Line 412 was a rush hour-only express for Line 96 when Line 96 traveled to Valley Plaza in North Hollywood. It was cancelled in June 2003.Ĥ12 - Downtown L.A. Line 410 was a rush hour-only express for Line 92, traveling on the Golden State Freeway ( Interstate 5) before exiting at Colorado Boulevard in Glendale and joining Line 92 for the remainder of the route to San Fernando. Glenoaks Boulevard - Brand Boulevard Express It was replaced by LADOT Commuter Express 409 in June 1995.Ĥ10-419: via Golden State Freeway 410 - Downtown L.A. Line 407 was a rush hour-only express for Line 91, traveling on the Golden State Freeway ( Interstate 5) and Glendale Freeway ( SR 2) before exiting SR 2 at Verdugo Boulevard in La Cañada Flintridge and joining Line 91 for the remainder of the route to Sunland. Sunland via La Crescenta Avenue Express It was replaced by LADOT Commuter Express 409 in June 1995.Ĥ07 - Downtown L.A. Line 406 was a rush hour-only express for Line 90, traveling on the Golden State Freeway ( Interstate 5) and Glendale Freeway ( SR 2) before exiting SR 2 at Verdugo Boulevard in La Cañada Flintridge and joining Line 90 for the remainder of the route to Sunland. Sunland via Pennsylvania Avenue Express It was cancelled in June 2001.Ĥ06-409: via Glendale Freeway 406 - Downtown L.A. Line 402 was a rush hour-only express line terminating at a park-n-ride facility in Old Town Pasadena near Colorado Boulevard and Fair Oaks Avenue. Line 401 was cancelled as a result of the opening of the Metro Gold Line and was replaced by Line 686, with the southern terminus at the Fillmore Station.Ĥ02 - Downtown L.A. Line 401 ran along Arroyo Parkway, Colorado Boulevard, and Allen Avenue. Line 401 provided service from Downtown Los Angeles to Pasadena via the Pasadena Freeway. Pasadena - Altadena via Allen Avenue Express “If we do, we run the risk of losing all the goodwill the purchase has built up between the counties.Former Metro Express system map 400-405: via Pasadena Freeway 401 - Downtown L.A. “We cannot just willy-nilly raise tolls without a clear, understandable, fully scrutinized rationale,” Spitzer said. Keenan said that if road improvements can be made, traffic demand in the toll lanes might be reduced, eliminating any need to raise fees. Non-peak hours would be the most likely for lower tolls, the study concluded. In one scenario, the report stated that tolls might have to be raised at rush hour to keep traffic flowing in the future. Keenan said a new traffic study being prepared by Vollmer & Associates indicates that the lanes already are at capacity during peak hours. OCTA officials have talked about the possibility of lowering fares in the future, but no decisions have been made. The tolls themselves will be among the first items discussed later this month. The committee will advise policy makers on tolls and improvements to the Riverside Freeway as well as on a possible new transportation corridor between Orange and Riverside counties. Toll lane policy now will be decided by the OCTA directors based on recommendations from a joint advisory committee of five OCTA board members, five members of the Riverside County Transportation Commission, two Caltrans directors and a representative from San Bernardino County. “We are convinced this is the right thing to do,” said Riverside County Supervisor John Tavaglione, who heads the Riverside County Transportation Commission. A separate case brought by the city of Corona against Caltrans is still pending. Keenan said Riverside officials were assured that the language of the provision was benign and would not interfere with planned improvements.Īlso Friday, attorneys for Riverside County went to court and dismissed two county lawsuits against Caltrans and the toll road company that challenged the constitutionality of the non-competition clause. To get the deal finalized, OCTA officials overcame last-minute concerns from Riverside County that the purchase agreement still contained a broadly worded non-competition clause. Current projects across the state are in jeopardy, he said, and others not in the queue yet will fall further down the list of priorities. Spitzer cautioned, however, that the state budget deficit, which is threatening almost $2.5 billion in transportation funds and 141 current projects, could hamper efforts to secure matching state money for improvements to the Riverside Freeway. This paves the way for improvements that would have been prohibited from the 605 Freeway to the I-15 for 30 years.” “There were a significant number of actors with a lot at stake. “This was a very difficult transaction to pull off,” said Assemblyman Todd Spitzer, a former Orange County Supervisor and chairman of the OCTA board of directors, who pushed for the purchase.
0 Comments
Leave a Reply. |