Truck Crash onto Gold Line Tracks Again Shows Need for 210 Freeway Barrier Fix

Metro voted to fund next steps to fix the unsafe freeway conditions that result in crashes repeatedly shutting down the Gold Line. Photo via CBS
Metro voted to fund next steps to fix the unsafe freeway conditions that result in crashes repeatedly shutting down the Gold Line. Photo via CBS

On Saturday morning, a truck jumped the median barrier on the 210 Freeway, crashed onto the Gold Line tracks, and caught flame. CBS2 coverage quoted witness who stated that the truck “crossed four lanes of traffic before barreling through the jersey barriers […] that separate the freeway from the Metro train tracks.” This is not the first time a crash on the 210 Freeway has shut down the Gold Line, nor will it be the last – unless Metro and Caltrans can implement delayed safety upgrades.

On Saturday, the driver survived and no one else was harmed. Luckily, there was no Gold Line train on the tracks at that time. Gold Line riders did endure serious delays as train service was blocked completely from 7 a.m. until 12:45 p.m. and single-tracked until after 3 p.m.

The crash got plenty of media attention, including coverage at ABCKTLACBS , and the Pasadena Star News.  These accounts detail what happened, and offer some information on immediate impacts to drivers and transit riders. All the press accounts fail to note the known safety issues in this area, as evident from a history of similar crashes that regularly occur on this stretch. They also omit Metro’s plans to fix the dangerous conditions, and Caltrans’ delaying the implementation of Metro’s safety upgrades.

The October 13 incident is the third crash to jump this freeway barrier in 2018, after crashes in April and January. Earlier crashes took place in December 2016March 2016, in 2014 – and that is only a partial list.

In July, Metro project staff first announced that design work was underway on the agency’s I-210 Barrier Replacement Project. Metro plans to upgrade the 210 Freeway with new stronger barriers, plus an intrusion detection system. Design costs are anticipated to be $11 million. Even when first announced, Metro staff had already flagged the project for anticipated delays due to constraints imposed by Caltrans.

The situation is the same in Metro’s major project status report this week. The barrier upgrade design project has been flagged as a “possible problem” – meaning Metro anticipates the project exceeding its timeline and/or budget. The reason for the delay is that Caltrans has been unable to find “effective mitigation measures” to “alleviate freeway traffic disruption during construction.” (What about ongoing Gold Line disruptions due to crashes? Why isn’t Caltrans mitigating that?)

There is a small piece of good news this week: Metro has Caltrans’ agreement to proceed with a ~1.5 mile stretch (about a quarter of the overall six mile project) which can proceed separately. According to the Metro status report (page 11) “the segment of the project from Michillinda [Avenue] to Iconic [Gold Line] Bridge in both eastbound and westbound directions the barriers could be replaced without closure of HOV lane during construction” so that segment will proceed with “separate environmental documentation.” The segment is located immediately east of Pasadena, in the adjacent city of Arcadia.

To date the unsafe conditions on Caltrans freeway have yet to take the life of a Gold Line rider or operator. How will Caltrans respond when a truck crashes into a crowded train? What will the courts decide? What will the court of public opinion decide?

It is astonishing that Caltrans continues to drag its heels on this clearly needed safety upgrade.

Is it really worth the risk to the lives and limbs of transit riders to delay construction while Caltrans asks for Metro to mitigate construction lane closures? In a sane world, Caltrans should take responsibility for the damage, delays, and risks that its unsafe freeway has caused. Caltrans should expedite solving the problem they have caused. Ideally Caltrans should pay for the remedy. Funding for this project could come from the billions of sales tax dollars that Metro gives to Caltrans for highway construction – better those funds than Metro’s transit budget. Metro should probably be charging back to Caltrans the costs for these crashes: repairs, providing bus bridge detours, etc.

At a minimum, Caltrans should get out of the way and let Metro fix the 210 Freeway barriers before tragedy strikes.

  • Geez, where was your concern when this was initially built? It’s not like you couldn’t tell what the finished barrier would look like during construction.

  • And change the headline “Another reason not to put transit in medians” while you’re at it. It’s one thing to gripe about inefficient barriers, but to deride transit projects like this is ridiculous.

  • Edward

    As far as the riders are concerned the main problem with putting transit in the median is that you have to wait for trains sitting in the median, which is loud, smelly and full of PM 2.5s.

  • Sad that Caltrans cares more about temporary traffic delays during construction than a permanent safety fix.

  • Joe Linton

    Yah – I probably should have spelled it out more – but as I read it, it looks like Caltrans is looking for Metro to pay for mitigation. Caltrans will likely extract money from Metro – driving up this project’s cost. It’s repulsive.

  • Joe Linton

    I didn’t like that freeway getting built around the train tracks… but I was a kid at the time.

  • Roger R.

    That was me in SF, to relate it to BART extensions in freeway medians for Bay Area readers. Yes, you can do giant barriers to better protect transit patrons from the noise and health effects of being forced to stand in the middle of a freeway. But generally speaking, freeway medians are terrible places to put transit for a variety of reasons (see the 105/Green line).

  • The right of way was taken from the Southern Pacific by the California Highway Department to build what is now Interstate 210. I’d love to see the stats of how many incursions occurred from the opening of the freeway until the Gold Line opened in 2003.

  • Courtney

    Smelly which is really poisonous fumes from cars.

  • OnlineNetizen

    proper enforcement of truckers keeping to the two right most lanes would help drastically

  • Richard Bullington

    I have to say that Metro is at least partially at fault. If there is a design for a more effective barrier than the traditional Jersey-style tall curbing, why wasn’t it included when the line was built? It would have been much cheaper at that time.


A Photo Essay of a Tour of the Gold Line Foothill Extension

This Wednesday, Aviv Kleinman and Damien Newton of Streetsblog joined a behind-the-scenes tour of the Gold Line Foothill Extension under construction in the San Gabriel Valley. We joined Albert Ho, head of Media Relations for the Metro Gold Line Foothill Extension Construction Authority, and Jeff Rowland, the Community Relations Manager for the Kiewit-Parsons Joint Venture, the constructors of the […]