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Journal articles on the topic 'Los Angeles Transit'

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Published: 4 June 2021

Last updated: 10 February 2022

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1

McLaughlin, James, and Daniel K. Boyle. "Transit Incentive Program for Transit-Dependent Riders." Transportation Research Record: Journal of the Transportation Research Board 1604, no. 1 (1997): 139–45. http://dx.doi.org/10.3141/1604-16.

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Five years ago, several transportation agencies in Los Angeles County began discussions on developing a process to reevaluate the existing bus service delivery system, including the opportunity for public involvement and participation. As a result, the concept of a thorough restructuring study was developed. Restructuring studies are closely related to other activities focused on the bus system. In March 1996, the Metropolitan Transportation Authority (MTA) board approved a broad-based bus system improvement plan that tied together many of the ongoing service improvements with proposed plans and programs to provide a 2- to 5-year set of goals to improve bus service in Los Angeles. It is in this context that the MTA and the Los Angeles Department of Transportation commissioned a special work effort as part of the Central/East/Northeast restructuring study to examine options for a transit incentive program for transit-dependent riders. The transitory nature of transit dependency has gained increased awareness in recent years, but development of effective strategies has lagged behind as transit agencies have targeted discretionary travelers as the largest pool of potential riders. The approach taken is to identify and describe rider-incentive programs implemented at other transit agencies that target or can be applied to the transit-dependent population, to consider public input about incentives and rewards that would be attractive to these riders, and to note key neighborhoods in the study area where there are significant numbers of households without automobiles. The objectives are to develop options for a pilot incentive program and to define the type of area appropriate for a focused demonstration-type project. The application of ideas as part of the consent decree negotiated by the Los Angeles County MTA is summarized.

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2

Adler, S. "The Dynamics of Transit Innovation in Los Angeles." Environment and Planning D: Society and Space 4, no. 3 (1986): 321–35. http://dx.doi.org/10.1068/d040321.

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The recent reemergence of the private sector in urban transit, as well as private-sector-like behavior in the public sector, are manifestations of profound political and fiscal crises that are reshaping the service and institutional structure of the US transit industry, These crises developed as coalitions of competing place-based activists sought to deploy transit investments as strategic weapons to gain location advantages, The history and politics of transit in the intensely competitive Los Angeles metropolitan area illuminate these dynamics, especially the continuing conflict between downtown Los Angeles and outlying business centers on the issues of rail rapid transit and the role of the regional bus transit agency. Privatization and institutional fragmentation, facilitated in Los Angeles by passage of a transit sales tax in 1980, are the strategies of choice for outlying business centers, just as region-wide agencies and radial rail rapid transit systems have been downtown initiatives.

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3

Schuetz, Jenny, Genevieve Giuliano, and Eun Jin Shin. "Is Los Angeles Becoming Transit Oriented?" Finance and Economics Discussion Series 2016, no. 004 (2015): 1–52. http://dx.doi.org/10.17016/feds.2016.004.

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4

Fishman, Robert. "Imaging Los Angeles as a Transit Metropolis." Journal of Architectural Education 71, no. 2 (2017): 264–65. http://dx.doi.org/10.1080/10464883.2017.1340790.

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5

Olwert, Craig, Jose Tchopourian, Vicente Arellano, and Mintesnot Woldeamanuel. "Stranding Cycling Transit Users on Los Angeles’ Orange Line Bus Rapid Transit." Journal of Public Transportation 18, no. 1 (2015): 1–15. http://dx.doi.org/10.5038/2375-0901.18.1.4.

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6

Spears, Steven, Marlon G. Boarnet, and Douglas Houston. "Driving reduction after the introduction of light rail transit: Evidence from an experimental-control group evaluation of the Los Angeles Expo Line." Urban Studies 54, no. 12 (2016): 2780–99. http://dx.doi.org/10.1177/0042098016657261.

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There is a pressing need to estimate the magnitude and dynamics of the behavioural effects of transportation investments and policy. This article innovates by applying an experimental-control group research design to the case of new light rail transit service in Los Angeles, California. Only a handful of previous studies use an experimental design to assess impacts of light rail transit, and this is the first to use an experimental design to measure impacts on vehicle miles travelled, a key determinant of greenhouse gas emissions from the transport sector. We administered an annual seven-day travel study to a panel of households in the vicinity of Los Angeles’ Expo light rail line before the 2012 start of rail service and twice after the line opened. We find that households living within walking distance (1 km) of the new light rail drove approximately 10 fewer miles per day relative to control households farther away. Rail transit trips among near-station households approximately tripled relative to households beyond walking distance. Such driving reductions among households within walking distance of new rail transit stations suggest that Los Angeles’ large rail transit investment, coupled with land use policy, has the potential to help achieve climate change policy goals. More broadly, experimental evaluation can provide insights into causality and patterns of travel behaviour change associated with planning policies.

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7

Bethel, A. C. W. "The Unfinished Web." Southern California Quarterly 102, no. 4 (2020): 327–84. http://dx.doi.org/10.1525/scq.2020.102.4.327.

