Los Angeles County Metropolitan Transportation Authority

Metro Rail Past and Future In Los Angeles

Metro Rail – System Description / Current The Los Angeles Metro Rail System consists of two Heavy Rail (Subway) lines and three Light Rail (Interurban) lines Blue Line: 7th Street to Long Beach Transit Mall 22 Miles Green Line: Norwalk to Marine 20 Miles Gold Line: Sierra Madre Villa to Atlantic 19.4 Miles

Red Line: Union Station to North Hollywood 14.8 Miles Purple Line: Union Station to Wilshire/Western 5 Miles 4 Miles shared Track, 15.7 Miles total

Metro Rail Lines Vehicle Overview

Line

Red & Purple

Blue

Green

Gold

Gold

Red & Purple

Blue

Green & Gold

Color

zzz zzz

zzz

zzz zzz

Miles

15.9

22

Type / Mfg.

650A / Breda

P865 / Nippon Sharyo

P2000 / Siemens Duewag

P2550 / Breda

Weight Empty (lbs.)

80,000

94,000

98,000

109,000

Length (ft.)

75

90

90

90

Passenger Max. Load

220

276

262

264

Max. Speed (mph)

70

55

65

55

19.6

13.7

Gold

zzz 6.8 (Eastside)

Original Agencies • The Heavy Rail lines were built and originally operated by the Southern California Rapid Transit District (SCRTD) which was the immediate predecessor agency of the present-day Los Angeles County Metropolitan Transportation Authority (LACMTA or Metro)

Original Agencies • The Light Rail lines were built by the Los Angeles County Transportation Commission (LACTC) which was founded in 1977 to handle planning and construction of highway and transit projects in Los Angeles, they too were merged into Metro in 1993 • The SCRTD operated the Light Rail Line built by LACTC up until the merger

Metro Blue Line • The First new rail line in Los Angeles was the Metro Blue Line • Ground was broken at the Shop facility October 1, 1985 • The first segment from Pico to Anaheim opened July 14, 1990

Metro Blue Line • The original fleet was built by Sumitomo Nippon/Sharyo under contract P-865 including cars 100-153 (54 cars) in 1989 and 1990 • Heavily modified the entire fleet remains in service today (Cyclops light, electronic horns, Schunk Pantographs, LED lights, automated PA, Kenwood radio system, CCTV/DVR system)

Metro Blue Line • Two extensions completed the line within a year: – Long Beach Loop added 5th St, 1st St, Transit Mall, and Pacific St stations opening September 1, 1990 – Los Angeles’ first modern subway station opened February 15, 1991 at 7th St/Metro Center, the future Heavy Rail station completed on lower level in anticipation of future addition of the Metro Red Line

Metro Blue Line – Historical Perspective • The Metro Blue Line is mostly built on the historic route and property of Pacific Electric’s Long Beach line opened on July 4, 1902 and operated continuously through April 9, 1961

Taken over first by the Los Angeles Metropolitan Coach lines in 1953 and the Los Angeles Metropolitan Transit Authority in 1958 it was the last operating electric Interurban rail line in Southern California

Metro Blue Line • The original line (before modifications for EXPO) had: – 22 Stations / 1 Yard – 2 Terminal Double Crossovers – 3 Manual Crossovers – 2 Interlocking Pockets – 2 Manual Turnouts – 2 Mixed Interlockings with SPRR crossings – 1 Crossover Interlocking – 1 Station Siding – 20 Traction Power Substations

Metro Blue Line •

Over 20 years many changes have already occurred: – Station platforms extended to accommodate 3-car trains – Both Amoco and Vargas railway crossings removed – Pico and San Pedro manual crossovers removed – New full interlocking crossovers added to Venice and Maple, half crossover at Compton – New junction at Washington and Flower to new EXPO line – Washington tail track and turnout upgraded to 4 storage tracks and full interlocking – T signals changed to Bar signals with Train Coming warnings added – Replacement of all Controlled Power Corporation CPC TPSS with Siemens has begun – Platform Between Car Barriers

Metro Red Line MOS-1

• The First Heavy Rail line in Los Angeles was the Metro Red Line • Ground was broken at the Shop facility September 29, 1986 • The first segment from Union Station to Westlake opened January 30, 1993, the last act of the SCRTD before merging into LACMTA

