VX News shares this excerpt from a Valley Economic Alliance Livable and Sustainable Communities committee meeting earlier this summer on the Sepulveda Transit Corridor Project. Moderated by Sonya Blake, President and CEO of the Valley Economic Alliance, Yusef Robb from tk/Communications discusses two heavy rail alternatives for the Project and the potential to transform regional mobility by connecting the San Fernando Valley to the Westside and beyond through a network of integrated transit options.
Sonya Blake (moderator): Welcome to the Valley Economic Alliance Livable and Sustainable Communities meeting on July 18, 2024. I'm Sonya Blake, President and CEO of the Alliance, and I'm super excited about today's program.
I’d like to share about the Alliance in our community and our economic development work. We have been doing this work for 30 years in our five-city Valley region, helping to create jobs and bolster our local economy. We promote economic development throughout the valley through a free business assistance program, helping companies start, grow, and thrive in our region, as well as promoting tourism to the valley. We're also working on workforce development, helping employers create a pipeline to find qualified workers and helping job seekers connect with job training to upskill and earn higher salaries. So, if you are affiliated with an employer looking to hire employees, definitely reach out to us and get involved.
Our Livable and Sustainable Communities Committee works on issues that help to create and improve great neighborhoods in the Valley through housing, environmental sustainability, transportation, infrastructure, parks and recreation, healthcare access, and so much more. Transportation infrastructure is such an important and integral part of economic development. It helps us move people and products throughout our region and connects people to amenities. It helps businesses connect their products with their customers and strengthens the livability of our region. We're big proponents of efficient and innovative transportation at the Alliance, and we're super excited to bring to you some speakers who will discuss the plans we might be able to expect in the Valley.
To get us started, I want to introduce our first team on behalf of Sepulveda Transit Corridor Partners, welcoming Yousef Rob of TK Communication. Sepulveda Transit Corridor Partners includes Bechtel Development Company, Meridiam, and American Triple I (ATI) as equity partners, and Bechtel Infrastructure as the lead construction contractor and engineering firm. Bechtel is one of the world’s leading engineering and construction firms with a prominent track record in passenger rail. We are excited that Bechtel is a partner of the Alliance, and we're very thrilled to have Yousef Rob with us here to do a 15-minute presentation about the project they are working on.
Yusef Robb: Thank you very much for having me and forgive me, I'm going to read this disclaimer very quickly then I'll explain why:
Because Metro has not completed a CEQA review, the information contained herein does not constitute evidence and approval by Metro of, or a commitment of Metro to, any action for which prior environmental review is required under CEQA. Metro retains the absolute sole discretion to make decisions under CEQA,which discretion includes without limitation deciding not to proceed with the project known as the no-build alternative and deciding to approve the project. There will be no approval or commitment by Metro regarding the development of the project unless and until Metro as the lead agency and based upon information resulting from the CEQA environmental review process considers the impact of the project.
Why did I have to read a disclaimer?
More frequently, transit agencies fully engineer a transit project. They outline the route, determine the amount of steel and concrete needed, and then go to the market to find out how much it will cost to build it. Metro did something different with the Sepulveda project. They defined this light area you see on the map as the project area and asked companies, "How would you build transit through it?" Many proposals were submitted, and now we've narrowed it down to two monorail proposals, which you will hear about after me, and three heavy rail alternatives, two of which I'm here to talk about: Alternatives 4 and 5. The difference between them is that Alternative 4 is elevated through the Valley and goes underground once it reaches the mountains, after Ventura Boulevard. Alternative 5, on the other hand, is fully underground. It starts underground at the northern terminus, which is the Metrolink station in Van Nuys, and remains underground for the entire route. Those are the key differences between the two alternatives.
