Here is where you go for a comprehensive description of the many lines that make up this proposal. Eventually, this page should be a bit more spruced up.
36.2 miles of track (29.8 miles of new track)
The line has three extensions:
1) Subway to the Sea:
West from the Purple line’s current terminus at Wilshire/Western down Wilshire to Santa Monica Blvd. Southwest down Santa Monica Blvd to Westwood (this diversion serves Century City); and north up Westwood to Wilshire. West down Wilshire to the Santa Monica Pier & Promenade station terminus.
Notes: This is Mayor Antonio Villaraigosa’s pet project. In many ways he waged his mayoral campaign on his ability to lobby the state and Congress to help fund the extension. The MTA recently funded a Major Investment Study for the corridor to update the decades old EIR and the city of Beverly Hills has already filed a study identifying prospective stations for the portion of the line that runs through their city.
2) Whittier Blvd:
South from the Purple line’s current Union Station terminus to Olympic mostly at-grade along existing tracks on the western bank of the Los Angeles River and adding an Artist District station. East across the LA River to Olympic/Soto. North up Soto to Whittier; and east down Whittier to the Whittier Quad station terminus around Whittier/Painter.
Notes: This a much-desired extension of current MTA Board Chair Gloria Molina along with East LA and lower San Gabriel Valley leaders. A Major Investment Study is also being conducted for this corridor.
3) Union Station Bypass:
The Union Station bypass begins at the Olympic/LA River tunnel and continues west down Olympic/9th Street heading northwest toward 7th Street after Main eventually joining the other Purple Line branch at 7th Street/Flower station.
Notes: Half of Purple line trains (or whatever percentage Metro planners find necessary) would use the Union Station bypass, which directly connects residents to the Broadway and Fashion District shopping centers.
54.2 Miles of Track (43.2 Miles of New Track)
BLUE LINE 33.5 miles of track (4.7 miles of new track)
The rail line has three extensions:
1) Vermont Extension with Carson Crescent:
South down Vermont from Vermont/Wilshire station to the Artesia Transit Center. East to Avalon along the southern shoulder of the Gardena (91) freeway; continuing east to Rainsbury; and south to the CSUDH/Home Depot Center station. West to Avalon/184th; south down Avalon to Carson St.; and west down Carson St to the 110 freeway. South down the eastern shoulder of the 110 freeway at-grade to the San Pedro Subdivision ROW near Figueroa/Harry Bridges Blvd.; continuing south down the ROW at-grade to the Downtown San Pedro terminus at 6th Street.
Notes: A portion of this line from Vermont/Wilshire to the Green Line station is identified in the MTA’s 2006 Draft Long Range Transportation Plan as having an extremely high projected ridership, in part because the Vermont bus line is the second most traveled line in the system behind only Wilshire. South of Gage, the wide mostly commercial boulevard provides opportunities to increase its already high density. Use of the Home Depot Center complex in the 2016 Olympics might allow the portion of the line to that station to be constructed with lots of state and federal funding. South of the Home Depot Center service can continue either as a new line with timed-transfers or solely by trains coming from Glendale. Or the current Red line alignment from the San Fernando Valley to Downtown LA continue and service from Glendale would continue to the South Bay. Attempting to serve the Vermont corridor in Los Angeles with the Harbor Transitway doesn’t serve the densest part of the corridor, which is also the densest residential area west of Manhattan.
2) Sylmar Extension:
The Sylmar extension continues north from the current NoHo Arts District terminus up Lankershim to Burbank Blvd. West down Burbank Blvd to the eastern shoulder of the Hollywood Fwy. North up the eastern shoulder of the Hollywood Fwy to Laurel Canyon Blvd.; and north up Laurel Canyon to Neenach. North from Laurel Canyon/Neenach to San Fernando Road/Sheldon. Northwest up San Fernando Road at-grade to the Sylmar Metrolink station terminus.
Notes: Mayor Villaraigosa and several San Fernando Valley leaders proposed this extension be above Lankershim. I prefer Laurel Canyon because it is a slightly wider street, there are several shopping destinations along the boulevard including a major half-billion dollar renovation of Valley Plaza, there is space for a large park-and-ride at Laurel Canyon/Oxnard, and it is much less industrial.
3) Glendale Extension:
The Glendale Extension extends north up Vermont from the Vermont/Sunset station to Los Feliz. Northeast up Los Feliz to Brand; and north up Brand to the Brand/134 Fwy terminus.