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Early in the twentieth century, Los Angeles’s regional interurban electric railway, the Pacific Electric (PE), developed serious operational problems because the PE had been assembled from separate railroads that hadn’t been designed to fit together, and because Los Angeles’s explosive population growth overtaxed its facilities. The PE wanted to speed its trains and unify its system with a crosstown subway, but in 1923 the Los Angeles City1 Council blocked the PE’s plan and instead commissioned engineers and professional transit planners to devise comprehensive regional transit plans to be operated for the public good, not for private profit. These plans all focused on bringing lots of people downtown quickly, something irrelevant in a decentralizing city. Part I concludes with two seemingly propitious developments: the PE’s opening of its own mile-long but isolated Hollywood Subway, a compromise design but still impressive; and the unveiling of the most detailed and elaborate of the transit plans, as required by the new city charter. Part II, in the next issue, will describe why that comprehensive plan failed, then trace how political, economic, and demographic changes in the 1920s and 30s affected transit planning and why a plan to locate rail rapid transit in freeway medians failed. Part II will end with an examination of the PE’s financial condition as a refutation of a common explanation of the PE’s long decline.

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8

Taylor, Brian D., Mark Garrett, and Hiroyuki Iseki. "Measuring Cost Variability in Provision of Transit Service." Transportation Research Record: Journal of the Transportation Research Board 1735, no. 1 (2000): 101–12. http://dx.doi.org/10.3141/1735-13.

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The cost of producing public-transit service is not uniform but varies by trip type (e.g., local or express), trip length, time of travel, and direction of travel, among other factors. However, the models employed by public-transit operators to estimate costs typically do not account for this variation. The exclusion of cost variability in most transit-cost-allocation models has long been noted in the literature, particularly with respect to time-of-day variations in costs. This analysis addresses many of the limitations of cost-allocation models typically used in practice by developing a set of models that account for marginal variations in vehicle-passenger capacity, capital costs, and time-of-day costs. FY 1994 capital and operating data are used for the Los Angeles Metropolitan Transportation Authority (MTA). This analysis is unique in that it combines a number of previously and separately proposed improvements to cost-allocation models. In comparison with the model currently used by the Los Angeles MTA, it was found that the models developed for this analysis estimate ( a) higher peak costs and off-peak costs, ( b) significant cost variation by mode, and ( c) lower costs for incremental additions in service. The focus is on the limitations of the rudimentary cost-allocation models employed by most transit operators and not on the Los Angeles MTA per se. This analysis found that an array of factors addressed separately in the literature can be incorporated simultaneously and practically into a usable cost-allocation model to provide transit systems with far better information about the highly variable costs of producing service.

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9

Kawabata, Mizuki. "Job Access and Employment among Low-Skilled Autoless Workers in US Metropolitan Areas." Environment and Planning A: Economy and Space 35, no. 9 (2003): 1651–68. http://dx.doi.org/10.1068/a35209.

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Focusing on low-skilled workers, I present an empirical analysis of the relationship between transit-based job accessibility and employment outcomes for workers without automobiles. The metropolitan areas examined are Boston, San Francisco, and Los Angeles. Two essential components of the analysis are the calculation of refined job-access measures that take into account travel modes as well as the supply and demand of the labor market, and the incorporation of job-access measures into multinomial logit models. The results indicate that improved transit-based job accessibility significantly augments both the probability of being employed and the probability of working 30 hours or more per week for autoless workers in San Francisco and Los Angeles. Further, in these two areas, job accessibility has a greater effect for autoless workers than for auto-owning workers. Job accessibility plays a more significant role in employment outcomes for autoless workers in San Francisco and Los Angeles, highly auto-dependent areas, than it does in Boston, a more compact area with relatively well-developed transit systems. The empirical findings hold important implications for the theory and policy debate surrounding spatial mismatch.

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10

Vinayak, Pragun, Zeina Wafa, Conan Cheung, et al. "Using Smart Farecard Data to Support Transit Network Restructuring: Findings from Los Angeles." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 6 (2019): 202–13. http://dx.doi.org/10.1177/0361198119845661.

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Recent technological innovations have changed why, when, where, and how people travel. This, along with other changes in the economy, has resulted in declining transit ridership in many U.S. metropolitan regions, including Los Angeles. It is important that transit agencies become data savvy to better align their services with customer demand in an effort to redesign a bus network that is more relevant and reflective of customer needs. This paper outlines a new data intelligence program within the Los Angeles County Metropolitan Transportation Authority (LA Metro) that will allow for data-driven decision-making in a nimble and flexible fashion. One resource available to LA Metro is their smart farecard data. The analysis of 4 months of data revealed that the top 5% of riders accounted for over 60% of daily trips. By building heuristics to identify transfers, and by tracking riders through space and time to systematically identify home and work locations, transit trip tables by time of day and purpose were extracted. The transit trip tables were juxtaposed against trip tables generated using disaggregate anonymized cell phone data to measure transit market shares and to evaluate transit competitiveness across several measures such as trip length, travel times relative to auto, trip purpose, and time of day. Relying on observed trips as opposed to simulated model results, this paper outlines the potential of using Big Data in transit planning. This research can be replicated by agencies across the U.S. as they reverse declining ridership while competing with data-savvy technology-driven competitors.

