The final piece in the puzzle of transforming LA into a more dense, Asian-style megalopolis entails massive improvements to mass transportation.
To be fair, LA County’s Metropolitan Transportation Authority has been constructing an six-line “Metro Rail” network, consisting of two heavy and four light rail lines, over the last three decades. Two Bus Rapid Transit (BRT) lines round out LA’s modern mass transit system.
At the same time, municipal planning documents such as the City of Los Angeles’s Mobility Plan 2035 propose dedicate bus lanes on arterial thoroughfares across the city.
But the regional growth corridors anticipated for an Asian-style city require a more wider-reaching network, that not only crosses county lines but integrates mainline(i.e. “Commuter”) rail with the subway/light rail network.
As I discussed in my previous article, many of Los Angeles’ extant job corridors parallel existing mainline rail lines, which run Metrolink Commuter Rail trains. Unfortunately, because Metrolink shares track with private freight railroads, it cannot operate reliable service on much of its network. The Riverside Line, whose track is owned by the Union Pacific (freight) railroad, runs only nine trains in day (with no reverse commute service)!
Furthermore, many of the lines have broad stop spacing (following an American commuter rail tradition), with station density higher on the suburban fringe. The Orange County Line has only two stations along the twenty-mile segment between Downtown Los Angeles and Buena Park. The Ventura County Line stops at only three locations as it passes through moderately dense, industrial/residential neighborhoods in the North San Fernando Valley.
As Let’s Go LA wrote a few years ago, the San Fernando Valley segment of the Ventura County Line, the Orange County Line (north of Irvine), and the entire San Bernardino Line, should all be upgraded to a “rapid transit” or “express” service. This would entail high service frequency, narrower station spacing (1 to 5 miles) and electrified (i.e. non-diesel “clunker”) stock.
Through-running of trains onto subway tracks in cities like Seoul and Tokyo enables a higher level of subway, commuter-rail integration. Seoul Metro Line 1, for instance, integrates subway tracks in the center of Seoul with commuter rail service to far-flung suburbs like Suwon, allowing rapid-transit services from the Central Business District to penetrate the metro area’s most distant reaches.
Let’s Go LA suggests such a set-up connecting the San Bernardino and Purple Lines, creating a single rapid transit line from San Bernardino to the Pacific Ocean (if I have time during the week, I will try to map out a concept of what this might look like).
Commuter rail aside, the subway/light rail network need to be expanded in a less radial fashion, accounting for the prominent role of the Santa Monica/Wilshire corridor.
Subway/commuter rail integration and subway expansion, regardless of the particular projects needs to meet a certain budget. This will require lowering LA’s construction costs to match those of peer cities in East Asia and Europe.
This concludes my responses to the question of how LA can urbanize like an East Asian megacity. Leave your feedback below.