Metro is proposing a route that includes Nordhoff Street and Roscoe Boulevard for the North San Fernando Valley bus rapid transit (BRT) project — see the map above. The 18- to 20-mile project has $180 million in Measure M funding and is being designed to speed up bus service, offer more transit-accessible destinations and make transit a more viable option for everyone.
A new round of community meetings has been scheduled in August so the public can provide more feedback on the project. Meeting locations, dates and times are at the bottom of this post. We also have a new video:
For those new to transit jargon, ‘bus rapid transit’ is a bus service that provides faster, more frequent service via several potential strategies, including dedicated bus lanes, signal priority, more expansive and comfortable stations, new vehicles, convenient fare collection and/or all-door boarding. Metro’s Orange Line and Silver Line are examples of BRT.
More study is needed to determine which of the above strategies will be used for this project. But the idea in a nutshell is to create a premium bus line that connects to key job and activity centers as well as existing and future bus and rail lines.
The Metro Board of Directors in September will consider advancing the staff recommendation for the project to the next step in the planning process — environmental review. The meeting, as usual, will be live-streamed on our website and will be available to watch later.
We’ve received many questions and comments about the project and wanted to provide some more history and background on the planning process thus far:
•Three project options were presented to the community beginning in September 2018. After public input, those three options were expanded to seven potential routes.
•Earlier this summer, Metro published the project’s Alternatives Analysis Report, which looked at those routes. Staff recommended the route shown above because it showed the highest potential ridership (27,000 to 29,000 boardings per weekday) and was deemed as the route with the most rider benefits.
•Proposed stations are identified with a dot on the project map. Stations are about a mile apart although a little closer in areas with more activity centers and farther apart in areas with less anticipated demand. As planning work continues, station locations will be updated.
•The solid lines on the map are where staff recommends focusing study on one specific street for the planned BRT line. The two longest solid lines are on 6.2 miles on Nordhoff between DeSoto and Haskell (6.2 miles), which has more destinations, and three miles on Roscoe between Van Nuys and Laurel Canyon. Roscoe has stronger land uses in Panorama City — for example the Kaiser Permanente Medical Center.
•The project also has some design variations in places where we need to do more work to figure out how to deal with a variety of issues. These include getting the route under the 405 freeway and whether the route would work better on Laurel Canyon or Lankershim boulevards and if part of the route can share a portion of the Metro Orange Line busway.
•After hearing more public comment in June, the Metro Board decided to postpone choosing any routes for more study as part of the project’s environmental review until those who represent the area could be in attendance. Given the extra time provided, Metro is holding more public meetings and conducting additional outreach to reach those who cannot attend traditional meetings.
•The bottom line is we want to know what you think of the routes, potential station locations, things you think we should be considering or anything else! Is the staff recommended route the one that will be ultimately built? Bottom line: we don’t know. The environmental study will help determine that with the Board ultimately selecting a route.
•We’ve received questions and comments involving traffic impacts, bus lanes and density. Below are a few things to know.
•The streets being considered are already wide arterial streets that Metro believes has the space and capacity to accommodate bus rapid transit service.
•Metro can’t unilaterally install bus lanes. The streets under study are overseen by the city of Los Angeles. That means that Metro has to work with the city, residents, businesses and other stakeholders to make a bus lane happen and to mitigate any significant impacts.
•Metro is not proposing the project to increase density along the route. Zoning is not controlled by Metro — it’s done by cities. In the case of this project, that’s the city of Los Angeles. The purpose of the project is simply to provide a much better transit option than what currently exists in the northern Valley.
There has been a proposed state bill the last two years that would allow for zoning changes near frequent bus stops. That bill died in the Legislature due to lack of support in 2018 and was shelved earlier this year in a State Senate committee. Metro has not taken a position on this bill.
The upcoming meetings are listed below. The meetings will be a chance to talk to Metro staff and give staff an opportunity to learn about your thoughts on this project and your views on mobility and transit. Meetings will include a Kid’s Corner with family-friendly activities as well as food and beverages.
Thursday, August 8, 5:30 to 7:30 p.m.
Laurel Hall School, cafeteria
North Hollywood, CA 91606
Saturday, August 10, 11 a.m. to 1 p.m.
(Staff will stay through late afternoon through the Plaza’s Back to School event)
Plaza Del Valle Community Room
Panorama City, CA 91402
Monday, August 12, 6 to 8 p.m.
California State University Northridge (CSUN), Orange Grove Bistro
Northridge, CA 91325
(Validated parking is available)
All Metro meetings are held in ADA accessible facilities and are accessible by transit. Spanish translation will be provided at each meeting and the Panorama City will be Spanish oriented. ADA accommodations and other translations are available by calling 323.466.3876 or California Relay Service at 711 at least 72 hours in advance.
For additional project information or to provide feedback, visit the North San Fernando Valley BRT Project website at https://www.metro.net/projects/north-sfv-brt/.
If there are special lanes for the buses and special bus stations, along with special parking lots, what happens to those who own homes along this area? Does the city just force them out? Imagine, you work all of your life to buy a home, then it’s taken away from you so that some leftist college student can listen to music while he rides.
Based on the current route, there are no direct transfers to metrolink / amtrak despite being close. This could be solved by working with those agencies to install an additional station at Laurel Canyon or Lankershim so folks heading eastbound don’t have to make an additional transfer to the ESFV light rail at Van Nuys just to go one stop to said commuter rail systems. And yes, bus lanes should be a top priority for metro within their power on this project. That’s the single most important factor of any dedicated bus project like this. Not having enough of those lanes will break this project. The amount of stops is acceptable IMO so long as bus lanes are consistent along the route and service is frequent with headways of no less than 15 minutes at all service times, 7 days a week. Obviously service should be at least every 10 minutes throughout as much of the day as possible though. No more 20 minute headways. As far as NIMBYism goes, eh, what else is new? The streets are plenty wide for bus lanes and almost all businesses have on-site parking or at least nearby parking of some kind (in the case of North Hollywood). It would be just silly to cater to their demands and compromise the whole project.
[…] The Source On Planned North Valley BRT, With New Video […]
This is not happening!! Great idea…NOT
26 stops in 20 miles?? Why is there more than 1 stop per mile here?? Like I get people will choose the Orange Line to go end to end for much faster service but Metro, this isn’t a Rapid line at all if that’s the case. Let me guess, only 20 min proposed service during the day as well?
I really do hope Metro will experiment with different levels of service with the BRTs because all these additional stops, on top of other things is the reason why people are abandoning ship.
this design keeps the LA transit tradition of veering south within a few miles of an airport.
It should have a route to Burbank airport via strathern then follow the metrolink right of way on an elevated structure to the port.
Start at Devonshire/Reseda. Go south on reseda to metrolink ROW. Follow ROW all the way to LAUS. You’ve now connected CSUN, BUR, and DTLA through Glendale without getting close to single-family neighborhoods.
I live on that stretch of Tobias, and it seems like a really easy place to bottleneck compared to taking to the old Red Car curve.
Could the route not come up Darby to connect to the CSUN transit center? There’s a lot more connections available there for other busses, and it’s more centrally located to the CSUN campus.