Notes: The city of Glendale recently funded a study for urban rail down Brand Blvd.
GREEN LINE 34.2 Miles of Track (17.3 Miles of New Track)
There are three improvements for the line:
1) The Downtown Regional Connector:
Linking the 7th Street Metro station to the Little Tokyo station, by heading north up Flower to 1st Street; and east down 1st to Alameda.
Notes: This project was studied in the past as part of the Los Angeles to Pasadena Blue line (Pasadena Gold line), and a more current Major Investment Study was recently funded.
2) Alameda Tunnel
North up Alameda from 1st St to a new trenched/open-cut Chinatown Station at College St.
Notes: With three different trains passing through Little Tokyo station, it will be necessary to route all rail traffic underground. In the process we can and should eliminate the currently difficult connection between Metro Rail lines at Union Station.
3) South Downtown Subway:
North from the Washington Station (Washington/Long Beach Ave) up Long Beach Ave to 12th Street; and west down 12th Street eventually veering to Pico after the South Park Station.
Notes: The Pico subway allows the Blue line to move through Downtown Los Angeles completely underground and directly serve the booming South Park District and Fashion District, which is filled with pedestrian activity. The abandoned Washington Blvd segment would be served by new trolley service that would run from Washington/Long Beach station to the Washington/Flower station. If the Downtown Trolley returns, it should be linked to that system.
GOLD LINE37.2 Miles of Track (33.5 Miles of New Track)
The line has three extensions and three new stations to the existing tracks:
1) LAX & Lincoln
West from the existing alignment at Nash/Maple down Maple to Sepulveda. North up Sepulveda to Lincoln; and northwest up Lincoln to Manchester at-grade. North up Lincoln to Pico; and northwest from Lincoln/Pico to the Santa Monica Pier/Promenade station terminus at Colorado/4th.
Notes: An Environmental Impact Report has already been conducted on this corridor up to Playa Vista, and the city of Los Angeles recently funded a study to further explore the possibilities of the beach North-South corridors.
2) West Santa Ana Branch ROW Cerritos Spur
Southeast from the current Green Line tracks after the 710/105 Fwy interchange to the West Santa Ana Branch ROW; continuing at-grade to the eastern shoulder of the 605 freeway. South down the eastern shoulder of the 605 freeway at-grade to the Los Cerritos Center terminus.
Notes: The Santa Ana Branch ROW has been studied for Maglev.
3) Metrolink/Norwalk Transit Center Connection
North from the current Norwalk station terminus to Studebaker; and east under Imperial Hwy to the Norwalk Transit Center terminus.
Notes: This connection was in the original Green Line EIR.
4) Additional Stations
Infill stations at Western (Southwest College), Atlantic and Garfield (Hollydale).
35 Stations (2 Tram Connections)
AQUA LINE 34.6 Miles of Track (26.1 Miles of New Track)
The line would extend west from the Old Town Pasadena station down Walnut to the 134 freeway; continuing west to Colorado Blvd. West down Colorado Blvd to Broadway; continuing west down Broadway to the Valley Subdivision/Metrolink ROW parallel to San Fernando Road. Northwest up the ROW at-grade to Olive Street; and southwest down Olive to North Pass Ave. Southwest under Universal Studios to Ventura/Lankershim. West down Ventura to Wilbur; and north up Wilbur to the southern shoulder of the Ventura (101) Freeway to Canoga Ave. North up Canoga Ave to the Burbank Branch/San Fernando Valley Busway ROW near Vanowen to Plummer; continuing north up the Coast Subdivision ROW at-grade to the Chatsworth Metrolink station terminus.
a) The MTA recently commissioned a study to connect the Red line to the Pasadena Gold line through Glendale and Burbank.
b) Ventura Blvd needs a rail line for three reasons: JOBS, JOBS, JOBS. Ventura Blvd. is the San Fernando Valley’s major commercial boulevard. It is home to many of the Valley’s prominent commerce centers and entertainment companies, making it’s connection to the major motion picture studios in Burbank all the more likely to garner trips. The street is the San Fernando Valley’s Wilshire Blvd, and it cannot be adequately served by a rail line that at most points is over a mile north of the street.
c) The Stadium spur is a city-financed high-occupancy tram system operating down North Arroyo Blvd between the stadium and the Rose Bowl/Norton Simon Museum station on game days.
d) The LA Zoo/Autry Museum spur is a similar city/museum funded tram ascending west from the Glendale Transit Center station.