Metro Red Line MOS-1 •

•

The original fleet was built by Breda Costruzione Ferroviarie under contract A-650 including cars 501-530 (30 cars) in 1992 Budd cars were borrowed from the recently opened Miami Metro Dade Heavy Rail system for testing purposes due to delays in delivering the Breda cars

Metro Red Line – Historical Perspective • The First Segment of the Metro Red Line was built along Wilshire Blvd which never saw rail service before • It was then, as it is now, the premier boulevard of Los Angeles and was served by Double Deck buses operated originally by the Los Angeles Motor Bus company later merged into the Pacific Electric and Los Angeles Transit Lines in 1949 • It continues to be a major bus corridor with the first Rapid Bus line opened in 2000 supplementing local and limited stop service. Lines 20, 720, and 920 run there now using articulated buses

Metro Red Line – Historical Perspective • Los Angeles had a subway from 1925 to 1955 serving Glendale, Burbank, Hollywood, and Santa Monica operated by the Western District of the Pacific Electric Railway • Although a portion of the tunnel was demolished in connection with the construction of the ARCO towers, most of the subway along with the entrance portal, power substation, and terminal station remain intact, tours are still occasionally given • It was an Interurban/Suburban streetcar subway only 1 mile in length similar in application to the present Blue Line underground segment into 7th/Metro (4th and Hill to 2nd and Beverly)

Metro Red Line MOS-1 • The original line had: – 5 Stations / 1 Yard – 3 Terminal Double Crossovers – 5 Traction Power Substations – 1 Emergency Generator – All Emergency Exits within station boxes

Metro Green Line • LACTC’s second Light Rail line was meant to allow one of the last Los Angeles Freeways to be built, the Glen Anderson I-105 Century Freeway • Ground was broken January 28, 1991 • The entire line from Norwalk to Marine opened August 12, 1995

Metro Green Line • The original fleet was built by Sumitomo Nippon/Sharyo under contract P-2020 including cars 154-168 (15 cars) in 1994 and 1995 • Heavily modified the entire fleet remains in service today on the Blue Line (Cyclops light, electronic horns, Schunk Pantographs, LED lights, automated PA, Kenwood radio system, CCTV/DVR system)

Metro Green Line • A new fleet replaced the original cars by 2002 • The cars were built by Siemens Duewag of Germany and took a long time to place in service • Cars 201-228 and 301-302 were delivered between 1998 and 2002 • The 300 series cars were originally configured for driverless operation “robot cars” • Car borne between car barriers were mounted later, first application in Los Angeles, now in process of being removed

Metro Green Line – Historical Perspective • The construction of the Century Freeway devastated the existing roads and residences and does not follow pre-existing rail, road, or transit lines with a couple of exceptions – The portion between Harbor and Crenshaw roughly parallels some of the Redondo Beach via Gardena line built November 12, 1911 and closed January 15, 1940. Some tracks remain for freight service The portion between Wilmington and Long Beach stations roughly parallels some of the Santa Ana line which opened November 6, 1905, was shortened to Bellflower on July 2, 1950 and finally closed by LAMTA on May 25, 1958

Metro Green Line • The Green Line has: – 14 Stations / 1 Yard – 2 Terminal Double Crossovers – 1 Double Crossovers – 2 Interlocking Pockets – 8 Crossover Interlockings – 19 Traction Power Substations

Metro Red Line Segment 2A • The next Red Line extension was to be broken up into two steps, segments 2A and 2B • Segment 2A continued west from Westlake to Wilshire Western and would later be re-named the Purple line

Metro Red Line Segment 2A • This new extension opened to the public July 13, 1996 and included – 3 new stations – 2 new terminal interlockings – A pocket track – 2 new Traction Power Substations and another generator – The first 4 emergency exits outside of a station box

Metro Red Line Segment 2B • Segment 2B continued north under Vermont and Hollywood Boulevards to Hollywood and Vine opened on June 12, 1999 • Fleet expansion was necessary to serve this extension bringing cars 531-586 into service from 1997-1998, these cars have AC motors and are considered the “option” cars • Many stations have Joint Development projects which have since changed their surface appearance

