"I want to make Metro the first choice in transportation that people think about" - Metro CEO Stephanie Wiggins

At Metro's State of the Agency presentation, new CEO Stephanie Wiggins uttered some powerful words that gave me goosebumps.:

"I want to make Metro the first choice in transportation that people think about. In great cities around the world: London, Paris, New York, D.C., taking mass transit is normal and expected. In those cities, it's just what people do. In those cities, public transportation is their obvious choice. I want Angelenos to think that way."

This is a bold and powerful statement.  It's the vision of Los Angeles public transportation that I have always had -- where it is not seen as merely "welfare mobility for the poor who would surely buy cars if they could", but as a viable, primary, and environmentally sustainable means of transporting oneself everywhere one needs to go.  I want the mobility experience I had living in New York and London, right here in Southern California.  I don't expect everyone to make that choice, of course.  However, it should be an option that is thought of as "normal" and "reasonable" for a world class metropolitan County like Los Angeles.

More power to her.  She has my full support. 

Wiggins also mentions the importance of equity and compassion, and that law enforcement will not the first resort in dealing with homelessness.

I really appreciated her honest admission that the rollout of NextGen last week could have been better,:  "We have learned some tough lessons over the last week."  She promised more accountability, transparency, and clearer communications about fare collection and the NextGen rollout.

Also speaking on the program was incoming Metro Chair, Los Angeles County Supervisor Hilda Solis.

I encourage you to watch the whole program.  Wiggins begins her remarks at minute 34:

How Metro Can Do Better Next Time

This is not a bash Metro post.  I believe in Metro's mission, want Metro to succeed, and for Los Angeles County to have a world class transit system on the level of New York, London, Paris, and Tokyo.

But let's be honest.  Metro's rollout of its Service Changes on June 27, 2021, and its NextGen Service plan, was poorly executed.  Metro's new CEO Stephanie Wiggins admitted as much in a note on fares, enforcement, and service changes.  It is welcome to see Metro publicly acknowledge there was a problem.

Kenny Uong, who is quickly making a name for himself in Southern California for his transit advocacy and enthusiasm blogged on Twitter his experience seeing confused riders all over the system, who had no idea that the service changes were happening or what they were, and bus stops still having old signage.  

As of writing this post, Metro still had old bus service maps from 2017-18 on its website, which is certainly not helpful for anyone trying to figure out how to navigate the current system today.  Not everyone riding Metro has a smart phone or can easily use an app like Transit or Google Maps. 

Metro had also issued a confusing "TAP where you can" statement, with bus operators quoting fares that riders were unprepared for paying.  

Fortunately, Metro provided clarity today.

What we should have been doing this week is celebrating Metro's more frequent service on certain lines and the rollout of the new bus lanes on Alvarado.  Unfortunately, this was all overshadowed for many riders, especially for those who depend on transit as their primary source of mobility. 

However, this can be a learning opportunity.  Here is how Metro can do better when rolling out service and fare changes in the future:

• New systemwide maps should have been designed and publicly released prior to enacting service changes. People need to see how the system works as a whole. More frequent service should be colored differently than less frequent service. Create an "owl service" map too.  San Francisco MUNI posts current service maps at all of its bus shelters.  Why can't Metro do this as well?  (This is also free publicity as pedestrians walk past the maps and can see all of the places that the bus system goes.)
  
  
  
  
  
• Bus stop signage should be changed prior to enacting service changes, with flyers warning about the start date at all affected bus stops.  As Alissa Walker tweeted, "If this was a freeway the signage would have been replaced overnight."
  
  
• Metro needs clarity on fares and to issue advance notice of fare changes. Either we have them or we don't. Metro can opt not to enforce fare collection, but be clear about the policy.  As Metro buses can broadcast messages like, "Service changes begin ______", or "Masks are required", or "Go Dodgers!", buses could also broadcast messages like "Fares to resume on ______".
  Also, for convenience, TAP readers should be posted on the left of the front entrance of every bus to speed the boarding process for everyone.
  
  
  

In short, have everything in place for the ridership BEFORE enacting service changes or fare increases.

It is truly wonderful that Metro is expanding rail service throughout the County which has my full support.  Now let's also give its bus system the upgrade its ridership deserves, like transit lanes on all major corridors.  

Another Way to Provide Bus Rapid Transit to Cal State Northridge

Metro Los Angeles is currently studying a bus rapid transit (BRT) line for the North San Fernando Valley.  Here is what the current alternatives look like.

However, all is not well with this project.  Acccording to Numble on Twitter, Metro is considering caving into NIMBYs on this project.

This would be disastrous for transit riders in this area.  In particular, this would leave California State University, Northridge (CSUN) out of our growing mass transit system.  If this terrible-case scenario occurs, I've been thinking about how else to serve CSUN.

One idea that has long been discussed is to have branch services from the "Orange" Line (now the "G" Line) on other busy north-south corridors in the San Fernando Valley.  One of these proposed busy corridors is Reseda Blvd.  

