Three upcoming community meetings for Sepulveda Transit Corridor project

The next round of community meetings for the Sepulveda Transit Corridor project will include an update on the study, including refined concepts for the San Fernando Valley-Westside connection and initial concepts for the Westside-LAX connection.

The project proposes to build a fast, high-capacity transit line between the Valley and the Westside.

Wednesday, January 30, 6 – 8 p.m.
Westwood Presbyterian Church
Hoffman Hall
10822 Wilshire Blvd.
Los Angeles, CA 90024

Saturday, February 2, 10 a.m. – 12 p.m. 
Marvin Braude Constituent Service Center
6262 Van Nuys Blvd.
Van Nuys, CA 91401

Tuesday, February 5, 6 – 8 p.m. 
Proud Bird Restaurant
Aviator Room
11022 Aviation Blvd.
Los Angeles, CA 90045

A presentation will be given at 10:30 a.m. for the Saturday meeting and 6:30 p.m. for the evening meetings.

Six initial concepts for the project were released last June. Here’s the Source post from them.

All Metro meetings are held in ADA accessible facilities. Spanish translation provided. Other ADA accommodations and translations are available by calling 323.486.3876 or California Relay Service at 711 at least 72 hours in advance. 

11 replies

  1. I think we all want every major location in LA interconnected as soon as possible. But for now, we need to stick to what is most logical, direct, and possible with available funds, while also considering future needs and possibilities.

    That the new north-south line connecting the Valley with LAX should be heavy rail is a no-brainer, considering the large amount of daily riders it will generate. It would ideal if it started at the MetroLink/Amtrak station on Van Nuys Blvd., thus allowing West, North and East Valley commuters, as well as long-distance travelers, to have a direct route without further changes, to the West Side and LAX.

    Then, the new line should then go underground and stop at Valley City Hall on Van Nuys near Victory, to connect with the planned Van Nuys Blvd. Light Rail Line, which should be a separate entity. It should then proceed to the Orange Line’s Sepulveda Station, where the large parking lot can handle a large number of cars from the surrounding area. Hopefully, the Orange Line will have been converted to Light Rail by then.

    The new line should then continue underground through the Sepulveda Pass, but I would hope they could build a stop with a large parking lot near the busy area encompassing Mulholland Drive, Skirball Center Drive and the Getty Center, using elevators and steep escalators to reach the station below.

    Following it’s southward journey through the Pass, the new line should stop at UCLA in Westwood, but inter-connect with the Purple Line, which should eventually be completed as originally planned, to end in Santa Monica. The new N-S line would then continue southward to inter-connect with the Expo Line’s Sepulveda Station, and on to LAX, with a stop possibly near Playa Vista to also serve the Marina, Fox Hills and Playa del Rey, and of course, one for Westchester, presumably at Sepulveda and Manchester.

    So, those are my humble suggestions for this exciting project, which I am eagerly awaiting no matter what form it finally takes. I am also looking forward to attending one of the upcoming community meetings later this week, to hear what the experts are proposing. This long-needed rail link from the Valley to LA’s West Side and LAX will be our biggest reward for passing two sales tax increases to fund so many worthwhile transportation projects in and around Los Angeles. Good for us!

  2. People need to stop forcing this being any sort of Purple Line Extension when it’s going to be Slower than the LAX Flyaway outside of rush hour and the Red Line already goes to the Valley, which is what should be getting an extension further into the valley. Let’s just stick to having the Purple Line going to Santa Monica as was initially sold and voted for.

    If this becomes any sort of Extension of the Purple Line I will never vote yes on another ballot measure for Transit again. I voted for Purple Line Extension to Santa Monica and a separate rail extension that goes north and south only. That’s what I expect to get in return.

    • A logical recommendation would have the Sepulveda pass portion north to Sylmar be light rail. End this line at Wilshire/Westwood and extend the Purple Line from the VA to LAX.

  3. The other leg to LAX of course runs from Van Nuys to LAX using the same tunnel under the pass. I would like this line to split off and service ULCA proper, before crossing the Purple at Westwood, before heading south to cross the Expo line , Culver City and LAX.
    Of course, this complicates operations/timing of the trains.
    Therefore, the more simple solution is Purple to VA as planned and simply have the Van Nuys to LAX line cross at Westwood- just make a classic 4 way transfer station. This inconvenience of the transfer will be made up by better frequency on both lines. VA Hospital gets good service from 3 directions.

    • Whichever mode, LRT or HRT, there ought to be connector tracks at all intersections with other compatible lines for maximum future service flexibility plus added ease of moving train cars around the system for storage or maintenence. With LRT, this would mean trains from any direction can theoretically go any direction once at the orange line / van nuys blvd junction. Connector tracks to the expo line in some manner would also be wise. Chatsworth to LAX, Sylmar to North Hollywood (or further depending on how the noho – pasadena line is configured) etc. are examples of alternate possible service patterns if desired. At least the supporting infrastructure should be there already, were such service patterns deemed feasible at a later time. Same for HRT which in this case would allow up to 3 possible service patterns (or more if purple is ever extended to Santa Monica); Sherman Oaks – LAX, Sherman Oaks – Downtown LA, LAX to Downtown LA. A new UCLA campus station would probably require the junction to be east of VA station to avoid awkward track geometry. If no such station is built (though it should be), than the junction would simply be just west of VA station.

      It would be nice if a red line extension from north hollywood to chatsworth was being considered as an orange line replacement, which could still cross at-grade, much like the busy LIRR system does in suburban Long Island and that uses third rail level crossings without issues. That way, we could simplify the decision of what mode is best with the fewest transfers for the Sepulveda line. There would be a guaranteed one seat ride from chatsworth to DTLA and a guaranteed one seat ride from Sylmar to LAX or other destinations if a junction with expo is built.

  4. My solution is the Purple Line after the VA stop is to turn north to Van Nuys. It should terminate at the Van Nuys junction of the east/west Orange Line (assuming its converted to light rail at some point ) and the light rail heading north /south from Van Nuys to Sylmar. Visualize these 3 lines feeding the subway. Make sure the junction/transfer point is well designed.
    Also by making this as an extension of the Purple, you would not necessarily need another subway yard and that would save a lot of money.

  5. There is only one choice. Heavy Metro Rail as the Red and Purple lines from Sylmar to LAX via Van Nuys, Studio City, Westwood, Culver City, Westchester and LAX. Heavy Rail is necessary to handle the needed capacity that will be required.

    • Yet, at least between Van Nuys and Sylmar (and possibly Santa Clarita in the future), Light rail has been chosen. I understand the reason for having Heavy Rail but I personally have 2 issues with this being heavy rail now: Forced transfer and insisting this be a Purple Line Extension.

  6. Will the presentation material be made available here for those that cannot attend the meetings?

    • Yep, we’ll have a blog post that will go up the day of the first meeting.

      Steve Hymon
      Editor, The Source