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ccllaarrkk.bsky.social
@ccllaarrkk.bsky.social
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ccllaarrkk.bsky.social
If Metrolink converts to hydrogen, could we convince LADOT to bring back the STEAMBUS?
Image from the steam bus debut in Los Angeles, 1972. Mayor Tom Bradley does his best Kim Jong Un impression looking at the Steam Bus engine. '72-'73.
December 22, 2024 at 11:10 PM
ccllaarrkk.bsky.social
3. The implementation of sidings to introduce express service on light rail lines.
4. That the importance of crossovers, and other infra, are "well understood" in the value engineering phase (this may point to internal discussions responsible for the excess crossovers on the K Line North plan).
Screenshot from the study including the text: Improvements for Running Express Service Right now, Metro cannot operate express service on any of its rail lines. A lot of this can be accomplished by building sidings at strategic locations and if necessary, expanding selected stations. Doing things like this is common with commuter, passenger, and freight service. Take for example the A Line between Long Beach and DTLA. This can be accomplished by building a third track between Willow and Washington and th then expanding to three track platforms at the 7 /Metro, Washington, Willow, and Willowbrook/Rosa Parks Stations. Screenshot from the study including the following text: Degnan Ave Siding Adding a sliding between Degnan Ave and 7th Ave would allow Metro to run trippers along the E Line for major events occurring at USC and Exposition Park. It would prove especially useful for the Olympics. Jacobs Engineering is currently exploring this option for the LA28 Olympics. Screenshot from the study including the following text: Operational Requirements Operational requirements refer to a wider range of items to ensure a smooth, reliable, and efficient operation for its customers. Sample items include ensuring there are enough cross-overs for repairs, emergencies, and train turnaround movements at the terminals, sidings for gap trains and trippers, platforms for operator relief transfers, adequate junction throughput capacity and speed, adequate train storage at the terminals, ensuring more than one point of entry into the train yards, sufficient substation power capacity, procuring materials for easy cleaning, maintenance, graffiti resistance, easy to use station wayfinding, building in flexibility for future expansion, etc. These requirements are not always well understood, and their importance is understated especially during the "value engineering" phase of the design process. Stressing the importance of this upfront to everyone in a unified manner as part a of clear vision will go a long way toward rectifying this.
December 22, 2024 at 10:45 PM
ccllaarrkk.bsky.social
It then goes on to recommend:

1. 9-12 months of bi-monthly cross-departmental meetings needed to establish a new vision, but does not recommend any further collaboration.
2. Vast changes to ESFV, WSAB, and K North including the use of new trams, possibly hydrogen power, and full realignments.
Screenshot from the study containing the following text: Rail Vision Revisioning Process One recommendation for creating a new vision is to convene a cross-agency task force, like the one used for the COVID-19 Recovery Plan and the current Early Intervention Team led by DCEO Sharon Gookin. This would consist of representatives from the major departments to be chaired and managed by the DCEO or Chief of Staff Office. Before convening the task force, a charter should be developed outlining the goals and objectives, topics to be explored, deliverables, duration, organization, membership, and how it plans to interact with the rest of the agency, the public, and the Board. Members of the task force would be limited to no more than 15 people. Taskforce duration can be under one year. Between 9-12 months is recommended but can be longer if necessary. The meeting would be bi-monthly, with most of the work happing in three or four subgroups. A joint peer review panel consisting of members from APTA/UITP can be created to provide expert advice. Funding for public and Board engagement, additional data and analytics if needed, and peer review committee can be secured through either Federal Transit Administration (FTA) 5307 Urbanized Area Funds, State discretionary grants, Overall Work Plan Assistance from the SCAG, and/or local transportation sales tax administrative funds. The remainder would be staff time. Engagement with the Board and the public will be through Metro's Community Engagement process. After t he work of the task force is completed, a smaller or less senior group can be convened for implementation and updates. Screenshot from the study containing the following text: The result of the Revisioning Task Force would be a document outlining recommendations for how Metro I will provide service for now and into the future, improve and expand the system over time, and a framework for conducting business ranging from project development to implementation as well as being able to respond to change. Once adopted by the Metro's Board, the rail vision document will be used to I guide updates to the various planning, policy, and design documents pertaining to Metro's Rail system and to serve as a backdrop to the Early Intervention Team process. Sample Taskforce Membership Makeup A sample Taskforce membership roster could be as follows: <See table on page 10 of study> Screenshot from the study containing the following text: Re-envision the East San Fernando Valley rail service: - Convert the project to tram service and terminate the north end at Pacoima or - Use low-floor vehicles and eliminate two stations - Consider using "off-wire" rail cars Truncate the A Line in the San Gabriel Valley at Pomona. Reconsider at-grade rail service for either Whittier or Beverly Bl for Eastside Phase Re-envision West Santa Ana Branch (WSAB) rail service: - Multiple Unit Service (Battery Electric or Hydrogen Fuel Cell) via WSAB right-of-way 1 (ROW), San Pedro Rail Subdivision ROW, LOSSAN corridor (aka West Bank), Link USA project to Union Station or - Extend the WSAB Line from Slauson Station to Union Station via Long Beach Bl rail ROW, east on the Harbor Subdivision, north on the LOSSAN corridor (aka West Bank), Link USA project to Union Station or - Run S-Bahn service between Union and Slauson Stations via the same ROW above using multiple unit service and then have patrons transfer to and from the WSAB Phase I at Slauson Station. - Consider using "Off-Wire" rail cars at least along a portion of the route. Screenshot from the study containing the following text: Convert the Crenshaw North extension to tram service along La Brea Av between Wilshire Bl and Hollywood or as a loop between La Brea Av, Hollywood Bl, Fairfax Av, and Pico Bl.