My proposal would be to have a branch service of the G-Line going north-south on Reseda, east-west on Nordhoff, and CSUN along White Oak as seen below.  We'd have G1 service between North Hollywood Metrorail station and Chatsworth Metrolink/Amtrak Station, and G2 service between North Hollywood Metrorail station and CSUN.

But we can see from this map even though we would still serve CSUN, what a large east-west gap in mass transit we are leaving out of our system in the North San Fernando Valley.  I really hope NIMBYs do not prevail here.  We need BOTH the proposed North San Fernando Valley BRT and a Reseda Blvd. BRT.

Also, coming to the San Fernando Valley will be a "Sepulveda" Line (hopefully as heavy rail and not monorail) between the Valley and the Westside, as well as a planned BRT route connecting North Hollywood to Burbank, Glendale, and Pasadena.

A note for the future.  Eventually, the G-Line may be upgraded to light-rail.  A further enhancement I would support for this new Reseda Blvd. BRT is to run it between Universal City station and CSUN via Ventura Blvd.  Somehow Ventura Blvd. keeps getting left out of our San Fernando Valley mass transit conversation, when we should already be installing bus lanes on it.

And, of course, we should be doubletracking and upgrading the Metrolink/Amtrak rail corridors as well.

What do you think?

Link the coming Sunset and La Cienega Bus Rapid Transit Corridors

 Here is a Metro Los Angeles map of potential transit corridors for possible upgrade to Bus Rapid Transit.   

Metro  recently released it's top five priorities for Bus Rapid Transit corridors.

The La Cienega BRT Line would run from Slauson to Santa Monica Blvd.  Why not link this BRT Line  to the new proposed Sunset - Cesar Chavez BRT Line via Santa Monica Blvd. and/or Sunset Blvd.?

That map may off on scale, but a BRT Line between the ocean - Venice - La Cienega - San Vicente - Santa Monica - Sunset - Cesar Chavez - Union Station sounds pretty cool, doesn't it?  Actually that alignment works really well as a streetcar/tram too.

(As a side note, La Brea is also targeted for future BRT.  Well, if La Brea is already getting BRT, then surely the Crenshaw Metrorail Northern Extension project should flow at least as westerly as Fairfax.  La Brea doesn't need both, especially when we compare a potential stop to serve The Grove / Television City at Beverly & Fairfax, versus the two gas stations and a car rental at Beverly & La Brea.)

A Proposal for a New Entertainment Shuttle for Hollywood & West Hollywood

In West Hollywood, pre-pandemic, West Hollywood had two free entertainment shuttles which ran Friday and Saturday nights, the Pick Up Line and the Sunset Trip.  (The Pick Up line also ran on "Sunday fundays" and certain holidays.).

The advantages of a free shuttle service serving nightlife are obvious.  It reduces the amount of traffic in the area, reduces drunk driving, reduces the demands on parking, and provides more customers to businesses in these districts.  These free shuttles ran old trolley cars and played hip music and have a fun atmosphere too them.  You can see their respective routes below:

Eventually, whenever things re-open again at some point in the future, and nightlife returns again, West Hollywood can bring back entertainment shuttle service.  Unfortunately, post-pandemic, there are not funds to operate both shuttles.  The Pick Up Line will return first when things re-open again in the future.  

A proposal I have is to modify the Pick Up route, so the western turn around also serves a part of Sunset Blvd.  This will take people up the hill to part of the western Sunset Strip and provide shuttle service to places like the Roxy, the Whisky-a-Go-Go, the Rainbow Room, and the Viper Room, among others, as seen below;

For future planning, I want to propose something bigger and grander involving both Hollywood and West Hollywood.  A "Super Entertainment Shuttle" if you will.  It would serve the Rainbow District, the Sunset Trip, and currently unserved "Theatre Row", as well as taking people to clubs in Hollywood and the "B Line" ("Red Line") Subway.  I envision both a clockwise and a counterclockwise loop.  Please see below.

Two notes:  (1)  I'm currently envisioning the entertainment shuttle heading north from Sunset to Highland rather than LaBrea, because Hollywood Blvd. is often a standstill between Highland and LaBrea on Friday/Saturday nights;  (2) Also, those numbered blue dots are mileage markers, not proposed stops.  The whole loop is slightly under ten miles.   

Granted, this shuttle would require cooperation between both the Cities of Los Angeles and West Hollywood, and it will be months before all of these types of businesses re-open.  But we plan for the future today.  

Imagine someone taking the Red Line to Hollywood, to then catch the shuttle to see a play on Theatre Row or a set at The Comedy Store; and then heading for a drink at The Rainbow Room, or Mickey's; and then head back to the subway, having left the car at home.

What do you think?

Revisions to Metro's NextGen Bus Plan

Here is the good news.  After community outreach, Metro has made some revisions to its NextGen Bus Plan, and Line 218 has been saved, albeit in truncated form between Ventura Blvd. and Santa Monica Blvd.  Personally, I'd extend it from the Orange Line to Wilshire Blvd. (Purple Line), but I am grateful to see it survive it at all.