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11

Schuetz, Jenny, Genevieve Giuliano, and Eun Jin Shin. "Does zoning help or hinder transit-oriented (re)development?" Urban Studies 55, no. 8 (2017): 1672–89. http://dx.doi.org/10.1177/0042098017700575.

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Despite its reputation as a car-oriented city, the Los Angeles metropolitan area has made substantial investments in developing rail transit since 1990. Most new stations were added to an already dense built environment, with auto-oriented zoning and established land use patterns. In this paper we ask whether redevelopment is occurring around Los Angeles rail stations, and whether zoning and related policies are facilitating or constraining transit-oriented development. We conduct case studies of five stations, documenting zoning near stations, as well as the amount and type of new development after stations opened. Results illustrate that incompatible zoning and related land use policies may constrain growth near stations, but TOD-friendly zoning alone is not sufficient to spur development.

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12

King, Hannah, and Martin Wachs. "Centuries of Ballot-Box Transportation Planning in Los Angeles." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 12 (2020): 155–64. http://dx.doi.org/10.1177/0361198120952796.

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Since 1980, many have marveled at Los Angeles’“innovation” of funding transportation through ballot measures that are raising billions for transportation improvements. In fact, historically much transportation infrastructure in Los Angeles was financed by local voter-approved revenues. It began in 1868 with a narrowly approved $225,000 bond measure to build the region’s first railroad, followed by an 1876 measure to grant the Southern Pacific railroad a $602,000 subsidy to entice the company to route its transcontinental line through the region. Angeleno voted on an additional 23 different transportation-related ballot measures between the passage of the Good Roads Act (1908) and the end of the New Deal (1937)—a key period of Los Angeles’ history that saw dramatic population increase and with it political contention over the direction of the region’s growth. Overall, these early transportation measures fared well with voters. Of the 25 transportation-related ballot measures in Los Angeles County from 1860 to 1960, only seven (28%) failed to pass, a far better record than nontransportation measures of which 21 of 31 (71%) went down to defeat. Regardless of whether, as some contend, Los Angeles missed a golden opportunity to create the backbone of an effective transit system that would have reduced the need for automobiles and spending many billions on freeways, it is clear that local voters have long faced competing visions for the future of Los Angeles and arguments over whether to fund transportation systems to serve these visions.

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13

Stutsman, John M. "Bus Rapid Transit or Light Rail Transit—How to Decide?: Los Angeles Case Study." Transportation Research Record: Journal of the Transportation Research Board 1793, no. 1 (2002): 55–61. http://dx.doi.org/10.3141/1793-08.

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14

Anderson, Michael L. "Subways, Strikes, and Slowdowns: The Impacts of Public Transit on Traffic Congestion." American Economic Review 104, no. 9 (2014): 2763–96. http://dx.doi.org/10.1257/aer.104.9.2763.

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Public transit accounts for 1 percent of US passenger miles traveled but attracts strong public support. Using a simple choice model, we predict that transit riders are likely to be individuals who commute along routes with severe roadway delays. These individuals' choices thus have high marginal impacts on congestion. We test this prediction with data from a strike in 2003 by Los Angeles transit workers. Estimating a regression discontinuity design, we find that average highway delay increases 47 percent when transit service ceases. We find that the net benefits of transit systems appear to be much larger than previously believed. (JEL H76, J52, L92, R41)

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15

Boarnet, Marlon G., Raphael W. Bostic, Andrew Eisenlohr, Seva Rodnyansky, Raúl Santiago-Bartolomei, and Huê-Tâm Webb Jamme. "The Joint Effects of Income, Vehicle Technology, and Rail Transit Access on Greenhouse Gas Emissions." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 24 (2018): 75–86. http://dx.doi.org/10.1177/0361198118787087.

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This paper examines the relationship between income, vehicle miles traveled (VMT), and greenhouse gas (GHG) emissions for households with varying access to rail transit in four metropolitan areas—Los Angeles, the San Francisco Bay Area, San Diego, and Sacramento—using data from the 2010–2012 California Household Travel Survey. Daily vehicle GHG emissions are calculated using the California Air Resources Board’s 2014 EMFAC (emission factors) model. Two Tobit regression models are used to predict daily VMT and GHG by income, rail transit access (within or outside 0.5 miles of a rail transit station in Los Angeles and the Bay Area, and linear distance to rail in San Diego and Sacramento), and metropolitan area. Comparing predicted VMT and GHG emissions levels, this paper concludes that predicted VMT and GHG emission patterns for rail access vary across metropolitan areas in ways that may be related to the age and connectivity of the areas’ rail systems. The results also show that differences in household VMT due to rail access do not scale proportionally to differences in GHG emissions. Regardless, the fact that GHG emissions are lower near rail transit for virtually all income levels in this study implies environmental benefits from expanding rail transit systems, as defined in this paper.

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16

Teal, Roger F., and Terry Nemer. "Privatization of urban transit: The Los Angeles jitney experience." Transportation 13, no. 1 (1986): 5–22. http://dx.doi.org/10.1007/bf00167735.

