anaheim Canyon and the Platinum Triangle
with Sidewalk Infill
There are many streets with sidewalks gaps in
Anaheim Canyon and the Platinum Triangle. These
parts of the city have good transit supportive
(employment) density for bus service and have rail
stations as well. Sidewalks gaps in these communities
create obstacles to using transit.

3. La Palma Avenue, Lincoln Avenue, Ball Road, and Anaheim Boulevard Experience High Variability in Transit Running Times
There are four bus routes with a variability of four or more minutes in running time between the midday and PM peak hour. These routes include:
> OCTA Route 38 Westbound on La Palma Avenue
> OCTA Route 42/42A Eastbound on Lincoln Avenue
> OCTA Route 46 Westbound on Ball Road
> OCTA Route 47 Southbound on Anaheim Boulevard
These corridors are potential candidates for speed and reliability treatments, such as bus lanes, queue jumps, or transit signal priority. These recommendations can either be implemented as standalone improvements by the City of Anaheim or as part of a regional transit project.

The 2025 update to the OC Transit Vision Plan (OCTA’s long range/30-year transit plan) identified several Transit Opportunity Corridors (TOCs) for additional investments which could include more frequent service, high-capacity transit, and speed and reliability improvements (e.g., transit signal priority, queue jumps, and/ or dedicated lanes). Segments of La Palma Avenue and Lincoln Avenue were identified as TOCs in the OC Transit Vision Plan and may receive speed and reliability treatments by OCTA as part of the Plan. Ball Road and Anaheim Boulevard were not identified for any potential improvements in the OC Transit Vision Plan.

Opportunities for Improvements
This section identifies 13 potential opportunities for improving transit in Anaheim based on the existing conditions assessment. These opportunities form the basis of recommendations presented in the next chapter.
▲ Lighted bollards along the sidewalk at the
Anaheim Convention Center.

Anaheim Transit Master Plan DRAFT — Existing Conditions 46 CITY OF ANAHEIM TRANSIT MASTER PLAN

4. OCTA Routes 37, 38, 42/42A, 43, 46,
47, 50, and 57 are Anaheim’s Top
Ridership Routes
OCTA buses play a vital role in providing
circulation both within Anaheim and to
neighboring cities. There are eight OCTA bus
routes that generate 2,000 or more boardings
in Anaheim per weekday. These routes are
Anaheim’s highest ridership bus routes based
on weekday ridership. They are as follows:
> Route 37 (Euclid Street)
> Route 38 (La Palma Avenue)
> Route 42/42A (Lincoln Avenue)
> Route 43 (Harbor Boulevard)
> Route 46 (Ball Road)
> Route 47 (Anaheim Boulevard)
> Route 50 (Katella Avenue)
> Route 57 (State College Boulevard)
Collectively, these eight routes carry almost 23,000 average weekday trips. These routes should be potential candidates for frequency increases or a high-capacity transit project, as it would provide the most benefit for transit riders in Anaheim.

The 2025 update to the OCTA OC Transit Vision Plan also identified five corridors within Anaheim as TOCs. These TOCs will be strong candidates for additional investments, such as more frequent service, high-capacity transit, and speed and reliability improvements. Portions of Route 38 (La Palma Avenue), Route 42/42A (Lincoln Avenue), Route 43 (Harbor Boulevard), Route 50 (Katella Avenue), and Route 57 (State College Boulevard) were identified as TOCs in the OC Transit Vision Plan and may see improvements by OCTA. Route 37 (Euclid Street), Route 46 (Ball Road), and Route 47 (Anaheim Boulevard) were not identified for any potential improvements in the OC Transit Vision Plan, but nevertheless, could benefit from similar treatments.

5. Improving Off-Peak Frequencies on High Ridership Routes Bus routes operating on La Palma Avenue (Route 38), Lincoln Avenue (Route 42/42A), and Katella Avenue (Route 50) are among Anaheim’s top ridership routes yet receive less frequent service at midday.

These routes could potentially be candidates for receiving higher frequencies in the off-peak. OCTA’s OC Transit Vision identified several TOCs for additional investments which could include more frequent service, high-capacity transit, and speed and reliability improvements. All three roadways are also identified as TOCs in the OC Transit Vision and may potentially receive improved frequencies under OCTA’s plan.
▲ OC Bus Rapid provides more frequent service and fewer stops compared to local bus routes.
47 Anaheim Transit Master Plan DRAFT — Opportunities for Improvements

6. Enhancing Metrolink Service
Metrolink service at the three stations serving Anaheim operates at relatively low frequencies. Metrolink generally provides hourly service during AM and PM peak periods; however, in the off-peak direction, some lines operate only every two hours. During the midday and evening periods, service operates every two to three hours. On weekends, service is even less frequent, with some lines having just two trips in each direction per day. Infrequent Metrolink service makes it difficult to time connections with local bus service. Furthermore, this infrequent service is not conducive to individuals who work atypical work schedules, travel outside peak periods, and/or reverse commute during peak periods.

While recent service improvements have been made, there remains an opportunity to further enhance rail service at these stations, which could strengthen regional connectivity and help maximize the value of existing capital investments.

Notably, there are two efforts planned to boost rail
capacity in the corridor. First, the LA Metro Rail Network Integration (RNI) study identified the potential feasibility for a Metrolink tripper service operating between
Chatsworth and Laguna Niguel (along inner portions of
the Ventura County and Orange County Metrolink lines,
via Los Angeles Union Station) to provide an additional train once an hour from 6 a.m. to 10 p.m. There are also plans to increase frequencies on the Pacific Surfliner
to hourly by 2027, with a longer-term goal of 15 to
30-minute frequencies. The Metrolink enhancements
identified as part of this study would complement and
build upon these planned investments in the corridor.

7. Few Shelters at Bus Stops
Only about one quarter of Anaheim’s 562 bus stops
have shelters. No shelters at bus stops make waiting
for transit uncomfortable and unattractive to some
riders, especially for more physically vulnerable
populations. There is an opportunity to install more
shelters throughout the city.

8. Schedules for ATN (Future Resort-Platinum Triangle Transit Provider) Bus Routes ATN currently operates a headway-based system, meaning there is no published schedule, and buses arrive at predetermined frequencies, such as every 20 minutes. The frequency of service depends on the route and time of day, with service operating at headways between 20 to 30 minutes. Since there is no published schedule, riders do not know when the next bus will arrive. Typically, headway-based service is operated by agencies that have service that is at least every 15 minutes or more frequent. ▲ Anaheim Canyon Metrolink Station.
▲ Potential bus stop amenities.

DOWNTOWN . . . . . 6 min DOWNTOWN . . . . 21 min
Local
Anaheim Transit Master Plan DRAFT — Existing Conditions 48 CITY OF ANAHEIM TRANSIT MASTER PLAN

9. ATN (Future Resort-Platinum Triangle
Transit Provider) Route Alignments
Can Be Indirect
While most routes operating in Anaheim are generally
direct and easy to navigate, there are opportunities
to reduce deviations along certain ATN (Future
Resort-Platinum Triangle transit provider) routes.

Some of ATN’s routes include one-way loops, or
double overlapping loops, which are more circuitous
than direct routes and can also be confusing for
passengers. Refining the alignment of the most
indirect ATN routes could help improve in-vehicle
travel times for riders on any potential future Resort
Area-Platinum Triangle transit service.

10. Fares, Transfer Policies, and Methods of Payment Vary by Operator There is considerable variability in the adult cash fare across providers. The difference is most notable between ATN ($4.00) and OCTA ($2.00), two of Anaheim’s biggest transit operators. Also notable is the complexity of the transfer policies between providers. Transfers between OCTA and ATN are free for OCTA passholders only (though passengers riding on single ride fares between the two services cannot transfer for free). There are no free transfers at all between LA Metro and ATN, or between RTA and ATN.

Also, each agency also has different fare payment
methods (e.g., bespoke apps, transit cards, and
contactless credit/debit cards). There is an opportunity to coordinate fares and transfer policies across the
different providers, as well as to standardize the
payment methods that are accepted. OCTA recently
launched their new fare payment system, called Wave,
which allows for payment using new reloadable transit
smart cards, contactless credit/debit cards, and
the new Wave mobile app. Fare capping is also now
available. ATN already utilizes Tap2Ride technology,
and the future Resort-Platinum Triangle transit provider should consider transfer agreements with the only
agencies upon resuming service. ▲ Examples of three different types of fare payment methods for different agencies.
▲ The existing ART 12 Manchester line has overlapping
loops, making it confusing for passengers.
49 Anaheim Transit Master Plan DRAFT — Opportunities for Improvements

11. Bus Stop Signage
Signage at current ATN bus stops is currently difficult to identify from long distances. The signs are non-standard and utilize rectangular sign holders mounted on the
pole, below eye level, with small text and a QR code.

At stops shared with OCTA, they can be mistaken for a
sign to download an app for OCTA real-time arrivals.

An improved design (with larger signage) will make it
easier to identify bus stops for the future Resort-Platinum Triangle transit service.

Signage at OCTA stops often lacks information on which
routes serve the stop. It is recommended that OCTA
stops in Anaheim include route information at the stop
location. Any changes to the OCTA signs would need to
be discussed between the City of Anaheim and OCTA to
ensure signs are uniform throughout the OCTA network to avoid rider confusion.

12. Information Could Be Provided More Intuitively on ATN’s (Future Resort-Platinum Triangle Transit Provider) Website and App
Service information is not available on the current ATN website. Notably, details like service hours and headway information are not posted on the individual Anaheim Regional Transportation (ART) route webpage. The information that is available on the website and the app is also difficult to navigate. The future Resort-Platinum Triangle transit provider should consider this upon resuming service.

13. Microtransit in Anaheim Hills
At current densities, most of Anaheim
Hills, except for the Anaheim Hills Festival
(shopping center) cannot adequately
support fixed-route service but
instead could be a good candidate for
microtransit service. The area recently lost
fixed-route service in the summer of 2024
when Route 38 was shortened to terminate
at Fairmont Boulevard. As such, there is no
longer bus service on La Palma Avenue
east of that location, including service to
Anaheim Hills Festival.
▲ An example of signage placed below eye-level.
▲ Metro Micro is an example of a Microtransit service. It operates in eight communities in the greater LA region, including Watts/ Compton, LAX/Inglewood, and El Monte.

Anaheim Transit Master Plan DRAFT — Existing Conditions 50 CITY OF ANAHEIM TRANSIT MASTER PLAN
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RECOMMENDATIONS

DEVELOPMENT
03 52 CITY OF ANAHEIM TRANSIT MASTER PLAN
53 This chapter outlines the ATMP goals, and
how they informed the evaluation of the
recommendations developed for the plan.

The seven goals are detailed below, followed
by the evaluation criteria used to score the
recommendations. The 13 recommendations are
presented after the introduction of the evaluation
criteria. Each recommendation is intended to
support one or more project goals. Plan goals
were used as the basis for the evaluation criteria
metrics used in prioritization. The prioritization
results and phasing of the recommendations are
presented in Chapter 5.
53 Anaheim Transit Master Plan DRAFT — Opportunities for Improvements ATMP Goals and Evaluation Approach
This section describes the seven goals for the ATMP, and the evaluation metrics used to score the recommendations against the goals.

Goal 1: Increasing Transit
Access
The primary aim of this goal is to increase the number of people in Anaheim who can reach and use transit services. For fixed-route service, transit access involves two components: being able to get to the bus stop (i.e., making sure there is appropriate pedestrian infrastructure) and having service within a reasonable walking distance of trip origins and destinations.

Goal 2: Improving Transit
Mobility
This goal seeks to improve mobility within Anaheim and between neighboring cities, and the broader region. Mobility is different than access (Goal 1) because mobility is focused on the connectivity of the network and the less tangible aspects of travel, like reliability of service and the amount of time it takes to get to a destination. The top activity centers used in this metric are (1) Disneyland, Convention Center; (2) Anaheim Regional Intermodal Transportation Center (ARTIC), The Grove, Angel Stadium, Honda Center; and (3) Downtown Anaheim, Pearson Park Amphitheater. These destinations generate substantial travel activity, and some of these trips can be captured on transit.

Goal 3: Providing
Benefit to Low Income
Populations
The purposes of this goal are to implement service improvements or infrastructure enhancements in areas with larger concentrations of low-income households and low-wage jobs, and to improve transportation equity, access to opportunity by providing more mobility options to individuals who are more sensitive to transportation costs.

Goal 4: Reducing
Greenhouse Gas
Emissions
Improving transit access and mobility will increase transit ridership, thereby helping to reduce vehicle miles traveled and associated environmental impacts. Another environmental goal is to minimize the amount of impact/disruption to residents and businesses during construction of a capital project.

Goal 5: Supporting
Economic Development
Improving transit service (and rider experience) to and from the three largest activity centers in Anaheim today - Resort Area, Platinum Triangle, and Downtown Anaheim - will support and encourage economic activity in the city. The top destinations used in this metric were (1) Disneyland and the Convention Center; (2) ARTIC, The Grove, Angel Stadium, and Honda Center; and (3) Downtown Anaheim and Pearson Park Amphitheater.

Goal 6: Rapid Project
Implementation
Recommendations which can be implemented sooner should be rewarded by the evaluation metrics. This includes improvements within the control of the City of Anaheim that require less coordination with other parties, and improvements that do not involve substantial design and permitting.

Goal 7: Enhancing Transit
in Anaheim’s Targeted
Growth Areas
This goal focuses on improving transit to areas in Anaheim that are expected to gain the most population and/or employment over the next 20 years. These parts of the city include Resort Area, Anaheim Canyon, and Platinum Triangle. Although there is overlap with current destination areas, prioritizing transit investments in these targeted areas will support future economic development while also mitigating potential traffic congestion and associated environmental impacts.

Anaheim Transit Master Plan DRAFT — Recommendations Development 54 CITY OF ANAHEIM TRANSIT MASTER PLAN
Evaluation metrics were developed for each goal
in the ATMP, with points awarded based on how
effectively they support plan goals.

Goal 1: Increasing Transit Access
Metric Points Threshold Definition

1.1 Change in number of people within
¼ mile of stops for fixed routes (or in
on-demand zones)
3 Increases number of people who can access transit
0 No change
-3 Decreases number of people who can access transit

1.2 Change in number of jobs within ¼
mile of stops for fixed routes (or in
on-demand zones)
3 Increases number of jobs accessible by transit
0 No change
-3 Decreases number of jobs accessible by transit

1.3 Change in amount of missing
sidewalk within a half mile from top
ridership stops
3 Improves missing sidewalk gaps near transit
0 No change
-3 Worsens missing sidewalk gaps near transit

1.4 Improves customer experience with
services or at stops
3 Improves customer experience
0 No change
-3 Worsens customer experience
Goal 2: Improving Transit Mobility

2.1 Increases number of people who
can reach top three areas activity
centers* in under an hour on transit
3 Increases number of people who can reach all three top activity centers
2 Increases number of people who can reach two of three top activity centers
1 Increases number of people who can reach one of three top activity centers
0 No change
-3 Decreases number of people who can reach any of the top three activity centers

2.2 Potential to reduce travel times and
improve service reliability for transit
passengers
3 Improves travel time and reliability
0 No change
-3 Worsens travel time and reliability
* (1) Disneyland, Convention Center; (2) ARTIC, The Grove, Angel Stadium, Honda Center; (3) Downtown Anaheim, Pearson Park Amphitheater
Table 3.1 Evaluation Criteria
Table 3.1 provides an overview of the qualitative
metrics and threshold definitions used to score
each recommendation’s contribution toward
fulfilling ATMP goals. Each metric was scored on a
scale from three (3) to negative three (-3) points.

Definitions are shown for each points threshold.
55 Anaheim Transit Master Plan DRAFT — ATMP Goals and Evaluation Approach Goal 3: Providing Benefit to Low Income Populations
Metric Points Threshold Definition

3.1 Improves first/last mile connectivity
to bus stops and stations
3 Improves first/last mile connectivity
0 No change
-3 Worsens first/last mile connectivity

3.2 Improves connectivity in
disadvantaged/environmental
justice (EJ) communities
3 Improves connectivity in disadvantaged/EJ communities 0 No impact
-3 Decreases connectivity to disadvantaged/EJ communities Goal 4: Reducing Greenhouse Gas Emissions

4.1 Potential to increase transit
ridership
3 Increases transit ridership
0 No change
-3 Decreases transit ridership

4.2 Potential for impacts to adjacent
residents/businesses due to
construction
3 No impact on adjacent residents/businesses
0 Minimal impact to adjacent residents/businesses
-3 Major impact to adjacent residents/businesses

4.3 Potential to reduce vehicle miles
traveled (VMT)
3 Reduces VMT
0 No change
-3 Increases VMT
Goal 5: Supporting Economic Development

5.1 Improves service (hours and/or
frequency) to top three activity
centers*
3 Increases service to all three top activity centers
2 Increases service to two of three top activity centers 1 Increases service to one of three top activity centers 0 No change
-3 Decreases service to any top three activity centers

5.2 Improves transit stop/station
amenities in the top three activity
centers*
3 Improves amenities at all three top activity centers
2 Improves amenities at two of three top activity centers 1 Improves amenities at one of three top activity centers 0 No change
-3 Worsens amenities at any three top three activity centers * (1) Disneyland, Convention Center; (2) ARTIC, The Grove, Angel Stadium, Honda Center; (3) Downtown Anaheim, Pearson Park Amphitheater
Anaheim Transit Master Plan DRAFT — Recommendations Development 56 CITY OF ANAHEIM TRANSIT MASTER PLAN
Goal 6: Rapid Project Implementation
Metric Points Threshold Definition

6.1 Within the control of the City of
Anaheim
3 Within control of City of Anaheim
0 Partially within control of City of Anaheim
-3 Outside control of City of Anaheim

6.2 Ability to implement quickly 3 High likelihood for quick implementation 0 Medium likelihood for quick implementation
-3 Low likelihood for quick implementation
Goal 7: Enhancing Transit in Anaheim’s Targeted Growth Areas

7.1 Improves service (hours and/or
frequency) to the three targeted
future growth areas*
3 Increases service to all three future growth areas
2 Increases service to two of three future growth areas 1 Increases service to one of three future growth areas 0 No change
-3 Decreases service to three future growth areas

7.2 Improves and increases amenities
in the three targeted future growth
areas*
3 Improves amenities at all three future growth areas
2 Improves amenities at two of three future growth areas 1 Improves amenities at one of three future growth area 0 No change
-3 Worsens amenities at any three future growth areas
*Resort Area, Anaheim Canyon, Platinum Triangle
57 Anaheim Transit Master Plan DRAFT — ATMP Goals and Evaluation Approach Recommendations
This section presents the ATMP’s 13
recommendations. The goals presented earlier
in this chapter were used as guiding principles
in developing these recommendations. The
recommendations, categorized below, include
service improvements, capital investments, and
customer experience enhancements.
> Service recommendations include piloting new
microtransit service, increasing bus frequencies
on high ridership routes, and increasing rail
frequency to allow riders more flexibility when
using transit.
> Capital recommendations include sidewalk
gap infill near transit, upgrading select high
ridership bus routes to high-capacity transit
(light rail, Bus Rapid Transit, etc.), implementing
a new east-west connector between ARTIC and
the Anaheim Convention Center and Resort
Area, and implementing roadway treatments
to improve bus speed and reliability.
> Customer experience recommendations
include adding amenities to bus stops, making
local transit websites and mobile apps more
user friendly, harmonizing fare structures,
as well as streamlining and implementing a
schedule for future Resort Area transit routes.

Figure 3.1 shows the ATMP’s service and capital
recommendations within the city. Displayed as
icons are the customer experience improvements.

As noted in the introduction, these
recommendations are intended to be updated
if emerging transit technologies, evolving
practices or new social and economic conditions
create new opportunities or affect local public
transportation priorities. Emerging transit
technologies could alter or enhance many of
the plan’s recommendations. For example,
widescale driverless vehicle technology could
help increase transit frequencies at lower
operating costs over time, provide an operating
solution for microtransit, or be incorporated
into high-capacity transit. Mobility hubs (and
their amenities) and “Mobility as a Service”
could be integrated in recommendations to
further enhance customer experience. Intelligent
Transportation Systems breakthroughs could
provide new possibilities for realizing speed and
reliability improvements. The City of Anaheim
will continue to monitor emerging technology
solutions periodically and assess whether those
innovations change the prioritization rankings of
recommendations, given evaluation metrics such
as access, mobility, implementation timeframe,
and other criteria.

Anaheim Transit Master Plan DRAFT — Recommendations Development 58 CITY OF ANAHEIM TRANSIT MASTER PLAN
Figure 3.1 Anaheim Transit Vision
59 Anaheim Transit Master Plan DRAFT — Recommendations
Recommendation 1: Pilot Microtransit Service in Anaheim Canyon and/or Anaheim Hills
To improve transit access to
Anaheim Hills and Anaheim
Canyon, it is recommended that
microtransit service be evaluated
for feasibility, and if feasible, be
piloted in these areas. This service
being deployed as a pilot program
for a trial period will allow the
City of Anaheim and its potential
operator to test the market for this
type of service, get community
feedback, and determine if it makes
sense to make permanent. Strong
performance metrics should be
developed before the launch of
any pilot program(s) to ensure a
conclusive evaluation of the service
has been made.

In August 2024, Route 38 was shortened to
terminate at Fairmont Boulevard. This change
eliminated service on La Palma Boulevard east
of that location, including to the Anaheim Hills
Festival (shopping center). Transit users on this
discontinued segment no longer have access
to this area by fixed route or by OC ACCESS.

In Anaheim Canyon, there are also sidewalk
gaps along many streets. While this area has
employment densities to support fixed-route
service, the lack of sidewalks makes it difficult for
individuals to utilize the existing fixed-route bus
service, especially for first/last mile connections
from the Anaheim Canyon Metrolink Station.
▲ Anaheim Canyon Metrolink station.

Anaheim Transit Master Plan DRAFT — Recommendations Development 60 CITY OF ANAHEIM TRANSIT MASTER PLAN
Recommendation 2: Introduce More Amenities at Bus Stops Recommendation 3: Implement Schedule for ATN (Future Resort-Platinum Triangle Transit Provider) Bus Routes
To improve customer experience at bus stops, it is
recommended that more amenities be installed at bus
stops, such as shelters, seating/leaning opportunities, and real-time arrival signs.

To improve customer experience and reduce waiting times, it is recommended that future Resort-Platinum Triangle transit provider(s) publish a schedule that customers can refer to for trip planning. This schedule could be posted on the agency’s/ organization’s website, at stops, and as pamphlets at hotels and businesses.

Few bus stops in Anaheim have benches or
shelters, which can make waiting for transit
uncomfortable and unattractive to some riders,
especially for vulnerable populations. Shelters
are particularly valuable amenities in Southern
California due to the hot and sunny climate, yet
only about 26% of bus stops in Anaheim have
shelters. Other amenities, like real-time transit
information, can improve the rider’s experience by
helping riders know when the next bus is coming.

ATN currently operates a headway-based
system, meaning there is no published schedule
timetable, and buses arrive at predetermined
frequencies, such as every 20 minutes. Since there
is no published schedule, riders do not know when
the next bus will arrive and can end up showing
up at the stop just as a bus is departing. Typically,
headway-based service is operated by agencies
that have service that is at least every 15 minutes
or more frequent. Since ATN operates headways
between 20 and 30 minutes, depending on the
route and time of day, this can result in very long
wait times for passengers.
▲ Bus stop in Resort Area with shelter and seating.
61 Anaheim Transit Master Plan DRAFT — Recommendations
Recommendation 4: Streamline and Simplify ATN (Future Resort-Platinum Triangle Transit Provider) Bus Routes
To improve customer service and reduce travel times, it is recommended that ATN (Future Resort-Platinum Triangle transit provider) bus routes be streamlined and simplified. This could involve exploring alternate route alignments, re-examining the practice of combining routes at midday, and/or examining the stops that are causing deviations to be made. Bi-directional stop pairs should also be implemented, where feasible and pertinent to the Resort Area transit service model.

Several current ATN bus routes are circuitous,
which can increase travel times and can be
difficult for riders to understand. Some routes
are combined during midday, which means two
routes are merged into one route, making it more
circuitous and increasing travel times for riders
on board. Many of ATN’s routes also do not have
bi-directional stop pairs, meaning there is only
one stop on one side of the street. This effectively
makes the single stop operate as a one-way loop
resulting in riders, in many circumstances, having
to travel out of the way on one leg of a round trip.

