Metro Bike Share news:
— 89.3 KPCC (@KPCC) July 20, 2016
Bike share is currently available in DTLA for monthly and annual pass holders. Walk-ups begin on Aug. 1. All the info you need on our bike share is here. If you take a bike out for a spin, tweet us a pic please!
From the Department of Cool Locations:
Interestingness on Twitter:
— KPCC In Person (@KPCCInPerson) July 20, 2016
— LA Metro (@metrolosangeles) July 21, 2016
— Adam Stephenson (@metroshame) July 21, 2016
— Laura J. Nelson 🦅 (@laura_nelson) July 20, 2016
That’s not one of our trains. Dogs in carriers please. As for above, I’m not sure who is braver — the dog or the dude.
On the heels of their much-discussed story about the Expo Line, the NYT goes slightly deeper and provides an overview of Metro’s transit expansion, current and future. Everything in the story has been covered by our local scribblers but NYT coverage guarantees it gets heard on the Lesser Coast. Excerpt:
Still, this region has never tried anything quite this ambitious. And while drivers here have long revered their cars, for every Jan-and-Dean moment of rolling up the Pacific Coast Highway, sun glistening off the waves, there is the punishing attempt to cross town on Wilshire Boulevard at rush hour. There is reason to think that what once might have seemed implausible could happen.
“We want to once and for all solve the transportation infrastructure challenges in Southern California,” said Phillip A. Washington, the head the Los Angeles Metropolitan Transportation Authority. “It’s a big challenge. Los Angeles is the car capital of the county. And it’s getting worse with 2.3 million more people expected in the county in the next 40 years. The roads are not built to accommodate the influx of people.”
There’s some varying viewpoints on service from riders. I think the gist of it is toward the end when my boss, CEO Phil Washington, predicts there is a cultural shift underway with western cities embracing transit. See item below about the number of Pacific Rim cities/regions that will vote on transit-related items this fall.
In this op-ed, Juan Matute — the associate director of transportation studies at UCLA — writes that the Orange Line is a very cost effective way to move people and that it would make sense to improve it before turning into a rail line.
The most urgent improvement is to speed up travel time by reducing waits at signalized intersections. The Orange Line covers 18 miles in about 56 minutes at an average speed on par with the Expo Line light rail. Calls to speed up the Expo line by reducing waits at signalized intersections shouldn’t be exclusive to rail. Granting Orange Line buses priority at traffic signals allows Metro to increase the frequency of service, relieve crowding and increase the volume of passengers that can be served daily.
The barriers to transit signal priority are now entirely political, as the state has eliminated environmental review procedures that ignored transit passengers. Our politicians simply have to decide to shave travel times for thousands of daily mass transit passengers by adding some wait time to vehicles at crossings.
Metro’s sales tax increase ballot measure would supply $286 million in funding for Orange Line grade separations to be completed with a target date of 2025-27 and would help fund a conversion to light rail with a target date of 2057-59. More about the ballot measure here.
A study commissioned by Metro was released last December and showed that the Orange Line could probably shave a few minutes off its cross-Valley travel time by safely increasing speeds across some intersections. Some testing was done earlier this year and continues. As far as traffic signal priority goes, that will require some work by both Metro and the city of Los Angeles.
The owner of the Japanese Village pedestrian mall wants to stop construction, alleging that Metro needs to secure rights for a portion of tunnel that runs under the mall. Metro officials declined comment, not having yet seen the suit.
Generally speaking and not speaking to the specifics of this suit, stopping an ongoing construction project is difficult. A lawsuit challenging the environmental studies of the first phase of the Expo Line sought to stop construction, but the courts declined to do so.
Up to 750 of the cars will be ‘open-end’ design that has become big in several other world subway systems.
The open-end cars allow people to more easily move from car to car. The new cars will also have wider doors. The New York Subway has experienced record ridership in recent times, along with big-time crowding.
As some of you likely know, Metro is in the early stages of acquiring new subway cars for the Red/Purple Line — we need to eventually replace existing vehicles and, of course, have new rail cars for the extension of the Purple Line to Westwood.
The garage was built by Metro, the city of Azusa and Foothill Transit. Metro had 200 spaces originally and is now leasing an extra 145 spaces that belong to the city of Azusa. All the new spaces will be part of Metro’s paid parking program — for $39 riders can lease spaces that remain open to only permit holders from 4 a.m. to 10 a.m.
“It will help reduce some of the problem until a more permanent solution is determined,” a city of Azusa official told the Tribune. “It will not eliminate it. There will still be other people who want to ride the Gold Line and not be able to find parking.”
Metro and the city of Azusa are also looking at finding other parking nearby. As the article notes, the city of Glendora is also running a shuttle bus to the station.
Mapping ST3 parking (Seattle Transit Blog)
As we’ve discussed previously, voters in many of the large Pacific Rim regions (San Diego, San Francisco, Seattle, L.A.) in the U.S. will be considering sales tax increases or bond measures to fund transportation on Nov. 8. The Greater Seattle region will consider a sales tax measure that would fund a big expansion of light rail — and spend a lot of money on thousands of spaces of light rail parking. Some like it. And some don’t.
Categories: Transportation Headlines