San Fernando Gardens
San Fernando Gardens is a housing project located in the Pacoima district of the San Fernando Valley region of Los Angeles, California. San Fernando Gardens was built during World War II to house workers at the nearby Lockheed aerospace manufacturing facilities in Burbank; the project was racially integrated. Like the district surrounding it, San Fernando Gardens is now overwhelmingly Latino and African American, it is the northernmost project in Housing Authority of the City of Los Angeles's system. The facility is assigned to the following Los Angeles Unified School District schools: Pacoima Elementary School Maclay Middle School San Fernando High School
The National Railroad Passenger Corporation, doing business as Amtrak, is a passenger railroad service that provides medium- and long-distance intercity service in the contiguous United States and to nine Canadian cities. Founded in 1971 as a quasi-public corporation to operate many U. S. passenger rail services, it receives a combination of state and federal subsidies but is managed as a for-profit organization. Amtrak's headquarters is located one block west of Union Station in Washington, D. C. Amtrak serves more than 500 destinations in 46 states and three Canadian provinces, operating more than 300 trains daily over 21,400 miles of track. Amtrak owns 623 miles of this track and operates an additional 132 miles of track; some track sections allow trains to run as fast as 150 mph. In fiscal year 2018, Amtrak served 31.7 million passengers and had $3.4 billion in revenue, while employing more than 20,000 people. Nearly 87,000 passengers ride more than 300 Amtrak trains on a daily basis. Nearly two-thirds of passengers come from the 10 largest metropolitan areas.
The name Amtrak is a portmanteau of the words America and trak, the latter itself a sensational spelling of track. In 1916, 98% of all commercial intercity travelers in the United States moved by rail, the remaining 2% moved by inland waterways. Nearly 42 million passengers used railways as primary transportation. Passenger trains were owned and operated by the same owned companies that operated freight trains; as the 20th century progressed, patronage declined in the face of competition from buses, air travel, the automobile. New streamlined diesel-powered trains such as the Pioneer Zephyr were popular with the traveling public but could not reverse the trend. By 1940, railroads held just 67 percent of commercial passenger-miles in the United States. In real terms, passenger-miles had fallen by 40 % from 42 billion to 25 billion. Traffic surged during World War II, aided by troop movement and gasoline rationing; the railroad's market share surged with a massive 94 billion passenger-miles. After the war, railroads rejuvenated their overworked and neglected passenger fleets with fast and luxurious streamliners.
These new trains brought only temporary relief to the overall decline. As postwar travel exploded, passenger travel percentages of the overall market share fell to 46% by 1950, 32% by 1957; the railroads had lost money on passenger service since the Great Depression, but deficits reached $723 million in 1957. For many railroads, these losses threatened financial viability; the causes of this decline were debated. The National Highway System and airports, both funded by the government, competed directly with the railroads, who paid for their own infrastructure. Progressive Era rate regulation limited the railroad's ability to turn a profit. Railroads faced antiquated work rules and inflexible relationships with trade unions. To take one example, workers continued to receive a day's pay for 100-to-150-mile work days. Streamliners covered that in two hours. Matters approached a crisis in the 1960s. Passenger service route-miles fell from 107,000 miles in 1958 to 49,000 miles in 1970, the last full year of private operation.
The diversion of most U. S. Postal Service mail from passenger trains to trucks and freight trains in late 1967 deprived those trains of badly needed revenue. In direct response, the Atchison and Santa Fe Railway filed to discontinue 33 of its remaining 39 trains, ending all passenger service on one of the largest railroads in the country; the equipment the railroads had ordered after World War II was now 20 years old, worn out, in need of replacement. As passenger service declined various proposals were brought forward to rescue it; the 1961 Doyle Report proposed. Similar proposals failed to attract support; the federal government passed the High Speed Ground Transportation Act of 1965 to fund pilot programs in the Northeast Corridor, but this did nothing to address passenger deficits. In late 1969 multiple proposals emerged in the United States Congress, including equipment subsidies, route subsidies, lastly, a "quasi-public corporation" to take over the operation of intercity passenger trains.