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17

Masoud, Neda, Daisik Nam, Jiangbo Yu, and R. Jayakrishnan. "Promoting Peer-to-Peer Ridesharing Services as Transit System Feeders." Transportation Research Record: Journal of the Transportation Research Board 2650, no. 1 (2017): 74–83. http://dx.doi.org/10.3141/2650-09.

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Peer-to-peer (P2P) ridesharing is a recently emerging travel alternative that can help accommodate the growth in urban travel demand and at the same time alleviate problems such as excessive vehicular emissions. Prior ridesharing projects suggest that the demand for ridesharing is usually shifted from transit, but its true benefits are realized when the demand shifts from single-occupancy vehicles. This study investigated the potential of shifting demand from private autos to transit by providing a general modeling framework that found routes for private vehicle users that were a combination of P2P ridesharing and transit. The Los Angeles Metro Red Line in California was considered for a case study because it has recently shown declining ridership trends. For successful implementation of a ridesharing system, strategically selecting locations for individuals to get on and off the rideshare vehicles is crucial, along with an appropriate pricing structure for the rides. The study conducted a parametric analysis of the application of real-time P2P ridesharing to feed the Los Angeles Metro Red Line with simulated demand. A mobile application with an innovative ride-matching algorithm was developed as a decision support tool that suggested transit-rideshare and rideshare routes.

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18

Bethel, A. C. W. "The Unfinished Web: Transit Planning in Los Angeles, 1895–1953." Southern California Quarterly 103, no. 1 (2021): 5–60. http://dx.doi.org/10.1525/scq.2021.103.1.5.

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Because of its complexity and length this article is organized into two parts. Part I, which appeared in the previous issue of the Quarterly, traced attempts to improve rapid rail transit in Los Angeles from 1895 to 1925. This concluding installment traces the political, civic, and taxpayer response to the 1925 comprehensive regional rapid transit plan. The plan was eclipsed by a seemingly unrelated controversy about a union station for the steam railroads. Meanwhile, though frustrated in its plan for a crosstown subway, the rapid transit provider, the Pacific Electric Railway (PE), was not passive: it worked cooperatively with other public-sector and private-sector agencies to create viaducts that separated its trains from busy intersections, bought new rolling stock, and installed safety measures. The emerging multi-destinational, automobile-oriented city of the 1930s and 1940s led planners to include rail rapid transit in freeway medians, but the politically powerful State Division of Highways opposed it, as did various civic and commercial organizations and the Automobile Club of Southern California (ACSC). Sectional differences in how residents perceived their interests divided city council and state legislature support. PE’s management, now discouraged, gradually abandoned and finally sold its passenger service. Part II concludes with an examination of the PE’s financial condition in the 1920s in refutation of the often-made claim that the PE’s high debt and unprofitable financial account sheets precluded it from making capital investments.

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19

Houston, Douglas, Marlon G. Boarnet, Gavin Ferguson, and Steven Spears. "Can compact rail transit corridors transform the automobile city? Planning for more sustainable travel in Los Angeles." Urban Studies 52, no. 5 (2014): 938–59. http://dx.doi.org/10.1177/0042098014529344.

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Directing growth towards compact rail corridors has become a key strategy for redirecting auto-oriented regions towards denser, mixed-use communities that support sustainable travel. Few have examined how travel of near-rail residents varies within corridors or whether corridor land use–travel interactions diverge from regional averages. The Los Angeles region has made substantial investments in transit-oriented development, and our survey analysis indicates that although rail corridor residents drove less and rode public transit more than the county average, households in an older subway corridor with more near-transit development had about 11 fewer daily miles driven and higher transit ridership than households along a newer light rail line, a difference likely associated with development patterns and the composition and preferences of residents. Rail transit corridors are not created equally, and transit providers and community planners should consider the social and development context of corridors in efforts to improve transit access and maximise development.

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20

Hsu, Hsin-Ping, Marlon G. Boarnet, and Douglas Houston. "Gender and Rail Transit Use: Influence of Environmental Beliefs and Safety Concerns." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 4 (2019): 327–38. http://dx.doi.org/10.1177/0361198119837193.

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Research suggests that gender influences attitudes toward both the environment and safety. While pro-environmental attitudes might encourage transit use, safety concerns might discourage transit use if the transit environment is perceived as unsafe. To quantitatively examine how gender, environmental beliefs, and safety concerns jointly affect transit use, results are analyzed from a longitudinal quasi-experimental study which conducted pre- and post-opening travel surveys near a new light rail transit service in Los Angeles. It is found that the influence of safety concerns on transit use is more prominent than that of environmental attitudes, particularly for women. Living closer to a new light rail transit station correlates with an increase in train ridership. This effect, however, is significantly lower for women. The results suggest that to foster transit use, reducing personal safety concerns related to transit may be more effective than increasing public awareness of transportation-related environmental issues, especially for attracting female riders.

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21

Parry, Ian W. H., and Kenneth A. Small. "Should Urban Transit Subsidies Be Reduced?" American Economic Review 99, no. 3 (2009): 700–724. http://dx.doi.org/10.1257/aer.99.3.700.