The line would have two extensions and one modification:
1) West: Expo Phase II
West from the Robertson/Venice station down the Exposition ROW to Olympic/26th. Southwest down 26th to Cloverfield, veering southwest to Pico/20th. West down Pico to Lincoln. Veering northwest from Pico/Lincoln to the Santa Monica Pier and Promenade terminus at Colorado/4th.
Notes: The EIR for this project is currently being processed. The diversion to Santa Monica College serves the state’s largest community college.
2) East: Valley Blvd
East from Union Station to the Alhambra Subdivision ROW near Lamar/San Antonio Plaza; continuing east down the ROW at-grade to Valley/Boca. East from Valley/Boca to Cal State University Los Angeles. North up the western shoulder of the Long Beach Fwy at-grade to Valley. East down Valley to Baldwin. Southeast from Valley/Baldwin to Ramona/Santa Anita. East down Ramona to the Baldwin Park Transit Center terminus at Downing.
3) Extending the Flower Street Tunnel
The current Blue line Flower St tunnel would be extended from its current beginning at 11th Street south down Flower to Adams.
Notes: The increased car and rail traffic in South Park due to multiple developments, notably LA Live, will make this grade-separation very necessary.
53 Miles of Track (47.3 Miles of New Track)
SILVER LINE 44.3 Miles of Track (34.9 Miles of New Track)
The line begins near the Van Nuys Blvd/Foothill Freeway (I-210) intersection and continues south down Van Nuys to Ventura. East down Ventura to Sepulveda. It then continues down the Sepulveda Pass from Sepulveda/Ventura to the UCLA station at Strathmore/Westwood, with a small diversion to the Getty Center tram station. South down Westwood to Pico; and southwest down Pico to the eastern shoulder of the 405 Freeway. Southeasterly down the eastern shoulder of the 405 freeway to Culver; continuing southeasterly down Sepulveda to El Segundo; and south down the western shoulder of Sepulveda from El Segundo to Rosecrans at-grade. East down Rosecrans to the existing Green line tracks; and southeast down the Green Line ROW to Marine/Redondo Beach Ave. Southeast down the Harbor Subdivision ROW to the western shoulder of the 405 Fwy, continuing southeast to Hawthorne Blvd. South down Hawthorne Blvd. to the Harbor Subdivision ROW at 190th. Southeast down the Harbor Subdivision tracks at-grade to Crenshaw; continuing down the Harbor Subdivision to Normandie. South down Normandie to Pacific Coast Highway. East down PCH, continuing after the Los Alamitos Circle down Atherton to Bellflower, veering southeast to the Cal State Long Beach/Long Beach Veterans Hospital terminus at 7th Street/Campus Drive.
a) The line would connect all of the Metro Rail lines and the culturally and socio-economically diverse communities that surround the stations, and it would serve the corridor synonymous with Los Angeles’ Traffic Crisis: 405 Freeway.
b) In the Draft Long Range Transportation, MTA identifies the South Bay portion of the line from Redondo Beach to PCH/Harbor Fwy as an extension of the existing green line, and an MIS has already been conducted down to the South Bay Galleria. The abandoned Nash el would continue as trolley service between the Imperial/Aviation or possibly LAX and the Redondo Beach or Lawndale station. The Sepulveda segment allows the line to serve Manhattan Beach, several high-density job pockets and Rosecrans - the retail heart of El Segundo.
c) On the northern end of the line, the San Fernando Valley North-South study identified Van Nuys Blvd as corridor in need of transit upgrades. It is the most popular bus line in the Valley.
54 Stations (1 Tram Connection)
20.9 Miles of Track
The line begins at Pacific Ave and heads northeast up South Venice at-grade in a single-track segment to Abbot Kinney, where the two-track segment begins. It continues northeast up Venice Blvd to Fairfax. North up Fairfax to 3rd Street. West down 3rd to San Vicente. North up San Vicente to Sunset. East down Sunset to La Brea. North up La Brea to Hollywood connecting to the existing Red line tunnels. It continues in the Red line tunnels and stations to Santa Monica/Vermont. Continues east down Santa Monica to Sunset. Southeast down Sunset, which turns into Cesar Chavez to Union Station. South down Alameda to the Little Tokyo Station at 1st. Easterly using the current Gold Line Eastside in a combination of at-grade and subway tracks and stations to Pomona/Atlantic. South down Atlantic to the western shoulder of the 710 freeway in Compton. Southwesterly to the 91 freeway. West down the northern shoulder of the 91 freeway to about one-half mile east of Avalon Blvd. South under Rainsbury to the CSUDH/Home Depot Center terminus.