Matters were brought to a head on March 5, 1970, when the Penn Central, the largest railroad in the Northeast United States and teetering on bankruptcy, filed to discontinue 34 of its passenger trains. In October 1970, Congress passed, President Richard Nixon signed into law, the Rail Passenger Service Act. Proponents of the bill, led by the National Association of Railroad Passengers, sought government funding to ensure the continuation of passenger trains, they conceived the National Railroad Passenger Corporation, a private entity that would receive taxpayer funding and assume operation of intercity passenger trains. The original working brand name for NRPC was Railpax, but shortly before the company started operating it was changed to Amtrak. There were several key provisions: Any railroad operating intercity passenger service could contract with the NRPC, thereby joining the national system. Participating railroads bought into the NRPC using a formula based on their recent intercity passenger losses.
The purchase price could be satisfied either by cash or rolling stock. Any participating railroad was freed of the obligation to operate intercity passenger service after May 1, 1971, except for those services chosen by the Department of Transportation as part of a "basic system" of servic
San Gabriel Mountains
The San Gabriel Mountains are a mountain range located in northern Los Angeles County and western San Bernardino County, United States. The mountain range is part of the Transverse Ranges and lies between the Los Angeles Basin and the Mojave Desert, with Interstate 5 to the west and Interstate 15 to the east; this range lies in, is surrounded by, the Angeles National Forest, with the San Andreas Fault as the northern border of the range. The highest peak in the range is Mount San Antonio referred to as Mt. Baldy. Mount Wilson is another famous peak, famed for the Mount Wilson Observatory and the antenna farm that houses many of the transmitters for local media; the observatory may be visited by the public. On October 10, 2014, President Obama designated the area the San Gabriel Mountains National Monument. To date, The Trust for Public Land has protected more than 3,800 acres of land in the San Gabriel Mountains, its foothills and the Angeles National Forest. Much of the range features rolling peaks.
The range lacks craggy features, but contains a large number of canyons and is very rugged and difficult to traverse. The San Gabriel Mountains are in effect a large fault block, uplifted and dissected by numerous rivers and washes; the highest elevation, Mount San Antonio at 10,064 feet, rises towards the eastern extremity of the range which extends from the Cajon Pass on the east, where the San Gabriel Mountain Range meets the San Bernardino Mountain Range, westward to meet the Santa Susanna range at Newhall Pass. North of San Fernando, the San Gabriel Mountains crest abruptly up to 4,000 feet. Pacoima and Big Tujunga Canyons cut through the range just east of San Fernando, carrying runoff into the San Fernando Valley. Little Tujunga Canyon Road bridges the range in this area, connecting the San Fernando Valley to the Santa Clara River valley in the north. Towering over Big Tujunga Canyon north of Big Tujunga Reservoir is Mount Gleason, which at 6,502 feet, is the highest in this region of the San Gabriels.
South of the gorge are the southern "foothills" of the mountains, which rise abruptly 4,000 feet above the Los Angeles Basin and give rise to the Arroyo Seco, a tributary of the Los Angeles River. Southeast of Big Tujunga Canyon, the southern front range of the San Gabriels grows in elevation, culminating in notable peaks such as Mount Wilson at 5,710 feet. On the north the range is abruptly dissected by the canyon of the West Fork San Gabriel River. Further north the range slopes up into the towering main crest of the San Gabriels, a sweeping arc-shaped massif 30 miles in length that includes most of the highest peaks in the range: Waterman Mountain, at 8,038 feet. On the north slopes of the San Gabriel crest, the northern ranks of mountains drop down incrementally to the floor of the Mojave Desert in a much more gradual manner than the sheer southern flank; the Angeles Crest Highway, one of the main routes across the San Gabriels, runs through this area from west to east. Little Rock, Big Rock and Sheep Creeks drain off the northern part of the mountains, forming large alluvial fans as they descend into the Mojave.