December 22, 2024 at 10:45 PM
ccllaarrkk.bsky.social
The document rightly calls out:
1. The need for increased collaboration, naming eight conflicting documents that are currently maintained by Metro
2. That lines are planned on a project-by-project basis
Screenshot of the study containing the following text: Lack of Clarity Due to Related but Overlapping Guiding Agency Documents Currently, Metro maintains no less than eight documents relating to the planning, design, and operation of Metro's rail system. While they are related and overlap each other, their authors do not necessarily coordinate, or better yet, collaborate with each other. These include: • Metro Rail Design Criteria from Program Management • Project Management Plan from Program Management • Long- and Short- Range Transportation Plans from Countywide Planning • Vision 28 from the Office of Extraordinary Innovation • Transit Service Policy from Operations • Rail Fleet Management Plan from Operations • Customer Service Plan from the Office of Customer Service • Three Year Financial Plans from the Office of Management and Budget This is problematic in several ways. First, it creates confusion if there are differences or even conflicts between one or more documents. Take for example the operating standards contained in Transit Service and Metro Rail Design Criteria. For years they were different service standards until Metro's Operation Liaison section was able to rewrite Chapter 10, the Operations Chapter in the Metro Rail Design Criteria to refer to the Transit Service Policy for guidance in 2019. Then because there are so many different documents, each department tends to focus on just the document they produce while often not being aware of the other requirements and goals stated in the other departmental documents. This often leads to project suboptimization and missteps during project development and construction. Sometimes, these issues can be rectified towards the end of the project. Screenshot from the study containing the following text: However, in other situations, the resolution must wait until after construction. When this happens, it is I often at great expense for Metro, usually to the operating budget, for example, the traction power substations provided to the Pasadena portion of the A Line. Not only do these documents often not refer to each other, but they also do not adequately relate the importance of each department's role in the development and implementation of each rail project and system in totality. Taken as a whole, these important plans need to be better coordinated to provide a cohesive, integrated narrative and vision. Screenshot from the study containing the following text: The Existing Vision The existing vision consists of a set of loosely connected lines with downtown Los Angeles as its primary focus, dating back to the passage of Proposition A in 1980. Lines are planned on a project-by-project basis. As a result: • Minimal consideration of the bigger picture and integration of the rest of t he transit system is given. • Long-term life cycle costs and operating requirements are not considered carefully since they are not well understood. • Project capital costs often exceed the initial funding made available. • Current vision lacks a compelling narrative and clear expectations.
December 22, 2024 at 10:45 PM
ccllaarrkk.bsky.social
Street view images of the roads. First one is terrifying. We jogged around the blind corner and got lucky with traffic.
October 23, 2023 at 12:20 AM
ccllaarrkk.bsky.social
Awesome hike less than a mile from my house that requires walking on two roads without a shoulder or sidewalk (inside a park) to get to.
My dogs on a trail
October 23, 2023 at 12:18 AM
ccllaarrkk.bsky.social
The missing link
Guy with a replica F1 car built into his hat.
October 22, 2023 at 5:03 PM
ccllaarrkk.bsky.social
Dog's first time in the trailer
October 16, 2023 at 5:26 AM