Regional Connector
| Company type | Public transit infrastructure project |
|---|---|
| Industry | Transportation, Public transit |
| Founded | 2010 |
| Headquarters | Los Angeles , United States |
Area served | Downtown Los Angeles, Los Angeles Metro Rail network |
| Parent | Los Angeles Metro |
The Regional Connector Transit Project established a light rail tunnel beneath Downtown Los Angeles as part of the Los Angeles Metro Rail network. This tunnel unified the A and E lines with the former L Line. Prior to this, the A and E lines ended at 7th Street/Metro Center station, arriving respectively from Long Beach and Santa Monica, while the L Line operated through Little Tokyo/Arts District toward Azusa or East Los Angeles. Currently, the A and E lines share a route passing through newly constructed stations at , , and , before diverging along the former L Line corridors to Azusa and East Los Angeles. This connection enables passengers to travel across Downtown without transferring, enhancing regional transit convenience.
Led by Los Angeles Metro, the initiative was a key element in Metro’s long-term strategy and received funding via Measure R. The draft environmental impact statement was finalized in September 2010, with a preferred plan chosen by October 2010; subsequently, the Final Environmental Impact Report gained certification on April 26, 2012. Preparatory work commenced in December 2012, major construction contracts were awarded on July 9, 2014, and official groundbreaking took place on September 30, 2014. Although initially scheduled for a 2020 opening, unforeseen delays postponed the launch until June 16, 2023.
Route
Beginning at the northern end of 7th Street/Metro Center station—the former terminus since the early 1990s—the tunnels extend northward beneath Flower Street. They continue under 2nd Street, passing below the 2nd Street Tunnel and intersecting with the B/D subway lines at clearances as low as . Within Little Tokyo, the line diverges from 2nd Street to serve the new underground Little Tokyo/Arts District station, then splits into surface portals that reconnect with previous L Line tracks.
Station listing
The Regional Connector comprises three stations arranged from northeast to southwest:
- Template:LAMs, located at 1st Street and Central Avenue, which replaces the earlier above-ground station
- Template:LAMs, situated at 2nd Street and Broadway
- Template:LAMs, positioned at 2nd Place and Hope Street
During development phases, these stops were identified as 1st St/Central (Little Tokyo/Arts District), Los Angeles City Hall or 2nd Street/Broadway (Historic Broadway), and Bunker Hill or 2nd Place/Hope Street (Grand Avenue Arts/Bunker Hill).
Service reconfiguration
Following project completion, Metro retired the L Line and redistributed its segments between the A and E Lines as detailed below:
| Line | Route | Color |
|---|---|---|
| A Line (Blue) | Maintained existing service; incorporated northern portion of former L Line (Los Angeles Union Station to APU/Citrus College station) via new tunnel. | Maintained Blue. |
| E Line (Expo) | Maintained existing service; integrated Eastside segment of former L Line (Pico/Aliso station to Atlantic station (Los Angeles Metro)) through new tunnel. | Changed to Gold. |
| L Line (Gold) | Discontinued after project completion; northern segment absorbed by A Line, Eastside segment by E Line. | Color reassigned to E Line. |
As a result of this restructuring, the A Line became the longest light rail route worldwide at , surpassing Belgium’s Coast Tram. Its length will further increase with the anticipated Foothill Extension Phase 2B opening in 2025.
| Segment | Length (mi) | Length (km) |
|---|---|---|
| Existing A Line | 21.0 miles (33.8 km) | |
| Regional Connector | 1.9 miles (3.1 km) | |
| Little Tokyo/Arts District station to Los Angeles Union Station | 0.6 miles (0.97 km) | |
| Original Gold Line (Union Station to Sierra Madre Villa station) | 13.7 miles (22.0 km) | |
| Foothill Extension Phase 2A | 11.3 miles (18.2 km) | |
| Total | 48.5 miles (78.1 km) |
| Segment | Length (mi) | Length (km) |
|---|---|---|
| Existing E Line (Phases I & II) | 14.7 miles (23.7 km) | |
| Regional Connector | 1.9 miles (3.1 km) | |
| Gold Line Eastside Extension (Little Tokyo/Arts District station to Atlantic station) | 5.4 miles (8.7 km) | |
| Total | 22.0 miles (35.4 km) |
Background
The idea for the connector originated in 1984 during planning for the Metro Blue Line and was revisited in studies related to the 1989 Pasadena Light Rail Corridor. Initially, LACMTA envisioned the Blue Line running through Downtown Los Angeles to Union Station and continuing to Pasadena, with possible extensions northwest toward Burbank/Glendale and southwest to Exposition Park/Santa Monica. However, progress was hindered by funding challenges and the realignment of the Red Line Eastside Extension, which eventually became part of the Pasadena Gold Line (renamed the L Line in 2019).
