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Sepulveda Transit Corridor
The Sepulveda Transit Corridor is a two-phased planned transit corridor in Los Angeles, California. Its first phase aims to connect the San Fernando Valley to the Los Angeles Basin through the Sepulveda Pass. A second phase would further extend the line southwards to connect with Los Angeles International Airport. The corridor is intended to relieve the heavily congested I-405 freeway through Sepulveda Pass and provide a fast public transit option on this north–south link. Proposed alternatives include heavy rail rapid transit (a subway) or a monorail line connecting the G Line in the Valley to the D Line and E Line on the Westside, and the K Line near Los Angeles International Airport.[1] As of December 2024, the project is in the environmental review phase of planning and construction is expected to be funded via a combination of local Measure M revenue and applications to federal grants. Pending these two requirements, the first phase is projected to open in 2033–2035. Current traffic situationThe proposed transit line will traverse the Sepulveda Pass largely parallel to the existing I-405 freeway, which connects US 101 to its North in the San Fernando Valley with I-10 to its South in the L.A. Westside. I-405 is the busiest highway corridor in the United States, serving 379,000 vehicles per day.[2] A five-year construction project to widen the I-405 at the cost of $1.6 billion was completed in 2014, but its impact on reducing congestion remains disputed.[3] Currently, what is essentially phase 1 of the project is being serviced by LA Metro with bus Route 761, which uses Sepulveda Boulevard to traverse the Sepulveda Pass. Its southern terminus is Expo/Sepulveda station on the E Line, and connects to the G Line at its Van Nuys station and Amtrak and Metrolink at their Van Nuys station, before terminating at Sylmar/San Fernando station. It takes about an hour to connect the E and G Lines.[4] Route 233 serves Sepulveda Pass at night.[4] What is currently designated as phase 2 of the project is served by Culver CityBus lines 6 and Rapid 6 via Sepulveda Boulevard, with the latter only operating weekdays. The lines' northern terminus is the UCLA Gateway Plaza (Westwood/Strathmore). Both lines 6 and Rapid 6 meet the aforementioned Metro 761 in Westwood Village at the Westwood Blvd/Weyburn Ave intersection and at the 761's southern terminus, the Metro E Line's Expo/Sepulveda station. The southern terminus is the Aviation/LAX C line station. As such, the lines indirectly serve LAX, requiring a transfer to a free shuttle bus that serves the station and LAX terminals. They will be rerouted to the LAX Metro Transit center station once it is open,[5] as the station will feature bus bays and direct connections to the LAX terminals by way of the LAX Automated People Mover.[6] Rapid 6 is unique in that it has traffic intersection signal priority in the City of Los Angeles,[7] whereas most agencies do not have signal priority outside of their base city. Line 6 completes its run as scheduled in 1 hour 4 minutes with average traffic while the Rapid 6 completes its run with 15 minute headways in 54 minutes as scheduled with average traffic. Total transit time from the Aviation/LAX C Line station to the Van Nuys G Line Station with the current bus service is about 2 hours plus transfer time. The completion of both phases of this project is estimated to reduce total transit time through the whole line to about 45 minutes. History The line is a long-established goal in Los Angeles transit planning. Proposition A, which imposed a half-cent sales tax in Los Angeles County to fund a regional transit system, was passed in 1980, and a Sepulveda Pass line was in the project map that was part of the proposition's documentation. The Los Angeles County Metropolitan Transportation Authority (Metro) has $10 billion in funds available for construction planned to begin in 2026.[8] The plan included in the Measure M transportation funding measure is to build improvements in three stages: additional lanes to be used for express bus service to open by 2028, an 8.8-mile (14.2 km) transit project between the G Line's Van Nuys Station and the D Line Extension’s Wilshire/Westwood Station by 2035, and a planned extension to LAX with a 2059 completion date.[9][10] In April 2017, Metro issued a request for proposal to study alternatives, and several companies sent unsolicited proposals to accelerate the project via public-private partnerships.[11] The project's timeline could be accelerated under the Twenty-eight by '28 initiative.[12] Initial proposed routings and modesIn June 2018, Metro released its initial six alternative rail concepts for the corridor. All of the proposals provided connections between the G Line (at Sepulveda, Van Nuys, or both) and the E Line (at Expo/Sepulveda or Expo/Bundy), as well as to the D Line Extension, currently under construction, and to the East San Fernando Valley Light Rail Transit Project, currently being planned. The proposals fell into four categories:
In January 2019, Metro released a refined second set of rail concepts for the corridor, eliminating light rail and rubber-tired metro technology from consideration and narrowing it down to four concepts:[8]
