was a little over five months ago, when returning to LA from my longest
stay in Boston thus far that I became interested
figuring out what type of subway and light rail transportation system could
get LA moving. I pulled out a map of LA County and started drawing lines.
I stumbled upon the Transit Coalition website and the SkyscraperPage
Forum when searching the web to find information to supplement or revise
my alignments. These two internet communities along with the countless
links and libraries the participants directed me, was my crash course
in mass transit. You have shown me - and probably all other "late
comers" just how few of our ideas are unique; a lot of people already
had this figured out long ago. So you'll notice, my proposed routes aren't
much different than most of the suggestions found on this board, the SkyscraperPage
board, or other rail advocacy group websites.
The consensus on the need and roughly the routing of rail left me questioning
why the solution had yet to be implemented. That's when I decided to take
my little project a lot further.
I first wanted to go back to the drawing board and create a rail system
as best as a layman like myself could. When determining the routes I paid
particular attention to the discussions that have taken place on this
board (especially in parts of the county I'm less familiar with) and the
SkyscraperPage Forum. There were some other resources I drew upon, like
the previous Long Range Transportation Rail and Bus Maps, paying particular
attention to the 1992 map, the current MTA rapid bus map, freeways, right-of-ways,
and density per square mile as determined by the census. I heavily relied
on the map created by the Southern California Association of Governments
that identifies communities in the county with a high concentration of
transit-dependent citizens, which I found in the 2001 Long Range Transportation
Plan Executive Summary. My goal was to connect by rail existing high-density
and transit-dependent communities, major shopping destinations, large
commercial/job districts, cultural centers, and LA proper areas that have
the potential to/are currently densifying. Simply, to build a rail system
that everyone can use and, with the worsening traffic crisis, will use.
The next question I wanted to answer dealt with the political climate
that has us currently lacking an adequate rail system and a comprehensive
plan to build one immediately. To end the scraps-table fight that currently
divides politicians and arguably communities when trying to build rail
I figured it would be necessary to establish a revenue stream large enough
to complete the lines in a reasonable amount of time. Using the formula
that at-grade rail cost $40-60M/mile, elevated $100-120M/mile, subway
$300M/mile and trench $120M/mile, I determined that the cost of the system
was $28-38 billion. (The trench estimate is a guess, as I couldn't find
any official source for light rail trenches, besides the $70M/mile number
for the trench on the recently completed Alameda Corridor Project, which
does not have stations. And I still don't know the cost of cut-and-cover
tunnels.) The $38 billion estimate is for a fully efficiently mostly grade-separated
system befitting a world city like Los Angeles, and the $28 billion estimate
is the cut-corners, limit our ability to upgrade in the future plan
Pasadena Gold plan if you will. For example, in some areas like Vermont
north of Gage subway is the only option, so from Gage to Wilshire the
estimate is $300M/mile. But south of Gage, because the median is so large,
at-grade, elevated or trench are possibilities. In such a case I would
put the low estimate for the routing (at-grade) in the column for low
estimate and the high estimate (elevated) in the column for high estimate.
Finding about $40B isn't exactly easy, but not as difficult when spread
out over decades. It's far from scientific or even politically sound but
I established January 1, 2026 as the target date for completion and figured
$10 billion should come from taxes, $10 billion from the feds and the
rest from a bond. Regarding the federal funding I'm hoping that with a
Democratic House we'd see substantial federal funding for projects that
would instantly become the #1 passenger rail transportation priority of
the country (Wilshire, 405 Line, 10 Line) along with lines that would
lead to an economic revival/cultivation in areas with a large minority
populations (Vermont, Florence/Firestone). The $10 billion dollars from
taxes comes out to about $500 million a year, hopefully raised through
applicable taxes like increases in the gas tax, registration fee, new
pollution taxes for vehicles that get low gas mileage, etc. That leaves
us issuing a $20-25 billion dollar bond, although an argument can be made
to simply ask for a $30 billion dollar bond without increasing taxes (or
using the tax money for operational costs). Whatever the choice I'd rather
see the county massively rally around the creation of one large bond to
build the system rather than several smaller bonds for particular lines,
which pits project against project and put us in the position of going
to the electorate numerous times - leaving the fate of rail system to
the political winds of the day.
