Service changes that took effect on June 26 add more frequent buses on many lines to improve rides for our customers

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We have great news to share with our riders: Metro is making service changes to many bus lines starting Sunday, June 26, to provide riders with more frequent service — so you’ll wait less time for your bus.

These service updates will add more bus trips to many of our busiest bus lines. The changes are a first step toward restoring bus service to pre-pandemic levels — which we will continue to do over the coming months as we hire even more bus operators.

As many of you know, there is a national shortage of bus operators and in February we had to cut some bus trips due to staffing issues.

In this round of changes, we’ve taken a closer look at our bus schedules and adjusted them to reflect today’s traffic levels. For riders, that means more buses will more often arrive on schedule.

There are just a few routes changes due to construction and other road changes, or to simplify some lines. One big change is Metro Line 130 on Artesia Boulevard will become Route 141 operated by Long Beach Transit.

These additions will also help our revamped NextGen bus system live up to its potential by offering more frequent and convenient bus service for the vast majority of our riders. That means riders will spend less time on their commutes — and give them back precious time for everything else in their lives.

We want to thank our riders for their patience during the pandemic as we’ve worked to provide as much service as possible. Your loyalty and patronage is appreciated and we are dedicated to doing everything we can to serve you better. We also thank our bus operators, who heroically worked overtime throughout the pandemic to make sure riders got where they needed to go. We’re grateful for their courage and commitment.

You can find a full list of changes below. You can also check any changes to your bus line or lines at metro.net/mybus – all the new timetables effective June 26 are located at this link. We will also be printing new timetables that will be available later this month on board buses and at Metro Customer Centers.

Below are the changes line-by-line along with links to the new schedules that begin June 26. One note: peak period hours on weekdays are generally from 6 a.m. to 9 a.m. in the mornings and 3 p.m. to 6 p.m. in the afternoon and evenings. 

2 – (Adding Back Frequency) Buses will run every 7.5 minutes during weekday peak periods instead of every 10 minutes. New timetable here

4 – The new western terminus for the 4 Line will be on 6th Street just north of Santa Monica Boulevard in Santa Monica. The 4 Line’s schedule will also be revised on weekdays, Saturdays and Sundays to improve service reliability. New timetable here

16 – (Adding Back Frequency) Buses will run every 5 to 6 minutes during weekday peak hours instead of every 7 to 7.5 minutes. New timetable here

28 – (Adding Back Frequency) Buses will run every 6 to 8 minutes during weekday peak hours instead of every 10 minutes. During weekday midday hours, buses will run every 10 minutes instead of every 12 minutes. New timetable here

30 – The 30 bus will return to using 1st Street in both directions in downtown Los Angeles. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

33 – Buses will run every 7.5 minutes instead of every 10 minutes on weekdays. On Saturdays and Sundays, buses will run every 10 minutes instead of every 12 minutes. Revised schedules will improve reliability. This line will have a new western terminus in Santa Monica on 5th Street, just north of Santa Monica Boulevard. That replaces the current terminus at 2nd and Santa Monica Blvd. New timetable here

51 – (Adding Back Frequency) Buses will run every 5 minutes during weekday peak hours instead of every 6 minutes. Revised schedules on weekdays and Saturday will improve service reliability. New timetable here

66 – A few more trips are being added on weekdays, Saturdays and Sundays to ease crowding and add capacity. Revised schedules on weekdays will improve service reliability. New timetable here

70 – The 70’s route in downtown Los Angeles is being changed. Westbound buses will use Grand Avenue and 18th Street and eastbound buses will use 17th and Olive Street. These are the same streets used by Metro Lines 76 and 78. New timetable

81 – (Adding Back Frequency) The bus will run every 15 minutes on weekdays instead of every 15 to 20 minutes. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

92 – (Adding Back Frequency) The bus will run every 30 minutes on Saturdays and Sundays instead of every 40 to 45 minutes. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

106 – The bus will now use 1st Street in northeast downtown instead of Vines Street and Temple Street. New timetable here

111 – (Adding Back Frequency) The bus will run every 10 minutes on weekdays instead of every 12 minutes. A revised schedule on Saturdays will improve service reliability. New timetable here

115 – Revised schedules on weekdays and Saturdays will improve service reliability. New timetable here