In July 2019, Metro released a third refined rail concept after community input. These mainly covered the same routes but with a station added at Santa Monica Boulevard Station in reaction to public feedback. Both costs and ridership projections were higher for these proposals. The feasibility study for both phases was completed and presented in November 2019,[14] with no significant refinement from the July 2019 presentation. The study said that additional research was needed on whether the project would need to relocate or maneuver around a nine-foot wide DWP water pipe called the "Sepulveda Feeder."[15] Additional studies were also called for on general station locations, tunnel design configuration, rider transfer patterns, and the identification of costs and cost reductions. The study also called for more information to be gathered on the impact of the Santa Monica Fault near Santa Monica Boulevard. The Metro Board then commenced the NEPA and CEQA scoping process. Two consortia were chosen to prepare pre-development materials for the two potential modes. Monorail proposals are being developed by BYD LA SkyRail Express, while heavy rail (HRT) work proposals are being by Bechtel.[16] By December 2021, six alternatives had been prepared for further consideration: three heavy rail options and three monorail options (one of which included a separate automated people mover to serve UCLA).[17] Phase One: Valley–WestsideStatus OverviewAs of December 2024, Metro is in the environmental review stage of planning of the first phase, to traverse Sepulveda Pass. This involves the development of an environmental impact report (EIR) under the California Environmental Quality Act (CEQA), and subsequently, an environmental impact statement (EIS) under the National Environmental Policy Act (NEPA). The Draft EIR will evaluate project alternatives representing a range of rail transit modes, alignments, and station locations for the Sepulveda Transit Corridor Project. Once the draft EIR has been completed and circulated for public comment, Metro staff will recommend a locally preferred alternative (LPA) to the board of directors. After the LPA is identified, the final EIR, draft EIS, and final EIS will be prepared to complete the environmental review process.[18] Environmental review is followed by detailed engineering and design, and then construction. Revenue service is projected to start in 2033-2035 if environmental review and funding proceed according to plan. Current project alternativesAs of December 2024, LA Metro is considering five project alternatives to connect the San Fernando Valley to the Los Angeles Basin through the Sepulveda Pass,[19] all of which are developed in a partnership with private consortia: Alternatives 1 and 3 are based around a monorail system that would be built along the existing I-405 freeway for substantial parts. They are developed by LA SkyRail Express (LASRE). Alternatives 4 and 5 are based around automated heavy rail and a new rail tunnel under Bel Air. They are being developed by Sepulveda Transit Corridor Partners (STCP). Alternative 6 is based on driver-operated heavy rail, as implemented on the B- and D-Line. As required under CEQA, a no-build alternative is also being evaluated. Alternative 2 was dropped in July 2024.
Project development historyIn March 2021, Metro awarded contracts to two consortia to develop alternatives to separately advance the project via different modes. Plans for an automated heavy rail are being developed by Sepulveda Corridor Transit Partners (SCTP), a consortium led by construction firm Bechtel, along with other partners including the European rail vehicle and systems firms Stadler Rail and Siemens Mobility, engineering firms Systra and T.Y. Lin, and French transit operator RATP Dev.[20] The rival design approach is a monorail as planned by LA SkyRail Express (LASRE), a consortium led by British infrastructure investor John Laing plc along with other partners including Chinese EV manufacturer BYD, Swedish construction firm Skanska, and French transit operator Keolis.[21][22] In April 2021, Metro advanced five routes to the next study stage, including three routes selected as part of Metro's public-private partnership solicitation for the line. The P3 proposals came from Bechtel and BYD Company, with Bechtel submitting the same heavy rail alignment and station proposals as HRT-4, and BYD submitting two monorail proposals that differed from the original MRT-1 alternative studied by Metro.[23] In November 2021, the CEQA notice for the project alternatives was released, with an environmental scoping period to begin in February 2022. Rail options were refined to three monorail and three heavy rail alternatives. Monorail options 1 and 2 did not include a station on the UCLA campus and proposed connecting transit options instead. The alternatives considered for the Draft Environmental Impact Report[24] north to south routes from the Valley to E Line are in the following table:
In October 2023, Metro released ridership estimates for the six Sepulveda Line options, with the results greatly favoring the heavy rail option. Estimates showed that the heavy rail alternatives (4–6) not only had higher ridership than the monorail alternatives (1–3) by between 21,000 and 57,000 daily riders, but the heavy rail alternatives also were 8–14 minutes faster and had quicker connections to other lines in the LA Metro system, such as the D and E lines.[27] On July 3, 2024, Metro formally eliminated Alternative 2. This follows a request from LASRE for its elimination, along with Metro's independent review and public input in May 2024.[28] Alternative detailsThe following table shows all potential metro stations and the alternatives for which they apply:
Three Maintenance and Storage Facility (MSF) options are being proposed.[31]