To review, the NextGen Bus Plan essentially takes the Rapid and Limited bus lines and combines them with their respective Local bus lines to create a more frequent overall service.  This approach has worked in improving ridership in other regions.  Here are the lines most relevant to West Hollywood:

Rapid 704 and Local 4 are combined into new frequent Line 4

Limited 302 and Locals 2 and 200 are combined to form frequent Line 2.

Rapid 705 is combined with Local 105 into new frequent Line 105.

Limited 312 is combined with Local 212 to create new frequent Line 212.

The change I find most fascinating is the merging of Rapid 780 with Locals 217, 180, and 181 into one new powerhouse frequent Line 180.

"In my opinion, this new frequent Line 180 is really going to need bus lanes on Hollywood Blvd. between La Brea and Vermont to work operationally."  Hollywood Blvd. is being considered for a makeover anyway, so now is the time.  So many bus lines start and finish on Hollywood, coming and going from all directions, that bus lanes on it make practical sense to me.

Here is one for my friends in Malibu.  Line 534 turns into Line 134 and has more frequent service.

I look forward to seeing the NextGen Bus Plan put into operation so that we can enjoy a more frequent service.  I've shown the major plans affecting West Hollywood, but you can see all of the NextGen Plan Updates by clicking here.

What is Metro's NextGen Bus Study's Regional Service Concept

Metro has set out to design a new bus network that is more relevant, reflective of, and attractive to the residents of LA County, which it has branded as the NextGen Bus Study. This type of overhaul and updating of the bus system happens about every few decades. It's important to keep the bus network relevant and upgraded to represent current demand and travel patters.  Hopefully this will help with increasing Metro bus ridership as a similar redesign recently helped ridership in Austin, Texas.

Metro has completed Phase 1, its "Research and Analysis" phase.  Based on the data collected and a vast amount of outreach, Phase 2 is now presentation of Metro's "Regional Service Concept".  Phase 3, after the approval of the "Regional Service Concept", will be development of the "NextGen Service Plan", expected in early 2020. Phase 4 will be "Implementation" of the plan once approved.

So what is this Regional Service Concept that Metro is proposing to base design of its new service plan?

According to Metro, "Together with your comments, the Regional Service Concept is guiding the NextGen bus service planners as they examine every Metro bus line and bus stop to determine the best system redesign possible."  This phase will defines the goals and objectives of the new bus network, and will include measurements of for success of the new network, route and network design concepts based on public input and data analysis, a framework for balancing the inevitable tradeoffs that this new plan will require, and, of course, Metro’s Equity Platform considerations.

In 2018, the Board adopted Metro Vision 2028 as the agency’s strategic plan. Metro sees the NextGen Bus Study as addressing one of the plan's top goals: "Provide high quality mobility options that enable people to spend less time traveling."

The Concept lists three key factors to developing the new transit network:

1.  Transit Propensity - Identity the areas where the propensity to use transit is the greatest, by examining the market segments of transit customers (transit reliant riders, commuters, and discretionary riders) and the intensity of demand by population and place (prospective ridership generators);
2.  Existing Service Performance -  identify and optimize the most productive segments of the existing bus network which matches current transit demand (what's already working well);
3.  Service Environment - Removing land use barriers to successful service, and implementing transit supportive infrastructure (such as transit-only lanes).

In particular, check out "Attachment E" (pages 151-157) of the Concept for signs of what bus lines Metro scores as performing well in the current network, and what lines it scores as underperforming.

I expect people will be very interested about any proposed changes to their current transit lines, for many people their transit access and reliability can determine their mobility, their economic prosperity, and social/cultural opportunity.

It will be months before we see the new proposed NextGen Service Plan.  While we are waiting, check out the NextGen Bus Study Data Center where Metro has granted access to an amazing ocean of transit data analysis, more than enough to keep any transit fan occupied until the NextGen Service Plan comes out by early 2020.

For a Ridership Data Tool that "allows you to explore monthly ridership stats, line level trends, and historical information for every line in Metro's system," please click here.

For a Trip Density Per Census Tract Map that displays volumes of daily trip origins per census tract, including both transit trips (recorded by TAP data) and overall trips (car, transit, etc.), please click here and zoom in/out.

For a Corridor Segment Performance Map that "displays which segments have the most ridership and are the most productive," please click here and zoom in/out.

For a Frequency Map that "displays how often buses are arriving at stops for segments of each route, with the red lines showing they most frequent segments," please click here and zoom in/out.

For a Trip Length Distribution Map that "displays how far riders typically travel along the corridor based on their starting point, with darker red dots indicating longer trip lengths," please click here and zoom in/out to click on a starting point to display the average length.

For an Origin-Destination Patterns Sliding Map that "displays the pattern of where current transit riders are starting and ending their trips," please click here and zoom in/out and slide back and forth to compare origins versus destinations.