To the east, the San Andreas Fault cuts across the range, forming a series of long and narrow depressions, including Swarthout Valley and Lone Pine Canyon. South of Mount San Antonio, San Antonio Creek drains the mountains, cutting the deep San Antonio Canyon. East of San Antonio Canyon, the range loses elevation, the highest peaks in this section of the mountain range are in the south, rising above the Inland Empire cities of Claremont and Rancho Cucamonga. However, there are still several notable peaks in this region, including Telegraph Peak, at 8,985 feet, Cucamonga Peak, at 8,859 feet, Ontario Peak, rising 8,693 feet. Lytle Creek, flowing southeast, drains most of the extreme eastern San Gabriels; the range terminates at Cajon Pass, through which runs Interstate 15, beyond which rise the higher San Bernardino Mountains. The Range is bound on the north by the Antelope Valley and the Mojave Desert and to the south by the communities of greater Los Angeles area. In the western portion of the San Gabriel Mountain Range, the Sierra Pelona Ridge stretches from Soledad Canyon, formed by the Santa Clara River.
The Sierra Pelona Ridge includes Liebre Mountain, Sawmill Mountain, Grass Mountain, Redrock Peak, Burnt Peak, most of, part of the Angeles National Forest, but features several rural communities. Melting snow and rain runoff on the south side of the San Gabriels' highest mountains give rise to its largest river, the San Gabriel River. Just to the west of Mount Hawkins, a north-south divide separates water running down the two main forks of the river and their tributaries; the West Fork, beginning at Red Box Saddle, runs 14 miles eastward, the East Fork, starting north of Mount San Antonio, flows 18 miles south and west through a steep and precipitous gorge. The two meet at San Gabriel Reservoir, turn south, boring through the southern portion of the San Gabriels, emptying out of the mountains near Azusa into the urban San Gabriel Valley, to the Pacific Ocean near Seal Beach. San Gabriel Mountains peaks within the Angeles National Forest include: Mount San Antonio, 10,064 ft Pine Mountain, 9,648 ft Dawson Peak, 9,575 ft
Sepulveda Boulevard is a major street and transportation corridor in the City of Los Angeles and several other cities in western Los Angeles County, California. It is around 42.8 miles in length, making it the longest street in the city and county of Los Angeles. The Boulevard is known as an area of prostitution. Sepulveda Boulevard runs from Long Beach north through the South Bay and Westside regions, over the Santa Monica Mountains at Sepulveda Pass to northern San Fernando Valley, it passes underneath two of the runways of Los Angeles International Airport. Portions of Sepulveda Boulevard are designated as Pacific Coast Highway. In 1769, the Spanish Portola expedition, the first Europeans to see inland areas of California, traveled north through Sepulveda pass on August 5; the party had been travelling west, intending to reach and follow the coast, but were discouraged by the steep coastal cliffs beginning at today's Pacific Palisades and decided to detour inland. They followed it into the San Fernando Valley.
Sepulveda Boulevard is named for the Sepulveda family of California. The termination of Sepulveda is on a part of the Sepulveda family ranch, Rancho Palos Verdes, which consisted of 31,619 acres of the Palos Verdes Peninsula. In 1784 the Spanish land grant for Rancho San Pedro was issued to Juan Jose Dominguez by King Carlos III—the Spanish Empire. A judicial decree was made by Governor José Figueroa, intended to settle the land dispute between the Domínguez and Sepúlveda families; the rancho was formally divided in 1846, with Governor Pío Pico granting Rancho de los Palos Verdes to José Loreto and Juan Capistrano Sepulveda. Sepulveda Boulevard begins in Long Beach at its intersection with Willow Street and the Terminal Island Freeway. Willow Street extends to the east from here crossing into Orange County and becoming Katella Avenue, a major thoroughfare across that county; the avenue becomes Villa Park Road after passing east of Wanda Road. A block or two the first half of Orange ends and enters the enclave city of Villa Park.