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This paper derives empirically tractable formulas for the welfare effects of fare adjustments in passenger peak and off-peak rail and bus transit, and for optimal pricing of those services. The formulas account for congestion, pollution, accident externalities, scale economies, and agency adjustment of transit service offerings. We apply them using parameter values for Washington (DC), Los Angeles, and London. The results support the efficiency of the large current fare subsidies; even starting with fares at 50 percent of operating costs, incremental fare reductions are welfare improving in almost all cases. These findings are robust to alternative assumptions and parameters. (JEL L92, R41, R42, R48)

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22

Lo, Shih-Che, and Randolph W. Hall. "Effects of the Los Angeles transit strike on highway congestion." Transportation Research Part A: Policy and Practice 40, no. 10 (2006): 903–17. http://dx.doi.org/10.1016/j.tra.2006.03.001.

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23

Bachrach, Eve. "Counterfactual Constructions." Boom 3, no. 4 (2013): 46–53. http://dx.doi.org/10.1525/boom.2013.3.4.46.

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This essay discusses Never Built Los Angeles and Unbuilt San Francisco, two exhibits that presented plans for neighborhoods, buildings, and transit infrastructure that were considered for each city but never built. It considers the similarities and differences that have spurred and hindered development in each city.

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24

Brooks, Leah, and Byron Lutz. "Vestiges of Transit: Urban Persistence at a Microscale." Review of Economics and Statistics 101, no. 3 (2019): 385–99. http://dx.doi.org/10.1162/rest_a_00817.

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We document intracity spatial persistence and its causes. Streetcars dominated urban transit in Los Angeles County from the 1890s to the early 1910s, and were off the road entirely by 1963. However, we find that streetcars' influence remains readily visible in the current pattern of urban density and that this influence has not dissipated in the sixty years since the streetcar's removal. We examine land use regulation as both a consequence of streetcars and a mechanism for the persistent effect of streetcars. Our evidence suggests that the streetcar influences modern behavior through the mutually reinforcing pathways of regulation and agglomerative clustering.

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25

Yin, Zhengyu, Albert Xin Jiang, Milind Tambe, et al. "TRUSTS: Scheduling Randomized Patrols for Fare Inspection in Transit Systems Using Game Theory." AI Magazine 33, no. 4 (2012): 59. http://dx.doi.org/10.1609/aimag.v33i4.2432.

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In proof-of-payment transit systems, passengers are legally required to purchase tickets before entering but are not physically forced to do so. Instead, patrol units move about the transit system, inspecting the tickets of passengers, who face fines if caught fare evading. The deterrence of fare evasion depends on the unpredictability and effectiveness of the patrols. In this paper, we present TRUSTS, an application for scheduling randomized patrols for fare inspection in transit systems. TRUSTS models the problem of computing patrol strategies as a leader-follower Stackelberg game where the objective is to deter fare evasion and hence maximize revenue. This problem differs from previously studied Stackelberg settings in that the leader strategies must satisfy massive temporal and spatial constraints; moreover, unlike in these counterterrorism-motivated Stackelberg applications, a large fraction of the ridership might realistically consider fare evasion, and so the number of followers is potentially huge. A third key novelty in our work is deliberate simplification of leader strategies to make patrols easier to be executed. We present an efficient algorithm for computing such patrol strategies and present experimental results using real-world ridership data from the Los Angeles Metro Rail system. The Los Angeles County Sheriff’s department is currently carrying out trials of TRUSTS.

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Lu, Ryland. "Does Investing in Rail Transit Benefit the Poor? A Comparative Study of Rail and Bus Travel by Low-Income Households in the California Household Travel Survey." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 6 (2018): 11–20. http://dx.doi.org/10.1177/0361198118796738.

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This paper addresses academic discourse that critiques urban rail transit projects for their regressive impacts on the poor and proposes bus funding as a more equitable investment for urban transit agencies. The author analyzed data from the 2012 California Household Travel Survey on transit trips in Los Angeles County. The author cross-tabulated data on the modal breakdown of transit trips by household income category and on the breakdown of household income associated with trips by bus and rail transit modes. The author also comparatively evaluated the speed of trips (as a ratio of miles per hour) taken by rail and by bus by low-income households in the county. The author found convincing evidence that, on average, trips low-income households made by rail transit covered a greater distance per hour than trips taken by bus transit, but that trips made on the county’s bus rapid transit services with dedicated rights-of-way had a higher mean speed than those taken by rail. Moreover, the mode and income cross-tabulations indicate that rail transit projects only partially serve low-income households’ travel needs. To the extent that equitable transit planning entails minimizing the disparities in access, both rail and bus rapid transit projects can advance social justice if they are targeted at corridors where they can serve travel demand by low-income, transit dependent households.

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27

Stanger, Richard. "Influence of the Rail Program on Bus Transit in Los Angeles." Journal of Public Transportation 3, no. 2 (2001): 1–17. http://dx.doi.org/10.5038/2375-0901.3.2.1.