125 – (Adding Back Frequency) The bus will run every 20 minutes at midday on weekdays instead of every 30 minutes. New timetable here

130 – Long Beach Transit is taking over this bus route from Metro— it will now be called Long Beach Transit Route 141. The route will remain the same and the schedule will be very similar to help make transfers convenient to Torrance Transit at the A Line (Blue) Artesia Station. New timetable here for Long Beach Transit Route 141

150 – (Adding Back Frequency) The bus will run every 20 minutes during weekday peak hours instead of every 24 minutes. On weekends, the bus will run every 30 minutes instead of every 45 minutes. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

154 – This line will return to its previous route via the reopened Burbank Boulevard bridge over the 5 freeway in Burbank. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

164 – The 164 will no longer travel west of Platt Avenue in the western San Fernando Valley due to ridership. At Platt, the 164 will turn north on Platt, east on Vanowen Street, south on Fallbrook Avenue and then west on Victory Boulevard back toward downtown Burbank. Revised schedules on weekdays and Saturdays will improve service reliability. New timetable here

165 – The 165 will no longer travel west of Platt Avenue due to ridership (this area will be served by Line 169). Westbound Line 165 will turn left from Vanowen onto Fallbrook Avenue, then right on Victory, right on Platt and then right back onto Vanowen for the eastbound trip to downtown Burbank. The 165 will also run every 15 minutes on weekdays instead of every 15 to 20 minutes. The westbound 165 will run every 8 minutes during the morning peak hours to help students get to their schools. New timetable here

177 – The 177 will run every 60 minutes on weekdays instead of every 30 minutes due to match current ridership. New timetable here

182 – Revised schedules on weekdays, Saturday and Sunday to improve service reliability. New bus stops are being added at the intersection of Fletcher Drive and Avenue 32 in both directions. New timetable here

204 – (Adding Back Frequency) The bus will run every 10 minutes on weekdays  instead of every 12 minutes. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

212 – We’re adding a few more trips on weekdays to ease crowding and improve service reliability. New timetable here

230 – (Adding Back Frequency) Buses will run every 35 minutes on Saturdays instead of every 45 minutes. Revised schedules on weekdays will improve service reliability. New timetable here

232 – (Adding Back Frequency) Buses will run every 15 minutes during weekday peak hours instead of every 20 minutes. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

233 – (Adding Back Frequency) Buses will run every 10 minutes during weekday peak hours instead of every 12 minutes. New timetable here

251 – (Adding Back Frequency) Buses will run every 7.5 minutes during weekday peak hours instead of every 9 to 10 minutes. Revised schedules on weekdays will improve service reliability. New timetable here

501 – Buses will run every 30 minutes during peak hours on weekdays instead of every 20 minutes due to match ridership and to improve service reliability. New timetable here

577 – Buses will run every 45 minutes instead of every 30 minutes to match ridership and to improve service reliability. New timetable here

603 – Buses will run every 15 minutes on weekdays and Saturdays instead of every 12 minutes to match ridership and to improve reliability. New timetable here

605 – Buses will run every 20 minutes on weekdays instead of every 15 minutes and buses will run every 40 minutes on Saturdays and Sundays to match ridership and improve service reliability. Route information will be updated to show the 605 uses Mission Road instead of State Street to serve County/USC Medical Center. New timetable here

690 – (Adding Back Frequency) Buses will run every 25 minutes during weekday peak hours between Sylmar Station and Olive View Medical Center instead of every 50 minutes. At Olive View Medical Center, all eastbound 690 buses to Sunland will be rerouted using Reagan Road, Mesa Avenue and Kennedy Road — with two new bus stops. Westbound 690 buses will follow their current route. New timetable here

720 – (Adding Back Frequency) Eastbound 720 buses will run every 4 to 5 minutes and westbound buses will run every 3 to 5 minutes during weekday morning peak hours instead of every 5 to 6 minutes in both directions. Buses will run every 5 minutes instead of every 6 minutes during afternoon peak hours. Revised schedules on weekdays, Saturdays and Sundays will improve service reliability. New timetable here

761 – (Adding Back Frequency) Buses will run every 15 minutes instead of every 20 minutes on weekdays. Revised schedules on weekdays will improve service reliability. New timetable here

G Line (Orange) – (Adding Back Frequency) Buses will run every 6 minutes instead of every 7.5 minutes during weekday peak hours. New timetable here

J Line (Silver) – (Adding Back Frequency) Buses will run every 5 minutes between El Monte Station and Harbor Gateway Transit Center during weekday peak hours instead of every 7.5 minutes. New timetable here

L Line (Gold) Shuttle – With Regional Connector construction advancing, the shuttle will now use 1st Street in both directions instead of Vignes Street, Temple Street and Judge John Aiso Street.