A short while the road reenters Orange and a block changes name to become Santiago Canyon Road at the intersection of Linda Vista Street / Santiago Boulevard. From this point on, it continues going east. Sepulveda Boulevard from SR 103 goes westward through Carson to the Harbor Freeway, where it turns northwest, passing through the unincorporated area of West Carson and Harbor Gateway, Torrance. After entering Redondo Beach, signage changes to Camino Real as it heads to Torrance Boulevard; the route heads a few blocks west along Torrance Boulevard and joins Pacific Coast Highway. The Pacific Coast Highway was on a section of the 19th century El Camino Real crossing the Rancho Sausal Redondo; the present day Camino Real section has El Camino Real bell markers along it. From Torrance Boulevard north to Artesia Boulevard, signage on the SR 1/Sepulveda Boulevard overlap reads "Pacific Coast Highway" as it passes through Hermosa Beach. Sepulveda Boulevard signage resumes north of Artesia, it goes through Manhattan Beach and El Segundo.
Sepulveda Boulevard resumes its name upon entering Los Angeles, crosses the western terminus of the Century Freeway, goes through the LAX Airport Tunnel to pass under its runways. The road passes through an interchange with Century Boulevard, which provides access to LAX's terminals to the west and the San Diego Freeway to the east. At the north end of LAX, SR 1/PCH branches to the west as Lincoln Boulevard while Sepulveda Boulevard continues north to become a primary thoroughfare through the Westside region cities and communities of Westchester, Culver City, West Los Angeles, Westwood. In Culver City, north of Slauson Avenue, it merges for a few blocks with Jefferson Boulevard. From Jefferson, Sepulveda Boulevard runs parallel to I-405 as it goes through West Los Angeles and Westwood, passing the Los Angeles National Cemetery. After going past Bel Air, it parallels the freeway up the Sepulveda Canyon. At the Skirball Cultural Center, Sepulveda Boulevard curves west away from I-405, passes through a tunnel under Mulholland Drive, follows a serpentine route down the north side of the Sepulveda Pass.
It passes under I-405 just before crossing Ventura Boulevard in Sherman Oaks. Sepulveda Boulevard runs parallel to the east of I-405, crossing the Ventura Freeway and the Los Angeles Metro Orange Line rapid transit route, through San Fernando Valley communities of Van Nuys and North Hills, to its northern terminus at the Rinaldi Street interchange with I-405 in Mission Hills. There is a separate section of Sepulveda Boulevard in Sylmar, running from Roxford Street to San Fernando Road, a frontage road along the Golden State Freeway. Prior to the construction of the 405 freeway in the 1960s, that disjunct piece and the main section of Sepulveda Boulevard were one continuous street, separated when the 405 freeway interchange with the Golden State Freeway was built atop the section between Rinaldi and Roxford Streets. Public transit along Sepulveda Boulevard is provided by several different bus lines; the north south-part provides bus service in the San Fernando Valley and through the Sepulveda Pass by Metro Local line 234 and Metr
Los Angeles County, California
Los Angeles County the County of Los Angeles, in the Los Angeles metropolitan area of the U. S. state of California, is the most populous county in the United States, with more than 10 million inhabitants as of 2017. As such, it is the largest non–state level government entity in the United States, its population is larger than that of 41 individual U. S. states. It is the third-largest metropolitan economy in the world, with a Nominal GDP of over $700 billion—larger than the GDPs of Belgium and Taiwan, it has 88 incorporated cities and many unincorporated areas and, at 4,083 square miles, it is larger than the combined areas of Delaware and Rhode Island. The county is home to more than one-quarter of California residents and is one of the most ethnically diverse counties in the U. S, its county seat, Los Angeles, is California's most populous city and the nation's second largest city with about 4 million people. Los Angeles County is one of the original counties of California, created at the time of statehood in 1850.
The county included parts of what are now Kern, San Bernardino, Inyo, Tulare and Orange counties. In 1851 and 1852, Los Angeles County stretched from the coast to the border of Nevada; as the population increased, sections were split off to organize San Bernardino County in 1853, Kern County in 1866, Orange County in 1889. Prior to the 1870s, Los Angeles County was divided into townships, many of which were amalgamations of one or more old ranchos, they were: Azusa El Monte Azusa and El Monte Townships were merged for the 1870 census. City of Los Angeles Los Angeles Township Los Nietos San Jose San Gabriel Santa Ana. For the 1870 census, Annaheim district was enumerated separately. San Juan. San Pedro. Tejon When Kern County was formed, the portion of the township remaining in Los Angeles County became Soledad Township According to the U. S. Census Bureau, the county has an area of 4,751 square miles, of which 4,058 square miles is land and 693 square miles is water. Los Angeles County borders 70 miles of coast on the Pacific Ocean and encompasses mountain ranges, forests, lakes and desert.