The third component of this project is what I call "political construction."
The goal it seems is to pacify as many regions as necessary to get widespread
support for rail lines that go places citizens/politicians in other regions
of the county aren't that interested in going/serving. To address the
"I don't go there" problem I tentatively propose that if most
of the rail lines can't be constructed at once, three to four regions
should simultaneously be laying rail. If I were to define the regions
in Los Angeles County they'd be: San Fernando Valley, San Gabriel Valley,
East LA, Westside, South LA, South Bay and Gateway Cities. This is probably
the most difficult aspect of this plan and probably not even worth determining,
since regardless of however I, we or the MTA prioritize/group the projects,
give a group of politicians 20 years and everything will change.
The final, most important and not yet completed component is a broad
aggressive voter education and outreach strategy. I hope to complete this
by the end of the week.
Now back to the map. It's only a draft so I didn't worry much about cutting
off the South Bay. All the alignments are going to be discussed below
anyway, except for Glendale to Universal City Station, which I've yet
to find an adequate solution.
input and suggestions are greatly appreciated, and again these are just
PURPLE LINE (WILSHIRE)
The heavy rail line extends underground from its current terminus at Wilshire/Western
west to Wilshire/Santa Monica Blvd. Southwest down Santa Monica Blvd to
Westwood (this diversion serves Century City). North up Westwood to Wilshire.
West down Wilshire to the Santa Monica 3rd Street Promenade station terminus.
-Miles of Additional Track: 13.3 (all subway)
-Total Number of Purple Line Stations: 22
-Junctions: Aqua (4), Blue (3), Bronze (2), Red, Lime, Green, Pink
-Cost: $4 billion ($2.7B to Veterans Hospital)
RED LINE (170/110)
The heavy rail line has two extensions:
1) South from Vermont/Wilshire station to Gage (subway). From there it
continues elevated south down Vermont to the Artesia Transit Center. East
to Avalon. South down Avalon to Carson. West down Carson to Vermont. South
down Vermont to PCH. East down PCH to Figueroa Place. And then at-grade
down Figueroa Place to Harbor College terminus.
2) The North extension is elevated until San Fernando Road. North from
North Hollywood station to Oxnard. West down Oxnard to Laurel Canyon.
North up Laurel Canyon to a few blocks north of Sheldon. North over the
wash or the area to San Fernando Road. And then at-grade northwest up
San Fernando Road to the Sylmar Metrolink station terminus.
-Miles of Additional Track: 34
-Total Number of Red Line Stations: 41
-Junctions: Lime (5), Silver (3), Bronze, Purple, Green, Orange, Pink,
Aqua, Silver, Gold (all except Blue)
-Cost: $4.2-4.8 billion
GREEN LINE (105/1)
The light rail line has two extensions and three new stations to the existing
1) North from Imperial/Aviation to LAX (see Bronze Line). North up Lincoln
to Manchester (grade). North up Lincoln to 10 freeway/Olympic (el). West
above the 10 freeway to the 3rd Street Promenade station terminus.
2) Southeast from the 105/ROW in between Garfield and Paramount to the
Los Cerritos Center terminus.
3) Infill stations at Western, Atlantic and the ROW for the extension.
-Miles of Additional Track: 18.3
-Total Number of Green Line Stations: 30
-Junctions: Orange (4), Bronze (3), Aqua (2), Purple, Red, Lime, Pink,
-Costs: $1.2-1.7 billion
Two improvements for the light rail line:
1) The Downtown Connector: A subway linking the 7th Street Metro station
to the Little Tokyo station. North up Flower to 1st Street (subway). West
to Alameda (subway).
2) Grade-separating the existing segments from Long Beach Ave/Washington
to the Flower Street tunnel. (The Washington Blvd segment might make a
completely different downtown alignment for the Blue Line more feasible
and desirable (Olympic or 12th as an alternative).
