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etro s 2012 eir the station location is about 1 3 of a mile north from 7th metro which is close by los angeles standards but also about the same distance as separates the new stops at 2nd hope and 2nd broadway a 5th flower stop would serve existing jobs and alleviate congestion at metro center and remains a good idea because of its proximity to office towers in the financial district 5th flower would help sort passengers based on their destination as it stands 7th metro is both the system s most important transfer point and also the egress point for its second densest job center 5th flower would reduce congestion at 7th metro by spreading out passenger exits particularly for light rail riders reserving more space at 7th for riders changing trains frequency an intuitive way to increase capacity is to run more trains as part of the purple line extension metro is planning on doing just that during peak hours the red and purple lines will every run every 4 minutes 2 5 times as frequently as they do at present reducing the amount of time passengers have to wait on the platform will naturally help manage platform crowding today 4 minute headways would ensure that passengers would be cleared from the platform before the next train arrived as purple line ridership grows however it could become necessary to run more frequent service when fifteen trains per hour proves insufficient metro will have to consider separating the red and purple lines to maximize the capacity of the subway system sending the red line down vermont a project on the far off horizon would allow metro to double again purple line service future transfers because the concentration of activity at 7th metro is a result of its being both a busy transfer point and a busy destination point it is reasonable to expect that as the system grows metro s planners will reinforce the network by distributing transfers more across a greater number of centrally located stations one such opportunity has already passed us by a decade ago alon levy was bandying an idea to relocate the station at 2nd broadway to 1st hill for a direct connection with the existing civic center station while this possibility is now foreclosed it would ve fulfilled a valuable purpose within the network a second transfer point between the light rail and heavy rail lines would have bolstered 7th metro by providing an alternative for passengers based on their direction of travel in the future it will be important to allow for new rail lines through downtown los angeles as much as possible to bypass union station and 7th metro already a line has been proposed by the south park bid that would extend an east west service across the southern half of downtown through the central business district s fastest growing neighborhoods with a connection to the blue and expo lines at pico station i also believe that a line following 4th street as proposed by devin bunten could be extremely useful in years to come with transfer stations at flower blue expo hill red purple alameda possibly artesia and santa fe red purple possibly artesia outside of downtown such a line could extend along glendale boulevard or beverly to the northwest and pacific or whittier blvds to the southeast in the long term the key will be de intensifying the transfers at 7th metro and creating a variety of options for passengers traveling to and through the downtown area one possible future for downtown s rail network author s frazier posted on january 28 2018 january 29 2018 categories uncategorized tags 7th metro capacity purple line regional connector transit service 1 comment on the busy future of 7th and metro how many passengers can expo handle last week i posted some of metro s annual ridership data on twitter and carter rubin noted that expo outperformed the blue line in boardings per mile in 2017 the expo line averaged 4 000 boardings per mile compared to 3 200 for the blue line per mile ridership is a measure of a transit route s efficiency as trains get fuller more service is provided at the same operational cost among metro s light rail lines expo is now and probably will remain tops in this particular metric the blue line did at one point average 4 000 boardings per mile which given its longer route length equated to 88 000 boardings per day but rapidly deteriorating service on the los angeles to long beach route has seen the blue line shed about 15 000 weekday riders since then with no evident relief in the near future expo s success is most pronounced in comparison to other lines in los angeles 4 000 boardings per mile is not exceptional for light rail even in the u s boston s green line system averages 2 5 times that number for that reason i said i would be more impressed if expo were achieving at least the per mile ridership of the red line subway system about 8 000 per mile or double the weekday riders it carries today carter s response was skeptical and got me thinking about this a bit more could the expo line carry 120 000 daily passengers and what would it look like for it to do so to put it another way given metro s operating standards and before a major capital investment like a new vehicle fleet lengthening of platforms or new rail infrastructure becomes necessary does the current expo line have enough available space to double its passenger volume metro allows for a full load of 164 passengers in each light rail car and 218 passengers per car as a maximum crush load expo trains are composed of three cars each and when the regional connector opens in 2021 12 trains will be able to run per hour using these numbers the expo line could handle up to 7 848 passengers per hour passing through a given point in a given direction in practical usage crowdedness fluctuates by time of day direction of travel and location along the expo line which was designed to handle the travel volumes planners expected during peak hour peak directional travel so functionally it s trivial to rule out the upper bound you d get if every train ran full through the busiest point for the entire service day 7 848 passengers hr x 22 hrs x 2 directions 345 312 passengers day 23 000 boardings per mile and if expo ran out of space it s likely that it would be while only being really busy for a small portion of the service day since we re dealing with not only number of boardings but also when and where those boardings are taking place it will help to separate expo riders into the two main rush hour commuting patterns and a third group who ride during off peak hours the 2017 budget year which ended in june is the most recent for which metro has made directional travel data available and expo s ridership during the period broke down as follows travel pattern boardings eastbound am westbound pm 10 640 westbound am eastbound pm 17 798 off peak 23 539 total boardings 51 976 about 55 of ridership on the expo line occurs during peak hours basically tracking the systemwide average of 58 the westbound commute is stronger than the eastbound commute and so we ll focus there the morning rush has higher per train loads than the evening rush despite greater passenger volumes in the evening morning activity is more concentrated around the 7 00 am hour whereas it s more evenly distributed during the pm rush these graphs show the extent to which available space on expo trains is being taken up by passengers when the line is at its busiest certainly it doesn t look like expo is on the verge