As mentioned previously, ATN announced it will
cease operations effective March 31, 2026. Currently,
the City of Anaheim is working with stakeholders on
immediate next steps, including discussions with
regard to transit service(s) and models moving
forward. The City of Anaheim is also working to
develop franchise templates and agreements, as
necessary, so that stakeholder secured vendors are
able to operate in the Resort Area.

The City of Anaheim will need to take other
steps, including exhaustive financial evaluations
to ensure that future transit service model(s),
identified for the Resort, are both financially
sustainable and viable. Successor transit
providers’ organizational characteristics, staffing
needs, operational policies, procedures, service
standards, and commitment to using clean
fuel vehicles will also need to be evaluated
for conformance with local specific plan
requirements and Resort stakeholder objectives.

In the mid- to long-term, the City of Anaheim
should work with ATN stakeholders to assess how
to streamline and improve the transit service,
while accommodating upcoming and future
development. It is during this timeframe that this
recommendation and many of the other ATN
specific recommendations included in the plan
could likely be implemented.

Anaheim Transit Master Plan DRAFT — Recommendations Development 62 CITY OF ANAHEIM TRANSIT MASTER PLAN
Recommendation 5: Improve ATN (Future Resort-Platinum Triangle Transit Provider) Mobile App and Website Information
Recommendation 6: Increase Sign Visibility at Bus Stops To improve customer experience, it is recommended that transit agencies or the City of Anaheim design and install more traditional bus stop signs to clearly mark bus stops, the routes that serve the stops, and information about the routes, such as headway and graphics of the route alignment. In places where OCTA and future ResortPlatinum Triangle transit operator(s) share the same stop, a Resort Area Transit stop sign could be placed below the existing OCTA sign.

Transit agencies use their websites to inform riders
of bus schedules, routes, provide trip planning
tools, and host other pertinent information on
how to use the system. ATN’s current website lacks
some of the service information users need to
rely on, such as when and how frequently routes
operate. While the information may be available
on the mobile app, the app is also difficult for
some people to navigate.

Signage at bus stops in Anaheim can be difficult
to identify from long distances. Current ATN signs
are often mounted in sign holders on a pole,
below eye level, with small text and a QR code.

Aside from the visibility issues, the signs can also
be mistaken as an advertisement for an app.

Additionally, OCTA signs often do not include
which routes stop at the stop, nor do they include
schedule information. Any changes to the OCTA
signs would need to be discussed between the
City of Anaheim and OCTA to ensure signs are
uniform throughout the OCTA network to avoid
rider confusion.

To improve customer experience and help riders plan
their trips better, it is recommended that future ResortPlatinum Triangle transit provider(s) include service information on website(s) and also deploy a mobile app
that is more user friendly.
63 Anaheim Transit Master Plan DRAFT — Recommendations
Recommendation 7: Fill Gaps in Missing Sidewalks to Connect Rail Stations and Bus Stops
Recommendation 8: High-Capacity Transit on Major Corridors Transit ridership can be negatively affected if
riders cannot safely access stops because of
sidewalk gaps. La Palma Avenue and Miraloma
Avenue in Anaheim Canyon have employment
densities that could support fixed-route
service, but there are significant sidewalk gaps
along these corridors adding to the difficulty
of accessing bus stops. There are also many
sidewalk gaps in the vicinity of industrial areas in
the Platinum Triangle and the Anaheim Canyon
Metrolink Station.

OCTA Routes 37 (Euclid Street), 38 (La Palma
Avenue), 42/42A (Lincoln Avenue), 43/543 (Harbor
Boulevard), 46 (Ball Road), 47 (Anaheim Boulevard),
50 (Katella Avenue), and 57 (State College
Boulevard) are Anaheim’s highest ridership routes.

Collectively, these routes have almost 23,000
boardings in Anaheim for a typical weekday.

These routes operate on major north-south and
east-west corridors in Anaheim and play a key
role in providing mobility both within Anaheim
and to neighboring cities. These routes are strong
candidates for high-capacity transit service.

OCTA’s OC Transit Vision plan identified five
corridors within Anaheim as TOCs. These TOCs
can potentially be candidates for additional
investments which could include more frequent
service, high-capacity transit, and speed and
reliability improvements (e.g., transit signal
priority, queue jumps, dedicated lanes). Portions
of Routes 38, 42/42A, 43, 47, and 50 are identified
as TOCs in the OC Transit Vision. OCTA also
recently extended OC Bus Rapid Route 553 from
ARTIC to the Resort Area to serve increased
demand due to OCVibe, the Anaheim Resort
expansion, and the 2028 Olympics.

To increase access to bus stops and
rail stations, it is recommended that
the City of Anaheim fill in gaps in
the sidewalk network.

To improve connectivity within
Anaheim and to adjacent jurisdictions,
it is recommended that the City
of Anaheim (with OCTA and other
appropriate stakeholders) consider
the implementation of high-capacity
transit service on Euclid Street,
La Palma Avenue, Lincoln Avenue,
Harbor Boulevard, Ball Road, Anaheim
Boulevard, Katella Avenue, and/
or State College Boulevard. Highcapacity transit can include Bus Rapid Transit or some other service type or
infrastructure treatments.

Anaheim Transit Master Plan DRAFT — Recommendations Development 64 CITY OF ANAHEIM TRANSIT MASTER PLAN
Recommendation 9: More Frequent OCTA Service on Top Ridership Routes OCTA’s top ridership routes, with about 2,000 or
more average weekday boardings, are:
> Route 37 (Euclid Street)
> Route 38 (La Palma Avenue)
> Route 42/42A (Lincoln Avenue)
> Route 43 (Harbor Boulevard)
> Route 46 (Ball Road)
> Route 47 (Anaheim Boulevard)
> Route 50 (Katella Avenue)
> Route 57 (State College Boulevard)
Improving frequencies to at least every 15 minutes all day seven days a week on these eight routes would improve mobility for a large ridership group in Anaheim which comprises about 23,000 average weekday boardings locally and would improve connectivity within Anaheim and to neighboring jurisdictions. Frequency improvements on these routes can be the initial building blocks for any high-capacity transit service proposed as part of the previous recommendation (High-Capacity Transit on Major Corridors).

These eight routes operate with 15- to 20-minute
frequencies during the AM and PM peak periods,
except for Routes 37 and 46, which operate
every 30 minutes all day. During the midday and
evening periods, service is generally less frequent,
operating as infrequently as every 30 minutes.

On weekends, many of these routes operate
anywhere between 25- to 60-minute frequencies.

The OC Transit Vision identifies several TOCs for
additional investments which could include more
frequent service, high-capacity transit, and speed
and reliability improvements. La Palma Avenue,
Lincoln Avenue, Harbor Boulevard, Katella Avenue,
and State College Boulevard are identified as
TOCs in the OC Transit Vision.
65 Anaheim Transit Master Plan DRAFT — Recommendations
Recommendation 10: More Frequent Off-Peak and Weekend Metrolink Service Metrolink generally operates at one-hour
frequencies during the AM and PM peak commute
periods. During AM and PM peak commute periods,
some lines operate service every two hours in
the non-peak direction. During the midday and
evening periods, service operates every two to
three hours. On weekends, service is less frequent,
with some lines having two trips in each direction.

Infrequent service makes it difficult to time
connections to local bus service and necessitates
the operation of duplicative regional bus service.

Furthermore, infrequent service is not conducive to
individuals who have atypical work schedules or
travel outside of peak periods (including attending
events at Honda Center and Angel Stadium), and/
or have commutes in the reverse direction of the
peak patterns.

To improve regional connections and support non-peak travel, it is recommended that more frequent Metrolink service be provided during off-peak commute periods including special events and weekends, as well as in the non-peak direction during the AM and PM peak commute periods. Any potential future increases in Amtrak service could supplement or offset the need for additional Metrolink service.

The 2021 LOSSAN Rail Corridor Optimization Study
included a similar recommendation for the Pacific
Surfliner to provide hourly service by 2027 and a
long-term goal of 15 to 30-minute frequency. The
LA Metro RNI study identified a Metrolink tripper
service operating between Chatsworth and
Laguna Niguel that would provide an additional
train once an hour from 6 AM to 10 PM. Frequent rail
service is of growing importance in this region to
help achieve congestion reduction, environmental,
and sustainable development goals.

Anaheim Transit Master Plan DRAFT — Recommendations Development 66 CITY OF ANAHEIM TRANSIT MASTER PLAN
Recommendation 11: Speed and Reliability Improvements on Major Corridors High variability in scheduled running times
between the peak and off-peak periods can be
an indicator of speed and reliability problems
on a bus route, which can cause poor on-time
performance. Four bus routes/directions with a
variability of four or more minutes in running time
between the midday and PM peak hour were
identified:
> OCTA Route 38 Westbound on La Palma Avenue
> OCTA Route 42/42A Eastbound on Lincoln
Avenue
> OCTA Route 46 Westbound on Ball Road
> OCTA Route 47 Southbound on Anaheim
Boulevard
The OC Transit Vision identified several TOCs for
additional investments which could include more
frequent service, high-capacity transit, and speed
and reliability improvements (e.g., transit signal
priority, queue jumps, dedicated lanes). Portions
of La Palma Avenue (Route 38), Lincoln Avenue
(Routes 42/42A), and Anaheim Boulevard (Route
47) are identified as TOCs in the OC Transit Vision.

To improve customer experience
and service reliability, it is
recommended that La Palma
Avenue, Lincoln Avenue, Ball Road,
Anaheim Boulevard, and Katella
Avenue be examined for speed
and reliability improvements,
which can include bus-only lanes,
curbside management, queue
jumps, and transit signal priority.

Improvements to these roadways
can be the initial building blocks
for any type of high-capacity
transit service proposed as part
of the High-Capacity Transit on
Major Corridors recommendation.

The City of Anaheim has also expressed a desire
to have speed and reliability improvements
along Katella Avenue to support mobility demand
generated by the 2028 Olympics. Anaheim will be
hosting events at the Honda Center, and Katella
Avenue will be the major roadway connecting to
the venue. Improvements along Katella Avenue
will ensure transit service can quickly move large
numbers of people reliably to and from the venue,
providing a competitive alternative to driving.

As a related measure, Anaheim should identify
strategic ride hailing service policies to ensure
orderly pick-up, drop-off, and staging operations
near high activity areas like Disneyland, Angel
Stadium, Honda Center, and other points
of interest which experience high peak and
special event demands, to ensure the speed
and reliability of transit are not affected. Ride
hailing service policies may include geofenced
zones along curbsides used by transit, and
designated pick-up and drop-off areas well
integrated with rail stations, potential mobility
hubs, and major destinations. If these policies
prove successful during the 2028 Olympics, the
City of Anaheim should consider implementing
broader ride-hailing service policies citywide, up
to and potentially including a formal curb-side
management program.
67 Anaheim Transit Master Plan DRAFT — Recommendations
Recommendation 12: Simplify Fare Structures and Establish Transfer Agreements
To reduce confusion and improve customer experience, it is recommended that the transit providers serving Anaheim work on standardizing fares and methods of payment, as well as establishing transfer agreements where they are not already in place. Potential fare capping should also be explored to reduce costs for transit riders by not charging more than the price of a daily or monthly transit pass.

Currently, the different transit providers operating
in Anaheim have different fare structures and use
differing payment methods (e.g., bespoke apps,
transit cards, and contactless credit/debit cards).

ATN also does not have transfer agreements
with some agencies, requiring riders to pay a
second fare when transferring. This patchwork
of different fare policies can result in customer
confusion, especially for new or international
riders who are trying to navigate how to pay.

OCTA recently launched their new fare payment
system, called Wave, which allows payment using
new reloadable transit smart cards, contactless
credit/debit cards, and the new Wave mobile app.

Fare capping is also now available. ATN utilizes
Tap2Ride technology.
▲ Launch of OCTA’s new fare payment system. Source: OCTA.

Anaheim Transit Master Plan DRAFT — Recommendations Development 68 CITY OF ANAHEIM TRANSIT MASTER PLAN
Recommendation 13: Implement East-West ARTIC-Platinum TriangleResort-Convention Center Connector Adding a grade-separated
transit connection between the
Convention Center, Platinum
Triangle, and ARTIC would provide
high-quality and reliable transit
to thousands of people living
and working in and around
these areas. It is recommended
that this concept continue to be
evaluated and discussed with key
stakeholders and an alternatives
analysis be conducted to identify
an appropriate mode and
preferred alignment.

ARTIC is currently served by regional (Metrolink)
and intercity (Amtrak) rail, intercity bus
(Greyhound and FlixBus), and local bus (OCTA
and ATN). ARTIC is located a short distance away
from the Convention Center and Resort Area,
which are major destinations in Anaheim. The
2007 ATMP proposed an elevated fixed guideway
system connecting ARTIC to the Resort Area. This
recommendation is to take further steps toward
implementation of this concept. This link would
enhance transit connectivity between the existing
transit hub at ARTIC, and major activity centers in
the Resort and Platinum Triangle , which contain
many residents, visitors, and workers.
▲ The ARTIC Station.
69 Anaheim Transit Master Plan DRAFT — Recommendations
Project Scoring Process
This section presents the results of the
scoring evaluation conducted for the 13
recommendations. The evaluation utilized the
scoring criteria presented in the previous section,
and the scores were then averaged for each of
the seven goals to rank the recommendations.

The complete results of the evaluation are shown
in Table 3.2. A higher average final score means
the recommendation should be prioritized sooner
for implementation. Lower average final scoring
recommendations should be implemented in
later phases.

In addition to the evaluation metrics, public
input also shaped the prioritization process.

Public input aligned with the scoring
rankings for high-capacity transit, which
was a top recommendation voted for during
public outreach. Chapter 4 details which
recommendations were most favored in the
second Open House phase of public outreach,
and Chapter 5 incorporates the public feedback
into the implementation table.

Pilot microtransit service in
Anaheim Canyon
High-capacity transit on
major corridors in Anaheim
More frequent OCTA
service on the top eight
ridership routes in Anaheim
Recommendation 1A Recommendation 8 Recommendation 9

1. 2. 3.

Based on the evaluation criteria,
the three highest ranking recommendations are:

Anaheim Transit Master Plan DRAFT — Recommendations Development 70 CITY OF ANAHEIM TRANSIT MASTER PLAN
Goal Metric

1.A 1.B 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 Pilot
microtransit
service in
Anaheim
Canyon
Pilot
microtransit
service in
Anaheim Hills
Introduce
more
amenities
at bus stops
Implement a
schedule for
ATN (Resort
Area) bus
routes
Streamline and
simplify ATN
(Resort Area)
bus routes
Improve
ATN (Resort
Area transit)
mobile app
and website
information
Increase sign
visibility
at bus stops
Fill gaps
in missing
sidewalk to
connect rail
stations and
bus stops
High-capacity
transit on
Euclid St,
La Palma
Ave, Lincoln
Ave, Harbor
Blvd, Ball Rd,
Anaheim Blvd,
Katella Ave,
and/or State
College Blvd
More frequent
OCTA service
on the top
8 ridership
routes in
Anaheim
(Route 37,
38, 42/42A,
43/543, 46, 47,
50, and 57)
More frequent
off-peak and
weekend
Metrolink
service
Transit speed
and reliability
improvements
for La Palma Ave,
Lincoln Ave, Ball
Rd, Anaheim
Blvd, and Katella
Ave
Simplify fare
structures
and establish
fare transfer
agreements
between
all transit
agencies
operating
within
Anaheim
Implement
east-west
connector
between
ARTIC and the
convention
center
Score
Goal 1:

Increase
Transit
Access

1.1 Change in
number of people
within ¼ mile of
stops for fixed
routes (or in ondemand zones)
3 2 0 0 0 0 0 1 0 0 0 0 0 1

1.2 Change in
number of jobs
within ¼ mile of
stops for fixed
routes (or in ondemand zones)
3 1 0 0 0 0 0 1 0 0 0 0 0 1

1.3 Change in
amount of missing
sidewalk within a
half mile from top
ridership stops
0 0 0 0 0 0 0 3 0 0 0 0 0 0

1.4 Improves
customer
experience with
services or at stops
2 2 3 3 2 3 3 1 1 1 1 2 2 1
Goal 1 Average 2 1.25 0.75 0.75 0.5 0.75 0.75 1.5 0.25 0.25 0.25 0.5 0.5 0.75 Goal 2:

Improve
Transit
Mobility

2.1 Increases
number of people
who can reach top
destination areas*
in under an hour on
transit
1 1 0 0 1 0 0 2 3 3 1 1 0 2

2.2 Potential to
reduce travel
times and
improve service
reliability for transit
passengers
N/A N/A 1 0 1 0 0 0 3 3 2 2 0 3
Goal 2 Average 1 1 0.5 0 1 0 0 1 3 3 1.5 1.5 0 2.5
Table 3.2 Project Scoring Results
71 Anaheim Transit Master Plan DRAFT — Project Scoring Process Goal Metric

Providing
Benefit to
Low Income
Populations

3.1 Improves
first/last mile
connectivity to bus
stops and stations
3 3 0 0 1 0 0 3 0 0 0 0 0 2

3.2 Improves
connectivity in
disadvantaged/EJ
communities
3 0 0 0 0 1 1 3 3 3 2 3 0 0
Goal 3 Average 3 1.5 0 0 0.5 0.5 0.5 3 1.5 1.5 1 1.5 0 1 Goal 4:

Reducing
Greenhouse
Gas Emissions

4.1 Potential to
increase transit
ridership
2 2 1 1 0 1 1 2 3 3 2 2 1 3

4.2 Potential
for impacts to
adjacent residents/
businesses due to
construction
3 3 3 3 3 3 3 -2 -3 3 3 2 0 -3

4.3 Potential to
reduce vehicle
miles traveled
(VMT)
2 2 1 1 0 1 1 2 3 3 2 2 1 3
Goal 4 Average 2.33 2.33 1.67 1.67 1 1.67 1.67 0.67 1 3 2.33 2 0.67 1 Goal 5:

Supporting
Economic
Development

5.1 Improves
service (hours and/
or frequency) to
top 3 destination
areas*
1 0 0 0 0 0 0 0 3 3 2 0 0 2

5.2 Improves
transit stop/station
amenities in the
top 3 destination
areas*
0 0 3 0 0 0 N/A 0 3 0 0 0 0 2
Goal 5 Average 0.5 0 1.5 0 0 0 0 0 3 1.5 1 0 0 2
Anaheim Transit Master Plan DRAFT — Project Scoring Process 72 CITY OF ANAHEIM TRANSIT MASTER PLAN
Goal Metric

6.1 Within the
control of the city 0 0 2 0 0 0 1 3 0 -3 -3 1 -3 0

6.2 Ability to
implement quickly -1 -1 1 0 -2 2 2 -2 -3 -1 -1 -2 0 -3
Goal 6 Average -0.5 -0.5 1.5 0 -1 1 1.5 0.5 -1.5 -2 -2 -0.5 -1.5 -1.5 Goal 7:

Enhancing
Transit in
Anaheim’s
Targeted
Growth Areas

7.1 Improves service
(hours and/or
frequency) to the
three big growth
areas**
1 0 0 0 0 0 0 0 3 3 2 0 0 2

7.2 Improves
and increases
amenities in the
three big growth
areas**
0 0 3 0 0 0 0 0 3 0 0 0 0 2
Goal 7 Average 0.5 0 1.5 0 0 0 0 0 3 1.5 1 0 0 2
Recommendation

1.A Average
Recommendation

1.B Average
Recommendation

2.0 Average
Recommendation

3.0 Average
Recommendation

4.0 Average
Recommendation

5.0 Average
Recommendation

6.0 Average
Recommendation

7.0 Average
Recommendation

8.0 Average
Recommendation

9.0 Average
Recommendation

10.0 Average
Recommendation

11.0 Average
Recommendation

12.0 Average
Recommendation

13.0 Average
Recommendation Average 1.44 0.94 1.06 0.47 0.35 0.65 0.75 1.00 1.29 1.24 0.765 0.765 0.06 1.06 Recommendation Rank
(Unweighted) 1 7 4 12 13 11 10 6 2 3 8 8 14 4
* (1) Disneyland, Convention Center; (2) ARTIC, The Grove, Anaheim Stadium, Honda Center; (3) Downtown Anaheim, Pearson Park Amphitheater **Resort Area, Anaheim Canyon, Platinum Triangle
Anaheim Transit Master Plan DRAFT — Project Scoring Process 73 PUBLIC OUTREACH

AND ENGAGEMENT
04 74 CITY OF ANAHEIM TRANSIT MASTER PLAN
75 ATMP outreach heard a comprehensive set of
perspectives from stakeholders and the public
on their experiences with and aspirations for
transit in Anaheim. Their involvement was critical
for identifying ATMP goals, challenges and
opportunities for the future of transit in Anaheim,
and the development of recommendations and
priorities for transit improvements in Anaheim.

Public agencies and the community were
engaged throughout the development of the
ATMP to ensure their input and priorities were
reflected. There were two phases of community
outreach: Phase One occurred from April to July
in 2025, and Phase Two occurred from September
2025 to March 2026.

Phase One involved the participation of a
Technical Working Group (TWG) and Community
Working Group (CWG), the distribution of a public
survey, and hosting a public open house. The
TWG was comprised of staff representing public
agencies and transit agencies operating within
the city. The CWG was comprised primarily of
members of the Anaheim business community,
neighborhood community interests, City of
Anaheim staff, and ATN staff. The public survey
and public open house sought to reach the
general public, with the former being hosted
online, and the latter held in-person at the
Anaheim Downtown Community Center. Phase
Two included second virtual meetings of the TWG
and CWG, a second in-person open house, and
a presentation to City Council. The programming
of these engagement activities and the feedback
obtained from them is summarized in this chapter.
75 Anaheim Transit Master Plan DRAFT — Project Scoring Process How Stakeholder Input Informed the ATMP
The ATMP relied on the feedback provided by
these groups throughout its development, from
vetting existing conditions data and helping
to prioritize goals, to providing feedback on
recommendations.

Stakeholders included representatives from local and neighboring jurisdictions, transit agencies, the business community, representatives from the community, and the general public.

Figure 4.1 presents the sequence of stakeholder
engagement activities with milestones in the
development of the ATMP.

Anaheim Transit Master Plan DRAFT — Public Outreach and Engagement 76 CITY OF ANAHEIM TRANSIT MASTER PLAN
77 Figure 1. How Stakeholder Input Informed the Development of the ATMP Analyzed Existing
Conditions, Developed
Preliminary Goals,
Identifi ed Transit
Challenges and
Opportunities
Final ATMP
Analysis of Data,
Determination
of Preliminary
Recommendations
Development
of Draft ATMP
Recommendations
Data presented to:

TWG #2
CWG #2
Draft ATMP
presented to Public
Open House #2
Finalize Draft ATMP
Final Draft of
ATMP presented
to City Council
Data presented to:

Technical Working
Group (TWG) #1
Community Working
Group (CWG) #1
Public Open
House #1
Public Survey
Feedback shared with CWG
All Feedback Summarized
Figure 4.1 How Stakeholder Input Informed the Development of the ATMP Anaheim Transit Master Plan DRAFT — How Stakeholder Input Informed the ATMP Phase One Outreach
Public Survey
Written in English and Spanish, the survey was
opened on May 9, 2025, and closed two months
later on July 9, 2025. The survey was promoted
at outreach meetings (the first meetings of the
TWG, CWG, and the first open house), on the City of
Anaheim’s website, on ATN buses, and at bus stops
with available advertising space.

The survey generated a total of 182 responses.

Nearly two-thirds of survey respondents report
residing within the City of Anaheim, while
other respondents indicated that they lived in
surrounding areas including other parts of Orange
County, Los Angeles County, Riverside County, and
Ventura County.

TRANSIT MASTER PLAN

JUNE 6, 2025 (11:59 PM)
COMPLETELY ANONYMOUS —

YOUR PRIVACY IS RESPECTED
TAKE OUR 5-MINUTE SURVEY AND TELL US:

SCAN THE QR CODE ABOVE TO START
THE SURVEY!
Or visit: Anaheim.net/6646/Anaheim-Transit-Master-Plan
»
▲ ATMP public survey promotional flyer.