Metro Red Line – Historical Perspective • Unlike earlier Red Line segments, this extension followed old rail routes – Vermont Blvd was a heavily patronized “Yellow Car” line operated by the Los Angeles Railway and its successors the Los Angeles Transit Lines and LAMTA, the V line was one of 5 lines that ran until the end of streetcar service in Los Angeles on July 30, 1963

Hollywood Blvd was Pacific Electric Western District territory served by the Subway we saw earlier using cars named for this famous thoroughfare. Steam trains opened the line before the turn of the century and the Metropolitan Coach Lines ended rail service on September 26, 1954. The cars are remembered in the Hollywood Western Station mezzanine

Metro Red Line Segment 2B • This new extension included: – 5 new stations – 2 new terminal interlockings – 4 new Traction Power Substations – 2 more emergency exits outside of a station box

Metro Red Line Segment 3 • The last Red Line extension segment continued under Hollywood Blvd to Highland and then proceeded through a 3.1 mile tunnel up to 900 feet under the • Fleet expansion was necessary to serve this extension bringing cars 587-604 into service from 1998-1999, these cars have AC motors and are considered the “option” cars • The Total Heavy Rail Fleet now consists of 104 cars of which 30 are DC and 74 are AC, all are still in service

Metro Red Line – Historical Perspective • Although the final destination was different, this segment replaced the original San Fernando Valley line through it’s modern terminal at North Hollywood, the only difference being that it runs under Lankershim instead of following the original route on Vineland

Originally built by Pacific Electric’s predecessor the Los Angeles Pacific, it didn’t open until after the great merger of 1911. The outer branches to Owensmouth (Canoga Park) and San Fernando were cut back to Van Nuys on June 1, 1938. On December 28, 1952 the remaining line was replaced by buses on today’s line 156.

Metro Red Line Segment 3 • This extension completed the Red Line on June 24, 2000 and included – 3 new stations – 2 new terminal interlockings – 1 new half-pocket – 4 new Traction Power Substations – 2 auxiliary facilities outside stations – 3.1 mile 900 foot deep tunnel

Metro Gold Line – System Description / Current The Metro Gold Line is currently a 13.6 mile, 13 station, double track railroad operating between Sierra Madre Villa Station in Pasadena and Union Station in Los Angeles.

Metro Gold Line The Gold Line was originally to be the northern continuation of the Blue Line from 7th/Metro, following scandals in construction of the Red Line a separate construction authority took over with a new routing from Union Station

• The first segment of the line from Union Station to Sierra Madre Villa opened July 26, 2003

Metro Gold Line • The original fleet was built by Siemens Duewag as a continuation of the order for the Green Line under contract P2000 including cars 229-250 (22 cars) in 2002 and 2003 • Cars 301 and 302 had their ATO equipment removed and were converted/transferred to the Gold Line • Car 243 was damaged by fire and was rebuilt and returned to the Green Line • The fleet is now being replaced by Breda 2550 cars, 6 of the Siemens cars have already been sent to the Blue Line for future service on EXPO

Metro Gold Line • The new fleet is being built by AnsaldoBreda of Italy and will eventually total 50 cars from 701 to 750, like the Siemens cars they have 2 AC motors on each outer truck • Car 701 and 702 were prototypes and 701 was delivered by Russian transport jet plane in 2006 • The balance of the fleet is being assembled in Pittsburg California and is still in delivery • All 50 cars will be assigned to the Gold line, though they are designed to run on the train control systems of all Los Angeles Light Rail lines

Metro Gold Line – Historical Perspective • The route of the Pasadena Gold Line was purchased from BNSF and was the original route of the Santa Fe Super Chief into Los Angeles • The Baker yard facility was the southern overflow section of Taylor yards and served as Metrolink’s first storage facility until the new Central Maintenance facility was completed Pasadena was served by the Pacific Electric and its predecessors principally on the Pasadena Short Line (closed September 30, 1951) and Pasadena Oak Knoll Line (closed October 6, 1950) both routes are duplicated by modern bus lines (260/762 and the 485)

Metro Gold Line • The original Gold Line had: – 13 Stations / 1 Yard – 1 Terminal Double Crossover – 2 Interlocking Siding – 4 Crossover Interlockings – 12 Traction Power Substations (2 more added later)

Metro Gold Line – System Description / Extension With the opening of the Eastside Extension, the Gold Line was extended an additional 5.8 miles to Atlantic Station in East Los Angeles.

