Alignment Strategy

After much public input and outreach, LASI has developed conceptual streetcar alignments for further public review and study. The intent of the conceptual alignment study was to capture critical nodes within Downtown L.A. (such as Broadway, L.A. Live, South Park, etc.). These notes key roles in promoting long-term growth of employment, housing, entertainment, and general economic development in the core service area. The core services map defines the general areas all conceptual streetcar alignments attempted to include.

Current Conceptual Alignments

After intensive review with members of the public, community stakeholders, METRO, LADOT, LASI Board Members, and engineering consultants, three conceptual alignments were developed. These alignments are conceptual and still under review. LASI will be holding open houses to further review and refine the alignments.

Click below for full-size maps:

Conceptual Streetcar Alignments (July, 2009)

Media Flyer for Public Open House (7/9/09) — You’re invited!!

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General Alignment Considerations

Noted below are the key engineering and technical considerations used to develop the conceptual alignments. These efforts were guided by the Core Services Map (see above for details).

• Street Grade: nearly every cities faces street grades issues when developing a streetcar system. Downtown L.A. is no different, as many of the north-south arterials have substantial grades as they approach Bunker Hill and the Financial District. Streetcars have a difficult time safely traversing urban environments where roadways encounter slopes greater than 10%, with most existing streetcar systems designed for maximum slopes of 7%. These engineering realities limit the configuration of streetcar alignments within Downtown, as many roads approach or exceed the 7% and 10% grade thresholds.
• Couplet: A couplet, in which one set of tracks runs on a separate street in a different direction, allows the streetcar to benefit two different streets while minimizing traffic impacts. The benefits of having routes close together, within a block or two, is that riders can reach their destinations in a timely manner by walking a block to catch a streetcar running in their desired direction, while not having to ride the entire route to get there. This bi-directional pairing will facilitate pedestrian activity along the routes, and with the implementation of wayfinding technologies, will allow riders to gauge their transit times accurately.
• Right Turns: all the alignments run clockwise to minimize the number of left turns. Streetcars crossing four-way intersections via left turns require special intersection treatments (such as signal prioritization) that can considerably slow traffic. Typically, right turns do not require special treatments as streetcars are able to navigate within existing street configurations and technologies.
• Feasibility: model streetcar projects in the United States – including Portland and Seattle – initially developed demonstration projects to illustrate how streetcars can integrate with and enhance urban environments. Following this model, LASI is pursuing conceptual alignments that are feasible – in terms of cost, length, and complexity – while also being mindful of long-term expansion opportunities. As the Core Services Area Map indicates, future streetcar extensions are well positioned to integrate with any of the conceptual alignments.
• Connections: large attractions, employment centers, entertainment hubs, and residential communities are dispersed throughout Downtown, and public comments have consistently called for the streetcar to provide an efficient and dependable connection between these urban nodes. All conceptual streetcar alignments are mindful of these nodes, and have attempted to incorporate as many as possible into their respective alignments. Due to engineering, technical, and financial limitations, each alignment has particular strengths and weaknesses in terms of their connections to these nodes. LASI is currently seeking public input to further refine the conceptual alignments, and will be holding an open house on 7/29/09 – please download the flyer for more information here.
• Integration with Current and Future Transportation Systems: ensuring the streetcar functions to enhance Downtown’s transit circulation and connectivity was a key element of the conceptual alignment configurations. Determining how the streetcar can enhance and accentuate, but not supplant existing transit service resulted in much consideration of current and future transit developments (i.e. bus routes, regional connector, etc.). In addition, much thought was given to the streetcar’s relationship to existing and planned light-rail and subway systems in Downtown, with specific thought given to how the streetcar can enhance the service provided by the Red/Purple, Blue, Gold, and Expo lines.

Alignment Analysis

Option 1 Route Analysis

• Service Areas
  This option maintains a couplet that is well connected along Broadway, especially throughout the Theater District and Historic Core. The long north-south couplet increases bi-directional mobility along Broadway and Hill, and has the capacity to encourage active pedestrian use of the area. Option 1 encircles South Park, and will place nearly every block south of the Financial Core within two blocks of the route. Using Pico as the route’s southern boundary enables the alignment to capture more ridership while providing service to many of Downtown’s attractions and destinations. At the northern end of the route, a streetcar spur will integrate Bunker Hill into the system. In addition, the route will directly connect to L.A. Live, Staples Center, and the Convention Center.

• Engineering
  Option 1’s conceptual alignment does not traverse any roadways with especially steep grades, and in turn, is not likely to face engineering challenges. The streetcar will have to make a left turn at Hope St. and 11th St., but this alignment is necessary given the configuration of the Blue Line tracks (it is not feasible to share tracks along Flower due to the Blue Line’s tunneling at 12th St.). If portions of Option 1’s optional route (see dotted lines on map) were selected for further study, this alignment could cross the Blue Line’s tracks along Pico; this crossing would not pose any significant engineering or technical challenges.
• Transit
  Option 1 has a high level of transit connectivity. The conceptual alignment will enable the route to interface with bus routes throughout Downtown, while also serving the Red/Purple line at the Pershing Square and Civic Center stops. The configuration will also allow the streetcar to interface with the Blue Line via the existing Pico stop.

Option 2 Route Analysis

• Service Areas
  Option 2 has a long north-south couplet that extends all the way until Pico Blvd., and then maintains an east-west couplet as it connects with the Staples Center and Convention Center. This tight couplet provides the highest level of bi-directional mobility of the three conceptual alignments, but in return, has a smaller service area. This conceptual route provides a high level of accessibility to areas south of South Park, but has limited connectivity to areas within or north of South Park. This option directly connects to the Staples Center, a hub of L.A. entertainment venues, but does not provide a direct connection to L.A. Live. As with Option 1, the spur onto Hope at the north end of the route would enable the route to draw riders from Bunker Hill.
• Engineering
  Option 2’s current conceptual alignment does not traverse any roadways with especially steep grades, and in turn, is not likely to face engineering challenges. This option will cross the Blue Line along Pico, but this crossing does not pose any significant engineering challenges (note: if Option 2’s option route was selected – see dotted lines on map – for further study, it would not cross the Blue Line’s tracks).
• Transit
  Option 2 has a high level of transit connectivity due to the couplet configuration, and is positioned to connect with bus and rail routes throughout Downtown. The alignment will serve the Red/Purple line at the Pershing Square and Civic Center stops, while also providing service to Pico Stop of the Blue Line.

Option 3 Route Analysis

• Service Areas
  Option 3 proposes a broader couplet along Broadway & Olive that will enable the streetcar to capture riders from the Financial Core, South Park, and the Historic Core. Focusing on these areas allows the conceptual alignment to capture major destinations in Downtown, but in return, does not extend southward past 11th St. This alignment will provide a high level of service to existing and planned developments in and around South Park, but its long-term impact on economic and community development south of South Park might be diminished. Stopping at 11th Street prevents this conceptual alignment from providing direct service to the Convention Center, but would provide service to both L.A. Live and the Staples Center.
• Engineering
  Unlike the other conceptual alignments, this route does have engineering challenges due to the grade along Olive. Street grade and traffic configurations (especially Olive’s one-way designation until 5th) present the largest challenges, but initial engineering and traffic analysis suggests these obstacles can be overcome.
• Transit
  Option 3 will maintain a high level of transit connectivity throughout the alignment. This conceptual alignment will run one block away from the Red/Purple Line portals at Pershing Square, and about half a block away from the Civic Center portal. The alignment will able to be able to easily integrate with existing and future transit routes, as it will traverse major arterial streets in Downtown.