The purpose of Phase One engagement was to
inform stakeholders of the ATMP’s scope and
goals, major transit changes that have occurred
since the 2007 ATMP, and summarize themes and
policies related to the ATMP. Stakeholders were
asked to rank draft ATMP goals, review existing
conditions findings and provide input on key
needs and priorities. These activities provided a
forum for stakeholders to share their experiences
and opinions about transit services and
operations in Anaheim.

Open House #1
The first public open house was held on June
4, 2025. The presentation made to attendees
focused on Phase One topics and included a
report of the public survey results, which had been
open for approximately one month. Attendees
viewed existing conditions exhibits, provided
feedback, and interacted with facilitators.

TWG and CWG Meetings #1
The first meeting of the TWG was held on May
14, 2025, virtually via Zoom. Discussion of Phase
One topics was primed by a survey that TWG
members were asked to complete in advance of
the meeting. The first meeting of the CWG was
held on May 21, 2025, virtually via Zoom. CWG
deliberations included commenting on results
from the TWG survey.

Topics addressed during Phase One:
> Transit services used and reasons for use
> Satisfaction with transit options in
Anaheim
> Why transit is not used
> Ranking transit improvements
> The role of transit in Anaheim’s future
growth
> Where transit service is most needed in
Anaheim
> New transit technologies to encourage
transit use
> Preferred transit stop amenities
Anaheim Transit Master Plan DRAFT — Public Outreach and Engagement 78 CITY OF ANAHEIM TRANSIT MASTER PLAN
Summary of Phase One Feedback

PUBLIC SATISFACTION WITH TRANSIT

OPTIONS IN ANAHEIM
Nearly half of transit users surveyed reported
satisfaction with transit options in Anaheim,
while about a quarter of transit users expressed
dissatisfaction. This contrasts with non-transit
users surveyed, over a third of whom expressed
dissatisfaction with transit options in Anaheim.

Essentially, transit users are more satisfied with
transit options in Anaheim than non-transit users.

ATMP GOALS AND KEY OPPORTUNITIES FOR IMPROVEMENTS
Stakeholders consistently ranked increasing transit access and improving mobility as leading ATMP goals. They called for improving bus infrastructure, connectivity, and frequency. Improvements to service speed and reliability, amenities for greater transit user comfort and safety at bus stops and rail stations and enhancing first/last mile connections through Anaheim’s active transportation network received support. Also receiving support was the incorporation of new transit technologies and microtransit. Bus Rapid Transit, Metrolink, and “Mobility as a Service” were identified as contenders for transit mode/service improvements. Stakeholders also called for the coordination of regional and city transit services, and the promotion of transit through public and private partnerships.

WHY NON-TRANSIT USERS DO NOT

USE PUBLIC TRANSIT IN ANAHEIM
Stakeholders who identified as non-transit
users indicated they do not use transit because
of a general preference for using other modes
of transportation, and the length of time to use
transit compared to other modes is another
reason why they do not use transit. Other
stakeholders raised concerns about public
perceptions of safety and the stigmatization of
public transit as barriers to transit use.

TRANSIT SYSTEM CONFUSION AND

PUBLIC LACK OF FAMILIARITY
Stakeholders described public confusion about
or lack of familiarity with Anaheim’s transit
systems. Stakeholders who identified as nontransit users claimed that transit service in Anaheim is confusing because of a lack of
clear guidance and information, navigation
and technology barriers, schedule and route
inefficiencies, and cost and practicality concerns.

FARE INCOMPATIBILITIES
Another challenge identified by stakeholders is
the incompatibility of fares and payment systems
across multiple transit services in Anaheim.

WHERE TRANSIT IS NEEDED
Stakeholders provided input on where service
and connectivity gaps existed in the city
and voiced concerns about a lack of transitsupportive infrastructure. To address these gaps, stakeholders expressed support for
expanding the number of places in Anaheim
accessible by transit and identified specific
areas within Anaheim in greatest need of
transit. The areas identified were the southern
and southwestern portions of Anaheim,
from Magnolia Avenue at the west to Harbor
Boulevard at the east, and from Lincoln Avenue
at the north to the southern border of the city.

Additionally, transit service needs in Anaheim
Canyon and Anaheim Hills were also a focus
of stakeholder deliberations. Service to lowincome communities and the elderly were highlighted as key transit needs.
79 Anaheim Transit Master Plan DRAFT — Phase One Outreach During Phase Two stakeholder engagement,
the TWG and CWG were given the opportunity
to weigh in on draft preliminary ATMP
recommendations that were shaped by an
analysis of transit service data and feedback from
stakeholders during Phase One.

Phase Two Outreach
▲ Presentation slides from the
TWG Meeting #2.

Topics associated with preliminary recommendations
that were discussed included:

TWG and CWG Meetings #2
The TWG and CWG each met for a second time
virtually via Zoom on September 30, 2025, and
October 9, 2025, respectively.
> Simplifying fare structures and
establishing transfer agreements
between agencies
> Improvement of signage and amenities
at bus stops
> Sidewalk gap infill
> Published schedules for bus routes
> Streamlining circuitous bus routes
> User-friendly interface for local transit
websites and apps
> More frequent bus and rail service
> Speed and reliability improvements for
buses on major corridors in Anaheim
> High-capacity transit corridors (Light Rail,
Bus Rapid Transit, etc.)
> High-capacity transit between ARTIC,
Platinum Triangle, Resort Area and the
Convention Center
> Microtransit in Anaheim Canyon and/or
Anaheim Hills
Anaheim Transit Master Plan DRAFT — Public Outreach and Engagement 80 CITY OF ANAHEIM TRANSIT MASTER PLAN
Summary of Phase Two Feedback – Preliminary Recommendations

IMPROVED AND NEW TRANSIT SERVICES
The TWG and CWG expressed support for
more frequent bus service for high ridership
routes, bus speed and reliability improvements,
increasing rail frequency, and high-capacity
corridors. Commentary focused on funding
and how it may be acquired, political support
considerations, how these recommendations will
impact vehicular traffic and require infrastructure
changes that prioritize transit. Stakeholders noted
that increasing rail frequency will be beneficial
and is part of preparations for the 2028 Olympics.

Regarding high-capacity corridors, stakeholders
inquired about how they are being defined,
which corridors may be specific candidates, and
suggested bus rapid transit for such corridors.

TRANSIT STOP AMENITIES, SAFETY,

AND SIGNAGE LEGIBILITY
Real-time bus arrival/departure information,
lighting, seating (benches), trash receptacles,
shelters (shade), and improving bus stop
signage received consistent stakeholder
support. Discussions of transit stop amenities
sometimes prompted discussion of the use of
transit stops and safety-related perceptions.

Concerns over non-transit use of transit
stations, and perceptions of transit stops as
locations of criminal activity were topics raised
among stakeholders. Discussion also focused
on potential changes to signage focused
on specific characteristics and possible
implementation challenges.

ARTIC-PLATINUM TRIANGLE-RESORTCONVENTION CENTER CONNECTOR The preliminary recommendation for an ARTICPlatinum Triangle-Resort-Convention Center Connector received support from the TWG and
CWG. TWG members expressed that whatever
form it takes, it should connect to other transit
services and should be branded and have
aesthetic characteristics that convey newness
and innovation. The connector should also be
expandable to meet fluctuations (increases) in
demand.

SIDEWALK GAP INFILL
There was consistent support for constructing
sidewalks where there are currently gaps in
the walking network in Anaheim, as part of
a strategy for improving access to and from
transit stops and stations.

FARE STANDARDIZATION AND INTERSERVICE TRANSFER AGREEMENTS Stakeholders strongly supported fare
standardization and inter-service transfer
agreements.

MICROTRANSIT SERVICE IN ANAHEIM

CANYON AND/OR ANAHEIM HILLS
The recommendation to pilot microtransit service
in Anaheim Hills and/or Anaheim Canyon was
met with support from the TWG and CWG. CWG
members noted Irvine Connect as a possible
microtransit model, and to consider connectivity
opportunities with Metrolink.

The TWG and CWG provided feedback on the following topics in their second meetings:
81 Anaheim Transit Master Plan DRAFT — Phase Two Outreach Draft recommendations on which attendees gave input were:

Open House #2
The second public open house was held on
February 3, 2026. Utilizing feedback on the
preliminary recommendations from the TWG and
CWG, recommendations were refined into draft
recommendations for the ATMP and presented
those at the second open house. Attendees
viewed recommendations exhibits, provided
feedback, and interacted with facilitators.

Attendees viewed recommendations exhibits, provided
feedback, and interacted with facilitators.

Service
Improvements:

Bus Stops/Access
to Bus Stops
Improvements:
> Increasing bus and rail frequencies
> Development of new fare policies and transfer agreements > Establishment of microtransit pilots in Anaheim Canyon or Anaheim Hills
> Amenities at more bus stops—lighting, real-time and enhanced passenger information, trash receptacles, benches/seating, shelters & shade, and bicycle racks
> Sidewalk gap infill
> Improvement of bus-stop signage
> Improvement of the ATN app and website
> Streamlining and simplifying ATN routes
> Implementing a schedule for ATN Routes
> Implementing high-capacity transit corridors
> Develop an ARTIC-Platinum Triangle-Resort Area connector ATN (Future Resort –
Platinum Triangle transit
provider) Improvements:

Capital Investments:

Anaheim Transit Master Plan DRAFT — Public Outreach and Engagement 82 CITY OF ANAHEIM TRANSIT MASTER PLAN
Summary of Phase Two Feedback – Draft Recommendations

IMPROVED AND NEW TRANSIT SERVICES
The recommendation for more frequent OCTA
service on top ridership routes was the most
voted for recommendation by attendees,
while the recommendation for speed and
reliability improvements on major corridors
came in third. An OCTA representative attending
the open house expressed support for ATMP
recommendations and noted synergies with
their agency’s work, including coordination
opportunities between current OCTA studies and
the recommendation to increase bus frequency
on the top eight ridership routes. Stakeholders
also asked about specific bus route services and
expressed support for increased frequencies.

A stakeholder also expressed a desire to take
transit but do not because they estimate it takes
longer than driving. There were also questions
regarding bus-only facilities and their impact on
vehicular traffic.

BUS STOPS / ACCESS TO BUS STOPS
Filling gaps in missing sidewalks was the second
most voted for recommendation by attendees
and was also supported by a stakeholder in a
comment card. Among bus stop amenities, realtime scheduling displays received stakeholder support. A stakeholder noted the need for busstops to be family-friendly, including protection of children from heat exposure, and for bus stops to
be cleaner.

TRANSIT COMMUNICATION TECHNOLOGIES
Stakeholders offered comments on the merits
and limitations on transit communications
technologies and in particular phone/app-based
communications; the latter concern focused
on families having to manage looking at a
phone while attending to their children, and for
the elderly and international tourists who may
encounter challenges in navigating phone-based
transit information. There was a suggestion for
consolidating transit information in apps such as
Google Maps or Nave, which may be easier to use
than municipal-based apps.

MICROTRANSIT SERVICES
A stakeholder expressed that microtransit
services would be used by teenagers, especially
to access Disneyland.

ATN
The recent announcement of ATN operations winding down was raised by a stakeholder, prompted by the presence of ATN recommendations in the draft ATMP. In response, it was noted by the City of Anaheim staff that the ATN recommendations in the ATMP were developed prior to this announcement but nevertheless remained good general transit recommendations for any type of transit service that may be provided in the Resort Area and Platinum Triangle.

Open house attendees were encouraged to review all recommendations and to then vote for their top three improvements by placing stickers on a board listing all ATMP recommendations. Generally, attendees expressed support for all recommendations and offered specific feedback on the topics below. 83 Anaheim Transit Master Plan DRAFT — Phase Two Outreach City Council Hearing
On April 07, 2026, Anaheim City Council unanimously adopted the ATMP.

Photo of Council Hearing
Anaheim Transit Master Plan DRAFT — Public Outreach and Engagement 84 CITY OF ANAHEIM TRANSIT MASTER PLAN
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IMPLEMENTATION PLAN

AND NEXT STEPS
05 86 CITY OF ANAHEIM TRANSIT MASTER PLAN
87 This chapter outlines how the 13 recommendations
detailed in Chapter 3 could be implemented
by the City of Anaheim. Potential funding
opportunities to implement the recommendations
are included in the latter part of this chapter,
along with the potential benefits for implementing
the ATMP.
87 Anaheim Transit Master Plan DRAFT — City Council Hearing Project Prioritization Matrix
The ATMP is a long-range plan, and the
improvement phasing matrix outlined in Table

5.1 is set up to organize which recommendations
could be implemented during the life of the plan.

The recommendations are divided by shortterm, mid-term, and long-term horizons and are intentionally staggered to not overwhelm the
City of Anaheim in the short-term. Simpler, lowercost projects within the City of Anaheim’s control can be implemented sooner to have a positive
impact on riders. Mid- to long-term projects
focus more on capital-intensive projects that
require extensive consensus building and funding
commitments. The recommendations were
presented to the public to gather feedback on
which recommendations should be prioritized for
implementation.

Some recommendations will require partnership
between the City of Anaheim and other
agencies to implement, such as increasing
OCTA or Metrolink frequencies, or establishing
transfer agreements for all transit agencies
operating within Anaheim. While some of these
recommendations are outside the City of
Anaheim’s control, they can still be a partner in
these efforts to implement the recommendations.

This can include conducting outreach and
providing input on which routes should be
prioritized for improvement.

Recommendations that were originally made
for ATN can be implemented by a future
Resort-Platinum Triangle transit provider.

The proposed implementation schedule was
originally developed assuming ATN would not
be ceasing operations. Due to the uncertainty
with establishing a new Resort-Platinum Triangle
transit provider, the implementation of some of
these recommendations may need to be deferred
to a later time.

The top three recommendations that
received public support at the second
open house are denoted with an icon
in the following table.

Anaheim Transit Master Plan DRAFT — Implementation Plan and Next Steps 88 CITY OF ANAHEIM TRANSIT MASTER PLAN
Recommendation Responsibility for Implementation Short-Term (0 to 2 years)
Mid-Term
(2 to 10 years)
Long-Term
(10 to 25 years)

1.A Pilot microtransit service in
Anaheim Canyon
City of Anaheim ‣ Conduct microtransit feasibility
study
‣ Secure funding for pilot if deemed
feasible
‣ Conduct pilot and evaluate
if service should be made
permanent
‣ Make next steps and
recommendations
N/A

1.B Pilot microtransit service in
Anaheim Hills
City of Anaheim N/A ‣ Conduct microtransit feasibility
study, incorporating lessons
learned from Anaheim Canyon
‣ Secure funding for pilot if deemed
feasible
‣ Conduct pilot and evaluate
if service should be made
permanent. Make next steps
recommendations.

N/A

2.0 Introduce more amenities at bus
stops
City of Anaheim lead, ATN/Future
Resort-Platinum Triangle transit
provider and OCTA support
‣ Conduct bus stop evaluation
– identify priority stops and
amenities to install
‣ Secure funding to implement
Continue implementation as funding
permits
Continue implementation as funding
permits

3.0 Implement a schedule for ATN
(Future Resort-Platinum Triangle
transit provider) bus routes
ATN/Future Resort-Platinum Triangle
transit provider
Work to implement (low cost) N/A

4.0 Streamline and simplify ATN
(Future Resort-Platinum Triangle
transit provider) bus routes
ATN/Future Resort-Platinum Triangle
transit provider
N/A ‣ Conduct service planning
evaluation to streamline and
simplify the ATN (Future ResortPlatinum Triangle transit provider) network
‣ Implement changes
N/A

5.0 Improve ATN (Future ResortPlatinum Triangle transit provider) transit mobile app and website
information
ATN/Future Resort-Platinum Triangle
transit provider
N/A ‣ ATN/Future Resort/Platinum
Triangle transit provider to identify
appropriate changes and cost (if
any)
‣ Implement immediately if does not
require additional resources
N/A
Table 5.1 Prioritization Matrix
89 Anaheim Transit Master Plan DRAFT — Project Prioritization Matrix Recommendation Responsibility for Implementation Short-Term (0 to 2 years)
Mid-Term
(2 to 10 years)
Long-Term
(10 to 25 years)

6.0 Increase sign visibility at bus
stops
OCTA and ATN/Future Resort -Platinum
Triangle transit provider
Develop strategy for improving OCTA
bus stop signage visibility
Work with ATN/Future Resort-Platinum
Triangle transit provider to discuss
improving bus stop signage and
visibility, as well as to add bus
schedules to stops
Work with ATN/Future Resort-Platinum
Triangle transit provider to discuss
improving bus stop signage and
visibility, as well as to add bus
schedules to stops

7.0 Fill gaps in missing sidewalk to
connect rail stations and bus stops
City of Anaheim ‣ Conduct sidewalk study to confirm
gaps and identify how sidewalk
installation should be prioritized
‣ Begin design and securing right of
way in high priority areas
‣ Start construction as funding is
secured
Continue implementation as funding
permits
Continue implementation as funding
permits

8.0 High capacity transit on Euclid
St, La Palma Ave, Lincoln Ave, Harbor
Blvd, Ball Rd, Katella Ave, Anaheim
Blvd, and/or State College Blvd
City of Anaheim and OCTA N/A ‣ Discuss with OCTA, identify appropriate next steps
‣ Secure funding to conduct a study
on corridors not included in the
OCTA Transit Vision (portions of La
Palma Ave and Lincoln Ave, and
Anaheim Blvd)
‣ Develop a prioritization plan
to identify which corridors to
implement first
‣ For highest priority corridor:

Conduct AA study, secure funding
for design/construction, then begin
implementation
Continue implementation of high
capacity transit as funding permits

9.0 More frequent OCTA service on
the top 8 ridership routes in Anaheim
(Route 37, 38, 42/42A, 43/543, 46, 47,
50, and 57)
City of Anaheim and OCTA Discuss with OCTA to identify
appropriate next steps
Plan Implement

10.0 More frequent off-peak and
weekend Metrolink service
City of Anaheim, OCTA, LOSSAN, and
Metrolink
Discuss with stakeholders and identify
appropriate next steps
Plan/Implement Implement
90 CITY OF ANAHEIM TRANSIT MASTER PLAN
Anaheim Transit Master Plan DRAFT — Project Prioritization Matrix Recommendation Responsibility for Implementation Short-Term (0 to 2 years)
Mid-Term
(2 to 10 years)
Long-Term
(10 to 25 years)

11.0 Bus lanes, queue jumps, and
other transit speed and reliability
improvements for La Palma Ave,
Lincoln Ave, Ball Rd, Anaheim Blvd,
and Katella Ave, which experience
high levels of transit travel time
variability
City of Anaheim, OCTA and ATN/
Future Resort-Platinum Triangle transit
provider support
‣ City of Anaheim to conduct speed
and reliability studies in conjunction
with OCTA and ATN/future Resort/
Platinum Triangle Area transit
provider. Study should include a
prioritization plan which considers
corridors with more frequent bus
service and higher delays.
‣ Plan
Secure funding implement Implement

12.0 Simplify fare structures and
establish fare transfer agreements
between all transit agencies
operating within Anaheim
City of Anaheim lead, OCTA, LA Metro,
RTA, ATN/Future Resort-Platinum
Triangle transit provider, Metrolink, and
LOSSAN
‣ Convene working group of all
agencies serving Anaheim
‣ Develop strategy and implement
Tweak agreements as appropriate N/A

13.0 Implement east-west ARTICPlatinum Triangle-Resort-Convention Center Connector
City of Anaheim Conduct alternatives analysis study to
determine preferred mode, alignment,
and station locations
‣ Secure funding to conduct design/
engineering
‣ Conduct design/engineering,
including acquiring right of way
‣ Secure funding for construction
Construction/operation
91 Anaheim Transit Master Plan DRAFT — Project Prioritization Matrix Funding Opportunities
Implementation of many ATMP recommendations
will be reliant on the City of Anaheim’s
coordination with OCTA. In addition to disbursing
transportation funds raised from Orange County’s
Measure M2 transportation sales tax, OCTA also
plays a pivotal role in eligibility for federal and
state funding opportunities. They are Orange
County’s designated County Transportation
Commission, with the authority to develop longrange transportation plans for Orange County that identify projects and expenditures necessary over
a 20-year period. The planning needs that are
identified in OCTA’s long-range plan then inform
SCAG’s long-range Regional Transportation Plan/
Sustainable Communities Strategy (RTP/SCS).

Both OCTA’s long-range plan and SCAG’s RTP/SCS
are updated on a four-year cycle. Transportation
projects identified as high priority from RTPs
around California are then incorporated into
Caltrans’s State Transportation Improvement
Plan, a short-range plan which programs funding
for implementation of projects within five years.

While long-range plans are updated on a fouryear cycle, the STIP is updated every other year.

Federal and state funding is only possible if
recommendations have been identified and
programmed through these mandated long- and
short-range plans. Anaheim will need to ensure
these recommendations, if not already identified
or included, are integrated into OCTA’s and SCAG’s
long-range planning documents.

This section identifies some of the funding
opportunities which exist using federal, state,
regional, and local sources. These opportunities
may be considered either to target funding
for ATMP recommendations directly or be
considered as opportunities to fund other current
or anticipated local transportation expenditures
which could potentially then free up local
discretionary funding for use in funding ATMP
recommendations.

Federal Funding Opportunities
Table 5.2 provides an overview of federal grant
opportunities which could potentially provide
funding for various ATMP recommendations. The
Infrastructure Investment and Jobs Act (H.R. 3384),
passed by the 117th U.S. Congress in 2021, has made
available $1.2 trillion for transit and transportation
grants over a five-year period. This bill is the
main source of federal funding for transportation.

This table includes external links describing
eligibility requirements, guidelines and matching
requirements for each grant in further detail.
▼ Rail crossing outside of the Anaheim Canyon Metrolink station.

Anaheim Transit Master Plan DRAFT — Implementation Plan and Next Steps 92 CITY OF ANAHEIM TRANSIT MASTER PLAN
Table 5.2 Federal Funding Opportunities
Grant Opportunity Description Eligible Projects Applicable ATMP Recommendations Capital Investment Grants Construction grants that are competitively awarded for transit capital investments, after completion of
project development and engineering design.
‣ Heavy rail, commuter rail, light rail, streetcars
and Bus Rapid Transit guideways
‣ High-capacity transit on major corridors (Eastwest connector between ARTIC–Platinum Triangle–Resort–Convention Center)
Urbanized Area Formula Grants 5307 Formula-based funding for planning, engineering, design and evaluation of transit projects and other
technical transportation-related studies; capital
investments in new and existing fixed guideway
systems in cities with populations of at least
200,000.
‣ Heavy rail, commuter rail, light rail, streetcars
and Bus Rapid Transit guideways
‣ Bus fleet overhaul
‣ Station infrastructure
‣ High-capacity transit on major corridors (Eastwest connector between ARTIC–Platinum Triangle–Resort–Convention Center)
Better Utilizing Investments to
Leverage Development (BUILD) Grants
Grants that are competitively awarded for
surface transportation infrastructure projects with
significant local or regional impact.
‣ Capital purchase, infrastructure, planning &
technical assistance, accessibility, Bus Rapid
Transit, rural transit, passenger rail, commuter
rail
‣ High-capacity transit on major corridors (Eastwest connector between ARTIC–Platinum Triangle–Resort–Convention Center)
Surface Transportation Block Grants
(STBG)
Discretionary funding that is provided to each state
by formula for surface transportation projects.