Metro Gold Line – Eastside Stations •

Little Tokyo – First and Alameda Sts.

•

Pico/Aliso – First and Anderson Sts.

•

Mariachi Plaza – First St. and Boyle Ave. (underground)

•

Soto – First and Soto Sts. (underground)

•

Indiana – Indiana St., between First and 3rd Sts.

•

Maravilla – 3rd St. and Ford Blvd.

•

East Los Angeles Civic Center – 3rd St. and Mednik Ave.

•

Atlantic – Pomona and Atlantic Blvds.

Metro Gold Line – Eastside Operating Conditions There are two types of operating environments Gold Line trains will encounter on the Eastside Extension •

Street run – train operation in accordance with traffic signals and vehicle laws. Maximum speed is 35 mph.

•

Private Right-of-Way – train operation in accordance with civil and train control design. Grade crossings are protected by gates or fully separated. Maximum speed ranges from 10 mph to 55 mph.

Metro Gold Line – Eastside Alignment Description •

Aerial Structure from Union Station to Alameda and Temple, over the Hollywood -101- Freeway – 10 mph.

•

Street run from Alameda / Temple (east side of street) to First / Gless then east on First St. (center of street), over the First St. Bridge (crossing Santa Fe Ave., Division 20 Heavy Rail Yard, Metrolink, Union Pacific, BNSF, Los Angeles River) – 30 mph maximum.

•

Underground from First / Gless to First / Lorena, approximately 1.7 miles – 25 to 55 mph.

•

Street run from First / Lorena (center of street), south on Indiana (east side of street), east on 3rd St. to Pomona / Atlantic (center of street) – 35 mph maximum.

Metro Gold Line – Fleet Assignment •

23 Siemens P2000 Light Rail Vehicles

•

20 AnsaldoBreda P2550 Light Rail Vehicles •

76 seats, 57 standing (175%)

•

8 passenger door sets

•

Length 90’ / Width 8’ 8” / Height 11’ 6”

•

Weight 99,000 lbs. (P2000); 109,000 lbs. (P2550) AW 0

Metro Gold Line – Travel Time •

Travel Time •

•

Northbound •

Atlantic to Union Station – 24 minutes

•

Atlantic to Sierra Madre Villa – 54 minutes

Southbound •

Sierra Madre Villa to Atlantic – 53 minutes

•

Union Station to Atlantic – 24 minutes

Metro Gold Line – Span of Service Southbound, all days: •

Sierra Madre Villa: 4:36am (to Atlantic) until 11:40pm (to Atlantic); 12:40am (Union Station)

•

Union Station: 3:40am (to Atlantic) until 12:40am (to Atlantic)

Northbound, all days: •

Atlantic: 4:21am (to Sierra Madre Villa) until 11:40pm (Sierra Madre Villa); 12:45am (Union Station)

•

Union Station: 3:40am (to Sierra Madre Villa until 11:54pm (Sierra Madre Villa)

Majority of service will run end to end - Sierra Madre Villa to Atlantic. Schedule adjusted to make timely transfers with Metro Red Line arrivals and departures to the extent possible.

Metro Gold Line – Trains •

•

•

Weekdays •

Peak – 17 Two Car (15 Revenue and 2 Gap)

•

Mid-day – 12 Two Car (10 Rev. and 2 Gap)

•

Night – 8 One Car (7 Rev. and 1 Gap)

Saturdays •

Morning – 11 Two Car (9 Rev. and 2 Gap)

•

Mid-Day / Afternoon – 12 Two Car (10 Rev. and 2 Gap)

•

Night – 8 One Car (7 Rev. and 1 Gap)

Sundays •

Morning – 11 One Car (9 Rev. and 2 Gap)

•

Mid-Day / Afternoon – 12 One Car (10 Rev. and 2 Gap)

•

Night – 8 One Car (7 Rev. and 1 Gap)

Metro Gold Line – Schedule Headways •

•

Weekdays •

Early morning 15-10 minutes.