For a Seated Capacity Map that "displays how full, on average, the buses are on segments of each route. The darker the color represents segments of a route where buses are fuller". please click here and zoom in/out..

For a Stop Level Ridership Map that "displays the level of activity at each of Metro’s bus stops, with the red dots representing high activity, with detailed information on the number of boardings, on and off, by simply clicking each dot/stop," please click here and zoom/in out.

For a Transit Propensity Map that "shows you the areas where the propensity to use transit is the greatest," please click here and add the layers of demand data you want while zooming in/out.

Phew!  That is a lot of data.  I cannot wait to see the new proposed service plan.

Please Give Us Shade... (No, Really.)

Last night I was waiting for a bus at Wilshire Blvd. and 26th Street at a major bus stop that serves local and rapid buses, and here is what I saw:

Notice something interesting?  Here is another view.

People are not sitting in the hot sun in the pretty, artistic seating.  They are standing in the shadows of poles and trees.  This is how too many people wait for the bus in Southern California.  If you are a big and tall guy like me, the pole may not be big enough.

My question is. why isn't there a bus shelter?  Why isn't there shade?  It makes for a very uncomfortable wait.  When it rains, and we know from this year that it actually does rain in Southern California, we basically get wet.

Here is an example of a London bus shelter design  I love -- that has shade, seating, a map, a digital screen, and is ADA compliant -- that I would like to see all through Southern California.

Isn't this pretty?  Why don't we have adequate bus shelters throughout much of Southern California?   Don't blame Metro for this.  The quality (or lack thereof) of bus shelters and bus stops is largely the responsibility of  the cities in which they are located.

Also, are bus stops designed based on how aesthetically pleasing they look or for the benefit of the transit user?  Ideally both, but functionality is essential.

By pointing out this stop, I am not ragging on the transit-supportive city of Santa Monica here, or its terrific Big Blue Bus system.  This one stop is just an indicator of a county-wide deficiency.  I should also add that my city of West Hollywood is currently upgrading its bus stops and shelters, which is terrific.  But, if you don't have adequate bus stop shade where you live, work, and play, then go to your city's Transportation Commission meeting, or even its City Council meeting, and insist on quality bus shelters that offer real shade from the sun and rain during public comment. 

As I stated in my last blog, there are two basic views of public transit and its components that I run across:

(A)  "Public transit is method of moving masses of people of all classes and demographics conveniently from place to place, increasing mobility, cultural opportunity, and economic prosperity, while helping the environment and quality of life for all by providing an reliable alternative for people who would otherwise exacerbate traffic problems by driving more cars on our already clogged roads."

(B)  "Public transit is a form of "transportation welfare" meant to provide a subsistence level of mobility to poor people who would, of course, get their own automobile as soon as they have the means and opportunity."

Too many people think of transit in Southern California solely as (B) and therefore don't see the problem here.  If you only think of transit as just transportation welfare for poor people who would rather be driving a car, then you probably don't care about investing in or improving the system, or the experience of the transit rider. 

Having lived in New York, and other Metropolitan cities, I envision transit as (A), and that is why I seek to improve it for everyone in the Southern California region, because I see everyone as a potential user.  I absolutely reject the limited, outdated idea that "this is Southern California and we have a car culture, so mass transit will never work here."  Millions of people already use the system we have and voters passed Measures R (2008) and M (2016) to improve and expand our system.

One person has told me dismissively, "if we build transit shelters, the homeless will simply camp out in them".  Not if we adequately address the issue of homelessness, which is a whole other blog topic.  I also reject the idea that the severe issue of homelessness in Southern California should limit or be dumped on our transit system and its components.  Let's solve BOTH issues.

I don't write this blog post to complain.  I truly believe in mass transit as a public good, and a public good right here in Southern California.  If there is an amazing bus shelter in London, we here deserve no less.  If there is any amazing transit feature (signage, maps, technology) in any other city around the world, Los Angeles County deserves it too.  This a world class metropolitan capital of culture and commerce and we should have a transit system that is top of the line, and in the front of innovation -- not as an afterthought because, of course, we'd all rather be driving an automobile.  Let's have a world class transit system for everyone worthy of a City and County of Angels.

In order to have the robust, user-friendly rail and bus transit system we all want, please give sunny (and sometimes rainy) Southern California adequate shade at all its transit stops.

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Edited to Add:  Please read this excellent Places Journal essay on "Shade", which explains who in Southern California gets shade (and who doesn't) and why.  Please click here to read.

Homelessness and Public Transit in Southern California -- What is the answer?

Homelessness is not only a housing issue, but a public transportation issue too. Here is shiny new bus stop seating right across the street from West Hollywood City Hall that no paying or prospective transit passenger on their morning commute can use because it has been taken over by a sleeping homeless person.

Other scenarios people who use transit are all too familiar with:
- A homeless person takes up multiple seats with their belongings forcing other people to stand.
- A homeless person either under the influence of alcohol/drugs and/or is mentally ill is disruptive and threatening to other passengers.
- A homeless person who hasn't bathed in several days makes for an unpleasant ride for everyone else around him on the bus.