The Los Angeles River, Rio Hondo, the San Gabriel River and the Santa Clara River flow in Los Angeles County, while the primary mountain ranges are the Santa Monica Mountains and the San Gabriel Mountains. The western extent of the Mojave Desert begins in the Antelope Valley, in the northeastern part of the county. Most of the population of Los Angeles County is located in the south and southwest, with major population centers in the Los Angeles Basin, San Fernando Valley and San Gabriel Valley. Other population centers are found in the Santa Clarita Valley, Pomona Valley, Crescenta Valley and Antelope Valley; the county is divided west-to-east by the San Gabriel Mountains, which are part of the Transverse Ranges of southern California, are contained within the Angeles National Forest. Most of the county's highest peaks are in the San Gabriel Mountains, including Mount San Antonio 10,068 feet ) at the Los Angeles-San Bernardino county lines, Mount Baden-Powell 9,399 feet, Mount Burnham 8,997 feet and Mount Wilson 5,710 feet.
Several lower mountains are in the northern and southwestern parts of the county, including the San Emigdio Mountains, the southernmost part of Tehachapi Mountains and the Sierra Pelona Mountains. Los Angeles County includes San Clemente Island and Santa Catalina Island, which are part of the Channel Islands archipelago off the Pacific Coast. East: Eastside, San Gabriel Valley, portions of the Pomona Valley West: Westside, Beach Cities South: South Bay, South Los Angeles, Palos Verdes Peninsula, Gateway Cities, Los Angeles Harbor Region North: San Fernando Valley, Crescenta Valley, portions of the Conejo Valley, portions of the Antelope Valley and Santa Clarita Valley Central: Downtown Los Angeles, Mid-Wilshire, Northeast Los Angeles Angeles National Forest Los Padres National Forest Santa Monica Mountains National Recreation Area Los Angeles County had a population of 9,818,605 in the 2010 United States Census; the racial makeup of Los Angeles County was 4,936,599 White, 1,346,865 Asian, 856,874 African American, 72,828 Native A
Van Nuys is a neighborhood in the central San Fernando Valley region of Los Angeles, California. Home to Van Nuys Airport and the Valley Municipal Building, it is the most populous neighborhood in the San Fernando Valley. In 1909 the Suburban Homes Company, a syndicate led by H. J. Whitley, general manager of the Board of Control, along with Harry Chandler, H. G. Otis, M. H. Sherman and O. F. Brandt purchased 48,000 acres of the Farming and Milling Company for $2,500,000. Henry E. Huntington, extended his Pacific Electric Railway through the Valley to Owensmouth; the Suburban Home Company laid out plans for roads and the towns of Van Nuys and Canoga Park. The rural areas were annexed into the city of Los Angeles in 1915. On April 2, 1915 H. J. Whitley purchased the Suburban Home Company so that he would have complete control for finishing the development; the town was named for Isaac Newton Van Nuys, one of its developers. It was annexed by Los Angeles on May 22, 1915, after completion of the Los Angeles Aqueduct, providing it with the water required for further growth.
Van Nuys was the first new stop on the San Fernando Line of the Pacific Electric Railway red cars system, which boosted its early land sales and commercial success. Van Nuys became the Valley's satellite Los Angeles municipal civic center with the 1932 Art Deco Valley Municipal Building, a visual landmark and Los Angeles Historic-Cultural Monument, starting the present-day Government Center complex of government services buildings. In 1991, Marvin Braude, a member of the Los Angeles City Council, redesignated a 45-block area of Van Nuys as a part of Sherman Oaks; this redesignated area included the community of Magnolia Woods. Some area residents had presented a petition and several original deeds that stated "Sherman Oaks" to Braude, they argued that the area was a part of Sherman Oaks until the 1960s, when ZIP Codes labeling the area as Van Nuys were established. In October 2005, the Metro Orange Line opened with two stations. In 2014, a "Great Streets" project was introduced by Mayor Eric Garcetti with Van Nuys Blvd. to be redesigned between Victory Blvd. and Oxnard Street.