The connector concept was first examined independently in a Major Investment Study (MIS) conducted between 1992 and 1993 as part of the Long Range Transportation Plan. It resurfaced in 2004 when LACMTA launched a technical feasibility study focusing on conceptual regional connector designs aimed at resolving operational limitations.
The 2004 analysis considered alignments primarily beneath Flower Street, surfacing between 5th and 1st Streets, then proceeding eastward to Alameda Street to link with the Eastside light rail corridor (currently the Metro L Line), extending north toward Union Station/Azusa or east toward East Los Angeles. Due to funding restrictions imposed by the 1998 Prop A prohibition on local county subway financing, fully subterranean options were constrained.
LACMTA evaluated various configurations including at-grade street-running couplets, transit mall setups, elevated sections, and hybrid combinations of subway, at-grade, and elevated segments along east-west corridors such as Temple, First, Second, and Third Streets. The study also explored utilizing existing grade-separated infrastructure like the Second Street Tunnel (Bunker Hill) and Third Street Tunnel to reduce expenses and enhance operational performance.
In July 2006, the LACMTA Board approved funds for a Major Investment Study addressing both the Regional Connector and a Red Line extension. By June 2007, consultants were hired to conduct Alternative Analysis and MIS activities that commenced in July. Initial public outreach took place in November 2007 at venues including Central Library and the Japanese American National Museum. Subsequent public presentations occurred in February 2008, where eight route options were narrowed down to two later that year. In January 2009, the Metro Board endorsed the Regional Connector project and allocated resources for environmental review processes (Draft EIS/EIR).
Environmental review process
The Alternatives Analysis identified two primary light rail transit (LRT) build options alongside mandatory "No Build" and Transportation Systems Management (TSM) scenarios. In February 2010, a third LRT alternative was introduced following feedback from Little Tokyo community stakeholders.
The project’s goal was to facilitate through service across four corridors: Blue Line, Expo Line, Gold Pasadena Line, and Gold Eastside Line. Each alternative began at 7th St/Metro Center station and connected with the existing Gold Line near Alameda Street.
On October 28, 2010, the LACMTA Board selected a fully underground alignment, dismissing at-grade and mixed-mode options. This chosen route remains subterranean beneath Flower and 2nd Streets until just northwest of 1st/Alameda, where it divides into two branches: one heading toward Union Station and another extending eastward to the Eastside.
This alignment was incorporated by Metro in response to public input. It situates the connector underground beneath 1st/Alameda, replacing the current Little Tokyo/Arts District station. Additionally, the Civic Center station was relocated westward toward Broadway to capitalize on redevelopment initiatives within the historic district. Although this option involves higher construction costs, it offers faster travel times and reduces operational disruptions.