This post is not meant to be a general complaint about "the homeless".  I have tremendous compassion for homeless people.  We are speaking of  flesh and blood human beings here who deserve our consideration and respect and help.

However, allowing homeless people to take over public transit infrastructure hardly seems fair to the paying transit passengers who deserve safe, clean, comfortable rides.  (If you are someone who drives a single-occupancy automobile thinking, "Well, what's the problem?  I'd stand for a homeless person,"  I'd ask you in return, "how often do you have to?"  It's easy to invoke someone else's inconvenience in the name of one's own compassion.)

When increased homelessness spills onto the transit system and its infrastructure, it suppresses transit ridership because it makes the journey less comfortable and for some people less safe.  So then some people who can afford to opt out of the system, do.  I don't have any raw numbers, but I certainly have an endless supply of anecdotal evidence from people who tell me this is one of the reasons they personally avoid using transit or have stopped using transit.

There are two basic visions of public transit I come across:

(A)  "Public transit is method of moving masses of people of all classes and demographics conveniently from place to place, increasing mobility, cultural opportunity, and economic prosperity, while helping the environment and quality of life for all by providing an reliable alternative for people who would otherwise exacerbate traffic problems by driving more cars on our already clogged roads."

(B)  "Public transit is a form of "transportation welfare" meant to provide a subsistence level of mobility to poor people who would, of course, get their own automobile as soon as they have the means and opportunity."

Too many people think of transit in Southern California solely as (B) and therefore don't see the problem here.  Having lived in New York, and other cities, I envision transit as (A), and that is why I seek to improve it for everyone in the Southern California region, because I see everyone as a potential user.

However, it is increasingly clear to me that unless we do a better job of addressing the issue of homelessness in Southern California, our best efforts to improve transit here are going to be inhibited.  In essence, those of us who are transit advocates need to become homelessness advocates out of necessity.

What is the scale of the homelessness problem in Los Angeles?  The Los Angeles Homeless Services Authority (LAHSA) estimated 59,000 people on the streets of Los Angeles County.  That is truly a heartbreaking number.

So how can we solve this?  The City of West Hollywood addresses homelessness with a multi-disciplinary, multi-agency, collaborative response.   The City also has a five year plan to address homelessness.

However, no one city or one community can solve the issue of homelessness for the whole region.  All of us in Southern California need to do our part, and every community in Los Angeles County needs to do its part too.

In March 2017, Los Angeles County voters passed Measure H to raise money to address the issue of homelessness.  Los Angeles County also has 47 Strategies to Address Homelessness.

What do you think?   Constructive and compassionate solutions welcome.

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Edited to add:  A Social Services Manager from the City of West Hollywood has informed me that if we see a homeless community member in West Hollywood who we would like to help, please call WeHo’s homeless concern line at 323-848-6590. They will meet the homeless community member where they are at and offer services to help get them off the street. 

Metro Los Angeles has a homeless task force.  An article about how Metro is expanding its homeless services appeared in the Santa Monica Daily Press on June 1, 2019.  Please click here to read it.  

Take WeHo's Cityline's Shortline on Saturday Night

This past Saturday night I was getting ready to head downtown for a night of dancing and frivolity when I remembered the City of West Hollywood's Cityline bus has a new Saturday evening shuttle service called the Shortline, which transports people point-to-point to/from the Red Line Station at the southwest corner of Hollywood and Highland to/from the southeast corner of Santa Monica Blvd. and Crescent Heights.

The shuttle service is free(!) and runs from 7:30 PM to 1:00 AM, every 10-12 minutes.

Why? Crescent Heights?

Take a look at these maps of the free entertainment shuttles for the Pickup Line and Sunset Trip in West Hollywood.

You can transfer between the Shortline and either of these shuttles at Crescent Heights.

The service worked beautifully.  I look forward to this new and easy way to getting to/from the Red Line on Saturday nights.

    

WHAM (West Hollywood Advocates for Metro Rail)

West Hollywood is putting its efforts on bringing the Metrorail to West Hollywood through an alignment connecting the under construction Crenshaw/LAX line with the Hollywood/Highland Red Line station.

Full disclosure.  I joined WHAM.  www.whamrail.com 


I hope you do too.

Silliest Question of the Election Season: "Where are we going to park (in Downtown L.A.)"? - Gloria Molina

One candidate made me laugh at loud with a question so utterly ridiculous that I was literally stunned speechless (but not for long).

After complaining about "too much density" in downtown Los Angeles, former Los Angeles Supervisor Gloria Molina asked the question "where are we going to park?"

I am frequently baffled by people who genuinely still expect a 1970's Southern California style low-density, low-traffic, car culture transportation experience in 2015 in the middle of popular urban neighborhoods, as opposed to in the genuinely low-density suburbs.  But for any politician who's been in office for as long as former Supervisor Molina to imply that Downtown has "too much density" in hope of extending her political career just a little longer is among the worst form of NIMBY-ism I've seen in awhile.