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34 replies ›

  1. hi steve about the west santa ana branch line i need a 20 billion dallor hrt line on the w.s.a.b. one seat line from 6 flags magic mountain to disneyland above ground all the way . please watch chicago cta . s.f. bart videos on youtube videos.

  2. I heard about the San Gabriel Valley Council of Metro Board Meeting was mention by public comment on Mon Jun 13th, 2022. My reply to the comment: If the LACMTA Line 258 doesn’t reinstate service on Monterey Pass Rd but according to Bill Lam there is a other opinion for the LACMTA Line 256 would be extension for reinstate service on Monterey Pass Rd which is used to previousiy service on Line 258 so I am neutral for the LACMTA Line 256 newly routed extending to ELAC TC in place. I am not 100% sure about the LACMTA Line 258 would remain in place or shortened lines to ELAC TC and could be other optional.

    According to my second comment on this blog post if the LACMTA Line 258 is returning on Monterey Pass Rd / Fremont Ave. Metro should be add some couple of former stops that are important without followed by the next stops which leads to low performance on ridership. So I heard about person with public comment for concerned by Commerce Transit director of not putting in favor for merging duplicate service on Floral Dr on MBL Line 10. I am 50/50 for addressing issues that the Commerce Transit director doesn’t want MBL to extend Cal State LA University but I do agreed on the MBL Line 10 would be extension to CSULA TC which is good as one seat ride.

    I don’t know if I could be wrong about that or not on my second comment on this blog post. I will keep update for following as the upcoming service change until Montebello Bus Moves final results are approved.

    • Of all Line 258 stops that were cancelled on Monterey Pass. Only 1 stop (both directions) had over 10 riders (Pre-COVID) which was at Vagabond (12 boardings/2 alights (south); 3 boardings/15 alights (north)). All other stops had less than 5 riders, with some even had no riders at all. Although Monterey Spirits is returning service on weekdays only around July; hopefully Monterey Park could look into operating that small gap of the old Line 258 as a modified Route 4 in which it serves Vagabond in one direction.

      • Agreed, if the Montebello Bus Moves is approved for service change on MBL Line 10 to CSULA Transit Center that might be effected on LACMTA Line 258 along Floral / Eastern it will be merge and could be ended up with service change suggested by MBL then Metro would reinstate service on Monterey Pass if not the MBL will be covered service on Monterey Pass via Fremont / I-10 Fwy on both directions or Monterey Park Spirits Route 2 will be covered service on northbound directions as Route 4 opposite or the LACMTA Line 256 can take over on Monterey Pass / Fremont with reinstate service. I do understand about the LACMTA Line 258 are cancelled permanently due to very low performance ridership on Monterey Pass bus stop since December 2020 so you are right about that. Let’s find out to see for the SGV Service Council update when the MBL are planning service changes within late 2022 or next year.

  3. I just looked through the summary of all the changes and full view of changes on the routes I use and. . . This is actually worst than I thought, Sure your typical well performing routes got more frequency but it came at the expense of the rail lines still being duped (Red Line is packed during rush hour), and the less performing lines got cut as well. It seems like not only does Metro still have a labor shortage as expected, but now the under performing lines will have to compensate even more to shift drivers around.

    Honestly, Metro continues to prove that this failure nextgen bus idiocy should have never happened and now tax dollars have been wasted rather than saved. Lines are performing lower than expected, definitely slower than expected, buses aren’t as frequent as promised and sometimes a run is just outright cancelled, and 90% of stops were never removed. But knowing that more people take the bus now would mean more loud voices to bring back the rapid buses.

    If the 501 is becoming less frequent during rush hour, then this isn’t a good look for the Noho-Pasadena BRT which will be built before the much needed Vermont BRT. I get that 12 min was overkill but so is a 30 min wait.