Our team is robust, with U.S.-based but globally experienced members. We have a real commitment to working locally, collaborating with a couple of dozen local firms. We aim to go above and beyond the standard requirements because we want the construction of this project to create good jobs. I helped run the campaign to pass Measure M, where we promised to reduce traffic and create jobs. This project truly commits to creating jobs for Angelenos, not just for outsiders. Our team's experience includes the Metro D (Purple) Line, the subway line underneath Wilshire Boulevard that is currently being extended—very relevant experience for this project. Our team has worked on the Metro Regional Connector, the station that knits together multiple Metro lines underneath downtown LA, right next to the Music Center. We haven't had any complaints that the musicians' tonality is being altered. We know how to build these things and how to do it with minimal community impact. Our team also has experience with the Paris Metro. If anyone on this call is going to the Olympics next week, our team operates similar technology on the Paris Metro, which is widely regarded as one of the best metro systems in the world. Additionally, we worked on the Elizabeth Line in London, a 60-mile rail line that we opened last summer, with 40 miles underneath the heart of London. We haven't had King Charles complain that his teacups are rattling. That's my long way of saying we have very relevant experience to complete this project, both from an engineering standpoint and from a community impact standpoint. We know that this will be all benefits and no downside.
Here's the North Star I want to get at. As outlined, several outcomes could come from building the Sepulveda Transit Corridor. Metro outlines them as improved mobility, improved equity, economic development—which is a priority for us here—environmental benefits, and minimized risk. All the outcomes that you want from a transit system depend on ridership. If you're looking to get cars off the road, the more people on this system, the fewer cars on the road. If you're trying to reduce greenhouse gas emissions, the more people on the system, the better the outcome. If you're trying to get customers, shoppers, and diners moving around to stimulate commerce, it all comes down to ridership.
Here’s another view of our route, and I want to start leaning into the ridership frame that was discussed earlier. The northern terminus of this line is the Van Nuys Metrolink station. This station will not only attract local residents, but Metrolink is feeding in from the Antelope Valley, basically from the northwest. You have Amtrak commuters who, believe it or not, currently come into that station and then drive down the 405. Many of them actually work at LAX. So, this station is going to connect both the local and regional transit networks. The under-construction San Fernando Valley Line, which runs along Van Nuys Boulevard, will also connect to that station. We believe that connections and the closest possible connections to other transit lines are critical. We don’t just believe this; we know it. Our research shows that every additional foot, flight of stairs, escalator, or elevator that you have to take to transfer trains reduces ridership. Therefore, we have designed our stations to connect as closely as possible to other transit stations.
Proceeding south on Sepulveda Boulevard, we have a stop at Sherman Way. Continuing south to Sepulveda Boulevard and the G Line, which will not only serve people from the G Line but also connect to the Red Line, currently the busiest rail line in the Metro network. While this project connects the Valley and the Westside, it really is a regional solution that integrates with the broader network. Then, heading south on Sepulveda, you have a station at Ventura Boulevard, a busy area. Next, you proceed south to a station in the heart of the UCLA campus. From there, you go to Wilshire and Westwood Boulevard station, connecting with the D Line (Purple Line subway). This provides a direct connection to the Purple Line, which extends both west and east, feeding in from communities across Los Angeles. Continuing south to Sepulveda Boulevard and Santa Monica Boulevard, and then to the southern terminus of the line at the Expo Line, extending west into Santa Monica and east into downtown, passing by USC.
Again, we endeavor to build close connections to the existing transit network. The locations of our stations are designed to be as close as possible to where people live, work, learn, and play. The farther the station is, the more of a hassle it is to get there, and the more difficult it is to transfer, resulting in fewer people using it. We want people to use this system. We are very connected to Metro, Amtrak, Metrolink, and buses—don't forget the buses. Hundreds of thousands use Metro buses every day, and we are integrated with that network too.