•

Peak periods 7-8 minutes.

•

Mid-day 12 minutes.

•

Evening 10-15 minutes.

•

Nights 20 minutes.

Weekends •

Mornings 15 minutes.

•

Mid-day, afternoons 12 minutes.

•

Evenings 12-15 minutes.

•

Nights 20 minutes.

Metro Gold Line – Bus / Rail Interface •

Little Tokyo Station – Lines 30, 31, 730, 910 (future), Dash A, D

•

Pico/Aliso – Line 30, 31

•

Mariachi Plaza – Line 30, 31

•

Soto – Lines 30, 31, 251, 620, 751

•

Indiana – Lines 31, 254, 287, 620, 665, Montebello 40

•

Maravilla – Line 256, Montebello 40

•

East LA Civic Center –El Sol Community Circulators, Montebello 40

•

Atlantic – Lines 260, 762, Montebello 10, 40, 341, 342 (Beverly / Atlantic)

Metro Gold Line – Passenger Boardings

•

•

Current (FY2009 Trend) •

Weekdays – 23,600

•

Saturdays – 15,000

•

Sundays – 12,000

•

Annual – 7,500,000

Eastside •

Weekdays – 13,800 (Projected after Year 1)

Historical Perspective – Union Station • Opened in 1938, last major train station built in US • Once home of Santa Fe, Southern Pacific, and Union Pacific RRs • Now a modern transportation hub with Commuter Rail, Light Rail, Subway, Bus and Long Distance rail

Historical Perspective – Union Station

Hollywood Freeway Overpass • Constructed through third party coordination with Caltrans • Includes decorated MSE wall ramp on Alameda • Has reverse half crossover “Alameda” • Crosses what used to be the main entrance of all Pacific Electric service from the Northern and Eastern Districts on Aliso Street

Hollywood Freeway Overpass

Hollywood Freeway Overpass

Historical Perspective – Alameda • Oldest railway line in Los Angeles dating back to 1869 Los Angeles to San Pedro line • Major passenger corridor until the opening of Union Station • Major freight distribution and local line for SP until the opening of the Alameda Corridor 4 track trench super railway

Historical Perspective – Alameda

Historical Perspective – First Street • Busiest line on the old narrow gauge Los Angeles railway lasting through March 30, 1963, one of the last to close (P-Line) • Replacement bus lines 30 and 31 still very busy • First Street bridge segment had one of Los Angeles Cable Car lines

Historical Perspective – First Street

Historical Perspective – First Street

Historical Perspective – First Street

First Street Bridge • Being widened by the City of Los Angeles • Crosses from West to East: – Metro Red/Purple Line Yard (AT&SF La Grande Station – BNSF Storage tracks – SCRRA Metrolink and Amtrak mainline – Los Angeles River – UPRR freight mainline (LA&SLC Depot)

Historical Perspective – First Street Bridge

Historical Perspective – First Street Bridge

The rest of the line - Interlockings • Pico/Aliso (at Utah and Clarence) single crossovers • Full cab signal in the tunnel • Ditman double (X) crossover • Special signal pre-emption segment from Gage to Eastern on Third Street (Downey Dip) • Atlantic (at Woods) double (X) crossover with full cab signal into Atlantic terminal station

The rest of the line

EXPO Phase 1 • The next extension currently under construction is the Exposition line extending the Metro Blue Line from a junction at Washington and Flower to Venice and Robertson • Ground was broken in the fall of 2006 • Service through La Cienega is projected to start in July of 2011 • The terminal station at Venice and Robertson should open 1 year later

EXPO Phase 1 • The Blue Line fleet of Sumitomo Nippon/Sharyo under contracts P-865 and P-2020 including cars 100168 (69 cars) will be supplemented by Siemens Duewag P-2000 cars transferred from the Gold Line for a total of 90 cars • Three car trains will run on both the Long Beach and EXPO branches

EXPO Phase 1 • The TWC is being upgraded on both fleets • The Horns and Gongs will be upgraded and made the same on both car types • This line will continue to operate with simple ATP, no automatic train operation is planned due to extensive street running