Funding is administered by state and metropolitan
planning organizations through a competitive
process.
‣ Roadway infrastructure and repair
‣ Transit infrastructure and vehicle replacement
‣ Bicycle and pedestrian infrastructure
‣ Safety projects
‣ High-capacity transit on major corridors (Eastwest connector between ARTIC–Platinum Triangle–Resort–Convention Center)
‣ Speed and reliability treatments on major
corridors
‣ Sidewalk infill
Congestion Mitigation and Air Quality
Improvement Program (CMAQ)
Discretionary funding that is provided to each state
by formula for surface transportation projects which
reduce emissions and help meet Clean Air Act
intended targets. Funding is administered by state
and metropolitan planning organizations through a
competitive process.
‣ Roadway infrastructure and repair
‣ Transit infrastructure and operations
‣ Replacement of transit fleet with low emissions
equipment
‣ Bicycle and pedestrian infrastructure
‣ Safety projects
‣ Transportation Demand Management measures
‣ High-capacity transit on major corridors (Eastwest connector between ARTIC–Platinum Triangle–Resort–Convention Center)
‣ Speed and reliability treatments on major
corridors
‣ Increased operating frequencies for OCTA bus
routes and Metrolink
‣ Sidewalk infill
Transportation Infrastructure Finance
and Innovation Act (TIFIA) Program
Federal credit assistance that is competitively
awarded for surface transportation infrastructure
projects with significant local or regional impact.
‣ Capital purchase, infrastructure, planning &
technical assistance, accessibility, Bus Rapid
Transit, rural transit, passenger rail, commuter
rail
‣ High-capacity transit on major corridors (Eastwest connector between ARTIC–Platinum Triangle–Resort–Convention Center)
Safe Streets and Roads for All (SS4A)
Grants
Grants that are competitively awarded to fund
plans and implement projects which help prevent
roadway fatalities and serious injuries.
‣ Comprehensive Safety Action Plan (CSAP)
development
‣ Safety infrastructure projects
‣ Sidewalk infill
93 Anaheim Transit Master Plan DRAFT — Funding Opportunities There are additional federal grant opportunities
available which cover other types of transit
projects not recommended in the ATMP, such as
vehicle fleet replacement or retrofit, infrastructure
repair, emerging vehicle technologies, and
environmental resilience. These sources, if not
already leveraged, may provide opportunities
to free up other discretionary funding for ATMP
recommendations or support implementation of
ATMP recommendations led by other agencies,
such as OCTA, Metrolink, or LOSSAN. Some of these
programs include:

FEDERAL TRANSIT ADMINISTRATION (FTA)
ADMINISTERED PROGRAMS:

FTA Section 5310 Enhanced Mobility of Seniors
and Individuals with Disabilities funds – formulabased funding for states and local government authorities for transit expenditures which improve
mobility for senior and disabled populations.

FTA Section 5337 State of Good Repair and
Rail Vehicle Replacement Program – formulabased funding for states and local government authorities to develop asset management plans
and to provide capital assistance for equipment
and infrastructure maintenance, replacement and
rehabilitation.

FTA Section 5339 Bus and Bus Facilities –
formula-based funding for states and transit
agencies to replace, rehabilitate and purchase
buses and related equipment and to construct
bus-related facilities.

Areas of Persistent Poverty Program –
competitively awarded grant funding for planning,
engineering, or development of technical or
financing plans for improved transit services;
new transit routes; engineering for transit
facilities and improvements to existing facilities;
innovative technologies; planning for low or no
emission buses; planning for a new bus facility
or intermodal center that supports transit
services; integrated fare collections systems;
or coordinated public transit human service
transportation plans to improve transit service
in an Area of Persistent Poverty or Historically
Disadvantaged Community.

U.S. DEPARTMENT OF TRANSPORTATION (U.S.

DOT) ADMINISTERED PROGRAMS:

National Infrastructure Project Assistance Grants
Program (Mega) – competitive grant funding
for large infrastructure projects which generate
national or regional economic, mobility or safety
benefits.

Nationally Significant Multimodal Freight and
Highway Projects (INFRA) - competitive grant
funding for multimodal freight and highway
projects of national or regional significance to
improve the safety, efficiency, and reliability of the
movement of freight and people.

Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants – competitive
grant funding for public sector agencies to
conduct demonstration projects focused on
advanced smart community technologies and
systems which improve transportation efficiency
and safety.

Promoting Resilient Operations for Transformative,
Efficient, and Cost-saving Transportation
(PROTECT) Program - provides funding for public
sector agencies to improve surface transportation
resilience in response to natural disasters and
hazardous climate change-induced extreme
weather events.

State Funding Opportunities
Table 5.3 provides an overview of state grant
opportunities which could provide funding for
ATMP recommendations. These do not include
state-administered grants which use federal
funding sources, such as STBG and CMAQ, which
are instead listed in Table 5.2. California Senate Bill (SB) 1 (Road Repair and Accountability Act of 2017)
provides about $4 to $5 billion for transportation
projects annually. Funding for SB 1 is raised from
state fuel excise taxes and vehicle registration
fees. External links describe eligibility requirements
and guidelines for each grant in further detail.

Anaheim Transit Master Plan DRAFT — Implementation Plan and Next Steps 94 CITY OF ANAHEIM TRANSIT MASTER PLAN
Table 5.3 State Funding Opportunities
Grant Opportunity Description Eligible Projects Applicable ATMP Recommendations Transit and Intercity
Rail Capital Program
Provides grants (competitive and formula-based
allocations) to fund transformative capital
improvements that will modernize intercity,
commuter, and urban rail systems, and bus
and ferry transit systems, to significantly reduce
emissions of Greenhouse gases, vehicle miles
traveled, and congestion.
‣ Rail capital projects
‣ Bus Rapid Transit
‣ Fare and scheduling integration between transit
systems
‣ Microtransit
‣ High-capacity transit on major corridors (East-west connector between ARTIC–Platinum Triangle–Resort–Convention Center) ‣ Speed and reliability treatments on major corridors
‣ Simplify fare structures/implement transfer agreements ‣ Pilot microtransit service in Anaheim Canyon and/or Anaheim Hills Transportation
Development Act
(Local Transit Funds)
Formula-based funding allocated to
public agencies for transit and non-transit
related purposes that comply with regional
transportation plans.
‣ Transit operations
‣ Bus/rail projects
‣ Active transportation projects
‣ Most ATMP recommendations
Low Carbon Transit
Operations Program
(LCTOP)
Formula-based funding to public agencies for
operating and capital assistance for use on
projects that demonstrate reduced Greenhouse
gas emissions and improved mobility, with a
priority on serving disadvantaged communities.
‣ Bus and rail service expansion
‣ Zero-emissions vehicle purchases
‣ Maintenance
‣ Fare subsidies
‣ High-capacity transit on major corridors (East-west connector between ARTIC–Platinum Triangle–Resort–Convention Center) ‣ Increased operating frequencies for OCTA bus routes and Metrolink ‣ Pilot microtransit service in Anaheim Canyon and/or Anaheim Hills Solutions for a
Congested Corridor
Program
Grants that are competitively awarded for
projects which aim to expand transportation
choices, preserve community character, and
enhance local neighborhoods that are included
in a Comprehensive Multimodal Corridor
Program (CMCP) and regional transportation
plan (RTP).
‣ Public transportation capital and operations
projects
‣ Highway/roadway projects
‣ Active transportation projects
‣ Technology/Intelligent Transportation Systems
‣ High-capacity transit on major corridors (East-west connector between ARTIC–Platinum Triangle–Resort–Convention Center) ‣ Increased operating frequencies for OCTA bus routes and Metrolink ‣ Speed and reliability treatments on major corridors
‣ Pilot microtransit service in Anaheim Canyon and/or Anaheim Hills ‣ Amenities at bus stops
‣ Sidewalk infill
Local Partnership
Program
Provides funding (competitive and formulabased allocations) to counties, cities, districts, and regional transportation agencies which
have approved fees or taxes dedicated solely
to transportation improvements or that have
imposed fees, including uniform developer fees,
dedicated solely to transportation improvements.
‣ Roadway infrastructure and repair
‣ Transit infrastructure and vehicle replacement
‣ Bicycle and pedestrian infrastructure
‣ Technology/Intelligent Transportation Systems
‣ High-capacity transit on major corridors (East-west connector between ARTIC–Platinum Triangle–Resort–Convention Center) ‣ Speed and reliability treatments on major corridors
‣ Pilot microtransit service in Anaheim Canyon and/or Anaheim Hills ‣ Sidewalk infill
State Transportation
Improvement Plan
Plan for the near-term implementation of capital
projects on California's state highway system, rail,
transit and other transportation facilities that is
updated every two years. Regional transportation
planning agencies and Caltrans identify projects.
‣ Highway and roadway improvements
‣ Public transportation and passenger rail
infrastructure
‣ Safety improvements
‣ Planning, design, engineering and environmental
clearance of eligible project types
‣ High-capacity transit on major corridors (East-west connector between ARTIC–Platinum Triangle–Resort–Convention Center) ‣ Speed and reliability treatments on major corridors
‣ Pilot microtransit service in Anaheim Canyon and/or Anaheim Hills ‣ Sidewalk infill
95 Anaheim Transit Master Plan DRAFT — Funding Opportunities There are additional state grant opportunities
available which could also ATMP or other public
transportation improvements. These sources, if
not already leveraged, may provide opportunities
to free up other discretionary funding for ATMP
recommendations or support implementation of
ATMP recommendations led by other agencies,
such as OCTA, Metrolink, or LOSSAN.

SOME NOTABLE PROGRAMS INCLUDE:

Active Transportation Program (ATP) –
competitive grant funding for projects which
help increase mobility and safety for pedestrians
and bicyclists, and which advance the efforts of
regional agencies to achieve Greenhouse gas
reduction goals.

State Highway Operation and Protection
Program (SHOPP) – needs-based grants which
fund maintenance and repair of state highway
infrastructure.

Trade Corridor Enhancement Program (TCEP)
– competitive grant funding for infrastructure
projects which improve the ease of freight
transportation.

The California Energy Commission also provides
grants for zero emission transit infrastructure
through its Clean Transportation Program and
EngerIIZE programs.

Regional Funding Opportunities
OCTA funds many projects through its half-cent
sales tax, Measure M2, which voters passed in
2006. Measure M2 is a 30-year extension of the
County’s preceding half-cent sales tax, which was
set to expire in 2011. As of late 2025, this measure
is projected to raise $13.2 billion for transportation
projects in Orange County over its lifespan. In FY
2023-2024, the program disbursed $577 million
in funding, including $128 million specifically for
transit projects.

OCTA allocates grants for transportation projects
through annual or as-needed calls for projects
available to Orange County jurisdictions. The
Comprehensive Transportation Funding Program
(CTFP) guidelines describe various grant programs
administered by OCTA which fund different
types of eligible projects from M2 revenues.

The City of Anaheim would ensure any ATMP
recommendations where OCTA funding sources
are pursued would be closely aligned with that
agency’s network and service priorities to ensure
competitiveness with its grant criteria and do not
divert from their objectives.

Table 5.4 provides an overview of the most likely
OCTA grant programs that could be pursued to
help fund ATMP recommendations.

Another regional funding opportunity for ATMP
recommendations includes the South Coast Air
Quality Management District’s (AQMD) AB 2766
Subvention Funds grant. Transit infrastructure
capital projects, transit operations funding for new
or expanded service, station amenities, passenger
fare subsidies, and first/last mile infrastructure
improvements are all eligible for AQMD funds
provided the expenditure supports a project which
supports and/or expands public transportation
in the locality. The AQMD Carl Moyer Program
provides grants for the replacement of vehicles
and equipment with electric, alternative fuel, or
cleaner diesel technologies.

The MSRC (Mobile Source Air Pollution Reduction
Review Committee) has grants funding programs
for microtransit, clean fuel vehicles, and
alternative fuel infrastructure.

Local and Private Funding
Opportunities
Funding from local sources will also be essential to
implement ATMP recommendations, particularly
those recommendations which are Anaheim
focused. Some possible strategies to raise
local funds include developer agreements,
public-private partnerships, advertising, benefit
assessment districts (parking districts, business
improvement districts, etc.), parking revenues, fees
imposed on ride hailing services, and/or curbside
management fees, other local tax imposition,
general obligation voter-approved bonds, and
property assessments. The City of Anaheim will
identify and pursue local and private funding
sources as suitable potential opportunities arise.

Anaheim Transit Master Plan DRAFT — Implementation Plan and Next Steps 96 CITY OF ANAHEIM TRANSIT MASTER PLAN
Table 5.4 Measure M Funding Opportunities
Grant Opportunity Description Eligible Projects Applicable ATMP Recommendations Transit Extensions
to Metrolink
(Project S)
Competitive call for funding projects which connect transit service to Metrolink stations.
‣ Fixed guideway systems including rolling stock acquisition ‣ Station/stop improvements (includes signage, furniture, and shelters)
‣ Maintenance facilities and fueling stations
‣ High-capacity transportation on major corridors
‣ High-capacity transit on major corridors (East-west
connector between ARTIC–Platinum Triangle–Resort–
Convention Center)
‣ Amenities at bus stops
Community-Based
Circulators Program
(Project V)
Establishes a competitive process to enable local
jurisdictions to develop community-based, local transit services that complement regional transit services and
meet needs in areas not adequately serviced by
regional transit.
‣ Fixed route transit
‣ Deviated fixed route transit
‣ Circulators and rubber-tire trolleys
‣ Point-to-point shuttle services (event parking shuttles) ‣ On-Demand (mobility) services
‣ Ride-hailing or transportation network companies (TNC) ‣ Microtransit
‣ Pilot microtransit service in Anaheim Canyon and/or
Anaheim Hills
‣ ATN (Resort–Platinum Triangle Transit) specific
recommendations
‣ Amenities at bus stops, if part of larger service.

Metrolink Gateways
(Project T)
Enhancements to Metrolink Stations served by or
connecting to California High Speed Rail.
‣ Convert Metrolink stations to regional gateways that
connect Orange County with planned future high-speed
rail systems
‣ Improvements connecting planned future high-speed rail systems to stations on the Orange County Metrolink route ‣ East-west connector between ARTIC–Platinum
Triangle–Resort–Convention Center
Safe Transit Stops
(Project W)
Competitive call for funding projects that provide
passenger amenities at the 100 busiest bus stops in Orange County, determined by average daily weekday passenger
boardings data. As of the most recently published
guidelines, there are 18 bus stops in Anaheim which are eligible and have not received improvements.
‣ Bus stop amenities (shelter, seating, lighting, information displays, etc.)
‣ Amenities at bus stops
‣ Sidewalk infill
Regional
Traffic Signal
Synchronization
Program (Project P)
Competitive call for funding projects that coordinate traffic signals across jurisdictional boundaries including project based operational and maintenance funding. This program is not transit-specific, though it could provide benefit to transit if recommended on corridors identified in this plan. ‣ Multi-jurisdictional signal synchronization along corridors throughout Orange County
‣ Speed and reliability treatments on major corridors
Local Fair Share
Program (Project Q)
Formula-based flexible funding for Orange County
cities and the County of Orange to use for their own
transportation needs and priorities.
‣ Transportation infrastructure
‣ Street maintenance and repair
‣ Emergency response priority treatments
‣ Safety projects
‣ Local transit agency operations
‣ Speed and reliability treatments on major corridors
‣ ATN (Resort–Platinum Triangle Transit) specific
recommendations
‣ Amenities at bus stops
‣ Pilot microtransit service in Anaheim Canyon and/or
Anaheim Hills
‣ Sidewalk infill
Senior Mobility
Program
Formula-based funding for local transportation services for seniors which supplement local fixed-route buses or ADA paratransit (OC ACCESS) services.
‣ Transportation services for senior citizens ‣ Pilot microtransit service in Anaheim Canyon and/or Anaheim Hills
97 Anaheim Transit Master Plan DRAFT — Funding Opportunities Benefits of
Implementing the
Transit Master Plan
Implementing the recommendations in the ATMP
can potentially provide substantial benefits
to Anaheim residents, workers, and visitors by
creating a more accessible, reliable, and userfriendly transportation system. Collectively, these strategies advance the local mobility, equity,
economic development, and sustainability goals
while positioning Anaheim to meet future growth
and major event demands.

These strategies advance the local mobility, equity, economic development, and sustainability goals while positioning Anaheim to meet future growth and major event demands.
98 CITY OF ANAHEIM CITY OF ANAHEIM TRANSIT MASTER PLAN TRANSIT MASTER PLAN Anaheim Transit Master Plan — Implementation Plan and Next Steps Potential benefits include:

Improved Access
and Equity
Expanding transit options through microtransit pilots, improved sidewalk connectivity, and enhanced bus stop amenities would significantly improve access to transit for residents and employees in areas currently underserved by fixed-route service, such as Anaheim Hills and Anaheim Canyon, and employment districts like the Resort Area. These improvements reduce first/last mile barriers and improve safety and comfort when accessing transit.

Enhanced
Customer
Experience and
Ease of Use
Publishing route schedules, streamlining bus routes, improving bus stop signage visibility, and enhancing the ATN (future Resort-Platinum Triangle transit provider) website and mobile app would make Anaheim’s transit system easier to understand and navigate, especially for new users and visitors.

Faster, More
Reliable Travel
Speed and reliability improvements on major corridors, using treatments like transit signal priority, queue jumps, and bus-only lanes would reduce travel time variability and improve bus on-time performance. More frequent service on high-ridership bus routes and expanded off-peak/weekend Metrolink service would shorten wait times, improve transfers to other services, and better support reverse commute, leisure/entertainment, and non-peak travel.

Together, these improvements increase the competitiveness of transit relative to driving, particularly during congested periods.

Increased
Ridership and
System Efficiency
More frequent bus and rail service, streamlined ATN (future Resort-Platinum Triangle transit provider) routes, improved amenities, and better integration between transit providers are proven strategies for increasing ridership. By focusing investments on Anaheim’s highestdemand corridors and regional connections, the City of Anaheim can maximize the return on transit investments and build a strong foundation for future high-capacity transit. Pilot programs, such as microtransit services, also allow for testing and refinement of new transit concepts before making long-term commitments.

Economic
Competitiveness
and Workforce
Mobility
A more reliable and connected transit system supports Anaheim’s economy by improving access to major employment centers, visitor destinations, and regional transit services.

Enhanced connections between ARTIC, Anaheim Convention Center, Resort Area, and emerging destinations such as OCVibe and Platinum Triangle strengthen Anaheim’s role as a regional destination while improving mobility for workers who rely on transit. Improved transit access can also help businesses attract and retain employees.

Environmental
and Congestion
Reduction Benefits
More frequent, reliable, clean, and convenient transit encourages mode shift away from single-occupancy vehicle travel. Increased transit use can reduce roadway congestion, vehicle miles traveled, and Greenhouse gas emissions, supporting Anaheim’s sustainability and climate goals. Investments in high-capacity transit corridors further reinforce long-term land use and transportation integration.

Readiness for Major
Events and Future
Growth
With Anaheim hosting major events, including the 2028 Olympics, investments in transit speed, reliability, and capacity are critical to moving large numbers of people efficiently and safely. Improvements along key corridors such as Katella Avenue and more frequent bus and rail service will help manage event-related travel demand while creating long-term mobility improvements for current residents and future visitors.

Stronger Regional
Integration
Simplifying fare structures, establishing transfer agreements, and improving coordination between Anaheim’s transit agencies would create a more seamless regional transit network.

Better integration reduces costs and confusion for riders, improves connectivity across jurisdictional boundaries, and strengthens Anaheim’s role within the broader Southern California transportation system.
99 Anaheim Transit Master Plan DRAFT — Benefits of Implementing the Transit Master Plan

APPENDICES
06 100 CITY OF ANAHEIM TRANSIT MASTER PLAN
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Anaheim Transit Master Plan DRAFT — Benefits of Implementing the Transit Master Plan

EXISTING

CONDITIONS
A

CITY OF ANAHEIM TRANSIT MASTER PLAN
103
Prepared For Prepared By
City of Anaheim
200 S. Anaheim Blvd.

Anaheim, CA 92805
CR Associates
714 W. Olympic Boulevard, Suite 609
Los Angeles, CA 90015

ANAHEIM TRANSIT

MASTER PLAN UPDATE
SUMMER 2025
FINAL
Task 2 - State of the System Report
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Table of Contents

1.0 Introduction ................................................................................................................................... 1

1.1 What is a TMP? .......................................................................................................................................... 1

2.0 Overview of Anaheim Transit ........................................................................................................ 2

2.1 Local Operators.......................................................................................................................................... 2

2.2 Regional Operators .................................................................................................................................... 4

2.3 Transit Stations, Facilities and Parking .................................................................................................... 7

2.4 Plan and Policy Review.............................................................................................................................. 8

2.5 Other Related Laws and Programs .........................................................................................................26

2.6 Grant Efforts.............................................................................................................................................28

3.0 Fixed Route Service Evaluation.................................................................................................. 36

3.1 Fares.........................................................................................................................................................36

3.2 Span of Service and Frequency ..............................................................................................................39

3.3 Ridership ..................................................................................................................................................48

3.4 Bus Route Analysis ..................................................................................................................................52

3.5 Rail Station Analysis ................................................................................................................................52

4.0 On-Demand Services Evaluation ................................................................................................ 58

4.1 FRAN.........................................................................................................................................................58

4.2 EVE............................................................................................................................................................58

5.0 Paratransit Services and Senior Services .................................................................................. 60

5.1 OC Access.................................................................................................................................................60

5.2 Senior Wheels ..........................................................................................................................................60

6.0 Additional Mobility Services ....................................................................................................... 61

6.1 Publicly Funded Shuttles.........................................................................................................................61

6.2 Private Service Providers.........................................................................................................................62

7.0 Planned Transit Services ........................................................................................................... 63

7.1 California High-Speed Rail (CAHSR) Project – Los Angeles – Anaheim Section ..................................63

7.2 Metrolink SCORE Program ......................................................................................................................64

7.3 LOSSAN Initiatives ...................................................................................................................................65

7.4 LA Metro Initiatives ..................................................................................................................................65

7.5 ATN Initiatives ..........................................................................................................................................66

8.0 Existing and Planned Roadway Improvements .......................................................................... 68

8.1 Existing Roadway Conditions ..................................................................................................................68

8.2 Planned Network Changes (General Plan Circulation Element Update) ..............................................79

9.0 Summary .................................................................................................................................... 80

9.1 Key Findings.............................................................................................................................................80