Sepulveda Blvd. was resurfaced between Victory Blvd and Oxnard Street in May 2014. A new Los Angeles County family services building was built on the southwest corner of Van Nuys Blvd. and Saticoy Street in 2016. In 2017, a new Los Angeles Fire Department fire station is under construction on the northwestern corner of Oxnard St and Vesper Ave. Van Nuys is bordered on the north by North Hills, on the northeast by Panorama City, on the east by Valley Glen, on the south by Sherman Oaks, on the southwest by the Sepulveda Basin, on the west by Lake Balboa, on the northwest by Northridge, its street and other boundaries are Roscoe Boulevard on the north, Sepulveda Boulevard, the Tujunga Wash, Woodman Avenue and Hazeltine Avenue on the east, Oxnard Street on the south, the Sepulveda Basin on the southwest and Odessa and Hayvenhurst avenues and Balboa Boulevard on the west. The 2000 U. S. census counted 136,443 residents in the 8.99-square-mile Van Nuys neighborhood—or 11,542 people per square mile.
In 2000, the median age for residents was 28, considered young for city and county neighborhoods, the percentages of residents aged 10 or younger and 19 to 34 were among the highest in Los Angeles County. The neighborhood was considered "moderately diverse" ethnically within Los Angeles; the breakdown was Hispanics, 60.5%. Mexico and El Salvador were the most common places of birth for the 49.8% of the residents who were born abroad—a high percentage for Los Angeles. There were 4,917 families headed by single parents or 21.3%, considered high for both the city and the county. The median yearly household income in 2008 dollars was $41,134, considered average for the city, but low for the county; the percentages of households that earned $40,000 or less were high for the county. Renters occupied 73.9% of the housing stock, house- or apartment-owners held 26.1%. Van Nuys Boulevard has a long and diverse commercial district along it, as do other major streets crossing through Van Nuys. There are two Target stores in Van Nuys, one on Sepulveda and Hatteras and another on Raymer and Noble.
Van Nuys has two Asian supermarkets, one on Sherman Way and White Oak, one on Sepulveda and Victory. From 1947 until 1992, GM operated an automobile factory called Van Nuys Assembly at Van Nuys Boulevard and Arminta Street to augment their production efforts at their South Gate, California factory called South Gate Assembly, which opened in 1936; the Van Nuys location manufactured the Chevrolet Impala and Corvair and was the primary location for the Nova and the Camaro. Badge engineered versions of the Impala and Camaro were manufactured at this location. Due to air quality remediation efforts and decreasing market share of GM products, the factory was closed. Sound City Studios is a well-respected recording studio in Van Nuys. Van Nuys, along with Chatsworth, is home to numerous pornographic movie studios and manufacturers. Grupo TACA operates a Van Nuys-area TACA Center at 6710 Van Nuys Boulevard. Various parts of the movie Terminator were filmed here; some former Van Nuys neighborhoods have won approval by the Los Angeles City Council to break off from Van Nuys and join the neighboring communities of Lake Balboa, Valley Glen, Sherman Oaks in an effort to raise their property values.
City Council member Tony Cardenas "suggested the change was motivated by racism." The Los Angeles Fire Department operates Station 39, Station 90 Van Nuys Airport Area, Station 100 West Van Nuys, Station 102 East Van Nuys, serving the community. The Los An
Metro Rapid is a local express bus service in Los Angeles County, California with bus rapid transit characteristics. It has fewer stops than the Metro Local service; the system is operated by Metro. Two routes are operated by one by Culver CityBus and one by Torrance Transit; the Rapid program speeds up travel time for passengers, complementing the Metro Local bus network operated by the Metro as well as other bus routes operated by smaller agencies. Metro Rapid buses are distinguished by their prominent red color. Based on availability of equipment, units in non-Metro Rapid livery may be placed into service on lines that use Metro Rapid buses. To speed up travel times, buses are equipped with special transmitter devices that send a signal to traffic lights, which cause them to favor the bus by holding green lights longer and shortening red lights. Metro Rapid buses stop less than Metro Local buses, with Rapid stops located only at major intersections and transfer points; the frequency of Metro Rapid buses is increased as well, as more buses on a line translates to less wait time at each station.
