Metro Board To Vote On “Link US” Union Station Run-Through Tracks

Preliminary rendering of future double-deck light rail tracks at Union Station, with the Gold Line below the future West Santa Ana Branch rail. Image via Metro staff presentation
Preliminary rendering of future double-deck light rail tracks at Union Station, with the Gold Line below the future West Santa Ana Branch rail. Image via Metro staff presentation

Tomorrow, the Metro board will be voting on a recommended alternative for future run-through tracks at Union Station. (Update: on 2/23 the Metro board voted to postpone/continue the item.) The new loop tracks would extend Union Station’s existing stub-end tracks. The project will include tracks running on a new wide 101 Freeway bridge just east of the existing Gold Line bridge. The new L-shaped bridge will connect trains to existing tracks along the L.A. River.

The Union Station run-through tracks mega-project has been on Metro’s to-do list for many years. It has also gone by several names: L.A. Union Station Run-Through Tracks project, SCRIP – Southern California Regional Interconnector Project, and now the “Link Union Station” or “Link US” project. Do not confuse “Link US” with “Connect US;” the latter is Metro’s plan for improving walk/bike access to Union Station. These projects are part of Metro’s Union Station Master Plan, which is explained well in Metro’s 2015 fly-through video.

Ridership expected to xxx by xxxx. Chart via Metro staff report
L.A. Union Station ridership expected to double from 2012 to 2040. Chart via 2015 Metro staff report [PDF]
Metro owns Union Station and is upgrading the historic landmark to prepare for future capacity increases. With population growth, Metro’s expanding light and heavy rail network, projected growth in Amtrak and Metrolink ridership, and future high-speed rail, Metro estimates that Union Station will serve twice as many passengers in 2040 as it did in 2012.

Union Station’s current track configuration features stub-end (dead-end) tracks. Trains going from Ventura County to Orange County pull into Union Station, and then must back out to resume their travel. Run-through tracks would allow trains to enter and exit Union Station without having to turn around. Per 2015 Metro estimates, run-through tracks would increase Union Station capacity (from 180 to 278 trains daily) and reduce dwell times (from 20 minutes to five minutes).

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Conceptual diagram for Union Station run-through tracks. Image via Metro staff presentation [PDF]
The Link US project includes three main components:

  • Throat and Elevated Rail Yard – The entire rail area through Union Station (including the “throat” tracks immediately north) will be elevated 15 feet higher than they are today. The “throat” will be widened to add additional capacity.
  • Run-Through Tracks – New elevated tracks will be constructed south of Union Station  The elevated tracks, on an extended L-shaped bridge (or viaduct), will cross the 101 Freeway, then turn east and parallel the freeway for nearly a third of a mile, where they will connect to main line tracks along the L.A. River.
  • New Passenger Concourse – Union Station passengers will utilize a new expanded concourse. The concourse will include new elevators, escalators, and stairs, and a new central retail area.

In addition, the project would improve the 101 Freeway, widen Center Street (including two blocks of bike lanes), and widen Commercial Street. Further active transportation facilities, including viaduct access to a future L.A. River bike path, are “being evaluated.”

Two years ago, Metro approved a contract with HDR Engineering to do preliminary engineering and environmental studies for the run-through tracks. According to the Metro staff report, the consultant evaluated 74 alternatives, winnowing them down to four final alternatives. The alternatives are very similar. They all feature six regional rail (Amtrak, Metrolink) run-through tracks, but vary in the number of high-speed rail tracks – from zero to four.

The recommended configuration Alterntive 1 features xxx. Image via Metro staff presentation
The recommended configuration Alternative 1 features six Amtrak/Metrolink run-through tracks, and four high-speed rail tracks. Image via Metro staff presentation [PDF]
Tomorrow’s board vote includes approving the recommended Alternative 1, which features six regional rail run-through tracks, and four high-speed rail tracks. In addition, the board is being asked to expand the scope HDR Engineering’s contract to include design and engineering for connecting the new concourse west into the historic Union Station and east into Patsaouras Plaza. A portion of the expanded scope would be funded by the California High-Speed Rail Authority.

If approved tomorrow, the Link US project draft environmental studies (EIR/S – California Environmental Impact Report and federal Environmental Impact Study) are expected to be circulated this summer. Once the EIR/S is completed and approved, the project would be “shovel ready” and eligible for theoretical state or federal grants. The latter could be difficult to secure under a Trump administration that appears to have pulled the plug on a major Bay Area Caltrain electrification project.

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Elevating the tracks will necessitate replacing the existing (historic) canopies. Above are several early concepts for future canopies. Image via Metro staff report [PDF]
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The existing tunnel area below the tracks will be greatly expanded, with expanded passenger-serving retail. Image via Metro staff report [PDF]
Metro’s Link US staff presentation features several diagrams and renderings showing how the expanded new passenger concourse might look.

15 thoughts on Metro Board To Vote On “Link US” Union Station Run-Through Tracks

  1. Good eye – now I am curious too as to why they are projecting a 14% decrease at Union Station in 2040

  2. It’s my understanding that the bar charts only depict boardings and alightings at Union Station. Once the regional connector opens, fewer Gold Line passengers will need to transfer at Union Station. That’s my guess, anyway.

    I guess additional ridership growth on the Red and Purple Lines far outweighs any decrease due to fewer Gold Line transfers–which, given the westside expansion and the likelihood that future HSR/Metrolink transfers will probably skew towards the Red and Purple Lines, makes some sense–but it’s not clear exactly how that works out.

  3. More nit-picking of the projected ridership growth:
    – What about the Blue Line? The Regional Connector will extend the Blue Line to LAUS, but the Blue Line isn’t shown in the graphic. Is the Gold Line forecast (-14%) supposed to represent the reconfigured light rail operations with the Regional Connector?
    – The Red Line growth forecast (41%) is inconsistent with the bar graphs. The bar graphs show the Red Line ridership growing from ~40,000 to ~100,000, which is closer to 150% growth than 41% growth.

  4. The 2040 numbers are a CHSRA projection, not from Metro. While Metro has done projections for Union Station, I don’t believe they have gone through the full EIR process to make an official projection yet, hence why they just used CHSRA’s numbers.

    My understanding is that a Draft EIR (complete with full projection) would be the next step for this project, after the board has decided what alternatives to study.

  5. This needs to be done before electrification. (It moves the tracks up 15 feet!) That’s one of the reasons it’s so high on the agenda list.

  6. More passengers ride right through Union Station on the Regional Connector instead of getting off to change trains.

  7. I’ll argue the $300 miillionn required for electricfication of the line will be able to be completed quickly and have a greater impact on passengers than this $1billion project.

    Electrification can increase average travel time speeds from 30 mph to 50-60MPH. The Surfliner has decent passenger numbers at 30 MPH. Imagine passenger growth at 50 MPH !

  8. I like the overall project, but I would like them to keep the Patsouras Entrance portal. We have such little lasting architecture in LA, and I think we forget what a beautiful structure this is. Even though it may seem very 90s to some, I think it will age well.

  9. Have they looked at disassembling the existing canopies and rebuilding them on the new platforms?The existing canopies have more than just history behind them. They also continue the experience of the station to make the customers more comfortable.
    However dynamic a modern canopy is, if the contrast is jarring it won’t make passengers happy.

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