  4. Hello, Metro. Another line I would suggest adding the frequency back to is the 609. Whenever I arrive to the Sylmar Station, I see from 8 to 12 people waiting for it for more than 25 minutes. I have the option to ride it to get home but I always walk because it doesn’t run often and it’s also always late. Thank you for keeping us, the riders, informed as to all and any changes. Bye.

  5. For Line 106 is still going to be Sept 12 2021 schedule even with the change in routing to serve 1st st instead of temple and vignes the map still shows that and new schedule lines 28 258 720 are not working

  6. How are the 501, 577, 603, and 605 adding back frequency if they have longer waits? Guess that copy and paste got away from you.

  7. The worst change for this service shakeup is Line 130 transition to Long Beach Transit Route 141. I don’t understand why Metro wanted to split a southernmost legendary line older than Line 4 (Santa Monica Bl) into 2 municipal agencies. Line 4 became a direct Santa Monica Bl route in 1983 during RTD’s Great renumbering system, while Metro released Line 130 as SCRTD Line 846 on Artesia Bl in the mid-1970s.

    The split will not provide improvements at all. I guarantee this will cause a decrease in ridership and an increase of inconvenience and unreliability. To add an insult to injury to nearly 500 riders (Pre-Covid) forced to transfer between two different agencies with separate fares to the dangerous Artesia A Line (Blue) Station in Compton because of the number of crimes near the area.

    Remember this happened when Line 270 split with Norwalk and Foothill Transit in 2016; a year later, ridership went down nearly 35% as well as former Lines 190/194. Metro has been transferring their own lines far from their territory to municipal operators that don’t completely follow Metro guidelines, especially Torrance Transit Line 13 (western portion of Line 130) which DOES NOT operate on holidays, unlike Metro Line 130 & LBT Route 141. In the past, muni operators cut routes that were formerly Metro. For example, when Norwalk took over Metro Line 275 in 2007; then, it was discontinued shortly after. It was not just not because of low ridership; it was also because Metro is a much more-known agency and the municipal operators are not as advanced as Metro, like Norwalk and COW. Originally back in the early 2000s, I’ve heard rumors Foothill Transit planned to take over most of Metro SGV routes like Lines 70, 258, & 267, etc. For some reason they didn’t. Wouldn’t surprise me if Foothill Transit tries to take over the entire SGV in the near future. Wouldn’t also surprise me if Metro follow their long-term range by eliminating or truncating their routes to muni operators south of I-105 and east of I-605.

    If Metro wanted to discontinue Line 130, then a municipal operator should’ve covered the entire route; however, the suggestion is already too late, and it’s not possible because agencies only operate in their own territory. If Metro wanted to split Line 130 in the first place, they should’ve at least split at Harbor Gateway Transit Center instead for safety reasons, fewer transfers, & better connectivity. That portion was originally going to be Long Beach Transit’s plan in 2018 when they were doing their STAR (NextGen) program.

    • I don’t really mind if Foothill Transit takes over Metro’s service in SGV… At least Foothill Transit kept the headway of Line 187 around 15-20 minutes until 8-9PM during the pandemic.

      Metro, on the other hand, cut Line 76’s headway to every 20 minutes before 5:30PM and over 30 minutes after 5:30PM; and southbound Line 260’s headway is also over 20 minutes after 5:10PM in Pasadena. This service pattern is really inconvenience for me. My working hours are from 8:30AM to 5:30PM, which I believe are quite common for working public. And Metro is not adding back the service for Lines 76 & 260 in this coming Service Change. Summer is coming, I won’t have any fun for walking over 1 mile after more than 8 hours of stressful work under the 90-100 degrees 6PM sun along Valley Blvd from Atlantic Blvd to Fremont Ave, and I have to do this 5 days a week.

      If Foothill Transit could make Lines 76 and 260 run every 15-20 minutes until 8-9PM, I’d rather have Foothill Transit take over Metro’s SGV service.

      • I give Foothill Transit credit in which their routes operate more frequently than Metro. During the SCRTD days, most of the former Lines that are currently Foothill Transit only operated on weekdays with no weekend service. After those lines were transferred to Foothill, Foothill added more service to the former SCRTD lines like Line 492, which was a weekday-peak only route, was upgraded to a 7-day route. As proposed by NextGen, Line 76 would run 12-15 minute service until 10 PM weekdays, which it didn’t reach its goal yet. Line 76 also needs to upgrade to a Tier 1 route with 10 minute service instead of currently 20 and proposed 12.