Here is a hint to Ms. Molina and anyone else who may be upset about "too much" density in downtown Los Angeles.  Downtown is where density is SUPPOSED to go.

The Red and Purple heavy rail subway lines are there.  The Blue and Gold and Expo light-rail lines are there.  The regional connector is being build there.  Union Station and Amtrak and Metrolink is also there, along with the DASH bus system and buses from every transit authority in the County.  Even modern streetcars are coming back there soon.  Every major metropolitan city in the world has a vibrant downtown area with lots of density and lots of transportation options in addition to driving an automobile and parking a car.

So let me answer the question for the former Supervisor with sincerity rather than being snarky -- for it is entirely possible that someone who is still caught in the old car culture mindset is genuinely baffled about how to respond to the changes taking place to Southern California transportation to make it multi-modal as every other world metropolis.

The answer to "where do I park?" in Downtown Los Angeles is as follows:

• You leave your car at a Metrorail or Metrolink train station, or an express bus park and ride and commute into downtown.
• You leave the car at home and hop on a bus heading downtown with millions of others, or grab a Taxi or Uber or Lyft.
• You use a mode of "active transportation" and hop on a bicycle and walk part of the way.
• You use one of the downtown parking lots with expensive parking rates because the law of supply and demand rations those limited spaces according the laws of capitalism.

To find out more about Metrorail and Metro buses, click here.

To find out more about Metrolink Commuter Rail, click here.

To find out more about Los Angeles Department of Transportation Commuters Buses and Dash circulator buses, click here.

Your local transit authority probably also has an express bus going to/from Downtown.

Is this really so hard?  Downtown Los Angeles is NOT a suburb.

Some thoughts on the West Hollywood City Council Election and where we go from here

First, let me say I love living, working and playing in West Hollywood.

I correctly predicted the top five candidates, but had no clue about the order of finish, but believed Mayor John D'Amico would be the top vote getter and he was.  Here are the totals at present.  There are still 700 provisional ballots to count, and with less than one hundred votes separating the second, third and fourth place candidates it is still conceivable, though I am not sure how likely, the outcome could change. So these numbers are not final, but this is probably but not definitely the order of finish, which we should definitely know by Monday (incumbents are starred, top three are elected):

John D'Amico*               1,892
Lauren Meister               1,750
Lindsey Horvath             1,692
John Heilman*                  1,664
Joseph Guardarrama          1,525
Larry Block                          826
James Duke Mason              307
Matthew Ralston                  283
Christopher T. Landavazo    276
Tristan Schukraft                  224
Brian Funnagan                     79
John Allendorfer                    73

I heartily congratulate Mayor John D'Amico on his re-election to the City Council, and to likely City Councilmembers-elect Lauren Meister and Lindsey Horvath.

No matter how any of us voted, we should all thank John Heilman for 30 years of devoted service to West Hollywood.  That's 30 years of dedication to the city we love.

A word to Joe Guardarrama.  You came so agonizingly close.  I hope you will consider running in the special election in June to replace Jeffrey Prang.   But please do not go away.  West Hollywood needs you.

A word to James Duke Mason.  Most great politicians did not win their first campaigns.  Your heart is clearly in the right place, so here is a tip.  Every candidate in the race was a progressive champion.  Just running as a progressive wasn't enough to distinguish you in a progressive city like West Hollywood.  Local elections in general are about land use planning, economic development, social services, public safety, transportation, and quality of life issues.  You have a future, and I am sure you learned a lot in this race, so do not be discouraged.

I thank ALL of the candidates who ran no matter how many votes they received.  Most candidates who run for office do not win, and politics is a experience of disappointment and heartache more often than not.  Whether we agree with the platforms of any or all of these candidates, they all deserve our thanks for putting themselves forward to take the slings and arrows.  Every city should have the caliber of candidates we have for West Hollywood City Council.

Clearly from the results in thus far, many voters of West Hollywood are concerned about what they fear are too large developments, and they fear the changes brought by increasing density, and want to ensure West Hollywood keeps its unique character.

However, here is what will not change in West Hollywood no matter whom is elected when the final numbers are released: Increasing traffic and density.  That's correct.  I said it out loud.  Anyone who thought they were voting for any particular candiate because they could bring back a low-density, low-traffic, suburbanesqe experience in West Hollywood was only living in the past and hiding from an inevitable future, not just for West Hollywood, but for its environs.  Sorry to break the news to you.  Well, I'm not so sorry actually, because I don't ever want to go through another West Hollywood election where it appears as if traffic and parking are our only transportation concerns.

I compare West Hollywood in Los Angeles County to Luxembourg in the European Union.  West Hollywood is an extremely desirable part of it, but has very little actual control over the politics and economic forces determining the whole of it, and must ride the wave of whatever it happening.  Increasing density and traffic is happening throughout Los Angeles, especially in Hollywood and mid-City and "Manhattanization" will continue. (Disclaimer:  I lived in New York for several years and there are very desirable parts of Manhattan.  There is a reason why so many people want to live there, so do not fret.)