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28

Chen, Xueming, and Nelson Wikstrom. "A Governance Reform Proposal: Improving Bus Transit Operations in Los Angeles." International Journal of Public Administration 32, no. 10 (2009): 868–97. http://dx.doi.org/10.1080/01900690903026026.

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29

Mo, Bin (Owen). "Mapping Potential Metro Rail Ridership In Los Angeles County." Cartographic Perspectives, no. 72 (June 1, 2012): 5–26. http://dx.doi.org/10.14714/cp72.40.

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Los Angeles County, as in many metropolitan areas, is coping with increasing street and highway traffic. Transit, and particularly rail, often is regarded as a strategy to help reduce urban traffic congestion especially in these economic downturn times, the rising price of gasoline and the acute awareness of global warming. The objectives of this paper are to identify the total potential riders who have access by walking to the Metro Rail, and the level of utilization, using the process of Trip Generation for data research. The potential ridership produced and attracted to each station is estimated using certain assumptions about the number of trips possibly generated by each person from residential and employment regions, based on the Origin-Destination (OD) flow patterns. Estimating the number of potential riders accessing the Metro Rail System involves a spatial analysis regarding the location of current Metro Rail stations serving populations in a reasonable access time by walking. Service Area Zones (SAZ) were mapped, representing the areas that the potential riders could be served by existing stations within a ten minute interval. The potential ridership was measured to be approximately one million, which represents a figure ten times larger than the present one. The results of the analysis were used to build an Atlas of Los Angeles County Ridership as the cartographic contribution in transportation and visual communication for transit forecasting and service planning of the system.

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30

Mohiuddin, Hossain. "Planning for the First and Last Mile: A Review of Practices at Selected Transit Agencies in the United States." Sustainability 13, no. 4 (2021): 2222. http://dx.doi.org/10.3390/su13042222.

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A transit trip involves travel to and from transit stops or stations. The quality of what are commonly known as first and last mile connections (regardless of their length) can have an important impact on transit ridership. Transit agencies throughout the world are developing innovative approaches to improving first and last mile connections, for example, by partnering with ride-hailing and other emerging mobility services. A small but growing number of transit agencies in the U.S. have adopted first and last mile (FLM) plans with the goal of increasing ridership. As this is a relatively new practice by transit agencies, a review of these plans can inform other transit agencies and assist them in preparing their own. Four FLM plans were selected from diverse geographic contexts for review: Los Angeles County Metropolitan Transportation Authority (LA Metro), Riverside (CA) Transit Agency (RTA), and Denver Regional Transit District (RTD), and City of Richmond, CA. Based on the literature, we developed a framework with an emphasis on transportation equity to examine these plans. We identified five common approaches to addressing the FLM issue: spatial gap analysis with a focus on socio-demographics and locational characteristics, incorporation of emerging mobility services, innovative funding approaches for plan implementation, equity and transportation remedies for marginalized communities, and development of pedestrian and bicycle infrastructures surrounding transit stations. Strategies in three of the plans are aligned with regional goals for emissions reductions. LA Metro and Riverside Transit incorporate detailed design guidelines for the improvement of transit stations. As these plans are still relatively new, it will take time to evaluate their impact on ridership and their communities’ overall transit experience.

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Cervero, Robert, Jin Murakami, and Mark Miller. "Direct Ridership Model of Bus Rapid Transit in Los Angeles County, California." Transportation Research Record: Journal of the Transportation Research Board 2145, no. 1 (2010): 1–7. http://dx.doi.org/10.3141/2145-01.

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32

Shen, Jinxing, Feng Qiu, Changjiang Zheng, and Changxi Ma. "Fare Strategy for Flex-Route Transit Services: Case Study in Los Angeles." IEEE Access 7 (2019): 82038–51. http://dx.doi.org/10.1109/access.2019.2924320.

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Crosson, Courtney. "Shades of Green: Modifying Sustainability Rating Systems for Transit Center Functionality." Transportation Research Record: Journal of the Transportation Research Board 2638, no. 1 (2017): 88–96. http://dx.doi.org/10.3141/2638-10.

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Urban transit centers or hubs that expand walkability, increase transportation and neighborhood connectivity, and broaden infrastructure resilience are intrinsically sustainable. However, under the Leadership in Energy and Environmental Design Neighborhood Development (LEED ND) rating system, the infrastructure requirements of this built typology can preclude it from achieving sustainability certification. LEED ND is the most established certification system for projects at the district scale that seek economic development without the depletion of natural, cultural, and social surroundings. In 2015, Los Angeles Union Station, in California, through its master plan, LAUSMP, became the first transit hub to pursue LEED ND certification. Using evidence from LAUSMP, this paper outlines the inherent advantages, existing barriers, and needed expansions to achieve compatibility between transit center design and LEED ND. This paper also suggests updated metrics for connectivity and walkability to recognize linkages that occur above and below the ground plane, inclusion of incentives for carbon emissions reduction and air quality monitoring, and expanded exemptions for transit infrastructure from density and tree-lined street calculations. The paper proposes a revised version of the LEED ND rating system to create a standardized tool with which to measure sustainability across transit hubs.