9.2 Next Steps ................................................................................................................................................82 Anaheim Transit Master Plan
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List of Figures
Figure 2.1 – Existing Transit Providers in Anaheim...........................................................................................2 Figure 2.2 – Existing ATN Services in Anaheim .................................................................................................3 Figure 2.3 – Existing OCTA Services in Anaheim ...............................................................................................5 Figure 2.4 – Existing LA Metro Services in Anaheim.........................................................................................6 Figure 2.5 - Existing RTA Services in Anaheim...................................................................................................7 Figure 2.6 - DisneylandForward Concept Rendering of Theme Park District................................................ 11 Figure 2.7 - DisneylandForward Proposal Map............................................................................................... 12 Figure 2.8 - Anaheim Canyon Circulator.......................................................................................................... 18 Figure 2.9 - OCTA Bus Stop Safety & Accessibility Plan Study Locations...................................................... 30 Figure 2.10 - Building Bridges to Transit......................................................................................................... 32 Figure 3.1 - OCTA Weekday Span of Service and Frequency ......................................................................... 40 Figure 3.2 - OCTA Saturday Span of Service and Frequency ......................................................................... 41 Figure 3.3 - OCTA Sunday Span of Service and Frequency............................................................................ 42 Figure 3.4 - ATN Daily Service Span and Frequency....................................................................................... 43 Figure 3.5 - Weekday Peak Bus Frequencies.................................................................................................. 46 Figure 3.6 - Weekday Midday Bus Frequencies.............................................................................................. 46 Figure 3.7 - Weekday Evening Bus Frequencies............................................................................................. 47 Figure 3.8 – Existing Saturday Bus Frequencies ............................................................................................ 47 Figure 3.9 - Sunday Bus Frequencies.............................................................................................................. 48 Figure 3.10 - Aggregated Monthly Ridership................................................................................................... 50 Figure 3.11 - Top Ridership Stops with 2,500+ Monthly Boardings ............................................................. 50 Figure 3.12 - Anaheim Canyon Metrolink Station Access Mode.................................................................... 54 Figure 3.13 - ARTIC Station Access Mode....................................................................................................... 55 Figure 3.14 - Fullerton Station Access Mode.................................................................................................. 57 Figure 7.1 - California High-Speed Rail Los Angeles to Anaheim Project Section (2023)............................ 64 Figure 7.2 - LA Metro Rail Network Integration (2024).................................................................................. 66 Figure 8.1 - Transit Routes in the City of Anaheim (2024)............................................................................. 69 Figure 8.2 - City of Anaheim Roadway Classifications.................................................................................... 70 Figure 8.3 - Existing Roadway Average Daily Traffic ....................................................................................... 70 Figure 8.4 - Existing Peak Boardings............................................................................................................... 71 Figure 8.5 - Studied Intersections with City Limits ......................................................................................... 72 Figure 8.6 -Traffic Volumes – Existing Conditions AM/PM Counts................................................................ 73 Figure 8.7 - Existing ICU Results - AM Peak Hour ........................................................................................... 74 Figure 8.8 - Existing ICU Results – PM Peak Hour.......................................................................................... 75 Figure 8.9 - Anaheim Existing and Proposed Bicycle Facilities...................................................................... 76 Figure 8.10 - Existing and Proposed Bicycle Facilities Near Top Ridership Bus Stops ................................ 77 Figure 8.11 - Missing Sidewalks Near Bus Stops ........................................................................................... 78 Figure 8.12 - Missing Sidewalks 1/2 Mile Radius from Top Ridership Bus Stops ....................................... 78 Anaheim Transit Master Plan
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List of Tables
Table 2.1 - Summary Themes and Policies Related to ATMP ................................................................ 25 Table 2.2 - Project W Selected Stops....................................................................................................... 28 Table 2.3 - Potential Grant Opportunities................................................................................................ 32 Table 3.1 - Fares of Transit Agencies Operating in Anaheim ................................................................. 37 Table 3.2 - LA Metro Line 460 Frequency and Span of Service ............................................................ 44 Table 3.3 - RTA Route 200 Frequency and Span of Service .................................................................. 44 Table 3.4 - Metrolink Inland Empire-Orange County Line Frequency and Span of Service at Anaheim Canyon Metrolink Station ...................................................................................... 44 Table 3.5 - Metrolink Orange County Line Frequency and Span of Service at ARTIC........................... 45 Table 3.6 - Metrolink 91/Perris Valley Line Frequency and Span of Service at Fullerton Station ...... 45 Table 3.7 - Amtrak Pacific Surfliner Frequency and Span of Service at ARTIC..................................... 45 Table 3.8 - Top Ridership Intersections with 2,500+ Monthly Boardings List...................................... 51 Table 3.9 - Anaheim Canyon Metrolink Station Service Statistics......................................................... 53 Table 3.10 - Metrolink ARTIC Station Service Statistics......................................................................... 55 Table 3.11 - Amtrak ARTIC Station Service Statistics............................................................................. 56 Table 3.12 - Fullerton Station Metrolink Service Statistics.................................................................... 56 Table 3.13 - Fullerton Station Amtrak Service Statistics........................................................................ 57 Appendices
Appendix A - Existing Bus Route Profile Sheets
Appendix B - Anaheim Circulation Element Excerpt
Appendix C - Study Area Intersections Existing AM and PM Peak Hour Count Appendix D - Existing Transit Stops by Monthly Boardings (April 2024) Anaheim Transit Master Plan
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Glossary
ADA Americans With Disabilities Act
CMP Congestion Management Program
ADT Average Daily Traffic CMPs Congestion Management Plans AHSC Affordable Housing And Sustainable
Communities Program CO2e Carbon Dioxide Equivalent
AHSC Affordable Housing And Sustainable
Communities Program CSUF California State University, Fullerton ANNA Anaheim Network For Accessible
And Active Multimodal Transit Plan CTP California Transportation Plan 2050 ART Anaheim Resort Transportation EFCs Equity-Focused Communities ARTIC Anaheim Regional Transportation
Intermodal Center EIFDs Enhanced Infrastructure Financing Districts
ATMP Anaheim Transit Master Plan
EV Electric Vehicle
ATN Anaheim Transportation Network EVE Everyone Ventures Everywhere ATP Active Transportation Program EVP Emergency Vehicle Preemption ATSPM Automated Traffic Signal
Performance Measures FHWA Federal Highway Administration AVs Autonomous Vehicles
FLM First/Last Mile
BRT Bus Rapid Transit FRAN Free Rides Around The Neighborhood Cal-ITP California Integrated Travel Project FTA Federal Transit Administration Caltrans Caltrans California Department Of
Transportation GDP Gross Domestic Product
CCR California Code Of Regulations HSIP Highway Safety Improvement Program CEQA California Environmental Quality Act ICU Intersection Capacity Utilization CAHSR California High-Speed Rail IEOC Inland Empire-Orange County CIG Capital Investment Grants Program LA-A The Los Angeles to Anaheim Project Section of the CAHSR
CIP Capital Improvement Program LOS Level Of Service
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CMA Congestion Management Agency LOSSAN Los Angeles–San Diego–San Luis Obispo Rail Corridor Agency
LRTP Long-Range Transportation Plan SCRRA Southern California Regional Rail Authority
M2 Orange County's Measure M2 SMART Strengthening Mobility and Revolutionizing Transportation
Metro
Metro Los Angeles County
Metropolitan Transportation
Authority
STEP Sustainable Transportation Equity
Project
NCTD North County Transit District TAP Transit Access Pass OCTA Orange County Transportation
Authority TDM Transportation Demand Management Plan
OCTD Orange County Transit District TNCs Transportation Network Companies PUC California Public Utilities Code TOD Transit-Oriented Development RAISE
Rebuilding American Infrastructure
with Sustainability and Equity
Program
TPA Transit Priority Area
RCP Reconnecting Communities Pilot
Program TSP Transit Signal Priority
REAP Regional Early Action Planning USDOT U.S. Department Of Transportation RTA Riverside Transit Agency VMT Vehicle Miles Traveled SCAG Southern California Association of
Governments ZEV Zero-Emission Vehicle Adoption
SCORE Metrolink's Southern California
Optimized Rail Expansion
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1.0 Introduction
The Anaheim Transit Master Plan (ATMP) establishes a framework for a sustainable, efficient, and equitable transit system to meet Anaheim’s evolving needs. It builds on the 2007 Anaheim Transit Master Plan by refining the City’s long-term transit vision, goals, and priorities to address the expanding needs of Anaheim’s tourism industry, residents, employees, students, and visitors. The ATMP aims to expand access to high-quality public transit, reduce emissions, and enhance accessibility, while accounting for the City’s growth and the addition of new transit hubs such as the Anaheim Regional Transportation Intermodal Center (ARTIC) and the Anaheim Canyon Metrolink Station. Robust public engagement with residents, disadvantaged communities, businesses, stakeholders, and tourism entities will ensure diverse input throughout the planning process. Key partners include the Southern California Association of Governments (SCAG), Metrolink, OCTA, and the Anaheim Transportation Network.

1.1 What is a TMP?
The ATMP will set strategies and actions to improve transit service in Anaheim by identifying improvements that the City of Anaheim can directly implement and/or support. These improvements can include speed/reliability improvements (e.g., bus lanes, queue jumps, transit signal priority), bus stop improvements (e.g., new shelters, benches, or other amenities), pedestrian/bicycle enhancements to improve accessibility to stops and stations, as well as policy changes. The overarching goal of the ATMP is to make transit an attractive and competitive option to move around the City and connect the region.

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2.0 Overview of Anaheim Transit
Anaheim is served by six local and regional transit providers as shown in Figure 2.1. This chapter provides a brief overview of each provider.

Figure 2.1 – Existing Transit Providers in Anaheim
Source: CR Associates, City of Anaheim

2.1 Local Operators
This section focuses on Anaheim Transportation Network (ATN), the primary local transit operator within the City of Anaheim. ATN provides fixed-route and on-demand transit services that connect key destinations throughout Anaheim, including residential neighborhoods, employment centers, The Anaheim Resort, Platinum Triangle, Center City, and ARTIC. ATN also operates limited service to John Wayne Airport (SNA) and a few adjacent cities to support regional mobility and connectivity to Anaheim's major visitor and employment hubs.

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2.1.1 ATN
ATN is a nonprofit organization (501(c)(3)) operating under a franchise agreement approved by the City of Anaheim. ATN provides fixed-route and on-demand transportation services primarily within Anaheim, with connections to Garden Grove, Orange, and John Wayne Airport. ATN is governed by a Board of Directors representing Anaheim's city government, local businesses, and the hospitality industry. Its funding comes from state and federal grants, local business contributions, and transit service revenues. Its services include fixed-route shuttles, on-demand transit, zero-emission transportation, and connections to regional hubs.

Figure 2.2 – Existing ATN Services in Anaheim
Source: CR Associates, City of Anaheim
ATN offers the following key services:
 ART, or Anaheim Resort Transportation, is a fixed route service. There are 13 routes, focused on providing connectivity to the Anaheim Resort District from surrounding areas.  FRAN, or Free Rides Around the Neighborhood, is a free, on-demand electric microtransit service that operates in a five-mile radius around Anaheim’s Packing District and Center City (also known as CTR City).
 EVE, or Everyone Ventures Everywhere, is a free, on-demand (primarily electric) transit service that connects travelers between the John Wayne Orange County Airport and ATN stops. It operates on a reservation system and picks up/drops off passengers at designated bus stops for transportation to/from the airport.
 Senior Wheels, a door-to-door transportation program for Anaheim residents aged 60 and over, provides transportation within a 10-mile radius of a resident’s home. Seniors may use the service to reach meal sites, for social or recreational trips, and non-emergency medical appointments.

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2.2 Regional Operators
This section highlights the regional transit agencies that connect Anaheim to the broader Southern California region. These include rail operators Amtrak and Metrolink, which provide intercity and commuter rail service, as well as regional bus operators, including the Orange County Transportation Authority (OCTA), LA Metro, and Riverside Transit Agency (RTA). Collectively, these agencies support regional mobility by linking Anaheim with major destinations throughout Orange, Los Angeles, Riverside, San Bernardino, and San Diego counties.

2.2.1 Amtrak
The National Railroad Passenger Corporation, also known as Amtrak, operates one route through Anaheim. The Pacific Surfliner operates between San Diego and San Luis Obispo counties. In Anaheim, the only stop is at the ARTIC. Service runs daily on 2-4-hour frequencies. Fullerton Station, just north of Anaheim, is served by the Pacific Surfliner and the Southwest Chief, connecting Chicago and Los Angeles with one trip daily in each direction.

2.2.2 Metrolink
Metrolink, operated by the Southern California Regional Rail Authority (SCRRA), is a regional commuter rail service connecting Los Angeles, Orange, Riverside, San Bernardino, Ventura, and San Diego counties. Anaheim is served by two stations, ARTIC and Anaheim Canyon. The Fullerton Station in the City of Fullerton, is near the northern end of Anaheim, providing connectivity for Anaheim residents and visitors.
• Anaheim Canyon Station is served by the IEOC Line and the 91/Perris Valley Line, with connections to Riverside, San Bernardino, Perris, Orange County, and Oceanside. • ARTIC is served by the Orange County Line and IEOC Line, providing direct connections to Los Angeles, Irvine, Riverside, San Bernardino, and Oceanside. • Fullerton Station is served by the Orange County Line and 91/Perris Valley Line, offering service to Los Angeles, Riverside, Perris, and Oceanside.

2.2.3 OCTA
The OCTA is the public agency responsible for planning, funding, and operating local and countywide transportation services throughout Orange County. Established in 1991 through the consolidation of the Orange County Transit District (OCTD) and other transportation-related agencies, OCTA manages a wide array of programs including local and regional bus service, freeway and express lane projects, active transportation initiatives, and rideshare services. In Anaheim, OCTA operates 24 bus routes, including three Bravo! rapid bus lines, providing access to key destinations across the city and surrounding areas.

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Figure 2.3 – Existing OCTA Services in Anaheim
Source: CR Associates, City of Anaheim
In addition to local transit services, OCTA plays a significant role in regional rail coordination. It is a key funding and planning partner with Metrolink, connecting Anaheim and Orange County to Los Angeles, Riverside, San Bernardino, and San Diego counties. OCTA also serves as the managing agency for the Los Angeles–San Diego–San Luis Obispo (LOSSAN) Rail Corridor Agency, which oversees administration of Amtrak’s Pacific Surfliner under an agreement with Caltrans. In this role, OCTA provides staffing, budget management, marketing, planning, and capital project coordination for the Surfliner service across the corridor.

2.2.4 LA Metro
The Los Angeles County Metropolitan Transportation Authority (Metro), governed by a Board of Directors that includes elected officials and appointees representing Los Angeles County and its municipalities, is the primary transit service provider in Los Angeles County. Metro operates Line 460, a regional bus service connecting Anaheim’s Disneyland Resort and Anaheim Convention Center to Downtown Los Angele. Line 460 operates with 45-minute frequencies and includes stops at the Fullerton Park & Ride lot, Knott’s Berry Farm, and the Norwalk C Line (Green) Metro Station.

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Figure 2.4 – Existing LA Metro Services in Anaheim
Source: CR Associates, City of Anaheim

2.2.5 Riverside Transit Agency
The Riverside Transit Agency (RTA) is the primary provider of transit services in western Riverside County. RTA operates Route 200, a regional bus service connecting the San Bernardino Downtown Transit Center to the Disneyland Resort in Anaheim. The route includes stops at Angel Stadium and the Anaheim Convention Center, operating with one-to-two-hour frequencies.

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Figure 2.5 - Existing RTA Services in Anaheim
Source: CR Associates, City of Anaheim

2.3 Transit Stations, Facilities and Parking
This section provides an overview of Anaheim’s transit stations and facilities that support the City’s transit network. Major hubs such as ARTIC, Anaheim Canyon Metrolink Station, and Fullerton Station play vital roles in connecting local transit services with regional and intercity rail networks. These facilities offer essential amenities and infrastructure to enhance the transit experience for commuters and visitors.

2.3.1 Rail Stations
Anaheim Canyon Metrolink Station
Anaheim Canyon Metrolink Station opened on August 5, 1996, and is located in northeast Anaheim near Kaiser Permanente Hospital and a concentration of industrial and construction businesses. The station is served by Metrolink’s IEOC Line and 91/Perris Valley Line, with scheduled service seven days a week. A capital improvement project completed in January 2023, funded by federal sources and Measure M, added a second passenger platform, extended the existing platform, upgraded at-grade crossings at La Palma and Tustin Avenues, and added passenger amenities including shade structures, benches, and ticket vending machines. The station provides 149 free parking spaces, with a 72-hour limit.

Bus connections include ART Route 17 – Canyon Metrolink Line and OCTA Routes 38 (Lakewood–Anaheim Hills), 71 (Yorba Linda–Newport Beach), and 123 (Anaheim– Huntington Beach via Chapman Avenue). Route 123 serves both Chapman University via Chapman Avenue and CSUF via Nutwood Avenue.

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Anaheim Regional Transportation Intermodal Center (ARTIC) The ARTIC opened on December 6, 2014, in the Platinum Triangle area of Anaheim, adjacent to Angel Stadium and the Honda Center. It replaced the former Anaheim–Stadium station, which operated from 1984 to 2014 and was located next to the ballpark. ARTIC is served by Amtrak’s Pacific Surfliner and Metrolink’s Orange County and IEOC lines. The station building is open daily from 6:00 am to 12:00 am, with platforms accessible during scheduled train operations. The facility includes 1,082 parking spaces, with designated short-term and overnight parking (up to 14 days with prior authorization); event-day restrictions may apply.

Bus connections include OCTA Routes 50 (Katella Avenue), 53 (Main Street), and 553 (Main Street Express); ART Route 15 – ARTIC Sports Complex Line; and intercity operators Greyhound, Megabus, FlixBus, and Tres Estrellas de Oro.

Fullerton Station
Fullerton Station is located just north of Anaheim in the City of Fullerton. Passenger service at the site dates to 1888, with the current station building completed in 1930. The station joined the Metrolink system on March 28, 1994 (Orange County Line) and May 6, 2002 (91/Perris Valley Line). It is served by Amtrak’s Pacific Surfliner, Southwest Chief, and the Amtrak Thruway Bus network, in addition to Metrolink. The station building is open daily from 6:00 am to 11:00 pm. Facilities include two platforms, staffed ticketing services, and multiple parking options—free time-limited parking for Metrolink passengers and paid sameday or overnight parking for Amtrak riders. Bus connections include OCTA Routes 26 (Yorba Linda Boulevard), 43 (Harbor Boulevard), 47 (Placentia Avenue), 543 (Harbor Boulevard Rapid), 529 (Beach Boulevard Express), and 123 (Anaheim–Huntington Beach via Chapman Avenue). Routes 26 and 123 provide service to CSUF, and Route 123 also serves Chapman University.

2.3.2 Park-and-Ride Facilities
In addition to the parking available at the rail stations, there is a Caltrans-operated park-and-ride facility located in the City of Orange at the southeast corner of SR 55 and Lincoln Avenue, just south of Anaheim. The facility provides 63 parking spaces and is currently served by OCTA Routes 42 (Long Beach–Orange via Lincoln Avenue), 71 (Yorba Linda–Newport Beach via Lincoln Avenue), and 167 (Irvine–Orange via Edinger and Lincoln). Route 71 provides direct service into the City of Anaheim via Lincoln Avenue and N. Tustin Street.

2.4 Plan and Policy Review
This section provides a comprehensive review of local, regional, state, and federal plans and policies that shape the transit landscape in Anaheim. By examining key documents such as the Anaheim General Plan, OCTA’s Long-Range Transportation Plan, and state-level initiatives like the California Transportation Plan 2050, this section highlights how these guiding principles can support the goals of the ATMP. Additionally, emerging projects, such as California High-Speed Rail, OCVibe, and Disneyland Forward, underscore the importance of integrating policy-driven strategies to meet the City's growing mobility needs.

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2.4.1 Local Plans and Policies
This section explores local plans and policies that influence transit development within Anaheim.

These documents, including the Anaheim General Plan and specific area master plans, outline the City's vision for enhancing multi-modal transportation and improving connectivity. By aligning the ATMP with these local initiatives, the City can better address community needs and support sustainable growth.

2.4.2 Anaheim General Plan (updated in 2025)
The Anaheim General Plan documents Anaheim’s vision for the future growth over the next 20+ years. The plan includes numerous goals and supporting policies that document the City’s support for multi-modal transportation options.

There are three specific transit-supportive goals in the plan:
 Goal 5.1: Promote bus service and paratransit improvements. (Circulation Element)  Goal 6.1: Support the development of mass transit to enhance modal choice. (Circulation Element)
 Goal 10.1: Improve the efficiency and ridership of public transit within the City (Green Element)
The Circulation Element is being updated as of December 2024. The current adopted plan requires that traffic Level of Service (LOS) D or better be met at all intersections in the City. The Congestion Management Program (CMP) establishes that LOS E or better be maintained on all or parts of seven roadways (Harbor Boulevard, State College Boulevard, Katella Avenue, Tustin Avenue north of SR-91, Orangethorpe Avenue, Beach Boulevard, and Imperial Highway north of SR-91) and thirteen intersections along these corridors.

2.4.3 Anaheim Bicycle Master Plan (2017)
The 2017 Anaheim Bicycle Master Plan guides the City of Anaheim in planning and implementing citywide bicycle facilities. The aim of this plan is to build out the bikeway network to improve multimodal transportation options throughout the City and maximize the implementation of bike lanes without removing existing or planned vehicle travel lanes.

There are 70 miles of existing bikeways in the City, and the City plans to increase available bikeways by 64%, for a total of 115 miles. Most of the proposed bikeways are Class I or Class II bicycle facilities, meaning that they will consist of fully separated bike paths or separated bike lanes, respectively. Major roadways with planned bicycle facilities include La Palma Avenue, Orange Avenue, Magnolia Avenue, and portions of Sunkist Street where gaps are present.

This document also discusses bicycle parking and end-of-trip facilities. Although the City does not currently have an inventory of all available bicycle parking, bike parking is a mitigation measure for new development projects in the Platinum Triangle and the Anaheim Resort and is required for new non-residential developments, which are subject to the Green Building Standards Code.

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2.4.4 Anaheim Resort Mobility Study (2022)
The City of Anaheim conducted a multimodal study of The Resort Area in 2022 to identify recommendations that would improve transportation in the area. The City is also currently undertaking a pedestrian study to help guide walking improvements throughout the Resort Area. Two major transit service improvements in the 2022 multimodal study were identified:
 An East-West Transit Corridor on Katella Avenue, from ARTIC to the Anaheim Convention center
 A resort circulator hub at ARTIC – This would require modifications to fixed route alignments to directly serve ARTIC and use ARTIC as the final transfer point to The Resort Area. A highcapacity fixed guideway transit mode to The Resort Area was proposed to improve speed and reliability. An increase in Metrolink frequency was also identified as a potential component of the plan.

Other notable improvements identified in this study that could impact transit service in the area are as follows:
 Pedestrian improvements
o Pedestrian bridges at Harbor Boulevard/Katella Avenue and Harbor Boulevard/Disney Way
o New crosswalk at Walnut Street/Magic Way
 Roadway improvements
o Reduced speeds on arterial roadways to improve safety  Bicycle improvements
o Class II bike lanes along West Street – Between Katella Avenue and Orangewood Avenue
o Class I bike path or a shared sidewalk on Katella Avenue between Walnut Street and West Street

2.4.5 Anaheim Transit Master Plan (2007)
In 2007, the City of Anaheim developed a Transit Master Plan to identify recommendations to improve current and future mobility. The intent was to consider how residents, employees, and visitors travel in Anaheim and develop recommendations to meet those needs. Altogether, six major recommendations were developed, three to be implemented in the short-term, requiring less capital funding, and three to be implemented in the longer term.

The three short-term recommendations included:
 Shuttle bus routes from ARTIC to the Anaheim Resort (Implemented as ART Route 15)  Commuter shuttle routes in West Anaheim to connect to the Anaheim Resort (Not implemented)
 Establishing three feeder shuttle routes to the Anaheim Canyon Metrolink Station (only the route to the Anaheim Resort has been implemented as of December 2024) The three long-term recommendations included:
 Elevated fixed guideway system from ARTIC to the Anaheim Resort (Not implemented)  BRT (Bus Rapid Transit) from ARTIC to the Fullerton Transportation Center (Not implemented) Anaheim Transit Master Plan
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 BRT from ARTIC to the Anaheim Canyon Metrolink Station (Not implemented) Two other supporting recommendations included:
 BRT along State College Boulevard between Irvine Transportation Center and Brea Mall, with a deviation to serve ARTIC (Not implemented)
 ARTIC to Orange Station bus connection to allow Metrolink passengers to transfer without a train (Not implemented)

2.4.6 Disneyland Forward (2024)
Disneyland Forward is a development plan approved by the City of Anaheim in May 2024 for the Disneyland Resort. The plan did not grant any new development; it simply shifted already approved entitlements to land that Disney already owns or operates. The plan updates and extends a development agreement with the City through 2064. A minimum of $1.9 billion is expected to be invested in the next 10 years according to the agreement.

The key feature of the plan is the designation of two nodes for future development: one on the west side of Disneyland Drive and a second near the corner of Katella Avenue and Harbor Boulevard.

These new developments can include theme park attractions, hotels, retail, and dining.

Transportation improvements identified include enhancements to pedestrian and bicycle infrastructure, such as the addition of bike lanes and pedestrian bridges. Some roadways may be upgraded to prioritize pedestrian use.

Figure 2.6 - DisneylandForward Concept Rendering of Theme Park District Source: Disney, City of Anaheim
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Figure 2.7 - DisneylandForward Proposal Map
Source: Disney, City of Anaheim
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2.4.7 OCVibe (2024)
OCVibe is a master-planned campus development proposal in the Platinum Triangle. Development will begin in 2025, with the final phase of construction to begin in 2029. The owners of the Anaheim Ducks and the operators of the Honda Center have partnered together to propose and finance the 100-acre master planned campus with shopping, dining, sports, entertainment, open space, apartments, and offices. The development will include:
 564 thousand square feet of office space
 Between 1,960 and 2,250 apartments
 300 affordable apartments onsite and another 340 nearby  15 thousand square feet of retail space
 A 4.7-acre neighborhood park
OCVibe is currently proposing an update to the original plan to convert some of the proposed office space into more apartments, including affordable apartments, due to changing demand in real estate markets. This update is contingent on the Anaheim City Council approval. The site plan includes 11,320 parking spaces across four structures, surface parking and apartment and hotel parking. In addition to bike paths proposed by the City’s Bicycle Master Plan, OCVibe is proposing additional Class IV cycle tracks, Class III bike lanes, and bicycle parking.

2.4.8 Platinum Triangle Master Land Use Plan
The Platinum Triangle Master Land Use Plan documents the vision and the allowable development intensity for the Platinum Triangle area. Covering 826 acres, the Platinum Triangle is envisioned to become a mixed-use, walkable, urban environment. Numerous amendments have been approved since the City first adopted the plan in 2004. As of 2022, the maximum density for the Platinum Triangle Mixed-Use designation is 17,840 dwelling units, 7,791,802 square feet of office uses, 6,195,019 square feet of commercial uses and 250,000 square feet of institutional uses. The Plan’s principles include enhanced linkages between the Anaheim Resort and Platinum Triangle with an expanded street network and pedestrian walkways. This master plan includes the OCVibe development, which proposes over 11,000 parking spaces. When fully built out, the area will be a major hub for residents and jobs in the City.