It is my contention that the golden era of the single-occupancy automobile in California, where we all drive cars on clear, low-traffic roads, and treat people who ride public transit as the marginalized poor who can be ignored, and dismiss cyclists as freaks who should be avoided, is over.  In fact, West Hollywood already knows that to be true, and voted 84% for Measure R in 2008, more than any other city in Los Angeles County, because it wants transportation alternatives to simply sitting in their car in heavy traffic.  There will still be millions of cars in Southern California, but it will be multi-modal, like every other major metropolitan region in the world.

So now is the time for all of us, whomever we voted for in this election to come together and find transportation solutions for not just West Hollywood, but all of Southen California that work for the 21st Century.  Here are some policy questions to begin discussing:

• Do we remake "Fountain Speedway" with bicyles lanes and traffic calming so that it serves our residents best?  
• Do we remove curbside parking on Santa Monica Blvd. to create transit lanes that could also be used by a streetcars or light-rail that connects to SilverLake and downtown, and if so, were can we put alternative parking?  
• Do we wait possibly twenty years for a subway to be built here, or, do we take away parking or a traffic lane on Santa Monica Blvd. for an above ground mass transit solution that can be built in within five?  
• How do we reduce the pedestrian accidents that have plagued our city recently?  
• How do we work cooperatively with Beverly Hills, Los Angeles City and County, the neighborhood councils of Los Angeles, and other entities to solve those problems and create opportunities that benefit all of us?  

This blog will continue to explore those questions that were not even discussed in this election.

On a personal note, like many, I started as a angry young man in politics and policy.  But, as I have grown older and matured, I have grown into someone who is focused on finding solutions and improving the quality of life for all of us.  If someone wants to keep looking backward at a West Hollywood and a Los Angeles County and Southern California where only cars mattered in transportation, and everyone else was simply marginalized or ignored, then this blog probably isn't for you.  In fact, the future of Southern California probably isn't for you.

But, if you want to find solutions that work for everyone -- motorists, cyclists, transit riders, pedestrians, all peacefully co-existing and mobile -- let us find those solutions, because they future is already upon on us, and West Hollywood, the creative city, will likely be in the forefront of it.

Any progress on passenger rail to Palm Springs?

I regularly get asked if there is any progress on getting daily passenger rail between Los Angeles to Palm Springs.

Here is what I have been able to find.

The Riverside County Transportation Commission passed a resolution in October 2013 supporting daily intercity rail service from Los Angeles to the Coachella Valley.

Here is the Coachella Valley Intercity Rail Corridor Planning Study from 2013 by Caltrans.

Here is the current RCTC Fact Sheet on the project.

In the maeantime, I am wondering how that Sunline Transit Commuter Bus 220 service is fairing.  Also, I have friends who occasionally take Amtrak from Los Angeles to Fullerton and then catch the Amtrak bus to the Coachella Valley and then back the same way when returning.  Those Amtrak buses are nice and have WiFi.. 

Two big questions remain:  

(1) Should passenger rail service between Los Angeles and the Coachella Valley be a Metrolink operation or an Amtrak operation?  If there are sufficient people who would commute daily to work from the Coachella Valley and Riverside or even Los Angeles, the Metrolink makes sense.  If this is more resort and holiday travel, then perhaps Amtrak is the more suitable carrier.  Either way, we all want to Palm Springs and Coachella Valley having daily stops in the morning and evening.  And if that happens will Palm Springs upgrade its station with amenity or two?

(2) Competition with Freight Rail for use of those tracks.  Right now the freight rail carriers do not want to share the tracks for daily passenger rail service.  Approximately 40% of America's incoming goods go through the Ports of Los Angeles and Long Beach, so you can see why.  Is the answer for the federal government to make them share the tracks with passenger rail through regulation or is it to find the money to build more tracks or both?  

That is where we are at and as soon as I know more I will let you know. 

Calling for a transit-only lane on Santa Monica Blvd. - Sunset Blvd. between Santa Monica and Union Station

I consider myself the biggest cheerleader of bringing Metrorail to the West Hollywood environs.  And with luck, the northern extension of the Crenshaw/LAX light-rail line will be routed to Hollywood via West Hollywood and its neighboring areas.

However, we shouldn't forget surface transit.  Even with Metrorail, major corridors throughout Southern California are also going to need transit-only lanes allowing for speedy service for buses and modern streetcar trams to connect people to the "first/last mile" of the their journey.  We will need a full network of transit-only lanes all over the county (in addition to bicycle lanes).

Here's a sample pic of what this might look like.

As part of this, in addition to the Purple Line expansion as part of the Westside Subway Extension, there is currently a project to bring bus rapid transit to Wilshire Blvd.

I will be the first to stand up and call for a Santa Monica Blvd. transit-only lane between the ocean and Sunset Junction, further heading downtown to Union Station.

As a transit-only lane, it could potentially run modern streetcars quickly and efficiently.  Just imagine...