I want to mention the UCLA station. Metro projects that this will be the busiest non-transfer station in the network if it's built. Our proposed station is in the heart of the campus. For those familiar with UCLA, this is the Luskin Center, called Gateway Plaza. It's just off Bruin Walk. UCLA not only has a lot of students, faculty, and staff—many of whom live in the Valley and have a horrible commute to and from work every day—but it is also the number three employer in Los Angeles County. Remember, there's a medical center and basketball games at Pauley Pavilion; we see this as a huge advantage and a significant benefit of having a station right in the heart of the UCLA campus. Travel times are crucial for encouraging people to use transit. Metro estimates it currently takes 100 minutes to travel from the Van Nuys station to Sepulveda Boulevard and the Expo Line using existing transit options. However, our alternatives, 4 and 5, reduce this travel time to 19 and 20 minutes, respectively. Think about the benefit of getting from Van Nuys to West LA in just 20 minutes. This significant reduction is very advantageous. Metro's alternative 6, which they are designing, aims for even quicker transit times between each station, averaging about two minutes, sometimes even one and a half minutes.
I want to focus on a particular section because this is a game-changer for LA: the route from Sepulveda and Ventura Boulevard to UCLA. This is the longest gap between stations in our network, taking six and a half minutes. Imagine getting from the mall to UCLA or Westwood in six and a half minutes. You could watch a movie in Westwood and then have dinner on Ventura Boulevard, or vice versa because the travel time between them is just six minutes. To me, as an Angeleno, this short travel time proves how transformative this transit system could be, allowing seamless and quick commutes between major areas in LA.
When you are waiting for transit, you don't want to be standing around waiting for the train, right? Riders want convenience and certainty. They don't want to rush to the station, miss the train, and feel like it will never come again. We propose running trains every two and a half minutes, with the ability to increase frequency to every 90 seconds when needed. We believe this is a huge driver of ridership because people will know they just have to pop into the station, and their ride is on the way. From our research and intuition, the more people who use the transit system we build, the better the outcomes. More people can consider jobs farther from where they live because there is a better way to get there. Employers will have a wider circle to recruit potential talent.
Sonya Blake (moderator): It was really exciting to hear about the emphasis on maximizing ridership and the quick frequency of the trains. It was fascinating to think of folks being able to have that short wait time for their ride. So, we appreciate that very much. Are there any other questions?
Audience (question): Is there also a financial analysis? For example, you're talking about trains every two and a half minutes, which would be the quickest I've ever seen in any American subway system. Maybe in Japan and China, but I've never seen it in the US, in New York, or anywhere else. I would assume that would be expensive to do.
Yusef Robb: The financial analysis has not been completed yet. As mentioned in the disclaimer, Metro will issue the permits for all the alternatives. Any of these proposals will require a significant investment and the key question is, what value are we getting in return?
We can achieve the proposed frequencies, with trains arriving every two and a half minutes and reaching speeds of 70 miles an hour due to automated train technology. This doesn't mean autonomous vehicles like those taxis driving around with cameras. Instead, it means that trains along the line move in concert on a constant loop. If someone holds up the door, the train waits, and adjustments are made along the line. The automation allows us to run trains closer together without a human driver. We will still have personnel available for other tasks and to jump in if needed. The Paris Metro Line 14 uses analogous technology to what we're proposing. While it might sound new, this technology is being used safely and effectively around the world.
Sonya Blake (moderator): Thank you very much, and by the way, I'd like to introduce the Alliance team. I want to also make sure you meet Gregory Martayan, our VP of External Affairs. Greg, do you have a comment or question?
Gregory Martayan: I wanted to say that as these projects are presented today, the importance for the Valley Economic Alliance is that these transportation systems will uplift the communities in the San Fernando Valley. It's important to remember, as we look at these projects, the mission of the Alliance: creating more jobs and opportunities in the valley and increasing household income.
This is a way to make that happen. When we start connecting people to jobs in West LA, making it easier for them to get there, or having folks from West LA come to the valley and spend their money, it uplifts the valley's economy. As we consider these projects, I want everyone to keep in mind that this is about assisting our students, helping our families, and ensuring people have more access to create generational wealth and better opportunities for themselves, their children, and their families.
Thank you to everyone here. This is a new day for the city of Los Angeles and the region, as we create better opportunities for upward mobility for those who currently spend two hours on the freeway to get from one place to another. This will be a game-changer for all our people.