    • Comment #1 : The worst change for this service shakeup is Line 130 transition to Long Beach Transit Route 141. I don’t understand why Metro wanted to split a southernmost legendary line older than Line 4 (Santa Monica Bl) into 2 municipal agencies. Line 4 became a direct Santa Monica Bl route in 1983 during RTD’s Great renumbering system, while Metro released Line 130 as SCRTD Line 846 on Artesia Bl in the mid-1970s.

      The split will not provide improvements at all. I guarantee this will cause a decrease in ridership and an increase of inconvenience and unreliability. To add an insult to injury to nearly 500 riders (Pre-Covid) forced to transfer between two different agencies with separate fares to the dangerous Artesia A Line (Blue) Station in Compton because of the number of crimes near the area.

      Reply to Comment #1: First Part – The final transition to Long Beach Transit has been a long time coming. Secondly, ridership on the crossover has been low for years. Your assumption that the forced transfer from one side to the other is not really valid considering most that do transfer are already doing now that to the lines that travel along Long Beach Bl (LBT 51 and Metro 60) and Atlantic (LBT 61 and Metro 260). Most ridership on this corridor has been generated from the connections from the rail transfer to the lines in either direction from the station.

      Comment #2 : Remember this happened when Line 270 split with Norwalk and Foothill Transit in 2016; a year later, ridership went down nearly 35% as well as former Lines 190/194. Metro has been transferring their own lines far from their territory to municipal operators that don’t completely follow Metro guidelines, especially Torrance Transit Line 13 (western portion of Line 130) which DOES NOT operate on holidays, unlike Metro Line 130 & LBT Route 141. In the past, muni operators cut routes that were formerly Metro. For example, when Norwalk took over Metro Line 275 in 2007; then, it was discontinued shortly after. It was not just not because of low ridership; it was also because Metro is a much more-known agency and the municipal operators are not as advanced as Metro, like Norwalk and COW. Originally back in the early 2000s, I’ve heard rumors Foothill Transit planned to take over most of Metro SGV routes like Lines 70, 258, & 267, etc. For some reason they didn’t. Wouldn’t surprise me if Foothill Transit tries to take over the entire SGV in the near future. Wouldn’t also surprise me if Metro follow their long-term range by eliminating or truncating their routes to muni operators south of I-105 and east of I-605.

      Reply to Comment #2 : In the past, any metro line that was transferred to a municipal agency had an understanding to operate existing service at the same level for at least one year. After that period, they can make changes that they deem necessary based on current service levels to their needs.

      As far as the Foothill Transit situation, the cities that make up the SGV created a commission (LACTC) back in 1987 and basically wanted to take control of lines east of El Monte Station (including Line 187 when the city of Pasadena voted to join in 1998). The 190/194 and the 270 did keep the service levels the same for at least one year after transferring from Metro in 2016. I don’t see any additional line being taken over by Foothill unless Division 9 in El Monte is closed (YEAH RIGHT!!!). If you look at it, nothing should be operated by Metro east of Santa Anita Ave.

    • I do agreed on the comment is: If Metro wanted to discontinue Line 130, then a municipal operator should’ve covered the entire route; however, the suggestion is already too late, and it’s not possible because agencies only operate in their own territory. If Metro wanted to split Line 130 in the first place, they should’ve at least split at Harbor Gateway Transit Center instead for safety reasons, fewer transfers, & better connectivity. That portion was originally going to be Long Beach Transit’s plan in 2018 when they were doing their STAR (NextGen) program.

      Reply to comment was: If the Long Beach Transit Star Initiative Proposed Service Changes back in 2017-2018 for extension from Cerritos Mall (Los Cerritos Center) to Gardena (Harbor Gateway Transit Center) so the LACMTA should have covered transition to Long Beach Transit from Harbor Gateway Transit Center to Los Cerritos Center in first place that’s the way Torrance Transit should have been corporate with Long Beach Transit. The Torrance Transit Line 13 should have been operated transition from (Harbor Gateway Transit Center – Redondo Beach) instead of Artesia Station (Dangerous Blue A Line) also the Torrance Transit Line 6 should be cut back from Artesia Station to Cal State Dominguez Hills University last stop instead. That’s because the Torrance Transit has bad idea with merging duplicate service on Line 6 and 13 all the way through Artesia Blue (A Line) Station last stop which is safety concerns.