2.4.9 Anaheim Specific Plans
Anaheim’s Specific Plans guide the development of key areas within the City to ensure sustainable growth, economic vitality, and community well-being. The City of Anaheim has 11 specific plans. The Anaheim Resort Specific Plan focuses on managing the growth of tourism-centric uses, including hotels and entertainment venues, while preserving the area’s aesthetic and functional coherence.

The Disneyland Resort Specific Plan supports the expansion and modernization of Disneyland’s offerings, ensuring synergy with surrounding infrastructure. The Beach Boulevard Specific Plan focuses on revitalizing the corridor with mixed-use developments, complete streets, and enhanced pedestrian and transit connectivity to support housing and economic growth. Similarly, the Anaheim Canyon Specific Plan targets industrial and business development, emphasizing sustainability and infrastructure improvements to attract modern enterprises.

Other plans, such as the Mountain Park Specific Plan, focus on preserving natural spaces while allowing for limited residential development, and the Platinum Triangle Specific Plan transforms former industrial zones into a vibrant mixed-use district. The East Center Street Specific Plan and Anaheim Transit Master Plan
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Hotel Circle Specific Plan both emphasize localized improvements for housing and commercial uses, enhancing the urban fabric. Each plan integrates community input and aligns with Anaheim’s General Plan to maintain a balance between economic, environmental, and social priorities. As recommendations are developed for specific parts of the City, these specific plans will be referenced thoroughly to ensure that concepts are aligned with these documents and properly account for the planned development in the City.

2.4.10 Anaheim General Plan Circulation Element Policies and Municipal Code
The Anaheim Municipal Code is a collection of laws and regulations that cover a wide range of topics, including zoning laws, building codes, public safety, noise ordinances, and business regulations.

Sections relevant to this study include Title 12: Streets and Sidewalks, Title 14: Traffic, and Title 18:

Zoning. Title 18 contains specific regulations for all 11 of Anaheim’s Specific Plans. These regulations will be referenced as the recommendations for this project are developed.

2.4.11 ANNA Multimodal Transit Plan
ATN's ANNA Multimodal Transit Plan is a comprehensive transportation strategy designed to enhance connectivity, accessibility, and sustainability within Anaheim and surrounding regions. The plan aims to integrate various transportation modes, including buses, shuttles, and active transportation options, such as biking and walking, to create a seamless transportation experience for residents, businesses, and visitors. Key focuses of ATN's ANNA Plan include optimizing routes and stops for better efficiency, assessing innovative transit technologies, and improving local and regional connections. The plan also prioritizes addressing FLM challenges to enhance accessibility to key destinations. Additionally, it emphasizes inclusivity by ensuring transit options are accessible to all, including seniors and individuals with disabilities, and promotes sustainability by encouraging alternative transportation modes to reduce car dependency and improve environmental outcomes.

2.4.12 California State University, Fullerton (CSUF) Transportation Demand Management (TDM) Plan
The CSUF TDM Plan aims to enhance mobility and sustainability by evaluating existing campus transportation systems, developing comprehensive recommendations, and creating an implementation and monitoring framework. CSUF will assess infrastructure, policies, and programs to identify gaps, opportunities, and areas for improvement, emphasizing equity, accessibility, and environmental considerations. Through stakeholder engagement, best practices research, and economic modeling, the plan will prioritize effective strategies to reduce vehicle dependency, improve multimodal transportation, and optimize parking management. The final deliverables include a detailed plan with phased recommendations, funding strategies, and tools for ongoing evaluation and performance tracking. The Plan is scheduled to be completed in 2025.

2.4.13 Regional Plans and Policies
This section examines regional plans and policies that shape transit systems across Anaheim and neighboring communities. Documents such as OCTA's Long-Range Transportation Plan and SCAG's Connect SoCal provide a framework for enhancing regional connectivity, increasing transit access, Anaheim Transit Master Plan
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and supporting sustainable mobility. These policies offer insights and opportunities for Anaheim to align its transit improvements with broader regional objectives.

2.4.14 OCTA Long-Range Transportation Plan (2023)
The 2045 OCTA Long-Range Transportation Plan (LRTP) identifies short- and long-term transportation improvements for implementation. The 2045 Preferred Plan scenario includes programs and projects that support the LRTP goals. Several projects are relevant to this study, including plans to increase the frequency and span of Route 47 to every 10-15 minutes from 6:00 am to 6:00 pm Additionally, Measure M2 Project R includes improvements at the Anaheim Canyon Metrolink Station which were completed in 2023. These include adding a second passenger platform, new amenities, a new second track, and improvements to at-grade crossings at La Palma Avenue and N. Tustin Avenue.

Several projects were identified as supporting the LRTP goals that go beyond the Preferred Plan.

Anaheim projects that need further research, development, funding, and public input include pedestrian bridge improvements in the Anaheim Resort Area and enhanced east-west OCTA transit service, connecting the ARTIC mobility hub to areas of high employee and visitor travel demand.

2.4.15 OCTA Transit Vision (2018)
The Orange County Transit Vision is a 20-year plan for enhancing and expanding transit service in Orange County. Unlike OCTA’s general Long-Range Transportation Plan, this plan focuses specifically on transit.

The OCTA Transit Vision lays out a plan to enhance and expand public transit service in Orange County over the next 20 years. Several recommendations specific to Anaheim – yet to be implemented - include expanding OC Flex on-demand service in Anaheim Canyon and Placentia (pending a successful pilot program), as well as improving station access and reducing at-grade crossings for Metrolink and Amtrak services.

Other potential improvements identified that would improve connections between Anaheim and neighboring communities include a potential rapid bus line on La Palma Avenue/Lincoln Avenue from Hawaiian Gardens to the Anaheim Canyon Metrolink Station, and a potential streetcar expansion or new BRT service along Harbor Boulevard/Lemon Street/Anaheim Boulevard.

2.4.16 Orange County Transit Master Plan (2024)
The 2024 Orange County Transit Vision Master Plan, also known as OC Transit Vision, lays out a 30- year plan for integrating, enhancing, and expanding transportation in Orange County. The intent of the study is to provide recommendations for projects and programs to make transit more accessible and appealing to Orange County residents and visitors.

Twelve transit opportunity corridors were identified in Orange County as potential candidates for improvements. Five of those corridors serve Anaheim: Harbor Boulevard, Katella Avenue, State College Boulevard, La Palma Avenue, and Lincoln Boulevard. The plan also emphasizes collaboration with local agencies and jurisdictions to address FLM connectivity and implement transit-supportive land use policies. Improvements along these corridors aim to reduce congestion, enhance service reliability, and support the region's growth through innovative transportation solutions.

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OCTA has since published an update to OC Transit Vision in May 2025. Similar to the previous version of the plan, the same five corridors were identified as potential candidates for improvements.

2.4.17 OCTA OC Active Report (2018)
OC Active is the first countywide active transportation plan for Orange County focused on bicycle and pedestrian network planning. This plan was created to help cities in Orange County apply for state funding to plan and implement bike and pedestrian projects while also providing recommendations for project outreach, implementation, and reporting.

The report noted that Anaheim experiences a comparatively higher number of bike and pedestrian collisions within the County. This trend may be influenced by factors such as relatively limited bicycle infrastructure and higher traffic volumes in certain areas of the City. To address this, the study included a three-tier prioritization process to help identify potential bikeway improvements tailored to Anaheim’s needs. Additionally, the study highlighted areas where sidewalk connectivity could be enhanced.

2.4.18 OCTA Making Better Connections Study (2023)
OCTA’s Making Better Connections Study is the service change plan and redesign of the OCTA transit network that was adopted in February 2023 and scheduled to be implemented in phases over two years. The plan reflects the travel pattern changes brought on by the COVID-19 pandemic. It also expands access to more destinations, increases frequency, and extends hours of service. To date, weekday service has been increased by 10%, and 66% of riders in the service area are now within a 15-minute walk of service.

Of the 49 routes identified for service improvements, 27 serve Anaheim. Twenty-four of the routes will receive a combination of realignments, expanded service hours, and more frequent service.

Three of the routes will be discontinued—153: Brea to Anaheim, 213: Brea to Irvine Express, and 794: Riverside/Corona to South Coast Metro Express. Collectively, these changes are integrated into the CMP framework (noted below) to enhance multimodal connectivity, improve transit reliability, and reduce vehicular congestion across Orange County.

2.4.19 OCTA Congestion Management Program
The 1990 passage of Proposition 111 required California’s urbanized areas to adopt Congestion Management Plans (CMPs). In Orange County, OCTA is designated as the Congestion Management Agency (CMA) and is therefore responsible for the development, monitoring, and updating of Orange County’s CMP on a biennial basis. The CMP involves collecting and analyzing data to understand the extent, duration, and causes of congestion in the area, identifying possible strategies, implementing the most promising strategies, and evaluating the effectiveness of those strategies. The most recent CMP update was completed in 2017, and the next update is scheduled for 2025.

OCTA implemented an intersection capacity utilization (ICU) monitoring method which assigns a level of service grade to intersections based on usage. Intersections must maintain a level of service grade of ‘E’ or better. This document discusses the methodology for assigning grade levels to Anaheim Transit Master Plan
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intersections. All CMP intersections in Anaheim currently operate at Level of Service A during peak hours.

The CMP reflects OCTA’s commitment to improving multimodal transportation networks. It incorporates key elements from the Making Better Connections Study (noted above), particularly in Anaheim, Garden Grove, and Santa Ana, where transit improvements focus on increasing service in urban core areas. These enhancements, along with phased service changes, aim to restore transit service to pre-pandemic levels by May 2025, aligning with OCTA’s quarterly service changes.

2.4.20 OCTA Mobility Hubs Strategy (2022)
The Orange County Mobility Hubs Strategy provides a framework for developing a network of mobility hubs throughout the county to enhance connectivity, promote sustainable transportation, and reduce reliance on personal vehicles. Led by OCTA, the strategy identifies areas across Orange County with high potential for mobility hubs, which could include key components like bike racks, carsharing spaces, electric vehicle (EV) charging stations, and connections to transit. Three locations are identified as potential candidates in Anaheim: Anaheim City Center, the Anaheim Resort Area, and ARTIC/Platinum Triangle.

2.4.21 OCTA Human Services Transportation Coordination Plan (2020) The 2020 update to the OCTA Human Services Transportation Coordination Plan outlines recommended strategies and projects focused on specialized services for seniors, people with disabilities, and low-income populations in the post-COVID-19 environment. The plan provides recommendations for restoring the specialized public transportation network, rebuilding services for target populations, and improving mobility infrastructure. No specific recommendations were made to providers of the service in Anaheim.

2.4.22 OCTA Project V Funding Recommendations (2024)
The City of Anaheim will receive $331,714 in Measure M2 Project V funding, with a required 10% local match contributed by the City. Project V, introduced under Measure M2, supports local jurisdictions in developing transit services that complement regional bus and rail networks while addressing areas underserved by regional transit. Eligible programs include traditional fixed-route services, seasonal circulators, and on-demand transit options.

Orange County's Measure M2 (M2) is a half-cent sales tax dedicated to transportation improvements within Orange County, California. Approved by voters in 2006 as an extension of the original Measure M (which was passed in 1990 and expired in 2011), M2 is managed by OCTA and is set to run for 30 years, expiring in 2041.

Anaheim’s funding allocation extends the Anaheim Canyon Circulator service for two additional years, covering operations from 2029 to 2031 when previous funding was set to expire. The circulator, operating as Anaheim Transit Network’s Route 17, connects the Anaheim Canyon Metrolink Station to key destinations such as the Kaiser Medical Center, Center City (downtown Anaheim and City Hall), and the Anaheim Resort.

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Figure 2.8 - Anaheim Canyon Circulator
Source: ATN

2.4.23 La Palma Avenue Storm Drain Improvement and Resiliency Project (2024)
The La Palma Avenue Storm Drain Improvement and Resiliency Project in Anaheim is designed to address frequent flooding issues along a critical corridor that serves residents, businesses, and transit users. Funded through the California Transportation Commission’s Local Transportation Climate Adaptation Program, the project will install new storm drain infrastructure to increase drainage capacity, reduce localized flooding, and improve climate resiliency. In addition to stormwater improvements, the project will include upgrades to up to six bus stops along La Palma Avenue, enhancing transit access and safety, particularly for disadvantaged communities. The project supports regional sustainability goals by protecting transportation assets and encouraging climate-adaptive infrastructure.

2.4.24 OCTA Ball Road/SCRRA Grade Separation Project Study Report (PSR) (2012)
This PSR identifies and investigates alternatives for the proposed LOSSAN grade separation project of grade separations on Ball Road in Anaheim to meet traffic volumes and accommodate future Metrolink expansion. Ball Road is an important east-west arterial in Anaheim, serving as a main entry point for the Anaheim Resort Area, the Platinum Triangle, and ARTIC. Grade separations will reduce Anaheim Transit Master Plan
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general traffic and rail traffic conflicts, thereby reducing congestion and increasing safety. Three alternatives were proposed for grade separations, including two underpass options and one overpass option.

2.4.25 LOSSAN Rail Corridor Optimization Study (2021)
The LOSSAN Rail Corridor Optimization Study outlines a strategic framework to enhance and increase rail services along the corridor. Using a customer-focused, pulse schedule model, the report details phased improvements over near-, mid-, and long-term horizons to increase service frequency, connectivity, and operational efficiency. The agency has set a mid-term goal of providing hourly Pacific Surfliner service by 2027, and a long-term goal of running trains every 30 minutes between Los Angeles and San Diego, with service every 15 minutes during peak hours. The plan also aligns with long-term regional goals, including supporting the 2028 Los Angeles Olympics and Paralympic Games.

2.4.26 LOSSAN Rail Corridor Agency Business Plan (FY 2024-25 – FY 2025-26)
The FY 2024–25 to FY 2025–26 LOSSAN Business Plan outlines the operational objectives and strategic priorities for the Pacific Surfliner intercity rail service, with the purpose of guiding service planning, capital investment, and funding advocacy over the two-year period. In response to ongoing challenges—including post-pandemic ridership recovery, equipment constraints, infrastructure vulnerabilities, and coastal erosion—the Plan sets forth strategies to enhance reliability and capacity through targeted capital improvements, acquisition of additional rolling stock, modernization of fare policies (including a demand-based pricing pilot), strengthened coordination with regional rail partners, and improvements to the passenger experience such as onboard amenities and loyalty initiatives.

2.4.27 Metrolink Strategic Business Plan (2021)
The Metrolink Strategic Business Plan provides an outline for Metrolink to improve safety, expand capacity, and adopt innovative technologies to enhance service reliability and attract more riders.

The report includes a five-year short-range transit plan and investments through 2050. Key initiatives include the $10 billion Southern California Optimized Rail Expansion (SCORE) program, modernizing fleets with clean energy locomotives, and implementing customer-focused amenities like Wi-Fi and seamless ticketing.

This plan also addresses challenges such as climate change, equity, and changing commuter patterns post-COVID-19. By prioritizing sustainability, operational efficiency, and partnerships, Metrolink aims to double ridership and reduce reliance on Member Agencies’ subsidies by 2030.

These strategies align with regional goals to reduce traffic congestion, improve air quality, and foster economic growth, making Metrolink a pivotal component of Southern California's mobility ecosystem.

2.4.28 Metrolink Potential Riders Focus Group Research Report (2023) The Potential Rider Focus Group Research Report is a summary of Metrolink’s efforts to understand the barriers preventing potential riders from using Metrolink services. Based on the focus group findings, Metrolink aims to create new messaging opportunities to influence the perceptions and attitudes of potential riders. Key positive findings from the focus groups are that travelers enjoy Anaheim Transit Master Plan
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riding Metrolink with family, the service offers relief from traffic stress for commuters, and existing connections to transit services are useful. Focus group participants expressed desires for enhanced rider safety, improved trip-planning tools, and more connections to other transit services.

2.4.29 Metrolink Accessibility and Affordability Study
Metrolink’s Accessibility and Affordability Study is an equity-focused framework that guides the agency on how to reach its goals of reducing emissions and traffic congestion while also ensuring the service is accessible and affordable. The study includes policy and program recommendations that focus on equity, fare affordability, and station access, with the goal of making Metrolink’s services more accessible and affordable to underserved riders.

The recommendations include adopting an agency definition of equity, implementing a pilot “Mobility-4-All” program offering a 50% discount for low-income riders, and a 50% discount for seniors, people with disabilities, and Medicare recipients. The study also recommends that Metrolink develop goals and policies to support affordable housing and employment needs near Metrolink stations, guided by an Equity Atlas to identify priority locations.

2.4.30 Metrolink SCORE Program
Metrolink’s SCORE is a capital improvement program that will expand the current rail network throughout the five counties it serves in preparation for the 2028 Olympic Games in Los Angeles.

The expansion is divided into three phases, with the initial phase anticipated to be completed in 2025, followed by the second phase by 2028. The first phase’s projects were originally scheduled for completion in 2023 but have been delayed due to the COVID-19 pandemic.

Projects that will be completed in the first phase include constructing an additional track to serve the Los Angeles-Fullerton Line, which is served by Metrolink’s Orange County and 91-Perris Valley Lines.

Two dedicated passenger rail tracks will be constructed between Commerce and Fullerton where 50 freight trains typically share tracks with passenger trains. SCORE will have substantial economic and environmental impacts and is estimated to increase Orange County’s Gross Domestic Product (GDP) by $2.6 billion and eliminate up to 51.7 metric tons of carbon dioxide equivalent (CO2e) across the five-county region.

2.4.31 SCAG RTP/SCS Connect SoCal (2024)
The SCAG Connect SoCal 2024 Plan is a long-range Regional Transportation Plan, outlining a comprehensive strategy for Southern California's transportation and community planning through 2050. It emphasizes a vision for a healthier, more sustainable, and connected region, integrating land use with transportation investments to reduce greenhouse gas emissions, improve mobility, and address housing needs. Key initiatives include expanding multimodal transit, fostering equitable economic development, and enhancing resilience to climate challenges like wildfires and sea-level rise. Collaboration among diverse stakeholders underpins the plan's goal of fostering inclusivity and regional growth.

The OCTA Bus Stop Safety and Accessibility Study was an approved Sustainable Communities Program project under Connect SoCal. The bus stop study will evaluate 41 of the highest ridership activity stops at 12 intersections and provide recommendations for increasing safety, ridership, and Anaheim Transit Master Plan
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equitable access at transit stops. Two of these intersections are located in Anaheim, at Harbor Boulevard & La Palma Avenue and Harbor Boulevard & Lincoln Avenue.

2.4.32 SCAG Mobility Hub Design and Implementation Guide (2025) The Mobility Hub Design and Implementation Guide highlights best practices and approaches for implementing mobility hubs in the region. The guide describes locating, prioritizing, and designing candidate mobility hub sites, securing funding, and exploring partnership opportunities. SCAG lists 11 sites in Anaheim in its Prioritized Mobility Hub site list: Beach/Lincoln, City Center Parking Garages (FRAN), Euclid/Katella, Euclid/La Palma, Hampton Inn & Suites by Hilton, La Palma/Harbor, La Palma/State College, ARTIC, Anaheim Canyon Metrolink Station, Platinum Triangle, and Portofino Inn & Suites.

2.4.33 LA County Rail Network Integration Study (2024)
Metro’s LA County Rail Network Integration Study highlights plans to enhance regional rail connectivity, including the proposed Metrolink service between Laguna Niguel and Chatsworth. This service would increase the frequency of trains stopping at key stations, including ARTIC.

2.4.34 State Plans and Policies
State transportation plans and policies provide critical frameworks, funding opportunities, and strategic guidance that would influence the Anaheim Transit Master Plan. These plans set high-level goals for multimodal integration, sustainability, equity, and innovation while offering specific programs and guidelines to enhance local transit networks. Understanding the priorities and resources from these initiatives will ensure the ATMP aligns with broader state objectives. The following details key state programs and their specific relevance to the ATMP.

2.4.35 California High-Speed Rail Program
The California High-Speed Rail Program is a transformative initiative to connect major cities across California with a high-speed rail network. The Los Angeles to Anaheim section focuses on a 30-mile corridor that connects Union Station in Los Angeles to ARTIC. This segment emphasizes improving rail capacity, reducing travel times, and enhancing passenger comfort while maintaining compatibility with freight operations. The project integrates with local transit systems and provides critical multimodal connections at ARTIC.

This project represents a significant opportunity to plan for increased multimodal demand at ARTIC.

Strategies that could be included in the ATMP include enhanced FLM connections, bus service integration, and improved pedestrian and bicycle access to the station. By aligning local transit services with high-speed rail operations, the ATMP can further position ARTIC as a central mobility hub, serving both regional and local transit riders efficiently.

2.4.36 California Transportation Plan 2050 (CTP 2050) (2020) The California Transportation Plan 2050 is the state’s long-term blueprint for achieving a sustainable, resilient, and equitable transportation system. It sets ambitious goals for reducing greenhouse gas emissions, addressing climate change, enhancing mobility, and prioritizing equity Anaheim Transit Master Plan
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and safety. The plan emphasizes multimodal integration, including transit, active transportation, and innovative technologies, to meet the state’s transportation and environmental goals.

The ATMP could draw from CTP 2050’s vision to design a transit system that supports Anaheim’s goals for sustainability and equitable access. Key strategies could include expanding zero-emission bus fleets, improving transit access in equity-focused communities, and integrating active transportation options like bike lanes and pedestrian pathways with transit hubs. Incorporating some of the CTP 2050’s vision ensures that Anaheim’s transit strategies will align with California’s statewide objectives for a greener and more inclusive transportation system.

2.4.37 California State Rail Plan (2024)
The California State Rail Plan provides a comprehensive strategy for modernizing and expanding passenger and freight rail services across the state. It emphasizes integration between rail and local transit systems to create a seamless multimodal network. The plan identifies opportunities for improving connectivity, increasing rail frequency, and reducing emissions through electrification and other technologies. For passenger rail, it focuses on enhancing service reliability and accessibility while supporting regional economic growth.

The ATMP could utilize the State Rail Plan as a guide to enhance connections between Anaheim’s local transit services and Metrolink and Amtrak. By improving feeder bus routes, synchronizing schedules, and enhancing station accessibility, the ATMP can ensure ARTIC and other rail stationadjacent areas are well-served.

2.4.38 California Active Transportation Program (ATP) Cycle 7 Guidelines (2024)
The ATP aims to increase the use of walking and bicycling as viable transportation options. Cycle 7 focuses on funding projects that improve safety, reduce car dependency, and promote active transportation in equity-focused communities. Key criteria include connectivity to transit, closing active transportation gaps, and reducing greenhouse gas emissions. Projects eligible for funding must demonstrate their ability to improve access to destinations such as schools, jobs, and transit hubs.

The ATP Cycle 7 guidelines provide helpful tools to examine links to transit, such as improving bike paths, crosswalks, and pedestrian infrastructure near bus stops and transit hubs. These improvements can address FLM gaps, making transit more accessible to residents who walk or bike.

Additionally, the ATMP could identify any potential project recommendations to align with ATP priorities to secure funding for active transportation enhancements.

2.4.39 State Legislation
Understanding and aligning with California’s legislative efforts ensures that proposed transit strategies in the ATMP will be both compliant with state goals and positioned to leverage available resources. While the ATMP focuses solely on transit-related recommendations rather than land use or housing policy, certain laws indirectly influence transit demand, equity considerations, and operational efficiency. The following summaries highlight key state legislation and their implications Anaheim Transit Master Plan
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for the development and implementation of the ATMP, ensuring Anaheim’s transit network evolves to meet the needs of its diverse community. For other related laws and programs, see Section 2.5.

2.4.40 AB 2097 (2022)
AB 2097 prohibits local governments from imposing minimum parking requirements on new developments located within one-half mile of public transit stops with high-frequency service. The bill aims to promote sustainable development, reduce dependence on personal vehicles, and lower construction costs for housing and commercial projects. By removing mandatory parking minimums, the legislation encourages transit-oriented development (TOD) that prioritizes density, walkability, and accessibility over car-centric infrastructure. This policy aligns with California's climate action goals by reducing vehicle miles traveled (VMT) and greenhouse gas emissions. However, local governments may still impose minimum parking requirements under specific circumstances, such as when they provide written findings within 30 days of receiving a completed application, supported by substantial evidence, demonstrating that not imposing parking minimums would have a substantially negative impact on the jurisdiction's ability to meet affordable housing needs, address special housing needs for the elderly or persons with disabilities, or on existing residential or commercial parking within one-half mile of the proposed development.