of running out of space so let s assume the line hits 120 000 daily boardings while maintaining the proportion of riders commuting in either direction travel pattern boardings eastbound am westbound pm 24 564 westbound am eastbound pm 41 091 off peak 54 345 total boardings 120 000 and if we assume those additional riders use the system the same way it s being used today the increased passenger load would look like this if we get to this point then we re brushing up against a full load average during the 7am hour but that average covers 12 trains per day for hundreds of weekdays throughout the year and so it s probably concealing a lot of individual crush load trains and a lot of crush load trains means a lot of vocally displeased passengers while the tolerance for crowding in los angeles seems to be lower than elsewhere it s worth noting that riders in general tend to interact differently with crowded train lines than with non crowded lines passengers will avoid crowding if they can that doesn t mean they ll stop riding at least not as a first resort but rather that they ll seek out more comfortable less irritating ways to take transit some will adjust the time of their trip to be earlier or later in the rush hour period or to be outside of it altogether some will change where they board in order to get upstream and board at less crowded points behaviors like these serve to spread crowding more evenly throughout the line and across service hours so in our example we might expect the 8am and 6am hours to become busier to the extent that they offer relief and passenger loads to increase further and further east of baldwin hills this is only one example of how expo could look if the number of passengers it carries doubles we ve assumed that passenger behavior will stay the same when it almost certainly will not in coming years the openings of the crenshaw line regional connector purple line and distantly the sepulveda line will each reshape expo in ways we can guess at but can t be sure of as far as personal speculation goes it seems to me impossible that the expo line could ever double its off peak ridership without a thorough reconsideration of metro s organizational attitude about off peak service trains that run five times an hour midday are not that useful and potential riders will probably never opt for them even though they are still making trips at those hours so in all likelihood if expo is ever going to make it to 120 000 daily riders we d have to see much larger numbers of westsiders using the train either to commute downtown or for travel within the westside author s frazier posted on january 16 2018 january 20 2018 categories uncategorized tags capacity expo regional connector service 5 comments on how many passengers can expo handle csun calls for improved service for campus commuters the daily news and kpcc reported earlier this week that california state university northridge csun is set to make a push for a package of transit improvements to its campus csun occupies a central place in the san fernando valley and state senator robert m hertzberg was on campus monday to make the case that it should occupy a central place in the sfv s transit plans as well with 3800 employees and upwards of 40 000 students csun is one of the largest employment centers in los angeles and the largest university in the 23 campus cal state system hertzberg is one among a growing number of valley politicians calling for an increase in funding share for their subregion many in the sfv believe that the subregion got short changed by measure r relative to the share of the tax base that the valley represents according to hertzberg csun sees more than 100 000 single occupant car trips to campus every single week the campus transit center is served by several metro bus lines but all of these suffer from relatively poor service the rapid 744 which makes a gigantic u shape along van nuys ventura and reseda boulevards operates at 20 minute headways throughout the day with its last scheduled service to csun at about 9 15 pm the 167 bus which nominally connects chatsworth and studio city to campus runs just once an hour in either direction as part of its general call for better service csun president diane harrison wants to see service levels within 10 miles of campus drastically improved about half of csun s students live within a 10 mile radius of school an area encompassing essentially the entirety of the san fernando valley according to their research burt reed of the transit coalition says that the valley should demand 1 million bus service hours just in their subregion and take precautions to make sure that that money doesn t drift away into other areas harrison s other priorities would help to reinforce csun as a central regional trip generator she recommends moving the existing metrolink northridge station to reseda blvd adjacent to her proposal for a real bus rapid transit line running from ventura boulevard up to the csun transit center the metrolink station is just about a mile from campus but suffers from poor connectivity with local buses harrison s solution would certainly help and metrolink service improvements would make it more useful for students as well csun is further recommending the establishment of bus rapid transit between campus and the future van nuys light rail line which might one day provide service under the sepulveda pass to westwood and lax and a metro rapid route between the warner center and campus the nordhoff bus rapid transit line is an excellent way to emphasize the demand and need for intra valley transit options the 744 runs down van nuys and reseda but is clearly useless for those attempting to take transit between activity centers on either a nordhoff brt project would break the 744 down into its 3 component travel patterns and better serve the populace because of it u shaped 744 route from metro all in all the school is making a laudable effort to redefine its role in the valley transportation network past metro studies have focused on north south movement in the sfv as the agency has been building out the beginnings of its regional system this has had the effect of giving too little weight to travel patterns that begin and end inside the valley and of denying it a hub spoke mini network of its own but now the conversation has clearly progressed to that point tomorrow at 6 pm csun will have its priorities on display at the 2nd valley transportation summit underscoring the need for action by metro csun will offer uber scholarships for students to attend author s frazier posted on march 2 2016 march 2 2016 categories uncategorized 1 comment on csun calls for improved service for campus commuters will slauson light rail make the cut last year a proposal to improve a metro owned right of way running through south los angeles made a major jump forward when metro received 15 million in federal grants to begin converting the blighted corridor into an active transportation path stretching from the crenshaw line out to the los angeles river the news was welcomed by the chair of metro s board of directors mark ridley thomas in whose county supervisorial district the new active transportation path will be located however it was received somewhat more roughly by transit activists some of whom felt that even a temporary improvement to the corridor would jeopardize its future use for rail transit i for one am excited that south l a so often neglected misunderstood and ignor...