a) The western portion of the line forms a West Hollywood/Beverly Hills crescent that is completely necessary to serve these major Westside traffic generators with one line.
b) The Dodger Stadium station is connected to the Angelino Heights station via a privately-financed high-occupancy tram system operating under Chavez Ravine during events and on game days.
c) Atlantic Blvd is the 2nd most traveled bus line east of Blue line, behind only Long Beach Blvd which serves the same corridor as the Blue line.)
The line begins at Hollywood/Highland and heads west down Hollywood to La Brea. South down La Brea to San Vicente. Southeast down San Vicente to Venice. East down Venice to Crenshaw. South down Crenshaw to the Harbor Subdivision ROW near 67th. Southwest down the ROW to Market. South down Market to La Brea, which turns into Hawthorne to the Del Amo Mall terminus.
PINK LINE 22.3 Miles of Track (21.2 Miles of New Track)
Notes: The most recent Major Investment Study on a portion of this corridor was completed in 2003. Other segments have been studied in the past. The portion of the line through Mid-City assumes the hydrogen sulfide soil issue can be avoided with a shallow bored tunnel. The wide boulevards in the Crenshaw and Hawthorne Blvd portions of the line present a tremendous opportunity to redevelop mostly single-story commercial space into gracefully dense mixed-use developments lush with landscaping and wide sidewalks.
The line begins at the Firestone/Imperial station at Imperial and the Los Nietos Subdivision ROW near Firestone and heads northwest up the ROW to the San Pedro Subdivision ROW along Salt Lake Ave. Northwest up the San Pedro Subdivision ROW to the La Habra Subdivision ROW on Randolph Street. West down the La Habra Subdivision ROW to the Harbor Subdivision ROW on Slauson. West down the Harbor Subdivision to Centinela. West down Centinela to Jefferson. West down Jefferson to the Playa Vista terminus at Lincoln Blvd.
ORANGE LINE20.4 Miles of Track (10.4 Miles of New Track)
The line begins at the Norwalk Transit Center station heading west down Imperial to the Los Nietos Subdivision ROW near Firestone. Northwest up the ROW to Alameda/East Manchester. West down East Manchester to Firestone, which turns into Manchester to La Brea. Veer northwest to the Harbor Subdivision ROW near Inglewood Ave. Southwesterly down the ROW to 96th Street. West down 96th street to the LAX station terminus.
LIME LINE 24.2 Miles of Track (19.7 Miles of New Track)
19 Stations (1 Tram Connection)
The line would extend west from the Glendale Galleria station down Broadway sharing tracks with the Gold line to the Valley Subdivision/Metrolink ROW, which rusn parallel to San Fernando Road. Northwest up the ROW at-grade to the Coast Subdivision/Metrolink ROW; continuing at-grade down the ROW to Sherman Way. West down Sherman Way to Reseda; and north up Reseda Blvd to Nordhoff. West down Norhoff to the Coast Subdivision/Metrolink ROW; and north up the ROW at-grade to the Chatsworth Metrolink station terminus.
15 Miles of Track (8.3 Miles of New Track)
The line heads south from Union Station at-grade down the West Bank ROW to the Harbor Subdivision ROW at Washington near the LA River, continuing at-grade through the City of Vernon to Sunset Junction. Continuing southwesterly down the Harbor Subdivision ROW to Aviation near 96th street. West from the ROW to 96th street. West from 96th street to the LAX station terminus.
Notes: An MIS was recently funded to determine the capabilities of the ROW. Whether EMU or light rail it should be compatible with local LRV service that it would share several portions of the Harbor Subdivision.
34.5 Miles of Track (27.7 Miles of New Track)
The line begins at the Old Town Pasadena station and proceeds east down the existing Gold line tracks to Sierra Madre Villa station continuing down the Pasadena Subdivision ROW primarily at-grade to Cucamonga Creek just east of Vineyard Ave and south down the eastern side of the creek to the Ontario Airport terminus.
Notes: The Gold Line Foothill Authority completed the Draft EIR in 2004 to Montclair. It should operate as EMU Metrolink service instead of the currently proposed LRT because the current spacing, suggested headways, population density and distance from the urban core fit the mold of commuter rail service. There would also allow compatibility with the many Metrolink lines that serve the Inland Empire.