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Eidlin, Eric. "The Worst of All Worlds." Transportation Research Record: Journal of the Transportation Research Board 1902, no. 1 (2005): 1–9. http://dx.doi.org/10.1177/0361198105190200101.

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Los Angeles, California, is generally considered the archetypal sprawling metropolis. Yet traditional measures equate sprawl with low population density, and Los Angeles is among the densest and thereby the least sprawling cities in the United States. How can this apparent paradox be explained? This paper argues that the answer lies in the fact that Los Angeles exhibits a comparatively even distribution of population throughout its urbanized area. As a result, the city suffers from many consequences of high population density, including extreme traffic congestion, poor air quality, and high housing prices, while offering its residents few benefits that typically accompany this density, including fast and effective public transit, vibrant street life, and tightly knit urban neighborhoods. The city's unique combination of high average population density with little differentiation in the distribution of population might best be characterized as dense sprawl, a condition that embodies the worst of urban and suburban worlds. This paper uses Gini coefficients to illustrate variation in population density and then considers a number of indicators–-most relating either to the provision of transportation infrastructure or to travel behavior–-that demonstrate the effects of low-variation population distribution on the quality of urban life in Los Angeles. This approach offers researchers, practitioners, and policy makers in Los Angeles and in smaller cities that are evolving in similar ways a useful and user-friendly tool for identifying, explaining, measuring, and addressing the most problematic aspects of sprawl.

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Smart, James. "Transport of Delight: The Mythical Conception of Rail Transit in Los Angeles (review)." Technology and Culture 46, no. 3 (2005): 661–62. http://dx.doi.org/10.1353/tech.2005.0147.

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Brown, Anne E. "Fair fares? How flat and variable fares affect transit equity in Los Angeles." Case Studies on Transport Policy 6, no. 4 (2018): 765–73. http://dx.doi.org/10.1016/j.cstp.2018.09.011.

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37

Boyd, Brent, Melissa Chow, Robert Johnson, and Alexander Smith. "Analysis of Effects of Fare-Free Transit Program on Student Commuting Mode Shares: BruinGo at University of California at Los Angeles." Transportation Research Record: Journal of the Transportation Research Board 1835, no. 1 (2003): 101–10. http://dx.doi.org/10.3141/1835-13.

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Spring 2002 concluded the second year of the BruinGo pilot demonstration program of the University of California at Los Angeles (UCLA). BruinGo allows students and employees of UCLA to board buses of the Santa Monica Municipal Bus Lines (Big Blue Bus) free of charge. At a time when the future of BruinGo is at stake (both its existence and the possible expansion of the program to other transit agencies), a brief analys is of what has been accomplished by the program at this stage is provided. The program is analyzed using two methods: ( a) the analysis of the changes in the commuting mode share for all off-campus student commuters and ( b) an intricate process of geocoding survey data in which the relationship of the proximity of a student’s residence to the Big Blue Bus lines and the corresponding choice of mode to campus is analyzed. The conclusion is that providing fare-free transit to students did, in fact, increase transit ridership and decrease students’ reliance on the automobile to reach campus. Transit ridership for 2001 (the first year of BruinGo) increased by more than 50% over ridership in 2000 (the year before BruinGo), while more than 1,000 fewer automobile trips were taken to the UCLA campus each day. Even more striking is the rate at which students are leaving their cars at home in the areas best served by the Big Blue Bus. After BruinGo, fully 50% of all students in walking distance of a direct line to campus took transit (compared with 35% before BruinGo). That is much higher than in other areas. The mode share of walking and bicycling also decreased dramatically, however.

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Loukaitou-Sideris, Anastasia, Silvia Gonzalez, and Paul Ong. "Triangulating Neighborhood Knowledge to Understand Neighborhood Change: Methods to Study Gentrification." Journal of Planning Education and Research 39, no. 2 (2017): 227–42. http://dx.doi.org/10.1177/0739456x17730890.

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Neighborhood change is a complex phenomenon that may result in a range of physical, demographic, and economic changes in a locality. Using four case studies of transit neighborhoods in Los Angeles, this study utilizes a mixed-methods approach to examine a particular aspect of neighborhood change—gentrification. The article also compares and contrasts the type of data gathered by different methods to help us understand each method’s potential and limitations in capturing gentrification trends in neighborhoods.

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Nakaoka, Susan. "Cultivating a Cultural Home Space: The Case of Little Tokyo’s Budokan of Los Angeles Project." AAPI Nexus Journal: Policy, Practice, and Community 10, no. 2 (2012): 23–36. http://dx.doi.org/10.36650/nexus10.2_23-36_nakaoka.

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Little Tokyo is a unique case exemplifying the evolving nature of community economic development in Los Angeles. In-depth interviews with key community leaders identify the need for the importance of a place-specific, contextually relevant development approach in order to maintain an ethnic presence in the neighborhood. Faced with new threats of gentrification, the complications of a global economy, and a new phase of transit-oriented development, community members are banking on a multi-sports complex in Little Tokyo to rejuvenate a sense of cultural home space for the now geographically dispersed Japanese Americans.