    • Some of the current schedule that did not change to June 26 schedule are they staying feb 20. For example line 662 is current as of feb 20 is the schedule is going back to sept 12 schedule as it shows in the service changes

      The above comment from “Dale S. Case” makes no sense. However, as it’s appears to be an reply to my June 10 comment, I will respond.

      The September 12, 2021 schedule to which you refer shows the weekday 662 bus arriving about every thirty minutes. The February 20, 2022 schedule shows it arriving about every fifty minutes. This was one of many service reductions Metro reportedly made in response to its operator shortage. As I recall, these changes were only to last until mid-2022. Metro’s website now states that there will be *no* June 26 service change for the 662 bus, which I understand to mean that what I thought was a temporary service reduction is in fact permanent.

      • Hi;

        The 662’s schedule isn’t changing at this time due to bus operator availability. We are working to make it more frequent — as it was in the past and that might happen at a future service change.

        Steve Hymon
        Editor, The Source

  9. I’ve been back in the office for over 2 months now and I really miss the 794! I appreciate the changes made to 94 in an effort to make up the difference due to 794’s elimination, but dang – my commute is now longer than it was before the pandemic and that homebound bus is always SRO.

  10. steve hymon there is a 2 new transit centers in the south bay area . 1 new south bay transit center in redondo beach on kingsdale ave. 2 new torrance transit center on crenshaw blvd and 208 street set to open this summer and this fall and this winter of year 2022.

  11. Earlier this year, the 662 weekday schedule changed from about every thirty minutes to about every fifty minutes. Unlike buses that arrive every ten, fifteen, twenty, or thirty minutes, a fifty-minute (more or less) schedule is inconvenient and difficult to keep track of. (Not all riders have smartphones.) This supposedly temporary change meant that I stopped riding the 662 and changed my grocery shopping habits. I’d expected a midyear resumption of the former 662 schedule, but apparently that will not be the case. This is an example of how Metro loses credibility with riders and potential riders.

  12. How exactly is service improved on Lines 4 and 33 when you move their terminals four blocks east of their current location requiring beach goers to walk further to board or alight their chosen bus line? Is this to match up with the Expo Lines failed west terminal location? Its apparent the amateurs at the MTA know little about customer service. Or is it the MTA’s plan to discourage its patrons from riding the bus in favor of using their own individual mod of transportation?

    • Lines 4 & 33 are still serving their routes and stops along Ocean Av & 2nd St respectively. It’s just a small terminal change location. Look at the maps on the timetables.

    • Actually, the city of Santa Monica moved them off of Ocean Ave to create new bike lanes and more outdoor dining spaces.

    • I’m guessing two reasons – one problematic and one pessimistic. Even with the dedicated bus lanes, downtown SM is a vehicular disaster. The farther you go towards the ocean, the more you get buried. Obviously this is done by design by SM to intentionally deter vehicles but it affects public transit as well. Most of the Blue Bus lines avoid this area and no one wants to admit that the scramble crosswalks are a disaster. It probably is the right move if this was the reason.
      The more pessimistic view is that SM is tired of Metro not enforcing its fare policy and sees the 4,33, and Expo Line as the main vectors of homeless and criminals heading into their city. As a nighttime rider of the 4 and Expo, I can’t say that SM is wrong. By moving the stops just a couple blocks east they may be thinking that they can avoid negative encounters in the core tourist area.

    • What’s wrong with walking? You’re already walking while at the beach so what’s an extra 4 blocks as you mentioned?

      Americans really find walking that inconvenient?

      Also, please note that does not have anything in terms of people who are disabled or suffer from a chronic condition such myself who has Arthritis on my right foot. I am talking more than perfectly able to walk Americans here.

      It’s almost like Americans cannot compute walking somehow? You want Union Station to become the next Shinjuku Station? Guess what, you’re gonna have to WALK. . . A LOT!!!

  13. What about Metro rail? Why only buses get improved service but not the train? When will Metro rail get improved level of service?