-Miles of Additional Track: 1.7
-Total Number of Blue Line Stations: 36
-Junctions: Aqua (8), Purple (3), Lime (2), Orange (2), Silver (2), Green,
-Cost: $900-950 million
GOLD LINE (101/134/210)
The light rail line would extend west from the Memorial Park station to
the 210 freeway (el). West down the 210 to Figueroa Street/Colorado (el).
West down Colorado Blvd to Broadway (el). West down Broadway to the southern
shoulder of the 134 freeway (el). West down the 134 freeway to San Fernando
Road (el). <b>Here's where things get less certain (the missing
link). I'd like to continue the line down San Fernando Road to the Burbank
Metrolink Station (grade) and then Burbank Media Center (subway), but
that's not so easy. Neither is getting from the Burbank Media Center to
the Universal City Station. The route ideally would serve the many studios
along the way.</b> From the Universal City Station the line would
continue west down Ventura to Canoga Ave (el). North up Canoga Ave to
the Chatsworth Metrolink station terminus (grade).
From the Sierra Madre Villa station to Chatsworth Metrolink (not including
the missing link or Foothill Extension):
-Miles of Additional Track: 31+
-Total Number of Gold Line Stations: 26+
-Junctions: Silver (2+), Bronze, Red, Blue
-Cost: $2.6-3.2 billion
AQUA LINE (10)
Two extensions for the light rail line:
1) West from the Washington/National station down the Exposition ROW to
Olympic/22nd (grade). West down Olympic to 10th Street (grade). West over
the 10 freeway to the 3rd Street Promenade terminus (el).
2) East from Union Station down the Union Pacific ROW to Valley and Borland
(grade). East down Valley to Metrolink ROW (el). Southeast down the ROW
to Ramona (grade). East down Ramona to the Baldwin Park Metrolink station
-Miles of Additional Track: 25
-Total Number of Aqua Line Stations: 39
-Junctions: Blue (8), Purple (4), Lime (3), Silver (2), Green (2), Bronze,
-Cost: $1.7-2.3 billion
BRONZE LINE (405)
The heavy rail line begins near the junction of the 118/210 freeways and
continues south down Van Nuys (el). After Van Nuys/Ventura it tunnels
directly under the mountains to UCLA (a trip that that should take just
5-6 minutes). South down Westwood to Pico (subway). Southwest down Pico
to the eastern shoulder of the 405 freeway (subway). It runs a combination
of grade/elevated along the shoulder of the 405 freeway until Sepulveda
where it continues south to the airport elevated/cut-and-cover (whichever
is cheapest). From the airport station to Sepulveda/Imperial there are
two possible routes. My favorite is a straight line - a tunnel under Sepulveda.
Otherwise it continues east some kind of way to Aviation south to Imperial
and west back to Sepulveda. The cost is probably the same (200 million),
but I'm sure Los Angeles World Airport would likely create some issues.
It continues south down Sepulveda to Rosecrans (combination el and grade).
East down Rosecrans (el) to the 405. Southeast down the western shoulder
of the 405 (el/grade) to Hawthorne Blvd. South down Hawthorne Blvd. to
the Del Amo Mall terminus (el).
-Miles of Track: 38
-Total Number of Bronze Line Stations: 32
-Junctions: Pink (4), Green (3), Purple (2), Red, Aqua, Lime, Orange,
Silver, Gold (all except Blue)
-Cost: $2.5-4.8 billion
PINK LINE (Crenshaw/La Brea) *it looks lavender on the map*
The light rail line begins at Hollywood/Highland and goes South to Sunset
(subway). West down Sunset to LaBrea (subway). South down La Brea to San
Vicente (el or subway). Southeast down San Vicente to Venice (grade or
trench). East down Venice to Crenshaw (grade or trench). South down Crenshaw
to Rodeo (subway). South down Crenshaw from Rodeo to Harbor Subdivision
ROW (combination trench and cut-and-cover). Southwest down the ROW to
La Brea (grade). South down La Brea, which turns into Hawthorne to the
Del Amo Mall terminus (el).
-Miles of Track: 21
-Total Number of Pink Line Stations: 24
-Junctions: Bronze (4), Orange (2), Lime (2), Red, Purple, Aqua, Green
-Cost: $1.9-3.4 billion
The light rail line better known as the Tangerine Line, but officially
named the Orange Line when the San Fernando Valley Busway is renamed such.