Now my willingness to take lanes away from cars to allow for more mobility for transit and bicycles may doom any chances I might ever have to get elected to political office in Southern California or it may not.  (No, I am not a candidate for anything.)  But the golden era of cheap gasoline and the single-occupancy automobile in southern California is LONG behind us.  Even if we "drill, baby, drill", $2/gallon gasoline is gone forever.  It's a global market and China and India are not going to stay in the third world so that we can drive our SUVs cheaply across the streets of  Los Angeles.  Therefore, we need to consider practical ways to expand mass transit mobility affordably like any other world class metropolitan region.

So let's bring a transit-only lane to Santa Monica Blvd. while we continue to advocate for Metrorail.

A Los Angeles eye view of Toronto Transit

Recently I had the privilege of being in Toronto, Ontario, Canada.    Toronto is an amazing city with great people, great food, and a great transit system.  In fact, like Los Angeles, Toronto's is in the process of a huge expansion of its mass transit system -- truly a world class city unfolding.

Though attending a business conference, I had a little free time and I used it to sample Toronto's transit system and to see how Toronto's current system could inspire user-friendly changes to our own expanding system.

I took pictures.  (My apologies for any blurry pics, I make NO claims on being a good photographer.)

Here is a subway entrance and something you rarely see in Los Angeles -- an actual transit shelter for streetcars and buses.

This streetcar and bus stop has a shelter with a CURRENT systemwide map on it.  Why can't we have transit stops with covered shelters and/or current transit system maps posted on them to make it easy and convenient on riders.

Here was my day pass in Toronto.  It works like a scratch lotto ticket.

Here is a daily free newspaper "Metro" that people pick up to read in transit stations.  There was also a Metro free daily that I read on the London "tube" when I lived there.

Here is a fully underground grocery store.  Makes for very convenient shopping on the way home.

Never underestimate the value of CURRENT system maps as well as station area maps to help riders.

This subway car has a sign that points to which side of the subway car will have the doors open.

Here is an electronic map in the subway car that points out where you are in the system and what the next stop is -- very convenient!

Notice the television screen in the subway with accurate up-to-date information

Another tubular type of platform -- very London-esqe.

And because there are people who use paper day passes even with turnstiles, there will need to be human monitors at subway entrances to allow those people through.  (Note to Metro that is considering locking subway entrances -- you will still need to have human monitors at the stations for regional paper pass holders like me.)

Nice how subway entrances are located within office complexes.  When the Century City station on the Purple Line is built as well as a future 5th/Flower subway station infilled on the Regional Connector, think of the possibilities.

Whoops.  This subway station had multiple entrances only this one did not have a human monitor.   Those entrances need to be labeled.

Note this nice weather protected entrance to the subway station.  It gives you a chance to open your umbrella before going outside or closing it before you head down the escalator.

One of the things I miss the most from New York and London subway systems are the buskers.  Why not have quality musicians playing in the system for tips?

Look that something you hardly ever see anymore -- pay phones, plus a lotto stand in the subway.

Look, a convenience store within the subway station -- for buying a newspaper or picking up breath mints prior to that important business meeting.

Here is the inside of a spacious subway car.  The Red/Purple Line cars in Los Angeles are poorly designed  The middle seats should be back-to-back to give a more open feeling.

Look at the clear bag trash receptacles that include recycling and a machine to get your transfer (which Metro doesn't do anymore.)

The downtown subway stations connect to full service malls underneath office buildings.

Here is a subway entrance with two service windows and several turnstiles.

Here are the Toronto equivalent of Zipcars.

What?  You thought gasoline was $1.30 a gallon in Canada?  Nope.  That's per liter.  The "drill, baby, drill" fools think that we can drill our way back to $2 a gallon gasoline.  It is a global oil market and China and India are not going to stay in the third world so that suburban/exurban residents can drive gas guzzling SUVs in America cheaply.

Here is a Toronto streetcar that comfortable rides in traffic at grade.  (Think of how much quicker they would be if these were transit only lanes.)  Modern streetcars are coming to Los Angeles in just a few years.  Woo hoo!

Personally, I think the overhead wires and tracks of the streetcars aren't blight.  They are part of the ambiance of the city.

As part of its transit system, Toronto allows you to rent a bicycle.  All part of the convenience of a transit friendly city.

The one thing I didn't have time to do is ride the ferry to the Toronto City Airport.  Toronto is planning rail links to Pearson International Airport.

Metro can adopt some of these amenities.  Your local city or neighborhood council can adopt some of the others.  Public-Private Partnerships are possible.

Now, sometimes as I discuss the growing transit network in Los Angeles I will hear someone say, "but what about my automobile?  I love my car and don't want to to give it up."  To which I say, "Uh, no one is asking you to.  Keep your car.  There are millions of others who want to have an alternative."  And Toronto, like New York and London and Tokyo and other cities with world class transit systems, there are also millions of automobiles as well.

So here's to Toronto.  I look forward to witnessing the unfolding expansion of transit both there and back here in Southern California.