Six years after its opening, the Metro Orange Line in Los Angeles remains one of the few true BRT corridors in the United States. Right of way is almost entirely an exclusive busway, and buses receive well-enforced signal priority against cross traffic.
The 14 stations along the 14 mile route currently see approximately 24,000 weekday boardings. A second branch, from Canoga Station in the west north to Chatsworth, will be opening in June 2012. Though only one service currently operates along the route (serving all stops between Warner Center and North Hollywood), the extension will lead Metro to consider other services, such as north-south between Chatsworth and Warner Center. A limited-stop service to the North Hollywood Red Line station might also make sense, given that there are passing lanes at stations and peak headways, currently at 4 minutes, will be high enough to support such service after the extension opens. Though given Metro’s propensity for simplifying service patterns, like the elimination of Metro Rapid Express 920, this seems unlikely. Pictures from a January ride are included below, as is a Measure R construction update on the extension.
Though the Orange Line is not grade separated from cross traffic, it does receive numerous priority treatments.
Wide doors, level boarding, and fare prepayment allow for minimal dwell times.
The Orange Line’s western terminus, Warner Center, offers few passenger amenities.
The eastern terminus, North Hollywood, is visually distinct.
Wayfinding for the Orange Line is good within the North Hollywood Red Line station, but…
Passengers must cross a busy street to transfer between the Orange and Red lines.
Bike lockers are available for rent at most Orange Line stations.
Bicycles are prevalent both onboard the Orange Line and along the parallel bike path.
Construction for the extension to Chatsworth near Canoga Station
Yesterday was the parade celebrating the Lakers’ victory over the Celtics in the NBA Playoffs. Police estimated 65,000 fans showed up. I took Metrolink up to Los Angeles for the day and watched the parade from the same spot in front of the Convention Center that I did last year.
I’m now back on campus after a thoroughly relaxing winter break. Highlights included spending time in the Sierra Nevada and San Bernardino National Forests, surfing and enjoying bonfires at the beach, and riding the new Silver Line and Gold Line Eastside Extension.
Photo I shot of Mayor Villaraigosa talking with members of the Bus Riders Union
As part of my work for greenRELAY, I went to a special meeting of the MTA Board today. Mayor Antonio Villaraigosa came an hour late and seemed a bit out of it, but he took a couple of minutes after the meeting to chat with members of the Bus Riders Union.… Read the rest
A few weeks ago, I moved up to Los Angeles to start work on greenRELAY, my Lang Opportunity Scholarship project. On my rainy commute last week, my bus driver was singing “It’s Raining, It’s Pouring” incessantly. It was amusing, but nowhere near as good as the New York MTA’s Christopher Dolan.… Read the rest
Some time has passed in which I’ve been able to reflect a bit on the collision between a Metrolink train and a freight train in Chatsworth on September 12th. It was a pretty horrific incident. I was especially shaken up that a Latin teacher Quinn and I know was in the train. The video of his story is intense:
Decades ago, Los Angeles had one of the most extensive passenger rail networks in the country. Streetcar lines were the lifeblood of personal transportation. Now, passenger rail transport in the Southland (on Metrolink commuter rail or Amtrak’s Pacific Surfliner) is unreliable, subject to lengthy delays, and unsafe compared to other commuter rail systems across the country.
Such poor service can generally be explained by one reason: passenger trains in California run along freight railroads. Unlike in Amtrak’s Northeast Corridor, passenger trains in California must share tracks and yield to frieght trains. This makes service subject to significant unforeseen delays and safety concerns. Last week’s horrific Metrolink crash is an extreme example.
As rail traffic in California increases over the coming years, it is imperative that the state invest in grade-separated tracks dedicated to passenger service. California High Speed Rail would do just that. Passing the Safe, Reliable High-Speed Passenger Train Bond Act, on the ballot in November as Proposition 1A, is an important step in free ingpassenger rail from the constraints and dangers of sharing tracks with freight and creating environmentally friendly, rapid, and punctual service.
The LA Times reported last week that Governor Palin has been working against California SB 974, which would implement per-container charges to fund air quality and goods movement measures in the Los Angeles and Bay areas. I think it’s a pretty base move (though not that surprising) for the Governor of Alaska to seek to dissuade Californian officials from addressing some of Southern California’s most crippling problems. The pollution, health, and safety problems caused by the ports is a case of environmental injustice.
Fully 15% of the nation’s international container trade travels along the 710 en route to rail yards east of Los Angeles, warehouses in the Inland Empire and importers nationwide.
Environmental justice communities near the ports and along freeway corridors should not have to bear the unmitigated harms of the nation’s cargo needs.
Today’s strategies of goods movement in Southern California, especially through the Ports of Los Angeles and Long Beach, are dangerous and inefficient. Traffic congestion on local freeways, particularly the 5, 10, 15, 60, and 710 is significantly worsened by truck traffic from the ports. Truck traffic from the ports creates safety hazards for drivers; an example is a seven vehicle fatal crash on the 710 last year. As shown by last week’s train crash, Southern California railroads may also need to consider better and safer ways to move rail cargo on tracks that are increasingly being used for heavy commuter rail traffic. Additionally, the pollution emanating from the ports leads to disproportionate health problems in lower income communities of color; the Times article above explains that literally thousands of Californians die each year as a result of pollutant emissions from the ports.
The bill (full text available here) recognizes that:
(b) The operation of the ports and trains, ships, and trucks that move cargo containers to and from the ports cause air pollution that requires mitigation.
(c) The improvement of goods movement infrastructure would benefit the owners of container cargo moving through the ports by allowing the owners of the cargo to move container cargo more efficiently and reliably, and to move more cargo through those ports.
(d) It is vital to the movement of goods in California, especially
in southern California, to resolve the road and rail conflicts of locomotives carrying container cargo and automobile traffic by
building grade separations. This infrastructure will reduce air
pollution and provide benefits to the owners of container cargo by
mitigating rail expansion. Without these grade separations, the rail
expansion may not happen, and California could lose valuable goods movement jobs.
(e) The reduction of goods movement air pollution would benefit
the owners of container cargo moving through the ports by contributing to the achievement or maintenance of federal air quality standards, which will allow for continued federal funding of goods movement infrastructure projects.
(f) The Ports of Los Angeles and Long Beach and the Port of Oakland operate in unique communities, environments, and markets that require infrastructure improvements and air pollution reduction measures tailored to the nature and degree of need in each port of each community.