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Chakrabarti, Sandip, and Genevieve Giuliano. "Does service reliability determine transit patronage? Insights from the Los Angeles Metro bus system." Transport Policy 42 (August 2015): 12–20. http://dx.doi.org/10.1016/j.tranpol.2015.04.006.

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41

Nijkamp, Peter. "Book Review: Transport of Delight: The Mythical Conception of Rail Transit in Los Angeles." Planning Theory 5, no. 3 (2006): 271–73. http://dx.doi.org/10.1177/1473095206068688.

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42

Brown, Anne E. "Rubber Tires for Residents: Bus Rapid Transit and Changing Neighborhoods in Los Angeles, California." Transportation Research Record: Journal of the Transportation Research Board 2539, no. 1 (2016): 1–10. http://dx.doi.org/10.3141/2539-01.

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43

Greenwald, Michael. "Book Review: Transport of Delight: The Mythical Conception of Rail Transit in Los Angeles." Journal of Planning Literature 20, no. 2 (2005): 136–37. http://dx.doi.org/10.1177/0885412205280054.

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44

Shiffer, Michael J. "Book Review: Transport of Delight: The Mythical Conception of Rail Transit in Los Angeles." Journal of Planning Education and Research 25, no. 2 (2005): 221–22. http://dx.doi.org/10.1177/0739456x05282503.

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Siemiatycki, Matti. "Transport of Delight: The Mythical Conception of Rail Transit in Los Angeles ? Jonathan Richmond." International Journal of Urban and Regional Research 30, no. 4 (2006): 971–73. http://dx.doi.org/10.1111/j.1468-2427.2006.00704_3.x.

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46

Khorrami, Mohammad, Babak Alizadeh, Erfan Ghasemi Tousi, Mahyar Shakerian, Yasser Maghsoudi, and Peyman Rahgozar. "How Groundwater Level Fluctuations and Geotechnical Properties Lead to Asymmetric Subsidence: A PSInSAR Analysis of Land Deformation over a Transit Corridor in the Los Angeles Metropolitan Area." Remote Sensing 11, no. 4 (2019): 377. http://dx.doi.org/10.3390/rs11040377.

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Los Angeles has experienced ground deformations during the past decades. These ground displacements can be destructive for infrastructure and can reduce the land capacity for groundwater storage. Therefore, this paper seeks to evaluate the existing ground displacement patterns along a new metro tunnel in Los Angeles, known as the Sepulveda Transit Corridor. The goal is to find the most crucial areas suffering from subsidence or uplift and to enhance the previous reports in this metropolitan area. For this purpose, we applied a Persistent Scatterer Interferometric Synthetic Aperture Radar using 29 Sentinel-1A acquisitions from June 2017 to May 2018 to estimate the deformation rate. The assessment procedure demonstrated a high rate of subsidence in the Inglewood field that is near the study area of the Sepulveda Transit Corridor with a maximum deformation rate of 30 mm/yr. Finally, data derived from in situ instruments as groundwater level variations, GPS observations, and soil properties were collected and analyzed to interpret the results. Investigation of geotechnical boreholes indicates layers of fine-grained soils in some parts of the area and this observation confirms the necessity of more detailed geotechnical investigations for future constructions in the region. Results of investigating line-of-sight displacement rates showed asymmetric subsidence along the corridor and hence we proposed a new framework to evaluate the asymmetric subsidence index that can help the designers and decision makers of the project to consider solutions to control the current subsidence.

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Chakrabarti, Sandip. "How can public transit get people out of their cars? An analysis of transit mode choice for commute trips in Los Angeles." Transport Policy 54 (February 2017): 80–89. http://dx.doi.org/10.1016/j.tranpol.2016.11.005.

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Bianco, Martha J. "The Decline of Transit: A Corporate Conspiracy or Failure of Public Policy? The Case of Portland, Oregon." Journal of Policy History 9, no. 4 (1997): 450–74. http://dx.doi.org/10.1017/s0898030600006175.

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In his 1974 testimony before the U.S. Senate Subcommittee on Antitrust and Monopoly, Bradford Snell lay partial blame for the decline of mass transit in the United States on a targeted program, spearheaded by General Motors (GM), with the goal of “substitution of buses for passenger trains, streetcars and trolley buses; monopolization of bus production; and diversion of riders to automobiles.” Snell argued that General Motors and its subsidiary company National City Lines were responsible for “the destruction of more than 100 electric surface rail systems in 45 cities including New York, Philadelphia, Baltimore, St. Louis, Oakland, Salt Lake City and Los Angeles.”

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Ridgeway, Greg, and John M. MacDonald. "Effect of Rail Transit on Crime: A Study of Los Angeles from 1988 to 2014." Journal of Quantitative Criminology 33, no. 2 (2016): 277–91. http://dx.doi.org/10.1007/s10940-016-9296-7.

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50

Watson, Bret, and Steve Garry. "Bombardier and the North American Mass Transit Market: Global Competition in Los Angeles and Mexico City." Quebec Studies 16 (April 1993): 97–108. http://dx.doi.org/10.3828/qs.16.1.97.

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