    • I take the RED LINE from Hollywood/Vine downtown..Not always safe..Many homeless/transients and nary a worker in site sometimes. Deserted lower/upper platforms and filthy floors..I suggested Metro place a CONDUCTOR on board like in NY..Except this person would move from car to car to monitor what is going with passengers: aggressive behavior/smoking/screaming, .And if need be get help/police to intervene if a problem arises.. METRO NEVER FOLLOWED UP..

  14. The LACMTA Line 130 is going to be gone on after Sunday June 26th, 2022 NextGen Phase 4 service changes (RIP LIne 130). Unfortunately the patrons has transfer from Long Beach Transit Route 141 to Torrance Transit Line 13 which is become inconvenient seat ride instead of one seat ride as previous for the LACMTA Line 130 (Cerritos – Redondo Beach) before. Hopefully the Torrance Transit should be affected as long range service change plan in the future that’s because the Torrance Transit Line 6 & Line 13 were merging for duplicate service along 190th St / Victoria Street. Here are my recommendation is the Torrance Transit Line 6 need to cut back east from Artesia Station to Cal State University Dominguez Hills last stop and the Torrance Transit Line 13 need to cut back east from Artesia Station to Harbor Gateway Transit Center last stop as well to avoid duplicate service along 190th St / Victoria Street of Torrance Transit. The Long Beach Transit Route 141 should be extension from Artesia Station to Harbor Gateway Transit Center last stop just like Long Beach Transit Routes 4 and 8 is already extension to Vermont Ave via I-110 Fwy hopefully it will be solved of Long Beach Transit initiative long range service change plan.

    Although on the LACMTA Line 258 might be effected around this year maybe until Montebello Bus Moves proposal service changes are approved because the Montebello Bus Lines is already decided to make extension of the Cal State LA Transit Center along Eastern Ave and Floral Dr instead of previous last stop on the East LA College Transit Center of MBL Line 10. I think that the LACMTA Line 258 should be reinstate service along Monterey Pass Rd / Fremont Ave between Floral Dr and I-10 Fwy just like Line 260 along Atlantic Boulevard without merged bus lines on Floral Dr that are previously for canceled service on the NextGen Phase 1 service change back in December 2020. As remember the LACMTA Line 258 is no longer operate service on I-10 Fwy Local Lanes between CSULA and Fremont Ave forever until Metro has approved by Montebello Bus Moves so that’s way the MBL Line 10 will be take over on Floral Dr & Eastern Ave portions as current LACMTA Line 258 spot (December 2020 – Mid or Late 2022) hopefully to addressed issues of the LACMTA Line 258 will be a third time service change on future date around this year.

    Also the LACMTA Line 106 need to make extension from Monterey Park (Atlantic – Emerson) to Terminal 25 or Terminal 28 without circulator and add new bus Line 63 or (Line 70 series) from The Shops of Montebello to Terminal 25 or Terminal 28 as well. By the way, on North San Fernando Valley Transit Corridor it shows that major streets on Nordhoff St and Roscoe Bl proposal by adding the bus rapid transit (BRT) anyways I do believe is the rapid line (700 series). Metro should be adding NextGen Rapid instead of destructive plan as cancellation performance on the rapid lines.

    Hopefully to address the issues of bring back more rapid lines would be expected after December 2022 (Phase 5 service changes) because it was approved of the BRT Vision Study back in early 2021.

  15. “We have great news to share with our riders: Metro is making service changes to many bus lines starting Sunday, June 26, to provide riders with more frequent service — so you’ll wait less time for your bus.”

    Why are you selling this like this wasn’t the original promise? Definitely smells like “Yeah, we failed but won’t admit it so instead we’ll go ahead and revert most changes in a slow because as a government agency, that’s how we do it, and because branding it to you as a new service you’ll probably forget about our previous failed actions.”

    Also, the 180 is slow and takes 30 min to travel 3 miles while the 780 could do that same trip in 15-20min. “Theoretically the locals could actually be faster if you are waiting less time for a bus” – Those are your word paraphrased, Metro.

    • Dave: Agree. If you take the 180 a short distance like I do from Hollywood/Western to Brand Blvd it’s not too bad. Further along route on to Pasadena a very long trip. 780 was fast and bypassed LOCAL stops that NOT everyone needs..To ELIMINATE this line in a large spread out city speaks volumes about ineptitude. It’s not about service..But SAVING $$$..