Controversy and public opinionThe planned project has sparked a vigorous debate that centers on the two different proposed modes: the aerial monorail following I-405 or heavy rail in a subway tunnel under Bel Air. Supporters of the heavy rail option include UCLA,[32] which would be served with direct station access on campus under all heavy rail options. A scoping process carried out by Metro from November 2021 to February 2022 showed a majority of the public favoring heavy rail over monorail, 93% to 7% respectively.[33] Heavy rail alternatives were cited by comments as having better transfer options to other lines, faster travel times, and more familiarity with the Los Angeles Metro Rail system.[34] Results of an official public opinion survey conducted by Metro during July and August 2022 to gauge public opinions about the Sepulveda Transit Corridor Project were released in December 2022. After describing details of both rail types were presented to residents, an HRT underground option stood at 71% approval, with respondents citing shorter travel time and fewer surface impacts.[35] State assemblywoman Laura Friedman, chair of the California State Assembly Transportation Committee, implied her support the heavy rail alternatives, citing the monorail alternatives having their stations located in I-405 as well as the need for a station at UCLA.[36] The heavy rail option is summarily rejected by a group of homeowners in the affluent Bel Air neighborhood, under which the subway tunnel would be built. An organized effort against this option is primarily led by Fred Rosen, the former CEO of Ticketmaster and leader of opposition group Keep Bel Air Beautiful. Jamie Meyer, president of the Bel Air Association, called the proposal a "mind boggling expensive and potentially dangerous subway under our community". Local congressman Brad Sherman, who is seen as pivotal in the debate due to his position for lobbing for federal funding, sent a letter to Metro with the local homeowners' concerns, though he declined to take a side himself until the environmental review is complete.[37] Main concerns brought forth by the heavy rail opponents are worries about noise issues and traffic disruptions during construction, as well as vibrations during operation. Metro dismisses all these claims. Further points include fiscal sustainability in light of the high upfront costs and Metro's record of cost overruns. The opponent group threatens to litigate their claims. Supporters criticize that litigation is unlikely to succeed, but may contribute to increasing costs and lead to delays.[38] Phase Two: Westside–LAXInitial alternatives analysisEarly concepts for phase two from E Line to the (at the time unbuilt but now operational) K Line were released in 2019, with detailed connections to the under-construction LAX Automated People Mover.[1] Metro hopes to complete the feasibility study by 2019 and begin an environmental impact review along with phase one.[needs update] There are two main modes for phase two of the corridor. Five proposed concepts begin at either Expo/Bundy station or Expo/Sepulveda station, contingent on the terminus of the first phase of the project. All routes terminate at the LAX/Metro Transit Center station, which is currently under construction as part of the Crenshaw/LAX Transit Corridor Project. This terminus station will offer transfers to the K Line and LAX Automated People Mover.[8] Concepts include routing south along Sepulveda Boulevard, Overland Avenue, Centinela Avenue, and I-405, with possible intermediate stops at Venice Boulevard, Culver City Transit Center, the Howard Hughes Center, and Sepulveda Boulevard at Manchester Boulevard. The Sepulveda Boulevard route option would be completed as below-grade heavy rail, while the I-405 option could be completed as either a combination of elevated and below-grade heavy rail or a combination of elevated and below-grade monorail.[39] Metro's July 2019 updated concepts for Phase 2 added a stop along Santa Monica Boulevard per public popular demand. They added the fifth concept, extending the east/west Purple Line Extension terminus south towards LAX, creating a one-seat HRT trip from LAX to Downtown Los Angeles along Centinela Avenue.[24] All north-to-south routes from the E Line to LAX are:
Alternative detailsThe following table shows all potential metro stations and the alternatives for which they apply:
Alternative 5's concept for the Westside-LAX phase of the Sepulveda Transit Corridor Project would extend the Purple Line subway south down Centinela Ave along the same route as the other proposed Centinela Ave concepts (Alt 2). This concept would provide a one-seat ride from the LAX Automated People Mover to Downtown Los Angeles but would require passengers from the San Fernando Valley to transfer at Westwood/UCLA station to travel further south.[39] The second phase of the Sepulveda Transit Corridor Project is not due to break ground until 2048. AdvocacyTransit advocates have proposed combining the East San Fernando Valley Light Rail Transit Project and the Sepulveda Transit Corridor Project into a single study to connect Sylmar, Van Nuys, the G Line, Sherman Oaks, UCLA, and the future Westwood/UCLA D Line station. Metro studies declined the LRT merge option and stated HRT would provide faster times and more occupancy on trains. Future extension phases south to the E Line, LAX, South Bay, or beyond are also being advocated and proposed.[41] Metro proposed a Centinela Avenue route to LAX or thru Sepulveda Boulevard. No studies have been allocated funds. Phase 1 of the project is part of Metro's Twenty-eight by '28 initiative, which aims to complete its list of expansions in time for the 2028 Summer Olympics.[1] Metro is looking into a public/private partnership to accelerate the opening. References
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