Comparison of Alternatives
The following table highlights the primary features of each option under consideration:
| LRT 1 | LRT 2 | LRT 3 | ||
|---|---|---|---|---|
| Alternative Description | Primarily At-Grade | Primarily Underground | Completely Underground | |
| Estimated Cost (2009 dollars) | $899 million | $1.120 billion | $1.245 billion | |
| Projected New Daily Trips Network-wide | 12,300 | 14,900 | 17,400 | |
| Cost Efficiency [Note 1] | $20.44 (medium) | $17.22 (medium) | $16.77 (medium-high) | |
| Travel Duration | Union Station to Pico | 14 minutes | 12 minutes | 10 minutes |
| Pico/Aliso to Pico | 15 minutes | 10 minutes | 11 minutes | |
| Station Placement | Financial District | South of Flower/5th (below-grade) | North of Flower/5th (below-grade) | North of Flower/5th (below-grade) |
| Bunker Hill | Southwest corner of 2nd/Hope (below-grade) | Southwest corner of 2nd/Hope (below-grade) | Southwest corner of 2nd/Hope (below-grade) | |
| Broadway | North of 1st/Main (southbound) (at-grade) and North of 1st/Los Angeles (northbound) (at-grade) |
East of 2nd/Broadway (below-grade) or East of 2nd/Main (below-grade) |
East of 2nd/Broadway (below-grade) | |
| Little Tokyo | Formerly present (at-grade) | Formerly present (at-grade) | Northeast corner of 2nd/Central (below-grade) | |
- ↑ FTA cost-effectiveness index (CEI) compared to TSM alternative.
Chosen Alternative: LRT 3
In September 2010, Metro released the Draft Environmental Impact Statement/Environmental Impact Report endorsing the "Fully Underground LRT Alternative" (LRT 3).[1]
By October 2010, Metro staff reconfirmed this recommendation but excluded the 5th/Flower station citing budget constraints and its close proximity—just three blocks—from the Metro Center/7th Street Station, which could jeopardize eligibility for Federal Transit Administration funding. Advocates for the station emphasized its importance given the concentration of high-rise office buildings nearby and its potential to reduce anticipated congestion at Metro Center/7th Street following the completion of the E Line and Regional Connector.Cite error: The opening <ref> tag is malformed or has a bad name
Toward the end of October 2010, the Metro Board approved the Draft EIS/EIR and designated the Fully Underground Alternative without the 5th/Flower station as the Locally Preferred Alternative (LPA). Subsequently, staff advanced with a final study culminating in the Final EIS/EIR.
Project Financing
Measure R dedicated $160 million toward the Regional Connector project. In February 2014, Metro secured $670 million in New Starts funding from the federal government along with an additional $160 million in infrastructure loans.Cite error: The opening <ref> tag is malformed or has a bad name
Construction
Initial pre-construction activities began in December 2012 focusing on relocating utilities. Although heavy construction faced delays due to litigation and other challenges, it officially started after issuance of a "Notice to Proceed" in July 2014, followed by a groundbreaking ceremony in September that year.Cite error: The opening <ref> tag is malformed or has a bad name[2]
The majority of tunnel excavation was completed using tunnel boring machine (TBM) technology, while station construction utilized cut-and-cover methods to preserve vehicular access. To protect sound quality near sensitive locations such as Walt Disney Concert Hall and Colburn School of Music beneath 2nd Street, Metro collaborated with the Los Angeles Music Center to implement sophisticated noise mitigation measures.[3]
Two historic single-story brick structures near the Little Tokyo/Arts District station were demolished as part of relocating this station underground across the street. These buildings held cultural importance within Little Tokyo.[4]Cite error: The opening <ref> tag is malformed or has a bad name
By late 2017, one tunnel bore was completed; the second followed in January 2018.Cite error: The opening <ref> tag is malformed or has a bad name The complexity of underground utilities necessitated additional work and increased expenses, resulting in revised completion timelines extending into early 2023—over two years behind original projections.[5]
The COVID-19 pandemic facilitated faster progress during 2020 due to diminished traffic volumes and road closures.[6] By April 2022, track installation, station platforms, and system guideways had been finalized.[7]
Final system testing commenced on April 9, 2023, with A, E, and L Line trains operating through the newly constructed tunnel linking Long Beach to Azusa and Santa Monica to East Los Angeles.Cite error: The opening <ref> tag is malformed or has a bad name Remaining work involved completion of station plazas, street restoration, and fencing. The Regional Connector officially opened on June 16, 2023.[8]
See also
- K Line
- D Line Extension
- Additional rail tunnels linking formerly isolated networks
- Center City Commuter Connection (Philadelphia)
- Oslo Tunnel
- Light rail tunnels with similar objectives to enhance central city transit capacity
External links
- Official Metro website for the Regional Connector Transit Project
- Los Angeles Metro documentation
- Office of the Mayor, City of Los Angeles
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