Segments E and A 7th/METRO

Underground Embedded Rail Private ROW Elevated

12th St

#30 Pico

PICO

Pico

Street detail omitted on existing Blue Line

Venice I/L

ATP

Satellite Yard

Venice

Santa Monica Freeway #1 Junction 18th St

Segment E Segment A

Washington Flower Junction

Compton

GRAND 21 St st

LATTC

22rd St I/L

23rd St 23rd ST

Maple

SAN PEDRO

#50 San Pedro

WASHINGTON

Segment A Segment B

Segment A 23rd St

Harbor Freeway Adams

28th St

30th St 30th St Interlocking

USC

JEFFERSON Menlo Ave

Trousdale (Pedestrian)

Jefferson Blvd

VERMONT #2 Flower Catalina Interlocking Raymond

Underground Embedded Rail Private ROW Elevated

USC EXPO PARK Watt Way

ATP

Segment B Segment B

7th Ave

11th Ave

x

+ +

x

+ +

x

+ +

x

+ +

x

+ +

x

+ +

Denker #3 Normandie Gramercy

Segment A

Normandie

Foshay

WESTERN

+ +

x

+ +

x

+ +

x

#5 9th Ave

Catalina Interlocking

+ +

+ +

x

Degnan

x

+ +

x

Degnan Interlocking

Arlington

#4 Van Ness Halldale

Raymond

Underground Embedded Rail Private ROW Elevated ATP

Segments B and C Segment C

Segment B

Ballona Creek LA CIENEGA

Hauser

x

+ +

x

+ +

LA BREA

Buckingham #6 Farmdale x

+ +

x

+ +

x

+ +

x

+ +

FARMDALE

+ +

+ +

x

+ +

x

+ +

x

+ +

x

ATP

x

Underground Embedded Rail Private ROW Elevated

Dorsey

+ +

#7 Clyde

La Cienega Interlocking

x

National Interlocking

CRENSHAW

Segment C

Venice

Underground Embedded Rail Private ROW Elevated ATP

Robertson

National #8 National National Interlocking

VENICE / ROBERTSON

EXPO Phase 1 – Historical Perspective • With the exception of Flower Street both phase 1 and 2 follows the Santa Monica Air Line of the Pacific Electric closed on October 26, 1953 • Never a major passenger line, the route was the main freight and service connection between the Western and Southern districts linking at Amoco junction near the present day Washington Station Before the Pacific Electric this line was operated by the Los Angeles Pacific who in turn acquired it through the Southern Pacific from the original Los Angeles and Independence Railway originally opened back in 1876

EXPO Phase 1 – Historical Perspective

EXPO Phase 1 • Expo Phase 1 has: – 8.7 route miles 6 of them new – 10 new stations / 12 total – Short box tunnel near USC – 6 Crossover Interlockings – 8 Traction Power Substations

Foothill Extension – 2015?

Foothill Extension – 2015?

EXPO Phase 2 – 2015?

EXPO Phase 2 – 2015? • The Expo Phase 2 project is located in the Westside of Los Angeles, extending approximately 7 to 8 miles from the Expo Phase 1 terminus at the Venice/Robertson Station in Culver City to Santa Monica. • The study area is generally bounded by Santa Monica and Pico Boulevards on the north, La Cienega Boulevard on the east, Washington Boulevard on the south and the Pacific Ocean on the west.

EXPO Phase 2 – 2015? • Major freeways present in the study area include Interstate 10 (I-10) running east to west and Interstate 405 (I-405) crossing north to south through the corridor. • Major east/west arterials include Santa Monica, Olympic, Pico, Venice and Washington Boulevards; and Overland Avenue, Sepulveda Boulevard, Bundy Drive, Lincoln Boulevard, and Ocean Avenue traversing north to south.

EXPO Phase 2 – 2015? • Transit in the corridor includes bus service by the Los Angeles County Metropolitan Transportation Authority (Metro), Culver City, Los Angeles Department of Transportation (LADOT), and Santa Monica, with only the eastern portion of the corridor served by the Expo Phase 1 rail system.