2.4.41 SB 922 (2022)
SB 922 expedites the CEQA approval process for certain transit, bicycle, and pedestrian projects that meet specific safety, environmental, and public benefit criteria. The legislation eliminates common hurdles that delay infrastructure projects, such as extensive environmental reviews, while maintaining necessary protections. The streamlined process applies to projects that reduce greenhouse gas emissions, increase public transit usage, and improve multimodal transportation systems. This law reflects California’s commitment to advancing sustainable mobility solutions.

The Anaheim Transit Master Plan could suggest that the City leverage SB 922 to fast-track projects such as Enhanced Bus, transit signal priority (TSP), and new active transportation infrastructure. SB 922 supports Anaheim’s goals of delivering timely, impactful transit improvements to meet community needs and environmental goals.

2.4.42 AB 2011 (2022)
AB 2011 creates a streamlined approval process for affordable housing developments along underutilized commercial corridors, provided they meet certain labor and environmental standards.

The law specifically incentivizes affordable housing near transit, making it easier to develop highdensity housing in areas with existing infrastructure. This legislation aimed to address California’s housing crisis by unlocking new opportunities for housing production in transit-rich areas.

2.4.43 AB 316 (2023)
This law requires human operators to remain in control of heavy-duty autonomous vehicles (AVs), citing safety and operational concerns. It reflects caution around fully autonomous vehicle deployment, ensuring that safety is prioritized during the transition to automated systems. While primarily affecting freight and goods movement, AB 316 represents a broader conversation about balancing innovation with public safety.

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AB 316 may have implications for Anaheim’s consideration of emerging technologies, such as autonomous transit vehicles or microtransit services, in its long-term strategy. The ATMP can account for the potential future deployment of AVs by incorporating safety standards and pilot projects to evaluate their feasibility in the local context.

2.4.44 SB 1376 (2018)
SB 1376, also known as the TNC Access for All Act, mandates that transportation network companies (TNCs) like Uber and Lyft improve services for individuals with disabilities, particularly those requiring wheelchair-accessible vehicles. The law establishes a dedicated fund to support accessibility improvements, allowing transit agencies to partner with TNCs to bridge first- and lastmile gaps for underserved communities.

Partnerships with TNCs could be explored—either by Anaheim or in coordination with OCTA—to provide accessible transportation options to and from major transit hubs like ARTIC. The lead agency would depend on the scope, jurisdiction, and implementation goals of the partnership. Leveraging funding from the TNC Access for All program can also support mobility solutions that address equity and inclusivity.

2.4.45 AB 118 (2023)
AB 118 establishes a state program to fund innovative mobility pilot projects, with a focus on ondemand transit, shared mobility services, and zero-emission vehicle (ZEV) adoption. The program encourages local governments and transit agencies to experiment with new technologies and service models to meet regional transportation needs while reducing greenhouse gas emissions.

AB 118 funding presents a significant opportunity for Anaheim to test and implement innovative transit solutions, such as microtransit services, which complement fixed-route transit. The plan can also prioritize zero-emission initiatives, aligning with California’s sustainability goals and improving air quality in the region. Pilot programs funded through AB 118 can help Anaheim address service gaps and adapt to changing mobility trends.

2.4.46 SB 125 (2021)
This legislation supports California’s transition to zero-emission transportation by streamlining the permitting process for electric vehicle (EV) charging stations and funding EV infrastructure projects. It aligns with the state’s climate goals by promoting clean energy transportation and encouraging public agencies to adopt ZEV technologies.

SB 125 provides a framework for expanding EV infrastructure to support Anaheim’s transition to a zero-emission bus fleet. The ATMP could suggest that the City prioritize investments in EV charging stations at transit hubs, such as ARTIC, and explore opportunities for fleet electrification to meet state-mandated emissions reductions.

2.4.47 AB 2553 (2024)
This law amends CEQA to broaden the criteria for what constitutes a major transit stop. Previously, CEQA defined a major transit stop as the intersection of two or more major bus routes with service Anaheim Transit Master Plan
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intervals of 15 minutes or less during peak commute periods. AB 2553 extends this interval to 20 minutes, thereby increasing the number of locations that qualify as major transit stops.

This update enables planners to leverage these expanded definitions to incorporate more areas into TOD strategies, potentially increasing access to public transit, reducing car dependency, and fostering sustainable urban growth. The broader criteria for frequent bus stops could help cities align their transit infrastructure with state goals for environmental sustainability and housing affordability, ensuring that more communities benefit from enhanced public transit access.

2.4.48 SB 960 (2024)
SB 960 introduces equity-focused performance metrics for transit agencies, requiring them to demonstrate how investments benefit disadvantaged communities. The law emphasizes the need to prioritize accessibility, affordability, and service improvements for historically underserved populations.

SB 960 aligns with the ATMP’s goals of addressing equity-focused communities (EFCs) and improving service for transit-dependent populations. By integrating SB 960’s metrics, the ATMP could suggest that the City prioritize investments that close service gaps, enhance connectivity, and ensure equitable access to the transit network. This will support the City’s commitment to inclusivity and sustainable mobility.

2.4.49 Summary Themes and Policies Related to the ATMP
The reviewed plans and policies set the stage for the ATMP to guide the City toward a sustainable, efficient, and equitable transit system. The following table displays the general themes of the Anaheim Transit Master Plan—including mobility, equity, safety, greenhouse gas reduction, accessibility, and economic development—and the number of reviewed plans that share these same themes. These themes guide the goals that will be established for the ATMP. While the strategies outlined in the ATMP are intended to enhance safety through infrastructure and operational improvements, safety ultimately depends on a range of factors.

Table 2.1 - Summary Themes and Policies Related to ATMP Common Themes
Mobility Equity Safety
Reduce
Greenhouse
Gases
Accessibility Economic
Development
Local ●●●●●●●● ●● ●●●●● ●●●●●● ●●●● ●●●●●●
Regional ●●●●●●●●●
●●●●●●●●
●●●●●
●●●●
●●●●●●
●●●●●●
●●●●●
●●●
●●●●●
●●●●● ●●●●●●●
State and Federal ●●●●●●●●●
●●●●●● ●●● ●● ●●● ●● ●●●
Source: CR Associates
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2.5 Other Related Laws and Programs
The following laws and programs outline the authority of the City to influence and regulate transit within its jurisdiction while detailing its obligations to facilitate services provided by transit operators.

These frameworks empower the City to advance transit-oriented development (TOD), enhance accessibility, and ensure compliance with state and federal goals.

State Laws and Programs
• California Public Utilities Code (PUC): Regulates public utilities and transportation infrastructure and outlines the roles and responsibilities of local governments, including nontransit operators like the City. It helps to support the development of transit-oriented projects by ensuring that utility infrastructure and services are aligned with broader transportation and accessibility goals.
• California Environmental Quality Act (CEQA): Mandates environmental review processes to mitigate VMT impacts of new developments, including transit-oriented projects, on natural and built environments.
• California Global Warming Solutions Act (AB 32): Establishes goals to reduce greenhouse gas emissions, promoting transit-oriented development as a strategy to lower vehicle miles traveled (VMT).
• Sustainable Communities and Climate Protection Act (SB 375): Encourages integrated regional planning to reduce emissions through coordinated land use and transportation planning, supporting transit-oriented development.
• Complete Streets Act (AB 1358): Requires cities to plan for streets that accommodate all users, enhancing accessibility to transit-oriented developments through pedestrian and bicyclefriendly infrastructure. • Transit Priority Area (TPA) Legislation (SB 743): Shifts focus from traffic delay to environmental impact, incentivizing developments in areas with robust transit options to reduce reliance on cars.
• California Health and Safety Code: Includes provisions for environmental health and safety, promoting clean air and sustainable development near transit hubs. • Title 21 of the California Code of Regulations (CCR): Governs transportation planning and the integration of multimodal transit systems, supporting efficient transit-oriented development. • California Streets and Highways Code: Establishes guidelines for street and highway planning, supporting the development of infrastructure that enhances transit accessibility. • Assembly Bill 917 (2021): Authorizes the use of automated cameras on buses to enforce parking violations, improving transit efficiency and safety near transit-oriented developments.

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• Density Bonus Law (SB 1818, AB 2345): Allows developers to build more units than normally permitted if they include affordable housing, supporting higher density near transit hubs. • Affordable Housing and Sustainable Communities (AHSC) Program: Provides grants to projects that reduce greenhouse gases and promote housing near transit to support sustainable communities.
• Enhanced Infrastructure Financing Districts (EIFDs): Enables cities to finance public infrastructure improvements, such as transit stations, to support transit-oriented development. • Opportunity Zones: Offers tax incentives for investments in designated low-income areas, encouraging development near transit to boost economic growth and accessibility. • Senate Bill 35 (2017): Streamlines approval for affordable housing developments in areas with unmet housing needs, particularly near transit, to promote density and accessibility. • Senate Bill 10 (2021): Allows local governments to rezone areas for increased housing density near transit without CEQA review, facilitating transit-oriented development. • Senate Bill 478 (2021): Limits local restrictions on floor area ratio (FAR) and minimum lot size for developments near transit, encouraging higher density and affordable housing. • Senate Bill 9 (2021): Enables property owners to split lots and build additional units in singlefamily zones near transit, promoting small-scale transit-oriented development.

Federal Laws and Programs
• Federal Transit Act (Urban Mass Transportation Act) (1964): Provides federal funding and labor protections for urban transit systems, supporting the development of public transit infrastructure.
• Bipartisan Infrastructure Law (2021): Expands federal funding for transportation projects, with a focus on transit and safety improvements that include pedestrian and curbside infrastructure.
• Metropolitan Transportation Planning (49 U.S.C. § 5303): Establishes a framework for coordinated transportation planning among local, regional, and state agencies to align urban infrastructure with broader transit goals.
• Safe Streets and Roads for All Program (2022): Provides funding to localities for developing safety action plans aimed at reducing pedestrian and traffic fatalities. • Pedestrian and Bicycle Safety Program (FHWA): Focuses on reducing pedestrian and bicyclist fatalities through integrated safety measures, including infrastructure improvements and public education.
• Complete Streets Program (FHWA): Encourages transportation planning that ensures streets are safe and accessible for all users, including pedestrians, bicyclists, and transit vehicles.

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Relevant Case Law
• Berman v. Parker, 348 U.S. 26 (1954): Established that cities can regulate land and curb use to promote public welfare, providing Anaheim with a foundation for prioritizing public transit and pedestrian safety in curb management.
• Village of Euclid v. Ambler Realty Co., 272 U.S. 365 (1926): Validated municipal zoning ordinances, supporting Anaheim’s ability to regulate curb zones for transit stops, exclusive bus lanes, or pedestrian safety measures.

2.6 Grant Efforts
This section highlights ongoing activities and local, regional, and federal grant-funded initiatives aimed at improving transit infrastructure and services in Anaheim. Programs and grants mentioned in this section demonstrate grants awarded to the City that enhance safety, accessibility, and connectivity at transit stops and along key corridors.

2.6.1 Local and Regional Grants Awarded to Anaheim
Anaheim's efforts to improve transit infrastructure and services are bolstered by targeted local and regional grant initiatives. These programs enable the City to address key transit needs through focused funding opportunities that enhance safety, accessibility, and user experience at bus stops and transit corridors. This section details these initiatives, which not only demonstrate Anaheim's commitment to improving transit conditions for residents and visitors but also align with the broader goals of the Anaheim Transit Master Plan.

2.6.2 Project W – Anaheim Safe Transit Stop Improvements On June 4, 2019, the Anaheim City Council adopted the Seven-Year Transportation Capital Improvement Program (CIP) for Fiscal Year 2019/20 through 2025/26. When OCTA approved grant funding for the Project W – Anaheim Safe Transit Stop Improvement Project in 2020, the Seven-Year Transportation CIP was amended. Anaheim was awarded $480,000 to improve 18 bus stop locations. These upgrades include installing amenities such as bus shelters, seating or leaning fixtures, waste receptacles, lighting, and solar panels. The improvements aimed at enhancing passenger comfort and safety at key transit stops were identified as:

Anaheim Safe Transit Stop Improvements, Key Tr ansit Stops Table 2.2 - Project W Selected Stops
Stop Name 2017 Daily Boardings
Harbor-East Shuttle Area 353
Harbor-Lincoln 327
Harbor-La Palma 307
Lincoln-State College 257
State College-La Palma 245
Harbor-East Shuttle Area 241
State College-Lincoln 236
Harbor-Katella 218
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Stop Name 2017 Daily Boardings
Katella-Harbor 205
La Palma-State College 198
Harbor-Lincoln 198
Beach-Lincoln 197
Harbor-Katella 188
Lincoln-Harbor 185
Harbor-Chapman 160
La Palma-Euclid 158
Katella-Harbor 157
La Palma-Harbor 138
Source: OCTA
As of March 2025, the six bus stops in the Resort Area have been implemented, and final design work is being completed for the remaining 12.

2.6.3 Non-Project W Bus Stop Improvements
The City would like to install bus stop amenities like those specified in the Project W grants at all other non-Project V bus stops. To that end, the City is actively pursuing other grants.

2.6.4 OCTA Bus Stop Safety and Accessibility Plan
Funding for these projects comes from a 2021 $300,000 SCAG Sustainable Communities Program grant, which aims to support local jurisdictions in implementing projects that promote sustainable transportation, housing, and land use practices to enhance regional mobility, reduce greenhouse gas emissions, and improve overall community livability. The two study areas in Anaheim include ¼ mile buffers around the intersections of Harbor Boulevard/Lincoln Avenue and Harbor Boulevard/La Palma Avenue.

This plan focuses on enhancing safety, accessibility, and the overall user experience at bus stops across Orange County by comprehensively evaluating existing bus stops for boarding and alighting activities, proximity to high-demand areas, Americans with Disabilities Act (ADA) compliance, safety issues, and proposing targeted improvements such as shelters, seating, lighting, sidewalk connections, and ADA-compliant infrastructure while collaborating with local agencies to align with broader community goals. The plan kicked off in the summer of 2024 and is scheduled to be completed in spring of 2026.

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Figure 2.9 - OCTA Bus Stop Safety & Accessibility Plan Study Locations Source: OCTA
For the City of Anaheim, the plan is particularly relevant. Many bus stops in Anaheim are among the busiest in the county, making them a priority for safety and accessibility upgrades. Anaheim has already benefited from Measure M2 funding (Project W – Anaheim Safe Transit Stop Improvements), securing resources to improve 18 bus stop locations. Given Anaheim's role as a major tourist destination with attractions like Disneyland, these improvements support both residents and visitors.

Additionally, this plan’s focus on ADA compliance will ensure that the City’s transit infrastructure meets modern accessibility standards and improves mobility for individuals with disabilities. The plan aligns with Anaheim’s goals of providing safe, convenient, and equitable transit services. The plan is currently in its outreach phase with a Draft/Final Study scheduled to be complete in the fall of 2025 – spring of 2026 with plan adoption projected in the spring of 2026.

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2.6.5 Harbor Boulevard Pilot Innovation Transit Signal Priority (TSP) Study Stages 1 and 2
OCTA was awarded a $400,000 grant by SCAG in July 2023 as part of its Regional Early Action Planning (REAP) 2.0 program. This funding supports the implementation of Stage 1, which focuses on deploying TSP and detection technologies at nine signalized intersections in a prototype area on the north end of Harbor Boulevard in Fullerton. An additional $1 million was later awarded for Stage 2, which will expand the TSP solutions along the entire Harbor Boulevard corridor which will include Anaheim. Stage 1 started in May 2024 and is scheduled to be completed in December 2025. Stage 2 will follow based on the outcomes of the initial stage.

2.6.6 Highway Safety Improvement Program (HSIP) Grant
The City of Anaheim submitted an HSIP grant to Caltrans in September. The HSIP grant focuses on intersection safety through upgraded traffic signals, left turn protected arrows, pedestrian countdown signal heads, and other roadway improvements. These improvements, combined with efforts to optimize traffic flow through signal coordination and equipment upgrades, create opportunities to integrate transit-priority measures such as dedicated bus signal phases or advanced pedestrian crossing signals. In February 2025, the City received notice that they were awarded $5,021,100 to fund the installation of 1.7 miles of raised median along Brookhurst Street from Sequoia Avenue to Ball Road.

2.6.7 Anaheim Canyon Microtransit Study
In July 2024, the City of Anaheim received a $250,000 Caltrans Sustainable Communities grant to develop the Anaheim Canyon Microtransit Feasibility Study. This study assesses the feasibility of microtransit solutions to enhance FLM connectivity in the Anaheim Canyon area, a significant employment hub. The initiative aims to bridge transportation gaps, particularly for workers, between the Anaheim Canyon Metrolink Station and key destinations. The Study is anticipated to begin in late 2025 and is currently scheduled for completion in June 2027.

2.6.8 Federal Grants Awarded to Anaheim
Federal grant programs play a vital role in supporting local and regional efforts to improve transportation infrastructure, promote sustainability, and enhance transit accessibility. These funding opportunities enable the City of Anaheim to pursue innovative projects that align with national priorities. This section highlights key federal grants awarded to the City and outlines additional programs administered by agencies like the U.S. Department of Transportation (USDOT) and the Federal Transit Administration (FTA) that can support future transit initiatives identified in the ATMP.

2.6.9 Building Bridges to Transit Project
The "Building Bridges to Transit" project in Anaheim, which aims to improve connectivity in the City's transportation network, has been supported by a 2023 $5 million grant from the federal Rebuilding American Infrastructure with Sustainability and Equity (RAISE) program. This funding will support the design and study of infrastructure, including the construction of two new bridges and expansions to local trails. These projects are part of the broader OC River Walk and OCVibe development initiatives.

The Santa Ana River bridge will connect Anaheim with the City of Orange, while the Katella Avenue bridge will link ARTIC, the Honda Center, and the growing OCVibe development. Additionally, the Anaheim Transit Master Plan
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project includes the expansion of the Santa Ana River Trail and the creation of a Highline trail, which will offer improved pedestrian and cyclist access from ARTIC to the new developments. These improvements are designed to enhance the accessibility of transit and recreational areas, creating a more seamless and connected transportation network in Anaheim.

Figure 2.10 - Building Bridges to Transit
Source: RAISE 2023 Fact Sheets (2023)

2.6.10 SMART Grant for Connected Vehicles Technologies
This $2 million grant awarded to the City of Anaheim by the U.S. Department of Transportation in March of 2024 facilitates the implementation of advanced technologies such as TSP and automated traffic signal performance measures (ATSPM) to optimize bus travel times, enhance reliability, and support multimodal connectivity. By deploying cutting-edge technology, the grant can potentially help to optimize bus travel times, enhance reliability, and improve safety along Katella Avenue and Harbor Boulevard.

2.6.11 Summary of Potential Grant Opportunities
The following is a summary of potential local, regional, and federal grant opportunities that could be pursued by the City to fund recommendations suggested in the ATMP. Aligning improvement recommendations with the goals and objectives of funding opportunities increases the likelihood of their implementation.

Table 2.3 - Potential Grant Opportunities
Grant Administered by Description Key Focus Area
OCTA Measure M2
Orange County
Transportation Authority
(OCTA)
A 30-year, half-cent sales tax
initiative funding freeway
expansions, street
enhancements, and transit
improvements to reduce
congestion and improve
mobility.

Mobility, Equity
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Grant Administered by Description Key Focus Area
Sustainable
Transportation Equity
Project (STEP)
California Air Resources
Board
Aims to increase
transportation equity in
disadvantaged and lowincome communities with
Planning and Capacity
Building Grants and
Implementation Grants.

Equity, Accessibility,
Reduce Greenhouse
Gases, Mobility
Clean Mobility
Options (CMO)
Voucher Pilot
Program
California Air Resources
Board
Funds zero-emission shared
mobility projects (carsharing, ridesharing, bikesharing initiatives, and related infrastructure
improvements that enhance
bicycle and pedestrian
connectivity to transit) in
disadvantaged and lowincome communities.

Equity, Accessibility,
Reduce Greenhouse
Gases, Sustainability,
Mobility
Caltrans Sustainable
Communities Grants
California Department of
Transportation
(Caltrans)
Funds local and regional
multimodal transportation
and land use planning
projects, supporting
sustainability and equity.

Sustainability, Equity,
Mobility
FTA Low or No
Emission Grant
Program
Federal Transit
Administration (FTA)
Provides funding for the
purchase or lease of zero- or
low-emission transit buses,
related equipment, and
facilities.

Reduce Greenhouse
Gases, Sustainability,
Mobility
Areas of Persistent
Poverty (AoPP)
Federal Transit
Administration (FTA)
Provides funding for transit
projects aimed at improving
transportation access and
equity in underserved, highpoverty communities.

Equity, Accessibility,
Mobility,
Sustainability,
Reducing
Greenhouse Gases
TOD Planning Pilot
Program
Federal Transit
Administration (FTA)
Provides funding for
comprehensive planning
efforts (station-area
planning, pedestrian and
bicycle infrastructure
improvements, and
community engagement)
that support TOD around
fixed-guideway transit
projects.

Sustainability,
Economic
Development, Equity,
Accessibility
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Grant Administered by Description Key Focus Area
Capital Investment
Grants (CIG) Program
Federal Transit
Administration (FTA)
Supports the construction of
major transit infrastructure
projects, including new fixedguideway systems,
expansions, and core
capacity improvements.

Mobility, Equity,
Accessibility,
Economic
Development
Access and Mobility
Partnership Grants
Federal Transit
Administration (FTA)
Funds projects enhancing
access to healthcare,
education, and jobs for
underserved populations
through innovative
transportation solutions.

Equity, Accessibility,
Mobility
Bus and Bus
Facilities Program
Federal Transit
Administration (FTA)
Funds capital projects to
improve bus stops, transit
centers, and associated
facilities, including ADAcompliant infrastructure,
shelters, and bicycle storage.

Accessibility, Safety,
Mobility
Low or No Emission
Vehicle Program
(Low-No Program)
Federal Transit
Administration (FTA)
Supports the purchase of
low- or no-emission buses
and construction of
supporting infrastructure
such as charging stations.

Reduce Greenhouse
Gases, Sustainability,
Mobility
Reconnecting
Communities Pilot
Program (RCP)
U.S. Department of
Transportation (USDOT)
Grants for projects to restore
community connectivity by
removing, retrofitting, or
mitigating transportation
barriers.

Mobility, Accessibility,
Economic
Development
Rebuilding American
Infrastructure with
Sustainability and
Equity (RAISE)
Program
U.S. Department of
Transportation (USDOT)
Provides funding for surface
transportation projects with
a focus on sustainability,
equity, and local/regional
impact.

Safety, Sustainability,
Equity, Economic
Development
Highway Safety
Improvement
Program (HSIP)
Federal Highway
Administration (FHWA)
Funds projects to reduce
traffic fatalities and serious
injuries on public roads,
including pedestrian and
bicycle safety
enhancements.

Safety, Mobility
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Grant Administered by Description Key Focus Area
Strengthening
Mobility and
Revolutionizing
Transportation
(SMART) Grants
Program
U.S. Department of
Transportation (USDOT)
Grants to support projects
using emerging technologies
and data to improve
transportation systems,
focusing on smart cities and
multimodal solutions.

Safety, Sustainability,
Equity
Source: CR Associates
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3.0 Fixed Route Service Evaluation
This section evaluates the fixed-route transit services operating in Anaheim, analyzing elements such as fare structures, service spans, frequency, and ridership patterns. It examines services provided by local and regional operators, including OCTA, ATN, LA Metro, RTA, Metrolink, and Amtrak, to understand how they meet the transportation needs of Anaheim’s residents, employees, and visitors.

By assessing route-level performance and operational characteristics, this section identifies opportunities to enhance service reliability, accessibility, and overall transit experience within Anaheim and its connections to the region.

3.1 Fares
This section highlights the fare systems, payment methods, and any discounts or passes available for OCTA, ATN, LA Metro, RTA, Metrolink, and Amtrak. Table 3.1 below summarizes the adult cash fares for a single ride and the transfer policies for each agency. Most operators offer reduced fares for seniors and low-income riders. OCTA, Metrolink, and Metro offer free fares for students.

