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Montclair officials outline Gold Line timeline and seek state help for transit‑oriented redevelopment
Summary
City staff said the Pomona–Montclair Gold Line segment is being rebid under a CMAR approach after an initial bid came roughly $300 million over estimate; the city is pursuing grants and exploring mixed market/affordable housing at the Montclair Transcenter while noting parking‑structure costs complicate all‑affordable proposals.
City staff updated the council on plans tied to the Gold Line extension and redevelopment near the Montclair Transcenter, emphasizing grant applications, rebidding strategy and the financial tradeoffs of transit‑oriented housing.
Staff reported that the Los Angeles County Metropolitan Transportation Authority and the San Bernardino County Transportation Authority provide the bulk of funding for the Pomona–Montclair Gold Line extension and that one early build proposal came about $300 million over the engineer's estimate. To control costs, the construction authority is rebidding the segment using a construction management at risk (CMAR) approach that staff said could produce multiple bids and lower final costs. "If the CMAR bidding process is successful, construction on the Pomona to Montclair segment is expected to begin in summer 2026 with the construction completed in 2031 to 2032," staff said.
Land and financing challenges at the Montclair Transcenter were central to the council discussion. Staff said the city has applied for a $25 million Build grant to acquire Caltrans‑owned parking fields adjacent to the transit center to enable transit‑oriented housing and a pedestrian bridge, and the city has set aside $1.75 million in a Gold Line Betterment fund for station improvements. Staff said a public‑private mix of market‑rate and affordable housing will likely be necessary because the parking structure required by Caltrans (staff estimated a 1,100–1,600 space structure) could cost tens of millions to build. The City Manager explained that a parking structure alone could cost $50 million or more, and building an underground 1,600‑space garage could reach $80–100 million, which complicates proposals that rely solely on low‑income housing.
The council discussed options including pursuing full acquisition of the property through state action, partnering with nonprofit affordable‑housing developers for some sites, and using public‑private partnerships to combine parking and housing financing. Staff said they will send a letter to the governor's office to press for favorable consideration and continue applying for federal and state grants to cover acquisition and betterments.
No formal action on the Transcenter site was taken at the workshop; staff will return with additional analysis and funding updates as grant outcomes and construction bids evolve.