All Metro Rapid buses are low-floor CNG buses for alighting. As a result of a recent federal court consent decree ruling, beginning in June 2006 all Rapid routes began operating from at least 5 am to 9 pm, five days a week, with a maximum of 10-minute peak headways and 20-minute midday and evening headways; some Rapid routes operate on weekends as well. The Metro Rapid Program was implemented in June 2000-December 2002 with the goal of improving bus speeds within urbanized Los Angeles County. Lines 720, 745, 754 and 750 were the pilot routes of the program. Metro claims travel times were reduced by as much as 29%. Metro Rapid buses are distinguished by their silver livery; some Rapid stops are equipped with "NextBus" technology which indicates the wait time before the next bus arrives. NextBus displays were installed at stops on Lines 720 and 750. Metro Rapid Lines 720, 770 and 780 are the only lines, they take 2 hours from start to end during rush hours. Line 720 is the most frequent of all Rapids.
In the morning rush hour, the Rapid 720 ranges from every 2–10 minutes. A year after Metro introduced SmartBus technology on most of their buses, marquees were modified on most Metro Rapid buses in which the "STOP REQUESTED" portion scrolls across the marquee instead of staying in place and "PLEASE USE REAR EXIT" scrolls slowly. Months marquees were switched back to their original format; the fare is the same as other Metro rail service. Routes are numbered in the 700 series. Critics see the Metro Rapid system as not sufficient to meet Los Angeles' growing transit needs. Limited funds, would be better spent on extending the region's rail network. Rapid buses do not have efficiency of light - or heavy-rail technology. Other critics claim. For many years and its predecessor, the SCRTD, operated limited-stop routes, which were similar to Metro Rapid service in the middle of their routes, but made local stops at each end. Rapid buses do not change traffic signals outside of the City of Los Angeles because only the City has tied the transponders to the signal network.
The Los Angeles County Department of Public Works is working on rectifying the problem for all the other cities where Rapid buses pass through, but individual signals have to be reprogrammed to give signal priority to Rapid buses. In addition, only Rapid-branded buses have transponders, which causes problems when not enough Rapid buses are available. Another complaint concerns the placement of Local and Rapid stops at separate locations at the same intersection; this was done to eliminate the backing up of buses at stops, but has resulted in a dangerous move called the "Rapid Bus Shuffle", in which a rider waiting at a Local stop runs to a Rapid stop, or vice versa, if the other bus arrives first. In response, some Rapid stops are placed adjacent to Local bus stops. In addition, civil rights organizations like the Bus Riders Union complain about cutbacks in Local service required to implement Rapid service. Between 25 and 50% of Local service is cut and replaced by Rapid service. Thus, riders not living or working near a Rapid stop must walk a longer distance to an intersection with both Local and Rapid stops, or wait longer for a Local bus.
The Special Master of the consent decree between Metro and the BRU has ordered that no more than 33% of the resources for Rapids come from Local service. It should be noted that Metro staff has never considered Metro Rapid a substitute for rail service, but is instead a pragmatic interim measure given current budgetary constraints. Another major complaint is the lack of Saturday and holiday service on several of its high-volume routes like the 705, 710 and 740 where many patrons commute from inner-city suburbs, Downtown LA, or the South Bay to major cities for their jobs and local shopping; the Metro Rapid fleet consists of low-floor buses manufactured by both North American Bus Industries, New Flyer. Foothill Transit's Silver Streak made its debut on March 18, 2007, using the El Monte Busway and the San Bernardino Freeway; this route is not part of the official Metro Rapid program. Metro Rapid Homepage Metro Rapid timetable page Rapid Bus increa