A notable disparity exists in fares, particularly between ATN and OCTA, two of Anaheim’s primary transit operators. Additionally, the transfer policies between providers are complex. For example, transfers between OCTA and ATN are limited to OCTA pass holders, excluding cash single-ride passengers, and there are no free transfers between LA Metro and ATN or RTA and ATN. This highlights an opportunity to review the fare structure and transfer policies across all agencies to simplify the system, making it easier for riders to understand and enabling more seamless transfers.

There are also many ways to pay for fares across the agencies operating within Anaheim. Table 3.2 below shows which agencies accept which kind of fare media for payment. It is important to note that not all agencies accept the same kind of fare payments, so riders may need to use several forms of payment depending on the systems they use for one trip.

Metrolink is currently working with SCAG, Caltrans, and California Integrated Travel Project (Cal-ITP) on an Open-Loop pilot project. In May 2024, the Metro Board approved $66.4 million to upgrade the TAP system (Tap Plus); the new open system will allow customers and visitors to use the same contactless purchases to tap and ride on Metro and all the other TAP (Transit Access Pass) - participating transit agencies. Transit operators in Anaheim—including OCTA and ATN—do not participate in the Metro TAP program. OCTA uses its own fare system but does honor Metro TAP cards with EZ transit pass stickers on certain routes that connect to Los Angeles County. While Metrolink tickets are TAP-compatible for transfers within Los Angeles County, the TAP card itself is not used for fare collection on Anaheim-based services.

OCTA will launch a new fare payment system called Wave in October 2025, which will consist of a physical card and a mobile app that are linked to an online account. This will be an important moment for coordination, especially because there is not currently a plan for Wave to be accepted on other transit systems.

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Table 3.1 - Fares of Transit Agencies Operating in Anaheim Agency Single Ride Adult Cash Fare Transfer Policy between Transit Services in Anaheim OCTA $2.00
OC Bus passes are accepted on ART buses, Metrolink, and Amtrak lines at direct OC Bus connections, LA Metro Route 460, and RTA Route 200.

ATN $4.00
ART accepts OC bus passes at direct OC Bus connections.

ART accepts Metrolink passes if riders board an ART bus at ARTIC.

LA Metro $1.75
Metro monthly bus passes and Metro TAP cards are
accepted on OC Bus for one transfer boarding for Metro
460 transferring passengers at certain locations.

RTA $3.50
RTA Route 200 accepts OCTA 1-day and multi-day passes
at the base fare, and additional fare may be required. RTA will accept valid Metrolink passes for the full fare on routes that serve Metrolink stations.

Metrolink Distance-based
Metrolink passes can be used on OCTA and ART buses that directly connect to Metrolink trains at or near ARTIC or Anaheim Canyon stations.

Amtrak Distance-based Pacific Surfliner passes can be used on OCTA and ATN ART buses that directly connect with trains at or near ARTIC.

Source: CR Associates
Table 3.2 – Fare Media Accepted on Transit Agencies Operating Within Anaheim Agency
Fare Media Accepted
Virtual
Ticket via
providerspecific
app
Cash
or
Coins
Paper
Ticket via
ticketing
machine
Daily,
Weekly, or
Monthly
Pass
Student/
Employer
Pass
Program
(with IDs)
TAP Card
(Single
rides and
passes)
Mobile
Wallet (ex.

Apple Pay,
Google
Wallet)
Bank
Card
OCTA OC Bus
App X X X
ATN A-Way
WeGo X X X X
LA Metro TAP X GoPass X
RTA GoMobile X X X
Metrolink Metrolink
App X X
Student
Adventure
Pass*
Amtrak Amtrak
App X X
Source: CR Associates
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3.1.1 OCTA
OCTA’s fare structure includes regular fares and reduced fares for seniors, people with disabilities, and youth under 18. A regular adult fare costs $2.00 for a single ride. Regular fares include single rides and day passes purchased upon boarding, as well as prepaid day passes, and 30-day passes.

OC Bus also offers specialty bus passes for college and university students and employers. The OC Bus mobile app also allows fare payment on board.

OC Bus passes are accepted on ART buses, Metrolink, and Amtrak lines at direct OC Bus connections, LA Metro Route 460, and RTA Route 200.

3.1.2 ATN
ATN’s fare structure is different between its ART and EVE services. ART buses offer a range of fare options—including adult, child, and reduced rates—for single rides as well as 1-day, 3-day, 5-day, 15- day, and 30-day passes. A one-way adult ride on ART buses costs $4.00. EVE passes have adult, child, and reduced fares for one-way and round-trip passes, and riders can take ART trips for free with their EVE pass. A one-way ride on EVE costs $15.00. Riders can use the A-Way WeGo mobile app to purchase and use passes on ATN systems. Contactless fare payment is also available with contactless-enabled bank cards and mobile wallets. Cash is not accepted on ATN systems.

ART accepts OC bus passes at direct OC Bus connections. Metrolink riders who arrive at ARTIC and transfer to ART buses can ride for free using their Metrolink pass. ART also provides free access to Walt Disney Company Silver Pass holders, ATN employees and contractors, Chapman University students, Anaheim Resort employees, and those working near ART bus stops.

3.1.3 LA Metro
LA Metro provides regular and reduced fares on its systems and implements fare capping when riders use TAP cards, which is the regional transit card that works across 27 agencies within LA County. Fare capping is implemented on daily fares, as well as on one and seven-day passes, but fares are not capped on 30-day passes. A regular adult fare is $1.75.

Metro monthly bus passes and Metro TAP cards are accepted on OC Bus for one transfer boarding.

3.1.4 RTA
RTA operates one CommuterLink route that serves Anaheim—Route 200—which is priced differently from its local fixed routes. Regular and reduced fares are available for single rides, as well as 1-day, 7-day, and 30-day passes. The regular adult fare on CommuterLink Route 200 is $3.50, and the reduced fare is $2.75 for seniors, persons with disabilities, Medicare cardholders, and veterans.

Fareboxes accept cash, coins, and valid RTA passes.

Metrolink passes are accepted as full fare on CommuterLink Route 200, provided the route serves a Metrolink station. OCTA 1-day and multi-day passes are accepted toward the base fare on Route 200, with any remaining fare paid by the rider.

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3.1.5 Metrolink
Metrolink serves Anaheim via ARTIC and the Anaheim Canyon Metrolink Station. Metrolink’s fare structure is based on the distance a passenger travels. A one-way trip can cost between $2.75 and $13.25 for travel to and from Metrolink’s stations in Anaheim. Regular and reduced fares are available for one-way trips, round trips, weekly, weekend, and monthly passes, and five and ten-day flex passes. Fares can be paid on the Metrolink app, the online ticket portal, or at station ticket machines.

Some Metrolink tickets can be used on more than one line. For the Inland Empire-Orange County Line, you are allowed to ride the 91/Perris Valley Line between stations of equal or lesser distance with an origin and destination between Corona and Riverside. Metrolink passes can be used on OCTA and ART buses that directly connect with Metrolink trains at or near ARTIC or Anaheim Canyon Metrolink stations.

3.1.6 Amtrak
The Amtrak Pacific Surfliner serves Anaheim via the ARTIC station, with fares based on the distance traveled. One-way adult coach fares typically range from $5 to $30, depending on the destination.

Both Coach and Business Class are available for one-way and round-trip travel, as well as for 10-ride tickets, multi-city itineraries, and monthly passes. Amtrak also offers discount programs and limitedtime promotions, which may include reduced fares for seniors, students, military personnel, children, and passengers traveling to select destinations.

Amtrak offers a reciprocal ride program—Rail 2 Rail—that allows Metrolink monthly pass holders to ride select Amtrak Pacific Surfliner trains within the same station pairs printed on their Metrolink pass, including trips to and from ARTIC in Anaheim.

3.2 Span of Service and Frequency
This section presents the span of service and frequencies for all agencies operating in Anaheim.

Each agency has its own section on span of service and frequency. At the end of this section, there is a discussion on citywide frequencies for non-rail modes, which is intended to highlight roadways with high bus traffic in the city.

3.2.1 OCTA
Twenty-four OCTA routes operate within Anaheim. All routes generally start service between 4 or 5 am and operate until 9 or 10 pm. There are five routes with service past midnight. Most routes operate at a frequency of less than 60 minutes and are consistent throughout the day, with some exceptions such as Routes 38, 50, and 529, which have more frequent service during the peaks.

Service span is generally shorter on weekends, along with reduced frequencies. Routes 123, 529, 543, and 553 do not operate on weekends.

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Figure 3.1 - OCTA Weekday Span of Service and Frequency Source: CR Associates
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Figure 3.2 - OCTA Saturday Span of Service and Frequency Source: CR Associates

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Figure 3.3 - OCTA Sunday Span of Service and Frequency
Source: CR Associates

3.2.2 ATN
ATN’s ART fixed-route service operates 18 routes seven days a week, generally from 6am to 12:30am every 20 minutes. Notably, except for Route 17, ATN operates a headway-based service.

Signs at bus stops include a QR code to download ATN’s mobile app A-Way WeGo as well as the URL to ATN’s website, where passengers can check on bus arrival times.

During times of low ridership, some routes operate as combined routes.

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Figure 3.4 - ATN Daily Service Span and Frequency
Source: CR Associates
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3.2.3 LA Metro
LA Metro operates one route within Anaheim, Line 460, that provides service from downtown LA to Disneyland.

Table 3.2 - LA Metro Line 460 Frequency and Span of Service Weekday Saturday Sunday Peak Off-Peak
Frequency 25-35 min 30-60 min 30-45 min 30-45 min
Service Span 4:00 am-1:53 am 4:26 am -1:52 am 4:26 am-1:55 am Source: CR Associates

3.2.4 RTA
RTA operates one route within Anaheim, RTA Route 200, that provides service between San Bernardino, Riverside, and Anaheim.

Table 3.3 - RTA Route 200 Frequency and Span of Service

Weekday Saturday Sunday Peak Off-Peak
Frequency 60-80 min 60-90 min 90-120 min 90-120 min
Service Span 4:05 am -12:06 am 6:00 am -11:56 pm 6:00 am-11:56 pm Source: CR Associates

3.2.5 Metrolink
Metrolink’s Inland Empire-Orange County Line serves the Anaheim Canyon Metrolink Station with nine trips per day in both directions on weekdays.

Table 3.4 - Metrolink Inland Empire-Orange County Line Frequency and Span of Service at Anaheim Canyon Metrolink Station

Weekday
Saturday Sunday Peak Off-Peak
Frequency
60 min in peak
direction (to Oceanside
in the AM, to San
Bernardino in the PM)
120 mins 2 trips in each direction
Service Span 4:54 am-8:06 pm
8:13 am and 10:11 am to Oceanside
3:54 pm and 7:50 pm to San
Bernardino
Source: CR Associates
Metrolink’s Orange County Line serves the Anaheim ARTIC Station and the Fullerton Station with thirteen trips per day in both directions on weekdays.

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Table 3.5 - Metrolink Orange County Line Frequency and Span of Service at ARTIC

Weekday
Saturday Sunday Peak Off-Peak
Frequency 60 min 120 to 180 min 4 trips in each direction Service Span 5:36 am-10:25 pm 9:16 am-6:46 pm
Source: CR Associates
Metrolink’s 91/Perris Valley Line serves Fullerton Station with seven trips per day in both directions on weekdays.

Table 3.6 - Metrolink 91/Perris Valley Line Frequency and Span of Service at Fullerton Station Weekday Saturday Sunday Peak Off-Peak
Frequency 60 min 120 to 180 min 2 trips in each direction Service Span 5:50 am-7:12 pm 8:38 am-9:40 am, 4:02 pm-7:07 pm Source: CR Associates

3.2.6 Amtrak
Amtrak’s Pacific Surfliner Route serves the Anaheim ARTIC Station with ten trips per day in both directions every day.

Table 3.7 - Amtrak Pacific Surfliner Frequency and Span of Service at ARTIC

Daily
Peak Off-Peak
Frequency 60 to 120 min 120 to 180 min
Service Span 6:10 am-11:10 pm
Source: CR Associates

3.2.7 Citywide Bus Frequencies
This section presents the citywide frequencies for non-rail modes, which is intended to highlight roadways with high bus traffic in the city. Figure 3.5 to Figure 3.7 show the weekday peak, midday, and evening bus frequencies in Anaheim, respectively. Collectively, the maps show frequencies are relatively consistent throughout the day but there are some roadways with increased frequencies during peak times, such as La Palma Avenue and Harbor Boulevard (north of Ball Road).

Figure 3.8 and Figure 3.9 show Saturday and Sunday frequencies. Service on Saturdays is less frequent in some corridors than on weekdays (e.g., Magnolia Avenue, La Palma Avenue, and Ball Road). Service on Sundays is less frequent than Saturdays, with many routes operating with frequencies of more than 45 minutes.

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Figure 3.5 - Weekday Peak Bus Frequencies
Source: CR Associates, City of Anaheim
Figure 3.6 - Weekday Midday Bus Frequencies
Source: CR Associates, City of Anaheim
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Figure 3.7 - Weekday Evening Bus Frequencies
Source: CR Associates, City of Anaheim
Figure 3.8 – Existing Saturday Bus Frequencies
Source: CR Associates, City of Anaheim
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Figure 3.9 - Sunday Bus Frequencies
Source: CR Associates, City of Anaheim

3.3 Ridership
This section analyzes transit usage patterns across Anaheim, examining ridership data for local and regional operators, including OCTA, ATN, LA Metro, RTA, Metrolink, and Amtrak. Of note, OCTA, ATN, LA Metro, and RTA often share stops along shared corridors, which is marked for riders using unique agency signage at each stop.

3.3.1 OCTA
OCTA had 467,640 total boardings in Anaheim in April 2024. OCTA ridership is highest along major east-west corridors such as Katella Avenue, Ball Road, Lincoln Avenue, and La Palma Avenue.

Ridership is also high at major intersections where north-south and east-west roadways intersect, likely due to transfers between OCTA routes. Not surprisingly, several of OCTA’s highest ridership stops are in the Resort Area and the ARTIC station, as these are major trip generators. These stops have between 100 to 300 average daily boardings.

3.3.2 ATN
ATN had 134,300 total boardings in Anaheim in April 2024. ATN ridership is highest along Harbor Boulevard and Katella Avenue, which also have the greatest concentration of lodging and other supporting retail services. The highest ridership activity is at the Disneyland Main Transportation Center with over 1,700 daily boardings combined across the various routes.

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3.3.3 LA Metro
In April 2024, LA Metro Line 460 had an average of 4,062 weekday riders across the entire route.

On Saturdays and Sundays, average ridership was 3,052 and 2,774, respectively. Stop-level ridership was not available for this route.

3.3.4 RTA
RTA Route 200 had 13,098 riders in September 2024 across the entire route. Stop-level ridership was not available for this route.

3.3.5 Metrolink
Three Metrolink lines serve Anaheim at three stations. The Orange County Line serves the ARTIC station and had 5,186 total weekday station boardings in April 2024. The IEOC Line serves the Anaheim Canyon station and had 3,011 total weekday station boardings in April 2024. The 91/Perris Valley Line and the Orange County Line serve Fullerton station and had 11,778 total weekday station boardings in April 2024.

3.3.6 Amtrak
The Pacific Surfliner serves the Anaheim ARTIC station and Fullerton station. The ARTIC station had 163,848 annual riders in 2022, which averages to 449 daily passengers. The Fullerton station had 178,003 annual riders in 2022, which averages to 488 daily passengers.

3.3.7 Aggregated Monthly Ridership
To assess ridership at bus stops in Anaheim, available ridership data from OCTA and ATN was aggregated to a monthly level (see Figure 3.10). See Appendix D for monthly ridership for all OCTA and ATN transit stops. High ridership stops (2,500 or more monthly boardings) are shown in Figure

3.11. LA Metro Line 460 and RTA Route 200 data was not available at the stop level. Not surprisingly, the Anaheim Resort Area has a large concentration of high ridership stops due to both OCTA and ATN providing service in the area. Outside of the Resort Area, Lincoln Avenue and La Palma Avenue are the two corridors with the largest number of stops, with 1,000 or more monthly boardings. Major intersections with both east-west and north-south stops have higher boarding than other locations, with many having 2,500 monthly boardings or more. This is likely due to transfers taking place between OCTA routes as well as between ATN and OCTA routes.

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Figure 3.10 - Aggregated Monthly Ridership
Source: CR Associates, City of Anaheim, OCTA, ATN, Metrolink Figure 3.11 - Top Ridership Stops with 2,500+ Monthly Boardings Source: CR Associates, City of Anaheim, OCTA, ATN, Metrolink Anaheim Transit Master Plan
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Table 3.8 - Top Ridership Intersections with 2,500+ Monthly Boardings List Rank Intersection (Or individual stop)
Total
Monthly
Boardings
1 Disneyland Main Transportation Center 48,754
2 Harbor & Katella 24,757
3 Harbor-East Shuttle Area 15,331
4 Harbor & Lincoln 14,284
5 State College & Lincoln 12,992
6 Beach & Lincoln 12,001
7 Anaheim & Katella 11,873
8 State College & Katella 10,467
9 Harbor & La Palma 10,374
10 State College & La Palma 10,034
11 Euclid & Lincoln 9,464
12 Euclid & Katella 9,090
13 ARTIC 8,676
14 Euclid & Ball 7,240
15 Embassy South, Hilton Garden & Hampton GG 7,234
16 Delta, Marriott & Homewood Suites GG 6,507
17 Euclid & La Palma 6,304
18 Beach & Ball 5,915
19 State College & Ball 5,811
20 WorldMark Anaheim 4,192
21 Convention-Marriott Bus Dock 3,732
22 The Viv Hotel 3,719
23 Hotel Fera 3,662
24 Euclid & Crescent 3,645
25 Katella & Haster 3,631
26 La Palma & Lemon 3,474
27 Harbor & Chapman 3,461
28 Anaheim & Lincoln 3,413
29 Harbor & Orangewood 3,292
30 Anaheim & Ball 3,028
31 Lincoln & East 2,766
32 State College & Romneya 2,726
33 Sonesta Hotels 2,648
34 Harbor & Ball 2,622
35 La Palma & Kraemer 2,511
Source: OCTA, ATN, Metrolink
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3.4 Bus Route Analysis
Altogether, OCTA, ATN, LA Metro, and RTA operate 44 fixed-route bus services in Anaheim. An inventory and brief analysis of each route was performed, looking at frequency, service span, daily boardings, number of stops (and ridership at the stop level where available), and alignment. This work, documented in Appendix A, helps to provide an understanding of how these services operate within Anaheim and contribute to the city’s collective transit network.

A couple of key takeaways from this evaluation include:
 Alignment – While most routes operating in Anaheim are generally direct and easy to navigate, there may be opportunities to optimize certain routes.  Low ridership stops – Some stops, such as those along OCTA’s Route 30 on Orangethorpe Avenue and OCTA’s Route 33 along Magnolia Street, were observed to have less than five weekday boardings. These low ridership stops are often just a five-minute walk to another stop. There are potential opportunities to consolidate low ridership stops that are closely spaced to speed up bus service and improve pedestrian access, particularly if stops are located at a signalized intersection.

3.5 Rail Station Analysis
This section provides an overview of major transit stations in and adjacent to Anaheim, including the Anaheim Canyon Metrolink Station, ARTIC, and Fullerton Station. Each profile highlights station amenities, connectivity, and usage patterns, providing insights into their roles within the regional transit network. A description of the bus services and parking for each station is provided in Section

2.3. A couple of key takeaways from this analysis include:
 Opportunity to increase Metrolink service – Metrolink service at all three stations serving Anaheim have long headways. During the weekday peak, trains typically operate every 60 minutes. On weekdays off-peak (midday and evening), trains operate every 120 to 180 minutes. Metrolink provides between two and four daily trips per line in each direction on weekends. This analysis accounts for the additional train service already implemented in October 2024.

Average weekday Metrolink ridership ranges from 535 riders (Fullerton Station) to 137 riders (the Anaheim Canyon Metrolink Station), which is relatively low compared to OCTA bus routes operating in Anaheim. Average weekend ridership is significantly lower, ranging from 144 riders (Fullerton Station) to 12 riders (the Anaheim Canyon Metrolink Station). There is an opportunity to increase rail service at these stations to improve regional connectivity and better leverage the capital investments made at these stations.

It is notable that Metro’s LA County Rail Network Integration Study has identified a potential hourly “tripper” service between Laguna Niguel and Chatsworth station on the LOSSAN Anaheim Transit Master Plan
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corridor, providing ARTIC with minimum hourly service within the core Los Angeles/Orange County region.
 Driving is the most frequent access mode – Data from the most recent (2018) access survey from Metrolink revealed that on weekdays, most people (between 74% to 100%, depending on the station) drive their car to the station to catch the train. Those numbers are slightly lower on weekends. While the data is a little dated and transit improvements have been implemented since then, this highlights a major opportunity to improve transit connections to these rail stations to reduce personal vehicle traffic on Anaheim streets, as well as reduce parking demands at the stations.

3.5.1 Anaheim Canyon
The Anaheim Canyon Metrolink Station is served by Metrolink’s Inland Empire-Orange County Line.

Table 3.9 - Anaheim Canyon Metrolink Station Service Statistics

Weekday
Saturday Sunday Peak Off-Peak
Frequency
60 min in peak
direction (to
Oceanside in
the am, to San
Bernardino in
the pm)
120 mins 2 trips in each direction 2 trips in each direction Service Span 4:54 am- 8:06 pm
8:13 am and 10:11 am
to Oceanside
3:54 pm and 7:50 pm to
San Bernardino
8:13 am and 10:11 am to
Oceanside
3:54 pm and 7:50 pm to
San Bernardino
Average
Boardings at
Station (Apr.
2024)
137 12 12
Source: CR Associates
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Figure 3.12 - Anaheim Canyon Metrolink Station Access Mode Source: Metrolink 2018 On-Board Survey
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Dropped Off or Picked Up
Carpool
Drive My car
Transfer - Train
Transfer - Bus
Lyft/Uber
Bicycle
Walk
Other
Percent of Passengers
Anaheim Canyon Metrolink Station Access Mode
Weekend
Weekday
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3.5.2 Anaheim Regional Transportation Intermodal Center (ARTIC) ARTIC Station is served by Metrolink’s Orange County Line and Amtrak’s Pacific Surfliner Route.

Table 3.10 - Metrolink ARTIC Station Service Statistics

Weekday
Saturday Peak Off-Peak
Metrolink Frequency 60
min
120 to 180
min
4 trips in each
direction
4 trips in each
direction
Metrolink Service Span 5:36 am -10:25 pm 9:24 am - 6:46 pm 9:24 am - 6:46 pm Metrolink Average Boardings at Station
(April 2024) 236 90 90
Source: CR Associates
Figure 3.13 - ARTIC Station Access Mode
Source: Metrolink 2018 On-Board Survey
0% 10% 20% 30% 40% 50% 60% 70% 80%
Dropped Off or Picked Up
Carpool
Drive My car
Transfer - Train
Transfer - Bus
Lyft/Uber
Bicycle
Walk
Other
Percent of Passengers
ARTIC Station Access Mode
Weekend
Weekday
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Table 3.11 - Amtrak ARTIC Station Service Statistics

Daily
Peak Off-Peak
Amtrak Frequency 60 to 120 min 120 to 180 min
Amtrak Service Span 6:10 am -11:10 pm
Amtrak Average Daily Boardings at Station 449 (2022)
Source: CR Associates

3.5.3 Fullerton
Fullerton Station is served by Metrolink’s 91/Perris Valley Line, Metrolink’s Orange County Line, and Amtrak’s Pacific Surfliner Route.

Table 3.12 - Fullerton Station Metrolink Service Statistics

Weekday
Saturday Sunday Peak Off-Peak
Metrolink Frequency 60 min
(both lines)
120 to 180 min
(both lines)
91/Perris Valley Line: 2 trips in each
direction
Orange County Line: 4 trips in each
direction
Metrolink Service Span
91/Perris Valley Line: 5:50 am7:12 pm
Orange County Line: 5:43 am10:18 pm
91/Perris Valley Line: 8:38 am-9:40
am 4:02p-7:07p
Orange County Line: 9:16 am-6:54
pm
Metrolink Average Boardings at
Station (Apr. 2024) 535 144
Source: CR Associates
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Anaheim City CouncilApril 7, 2026

Anaheim City Council
April 7, 2026