24.9 Miles of Track (14.1 Miles of New Track)
The line begins at Union Station and continues in the Downtown Connector tunnels (south under Alameda, west under 1st, south under Flower), continuing down Flower to Adams. It then connects to the Harbor Transitway via overpass and continues down the Harbor Transitway at-grade to the Artesia Transit Center. East from the Artesia Transit Center to the eastern shoulder of the 110 freeway near West 184th street. South down the eastern shoulder of the freeway ascending above the 405 freeway exchange. Continuing at-grade down the eastern shoulder of the freeway to the San Pedro Subdivision ROW just south of near Figueroa/Harry Bridges Blvd. Continuing down the ROW at-grade to the Downtown San Pedro terminus at 6th Street.
Notes: The Harbor Transitway was built strong enough to support light rail vehicles. I suggest EMU or LRT based on the capabilities of the existing structures, ability to run on the same Downtown Connector tracks and cost. Essentially the major purpose of this line is to quickly connect the distant South Bay communities (San Pedro, Wilmington and Carson specifically) to the hub of the rail network in Downtown LA, which I why I think whether EMU or LRT the train should operate like commuter rail service (10-15 minute peak, 20-30 minute off-peak, stations every 2 miles). The Blue and Red lines provide much needed local service to a population with a very high concentration of transit dependent citizens.
35.4 Miles of Track (28 Miles of New Track)
The line begins at the Irwindale terminus and heads south at-grade down the Azusa Branch ROW near Irwindale Ave to the San Gabriel Subdivision/Metrolink ROW near the Azusa Canyon Road/Los Angeles intersection. Southwest down the ROW to the Bassett Station near the intersection of East Railroad Ave/Baldwin Park. Veering southwest from Bassett Station to the intersection of Workman Mill/Los Angeles Subdivision ROW. Southwest down the Los Angeles Subdivision ROW at-grade to the Los Nietos Subdivision ROW just southwest of the 605/Beverly junction. South at-grade down the Los Nietos ROW on the east bank of the San Gabriel River to the San Bernardino Subdivision/Metrolink ROW at Slauson. Southeast down the San Bernardino Subdivision ROW at-grade to the Norwalk Transit Center station. West down Imperial Hwy to the 105 freeway. West down the Green line ROW in the median of the 105 freeway at-grade to the 105 freeway/Paramount intersection. Southwest from 105 Fwy/Paramount to the 105 freeway to the San Pedro Subdivision ROW near Facade Ave. South down the San Pedro Subdivision ROW at-grade to the Lakewood Industrial Lead ROW near Candlewood. South down the Lakewood Industrial Lead ROW at-grade to Cherry near 33rd. South down Cherry to Pacific Coast Highway. West down Pacific Coast Highway to the Long Beach Blvd terminus.
EXISTING METROLINK LINE CHANGES
Notes: Whether this line is EMU or light rail, its major purpose is to provide north and south service along the I-605 and I-710 corridors and connectivity between the eastern part of the rail network. New or parallel tracks will be needed in some segments so that freight and passenger rail can flow without disrupting the other and/or to compliment fellow Metrolink service.
San Bernardino Line
- Added County/USC Medical Center, Alhambra Metrolink, Rosemead Metrolink & Bassett stations
- Moved service from the Los Angeles Subdivision ROW to an upgraded fully double-tracked San Gabriel Subdivision ROW to Bassett station and continuing to an upgraded and fully double-tracked Alhambra Subdivision ROW freeing the Los Angeles Subdivision to operate as the core segment of the Alameda Corridor East from Redondo Junction in Downtown LA to the Inland Empire.
Ventura County Line
- Eliminated Montebello-Commerce station
- Added La Puente & CSU Pomona (Kellogg/Valley) stations
- Moved Northridge Station to Northridge Fashion Center (Nordoff Way/ROW near Corbin)
Antelope Valley Line
- Moved Glendale station to Atwater Village (Los Feliz/ROW near Seneca)
- Added Laurel Canyon/Sherman Way, Glassell Park & Glendale Transit Center (Broadway/San Fernando Road) stations
- Added Van Nuys/San Fernando Road & Palmdale Airport stations
Orange County & 91 Lines
- Moved Commerce station to Atlantic/ROW near Bandini
- Added San Fernando Springs station at Telegraph/ROW near Bloomfield