The line begins at the Norwalk Metrolink station heading west to down
Imperial to Firestone ROW (el). Northwest down the ROW to Atlantic/Salt
Lake (grade). North up the Salt Lake Ave ROW to the Randolph Street ROW
(grade). West down the ROW to the Blue Line ROW (grade). South down the
Blue Line ROW to Florence (grade). West down Florence to the Harbor Subdivision
ROW (el). West down the ROW to Centinela. West down Centinela to Jefferson
(grade or el). West down Jefferson to Lincoln Blvd terminus (grade).
-Miles of Track: 25
-Total Number of Orange Line Stations: 23
-Junctions: Green (4), Pink (2), Blue (2), Bronze, Red
-Cost: $1.2-1.7 billion
The light rail line begins at Venice Beach and heads northeast up Venice
to Fairfax (grade or trench). North up Fairfax to 3rd Street (subway).
West under 3rd to San Vicente (subway). North up San Vicente to Sunset
(subway). East down Sunset to Highland. North up Highland to Hollywood
(subway). It then uses the Red line tunnel and stations to Santa Monica/Vermont.
Continues east down Santa Monica to Sunset. Southeast down Sunset, which
turns into Cesar Chavez to Union Station. Uses the current Gold Line Eastside
tracks and stations to Pomona/Atlantic. South down Atlantic to the Whittier
Blvd terminus (el).
-Miles of Track: 29
-Total Number of Lime Line Stations: 39
-Junctions: Silver (11), Red (5), Aqua (3), Purple (2), Pink (2), Blue
(2), Bronze, Green
-Cost: $3.9-4.5 billion
The light rail line head south from the Chatsworth Metrolink station down
the Metrolink ROW to Nordhoff/Corbin (grade). East down Nordhoff to Reseda
(grade or el). South down Reseda to Sherman Way. East down Sherman Way
to the Metrolink ROW (grade, el or trench). Southeast down the Metrolink
ROW to the 134 freeway (grade). East above the 134 freeway to Brand (el).
South down Brand to Los Feliz (grade, el or trench). Southwest down Los
Feliz to Vermont (grade or trench). South down Vermont to Sunset (subway).
Southeast down Sunset to Union Station (subway). South from Union Station
to 1st/Alameda. West down Alameda to San Pedro (subway). South down San
Pedro to 9th Street (el or subway). Southeast down 9th Street to Olympic/Soto
(el or subway). North up Soto to Whittier (subway). Southeast down Whittier
to Atlantic (subway), continuing to Painter (el).
-Miles of Track: 50.6
-Total Number of Silver Line Stations: 45+
-Junctions: Lime (11), Gold (2+), Red (3), Blue (2), Aqua (2), Purple,
-Cost: $3.7-6.2 billion
Several final things:
1) All local stations should be constructed with at least one, possibly,
two pass-through tracks for future express service.
2) Light rail lines should continue to be built with possible heavy rail
upgrades in mind.
3) Stations that would serve both heavy rail and light rail vehicles should
be constructed with a moveable plank to cover the gap for light rail vehicles.
Ideally future stations would have two platforms with one side dedicated
to light rail and the other to heavy rail.
4) Not included in this package are several other necessary upgrades like
tunnels under Union Station and converting stations like Little Tokyo
into subways stations, and upgrading the Hollywood Red Line stations with
planks. Nor is the cost of additional rail yards, trains or electrifying
the Metrolink tracks.
5) I didn't include the Gold Line Foothill Extension in this, because
it supposedly will be mostly funded with federal dollars.
6) Let me end by discussing what isn't on this map:
-Soto/Huntington Drive spur of the Blue Line
-Western Blvd Line
-PCH/Anaheim St extension of the Pink or Bronze Line
-La Cienega/Jefferson and Fairfax/Jefferson lines
-Santa Monica Blvd line
-A line connecting Glendale to Union Station on the eastern part of the
I see all of these projects as goals for 2026-2046. Hopefully, I'll still
be around and kicking then. I aligned some of the lines with these future
lines in mind.